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Future vision

with this month’s edition we begin our 50thyear of publishing loggers World. the very

first edition appeared in october of 1964 with theeditorial coverage being for and about loggers.the end of november, will mark 25 years sincemy late wife and i purchased the publicationsfrom Jean and Finley hays.

Finley used to smile when recalling the issuesof the day he’d covered and how many of those is-sues continued present times: length of contracts,pay, cost of doing business, cost of entering thebusiness, safety and finding a capable crew.

of those pressing issues the greatest area ofconcern revolves around tomorrow’s contractorsand tomorrow’s work force.

tomorrow’s work force comes up with everycontractor we’ve seen over the past 20 years inparticular. the american loggers Council, thePacific logging Congress (PlC), and other stateassociations aggressively work to put informationin the hands of recent high school graduates toexpose them to a career in logging. “this is my of-fice” DVD produced by the Pacific Forest Founda-tion (a part of the PlC) and available through thePlC (www.pacificforestfoundation.org) is a greatintroduction to the jobs available in our industry.

When we’ve talked with different researchers,industry and media, and everyone has their ownslant on ways to increase interest in logging as aprofession from better training, to more publicity,all of which are worthwhile. But the issues thataffect our potential work force are similar to otherenterprises, not the least of which is the changingdemographics of our youth. one could drone onover the many factors in play there, again manyof which are perfectly valid, just as they werewhen we “Baby Boomers” entered the work forcein the 60s and 70s, but that point in time manypeople from a varied backgrounds began loggingfor two reasons: 1) opportunity and 2) Pay. the

job came with risks,hard work was guaran-teed, but if you weregood at what you didyou could make a lot ofmoney, and for a con-tractor, the rewardswere commensuratewith the risk.

What is missing intoday’s business is thatbalance of reward vs.risk. as with any other

enterprise, where rewards are high, you’ll havethe greatest draw... no different than in forestry,manufacturing, or sales. if you’re an investor, wewonder if you’re paying attention to each area ofa company’s supply, manufacturing, and distribu-tion system, and if you are, what’s the weakestlink in that chain, and what that means to futuresupplies and profits?

nah, vision is difficult, let’s just continue kick-ing the can down the road, oh, i’d meant kickingthe can up the hill.

Kicking the can down the road

while much of america (and the world forthat matter) is demonstrably content to “got

along and get along,” business, rather they belarge corporations or small contractors, in partic-ular requires a plan, a vision, and anticipation ofthe immediate and long term future. Complacen-cy in business is linked to obsolescence, and even-tual failure. one of the chief drivers, and benefits,in the world of capitalism is competition to dothings better, more efficiently, finding a betterway, building the better mouse trap.

Procrastination is a luxury you cannot longsurvive. While planning and preparation is criti-cal to survive in business, you have to actuallyperform and perform well, or you will be left inthe dust of history.

a large part of our success throughout historycomes from our being both competitive and want-ing to improve our place in life, which has beenthe case until the past few decades where we’vedemonstrably shifted our focus from the pursuitof excellence, where hard work and innovationare the road to success, to celebrating the “wiseguy” whose interest in bilking and milking the“system,” that historically seen as a drag on soci-ety, today enjoys a degree of admiration, whichmany wish to emulate, as the “free lunch” toquick wealth and happiness.

We think that roots of this mind-set werebased in the late 60s-early 70s with we Baby-Boomers who, as a generation, were overly in-dulged by our parents who’d suffered through thegreat Depression and World War ii and were de-termined to pass on the guiding principles they’dlearned in life with some notable exceptions totheir own upbringing:

1) Competition should be downplayed. We areall born equal, competition made some feel lessequal.

2) hard work was an old notion. Do your bestbut it was ok if your best was just good enough toget by.

3) you are entitled to a good living, regardlessof your efforts.

4) it is more important that you feel good aboutyourself.

5) We are all individuals, what we want ismore important than any group.

6) Politics should be ignored. they do not mat-ter.

7) there is no right or wrong, it is all relativeto the moment.

essentially what on the surface appeared to bea more humane and urbane way of giving thenext generation “more” than previous genera-tions, we demonstrably removed half of our his-toric foundation, eroding the cornerstone of ourenduring success.

granted, it took a while to really feel the fullimpact of this folly, as many of the “Boomers”eased their way into the public policy debate, aslegislators, educators, and bureaucrats, our for-mer sense of responsibility and accountabilitygradually eroding from the family through gov-ernment.

overall we “boomers” indulged ourselves, andour own “uniqueness” at the expense of our off-spring who’ve largely been left to raise them-selves in front of the television, and video games,responsible for nothing and accountable to no one.

the disastrously flawed principles outlinedabove have ill prepared our offspring for theworld in which we actually live, leaving insteadthe past two generations largely set adrift onprinciples whose foundation is set in sand ratherthan bedrock.

1) the world is a competitive place, and thosebest prepared prosper while the rest are left whatis given to them. ask the Chinese, the Japanese,

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2

(continued on Page 23)

See “From the Stump”

51

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

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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

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changes to:

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

Starts on Page 2 of Loggers World

FRom The STump – by Mike Crouse

POwered uPMarShall ForeStry, llC • Kettle FallS, Wa

reader PhOtOsNW TruCkers sHoW oFF THeir Big Logs

You CAn neveR go home AgAin

the driVer’s seatChriS Knighten • tri City, oregon

lOg trucker News

adVertisers iNdex

22

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44

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by Mike Crouse, Publisher

Kicking the CanDown the Road

From the stump...

COVER PHOTO: THERE’s nO sTOPPing Marshall Forestry. Not onlydo they log with high-production efficiency, but their trucks are also pow-ered to haul with minimal strain to both equipment and drivers.

See “Powered Up” on Page 4

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maRsHall

FOREsTRy, llCKETTlE Falls,wasHingTOn

by darin burt

ask Josh marshall about thesuccess of his company and he’ll

humbly state that his success hasnothing to do with him.

“i just get great equipment andgreat guys, and then just get out oftheir way,” says Josh, 43, co-ownerwith wife gina of Marshall Forestryin Kettle Falls, Washington in thenortheastern panhandle of the state.

“i don’t micromanage and rarelytell anyone what to do, and when ido, i ask. a lot of my guys have beenlogging and trucking for 30 years, sothey know what to do. they don’tneed me telling them how to log.”

“We just do it the best way wecan today with the best guys,” addsJosh, who estimates that his crewharvests 25 million board feet perseason. “i truly believe that our

guys are giving us their all.”to drive around parts of this

area, you’d think it was more desertterrain than timberland, but thetrees are there, and Marshall takesfull advantage of the work with log-ging, hauling and road construction.in business since 2006, they run two

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4


See “Marshall”

49

POWERED UP

ground-based skidder logging sidesand run a fleet of nine loggingtrucks (seven conventional, one ofwhich quick changes to pull lowboy,and two mule train.), working pri-marily for Boise Cascade, VaagenBrothers lumber and the State ofWashington.

Josh originally worked as aforester for Boise Cascade aftergraduating from Washington StateUniversity with a degree in naturalresource Management. in 2006,when Boise Cascade sold out all oftheir timberland, Josh got togetherwith his brother Casey and brotherin-law rich Peterson and formedtheir own little logging outfit with a518 grapple skidder, pull-throughdelimber and a self-loader loggingtruck. Josh and Casey operatedequipment and rich hauled the logs.rich eventually went to work foravista Utilities to take advantage ofthe steady work and benefits, butJosh still compliments him on beingthe best truck driver in northeast-ern Washington. “he was the alphaof all alphas,” Josh says.

“We borrowed $60,000 from gi-na’s grand dad to get going. therewas no goal for the company. it’s thesame as it is today, which is one dayat a time,” Josh says.

“this business is so up and downthat you’re on top of the world oneday and two weeks later you’re inthe pit losing money,” he adds.

But don’t take that to mean thatthis isn’t a successful company withdrive and ambition. MarshallForestry has grown with demand -or lack thereof. “getting bigger wasnever a goal,” Josh says. “in 2008when housing market crashed andtimber prices went to all-time low,all the private ground dried up. allwe were doing as a small company

was logging private ground so wehad a choice - we were either goingto quit logging or we were going togo big and production and log cheapin order to survive.”

it didn’t happen overnight, butwithin a year Marshall went fromhand falling to buying a fellerbunch-er, processor, grapple cat and logloader. With increased production,

they sold the self-loader and boughta couple of logging trucks.

“our trucks have followed ourproduction,” Josh says. “We wentfrom two loads a day to four loads aday, and the self-loader was keepingup, but he was killing himself try-

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JOsH and gina maRsHall,co-owners of marshall Forestry.

Marshall

(continued from Page 4)


See “Marshall”

5 48

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miKE buTlER is THE lEad dRiVER for marshall Forestry. He’s beenhauling logs for 15 years around the Colville, washington area. “Joshstole me away from Tarbert logging,” butler jokes. “we’re kind oflike the outlaws --- we’re the little-big company. i’m from a family of“coasters’; they think i’m crazy over here.”

dRiVER andy baKER gets set to secure his load. baker has beenwith marshall four years and has been driving Peterbilts the entiretime. before joining marshall, baker was a licensed well driller.

alan RObERTsOn “rookie truck driver” of 34 years of log haulingand highway trucking. Robertson has always been a hired driver,having worked for burya logging and Tiger Trucking. “my dad hadhis own trucks and i started out when i was 19. i got it in my blood,”he says. “i like the adventure and being outdoors and not beinglocked up in an inside job.”

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46

ing. then there were six loads a dayand we needed two or three trucks.now, we produce 18 to 20 loads aday, so we have continued to addtrucks to follow the logging.”

the Marshall fleet is great look-ing and well maintained with mod-els in the 1999 to 2005 range.“that’s the sweet spot in trucks,”Josh remarks. “it’s pre-emissions,but you have as many amenities andergonomics for the drives that youcan get.”

When Marshall specs a truck, hewants a Cat Motor, 18-speed trans-mission, double lockers on leaf sus-pension. in his opinion, mileage isn’tas important as knowing the back-ground of the truck. “there aredrivers than can ruin a truck in100,000 miles and then there’s oldguys who have babied their truckfor years and it might have a millionmiles on it,” Josh says. in fact, thereare four trucks in the Marshall fleetwith that are still running strong af-ter the million-mile mark. “i don’tplan on replacing the trucks thatwe’ve got.”

one of the most important ele-ments to Marshall is that his trucksare churning out the horsepower.Most are between 600-800hp. Butit’s not all about power.

“high performance trucks bringhigh-performance drivers - guysthat can maintain their own trucksand not tear them up, and theyknow when to get on the gas andwhen not to go fast,” Josh pointsout.

Some might contend that morehorsepower equates to better fuelmileage, but that’s not really whatJosh is after. “there’s definitely bet-ter fuel mileage if you drive it prop-erly, but in a 12 hour day it onlytakes 10 minutes of a heavy foot toruin that,” he says. “if my guys needto pass somebody on the pass, iwant them to be able to do it. Whenyou’re on a haul like we are now,where there are three passes be-tween the landing and the mill,they’re home an hour early. at theend of the week, that’s five hoursthat they got to spend with theirfamily, where if they were driving a

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Hauling THE lasT lOadOF THE day from marshall’sjob site near Conconully innorth-central washington.The trip to Colville will takethe 1999 Peterbilt over threepasses, and its Cat 550hpmotor will make easy workof the climbs.

8


See “Marshall”

Marshall

(continued from Page5)

45

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truck with 425hp they wouldn’t bethere.”

“We’re not especially looking for

the truck to make more money;we’re looking to have a happy driv-er,” Josh adds. “a happy drivertakes care of his truck, and a happydriver is more apt to get an extraload when you ask him to. he’s more

likely to spend more time in a truckof which he’s proud.”

in terms of maintenance, theMarshall trucks see the standard oilchange intervals and are greasedregularly on the weekends. the one

thing they do differently than mostis to go through the trucks top tobottom during the downtime of

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JOsH maRsHall’s Fa-VORiTE TRuCK the 2005 Pe-terbilt that he found online inalaska and had shippedhome. “i buy stuff on the spotand i know when it’s a gooddeal,” he says. “i paid $65,000for the truck and it has 300,00miles on it and it is a gem.”

10

Marshall



See “Marshall”

43

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1994 Kw T800 wiTH wHiT-lOg gEaR, b-model cat mo-tor, 15-speed, 46’s with springover beam suspension.

JOE COnKlin, of KettleFalls, is a seasoned hireddriver, having hauled logsfor 22 years. He pilots a2004 Kenworth with a pow-erful 800hp motor. “itmakes the trips go easier,”says Conklin. “Josh hasalways had nice trucksand it’s nice to have atruck that you don’t haveto work on all the time.”

42

alEx baRnHaRT, from Colville, has been with marshall since justthis past summer, although he’s got 18 years of trucking experi-ence; 10 of those behind the wheel of a logging truck. “i like thisthe best because i like being out in the wood,” says alex who hasdriven everything from highway to dump trucks.

spring break up.“We fix every single thing that’s

wrong with the truck; it basicallygets rebuilt so that we start fresh atthe beginning of the season,” Johnsays.

“it takes a year or two to getcaught up on a used truck. you can’tbuy a used truck and then put an-other 20 grand into it just to makeeverybody happy. We start slowlyand within a few years we have atruck that’s completely rebuilt,”Josh adds. “once you get to thatpoint they’re easy to maintain.”

Without a shop crew, Marshallrelies on their drivers to do the lightmaintenance on the trucks. asidefrom hauling for 33%, the driversare compensated for their shop time,especially when it’s a bigger repair.Most of the larger repairs, such asmotor and tranny work, Marshallsends out to gopher’s Diesel repairin Colville.

the road building side is literallya one-man show with Shane Crookspioneering 20 to 30 miles of woodsroad a year.

“(By building our roads) we knowthat the road will be built on timewhen we get there. there are awhole bunch of little things thatwhen you’re logging and road build-ing together you can make moneyon. With right of way trees, for in-stance, if we were a dedicated roadbuilding side, we’d have to manufac-ture all the logs and figure out howto get them to the mill. Since we’redoing to the logging, and come inright behind, we can push trees overand leave them in the ditch, thenour logging side comes through andmanufactures them,” Josh explains,adding that when it comes to bid-ding on a job, being able to offerboth services is obviously very ap-pealing.

With so much trust in his employ-ees, Josh has time to devote more of

his time to other side ventures suchas buying and flipping trucks andequipment. Sometimes, he evenfinds a good deal for himself. his2005 Peterbilt is a perfect example.

“it was sitting in alaska and ev-eryone was petrified of it because ofthe unknown and having to get itback home. the owner got 30 phonecalls from everyone who has seen itin the log trucker. they were kick-ing tires and taking their time, but icalled him and bought it that day,”Josh tells. “i buy stuff on the spotand i know when it’s a good deal. intwo hours, gina had the truckshipped to Seattle for $1,700. i paid$65,000 for the truck and it has300,00 miles on it and it is a gem.”

“i’ve done it long enough, and i’vebought enough that i know the aver-ages. two out of three purchasesturn out great. one is going to bebad, and you’re going to take yourlumps,” he adds.

Searching internet auctions isone way that Josh finds overlookeddeals. one of his best scores was a$70,000 timbco that he picked upfor $16,000.

Whether it is a used truck orpiece of equipment somewhere inthe wilds of alaska or closer tohome, Josh says the secret to get-ting a good deal is being ready topull the trigger. “great deals leavethat day; on Craigslist, it can begone in an hour,” he says. “every-thing has a value and you’ve got toknow what it’s worth. if i can assessa 15-20% risk factor, i knowwhether to pull the trigger or not. ifyou can do that every single day, allyear long, you’re going to makesome good buys.”

“Josh is very aggressive. he’s upat two in the morning working onthe computer looking for deals andthinking and planning,” gina says.

“We’re on offense all the time,”Josh responds. “We focus on todayand tackle tomorrow when it getshere. So far that has worked for us.”

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12

Marshall


41

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“iT was a CHORE getting that big dude loaded,” says Chad smith,of logger mountain F Enterprises. The timber that came from the2012 chips fire area near Chester, California, had a net scale 8180Ft.it was loaded with a 325d Cat heel boom and hauled by Trevorsmith, of John smith Trucking, out of Cedar Ridge, Ca.

dRiVER daVE HORslEy, Canyon Construction, with a load forwashington dnR headed for simpson longview.

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OREgOn TRail TRansPORT’s2000 PETERbilT with some nicelogs from Kellerman loggingheading for Pilot Rock, Oregon.

waynE sTOnE lOgging, sandy, Oregon,with a load out of burntwoods, Oregon.

14 39

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ROgER lOng, who is leased to atlantic & Pacific Freightways, ofVancouver, washington, was proud to haul this six-log load fromgreen-up logging near Vernonia, Oregon. i was over weight.

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gRanT Hays PiCKEd uP a big lOad out of the mt.ashland ski area parking lot. dave noble of south bayTimber handled the loading chores with a 966 loader.

38

by sherrie bond

at one time or another all ofus have listened to someone

“cry poor”, then continue to spendmoney like a “drunken sailor onshore leave” (no offense to sailorsdrunk or sober ~ simply a figure ofspeech)! My generation seems toexist within the era of credit cardenticement by mega-banks operat-ing under the illusion of wavingmagic wands and fulfilling your ev-ery desire in the blink of an eye or,more realistically, in the swipe of acard.

i was raised by parents who sur-vived the great Depression by theskin of their teeth, strong backsand a will to survive. By no meansdid they come out of the Depressionunscathed. the financial devasta-tion across america was burned inthe brains of those who survived itand finances weren’t taken lightlyfrom then on. When they married,my Dad was a twenty-one year oldlogger and my Mother was a “schoolgirl” sixteen years old (as docu-mented on their application for amarriage license.) they watchedtheir pennies, saved every nickelthey could manage, repaired what

was broken, made-do with whatthey had and dreamed of a daywhen life would be a little easier tomanage. of course they were partof the pre-credit card generation.their behavior was commonplace inour little logging town and the ma-jority of us “kids” had no idea wewere “poor” because nearly every-one else in our town was in thesame boat. it was our “normal”.Sure there were a few people whowere considered well off in ourtown. those with “regular” jobs andsteady income compared to us. ourtown was nestled in the shadow ofthe Cascades and a “good year” wasone allowing six months work be-fore the snowfall and gettingthrough fire season without a blazeor prolonged hoot-owling. therewere a handful good sized loggingand trucking outfits in those days,but they weren’t the majority andthey didn’t live much differentlythan the rest of us (again a reflec-tion of hard time lessons learned inthe 30s). life wasn’t “easy”, but itwas simple; who would haveguessed the complexities that lieahead.

Because this was pre-tV weweren’t tantalized by advertisingbent on whetting our appetites for a

new this or that, the latest andgreatest or really much exposure tothe city life and tantalizing adven-tures rumored to be found there.three major mailings occurred eachyear with the arrival of Sears cata-log and its bonus Christmas ver-sion, aptly called the Wish Book.the big trip-to-town in the Fall hadto do with heading to Mt. Vernonand Sedro Woolley for schoolclothes (purchased with money weearned picking strawberries orbabysitting). otherwise, there wasthe excitement of heading to Wool-ley every month for groceries andmaybe a little “window shopping”and a small soft ice cream cone atthe drive-in by Sedro Woolley autoParts! Man, we were in tall cottonfor sure! of course trips “to town”became few and far between withthe advent of albert’s “super” mar-ket on hwy 20 east. times werechanging.

Soon the introduction of tV al-lowed us to view the world, but itcreated madness on Madison av-enue and changed life as we knewit. the world was at our fingertipsand the attitude of “taking care ofthe pennies and the dollars wouldtake care of themselves” was lost inthe stampede. Wishes became

must-haves and before long wadinginto the pond became swimmingagainst the riptide. Keeping upwith the Jones gave way to “one-ups-men-ship” and soon lifestylesfor many were nothing more thanthe storefronts at Universal Studio… a cardboard prop, all hat and nocattle.

of course, the more you spentthe more tax revenue you produced.the greater the revenue, the moregovernment pissed away and herewe are today … neck deep in deficitwith the maniacs running the asy-lum and no end in sight. today’sleadership has never learned thebasics of survival (the lessons welearned by example of the greatDepression), they think “govern-ment revenue” (that’s us-to-them)is an “entitlement” and a neverending source. if they see mud inthe bucket and the well runningdry, they ramp up another tax. aprime example is governor Jay in-slee’s quest for a ten-cent increasein gas tax. Biding his time until theheat of last Session and last Ses-sion’s extra Session cooled, he haskept his head low, gathering his in-

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16


See “Bond”

37

YOU CAN NEVER GO HOME AGAIN

ner-circle, doping them up with adouble digit increase in salary untilthey are drunk on love and ready todo whatever he asks. We live in aworld of smoke and mirrors. thisfarce is played out time and againnationwide. Whether it’s agencystooges deceiving CongressionalCommittees, walking out of hear-ings or refusing to testify, withoutpublic intervention, this plague willspread. i miss the days of trustingin someone’s word, ethics and hon-or being commonplace or graft and

corruption associated with crimi-nals not elected leaders.

this isn’t a case of longing forthe days of my youth when we allliked ike, there was a chicken in ev-ery pot, when roy rogers won thewest, people throughout texas won-dered ‘who was that masked man’or when Captain Puget sailed theSound. it’s a slippery slope onwhich we stand and day by day weare losing our grip.

america is listing and unless thestrong can tilt her back to squareand lock her down, it won’t matterwhether the fraudulence comes inthe form of local, state or federalcons, we will continue to be con-

trolled by dishonest liars andcheats able to look anyteleprompter in the eye and swearyou are hearing the truth, thewhole truth and nothing but . . .

the old adage that “you can nev-er go home again” rings true moretoday than ever before in our histo-ry. it’s not so much about goingback as it is about moving forwardwithout a stumble or even worse, afall.

(Sherrie Bond serves as Directorof the northwest log truckers’ Co-operative. She can be reached viaemail at [email protected])

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36

Advertise yourtruck in this space

Call Kevin at800-462-8283

for only $70

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for only $70Call

800-462-8283

by darin burt

chris knighten, 31, was work-ing as a maintenance man at

Seven Feathers Casino when he de-cided to take a ride on his day offwith his uncle who drove loggingtruck for David Penegor, out of eu-gene, oregon.

“Being out in the woods and beingin the truck, i decided it was mygoal then to get into a loggingtruck,” Knighten says. “My grandpawas a yarder engineer for huffman& Wright, and my dad has alwaysdone general contracting work outin the woods, so i grew up in thewoods running around on jobs withthem.”

of course, there’s a lot of jobs thatKnighten could have done in the for-est industry. So why trucking?

“Because i wanted to sit on mybutt all day and not have to workvery hard,” he says sarcastically.“honestly, i really like driving andbeing able to get out and see thecountryside and not being stuck in abuilding in one spot day in and dayout.”

not having experience as behindthe wheel, sought out the basicskills at the truck driving programat Umpqua Community College. the

six-week class taught the funda-mentals of truck driving, mainly asit pertains to hauling with a dry vanon the highway, in preparation fortaking the CDl test.

once Knighten earned his CDl,he bugged graf logging and Col-lette Construction about a job. Col-lette threw him into a dump truck,and he was able to get his feet wet,on a dam building project. eventual-ly, a logging truck came available atgraf, and Knighten was hired on.the truck he started out in was a1979 Peterbilt 379.

“it was a good truck to learn inbecause it taught me that whensomething is wrong under the hoodor wherever to go looking for it andtaught me some basics on fixingthings out on the road,” Knightensays.

Dealing with life in the woodscame natural to Knighten, but ittook a bit more experience to get thehang of driving on gravel roadswithout chewing up tires or theroad. “i listened to people who’vebeen driving for a while and i’ve gotit down good now,” he says. “youdon’t want to keep your foot in it allthe time. it depends on the road,but you feather it and know how touse your rPMs and your speed to

keep rolling smooth without washboarding.”

another lesson was how to drivein the snow, which Southern oregonsees plenty of, without ending up inthe ditch. “i’ve come into a cornerand not taken it high enough andslid into the ditch and had to havethe Cat come along and yard meout,” Knighten admits. “you only dothat once or twice.”

“log trucking definitely isn’t likedriving up and down the highway,”he adds. “i’ve never thought of it asreally dangerous; you just have totake your time, pay attention and

decide what works best for you.”When work slowed down, and he

was laid of at graf, Knighten gotword from his cousin, who worked inthe office at thomas ireland, inc,that the company was looking fordrivers. he filled out an application,not expecting much to happen, butwithin a few days he was goingthrough orientation and getting thekeys to a truck.

again, as they often do, workeventually slowed, but his uncle was

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18


See “Knighton”

35

THE DRIVER’S SEAT:

CHRIS KNIGHTON • TRI CITY, OREGON

THOmas iREland dRiVERCHRis KnigHTEn knows thekeys to being a valuablemember of the team is to“represent the company well,be respectful and make thecustomers want you back.”

now hauling over the road, andKnighten decided to take a leave ofabsence and give flatbedding a try.

“that lasted about two weeks.Jeff ireland put me back in a truckand i haven’t left since,” Knightensays, adding that flatbedding wasall about sitting around waiting fora load, being away from home andfamily and just wasn’t for him.

“Working for ireland is great,”says Knighten, who’s been with thecompany since 2006. “they keep meworking and in great equipment.they have a great maintenance pro-gram, they pay well and are one ofthe biggest outfits in Southern ore-gon.”

Knighten drives a 2012 Kenwortht800 with Whit-log trailer andhauls primarily for r&r King log-

ging, huffman & Wright, Millertimber and Cascade thinning.

“it’s great. i get to see all kinds ofcountry,” Knighten says. “i like be-

ing able to bounce around. if i getbored with a job, i can tell dispatchand she’ll send me somewhere elseor move me around to different

jobs.”Whichever job he’s on, Knighten

understands that the job of a hireddriver is to “represent the company

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KnigHTEn dRiVEs a 2012 KEnwORTH T800 with whit-log trailer and hauls primarily for R&R King logging,Huffman & wright, miller Timber and Cascade Thinning.

Knighton


34

Bill opposing increase inFET on new heavy-dutytrucks applauded

legislation was introduced inthe house of representatives oppos-ing increases in the 12 percent fed-eral excise tax (Fet) on new heavy-duty trucks and trailers and encour-aging Congress to review the nega-tive impacts of the existing tax.

the bi-partisan legislation, houseConcurrent resolution 52, was in-troduced by representatives reidribble, r-Wis.) and tim Walz, D-Minn.

the bill noted that increasing theFet would significantly increasethe cost of new heavy-duty trucksand keep “older, less environmental-ly clean and less fuel-economicalheavy-duty trucks in service longer.”

the bill also cited a 2010 nation-al academy of Sciences report whichsaid fuel economy rules will add anaverage of $10,000 to $15,000 to theprice of new, heavy-duty trucks.

the legislation added that com-bined, regulatory mandates govern-ing emissions and fuel efficiency add$30,000 on average to the cost of anew truck and results in an addi-tional $3,600 federal excise tax.

the bill said lane departure, sta-bility and similar technologieswould be slowed in the Fet were in-creased.

the response was immediatefrom the trucking industry.

the truck renting and leasingassociation (trala) said it sup-ported the bill as part of its “ongoingefforts to prevent unnecessary feder-

al mandates that further increasethe cost of purchasing and leasingtrucks and trailers.”

Further, it said that it “supportsa robust, well-funded highwaytrust Fund (htF), the Fet ontrucks and trailers is an ineffectiveand volatile means of funding thehtF.

“the availability of Fet moniesto fund the highway trust Fund isclosely tied to the economy and cy-cles in truck and trailer purchasing.this results in an unpredictableflow of funds into the htF, which isdetrimental to many road andbridge construction planning pro-cesses.”

the american truck Dealers(atD) and a Massachusetts interna-tional and Ford truck dealer issuedthe following statement:

“the existing 12 percent levy onheavy duty trucks is already thehighest excise tax imposed byCongress on a percentage basis. theFet adds thousands of dollars to acommercial truck that already costswell over $100,000. With a highway

bill and comprehensive tax reformon the agenda in Washington, h.Con. res. 52 sends a clear messageto Congress that hiking the Fet oncommercial trucks should not be onthe table. Since all the heavy-dutytrucks sold in the U.S. in 2012 weremanufactured in north america, in-creasing the Fet would hurt the3.65 million americans employed inthe selling, servicing, manufactur-ing and operating of these vehicles.atD applauds the leadership ofrepresentatives ribble and Walz tofight against increasing this tax.”

ribble added that “the federalexcise tax deters business ownersand other employers from purchas-ing some of the safest, cleanest andmost fuel-efficient trucks availabletoday. i hope my colleagues willagree that this tax should not be in-creased.”

Walz said that “the trucking in-dustry creates good-paying ameri-can jobs for countless folks across

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See “LT News”

2008 Kenworth W900LLog Truck, *�� !%�#�� (&��!�&��)!��#�'��!�'��)""�#'� ��%��(&�##,�� !�� &��&�#�'� *�!$� �&'�� #��&�� '$#�')'%�� "�!�'��&��(�'��%��!�� *�(��!$('�$��&$"��$105,000

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TNEWS ANDNEWS ANDINFORMATIONINFORMATION

20

this country. increasing this taxwould further discourage hardwork-ing business owners from purchas-ing new trucks that are safer, moreefficient and better for our environ-ment. at a time when our economyis still continuing to recover, weshould be doing all we can to ensurebusinesses have the tools they needto be successful, instead of creatingroadblocks to their growth.”

Hours of service, brakesbig players in roadcheckinspection blitz violations

Commercial vehicle inspectorsacross north america completed73,023 truck and bus inspectionsduring 72 hours of roadcheck 2013,the annual enforcement and safetyoutreach campaign carried out bythe members of the Commercial Ve-hicle Safety alliance.

of those inspections, a total of47,771 were north american Stan-dard level i inspections—the mostcomprehensive roadside inspection,in which vehicles and drivers are as-sessed for violations of federal, stateor Canadian provincial safety regu-lations. other inspections conductedwere vehicle-only or driver-only in-spections.

of level i inspections conductedin Canada and the U.S., 24.1% werefound with out-of-Service viola-tions. there were a total of 71,630driver inspections, including those

conducted during level i inspec-tions, from which 4.3% were foundwith ooS violations. there were899 seatbelt violations issued.

Cargo securement related viola-tions represented 11.7% of all ooSviolations issued during the event,down slightly from 12.3% in 2012.although this equates to only oneout of every 50 vehicles inspected,loss of a load by a commercial truckis always a severe risk to safety. in-spectors always watch for signs ofimproperly secured loads such as in-adequate number of tie downs, dam-aged webbing or chain, and otherload securement violations.

Brakes routinely stand out in themix of ooS violations issued duringroadcheck. this year, 49.6% of vehi-cle ooS violations were related tobrake adjustment and other brakesystem violations. additionally, per-formance based brake testers orPBBts were used during roadcheck2013. nine U.S. states and oneCanadian province are equippedwith PBBt systems for enforcementuse. of the 287 enforcement inspec-tions conducted with a PBBt, 36 ve-hicles or 12.5% were found withoverall braking efficiency below theminimum required by U.S. regula-tion and the north american Stan-dard ooS Criteria.

CVSa estimates that over 10,000CVSa and FMCSa inspectors par-ticipated at approximately 2,500 lo-cations across north america dur-ing this year’s roadcheck. on an an-nual basis, nearly 4 million inspec-

tions are conducted across the conti-nent.

Mobile device helps withcompliance

J. J. keller & associates inc.recently unveiled the Compliancetablet, a mobile device with Keller’spatented e-log technology built in.the Compliance tablet offers fleetmanagers a simple, one-step optionfor making the transition to e-logs.the device will be available oct. 1.

the Compliance tablet is a 7-inch Samsung galaxy tab 2 that ispre-loaded with J. J. Keller Mobileapplications. approximately the sizeof a typical paper log book, the Com-pliance tablet features a simple, us-er-friendly interface designed to en-able drivers to input hours-of-ser-vice information quickly and easily.

a pre-programmed roadside in-spection mode displays only the lastseven days of logs, allowing driversto simply hand the tablet to enforce-ment officers with no security con-cerns. the tablet is “locked down” tokeep drivers from loading non-ap-proved applications, and is also de-signed to become inoperable whilethe vehicle is in motion. all programenhancements such as hoS regula-tory changes are done through auto-matic updates and never requirehardware swap-outs.

For fleets who prefer to utilizetheir own (or their drivers’) smart-phones or tablets, Keller also offersa “ByoD” (Bring your own Device)option. J. J. Keller Mobile applica-

tions are compatible with over 40android devices, and communicatewith Keller’s elD/eoBr in thesame seamless manner. Customerscan use the ByoD option exclusive-ly, or may choose to utilize a mix-ture of Compliance tablets and oth-er mobile devices within the samefleet.

J. J. Keller Mobile applicationswork with Keller’s gen ii elD/eo-Br, which installs easily into virtu-ally any commercial motor vehicleand is compatible with all vehicleclasses. Data from the elD/eoBris instantly transferred to the cloud-based encompass back office sys-tem, so fleet managers can view, re-port, track and analyze compliancelevels.

UW study finds half distracted drivers aretexting

in washington state's firststudy to examine driver use of elec-tronic devices, UW investigatorssaw that more than 8 percent ofdrivers were engaging with such de-vices behind the wheel, higher thanpreviously estimated. among thosedriving distracted, nearly half (45percent) were observed texting.

the study looked at the behaviorsof 7,800 drivers in six counties. Us-ing randomized observations at con-trolled intersections, investigators

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21LT News



See “LT News”

32

recorded drivers engaged in a rangeof distracting activities, includingtexting and talking on the phone.

researchers found that the mostcommon source of distraction was ahand-held device, such as a cellphone. among the 3.4 percent ofdrivers who were talking on a hand-held phone, half were holding thedevice near or under the steeringwheel. this risky behavior divertsthe driver's attention from the road.

the study has important implica-tions for state public health and lawenforcement officials. Motor vehicleinjuries remain the leading cause ofdeath for americans under 35 yearsof age. estimates suggest that up to28 percent of crash risk is at-tributable to cell phone use or textmessaging in vehicles. While the useof cell phones in the United Stateshas grown exponentially, enforce-ment of distracted driving laws hasstruggled to keep pace.

"these findings suggest that dis-tracted driving is more commonthan we thought and that textinghas become a major cause of distrac-tion," said Dr. Beth ebel, principalinvestigator with UW Medicine'sharborview injury Prevention andresearch Center and UW associateprofessor of pediatrics. "Most peoplesupport laws restricting texting andcell phone use in vehicles, yet somechoose to engage in behaviors thatput everyone on the road at risk."

"these traumatic injuries are en-tirely preventable," added ebel. Shenoted that prior studies show tex-ting while driving increases crashrisk by 23 times, similar to drivingwith a blood alcohol level of 0.19.

in 2010, Washington state adopt-ed a primary enforcement law forhand-held mobile devices and textmessaging with an imposed fine of$124. the rise in distracted drivingis prompting greater attention fromlaw enforcement. in a recent KingCounty seat belt citation campaign,more tickets were issued for cellphone use and texting than for notwearing a seat belt.

"otherwise responsible driverswho talk or text have caused colli-sions that kill or seriously injureothers. these drivers are criminallyprosecuted, just like other impaireddrivers," said amy Freedheim, se-nior deputy prosecuting attorney atthe King County Prosecuting attor-ney's office.

the data released today are pre-liminary results, part of a broaderstudy conducted to explore the ef-fects of law enforcement on electron-ic distracted driving. in october, in-vestigators will release a statewidereport card providing more data bycounty. this baseline assessmentwill help county law enforcement,prosecutors and public health offi-cials evaluate the effectiveness ofvarious ways to stop distract driv-ing. if intervention strategies are ef-fective, traffic safety experts hopethat a successful model can be

adapted in other states."the recent findings provide ob-

jective support for what we've longbelieved: texting contributes to morecollisions than we can prove," saidChief John r. Batiste of the Wash-ington State Patrol. "after a colli-sion, drivers almost never admitthey were texting. We believe theproblem has, until now, been drasti-cally under-reported."

WA DNR offers trainingfor biomass calculatortool

the washington state Depart-ment of natural resources has an-nounced it will hold four technicalworkshops on how to use the web-based Washington State BiomassCalculator in october. the work-shops, held in partnership with theUniversity of Washington’s School ofenvironmental and Forest Sciences,are open to members of the public.

according to information releasedby the Dnr, the calculator tool isuseful for those interested in devel-oping biomass facilities, and forlandowners in the state who are in-

terested in supplying woody biomassto bioenergy facilities.

the calculator was developed byresearchers at UW SeFS in collabo-ration with tSS Consultants lastyear. according to information pub-lished by the Dnr, the calculatortool resulted from a study publishedby UW and tSS Consultants that fo-cused on the sustainable volume ofresidual biomass that can be collect-ed from the state’s forests. the cal-culator that was developed followingthat study essentially serves as atool for those interested in locatingbiomass projects within WashingtonState.

Users input appropriate data in-to the calculator, and it reports onthe availability of three types ofbiomass, including scatteredbiomass, roadside biomass and mar-ket biomass. the tool allows users toselect from several biomass harvestmodels, the appropriate geographyfor a location, define the facilities in

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22LT News



See “LT News”

31

2000 Western StarDump Truck 3406E,�� #!��"�� #��!��"� �� !�#�� !��"�� !!��%� �!��#� #�!�"��%�� "��!�$��!"�� %� �� "#�!�� #� #��#��$42,500

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the region, select for the cost ofbiomass, and apply trucking restric-tions.

the first workshop will inolympia on oct. 1. the second isplanned for everett on oct. 3. theoct. 9 workshop will be held inSpokane, followed by a workshop inellensburg on oct. 10.

For more information on theBiomass Calculator, please visithttp://1.usa.gov/19Pfple.

Used-truck numbers onthe rise

registration of used commer-cial vehicles rose over 9% during thefirst half of the 2013 calendar yearcompared to the same period lastyear, according to automotive mar-ket-intelligence firm Polk.

Based on Polk’s analysis, nearly357,100 used commercial registra-tions were recorded during the Jan-uary-June timeframe.

the firm also found that usedtransactions during the secondquarter of the 2013 calendar yearwere the highest since the second

quarter of the 2011 calendar year,”reflecting continued demand for cleanused equipment.”

By comparison, Polk pointed out,new commercial vehicle registrationsduring the first six months of 2013 in-creased by just one-half percent over

the same time period in 2012. “the strength of used commercial

vehicle transactions during the firsthalf of the calendar year reflects acompetitive market for clean usedequipment as it becomes available,”said gary Meteer, Polk’s director, af-

termarket & commercial vehicle solu-tions.

“our analysis indicates that themajority of these transactions repre-sent the replacement of older equip-ment in the commercial vehicle popu-lation versus adding to the total vehi-cle population,” he continued.

Meanwhile, per aCt research’slatest State of the industry: U.S.Classes 3-8 Used trucks, salesof used Class 8 trucks specifically re-covered last month from the “steepdecline” experienced in June, accord-ing to aCt research’slatest State ofthe industry: U.S. Classes 3-8 Usedtrucks.

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$3000��

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��2006 Western Star4900FA, %�� "��$��&��#�� "&"$�� %#��&"!� �'��$�� $"!&�� $��$�� "��$%��&�"��"#�"!��"��&$��$��%��%�� %�� $�"� ��"��$��$100,000

FOR SALE

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406-428-2371

1991 Kenworth T800,�� $31,000

FOR SALE

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503-458-5660

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23LT News


30

the Mexicans, the South ameri-cans... that is our competition, notsome damned video game.

2) Work hard, play hard is a triedand proven path of success. Certain-ly working smart is a large part ofthat and doing your best is what ul-timately triumphs.

3) you’re entitled to what youearn and successfully compete for:no workie, no eatie. you’re not enti-tled to a free lunch... it does not ex-ist.

4) Feeling good is a matter of at-titude. Being taught that doing sub-standard work with minimal effortis a false premise. Do your best andbe satisfied with nothing else.

5) individual success is amplifiedfrom others recognizing and striv-ing to emulate your example. as aparent your primary job is in rais-ing the next generation throughyour active involvement with themand demonstrating through yourown actions your beliefs.

6) Politics will not ignore you,whether you are involved or not.the thousands of pages that are the“affordable Care act” are complex,convoluted, and a pox on futuregeneration came into existence be-cause the vast majority of this coun-try doesn’t want to have their handssullied by politics. those who want-ed to be involved wrote and passedthis and other similarly complex in-trusions into our lives, well aboveand beyond the scope of responsibil-ity precisely because it was left toothers. our Democratic republic

DeManDS we are involved. Wehave no one to blame but ourselves.

7) relative situational ethics isthe cancer of political correctnesslaunched in the 70s that’s infectingeverything we hold dear. it’s thedream child of the radical politics ofthe left who successfully shoved thisagenda along specifically to end,limit and stifle debate, which hasachieved exactly that.

Competition, questioning, opendiscourse, cynicism, insisting on ac-countability is at the very root ofour success as a nation. the furtherfrom this we’ve strayed over thepast 40 plus years, the less effectivewe’ve managed in our own quest forfreedom, and our pursuit of happi-ness.

the situation is not hopeless, asthere are at least some “boomers”who actually acted as parents andraised responsible adults, who inturned raised their children in thesame manner.

even amongst the lethargicmany of our youth, we’re seeing adiscontent with the current statusquo, and finally coming to realizetomorrow’s youth, including them-selves, are getting short changedthe opportunity to succeed as a di-rect result of the greed and poorpublic policy direction of the pastfew decades. the question now iswill they seek to change within thesystem (just as their radical parentsdid in the 70s) or make other choic-es that could throw out the babywith the bath water?

What’s certain is the need forleadership to fill the vacuum of thepast 20 years because as it standsthe road we’re kicking the can down

is getting steeper, and the can isrolling back.

Stifling debate

the most unnerving trendwith our younger people (teens

to late 30s) is their willingness toaccept, without debate, the politicalstatus quo nationally, in particularas it relates to the current adminis-tration. have you tried to engagesome of the “true obama believers”in a discussion where that adminis-tration is criticized? in the past,whether you agreed or disagreedwith politicians you could at leastenter into a discussion, but underthe “hope and Change” administra-tion’s reign, most of his supporterswill not even discuss, yet alone rec-ognize, that the record of accom-plishment is a very short list withhighly dubious record of failures.

its exasperating to say the least,but more to the point, insulatingthis record from comment bodesvery poorly for our future as a na-tion. this self-censorship does notresult in better participation, thor-ough examination of issues, or bet-ter alternatives surfacing.

to put it in terms we capitalistscan understand, the prevailing atti-tude amongst the “true believers” isto accept the original Ford Model tforever from modernization or cor-rection because it seemed to be agood idea initially. in today’s world,this is what passes for “progressive”politics. “let’s compromise and do itMy way,” is the audacity of self-righteous elitism, far short of inclu-sive public policy.

From the Stump


alpine industrial llC ........................11art’s automotive ...............................13

dsu Peterbilt .....................................16

Esley Truck accessories ..................14

Forest industry network...................22

g.w. gannon Equipment ..................18general Trailer ....................................3

Hendrickson international..................9

Kenworth northwest - aberdeen .....13Knox-douglas, inc.............................16

l&m Truck sales, inc. .......................20leavitt’s Freight service, inc............18lincoln industrial supply .................19lKq K.C. Truck Parts........................24lKq wholesale Truck Parts, inc. .....17log Trucker subscription.................15

mangums Trucking .............................6mcCoy Freightliner............................15miller Truck salvage llC....................4

Pacific Truck Center..........................10

quality diesel Parts ............................6

R&g machining & Engine Parts.......14Radiator supply House, inc. ..............4

scheller diesel service.....................20skip’s Truck Repair, llC ..................15st. Johns Truck & Equipment ............8

united gear........................................12

Vulcan Onboard scales ......................5

wCla insurance ...............................18washington Truck Rebuilders..........23whit-log, inc. ....................................21woodpecker Truck ..............................7

TRUCKPARTSLLKKQQ KKCC

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BILLINGS,MT(406) 652-7616(877) 622-5169��444�*%203%*/#021�%.,

Logging Mule Trainset-up w/3 axle trailer,�;�:� 7,()�� 5).)4'12,0*� 3)%'+�� *11('10(�� 53%,.)3� &60-4� .,-)� 0)7��7��4'%.)4��13�� 406-249-9907 or

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FOR SALE

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1989 Knight high sidealum. dump box, ��

FOR SALE

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503-602-0045

1988 KENWORTH, $�� !!� " �� "�� !�� !� �� #�� !��!�� $� ��#��"� �&�� !� �� "�� #�"� ��#� &� ��$25,000-no trades

FOR SALE

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503-325-2242

402 Eaton 3:70, 2-spd,front or both.

WANTED

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406-544-7433

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FILTERSAir • Fuel • Water • Oil • Hydraulic

�*"(��-.+!�2,��'��*�'�Williams Oil Filter Service Co.��.2�&&.*��/"�� )'��

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24 29

OctOber 2013

adVertisers iNdex

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32PAGE - Loggers World Magazine

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