Log Trucker January 2013

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VVolumeolume 3939 nnumberumber 11 To Advertise Call (800) 462-8283 JJanuaryanuary 20132013

on a recent morning, as with most morn-ings, made some coffee and turned on the

morning news, mostly from habit... a not so goodhabit, and i’m not talking about the coffee. Homethe past 27 years has been Washington state,what some cynics would refer to as “the People’sRepublic,” of Washington, given that is true withmany states (especially on the left (or west) coast,the way the metropolitan area votes lays out thepolicy mis-direction for all of us.

on the most recent election Seattle decided (forthe rest of us) to legalize gay marriage and legal-ize marijuana, yippee! What a person does withtheir own time really is their business (life, liber-ty, and the pursuit of happiness), especially intheir own private residence. While the apparentmajority of Washington city dwellers embracedthe election results, the rest of us get on with lifein a lackluster economy shaking our heads andadjusting. but when it comes to the lovely peoplein the media, notHing can go without commentand interpretation by their anointed brilliance,and thus as the weekend approached that gaymarriage was legal in the People’s Republic ofWashington, it was given the same bloated ver-bose coverage as the Japanese tsunami of lastyear, never mind that same gender marriage’simportance to most is very incidental.

the lesson here is often repeated: in the veryleftist mind set it is not enough to win an issue,victory is only complete when you rub it in every-one’s face and do a little victory dance, over andover ad nauseam.

We wonder if similar coverage will be given tothe inevitable, and messy string of predictablyugly and expensive divorces in a few years? nah,more likely we’d see a new “reality tv” show onthe subject.

legalizing marijuana in this, and likely addi-

tional states in the nearfuture, while widely cel-ebrated has far morequestions than an-swers, in that it is stillillegal by federal law,and remains at oddswith most (if not all)workplaces, and subjectto dui (driving underthe influence) laws.granted, what you do

on your own time is your business, but if you’reunder the influence of something, which by itsvery nature “clouds” your judgment, especiallywhere it has the potential of endangering my per-sonal safety, and that of my fellow workers, that’san entirely different matter that i’m opposed to.

many times when talking to “drug” fans we’venoted “...the world is a complicated place, and get-ting more complex with time. Why would youthink that putting a fog over your ability to per-ceive and judge real time reality would makethings better?”

it brings to mind the phrase sometimes heardabout patrons of the opposite sex in bars at 2:30in the morning as they made the last call fordrinks and the crowd started to thin out. “theyall look better (including the person uttering thephrase) at 2:30!” inevitably that lead to thephrase of “coyote ugly,” in at least some of thosecases, the following morning. for those of you notfamiliar with the phrase, “coyote ugly” applies towhomever those with poor judgment may findthemselves partnered with the following morningwith your arm beneath their head, and it’s beingbetter to gnaw off your arm rather than riskwaking them by moving it from beneath theirhead so you can escape unnoticed.

unforeseen consequences increase when you’renot thinking beyond the immediate goal, and im-peding one’s thinking increases the odds of un-foreseen consequences dramatically.

We’ve had many “coyote ugly” moments of pub-lic policy the past several years, many intrudinginto our private lives, our public freedom, our pri-vate property rights, and perhaps most disas-trously in the growth of government largesse andlack on fiscal constraint. unfortunately, there isnothing humorous about this in light of its long-term effect on the future of our freedom.

It’s a spending problem

For all the divisive rhetoric, class, race andeconomic warfare encouraged by our recently

re-elected president, in HiS effort to shift atten-tion to a “rich vs. poor” showdown, the harsh real-ity is congressional spending the past twodecades. as occurs in many young marriages, themoney issues the lead to divorce are not so muchrooted in lack of income as they are in lack of dis-cipline in spending. today’s congress, and today’sadministration has all the spending constraints ofteenage newlyweds... which is to say none. Re-gardless of how much they earn, their spendingwill constantly expand beyond income.

the issue is philosophical, ideological, and hasnothing to do with priorities. my five year oldgranddaughter has more control.

more income will not stem the flow of red ink.it will only spur more spending until we run outof other people’s money. “tax the rich” may carrywell, but the current issue is the same as the oldissue: too much spending, no prioritizing, and fartoo much federal government. if you want moregovernment, do it locally where accountability isclose at hand.

Workforce

perhaps one of the best philosophies we’veheard on the future of logging came from a

contractor we’d recently spoken with about theirsuccess in hiring, training, and maintaining ayounger work force. to paraphrase what wassaid, “... we’re not just hiring someone for the job,we’re hiring them for a career.” While at first youmay find that simplistic, the difference was inmeaning and commitment: We’ll bring you intothe company as part of the company. they take ita step further with health insurance, and 401(k)retirement plans. “We want to be able to give ouryoung people coming in a profession,” and withthe healthy mix of ages on the crew, it’s clearthey’ve been successful at that.

A positive choice

afew years ago we heard some of the best ad-vice on keeping your perspective and mood

positive from a speaker during the associatedoregon loggers annual meeting, who suggestedwe stop listening to the televised national news,not to hide from reality, but to reduce the stressand repetition sensationalized as has been thefashion for the past decade plus.

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by Mike Crouse, Publisher

Looking through a murky crystal ball

From the stump...

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 of Loggers World

WoRking WiTh WhAT you’ve goT– by Mike Crouse

His & HersRobeRt ComeR tRuCking • PolloCk PineS, CalifoRnia

Winter surViVal tips

STAnding on The FiSCAL CLiFF– by Sherrie Bond

Get straiGHt on business etHics

tHe DriVer’s seatbRandon daviS • CaRlton, oRegon

cHatterbox: 2013 resolutions

loG trucker neWs

aDVertisers inDex

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2222COVER PHOTO: Tina and RObERT COmER aRE PaRTnERs in lifE as

wEll as in THiER CalifORnia lOg Hauling businEss.

See “His & Hers” on Page 4

Member and Supporter of theAmerican Loggers Council Since 1994

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RObERT COmER

TRuCkingPOllOCk PinEs,

CalifORnia

by Darin burt

robert and tina comer are partners, inbusiness and in life. as owner-operators, he

has his truck and she has hers. You might evensay they’re a great example of the old adage, thecouple that “hauls” together, stays together.

“any wife of a log trucker should go and do hisjob for a while. You’ll have a whole new under-standing of the business, and why you have tosacrifice so much time,” says tina who’s beenhauling logs alongside her beloved since 2005.“there’s a lot of give, and i don’t think i fully un-derstood until i started doing the job.”

Robert and tina have been married for 23years. they were high school sweethearts andmarried young, starting a family early on. tinawas a stay-at-home mom and Robert made a liv-

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RObERT COmER

4

(continued on page 5)

See “Robert Comer”

45

HIS & HERS

Tina COmER

ing as a log hauler.

Robert is a third generation logtrucker from Columbia, California.

He got his license when he was 161/2 years old, learning on the familytrucks, but graduating high schoolat 17, he was unable to find some-body that would take a chance onhiring a ‘kid’ as a driver. a goodfriend helped him to get a job in the

shop at alderman timber Company.late that fall, his boss, keith alder-man, was desperate for drivers andthe day after Robert turned 18 hewas in a truck and hauling logs. Hefinished out the year with aldermantimber, and by spring he’d “begged,

borrowed and saved” enough moneyto buy an old 1965 Peterbilt.

When the kids were old enough to

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THE COuPlE THaT Hauls together, stays together. Robert andTina Comer may have had their bumpy roads to travel, but theirpartnership is stronger than ever. “we work well together,” Tinasays, “because we’re good friends and we just click.” adds Robert,“it’s not always easy. . . but nothing worthwhile ever is.”

Robert Comer

(continued from page 4)



5 44

take care of themselves, tina got apart-time job at a local restaurant.but when the driver they had ontheir number two-truck failed towork out, the idea sprung for tinato take his place. “drivers were noteasy to find. We took a look at thenumbers and were paying a lot ofmoney in comp and in wages thatcould pay our own expenses,” tinasays.

“the truck was already sitting inthe yard, and for me, it was mucheasier than going and getting a de-gree for another career. i like to beoutdoors, and i’d always liked beingout in the woods with Robert when icould go with him in the truck. i justfigured i’d give it a whirl.”

Robert taught tina how to driveand she liked the job a lot from theget-go. “i liked the setting and theeasy-going nature of most of theguys. there are stressful moments,

of course, but most of the time youget to laugh and joke around all daylong,” she says. “i got to see my hus-band a lot more too, and that was abig plus.”

“our working relationship has al-ways been phenomenal. Robert isvery, very easy-going. anybody elsewould have killed me the first sixmonth; i’m not so easy-going and sowe balance each other really well,”she adds.

When it came to trucking, tinapretty much a rookie, having neverdriven other than moving the truckaround in the yard at home. Shecaught on pretty quickly though,and that was partly due to Robert’sinstructions.

“i always tell people that Robert’sother calling would be teaching be-cause he’s extremely patient. Hewould explain things a thousandtimes if i needed him to, and would

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S e v e r a l U s e d S e r c o s A v a i l a b l e

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2000 OLYMPIC EQUIPMENT TRAILER,model 30T FB-30, 50,000# capacity, 102”wide, 30’ deck STK. #4498

1997 SERCO 160, 17500 capacity, 25’boom, 42” non-continuous grapple, picks5132# @ 25’ STK. #4660

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RObERT COmER TOssEs a wrapper over his load.

Tina COmER TRuCks wiTH the best of them. Just don’t get herstarted on the subject of hood ornaments. “i don’t particularly carefor the ‘super chicken’ on the end of the hood.,” she says.

6Robert Comer




43

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7iT’s a TwO-TRuCk sHOw for the Comers. They’ve tried run-ning with three trucks in the past, but it turned out to be kindof a “third wheel”. Robert and Tina share a similar devotion tothe job and plan to be hauling logs together for a long whileyet.

42

literally draw me a picture if i didn’tunderstand. He really likes to sharewhat he knows,” tina says.

Robert had a feeling that she’d bea natural. “Way, way back when wewere dating in high school shelearned to drive my pickup. She wasa good driver; she can handle justabout any vehicle,” he says.

the other thing that helped - orforced, tina to break in quickly, wasthat the haul they were on at thetime was one of those “farmerpatch” jobs where there isn’t muchof a road to speak of, no turnouts orturnarounds and just about everyobstacle that can give even a sea-soned trucker fits. not to mentionthat the logger was high mainte-nance and go-go-go.

“it was definitely sink or swim: itwas tough. it was a high blood pres-sure situation and i didn’t want toscrew up,” tina admits. “i’ve neverbeen a really quiet person, butworking on that job, especially,helped me to come out of my shell.”

over time, tina has learned totake it easier. “i’m not a hard driverand i don’t hammer on the equip-ment - if you don’t take care of stuff,it won’t take care of you.,” tinasays. “if it’s a bad spot, i don’t carewhether i have to get pulled out orwhatever. i’m very careful; it’s mucheasier than busting something.”

along the way, a 2008 modeltruck was added to the fleet. butwith tough times, it just penciledout that payments on a new truckweren’t practical. tina was drivingan ‘08, but she now drives a 2006Peterbilt and Robert is in the 1978model.

You might believe that Robertwas just being the gentleman andgiving his wife the nicer ride, but ithad a little more to do with givingher a “safer” truck that would havefewer problems. “i do a lot more ofthe mechanical stuff, and if the ‘78breaks down, the mechanic is al-ready on the job. it just made themost sense all around,” he says.

of course, the orange and whitePetebilt, nicknamed “the Pumpkin”is a classic. it looks like it belongs ina truck show rather than working inthe woods. Robert has made a lot ofupgrades to modernize the truck, sohe has no issues with being its driv-er. “it’s a neat old truck and in itsday it was the s—-,” Robert says.

Robert and tina haul primarilyfor dan arens & Son, a logging com-pany from Pollock Pines. over theyears, they’ve also hauled chips androcks. Robert has also moved equip-ment with a lowbed. on occasion,Robert also pulls an end dump forexcavation contractor mike Stiles.during the winter season, when log-

ging is slow, Robert also works as anequipment operator for Caltrans do-ing snow removal and road mainte-nance on Hwy 50.

tina will help with anything thatneeds doing when it comes to main-taining the trucks. When an axlebroke during the busy summer sea-son, she came home and started therepair job until Robert could arriveand help out.

“i’m not afraid to get dirty,” tinasays. “usually on the weekend,Robert does the majority of the

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Robert Comer


41

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Tina’s RidE – 2006 379 Peterbilt with a 475 Catmotor, 18-speed transmission, Pete air-trac sus-pension and 1974 miller conventional log trailer.

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#6

maintenance, while i catch up onthe household chores . . . actually,we should think about trading.”

“i do try to keep my truck prettyclean as well. it’s a nice truck, andi’ve got a sense of pride. the longeri take care of it, the longer it’s goingto last. the better your truck looks,the less you’re going to get hassledat the scales too.”

it probably doesn’t hurt to be acute lady truck driver either. Justbecause she works at a dirty job,doesn’t mean you’re not going tocatch tina without her make-up onand hair done just so.

“that’s one of the reasons thatRobert makes his own lunch in themorning,” she jokes. “i don’t feelcomfortable being all ‘haggy,’ that’sjust who i am. i try to start out look-ing halfway decent.”

as with a lot of partnerships;marriage, business or otherwise,Robert and tina have had theirbumps in the road to overcome.there was a time recently whentheir relationship was on the rocks.“You might call it the twenty-yearitch,” tina says.

“We have a great working rela-tionship and we tried to keep ourpersonal troubles separate fromwork,” she says. “We kind of had abreakdown in communication;things got way too serious and we

went through Hell and back. it tooksome work, but we’re good now.

“We’re best friends and he’s agood man,” she adds. “We work welltogether because we’re good friends,we laugh a lot and we just click.”

“When we started out, everybodytold us that we were too young toget married. We didn’t care. Wekind of do our own thing and it’snever really been an issue aboutwhat everybody else thinks. it’s thesame way in the business - it’s notso much what people think, butmore about what matters to us,”Robert says.

“tina has definitely brought goodpublic relations skills to the table(in the business partnership). She’svery charismatic,” Robert adds. “

Just make sure you know thattina is there to do a job and not justto look pretty. “ i’ve gotten whistledat on the radio,” she says, “but idon’t put up with that.”

Successful partnerships requirejust the right mix of personalitiesand abilities; not to mention devo-tion. Robert and tina certainly seemto be a good combination.

“We’ve been partners ever sincewe’ve gotten married whether wewere driving or not,” Robert says.

“it’s not always easy,” he adds,“but nothing worthwhile ever is.”

KKEENNWWOORRTTHHNNOORRTTHHWWEESSTT,, IINNCC..

Thank-YouHermann Bros. Logging

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Pulling an End dumP for excava-tion contractor mike stiles.

Robert Comer


38

for making itthrough the winter

the winter months can betough on truckers. a little plan-

ning ahead can save a lot ofheadaches once you hit the icyroads. of course, carrying extraclothing, water and food (and a canopener if applicable) is a wise move.but there are some truck-specificsupplies that can make the differ-ence between a good winter and abad one for truck drivers.

1. Washer Fluid. When you hitwinter weather conditions, you’ll beusing your washer fluid more. and,chances are, so will everyone else.So if you run out and need to buysome at a truck stop, you’re likely tofind that they’ve run out. even ifthey do still have some in stock, youmay end up paying twice as muchfor it as you would pay at a discountstore if you bought it ahead of time.

2. Wiper blades. the more youuse your wiper blades the sooneryou’ll need to replace them. and ifyou need to replace them during asnow storm, you’ll find out just howimportant those wiper blades are.Carry an extra set with you. if youcan, get a set of winter blades foryour truck- these are wiper bladeswith a protective rubber cover thatare more durable in winter weather.

3. anti-gel. diesel isn’t the sameas gasoline, and one of the major dif-ferences is that when it gets colddiesel fuel can gel up. if your truckis running, you are far less likely torun into a gelling problem. but,much like washer fluid, you’ll wantto buy your anti-gel ahead of time.When the temperature drops, truckstops tend to run out of anti-gel ad-ditives. Some popular anti-gel addi-tives are fPPf, Power Service andHowes.

4. melt Down. if you do gel up,you’ll save yourself a lot of time andmoney waiting for a service truck ifyou have fPPf melt down withyou. this is different from anti-geladditives, which are intended to pre-vent gelling. only use a product likemelt down if you have already

gelled up.

5. bleach. When you’ve beenparked and you want to get rolling,you’ll sometimes find that you don’thave any traction. there are tricksto try to avoid this- such as pullinginto a parking spot and driving for-ward and back a few times to packdown the snow that will be underyour tires when you try to leave. butwhen all else fails, a little bleach onyour tires can give you some addedtraction if you’re stuck on ice. thebleach isn’t intended to melt thesnow, it makes the tread of the tireslightly sticky temporarily. don’toverdo it- it’s not terribly good forthe truck tire.

6. Jumper cables. Your best betis to make sure your batteries areup to par before winter weatherhits- one bad battery can drain allyour other batteries. and coldweather makes batteries work hard-er to start your truck. but if you endup stranded by dead batteries, you’llbe glad you carried jumper cableswith you. even if you don’t end upstranded, chances are another driv-er will. don’t buy a flimsy set ofjumper cables- the thin cables mightwork fine on a volkswagen, but aheavy duty truck will need heavyduty jumper cables. buy the thick-est, longest jumper cables you canfind.

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12 37

SIX TIPS...

by sherrie bond

as interesting as “governmentgossip” is, taking the time to un-

cover all the dirt swept under the“rug” takes some real sleuthing. asi dig into a topic, i repeat mymantra, “this is the little bit we canuncover; i’d hate to uncover what’sreally hidden”! if we knew all thedeals being cut, the generous giftingof our tax dollars for unbelievablystupid projects to cheaters suckingup “free government money” (as

they call it), or research grantsfunded to study ... i don’t know...mind-benders like “do crows eatingfries at mcdonalds (r) have highercholesterol levels than crows eatingcorn in kansas” or “does the generalpublic more clearly understand al-pha or numeric characters on firesafety message boards in nationalforests, we’d march on Washingtonand i don’t mean the State!

billions of tax dollars are wastedeach year impressing the folks backhome and we have to put a stop to

it. the lame duck administration ishaggling over whether “middle classamerica” should be tagged with atax increase or if only the wealthy2% should take the hit and i don’teven know if there still is a middleclass america, do you? by govern-ment definition, do you ever wonderjust who are the middle classes theyrefer to? are you poor? are you im-poverished? i “get it” that oprah isa wealthy “billionaire”, but by gov-ernment comparison does that makemick Jagger middle-classed with on-

ly a few hundred “million”?Here’s the deal: by federal defini-

tion, middle class doesn’t exist as awhole. there are now sub-sections ofmiddle classification (all the betterto tax your souls): there’s the Pro-fessional/managerial middle Classearning $100,000 plus per year.next is the lower middle Class con-sidered to be “lower level white col-lar workers” earning $50,000 to

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��( �!&��&*��%��& � �� =��)2-��20��+5�� #-*;13:��>+0��20��+5�� #-*;13:��>+0��!� ��/4/-;�� >+0 ��!� ��/4/-;� �� =��)2-�� /4/-;�� =��)2- ��20��+5�� =��)2-�� # �� ?4�� $;7-8�$0)7-��!'�� =��)2-��

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See “Holding an anvil”

36

Holding an anvil on the fiscal cliff

by Darin burt

you’re driving down the high-way with the yellow line on one

side and the white line on the other.ideally, you’re staying in your lane.but reality is that no matter howwell your wheels are aligned, you’rebound to drift a little. What mattersmost, and what keeps you going inthe right direction, is how much youswerve and how you react.

it’s the same when you’re navi-gating the fine line between goodand bad ethics in business. the con-cept of business ethics has evolvedsignificantly over time. Historically,it referred to operating a business ina way that does not break the law orviolate any major moral guidelines.good business ethics can also be de-scribed as making the right deci-sions for everyone concerned basedon the facts and circumstances.

“the question isn’t the mistakethat’s been made or the unethicalbehavior that might take place, butrather what are you going to doabout it? if you stay within thelines, you have a better chance ofgetting a consistently positive out-come,” says Chuck gallagher, busi-ness ethics expert and author of the

book, “Second Chances: transform-ing adversity into opportunity.”

it might seem ironic, but accord-ing to the latest national businessethics Survey report more poor ethi-cal decisions are made when busi-ness is good than during times ofcrisis. Historically, as the economyimproves and companies and work-ers get more comfortable about theirfutures, misconduct tends to risenotes the report because “profittakes precedence over proper behav-ior.” in addition, reporting of mis-conduct declines, pressure to com-promise increases and retaliationfor allegations rises during improv-ing economic times.

as a result: “the stage is set for alarger jump in misconduct once astrong economy reduces companies’ethics focus and eases employees’worries about job security,” the re-port stated. it finds that misconduct“is already rising at companieswhere renewed growth is under-way.”

as a business owner, it’s your re-sponsibility to set the ethical stan-dards for your staff to follow. if, forexample, you tell your sales peopleto move as much merchandise asthey can, and you leave the details

of how they go about that up tothem, you can’t blame them forwhat may be in your eyes unethicalbehavior. Some businesses have awritten policy manual outliningproper business practices. the keyis simply to communicate the mes-sage clearly with your employees sothat everyone knows what is expect-ed.

external social pressure has be-come a major driver in businessethics. Without the internet andmobile devices, word did not getaround as quickly if businesses en-gaged in questionable practices. be-cause people can now find out any-thing about anyone, and are quickto broadcast that information, espe-cially when the news is negative,your business cannot afford to ig-nore external social pressure. if yousay or do things that go against so-cially accepted norms, the internetand other means of rapid communi-cation allow the community to riseagainst you.

“You have to pay careful atten-tion to everything that you say anddo, and assume that it may berecorded and become public,” gal-lagher says, adding that this is espe-cially true for small businesses insmaller communities where wordcan spread even fast and reactionscan be more damaging.

on the flipside, however, gal-lagher points out that the public ingeneral is fairly forgiving. “mostpeople, as human beings have mademistakes. if a person or business

steps up to the plate and admitsthat they screwed up and are takingactions so that the issue doesn’thappen again, most of the time itblows away. Where you find the bigblow-ups is when people try to coverit up.

People want to do business withpeople they trust. “the role of trustin commerce simply cannot be over-stated,” states Chris macdonald,Ph.d., Senior fellow at duke uni-versity’s kenan institute for ethics.“business - and that includes con-sumers interacting with any busi-ness - simply cannot happen with-out trust. it is something that’s easi-ly lost and hard to regain.”

lets put a couple of real worldscenarios to the test. You’re selling aused truck and you know that it hasa few wiring quirks - do you tell thepotential buyer or knowing let thembuy the truck in as-is condition andtake their chances? You’re a hireddriver being paid by the hour - doyou subtract the time you spent atthe mini-mart buying a pop on everytrip? do you show up at worksite atthe requested time or do you forcethe customer to live by your sched-ule? and the big one - do you know-ingly undercut a competitor’s ac-cepted rate in order to steal theirjob?

“it’s not that you can’t go aboutyour business and make a living,”macdonald says. “the question is

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#2

14


See “Going Straight”

35

gOing sTRaigHT...Good ethics is more

than good business

by Darin burt

brandon Davis is very enthu-siastic about his job hauling

logs for Cross & Crown.“it’s a thrill and something that

not everybody does. i look forwardto going to work every day and iabsolutely love my job. i love beingin the woods with the wildlife. itbeats pounding the pavement anddealing with traffic. i’ve been to theeast coast and back, and i’d ratherdeal with mud and snow than dealwith those roads again,” says bran-don, 24, from Carlton, oregon.

it was only last summer thatbrandon started hauling logs, butto him it’s nothing new. “i grew inWillamina and i saw all the logtrucks there and it seemed like apretty fun job. i rode with myfriend dusty, one of the eddy boysfrom Willamina, and from there iwas hooked,” he says.

brandon’s first log hauling jobwas for Stump branch logging. af-ter going on the highway, he wentback to the woods, driving a 5-axlelog truck for teevin bros.. He laterjoined his buddy tyson bumgarner

when he bought a second truck.When that job ran it’s course,brandon recently got on with Cross& Crown.

brandon attended elite truckdriving School to earn his commer-cial drivers license. it wasn’t likehe didn’t know his way around atruck. He’d been around them sincehe was a kid and his dad would lethim steer his highway truck out inthe flats of Wyoming and northdakota. truck driving school was amere necessity for brandon be-cause any of the driving jobs hecould get required that he be certi-fied from a professional school.

“i got a nickname at truck driv-ing school - mr. know-it-all - be-cause i already knew a lot of whatthey were teaching from havinggrown up around the trucks,” hesays. i was just there to get thepiece of paper that said i coulddrive.”

over the road trucking wasn’t aparticularly good fit for brandonbecause it kept him away from his

CALL (208) 877-1714

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Happy New Year!From your friends at

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bRandOn daVis, a young driver at Cross & Crown, has a great starton a successful career as a log hauler.

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See “Brandon Davis”

34

THE DRIVER’S SEAT:

BRANDON DAVIS • CARLTON, OREGON

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#2

On His maidEn Haul with stump branch logging.

Hauling on the highway with a 2006 Peterbilt 379.

THE TRuCk bRandOn dRiVEs for Cross & Crown is a 1997 ken-worth T800 equipped with a 3406E Cat motor, 13-speed transmis-sion, lift axle and whit-log trailer and gear. with a million 76,000miles on this specific truck, it has served its purpose and is aboutto be retired, and brandon will soon move into a newer rig.

16 33

family. “as a single father, the onlypriority i have in my life otherthan work is taking care of my sonethan,” he says. “i want to behome for my son and for him togrow up with his father.”

it was a quick transition into alog truck for brandon. He taggedalong with one of the Stumpbranch drivers for a day, and thenhe was turned loose. “the keyswhere thrown at me, and they said,‘Here ya go.’ When it came to thescales and the trailer loader, ididn’t have a whole lot of knowl-edge, but the rest of it came prettynaturally. i could drive a truckdown the road and back it up. ilearned as i went along.”

“there is a big difference be-tween driving a highway truck anda logging truck,” brandon says.“Steering coming out of the woodsis one big one - you don’t swing forthe corners; your trailer followsyour truck. that was one of the biglessons that i learned on my firsttrip because i just about drove offthe road.”

“i’m still learning,” he whole-heartedly admits. “i was raisedthat you drive by the seat of yourpants and you never get too com-fortable. i take my time, i don’t letanybody push me and i don’t get ina hurry. at the end of the day, iwant to be able to park the truckand go home.”

Cross & Crown runs a fleet ofeight logging trucks, and being thenew guy, brandon is pretty muchat the bottom of the string - buthe’s not complaining.

“i hauled for these guys when iwas with teevin, and they’ve got tobe some of the most fun guys onthe landing. it’s a great atmo-sphere and good people to workfor,” brandon says. “Safety is thenumber one thing for bob luoto,

the owner of Cross & Crown. if youdon’t feel comfortable or feel thatsomething isn’t safe, he doesn’tpush you.”

When brandon was hauling onthe highway, he owned three sepa-

rate trucks. He enjoyed the chal-lenges and independence of beingan owner-operator, but with a newson to think about, he has no desireto accept the insecurity that goeswith being an independent trucker- at least for the foreseeable future.

“With the cost of fuel and the

way things are right now, it’s hardto make a living as an operator,” hesays. “tyson offered to sell me oneof his trucks, but being new to log-ging, there’s a lot that i don’tknow, and i don’t have a lot of con-

nections with other logging outfitsfor whom i could haul. i don’tthink it would be very wise rightnow, to start what would basicallybe a new career.”

Still having owned three newerrigs - a 2005 Peterbilt 379, 2010 in-ternational ProStar and a 2013

kW t660 - brandon learned a fewthings that he brings to being ahired driver. “Whether the truck isyours or not, you take care of it,” hesays. “as a hired driver, i drive thetruck like it’s my own in order to

make money. being an owner andgoing through what i did, i have abetter understanding of what myboss is dealing with in terms ofthings like costs of tires and fuel.”

and to those like him, just star-ing out hauling logs, brandon of-fers the following advice:

“take your time and be safe;don’t let anybody rush you, anddrive by the seat of your pants.”

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“THE Only PRiORiTy iHaVE in my life otherthan work is takingcare of my son Ethan,”brandon says. “i wantto be home for my sonand for him to grow upwith his father.”

Brandon Davis


32

amy Gladen: new Years Resolu-tion is to make a total change in meand my boy’s lives. that includeseating healthier, learning self-disci-pline better, be the best mom i canbe but most of all and the most im-portant for me is getting our livesback to god... taking my boys tochurch every Sunday and makingsure that even with what lies aheadfor us and our country we know its

all ok with him by our sides that’smy new Years Resolution.

larell Herbert: my new years res-olution is to completely overhaul my1967 narrow nose kenworth thatwas my very first logging truck at18 years old and put it back on theroad. it’s gonna get a nice new paintjob as well. it’s been sitting with noengine in it for the past 7 years. my

other new years resolution, is to pos-sibly move out of the state of Cali-fornia so that i can continue to sur-vive doing the job i love.

clint lembcke: Haul logs be hap-py and get my 359 project done.

adam larson: my new year resolu-tion is to figure out where every millin the state of Washington is andhow to get to it and to become anowner opp.

todd stoffel: Continue to do thebest i can. Work hard everyday.make better choices, eat smarterand might even try getting more ofthat dreaded exercise.

colby Jackson: my resolution is totry and take better care of my selfand continue to try and be a goodexample to my two sons on how tocare for oneself and others.

Jeff Henke: my resolution will beto have more patience while driving!

it’s something that’s getting harderto do these days. ?

Dennis Waggoner: my resolutionwould be to be a better husband, fa-ther, brother and co worker to mylog trucker buddies, and sell some oftom Sheets art work and convincehim that if you post it, it will sell.

simon miller: Quit messingaround with civil and either get myown machine or leave the industry,and move back to the railway.

christopher knighten: Sweet-talk my dispatcher louise more forthe gravy hauls.

Dan Williams: mine would be to bethe best dad i can be for mymunchkin and work hard everyday!Strive to be a good gypo! not just tostay busy, but help fellow truckerswhen they need a hand and pass onany extra supplies and/or leads onjobs that are out there, lend a handto any other trucker or person inneed! there’s a whole mess of peoplewho could use a pick-me-up. thisyear may have not treated some aswell as it has others of us!

David noble: my new Years reso-lution would be to start downsizing!i have came to the realization thati’m a freakin’ hoarder! #1) Whenyou have 40 horses and you can onlyride one at a time, there is some-thing wrong!! #2) When you haveover 20 trucks and you only use afew of them, there is somethingwrong! #3) When you have a bunchof logging equipment and you con-tract most your logging out, there issomething wrong!! #4) When youhave lots of big boy toys and youhaven’t started then in over a year,there is something wrong!

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2007 Kenworth T800ISX,RTLD 18918B, D40S w/rear lock-ers 3.91 ratio, Hendrickson Primax sus-pension, 12 alum. wheels, Vulcan scales,1983 Peerless trailer w/outboard drums,8’6” bunks, truck comes with #5 positionw/ALRT, everything goes.......$90,000

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2006 Western Star4900FA, self loader, C13 Cat(475hp) motor, 18spd Eaton Fuller,16,600 front, 46k rear, dbl lockers,Whitlog hop on log trailer, SI scales,282k miles, 2006 Serco 160loader......................... $100,000

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2013 Western Star 4900EX Logger ChassisEngine: Cummins ISX Rated 600HP w/1850 lb/ft; Transmission: 18 Speed Front Axle: 14,700 lb; Rear Axles: 46,000 lb w/Dbl Lockers; Lift Axle: 13,300 lb; 262” Wheelbase; Primaxx 46,000 Air Suspension; 125 Gallon Fuel Tank; 23 Gal Def Tank Ready for logging trailer & work!

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18 31

$100,000 annually, followed by theWorking Class majority which re-searchers find to be extremely con-fusing. Why? Categorically theWCm can be sub-divided into sepa-rate classifications depending oneducation and earnings (not by thecolor of their shirt collar). of courseif you don’t fit into the category, youjust may fall into the vernacularmiddle Class division or peoplewho, in the past, would have beenclassified as old middle class, butnow are referred to as middle-mid-dle Class with average wage earn-ings, but “average” not being de-fined. of course you may be amongthe Working Poor or blue-collarworkers teetering on “high econom-ic insecurity and risk of poverty”,but Praise the lord you aren’t theunderclass or the lower Class oreven (Heaven forbid) the unspeak-able Poor!

is it any wonder the nimrods ingovernment can’t settle the tax is-sues? Heck they can’t figure outwho is what or even where who is!in the meantime they turn a blindeye to the average american wage-earners knowing when their backsare against the wall, they will

cough up more taxes under the ob-vious threat of losing what they dohave if they fail comply. and what,you ask, are your hard earned dol-lars being used to provide? take aquick look at the 2012 boondoggles:$75,000 spent to promote aware-ness of the role michigan plays inproducing Christmas trees andPoinsettias; $15.3 million for one ofthose (much discussed) “bridges tonowhere” in alaska; how about$113,227 for a video preservationcenter in new York or $550,000 fora documentary of how rock musiccontributed to the collapse of theSoviet union? there was $48,700provided for the 2nd annual HawaiiChocolate festival and $350,000 tosupport an art exhibit in italy. $10million was earmarked for the re-make of “Sesame Street” for Pak-istani children, $35 million was setaside for “partying” at political con-ventions, $765,828 subsidized “Pan-cakes for Yuppies” in Washington,d.C. if you really want an eye-full iwould suggest you take a gander atu.S. Senator tom Coburn’s “Waste-book 2012”. (He annually pinpointsthe top 100 wasteful, unnecessaryprojects funded by taxpayers).there’s tax loopholes provided tothe nfl, nHl and Pga - all profes-sional sporting associations gener-ating billions of dollars in annual

profits and paying $91 million intaxes; how about the $27 milliongrant from the uS agency for inter-national development for moroccanpottery classes or $300,000 to pro-mote caviar consumption? the na-tional Science foundation receiveda $325,000 grant using part of it fora “robo-squirrel”; $505,000 wasused for promotion of specialtyshampoo/beauty products for catsand dogs; there was $1.3 milliongiven to the largest snack producer,PepsiCo, inc. and $516,000 spent ona video game called “Prom Week”that allows taxpayers to relive theirprom night.

the list goes on and when youfinish reading it you’ll possibly won-der, like me, why we are only nowon the edge of the fiscal cliff, in-stead of a grease spot at the bottomof the precipice. Heck, i feel likeWile e. Coyote just after beinghanded an acme anvil by the RoadRunner!

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

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1995 Olympic 10 TonLog Loader, continuous rotationgrapple, 3 section pump........$10,5001996 Lincoln Long LogTrailer, electric scales, alum wheels................................................. $5,250Eaton Heavy Rear EndsDss40/Rss40 on ChalmersPad Suspension, 3.90 ratio, rearlocker, only 234k miles.............$5,125

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There’s changes in the air as we roll into 2013. The newyear is a chance to make a fresh start, get in motionthose plans you’ve been stalling on, or make a U-turn

on a bad habit. What’s your New Year’s Resolution? That’sthe question we asked our readers. -Good luck with all yourplans in the new year!

CHATTERBOX

Do logging roads causetoo much pollution?

the u.s. supreme court willdecide whether to switch gears onmore than 30 years of regulating themuddy water running off loggingroads into rivers.

at issue: Should the u.S. envi-ronmental Protection agency keepconsidering it the same as waterrunning off a farm field, or startlooking at it like a pipe coming outof a factory?

the case heard in Washington,d.C., was originated by a small en-vironmental group in Portland, ore-gon - the northwest environmentaldefense Center.

it sued the oregon department offorestry over roads on the tillam-ook State forest that drain intosalmon streams. the lawsuit arguedthat the Clean Water act specifical-ly says water running through thekinds of ditches and culverts built tohandle storm water runoff from log-ging roads is a point source of pollu-tion when it flows directly into a riv-er, and requires the same sort ofpermit that a factory needs.

“We brought this out of a per-ceived sense of unfairness,” saidmark Riskedahl, director of the cen-ter. “every other industrial sectoracross the country had to get thissort of permit for stormwater dis-charge,” and the process has beenvery effective at reducing pollution.

the pollution running off loggingroads, most of them gravel or dirt, isprimarily muddy water stirred upby trucks. experts have long identi-fied sediment dumped in streams as

harmful to salmon and other fish.the center lost in u.S. district

Court in Portland, but won in the9th u.S. Circuit Court of appeals inSan francisco. the oregon depart-ment of forestry and georgia Pacif-ic-West appealed to the SupremeCourt, and 31 states threw in withthem.

the timber industry wants tokeep things the way they are, withno permits for roads built under asystem of best management prac-tices. they contend requiring per-mits would cost timberland ownersand logging companies too muchmoney and thousands of jobs.

“ePa has been absolutely clearsince 1976 in its rules and briefs ex-plaining those rules and what it hasdone,” said timber industry lawyertimothy bishop. “never once has itrequired a permit for dischargesfrom forest service roads. it hasbeen absolutely clear that is a badidea.”

the obama administration peti-tioned the Supreme Court not totake the case, arguing that whilethe appeals court ruling was wrong,Congress and ePa were takingsteps to correct the situation al-ready.

last may, ePa formally proposedto revise storm water regulations tosay logging roads don’t need thepoint-source pollution permits thatfactories must get, and has goneahead despite the court’s decision totake the case. Congress enacted atemporary continuation of the sta-tus quo.

Jeffrey fisher, a professor at

Stanford law School and co-directorof its Supreme Court litigationClinic, is arguing the case for envi-ronmentalists. He said the courttook the case after 31 states joinedthe timber industry in petitioningfor appeal.

He said the Clean Water act re-quires industrial activity to get apermit for stormwater that runsthrough ditches, pipes and channels.

“ industrialized logging opera-tions with all the heavy machinerythat takes place on lands at issuehere is, we think, pretty clearly in-dustrial in nature,” he said. “that’sthe end of the case, right there.”

bishop said regulations developedby ePa and enforced by the stateswithout permits have done a greatjob since 1976, and changing themto require ePa to issue permitswould cost too much in jobs andmoney.

the national alliance of forestowners commissioned studies thatconcluded new permits would costlandowners and logging operatorsnationwide upwards of $1.1 billionin administrative costs.

Riskedahl said the timber indus-try has grossly exaggerated thecosts. each state can issue blanketpermits to cover national forests,state forests, and private timber-lands, as well as the logging andtrucking companies that operate onthem. it would be similar to the per-mit the oregon department oftransportation already has for statehighways. Cleaning up the water re-quires low-tech solutions, such asputting roads on ridges, so ditchesflow to the forest floor, instead ofrivers.

“there is a cost to corporate enti-ties to comply with the permits. theresult is pollution reduction and jobsfor local companies (working on log-ging roads),” he said.

in legal terms, bishop said thethree judges from the 9th Circuit ig-nored court rules that they shoulddefer to the expertise of the regulat-

ing agency, ePa, which has consis-tently found logging road runoff is anon-point source of pollution, bishopsaid. in 1976 it adopted the Silvicul-tural Rule, exempting logging frompoint-source permits.

- Associated Press

WSDOT prepares for future I-5 flooding

With tV news of high watersin northern California and the mem-ory of a flooded and closed inter-state 5 in our not too distant past,the State department of trans-portation is working to keep freightmoving when the next emergencythreatens to close a key commercecorridor.

later this month, WSdot willcomplete a $2 million project to in-stall cameras, electronic messageboards, and upgrades to road signsand the highway advisory radio sig-nal along uS 12 and State Route 7.these are used as an emergency de-tour for i-5 through lewis County.

the technology and signs are up-grades to WSdot’s Commercial ve-hicle Pass System (CvPS), a way tomove critical freight when majortruck corridors are closed or severe-ly restricted. CvPS allows emergen-cy managers to categorize and prior-itize emergency and essential goodsduring major disruptions and clo-sures, giving first priority to disas-ter relief supplies.

after i-5 closed from flooding in2007 and again in early 2009, WS-dot and the Washington truckingassociation, Washington State Pa-trol, Washington emergency man-agement division and WashingtonState Patrol developed the CvPS.

besides monitoring roadway andtraffic conditions during emergen-cies, WSdot will use the newequipment in lewis County to moni-tor traffic and provide traveler infor-mation on a day-to-day basis, sup-

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30

TLNEWS ANDNEWS ANDINFORMATIONINFORMATION

plementing its information availableon the road and the WSdot travel-er information website.

Carbon fiber poly fendersgive custom style

“carbon Fiber poly has becomesuch a popular look and feel,” saysCraig kruckeberg, chief visionaryofficer of minimizer, which has re-leased a new Carbon fiber Polytruck and trailer fender.

“We know there’s market demandfor this new product that combines agreat look with the minimizer polyfeatures and durability you’ve al-ways depended on.”

minimizer says production pro-cess begins with a thermalpolyurethane material with a car-bon fiber look, similar to that usedin the automotive and power sportsindustries. then, using minimizer’sproprietary thermoform technology,the material is shaped into almostany of minimizer’s fender styles atits manufacturing facility in bloom-ing Prairie, minnesota.

“i’m really pleased that minimiz-er now delivers a Carbon fiber Polyfender that won’t dent, crack, orrust,” adds kruckeberg. “now cus-tomers that need a minimizer fend-er to protect their loads, controlspray, go off-road and on-road, andtake the abuse their industry deliv-ers can still have the customizedstyle of Carbon fiber Poly backed

with minimizer’s tested and tor-tured, guaranteed for life brandpromise.”

Clean electrical termi-nals with IPA tech device

ipa has announced its newproduct, a heavy-duty technician’selectrical terminal maintenance Set.the set cleans and repairs mosttypes of electrical connectors foundon trucks and industrial equipmentfound in north america, iPa says.

the set can be used as a serviceand preventative maintenance toolfor applications such as: deutsch,Cannon, 7 round pin trailer har-nesses, Weather Pack, bullet Con-nectors, common abS sensor andpower connectors, trailer light plugsand more.

Packaged in a custom holster,iPa says the set includes two sizesof flat male and female terminalcleaners, two gold 7-round pin sock-et harness cleaners, one black abSsensor/power connector cleaner, tenmicro diamond round files, one trail-er light bullet connector cleaner andone deoxit contact chemical clean-er.

Kenworth offers MichelinX Line Energy D tire

kenworth now offers the newmichelin X line energy d drive tirefor kenworth heavy and mediumduty trucks involved in line haul ap-plications.

designed for outstanding tractionand wear, the new michelin X lineenergy d tire breaks the paradigm

of a traditional fuel-efficient drivetire in line haul by featuring an ag-gressive tread pattern that deliversenvironmental Protection agency(ePa) SmartWay verified fuel effi-ciency together with long tread life,according to michelin.

“kenworth provides the latest fu-el-efficient tires to help enhance cus-tomers’ fuel economy. fleets andtruck operators may especially bene-fit when these michelin tires arepaired with the ePa SmartWay des-ignated, aerodynamic kenwortht660, t680 and t700,” said Judymctigue, kenworth director of mar-keting planning and research.

the michelin X line energy dtire is also available for the ken-worth C500, t270, t370, t440,t470, t800 and W900.

michelin says the X line energyd tire delivers fuel economy withwear resistance by utilizing miche-lin’s dual energy Compound tread.the top layer of tread rubber is pre-cisely balanced to deliver fuel effi-ciency while exhibiting the neededwear properties to resist treadscrub. the bottom layer of treadrubber maintains cool casing tem-peratures for low rolling resistanceand extended casing life.

kenworth is offering the tire’s22.5-inch version for build in Jan-uary with the 24.5-inch version ex-pected to become available later inthe first quarter of 2013.

this past summer, kenworth be-gan offering the michelin X(R) mul-ti(tm) energy d drive tire, which is

designed for optimized traction andtread life in regional and super-re-gional applications. the ePa Smart-Way designated drive tire is avail-able for the t440, t470, t660, t680,t700, t800 and W900.

Hendrickson launchesParts Look-Up System

Hendrickson has introducedPluS - Parts look-up System - asystem designed to provide service-able parts information for Hendrick-son truck and trailer suspensionsystems. the system will recognizetruck suspension assembly num-bers, trailer suspension model num-bers, trailer suspension serial num-bers and display parts or kits avail-able for purchase through any localoem dealer and distributor. across-reference tool is also availablefor truck suspension part numbers.

ATA outlines flaws in CSAdata

in a new white paper, theamerican trucking associationsdemonstrates how the federal mo-tor Carrier Safety administration’ssafety monitoring and measurementsystem, Compliance Safety account-ability, lacks sufficient data on themajority of the industry to rendermeaningful scores for most motorcarriers.

fmCSa said it has sufficient vio-lation data to assess 40% of active

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20LT News



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29

carriers in at least one category butonly enough to “assign a percentilerank or score” in at least one catego-ry to 12% of active carriers.

in fact, the vast majority of thesecarriers are only assigned a score inone category. the agency contendsthis weakness is not problematicsince “those carriers are involved in83% of the crashes.”

“this statement concerns us,since fmCSa doesn’t really knowhow many commercial motor vehiclecrashes are occurring or who is in-volved in them,” ata President andCeo bill graves said. “many crash-es simply don’t get reported to theagency.”

Previous research conducted bythe university of michigan trans-portation institute confirmed thislimitation and, as this white paperhighlights, fmCSa’s self-assess-ment that most states do a “good”job of reporting crashes is question-able, ata says.

umtRi’s comprehensive analysesdemonstrate that some states do agood job while others do a poor job ofreporting crashes to fmCSa. forexample, umtRi found severalstates report fewer than 75% oftheir truck crashes to fmCSa.

fmCSa has discontinued fundingfor the umtRi crash reporting stud-ies, which provide more accurateand reliable assessments of statecrash reporting.

“moreover, sole reliance on fmC-Sa’s estimates does little to providean understanding of how the CSasystem lacks important safety dataon the vast majority of the indus-try,” graves said. “this is criticalbecause, as an analysis by theamerican transportation Researchinstitute pointed out, perceivedsafety risk is dependent on theamount of data available on eachcarrier.

“the foundation of CSa is scoresthat reflect measures of comparativeperformance,” he said. “the factthat the government lacks data toscore the vast majority of the indus-try in most categories calls intoquestion not only the assumptions ofthose who don’t have enough data toget scored, but those who do.”

Extended protectionplans cover 2013 PACCAR MX-13 engine

kenworth truck company isoffering extended Protection Plansfor the new 2013 PaCCaR mX-13engine.

the 12.9-liter PaCCaR mX-13engine is designed to meet the de-mands of heavy duty truck applica-tions and to deliver industry-leadingperformance, reliability and fuel ef-ficiency. the engine is available forkenworth Class 8 models, includingthe kenworth t660, t680, t700,t800 and W900.

the PaCCaR mX-13 engine hasa standard base warranty of 2 yearsor 250,000 miles, whichever comesfirst. to meet the needs of cus-tomers, kenworth offers a widerange of protection plan options en-compassing three engine coveragecategories (Comprehensive, modi-fied, and major Component) in addi-tion to extended engine aftertreat-ment options. overall, available ex-tended warranty coverage optionsrange from 3 to 7 years and from100,000 to 700,000 miles.

“the PaCCaR mX-13 extendedProtection Plans helps provide ex-cellent value and peace of mind withdifferent options to best fit customerneeds,” said Judy mctigue, ken-worth director of marketing and re-

search planning. truck purchasers have three op-

portunities to add extended warran-ty engine coverage: When ordering anew kenworth truck with the PaC-CaR mX-13 engine, when register-ing it for warranty, and up to 18months after the kenworth truck iswarranty-registered (mileage andengine hour limitations apply). noregistration fee is required for ex-tended engine protection added toany new kenworth vehicle up to 12months after purchase. a $400 reg-istration fee is required for each ex-tended warranty order placed from13 months through 18 months aftertruck purchase.

the PaCCaR mX-13 utilizes thelatest common rail fuel-deliverytechnology, which enables injectionpressures of up to 2,500 bar, signifi-cantly enhancing fuel efficiency andperformance. the common rail fuelsystem uses controls to regulate thefuel in a central manifold, only com-pressing the amount of fuel mixtureneeded. the result is finer fuel at-omization to optimized combustion,ensuring the lowest possible fuelconsumption, emission and noiselevels.

the new PaCCaR mX-13 engineoffers a wide range of horsepowerand torque ratings to meet customerpower requirements. kenworth cus-tomers can now specify the PaC-CaR mX-13 on new kenworth truckorders placed through kenworthdealers in the united States andCanada for delivery in 2013.

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what are fair limits on how we dothat?”

it’s easy to make the short-termdecision for the quick buck. Whatsmart business people know fromexperience is that the quick buck is

most often the last buck. “Successful business people have

known forever that the best way tomake sustainable long term profitsis to treat your customers well, befair with your employees, pay yourdebts on time and clean up yourown messes,” macdonald says. “ifyou can do those four things, you’rea pretty ethical company.”

Going Straight


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

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

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Alpine Industrial LLC........................5Art’s Automotive.............................16

Esley Truck Accessories ..................6

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

G.W. Gannon Equipment ...............19General Trailer ................................3

Kenworth Northwest.......................11Knox-Douglas, Inc..........................14

L&M Truck Sales, Inc. ......................6

Lincoln Industrial Supply ..................7

LKQ K.C. Truck Parts.....................22

LKQ Wholesale Truck Parts, Inc. ...13

Loadman ..........................................9

Log Trucker Ad Deadline ...............25

Log Trucker Subscription ...............21

Loggers World Suspenders ...........21

Miller Truck Salvage LLC...............12

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R&G Machining & Engine Parts.....14Radiator Supply House, Inc. ..........10Roamin’ Mobile Scale Repair .........11

Scheller Diesel Service ..................19Skip’s Truck Repair, LLC................12St. Johns Truck & Equipment...........8

Tim Morgan Insurance ...................21

United Gear....................................10

Washington Truck Rebuilders ........17Washington Truck Wreckers ............5Whit-Log, Inc....................................4

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TRUCKPARTSLLKKQQ KKCC

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

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

1988 KW Dump Truck, 3406B Cat, 13-speed, 16’ steel box, Hendrickson walkingbeam ..................................PARTING OUT

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

(2) 1998 IH 2574, M-11 plus Cummins, 18-speed, 18K front axle, spreader dump box,Low 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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2013 Western Star 4900SB-Powered Glider Kit

2008 Kenworth W900ISX, 600hp RLO18918B, 18spd transD46-170hp, 4:10 ratio dbl lockers onHendrickson Primaxx air with lift axle, notshow. 280”wb, 170k miles, 1995 Whitloglong log trailer 2 stage w/2009 updatedbunks, Bolster and Hutch suspensionplus, 2008 Whitlog short log stick trailerused 14 months all pilot wheels (truckand trailers) all 8’6” bunks and Vulcanscales. Sell all $115,000, wellmaintained, in excellent [email protected]

FOR SALE

Fall Creek Logging 1x3.5

907-401-1762

2012 KW-2012 Whit-log, 525hp Cummins, 18spd, 370 dbllocker rears, 100% rubber on truck, 75%on trailer approx, 50k miles.........................$152,500 OBO

FOR SALE

Rawe 1x2.25

503-812-8373

DON’T FORGET !Deadline For Advertising

In The FEBRUARY 2013

LOG TRUCKER ISSUEIs January 16th, 2013

FILTERSAir • Fuel • Water • Oil • Hydraulic

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

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

Gates Hoses & FittingsLincoln Lubrication Equip.

Williams Oil Filter 1x2”

22 27

January 2013

aDVertisers inDex

Log Trucker January 2013

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