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each fall the past 20 years has included trav-el to the american loggers council annual

Meeting, held in which ever state that year’s presi-dent resides, a practice established in that firstyear. This year’s meeting was held in Marksville,louisiana roughly 90 miles north of Baton rouge,picturesque and lush with greenery, but a real con-trast for those of us from the Pacific northwestwho have little experience with the South’s humid-ity. and according to the locals, the humiditywasn’t even serious! (all relative i assure you).

Many contractors eschew the idea of such na-tional, or even statewide logging association meet-ings as a “waste of time,” yet many successful con-tractors, and growing companies, invest their timeand energy not as a cost of doing business, but away to make connections with other contractors,discover new technologies, new approaches, chang-ing rules and laws, and ultimately find a way tomore profitable logging. how many ideas from see-ing something new, talking to others about theirproblems, their solutions, meeting someone whoshares your interest or curiosity on how to find abetter solution do you need to make this meetinghelp build your future?

The alc was formed as a unified voice of pro-fessional loggers from throughout our nation,which represents the working logger. in the twen-ty years since its formation in St. louis in 1994, aswas evident through the course of both the Boardand general Meeting, in reports and conversation,our voice is recognized in the halls of congress,speaking to members of congress, and respectedfor their experience and knowledge. we’re the ex-perts, with hands on experience who actually canaccomplish on the ground progress.

we’ve also formed a number of strategic al-liances with the equipment manufacturers, bothlarge and small that have helped both politicallyand with a better understanding of our needs inthe woods, a definite plus that’s helped to refineand focus our message to legislators and the public

in general.one speaker standing

out in this year’s pro-gram was Jim hourde-quin, managing directorof The lyme Timbercompany, which is a“so-called” TiMo (tim-berland investmentmanagement organiza-tion), and has also beena logging contractor.“My path is not your

typical path into the logging business, but thechallenge of figuring out how to make money inlogging, while also doing quality work, and payinggood wages has become a passion of sorts, andthat’s why i’ve stayed in the business as a co-own-er and part of the management team. it shouldcome as no surprise to you, however, that i haven’ttouched a chainsaw in almost 10 years.”

hourdequin’s perspective on logging’s futuremirrors concerns held by many of the “logging ca-pacity shortage” facing our industry on the heels ofa prolonged recession. we heartily agree, in thatthere’s not only a shortage of qualified loggers, butof equipment. “according a recent riSi/ wood Sup-ply research institute study, capital expendituresby logging contractors dropped in half during theperiod from 2008 to 2010 relative to pre-recessionlevels. The authors predict that capital expendi-tures on logging equipment will need to increaseby 50% in the next three to four years to meet fiberand round wood demand from mills.”

and while the conversation on logging capacityis a valid concern it, “...obscures a more fundamen-tal issue, and that is logging business profitability- your profitability,” hourdequin said. “when peo-ple talk about ‘logging capacity,’ what they reallymean is a lack of incentive for contractors to ex-pand their existing businesses, or for would-be log-ging contractors to start new businesses. and thiscomes down to that simple issue of profitability.“why borrow hundreds of thousands of dollars toreplace aging equipment without confidence in fu-ture business opportunities?”

“Profitability is the deciding factor between con-tractors seeking a future in the logging business,”hourdequin emphasized, “and planning an exitstrategy.”

he hits the nail squarely on the head. “and ifthat’s the case,” said hourdequin, “the next ques-tion is: how do contractors - and the logging indus-try more broadly - become more profitable?”

additional productivity efficiencies and gainscan come from additional investment in men andequipment yes, but only, “...if existing businessesare more profitable and provide a platform for ex-pansion and growth.”

Profitability stems from the pricing. “in short,the price we charged for our services,” he ex-plained, “rather than the cost of providing thoseservices, was the deciding factor on profitability.”

he talked of the changing dynamics with mills,reiTs, TiMos, and its effect on contracts pricinghistorically and presently. “i would challenge theconsuming side of the industry - mills - to recog-nize that profitable and successful logging contrac-tors living in rural communities are ambassadorsfor the industry,” said hourdequin, “and the bestdefense against negative public perceptions of log-ging and the forest products industry. Successfullogging contractors are leaders in their communi-ties - providing tours to school groups, speaking inlegislators, and doing all sorts of things that pre-sent the industry in a positive light. if their busi-nesses are successful and growing, they will be ina position to provide a level of positive public rela-tions that cannot be matched by even the most am-bitious marketing budget. Their investments inpeople and equipment will also make the entiresupply chain more globally competitive.”

“i would challenge the environmental communi-ty to recognize the importance of successful andprofitable logging contractors as well,” he said.“These are the businesses that have the capacityto continually raise the bar and do quality workthat causes the least damage to soils, streams, andhabitat.”

“finally, and perhaps most importantly,” saidhourdequin, “profitable logging businesses will beable to pay the kinds of wages necessary to recruittalented young people to the industry and to ruralcommunities, many of which have lost this talentand wage base, and are struggling in a variety ofways.”

(To see the complete text of hourdequin’spresentation go to Www.lymetimber.com)

The $11.00 McDonalds BigMac

early in october we accepted an invitationfrom Ponsse (www.ponsse.com) corp. to visit

their factory in finland to celebrate their 9,000machine sold and tour their facilities. The Ponsse

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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

PRofiTAbLe Logging – by Mike Crouse

Class of ‘62John howe Trucking • red Bluff, california

How afforable is HealtH Care?

forward tHiNkiNgevenSon logging co. • claTSkanie, oregon

reader PHotos

log truCker News

foReCLoSing on D.C. – by Sherrie Bond

advertisers iNdex

22

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99

1100

1177

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2211

(Continued on Page 19)

See “From the Stump”

by Mike Crouse, Publisher

Profitable Logging

From the stump...

COVER PHOTO: LOgging TRuCks are part of the equipment pack-age that makes Everson Logging a self-sufficient company. newertrucks help to bring in the next generation of drivers to the long-standing company.

See “Forward Thinking” on Page 10

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3 46

JOHn HOwE

TRuCking

REd BLuff, CaLifORnia

by darin burt

John Howe hauled his firstload of logs when he was just

10 years old. even more impressivethan that is the fact that the 1962kenworth he drives today is theone he used to accompish the job.

“This is how the story goes,” sayshowe, 40, owner of John howeTrucking, out of red Bluff, califor-nia. “i’d been moving the trucksaround the yard and washing themwhen i was that young. My ‘uncle’charlie Scheckla was a log truckdriver all of his life, and he was al-

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4


See “Class of ’62”

45

CLASS OF ‘62

so a heavy drinker. he took mewith him on the job one morningand told me that he was too drunkto drive, so since i knew how towork the sticks he wanted me todrive the truck into the woodswhile he sobered up.

“he passed out and we couldn’tget him awake. So we got the trail-er down, got it loaded and the guyshelped me get the load wrapped upand tied down. i took it all the wayto Burney forest Products in Bur-ney, california some 40 miles andwent back into the woods and start-ed out for the mill again. halfwaythere, my uncle decided to wake up,and that’s when he realized that i’dalready hauled two loads of logs.”

“i’d actually been riding in thattruck since before i could talk. Thetruck has a small cab so i didn’thave any problem seeing or reach-ing the pedals. That’s when every-body realized that i had some tal-ent as a truck driver,” howe says.“That was back in the late 1970swhen you could still get away withthat stuff.”

four years later, when howewas 14, he grabbed one of the log-ging trucks belonging to SchecklaTrucking and drove it all the way toredding and back on a bet. Thatwas enough to prove he could han-dle a truck, so they put him to workduring the summer on the water

truck. after graduating from high

school, howe enlisted into the unit-ed States Marine corps where hesaw action in dessert Storm anddesert Shield and was deployed in

hot zones such as afghanistan andSomalia. after 23 years of service,he decided to return to what hecalls, a love affair with trucking.

The 1962 kenworth narrow noseconventional is equipped with a 335

cummins with a compression re-lease starter, 5-4 transmission and

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THE 1962 kEnwORTH naRROw nOsE was purchased newfrom Roberts Motors in Portland for what at the time was alarge amount of money - $13,000. it is equipped with a 335Cummins with a compression release starter, 5-4 transmissionand a 1961 Peerless sliding reach conventional log trailer. Theengine has been overhauled several times, but in total this is atruck that’s been going strong for more than 10 million miles.

Class of ’62

(Continued from Page 4)


See “Class of ’62”

5 44

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7TRuCks HaVE CERTainLy CHangEd over theyears. “guys tell me that they remember their dad orgrandfather driving a truck like mine,” says ownerJohn Howe. “as far as drivers go, it sets me apartfrom the mundane and makes me a true driver.”

42

a 1961 Peerless sliding reach con-ventional log trailer. The truck isoriginal down to the still opera-tional wagner Sangamo Tacho-graph on the dash. The stakes onthe trailer are still collapsible, andhowe still has the original cheeseblocks that we’re used in the earlydays to stabilize the load. The en-gine has been overhauled severaltimes, but in total this is a truckthat’s been going strong for morethan 10 million miles.

Scheckla bought the truck atroberts Motor company in Port-land, oregon in 1962 for $13,000.howe is the second owner and heput it back to work this past seasonafter it sat retired for seven years ithad been destined for the scrapyard, but after a coat of paint it wasready for action. with the compres-sion release, he was able to turnthe key to start it up and drive ithome. a little grease, oil changeand new rear ends, wheel seals andturbo and it was set to haul logsagain.

So why would howe want tospends his days hauling logs in a 50year old truck rather than a newerone that is better equipped withmodern components and is obvious-ly going to be more comfortable tooperate even though howe wassmart enough to add an air driverseat.

“it’s paid for so i don’t have tomake a boocoo amount of paymentson it,” howe says. “with all theemissions requirements for califor-nia’s smog law coming up, i justdidn’t want to buy a brand newtruck.”

recently, when a piston seizedduring a trip to Shasta lake, a rodstarted knocking about halfway upthe climb, but howe still took thetruck another 50 miles and deliv-ered his load of logs then drove itanother 40 miles to home.

“it still starts right now with abusted rod and five cylinders,” hesays. “You couldn’t do that with themodern stuff today.”

other than an engine that nowneeds to be rebuilt, howe reportsthat the truck is in perfect condi-tion. The aluminum frame has goneits life without so much as a singlecrack. howe has changed out therear ends, as well as swapped thetube tires with split rims or tube-less.

howe proudly points out that thetruck and trailer and a full tank offuel only weighs 23,000 pounds -5,000 pounds lighter than a modernT800 logging truck.

“i was theonly guy around herein the woods this year who didn’tbreak a suspension or ruin a rearend, and i hauled out of steeperroads because with the brownietransmission, i can get to a lowergear than most trucks,” howe says.“My old truck has had to tow ahandful of brand new trucks out of

the woods because they were brokedown.”

from the factory, the truck had alightweight torsion bar suspensionunder it, which made it unstablewhen it was loaded and caused it totip over if the driver wasn’t carefulon a corner. “it wouldn’t hurt noth-ing other than ruin the air cleaneror exhaust pipe. . . and twenty min-utes later you had it back on its feetand were headed to the mill,” howerecalls. The truck was originally#23 when it was new, but afterabout it’s fifth or sixth time on itsside it was renamed #32 to try andchange its luck. at some point dur-ing its life, the truck got a walking

beam suspension and it’s neverbeen tipped over again.

howe’s ’62 kw is certainly aclassic example of a day gone by.There are no modern conveniences;no air conditioning other than openwindows and no power steering.

“i get all kinds of comments from‘how can you drive that?’ to ‘That’sthe coolest truck i’ve ever seen.’ i’vehad guys open the door and look atthe two sticks and say that theydoubt they could even move thetruck out of the driveway,” howesays.

“i hear a lot of guys tell me thatthey remember their dad or grand-

father driving a truck like mine. asfar as drivers go, it sets me apartfrom the mundane and makes me atrue driver.”

“The challenge is that you’ve gotto be on your game and really knowhow to drive a truck. Trucks todaypretty much drive themselves;they’ve got electric scales that givethe weight to the ounce, compen-sators where all you have to do isflip a lever, and cruise control forrunning up and down the road,”howe continues.

“This truck separates the menfrom the boys.”

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8Class of ’62


41

the affordable Care act (aca),which was signed into law on

March 23, 2010, despite many busi-nesses’ hopes that the controversiallaw would be repealed or revised, willgo into effect on January 1, 2014.

“2014 is what everybody has beenscared about as that is the full imple-mentation date,” said benefits groupmanager for ahM financial groupTom goedde, during his presentationto trucking fleet administrators atthe 2013 ccJ Spring Symposium inBirmingham, ala.

Basically, individuals have to havecoverage or pay a penalty, while bigbusinesses – those with 50 or moreworkers – have to offer healthcarecoverage to its employees, accordingto commercial carrier Journal.Small business employers don’t haveto offer coverage but if they choose to

do so face costs that are higher thancurrent healthcare plans because ofmarket reform and higher taxes.

according to employer-related re-search on new healthcare policy,around 90% are keeping their plancoverage to retain current workers.of those employers choosing to dis-continue plan coverage, the biggestreason cited, at 86.4%, was that thecost was too high.

“unfortunately, i think we’re go-ing to find that the affordable careact, as it is called, is not that,” saysgoedde. “it is going to add a lot moreto business costs.”

using numbers published byhealth carrier unitedhealthcare,goedde found that individuals, smallbusinesses and big corporations willall face considerable premium in-creases. Big companies should expecta 20-25% increase, small companies a

25-50% increase, while individualsshould see an enormous increase of116% over pre-reform rates.

depending on the size of yourtrucking company and the state inwhich it’s located, you may be able tobuy a less expensive small group poli-cy through a standardized insuranceexchange. if your company has fewerthan 25 employees but you choose tooffer insurance anyway, the aca willprovide a tax credit to balance theprice. Smaller trucking companies al-so have more incentive to self-insure,in which the businesses take on thefinancial risk of offering health bene-fits to its workers. rather than pay-ing premiums to insurers, they payclaims filed by workers and healthcare suppliers. larger corporationswith hundreds of employees or moreoften self-insure as well because theyhave the cash on hand to pay the ma-jority of the claims filed right away.

Trucking companies, along withother large businesses will have to of-fer coverage with essential healthbenefits to all workers or pay a fine of$2,000 per person after the first 30

employees. “if you have 100 employ-ees and choose not to offer healthcare,you pay a fine of 70 x $2,000, or$140,000,” said goedde. “The problemis, if you do pay that fine, you’ll prob-ably have to give out raises or grossup some incomes” so employees canbuy their own coverage.

The affordable care act’s employermandate will not take effect until 2015,but employers are already realizinghow deep the quagmire of compliancewill be. lawmakers are still writingmany of the rules governing applica-tion of the aca’s many provisions;meanwhile, rules that are already inplace underscore the law’s unequal im-pact on different types of businesses.

for trucking companies, the rulesregarding the aca can have a vari-ety of implications. companies em-ploying fewer than 25 full-time em-ployees with an average salary lowerthan $50,000 are not only exemptfrom the employer mandate but arealso eligible for tax credits as high

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Are you looking for a new challenge and to test your skills as a driver?

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See “Health Care”

40

The Affordable Health Care Act...

IS IT REALLY AFFORDABLE?

by darin burt

according to an internet post,industries that have played an

important part of clatskanie’sgrowth have been mainly those con-cerned with logging. a leading fig-ure in this industry was Simon Ben-son, who financed and supervisedlogging operations, mills and theBenson log rafts. another key fig-ure in the field was o.J. evenson,who was a partner with Benson inthe construction of the ‘revolution-ary' cigar- shaped log rafts used totransport timber to Sandiego. evenson eventually boughtout Benson, and the evenson familymembers continue in the logging in-dustry in clatskanie today.

evenson Timberland today holdssome 30,000 acres of timberland inthe clatskanie area. originally pur-chased as stump land from Benson,the timberland matured until it wasready once again to start being har-vested in the early 1960s. evenson’sson everson approached the familyabout starting a logging companyfor the task. That original businesswas known as e.h. evenson con-tractor, and it’s still stenciled onsome of the old equipment and onthe front door of the office in down-town clatskanie. in the mid-1970s,edvard’s sons eric and willardjoined the business, and that’s whenthe name was changed to evensonlogging company.

eric’s son david acts as foresteron the family tree farm and hooktender on the yarder side. eric isstill a forester, and up until recent-ly, he was operating the processor;now he scaled back to being fill-inshovel operator.

This is still very much a familybusiness, and little has changedover the years in terms of dedicationand commitment. The companygrew in size, and today they operatea tower side and shovel side.

Trucks have been part of the op-eration for the majority of the time,and the fleet currently consists forfive logging trucks – one of whichquick changes to pull the aspen low-boy trailer, and another that is adedicated hayrack. They also havefour dump trucks that they use onroad building and maintenance pro-jects.

it might not seem that only ahandful of logging trucks could keepup with two full-time logging sides,but the timberland is close-in and

the majority of loads are going to logyards in longview. That means thatthe trucks can make as many as fivecycles a day.

evenson logging harvests ap-proximately 270 acres of timberlandeach year for long-term sustainableyield. They operate a tower andshovel side, and during the summermonths, because they have often-times reached their quota, they willput the yarder away and switch tocutting right-of-way. with the de-crease in production, the trucks willhaul for other local loggers includingMorisse logging, nygaard logging,Big horn logging and c&c log-ging, to stay busy.

“it’s nice knowing that we’ve gotX-amount of trucks everyday forsure,” david says. “There’s a senseof pride in that we’re doing every-thing from putting the trees on theground to sending them to the mill.

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fOREsTER/HOOk TEndERdaVid EVEnsOn and truckboss walt Lovegren are tak-ing Evenson Logging Co. intothe next generation.

10


See “Evenson Logging”

39

FORWARD THINKING

it’s neat to see your name on trucksgoing down the road hauling yourlogs.”

having a lowbed on call to moveequipment is the ultimate in conve-nience, but it also represents a siz-able investment. “we’ve got a lot ofshort moves,” david adds, “and itdoesn’t really make sense to havesomebody else come out to move ashovel four miles down the road. wecan just hook up the lowboy trailerafter hauling the last load of logsand make the move.”

until recently, when two newkenworths were added to the fleet,the trucks were “cookie cutter” kw900B models. driver Mike cruizewanted a long hood, so when it cametime to upgrade, lovegren pricedout the trucks and the l-model wasless than a thousand dollars more.it was a good deal for a good driver.

Truck boss walt lovegren saysthe idea is to give the drivers whatthey’re comfortable with, but alsomaintaining horsepower around 550and making the trucks last withdurable components. “we’re not intothe whole lightweight thing,” hesays.

The newer trucks turn out 550

horsepower, but they were spec’ed2050 torque. The price was drasti-cally less than going with a 600 thathas the same torque rating.

“we’re not drag racing,” lovegrensays, “we’re pulling hills.”

everson has shifted over to gen-eral logging trailers. ‘They have re-ally good customer support after thesale. we have a parts guy thatcomes through or calls once a week.when we did the new trucks therewas a lot of specific things that wewanted done – like moving thechainbox back so as not to rub onthe wiring near frame, and theywere very helpful in taking care ofthe issue,” lovegren says.

all of the logging trucks areequipped with a drop axle. “we’re inthe quality of timber that you cancut the 40-foot logs,” says lovegren,“and for the most part we staystretched out for that so we can getthe full payload.”

in the normal cycle, evensonkeeps a truck about 10 years and uptowards five or six hundred thou-sand miles. They cover them withan extended warranty. “guys mightsay that it’s a lot of extra money,but if you lose a turbo or waterpump or any of the emissions stuff,

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11Evenson Logging




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2013 kEnwORTH w900L with a Cummins isX 550 motor,46,000 lb rears, 18-speed transmission, twin lockers and ageneral conventional log trailer. “(Evenson) wants to keep thedrivers happy, so they let us get what we want,” commentsdriver Mike Cruize. some may be worried about emissionsgadgets on the new model motors, but Cruize says that theCummins isX has clocked 69,000 miles without any trouble.

12 37

TRANSMISSIONS

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and it pays for itself,” lovegrenstates.

evenson has a single mechanic,Phil escola, to take care of the log-ging equipment and trucks. Some ofthe larger repairs are farmed out toPeterson cat, dSu and Pape ken-worth. Preventative maintenance isalso crucial, as are upgrades to im-prove functionality.

“if there is a failure in a certainlocation, such as cross memberswhere we’ve had some serious(faults) due to engineering by manu-facturer, we just redesign it,” escolasays.

escola and lovegren agree thathaving a quality, conscientious driv-er at the wheel plays a big role inkeeping trucks in good condition.

“it’s important that our drivershave enough mechanical ability thatif something happens out on theroad, that they can get it patched upenough to get it home, or be able togive the mechanic a good idea aboutwhat happened and what tools andparts they may need to bring out totake care of the truck in the field,”lovegren says.

“we’re a close-knit group so weneed guys that will fit in and getalong. drivers need to be good loghaulers who don’t need to be

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waLT LOVEgREn works as truck boss and log-ging truck/lowbed driver for Evenson Logging.He’s been with the company since 2007. His is thenewest truck in the fleet — 2014 Peterbilt 388,Cummins isX 550hp, 46k rears with lockers,18spd with 2spd auxiliary transmission, nu wayair ride, and quick change for pulling the lowboy.

Evenson Logging




36

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HaVing a LOwBEd On CaLLto move equipment is the ulti-mate in convenience, but alsorepresents a sizable invest-ment. One that david Even-son says pays for itself whenduty calls. “we’ve got a lot ofshort moves,” he says, “and itdoesn’t really make sense tohave somebody else comeout to move a shovel fourmiles down the road.”

FOR LOGGING OR DUMP TRUCKS

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PHiL EsCOLa is EVEnsOn’s MECHaniC, taking care of the loggingequipment and trucks for the past 33 years.

dRiVER MikE CRuizE Has BEEn HauLing logs with Evenson for 10years. He previously worked for Joel Olsen and Jepson & sons, andhas been at it for about 25 years. Cruize began life as a trucker on theroad, but like many family guys, wanted a job that kept him close tohome. Cruize’s son Jaron now works as a choker setter on Even-son’s logging crew.

Ewan MCLEan, 40, is the “rookie” among the Evenson drivers, hav-ing been hauling logs for the company for the past five years. He’sbeen trucking for quite a few years, obtaining his CdL in 1997, anddriven highway trucks, chip and dump trucks. He started with Pel-ham Cutting and Robert kearsley Trucking, and it was while out haul-ing tree-length on the mainline where he’d occassionaly run acrossthe Evenson trucks. “it was one of those outfits you always wantedto work for,” he says. “i’m really excited to be working here; it’s agreat place. i’ve been in the logging industry for a few years, andEvenson is that one company that’s a good place from which to re-tire.”

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15 34

babysat,” lovegren adds. “duringthe summertime, want to be able toturn them loose and know that theyare going to be doing their jobs with-out much supervision.

evenson is a longstanding compa-

ny with a history of satisfied em-ployees who give their best for thecompany. in turn, the companytreats them with respect, good bene-fit and a great place to work. Someof the recently retired crew calledevenson home for more than 40years.

“You don’t want to put a lot of ef-fort into a driver just to have them

leave because they think the grassis greener someplace else,” lovegrensays. “we’re kind of like the nextgeneration of drivers to be here un-til we’re ready to retire.”

“we’re all like family, and thereare a lot of people who would like tocome to work here because they

know it’s a good environment,”evenPson says. “when guys comehere they stay a long time.”

“i’m proud of what my grandpastarted and my dad and uncle keptgoing. i want to keep ‘er going.”

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EVEnsOn Has duMP TRuCks and a coupleof rock pits located on their timberland thatthey use for road construction and mainte-nance. Here, driver frank Proctor lays downrock on a soft stretch of the landing while theshovel operator utilizes a log as a spreader.

16

Evenson Logging


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BOB wRigHT HauLing fOR wiRTa LOgging out of the chips burnnear Chester, California with a 2003 Peterbilt featuring a Cat 600 HPmotor, 18spd and 260" wheelbase.

dEnnis "Big LOg" fRasiER from Myrtle Creek, Oregon pulling overfor a photo at glide, Rock Creek.

JOE MiTCHELL in a 1994 kEnwORTH T800 putting new rock on aforest/logging road in the Ochoco national forest east of Prineville,Oregon.

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iT’s nOT a LOg TRuCk, BuT Ryan ROnning certainly hauled someheavy loads with the 2012 international MRaP wrecker he drovewhile deployed with the aRMy in the Middle East. The armoredwrecker is outfitted with a 30-ton rotator, one 50000lbs drag winchand two 25,000lbs lift winch's, part time 6 wheel drive, two speed airshift T-case, five speed allison trans, Eaton rear ends with lockers inall axles, only 375HP but geared very low, and on board fire fightinggear mini fridge and a microwave.

Obama signs bill requiring sleep disorderrule not guidance

President barack obamasigned into law legislation to ensureany federal standards governingscreening, testing, or treatment ofindividuals operating commercialmotor vehicles for sleep disorderswould be through a rulemaking in-stead of guidance, which has previ-ously been the case.

The bill, introduced by reps. lar-ry Bucshon, r-ind., and dan lipins-ki, d-ill., passed the house 405-0and the Senate on unanimous con-sent.

while sleep disorders could definea wide range of medical problems,the bill clearly defines sleep apneaas a sleep disorder.

The legislation, highly applaudedby trucking stakeholders was some-what moot because the federal Mo-tor carrier Safety administrationhad already announced it was fol-lowing the wishes of the trucking in-dustry and would deal with thesleep disorders issue through therulemaking process rather than reg-ulatory guidance.

The american Trucking associa-tions and the owner-operator inde-pendent drivers association quicklyapplauded reps. Bucshon and lip-inski for introducing the bill.

The aTa said the legislation

would “ensure that if the federalgovernment sets standards for sleepapnea screening and testing of pro-fessional truck and bus drivers,those standards are establishedthrough an informed rulemakingprocess.”

ooida said that a rulemaking“would include requiring that a fullcost-benefit and regulatory impactanalysis be used should the fMcSadecide to set policy regardingscreening, testing and treatment forsleep apnea as opposed to guidance,which is not subject to this criticalanalysis.”

Truckers and medical profession-als have long complained that fuzzi-ness in federal guidance on obstruc-tive sleep apnea (oSa) testing andtreatment has resulted in pendulumswings from one extreme to the oth-er.

one extreme mentioned bydrivers is that an examiner may seea trucker’s stomach sticking outover his belt and immediately ordersleep apnea testing. from an exam-iner’s point of view, it’s not worthstaking one’s medical career on, sobetter to be safe than sorry and testpretty much everyone.

on the other hand, there are hor-ror stories about truckers finding apractitioner who will turn a blindeye to excessive daytime sleepinessor other obvious signs of oSa.

Trucking’s request for more than

regulatory guidance on sleep disor-ders has been longstanding.

over a year ago, the Board of di-rectors of american Trucking asso-ciations, meeting in las vegas,passed a new policy urging that anygovernment decisions on sleep disor-der screening for commercial driversbe made following a regular, sci-ence-based process.

“fatigue and driver health aretwo serious issues facing the truck-ing industry,” aTa President andceo Bill graves said. “however, asimportant as it is to address thoseissues, it is equally important forthe federal government to use theregulatory process – with its empha-sis on science-based outcomes andcost-benefit analyses.”

The aTa policy approved in lasvegas reads in part that any effortto address sleep disorders, like ob-structive sleep apnea, should bedone “through rulemaking and notthrough the publication of regulato-ry guidance;” and that those rulesfocus on “conditions that pose a sub-stantially elevated crash risk basedon sound data and analysis, be costbeneficial and promote effectivetreatments that minimize the im-pact to motor carriers.”

“This is not an insignificant step,”graves said. “There are more than 3million professional truck driversand the cost of screening, diagnosisand treatment for sleep apnea couldeasily exceed $1 billion annually.Taking a step as potentially costlyas that shouldn’t be undertakenlightly and outside of the normalprocesses.”

Oregon’s Charlie EveryTrucking awarded forsafety

great west Casualty Compa-ny, at the oregon Trucking conven-tion, presented central oregon-based charlie every Trucking withthe Platinum fleet Safety award.The carrier was selected for theaward from more than 745 nomi-nees from across the country.

The program encourages safety inthe trucking industry and recog-nizes companies in similar opera-tions (truckload and less than truck-load) with awards based on theiryear-end preventable accident re-sults. award criteria are based oncategory, miles recorded throughoutthe 2012 calendar year, and fre-quency of preventable accidents.carriers were eligible to receive aPlatinum, gold, Silver or Participa-tory award.

Used trucks go mobilePenske used trucks has

launched a new mobile website tohighlight its selection of commercialheavy-duty semi-tractors, medium-duty straight trucks, light-dutytrucks, and semi-trailers.

available athttp://m.penskeusedtrucks.com, thesite includes larger navigationalitems, simple icons and minimal

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as 50 percent of insurance costs,though the incentive may be con-tingent on purchasing coveragethrough the federal ShoP Market-place for employers.

a small trucking firm for exam-ple, may only employ ten operators– well below the 25-employeethreshold. They will still not quali-fy for tax incentives, however, if av-erage earnings rise above the$50,000 per year.

Multi-truck operations, ofcourse, will likely be subject to theemployer mandate requiring em-ployers with 50 or more full-timeemployees to provide minimum es-sential coverage or pay a penalty.The irS definition of full-time is 30hours per week, expanding themandate to include many workersthat companies consider to be part-time. This further complicates thematter for employers, who are alsoresponsible for plan costs above 9.5percent of an employee’s income.

a “part-time” employee working33 hours per week makes less thanan employee working 40+ hours per

week but costs the same to cover,meaning employers will have to ab-sorb more cost to cover part-timeemployees than to cover full-timeemployees.

insurance companies are addingtheir own difficulties to the process.The aca requires them to coverpatients with pre-existing condi-tions, patients who most companiespreviously denied to avoid the high-er cost of care. now, providers arepassing along their added cost toall policyholders in the form ofhigher premiums across the board.

choosing not to provide cover-age, of course, exposes mandatedcompanies to an annual penalty upto $2,000 times the number of full-time employees minus 30, e.g.$50,000 for a company with 55 full-time employees. The penalty is setto increase in relation to annualpremium hikes. in addition, thosecompanies would fail to qualify foran additional tax deduction for of-fering coverage. despite this,though, many trucking companieswill find the penalty an easier fi-nancial pill to swallow than offer-ing a health plan that meets theaca’s minimum requirements.

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text, Penske said.“our full inventory is available on

the mobile site and we update it dai-ly,” said Jack Mitchell, vice presi-dent-remarketing at Penske Truckleasing. “on any given day, thereare 4,000 box trucks, tractors, trail-ers and related commercial trans-portation equipment listed for sale.”

users can search through the in-ventory, compare and review vehi-cles. Tablet users are directed toPenske’s desktop version.

“Traffic to our site from smart-phones has tripled over the past twoyears,” said ann cosfol, director ofinteractive marketing, PenskeTruck leasing. “our goal with thenew mobile site is to provide ourcustomers with the same search,compare and share experience theycurrently enjoy with our desktopversion.”

Volvo extends fuel efficiency package to11L engines

volvo trucks has expanded itsexceptional efficiency (Xe) fuel effi-ciency package to include its 11ld11 engine. The Xe11 package,available on volvo vnM and vnlmodels rated up to 80,000 lbs.gcwr, improves fuel efficiency byup to 3%.

“demand for Xe powertrain pack-ages continues to grow as customersincreasingly look to combat fuelcosts through optimized truck speci-fications,” said gӧran nyberg, presi-dent of volvo Trucks north ameri-can sales & marketing. “Xe11 deliv-ers a proven strategy for reducingfuel consumption.”

The Xe11 package includes:volvo d11 engine with 405 hp.

rating and 1,550 lbs.-ft. of torquevolvo i-Shift overdrive transmis-

sion with a 0.78:1 ratioaxle ratios of 2.64 to 2.80Proprietary software that facili-

tates seamless communication be-tween volvo’s integrated powertraincomponents.

The Xe packages were first intro-duced for the volvo 13l d13 and16l d16 engines. More than 24% ofall volvo-powered trucks ordered in2013 featured Xe powertrain pack-ages, the company said.

“like our Xe13 and Xe16 op-tions, Xe11 ensures that the engineruns in its sweet spot without wa-vering at any road speed,” said JohnMoore, volvo Trucks powertrainproduct manager. “The intelligentvolvo i-Shift, coupled with Xe’s pro-

prietary software, controls the en-gine to maintain rpm as low as1,150 while cruising at 65 mph.”

Xe packages work to improve fuelefficiency by lowering engine rpm ata given vehicle speed, what volvocalls downspeeding. The combina-tion of volvo’s i-Shift automatedmanual transmission and a volvoengine with modified software al-lows the Xe package to set the en-gine cruise speed about 200 rpm lessthan the average truck sold today.

fuel efficiency improves by about1.5 percent for every 100 rpm ofdownspeeding, volvo said.

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19LT News


30

team were very gracious hosts andkept the group of six business writ-ers on the move from manufactur-ing to accessories, spare parts, andout in the field to see the machinesin operation.

The Ponsse demonstration sitehad two harvesters and a for-warder, although the star of thedemonstration was their newly in-troduced Ponsse Scorpion har-vester, the most impressive and in-novative machine we’ve seen in sev-eral years. Scorpion represents athorough redesign especially notice-able with the yoke-style of boomthat straddles the cab with two sep-arate hydraulic cylinders control-ling the boom, which allows com-plete, unobstructed visibility to theoperator. The Scorpion was intro-duced at last Summer’s elmiawoodforestry Show in Sweden.

The Ponsse company is 60%family owned with the sons of thefounder actively involved in the op-erations, and carrying on the familytradition of innovation and service.

having seen the entire Ponsseoperation the size, scope and logis-tics required to build, maintain, selland service machinery throughoutthe world was impressive. Theworld market is broad, to competeplanning, and foresight are essen-tial for success, a lesson we couldall profit from following.

we had an open day in helsinki,

which exposed us directly to thewonders of the euro and one aspectof the european economy... to sumit up, europe is verY expensiveand not just from the exchange ofdollar to euro (american dollar =0.72 cents euro as of this writing).But even allowing for that, it costsa good deal more to be part of theeuropean union, which we at-tribute to the enormous cost of bu-reaucracy being funded by vaT(value added tax) and a wide arrayof taxes on everything. fine ifyou’re a member of the bureaucrat-ic class, but hindering at least forthe rest of society.

while exploring helsinki we’dstopped at Mcdonalds for lunch(one of our troop admits to beingaddicted to Mcd’s), not really myfirst choice in food. it appeared asany Mcdonald’s in any city with aglaring difference on their menuboard.... gourmet food prices: 7.99euro (rougly $11.00!) for a Big Mac,YikeS!!!

and to think, the current ad-ministration believes That’s themodel economy we should emulatein the united states: a tax on every-thing and anything for the gloryand wellbeing of the ruling classwho, in turn, are exempt frommany of the laws they enact for weserfs. Thank you, but independentthinkers will pass on those plans.

’Til next month! we hope all ofyou have a wonderful Thanksgivingand take the time to share withfriends, family, and colleagues thewonder of our nation.

From the Stump


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by sherrie bond

as the President, house andSenate continue to piss up a

rope while millions of americansstand in bread lines, hunker downin homeless camps as winter sets inand pandemic disease spreads fromcoast to coast as citizens are unableto access medical care due to glitch-es on obamacare websites. nation-wide law enforcement has locked itsdoors after learning their annual al-lotment of ammunition has been de-pleted and firearms have been con-fiscated. Borders will remain unse-cured through the next election inan effort to allow illegal immigrantsthe opportunity to experience thedemocratic elective process.

Meanwhile, veterans’ organiza-tions gather at cemeteries country-wide, donating their time and effortto facilitate interment of militarypersonnel slain in action. claiminga “lack of available funding broughtabout by the house of representa-tives refusal to cave under pressurefrom the oval office”, the leader ofthe free world stands idly by as vol-unteers and charity organizationsprovide burial funds and monetaryallotments to the surviving families.Just think how far the ten milliondollars for obama’s safari junketwould go to aid those widows andorphans!

as the tantrums rage in the

miniature conclave of 61.4 squaremiles of land and 6.9 square miles ofwater, the fertilizer continues tostack up in a blame-game operationfocusing not on how the behaviorwill impact all of america, but in-stead on how the participants inthis brawl will fair in 2016 as theballots are counted! governance isno longer about what is best for thenation and its citizens; it is allabout those elected to office. i can’teven say “elected to serve” because idon’t think ‘service’ crosses theirminds. They aren’t necessarilyelected by their past accomplish-ments, but instead by name recogni-tion which is brought about throughoutrageous sums of money used topurchase advertising that issplashed across Tv screens nation-wide and banged into your brain formonths on end. few voters evenbother to educate themselves aboutwho is running for office and at theend of the day, the guy with themost money wins. when billions ofdollars in donations are the basis ofa candidate’s platform, we are goingdown for the count. ads are beingused not to help you identify the ca-pability of a candidate they are be-ing used to psychologically convinceand sway your vote to their con-tender by subliminal suggestion.

i am reminded of “subliminalmessaging” being used in the late1950s in movie theaters. remember

back in those days (if you were luckyenough to have a dime to go to theshow) you were treated to a “newsreel” giving you updates of what washappening in the world (this waspre-Tv for most of us), then perhapsa serial adventure clip, the cartoonand finally the feature film. it didn’ttake long before advertisers caughton! Phrases like “drink coca-cola”and “hungry? eat Popcorn” were in-terjected every five seconds at aspeed of l/3000th of a second and in-stantly theater owners had anothersource of income driven by the pow-er of suggestion as hordes of moviegoers flooded the lobby lookin’ forgrub!

it irks me beyond words (wellmaybe not as i continue to put somany of them to paper today), but itdoes piss me off when the subjectionof political advertising can and hasdetermined the elections, placed in-competent people in positions ofhigh authority, has and is threaten-ing the stability, security, wellbeing,reputation, world position and liveli-hood of everyone in the free world.u.S. citizens aren’t the only onesimpacted by the deception runningrampant in washington, d.c.heads of State in foreign countrieswho have embraced a relationshipwith america are finding them-selves between the rock and thehard spot, trying to remain loyal toour country, but hesitant to stand

shoulder to shoulder with the mani-acs at the helm!

each and every one of us is capa-ble of effecting change in this world.if we continue to allow upheaval inthe very guts of our institution withno reprimand against it, we will getwhat is deserved. if, however, weunite in a concerted effort to crushthe school yard bullying that is go-ing on back east, we may be able tograb our boot straps and pull our-selves out of the quicksand intowhich we are rapidly sinking. wetruly are the “power behind thethrone” and we need to take advan-tage of our position. when it’s allsaid and done, politicians cannot getinto office without the votes neces-sary to put them there. we not onlyhold the key to their future, we arethe key!

as we ease into november, i wantto thank Bill henderson and Melvinreed for their phone calls, lettersand comments; good to hear fromeach of you. i also want to wish allof you a happy Thanksgiving. evenif our road is rough right now, westill live in the best nation on earthand we have the strength to perse-vere, correct our course, achieve ourgoals and create a path that willlead us out of this darkness andback into a position of world lead-ership.

Bless you all . . .

(Sherrie Bond serves as director ofthe northwest log Truckers’ coop-

erative. She can be reached viaemail at [email protected])

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

406-885-3412

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1998 T-800 N-14 525,� )'�� *&%� �� "�� #$�()�� (�$�� ,�(.* !%�� &%�� * (&+� � !%#�)*� .()� �� *�)�$��'(!��$36,500

FOR SALE

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208-301-3525

1993 Pete 379 w.1976Peerless Trailer, �� !� �� $28,000 NO tradesCall Norm

FOR SALE

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503-338-8148

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

208-835-4341 or509-336-1271

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