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OD REDAKTORA

JEŒLI AMERYKANIN PRZEŒPI NOC, TO O TYLE JEST W TYLE! MARCIN BARANIECKI Takim w³aœnie patriotyczno-reklamowym sloganem przedstawiano po wojnie rzutkoœæ i energiê Ameryki. Stany Zjednoczone by³y wtedy na fali wielkiego, powojennego wzrostu gospodarczego, rozpiera³a je duma z wygranej wojny, ekonomia sz³a pe³n¹ par¹, a zale¿noœæ Europy od amerykañskiej pomocy dodawa³a animuszu. Ca³kiem niedawno przypomnia³em sobie o tym zapomnianym ju¿ dziœ powiedzonku przy okazji kolejnego kursu z przepisów dotycz¹cych transportu niebezpiecznych ³adunków. Nowych regulacji jest bez liku i bynajmniej nie chodzi tu tylko o niebezpieczne ³adunki. Transport zmienia siê z miesi¹ca na miesi¹c i chc¹c trzymaæ rêkê na pulsie, trzeba byæ stale w pogotowiu. Slogan o Amerykaninie mo¿na by spokojnie dostosowaæ do naszej pracy i powiedzieæ, ¿e "jeœli trucker przeœpi noc, to o tyle jest w tyle!" Pracuj¹c w transporcie, musimy - a przynajmniej powinniœmy - ci¹gle siê uczyæ, podnosiæ swoje kwalifikacje i dostosowywaæ siê do zmieniaj¹cych warunków. Jasne, ¿e to samo mo¿na powiedzieæ o wielu innych zawodach, no ale my tu mówimy o naszym podwórku i naszych sprawach. Oczywiœcie, mo¿na ignorowaæ zmiany, mówiæ, ¿e jest siê "tylko kierowc¹" i ¿e nic mnie nie obchodzi, bo co tam, niech siê inni martwi¹ - ale taka postawa ma krótkie nogi. Podnoszenie kwailifikacji daje przede wszystkim zadowolenie z wykonywanego zawodu, ale, naturalnie, to nie wszystko. To tylko pocz¹tek. Ka¿dego dnia stajemy przecie¿ wobec koniecznoœci podejmowania wielu decyzji, w czym nikt i nic nas nie wyrêczy. Ogl¹danie siê na dyspozytora, shippera czy mechanika jest dziecinad¹ i obna¿a brak profesjonalizmu. To my, kierowcy - nie kto inny - jesteœmy odpowiedzialni za w³aœciwe oznakowanie przewo¿onych niebezpiecznych towarów. To my odpowiadamy za dokumentacjê ³adunku, zabezpieczenie go w czasie przewozu, sprawnoœæ techniczn¹ pojazdu, logbook i tak dalej, i tak dalej. I naprawdê nie jest tego ma³o. Na przyk³ad, ca³kiem nieoczekiwanie, musimy podpi¹æ zestaw dwóch naczep albo przykryæ plandek¹ nieforemny ³adunek, albo w czasie inspekcji na wadze przedstawiæ ¿¹dane dokumenty, albo, albo... Takich sytuacji jest nieskoñczona iloœæ. I t³umaczenie wtedy , ¿e "ja nie wiem, nie umiem, dyspozytor mi nie powiedzia³, mechanik mówi³, ¿e jest dobrze i mogê jechaæ" poka¿e wyraŸnie, ¿e zawód kierowcy nie jest dla nas. Dlatego, trzeba siê uczyæ, uczyæ, uczyæ! Brzmi œmiesznie, moralizatorsko i staro? Ca³kiem byæ mo¿e, ale takie s¹ realia i nic nas od nich nie uwolni. Jeœli przeœpimy "tê noc" to znajdziemy siê o tyle w tyle, a potem jeszcze dalej i dalej, a¿ wreszcie wypadniemy z toru i zostaniemy bez pracy. Piszê dziœ o tym g³ównie dlatego, ¿e od d³u¿szego czasu obserwujê smutne zmiany. Ogromny brak kierowców zmusza transportowe firmy do obni¿ania wymagañ i przyjmowania ludzi, którzy w transporcie znaleŸli siê albo przez przypadek, albo wy³¹cznie dla pieniêdzy, albo dla chwilowego przetrwania. Ci "kierowcy" s¹ g³ównymi uczestnikami wypadków, obni¿enia jakoœci us³ug i w ogóle pogarszaj¹cej siê opinii o naszym zawodzie. Jednym z wielu przyk³adów koniecznoœci ci¹g³ej nauki niech bêdzie nastêpuj¹ce zdarzenie: Prawie dok³adnie rok temu mój truck zosta³ poddany rutynowej inspekcji na wadze. Waga by³a otwarta, wjecha³em i po sygnale "stop" zapali³o siê z³owrogie s³ówko "park". Inspekcja! Jeszcze nie wiadomo, czy tylko dokumentów czy mo¿e stanu technicznego, czy wszystkiego naraz. £adunek mia³em ciê¿ki, pe³en pojemników z jakimiœ chemikaliami, i naczepa - w myœl nowych zasad - oblepiona by³a znakami niebezpiecznych towarów jak bo¿enarodzeniowa choinka. W pierwszej chwili s¹dzi³em, ¿e o to w³aœnie chodzi - ¿e inspektorzy bêd¹ sprawdzaæ prawid³owoœæ oznakowania, ale szybko siê okaza³o, ¿e chodzi o inspekcjê trucka. W porz¹dku. Z zasady nie omijam wag. Wychodzê z za³o¿enia, ¿e nie mam siê czego baæ, bo znam swój wóz, sprawdzam go na bie¿¹co i wiem, ¿e jest sprawny. Niektórzy mówi¹, ¿e to g³upota, bo inspektorzy Ministerstwa Transportu zawsze - nawet w fabrycznie nowym trucku - mog¹ coœ znaleŸæ, ale uwa¿am, ¿e omijanie wagi i je¿d¿enie gdzieœ op³otkami uw³acza mojej godnoœci - cha, cha, cha! - wiêc jak widzê otwart¹ wagê, wje¿d¿am œmia³o. (ci¹g dalszy na stronie 8)

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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 economy. Truck 'N' Roll Magazine is the only Canadian publication specifically targeting this audience.

Distribution Truck ‘N’ Roll Magazine is distributed free of charge in southern Ontario at many industry-specific locations, such as truck stops, transport companies, truck driving schools, truck service centres, as well as at various points of distribution of Polish press such as Polish Cultural Centre, deli shops, book stores, etc. We also attend most of the major local conferences, and we are present at the Truck World, the ExpoCam and the Fergus Truck Show.

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 ON OUR FRONT COVER: Trailwood Transport truck. The company is hiring AZ US owner operators & company drivers. Contact person: Norma, 1-800-265-1680 ext. 233 You can also e-mail her: [email protected] More details in the Trailwood ad on page 7.

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

SIMPLY DUPLICATING US TRUCK GHG STANDARDS WON'T WORK FOR CANADIAN FLEETS DAVID H. BRADLEY, PRESIDENT & CEO CANADIAN TRUCKING ALLIANCE ONTARIO TRUCKING ASSOCIATION

Last year saw the coming into force of the first ever fuel economy/GHG reduction standards for heavy trucks in North America. The Canadian rules, introduced by Environment Canada, mirrored those developed and introduced in the United States by the Environmental Protection Agency. As indicated at the time, the EPA viewed these as only the first phase. It was not clear whether Canada would follow suit. On October 4th, 2014, a Notice of Intent was published in the Canada Gazette, Part I indicating Canada's intent to develop a second phase of GHG regulations for post-2018 model years that would 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." While perhaps Canada could get away with simply mirroring the EPA rules in Phase 1, that won't work in Phase 2. (A Notice of Proposed Rulemaking for Phase 2 of the EPA rules has been forwarded to the Office of Management and Budget for formal review and is slated to be published in the Federal Register in June). It's not that we oppose GHG standards for heavy trucks. We don't. The Canadian trucking industry is known worldwide as a leader in fuel consumption/GHG reduction. We also support regulatory harmonization or alignment with the United States - where it makes sense to do so. Those are not at issue. What is at issue is that the Phase 2 standards will look not just at the power unit, but at the entire tractor-trailer combination and the heavy vehicle fleet serving the US economy is very different from that which serves the Canadian economy. When implemented, the new rule will set more requirements for suppliers of heavy trucks, engines, and trailer manufacturers to sell certain technologies to their customers. These technologies will produce annual credits for

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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca

suppliers which will measure their level of compliance with the new GHG rule. This will have enormous implications for how fleets 'spec their equipment. The US fleet is basically standardized around one configuration - the 80,000 pound tandem-tandem tractor-semitrailer combination. On the other hand, in Canada a vast array of much more productive, efficient and innovative axle configurations, trailer body styles, and higher allowable weights are also allowed and in operation. Vehicle weights and dimensions standards in Canada are governed by the provinces and territories. A national Memorandum of Understanding sets minimum standards for vehicle configurations that are able to operate coast-to-coast-to-coast and in doing so tries to maximize productivity within infrastructure and safety constraints. However, MOU configurations and weights are not recognized by US law and have not been considered by the EPA. In addition, a host of configurations not included in the MOU exist that have been designed to support provincial/regional supply chains. These too will not be considered by EPA. Nor do we believe the EPA will give sufficient thought to winter conditions. CTA recently hosted a symposium on these issues which for the first time brought together Canadian motor carriers, representatives of US carriers and truck, engine and trailer OEMs. One of the conclusions from that session was that CTA's concerns are valid and legitimate. We are now building on this process working with the provincial associations to hold a series of workshops

across the country with fleet personnel responsible for equipment 'specing and suppliers to drill down further. Failure to address this matter 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 business models.

As I was putting the finishing touches on this piece, the media was reporting that the Prime Minister had indicated the "lock-step" approach to GHG emissions with the United States is about to end.

This could result in existing proven technologies being overlooked by technologies and others that are not real life tested to meet the needs of the Canadian trucking industry being pushed onto carriers.

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]

Let's hope that thinking applies in this case.

JEŒLI AMERYKANIN PRZEŒPI NOC, TO O TYLE JEST W TYLE! (dokoñczenie ze strony 4) No wiêc wjecha³em na parking i po chwili ujrza³em zwalistego inspektora ubranego w pomarañczowy kombinezon, zbli¿aj¹cego siê do mnie ko³ysz¹cym krokiem. Po sprawdzeniu œwiate³, zawieszenia i innych podzespo³ów wczo³ga³ siê pod trucka i zacz¹³ sprawdzanie hamulców. Mierzy³ d³ugoœci skoków popychaczy, a wyniki pomiarów bazgra³ kred¹ na oponie. Bazgra³, sprawdza³ i wreszcie powiedzia³: - Masz za d³ugie skoki popychaczy. To bêdzie kosztowaæ 750 dolarów, plus kolejne 750 dla twojej firmy - i zatrzymujê trucka do czasu, a¿ je wyregulujesz. Masz licencjê mechanika? Jak nie, to musisz wezwaæ kogoœ, kto ma. Na razie nigdzie nie jedziesz. Zdêbia³em. Hamulce mia³em wyregulowane. By³em tego pewny. Z regu³y sprawdzam je przed wyjazdem. - Jakie masz wyniki? - spyta³em. - 1,25 cala. O 0,25 za du¿o. Powinieneœ mieæ jeden cal. Czy ty w ogóle robi³eœ przedwyjazdowy circle-check? -Tak, robi³em. Hamulce s¹ w porz¹dku. Czy zauwa¿y³eœ, ¿e to s¹ "long stroke" i maj¹ kwadratowe wyjœcie z cylindrów maxi? Te hamulce maj¹ przepisowy skok 1,25 cala. To nie s¹ zwyk³e, popularne "short strokes". I wtedy zwalisty inspektor popatrzy³ na mnie uwa¿niej. - O czym ty mówisz? - spyta³ trochê ostro¿niej. Ale ja ju¿ widzia³em, ¿e przy tej rozmowie lepiej mieæ œwiadka, wiêc poprosi³em grzecznie, czy mo¿emy to wyjaœniæ w obecnoœci jego szefa. Mój inspektor poczerwienia³ jak piwonia, ale nie protestowa³. Przyszed³ kierownik wagi i po d³u¿szej, trochê nerwowej rozmowie przyznano mi racjê. Opuszcza³em wagê bez mandatu, a nawet z jakimœ, mrukliwie rzuconym przez inspektora "sorry", niemniej ca³y incydent by³ bardzo pouczaj¹cy. Co by by³o, gdybym tego wszystkiego nie wiedzia³? Wyl¹dowa³bym z dwoma madatami i kosztownym rachunkiem za wezwanie mechanika. Warto wiêc wiedzieæ! Warto znaæ swój wóz, ³adunek, wiedzieæ, co siê robi i jak siê robi. Warto "nie przesypiaæ nocy", bo mo¿e siê okazaæ, ¿e zostaliœmy w tyle! ¯yczê Wam, Kole¿anki i Koledzy, szerokiej drogi i mi³ego lata!

Marcin Baraniecki, Editor-in-Chief

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TRUCK 'N' ROLL MAGAZINE ww.trucknrollmagazine.ca

Owner Operators: Consistent miles Company Highway Drivers: $0.514/mile

Friendly drivers we love you

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GUEST COLUMN

FUN WITH ELDs JOANNE RITCHIE EXECUTIVE DIRECTOR OWNER-OPERATOR'S BUSINESS ASSOCIATION OF CANADA

I got the call today that my new car will be ready for pick up next week, so by the time you're reading this, I'll be driving my new VW Golf Sportwagon. I've been waiting months to order this car, available in Canada only since March, so I've had time to do lots of research. After eleven years with my tough little Jetta, there was no question that I'd be buying another Volkswagen diesel. But this would be my first car with the new emissions system, so I pestered my salesperson relentlessly with questions about DFP lifespan, when to check for ash loading, and how often to refill the DEF tank. He was patient and accommodating, and had a sense of humor too. Along with heaps of technical information, he directed me to The Fun Theory (thefuntheory.com), a Volkswagen initiative dedicated to the idea that simple fun can be an easy way to change people's behaviour for the better. VW was looking for ideas and inventions that would help prove its fun theory; the top Fun Theory Award went to a guy who posed the question: what if, instead of focusing on punishing speeders, speed cameras were used to reward good behavior? His answer was the Speed Camera Lottery. The camera "catches" all drivers, but drivers who obey the speed limit are automatically entered into a lottery to win the pot, which is built from the fines of speeders. Brilliant. That got me thinking about FMCSA's recent call for public comment on what it dubs Beyond Compliance, a potential program that would take a carrier's "proactive voluntary implementation of state-of-the-art best practices and technologies" into consideration when evaluating the company's safety program. The agency, it seems, agrees that an incentive-based approach to improving carrier safety would be a more effective tool than the current penalty-based system. Beyond Compliance is just an idea so far, and may

never get off the ground, but FMCSA wants to hear from industry: what technologies or best practices should be included, and what incentives would encourage carriers to voluntarily invest in them? The whole "voluntary vs. mandatory" dilemma is one that will soon be facing Canadian regulators as the ELD debate heats up. ELDs have been on our radar screen since even before our new HOS regulations came into force in 2007. It was recognized back then that emerging e-based technologies had the potential to improve compliance, but also raised a number of issues in terms of uniform enforcement protocols and harmonization with the U.S. Years ago, the Canadian Council of Motor Transport Administrators (CCMTA) set up a project group to develop a technical, performance-based standard for ELDs. It's a work in progress, the latest draft standard we've seen being a side-by-side comparison of the proposed Canadian and U.S. rules to ensure consistent approaches. More recently, Canada has begun to consider the policy options for a national ELD program and has invited input from industry stakeholders. What would it look like: universal mandate? Targeted approach? Voluntary adoption? Not surprisingly, groups like the Canadian Trucking Alliance, as well as suppliers of the more comprehensive tracking systems, are strong proponents of mandating ELDs. On the other hand, provincial and territorial governments, who would be accountable for regulation, delivery and enforcement of any new ELD program, are not so gung-ho. In fact, in a roundtable check at a CCMTA meeting last Fall, every jurisdiction, with the exception of Ontario, favoured a voluntary approach to ELD use.

Last year when the U.S. published its proposed rulemaking to mandate ELDs, Canadian regulators picked up the pace in anticipation of the final U.S. rulemaking expected this September. Currently, Transport Canada is in the process of assembling and analysing a whole pile of data trying to determine costs and benefits, both to industry and government, of a mandatory ELD requirement. From what I've seen so far, it's a pretty superficial exercise. When you're simply weighing the cost of the ELDs, verification equipment for inspectors, and inspector/driver training against the huge reduction in administrative burden for carriers and enforcement, there's no doubt in my mind that Transport Canada's exercise will show benefits outweighing the costs. What irks me most, though, is that no one is looking past the numbers to the real issues behind the pro and anti ELD arguments. For the nay-sayers, it's less about the technology, and more about driver pay and the unforgiving inflexibility of HOS. On the pro side, it's the companies who are paying a decent dollar off the e-logs and managing their operations (legally) to compensate for the shortcomings of HOS that have earned their drivers' acceptance of the technology. But in any case - dumb question coming - if the darn things are so cost-effective, why do we have to mandate them? Why not promote voluntary adoption, combined with some kind of incentive for their use? Why not make them fun? It's not just VW's Fun Theory, by the way, that highlights the desirability of reward over punishment. The Netherland's prestigious Institute for Road Safety Research has studies showing that road safety behaviour can be changed more quickly effectively by rewarding desirable behaviour rather than by penalizing undesirable behaviour. Even Transport Canada, in its 2011 report on Road Safety in Canada acknowledges the effectiveness of educational programs and incentives in promoting road safety practices. Could our prosaic and somewhat humourless regulators ever get their heads around the idea of ELDs, incentives, voluntary, and fun, all in the same sentence? Sigh. I think I'll just go play with my DPF.

Joanne Ritchie is executive director of Owner-Operator's Business Association of Canada. What's your incentive to run compliant? E-mail her at [email protected] or call toll free 888-794-9990.

Canada-Poland Chamber of Commerce of Toronto

2015 EXCELLENCE AWARDS GALA A message from the Publishers of the Truck 'N' Roll Magazine: “We are extremely honoured to receive the Business Excellence Award from the Canada-Poland Chamber of Commerce. The Chamber recognized 19 individuals and businesses for their contribution to the Canadian economy. “For the past 15 years, during which Truck 'N' Roll Magazine has grown to be recognized with such a great Award, we have put all our efforts in promoting respect for PolishCanadian truck drivers. In southern Ontario, where our magazine is distri-buted, lives and works over 10000 truckers of Polish descent. “This huge community consists of professionals who on the day-to-day basis follow high work standards and in that way represent the best of Poland on the Canadian soil. “This Excellence Award also goes to all of them.” - Marzena & Roman Wiktorowicz

Marzena Wiktorowicz, accompanied by her husband Roman, is holding a trophy received from the Canada-Poland Chamber of Commerce of Toronto during the 2015 Excellence Awards Gala.

The Excellence Awards Gala. Pearson Convention Centre, Brampton. (L to R) Wladyslaw Lizon, MP for Mississauga East-Cooksville, Bal Gosal, Minister of State (Sport), Kasia Bednarek, feng shui expert, Rafal Pawlak, Senior Trade Commissioner of Poland, Bonnie Crombie, Mayor of Mississauga, Jack Smagala, President of the CanadaPoland Chamber of Commerce, Grzegorz Morawski, Consul General of Poland, Marzena Wiktorowicz, Publisher, Truck 'N' Roll Magazine, Stephen Klus, Vice President of the Canada-Poland Chamber of Commerce, Ted Opitz, MP for Etobicoke Centre. A message from Jack Smagala, President of the Canada-Poland Chamber of Commerce of Toronto: Canada-Poland Chamber of Commerce is a vibrant networking organization that will build on its past and on energy provided by new members. Becoming a member and an active supporter of our organization will allow us to undertake more actions that would benefit all members. There is strength in numbers, so please join our Chamber. We'd appreciate if with your membership you wouldn’t only offer passive support as a dues paying member, but share with us your energy, business acumen and advice. For membership information please e-mail us at: [email protected] or visit our website: www.canada-poland.com Photos courtesy of Maggie Habieda at Fotografia Boutique, www.fotografiaboutique.ca

BLASKI I CIENIE KRÓTKICH TRAS

P&D: Z CZYM TO SIÊ JE? MARCIN BARANIECKI Prezentujemy dziœ kolejny odcinek z cyklu "Blaski i cienie krótkich tras". Pisa³em poprzednio, ¿e pierwsz¹ i podstawow¹ zalet¹ pracy lokalnej jest to, ¿e mo¿emy byæ codziennie w domu. Byæ mo¿e s¹ tacy, dla których akurat to jest wad¹, ale zgódŸmy siê, ¿e wiêkszoœæ z nas chce spaæ w swoim ³ó¿ku, widzieæ dzieci i ¿onê czêœciej, ni¿ raz na tydzieñ. Jeœli jednak zdecydujemy siê zejœæ z dalekich tras, ¿eby pracowaæ "na mieœcie", musimy chocia¿ w zarysach wiedzieæ, czego chcemy. Rodzajów prac lokalnych jest bez liku. Wo¿enie kontenerów, praca w systemie P&D (Pickup & Delivery), czyli robienie dostaw i zbieranie towarów, transport pe³nych ³adunków TL (Truckload) lub czêœciowych LTL (Less-Than-Truckload), wo¿enie ¿ywnoœci, je¿d¿enie z platform¹, dostawy do domów itd., itp. Wiêkszoœæ firm transportowych wozi w systemie zarówno LTL jak i TL. Pe³ne ³adunki (TL) w zasadzie nie wymagaj¹ od kierowcy pracy fizycznej. Towar jest ³adowany i roz³adowywany wózkami wid³owymi. Trucker nie dotyka ³adunku. W przypadku LTL ³adunek jest kombinowany, z³o¿ony z rozmaitych towarów, i w pewnych przypadkach kierowca musi siê zaanga¿owaæ w roz³adunek. Oczywiœcie, jest wiele rodzajów zarówno TL, jak i LTL, ale na razie nie bêdziemy komplikowaæ obrazu. TL jest w pewnym sensie bezosobowy. Trucker przychodzi do dyspozytorni, bierze papiery, podpina trailer - i ju¿ go nie ma. Nastêpnie przyje¿d¿a do odbiorcy, który go roz³adowuje. Wraca do dyspozytorni, bierze kolejne papiery, podpina kolejny trailer itd. Wyjazd, powrót, wyjazd, powrót. Trzy razy dziennie, czasem cztery, a czasem wiêcej. Im krótsze odleg³oœci, tym tych wyjazdów i powrotów wiêcej. Du¿o ciekawsz¹ prac¹ jest LTL. Kierowca wyje¿d¿a z firmy z naczep¹ za³adowan¹ kilkoma lub kilkunastoma dostawami. Jedzie w ró¿ne miejsca. W jednym ma dostarczyæ dwie palety, w innym trzy beczki, w trzecim wi¹zkê rur, w czwartym skrzyniê z czêœciami do maszyn itd. JeŸdzi od klienta do klienta i stopniowo

opró¿nia naczepê. Gdy jest ju¿ pusta, nape³nia j¹ w podobny sposób. JeŸdzi od nadawcy do nadawcy i zbiera wysy³ki. Jego praca wymaga umiejêtnoœci szybkiego znajdowania adresów, ³atwoœci nawi¹zywania kontaktów z ró¿nymi klientami, w³aœciwego umiejscawiania i zabezpieczania poszczególnych dostaw itd. Kierowca, który pracuje w takim systemie spêdza zwykle ca³y dzieñ poza swoim terminalem. Wyje¿d¿a rano z naczep¹ pe³n¹ dostaw (deliveries) i wraca równie¿ z pe³n¹, ale tym razem towarów nadanych przez klientów (pickups). Jeœli jest szybki i dok³adny, firma z biegiem czasu mo¿e mu przydzieliæ sta³y teren (dedicated run) . W takim przypadku jego praca staje siê bez porównania ³atwiejsza. Kierowca coraz lepiej zna mapê swojego obszaru dzia³ania, swoich klientów, wszelkie utrudnienia, niewygodne wjazdy i wyjazdy. Wie, który klient ma wózek wid³owy, a u którego trzeba przesun¹æ towar rêcznym podnoœnikiem palet (pump truck) ; wie, kto ma dok (loading dock), do którego mo¿na cofn¹æ, a u kogo roz³adunek dokonywany jest na placu albo wrêcz na ulicy itd. Poznaje swoich klientów, ich wymagania, oczekiwania i zwyczaje. Wszystko to wpada po pewnym czasie w rytm, w którym tak klienci, jak i kierowca zaczynaj¹ siê czuæ jak w wygodnych pantoflach. Podobnie jak na przyk³ad z listonoszem, który przyniesie list, postoi, pogada, coœ opowie i mi³o siê uœmiechnie... No, mo¿e w tym porównaniu zapêdzi³em siê trochê za daleko, bo listonoszów ju¿ prawie nie ma, ale wiadomo, o co chodzi. Kierowca

z biegiem czasu zna swój teren na pamiêæ. Wie, kto kiedy koñczy pracê, do którego klienta mo¿e przyjechaæ póŸniej, a u którego musi byæ wczeœniej, planuje swój dzieñ tak, ¿eby wszyscy byli zadowoleni - klient, dyspozytor i on sam. Wielu transportowców zgadza siê z tym, ¿e taki uk³ad jest najbardziej efektywny. W konsekwencji kierowcy "przypisani" do danego terenu trwaj¹ na nim czêsto gêsto latami, ¿eby nie powiedzieæ dziesiêcioleciami. Wielokrotnie przypomina³em w moich artyku³ach sylwetkê znanego mi truckera, który na jednym i tym samym terenie spêdzi³ 42 lata. ¯artowa³em, ¿e po tak d³ugim okresie jego truck - jak stary, doœwiadczony koñ - sam ju¿ wiedzia³, dok¹d jechaæ, gdzie siê zatrzymaæ i kiedy przystan¹æ na lunch. Kierowców, którzy na swoich "w³oœciach" spêdzili 20 czy 30 lat, jest wielu. Wœród swoich klientów czuj¹ siê jak w rodzinie. Pewnie, ¿e z biegiem lat niektórzy klienci zmieniaj¹ siê, jedne fabryki s¹ otwierane, a inne zamykane. Jedni siê przenosz¹, inni bankrutuj¹, a jeszcze inni rozbudowuj¹. Ale to wszystko wliczone jest w rutynê ¿ycia i w jakimœ sensie wkalkulowane "w koszty". A dla firmy transportowej taki d³ugoletni kierowca jest bezcennym ogniwem ³¹cz¹cym jej interesy z klientami - a tego nie da siê przeceniæ! Naturalnie, taka praca nie przychodzi sama i w wielu przypadkach trzeba j¹ sobie wypracowaæ, ale z mojego punktu widzenia gra jest warta œwieczki. W porównaniu z innymi rodzajami prac transportowych P&D na jednym terenie wygl¹da na jakoœciowo najlepsz¹. Z ca³¹ pewnoœci¹ znajd¹ siê tacy, którzy bêd¹ mieæ inne zdanie, ale swoj¹ opiniê opieram na wieloletnich obserwacjach i biorê pod uwagê nie tylko doraŸne korzyœci, ale tak zwan¹ d³ugofalow¹ jakoœæ ¿ycia. No dobrze, ale ile przy tym mo¿na zarobiæ? OdpowiedŸ na to pytanie tak¿e potwierdza wysok¹ ocenê tego typu pracy. Owner-operator (w³aœciciel trucka) mo¿e bowiem zarobiæ oko³o dwóch tysiêcy dolarów tygodniowo. Mo¿e trochê wiêcej, mo¿e mniej. Brutto. Jego wydatki w porównaniu z truckingiem dalekodystansowym s¹ œmiesznie niskie. Jasne, ¿e to zale¿y od wielu, bardzo wielu czynników, ale przyjmujê

tu jak¹œ "œredni¹ œrednich" dla zobrazowania tematu. Nie w¹tpiê, ¿e s¹ tacy, którzy pracuj¹c na mieœcie, zarabiaj¹ sporo wiêcej, i tacy, którzy sporo mniej ni¿ podane dwa tysi¹ce. Przedstawiam tu jednak model, który w ogólnych ramach prezentuje warunki pracy lokalnej w obrêbie Toronto, czy raczej - powiedzmy - w po³udniowym Ontario. Szczególowo o finansach napiszê w nastêpnych odcinkach, ale ju¿ tu pragnê wyraŸnie podkreœliæ, ¿e najmocniejszym dowodem na to, ¿e lokalna praca w systemie P&D jest najlepsz¹ prac¹ transportow¹, jest nies³ychanie niska rotacja kierowców. Praca na highwayu to jeden m³yn. Kierowcy zmieniaj¹ firmy jak rêkawiczki, przeskakuj¹ z jednej do drugiej, szukaj¹c czegoœ lepszego. Tu - na mieœcie - truckerzy trzymaj¹ siê jednej pracy do emerytury, na któr¹ w wielu przypadkach przechodz¹ grubo po siedemdziesi¹tce. I niekoniecznie ze wglêdu na brak pieniêdzy! Po prostu - lubi¹ to, co robi¹.

UNIROYAL® LAUNCHES COMMERCIAL TRUCK TIRES IN CANADA AFFORDABLE, DEPENDABLE LINE MEETS DIVERSE NEEDS OF TRUCKERS At the heart of every Uniroyal tire is DuraShield® construction, Uniroyal's unique combination of features for durability, dependability and retreadability. Three strategic features - pyramidal steel belts, insulating belt edge strips and a heavygauge inner liner - work together to reduce stress, promote endurance and protect the tire's casing. AFFORDABLE, DEPENDABLE TIRES FOR MORE THAN 120 YEARS. Since 1892, North American families have trusted Uniroyal® tires for affordable, dependable, passenger tires. In 1975, Uniroyal introduced reliable bias truck tires in Mexico. And now, Uniroyal brings that same value to the trucking industry by launching six radial truck tires in the Canadian market.

F

rom long haul to regional to on/off-road, available in standard 11R22.5 and 11R24.5 sizes, Uniroyal offers affordable tires for every position and every application. Uniroyal commercial truck tires are backed by a four-year manufacturer's limited warranty and certain long-haul and regional application tires are also covered by a one-retread limited warranty*. When you hit the road, you want a tire that works as hard as you do at an affordable price. A commercial truck tire you can rely on, with features and designs you can rely on such as DuraShield® Construction, StoneBlocker™ Design or Tiger Claw™ Traction that delivers the durability and retreadability you want in a truck tire.

*Visit uniroyaltrucktires.com to learn more about the new Uniroyal commercial truck tires.

STEER TIRES The Uniroyal® LS24™ gives you what you want in a long-haul steer/all-position tire. It comes with sacrificial rib design and micro-siping that combat irregular wear. For a long-lasting steer/all-position regional tire, choose the Uniroyal® RS20™. Both are SmartWay® verified.

Uniroyal® LS24™

Uniroyal® RS20™

DRIVE AND TRAILER TIRES Designed with a tough scrub-fighting shoulder, the Uniroyal® RD30™ delivers long, worry-free tread life in a regional and long-haul drive tire. The Uniroyal® LT40™, a long-haul and regional trailer tire also comes with the StoneBlocker Design that protects the casing.

Uniroyal® RD30™

Uniroyal® LT40™

ON/OFF TIRES The Uniroyal® HS50™ a tough, reliable on/off-road tire that fights chips and cuts. It also has deep tread and solid ribs for long wear. The Uniroyal® HD60™, built to grab whatever surface you're working on. Thanks to TigerClaw Traction. Like the HS50, it comes with an additional summit ply for durability and retreadability.

Uniroyal® HS50™

Uniroyal® HD60™

POWERTRAIN SPEC'ING

All photos in the article courtesy of Jim Park.

The downspeeding genie is out of the bottle. There's no putting her back, so OEMs, component manufacturers and fleets will need to learn how to harness the power low of rpm drivetrains or suffer the consequences. The premise and benefits of downspeeding are straightforward. Lowering the number of engine revolutions at highway cruising speed saves fuel. At lower rpm, there are fewer individual combustion events per mile, and each one consumes less fuel. Current experience indicates about 1% fuel savings for every 100-rpm drop in engine speed at highway cruising speed. While engine speeds have been trending lower for years (the gear-fast, run-slow principle), Volvo Trucks gave the trend a name in 2011, and introduced the first downsped powertrain to North America, dropping engine revs at 65 mph from 1,350 to an astonishing 1,150. And engineers are already eyeing 900-rpm cruising speed.

we need torque to keep the truck moving on hills and, to the extent possible, to prevent downshifting. With peak torque in modern engines sliding toward the lower end of the rpm band, we now have rated (peak) torque across a range of perhaps 250 to 400 rpm, somewhere between 1,000 and 1,400 rpm, depending on the engine.

Engine revs of 900 at cruising speed look very attractive from a fuel savings perspective, but there's much more to downspeeding than simply changing a few gear ratios.

Cruising at 65 mph, a hair's breadth above peak torque, gives the engine a few hundred rpm of latitude before a downshift would be required in a pull. The thinking is, if the rpm can be allowed to drop close to the bottom of the peak torque curve on most of the terrain likely to be encountered by an over-the-road linehaul truck, the number of down shifts would be

In a nutshell, we still need about 200 horsepower to keep a loaded truck at 65 mph on flat level ground. But

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Automated transmissions are required to maximize the efficiency of the drivetrain and to protect the components from damage.

reduced and the engine will be operating in its most efficient range a majority of the time. You need gobs of torque at low engine rpm to make downspeeding work, so torque is both an enabler of downspeeding and the source of much of the concern about delivering peak torque at very low engine speed. It's not a big problem at cruise speed when the drivetrain is operating at roughly a 2:1 or 3:1 ratio compared to engine speed. It can wreck havoc on the driveline at launch and at low speeds where the transmission's lower gears greatly multiply the torque. Each time a cylinder fires, it sends a shockwave through the driveline. The force of the fuel exploding in the cylinder is transmitted through the crankshaft, through the transmission and on through the driveshaft, u-joints and finally into the crown and pinion gears of the differential. Because of the multiplying effect of the transmission's lower gear ratios, the amount of force that spikes through the driveline is much higher than many suppose. According to a white paper produced by Meritor called Understanding the Effects of Engine Downspeeding on Drivetrain Components, drivetrain components can be subjected to torque spikes of close to 25,000 lb-ft when the transmission is in lower gears. The effects of those massive torque loads are worsened by the speed at which those stresses are introduced to the drivetrain. "Changes in engine architecture since EPA 2010 -higher peak cylinder pressures, vastly more responsive turbochargers, etc. -- really changed the engines' power curves," notes Karl Mayer, Meritor's director of Product Line Management for Axles. "The time it takes an engine to go from idle at 700 rpm to peak torque at

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around 1,000 rpm is now measured in tenths of a second, whereas it make have taken a second or two in earlier, pre-2010 engines." That has a profound effect on the drivetrain. Because of a second multiplier, the rear axle ratio, torque on the driveline itself is much greater than the advertised torque rating of the engine would lead us to believe. According to Dana Holding Corporation's director of Product Planning, Steve Slesinski, as the rotational speed of the driveshaft goes down, the torque goes up. "If you were operating at a driveshaft speed of about 1,450 rpm with an overdrive transmission, and you went to a direct drive transmission to slow the engine further, you might be at, say, 1,125 rpm at the driveshaft," he says. "If you want to maintain the same road speed with a slower driveshaft speed, the torque on the driveshaft actually goes up by 57%." Slesinski says that increased torque load can have a long-term effect on component life, especially u-joints, but the biggest threat to the drivetrain can come when the truck is hardly moving -- such as when backing under a trailer or when the drive wheels slip on icy surfaces then regain traction. Extensive testing into drivetrain shock loading conducted by Meritor suggests the combination of fast torque ramp-up times and fast rear axle gearing can dramatically overstress components in the driveline. Here's a quote from Meritor's white paper: "A test truck equipped with an EPA 2010 engine rated at 1550 lb-ft, 410 HP, a direct drive transmission second gear ratio at 10.95 and a rear axle ratio of 2.47 has a calculated maximum torque of 13,700 lb-ft. However,

Driveshaft U-joints are vulnerable to torque overload if the engine output isn't carefully managed.

during a second-gear aggressive start up, the measured drive shaft torque, using an instrumented drive shaft, was 21,600 lb-ft. The measured drive shaft torque value was 58 percent greater than the calculated torque. As a result, the test truck fractured a driveshaft universal joint cross." Dana, too, has conducted tests on the impact of torque on drivetrain components with similar results. The findings from one test are presented in a white paper called The Right Solution for Downsped Engines. Dana tested a truck with a derated low-rpm, 400-hp engine in a simulated wintertime scenario where a driver operates the truck in first gear to hook up a trailer that has frozen brakes and wheels. Engine rpm was elevated at launch, with the driver loading the throttle while releasing the clutch. "The clutch was not fully engaged, but the engine rpm dropped to a point where it stalled. The maximum torque value recorded was 18,953 lb-ft, which is more than enough to break a traditional truck driveshaft at idle speed." As we've seen in the past with this industry, engineers are pretty quick at coming up with solutions to problems. While downspeeding presents a challenge to the driveline, solutions are at hand that remove much of the risk associated with such a spec -- but not all. First in the order of priorities has to be the customer getting the spec right for the intended application. All the OEs currently offering downsped powertrains say upfront that they will not work in all applications, and indeed, they aren't intended as a one-size-fits-all approach to powertrain spec'ing. The application best suited to this spec is an 80,000-lb gross combination weight truck running the vast majority of its miles on In-

terstate highway in lightly rolling terrain. "The wider powerbands in today's engines means the truck can spend more time in top gear at cruise speed before it requires a downshift," says Daimler Trucks North America's Powertrain Marketing manager, Brad Williamson. "With more torque, more usable power at lower rpm, the transmission does not have to drop a gear at the first sign of a hill." Another option is beefing up the driveline to handle the torque. Dana recently released a new line of drive shafts and axles optimized for downsped, direct-drive powertrains, featuring the SPL 350 driveshaft with the SPL 250 interaxle shaft and the Spicer AdvanTEK 40 tandem axle. "We have increased the torque-bearing capacity of the axle by 33% using upsized splines and bearing systems, while reducing the overall weight by 21 pounds," says Slesinski. "It's really a whole new axle system designed expressly for the emerging lower-rpm, highertorque trend." Meritor has been doing a lot of work its existing 40,000lb tandem axle, the 14X. Mayer says early in 2015 we'll see a much faster ratio than the current 2.47:1 to meets customer demands for downsped drivetrains with direct-drive transmission. "We saw downspeeding coming back in 2010, and we designed the 14X with 2050-lb-ft torque capacity, so it's a very capable axle," he says. And with the faster ratios were have developed, it's well suited for the emerging market. Meyer also hinted that a new axle will be unveiled (continued on page 23) www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE

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GUEST COLUMN

TRANSPORTATION ASSOCIATIONS WHY JOINING ONE IS JUST A SMART THING TO DO BY JENNIFER PYLYPIW

Many working in transportation are accustomed to a regular 8 hour work day. For owner operators this means a little more time out on the road. The typical "9 to 5er" simply puts in their time and heads home. Sure, it's nice to have a schedule and follow the same routine day after day. However there are certain times when the industry calls for 'after hours' dedication. Those key hours provide us with an opportunity to be part of something more. We have the chance to meet a collective group of individuals wanting to enhance business relationships, which can lead to greater personal success. Therefore joining a transportation Association becomes a 'smart' thing to do. And here's why: NETWORKING One of the most important benefits of membership is

the regular opportunity to meet and stay in touch with other like-minded professionals. You will also raise your visibility with colleagues in the industry. These are relationships which have may the potential to last throughout your career. We have all needed at certain times in our career (and continue to need) "a guy who knows a guy". And that "guy", can easily be the person you met at a transport function. ACCESS TO INDUSTRY EVENTS & SEMINARS "Full members" qualify for discounted pricing on events in addition to any guests they may bring. Members attending events help build both their skills and knowledge base through the sharing of ideas and procedures, which in turn can be used in their current place of work. A member will also have the opportunity

IN THE PICTURE BELOW: AN 'OPEN MIC' EVENING WITH DOUGLAS HARRISON, PRESIDENT AND CEO VERSACOLD LOGISTICS SERVICES. DELTA NU ALPHA TRANSPORTATION NETWORK SEMINAR, MARCH 2015. (L to R): Mike McCarron, member of the Board of Directors at CTA/OTA, moderator, columnist for the the Fleet Owner (US) and the Fleet Executive (Can) magazines; Jennifer Pylypiw, Director, Delta Nu Alpha Transportation Network; Roman Wiktorowicz, Publisher, Truck 'N' Roll Magazine; Douglas Harrison, President & CEO VersaCold. Events hosted by the Delta Nu Alpha Transportation Network provide great opportunities to meet interesting people. During this interactive seminar, moderated by Mike McCarron, Douglas Harrison, an excellent speaker, shared his personal business experiences and discussed effective leadership qualities, successful business models and future industry trends. The concluding Q&A session was packed with audience questions.

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to meet panel experts who can provide valuable insights and recommendations that may ensure your career success. We all have questions to ask - who better to get the answers from than an expert in the transport field? COMPETITIVE ADVANTAGE Staying current with new technology, policies and "hot topics" while being part of an Association, demonstrates to others that you are not satisfied with the current "status quo". Membership provides you with the resources to be informed of industry trends, thus allowing you to "stay on top" of inside information and allows you to expand your skills. The best way to stay sharp is to surround oneself with individuals who all share the same competitive goals. Transportation Associations provide many services and offerings to their members while focussing on the education and the building of community professionals. Joining one indicates to others that you not only take your profession seriously but that you value your contributions and realize the importance of staying current. So at the end of the day... when your 8 hours are done... perhaps you should give a little more thought to active participation in your field. Make the decision to go out and meet some new people. Put your "2 cents" in with others working in the same industry. Try to make a real difference. Trust me... you'll feel good about contributing. And more importantly - you'll be happy you made the decision NOT to be a "9 to 5er",,, for at least one day. The DELTA NU ALPHA TRANSPORTATION NETWORK (DNA) is an accredited Association of professional men and women in various transportation capacities. Its members have expertise in traffic, distribution, logistics, warehousing, insurance, finance and supply chain management. The mandate of the Association is to provide education and awareness on current and relevant industry topics through monthly dinner seminars, expert panels, social events and media coverage. The DNA provides not only excellent networking opportunities but offers a solid platform for building relationships in transport. For more information on becoming a member or attending an upcoming function please visit www.deltanualpha.ca or follow on Twitter @deltanualpha. ABOUT THE AUTHOR: Jennifer Pylypiw currently works at Directright Cartage 2001 Inc. in Brampton in the area of finance. She serves as a Director with the Delta Nu Alpha Transportation Network and is active within the transportation industry. She can be reached at [email protected]

RISK OR REWARD? (continued from page 21) soon with even higher torque bearing capacity, called the 17X Evo. It's currently in wide service in Europe, and is being readied for North American installations. Of course, in addition to multiplying the torque from the engine, the transmission is subject to that torque as well, along with the clutch. It, though, has a role to play in dampening some of the firing oscillations from the engine. "Without any changes to the clutch damper these oscillations could cause damage to the transmission, u-joints, or axle," says Ryan Trzybinski, product planning manager for Eaton Vehicle Group. "To ensure that adequate dampening is still performed by the clutch system the clutch damper system needs to have a softer damper rate, with longer travel to still handle the high torque. In addition, there are other vehicle specification factors such as direct drive versus overdrive or single axles versus tandem axles that are critical considerations that can affect the specific clutch damper needed." From the clutch all the way back to the pinion shaft in the differential, all driveline components are subject to a tremendous amount of dynamic stress resulting from the push to lower engine rpm. And despite the reported driveline failures, it's still a viable way of saving fuel. Indeed, it's becoming the driveline spec of the future. With advances in engine control, torque limiting in the lower gears is one way to mitigate stress on the driveline. Beefing up the driveline is another. Maybe using both strategies is the way to go. Reports from component manufacturers and OEs seem to suggest the equipment is up to the task, and getting better, so the damage we've seen may be more related to certain events, like wheel slippage and overloading the drivetrain when hooking up a trailer. So even with all that technology in place, there's probably still room for a little old fashioned driver training -- like teaching them how to be nice to their drivetrain.

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]

Norma Tilley has been in the transportation industry for 20 years, with her first job as a student taking place at a Kenworth Truck dealership. "My interest in the industry grew from there," she notes, and she’s now been at Trailwood Transport Ltd. in Alliston, ON, for 14 years. To become a recruiter she needed a strong knowledge of the industry. It helped to be married to a truck driver, she added, so she "knew both the company and personal side of the job." And because of that insider knowledge, Norma believes that honesty and compassion are two of the most important characteristics of a successful recruiter. Giving drivers straightforward, honest answers to questions and being compassionate toward all employees while understanding their issues helps build excellent rapport. Perhaps the most fulfilling part of her position is landing and retaining good drivers for Trailwood Transport. She recruits for both owner/operators and company drivers, and has a staff of two, as well as support from management and other departments within the company. Trailwood is a family-owned and operated international transport company that hauls automotive and general freight. In addition to their truckload division they also control special commodities. Trailwood's fleet of vehi-

cles includes air ride dry vans, flatbeds, tri-axle van trailers, heated trailers and refrigerated trailers, along with approximately 50 highway tractors and 25 day cabs. They also hire approximately 75 owner/operators to help meet their customers' needs. "We like to have a minimum of two years' experience with cross border," Norma says. Drivers "have to all have a FAST card, good abstract, and for owner/ops, trucks five years or newer with a successful inspection. With the current driver shortage we are sometimes able to make concessions after performing a road test and precontractual inspections. "Trailwood Transport's mandate on retention is, in Norma's words, "to hold onto our good drivers as long as possible. Many of our owner/operators who no longer want to own their own truck become company drivers." Because Trailwood is a family business, it is "driven for success to meet the customer's needs. Our owners

have many years of combined experience in the transportation industry, as well as our internal staff." Norma's personal retention goals and initiatives are to successfully hire and retain drivers who are knowledgeable of all aspects of the industry and who know their responsibilities. And those drivers come from a wideranging demographic. "We have drivers from age 25 to over 65, mostly male, but we have a few female drivers as well." "This job is all part-and-parcel for me, and is important to keep that way in order to see positive results. I need to be sure what I have gone over with the drivers in orientation is being fulfilled by both parties… This is not just a job, but a lifestyle, and they are running a business, not just driving a truck." To ensure she upholds her part of the bargain, Norma follows some good advice that she received in the industry to help her succeed: "Say what you mean and mean what you say."

She sees the apprenticeship program as a good recruiting initiative, especially in view of an upcoming driver shortage: "I believe it can be valuable as long as it is set up properly, certainly with the driver shortage that is only going to get worse. It will be a learning curve for all parties involved." We currently are hiring "new drivers" from the driver schools and training them with our long term experienced drivers. In the meantime, it's up to all drivers to assist with the positive transformation of the trucking industry. "I think it can improve if everyone works at getting the 'bad' truck drivers off the road, but more importantly, educating the 'other drivers' on the road to respect trucks and the job drivers do." As with any challenging industry, Norma Tilley will continue to explore new ideas and keep increasing her personal knowledge base. "There is always something to learn in this industry through association seminars and training. I hope to work in the trucking industry until retirement."

The above article was first published in the print version of The Rear View Mirror (website: www.therearviewmirror.ca) We’d like to thank Kim Richardson, the publisher of The Rear View Mirror, for his permission to use the text in our magazine.

"Pretorianie" to najnowsza ksi¹¿ka Marcina Baranieckiego (na zdjêciu obok). Oparta jest na wydarzeniach z ¿ycia ontaryjskiej Polonii. To jest prawdziwa historia o mi³oœci, pracy, dramatach i radoœciach tych, którzy wybrali drogê emigracji. Krótko mówi¹c, ta ksi¹¿ka jest o nas Kanadyjczykach polskiego pochodzenia! ¯yczymy mi³ej lektury! Mo¿e odnajdziecie tu samych siebie...

PRETORIANIE MARCIN BARANIECKI (...) Wtedy w³aœnie zaczêli "chodziæ". D³ugo to nie trwa³o. Wesele odby³o siê w domu rodziców Jolki, orkiestra r¿nê³a, goœcie tak siê popili, ¿e do jednego trzeba by³o nawet karetkê wzywaæ, bo coœ nie dawa³ znaku ¿ycia. Umar³ potem, ale nie zaraz. Nie tak, ¿eby zak³óciæ uroczystoœæ. Wiesiek dosta³ pracê w Pañstwowym Oœrodku Maszynowym na warsztatach i zacz¹³ piæ. Co to znaczy "piæ"? Po prostu chlaæ! Ju¿ nie by³ bo¿yszczem, komandosem, który przyje¿d¿a³ i zadawa³ szyku. Teraz by³ zwyk³ym mechanikiem, w brudnym kombinezonie, u którego jednak zawsze podwija³ rêkawy. Pewnie po to, ¿eby chocia¿ tym przypomnieæ sobie dawne dni chwa³y i s³awy. (fragment z poprzedniego odcinka; Truck ‘N’ Roll Magazine nr 55).

K

larcia urodzi³a siê troszeczkê za wczeœnie, ale nikt sobie tym specjalnie g³owy nie zawraca³. To by³o prawie regu³¹, a nie jakimœ wyj¹tkiem. Dziewczyny chodzi³y z ch³opakami najpierw po miasteczku, z czasem dalej, nad rzekê... i tak to siê koñczy³o. Potem by³a cicha, trochê nerwowa rozmowa z ksiêdzem, ¿e œlub musi byæ jak najszybciej, bo czekaæ nie mo¿na. Ksi¹dz zna³ to wszystko na pamiêæ, dawa³ jak¹œ dyspensê na obowi¹zkowe nauki przedœlubne, a zaczem szybkie zapowiedzi i... - Zwi¹zek tutaj zawarty ja - powag¹ Koœcio³a - zatwierdzam i b³ogos³awiê... Tak by³o przy wielu okazjach i tak by³o ze œlubem Wieœków. Wiesiek by³ dobry ch³opak, ale chla³ wódê ponad miarê, a jaka kobieta wytrzyma z pijakiem? By³y p³acze, groŸby, proœby, parê razy milicja, a¿ wreszcie choroba Klarci. To w³aœnie wtedy, gdy zapalenie opon mózgowych jeszcze trwa³o i ¿ycie dziewczynki wisia³o na w³osku, Wiesiek œlubowa³, ¿e jak córcia wyzdrowieje, to on przestanie piæ. Có¿ nowego? Ile¿ takich œlubów robiono? Ile¿ takich ¿arliwych obietnic p³ynê³o i ci¹gle p³ynie przy szpitalnych ³ó¿kach, przy umieraj¹cych, w chwilach rozpaczy i œmiertelnego zagro¿enia? Normalka, normalka! Potem, gdy wszystko wraca do normy, o œlubach siê zapomina, przysiêgi obraca w ¿art albo wrêcz oszukuje, robi¹c uniki, t³umacz¹c siê pokrêtnie i wykrêtnie, a nawet obrzydliwie, bo co mo¿e byæ gorszego od tego, gdy siê ok³amuje samego siebie? Z Wieœkiem jednak by³o inaczej i prawdê mówi¹c, Jolka nie mog³a wyjœæ z podziwu - po prostu przesta³ piæ! I nie to, ¿eby sobie robi³ jakieœ tam wyj¹tki na œwiêta czy imieniny. Nic z tych rzeczy! Przesta³ na amen! Ani kropelki. Patrzy³ siê tylko na Klarciê, kiedy móg³, œciska³ czule i powtarza³: "Córcia moja najdro¿sza, córcia!" Ludzie w miasteczku za g³owê siê ³apali, patrz¹c na tê zmianê, bo trzeba wiedzieæ, ¿e Wiesiek jak pi³, to niejednemu da³ siê dobrze we znaki - ostatecznie komandos by³! Ludzie odetchnêli i Bogu dziêkowali za tê odmianê - a ju¿ Jolka to s³ów nie mia³a! S¹siadki ³apa³y j¹ pod sklepem albo na targu i wypytywa³y: - A coœ ty Jolka swojemu da³a? Powiedz to mo¿e i ja mojego od tej wódy odci¹gnê! Ale Jolka nie wiedzia³a i sama by³a zdumiona, bo od tej strony go nie zna³a! I to by³o nie tylko zdumienie, ale tak¿e coœ jakby lêk. Lêk przed nieznan¹ si³¹ mê¿a. S¹ ludzie, którzy mówi¹, ¿e jak ktoœ pi³, to ¿eby nie wiedzieæ co, wróci do picia. A Wiesiek przesta³ jak no¿em uci¹³ i kropli wódki do ust nie bra³. By³y okazje! A czy kiedykolwiek ich brakowa³o? Imieniny, urodziny, rocznice, œwiêta... Pi³o siê zawsze i du¿o. W koñcu nawet to, ¿e s³oñce wsta³o rano by³o okazj¹! A Wiesiek nie pi³! Ktoœ kiedyœ próbowa³ go zmuszaæ, ktoœ inny zacz¹³ siê œmiaæ, ale wszystko

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na nic. I jeden, i drugi dostali w konsekwencji po mordach i ju¿ wszyscy wiedzieli, czego siê trzymaæ. W jakiœ czas potem - gdy Klara wydobrza³a do reszty, a Wiesiek ci¹gle nie pi³ - zaczêli myœleæ o budowie domu. Ju¿, ju¿ zaczêli organizowaæ, planowaæ, liczyæ te drobne sumy, które mogli po¿yczyæ, gdy wtem, w samym œrodku zimy 1980 roku Wiesiek straci³ robotê. W³aœciwie nie tylko on, ale co to by³a za pociecha! Kierownik b¹ka³, ¿e mo¿e na wiosnê bêdzie wiêcej roboty, ale tak naprawdê nie o wiosnê chodzi³o, ale o to, ¿e nie by³o czym robiæ. Brakowa³o czêœci, zaopatrzenie le¿a³o, dostawcy strajkowali i Pañstwowy Oœrodek Maszynowy chyli³ siê ku upadkowi. Wiesiek by³ twardy i umia³ chodziæ ko³o zarobku, ale w takiej sytuacji o budowie musieli na razie zapomnieæ. A potem - ca³kiem nieoczekiwanie - przysz³o zaproszenie od ciotki z Kanady. Ciotka nie ciotka, jakaœ kuzynka mamy, która po z³amanym biodrze potrzebowa³a kogoœ do opieki i gdzieœ tam w listach dogada³y siê, ¿e mo¿e Jola przyjecha³aby chocia¿ na parê miesiêcy pomóc i ¿e zarobi sobie... Myœleli o tym zaproszeniu ca³¹ noc i wreszcie Wiesiek tak powiedzia³: - Tu nigdy tyle nie zarobisz! A tam - dolarami ci zap³ac¹. Przyœlesz i budowa pójdzie piorunem! Zobaczysz w rok skoñczymy! - Jak ja tam bez was wytrzymam? A Klarcia? - Nic siê nie martw. Klarcia bêdzie u mamy, ja na budowie i zrobi siê w tri miga, a jak siê zaczniemy dusiæ z ka¿dym groszem to i za dziesiêæ lat nie skoñczymy! Matka te¿ namawia³a: - JedŸ, Jolka. Widzisz, Wiesiek nie pije, robotny jest, a jak przyœlesz dolary, to i szybko bêdziecie na swoim! - A co ja w tej Kanadzie bêdê robiæ? - Pomo¿esz Szarkowej, a potem znajdziesz jak¹œ robotê! Patrz siê - ¿ona Ludwika by³a w Ameryce - na plebanii pracowa³a, gotowa³a i co? Polonezem teraz je¿d¿¹! Co ty - gotowaæ nie umiesz? Przecie¿ ciê uczy³am! No i pojecha³a. Nawet z paszportem nie robili jej ¿adnych trudnoœci. A gdzie by tam ona uciek³a? Rodzinê zostawia, buduj¹ siê, rodziców ma - musowo wróci! Masz paszport! JedŸ do tych kapitalistów! I oto by³a. Pracowa³a, wysy³a³a pieni¹dze do Kraju, Wiesiek budowa³ dom, ale wszystko to by³o jakieœ chore, bo w koñcu co ten wyjazd przyniós³ dobrego? Córki nie widzi, mê¿a nie widzi, wpakowa³a siê w jakiœ romans, z którego nie wiadomo, co bêdzie - jednym s³owem rozpacz! Ale z drugiej strony, dom - jak pisa³ Wiesiek - by³ prawie skoñczony! I ile to w koñcu zajê³o? G³upie pó³tora roku! Jeszcze parê miesiêcy i wróci! Bêd¹ razem! Mo¿e bêdzie drugie dziecko? Mo¿e ch³opaczek? Ale w tym samym momencie ³apa³ j¹ jakiœ ¿al. To jak - rozstanie siê z Kalin¹? Ju¿ nie bêd¹ razem? A czy zapomni o nim? Nawet wtedy, gdy bêdzie z Wieœkiem? Miliony pytañ! A poza tym - a mo¿e przede wszystkim - w Polsce ca³y czas trwa³ stan wojenny! O wyjeŸdzie na Zachód nawet i mowy byæ nie mog³o! Powrót by³ wielk¹ niewiadom¹. To by³y sprawy, na które nikt nie mia³ wp³ywu! I a¿ siê trzês³a od tego myœlenia i martwienia. Kalina widzia³ i czu³ te jej wewnêtrzne walki, myœli i rozterki, bo zmienia³a siê wtedy na twarzy, rysy jej siê wyostrza³y i blad³a jak przy zemdleniu. Dotyka³ j¹ wtedy delikatnie i stara³ przytuliæ, ale Jolka odsuwa³a siê gwa³townie jakby to dotykanie parzy³o jak roz¿arzone ¿elazo. Kalina czu³ w takich chwilach z³oœæ i cholera go ³apa³a, bo przecie¿ chcia³ tej dziewczynie pomóc, a ta odpycha³a go jak wroga. Obra¿a³ siê wiêc na parê godzin. Ale nie na d³u¿ej. Z biegiem czasu Jolka siê wycisza³a i coœ siê jej g³êboko w sercu przewala³o gigantyczn¹ decyzj¹. Po pierwsze coraz rzadziej wspomina³a mê¿a. Ca³y czas têskni³a za córk¹ ale za mê¿em jakby mniej. Du¿o mniej. Tym zwrotnym momentem by³ telefon do Polski. To ju¿ by³o na wiosnê 1982 kiedy ograniczenia trochê zel¿a³y i coœ siê tam w Kraju ruszy³o. Postanowi³a zadzwoniæ. £atwe to nie by³o, bo trzeba siê by³o na rozmowê umówiæ. Wiesiek przecie¿ ¿adnego telefonu nie mia³, mama te¿ nie, wiêc Jolka zadzwoni³a na pocztê i umówi³a siê z telefonistk¹, ¿e ta da znaæ Wieœkowi, ¿eby nastêpnego dnia w po³udnie czeka³ na poczcie, to ona zadzwoni. Pierwszy raz od wyjazdu Jolki mieli siê us³yszeæ! - I ¿eby Klarcia by³a! Koniecznie! - dar³a siê do s³uchawki. Telefonistka to by³a dawna kumpela Jolki, zna³a ca³e miasteczko, bo ostatecznie napods³uchiwa³a siê rozmów, jak nie przymierzaj¹c ksi¹dz spowiedzi. - Anka! - krzycza³a do niej Jolka, a ca³a dr¿a³a jak w gor¹czce. - Jak tam mój Wiesiek? Powiedz naprawdê, nie czepi³a siê go jakaœ? - A sk¹d! £azi jak ksi¹dz! Tylko tej budowy pilnuje! Nic siê, Jolka, nie martw! A jak tam w Ameryce? Kiedy wracasz? - No nie wiem. Wiesiek pisze, ¿ebym jeszcze zosta³a... -No to zostañ. Tutaj tak nie zarobisz! - Anka! A Klarcia? Nie p³acze? www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE

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- A co ma p³akaæ! le jej to? Mama j¹ rozpuszcza, Wiesiek rozpuszcza... Kiedy jej bêdzie lepiej? Ale Jolka wyczu³a coœ jakby cien fa³szu w Anki g³osie. Jak to mówi¹ - kobieta kobietê zrozumie i wyczuje. A i w rozmowie z Wieœkiem Jolka te¿ mia³a uczucie, ¿e coœ tam jest nie tak. Mo¿e to telefon tak zmieni³ g³os? A mo¿e to ju¿ nie by³ ten Wiesiek, którego pamiêta³a? W ka¿dym razie, jakoœ jej nie wygl¹da³o na to, ¿eby têskni³. Rozmowa by³a spokojna, ale raczej ch³odna. Nie tego oczekiwa³a. "Tak nie mówi ch³op, który od pó³tora roku nie mia³ baby" - myœla³a. I ani siê nie zapyta³, czy jest mu wierna! Dr¿a³a przed takim pytaniem, ale Wiesiek wcale o to nie pyta³. Rozmowa z Klarci¹ te¿ nie by³a taka, jak¹ sobie wyobra¿a³a. Jolka czu³a, ¿e córcia chce tê rozmowê szybko skoñczyæ. - Dobrze mi mamusiu, dobrze! Tatuœ te¿ dobrze, babcia dobrze. To ja dam s³uchawkê tatusiowi. Pa, pa! A Wiesiek zacz¹³ coœ mówiæ o tym, ¿e w Pewexie s¹ fiaty po nieca³e trzy tysi¹ce dolarów, i ¿e to jest okazja, której póŸniej pewnie nie bêdzie, i gdyby Jolka mog³a jeszcze trochê zostaæ... 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 wypuszczaj¹z kraju, a ci, którzy wracaj¹, musz¹ zostaæ. - Co ty, Jolka, nie wiesz, ¿e jest stan wojenny?! - pyta³ w telefonie Wiesiek. No wiedzia³a, wiedzia³a... (ci¹g dalszy w nastêpnym numerze) www.trucknrollmagazine.ca TRUCK 'N' ROLL MAGAZINE

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KUBA NADZIEJE I OBAWY AGNIESZKA AGNIESZKA BUDA-RODRIGUEZ BUDA-RODRIGUEZ

Nadzieje na historyczn¹ odwil¿ na Kubie raduj¹ i dziel¹ Kubañczyków. Z jednej strony mo¿liwoœæ wznowienia stosunków dyplomatycznych, (zniesionych ustaw¹ z 1961 r.), jak i zerwanych wówczas tak¿e stosunków handlowych (USA na³o¿y³y embargo na przywóz i wywóz kubañskich towarów) jest powodem do snucia pozytywnych prognoz przez wiêkszoœc wyspiarzy. Ale s¹ równie¿ opinie ludzi obawiaj¹cych siê tego¿. Na zdjêciu: La Habana Vieja (Stara Hawana), Plaza de Armas. Ciekawe w jaki sposób - w dobie amerykañskiego embargo - trafi³ tu amerykañski truck.

O

gromna wiêkszoœæ wymêczonych socjalizmem Kubañczyków reaguje radosnym oczekiwaniem na ocieplenie na linii Kuba-USA. Albowiem ta karaibska wyspa, ten przepiêkny zak¹tek œwiata, urzekaj¹cy klimatem, krajobrazem, roœlinami i wspania³ymi ludŸmi, na szczêœcie nie zosta³ przez rewolucjê socjalistyczn¹ pozbawiony wszystkiego. Natury nie uda³o siê ujarzmiæ ani specom z Kraju Rad, ani wojakom sprowadzonym ju¿ wtedy z obozu socjalistycznego na Wiekie Antyle. Sowieci od dawna chcieli pozszerzyæ swe wp³ywy poza Ocean Atlantycki. Wiêc kiedy w 1961 roku Fidel Castro podczas walk w Zatoce Œwiñ porozumia³ siê z przywódc¹ ZSRR Nikit¹ Chruszczowem, ten zapewni³ pomoc militarn¹, zacieraj¹c rêce! Bo zdawa³ sobie sprawê, i¿ w tym wypadku zasada “coœ za coœ” zaowocuje ideologicznym zbli¿eniem siê ma³ej wysepki do dalekiego “wielkiego brata”, a oddaleniem od swojego bliskiego geograficznie s¹siada. Kuba znalaz³a siê w orbicie wschodnich braci. Zaczêto wycinaæ tropikalne lasy (p³uca wyspy), aby zdobyæ grunt pod uprawê trzciny cukrowej, która mia³a byæ “kubañskim z³otem”. (Obecnie, kiedy wiêkszoœæ cukrowni nie pracuje, grunty te le¿¹ od³ogiem.) Na mocy nowych zarz¹dzeñ i ustaw, odebrane bogatym, którzy uciekli z wyspy, samochody i inne dobra dosta³y siê komunistom i zwolennikom nowego systemu. Pozostawione domy i mieszkania porozdawano wraz z dobytkiem rodzinom przychylnym nowemu rz¹dowi. ________________________

“Zamro¿ono” przedrewolucyjne konta bankowe... Kiedy prezydent Stanów Zjednoczonych og³osi³ zwrot w polityce izolowania Kuby i wyrazi³ wolê wznowienie zerwanych w ubieg³ym wieku stosunków dyplomatycznych, poluzowania restrykcji w podró¿ach i eksporcie, Raul poda³ mu rêkê podczas VII Szczytu Obu Ameryk w Panamie i udaje chêæ zmian, ale wed³ug w³asnych interesów (miêdzy innymi, domaga siê przejêcia przez Kubê amerykañskiej bazy wojskowej w Guantanamo, skrawka wyspy w dalekim Oriente, który zosta³ wydzier¿awiony Stanom Zjednoczonym*.) W chwili obecnej wa¿¹ siê sprawy blokady ekonomicznej Kuby ze strony USA i to w³aœnie teraz odciêci od œwiata i pozbawieni œrodków do ¿ycia “zwykli” Kubañczycy niecierpliwie oczekuj¹ porozumienia tych obu bliskich sobie (geograficznie) krajów. Kanadyjczycy bacznie przys³uchuj¹ siê odg³osom z Wyspy, bo jest ona ich rajem turystycznym. Tabuny pla¿owiczów ci¹gn¹ z zimnej Kanady, by radowaæ siê s³oñcem i ciep³¹ wod¹. Teraz zaczynaj¹ siê obawiaæ, i¿ Kuba nie bêdzie ju¿ tak ³atwo dostêpna - za to du¿o dro¿sza. Ale przecie¿ Kanadyjczycy wypoczywaj¹ tak¿e na innych wyspach karaibskich, które od dawna s¹ proamerykañaskie, co nie czyni tamtejszych us³ug dro¿szymi od tych oferowanych na Kubie. Na razie jednak zmiany na Wyspie wygl¹daj¹ na sprawy odleg³ej przysz³oœci. A wiêc zostawmy je naszym wnukom...

* Teren, na którym znajduje siê baza, zosta³ wydzier¿awiony USA przez Kubê w 1903 roku. Rz¹d kubañski, który doszed³ do w³adzy w wyniku rewolucji w 1959 r. domaga siê zwrotu terytorium, twierdz¹c, ¿e USA ³ami¹ prawo miêdzynarodowe. Natomiast Stany Zjednoczone wskazuj¹ na postanowienia prawne mówi¹ce o tym, ¿e dzier¿awa mo¿e trwaæ, dopóki nie zostanie zakoñczona przez porozumienie stron (przyp. red.)

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DIRECTORY TRUCKERS WELCOME! DIRECTORY HIRING COMPANIES Challenger Tel: 1-800-334-5142 Fax: 1-888-876-0870 E-mail: [email protected] www.challenger.com

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

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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

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

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] www.sutton.com/sg/wniedzielski

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YOUR HEALTH & WELLNESS Physiotherapy & Acupuncture 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 Specjalistyczna klinika butów ortopedycznych 1970 Dundas St. East #5 (naprzeciwko Starsky) Tel: 905-275-8000 E-mail: [email protected]

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