oll((MMee 339 NN((MMbbee%% T+ A$0%,.(-% Ca)) (800) … · bradetich kicked it up a few notch es...

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VVoluMeoluMe 3939 NNuMberuMber 55 To Advertise Call (800) 462-8283 MMayay 20122012

after a lengthy , and very wet couple ofmonths up and down the left (western) coast

of the country, at long last it appears we may fi-nally have a spring arriving. it’s not that rainfallis something new to this part of the country, itsnot, but in this volume prolonging the winter,with big dumps of snow in the highlands, andsoppy ground in the lowlands does get a bit old.

from the Loggers World perspective we’vebeen fortunate enough to catch the weather justright for stories, lucking-out and catching a rela-tively “dry day” when we visit logging sites. cer-tainly we catch stories all times of the year in allvarieties of weather, but photos are much betterwhen its not in blustry winds and pouring rain ata 45 degree angle right at the camera lens.

The intermountain region’s logging season wasdifferent as well, enjoying a mild early winter be-fore the monsoons arrived in march. The earlymild winter season stuffed the mills with woodearly on, thus when the late rains arrived theirmarch breakup was brought on by rainfall andwet ground as well. We’d held some hope of catch-ing someone working when we were on the eastside for the intermountain Logging conference,but that wasn’t going to happen: too wet.

Perhaps the weather should get some credit forthe generally larger crowds and improved partici-pation at both the intermountain and theolympic logging conferences. along with the im-proving weather was the general perception thatthe overall climate for logging has improved aswell, with many contractors having jobs bookedahead for some time in the future. People are cau-tiously optimistic with reservations with some ofthe same concerns looming: work force, loggingprices, regulatory uncertainties, and perhaps thegreatest concern presently is the cost of fuel. Still,in spite of this optimism prevails, a credit to thedetermination of the logging industry.

A man for allseasons

We’ve known ida-ho forest group’s

doug bradetich for anumber of yearsthrough his involve-ment and leadership inthe intermountainLogging conference,and working his waythrough the various

leadership chairs on his way towards being thisyear’s conference president. in past years they’dhad other vocalists step to the podium to lead thenational anthems for both the united States andcanada. in the past three or four years that dutyhad been shouldered by an ad hoc a’cap pel’la per-formance by fellow board member and past presi-dent Joel nelson (Plum creek) and bradetich...very well done, considering initially they had noforewarning.

This most recent intermountain conference,bradetich kicked it up a few notches again presid-ing over the opening ceremonies, in gaveling themeeting to order, leading both national anthemssolo, giving the invocation, and a bit later givingthe president’s address as well. hats off and ku-dos to now past president bradetich!

Better engineered

there’s a bright spot within the prolongedeconomic doldrums of the past several years.

That shining factor, which continues to performdaily, is the new generation of equipment beingused in the logging business that continues toperform well beyond the time where historically itwould have been traded or retired. even thoughone may grumble over the cost of new or usedequipment, the difference in design, quality, engi-neering and manufacturing of the past severalyears has in many cases yielded both longevityand durability above and beyond what had beenconsidered the norm not very many years ago. itis becoming common place to hear contractorsand operators talk about engines and componentsthat are still running well with 14,000-18,000+hours of continuous use, that in turn has deliv-ered strong performance even late in what hasbeen considered a machine’s life.

The timing could not have been better in con-tinuing to deliver value, and keep the companiesworking, through these challenging times, with-

out the added burden of new payments when thecash flow is tough.

even the best engineering in the world wouldmean little if the emphasis on routine mainte-nance, greasing, changing oil, and care whenadding oil and hydraulic fluids, were not adheredto in the field by a better trained and quality con-scious operators. many contractors have investedin automatic lubrication systems that constantlyfeed key lubricants to critical joints and pins.

The bottom line has been longevity, durability,and performance one could only have dreamt of indecades past. The difference is bankable, and wethink has been the difference to many contractorssurvival through the lingering recession.

We are a performance based industry, but asfinley hays would note time and again in thesepages, “it’s not just about working harder, itsabout working smarter.” Today’s smart contrac-tors and operators recognize a tube of grease is avery cheap insurance policy for machinery life,and one’s job.

Thus as we wince at the cost of today’s equip-ment keep in mind what we are buying today isnot the same as your father or grandfather wasbuying decades before. in fact the quality, consis-tency, design and engineering are paying off inthe longevity and durability that’s helped usweather the current economic storm. even if it issilent, give thanks for those things today’s ma-chinery delivers that was unimaginable just ageneration ago.

Transportation costs

When fuel costs last spiked some while agothe immediate sting came in our personal

and business fuel bills, yet most were aware thatthe true cost would take a while to ripple throughthe economy reflecting that added expense in theenergy costs as it worked its way through thesupply chain.

Part of what is particularly confounding indealing with policy makers is their dedication toachieving change not because the market wantsit, but because someone’s ideological dreamselected to impose those costs.

energy is the driver not only of our economy,but of the world’s economy. Where our countryhas the good fortune of having many resources todraw from, and have worked to capitalize on

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2 47

LLogog TTRuCkeRRuCkeRFounded in 1975 by Finley Hays

Published by

loggers World PubliCatioNs

Phone (360) 262-3376

PubLiSher . . . . . . . . . . . . . . . . . .Michael P. Crouse

ediTor emeriTuS . . . . . . . . . . . . . . . .Finley hays

ediTor/WriTer . . . . . . . . . . . . . . . . . . darin burt

adverTiSing manager . . . . . . . . . . . .kevin Core

office manager . . . . . . . . . . . . . . . .holly larson

loggers World PubliCatioNs,

4206 Jackson highway, Chehalis, Wa 98532-8425

e-Mail: [email protected]

subsCriPtioN rate (in u.s.a.): $12.00 per year;two years for $20.00

LoggerS WorLd PubLicaTionS cannot and does not assume responsibility

for the contents of any adver tising in Loggers World. The representations made by

advertising is the responsibility of the adver tiser and not Loggers World. Loggers

World does not knowingly accept advertising that is false or misleading. The limit

of Loggers World liability in case of a mistake made in advertising copy by Loggers

World will be the charge of the actual space containing the error or less for that

particular advertisement

PostMaster: send address

changes to:

iinn TThhiiss iissssuuee.. .. .. Rigging ShACk – by Finley Hays

Starts on Page 2 of Loggers World

heCTiC, BuSy & impRoving – by Mike Crouse

give A BReAk – by Sherrie Bond

Who’s at Fault iN a Crash?

iN the bloodLuke ZachariaS Trucking, inc. • JoSePh, oregon

shiNe tiMereaderS give Thier TiPS for keePing your Truck cLean

the driVer’s seatike hamiLTon • roSeburg, oregon

log truCker NeWs

adVertisers iNdex

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(Continued on Page 20)

See “From the Stump”

by Mike Crouse, Publisher

Hectic, busy and gradually improving

From the stump...

COVER PHOTO: LukE ZaCHaRias’s PETERbiLT is a hard one tomiss, especially when it’s lit up like a Christmas tree. Luke carrieson the proud family tradition as a fourth-generation log hauler fromJoseph, Oregon

See “In the Blood” on Page 6

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3 46

by sherrie bond

every time you turn around yousee, hear, read about another

trucking regulation hitting the books(as if there aren’t enough on the booksall ready)! There was a huge rush toregulate recently as televised mediadumped hours of investigation intothe trucking industry operatingaround the Ports in Washington andthe lack of enforcement onsite. Someof the areas of news coverage includedthe “fifty-buck per load trips” and theresultant inability to maintain thetrucks by independent can-haulers.This report concluded that the price offuel was the match-in-the-tank creat-ing even tougher times for the haulersdue to the rising cost of diesel. Therewas also a rush to judgment by ourstate legislature five or six years agowhen a bill was passed to clamp downon trucks as a whole and log trucks inparticular following a fatal crash onhwy 101 that killed two uW Seismol-ogists.

This clamp-down aura surroundsthe trucking industry each time thereis an accident that is publicized orsomeone has a pet-peeve to air. heav-en forbid the current rules and regs beenforced instead of new laws written.Truckers also see the “peeve” results

when they cross the scales. hmm, notsure if that should say “peeve” resultcomplicated by “revenue shortage” ornot but you catch my drift. Thetighter the control, the more revenuegenerated and the fatter the cat doingthe state spending. We are living in atime of little or no wiggle-room and ze-ro slack for the truckers in a nit-pickyenvironment of inspection, camerashots, transponders and electronics.

as the convenience of up to theminute electronics has made its wayinto the industry we have met “thegood, the bad and the ugly” face toface; for example what a blessing anda curse the development of cell phoneshas been for safety issues alone.countless lives have been saved whensomeone has been injured with theability to reach 911 immediately.how about vehicle accidents and get-ting emergency responders on thescene or having the capacity to photo-graph the wreck? electronics in anegative sense impacts everythingfrom the computerize truck you driveto the gPS unit used to find your wayand puts a little “tick mark” in theuniverse somewhere showing whatyou are doing, who you are talking to,where you are going and where youhave been in addition to how fast yougot there, what route you took and

were you within the law when you didall of this. The good, the bad and theugly for sure!

everyone has had the run-in withthe Weigh master or the Trooper whoties you up or runs you down and allyou have in your defense is your recol-lection of what was going on at thetime and who said what to whom.your word against his and who (moreoften than not) wins? The imbalanceof authority and reality of circum-stances perks my interest in some ofthe new apps available for truckers.(man, did any of you graybeards outthere ever think you’d even knowwhat an “app” is let alone use one?!)anyway, the my max Speed smartphone app is pretty darned cool whenit comes to having a defense againstspeeding tickets. it keeps track ofyour speed, clocking it every five sec-onds. it shows up in spreadsheet formgiving you the ammo to display notonly your speed, but the location aswell for back-up verification. This appor others like it will bring the opportu-nity to contest a citation with real-time statistics and verifiable proof incourt. it may be a method of contest-ing safety points against you on yourdac report as well. While i know thatnone of you are lead-footed, havingthis app activated on your smartphone may just be a reminder makingyou more aware of the speed you’retraveling. check out hyPerLink"http : / /www.mymaxspeed.com/"www.mymaxSpeed.com for more in-formation or google “speed apps” andit will take you to a variety of sites.

There’s another big push with thecSa (comprehensive Safety analysis

which has morphed into motor carri-er Safety advisory committee) aboutaccident data gathered. There is an-other issue of focus by the trucking in-dustry and not unexpectedly, to sepa-rate “at fault/no fault” collision infor-mation after it was discovered thecrash data was being logged into thedriver/carrier crash indicator score.With points being added to the driv-er’s record whether at fault or not,there could be repercussions when itcomes to enforcement action, insur-ance costs, certainly safety recordsand a driver’s dac that could followhim to the next job or forever for thatmatter. So the question has arisen asto why a no-fault collision would becalculated into the overall safety da-ta? could it be to skew the score andreflect the lack of safety as a whole inthe industry? i think that’s possible ifnot probable.

When that question was recentlyposed to the cSa administrator, anneferro, she spoke of the correlation be-tween at-fault drivers and no-faultdrivers having a future risk of otheraccidents as the reason why the dataof no fault was included in a dac…they “might” have an accident in thefuture! Well using that criteria forpulling down scores makes about asmuch sense as me saying someday i’llbe five-foot-seven cause my Pop wasover six feet tall! i’m telling ya, itain’t gonna happen now or in the fu-ture, but like ferro i guess i have toallow there “might” be a possibility.

another dac situation to keep at

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GIVE A BREAK!4


See “Give a Break!”

45

Crashes that your trucks are in-volved in — even when they are

not your fault — will still countagainst you in your cSa scores.

That news comes despite promisesto the contrary from the federal mo-tor carriers Safety administration(fmcSa).

as recently as february of 2012,the fmcSa said that it would beamending regulations so carriers canchallenge the use of crashes in whichthey were not at fault in determiningcrash indicator Scores. but fmcSaadministrator anne ferro explainedin an interview that safety advocacygroups raised questions about the pro-posal that caused her to reconsiderthe agency's approach.

The questions had to do with usingjust the Police accident report and acarrier's statement to determine crashaccountability, ferro said.

She said that approach is too limit-ed because it does not allow for com-ment from others impacted by thecrash. These presumably could in-clude victims, insurance companies,shippers and witnesses.

also, the process did not allow oth-er parties to even know that a carrierwas filing a request for an account-ability examination, ferro said. and,if the agency created a window forothers to participate, it would have tocreate a new process to manage theexchange.

"it was just too early out of the box

in this proposal, quite frankly, so ipulled it back," ferro said.

Accountability question

the agency has been working onthis proposal since cSa began be-

ing tested in 2009. early on, carriers raised concerns

about the way the system recordscrashes as part of its cSa crash indi-cator score whether or not the crashwas the carrier's fault. When thathappens the carrier's score goes upand can possibly trigger enforcementaction, even if there was nothing thecarrier could have done to prevent thecrash.

The fmcSa's response has come intwo parts. first, the agency has said itis legitimate to include non-pre-ventable crashes because statisticsclearly show that past crashes are apredictor of future crashes, no matterwho is at fault.

but the agency also has recognizedthat non-preventable crashes shouldget different weight than preventablecrashes.

To create a proper weighting sys-tem, the agency has been working onan appeal process in which carrierswould use the cSa data correctionsystem, dataQs, to submit a Policeaccident report and get an assess-ment of accountability on their crash-es. That plan was supposed to be pub-lished in the federal register lastmonth, or early this month.

Safety advocate concerns

the initiative started to go off therails when the agency aired its

planned proposal at a meeting of themotor carrier Safety advisory com-mittee last month. Safety advocacymembers of the committee objected,saying that they were not aware of theproposal.

ferro said she heard about the con-cerns (she was not at the mcSacmeeting) and asked the safety advo-cates to meet with her.

The timing of that meeting lastmonday has led to speculation amongtrucking interests that the safetygroups were bringing political pres-sure to bear against the agency, be-cause safety groups met with Trans-portation Secretary ray Lahood thesame day.

That speculation "is baloney," ferrosaid. "The meeting with Secretary La-hood was not on this topic. it was onissues relating to reauthorization(and) insurance research."

a spokesman for Secretary Lahoodconfirmed that cSa was not on theagenda at the meeting.

"There's nothing about this particu-lar series of actions that was influ-enced by anybody other than me,"ferro said.

She said she was reacting to thequestions that were raised at the mc-Sac meeting, "the recognition thatsome very good questions were raisedthat we do not have answers to to-day."

Trucking reacts

trucking interests are dismayedby the move.

"The biggest casualty in this is theagency's credibility," said John con-ley, president of the national TankTruck carriers.

conley said the turnaround is frus-trating because he has defended fmc-Sa, urging patience as the agencyreadied a response for carriers whosay the system punishes them forcrashes they did not cause.

Crash correlation

steve owings is co-founder andpresident of road Safe america,

one of the advocacy groups involved.owings lost his son, cullum, in a 2002crash caused by a speeding truck. hesaid in an interview that the cSa ap-peal process the agency was consider-ing "sounds like motherhood and ap-ple pie, the right thing to do, on theface of it."

but, he said, the agency's datashows "a very clear and strong corre-lation" between past and future crash-es regardless of who was at fault.

"my understanding from statisti-cians and database experts is that anytime you start manipulating data,which is what they would be doing,you mess up your whole intent. it cor-rupts the data, basically," owingssaid.

neither owings nor anyone else in-terviewed for this story could explainexactly why a no-fault crash would ac-curately predict greater risk of a crashin the future.

ferro confirmed that agency datacontaining both at-fault and not at-

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See “Who’s at Fault?”

5 44

Who’s at fault?

LukE ZaCHaRias

TRuCking, inC.JOsEPH, OREgOn

by darin burt

it’s common to hear log haulerssay that the life is in their blood.

To most, that means that they reallylike doing the job. When LukeZacharias says that log hauling is inhis blood, he means it, literally.Luke is the fourth generation of hisfamily to be involved in the busi-ness. he follows in the tire tracks ofhis great grandfather, both grandfa-thers, grandmother and his dad.even his great grandmother andmom have driven truck on occasion,and there are a handful of uncles,all of whom have hauled logs for aliving either as hired drivers or own-er-operators.

When Luke’s at home in Joseph,

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6


See “Luke Zacharias”

43

In the Blood

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LukE bROkE in as a LOgHauLER with a 1981 Peterbilt. Thetruck is still in the family; in fact,when Luke’s little sister got mar-ried, he delivered her to the wed-ding in that very truck.

42

oregon, he’s the number one truckfor Zacharias Logging, operated byhis grandfather bob Zacharias.Luke’s dad, chet Zacharias, con-tracts his loader to the family log-ging company. Zacharias Logging isa ground-based harvesting opera-tion and they typically rely on 8 to10 trucks to handle their log haul-ing. bob and chet each, at one time,had a fleet of eight or so log trucks,but now they just have a singletruck on the job.

in the northeast corner of ore-gon, loggers and log haulers com-monly work 8 to 9 months out of theyear. during the spring, when theroads are too soft to haul on, Lukeand some of his friends – hireddrivers and owner-operators will mi-grate to the Westside where workcontinues year-round. for the pastfew years, Luke has taken his camptrailer to the oregon coast andhauled for f&b Logging in Seaside.This past year, when time came tomake the trip, f&b was slow andso, Luke got on with greenup Log-ging, working out of the molallaarea.

“if i guarantee somebody mytruck, i don’t care if it’s for a day orthree months, they have it as longas they need it,” Luke says.

Luke, 33, has been hauling logssince april of 1997. as soon as heturned 18, he was in a truck. “i’vealways wanted to drive truck,” hesays. “most kids in school fromfourth grade on were out playingsoccer and baseball, but even inhigh school, my weekends weren’tspent out with my buddies; i was inthe shop helping my dad and hisdrivers work on trucks.”

“The whole family knew i wantedto be a log truck driver,” Luke says.“They tried to talk me out of it, but iwasn’t going to hear it.”

When Luke was just 13, he askedhis grandpa for a summer job, andhe was hired on to work on the land-ing branding logs. That lasted oneweek until the outfit got onto a for-est service sale and needed to havea water truck running. Luke wasmore than happy to jump into thedriver seat of the 1966 mack to keepthe roads watered down.

although not everyone approvedof the idea, Luke quit school hissophomore year and went to work inthe woods. during the summer hewould drive the water truck, whenhe was 17 he operated a forwarderon the company’s short log side. assoon as he turned 18, he passed hiscdL test and the rest is history asthey say; he’s been hauling logs eversince.

Luke broke in driving his dad’s1981 Peterbilt 359. “That truck isstill in the family and always willbe,” Luke says. he stayed with hisdad for a few years until it was timeto go out on his own. he was makingpayments on the ’81 Pete, but itwasn’t long before his dad helped

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�5<,7�89751,�+0,8,2��(:953(90*��8,7;�0*,�)5+>��<09/�2:),�502�7,8,7;5078��/58,7,,28� (4+� /58,8�� .(8� 65<,7,+� (07*5367,8857��$18,950.00

LukE LOVEs THEsHiny sTuff. Hepicked up most ofthe chrome, doo-dads and customaccessories fromEsley Truck acces-sories and bJkTruck Parts.

8



Luke Zacharias

(Continued from Page 6)

41

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LukE ZaCHaRias gETs THE JOb dOnE with a 2000 Peterbilt 379with a 550 Cat motor, 18-speed transmission, 265” wheelbase, dou-ble-locker rear ends and a 1995 whit-Log conventional log trailer.One special note: after boosting the horsepower and installing aPdi big boss Turbo and Manifold, he’s seen not only more power,but improved fuel efficiency of about one mpg.

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LukE’s gRandMOTHER MaRgaRET MagEE was the first femalelog truckers to haul out of the Ochoo national forest nearPrineville. she started hauling logs after her husband, broke hisback. with four kids to feed, she quit her job as a nurse and wentto work keeping the family business going. she hauled logs up in-to the early 1980s until she hurt her back and could no longer dothe job. “grandma was always full of life,” Luke says. “it just madeher days even better when she could get in a truck.”

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yOu’LL RECOgniZE LukE’s HOOd ORnaMEnT from the movieConvoy based on the classic song by Cw McCall. “yeah, breaker onenine. This here's the Rubber duck, and i'm about to put the hammerdown.”

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niCk PERkins dRiVEs a 2003PETERbiLT, or bL LathropRanch, out of Lostine, Oregon.He normally pulls short logsback home, but during the slowseason, he asked the boss if hecould take the truck over to thewestside and haul logs. The re-sponse was, “yep. go to work.”Perkins, from Pilot Rock, hasbeen hauling logs for threeyears. nick, 23, has the bug forlog hauling and hopes to have atruck of his own within the nextcouple of years.

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OwnER-OPERaTOR biLL RHinEHaRT, from Pilot Rock, is anotherEasterner working on the westside. He started in 1973, and be-sides a year of cross-country hauling, he’s been log trucking eversince. Rhinehart’s truck is a 1996 Peterbilt with n14 select 12 Cum-mins motor, 18-speed transmission and two-speed rears and a VanRaden log trailer (he also pulls a short logger on occasion).

12 37

TRANSMISSIONS

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him get into a 2004 Western Starthat they found at Woodpeckerwhen the dealership was still locat-ed in Troutdale. The truck was vir-tually new, with just 104,000 mileson it.; it had come from back eastand they had stretched it out longenough so that it could haul logs.

“it was a really nice truck; in fact,dad and i have talked a couple oftimes about how i should have keptit,” Luke says.

as often happens, things were go-ing well, and then work started get-

ting slower, quotas were rumoredand things were getting tight. Luke

- EXCHANGE REBUILT REAR ENDS -

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��( �!&��&*��%��& � �� <��)1-��20��+5�� #-*:029��=+/��20��+5�� #-*:029��=+/��!� ��/4/-;�� =+/ ��!� ��/4/-;� �� <��)1-�� /4/-;�� <��)1- ��20��+5�� <��)1-�� # �� ?4�� $:6-7�$/)6-��!'�� <��)1-��

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13Luke Zacharias


36

MELissa MCCaw, 30, drives for Risky business Logging out of stayton, Ore-gon. The company just got started at the first of 2012. McCaw says she prettymuch runs her 1995 w900 kenworth as her own. The truck is equipped with a475 Cat motor, air ride suspension, and a 1974 general trailer. McCaw, fromEstacada, Oregon, has been hauling logs for four years. “One of my bestfriends got me into logging and then i got my CdL. some guy who was a me-chanic told me i couldn’t drive a log truck because i’m a girl. i’m hardheadedand i’ve been doing it ever since,” she says. “you’ve got to be a little bit crazyto do this. i’ve trained a few guys and they don’t last but a week. you eitherhave it in you or you don’t . . . this is a job that i really enjoy.”



had the truck payments under con-trol, but when the opportunity tosell it came about one day, he let itgo. he went back to the ’81 Pete un-til he could find something better.

“i wanted either a Pete or a ken-worth. The ’81 Pete now has over 2million miles on it and it has had lit-tle to no issues,” he says. “To make along story short, i settled for anoth-er Western Star.”

certainly nothing against West-ern Star, which is a great brand oftruck, but within three months, themotor came apart and Luke wasdealing with a lot of problems heshouldn’t of had. he went back toWoodpecker and found a 2000 Pe-terbilt 379 with a 550 cat motor, 18-speed transmission, 265” wheelbase,double-locker rear ends and a 1995Whit-Log conventional log trailer.

With uncertainties surroundingthe new emissions motors, Lukesays he’ll be sticking with the 2000Peterbilt for the foreseeable future.With only 560,000 miles on theodometer, the truck has lots of lifeleft in it anyway. hamilton is dedi-cated to preventative maintenanceand makes sure to grease the truckeach weekend, and change oil atregular 10,000-mile intervals.

“i try to treat it pretty decent be-cause a truck is only going to treatyou as well as you treat it,” he says.“if you go to driving a truck hard,you’re just asking for trouble downthe road.”

Luke credits his uncle with teach-ing him the dos and don’ts of loghauling. Lessons he learned in ahurry.

“The first load that we hauledwas in fossil, oregon for kellerman

Logging. We were pulling up out ofa yarder spur in really, really softmud. i started to power out andwent to catch a gear, and of course,my uncle got me to stop. he said,‘that’s a big mistake, you’re going topop a rear end.’”

“my fourth load of logs came off ofhat Point, which is a really steepand long hill out of hells canyon.There have been a lot of trucks

wrecked on that hill, and my uncletold me to just respect the road andnot come down thinking that you’vegot it under control – be confident,but not over confident.”

“There’s one thing my dad has al-ways told me, and still does to thisday; the day you think you know ev-erything there is to know abouthauling logs, throw the keys andwalk to town.”

So far, that hasn’t happened. infact, Luke takes great pride in beinga log trucker upholding the familytradition.

“i’ve got big shoes to fill. i look upto my family and i try to do as goodas they have,” he says. “i like tothink i’m successful at it. i don’tneed to get rich doing this; as longas i can pay my bills, provide for myfamily, i figure i’m doing good.”

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kEiTH JOLLiff, from Pendelton, has been hauling logs forsome 30 years. He and his son pretty much rebuilt the 1996Peterbilt with which he runs. Jolliff and Luna can be found onthe westside year-round hauling logs for logs for greenup.

14 35

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Luke Zacharias


terry huffman:“The big variable in washing be-yond the human factor is your wa-ter (i.e. hard, soft or what miner-als are in it) that will affect chemi-cals more than most realize.”

Jace Magee:“after you polish your wheelsspray Lemon Pledge on em' andthe de-icer stays off.”

dennis Frazier:“get dura-brites and hose themoff-they - look good even after 5yrs.”

Forrest Waldron:“Swiffer duster works great on theinside; takes about a minute towipe the dash off while driving,plus when the pad gets dirty justpull it off and put a new one on!”

ryan dunn:“i like to put some acid cleaner ina weed sprayer and clean thebunks and frame rails. Just gottabe careful and not use it on awindy day. and i clean all the alu-minum before i polish it.”

Jeff tellefsen:“The biggest secret i have learnedis to dry it after you wash it. Wa-ter spots will collect dirt and leaverings on chrome and aluminum.drying your truck with a dry towelwill also keep the aluminum fromoxidizing as well. if you have thepleasure of a low dust job, try de-tailing the rubber. makes every-thing PoP!”

rick sargent:“Scrubbing bubbles works awe-some on the floor and the doorpanels.”

Colby Jackson:“Pledge on the interior and alu-minum - the dust falls right off.Wash daily with a good automo-tive soap; don’t use dish soap.”

grant hays:“i wash my truck almost everynight. i do the whole thing byhand. if you stay up on it, it does-n't take too long. i use tree sap re-mover to get the pitch off and itdoesn't hurt the paint. i also waxthe whole thing bumper tobumper. it really helps keepingpitch and dirt from sticking. ohand lots of polish! i keep a bottle

in the truck, and if i'm bored wait-ing to get loaded, i put a littleshine on!”

lee stafford:“i clean the aluminum (stacks,tanks, flap hangers, rims, grill,bumper, mirrors, visor, etc.) thenpolish it. Then wash the wholething front to back, bumper tostack (start at the top and workyour way down). if you want shinystuff on dash, you can't beat clearguard. it’s an oil-base and won'tmake your dashboard crack. up-date once a week. keep dust to aminimum all week. While waitingto get loaded, dumped, waiting fortruck to warm up, end of day, etc.”

Clint lembcke:“acid on pipes works good and ea-gle one wax gives the wet lookshine.”

kent grossman:“for the inside, Tire foam orsomething similar: spray it on thedash, door panels, floor mats(don't get it on the glass, smearsbad). drink an adult beverage ortwo, then wipe it down.”

INDUSTRIAL, LLCLOG TRAILERS

Thank-You Ryan Hansonfor the purchase of aused Alpine Short Log

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Buy your wife a New Alpine Trailer for Mother’s Day!

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do you ever find yourself getting behind withcleaning your truck? The laundry at home can

wait. having a dirty truck is something else. notonly is it a piece of equipment, but it’s your office –you work there, you eat there, and you drive entirely too many hours there every day. keeping itclean can seem impossible. here are some tips fromour readers about how to keep your truck lookingthe bright and shiny.


See “LT Carry”

34

Shine Time MAKE YOUR TRUCK SPARKLEWITH THESE SIMPLE STEPS

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16 33

by darin burt

it’s taken 43 years of truck driv-ing, but ike hamilton is begin-

ning to think of himself as an old-timer.

“i’ve thought about that a lot thislast year,” says hamilton, 63, a

hired driver for gene Whitaker,inc., out of roseburg, oregon.

“When i first started driving, i’dtalk to these guys i’d ridden aroundwith as a kid and they’d been doingit for 35 or 40 years. i’d say, ‘are youguys nuts? There’s no way i’m goingto be doing this for 40 years . . . well,look here; it’s what i’m doing.”

hamilton has been behind thewheel of one kind of truck or anoth-er since returning from vietnam in1969. Log hauling wasn’t somethingnew to him by any means; havinggrown up near eagle Point in South-ern oregon, he’d been around thelogging industry his entire life.

“my dad was a shovel operatorand i would hitch a ride with thetrucks,” he recalls. “my uncles alldrive and i just always likedtrucks.”

hamilton’s uncle who was drivingfor rW Jacks, in Jacksonville, en-couraged him to apply for workthere as the company needed logtruck drivers. in those days, youdidn’t apply; you just went in and

asked for a job. i had my chauffeur’slicense, but i didn’t have any realdriving experience . . .but i didn’ttell them that. i hopped into an au-tocar and followed my uncle into thewoods. i was scared half to death,”hamilton says. “i knew how to hookthe trailer up and how they loadedthe logs and stuff, but getting it offthe mountain with a load on wassomething else.”

“Word got around that i’d neverdriven before and bob Jacksthought it was pretty funny. hecaught up with me at the shop andsaid, ‘you’ve never drove beforehave you?’ i said i’d driven before,just not for a living. he says, ‘you’rea con artist . . . i like that.”

hamilton learned the rope thereat rW Jacks before moving into ajob with eagle Point’s bob kimmel,an old timer who he had ridden withas a kid. from there, hamiltonworked for Les e. ferris, anotherSouthern oregon log hauling com-pany. The next stop was with Whitecity Plywood, pulling flatbed on thehighway.

for a young, single guy, life onthe road, hauling between oregon,Southern california and Salt Lakecity, seemed more glamorous thanhauling logs. “it was fun going ev-

erywhere and chasing women,”hamilton says with a laugh.

after several years on the road,he returned home and went back in-to the woods, hauling for allen &gibbons Logging. he was with the

company for 13 years and workedhis way up to first in seniority. “notonly was Lawrence (gibbons) a good

if ikE Had His PREfEREnCE, he’d pull ahayrack all the time. Here he is picking upa load from bruce standley Constructionon a cut-to-length side near Elkton.

The Driver’s Seat:

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ikE HaMiLTOn sTaRTEd OuT histrucking career in a 1964 autocar thathe drove for Rw Jacks Logging.

32

boss, he was a good friend of mine,”hamilton says. “They had 13 or 14sides back then and we’re really, re-ally busy.”

after his friend passed away,hamilton moved on to work forroseburg Paving in 2000, movingequipment as a lowboy driver; some-thing he had also done on occasionfor allen & gibbons.

in 2004, hamilton hired on asconstruction foreman with bruceStandley construction. “in betweendriving jobs, i’d built a little roadhere and there, and bruce knewthat. he was just getting started inlogging road construction and heknew that i knew a lot of people,”hamilton says.

hamilton’s background as a loghauler gave him first-hand knowl-edge of what was needed to build adrivable road. “most of the peoplewho build logging roads have noidea what it takes to get a truck inand out of a job,” he says. “The cor-ners and switchbacks are too nar-row . . .bruce went above and be-yond and knows what it takes to geta truck in and out. he wanted tobuild roads so that they weren’t anyproblems – and their never were onanything we ever did.”

“i had my grader operators gradethe road spread rock just like theywere driving a log truck throughthere rather than a grader,” headds.

hamilton built roads with Stand-ley for five years before the economywent to pot and the constructionslowed. after taking a break for ayear. hamilton returned to log haul-ing as a hired driver with geneWhitaker inc., one of the log truck-ing companies in the state. “i’dknown gene for years,” hamiltonsays. “i was out talking to gene’sdaughter kelly, who runs the truck-ing part of the business; she asked ifi wanted to go to work there and itold her i’d give it a try.”

“it’s an awesome job,” hamiltonadds. “i know what it used to be todrive log trucks for people and whatyou were required to do. here, youdon’t have to do anything but driveyour truck, check the oil and fuelup. We’re well taken care of and theequipment is always in excellentcondition.”

When he’s not pulling a conven-tional log trailer, hamilton hooks upto a hayrack setup. “People hate‘em; but i like ‘em. i wish i could dothat all the time,” he says of thehayrack. “it’s just so much easier;you’re out there by yourself most ofthe time and you never have to loador unload the trailer.”

With a fleet of 50, you can find aWhitaker truck on most any job inthe state. hamilton hauls primarilyfor d&h Logging, bruce Standleyconstruction and aaron nash (withthe hayrack).

over the years, hamilton hasbeen behind the wheel of mostlykenworth and Peterbilt trucks. inhis opinion, the only difference isthe name on the front of the hood.

“about the only real difference onany of them is the cab,” he says.“The only true truck in the world isa mack.”

Looking back on four decades as atrucker, hamilton has seen thingschange; mostly for the better.Trucks are more comfortable, safetyis everybody’s concern and hiredmen are more respected for theirskills rather than just being anothernameless cog in the machine.

“back in the day, when you drovefor somebody, you either took care ofthe truck or you didn’t work,”hamilton says. “it was a given thatyou were going to work every Satur-day to get your truck ready to goagain for monday . . .and that wason your own time.

“When it comes to the drivers inthe industry nowadays – even theold guys like me, i tell them, ‘youguys need to remember what it waslike 20 years ago and stop your

bitchin',’” hamilton says. “Sorry . . .ijust tell it like it is.”

“it’s got to be in your blood ifyou’re going to drive this long,” headds “you’re not going to take some-

body out of school, stick ‘em in atruck and say good luck for the next40 years. They’re either going to likeit right off or they’re not. i still likedoing it every day.”

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OnE Of ikE’s EaRLy JObsin the 1970s was with EaglePoint’s bob kimmel, driving a1968 kenworth.

ikE dRiVEs a 2005 kEnwORTH equipped witha 465 Cummins motor, 18-speed transmission,46,000lb rear ends and Hendrickson suspen-sion. Of course, as part of the whitaker busi-ness is the well-respected whit-Log trailers, thetruck is matched with a 2005 whit-Log log trail-er. He’s seen here with a load from d&H Log-ging in the Coos bay watershed.

18Ike Hamilton


31

the front of your mind is a written“warning” issued to you as opposed toa ticket is far more dangerous in thelong run as 1) you cannot fight the vi-olation in court and 2) it still appearson your dac safety record!!

i find all of this tracking capabilitya serious issue and something to keepa close eye on, because like so manyother regulations, restrictions andrules snuck into the books by govern-ment officials, this could blindside youand your future.

To say everybody’s watching you, isno longer a lyric to a pop song – it’s

true. Whether stop-light cameras,gPS data, vehicle manufacturers plac-ing a black-box in your car to detecthow quickly you brake/accelerate orthe cameras mounted on the roof ofWallyworld, it’s hard to escape publicsurveillance. if you are engaged in so-cial media it can be even more over-reaching as you innocently click the“like” button on this or that; some-where in the universe a marketer orcorporation gets a tidbit of informa-tion on you that goes into a slot thatproduces a profile. all of this electron-ic, rapid passage of personal informa-tion is a concern to me. not so muchfor those of us old enough to figure outthat someone is gathering data, butespecially for the younger generations

who (for the sake of socializing) areready, willing and able to provide per-sonal statistics without a secondthought as to how it will be used. Thereality is, the easier it is to figure outyour personal habits (driving, marketpreferences, politics or social activi-ties) the easier it is to interfere withyour ability to function independently.

What was that slogan from the ‘70s? “There’s a little truth in all para-noia.”

(sherrie bond serves as direc-tor of the Northwest log truck-

ers’ Cooperative. she can bereached via email at

[email protected])

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19Bond: Give a Break!


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fault crashes show a "very, veryclose correlation" between crashexperience from year to year.

The hypothesis is that all of thecarriers have a greater risk, butthe at-fault carriers have a signifi-cantly greater risk, she said. butone reason she stopped the propos-al is to test this hypothesis.

Figuring risk

ron knipling, a noted trucksafety scientist, agreed that in-

cluding non-accountable crashes inthe database increases the num-bers and thus strengthens the sta-tistical relationship between pastat-fault crashes and future risk.

"but it is spurious, or at leastprimarily spurious," he said in re-sponse to an email inquiry. if theagency's data were entirely valid,which it is not, there probablywould be a small but measurablerelation between involvement innot-at-fault crashes and futurecrash risk, he said.

The bigger problem, he said, isthat the agency's data does notcontrol for risk exposure in termsof mileage or type of road.

"Two drivers could be exactlyalike in actual safety but one coulddrive more miles and/or drive indenser traffic year after year," hesaid. "The data would show thatdriver to be higher risk for alltypes of crashes."

knipling's take is that the cSasystem would be better if itweighed accountability, but thatstill would not solve the core prob-lem of exposure.

"i may be an excellent driver,but the more miles i drive, and themore dense the traffic is, the high-er my risk of causing a crash aswell as just being in one."

aTa's abbott made the pointthat the cSa system would be im-proved if accountability wereweighted.

"if crashes are the best indicatorof crash risk, how much betterwould the system be if they dis-counted those crashes that clearlyweren't the truck driver or truck-ing company's fault?" he said.

"The agency will have difficultyconvincing anybody, regardless ofwhat statistics they say they have,that a truck driver who's struckwhile parked is more likely to be afuture crash risk, and interveningwith that carrier."

because the point of cSa is tohelp the agency focus its resourceson the riskiest carriers, the systemshould cull out the less risky carri-ers, he said.

"every time they target one car-rier for intervention they are say-ing that another is not worthy ofintervention," he said. "So somecarrier who is more worthy of in-tervention escapes scrutiny as aresult. and that's bad for safety."

ferro said that at this pointshe's still focusing on getting moreclarity on the questions surround-ing the issue. She does not have aschedule for what happens next.

Who’s at Fault?


those resources, we’ve competedvery well and our economy as awhole has grown.

The insight of previous genera-tions demonstrated the wisdom ofplanning ahead, expanding andmodernizing the electrical powergrid, increasing the sources of ener-gy to supply future needs. more re-cent we’ve worked to reduce waste,increase efficiencies, and getting themost out of existing resources,which most of us would find no faultin.

Somewhere during transition intothe present the well indoctrinated“captain Planet” generation had thebright idea that business was bad,the environment was in danger, andthat balance was passé. if you’re anenvironmental attorney, not only isthis politically popular but very lu-crative, especially when the legisla-tures are primarily composed of oth-er attorneys all of whom either areor were feeding up to their haunchesat the public litigation trough, andanxious to write laws guaranteed toenrich the legal community.

Thus since the 1970s to presenttimes, the public debate has beenderailed from sustainable public pol-icy to sustainable litigation incomestreams, great for the legals and thepublic be damned.

Thus in the quest for the everpopular sustainable energy, many in

the political culture celebratelengthy permitting processes (15-years minimum, not counting yearsof legal battles) for new powerplants, while similarly celebratingremoving existing hydropowerplants, apparently without consider-ing where the power will come from.does that seem myopic?

Similarly the glamour of windturbine farms has been heavily sub-sidized by our tax dollars and glori-fied by the public media, led by ourillustrious president, as power forthe future, and perhaps it will be.yet especially in the pacific north-west, when compared to hydropow-er, wind power is present only be-cause of subsidies for their construc-tion, and now subsidies when theyare not running because their powerisn’t needed (only in america).

Who is paying for all of this? ifyour guess is you, your children, andyour grandchildren, you’re right.Who profits: society? Well, no. im-agery does well, and well serves thepurposes of the current administra-tion because they have an entiregeneration raised on captain Plan-et, et al that has been indoctrinatedto accept any expense, any folly, isfine and above criticism because it isin defense of mother earth (and intothe pockets of the legally connected).

The real play in all of this will bein another 20 or so years, assumingour form of government can contin-ue to stand in the light of such luna-cy, when may of us baby boomerswill either be dead or the subject of

a government agency who considersthe benefit of keeping us alive ver-sus cutting off the medical care.

by that time the wisdom of twogenerations ago might be reflectedupon and studied to see why theyhad done so well in building a na-tion of dreamers and doers. The firstlesson should be finding how to dothings better and spending less.That would mean less emphasis onimage and more on doing thingsthat actually work. That, in fact, iswhat has separated us from the “oldworld,” the freedom that comes froma capitalist society that rewards therisk takers who create workable so-lutions the market wants, not thewhimsy of those using the publicmoney to force change of their ownideological dreams.

When you guess wrong in busi-ness, you’re out of business.

When you guess wrong in govern-ment, you change departments.

President obama campaignedtouting the benefits of expensivegasoline driving our economy to-wards alternative fuels. The real an-swer is in inexpensive oil and alter-native fuels combined with an ener-gy policy that encourages and re-wards innovation in the marketplace, rather than in the pickingwinners and losers in bowels of thebureaucracy.

Afternoon pick-me-up

afew years ago, unsolicited, wereceived a single vial of an “en-

ergy” drink that would, according to

the promotional prose, energize theuser at the start (or end) of the day,in addition to other benefits.

Perhaps the product will do thatvery thing, but we have doubts, al-though we do know a few loggerswho swear by the stuff.

We’ve always been skeptical ofsuch things put into the system thatpromises a miracle cure with nodownside at all.

The past few weeks we’ve beendriving several hours a day with theradio playing in the background.one of the commercials explained in“matter of fact” language that thereason we’re not able to lose weightis because of a “hormonal imbal-ance,” which not too surprisingly,they had the very product that of-fered the cure. Thus take whateverit was they were offering (cost wasnot mentioned) and no diets, no ex-ercise, the weight will “magically”melt away.

magically indeed. folks, the prob-lem with weight loss is too manycalories in, two few being burnedthrough some form of exercise.There is no miracle cure. The mira-cle comes from enriching the manu-facturer of the product.

There’s a host of these “magical”energy drinks out there, most ofwhich sell for $4-6 per container,and we see people buying them indroves. Such is faith in advertising.

The smarter bet is settting yourown mind on the right course steer-ing clear of the elixir.

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20From the Stump


29

Three Oregon Ports of Entry switch to phone-based services

the oregon Motor Carriertransportation division is

closing its registration offices atthree ports of entry and replacingover-the-counter services withphones and fax machines truckdrivers can use for registration andover-dimension permit services.

The mcTd registration offices atfarewell bend, ashland andumatilla have been open 8 a.m. to 5p.m. weekdays, but use of over-the-counter services at these offices hasbeen declining in recent years. atthe same time, the motor carrierTransportation division headquar-ters in Salem has been experiencinga steady increase in demand for ser-vices.

The registration office atfarewell bend near the idaho bor-der will switch to phone services asof June 1, 2012. Staff currently pro-viding over-the-counter registrationand permit services there will be re-

assigned to motor carrier enforce-ment duties.

The mcTd registration offices atashland near the california borderand at umatilla near the Washing-ton border will switch to phone-based services as of oct. 1, 2012.eight staff members from these of-fices will be reassigned to Salem.

Size and weight enforcement,green Light weigh station pre-clear-ance and safety inspection activitieswill continue as usual at these threeports of entry. The Portland bridgeoffice will continue to provide over-the-counter registration and over-di-mension permit services.

The vast majority of truck driverswho have been using over-the-counter service at these three portsof entry need only registration trippermits or weight-mile tax tempo-rary passes. These can be obtainedby phone and fax. mcTd offers ser-vice 24 hours a day, seven days aweek by its Phone Service center at503-378-6699 and online ore-gonTruckingonline.com.

motor carriers are expected to

plan ahead before coming to oregon.drivers entering the state withoutcredentials are subject to citationand a $435 fine.

FMCSA studying overweight trucks' connection to safety

the dot wants to better un-derstand the safety performance

of overweight vehicles -- both per-mitted and illegally overloaded -- soit is looking for state agencies towork with in a study of the issue.

in a notice published in the fed-eral register, the federal motorcarrier Safety administration saysit is soliciting applications for theSpecialized heavy vehicle inspec-tion Study cooperative agreement.

State agencies can get funding tocollect safety data from roadside in-spections on vehicles exceeding cer-tain weight levels to determine ifthere are any associations betweenhigher vehicle weights and motorcarrier safety violations, particular-ly those that result in out-of-serviceorders.

"it's a heavy vehicle inspectionprogram, including illegally over-weight and permitted vehicles," ex-plains Luke W. Loy with the fmc-Sa's vehicle & roadside operationsdivision. "but we are looking at cer-tain vehicle types and axle configu-rations. We are looking at commonvehicles, not 1-ton dually pickupspulling three-axle gooseneck, or 13-axle super heavy."

details will be provided in a no-tice of funding availability to be re-leased april 16 or soon after. ThefmcSa intends to enter into thesecooperative agreements by June 1 oras soon after as it can.

DOT allows UVA-blockingwindow film

the Federal Motor CarrierSafety administration now al-

lows the use of compliant windowfilms on big rigs to block uva rays,which have been linked to skin can-cer.

historically, the enforcementcommunity and the trucking indus-try have taken the position that nofilm is allowed on any commercialvehicle, according to the interna-tional Window film association, anonprofit group.

"The clarification represents in-formation that impacts millions oftruck drivers who drive many hoursat a stretch," says darrell Smith, ex-ecutive director of the iWfa. "ThefmcSa has agreed with the inter-national Window film associationthat the use of 'clear' window filmswith a minimum 70% visibility rat-ing installed on the front side win-dows is permitted."

The change follows numerous re-ports of higher-than-average ratesof skin cancer on the left side of theface and arm, according to a 2011article in the Journal of the ameri-can academy of dermatology. Thatarticle pointed to driver-side uvaexposure as a likely contributor tothe disease.

"Sadly, long-haul drivers havefaced skin cancer as 'one of the haz-ards of the job,' and we hope to helpchange that with this clarification,"says Smith.

Professionally installed windowfilm typically reduces exposure touv radiation by up to 99%, reducesglare, interior fading and hot spots,according to the group.

FMCSA proposes guidance for sleep apnea

the Federal Motor CarrierSafety administration is propos-

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21


See “LT News”

28

TNEWS ANDNEWS ANDINFORMATIONINFORMATION

ing tougher standards for sleep ap-nea evaluation. The agency is adopt-ing the recommendations of two ad-visory panels, one from the medicalcommunity and one representing in-dustry, enforcement, labor and safe-ty advocacy interests, for how medi-cal examiners should evaluate thecondition.

The panels say the agency shouldtell medical examiners that driverswith a body mass index of 35 ormore must be evaluated for sleepapnea. in a federal register noticeposted today, the agency asks forcomments on this and a number ofadditional recommendations con-cerning apnea screening, evaluationand treatment.

The recommendations will pro-vide guidance to examiners, but thepanels see this as an interim step

toward a comprehensive rule. The guidance includes conditions

which should trigger immediate dis-qualification of a driver, such asfalling asleep while driving or hav-ing a fatigue-related crash, pendingevaluation and treatment for sleepapnea. The examiner could approvea 60-day conditional card duringevaluation and treatment.

The two panels are the agency'smedical review board, a panel offive physicians who advise the agen-cy on medical issues, and the motorcarrier Safety advisory committee

The medical review board haslong been pushing stricter regulato-ry standards for sleep apnea. in2008 the board recommended that

the agency require all drivers to bescreened for obstructive sleep ap-nea, a significant change from thecurrent rules that do not explicitlyrequire testing and treatment.

The selection of a body mass in-dex of 35 as a trigger for screeningarose from research that showsbmi, a measurement of body fatbased on height and weight, is a pri-mary indicator that a person mayhave sleep apnea.

The higher the bmi, the greaterthe likelihood of sleep apnea. Thereare other indicators, such as middle

age and male gender, but bmiwould be an effective tool for medi-cal examiners to make the initialscreening, the board found.

examiners need a prescriptivebmi number, said benjamin hoff-man, chairman of the medical re-view board, at a conference last de-cember. a bmi of 35 is a reliable in-dicator of sleep apnea, he said.

members of the board say sleepapnea can lead to chronic fatigue,

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‘87 Pete 359, ‘78 Peer-less Trailer N14 15spd transPete, air ride, new drive tires, brakes90%, new drums, Vulcan V320 scales,good condition..................$30,000

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HEAVY DUTY TRAINING

FREE DOOR PRIZEENTRY

WHEN: FRIDAY - MAY 11, 2012SHOW HOURS: 10:00 AM - 2:00 PMWHERE: LONGVIEW FACILITY 1110 COLUMBIA BLVD. LONGVIEW, WA 98632

OUR LONGVIEW LOCATION IS

CELEBRATING 29 YEARS IN BUSINESS.

OPEN HOUSE CELEBRATION

in LONGVIEW, WA

steve greene, of north bend, Oregonshares this photo he took while work-ing for kbR in iraq. greene drove aspecially equipped armour-plated Vol-vo with a 600hp Volvo motor, 12-spdtransmission and oversize fifth-wheelfor a 3.5” kingping to pull a 65’lowebed. greene transported tanksand oversize equipment for the u.s.army. The approximate gross weightof truck, tank and trailer was 195,000pounds.

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LT News



See “LT News”

27

Talk aboutHEAVYHAULING!

which in turn causes performanceproblems such as slowed reactiontime, lapses of attention and dis-tractibility.

The crash risk for a person withsleep apnea is 242% greater than aperson without the disorder, accord-ing to charles czeisler, professor ofsleep medicine at harvard medicalSchool.

understanding of the problem isnot widespread in the trucking in-dustry, but awareness is growingand a number of carriers have im-plemented groundbreaking pro-grams to screen drivers for apneaand treat them if they have it.

Schneider national, for instance,has put in place a program that pro-duced a 30% reduction in crashrates and a 48% reduction in themedian cost of crashes. The kickerhas been a savings of $539 per driv-er per month in health care costs,according to senior safety vP donosterberg at a sleep apnea confer-ence in 2010.

Treatment for the disorder is typ-ically handled with a nighttimesleep-aid device that provides con-tinuous positive airway pressure,called cPaP for short.

Lowering truck speedcould increase safety

New research released thisweek by the federal motor car-

rier Safety administration confirmsthe safety benefits of using technolo-gy to electronically govern and limitthe top speed of commercial trucks.

The study team, which includedthe american Transportation re-search institute and the virginiaTech Transportation institute,found that "multiple analyses indi-cated a profound safety benefit for

trucks equipped with an active[speed limiter]."

data for the study was collectedfrom 20 carriers in calendar years2007, 2008 and 2009. The overallcrash rate for trucks without aspeed limiter was higher comparedto trucks equipped with an SL (16.4versus 11 crashes per 100 trucks peryear).

"domain research on the poten-tial downside of speed deviationsamong vehicles that could occur dueto the interaction of [speed limiter]-equipped vehicles and those without[speed limiters] seems to be far out-weighed by the significant safetybenefits associated with a reductionin absolute speed afforded by [speedlimiters]," the study says.

Six years ago, aTa petitionedfmcSa and the national highwayTraffic Safety administration tomandate the use of speed limiterson all commercial motor vehiclesmanufactured since 1992. "Thisstudy strengthens aTa's case andwe call on both agencies to swiftlymove forward with rulemakings toensure that these devices are re-quired on as many trucks as possi-ble," says aTa President billgraves.

Every little bit counts

Walmart takes air out of itspillows and shrinkwraps mp3

players rather than shipping themin huge cardboard boxes. averagempg has increased by 3% to 5%.

Peterbilt makes sabilitycontrol standard

the bendix esP full-stabilitysystem with automatic Traction

control becomes standard equip-ment in may 2012 on most Peterbiltmotors company's heavy-dutytrucks and tractors.

The bendix eSP full stability sys-tem works in conjunction with anti-lock braking Systems to maintainvehicle stability and help mitigaterollovers, jackknifing and loss-of-

control situations by selectively ap-plying brakes when excessive wheelslip or a critical stability thresholdis compromised.

"Stability control has long beenan option for our product lineup andwe are now advancing it to a stan-dard feature due to customer de-mand and our continuing focus onserving the industry by offering ve-hicles with uncompromising perfor-mance, reliability, efficiency andsafety," said bill kozek, Peterbiltgeneral manager and Paccar vicePresident.

The system is ideally suited forloads with a high center of gravity,such as mixer, dump and tanker ap-plications, and helps improve safeoperation across all vocations andindustry segments.

Landon Sproull, Peterbilt's chiefengineer, explained the systemworks by monitoring numerous ve-hicle parameters and automaticallymakes adjustments while account-ing for a wide range of road condi-tions.

"The system integrates and ana-lyzes input from sensors monitoringwheel speed, lateral acceleration,steering angle, brake pressure,weight distribution and yaw rate,"Sproull said. "When a potential sta-bility hazard is detected, the systemprovides near instantaneous correc-tion by selectively engaging brakesand accurately supplementing theoperator's actions throughout themaneuver."

The bendix eSP full-stability sys-tem will be standard on all class 8trucks and tractors with the excep-tion of the models 320 and 382.

Goodyear DuraSeal survives 367 punctures

Mid-america trucking showattendees last month drove 367

nail holes into a goodyear g394SST wide-base trailer tire at the tiremanufacturer's booth -- without anyimpact on tire inflation, according tothe company.

attendees punctured the tire us-ing goodyear's "duraSeal Popper," adevice that enables users to piercethe tread area of a tire by pullingdown on a handle. (The tire wasmounted on the duraSeal Popper,but not under a load at the time.)

"The results were eye-popping,"says Tim miller, marketing commu-nications manager, goodyear com-

mercial Tire Systems. duraSeal is a yellow, gel-like rub-

ber compound that instantly sealspunctures of up to 1/4-inch in diam-eter in the tread area of the tire. (itdoes not seal sidewall punctures.)as a nail enters the tire and reachesthe tire's inner liner, duraSeal im-mediately surrounds the punctureto seal the leak.

"if the nail is pulled out,duraSeal can instantly fill the holeand keep air from escaping," saidmiller. "People are amazed that atruck tire can seal itself."

Win a Kenworth T680test drive

kenworth is hosting a specialpromotion in the united States

that will award prize winners withan all-expenses paid trip for twopersons to the kenworth assemblyplant in chillicothe, ohio, to testdrive the new kenworth T680™ andtour the plant.

The three prize winners in the"kenworth T680 Test drive con-test" will be among the first to takethe wheel of the fuel-efficient T680,kenworth's most aerodynamic truckever, which was introduced at the2012 mid-america Trucking Show.

each prize winner and theirguest will receive two nights of hotelaccommodations aug. 8-9 in colum-bus, ohio; round-trip coach airfarefor two to columbus, ohio, from anymajor u.S. airports; and meals, air-port transfers and shuttle trans-portation to the kenworth - chilli-cothe plant.

no purchase is necessary to en-ter. The "T680 Test drive contest"is open to legal u.S. residents onlyin the 50 states and the district ofcolumbia. entrants must be 21years old or older. a valid commer-cial driver's License (cdL) is re-quired to drive the kenworth T680.only one entry per person allowed.The promotion ends June 30, 2012.no purchase is necessary to enter.The "T680 Test drive contest" isopen to legal u.S. residents only inthe 50 states and the district ofcolumbia. entrants must be 21years old or older. a valid commer-cial driver's License (cdL) is re-quired to drive the kenworth T680.only one entry per person allowed.The promotion ends June 30, 2012.for complete rules and details:www.kenworth.com/test-drive-con-test.aspx.

2001 Kenworth W900B,C15 500 Cat engine, 18spd, 8 air bagsusp., alum cab guard, 1978 Whit-Logtrailer w/electric scales.

$52,000 OBO

FOR SALE

1x2.75 Whit-Log

541-673-1166

2001 KW Long Hood,flat windshield, 550 Cat just inframed,18-spd, Jakes & brakesaver, super 40rears, on air ride, double lockers, air ridecab, all tires good, all alum. wheels, 8’6”bunks, 1997 General Trailer & bunks ............................................ $65,000

1x2.75 Mark Dukart

509-985-6977

FOR SALE

2004 Betterweigh, 4-axle,12-stake hayrack log trailer

Asking $20,000 Firm

FOR SALE

GML Trucking1x2.25

360-749-6707

2003 Whitlog LogTrailer, w/matching truck bunk andalum. cab guard, electric scales, 8 1/2bunks, push-up stake extensions, 2stage reach, 8 alum. wheels, good tires.

$15,000

FOR SALE

J. Bowers 1x3

541-290-0199

2 stage pole reach.................$1,100‘07 Flexmaster drop axle, completew/polished alum. rims, tires & fender kit.Excellent...............................$2,700‘07 Primax suspension & DSH 40, only16k miles, 325 ration rears, com-plete..................$5,700 will seperate

Kelso, WA

FOR SALE

Robers 1x1.75

360-430-0067

FILTERSAir • Fuel • Water • Oil • Hydraulic

Open Saturdays 8 a.m.- 1 p.m.Williams Oil Filter Service Co.1247 Puyallup Ave., Tacoma, WA 98421

(253) 627-8163Toll Free: 1-800-522-1250

Gates Hoses & FittingsLincoln Lubrication Equip.

Williams Oil Filter 1x2”

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23LT News


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Alpine Industrial LLC.................15American Alliance

Drug Testing...........................7Art’s Automotive........................14

CHS Inc.....................................21

DSU Peterbilt ............................11

Esley Truck Accessories ...........11

Forest Industry Network............20

General Trailer ...........................3

Knox-Douglas, Inc.......................6

L&M Truck Sales, Inc. .................6Lincoln Industrial Supply ...........17LKQ K.C. Truck Parts................24LKQ Wholesale Truck Parts......13Log Trucker Subs......................22

McCoy Freightliner......................9Miller Truck Salvage LLC..........12

Potter Webster Co ....................27Precision Alignment ..................16

Quality Diesel Parts ..................10

R&G Machining& Engine Parts .....................19

Radiator Supply House, Inc. .....10Roamin’ Mobile Scale Repair....12

Scheller Diesel Service .............14Skip’s Truck Repair, LLC...........16St. Johns Truck & Equipment......8

Tim Morgan Insurance ..............11

United Gear.................................9

Washington Truck Rebuilders ...18Washington Truck Wreckers .......5Whit-Log, Inc...............................4Williams Oil Filter ......................24

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TRUCKPARTSLLKKQQ KKCC

800 Numbers for WASHINGTON, OREGON, IDAHO, MONTANA • WE HAVE WHAT YOU NEED - CALL US!!

2007 KW T800, ISX 530, RTLO 18918B,46-170’s dbl lockers 4.10 ......PARTING OUT

2007 KW T800B Day Cab, ISX 530,RTLO18918B, D46-170 Neway HPW,lockers 4.10 ratio................PARTING OUT

2006 KW T800, C-15 ACERT, RTLO18918B, 46K rears with lockers, Neway ................................................PARTING OUT

1998 IH 2574, M-11 plus Cummins, 18-speed, 18K front axle, spreader dump box,169,000 miles...........SELLING COMPLETE

2007 Peterbilt Day Cab, C-15 Cat,RTLO 18918B, 46K rears on Air Trac..........................................PARTING OUT

2007 KW T800B Day Cab, ISX 530,RTLO18918B, T69-170/lockers tri-drive,Hend. Primax 4.30 ratio.......PARTING OUT

NAPAVINE, WA.(360) 736-3344(800) 622-5170183 STATE HWY. 508

SPOKANE, WA.(509) 536-8499(800) 622-5171

1100 N. HOWE

BILLINGS,MT(406) 652-7616(877) 622-516910148 RUDIO RD.www.kctruckparts.com

24

2006 T-800, 475 Cat motor,18spd trans, Hendrickson drop axle, 46kdouble locking rears, Hendrickson Pri-max rear air susp., and 14.6k front axle,all alum. wheels, truck and trailer. Peer-less log gear with 8’6” bunks, two stagereach, out board drums, and pump forpup trailer, one owner operator truck,very well maintained w/all maintanencerecords, tires all Michelen, 11.22, 5 tires,tire tread on truck is about 75%, askingprice for full outfit ready to work is

$90,000 Truck & Trailerwill be avail in mid May 2012, call forinformation,

360-393-7292 or night 360-592-2642

FOR SALE

1x5.5 Bill Zender

WWAANNTT TTOO BBUUYYKT and KTA Cummins engines,also trucks with KT or KTA engines,any condition, running or not.

We will pick up and PAY CASH501-834-3425

Fax: 501-835-6505

Mike Davison 1x1”

Auto RepeatDO NOT CALL!!!

1991 Peterbilt, 3406C,15spd, 2spd Eaton rearends, air ride,Whit-Log gear w/8’6” bunks, VulcanScales, q/c to 5th wheel, very clean.

$28,500

FOR SALE

1x2.75 Parton

509-433-1891

1988 Kenworth W900B,Cat 3406, 425hp, ATA air glide susp., nicerubber, ten alum. weels, also have 1966Peerless log trailer to go with it w/elec-tronic scales............$10,500 OBO

FOR SALE

Reynolds1x2.75

541-409-4142

DON’T FORGET !��

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May 2012

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