to advertise call (800) 462-8283 · (this column originally appeared in the june 1976t edition of...

1 52

VVolumeolume 4141 nnumberumber 66 To Advertise Call (800) 462-8283 JJuneune 20142014

After 40 Plus Years of covering stories forand about log truckers, this is the last edition.

See “From the Stump”

on Page 2 of Loggers World

(this column originally appeared in theJune 1976 edition of Loggers World.)

one of the goofy things about writing thiscolumn is that it is written a couple of weeks

or so before you get a chance to read it—-if you do.at this time of the year that 2 weeks, more or less,can mean a big change—-because it is spring and 2weeks means a lot of growing and changing.

While i’m writing this drivel i’m also watchinga movie on television. ‘Pride of St. Louis’ it iscalled—-the story of dizzy dean. i used to followbaseball pretty stoutly and of course rememberdizzy dean. he had a lot of mouth and he had alot of ability. can remember his rise and his quickretreat. can’t remember why he quit pitching butsuppose he had to; he wouldn’t want to quit.Maybe before this movie is over i’ll find out why hequit. i won a buck or two betting on games hepitched.

remember the time he said that he and hisbrother Paul would win 45 games for the cardi-nals? think they did it. Guess it ain’t bragging ifyou can do it.

My work is always a pleasure. this year i’ve gotmore of this work to do. Because we started anoth-er magazine, Log trucker it is called. So if there ismore work there is more pleasure—-follows, don’tit? and that is true—-it is more pleasure. and i’mlucky enough to have good people to back me upand have got good equipment to work with.

Good tools. to me that is a pleasure and a privi-lege. i’ve worked and logged and fretted with hay-wire and poor tools and things that didn’t workright for years and then some. it is a pleasure tohave good tools—-the best of tools—-to work with.Makes it easier, faster and better. Puts a lot of joyin the doing.

this year i have a camper van. camper built ona one ton chev van or rather built in a chevy van.

haven’t used it muchyet. Got it at a lowerprice because it was lastyear’s model and hadsome miles on it.

My desires are tohave a place to live inand also a place to workin. i’ve got a desk shovedin there, fits tight butthere is room. the thingit lacks is room enoughto store all the things ithink i need on a trip. (ihave a tendency to taketoo much junk). i’ve got

a cB radio and a common carrier radio for com-munication. i’ve got some more things to stuff inand strap on and tie down and think it’ll work outin fine shape. Looking forward to a lot of good tripsin this machine.

during my travels i get a chance to get intomany good looking fishing locations. Every springi vow to take some tackle with me and to do somefishing. haven’t done it yet and don’t suppose iwill. think i like running around and talking tologgers better than i like fishing. not a bad choice.

at this time of the year—-and this is one of thebest times of the year—-things look in-teresting ahead. i can visualize all thoseloggers i’m going to meet, the places i’mgoing to visit and many other thingsboth interesting and entertaining. Lotsof pleasurable plans and anticipation.

at this time of the year a man is fullof hope and plans. he has got lots ofplans and promises for the upcomingsummer. at this time he can believe hecan do all he hopes and plans to. Sixmonths from now he’ll be wondering,‘where the summer went and reluctantlyreview his plans and not that many ofthem didn’t get done—-some of them didn’t evenget started.

i have a bad habit, and have always had it, ofthinking, thinking and believing, that i can domore than i can. Of course, i know that i can domore—-just don’t know how to get that much moreefficient and get the necessary shots of energy todo it.

“Our job is to write about loggers and truckersand the work they do”. that is a 11 word editorialphilosophy of ours. read once where any publishershould be able to state their editorial policy in ten

words or less. not only that but everyone thatworks for the publisher should know the editorialphilosophy. “We write about loggers and truckersand the work they do”. that is still 11 words.

Television commercials

You and i see lots of them. Sometimes i like towatch television in the evenings and mostly

sports. the way our telephone works is that it ispre-set to ring exactly 5 minutes before the end ofthe game or the end of a program. has been thatway for years.

Other parts of the program are interrupted bycommercials—-and i’m not against them. in fact igo to some trouble to find out who is making thecommercials. take Mr. Goodwin—-that kindly oldman who sells crest—-i have it on good authoritythat he is about bankrupt and the only companywho will extend him credit for stocking his store isthe crest people. now i have been watching andkeeping score and suffering with Mr. Goodwin fora good long time. Poor devil. as long as i’ve beenwatching he hasn’t had over a dozen customers inhis store. and there hasn’t been a one of these cus-tomers who has bought over one tube of toothpasteat any given time. On top of that no customer hascome in and wanted a tube of the right toothpaste.they all seem to want something else and it is up

to Mr. Goodwin to cleverly and sincerelytalk them out of what they wanted andsell them a tube of crest.

now you figure the gross amount ofincome that poor merchant has andmake a guess at his costs of doing busi-ness. there is no doubt about it, thisman would be broke and out on thestreet if he wasn’t subsidized by thecrest people. i don’t use their tooth-paste but i got to admire these generouscrest people in the way they keep Mr.Goodwin’s head above water.

i have often wondered what has hap-pened to Mrs. Olson and the jar of coffee in herpurse. the last i saw of her she was always show-ing some poor neighbor how to make coffee. i hadheard her neighbors had taken up a petition to gether out of the neighborhood and that Mrs. Olsonquit the coffee business and went into bootlegging.i hope that isn’t true. But if it is true i assumethat she carries a jug of moon in her purse and willwhip it out at a slight excuse and pour a drink to

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(continued on 1)

See “Rigging Shack”

51

FiNlEy HayS

LLoGoG TTRuCkeRRuCkeRFounded in 1975 by Finley Hays

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iinn TThhiiss iissssuuee.. .. .. The BAd News ANd The Good Newsby Mike Crouse

Starts on Page 2 of Loggers world

RiGGiNG shACk – by Finley Hays

reader rides

lessons from 1942 – by Sherrie Bond

island lifeGOS • EaStSOund, WaShinGtOn

man with a PlanEaStWOOd truckinG •EvErSOn, WaShinGtOn

log trucker news

adVertisers index

22

22

44

55

66

1212

1919

2121COVER PHOTO: JERRy SCHmidT, a lOg HaulER based on Orcasisland, disembarks from the Ferry Chelan at the Port of anacortes inthe San Juans.

See “Island Life” starting on Page 6

RiggingShack

“Classic”

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3 50

by sherrie bond

growing up, i always looked for-ward to this time of year, not

only was school about to end, but itmeant i could ride shotgun with mydad hauling logs. i loved that earlymorning mist, inhaling the wonder-ful woodsy scent of mud, pitch anddiesel. We’d share a plain ol’ sand-wich from his nosebag (yum) but theswig out of that nasty, burlap waterbag (yuk); about as ‘refreshing’ assucking warm, stale water out of atater sack!

Life was different then, loggingtoo. i was reminded of that yester-day, reading a from a small spiralnotebook daddy always carried tokeep track of his trips, scale andhours. he also made notes on whathe did after work on the truck hedrove. no ‘quittin’ whistle, i’m goinghome’ on this job. not in those days.(he didn’t buy his own truck untilthe early 50s.) the notebook began,“September 1st to 18th, 1942, work-ing for Leber Logging co. hauledforty-six loads totaling 371,470 bf.September 20th worked seven hours“monkey-wrenching”; September21st to 25th hauled fifteen moreloads. no check.” he didn’t get paidfor that month until the end of Octo-

ber after hauling forty-three moreloads (another 326,790 bf). he got$100 total for the 89 loads hedumped in two months. Snowed outall november, in december he got ahauling job with Grant Franklinand was paid in full that month! heput in eighty hours between the12th and 24th of december and gotthree checks from Grant: one for$26.21, one for $30 and the final onefor $23.94 ~ a total of $80.15. On theback of that page, is my Mom’s gro-cery list: two loaves of bread, eggs,butter, two cottage cheese and twomilk.

January of 1943 he went to workfor nelson Brothers in Monroe andworked eight days that month. herented a small room in the Monroehotel (my Mom went with him as hecouldn’t make the trip back andforth each day and didn’t like leav-ing her home alone). the notebookrecords six trips, burning 157 gal-lons of gas, all one or two log loadsbut, being a “truck driver” didn’tmean he could slack-off on the slowdays. he wrote,”… worked 4 hoursfixing the v-8 and 8 hours settingchokers.” nelsons’ paid him $77.06and gave him eight gallons of gas toget home and they shut down for theseason.

Back in their little rental housein Wickersham, settling in for thewinter, times were hard, but theyhad that little nest egg to get themthrough till spring. Like everyoneat that time, they “made do” withwhat they had. Married for fiveyears (he was now 26 and she 21)they didn’t have much, but they hadeach other. in a small communitylike theirs everyone shared whatthey had; they all liked their veni-son and salmon the same way theyliked their eggs ………….poached!it was survival.

how things have changed. i tryto tell myself its all relative; backthen you might get a dollar a daybut a loaf of bread was a nickel.Same thing holds true today; youmay earn two hundred grand a year

and your pick-up costs fifty-twogrand and change!

Many areas of american havedrastically changed, but i am trulythankful for and honor our tradi-tional rural, small towns where in-dividuals don’t ask, “do you needhelp” but instead say, “hey, i canhelp”. Where in the world would webe if not for them? instead of send-ing boatloads of dough to foreigncountries or hoping dimwitted politi-cos will produce logical solutions tostabilize the economy, we need torein in the extremists holding seatsin congress and get america backon track. Life will never return tothe simplistic examples in my dad’snotebook, but we must heightenawareness the nation cannot sur-vive traveling the chosen course. Se-lecting leaders carelessly or withoutdue consideration is no differentthan hiring a dingbat to drive yourtruck! We also can’t buy off enemy

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(continued on Page 21)

See “Lessons Recalled”

49

The Notebook 1942. . .

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2003 PETERbilT miCHigaN SPECial owned by SHamCOinc., of iron River, michigan, and driven by brad br-zoznowski. The truck is equipped with a C16 600hp Catmotor, 18spd, and 8,500lb Serco loader. Pictured is a cleanup load near Channing, michigan going to iron River.

ReadeR RIdeS

More Reader Photos On Page 15

GOSEastsound, Washington

by darin burt

the logging trucks owned by Jerry Schmidtonly get in one load per day. But Jerry isn't

complaining. it's just part of living and workingon Orcas island among the San Juan islands innorthern Puget Sound of Washington State.

“it's pretty relaxed, but it's still a money mak-er,” Jerry says; his company, GOS, operates twoconventional logging trucks and a self-loader, andhauls for a variety of small logging outfits har-vesting timber on the 57 square-mile island, thelargest in the San Juans.

Logging is nothing new on Orcas island, butthe traditional method of dumping the logs hadbeen dumped into the waters of the Salish Seaand rafted to the mills. But when environmentalconcerns that the log rafts and debris would harmsea life and vegetation, put an end to the practice,the only way to transport logs to market was totruck them to the mainland aboard ferry boats.Log truckers working on the island decided thiswas too much of a challenge. Jerry, who had sold

his interest in a diesel performance parts busi-ness, and was looking for a new venture to takeon, saw a way to capture the niche.

“i figured if i could haul two or three times amonth i'd be happy,” he says, “i'd still make a lit-tle something and i'd have a big toy with which toplay.”

Jerry started out with a W900 self-loader.Work was hit and miss at first with lot clearing,road building and construction; back then, a bigjob was ten loads.

the Open Space taxation act, which allowsproperty owners to have their open space, farm

and agricultural, and timberlands valued at theircurrent use rather than their highest and bestuse, helped create work for logging companies onthe island. in order to continue in the program,without paying back taxes, landowners are re-quired to maintain an approved land use planwhich may include some type of timber harvestsuch as clearing, thinning and road maintenance.

the self-loader came in particularly usefulwhen working with small logging outfits without

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lOggiNg TRuCkS aRE TREaTEd likE aNy OTHER commercial truck trav-eling on the ferry. Trucks are packed into the lower middle deck; typically to-ward the stern to prevent the added weight from making the bow of the boatcut into the water. The spacing is tight, and special attention must be paid,especially when hauling a species such as alder that creates a bulging load.“The main thing is just to take your time when your loading and departing,”says gOS owner-operator Jerry Schmidt says.

46

the means to load their logs fortransport. as production picked upand Jerry added customers, he alsoadded two straight logging trucks tokeep up with demand.

GOS hauls for Lee Phillips Log-ging, harvey Logging, island Exca-vating, triple E, Endurance Fish-eries, and harvey Schmidt Excavat-ing. Because they're all one or twoman outfits, Jerry's challenge is inshifting the trucks around and man-aging transportation off and on is-land within the Washington StateFerry schedules – which logisticallylimits each truck to one load perday.

in order to make it all play out,GOS typically pre-loads the nightbefore, and then catches the red-eyeferry at 6:30am from Orcas to ana-cortes, an hour and a half sail awayon the mainland. Onboard, Jerrycatches some sleep in the truck orheads up to the lounge to catch upwith friends much like gathering atthe coffee shop. Once the load is de-livered to the mill – which is typical-ly close by at Sierra Pacific ornorthwest hardwoods in Burling-ton, tMi in Laconner, Mary's riverin Bow hill, or normark and Busein Everett, the empty truck returnsto the port, hopefully in time for thenext sailing, and then goes back tothe island to pick up the next day'scargo.

if you've even visited the SanJuan islands, especially during thebusy summer tourist season, youknow that the ferries are packed,and it's not uncommon for cars towait hours to board as spaces fill upfast. Because of the size of commer-cial trucks, only so many are al-lowed on the ferry at one time, andreservations are essential. Jerry se-cures spaces for his trucks monthsin advance.

“We work with the state to getnotification of when they're going topublish the seasonal sailing sched-ules. as soon as we get that confir-mation, we book our trips for thatentire period,” Jerry says. “We re-serve a spot for specific times, and if

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gOS OWNER-OPERa-TOR JERRy SCHmidTenjoys the daily chal-lenges of living andworking on Orcas is-land in the San Juanislands of northwestWashington.

8



Island Life

(continued from Page 6)

45

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PEOPlE OFTEN WONdER aboutthe meaning of gOS. Well, now thesecret is out. The letters stand forgators Over Swine. What does itmean? Jerry Schmidt honestlydoesn't have a clue; it's just thetheme of the image on his lucky T-shirt that he used to wear underhis fireproof suit when he was rac-ing cars. lOggER lee Phillips.

WHEN JObS aRE lOCaTEd ON iSlaNdS not served by the Wash-ington State Ferry system, gOS must rely on private barges whichtransport the trucks to the beach much like a military landing craft.

1989 kENWORTH W900 equipped with a 3406b Cat motor, 13-spdtransmission, 40,000lb rears and an Olympic 10-ton loader.

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9 44

we don't make that departure – ifwe miss that boat, we're stuck untilthe next one arrives which meansthat we can't get back to the job andit puts a real crimp in the hauls forthe following day.”

roundtrip fees for transport onthe ferry are based on vehiclelength. trucks under 40' arecharged $152; those under 50' are$211.50.

a laser tool at the Port of ana-cortes measures within 1/16th of aninch. Jerry's kenworth t800, aspurchased, had a shorter wheelbaseand frame, but with a stinger – soJerry the truck precisely measuredfrom the front of the tow pin to thehitch pin. he kept his ferry costdown by shortening the stinger byfour feet.

“the advantage is a thousand dol-lars a month saved on fares,” Jerrysays, “the drawback is that it's notthe most maneuverable loggingtruck; it just takes a little more skilland to drive a little slower.

an additional surcharge is placedon vehicles over 7'6” tall. Yet anoth-er “screw you surcharge,” as Jerrycalls it, of $60 is tacked onto faresduring the summer season.

Occasionally, jobs are located onislands not served by the state ferrysystem, and in those instances,trucks have to be transported on aprivate barge that could demand be-

tween $800 and $1,200 per trip. road conditions on the island are

also a challenge for trucking. Mostof the main roads are narrow, windytwo-lane stretches with a 35pmhspeed limit. along with wild rabbitsand deer (Orcas has one of the high-est deer to vehicle incident rates inthe state), truckers also have towatch out for tourists on the road.Particularly during the summer, bi-cyclers take up lane space, and inmost places there is no bike lane.

“a lot of times, you'll get off theboat and there will be groups of 50or 60 kids on bicycles – that's amile-long string,” Jerry says, “youjust have to patiently poke along

and hope that you can get aroundthem.”

Even cars can pose hazards whendrivers are confronted by a big truckon a narrow road.

“Some people on the island tendto get lazy with their driving be-cause there aren't that many cars,and they'll take up two lanes. Peopleget intimidated when they see aloaded logging truck coming. a lot oftimes they'll just pull over evenwhen there's more than enoughroom,” Jerry says. “there was a ladyin a little volkswagen recently whowas halfway over the line when shecame around a corner, and she al-most ran off the road when she saw

me coming because she couldn't getstopped fast enough.”

Living on an island requires self-sufficiency. When truck repairs areneeded beyond regular maintenanceand small jobs, Jerry takes advan-tage of shop space at island Exca-vating or calls on Motor trucks inMount vernon. if he can't get thetruck to the mainland for the work,a mechanic can make a house call –that means extra cost, but that's thetrade off of living where he does anddoing business.

“We live on a rock surrounded by

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dRiVER mikE malaSPiNa delivering a load oflogs with gOS's 2003 kenworth T800 poweredby an N14 Red Top 460hp Cummins motor.

10Island Life




43

water. . . what are you going to do?”Jerry says. “usually we can limp thetruck onto the ferry – the biggestthing is that you don't want to getthe truck stuck on the ferry. therewas one time when i was drivingthe self-loader onto the boat and therear end was popping pretty badly. iasked the crew to unload the carsfirst, and luckily i was able to creepup the ramp and into the parkinglot.”

Fuel costs are also higher on theisland. GOS trucks make sure to fu-el up on the mainland where pricesare typically eighty cents less.

One of the big advantages ofworking from the island is thattrucks roll up much fewer miles.GOS's two conventional loggingtrucks probably don't see muchmore than 20,0000 miles combineddelivering as many as 300 loads ayear.

the reality of the unique situa-tion of island hauls is that costs arehigher, and while GOS could takeadvantage of the situation if they sodesired, they charge customers aflat fee that works for everyone in-volved.

“almost every mill that we'vegone into has looked at our loadslips and declared that we're thehighest paid log truckers on theplanet,” Jerry jokes. “honestly,we're very fair about everything; ifthe logger, landowner and trucker

don't make money then nobody isgoing to do it.”

in keeping with the communityspirit of island life, Jerry helps thelocal landowners and loggers mar-ket their logs. he doesn't charge acent for the service of setting upcontracts and handling the neces-sary paperwork. “We try to get them

the maximum dollar for their tim-ber,” he says. “it benefits everyone.”

having grown up in Lake tahoe,where he met his wife, Jerry neverfigured he would become a perma-nent resident when he came to Or-cas 30 years ago. now, even thoughhis job requires him to leave, it alsorequires him to come back.

“it's a slow, relaxed lifestyle andit's nice that we're not going to thesame place every day,” Jerry says.“there are some phenomenal peoplehere and i like all of the guys forwhom we work. hauling logs on theisland can be a challenge, but living(and working) here really grows onyou.”

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NaVigaTiNg a NaRROWROad through moran StatePark on Orcas island.

Island Life


42

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TRuCkiNg, iNC.EVERSON, WaSHiNgTON

by darin burt

all the best businesses beginwith a plan. But even the best

intentions can go bad if they don’thave the right person to carry themto fruition. Bryan Eastwood believeshe has what it takes to be successfulnot only as a log trucker, but as the

eventual owner of a fleet of trucks,and he’s off to an encouraging start.

Bryan, 34, has been hauling logsas an owner-operator since January,2012. after serving in the Marinecorp. Bryan came home and workedin construction; rather than the guyon the ground packing concreteforms, he wanted to be the guy driv-ing the truck. So he obtained hiscommercial drivers license anddrove dump truck for a summer.

Bryan first climbed into a loggingtruck when he took a job with robGraham trucking. “that's where irEaLLY learned to drive a truck,”he says. “Prior to that i was prettymuch self-taught. When i was work-ing the construction job thereweren't many truck drivers. When i

went to work for rob Graham hehad some good drivers from whom ilearned a lot.”

“it was a big step up from what ihad been doing. i also worked in theshop on Saturday, so i learnedabout maintaining and repairingtrucks,” Bryan adds, recalling thathe started out in a 1991 kenwortht800 and finished with the companydriving a brand new 2007 kW t800.

after driving for rob Graham fora little over four years, Bryan wasmaking a good paycheck, but felt theurge to move up in the ranks. hemoved on to concrete northwest asa dump truck driver, hoping to even-

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bRyaN EaSTWOOd has his goalsset on being a successful loghauler with a diverse fleet of trucks.

12


See “eastwood Trucking”

G. W. GANNON EQUIPMENT�� $"��!� �$�(�&�!��!&��"$��

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41

MAN WITH A PLAN

daVE mcbEaTH drives Eastwood's 2009 kenworth T800.

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EaSTWOOd'S NEWEST TRuCk – 2011 kenworth T800equipped with a Paccar mX485 motor, 18spd, dana SpicerSuper 40 rears; Pederson log on the truck and a two-axleCascade log trailer with lincoln bunks and bolster.

40

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Exchange Prices - Transmissions�� $3200�� $3700��$3750��$3500��$3600��$4100�� $3100�� $3150

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See Us at the DemingLogging Show

in June!

tually find his way into a manage-ment.

“i didn't mind dump trucking. itwas a heck of lot better getting up atsix in the morning rather than attwo. i drove a transfer truck, so igot to do a lot of different things. itwas pretty cush,” Bryan says, “. . .other than that i had to drive aMack.”

But when greener pastures failedto materialize, Bryan came to therealization that if he wanted a man-agement position he would have tobuy a truck and take matters intohis own hands. to accommodate hisplan, he bought a used 2000 ken-worth t800.

“it's tough getting started, so wasjust looking for a truck that wouldwork and that was affordable,”Bryan says.

For work, he want back to his oldboss rob Graham, who's trucksworked for Pacific rim Forestry.

“rob is the reason i pulled thetrigger. . .he helped me to get myfirst truck and gave me a job,”Bryan says. “if something were toever go wrong i know i can go andknock on his door.”

after about a year as an owner-operator Bryan felt comfortableenough to add a second truck – a2009 t800, which he found a spotfor with aLrt – who's truck shopalso happened to be located next

door to his home in Everson. thetruck pulls a three-axle PedersonBros trailer.

“the math was simple,” Bryansays of multiple axles, “the more youcan haul, the more you can make.”

Bryan knows that he has a lot tolearn about the trucking business;there's a lot more to it other thandriving, like invoicing and quarterlytaxes. “i always work on paperworkwhen i get home, and none of thatever comes easy to me,” he admits.“terry Mailing, who is also rob Gra-ham's bookkeeper, helped me for agood year, teaching me about it.”

“i want to be able to know how todo it all myself before i farm it outto somebody else,” he adds. “if idon't know how to do it, how do iknow that they do?”

When it comes to trucks, Bryanrecognizes that that there is valuein owning newer equipment. hisplan it to eventually have trucksthat are no older than five years sothat when he trades them they willstill have a decent return.

“if you have a new truck you paythe bank; if you have an older truck,you have parts bills and taxes. atthe end of the year,” he contends,“you’re better off making paymentson a new truck, and then you havesomething to show for it too.”

that's the kind of smart thinkingthat makes good management – andthat's still Bryan's goal as he buildshis fleet.

“i want to have enough trucks

that i don't have to drive – tensounds like a good number,” he says.“i like figuring out scenarios tomake money and to save money. . . ilike to use my brain a little bit.”

Before Bryan adds any moretrucks, he'd like to have a shop inorder to keep them maintained.right now, he does the work in hisdriveway; if it's raining, he has noproblem putting on his rain gearand crawling around on the coldground. he was a Motor transportMechanic in the Marines, workingon vehicles like five-ton trucks andarmored humvees, which surelyadded to his resolve and determina-tion.

Bryan may be fairly new to thetimber industry, but he understandshow market conditions can affectthe work (or lack thereof), and he'spreparing for that situation bythinking along the lines of diversifi-cation. adding dump trucks downthe road, he feels, might be a smartidea.

“You don't want to put all youreggs in one basket,” he says. “Wheni worked for rob Graham i drove aside dump and i loved it!”

“Sometimes it gets stressful. . .but i knew going into this that itwas going to be a significant amountof work,” Bryan says. “i think thebeginning of the road is probablythe toughest. . . but i'm still going.it's just part of my goal to be able todo something that not a lot of peopledo.”

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14eastwood Trucking


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bRyaN EaSTWOOd'S gRaNd -FaTHER, george Eastwood, presid-ed over the 2002 deming loggingShow as bull of the Woods. brianlearned a lot about hard work fromhis grandfather. He remembers inschool, times when he'd be outwith him cutting trees at the lake,and the rest of his friends would behaving fun out on the water chas-ing girls. it was a hard choice,bryan says, but it was just the wayit was.

TdH CuTTiNg dRiVER JuSTiN JORgENSEN in a 1994 Pete 379 haul-ing a prize load for East Fork lumber out of myrtle Point, Oregon.

lEEWay lOggiNg'S NEWEST TRuCk - 2014 T800 with three-axlelong log trailer.

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Gyppo Logging, �"��$# �##��"� "-.<9*1:0-,�&01;��6/�#�&��65/��6//-9�=1;0�);+015/��-=�!<1+2��0)5/-�$9<+2��8<174-5;��<:;64��3<415<4��)*�")+2��$663��6>��&01;��6/�1.;��>3-��-5,-9��1;��&01;��6/�#31,-9��5:;-9;�#;15/-9�)::-4*3?�)5,�4<+0�469-@Thanks Mike!!

Henarie Trucking Inc, $��"� �-=��&01;��6/�#�&��65/��6//-9=1;0�$"��9,��>3-��,,1;165��<:;64�#;--3��)*�")+2��&01;��6/��1.;��>3-��-5,-9��1;��6<*3-�$)7-9-,�#;15/-9��)5,��<+0��69-@�Thanks Larry and Chris!!

Henarie Trucking Inc, $�� "� �-=� �� &01;��6/� ��#�&�� 65/�6//-9�=1;0��);+015/�$9<+2��8<174-5;��<:;64�#;--3��)*�")+2��&01;��6/��1.;��>3-�-5,-9��1;��6<*3-�$)7-9-,�#;15/-9��)5,��<+0��69-@�Thanks Larry and Chris!!

Mineral Creek Logging & Hauling, �� "� �<:;64��6=*6?�$9<+2��8<174-5;�5+3<,15/��%-9;1+)3�"-+;�$<*-��)*�")+2�� )15;-,�#;--3��1.;��>3-�)5,��)3.��-5,-9:��&01;��6/#31,-9��5:-9;�#;15/-9�)::-4*3?�)5,�4<+0�469-@Thanks Dustin, Brandon, and Tony!!

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38

TOdd STOFFEl WiTH a THREE-baggER of spruce in Clatsop Coun-ty, Oregon

1990 T800 dRiVEN by bRETT WORkmaN with a load of peelers fromdancer logging for Superior Veneer in glendale, Oregon.

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daVid REibaCH WiTH HOPkES lOggiNg from Tillamook, Oregondriving a 2013 kenworth W900b with an iSX Cummins 525, 18spdand a 2013 Whit-log trailer, hauling off the North Fork of the Ne-halem.

COdy & SHaRa HiNdmaN of Hindman Ranch in Elgin, Oregon arethe owners of a 1993 kW T800 with Olympic log loader installed byWhit-log. Pretty decent mixed load of larch, douglas fir, and Engel-man spruce felled and skidded by Shara's son, Joe Vaughan.

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dRiVER bRaNdON daViS, of a-1 logging, in a 2005 kenworth, with aload of alder at Coastal Fiber in Willamina, Oregon.

CHESTER dERaSPE is the proud driver of a 2014 Peterbilt 367H(highhood) with a 600 Cummins engine with 2050 torque; everythingis custom on it, from the visor to the rear light bar, lEd lighting allaround including the headlights and driving lights; it pulls a 2005peerless tri-axle trailer and hauls long logs in the Prince george,british Columbia area.

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1988 Alpine log trailer,*��*� ��"��!�')'$��%)�$$��*� -�,�)"�*�$)'��)$��+(�"'�#"'�� )!��)�*�� '�*��+��(�&�'��%��&��'�*�#)(��#�&��&)!'��)(#�' ��)'(�&'��) ��"�� (&#"��'�� '��"�*�� (&�� *�&�"�� &� �"�'�� '#� �"� )��'� (&)��)"��*�!#)"(�"��&��('��"��'�'�(�)$�#&�� (&#"��'�� '��$8,750 Located in Roseburg, OR

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lOuiS gREEN, driving PER #19, with a load off blackrock mainlinehear Falls City, Oregon, headed to Weyerhaeuser Santiam.

2005 kENWORTH W900l and 2013 lincoln trailer owned and operat-ed by daniel boone with a load from Tom French of Quilcene, Wash-ington.

auSTiN HaTlEy, with Princehouse Trucking out of la grande Ore-gon, hauling off a burn unit in idaho.

albERT kaHlER, OF JuRHS lOggiNg, out of mcminnville Oregon,driving a 2009 T800, hauling out of Valsetz, headed for boise Willami-na.

aaRON JOHNSON, driver for mangum Trucking, hauling a load ofyellow pine from klicandall logging off mason butte near Southwick,idaho.

18 35

kOREy OlSON, dRiVER OF mORiSSE lOggiNg #17 - 2013 kW fea-turing a 600 Cummins motor and Whit-log gear, coming off of WestElk mountain for PlS longview. mill is one of its first loads to PlS.

Insurance requirementsimpact small business

the owner-operator indepen-dent drivers association re-sponded to a report by the FederalMotor carrier Safety administra-tion indicating the agency’s inten-tion to significantly raise insurancerequirements for interstate motorcarriers.

FMcSa acknowledges that morethan 99 percent of commercial vehi-cle accidents are readily covered un-

der current requirements and thatthey have not done an assessment ofthe financial impact that increasedrequirements would have on smallbusinesses.

“Even though the agency’s reportconfirms that fewer than one per-cent of all truck-involved accidentsresult in injuries or property dam-age that exceed current insurancerequirements, it seems pretty clearthey plan to raise those require-ments anyway,” said todd Spencer,executive vice president.

OOida contends that an increasein insurance would be a death nailfor the small businesses that com-prise over 90 percent of the truckingindustry.

“the amount of insurance carriedby motor carriers has never beenshown to have a correlation withsafety,” continued Spencer. “theagency seems to be bowing to theeconomic objectives of the personalinjury attorneys and mega-truckingcompanies who have been cam-paigning for higher insurance re-quirements. trial lawyers will seewindfall payouts in the increases,and big trucking companies - whoalready use special exceptions in thelaw to avoid buying insurance onthe open market - see an opportuni-ty to drive up business costs and doaway with their small-business com-petitors.”

under current insurance require-ments, truckers already often find

themselves pushed into court by at-torneys after accidents that werenot their fault due to the possibilityof high dollar settlements.

New driver authority tooeasy?

the federal motor carriersafety administration got manysuggestions from people in the in-dustry on how to implement a new-entrant testing system at the Mid-america trucking Show duringtheir second of three public listeningsessions.

in her introductory remarks, FM-cSa’s administrator, anne Ferroemphasized that the agency's mis-sion is safety. "that's the mandatecongress gave us" when the agencywas spun off from the department

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See “LT News”

34

TLNEWS ANDNEWS ANDINFORMATIONINFORMATION

of transportation."Over the years congress has giv-

en us additional mandates," includ-ing the new-entrant proposal beingdiscussed, she added.

the proficiency exam has been onthe agency’s to-do list for severalyears, but congress got the clockticking in earnest when it includedthis requirement in last year’s high-way bill, truckinginfo reports.

"it has been standard practice ifyou needed a dOt number youcould get as many as you wantedwhenever you wanted," she said,with a new-entrant audit coming asmuch as 18 months later. "it hasbeen too easy.”

the FMcSa is expected to comeup with a rule that will require any-one applying for new authority – acarrier, a broker, a freight forwarder– to take a knowledge test first.

Groups fight increasedweight limits

several trucking and safetygroups took to Washington, d.c., inapril to note their opposition to anyincreases to truck size and weightlimits. they also expressed concernabout a congressionally required de-partment of transportation study,saying it has “significant flaws andpotential biases.”

the teamsters and the truckSafety coalition, along with citizensfor reliable and Safety highways,advocates for highway and autoSafety and the coalition againstBigger truck, objected to the dOtstudy’s methodology andtimeframe.

a peer review by the transporta-tion research Board also pointed toshortcomings with the study, sayingit is “a missed opportunity.”

the Owner-Operator indepen-dent drivers association consistent-ly opposes measures to increasetruck size and weight limits, citinghigher across the board costs —

equipment, fuel, maintenance, in-surance and permits — as negativeeffects that owner-operators wouldhave trouble absorbing.

the american trucking associa-tions, however, has backed legisla-tion to allow states to increase sizeand weight limits.

Opponents to limits increases,however, gained another talkingpoint this week: Findings from aMarshall university study showthat the fatal crash rate is eighttimes higher when trucks with sixor more axles are involved, com-pared to those with five axles. Mar-shall’s Multimodal transportationand infrastructure consortium alsoconcluded that fatal crash rateswere 15.5 percent higher when dou-ble trailer trucks are involved.

Mtic’s report also concluded that95 percent of law enforcement offi-cers think increasing size andweight limits would be dangerous

and 88 percent of truck driversthink longer, heavier vehicles wouldnegatively impact safety.

Electronic logs could impact driver shortage

what would the trucking in-dustry look like without 70 percentof the independent and small-fleetowner-operators moving freight to-day? What if 52 percent of companydrivers and leased owner-operatorsat larger fleets also suddenly exitedthe business?

a special report on the potentialimpact of a proposed federal rule re-quiring electronic logging devices(ELd) to be used in most largetrucks to track driver hours of ser-vice answers those questions andmore. the report cites a recent read-

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NEWARRIVALS

Cummins N-14ENavistar 466E

er survey by Overdrive, a nationaltrucking magazine, in which a ma-jority of respondents said theywould retire or look for other workbefore they'd operate with an ELd.

under the proposed rule by theFederal Motor carrier Safety ad-ministration, ELds could be man-dated for virtually all interstatehaulers by late 2016. Many largeand medium-sized fleets have al-ready adopted ELds or are phasingthem in, while many of the smallestfleets are holdouts.

it's unclear how many truckerswould follow through on threats toquit, but those who do will make atough situation worse: if the 71 per-cent of independents with from oneto five trucks actually did quit, theindustry would lose about 260,000trucks, according to rigdig Busi-ness intelligence. that removesmore than 10 percent of the indus-try's capacity.

When the 71 percent includescarriers with up to 15 trucks, it re-duces capacity by more than 27 per-cent, or around 709,000 trucks.

the american trucking associa-tions expects the driver shortage togrow to 239,000 by 2022. that dy-namic will be much worse if regula-tory pressures, such as the ELdmandate, encourage more drivers toleave trucking.

Cummins focusing on im-proving fuel efficiency,HP ratings

cummins has confirmed itscommitment to customers in theheavy-duty truck market with theannouncements of fuel-efficiency im-provements, a new engine ratingand connected diagnostics. cum-mins flagship iSX15 and its entirelineup of on-highway engines are ondisplay at the Mid-america truck-ing Show (MatS) at the kentuckyExposition center in Louisville. alsoon display were related productsfrom cummins Fuel Systems, Emis-sion Solutions, turbo technologies,

Filtration, and Generator technolo-gies, as well as new and recon®Parts.

“cummins is committed to main-taining leadership in the heavy-dutytruck market,” said Jeff Jones,cummins vice President – northamerican Engine Business. “Wecontinue to invest in our products,our customer support capabilitiesand dealer support processes to en-sure that we are delivering thegreatest value to our customers.”

cummins offers optimized ratingsfor its 15-liter iSX15 engines tomeet customer needs and provideleading fuel efficiency in a variety of

applications. For the most fuel-con-scious fleets, the iSX15 is availablewith ratings of 400 hp to 450 hp,which deliver peak torque at 1000rpm. all ratings can be uniquely tai-lored with electronic features likeLoad-Based Speed control (LBSc),Gear-down Protection (GdP) andvehicle acceleration Management(vaM) to maximize fuel economyand reduce overall operating costs.

Since 2010, numerous improve-ments have been made to the iSX15to deliver up to 7 percent better fuelefficiency; customers moving from apre-2010 engine could experience upto 10 percent improvement. Overthe past three years, combustion op-timization, reduced parasitic loads,enhanced low-end torque to supportdownspeeding, Selective catalyticreduction (Scr) optimization andthe addition of a naturally aspiratedair compressor have contributed tothe significant gain in fuel economy.

iSX15 Smarttorque2 (St2) rat-ings are available with the Smar-tadvantage™ Powertrain, which de-livers an additional 3 percent to 6percent fuel-economy improvement.Jointly developed by cummins andEaton®, the Smartadvantage Pow-ertrain integrates the Eaton Fulleradvantage™ Series automatedmanual transmission and cumminsSt2 ratings to operate the engine inthe fuel-economy “sweet spot” anddeliver excellent low-end torque andprecise shifting, to help every driverperform like the best driver in thefleet.

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threats by sending them boatloadsof money; it’s ridiculous to nottake care of our own first, not tomention totally reckless and plac-ing ourselves in jeopardy.

We have a footprint we can fol-low . . . just like the notebook inwhich my dad kept his records.Each of us has that in one form oranother. We have historic guide-lines marking our path and ourfoundations are strong, but wemust invigorate our grit and re-solve or lose it all and right now itlooks to be slipping through ourfingers like mercury on a hot day.

all hands. Wonder what her neigh-bors thing about that?

While we are on the subject itmight be the right time to mentionthat i have a list of products. a listof products that i will never buy. atthe top of that list is Buick automo-biles. i won’t smoke cigarettes thattalk. i’ll never use comet cleanserand the list goes on. Stupid com-mercials and their products go onthat list. Only trouble is that theonly brands i can buy anymore andthe only brands that aren’t on mylist are brands no one has heard of.

Makes it tough but it is worth it.

Rigging Shack


Lessons Recalled


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