Untitled - Truck `N` Roll Magazine

WHEN THE GOING GETS TOUGH,
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OD REDAKTORA
Wszechobecne telefony i przyklejeni do nich ludzie to obraz naszych lat.
Zamkniêci w œwiecie nieustannego sprawdzania, co siê dzieje na Twitterze czy Facebooku, nie zwracaj¹ uwagi na nic.
Kierowcy, którzy przyje¿d¿aj¹ do klienta i ca³y czas rozmawiaj¹ przez telefon,
nie s¹ rzadkoœci¹. Nie mówi¹ dzieñ dobry, dziêkujê czy proszê. Nic nie mówi¹.
Po prostu gadaj¹ przez telefon, czêsto g³oœno albo bardzo g³oœno, bior¹ od klienta papiery jakby od
niechcenia, odwracaj¹ siê i wychodz¹. Nie sprawdzaj¹ ³adunku, zabezpieczenia, iloœci... Nic ich nie
obchodzi za wyj¹tkiem g³oœnej rozmowy przez telefon, która poch³ania ich do tego stopnia, ¿e swoj¹
pracê traktuj¹ jak coœ, co przeszkadza, jak denerwuj¹cy przerywnik.
Czy mo¿na sobie wyobraziæ gorsz¹ obs³ugê klienta? Klienta, którego traktowanie jak pi¹te ko³o u wozu
jest nie tylko œmiertelnym zawodowym b³êdem, ale przede wszystkim ignorowaniem kogoœ, kto daje
nam pracê, jedzenie na stó³ i dach nad g³ow¹!
Nie tak dawno podwy¿szono mandaty za tak zwane tekstowanie w czasie jazdy. 1000 dolarów! Mimo
to nie ma dnia, ¿ebym z wysokoœci mojego trucka nie widzia³ tekstuj¹cych kierowców. To jest na³óg,
który bardzo trudno wyleczyæ. ¯ycie towarzyskie zamiera. Wszyscy wpatruj¹ siê nieustannie w ma³y
ekranik telefonu czy jakiegoœ tam "I-pada"!
Mówi siê, ¿e dozwolone urz¹dzenia - te, które mo¿na u¿ywaæ bez u¿ycia r¹k - s¹ bezpieczne. Nie
by³bym tego taki pewien. Widujê kierowców tak zabsorbowanych rozmow¹, ¿e wcale nie zwa¿aj¹ na
to, co robi¹. Widzê wykrzywione krzykiem twarze, zdenerwowane gestykulacje, walenie d³oni¹ o
kierownicê... W uszach jakieœ przewody, albo kostka b³yskaj¹ca œwiate³kiem, szybko poruszaj¹ce siê
usta, mówi¹ce coœ w przestrzeñ, robi¹ wra¿enie nienormalnoœci.
Jak¿e¿ odleg³e wydaj¹ siê czasy, gdy po³¹czenia miêdzymiastowe dostawa³o siê przez telefonistkê!
A przecie¿ by³o tak, by³o. Do dziœ pamiêtam pewn¹ rozmowê, która zrobi³a wtedy na mnie kolosalne
wra¿enie, a która teraz - po piêædziesiêciu paru latach - wydaje siê tak anachroniczna, ¿e prawie
œmieszna.
Otó¿ gdzieœ w drugiej po³owie lat piêædziesi¹tych zadzwoni³ do mojego Ojca kolega z dawnych czasów.
Niezwyk³oœæ tego wydarzenia bra³a siê st¹d, ¿e kolega dzwoni³ z Nowej Zelandii! Ojciec opowiada³ mi
potem, ¿e ca³y proces po³¹czenia by³ dobr¹ lekcj¹ geografii. Trzymaj¹c s³uchawkê s³ysza³ kolejnych
operatorów przekazuj¹cych sobie po³¹czenie: Warszawa, Rzym, Aden, Bombaj, Kalkuta, Singapur,
Sydney, Wellington i wreszcie Christchurch. Pó³ œwiata! Operatorzy z poszczególnych miast zg³aszali
siê kolejno : "Singapur! Singapur! Tu Kalkuta!", "Sydney! tu Singapur!" itd. By³em tym zafascynowany.
Oddech dalekiego œwiata musn¹³ mnie tak wyraŸnie!
Mniejsza z tym. Nie chodzi o te dawne czasy, ale o to, ¿eby teraz, gdy wszystko jest na wyci¹gniêcie
rêki, nie daæ siê temu opanowaæ i zaw³adn¹æ. A ju¿ na pewno, zachowajmy szacunek dla naszego
klienta, dla dyspozytora i w ogóle dla wszystkich, z którymi w danej chwili pracujemy - i od³ó¿my telefon.
Szerokiej drogi!
Marcin Baraniecki,
Editor-in-Chief
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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca
www.trucknrollmagazine.ca & www.polishtrucker.ca
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.
Distribution
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
David Shulist
Past Mayor of Madawaska Valley Township
Kaja Cyganik
Travel & Tourism
www.wycieczki.ca
Editor-on-the-Road
Robert Nowakowski
Marketing & Strategic Partnerships Consultant
Robert Pasiak
Project Manager, Canada
Malina MiedŸwiedzka
Our e-mail: [email protected]
Our phone: 905-290-2282
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.
ON OUR FRONT COVER:
Pride Group Logistics.
The company is hiring
owner operators, company drivers and experienced dispatchers.
Please see the hiring
ad and a short presentation of the company
on pages 8 & 9.
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'' /
Printed in Canada
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
NOVA PRINTING
(905) 281-3231
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.
www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE
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GUEST COLUMN
NATIONAL TRUCKING
WEEK 2015:
WE'LL TAKE TRUCK DRIVERS
OVER DRIVERLESS TRUCKS
LOUISE YAKO PRESIDENT & CEO
BRITISH COLUMBIA TRUCKING ASSOCIATION
News articles earlier this year about driverless trucks operating in Nevada and the Alberta oil sands
under restricted conditions set off speculation about whether we'll need truck drivers within a few
decades - and whether autonomous vehicles are an answer to the driver shortage.
National Trucking Week, celebrated September 6 to 12 this year, is a good time to consider the truck driving
occupation and what we can do to encourage the best candidates to enter a demanding and essential career
that requires judgment, planning, know-how and a host of other skills. Unlike autonomous vehicles, drivers may
be called upon to react quickly to unexpected incidents on the road, bringing all their varied experience about
their equipment, the load they're hauling, and road conditions into play. The question is, is the trucking industry
appealing to enough quality candidates to meet our needs today - and in the future?
Planners of large-scale projects in Northern BC are realizing the pool of available drivers is diminishing at a
time when they need it to grow. A report developed by a liquefied natural gas (LNG) provincial working group
identifies "truck driver" is the 7th most in-demand occupation to complete these projects.
Today, there are about 300,000 truck drivers in Canada - that's 1 percent of the population and 1.5 percent of
the labour force.[1] In BC, most truck drivers are male (96 percent), and nearly half (47 percent) are between
the ages of 45 and 64.[2] With less interest in the career from young men, the traditional labour pool for trucking,
governments are funding programs to train women and Aboriginal candidates to be competent for the occupation.
The type of training truck drivers receive varies, as there is no training standard for the occupation. Traditionally,
driver candidates often started work on farms, as family members or employees, and honed their technical and
mechanical skills on heavy machinery. The in-house training culture that existed during supply and price management of the industry diminished as trucking became deregulated in the 1990s. High school graduation, and
sometimes not even that, became the prerequisite to become a truck driver, along with a Class 1 licence. Part
of the problem is that truck driving was - and still is, inaccurately - considered an "unskilled" trade because no
certification requirement exists. Expert veteran drivers, trainees who've invested time and money in reputable,
quality training programs, and trucking employers are justified in scoffing at that label.
In fact, a new National Occupational Standard (NOS) for the Commercial Vehicle Operator (Truck Driver) published by the Trucking HR Canada in May 2015 puts paid to the description. The list of skills and competencies
required runs to 68 pages and includes workplace/interpersonal ("soft") skills; non-driving job functions and
equipment operation; and driving-specific competencies. And these are the core occupational competencies
only, not including additio-nal skills and knowledge needed to, for example, operate specialized equipment like
the oversize/overweight vehicles that haul heavy cargo, including equipment used at industrial sites.
The NOS is a foundational document, developed with the participation of drivers, fleets, industry experts and
trucking associations across Canada; trucking companies and driver training schools would benefit from making
(continued on page 9)
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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca
Newcomer Pride Group Logistics
Continues Strong Growth Streak And Puts Its Expansion Strategy Into High Gear!
When Sulakhan "Sam" Johal arrived in Canada from
a small town in India in 1993 and started distributing
newspapers he dreamed of the "big picture" and set
out to realize his dreams. Together with his brother
Jasvir, they worked tirelessly over the past 22 years,
first to build Pride Truck Sales, Ltd, then TPine Leasing Capital Corp., and when everyone told them it
couldn't be done, they simply did it anyway despite the
naysayers!
Now they're doing it yet again with their latest venture
Pride Group Logistics, Corp. which recently acquired
the operations of MGarry Transport and Multiline
Transport in Ontario.
Together with the establishment of new operations in
Detroit, Michigan and Fresno, California; the company
provides end-to end supply chain management services to its customers. And through its sister company,
Tpine Leasing, it's able to offer a full array of financing
products and services designed specifically for first
time Owner-Operators.
"We move a complete line of products, offer a full suite
of custom tailored solutions, and we call ourselves
'Pride' because our aim is to instill that feeling into
every aspect of what we do and to convey it to our
customers" said Sam Johal, co-founder, CEO & President of the parent company Pride Group Enterprises,
LLC. The company services all corners of North
America with its dry and refrigerated divisions and al-
ways has new equipment to ensure safety and driver
comfort at all times. Johal added that, "By maintaining
our fleet in a manner that exceeds industry norms, we
can improve our operations while we minimize the
risks that exist in the trucking industry."
Aside from expansion, an equally important goal for
the company is providing customers with the best
service in the industry. With a current customer referral
rate of over 95 percent, Pride Group Logistics looks to
finish the year with a record number of completed
moves in Canada and the U.S.
By executing a keen focus on customer service, the
company will likely see consistent growth and is set
up to exceed goals for the remainder of the year. Pride
Group has its sights set on higher customer satisfaction rankings, continued double-digit growth, and the
opening of new warehousing and distribution locations
across North America.
According to Johal, "Focusing on people - on our customers, and our employees - is one of our main initiatives." It is important to us that we are the absolute
best we can be, providing top-of-the-line service to our
customers, and we make it a priority system-wide to
treat each customer like you would treat your family,
to do it with PRIDE!"
To inquire about Pride Group Logistics, visit:
www.pridegroupenterprises.com
(continued from page 6)
NATIONAL TRUCKING WEEK 2015: WE'LL TAKE TRUCK DRIVERS OVER DRIVERLESS TRUCKS
it their guidebook. To seat their trucks with the type of drivers who've mastered its competencies, companies
must accept that some level of participation in training is required, whether that means through in-house programs to "finish" recent graduates from truck driver training programs or providing mentors to new recruits.
Many larger companies are already doing this. The rewards range from better-qualified, safer drivers operating
their trucks to improved retention - and a stronger reputation with clients for professionalism, safety and reliability.
Ideally, recognition of the importance of the truck driving profession, better training, and a commitment by companies to investing in entry-level drivers would influence more young people to consider a driving career.
During National Trucking Week - every week - we salute those who already have.
Louise Yako is the President & CEO of the British Columbia Trucking Association (BCTA), a province-wide,
non-partisan industry trade association representing the motor carrier industry.
www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE
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GUEST COLUMN
TRUCKING IN
FOR BUSY
FALL SEASON
DAVID H. BRADLEY, PRESIDENT & CEO
CANADIAN TRUCKING ALLIANCE
ONTARIO TRUCKING ASSOCIATION
Although we're all trying to soak up the last days of summer and fall is still a bit a ways off,
we already know it promises to be a busy and extremely important one for the Canadian trucking
industry.
On Oct. 19, a federal election will take place. I have
no crystal ball on what the outcome of the vote will
be. Things will be different - a new mandate, a new
cabinet - regardless of who wins.
There will be a whole new crop of MPs that will need
to be educated about the industry. And, they will
need to get up to speed fast because there are a
number of major trucking-related issues that need to
be dealt with. In particular, there are two issues likely
to dominate the agenda - introduction of a national
electronic logging device (ELD) standard and a
Canadian response to the Phase 2 fuel
efficiency/GHG reduction standards for heavy trucks.
Back in March, Canada's transport minister, Lisa
Raitt, announced her commitment to introducing a
universal ELD mandate in Canada. She even mused
about perhaps doing so even before the Americans.
That is not likely - at the time of writing it was presumed the US Federal Motor Carrier Safety Administration was poised to introduce its final rule.
However, regardless of which party forms the next
Canadian government or who the next minister of
transport is, I have little doubt that an ELD mandate
will be embraced.
There is still a lot of work to do at both the federal
and the provincial levels. Canada will have to play
catch-up.
In mid-June, the US Environmental Protection
Agency and the National Highway Traffic Safety Administration issued a joint legislative proposal to
phase in more stringent GHG reduction standards
for heavy- and medium-duty trucks over the 20212027 period. The rulemaking, which is 1,300-plus
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pages long, includes separate standards for engines
and vehicles. A trailer regulation - the first of its kind
- would kick in on Jan. 1, 2018, and become progressively more stringent in 2021, 2024 and then again
in 2027.
Canada has already signaled its intention to follow
the US lead. According to a Canada Gazette Part 1
Notice published earlier this year, Environment
Canada says its approach will be
"Consistent with the approach taken with current regulations for GHG emissions from heavy-duty vehicles and engines…and would be aligned with those
that the United States Environmental Protection
Agency are currently developing."
Our members are not opposed to fuel economy/GHG
standards for heavy trucks.
Done right, it is in our industry's interest to enhance
fuel efficiency. The Canadian trucking industry is
known worldwide as a leader in fuel efficiency/GHG
reduction. We also support regulatory harmonization
or alignment with the United States - where it makes
sense to do so.
However, CTA is very concerned that there could be
significant difficulties visited upon the Canadian
trucking industry and the Canadian economy if Environment Canada does as it did in Phase 1 and simply adopts the US standards in Phase 2.
There could be serious implications for how Canadian fleets spec' their equipment. It could limit the
types of equipment that can be sold legally in
Canada after 2018, reducing carriers' ability to service the Canadian supply chain within existing busi-
ness models. It could also result in technologies that
are not real life tested to meet the needs of the
Canadian market being pushed onto the industry.
In recent months, in preparing our response to the
Phase 2 regulations, CTA has been travelling across
the country meeting with members of the provincial
associations. One message has come through loud
and clear - Canadian carriers already have concerns
over the reliability of many existing equipment offerings and technologies and don't want the problem
compounded further.
The heavy vehicle fleet serving the US economy is
very different from that which serves the Canadian
economy. While the US fleet is dominated by one
configuration - the 80,000-lb tandem-tandem tractorsemitrailer combination - in Canada a vast array of
much more productive, efficient and innovative axle
configurations, trailer body styles, and higher allowable weights are in operation - which are also better
for the environment.
This did not factor into the EPA rule. Nor has the EPA
given sufficient thought to winter conditions.
CTA is calling for a Made in Canada approach to
Phase 2. It can be aligned with the US rule and may
even be the same in many areas, but it must also reflect the complexities of the Canadian vehicle standards.
It is essential that the provinces are invited to participate in the regulatory development process - and
that they come to the table - since they have jurisdiction over weights and dimensions standards in
Canada.
And, the industry deserves some sort of assurances
with regard to reliability.
Enjoy the rest of the summer. It promises to be a
busy fall.
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]
GUEST COLUMN
VOTE FOR,
VOTE AGAINST,
BUT VOTE
JOANNE RITCHIE EXECUTIVE DIRECTOR
OWNER-OPERATOR'S BUSINESS ASSOCIATION OF CANADA
According to 17th century English political philosopher Thomas Hobbes, life is "nasty, brutish and short"
for individuals in a state of nature, that is, not governed by a strong undivided political power. Replace
"short" with "interminably long" and you've got a pretty good definition of the federal election campaign
underway - not only is it the longest in Canadian history, it's likely to be the most nasty and brutish battle
ever witnessed in this country, not to mention the most expensive.
With the three major parties in a dead heat heading into
the election, the outcome is anybody's guess: to paraphrase the Toronto Star pundits, whether Harper's Conservatives score a rare, fourth straight win, or
Canadians elect their first ever NDP government, or the
Liberals rebound from the political penalty box, this
electoral contest promises to be one for the history
books.
By the time you read this, you've probably heard everyone's opinion on every conceivable issue, so I have no
intention of going there. Instead, I'm here to harangue
you to act on your own opinion, and vote.
There's absolutely no excuse anymore why you can't.
Voting in a Canadian federal election is one of the few
things that's actually easy for truck drivers to do, despite hectic and unpredictable schedules, and pretty
good odds that you'll be miles from home on election
day.
With our National Register of Electors, the permanent
computerized database of Canadians who are qualified
to vote, you're already on the voter's list, and will be
mailed a voter information card telling you when and
where to vote. If you're not sure whether or not you're
registered, help is only a mouse-click away on the Elections Canada website (www.elections.ca) where you
can check or update your voter registration, or even
register on-line.
If you can't vote on election day (October 19), you can
vote earlier at one of four advance polls (October 9, 10,
11 and 12) or anytime at one of 400 Elections Canada
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offices across the country. Or you can skip the line-ups
altogether and vote by mail. To do this, you'll need a
special ballot which you can get from Elections
Canada, either through the web site or by telephone.
You can mail that ballot anytime, from anywhere in the
world, in the envelope provided.
So now we've established that there's no excuse for
not casting your vote, why the heck should you?
Most of us old enough to have a few elections under
our belts are sceptical or downright cynical when it
comes to campaign rhetoric and election promises. It's
not without reason truckers often feel invisible; our dayto-day concerns can easily get lost in discussions on
key issues like the economy, the environment and national security.
But elections are about a lot more than which political
party we'll vote into office. The whole campaign process
provides a perfect opportunity to raise trucking issues
with the political hopefuls who'll be knocking at your
door looking for your vote.
Our "first past the post" electoral system means that
the candidate who wins your riding will represent you
in Parliament, regardless of which party forms the government. When the dust settles, that person is the one
who will be sitting in the House, working on committees, debating issues, and voting on Bills.
Although trucking issues aren't likely to top a Prime
Minister's priority list, an MP who understands this industry and its issues will be more helpful than one who
doesn't know trucking from page two.
While the federal government has relatively little jurisdiction over transportation compared to provincial governments, there is no shortage of issues for truckers to
discuss with political hopefuls.
When they're laying out their plans for economic renewal, politicians need to be reminded that the economy moves by truck. Shippers rely on trucking to move
60 percent of the goods to and from our largest trading
partner to the south, and the July StatsCan report on
cost increases in cross-border trucking should be a
wake-up call to Ottawa.
ing is available to thousands of Canadians to fill empty
jobs.
And don't let any candidate off the hook in discussing
overtime pay for truck drivers as outlined in Part III
(Labour Standards) of the Canada Labour Code, a
mandate that government - along with a good part of
the industry - would rather no one talked about.
And the list goes on. So when the candidates come
around asking for your support, let them know what's
on your mind. Talk to them about the industry and what
changes you want to see, then ask them how they're
prepared to support you.
The report pegs cost increases and inefficiencies that
post-9/11 security and regulatory regimes have imposed, as well traffic delays and congestion as a result
of an ever-thickening border, at 25 percent.
I know clichés about exercising your right to vote start
to wear thin after a while, but here's one to think about:
bad politicians are elected by good people who don't
vote.
Infrastructure investment is probably the most tangible
way average Canadians see their governments in action, so infrastructure dollars - both spent and promised
- are a popular tool for governments before and during
an election.
Joanne Ritchie is executive director of Owner-Operator's
Business Association of Canada.
Do you elect for change? E-mail her at [email protected]
or call toll free 888-794-9990.
But we need politicians to understand that infrastructure is so much more than public transit and a few miles
of twinning and a new overpass here and there. Our
crumbling infrastructure and lack of rest areas and truck
parking puts drivers at risk on a daily basis. It's time the
feds showed some leadership in addressing these
problems, rather than squabbling with provinces over
funding and jurisdiction.
The environment? Here's another area where an enlightened federal government could show more leadership. Canada needs a comprehensive green plan, not
a patchwork of conflicting policies and regulations. And
we need practical, accessible, incentive programs at all
levels that support an industry struggling with the high
cost of adopting green technologies that would not only
help improve fuel economy and GHG reduction today,
but would also give trucking a leg up in meeting tighter
and more expensive regulation only a couple of years
away.
Many labour and human resource issues facing trucking fall under the purview of the federal government. A
regime that is truly concerned with labour shortages critically acute in the trucking industry - needs to be reminded that its stubborn refusal to recognize trucking
as a skilled trade disqualifies young, under-employed
or displaced workers from the very programs that have
been put in place to ensure adequate, affordable train-
www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE
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BLASKI I CIENIE KRÓTKICH TRAS
NIEWA¯NE ILE ZARABIASZ WA¯NE ILE WYDAJESZ!
MARCIN BARANIECKI
Praca na highwayu to ci¹g³e wydatki. Paliwo, wymiany oleju i opon, jedzenie w restauracjach, telefony
itd., itp. Truck robi setki tysiêcy kilometrów rocznie i wymaga nak³adów. W pracy na mieœcie natomiast
jeŸdzi siê bez porównania mniej a co za tym idzie, wydatki s¹ odpowiednio ni¿sze. Truck zu¿ywa siê zdecydowanie wolniej i nierzadkie s¹ przypadki, gdy s³u¿y kilkanaœcie i wiêcej lat. Innymi s³owy, jeœli w pracy
lokalnej zarabia siê mniej ni¿ w d³ugodystansowej, to tak¿e wydaje siê du¿o mniej. W ostatecznym rozrachunku czysty dochód jest wiêkszy, a nawet du¿o wiêkszy.
Ca³y czas mówiê tu o w³aœcicielach trucków, owner operators, jakkolwiek wydatki kompanijnych kierowców
te¿ s¹ ni¿sze, bo przecie¿ mo¿liwoœæ codziennego
powrotu do domu to wiadomo - w³asna kuchnia,
prysznic, ³ó¿ko. To s¹ prawdy tak oczywiste, ¿e nie
trzeba ich nawet powtarzaæ.
Wydatki s¹ du¿o ni¿sze - to prawda - ale ca³y czas
trzeba trzymaæ rêkê na pulsie.
Na przyk³ad, wielu z tych, którzy decyduj¹ siê "zejœæ z
highwayu" i jeŸdziæ lokalnie, robi ju¿ na samym
pocz¹tku b³¹d, który mœci siê póŸniej bezlitoœnie. Otó¿
bez zastanowienia automatycznie przenosz¹ highwayowego trucka do nowej pracy. Kierowca nie chce siê
pozbywaæ piêknego wozu, trochê mu ¿al, trochê sobie
coœ na opak t³umaczy i ci¹gle jeszcze chce siê "pokazaæ". Mówi, ¿e nie bêdzie jeŸdzi³ jakimœ "go-cartem",
"hulajnog¹" czy "taczk¹"! Truck z pojedyncz¹ osi¹?! O
nie - to nie dla mnie! Truck bez sleepera?! Coœ ty! Mam
jeŸdziæ "wózkiem golfowym"?!
Tego typu t³umaczenia, "celne" odpowiedzi i ¿arty nie
prowadz¹ do niczego. Nic bardziej nieroztropnego.
Ostatecznie, czy jesteœmy tu czy tam, to ca³y czas
chodzi o pieni¹dze. Chodzi o biznes. Drogi, highwayowy truck bardzo szybko zje nam dodatkowy zysk
p³yn¹cy z pracy "na lokalu". Potem jest zdziwienie,
p³acz i nerwowe poszukiwanie rozwi¹zania, a jeszcze
potem powrót na porzucony highway - i do starych
k³opotów.
A przecie¿ bardzo ³atwo mo¿na tego unikn¹æ,
sprzedaj¹c wielki wóz i kupuj¹c skromny, u¿ywany daycab. Ile¿ z tym w koñcu roboty?
Koniecznoœæ ¿ycia z o³ówkiem w rêku dotyczy ka¿dego
rodzaju przedsiêwziêcia. W pracy na highwayu
jesteœmy zwykle p³aceni za milê i do tej mili odnosimy
nasze wydatki. Sprowadza siê to do odpowiedzi na pytanie, ile kosztuje nas ta jedna mila. Innymi s³owy, jaki
procent naszego wynagrodzenia za milê stanowi¹
nasze wydatki. W pracy na mieœcie nie ma to wielkiego
sensu, bo jeŸdzi siê o wiele, wiele mniej.
Kalkulacje powinny siê wiêc odnosiæ do godziny pracy.
Jaki procent naszego wynagrodzenia za godzinê
stanowi¹ nasze wydatki. W Ontario wiele miejscowych
firm transportowych p³aci swoim kierowcom za czas,
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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca
ale zdarzaj¹ siê te¿ i takie, które p³ac¹ za wagê
przewiezionych towarów, iloœæ zatrzymañ w ci¹gu dnia,
sta³¹ stawkê (flat rate), itp. Niezale¿nie od tego w jakim
systemie pracujemy, zawsze powinniœmy odnosiæ
nasze koszty do czasu pracy. Mo¿emy to robiæ w
przedziale dziennym, miesiêcznym, rocznym - bez
znaczenia. Wa¿ne, ¿eby w takich kalkulacjach byæ
bezwzglêdnie uczciwym wobec samego siebie. To s¹
w koñcu nasze pieni¹dze!
Moim zdaniem przedzia³ miesiêczny jest najlepszy, bo
w porównaniu z rocznym daje mo¿liwoœæ szybszego
skorygowania b³êdów.
Lista wydatków musi uwzglêdniaæ:
- koszt zakupu trucka, naczepy;
- zu¿ycie pojazdu, czyli odpis amortyzacyjny;
- ubezpieczenie;
- op³aty rejestracyjne, operacyjne, pozwolenia;
- paliwo;
- obs³ugê techniczn¹, naprawy, wymiany olejów;
- opony;
- narzêdzia, wszelkiego rodzaju wyposa¿enie - takie jak
pasy mocuj¹ce, plandeki, blokady;
- parking;
- wydatki na drodze;
- wynagrodzenie kierowcy.
Tak¹ listê ka¿dy z nas musi wype³niæ i poszerzyæ zgodnie z poniesionymi wydatkami. To, co poda³em, to jedynie niepe³ny przyk³ad.
Ustalenie faktycznego kosztu jest wa¿ne. Znaj¹c go,
bêdziemy wiedzieæ, czy otrzymywane wynagrodzenie
pokrywa go i ile wynosi nasz czysty dochód, który w
pewnym sensie mo¿emy traktowaæ jako zysk z
wykonywanej dzia³alnoœci.
Jeœli przyjmiemy, ¿e kompanijny kierowca je¿d¿¹cy w
systemie P&D zarabia oko³o 20-25 dolarów i nie ponosi
¿adnych wydatków, to w³aœciciel trucka, przy uwzglêdnieniu wszystkich kosztów, powinien zarabiaæ
odpowiednio wiêcej - w przeciwnym bowiem razie posiadanie trucka nie mia³oby wiêkszego sensu.
Powstaje pytanie: o ile wiêcej. Ale to ju¿ jest bardzo indywidualna sprawa zale¿na od ró¿nych czynników.
Wi¹¿e siê z aktualnym rynkiem pracy, osobistymi
oczekiwaniami, potrzebami.
Join the family.
Drive the business.
rosedale.ca/drivers
T1.855.721.3962
| F1.844.314.5953
TEST DRIVE
LIVIN'
LARGE
BY JIM PARK
IF YOU HAVE TO ASK
HOW MUCH AN ICON 900 COSTS,
YOU CAN'T AFFORD IT.
Photos in the article courtesy of Jim Park.
My hat is off to Kenworth giving us the Icon 900. To me, it's as much a poke in the eye to the enviro-zealots
who would happily have us all driving around in solar powered golf-karts as it is a nod to those doing really
well in trucking. Success is nothing to be ashamed of.
The Icon 900 is a special edition W900L created to celebrate the 25th anniversary of a truly iconic truck. It has
a few unique features as well as special badgeing to
set it distinctly apart from other trucks. Since silver is
the precious metal favored at 25th anniversary celebration, Kenworth chose to deck the truck out in the next
best thing, chrome, stainless steel and polished aluminum -- cheaper than silver, I'm sure, and not as
prone to theft.
It features a one-of-a-kind chrome hood badge, rather
than the typical red badge. You can't miss the big polished stainless air cleaner canisters or the sun visor, all
terribly politically incorrect, but isn't that half the reason
for wanting one of these things? Other distinguishing
features include stainless steel fender guards, upgraded headlights and headlamp covers as well as
stainless under-door, sleeper and grille closeout panels.
All the exterior lighting is LED, with the tail lights and
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TRUCK 'N' ROLL MAGAZINE
www.trucknrollmagazine.ca
fender-mounted turn signals emitting a cool-looking
glow around the edges when they are on.
The design concept comes from a partnership with
Jonathan Ward of Icon 4X4, who helped craft the exterior trim and interior color schemes.
Inside, the Icon 900 everything you'd expect from Kenworth plus a little bit more. The unbelievably comfortable leather driver and passenger seats feature an
embroidered Icon 900 logo on the headrest. The sofa
bed back in the 86-inch sleeper I drove got an upgrade
too, it's leather and color-keyed to match the seats.
There's a little more chrome trim than usual on the inside, including the dash surrounds and door pads.
Owners also get a stainless steel plaque on the dash
denoting the truck's limited edition exclusivity.
Power for the Icon 900 is provided exclusively by the
Cummins ISX15 in ratings up to 1,850 pound-feet of
torque and 600 horsepower. Transmission options in-
that runs under a railroad bridge. There's quite a dip
there and the pavement was pretty badly broken up, but
the truck held the road sure and true. I got not even a
hint of protest through the steering wheel.
clude 10-, 13- and 18-speed Eaton Fuller models in
manual or automated. The truck I drove and the editor
ride and drive event held at Kenworth's Chillicothe, Ohio
plant in May had an ISX15 rated at 550 horsepower with
1,850 pound-feet and Eaton 18-speed manual transmission, 13,200-lb Dana front axle, 40,000-lb Meritor rear
axles with 3.55:1 gears on Kenworth's AG400, 40,000lb suspension and 24.5-inch Michelin tires. It also had
air disc brakes at each wheel position.
Kenworth had arranged a short test drive course for us
in Chillicothe. It was about 45 minutes round trip. I liked
the truck so much I went around twice.
There's just something about looking out over that
square-acre of hood, slipping the transmission into gear
and feeling the power roll on as the clutch engages. The
280-inch wheelbase adds to the ocean liner feel of the
truck, which isn't bad unless you're peddling freight in
New York's Upper East Side (but hey, if you can afford
a truck like this, you can probably afford to turn those
loads down).
I can't think of a truck that comes close this one in terms
of ride and handling. There's a little s-turn on the course
If there's a downside to the W900 generally, it's the big
exterior air cleaners. Yeah, the make the truck look
great, and they get in the way of crossing the 10-mpg
barrier, but they are noisy too. Some would like the
sound of the whistling turbo -- I do too -- but it would get
in my nerves after a few hours of stop and go driving
with the window rolled down.
Kenworth's director of marketing, Kurt Swihart, say the
Icon 900 will be sold in limited number, and he expects
is biggest customer base to be owner-operators and
fleets looking to reward over-achieving drivers. I think it
will wind up in the hands of a few 50-60-year-old successful veteran drivers who are approaching retirement,
thinking to heck with all this automation and electronic
wizardry. I want one last real truck before I hang it up.
The Icon 900 may be that truck.
The Icon 900 is bold and unapologetic, and it's going to
be successful not by currying favor with one regulator
or another, but by standing as a testament to a time
when the trucking industry was bold and unapologetic
too.
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]
www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE
21
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POWIEή W ODCINKACH
PRETORIANIE
MARCIN BARANIECKI
Zrozumia³a, powiedzia³a, ¿e jeœli to okazja i jeœli Wiesiek tak
uwa¿a, to ona zostanie i bêdzie wysy³aæ dolary. Tylko czy Klarci
dobrze i czy nie têskni?
- A sk¹d! Dobrze jej jak w niebie! Co ty siê tak martwisz? - w
Wieœka g³osie wyczu³a jakby cieñ zniecierpliwienia.
Ta rozmowa odwróci³a w niej jak¹œ niewidzialn¹ kartê. Coœ siê
prze³ama³o i ju¿ przesta³a siê mazaæ, trz¹œæ, martwiæ i wahaæ.
Wysz³a z budki telefonicznej jak inna dziewczyna.
Kalina sta³ na parkingu i robi³ coœ przy trucku. Jolka podesz³a
do niego rozko³ysanym krokiem i objê³a od ty³u. A on nie pyta³ o
rozmowê z Polsk¹. Nie pyta³. Taki by³. I to by³o dok³adnie to,
czego oczekiwa³a. Nie dr¹¿y³, nie mêczy³ i nie burzy³ tego
spokoju, który na ni¹ sp³yn¹³. Bez s³owa weszli do sleepera i
kochali siê a¿ do lunchu.
Decyzja zosta³a podjêta i brzmia³a mniej wiêcej tak: co ma byæ,
to bêdzie. Jest dobrze i nie ma siê co katowaæ, bo wszystkiemu
winna jej chora wyobraŸnia. A poza tym, nie ma co myœleæ o
wyjeŸdzie, bo w Polsce ca³y czas jest gor¹co, ca³y czas s¹
ograniczenia, ludzi nie wypuszczaj¹ z kraju, a ci, którzy wracaj¹,
musz¹ zostaæ.
- Co ty, Jolka, nie wiesz, ¿e jest stan wojenny?! - pyta³ w telefonie Wiesiek.
No wiedzia³a, wiedzia³a...
Marcin Baraniecki, autor powieœci
“Pretorianie”,
(fragment poprzedniego odcinka; Truck ‘N’ Roll Magazine nr 55).
Rozdzia³ II
Oddech szatana
C
a³y rok 1982 i do po³owy 1983 jeŸdzili jak wœciekli. Ca³y ten calutki czas spêdzili w trucku, bior¹c jeden
kurs po drugim, a potem trzecim, czwartym i tak bez koñca, bez odpoczynku i bez wakacji. Co tu mówiæ
"wakacji"! Nie by³o niemal jednego wolnego dnia, bo albo siê ³adowali, albo jechali, albo roz³adowywali.
I trzeba powiedzieæ, ¿e z t¹ ob³¹kañcz¹ robot¹ mieli wiêcej szczêœcia ni¿ rozumu, bo przede wszystkim mieli
co robiæ!
Dyspozytor z Kingsway - pomny na to, ¿e ma do czynienia z g³odnym pieniêdzy teamem i to tym pewniejszym,
¿e mieszanym - trzyma³ ich jak to siê tu mówi "na czubkach palców". Jak tylko koñczyli jedn¹ dostawê, to ju¿
chrypia³ w telefonie o nastêpnym ³adunku, s³a³ faksy z dokumentacj¹ i nigdy nie zapomina³ trochê ich pogoniæ,
¿e to musi byæ ju¿ i na wczoraj.
Kalina z¿yma³ siê, cholerowa³, kl¹³ "durnia dyspozytora", ale tak naprawdê cieszy³ siê, ¿e s¹ zajêci. A jak ju¿
raz na jakiœ czas wpadali do banku, ¿eby zobaczyæ jak wygl¹da konto i przelewy z Kingsway i przy okazji
zap³aciæ to, co siê nazbiera³o na karcie kredytowej, to a¿ siê nadziwiæ nie mogli, jak ta kasiora przyrasta. Za
1982-gi zarobili razem - i to ju¿ po podatkach - prawie 90 tysiêcy. Po podatkach! A wydatki? Œmiechu warte!
Tyle co na jedzenie, jakieœ tam ciuchy i to wszystko!
By³o parê potkniêæ, ale ostatecznie robili setki tysiêcy kilometrów i trudno, ¿eby nie by³o jakichœ niespodzianek.
I tak jednego dnia - a by³o to w Saguache w Colorado - poszed³ im tylny most. Trzask, huk, diabelski zgrzyt i
ca³y truck wstrz¹sn¹³ siê jak chory cz³owiek. Zadupie nie do opisania i dyspozytor z Kingsway nie móg³ siê zdecydowaæ, czy holowaæ wóz do Colorado Springs czy te¿ wys³aæ mechanika, ¿eby próbowa³ naprawiæ na miejscu.
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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca
Kalina nie mia³ nic do gadania, bo truck by³ kompanijny. Zesz³o im dwa i pó³ dnia w warsztacie. Dyspozytor
szala³, ¿e straci³ ³adunek, bo przecie¿ kient nie czeka³, a¿ naprawi¹ trucka i wzi¹³ innego przewoŸnika, ale nic
nie mo¿na by³o zrobiæ, bo tak to ju¿ z transportem jest - truck stoi w gara¿u, nie ma czêœci i ¿ebyœ bi³ g³ow¹ o
mur - nic siê zrobiæ nie da. Koniec koñców przyszed³ ten upragniony nowy most i po g³upich siedmiu godzinach
pracy byli z powrotem na drodze. Najgorsze by³o to, ¿e dypozytor zachowywa³ siê jak obra¿ona dziewczyna i
lodowatym tonem dawa³ im niby do zrozumienia, ¿e to Krzyœka wina! A jaka wina?! Most poszed³, bo poszed³!
Maszyna to jest tylko maszyna i ma pe³ne prawo zepsuæ siê i rozkraczyæ na œrodku drogi - tym bardziej, gdy jest
goniona jak bura suka od wybrze¿a do wybrze¿a bez mi³osierdzia i z ladajak¹ obs³ug¹. Robili co prawda regularne wymiany oleju, przegl¹dali to i owo przy smarowaniu, ale kto kiedy mo¿e przewidzieæ, ¿e dyferencja³ dochodzi swoich dni? Zdarza siê! Po prostu zdarza siê i jaka w tym wina kierowcy? Olej by³, chodzi³ cicho, ¿adnych
stuków-puków! Zwyczajnie - przyszed³ na niego czas!
Jechali wiêc dalej, ale ju¿ w nerwach i jakimœ nieokreœlonym poczuciu, ¿e to oni s¹ odpowiedzialni za awariê i
stracony ³adunek.
Szczyt wszystkiego! Krzysiek wiedzia³ jak by³o, ale wiadoma rzecz, ¿e d³ugie godziny sprzyjaj¹ analizom,
rozwa¿aniom i co by by³o, gdyby...
Ca³a ta historia mia³a tê dobr¹ stronê, ¿e natchnê³a Krzyœka myœl¹ o kupnie w³asnego trucka. Prawdê mówi¹c
- nic nowego - bo rozwa¿a³ to ju¿ od paru miesiêcy, ale w³aœnie wtedy - gdy na pocz¹tku tracili czas na
niepotrzebne rozmowy z dyspozytorem, a potem wys³uchiwali jego fochów, utwierdzi³ siê mocniej w przekonaniu,
¿e gdyby tak mieli swój wóz, to byliby niezale¿ni, a przede wszystkim "in charge". I nie by³oby tak, ¿eby jakiœ
dureñ siedz¹cy w Ontario - parê tysiêcy kilometrów od nich - decydowa³, co maj¹ robiæ! A poza wszystkim - ¿eby
jeszcze decydowa³ m¹drze!
Wszystko wskazywa³o na to, ¿e kupno trucka to jest ta droga, któr¹ powinni pójœæ. No i zerwaæ z Kingsway! Po
niezliczonych rozmowach z innymi truckerami wiedzieli ju¿, ¿e jako owner-operators zarobiliby nieporównanie
wiêcej. Czuli te¿ - jak to siê mówi "przez skórê" - ¿e s¹ wykorzystywani, i ¿e za tak¹ harówê powinni zarabiaæ
lepiej.
Wszystkie te myœli i rozwa¿ania snuli ca³ymi godzinami. Zreszt¹, co by³o innego do roboty. Mija³y wspólne
godziny, dni, tygodnie i miesi¹ce w ma³ej kabinie. Raz jedno by³o za kierownic¹, raz drugie, raz jedno spa³o,
raz drugie, a poza tym gadali, gadali i gadali. Co prawda na pocz¹tku Krzysiek nie by³ tak za bardzo do jakiejœ
wylewniejszej rozmowy, ale Jolka umia³a go odkryæ. Sk¹d wiedzia³a gdzie i jak dotkn¹æ - trudno powiedzieæ ale z biegiem czasu coœ siê w Krzyœku budzi³o, wy³amywa³o z wieloletniej skorupy i zaczyna³ mówiæ o takich
rzeczach, o których dotychczas nie mówi³ nikomu - a co wa¿niejsze - nigdy nie s¹dzi³, ¿e w ogóle móg³by o
nich mówiæ. Mieli œwiadomoœæ, ¿e zaczynaj¹ siê czuæ i rozumieæ.
I seks nie mia³ z tym wiele wspólnego. To by³o coœ o wiele g³êbszego i bardziej z³o¿onego.
Marzy³o siê im, a zw³aszcza Krzyœkowi, je¿d¿enie czymœ lepszym ni¿ ten kompanijny White Western Star. Widywali na highwayach i na truck stopach wypieszczone trucki obwieszone œwiat³ami, wychromowane, z najdziwniejszymi ozdobami, napisami, malunkami. Krzysiek te¿ tak chcia³. Jolce w³aœciwie by³o wszystko jedno. Dla
niej wa¿ne by³o to, ¿e s¹ razem, ¿e le¿¹c w sleeperze widzi plecy Krzyœka siedz¹cego za kierownic¹ i ¿e jad¹!
Otó¿ to - nigdy wczeœniej nie uœwiadamia³a sobie - bo i sk¹d - jak bardzo lubi jeŸdziæ. Coœ jej siê to wydawa³o
nie za bardzo kobiece, bo przecie¿ kobieta powinna byæ w domu, z dzieæmi, a nie gdzieœ na drodze, ale co
mog³a zrobiæ? Lubi³a ruch, nowe okolice, monotonny odg³os diesla i mia³a wra¿enie, ¿e mog³aby tak zawsze.
- Chyba mnie jacyœ Cyganie mojej mamie podrzucili, ¿e tak lubiê jeŸdziæ - mówi³a Krzyœkowi.
A on cieszy³ siê, bo w gruncie rzeczy czy mog³o im byæ lepiej?
Marzy³o siê im te¿ je¿d¿enie w ró¿ne inne miejsca, bo w Kingsway robili w³aœciwie tylko jedno kó³ko- z Toronto
do Vancouver, a stamt¹d w dó³ do San Francisco, jeszcze dalej do L.A., a potem z powrotem piêtnastk¹ do Salt
Lake i wreszcie osiemdziesi¹tk¹ do Michigan i do Ontario.
To by³a ich trasa, któr¹ starali siê czasem urozmaicaæ, ale z tym urozmaicaniem nie by³o za ³atwo, bo w³aœciwie
nie by³o innej drogi. Zawsze by³o coœ do wziêcia w Utah i musieli jechaæ tak, jak jeŸdzili dotychczas.
A jak ju¿ przychodzi³y kursy z "cebulk¹, nektarynk¹, kalafiorkiem czy ogórkiem", to grzali prosto do Ontario, bo
byli pe³ni i nie by³o miejsca na ¿adne dodatki w Utah. Krzysiek zawsze tak w³aœnie mówi³ - zdrobniale i w liczbie
pojedynczej. Na kanadyjskie warunki "³aduneczki" by³y œrednie, ale na amerykañskie - maksymalnie ciê¿kie. W
Ontario jeŸdzi³o siê ciê¿ej, a nawet du¿o ciê¿ej, ale w Stanach obowi¹zywa³ limit 80 tysiêcy funtów wagi
ca³kowitej i ani grama wiêcej. Urzêdnicy DOT na wagach nie mieli poczucia humoru.
Po paru miesi¹cach rozwa¿añ, rozmów z dealerami i obliczaniach pieniêdzy, które trzeba wydaæ i ile mog¹ zarobiæ, koœci zosta³y rzucone! Postanowili kupiæ trucka!
Niby wszystko wygl¹da³o ³atwo, ale tylko w rozmowach, bo zaraz potem przysz³y w¹tpliwoœci, miliony pytañ
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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca
i obaw. W ca³ym tym rozgardiaszu postanowili odwiedziæ pana Adlera i co tu du¿o gadaæ - poprosiæ o radê. Jakby
nie by³o, Adler by³ w d³ugo w biznesie, wiedzia³, co i jak, mia³ to swoje cenne PCV i liczyli, ¿e bêdzie mia³ na
ca³¹ sprawê trzeŸwe spojrzenie.
I w rzeczy samej nie zawiedli siê. To by³o wtedy, gdy wreszcie - po prawie trzymiesiêcznej orce - zjechali do
Toronto na parê dni wolnego. Wolne - to by³o coœ, od czego odwykli, ale mog³o siê przydaæ, bo taka sprawa jak
kupno trucka i w ogóle przestawienie siê na inne tory pracy, wymaga³a posiedzenia na miejscu.
Pan Adler ucieszy³ siê jak dziecko. Wys³ucha³, powypytywa³ i szczerze popar³.
- Pewnie! Ju¿ dawno powinniœcie o czymœ takim pomyœleæ! Jesteœcie m³odzi - dacie radê! Najpierw jeden truck,
potem dwa i wiêcej. Ja te¿ tak zaczyna³em. A wiesz, Kalina, moja oferta z PCV stale aktualna...
Ale Krzysiek nie chcia³ wi¹zaæ siê z ³ó¿kami szpitalnymi, a tymbardziej robiæ interesów z Adlerem. Coœ mu mówi³o,
¿e lepiej nie. A poza tym, ca³a koncepcja "pójœcia na swoje" zak³ada³a, ¿e bêd¹ jeŸdziæ po ca³ym kontynencie od wybrze¿a do wybrze¿a - i jeszcze dalej - na Yukon, Alaskê i w ogóle gdzie tylko bêdzie coœ do wziêcia albo
coœ do zawiezienia!
Niemniej rozmowa z Adlerem by³a z jednego powodu nies³ychanie wa¿na, a mo¿na nawet powiedzieæ - becenna!
Otó¿ na zakoñczenie Adler powiedzia³ tak:
- A jeœli bêdziecie mieæ k³opoty z po¿yczk¹ na tego trucka, to ja pomogê. Podpiszê, jak bêdzie trzeba - nie
martwcie siê o to. Tu, w Kanadzie, jak bardzo chcesz pieniêdzy, to je zawsze znajdziesz...
I w tym stanie rzeczy - w poszukiwaniu jeszcze jednej, profesjonalnej opinii - Krzysiek z Jolk¹ odwiedzili Tadka
Zdziarskiego w jego townhousie na Victoria Park.
Znali siê z nim wczeœniej, bo w tym ma³ym, polonijnym œwiatku wiedziano o sobie. Zw³aszcza, ¿e na Scarborough
powstawa³a nowa polska parafia, która przyci¹ga³a œwie¿o przyby³ych. Ksi¹dz Olbryœ dwoi³ siê i troi³, organizowa³, pomaga³, mobilizowa³ i trzeba powiedzieæ, ¿e rzeczy mia³y siê coraz lepiej, ludzie przychodzili, pomagali
i czuli wiêŸ. W niedzielê nie trzeba ju¿ by³o jeŸdziæ do koœcio³a na Roncesvalles, gdzie królowa³a dawna tu¿powojenna Polonia.
To ju¿ by³ w³asny koœció³, w³asna niedzielna szko³a dla dzieci i w³asne spotkania pod koœcio³em. Zdziarscy byli
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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca
tu doœæ znani. Tadek mia³ ju¿ wtedy cztery trucki i mówiono o nim, ¿e ma ³eb na karku, umie chodziæ ko³o interesu
i zaczyna mieæ pieni¹dze. Patrzono na to z mieszanin¹ uznania i zazdroœci, bo ostatecznie tak to z t¹ ludzk¹
natur¹ jest.
O Tadkowym powodzeniu mówi³a nowa beretta, drogie ciuchy ¿ony, a nade wszystko cztery trucki. "JeŸdzi na
truckach" - mówiono. To akurat nie by³o dos³own¹ prawd¹, bo Tadek sam nie jeŸdzi³, tylko mia³ kierowców, ale
akurat to jeszcze bardziej dodawa³o mu splendoru "businessmana".
Kalina rozmawia³ z nim parê razy, ale potem, gdy zaczê³a siê gonitwa w Kingsway, coraz rzadziej móg³ wpadaæ
w niedzielê do naszego koœcio³a Matki Boskiej Królowej Polski, z którego ca³e m³ode œrodowisko emigracji solidarnoœciowej by³o - co tu du¿o gadaæ - dumne! To by³o ich wspólne dzie³o. Z biegiem czasu niektórzy siê
powykruszali, niektórzy wyje¿d¿ali w inne strony, ale wiêkszoœæ oryginalnej grupy zosta³a. Zdarza³o siê te¿ i tak,
¿e niektórzy przestawali chodziæ dlatego, ¿e poczuli grunt pod nogami. Jeden z nich tak to t³umaczy³:
- Na pocz¹tku by³o trochê ciê¿ko, to lata³o siê do koœció³ka co niedzielê, ale teraz, jak ju¿ jest w porz¹dku, to w
weekendy jedziemy na ³ódkê...
To by³a prawdziwa "szczeroœæ a¿ do bólu", ale co zrobiæ - bywa³o i tak.
Z Tadkiem Zdziarskim by³o inaczej, bo pomimo powodzenia przychodzi³, udziela³ siê i zawsze by³ gotowy do pomocy. Lubi³ te¿ trochê imponowaæ, ale ostatecznie co w tym z³ego? Zaje¿d¿a³ czasami pod koœció³ swom nowym
harleyem, a jego Ulka z dzieæmi osobno berett¹. Harley bowiem by³ na pokazanie.
No wiêc przy wszystkich tych rozwichrzonych dywagacjach o kupnie trucka - a jeœli tak, to jakiego i czy to siê
op³aci - druga opinia nie mog³a zaszkodziæ, a zaczem Kalina z Jolk¹ przyszli po koœciele do Zdziarskich na rozmowê "o interesach". Decyzja o wydaniu przesz³o stu tysiêcy dolarów i zmiana pracy to ostatecznie nie jest
zjedzenie kromki chleba z mas³em!
To by³ czas, gdy coraz wiêcej polskich imigrantów garnê³o siê do je¿d¿enia, widz¹c w tym du¿e pieni¹dze i
ciekaw¹ pracê. Z tymi "du¿ymi" pieniêdzmi ró¿nie bywa³o, ale dla wielu dopiero co przyby³ych Polaków trucking
oznacza³ swobodê, brak szefa siedz¹cego na karku i nieograniczone mo¿liwoœci. Wszyscy bowiem jak jeden
zak³adali je¿d¿enie swoimi wozami, kupowanie nastêpnych, zatrudnianie ludzi i w ogóle rozpoczynanie "wielkiego
biznesu".
Przyjazd do Kanady dawa³ mo¿liwoœci rozpoczynania wszystkiego od nowa, dramatycznej zmiany kariery i robienia tego, czego chcia³o siê od zawsze, a co w Polsce albo nie uchodzi³o, albo by³o wrêcz niemo¿liwe. Dawny
urzêdnik myœla³ wiêc o stolarstwie, magister geografii o renowacji domów, ktoœ inny o farmie...
Wielu te¿ roi³o o w³asnych przedsiêbiorstwach. Jak to wszystko mia³o siê do rzeczywistoœci, przekonywaliœmy
siê na w³asnej skórze, ale prawd¹ jest, ¿e trucking z jakichœ powodów wygl¹da³ na ³atwe zrobienie pieniêdzy. Ilu
z tych marzycieli po paru miesi¹cach szarpaniny pad³o jak pies Pluto, tego nie spisa³bym na wo³owej skórze, ale
byli tacy, co przetrwali i dawali przyk³ad, ¿e mo¿na.
(ci¹g dalszy w nastêpnym numerze)
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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
Galaxy Transport Inc.
Roman's Truck & Trailer Repair Inc.
1 Maritime-Ontario Bld., Brampton, ON
Tel: 905-456-9416 Toll free: 1-800-551-8793
E-mail: [email protected]
www.galaxytransport.ca
865 Woodward Avenue
Hamilton, ON
Tel: 905-547-7737
Highlight Motor Freight
1625 Trinity Drive, Units 7 & 8
Mississauga, ON
Tel: 905-696-8227
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]
Pride Group Logistics
6550 Danville Road, Mississauga
Tel: 905-564-7458 Toll Free: 1-800-277-7532
E-mail: [email protected]
www.pridegrouplogistics.com
Rosedale Transport
6845 Invader Crescent, Mississauga, ON
Tel: 1-877-588-0057
E-mail: [email protected]
www.rosedale.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
JEWELLERY & WATCHES
Gresham Jewellers
Rockwood Mall, 4141 Dixie Rd. Mississauga
Tel: 905-625-5332
Quality Watch & Jewellery Repairs,
Fine Jewellery, Custom Orders, Free Estimates
Sliwa Truck Repair
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
DELI SHOPS
Glogowski Euro Food
403 Highland Road West, Kitchener, Ontario
Tel: 519-584-7190
Grocery store specializing in European groceries,
deli and cheese.
Wyœmienite polskie wyroby!
YOUR HEALTH & WELLNESS
Physiotherapy & Acupuncture
LEGAL SERVICES
Robert Jagielski Law Office
295 Matheson Blvd. E., Mississauga
Tel: 905-568-8708 e-mail: [email protected]
Real Estate: Re-finance, Purchase & Sale;
Wills & Power of Attorney; Probate Applications.
REAL ESTATE
Wlodek Witt
Tel: 416-918-2440
Physiotherapy and Acupuncture
Scarborough, ON
Psychological Consulting
Marzena Wiktorowicz
Tel: 905-896-8074
Poradnictwo indywidualne, terapia ma³¿eñska,
k³opoty wychowawcze, depresje, alkoholizm.
Wise & Well Centre
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
Specjalistyczna klinika butów ortopedycznych
1970 Dundas St. East #5 (naprzeciwko Starsky)
Tel: 905-275-8000
E-mail: [email protected]
The 2016 VNL SERIES:
ALL ROADS LEAD
TO FUEL EFFICIENCY.
When faced with a choice between power and fuel efficiency—choose both.
The 2016 VNL series is designed with refined aerodynamics and the latest in
our award-winning XE packages, so your fleet can save money at every turn.
That’s innovation with purpose.
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olvo Trucks. Driving Prrogress