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4 TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca

Wszechobecne telefony i przyklejeni do nich ludzie to obraz naszych lat. Zamkniêci w œwiecie nieustannego sprawdzania, co siê dzieje na Twitte-rze 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 odniechcenia, odwracaj¹ siê i wychodz¹. Nie sprawdzaj¹ ³adunku, zabezpieczenia, iloœci... Nic ich nieobchodzi za wyj¹tkiem g³oœnej rozmowy przez telefon, która poch³ania ich do tego stopnia, ¿e swoj¹pracê traktuj¹ jak coœ, co przeszkadza, jak denerwuj¹cy przerywnik.

Czy mo¿na sobie wyobraziæ gorsz¹ obs³ugê klienta? Klienta, którego traktowanie jak pi¹te ko³o u wozujest nie tylko œmiertelnym zawodowym b³êdem, ale przede wszystkim ignorowaniem kogoœ, kto dajenam pracê, jedzenie na stó³ i dach nad g³ow¹!

Nie tak dawno podwy¿szono mandaty za tak zwane tekstowanie w czasie jazdy. 1000 dolarów! Mimoto 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 ma³yekranik telefonu czy jakiegoœ tam "I-pada"!

Mówi siê, ¿e dozwolone urz¹dzenia - te, które mo¿na u¿ywaæ bez u¿ycia r¹k - s¹ bezpieczne. Nieby³bym tego taki pewien. Widujê kierowców tak zabsorbowanych rozmow¹, ¿e wcale nie zwa¿aj¹ nato, co robi¹. Widzê wykrzywione krzykiem twarze, zdenerwowane gestykulacje, walenie d³oni¹ okierownicê... W uszach jakieœ przewody, albo kostka b³yskaj¹ca œwiate³kiem, szybko poruszaj¹ce siêusta, 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 kolosalnewra¿enie, a która teraz - po piêædziesiêciu paru latach - wydaje siê tak anachroniczna, ¿e prawieœmieszna.

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 mipotem, ¿e ca³y proces po³¹czenia by³ dobr¹ lekcj¹ geografii. Trzymaj¹c s³uchawkê s³ysza³ kolejnychoperatorów przekazuj¹cych sobie po³¹czenie: Warszawa, Rzym, Aden, Bombaj, Kalkuta, Singapur,Sydney, Wellington i wreszcie Christchurch. Pó³ œwiata! Operatorzy z poszczególnych miast zg³aszalisiê 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 wyci¹gniêcierêki, nie daæ siê temu opanowaæ i zaw³adn¹æ. A ju¿ na pewno, zachowajmy szacunek dla naszegoklienta, dla dyspozytora i w ogóle dla wszystkich, z którymi w danej chwili pracujemy - i od³ó¿my telefon.

Szerokiej drogi!

OD REDAKTORA

Marcin Baraniecki, Editor-in-Chief

www.trucknrollmagazine.ca & www.polishtrucker.ca

PublishersMarzena & Roman Wiktorowicz905-1300 Mississauga Valley Blvd.Mississauga, ON, L5A 3S8e-mail: [email protected]

Editor-in-ChiefMarcin Baraniecki

Guest ColumnistsDavid H. BradleyCEO, Canadian Trucking AlliancePresident, Ontario Trucking AssociationJoanne RitchieExecutive Director, Owner-Operator's Business Association Of CanadaDavid ShulistPast Mayor of Madawaska Valley TownshipKaja CyganikTravel & Tourismwww.wycieczki.ca

Editor-on-the-RoadRobert Nowakowski

Marketing & Strategic Partnerships ConsultantRobert Pasiak

Project Manager, CanadaMalina MiedŸwiedzka

Our background Truck 'N' Roll Magazine is a Canadian publication

for owner-operators, company drivers and other pro-fessionals of Polish descent working in the truckingindustry in Ontario. Since 1999, Truck ‘N’ Roll hasbeen dealing with different aspects of the industryand addressing the issues that are unique to thetrucking lifestyle. It provides Polish-Canadian truckingprofessionals with regular access to information re-garding products, services, employment, finances,health, family, recreation, and many other issues thatare relevant to their livelihood.

ReadersThe estimated 10,000 Polish-Canadians in On-

tario’s trucking industry form one of its largest ethnicgroups. They are ambitious, hardworking people,who, regardless of their original profession from theircountry, pursued careers in trucking - and follow highwork standards established in this sector of the econ-omy. Truck 'N' Roll Magazine is the only Canadianpublication specifically targeting this audience.

DistributionTruck ‘N’ Roll Magazine is distributed free of

charge in southern Ontario at many industry-specificlocations, such as truck stops, transport companies,truck driving schools, truck service centres, as wellas at various points of distribution of Polish presssuch as Polish Cultural Centre, deli shops, bookstores, etc. We also attend most of the major localconferences, 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 thepages of our magazine and benefit from the exposurewithin the Polish-Canadian trucking community.

Roman Wiktorowicz, Publisher

Copyright © 2015. The magazine is protected under copyright law. Re-production 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 notnecessarily reflect the views of the Truck ‘N’ Roll Magazine and its staff.The Truck ‘N’ Roll Magazine has not authenticated any claims or guar-antees offered in this publication. We do not assume liability for anyproducts or services advertised herein.

Printed in CanadaNOVA PRINTING(905) 281-3231

WHO WE ARE & WHAT WE DO

ON OUR FRONT COVER:

Pride Group Logistics.The company is hiringowner operators, com-pany drivers and expe-rienced dispatchers. Please see the hiringad and a short presen-tation of the companyon pages 8 & 9.

Our e-mail: [email protected] phone: 905-290-2282

www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE 5


GUEST COLUMN

NATIONAL TRUCKING WEEK 2015: WE'LL TAKE TRUCK DRIVERS OVER DRIVERLESS TRUCKSLOUISE YAKO PRESIDENT & CEOBRITISH COLUMBIA TRUCKING ASSOCIATION

News articles earlier this year about driverless trucks operating in Nevada and the Alberta oil sandsunder restricted conditions set off speculation about whether we'll need truck drivers within a fewdecades - 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 drivingoccupation and what we can do to encourage the best candidates to enter a demanding and essential careerthat requires judgment, planning, know-how and a host of other skills. Unlike autonomous vehicles, drivers maybe called upon to react quickly to unexpected incidents on the road, bringing all their varied experience abouttheir equipment, the load they're hauling, and road conditions into play. The question is, is the trucking industryappealing 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 atime when they need it to grow. A report developed by a liquefied natural gas (LNG) provincial working groupidentifies "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 ofthe labour force.[1] In BC, most truck drivers are male (96 percent), and nearly half (47 percent) are betweenthe 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 occupa-tion.

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 andmechanical skills on heavy machinery. The in-house training culture that existed during supply and price man-agement of the industry diminished as trucking became deregulated in the 1990s. High school graduation, andsometimes not even that, became the prerequisite to become a truck driver, along with a Class 1 licence. Partof the problem is that truck driving was - and still is, inaccurately - considered an "unskilled" trade because nocertification 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) pub-lished by the Trucking HR Canada in May 2015 puts paid to the description. The list of skills and competenciesrequired runs to 68 pages and includes workplace/interpersonal ("soft") skills; non-driving job functions andequipment operation; and driving-specific competencies. And these are the core occupational competenciesonly, not including additio-nal skills and knowledge needed to, for example, operate specialized equipment likethe 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 andtrucking associations across Canada; trucking companies and driver training schools would benefit from making

(continued on page 9)

When Sulakhan "Sam" Johal arrived in Canada froma small town in India in 1993 and started distributingnewspapers he dreamed of the "big picture" and setout to realize his dreams. Together with his brotherJasvir, they worked tirelessly over the past 22 years,first to build Pride Truck Sales, Ltd, then TPine Leas-ing Capital Corp., and when everyone told them itcouldn't be done, they simply did it anyway despite thenaysayers!

Now they're doing it yet again with their latest venturePride Group Logistics, Corp. which recently acquiredthe operations of MGarry Transport and MultilineTransport in Ontario.

Together with the establishment of new operations inDetroit, Michigan and Fresno, California; the companyprovides end-to end supply chain management serv-ices to its customers. And through its sister company,Tpine Leasing, it's able to offer a full array of financingproducts and services designed specifically for firsttime Owner-Operators.

"We move a complete line of products, offer a full suiteof custom tailored solutions, and we call ourselves'Pride' because our aim is to instill that feeling intoevery aspect of what we do and to convey it to ourcustomers" said Sam Johal, co-founder, CEO & Pres-ident of the parent company Pride Group Enterprises,LLC. The company services all corners of NorthAmerica with its dry and refrigerated divisions and al-

ways has new equipment to ensure safety and drivercomfort at all times. Johal added that, "By maintainingour fleet in a manner that exceeds industry norms, wecan improve our operations while we minimize therisks that exist in the trucking industry."

Aside from expansion, an equally important goal forthe company is providing customers with the bestservice in the industry. With a current customer referralrate of over 95 percent, Pride Group Logistics looks tofinish the year with a record number of completedmoves in Canada and the U.S.

By executing a keen focus on customer service, thecompany will likely see consistent growth and is setup to exceed goals for the remainder of the year. PrideGroup has its sights set on higher customer satisfac-tion rankings, continued double-digit growth, and theopening of new warehousing and distribution locationsacross North America.

According to Johal, "Focusing on people - on our cus-tomers, and our employees - is one of our main initia-tives." It is important to us that we are the absolutebest we can be, providing top-of-the-line service to ourcustomers, and we make it a priority system-wide totreat each customer like you would treat your family,to do it with PRIDE!"

To inquire about Pride Group Logistics, visit:www.pridegroupenterprises.com

Newcomer Pride Group LogisticsContinues Strong Growth Streak And Puts Its Expansion Strategy Into High Gear!

it their guidebook. To seat their trucks with the type of drivers who've mastered its competencies, companiesmust accept that some level of participation in training is required, whether that means through in-house pro-grams 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 operatingtheir 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 com-panies 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.

NATIONAL TRUCKING WEEK 2015: WE'LL TAKE TRUCK DRIVERS OVER DRIVERLESS TRUCKS

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.

(continued from page 6)


DAVID H. BRADLEY, PRESIDENT & CEO CANADIAN TRUCKING ALLIANCE ONTARIO TRUCKING ASSOCIATION

GUEST COLUMN

On Oct. 19, a federal election will take place. I haveno crystal ball on what the outcome of the vote willbe. Things will be different - a new mandate, a newcabinet - regardless of who wins.

There will be a whole new crop of MPs that will needto be educated about the industry. And, they willneed to get up to speed fast because there are anumber of major trucking-related issues that need tobe dealt with. In particular, there are two issues likelyto dominate the agenda - introduction of a nationalelectronic logging device (ELD) standard and aCanadian response to the Phase 2 fuelefficiency/GHG reduction standards for heavy trucks.

Back in March, Canada's transport minister, LisaRaitt, announced her commitment to introducing auniversal ELD mandate in Canada. She even musedabout perhaps doing so even before the Americans.That is not likely - at the time of writing it was pre-sumed the US Federal Motor Carrier Safety Admin-istration was poised to introduce its final rule.

However, regardless of which party forms the nextCanadian government or who the next minister oftransport is, I have little doubt that an ELD mandatewill be embraced.

There is still a lot of work to do at both the federaland the provincial levels. Canada will have to playcatch-up.

In mid-June, the US Environmental ProtectionAgency and the National Highway Traffic Safety Ad-ministration issued a joint legislative proposal tophase in more stringent GHG reduction standardsfor heavy- and medium-duty trucks over the 2021-2027 period. The rulemaking, which is 1,300-plus

pages long, includes separate standards for enginesand vehicles. A trailer regulation - the first of its kind- would kick in on Jan. 1, 2018, and become progres-sively more stringent in 2021, 2024 and then againin 2027.

Canada has already signaled its intention to followthe US lead. According to a Canada Gazette Part 1Notice published earlier this year, EnvironmentCanada says its approach will be

"Consistent with the approach taken with current reg-ulations for GHG emissions from heavy-duty vehi-cles and engines…and would be aligned with thosethat the United States Environmental ProtectionAgency are currently developing."

Our members are not opposed to fuel economy/GHGstandards for heavy trucks.

Done right, it is in our industry's interest to enhancefuel efficiency. The Canadian trucking industry isknown worldwide as a leader in fuel efficiency/GHGreduction. We also support regulatory harmonizationor alignment with the United States - where it makessense to do so.

However, CTA is very concerned that there could besignificant difficulties visited upon the Canadiantrucking industry and the Canadian economy if En-vironment Canada does as it did in Phase 1 and sim-ply adopts the US standards in Phase 2.

There could be serious implications for how Cana-dian fleets spec' their equipment. It could limit thetypes of equipment that can be sold legally inCanada after 2018, reducing carriers' ability to serv-ice the Canadian supply chain within existing busi-

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.

TRUCKING IN FOR BUSYFALL SEASON


ness models. It could also result in technologies thatare not real life tested to meet the needs of theCanadian market being pushed onto the industry.

In recent months, in preparing our response to thePhase 2 regulations, CTA has been travelling acrossthe country meeting with members of the provincialassociations. One message has come through loudand clear - Canadian carriers already have concernsover the reliability of many existing equipment offer-ings and technologies and don't want the problemcompounded further.

The heavy vehicle fleet serving the US economy isvery different from that which serves the Canadianeconomy. While the US fleet is dominated by oneconfiguration - the 80,000-lb tandem-tandem tractor-semitrailer combination - in Canada a vast array ofmuch more productive, efficient and innovative axleconfigurations, trailer body styles, and higher allow-able weights are in operation - which are also betterfor 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 toPhase 2. It can be aligned with the US rule and mayeven be the same in many areas, but it must also re-flect the complexities of the Canadian vehicle stan-dards.

It is essential that the provinces are invited to partic-ipate in the regulatory development process - andthat they come to the table - since they have juris-diction over weights and dimensions standards inCanada.

And, the industry deserves some sort of assuranceswith regard to reliability.

Enjoy the rest of the summer. It promises to be abusy fall.

David H. Bradley is CEO of the Canadian TruckingAlliance and President of the Ontario TruckingAssociation. He can be reached at 416-249-7401ext. 227 or by e-mail: [email protected]

With the three major parties in a dead heat heading intothe election, the outcome is anybody's guess: to para-phrase the Toronto Star pundits, whether Harper's Con-servatives score a rare, fourth straight win, orCanadians elect their first ever NDP government, or theLiberals rebound from the political penalty box, thiselectoral contest promises to be one for the historybooks.

By the time you read this, you've probably heard every-one's opinion on every conceivable issue, so I have nointention of going there. Instead, I'm here to harangueyou 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 fewthings that's actually easy for truck drivers to do, de-spite hectic and unpredictable schedules, and prettygood odds that you'll be miles from home on electionday.

With our National Register of Electors, the permanentcomputerized database of Canadians who are qualifiedto vote, you're already on the voter's list, and will bemailed a voter information card telling you when andwhere to vote. If you're not sure whether or not you'reregistered, help is only a mouse-click away on the Elec-tions Canada website (www.elections.ca) where youcan check or update your voter registration, or evenregister on-line.

If you can't vote on election day (October 19), you canvote earlier at one of four advance polls (October 9, 10,11 and 12) or anytime at one of 400 Elections Canada

offices across the country. Or you can skip the line-upsaltogether and vote by mail. To do this, you'll need aspecial ballot which you can get from ElectionsCanada, either through the web site or by telephone.You can mail that ballot anytime, from anywhere in theworld, in the envelope provided.

So now we've established that there's no excuse fornot casting your vote, why the heck should you?

Most of us old enough to have a few elections underour belts are sceptical or downright cynical when itcomes to campaign rhetoric and election promises. It'snot without reason truckers often feel invisible; our day-to-day concerns can easily get lost in discussions onkey issues like the economy, the environment and na-tional security.

But elections are about a lot more than which politicalparty we'll vote into office. The whole campaign processprovides a perfect opportunity to raise trucking issueswith the political hopefuls who'll be knocking at yourdoor looking for your vote.

Our "first past the post" electoral system means thatthe candidate who wins your riding will represent youin Parliament, regardless of which party forms the gov-ernment. When the dust settles, that person is the onewho will be sitting in the House, working on commit-tees, debating issues, and voting on Bills.

Although trucking issues aren't likely to top a PrimeMinister's priority list, an MP who understands this in-dustry and its issues will be more helpful than one who

GUEST COLUMN

VOTE FOR, VOTE AGAINST, BUT VOTEJOANNE RITCHIE EXECUTIVE DIRECTOROWNER-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 campaignunderway - not only is it the longest in Canadian history, it's likely to be the most nasty and brutish battleever witnessed in this country, not to mention the most expensive.


doesn't know trucking from page two.

While the federal government has relatively little juris-diction over transportation compared to provincial gov-ernments, there is no shortage of issues for truckers todiscuss with political hopefuls.

When they're laying out their plans for economic re-newal, politicians need to be reminded that the econ-omy moves by truck. Shippers rely on trucking to move60 percent of the goods to and from our largest tradingpartner to the south, and the July StatsCan report oncost increases in cross-border trucking should be awake-up call to Ottawa.

The report pegs cost increases and inefficiencies thatpost-9/11 security and regulatory regimes have im-posed, as well traffic delays and congestion as a resultof an ever-thickening border, at 25 percent.

Infrastructure investment is probably the most tangibleway average Canadians see their governments in ac-tion, so infrastructure dollars - both spent and promised- are a popular tool for governments before and duringan election.

But we need politicians to understand that infrastruc-ture is so much more than public transit and a few milesof twinning and a new overpass here and there. Ourcrumbling infrastructure and lack of rest areas and truckparking puts drivers at risk on a daily basis. It's time thefeds showed some leadership in addressing theseproblems, rather than squabbling with provinces overfunding and jurisdiction.

The environment? Here's another area where an en-lightened federal government could show more leader-ship. Canada needs a comprehensive green plan, nota patchwork of conflicting policies and regulations. Andwe need practical, accessible, incentive programs at alllevels that support an industry struggling with the highcost of adopting green technologies that would not onlyhelp improve fuel economy and GHG reduction today,but would also give trucking a leg up in meeting tighterand more expensive regulation only a couple of yearsaway.

Many labour and human resource issues facing truck-ing fall under the purview of the federal government. Aregime that is truly concerned with labour shortages -critically acute in the trucking industry - needs to be re-minded that its stubborn refusal to recognize truckingas a skilled trade disqualifies young, under-employedor displaced workers from the very programs that havebeen put in place to ensure adequate, affordable train-

ing is available to thousands of Canadians to fill emptyjobs.

And don't let any candidate off the hook in discussingovertime pay for truck drivers as outlined in Part III(Labour Standards) of the Canada Labour Code, amandate that government - along with a good part ofthe industry - would rather no one talked about.

And the list goes on. So when the candidates comearound asking for your support, let them know what'son your mind. Talk to them about the industry and whatchanges you want to see, then ask them how they'reprepared to support you.

I know clichés about exercising your right to vote startto wear thin after a while, but here's one to think about:bad politicians are elected by good people who don'tvote.

Joanne Ritchie is executive director of Owner-Operator'sBusiness Association of Canada. Do you elect for change? E-mail her at [email protected] call toll free 888-794-9990.


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Ca³y czas mówiê tu o w³aœcicielach trucków, owner op-erators, jakkolwiek wydatki kompanijnych kierowcówte¿ s¹ ni¿sze, bo przecie¿ mo¿liwoœæ codziennegopowrotu do domu to wiadomo - w³asna kuchnia,prysznic, ³ó¿ko. To s¹ prawdy tak oczywiste, ¿e nietrzeba ich nawet powtarzaæ. Wydatki s¹ du¿o ni¿sze - to prawda - ale ca³y czastrzeba trzymaæ rêkê na pulsie. Na przyk³ad, wielu z tych, którzy decyduj¹ siê "zejœæ zhighwayu" i jeŸdziæ lokalnie, robi ju¿ na samympocz¹tku b³¹d, który mœci siê póŸniej bezlitoœnie. Otó¿bez zastanowienia automatycznie przenosz¹ highway-owego trucka do nowej pracy. Kierowca nie chce siêpozbywaæ piêknego wozu, trochê mu ¿al, trochê sobiecoœ na opak t³umaczy i ci¹gle jeszcze chce siê "poka-zaæ". Mówi, ¿e nie bêdzie jeŸdzi³ jakimœ "go-cartem","hulajnog¹" czy "taczk¹"! Truck z pojedyncz¹ osi¹?! Onie - to nie dla mnie! Truck bez sleepera?! Coœ ty! MamjeŸdziæ "wózkiem golfowym"?! Tego typu t³umaczenia, "celne" odpowiedzi i ¿arty nieprowadz¹ do niczego. Nic bardziej nieroztropnego. Ostatecznie, czy jesteœmy tu czy tam, to ca³y czaschodzi o pieni¹dze. Chodzi o biznes. Drogi, highway-owy truck bardzo szybko zje nam dodatkowy zyskp³yn¹cy z pracy "na lokalu". Potem jest zdziwienie,p³acz i nerwowe poszukiwanie rozwi¹zania, a jeszczepotem powrót na porzucony highway - i do starychk³opotów. A przecie¿ bardzo ³atwo mo¿na tego unikn¹æ,sprzedaj¹c wielki wóz i kupuj¹c skromny, u¿ywany day-cab. Ile¿ z tym w koñcu roboty? Koniecznoœæ ¿ycia z o³ówkiem w rêku dotyczy ka¿degorodzaju przedsiêwziêcia. W pracy na highwayujesteœmy zwykle p³aceni za milê i do tej mili odnosimynasze wydatki. Sprowadza siê to do odpowiedzi na py-tanie, ile kosztuje nas ta jedna mila. Innymi s³owy, jakiprocent naszego wynagrodzenia za milê stanowi¹nasze wydatki. W pracy na mieœcie nie ma to wielkiegosensu, bo jeŸdzi siê o wiele, wiele mniej. Kalkulacje powinny siê wiêc odnosiæ do godziny pracy.Jaki procent naszego wynagrodzenia za godzinêstanowi¹ nasze wydatki. W Ontario wiele miejscowychfirm transportowych p³aci swoim kierowcom za czas,

ale zdarzaj¹ siê te¿ i takie, które p³ac¹ za wagêprzewiezionych towarów, iloœæ zatrzymañ w ci¹gu dnia,sta³¹ stawkê (flat rate), itp. Niezale¿nie od tego w jakimsystemie pracujemy, zawsze powinniœmy odnosiænasze koszty do czasu pracy. Mo¿emy to robiæ wprzedziale dziennym, miesiêcznym, rocznym - bezznaczenia. Wa¿ne, ¿eby w takich kalkulacjach byæbezwzglêdnie uczciwym wobec samego siebie. To s¹w koñcu nasze pieni¹dze! Moim zdaniem przedzia³ miesiêczny jest najlepszy, bow porównaniu z rocznym daje mo¿liwoœæ szybszegoskorygowania 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 jakpasy mocuj¹ce, plandeki, blokady;- parking;- wydatki na drodze;- wynagrodzenie kierowcy.Tak¹ listê ka¿dy z nas musi wype³niæ i poszerzyæ zgod-nie z poniesionymi wydatkami. To, co poda³em, to je-dynie niepe³ny przyk³ad. Ustalenie faktycznego kosztu jest wa¿ne. Znaj¹c go,bêdziemy wiedzieæ, czy otrzymywane wynagrodzeniepokrywa go i ile wynosi nasz czysty dochód, który wpewnym sensie mo¿emy traktowaæ jako zysk zwykonywanej dzia³alnoœci. Jeœli przyjmiemy, ¿e kompanijny kierowca je¿d¿¹cy wsystemie P&D zarabia oko³o 20-25 dolarów i nie ponosi¿adnych wydatków, to w³aœciciel trucka, przy uwzglêd-nieniu wszystkich kosztów, powinien zarabiaæodpowiednio wiêcej - w przeciwnym bowiem razie po-siadanie trucka nie mia³oby wiêkszego sensu. Powstaje pytanie: o ile wiêcej. Ale to ju¿ jest bardzo in-dywidualna sprawa zale¿na od ró¿nych czynników.Wi¹¿e siê z aktualnym rynkiem pracy, osobistymioczekiwaniami, potrzebami.

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Praca na highwayu to ci¹g³e wydatki. Paliwo, wymiany oleju i opon, jedzenie w restauracjach, telefonyitd., itp. Truck robi setki tysiêcy kilometrów rocznie i wymaga nak³adów. W pracy na mieœcie natomiastjeŸdzi siê bez porównania mniej a co za tym idzie, wydatki s¹ odpowiednio ni¿sze. Truck zu¿ywa siê zdecy-dowanie wolniej i nierzadkie s¹ przypadki, gdy s³u¿y kilkanaœcie i wiêcej lat. Innymi s³owy, jeœli w pracylokalnej zarabia siê mniej ni¿ w d³ugodystansowej, to tak¿e wydaje siê du¿o mniej. W ostatecznym rozra-chunku czysty dochód jest wiêkszy, a nawet du¿o wiêkszy.

MARCIN BARANIECKI

Join the family. Drive the business.

rosedale.ca/driversT1.855.721.3962 | F1.844.314.5953

20 TRUCK 'N' ROLL MAGAZINE www.trucknrollmagazine.ca

TEST DRIVE

The Icon 900 is a special edition W900L created to cel-ebrate the 25th anniversary of a truly iconic truck. It hasa few unique features as well as special badgeing toset it distinctly apart from other trucks. Since silver isthe precious metal favored at 25th anniversary celebra-tion, Kenworth chose to deck the truck out in the nextbest thing, chrome, stainless steel and polished alu-minum -- cheaper than silver, I'm sure, and not asprone to theft.

It features a one-of-a-kind chrome hood badge, ratherthan the typical red badge. You can't miss the big pol-ished stainless air cleaner canisters or the sun visor, allterribly politically incorrect, but isn't that half the reasonfor wanting one of these things? Other distinguishingfeatures include stainless steel fender guards, up-graded headlights and headlamp covers as well asstainless under-door, sleeper and grille closeout pan-els.

All the exterior lighting is LED, with the tail lights and

fender-mounted turn signals emitting a cool-lookingglow around the edges when they are on.

The design concept comes from a partnership withJonathan Ward of Icon 4X4, who helped craft the exte-rior trim and interior color schemes.

Inside, the Icon 900 everything you'd expect from Ken-worth plus a little bit more. The unbelievably comfort-able leather driver and passenger seats feature anembroidered Icon 900 logo on the headrest. The sofabed back in the 86-inch sleeper I drove got an upgradetoo, it's leather and color-keyed to match the seats.There's a little more chrome trim than usual on the in-side, including the dash surrounds and door pads.Owners also get a stainless steel plaque on the dashdenoting the truck's limited edition exclusivity.

Power for the Icon 900 is provided exclusively by theCummins ISX15 in ratings up to 1,850 pound-feet oftorque and 600 horsepower. Transmission options in-

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-zealotswho would happily have us all driving around in solar powered golf-karts as it is a nod to those doing reallywell in trucking. Success is nothing to be ashamed of.

Photos in the article courtesy of Jim Park.

LIVIN' LARGELIVIN' LARGEBY JIM PARK

IF YOU HAVE TO ASK HOW MUCH AN ICON 900 COSTS, YOU CAN'T AFFORD IT.


clude 10-, 13- and 18-speed Eaton Fuller models inmanual or automated. The truck I drove and the editorride and drive event held at Kenworth's Chillicothe, Ohioplant in May had an ISX15 rated at 550 horsepower with1,850 pound-feet and Eaton 18-speed manual transmis-sion, 13,200-lb Dana front axle, 40,000-lb Meritor rearaxles with 3.55:1 gears on Kenworth's AG400, 40,000-lb suspension and 24.5-inch Michelin tires. It also hadair disc brakes at each wheel position.

Kenworth had arranged a short test drive course for usin Chillicothe. It was about 45 minutes round trip. I likedthe truck so much I went around twice.

There's just something about looking out over thatsquare-acre of hood, slipping the transmission into gearand feeling the power roll on as the clutch engages. The280-inch wheelbase adds to the ocean liner feel of thetruck, which isn't bad unless you're peddling freight inNew York's Upper East Side (but hey, if you can afforda truck like this, you can probably afford to turn thoseloads down).

I can't think of a truck that comes close this one in termsof ride and handling. There's a little s-turn on the course

that runs under a railroad bridge. There's quite a dipthere and the pavement was pretty badly broken up, butthe truck held the road sure and true. I got not even ahint of protest through the steering wheel.

If there's a downside to the W900 generally, it's the bigexterior air cleaners. Yeah, the make the truck lookgreat, and they get in the way of crossing the 10-mpgbarrier, but they are noisy too. Some would like thesound of the whistling turbo -- I do too -- but it would getin my nerves after a few hours of stop and go drivingwith the window rolled down.

Kenworth's director of marketing, Kurt Swihart, say theIcon 900 will be sold in limited number, and he expectsis biggest customer base to be owner-operators andfleets looking to reward over-achieving drivers. I think itwill wind up in the hands of a few 50-60-year-old suc-cessful veteran drivers who are approaching retirement,thinking to heck with all this automation and electronicwizardry. 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 tobe successful not by currying favor with one regulatoror another, but by standing as a testament to a timewhen the trucking industry was bold and unapologetictoo.

ABOUT THE AUTHOR: Jim Park is the technical and reg-ulatory affairs advisor to the Owner-Operator's BusinessAssociation of Canada. He can be reached [email protected]

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POWIEŒÆ W ODCINKACH

a³y rok 1982 i do po³owy 1983 jeŸdzili jak wœciekli. Ca³y ten calutki czas spêdzili w trucku, bior¹c jedenkurs 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 mielico 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 okazjizap³aciæ to, co siê nazbiera³o na karcie kredytowej, to a¿ siê nadziwiæ nie mogli, jak ta kasiora przyrasta. Za1982-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 ica³y truck wstrz¹sn¹³ siê jak chory cz³owiek. Zadupie nie do opisania i dyspozytor z Kingsway nie móg³ siê zde-cydowaæ, czy holowaæ wóz do Colorado Springs czy te¿ wys³aæ mechanika, ¿eby próbowa³ naprawiæ na miejscu.

PRETORIANIE

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MARCIN BARANIECKI

Zrozumia³a, powiedzia³a, ¿e jeœli to okazja i jeœli Wiesiek takuwa¿a, to ona zostanie i bêdzie wysy³aæ dolary. Tylko czy Klarcidobrze i czy nie têskni? - A sk¹d! Dobrze jej jak w niebie! Co ty siê tak martwisz? - wWieœka g³osie wyczu³a jakby cieñ zniecierpliwienia. Ta rozmowa odwróci³a w niej jak¹œ niewidzialn¹ kartê. Coœ siêprze³ama³o 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 podesz³ado niego rozko³ysanym krokiem i objê³a od ty³u. A on nie pyta³ orozmowê z Polsk¹. Nie pyta³. Taki by³. I to by³o dok³adnie to,czego oczekiwa³a. Nie dr¹¿y³, nie mêczy³ i nie burzy³ tegospokoju, który na ni¹ sp³yn¹³. Bez s³owa weszli do sleepera ikochali 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 wszystkiemuwinna jej chora wyobraŸnia. A poza tym, nie ma co myœleæ owyjeŸdzie, bo w Polsce ca³y czas jest gor¹co, ca³y czas s¹ograniczenia, ludzi nie wypuszczaj¹ z kraju, a ci, którzy wracaj¹,musz¹ zostaæ. - Co ty, Jolka, nie wiesz, ¿e jest stan wojenny?! - pyta³ w tele-fonie Wiesiek. No wiedzia³a, wiedzia³a...

(fragment poprzedniego odcinka; Truck ‘N’ Roll Magazine nr 55).

Marcin Baraniecki, autor powieœci “Pretorianie”,

Rozdzia³ II Oddech szatana


Kalina nie mia³ nic do gadania, bo truck by³ kompanijny. Zesz³o im dwa i pó³ dnia w warsztacie. Dyspozytorszala³, ¿e straci³ ³adunek, bo przecie¿ kient nie czeka³, a¿ naprawi¹ trucka i wzi¹³ innego przewoŸnika, ale nicnie mo¿na by³o zrobiæ, bo tak to ju¿ z transportem jest - truck stoi w gara¿u, nie ma czêœci i ¿ebyœ bi³ g³ow¹ omur - nic siê zrobiæ nie da. Koniec koñców przyszed³ ten upragniony nowy most i po g³upich siedmiu godzinachpracy byli z powrotem na drodze. Najgorsze by³o to, ¿e dypozytor zachowywa³ siê jak obra¿ona dziewczyna ilodowatym 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 jestgoniona jak bura suka od wybrze¿a do wybrze¿a bez mi³osierdzia i z ladajak¹ obs³ug¹. Robili co prawda regu-larne wymiany oleju, przegl¹dali to i owo przy smarowaniu, ale kto kiedy mo¿e przewidzieæ, ¿e dyferencja³ do-chodzi swoich dni? Zdarza siê! Po prostu zdarza siê i jaka w tym wina kierowcy? Olej by³, chodzi³ cicho, ¿adnychstuków-puków! Zwyczajnie - przyszed³ na niego czas! Jechali wiêc dalej, ale ju¿ w nerwach i jakimœ nieokreœlonym poczuciu, ¿e to oni s¹ odpowiedzialni za awariê istracony 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 naniepotrzebne 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 jakiœdureñ siedz¹cy w Ontario - parê tysiêcy kilometrów od nich - decydowa³, co maj¹ robiæ! A poza wszystkim - ¿ebyjeszcze decydowa³ m¹drze!Wszystko wskazywa³o na to, ¿e kupno trucka to jest ta droga, któr¹ powinni pójœæ. No i zerwaæ z Kingsway! Poniezliczonych rozmowach z innymi truckerami wiedzieli ju¿, ¿e jako owner-operators zarobiliby nieporównaniewiêcej. Czuli te¿ - jak to siê mówi "przez skórê" - ¿e s¹ wykorzystywani, i ¿e za tak¹ harówê powinni zarabiaælepiej.

Wszystkie te myœli i rozwa¿ania snuli ca³ymi godzinami. Zreszt¹, co by³o innego do roboty. Mija³y wspólnegodziny, 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 jakiejœwylewniejszej 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 takichrzeczach, o których dotychczas nie mówi³ nikomu - a co wa¿niejsze - nigdy nie s¹dzi³, ¿e w ogóle móg³by onich 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. Widy-wali na highwayach i na truck stopach wypieszczone trucki obwieszone œwiat³ami, wychromowane, z najdziw-niejszymi ozdobami, napisami, malunkami. Krzysiek te¿ tak chcia³. Jolce w³aœciwie by³o wszystko jedno. Dlaniej 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 wydawa³onie za bardzo kobiece, bo przecie¿ kobieta powinna byæ w domu, z dzieæmi, a nie gdzieœ na drodze, ale comog³a 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 Torontodo Vancouver, a stamt¹d w dó³ do San Francisco, jeszcze dalej do L.A., a potem z powrotem piêtnastk¹ do SaltLake 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 w³aœciwienie 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, bobyli pe³ni i nie by³o miejsca na ¿adne dodatki w Utah. Krzysiek zawsze tak w³aœnie mówi³ - zdrobniale i w liczbiepojedynczej. Na kanadyjskie warunki "³aduneczki" by³y œrednie, ale na amerykañskie - maksymalnie ciê¿kie. WOntario jeŸdzi³o siê ciê¿ej, a nawet du¿o ciê¿ej, ale w Stanach obowi¹zywa³ limit 80 tysiêcy funtów wagica³kowitej 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 zaro-biæ, koœci zosta³y rzucone! Postanowili kupiæ trucka! Niby wszystko wygl¹da³o ³atwo, ale tylko w rozmowach, bo zaraz potem przysz³y w¹tpliwoœci, miliony pytañ



i obaw. W ca³ym tym rozgardiaszu postanowili odwiedziæ pana Adlera i co tu du¿o gadaæ - poprosiæ o radê. Jakbynie by³o, Adler by³ w d³ugo w biznesie, wiedzia³, co i jak, mia³ to swoje cenne PCV i liczyli, ¿e bêdzie mia³ naca³¹ sprawê trzeŸwe spojrzenie. I w rzeczy samej nie zawiedli siê. To by³o wtedy, gdy wreszcie - po prawie trzymiesiêcznej orce - zjechali doToronto na parê dni wolnego. Wolne - to by³o coœ, od czego odwykli, ale mog³o siê przydaæ, bo taka sprawa jakkupno 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 albocoœ 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 - niemartwcie 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 TadkaZdziarskiego w jego townhousie na Victoria Park. Znali siê z nim wczeœniej, bo w tym ma³ym, polonijnym œwiatku wiedziano o sobie. Zw³aszcza, ¿e na Scarboroughpowstawa³a nowa polska parafia, która przyci¹ga³a œwie¿o przyby³ych. Ksi¹dz Olbryœ dwoi³ siê i troi³, organi-zowa³, pomaga³, mobilizowa³ i trzeba powiedzieæ, ¿e rzeczy mia³y siê coraz lepiej, ludzie przychodzili, pomagalii czuli wiêŸ. W niedzielê nie trzeba ju¿ by³o jeŸdziæ do koœcio³a na Roncesvalles, gdzie królowa³a dawna tu¿powo-jenna Polonia. To ju¿ by³ w³asny koœció³, w³asna niedzielna szko³a dla dzieci i w³asne spotkania pod koœcio³em. Zdziarscy byli


tu doœæ znani. Tadek mia³ ju¿ wtedy cztery trucki i mówiono o nim, ¿e ma ³eb na karku, umie chodziæ ko³o interesui zaczyna mieæ pieni¹dze. Patrzono na to z mieszanin¹ uznania i zazdroœci, bo ostatecznie tak to z t¹ ludzk¹natur¹ jest. O Tadkowym powodzeniu mówi³a nowa beretta, drogie ciuchy ¿ony, a nade wszystko cztery trucki. "JeŸdzi natruckach" - mówiono. To akurat nie by³o dos³own¹ prawd¹, bo Tadek sam nie jeŸdzi³, tylko mia³ kierowców, aleakurat to jeszcze bardziej dodawa³o mu splendoru "businessmana". Kalina rozmawia³ z nim parê razy, ale potem, gdy zaczê³a siê gonitwa w Kingsway, coraz rzadziej móg³ wpadaæw niedzielê do naszego koœcio³a Matki Boskiej Królowej Polski, z którego ca³e m³ode œrodowisko emigracji soli-darnoœciowej by³o - co tu du¿o gadaæ - dumne! To by³o ich wspólne dzie³o. Z biegiem czasu niektórzy siêpowykruszali, 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 wweekendy 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 po-mocy. Lubi³ te¿ trochê imponowaæ, ale ostatecznie co w tym z³ego? Zaje¿d¿a³ czasami pod koœció³ swom nowymharleyem, 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 siêop³aci - druga opinia nie mog³a zaszkodziæ, a zaczem Kalina z Jolk¹ przyszli po koœciele do Zdziarskich na roz-mowê "o interesach". Decyzja o wydaniu przesz³o stu tysiêcy dolarów i zmiana pracy to ostatecznie nie jestzjedzenie kromki chleba z mas³em!

To by³ czas, gdy coraz wiêcej polskich imigrantów garnê³o siê do je¿d¿enia, widz¹c w tym du¿e pieni¹dze iciekaw¹ pracê. Z tymi "du¿ymi" pieniêdzmi ró¿nie bywa³o, ale dla wielu dopiero co przyby³ych Polaków truckingoznacza³ swobodê, brak szefa siedz¹cego na karku i nieograniczone mo¿liwoœci. Wszyscy bowiem jak jedenzak³adali je¿d¿enie swoimi wozami, kupowanie nastêpnych, zatrudnianie ludzi i w ogóle rozpoczynanie "wielkiegobiznesu". Przyjazd do Kanady dawa³ mo¿liwoœci rozpoczynania wszystkiego od nowa, dramatycznej zmiany kariery i robie-nia tego, czego chcia³o siê od zawsze, a co w Polsce albo nie uchodzi³o, albo by³o wrêcz niemo¿liwe. Dawnyurzêdnik 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, przekonywaliœmysiê na w³asnej skórze, ale prawd¹ jest, ¿e trucking z jakichœ powodów wygl¹da³ na ³atwe zrobienie pieniêdzy. Iluz tych marzycieli po paru miesi¹cach szarpaniny pad³o jak pies Pluto, tego nie spisa³bym na wo³owej skórze, alebyli tacy, co przetrwali i dawali przyk³ad, ¿e mo¿na.

(ci¹g dalszy w nastêpnym numerze)

DIRECTORY TRUCKERS WELCOME! DIRECTORY

TIR Truck Driving School 1945 Dundas Street East, Unit 209 Mississauga, ON Tel: 905-629-1656 Fax: 905-629-9947 www.tirdrivingschool.com

TRUCK DRIVING SCHOOLS

TRUCK & TRAILER REPAIRS

Polstar Truck Repairs Inc.1400 Britannia Road East, Mississauga, ON Tel: 905-670- 9889Fax: 905-670-0117

Roman's Truck & Trailer Repair Inc. 865 Woodward Avenue Hamilton, ONTel: 905-547-7737

Sliwa Truck Repair1625 Trinity Drive, Units 7 & 8Mississauga, ON Tel: 905-696-8227

Stan Niemczyk Truck Service Inc. 220 Clarence Street Brampton, ON Tel: 905-799-2557

YOUR HEALTH & WELLNESS

Physiotherapy & Acupuncture Wlodek Witt Tel: 416-918-2440 Physiotherapy and Acupuncture Scarborough, ON

Psychological Consulting Marzena WiktorowiczTel: 905-896-8074Poradnictwo indywidualne, terapia ma³¿eñska,k³opoty wychowawcze, depresje, alkoholizm.

Wise & Well Centre Specjalistyczna klinika butów ortopedycznych1970 Dundas St. East #5 (naprzeciwko Starsky)Tel: 905-275-8000E-mail: [email protected]

JEWELLERY & WATCHES

Gresham Jewellers Rockwood Mall, 4141 Dixie Rd. MississaugaTel: 905-625-5332Quality Watch & Jewellery Repairs, Fine Jewellery, Custom Orders, Free Estimates

HIRING COMPANIES

ChallengerTel: 1-800-334-5142Fax: 1-888-876-0870E-mail: [email protected]

Galaxy Transport Inc. 1 Maritime-Ontario Bld., Brampton, ON Tel: 905-456-9416 Toll free: 1-800-551-8793E-mail: [email protected] www.galaxytransport.ca

Highlight Motor Freight300 Trowers Rd., Unit 10 Woodbridge, ONToll free: 1-855-761-1400 ext. 4465Tel: 905-761-1400 ext. 4465e-mail: [email protected]

Pride Group Logistics6550 Danville Road, MississaugaTel: 905-564-7458 Toll Free: 1-800-277-7532E-mail: [email protected]

Rosedale Transport6845 Invader Crescent, Mississauga, ONTel: 1-877-588-0057E-mail: [email protected]

TransAm Carriers8500A Keele St., Concord, ONTel: 416-907-8101 x 4051; Toll Free: 877-907-8101E-mail: [email protected]

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

Wies³aw (Wesley) Niedzielski Sutton Group Quantum Realty Inc., Brokerage Cell: 416-726-4089 Office: 905-822-5000 E-mail: [email protected]/sg/wniedzielski

DELI SHOPS

Glogowski Euro Food 403 Highland Road West, Kitchener, Ontario Tel: 519-584-7190Grocery store specializing in European groceries,deli and cheese.Wyœmienite polskie wyroby!

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Documents

WHEN THE GOING GETS TOUGH,trucknrollmagazine.ca/wp-content/uploads/2015/10/... · WHEN THE GOING GETS TOUGH, THE MICHELIN ® XDY ®3 TIRES KEEP GOING In and around worksites and quarries,