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VVolumeolume 3939 nnumberumber 66 To Advertise Call (800) 462-8283 JJuneune 20122012

for many it seems that the deming loggingShow (dlS) has been in existence forever

whereas in fact it came into being in 1962 andcelebrates it’s 50 year this June 9th and 10th atthe deming logging Show grounds. in today’s po-litical climate it must come as a complete shock tomany urbanites that the show did not come intobeing as a result of federal or state governments,lengthy studies consultants and then debated andmodified by groups of experts, prolonged legalbattles over permits, and months of public hear-ings.

in fact dlS came into being in what manywould call the “old fashioned” way, with workingmen and women joining together, knowing theirgoal, making a plan and then placing that planinto action.

The records of the dlS reveal this history: “inlate 1962 a logger was seriously injured whileworking in the logging industry, here in whatcomcounty. at that time compensation from theState dept. of labor and industries was veryslow. finley (hays) came up with the idea of hav-ing a logging show, put on by local loggers demon-strating what they do on a daily basis. The firstshow was considered a success, as 800 peoplepaid $1.00 each and seemed to enjoy it. The mon-ey went to the injured logger. The deming log-ging Show has continued year after year, raisingmoney to help those loggers and their families.”

one should keep in mind that a both a pennyand a dollar had considerably greater worth andbuying power in 1962 than either does today (cal-culator.net noted $1.00 in 1962 is the equivalentof $7.53 in 2012). Thus the $800 raised in ‘62would be over $6,000 today.

fifty years later, the dlS has continued toraised and distribute thousands of dollars a yearto help “busted up loggers” as was their originalgoal.

over the past two decades the dlS has suc-

cessfully transitionedfrom the original orga-nizers to the next gen-eration of leaders, invirtually all phases ofthe show, and has ac-complished that withgrace, style and effi-ciency. The show itselfcontinues to evolve,adding, changing, andmodifying the competi-tions program, keeping

the pace, fun, and interest in the show in touchboth with logging’s history and logging’s future.

and perhaps the most treasured of traditionskept alive and well is the “spirit” of giving andhelping in any number of ways, from one’s timeand energy in building, maintaining, and addingto the show grounds, to the cooking and cleaningcrews that keep the areas spotless, to generousdonations and sponsorships.

The deming Show holds particular significanceto loggers world Publications, whose founderwas the same man who founded the deming log-ging Show: finley hays.

finley has a quip and a story for just about ev-erything, as anyone who knew him would attest.deming and whatcom county were always con-sidered home by finley, just as the worldwidecommunity of loggers was considered family. weoften will ask ourselves with the various inci-dents of the day that come along, “what wouldfinley have to say,” knowing full well there’d be astory and a smile at the end of it.

in the end, he’s smiling at the good works of somany that came from “...setting the goal, makingthe plan, then following that plan.” a very goodpiece of advice we know he’d given many in hislife time, that still holds true to this day.

happy 50th Birthday deming logging Show...and we wish you many more.

Maybe the last live steam show

each of the past several year’s there’s beenan historic steam logging operation at the

Pomeroy living history farm near yacolt, wash-ington, and this year they date of that show hasbeen changed to June 9th and 10th (in the past itwas held in July). There will be two 1920’s erasteam donkeys in operation along with numerousperiod saws, trucks, and related equipment.

The air will be filled with the sights, sounds,and smells of a logging operation as it was done

in the 1920’s. This re-creation is made possible bymany hours of volunteer labor devoted to keepingthis tradition alive in an area rich in logging her-itage.

There are admission fees: $6.00 for adults,$4.00 for children 3-11. ages 2 and under are ad-mitted free. hours are: Saturday 10am to 5 pm;Sunday 1-5pm.

we bring this up for two reasons, one of whichis the opportunity to witness steam logging firsthand, and appreciate logging as it was (and asmuch of today’s popular media still thinks thingsare done). The other reason is time waits for noone... and time is moving on for the many whovolunteer countless hours to not only maintain,but operate this equipment and actually log onthese historic settings, which required a lot ofphysical force, and boundless energy. a heartycrew indeed, but those skill sets are being lost totime and age.

we know with certainly this show is up andrunning that second full weekend of June at thePomeroy living history farm. we’d encourageyou to bring your cameras, and your family to ex-perience how logging was, and perhaps get a bet-ter feel for your own roots, and give the gift of liv-ing history to your family and friends.

Pomeroy living history farm is a non-profit,educational museum located at 20902 ne luciafall rd, yacolt washington. you can call (360)686-3537 or visit www.pomeroyfarm.org for pro-gram confirmation, directions or further informa-tion.

Smart cars

we’d first read about the “smart cars” inPopular Mechanics or some similar maga-

zine many years ago, and first saw one in ger-many on a business trip several years ago. Thewere designed and conceived small, inexpensivemotorized transportation in cities and towns andwhile they’re about half the size of what manywould consider a “car” to be, they have their nicheand we see more of them every year.

unfortunately, as we’ve witnessed with alarm-ing frequency over the past year, smart cars donot necessarily mean smart drivers, as we’ve seenthese urban road vehicles being driven upwardsof 70 miles per hour on the interstate freeways!Some would call this eco-friendly, however the on-ly thing eco-friendly about one of these roller-

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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

50 YeARS of The Deming WAY– by Mike Crouse

iS AnYboDY LiSTening? – by Sherrie Bond

All for oneMichael BowMan Trucking • winSTon, oregon

PACCAr mXa Powerful coMBinaTion of fuel econoMy & PerforMance

The DriVer’s seATrick SargenT • norTh Bend, oregon

log TruCker news

ADVerTisers inDeX

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(Continued on Page 21)

See “From the Stump”

by Mike Crouse, Publisher

50 Years of The Deming Way

From the stump...

COVER PHOTO: STEVE SaRgEnT iS PERfECTly COnEnT being ahired driver. He hauls for Chuck Bracelin, on the Oregon Coast. The 2008Peterbilt may have Bracelin’s name on the door, but Sargent treats it as ifit were his own.

See “THE DRIVER’S SEAT” on Page 14

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3 46

by sherrie bond

on may 21, natural resourcesChairman, representative doc

hastings (wa-04) and representa-tive Jaime herrera-Beutler (wa-03)held a joint congressional fieldhearing in longview regarding theimpacts of federal forest policies oncommunities, the economic impactand wildlife management; criticaltopics that are a matter of life anddeath to timber providing communi-ties in the Pacific northwest.

it is a well-known fact that ruralcommunities and their economieshave suffered since the infusion ofthe northern Spotted owl into theequation of forest management.communities have been literallydevastated by the curtailment oftimber harvest on federal lands as aresult of habitat conservation areasset aside for the owl. frighteningly,new policies being discussed includeadditional critical habitat designa-tions, which fail to address the realthreats to the owl, but will be thedeath knell of timber townsthroughout the west. a comparablesituation we witnessed in the firstgo around with the owl and fromwhich many timber communities

never recovered!in reviewing the department of

interior’s current-final proposed fed-eral forest policies and submissionsto the doi by “researchers” it is ob-vious they are bent on an absolutelock-down of federal forests to har-vest, management and stewardship;i say “current-final” with my tonguein cheek as we began the northernSpotted owl final plan as a draftdocument in december 1992!!cruising through research submit-ted by oregon State university co-operative fish and wildlife re-search unit, i was subjected to read-ing “crap” foisted on the departmentof interior in an effort to capturemore old-growth timberland. an ex-ample of oSu’s research indicatedthere was a strong, negative associ-ation between the Barred owl andthe Spotted owl. really? i’d have toagree that being eaten by theBarred owl would be a negative as-sociation! The brainiacs also con-cluded increases of extinction wherethere were decreases in old growthforests to substantiate their positionon further restriction of loggingwithin the national forests. (Thosewould be the forests belonging to ev-eryone, not just the ecology depart-ment at oSu!)

one of the ideas to stabilize thepopulation of the Spotted owl is tokill the Barred owl outright or trapand relocate them. considerationhas to be given to where the reloca-tion will take place as well as the“stress level” of the birds being ei-ther shot or moved. The proposal isto play recordings to attract theBarred owls into range of either re-moval proposal. (like they reallywant to hear ricky Martin‘s versionof livin’ la Vida loca). in all of thereports and studies i read with re-gard to the Barred versus the Spot-ted owls the “researchers” (and iuse that term very loosely) provideonly statements saying, “…the pop-ulation of Barred owls has in-creased considerably…” “…the Spot-ted owl population has decreased…” or (get this) “…the Spotted owlpopulation decreases considerablywhen the Barred owl populationrises…” or “… the Spotted owl pop-ulation appears to increase whenthere are no Barred owls present…”Too funny! i’m reminded of Spottedowl hearings held in the early 90sat the university of washingtonwhere so-called experts from fishand wildlife professed the Spottedowl population was diminishing.when i asked how many owls therewere currently, Joe expert says, “wedon’t know”. well how many werethere? Joe says, “we don’t know”. Soi asked when will you know if youhave stabilized the population? andthe answer (all together now) “wedon’t know!” it’s more of that same

faux-scientific B.S. that is spinningthe timber industry and its workersinto another abyss. one so-calledresearcher went out on a limb so faras to say the Barred owl outnum-bers the Spotted owl 4 to 1 (but ad-mits not knowing what the actualpopulation iS)! well get this buddy,the hard working loggers, the loghaulers, the mill workers, the tim-ber companies, the families andcommunities in which these workerslive outnumber both the Spottedowl and the Barred owl tenfold, butyou don’t give a rusty-fig about that,do you? you goal in life is to elimi-nate timber harvest forever and itdoesn’t matter who gets crushed inyour rush to your own skewed per-ception of “justice for the species”.

This is why we must continue tobe vigilant and protect our commu-nities from those who have no un-derstanding of harvest and regener-ation. They know nothing of stew-ardship or maintenance of timberedlands. even more tragically, theydon’t care one whit about the eco-nomic collapse they cause by creat-ing a panic about the wellbeing ofthe owl. when did humans slip sofar down the food chain that we areviewed as disposable?

while you didn’t have the oppor-tunity to attend the natural re-source hearing on May 21st, you dostill have time to send in testimony

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INDUSTRIAL, LLCLOG TRAILERS

Thank You Bill Whitney

for the purchase of aBrand New 2013

Alpine Long Log Trailerwith all the equipment!

CALL (208) 877-17142810 Big Bear Ridge Road • P.O. Box 341, Deary, ID 83823

Fax: 208-877-1198 • email: [email protected]

Happy Father’s Day!!!Calling all mothers to get together and buy Dad a

brand new Alpine Log Trailer!

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45

THEy HolD HEARIngS buT...

Do they Listen?

So, what’s in your lunch box? Cookies, prime ribsandwich, Twinkies, salami? Here’s what some of our

readers had to say when we asked them what their fa-vorite lunch or snack is that gets them through their day.

Zack smith: energy drinks, candy,chips. roast beef sandwich. Prettymuch just snacks get me through-out the day until i get home fromwork and make a full-on dinnermeal.

Troy kaelber: Pepsi, copen-hagen, and yogurt.

Austin hatley: Poptarts, Pepsiand a spare pack of smokes just incase.

Dawn slama: i try to keep crack-ers and granola bars in my truckto get me through the day, in casei can’t stop for lunch somewhere -which happens all the time!

forrest waldron: a little bottle ofMartinelli’s apple juice to keep mein shape and regular.

John hames: Salami sandwichand grizzly red and a jug of water.

brad Jones: rockstar 24 oz (at least two cans).

ike hamilton: Ba-lone-e. it’s the best i can do; i am single and have nolunch skills.

ryan Tatham: leftovers (i hate sandwich-es). Mountain dews, a monster chew,

gum, equipment keys, pens and tooth-picks.

guy Decker: My lunch box is a toolbox parts bin and first-aid kit withroom for a sandwich.

steve greene: i never leave homewithout one. i did once and was stuckfor about three hours behind a fatalityaccident on hwy 42 - almost robbed theumpqua dairy truck.

Daniel boone: Three apples, grilledchicken breast, and a banana or two.

bill libby: i take a couple of sweets,chips of some kind, hard boiled egg,cheese stick, yogurt, apple sauce, sand-wich of some type and that about wrapsit up.

Alex boyd: who carries a lunch box?half gallon of coffee, and one meat sand-wich. That’ll be all for me.

VULC N

V

ON-BOARD SCALES

R

800 237-0022www.vulcanscales.com

ON-BOARD WEIGHING SOLUTIONS FOR THE TIMBER INDUSTRY

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LUNCH TIME

by Darin burt

business owners are often a very competitive group. especially in anindustry like log hauling, where the jobs can come and go, owner-oper-

ators are always looking for an advantage over the other guy. Some logtruckers like to keep to themselves and ride “under the radar,” but MichaelBowman is proof that there’s more of an advantage in working together.

Bowman currently does all the hauling for Tree Tippers, out of oakland,oregon. eichi hirta and his wife ginger, are a fairly new logging contrac-tor working with a shovel, skidder and yoder, and produce three or forloads a day – just enough to keep Bowman’s 1990 Peterbilt steadily busy.

But there were a few detours along the road to get to where he is now. Bowman has been hauling logs since 1989. Before that time, he was an

auto upholsterer. growing tired of that profession, he talked to his fatherin-law Mark garoutte about joining him in his log trucking business.

“i grew up in roseburg, and there were always log trucks around,” Bow-man says. “i’d always thought they were neat.”

initially, Bowman drove garoutte’s cab-over pulling a flatbed. But log-

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6


See “bowman”

43

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iT’S a gOOd day when you neverhave to leave the pavement. TreeTippers was working a BlM thin-ning sale on the other side of acreek so they just shovel logged thejob and brought the logs out to theroad. Michael Bowman’s hauls TreeTipper’s logs with a 1990 Peterbiltequipped with a 3406B Cat motor,18-speed transmission, 48,000lbRockwell rear ends with a singlelocker, Peterbilt air Trac suspen-sion and an “oldie-goldie” Peerlesslog trailer. The truck has a whit-logslider so that it can be quick-changed to fifth-wheel.

42

ging was hot and heavy, so they putlogging gear on the cab-over andstarted hauling logs with it. he putBowman in his 1975 Peterbilt 359logging truck. The truck had a 6-4transmission, which Bowman sayswas a real learning experience.

“we were hauling out ofProspect, or. My father-in-lawrode down there with m; we gotback to the mill, he opened the pas-senger door and said, “use yourhead, boy!’ i’ve been hauling logsever since.”

when his father-in-law decidedto relocate to central oregon, Bow-man decided to stay home. he hiredon with gene whitaker, where hehauled logs for six years; and thenhe went to work for agee logging,hauling logs and lowboying.

when owner Bruce agee upgrad-ed his lowboy truck, Bowman hadinput in putting the truck together.Mark Jones built the 1990 Peterbiltfrom a kit, and it is spece’d with a3406B cat motor, 18-speed trans-mission, 48,000lb rockwell rearends with a single locker, Peterbiltair Trac suspension. only a fewmonths later, agee passed awayand his widow and sons eventuallychose to sell out. Bowman was outof a job, but he was given the oppor-tunity to buy the truck he was driv-

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2006 International5900, Cummins ISX 565, 18spd,46k Rockwell dual lockers, 95%Michelin drivers, Hendrickson hn 60”spread, 270” wheelbase, 238kmiles, Hendrickson lift axle, Herd bullbar, 1997 Anser tri-axle, SI quad scales,complete, $80,000, bare truck $69,500,trailer and all rigging, $15,000. More picsor info, call Mike at 406-297-2597

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8


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bowman

(Continued from Page 6)

41

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wHEn BOwMan iSn’T Hauling lOgS, he’s hauling in fish. Hecaught this fall Chinook salmon in the Coquile River when he wasworking on a job near Bandon.

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�� (360) 427-7007SHELTON, WASHINGTON 98584

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BOwMan SayS THERE’S nO REal SECRET to being asuccessful owner-operator. “Just do your job and don’twhine about it,” he says. “don’t burn any bridges . . .but at the same time, be sure and look out for yourself.”

10 39

ing.“The timber market was in the

toilet, fuel prices were higher thanever,” he says. “i thought, nowwould be a really good time to buy atruck . . . so, i did.”

“it’s been challenging, that’s forsure,” he adds. “luckily, i’ve beendoing this long enough that i knowa lot of people.”

Bowman went where there waswork, hauling for chuck Bracelin,over on the coast, and even trav-elled as far as yakima and Morton,washington to find loads. Backhome, he hauled for Schaffer log-ging, but when work slowed he waslucky to run across the Tree Tip-pers.

“Tree Tippers logs for lennardwarren contracting. if Tree Tip-pers gets slow, i can bounce overand haul lennard’s logs too,” Bow-man says.

“My philosophy has always beenthat you never want to burn anybridges in this business. you justwant to get along with everybody,whether it is loggers or other truck-ers. even though another gypotrucker is competition, if you havean extra load you can’t haul andyou give it to them, well, what goesaround comes around.”

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gingER HiRTa, partner with hus-band Eichi Hirta in Tree Tippers log-ging, operates the company shoveland skidder. “She’s a good shoveloperator,” says Michael Bowman.“She’s not super fast, but she’s re-ally gentle.”

bowman


38

it’s aa bona fide success. That'sthe message from gary Moore,

kenworth general manager andPaccar vice president, as he spokeabout the Paccar MX engine.

"The biggest testament to thePaccar MX engine's success is themore than 20,000 trucks now run-ning the engine in various customerapplications throughout northamerica, and we expect that num-ber to continue to expand in 2012,"said Moore. we're finding that oncefleets or owner operators try thePaccar MX, they're convinced.The performance advantage in fuelefficiency and other performancemetrics is just too difficult to ignore.it's steadily becoming a greater por-tion of kenworth's build."

The Paccar MX engine is avail-able with a horsepower range of 380hp to 485 hp and torque up to 1,750lb-ft on selected kenworth class 8models. it's an ideal choice for ken-worth customers operating in manyover-the-road, pickup and delivery,and vocational applications. "Theengine is being highly recommendedby our kenworth dealers," said reidnabarrete, assistant kenworth gen-

eral manager for marketing andsales.

"The Paccar MX engine hasgiven our customers a lightweight,fuel-efficient option for their fleets,"noted Tim Murphy, ceo of Mhc,which operates 43 kenworth dealer-ships in 10 states. "we continue tosee strong interest in the MX enginefrom our customer base."

one such customer is TransamTrucking inc., a leading refrigeratedfleet based in olathe, kan., whichoperates 500 kenworth T660s andT700s equipped with 485 hp Pac-car MX engines. "The PaccarMX engine and enhanced aerody-namics of our new kenworths havedelivered a 10-1/2 percent improve-ment in fuel economy, and that's re-ally helped us offset the additionalcosts of the new emission technolo-gy," said russ Mcelliott, presidentof Transam Trucking, comparingthe performance of the company'sprevious aerodynamic trucksequipped with pre-2007 engines."The reliability and drivability ofthe MX engine have also contribut-ed to a 12 to 14 percent improve-ment in our company's driver reten-

tion rate in 2011."Mcelliott said before Transam

Trucking took delivery of its firstPaccar MX in January 2011, thecompany anticipated some issueswith the emission control system."and yet despite that fact, the ken-worth chassis and Paccar MX en-gine combination has been the mostreliable truck and new engine plat-form we have ever run in the historyof our company from day one. ken-worth and its dealer Mhc ken-worth worked through those newtechnology issues."

Bobby Mcconal, fleet manager forSteve kent Trucking in lottie, la.,agreed that having one service orga-

nization handle the truck and en-gine is a benefit. "our standard specgoing forward is the Paccar MXengine," he said. "if we have an en-gine issue, we want it solved at thedealership. That way, at all of ourservice points, we don't have to waiton another engine manufacturer tomake a decision. we want one stan-dard engine that we can depend onin the field and at our kenworthdealer."

according to nabarrete, dealer24/7 support is critical to keeping

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See “MX Engine”

37

PACCAR MX A Powerful Combination in

Fuel Economy and Performance

downtime to a minimum. "as Bobby Mc-conal said, one-stop repair work is atime-saver for a fleet. it's truly aselling point for the engineand our dealership group -which has been thoroughlytrained to work on the en-gine."

The kenworth dealernetwork's constant commit-ment to superior satisfac-tion is demonstrated bykenworth receiving the 2011J.d. Power and associates awardfor "highest in customer Satis-faction for heavy duty Truckdealer Service."*

nabarrete said that canadiancustomers are just as enthusedwith the Paccar MX engine."The higher horsepower, up to 485,and torque level, match up well withmany fleets in canada," he said. "withour 12.9-liter engine, they reap im-proved fuel economy."

"i have a lot of faith in the Paccarorganization and see the commitmentthey've made to this (Paccar MX) engine,"said Jeff hall, president of J&r hall Transportof ayr, ontario. "we looked long and hard at ouroptions to make sure we were getting the most fu-

el-efficient and dependable engine. fuel economyalone is a big advantage, but under the hood of aT660 - the combination really seals the deal."

hall said the 12.9-liter Paccar MX consis-tently provides a 3 percent to 4 percent advan-tage in fuel economy. "That's a savings of$5,000 a year per truck," he said.

ultimately, nabarrete fuel economy and en-gine performance will set the Paccar MX

apart from its competitors. "with diesel pricescontinuing to climb, fleets need to getthe best fuel mileage possible. and wefeel the MX is best in class and we'vebeen seeing it first hand from cus-

tomer reports.""we're getting 4/10ths of a mile per

gallon better with the T660 and PaccarMX engine over the other trucks in our

fleet," said Tracy Bogler, president of woodyBogler Trucking of rosebud, Mo. "in fact, ourbest driver is getting almost 8 mpg."

according to Bogler, the fuel economy improve-ment means about a $4,000 savings per year, pertruck. and, once the entire fleet is converted overto the T660 with Paccar MX, it will result in afleet savings of around $500,000.

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THE PaCCaR MX EnginE is available with a horsepower range of 380hp to 485 hp and torque up to 1,750 lb-ft on selected kenworth Class 8models. it's an ideal choice for kenworth customers operating in manyover-the-road, pickup and delivery, and vocational applications.

MX Engine


36

by Darin burt

rick sargent is perfectly con-tent being a hired driver. “i

won’t own a truck,” he states, em-phatically.

Sargent drives a mule train forchuck Bracelin Trucking, out ofcoos Bay, oregon. he’s been part ofthe Bracelin’s crew for three sea-sons, and has been trucking treessince 1994. Previously, he’s workedfor king logging and grant creeklogging in the Myrtle Point area.Sargent worked for Bracelin for ashort while back in 2004, but whena truck opened up, his old bossasked if he would like the job.

That first season, Sargent washauling long logs, but he’s since

switched over to short logger. Thatsuits him fine, because that’s whathe originally learned to drive.

“it was a ‘74 359 Peterbilt with aV12 and a 5-4 transmission. i don’tmind short loggers at all. There’snot really anything to driving a longlogger, but when i first started ididn’t know any different.”

how Sargent came to get his cdlis kind of unique. he was working inthe rigging, and the shovel swungaround and hit him and broke hisleg. he spent the next two monthsriding around in a truck with a caston his leg.

“i’ve always wanted to drive

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dRiVER RiCk SaRgEnThauls short logs forChuck Bracelin Trucking.

14


See “Rick Sargent”

35

The Driver’s Seat:

RICK SARGENT • NORTH BEND, OREGON

truck. i saw my friend, who hauledfor the company, at the tire store,and asked him if he was looking forany drivers. he said come on down.i thought he was kidding. i rodearound with him while i learnedhow to drive,” Sargent recalls.

“he taught me ‘old school,’ that’sthe best way i can describe it,” headds. “it’s really just an attitude -don’t think that you’re the best driv-er around if you’re new to it; just lis-ten and do what you’re told. it’s allpretty much common sense. if youpay attention to what the old timerstell you, you’ll have it made.”

at Bracelin’s, Sargent is behindthe wheel of a 2008 Peterbilt 389that is set up as a permanent muletrain. The truck is powered by a550hp cummins iSX motor andequipped with a 2008 whit-logtrailer. and along with its old schoolinspired red and black paintscheme, it shines with lots ofchrome - from the stacks to thesteps.

“it’s the nicest truck i’ve everdriven,” Sargent says. “it’s got ev-erything you’d ever want in a truck.it’s just like driving a cadillac.”

Being a big guy - 6’, 4”, 220 lbs -means Sargent likes lots of room inthe cab of his truck. That’s one ofthe main reasons he likes the Peter-bilt. “i don’t fit in a kenworth. ThePeterbilt has lots of legroom becausethe floor is flat, whereas kenworth’shave a floor that slopes up.

Sargent treats the truck as if itwere his own. “nobody else drives

it,” he says. “i keep it polished andcleaned up. chuck Bracelin takescare of us bar none. he has awe-some equipment and is pretty pickyabout how it looks. Bottom line: ifwe do him good, he does us good. “

“if something happens to mytruck, it’s My ass. it’s not my truck,but it’s my responsibility.”

“i’ve been doing it for twentyyears, i’ve had three opportunitiesto get my own truck and i’ve turnedthem all down. when it’s all saidand done, a guy with his own truckdoesn’t make any more money thani do as a hired driver. Plus, i don’thave the responsibilities that theydo; i don’t have to make the pay-ments and keep up with all the ex-penses,” Sargent points out.

Sargent has a handful of loggers,including Smith & wirth, four Milelogging and king logging that keephim busy. The majority of the jobsare over on the coastal range, whereconditions are different than theother side of the mountains, or wayup north, for that matter. “The snowover here is more severe than likeover in eastern oregon. The roadsyou see on ice road Truckers are ajoke - i’ve trucked up in alaska andit’s totally different snow,” Sargentsays. “The snow here is wet andslicker than snot. you’ve got tochain up every tire.”

Snow or not, the ground can bepretty steep. Sargent can recall times

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SaRgEnT’S gRandPa, EnnO J. dORnaTH, drove back inthe 1940s and 1950s. Enno also owned the Sturdi-Bilt ToyCompany, which designed and built die-cast toy trucks.

Rick Sargent



See “Rick Sargent”

34

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16 33

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pulling 20 to 30 percent grades.“when i worked for king logging,one time i loaded on a road that was27 percent grade. There was a littlecubbyhole in the cab of the truck andstuff was falling out if it,” he says.

and being over on the coast, espe-cially during the summer, meanswatching out for tourists on the road.“highway 101 is terrible and can getpretty plugged up,” Sargent says.

Sargent is a second-generationtrucker. his grandpa, enno J. dor-nath, drove back in the 1940s and

1950s. enno also owned Sturdi-BiltToy company, located in norway,oregon, a lumber town near co-quille, which designed and built die-cast toy trucks. The company stoppedmaking toys in the mid 1950s, andSargent still has the last two trucksto come out of the workshop.

“i’ve been around trucks since iwas a kid. i remember getting atruck and loader for christmas wheni was about seven years old,” he says.“i love driving truck and it’s what i’lldo ‘till the day i die.”

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17Rick Sargent


32

that will be included in the record.(i suggest even if you miss thedeadline of the end of May, pleasesend your congressional delegatescomments and insight anyway.)

The address is:Committee on natural

resourcesunited states house of

representatives1324 longworth house office

buildingwashington, D.C. 20515

Phone: 202-225-2761or fax: 202-225-5929you may also reach deputy dis-

trict director, Shari hildreth, at theoffice of congresswoman herrera-Beutler by calling 360-695-6292 orby email [email protected]; shewill be happy to pass your concernsand comments along. and to thosewho did attend the hearing, thankyou.

(sherrie bond serves as Direc-tor of the northwest log Truck-ers’ Cooperative. she can bereached via email [email protected])

bond


Lower diesel prices expected for 2012

The Department of energy ex-pects that on-highway diesel fuel re-tail prices, which averaged $3.84 pergallon in 2011, will average $4.06per gallon in 2012, which is 9 centsper gallon lower than in lastmonth’s outlook. in 2013, diesel fuelretail prices are projected to declineto $4.03 per gallon, 8 cents per gal-lon lower than the previous outlook.

in its monthly Short-Term ener-gy outlook, the doe’s energy infor-mation administration also reducedits estimates for gasoline prices forthe summer driving season and itsper-barrel estimate for the cost ofu.S. crude oil

eia’s current forecast of the aver-age u.S. refiner acquisition cost ofcrude oil in 2012 is $110 per barrel,which is $2.50 per barrel lower thanin last month’s outlook but stillabout $8 per barrel higher than lastyear’s average price. eia expectsthe price of west Texas intermedi-ate crude oil to average about $104per barrel in 2012, about $2 per bar-rel lower than the forecast in lastmonth’s outlook but $9 per barrelhigher than the 2011 average price.eia expects crude oil prices to re-main relatively flat in 2013.

eia expects u.S. total crude oilproduction to average 6.2 millionbarrels per day in 2012, an increaseof 0.5 million bbl/d from last year,and the highest level of productionsince 1998. forecast lower-48 on-

shore crude oil production in 2012averages over 4.3 million bbl/d,reaching its highest level since1993. Projected u.S domestic crudeoil production increases to 6.4 mil-lion bbl/d in 2013, driven primarilyby growth in lower-48 onshore pro-duction.

with falling global crude oilprices over the past month, eia haslowered the average regular gaso-line retail price forecast for the cur-rent april-through-September sum-mer driving season to $3.79 per gal-lon, 16 cents per gallon below thelevel in the previous outlook. eiaexpects regular gasoline retailprices to average $3.71 per gallon in2012 and $3.67 per gallon in 2013,compared with $3.53 per gallon in2011.

Very mild weather over the pastwinter contributed to natural gasworking inventories that continue toset new record seasonal highs, withapril 2012 ending at an estimated2.61 trillion cubic feet, about 46%more than the same time last year.eia’s average 2012 henry hub nat-ural gas spot price forecast is $2.45per million British thermal units, adecline of $1.55 per MMBtu fromthe 2011 average spot price. eia ex-pects that henry hub spot priceswill average $3.17 per MMBtu in2013.

Electronic speed limitersshowing many benefits

The federal motor CarrierSafety administration and the u.S.

department of Transportation re-cently analyzed the pros and cons ofelectrically limiting the top speed ofcommercial trucks.

The results of the study showedelectronic speed limiters improvedboth trucker safety and compliance,prompting the ceo of the americanTrucking associations, Bill graves,to petition the federal governmentto require the use of the limiters inall commercial motor vehicles.graves said the government shouldmove forward with legislation andregulations to implement the de-vices on a national level as a meansto improve highway safety as wellas trucking habits and decisions,Safety Blr reported.

although many in the truckingindustry are applauding the elec-tronic speed limiters and their manyproven benefits, officials from thecommercial Vehicle Safety allianceare not taking any action towardmandating the limiters in commer-cial vehicles.

land line Magazine reportedcommercial safety and enforcementofficials at an industry conferencelast month were presented with re-search and data regarding the safe-ty benefits of speed limiters. The of-ficials, however, were not swayed tomake any decisions on the devicesuntil further studies had been con-ducted.

Western Star introducespowertrain options for6900 models

now available for all 6900truck configurations, the 15.6-literdetroit dd16 engine features up to600 horsepower and 2,050 pounds-feet of torque, and it provides supe-rior torque curve for the heaviestloads in extreme vocational applica-tions such as logging, mining, oilfield and heavy haul.

in addition to the dd16, the de-troit Series 60 Tier 3 engine is nowavailable for the western Star 6900

Twin Steer truck model. ideal forthe most rugged off-highway voca-tional applications, the Series 60Tier 3 features a single stage turboand no egr. This not only increasesfuel efficiency, but minimizes main-tenance and operational costs, ac-cording to the company. The en-gine’s design also eliminates theneed for any kind of regeneration.

“our truck customers have veryspecific needs, and with new 6900options that include the dd16 andTier 3 engine, we continue to be oneof the only oeMs to provide a rangeof products that not only increaseproductivity but also improve fueleconomy for extreme over-the-roadand off-highway applications,” saysPeter Schimunek, marketing seg-ment manager.

The allison rdS 4500 and 4700automatic transmissions are alsoavailable for the 6900TS. ideal foroil pumping applications, the trans-missions’ vehicle propulsion modeputs power to the wheels in ruggedor remote locations, while stationarymode provides power the pumps, wi

“California-Only” dieselwill cost state

significant job losses will bedirectly attributable to californiaair resources Board’s fuel policies,says a new study by the californiaTrucking association. goods move-ment and agriculture sectors will beespecially hard hit if the policies areallowed to go into effect as currentlydesigned.

The report, titled “The impact ofthe low carbon fuel Standard andcap-and-Trade Programs on califor-nia retail diesel Prices” demon-strates the effect that carB’s regu-latory actions will have on thestate’s retail diesel future leading toa $6.69 per gallon price tag.

The study, prepared by Stone-bridge associates, inc., finds that by

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See “lT news”

31

TNEWS ANDNEWS ANDINFORMATIONINFORMATION

2020, carB’s low carbon fuelStandard, in combination with theaB 32 cap-and-Trade Program,could increase the price of diesel fu-el by $2.22 per gallon. That wouldrepresent more than a 50% increasein the price of diesel fuel and $6.69per gallon at the retail pump. Theaverage price difference betweencalifornia and neighboring stateswould be $2.33 per gallon when ac-counting for taxes.

according to the study, betweenthe year 2015 and 2020, these high-er “california-only” diesel fuel costswill cause a loss of nearly 617,000jobs in the containerized import sec-tor, $68.5 billion in lost state domes-tic product, $21.7 billion in lost in-come and $5.3 billion in lost stateand local taxes

california’s transportation andlogistics industry is responsible foralmost 14% of the state’s economy.however the study states that a“california-only” diesel price causedby carB’s program design will putcalifornia’s transportation sector ata significant competitive disadvan-tage.

“cTa is supportive of the produc-tion and use of alternative fuels, butthe cost gap between carB’s lowcarbon fuel Standard and thediesel fuel that the other forty-ninestates will continue to use is unac-ceptable,” says Scott Blevins, presi-

dent of Mountain Valley expressand 2012 cTa President. “This is aserious setback for any business de-pendent on diesel fuel for its opera-tions.

“State regulators need to stepdown from their ‘ivory tower’ andunderstand the impact of these un-fair policies on california truckers,”Blevins says. “carB’s blind pursuitof policies that will drive many cali-fornia-based trucking companies outof state or out of business should beof great concern to all californians.”

The report goes on to say thatthese diesel fuel price increases ofthis magnitude will cast an evenwider net affecting food, fuel, cloth-ing and other essential servicestransported by trucks.

“it simply makes no sense thathere in california where we wakeup every day to double-digit unem-ployment, businesses struggling tokeep their doors open or wheelsturning that carB would intention-ally impose policies that makes fuelmore expensive,” says Michaelcampbell, executive vice presidentand ceo of cTa. “higher fuelprices create an incentive for compa-nies to fuel up outside of our statecosting us jobs that provide for ourfamilies and critical tax dollars thatfund our roads and transit pro-grams.”

Oregon nets emergencytransportation funding

oregon, alabama and South car-

olina will receive a shared $20 mil-lion in federal funds to help coverthe costs of repairing roads andbridges damaged by natural disas-ters or catastrophic events.

The money will reimburse statesfor fixing or replacing highways,bridges and other roadway struc-tures. costs associated with detours,debris removal and other immediatemeasures necessary to restore traf-fic flow in affected areas are also eli-gible for reimbursement.

oregon will receive $15 millionfor cleanup from flooding, landslidesand erosion that occurred across thestate as a result of severe storms inJanuary 2012. alabama will receive$3 million for the repair of theMarch 2010 sinkhole on i-65 in Mor-gan county. South carolina will re-ceive $2 million for repairing thelaurens Street Bridge in aiken af-ter heavy rains caused erosion andclosed the bridge in april 2012.

“disasters can leave communitiesimmobile as local agencies are leftwith a huge mess to clean up and aprice tag to match,” said federalhighway administrator VictorMendez. “The department is com-mitted to repaying states for workthat was necessary to get trafficmoving and people on their way.”

The federal highway adminis-tration’s emergency relief programreimburses states for the repair andreconstruction of federal-aid high-ways and bridges that suffer seriousdamage as a result of natural disas-ter or catastrophic event. The fund-

ing helps pay for expenses resultingfrom extraordinary conditions.

Program aims to increasecommercial truck safety

The u.s. Department of Trans-portation’s federal Motor carrierSafety administration recentlylaunched the compliance Safety ac-countability Program. The cSa pro-gram works to analyze truckingsafety based on violations fromcrash data to address unsafe behav-iors with commercial carriers, andhelp them take action to preventsafety issues in the future.

The commercial trucking indus-try has already started to hire moredrivers with safe work experience,focusing on qualifications and usingtechnology to help recruit and hirefrom the most talented pool of appli-cations. The program aims to de-crease the number of accidents in-volving commercial trucks. Truckaccidents can be significantly dam-aging due to the size and weight ofthe vehicles, thus it is vitally impor-tant to improve trucker safety tomake american roadways safer.

while the data addresses safety,it also highlights industry trends.according to analysis from Quali-fiedcarrires, a risk managementprovider for shippers, carrier regis-trations have increased 7.5 percentin the past 14 months, reflecting ashift in the industry for many

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19lT news



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30

drivers to go into business for them-selves. Jeff Tucker, ceo of Quali-fied carriers and Trucker companyworldwide, said many truckers aretrying to shed their identities orcSa scores by starting anew in theindustry so as to improve their safe-ty record.

Large trucks go up inflames

large trucks - semi-trucks inparticular - are more likely to catchfire in higher speed vehicle crashescompared to light trucks and pas-senger vehicles, according to a re-cent study by the kentucky injuryPrevention and research center.

in a study of kentucky motor ve-hicle collisions between 2000 and2009, the kentucky large truck firerate was 113% higher than the lighttruck/passenger car fire rate. largetrucks made up 14% of vehicles thatcaught fire after a motor vehicle col-lision.

kentucky has 762 miles of inter-state highway. although many ofthese miles include twists andcurves, the study showed most largetruck fires occurred on long stretch-es of straight highway, with asteady speed of at least 55 mph, andthe majority of these large truckfires involve only the truck and itsdriver.

dr. Terry Bunn, director ofkiPrc, suggests two possible caus-es of these collisions: greater impactforce of semi trucks in collisions andfuel tank placement differences be-tween semi trucks and passengervehicles.

“large trucks typically have two150-gallon diesel fuel tanks on thetractor, and another 50-gallon fueltank if the tractor is hauling a re-frigerated trailer,” Bunn says. “fueltanks for large trucks have greaterexposure and are much less protect-

ed than light trucks and passengervehicles.”

Bunn says larger vehicles’ weightmay result in greater impact forcesin collisions. These forces may com-promise vulnerable fuel tanks, andleaking fuel is more likely to ignite.

another source of vulnerabilitywith large trucks is the crossoverlines between the two fuel tanks.during impact, they may fail due totear, rupture or puncture and in-crease the risk of fire. The lack of in-ertia fuel switches as standardequipment in large truck purchasesmay also increase the risk of colli-sion fires. The report cites addition-al causes of large truck fires includ-ing decreased vehicle stiffness andreduced crush space in the semi-truck cab.

other possible contributors tolarge truck fires are sleepiness andfatigue. if a driver falls asleep andmake no evasive maneuvers to avoidfixed objects such as trees andbridge abutments, the driver may bemore likely to have a higher impactcrash.

dr. Bunn suggests the incidenceof large truck fires can be reduced oreliminated by taking preventativesteps to improve safety on the road.These measures included mandato-ry inertia fuel switches, companytraining on seatbelt safety, rigidroadside barriers to contain andredirect semi-trucks from leavingthe roadway, crossover lines, pro-tected placement of fuel tanks, en-forcements of rest period and quali-ty sleep for drivers, investment indriver fatigue technology and elimi-nation of cab distractions.

“fire safety approaches based oninput from truck drivers, truckingcompanies, large truck manufactur-ers and roadway engineers are allneeded to reduce large truck fires,”Bunn says.

Ox Bodies introducesnext Gen Ox SuperDump

Truck bodies and equipment

international unveiled its nextgeneration ox Superdump at the2012 world of asphalt Show incharlotte, n.c.

The new ox Superdump featuresfour, six or seven-axle configura-tions, increasing payloads up to 25tons and 80,000 pounds gVwr.with the multiple axle configura-tions, the ox Superdump dis-tributes the weight over a muchlonger area, meeting payload re-

strictions throughout the u.S.,canada and Mexico. The Silentdrive Maxle air-suspension trailingaxle is designed to carry the extraweight of the payload and ensure asmooth ride.

The ox Superdump is also avail-able with a wide range of productivi-ty-enhancing options including air

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Butch Barber Trucking Inc.Kalispell, MT 59901

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TBei is a national and interna-tional designer, manufacturer andinstaller of medium and heavy-dutydump bodies, platforms and relatedtruck body accessories. The ox Bod-ies brand is the flagship brand ofTBei focused on class 8 applica-

tions with production facilities in al-abama and Minnesota.

for more information on the oxSuperdump, go towww.oxbodies.com.

Talbert Manufacturing offers 35-ton SRG DoubleDrop Trailer

Talbert manufacturing intro-duced its 35-Ton Srg double dropTrailer, which features aluminumpull-outs, adding a full two-feet oneach side.

The 35-ton Srg accommodateswider equipment and at lowerheights, making the trailer ideal forover-the-road haulers and trans-

porters of large agricultural equip-ment such as sprayers and com-bines.

consisting of a 48-foot overalllength. The tandem-axle trailer hasa 29-foot deck length with a rated 35tons distributed and 30 tons in each10 feet of deck length. The 8-foot-6-inch deck width has the ability toextend to 12 feet, 6 inches with theoptional aluminum pull-outs. addi-tionally, the 35-ton Srg offers anultra-low 18-inch loaded deck heightwith a 6-inch ground clearance.

offering versatility and ease ofoperation, the 35-Ton Srg featuresa lighter-weight mechanical remov-able gooseneck design. air-ride sus-

pension provides added operatorcomfort for a smoother ride.

This customized unit offersheavy-duty T1, 100,000-PSi mini-mum yield steel construction, a four-beam design and apitong flooringoutside the main beams. The trailercan be equipped with optional alu-minum wheels, strobe lights, bat-tery backup and connections for aflip axle.

Hendrickson launches innovative front steer axle

hendrickson Truck commer-

2000 KW-Long Hood,Cat 3406E, 550, 85k on Cat overhaul,18spd, 46 Eatons, Chalmers suspen-sion, air ride cab, all good tires, al alum.wheels, quick change bunks, two logtrailers, electric scales, everything goes

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skates on the freeway is the mor-bid efficiency of not needing a cof-fin, or medical car, should youhave a collision in your soap box“car.” you’ll not survive a freewaycollision... they weren’t designedfor that!

aside from an apparent “deathwish” by the occupants of “smartcars” on the interstate, the occu-pants “survivors” of said vehicleshold the same “eco-friendly” mind-set to change the laws to accommo-date their minority by legislatingand suing to drag the rest of us totheir “way of thinking” because itfits their fantasy ideology.

we believe this is not theirright, but instead is a clear demon-stration of evolution in action,where in this case really bad ideas,such as driving a “smart car” onthe interstate literally go to die. intown...fine. on the freeway, theyjoin the ranks of flying mosquitoes.Join this minority at your own per-il.

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From the Stump

(Continued from Page 2


See “lT news”

28lT news


cial Vehicle Systems now offers itsnext-generation SteerTek nXT axleon select international truck mod-els. SteerTek nXT is the standardaxle offering on internationalProStar+, TranStar and loneStarmodels.

SteerTek nXT includes continu-ous beam architecture, which mini-mizes stress points for added dura-bility while providing a strength-to-weight ratio. The rigid, box-shapedcross section of the axle resists hori-zontal, vertical and twisting forcesmore effectively than traditional i-beams, says hendrickson, and is de-signed to manage the increasedbrake torque resulting from the re-cently updated fMVSS-121 stoppingdistance regulations.

for brake option flexibility,SteerTek nXT is compatible withboth drum and disc brakes with ei-ther 5/8 inch or 3/4 inch fasteners.

SteerTek nXT saves up to 23pounds compared to traditional i-beam axles, according to the compa-ny. it can be combined with hen-drickson’s monoleaf spring technolo-gy to form the Softek lightweightfront suspension system. Softek pro-vides up to 85 pounds of weight sav-ings. SteerTek nXT can also bepaired with hendrickson two-leafspring designs.

The patented two-piece knuckleassembly simplifies kingpin bushingserviceability and includes a newdouble lip seal to further improve

bushing life, exhibiting hendrick-son’s commitment to maintenanceefficiency. in addition, integratedsteering arm and tie rod attach-ments increase strength and furtherreduce weight, providing greaterdurability helping to reduce mainte-nance costs.

SteerTek nXT highlights a newintegrated clamp group and axleseat, a feature that results in a plat-

form for system integration of vari-ous next generation front suspen-sion systems. SteerTek nXT’s newclamp group also provides improvedground clearance and reduced partcount compared to previous designs.

SteerTek nXT comes with a stan-dard 10-year, one million mile limit-ed warranty. The warranty coverageincludes the axle beam, steeringarm, knuckle assemblies and king-pins when used in hendrickson ap-

proved applications in the u.S. andcanada and within the properguidelines of SteerTek nXT.

available in capacities up to14,600 pounds, SteerTek nXT is ap-proved for on-highway and medium-duty truck, bus and motor home ap-plications.

for additional information onSteerTek nXT, go to www.hendrick-son-intl.com.

Michelin XZY3 retreadshelp fleets lower tirecosts

michelin retread Technolo-gies is enabling mixed-use fleetsand owner-operators to take on thechallenges of on- and off-road appli-cations with the new Michelin XZy3

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Allis ChalmersBendixBudaCaseCat IndustrialCat MarineCat Off-HighwayCat TruckContinentalCumminsDavis BrownDetroitDeutz

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We are proud to represent Grange Insurance Association. This regional mutual company has been serving Western families since 1894. Grange Insurance is small enough to pay individual attention to every customer, yet it has the financial strength to provide the coverage you need at competi-tive rates.

As a mutual company, Grange is owned by its policyholders. By staying independent it stays focused on serving families in towns, suburbs and farm communities like yours.

WCLA Insurance Agency, Inc. www.loggers.com

800-422-0074 Serving the Pacific Northwest

Grange InsuranceAssociation

you may remember luke Zackarias from the cover ofour May issue. we just learned that he traded his 2000Peterbilt to Pape kenworth for this 2013 w900B. Thetruck has an iSX 525 Cummins, 18-spd transmission,46k dbl locker rears, 8-bag air ride and 260” wheelbase.

22lT news



See “lT news”

Need a “Brake” on your Truck Insurance Rates?

Serving Oregon & WashingtonAsk for Tim • 503-245-3345 or 888-821-4717 • Tigard, Oregon

Insurance & Financial Services Brokerage AgencyT.W. MORGAN INSURANCE SERVICES

Since 1991

• Log Trucks• Dump Trucks• Tow Trucks• Mail Haul Trucks & Contract Hauling Trucks• Commercial General Liability Coverage Available

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#1

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

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Gates Hoses & FittingsLincoln Lubrication Equip.

Williams Oil Filter 1x2”

1988 Kenworth W900B,Cat 3406, 425hp, ATA air glide susp.,nice rubber, ten alum. weels..................................$9,000 OBO

FOR SALE

Reynolds1x2.5

541-409-4142

27

Pre-Mold retread.The all-position tread is designed

to deliver exceptional wear anddurability in on- and off-road use,offering a retread that extends theperformance of the popular new tiretread design throughout the casinglife, according to the company.

“retreading is an excellent wayfor fleets to lower their cost of opera-tion,” says Ted Becker, vice presi-dent of marketing for Michelinamericas Truck Tires. “The mixed-use application can make retreadingchallenging to incorporate, becausenot every retread can perform in adifficult on/off-road environment.The XZy3 retread answers that callto provide application-specific fea-tures that promote long casing andtread life.”

The XZy3 retread’s compoundprotects against aggression, chip-ping and cutting, while a centergroove bottom protector guards thecenter channel from any stonedrilling and also assists in ejectingany stones or debris from thegroove. The tread’s four-rib designdelivers the traction needed for thetire to operate in soft soil and mud,a regular challenge for tires in themixed-use environment.

The retread is available in eightsizes - 210, 220, 230, 240, 250, 270,280 and 290/345. The 290/345 sizeincorporates a winged tread designinto the tread blocks for additional

shoulder adhesion in high-scrub ap-plications.

OTA sues Oregon overDMV fee increase

The oregon Trucking Associa-tion inc . is leading a lawsuitagainst the oregon departments oftransportation and administrativeservices over a proposed 450 percentincrease in the fee for getting adMV driving record.

The association is joined in thesuit by aaa oregon/idaho, oregoncolumbia chapter of the associatedgeneral contractors of america,Property casualty insurers associa-tion of america, redmond heavyhauling, inc., gordon wood insur-ance & financial Services, inc.,Property casualty insurers associa-tion of america, and the nationalassociation of Mutual insurancecompanies.

The odT and daS want to raisethe price of purchasing a dMV driv-ing record from $2 to $9.68. Therecords are used by insurance com-panies to determine insurance ratesand trucking companies to verifythe records of prospective drivers.

“oregon’s trucking industry isdedicated to a high level of safetyand to keeping skilled drivers on theroad,” said oTa President debradunn in a statement. “Beyond thesubstantial cost increase to accessdMV records, the impact from thismove will be far reaching and willaffect all motorists on oregonroads.”

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23lT news


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Alpine Industrial LLC........................4American Alliance

Drug Testing..............................13Art’s Automotive.............................20

Butch Barber Trucking Inc..............20

Comeau Pinstriping & Lettering .......8

Esley Truck Accessories ................16

Forest Industry Network.................23

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

Knox-Douglas, Inc..........................14

L&M Truck Sales, Inc. ....................16Lincoln Industrial Supply ..................7LKQ K.C. Truck Parts.....................24LKQ Wholesale Truck Parts, Inc. ...17Log Trucker Sub.............................20

McCoy Freightliner.........................12Miller Truck Salvage LLC...............14

Pacific Truck Centers .....................15Progressive Insurance Co..............11

Quality Diesel Parts .......................22Quality Equipment & Parts, Inc. .....23

R&G Machining & Engine Parts.....21Radiator Supply House, Inc. ............9Roamin’ Mobile Scale Repair...........6

Scheller Diesel Service ....................6St. Johns Truck & Equipment...........8

Tim Morgan Insurance ...................22

United Gear....................................12

Vulcan Onboard Scales ...................5

WCLA.............................................22Washington Truck Rebuilders ........18Washington Truck Wreckers ..........10Whit-Log, Inc..................................19Woodpecker Truck ...........................9

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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

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2007 Kenworth and2006 Alpine long logtrailer, ISX 565,18spd, 46 rears,4.10 ratio, Chalmers suspension, 350kmiles, Vulcan scales, alum. wheels, Vir-gin tires, all the bells and whistles, wellmaintained, no problems, one owner,available late June. $92,000..................will seperate

FOR SALE

McIrvin 1x3.5

509-675-0159

1983 Pete self loader,400 Cat, 13spd w/4spd Brownie, SS rearends, 1989 Cacade trailer, 1987 Rameyloader, needs a few things done, but itwill work tomorrow just fine. I am retiredout, so it needs to go..........$24,500

FOR SALE

Wardle 1x3

541-582-1367

DON’T FORGET !Deadline For Advertising

In The JULY 2012

LOG TRUCKER ISSUEIs June 13th, 2012

24 25

June 2012

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