A MOMENT IN TIME - Future home of something quite cool.

“FOR TODAY’S TRUCKER” JUNE 2019

®®Magazine

ALWAYSFREE!

PAUL COX CAPTURES...

SAYING GOODBYE TO JOE MUSTANG:A TRUE PIONEER

A MOMENT IN TIME

THE LEGENDARY HAY HAULER & TANKER

YANKER DEAN BERG

2 10-4 Magazine / June 2019

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JUNE 2019 CONTENTS VOLUME 27 ISSUE 12

FUN: WordSearch 57 • Crossword 67 • Truckertoon 69 • NumberSearch 77 • Words To Live By/Solutions 100

COVER FEATURE Paul Cox’s Kenworth Captures a Moment in Time .......... 10PERFORMANCE ZONE Boost, Torsional Dampers, Max Mileage & More ............ 19TRUCK SHOW REPORT SoCal Antique Show Sets the Wheels in Motion ............ 24IN MEMORIAL Saying Goodbye to the Legendary Joe Mustang ........... 28THE VETERAN’S VIEW Dennis Mitchell Tells the Story of his First Load .............. 34CLINT’S CREATIONS Allen Ray Likes to Enjoy the Finer Things in Life ............ 39FOG LINE REWIND Iconic Hay Hauler & Tanker Yanker Dean Berg ............... 42WORDS OF WISDOM A Sad & Devastating Loss of History in Paris .................. 59TRUCK SHOW REPORT Convoys, Calendars & Chrome in Wildwood, FL ............ 62WAYNE’S WORLD New Hours of Service Rules Proposed & More .............. 71THE RACE REPORT The 2019 Bandit Season Kicks Off in Mobile, AL ............ 75SPIRIT OF AMERICAN TRUCKER Randy Roush Never Puts his Truck Away Dirty ............... 79SPECIAL FEATURE A Cool Green Machine Owned by Lanita Specialized .... 82TRUCKER TALK The Engineering Marvel of Underwater Roads ............... 88POETRY IN MOTION Trevor Shares “The Biggest Little Poem in the World” ...... 93THE DIRECTORY Our Helpful A-Z Guide for the Trucking Industry ............. 95


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Cover Feature: By Daniel J. Linss

Preserving a moment in time is almost impossible to do. But, as Paul Cox of Glendale, CA has shown, with enough passion, drive and determination, it is possible. Setting out to restore an older truck that would take him back to his impressionable years as a young boy in London, dreaming about American trucks, Paul knocked it out of the park, creating one of the most stunning period-correct 1979 Kenworths ever. And Paul did not build this truck to haul it around the country on a trailer to the shows – he drives it to them! Known to make grown men cry, this KW was meticulously restored from the ground up, and nothing was overlooked.

Born and raised in West London, Paul (54) did not come from a trucking family, nor did he ever become a professional trucker. As a kid, he was fascinated with machines – cars, trucks, planes, trains, etc. When he was about 12 years old, he wrote to several of the manufacturers in America, and when he received an envelope full of brochures from Kenworth, he was ecstatic. One of those brochures featured an iconic K100 Aerodyne cabover that, along with the release

and popularity of the B.J. and the Bear television show, which also featured a K100 Aerodyne cabover Kenworth, left an indelible impression on Paul. From that day forward, he wanted one of those trucks, and since his memories were attached to the trucks in those brochures (which of course were brand new stock rigs), this was the benchmark in his heart to replicate.

As time went on and Paul got older, his fascination for wheeled machines took a back seat to his love of music and technology. At that time, especially in London, the 80s music scene was bursting with excitement as computers and technology were helping to create entirely new types of music. That era produced genres of music like glam rock, new wave, goth, techno and rap (the early days of hip hop and dance music). Much of this music was centered around the new sounds now available with synthesizers and other digital instruments. The problem was, many musicians could play instruments and write music, but they didn’t know how to program or run all these new computer-operated machines. This is where Paul came in.

Attending college for just two days, Paul was not impressed, so he quit school and began his career in the music industry, gravitating toward the programming and technology side of things. At that time, an Australian company created the first interactive digital audio workstation, called the Fairlight CMI (Computer Musical Instrument), and Paul quickly learned how to use this very expensive piece of equipment, which included a digital synthesizer, a sampling machine, a video monitor with a keyboard, and an interactive light pen, for drawing right on the screen. This was a skill that would propel him to work with some of the premier bands of the day – groups like Tears

A MOMENT IN TIME

For Fears, Depeche Mode, Eurythmics, Ultravox, Duran Duran and so many more.

In 1992, Paul moved to Los Angeles, CA to further his career in the music industry as a programmer and an electronic designer of recording studios – which is what he does today. Over the years, he has worked with Stevie Wonder, Madonna, Beyoncé, Lady GaGa, Justin Timberlake, Trent Reznor (Nine Inch Nails), Rihanna, Lionel Richie, Tommy Lee, Dixie Chicks, Stone Temple Pilots, Michael Jackson, Prince and many others. These days, Paul’s talents are in high demand, and he travels the world designing the electronic aspects of high-end recording studios and other technical spaces. Paul has also worked in television, film and radio, but he prefers the honesty and passion of the music industry over those other entertainment outlets which, he says, are substantially more financially driven and fake.

Over the years, Paul has fulfilled many of his childhood dreams, including restoring several 1950s-era Cadillacs, but he still wanted a truck. In 2006, Paul stumbled upon an ad for a 1979 Kenworth K100C Aerodyne with the big 108-inch cab that was for sale at a lot in Fontana, CA. Driving out to look at the truck, which was in rough shape, the salesman there said they were about to send the truck to the scrap yard, so Paul decided to save it. Giving the man a $500 deposit, he said he would be back in a week to

pick it up. He had no money, nowhere to put it, and he didn’t even have a CDL so, legally, he couldn’t even drive it, but he bought it anyway.

Equipped with its original 475-hp Detroit 8V92 with 2.2 million miles on the odometer, the black truck, fitted with a black VIT interior, Kenworth air-glide suspension and an aluminum frame, would start, but that was about it. For every minute it ran, it poured out about a gallon of oil. Although it looked alright with the naked eye, the cab was not very straight, and to open the driver door, Paul had to lean hard on it and pry it loose. Purchasing the KW for $3,500, Paul

10-4 Magazine / June 2019 11

towed it to a local storage facility, where it sat for a year. During that year, Paul would visit the truck regularly, wanting to get to know it better and formulate his restoration game plan. Also, that year, Paul got his CDL, just so he could drive the truck when it was finished.

The first step of the restoration process, which ultimately took over eight years, was getting the rig mechanically sound. To do so, Paul towed it to J&R Diesel Services in Riverside, CA, where it spent about six months getting the drivetrain and chassis fixed. Dale Mendenhall and his son Dustin were known for being top-rate Detroit specialists, and they dedicated an entire bay in their shop to the Kenworth. Wanting to be involved with every aspect of the build, Paul was there when most of the work was done, and he helped every step of the way. Once the truck was running like a dream, Paul took it to a storage facility in Agua Dulce, CA (north of Los Angeles) and began the body work.

Being very busy with his music career, there would be times when Paul didn’t work on the truck for weeks or months at a time, but then there would be those times when a job would get canceled or postponed and he’d find himself with a lot of free time to fill. Working on this mechanical beast, especially during the whole tear-down process, was very therapeutic after the “sterile” and precise environment of music studios, and Paul absolutely loved it.

Realizing quickly that the cab was in bad shape, he called on a friend who is a master craftsman that specializes in metalwork and fabrication on high-end restorations – Sebastian Dominguez of Sebastian Dominguez Coachwork Restoration in Bell Gardens, CA. Paul thought Sebastian might help with a few pieces, but after measuring his door to see if the truck would fit in his shop, he told Paul to bring it in. The rig spent three years there, getting new doors, floors and body panels – the entire aluminum cab was rebuilt! The fiberglass roof cap is still original, but a lot of work was done to it, as well. Much work on the frame was done, too, including replacing all the cross-members and every

bracket. And, like when the drivetrain was being rebuilt, Paul was there every step of the way with Sebastian. This is not a store-bought rig – Paul made sure he was involved with everything.

Now it was time for paint. Paul did not want to spend a fortune, so most of his restoration friends were out of the running. Not knowing where to take it, while sitting in L.A. traffic one day, a flashy motorhome pulled up next to him. This gave Paul an idea – take it to someone who paints large RVs. He motioned for the RV driver to roll down his window and then asked where he got it painted. The driver told him where, and Paul immediately went to see them. The place was called Final Touch Coach Works in Valencia,


CA, and it was not far from Paul’s home. Meeting with Joel Forte, the two formulated a plan that would allow Paul to tape off the stripes himself and be a part of the entire painting process.

Painted with a “Salem” scheme in medium concord blue, metallic silver, black and gold, Paul and Joel meticulously matched the paint colors to the original 1979 Kenworth paint chart. Paul spent a couple uninterrupted days in the paint booth masking off the entire scheme. When it came time to spray the paint, they did it just like the way the factory would have done – which is opposite of how most people do it. Instead of painting the larger pieces first and working your way to the smaller ones, they started with

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the gold pinstripes first, and then worked their way out from there. This process creates a very distinct look, and is the way it would have been done at the factory in 1979, so, of course, that is the way Paul wanted to do it. While there, they also painted the inside of the cab and sleeper black. In total, the truck was at the paint shop for only about a month.

Now that the paint was finished, it was time to start working on the interior and putting everything else back together. For this, Paul rented a nice, new, clean building in Pacoima, just down the street from Franklin Truck Parts, where he got many pieces for the rig. This final portion of the process took about two years.

During this time, Paul rewired the entire truck, using all the proper wires, in the correct factory-matching colors. Being an “electronics” guy, Paul made improvements to the electrical system, like adding relays to everything, but he added them to the existing factory fuse panels, using existing holes, so it still looks stock. The truck also has a hidden sound system, complete with satellite radio and Bluetooth connectivity, but you can’t see any of it.

Before the interior was installed, Paul first insulated the walls and ceiling of the cab and sleeper with lightweight 3/4-inch foam residential insulation sheets, and then used HushMat on the rest. Having a tilt cab, Paul did not want to

add too much extra weight to it, so he only used the HushMat on the doors and floor. Wanting to retain the look of the truck’s original VIT interior, Paul called his friend Ray Griggs, who has been doing automotive upholstery for decades. Again, Paul was very involved in the process. Using 1/8-inch plywood, Paul cut templates of every panel, noting where the screws would need to be placed and where the diamonds and buttons would be located. He then took each template to Ray, individually, where each piece was double folded before stitching the diamonds, virtually hiding all the stitching. Assuring precise fit and finish every step of the way, these new pieces are better than the original factory panels.


An entire book could be written about the build process of this Kenworth, but we will just focus on a few small details that Paul is especially proud of. One of those things is the fiberglass engine tunnel. Located under the cab and on top of the engine, this “tunnel” was originally coated with an orange-colored layer of insulation. Paul jumped through major hoops and spent almost nine months figuring out how to replicate this, and in the end, took it to an industrial coatings specialist that does work for NASA. The material comes in 55-gallon drums and is very expensive, and Paul only needed about a cup of the stuff, so when this company was using the product on another job, they were able to spray his tunnel with the leftovers – and it was absolutely perfect. Paul says you could put a blowtorch on that stuff and get zero heat transfer.

Another detail he is most proud of are his ID and build stickers. Located on the inside edge of the door, these stickers note all the build specs of the truck, along with various information. On most trucks, these stickers are trashed, and you can’t get them anywhere – so Paul made his own. Using Illustrator, a graphics program on his

computer, he created not only the door stickers, but others throughout the cab, like shift patterns, fuse box notations and more. After creating the files, he sent them to a friend who does precision silk-screening and had them all printed. Again, it is a small detail, but one he is very proud of.

The punched heat shields on the pipes are another item Paul is very proud of. Completely custom made from sheet steel, Paul used several vendors to get the look just right, including one company to map the holes, another to punch the holes, another to crease and fold the edges, another to bend them and another to do the chrome plating. Paul and his friend Sebastian did all the necessary welding. Remember, these heat shields are like five feet long, so not many shops could handle that size of product. For a part that seems so simple, much time and effort was put into making it period-correct and just right – Paul did not do anything half-assed on this build.

The front bumper is much the same story as the heat shields. Starting out with a factory chrome steel bumper, Paul stripped the original chrome, which was terrible, and took it to several places to prepare it for new chrome. One place

copper-plated the bumper, another nickel-plated it, and yet another added the chrome. And between each step, Paul spent hours sanding and prepping everything perfectly, because quality chrome is like beautiful paint – everything that really counts is in the prep work.

One last detail to mention would be the cab seal. This rubber seal, which is actually PVC vinyl, runs along the lower edge of the cab and, these days, is almost impossible to find, except maybe in black. Paul wanted his to be gray, to match the silver, so he took a cross-section of the original material and sent it to a company that made vinyl extrusions (strips) for him. They wouldn’t just make him one set, which is all he needed, so he got a bunch of them. Over the years, at the shows, when people ask where he got them, he says, “I had them made. Do you want to buy a set?” He always brings a set to each show and he always sells it. Not looking to make money on the deal, his price was merely the cost of the material divided by how many sets he got. Now that most of them have been sold, he was able to recoup the exorbitant amount he paid for the one set he needed.

The truck was finished the day before he was scheduled to leave for the big ATHS National Convention and Antique Truck Show held that year (2016) in Salem, OR (a fitting place to debut his KW with a “Salem” paint scheme). Making its maiden voyage to Oregon, Paul had planned on only driving in the day and making a few stops, but once he got out there on the road, the truck ran so amazing and was such a pleasure to drive, he just kept going. After it got dark, he flipped on the lights and realized that he had never driven a truck at night – and he loved it. Everything worked perfectly and there were no problems, getting him to his destination a day and a half earlier than expected.

Once at the show, Paul was shocked at how well-received the truck was by everyone, noting that several grown men cried while looking at the Kenworth. I guess it took them back to their childhood, too! Since then, Paul has driven the truck cross-country a few times to other ATHS events in Des Moines, IA and Lexington, KY, as well as the Mid-America show in Louisville, KY. During the build, Paul periodically posted pics online of his progress and was surprised at how many people knew about it before it was even finished. People would walk up to Paul and the truck and start telling him the whole story about it, then Paul would politely say, in his calm British accent, “Hi, I’m Paul. Nice to meet you.”

Since its debut in 2016, the truck has only been featured in print a few times, including the

Chrome & Elegance calendar, Wheels of Time (the official publication of the ATHS), and in an Australian vehicle customizing magazine (which is funny because this truck is not custom at all, it is completely stock). Frankly, I think it would have been easier and cheaper for Paul to have built a super custom cabover versus this stock reproduction – his painstaking attention to every detail on this replicated 1979 rig was absolutely monumental and commendable. Turns out Paul is very selective about who gets to feature his rolling work of art, and we are proud that 10-4 Magazine was “up to snuff” in his eyes.

Since the truck is iconic, we wanted to choose an equally epic and historic location to take our pictures. Although you can’t see much in the background of the photos, we met Paulat the top of the legendary Grapevine mountain pass on Interstate 5 just north of Los Angeles. However, we did not shoot our pictures on the current interstate, but instead on a two-lane portion of the now-deteriorated “old road” that used to carry all the cars and trucks over the pass. It was a warm and windy day in early April, and we truly enjoyed our time with Paul and his amazing machine, which he drove around like a hot rod. Although Paul has never been a trucker, his infectious passion and attention to detail has made him a highly-respected honorary member of the trucking community.

At one point back in the 1990s, Paul was married for about 10 years, but he is divorced

now and has no children, saying, “I couldn’t have done this restoration if I had a wife and kids!” So, what’s next for Paul? He recently acquired a 40-foot 1979 Great Dane exhibition/furniture trailer that just happened to be built the same month and year as his Kenworth, so it safe to say that one day you will see this trailer hooked to the cabover – but not for a while. Paul is in no hurry. He also talked about wanting to one day restore a 1970s or 80s White Road Commander cabover truck, as well. But, for now, that is just water-cooler (or should I say truck show) talk.

These days, Paul Cox is busy working in the music industry, here and in London, so his future projects will have to wait a little longer. But he relishes his time on the road in the Kenworth and looks forward to each and every mile. His goal from the beginning was to not only preserve a piece of history, but to capture a moment in time – a moment in his time – and, without a doubt, he absolutely nailed it!

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The Performance Zone: By Bruce Mallinson

Every day I am amazed at how many owner operators do not know how many pounds of turbo boost their truck can develop, how many pounds of boost it takes to travel across the level highways at their cruising speed, and what happens when the engine is low on turbo boost. The turbo boost gauge is one of the most important gauges in the instrument panel. If you don’t drive with one eye on the turbo boost gauge, you are not getting optimal fuel mileage. For trucks 2002 and older, most engines that develop 500 horsepower need 30 psi of boost to keep the exhaust gas temperature (EGT) at a safe level so you don’t melt pistons (if they are aluminum). If the engine has steel pistons, the excessive heat can take the tension out of the piston rings. Excessive exhaust heat will also burn the cast iron exhaust manifold and the cast iron turbine of the turbocharger. If you have a 500-hp engine and the turbo boost is decreasing a few pounds every day, there is a problem – don’t keep driving the truck. Every pound of turbo boost lost will raise the EGT by 25 degrees. Recently, we have had two owner operators driving their trucks with a loss of 10 psi of boost, which raises the exhaust gas temperature 250 degrees, and takes your engine beyond the danger point. By driving a truck with this issue, you are decreasing the life of your engine. Now here is another problem: many owner operators buy used company trucks, which do not have a turbo boost gauge or exhaust gas temperature gauge (pyrometer). Fleet managers say their drivers are not smart enough to read the gauges and can’t drive a 13- or 18-speed transmission. Now, Mr. Owner Operator purchases these single stack trucks with a 10-speed and no gauges and goes to work. First complaint – no power and no fuel mileage. That’s right, low power equates to poor fuel mileage. So, you call or talk to us on the radio show and what is the fi rst thing I ask? How much turbo boost does the engine develop on a hard pull with your foot on the fl oor? And you answer, “This is an ex-fl eet truck and it doesn’t have those gauges.” The turbo boost gauge is $68.00, and you can install it in your driveway with simple hand tools. The exhaust gas temperature gauge works hand-in-hand with the boost gauge. If the boost is decreasing and the exhaust gas temperature is going up, there is a boost leak, turbo problem, clogged or wet air fi lter, or a crack in the charge air cooler. If the boost is decreasing and the exhaust gas temperature is also decreasing, there is a fuel problem. It takes fuel to make boost and exhaust heat, so if the fuel delivery is decreasing, the exhaust gas temperature is also decreasing, along with the turbo boost. When you, the driver and/or owner of this truck, give us these numbers, we can help you fi nd the problem. The pyrometer kit it $178.00, and if you have a drill with a 7/16 bit, you can install it in your driveway. On to the next topic: harmonic balancers – there is no such item, it’s called a torsional damper, and this is a wear item, which means it wears out like a tire and a shock absorber. In fact, it is a shock absorber for the crankshaft. Every time an injector fi res and the piston is slammed to the bottom of the stroke, the large steel ring in the torsional damper moves slightly to absorb the shock and remove torsional vibrations. This steel ring rides on Tefl on and is cushioned by very thick silicone. As the Tefl on wears, the silicon starts to harden

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at about 380,000 miles. At 500,000 miles the silicone is hard, and the large steel ring can no longer move to remove the torsional vibrations and shock from the piston coming to the bottom of the stroke. Did you know, at 1,400 RPM, in one mile, there are 700 injections of diesel fuel, and the large steel ring in the torsional damper has to absorb all 700 of the power strokes of the pistons? Every day on the phone I hear, “My mechanic says we never change those, they don’t wear out.” If this the case, please tell your mechanic to go on our website and look at the video pertaining to torsional dampers! We’ve been getting a lot of questions about our Max Mileage Fuel Borne Catalyst, so we’d like to address them here. A common question is, if you have an older truck without a DPF, will you benefi t from this product? The answer is yes. It still makes for a better running engine with a more complete combustion, so you’ll notice a smoother running engine and slightly better mileage. The Max Mileage product will also save your engine from carbon buildup in the combustion chamber, which helps to extend ring and liner life, and in the exhaust manifold and turbo, which will alleviate reduced performance. Another common question about our new Max Mileage product is, should you still get a Diesel Force engine cleaning done in addition to using the Max Mileage? The answer to that is absolutely. The Diesel Force will give your engine a fresh start before using the Max Mileage to keep it clean. The Max Mileage burns off soot starting at 700 degrees. Regen programs are designed to increase exhaust gas temperature as high as 1,200 degrees to burn off the soot and carbon. So, Max Mileage does a good job at keeping the hotter parts of the system clean. Diesel Force will clean all the other parts that don’t get hot. So, really, it’s necessary to do both, if soot is a problem for you. Please don’t forget about the Safe-T-Plus steering stabilizer, which I talked about last month. Yes, it’s expensive ($699.00 for the unit and installation kit), but it can be easily installed in your driveway. This unit will hold the truck straight down the highway, remove shock from the steering wheel, and give you more control if you drift off the highway. If you blow a front steering tire, all you need is one hand on the steering wheel to maintain complete control of the truck. If you have a car hauler, this item is a necessity, due to the extra weight on the front axle. Give us a call at (724) 360-4080 if you have questions about the products mentioned here or want to make an order, or visit www.pittsburghpower.com to learn more.

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Truck Show Report: By Erik Sieben

It was that time again – time to change gears and roll down to Perris, CA for the annual SoCal ATHS event, held on Cinco de Mayo (May 5th), at the Orange Empire Railroad Museum. This local show has been happening on the fi rst Sunday in May for many years, and only gets better. We had the pleasure to hook up with Ken Lund, who is the show coordinator, and he refl ected on the good old days, saying, “What started out as a group of truck enthusiasts showing a few trucks on a football fi eld in Riverside, CA has grown to an event celebrating over 100 years of trucking and railroad history.” And, like the title of this show report implies, this event has everything on wheels – not just trucks! Starting with a little inland fog, it was a cool morning at fi rst, but the sun eventually burned-through in the early afternoon, and it turned out to be a near picture-perfect day as big rigs, military vehicles, fi re engines, tractors, trains, cars, pickups, motorcycles and anything else on wheels were proudly on display throughout the facility. This year, Ken said that he recorded nearly 150 trucks of all styles and generations. We got to meet up with old friends Pete Carrillo, Phil Callen and Mike Green, who was in motion early from Yuma, AZ (Mike was also featured in our “Fog Line Rewind” article in the May 2019 edition).

The big rigs were parked in a few locations, and it wouldn’t be a local truck show without 15 or so of the two-tone green Dalton trucks from Fontana, CA on display. The Klenske family is very well-known and big supporters in the ATHS world, and it had to seem like a Dalton convoy coming down the I-215 toward the show that morning. One can only imagine what a 1913 Autocar would look like, but here it was, with the body in a raised position to show the drivetrain and suspension. This neat old red rig is a time capsule that has been in the Dunkel Bros. Machinery Movingfamily for three generations – since the 1970s – and was cool enough to win the Best of Show award this year. On this pleasant Sunday afternoon in Southern California, visitors were welcome to enjoy so many attractions, including a swap meet, where folks could fi nd that special part, or watch the Western Antique Power Associates’ collection of “hit-n-miss” engines and tractors. And how often do you get to see a 1957 Chevrolet Cameo pickup? Well, there was one here, owned by Joe and Janet Edmonds, and it won Best of Show in the Light Duty class! With several classes, the trophies, which were all made from old truck parts to symbolize the event, were handed

out to a select few at the end of the day. The Oldest Truck award went to Charles White for his 1911 Ford Model T, while the President’s Choice trophy went to Sue and Jim Golson for their beautiful red 1965 Peterbilt 351. Best Paint in the Big Rig class went to Mike Green for his 1964 Pete 351, and past cover trucker Jerry Salinas (February 2013) took home the Best 1960 & Up Stock award for his stunning maroon 1963 Peterbilt 281. We would like to thank Ken Lund for making us feel so welcome at this local show and congratulate everyone who took home a trophy. The quality of “wheels” on display at this show is always amazing, and this year, once again, it did not disappoint. And with all these wheels in motion, show producers are already making plans for next year’s event, which is scheduled to be held on Sunday, May 3rd, 2020. Make your plans to “wheel on in” now, or visit their website (www.southernca.aths.org) for more detailed information.


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In Memorial: By Daniel J. Linss

The world of trucking lost yet another icon a few months ago when Joe “Mustang” Glasco passed away at his home in Honolulu, HI. Joe had long since retired, and many of you may remember our cover and story featuring Joe and his one-and-only Mack cabover about 10 years ago. It was the only truck he ever owned, and he ran it for 35 years, pulling the same flatbed trailer for 30 of those years, as well. And this truck and trailer were way ahead of their time, thanks to Joe’s forward-thinking ideas and many innovative upgrades. In honor of his passing, we thought it would be fitting to reprint most of his amazing story, which was originally published as the cover feature in May 2010.

For over 35 years, legendary trucker Joe Mustang and his one-and-only Mack owned the road. If you ever saw a “silver streak” go flying past you while out on the interstate, most likely it was Joe, making up for lost time. Joe Mustang and his unique truck were inseparable for most of his driving career, and Joe’s flatbed trailer has spent its entire life hooked to the Mack. It is not uncommon to find an old trucker who’s been driving for 30 or 40 years, but to find one that drove the same truck for 35 years and pulled the same trailer for 30, now that is rare.

Joe, with the help of his trusty Bulldog, ran from coast to coast and border to border, hauling all kinds of freight. Known to dodge a scale or two here and there, Joe was a bit of a renegade – a real trucker’s trucker. Joe and his truck were certainly ahead of their time. Many of the things that Joe did to his truck back in the 1960s and 1970s were unheard of back then. Even today, his truck still turns heads wherever it goes, only now it is Dan Thomas, the truck’s

current owner, not Joe Mustang, that gets to enjoy all the attention.

Born in 1915, Joe “Mustang” Glasco got his start in Pennsylvania, driving an early 1930s Diamond T with an integral sleeper. Making $10 a week, he hauled roofing material, canned goods, potatoes and anything else he could find into Pennsylvania, New Jersey, Delaware and New York. In 1946, Joe moved to Los Angeles and got a job driving for Consolidated Freightways. After that, he drove for Coast Line, Santa Fe Transport and PMT (Pacific Motor Trucking).

It was in 1959 that Joe Mustang bought his one-and-only rig – a 1957 H63 Mack – from a trucker that had it on lease with Belyea Truck Company. Belyea was a company that prided itself on moving loads that were deemed to be impossible by others. Originally, the tractor was a two-axle rig with a Mack 205-hp Thermodyne, triplex transmissions, and a double reduction rear-end – the truck was geared to top out at 75 mph. Back then, the truck was painted in the Belyea colors of gray and black, but Joe quickly changed it to metallic silver with black trim.

For a while, Joe kept the Mack with Belyea, making $0.24 per mile, with an additional $.06 for each driver. In 1964, Joe purchased a new 40’ flatbed made by Brown Mfg. Company. After Belyea, Joe trip-leased to outfits that specialized in flatbed loads (hauling flatbed commodities was what Joe liked best). Paxton Truck Lines, Senna Trucking, Johnnie Teresi, Progressive Transportation, S & H Truck Lines, BBD Trucking, Contractors Cargo and Doudell Trucking all had their names on Joe’s door at one time or another. Throughout his career, Joe and his Mack ran into every state in the Continental U.S. and Canada,

pulling for carriers like ETMF (East Texas Motor Freight), ABF, Landstar, Ranger and Inway.

Over the years, Joe took the old H-Model through many changes, both subtle and obvious, during their long career together. Many of the updates Joe made to his Mack were done to accommodate the ever-changing rules of the day, and to maximize his payloads. During the first makeover, Joe extended the steel frame to give the truck a 212” wheelbase and added a tag axle. The well-worn Mack Thermodyne engine was replaced with a Cat 1673, while the Mack triplex transmissions and Mack rear-end remained. A few years later, Joe stretched the wheelbase out even further to 224” and then re-powered the truck again with a Cat 1674.

Joe was quite content with his new setup, but the trucking game was always changing, and it took new equipment to keep up. With only forty feet of deck space on his trailer, Joe began to lose out on loads. The new trucks were also lighter and had higher horsepower, which got them to their destinations quicker. Not wanting to buy new equipment, Joe decided to do a third major makeover on the H-Model. Joe had kept his eye on what the new trucks were running and began gathering the necessary items to perform the work. For example, while in Michigan picking up a load of machinery from the auctioning of the Diamond REO plant, Joe spotted a stack of nice aluminum frame rails, so he struck up a deal on a set and then hauled them home.

By now it was the mid-1970s and Joe, who had a garage full of components, went to work on the truck’s third rebuild. First, he cut the steel frame rails at the transmission mounts and slid them into the new aluminum rails, which had been cut to give the rig a 264” wheelbase. Next, he added a Western air-ride suspension and R-170 rear-end. The front axle and steering were replaced with a Mack SuperLiner unit attached to a Kenworth three-leaf spring. Joe then made his own cross-mounts and attached them to the rails using rivets. The engine was replaced with a Cat 1693 PCTA (cranking out 525 horses at the flywheel), and then backed with a


A RARE BREED INDEED

Fuller 10-speed transmission. This larger engine required Joe to add a larger, modified radiator, as well as a unique air clutch system.

Since the Mack was already dismantled, Joe decided to customize the interior and make some exterior modifications, as well. Joe added two Peterbilt fuel tanks and a Peterbilt bumper, modified to his liking, tons of custom diamond plate panels, and a unique 8” weed-burner exhaust, taken off a turbo prop airplane engine, which sticks out from the side of the truck just behind the right front tire. He built the pipe strong enough to stand on, and anytime a DOT inspector asked him about it, Joe would just say that it was a step. He also re-skinned the back of the sleeper with a piece of diamond plate, and anytime he was asked about his “headache rack” he just said that it was OEM. Old Joe must have been quite the salesman to get away with that!

Inside the cab, Joe installed WWII vintage aircraft gauges, using high-quality aviation-grade Teflon-coated wiring, and made a shifter modified from a P-38 fighter plane’s stick. At night the cab is a glow of red from aviation map lights he installed. Even the shift tower was custom-built by Joe. The interior is by no means luxurious, but it does look both functional and cool.

Some other interesting items this truck has includes classic five-hand-hole aluminum wheels on the front, and Alcoa’s first generation of tubeless aluminum wheels on the back (and on the trailer) which have a unique ribbed design for added strength. His newly updated engine had a different air intake system, so the two big, round air cleaners, mounted underneath the back of the sleeper, were no longer necessary. But, not wanting to get rid of them because he liked the way they looked, Joe converted one of them into an extra oil reserve tank and used the

other to cover his Luberfiner. Joe found the rig’s silver grab handles mounted on the truck while sitting in a handicapped bathroom stall one day. He looked at the brushed silver handrails that were mounted on the wall around the stall and realized that they would be perfect for his rig. Joe immediately contacted the company that made the rails and bought a few sets.

Joe was a simple guy, and his truck had a simple look. He always kept it, and himself, looking good. Joe was known for always wearing black western attire including black boots, a black hat and a black belt with a big buckle. Joe’s Mack has very little bright chrome – most of the aluminum is not polished or painted silver. The extra-long length of his wheelbase allowed him to begin specializing in odd shaped and sized loads without upgrading his trailer. Unlike most trucks, Joe’s Mack has no engine brake, but that was never a problem for this veteran trucker.

After this third and final rebuild, Joe drove the truck with this configuration until he retired in 1994. Not wanting to sell it, Joe continued to maintain the rig, but as he got older it got harder and harder. This is where Dan Thomas comes in. Dan had met Joe years before at a truck stop in Oregon, and really liked the old H-Model Mack. Growing up in Pennsylvania, Dan’s truck-driving father had one just like it. Twenty years later, with the help of Stan Holtzman, Dan was able to locate Joe and the H-Model Mack. For years, Dan tried to buy the now-retired truck from Joe, but he just wasn’t ready to let it go. In 2002, Dan was finally able to strike a deal with Joe to buy the truck. By then, Joe was 86 years old, and he just couldn’t take care of it anymore.

Since purchasing the old Mack, Dan has had the pleasure of taking it to several truck shows and out on many pleasure rides. And no


matter where he goes, people still call out to Joe on the CB when they see the truck. Joe Mustang and his Mack were well-known and held in high regard by many. Most people say that Joe was a true truck-driving gentleman. But some just remember the truck because, as one man told Dan, “I only saw the truck running down the road and I could never pass it or catch up.” Dan has heard numerous tales from truckers who tried to keep up with Joe or pass him without success.

After his retirement, Joe spent the last years of his life in Honolulu, Hawaii. Joe was a Teamster throughout his entire trucking career, so he had a comfortable retirement plan. Joe loved to swim, and about four times a week, he went to the pool and swam 50 laps – up to the time he was 102 years old! During those swims, he met Terri Lum, who was the pool attendant. Everyone loved Joe, and he quickly befriended Terri and her husband Mark. Always known for wearing black, Joe did not disappoint at the pool either, sporting a black speedo and, of course, his signature black hat. Joe was fit and trim all the way to the end, but after taking a fall in his home and hitting his head, which led to other medical issues, Joe passed away in December of 2018. He was 103 years old!!

Not many people live that long these days, and even less who make their living out running a truck their entire life. Joe Mustang was an exceptional man, a truck-customizing pioneer and a legendary driver who will be missed by all who knew him. He, like his truck, was a rare breed, indeed. So, the next time you see this silver streak whiz by you on the highway, think of Joe, but wave “hello” to Dan Thomas.

EDITOR’S NOTE: We would like to thank Mark Lum for contacting us directly to let us know about Joe’s passing. Had it not been for his thoughtfulness and kindness to reach out to us, we might never had heard about his death at all. Joe was a bit recluse and always a loner, but we sure enjoyed his wit and humor – this guy was a real character and he will be missed. We are so glad we got to tell Joe “Mustang” Glasco’s original story in 2010 while he was still alive and able to read it and enjoy it. We hope you enjoyed this partial reprint of it here, as well. Rest easy, driver, your shift is over. n


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The Veteran’s View: By Dennis Mitchell

I often get asked, “Have you been truckin’ for long?” I always answer, “Nope, just started the other day, I think it was Tuesday the 5th of May. Can’t remember the year – might have been ‘73, maybe ‘74 – but I sure remember the truck. Yup, it was a GMC daycab, with a gasser, fi ve gears and a 2-speed rear axle. Man, we were getting it done, set the world on fi re, moved a lot of farm machinery with that low trailer. Don’t think it even had a brand, just some cobbled-up fl at deck that belonged to the Case tractor dealership there in town.” I think if I was to recall some of the stories from back then, Johnny Law might comelooking for us. By today’s standards, our tactics could be considered a bit “SHADY” – oh well, I think the Statute of Limitations has run out by now. This month is the big blowout for ATHS in Reno, Nevada, so I will bring some color from yesteryear. Most of us remember our fi rst load. Some were short jumps across town and others were more adventurous, over the river and through the woods, so to speak. Mine was purely by accident, and I mean that

in the most honest manner of speaking. I didn’t start out to have this adventure at all. I was a victim of circumstance, along with mostly just dumb luck and a little good fortune. Let me set the stage for some of the younger folks who read my articles. I grew up in a small town in southern Michigan in the early 70s. During my junior year in high school, I attended Vo-Tech, that’s short for Vocational and Technical School, in addition to my regular classes. Having grown up on the family farm, I excelled in some of the testing programs and was “farmed” out to one of the local farm implement dealerships. Now this was considered lucky, since I got out of all my afternoon classes at school, and even received a paycheck for my eff orts. If you haven’t fi gured it out yet, farming and trucking have a long and colorful connection. Some of my fi rst duties there included delivering farm tractor and implement parts to their customers. That’s still trucking, but I wasn’t driving a big fancy tractor-trailer rig, I had to drive an old and “rusted” Chevy pickup.

Some of our most valuable lessons are learned out of necessity. I realized early on that a little toolbox and a handful of end wrenches were my best friends, along with an arrangement of other miscellaneous parts. My life’s ambition at that time was to pursue a career in mechanics – diesel mechanics, to be specifi c. This was at a time when few farm kids went to university after high school. Most of us learned a trade by apprenticeships or from working with their parents and close friends, so the tractor dealership was a match made in heaven, for me. The manager down at Case Power and Equipment was a super guy named Hank Langford. He wore many hats in those days, ranging from salesman to problem-solver and, sometimes, a saint with a halo. In life, you are bound to meet people who you can tell right away they are not happy. Then, others just beam with confi dence and it spills over to those around them. Mr. Langford was the second type, and he weeded out any and all people in the fi rst group. I was lucky enough to work for him until I fi nished my senior year of high school and joined the Marines. Sometime during summer, before I started my senior year, he got this great idea to send a couple of us out to collect some used equipment he had taken in on trade. When the time came, I was busy doing my thing, building implements, plows and fi eld cultivators. But, I must admit, I wasn’t totally happy, working outside in the elements during the longcold winter, and expecting to spend my summer doing it in the heat didn’t sound promising, either. When the time came to leave for southern Indiana, where that equipment was, the second driver was a no-show. I don’t know how it happened, but I was volunteered to take his place.


BEEN TRUCKIN’ LONG?


This should be fun – an overnight run. The other driver was a young man named Allen Dull. I don’t think he was 20 years old at the time. None of us had a license for anything larger than the pickup. To drive a commercial vehicle, you needed a chauffeur’s license, issued by your home state, and all states had different requirements. I didn’t get mine until 1979, when I was hired to drive for a company out of North Carolina. I think that’s when I first received a medical card, too. Anyway, back to my story. We were supposed to go get an old Case combine in some town that we couldn’t find on the map. The town is Sexton, Indiana, just a short distance from Indianapolis, not too far south of Interstate 70. Well, that sounds simple enough, what could go wrong? Don’t look at me, I was a 16-year-old kid who had no idea where I-70 even was. Since neither of us was sure how to get there, we took two-lanes across three states. Bear in mind, we were driving a 1970 GMC conventional day cab with a single axle, and we were pulling a flatbed that was maybe 35 feet long. The GMC had a Chevy-powered V-8 (maybe a 427 big block) – great for your El Camino, not so much for your El Trucko. But we were really styling with our 10-speed (nobody told us it was a 5-speed with a 2-speed rear axle), and that little tid-bit would have helped us considerably on the way home. The two of us were quite proud when we arrived at our destination. We asked where the combine was, and someone walked us out to the yard and said, “There’s your stuff!” “Our stuff? We are only here for a combine,” we said. “Nope, that’s all yours,” he replied. Now what do we do? Better call Mr. Langford and get some answers. I heard Allen tell the boss, “Yes sir, we will get as much as we can. I’ll let you know when we’re loaded.” He hung up the phone and we left the office (sorry kids, no cell phone). Back then, if you wanted to make a call, you had to ask permission to use an outside line, and long distance was expensive so not everyone would let you use it. Now, where was I? Oh yea, we were going to load that stuff. They didn’t have a forklift large enough to pick some of the implements up whole, so we started taking things apart. The boss never said how to load things, so we just did the best we could. We got the combine loaded first and then realized the bed wasn’t long enough for

the wagon carriages with their gravity boxes attached. As they always say, “When there’s a will there’s a way!” I think that’s why they sent me as the second driver, because I had experience building farm implements. We started taking thing apart and before long it looked like a kid’s toy set – there were wheels over here and boxes over there, and nuts and bolts everywhere. That day, I realized that I could see the load in my mind before we even started placing it on the deck. The boss must have known (or at least suspected) I had that ability, but if he hadn’t pushed me, I would have never tried. Well, we got everything loaded. It probably looked like Jed Clampett’s old jalopy from the Beverly Hillbillies TV show from back in the 1960s, but we got it all. We started for home with our treasured load. Nobody told us we needed to check our weight or measure the width, they just said call when you’re loaded. We called and then put our nose in the wind, so to speak. I remember the wind was blowing hard that day, and we couldn’t get much over 35 mph. It’s a good thing there aren’t any hills in Ohio or Indiana, or we would still be trying to get back home. I never did know how much that load weighed, but I can guarantee it was in excess of 73,280 pounds, which was the legal limit back then. Once again, no one said, “Be sure to check your securement before you pull out,” they just said, “Call when you’re loaded.” Well, we called, and then the fun began. It’s funny today when I think of all the things we got wrong loading that load. I don’t remember how often we stopped to re-chain and strap things back on, but that’s how most of us learned. Back then, there weren’t schools to go to like today. Trucking was a trade, and you had to give something up to learn it – usually your time and some labor, helping out another driver. That “pay it forward”

deal isn’t anything new – if you needed information, you found someone who you trusted to instruct you on a good way to do something, then you helped them out in exchange. I learned most of my tricks of the trade from other hands on the job sites. Knowledge is all around us if we will only take the time to look, and then be prepared to compensate the teacher, in return. When we finally made it back to the dealership, there wasn’t too much damage, except for the exhaust stack on the combine. In our excited state of loading, we did remember to close the windows and lock the doors on the cab, but no one thought to measure the height of the stack. Oops! We remembered just as we went under the first overpass. Better late than not at all, right? After that, every time that combine came in to the shop for service, the boss kidded us that it had a “Texas Tilt” to it. That mechanic thing didn’t work out for me. I think Hank knew it all along, he was just waiting for opportunity to meet experience and set me off in a different direction. I did take to the truck driving thing, and I’ve spent almost an entire lifetime of roaming the globe to get me here. I’m still not sure where here is most of the time, but I keep learning and stacking up more adventures. I still reminisce about the old days with a few of my friends. After a short time, and a couple cups of Joe, someone mentions having to use the preheaters or glow plugs to start those cold engines. Let’s not forget how well a Reyco leaf spring rode or how easy the center point steering system handled. That takes me to another time, a much simpler time, when drivers were drivers and life on the road was a barrel of rainbows! Enjoy the show and tell some tall tales just for old time’s sake. And if you see me in the setting sun, don’t forget to wave and flash your lights twice... I’ll be watching for ya, 10-4!! n


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(I had special ordered it for another customer a few years prior, who had just traded it in for a new truck, so I knew a lot about it). I must have made a good impression, because not only did Allen buy that truck, but when it came time to get another one, he didn’t hesitate to call me.

After buying that viper red and white 2004 Peterbilt from us, Allen went to work hauling flatbed, but he really hated being gone all the time. Wanting to get out of the long-haul trucking game, he sold the Peterbilt, bought a local truck and found tanker work – and hasn’t looked back. Since then, he has added a few trucks and trailers, and now has four of each. He has always lived by the principle that no one gives you anything, you just need to work hard. And, since he likes all the finer things, working hard is the only option.

The new truck seen here is a 2020 Peterbilt 389 with a 44” flattop, a 565-hp X15 Cummins hooked to an 18-speed, a modest wheelbase, Low-Leaf suspension, an air-ride car hauler front axle and a Platinum interior, with all the finer things. When the silver truck showed up, it looked plain, so Allen decided it needed some stripes. Scouring the internet for hours, he couldn’t make up his mind, got frustrated, and told me to just come up with something. I had just got a new computer, and my photo editing program wouldn’t load, so I had to design his

This month’s creation was built for Allen Ray (43) of ASJ, Inc. in Rock Springs, Wisconsin. Married to his wife Stacie for 16 years, the couple has two children – daughter Jaelyn (12) and son Blake (7). Stacie works at the courthouse and does all the billing and paperwork for ASJ Inc. Allen has always believed in the power of hard work and has pursued several different avenues of employment over the years. His latest trucking venture, ASJ Inc., specializes in pulling tankers, and the classic-looking new rig featured here, which has all the finer things, is the latest addition to his fleet.

Allen’s parents, Harlan and Debbie, who were in the dairy business, divorced when he was young, and Allen found himself spending a lot of time at his grandparent’s (Bud and Dee Potter) house. They were his mom’s parents, and they had a 100-head dairy farm. When you live on a dairy farm growing up, you work all the time, and you just learn by example – everyone else is working, and you just don’t know anything different. Allen’s parents are both retired now, and he has an older sister named Sharese and younger half-sister named Amy.

Working on the dairy until he got his driver’s license, Allen was then able to find different work, getting a job at a local gas station. In 1994, he graduated from Reedsburg High school on a Friday and on Monday he went to work as a mason tender. Later, he went on to a bricklaying apprenticeship, and then, about four years after that, started his own company called Allen Ray Masonry. In 1999, he met Stacie through a few mutual friends, and later, the two got married.

In 2007, the recession caused the building industry to slow down, and Allen wound up helping a friend drive a log truck. At the time, Allen had a few friends that drove truck, and Stacie’s uncle Rod was a trucker, too. This got Allen thinking. He was a still a young man, but his body was already getting tired. He thought to himself, “Maybe I should look at doing something else. Something a little easier on my body, so it doesn’t wear out before I retire.” So, he decided to buy a truck and start driving.

Finding a truck for sale at KC Peterbilt in 2007, he and a friend drove down to Kansas City to buy it from one of our sales guys, but when they showed up, the truck had a few issues that almost made them turn back empty-handed. I went out to meet the two of them, and helped them to see the finer things this rig had to offer

stripes old school – I printed a picture of the truck and then used White Out and a Sharpie pen to add the stripes! Allen did not entirely see my vision from that crude mock-up but still gave me the green light to do it. Pat the painter worked his magic, and, in the end, Allen liked it.

Tyler in the Service Dept. hid the DEF tank, built a PTO bracket to conceal Allen’s product pump, and installed Fibertech rear fenders. Cathie gathered up a ton of parts, and then Leonard in the body shop installed most of them, including a drop visor with clearance lights, cab and sleeper skirts with lights underneath, breather light panels, (9) load lights on the back of the sleeper, a Merritt flush deck plate with a welded-in airline box, painted to match the frame, and a set of dummy stacks.

Helping people get the finer things – on their truck – is my specialty, and I am glad that I could not only help Allen see the finer things that 2004 Peterbilt had to offer, but also make sure his new ride had all the finer things, as well. Keep working hard, Allen, and you will continue to enjoy the finer things in life.


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Living in the Midwest during the 1930s was tough. The “Dust Bowl” was in full eff ect, and struggling families were leaving the area in droves, heading west, to California and other states. But, one tough family in Kansas, despite the hardships, welcomed their son, Dean Berg, who was born on January 12, 1935. The term “tough” instantly came to the mind of Dean’s father Walter Berg and Dean’s mother the second they set their eyes on their new son. But, tough runs in the Berg genes, so they could handle him. This rugged mindset lead Walter from Kansas to the San Fernando Valley in California in the 1940s, searching for a better life for his family. Not wanting to upset the home life of his family, Walter went to California alone before Dean turned 10. Almost immediately after arriving in California, Walter got a great job at the Lockheed Aircraft Company and instantly moved the entire Berg family to California. Not only was Walter’s gutsy quest in search of a better life a great decision, but it was also the gateway into young Dean’s future, which helped blaze his trail into what would be known as “Cool California Truckin” for this energetic young man. Southern California was a real eye-opener for Dean once moving there in the mid-1940s, and it didn’t take long for him to realize that he loved shiny machines. From cars, to pickups and trucks, he admired them all, and began planning (in his mind) how he was going to have all of them when he got older.

During Dean’s middle school years, he also met another future love in his life – Marjorie – a young lady that Dean went to school with since moving to California. Luckily, Marjorie was just as energetic and outgoing as Dean, so it didn’t take long for the two to realize that they were a heck of a pair. By the time the two entered high school, Dean had already been fi xing up 40s- and 50s-era hot rods and pickups and had made quite a name for himself as being a hard-working young man with a talent for building machines. Dean’s good reputation landed him his fi rst job for a tree trimming company in San Fernando, named Thompson’s Tree Service, at the ripe age of 15. Dean loved working hard, but he loved driving around in that early 50s tree-trimming truck even more. Needless to say, Dean got the trucking bug! Building this reputation as a tough, hard worker, with a knack for gears, Dean’s brother George noticed it right away. George got Dean hired-on as a hay hauler for N.W. Duckels Ranch in Reseda, California in 1953, driving late 40s and early 50s Kenworth bullnose cabover truck and trailer combinations, as well as Kenworth conventionals. To Dean, life couldn’t get any better than hand-stacking those loads of hay, then jumping up in his cab and fi ring up that 165 Cummins – and all for $1.25 per hour! That was a damn good wage for having so much fun. Always one to take care of the ones he loves, Dean bought his parents their very fi rst television set

Fog Line Rewind: By Bryan Welsh

before he was even 18 years old in the early 1950s. Around this same time, in 1953, Dean and Marjorie got married. In 1956, Dean received word from good friend and fellow hay hauler Lee Bartoch, head driver for a local giant in the industry named Ed Erro, that Ed was going to buy another fl ashy red and yellow Peterbilt hay truck and hire a new driver. With Lee’s encouragement, Dean landed that driving job with Ed Erro and became only the second driver hired outside the Erro family, next to Lee. Instantly, Dean fell in love with his new job, hauling hay primarily between Nevada and the L.A. Basin, and out to the coast. He especially loved his red and yellow bubblenose Peterbilt. Before long, Dean had that truck looking sharp, adding lights, chrome and plenty of tire shine. In 1958 he decided to enter his truck in the Antelope Valley Fair and Alfalfa Festival, a large event held annually in Lancaster, California. At the time, the event had a backing contest, which Lee Bartoch held the record in, so Dean joined in on the fun that year for the fi rst time.

TASTEFULLY TOUGH


This fun event became a must for Dean every year, and in 1960 he proudly debuted his new Peterbilt 352 fl at front at the fair that year. This truck would soon become legendary, and so would Dean! This red and yellow Ed Erro truck was perfect for Dean, and it didn’t take long for him to personalize it, adding chrome, pinstripes and, of course, a ton of lights. Dean was even given the nickname “Christmas Tree” by the CHP (California Highway Patrol) in the early 60s. In 1961, Dean and Marjorie had their fi rst child – their daughter Mardean – born on June 13. What a perfect way to kick off the 60s for this young Berg family. By the mid-1960s, Dean had his Ed Erro Peterbilt 352 looking absolutely perfect. On regular occasions, Dean’s neighbors, cousins, sister and, of course, Marjorie, would all pitch in to keep the truck pressed out. 1966 was a special year at the Lancaster Fair for the Bergs, when Dean fi nally broke the record in the backing contest, doing it in only 48 seconds! His fl ashy truck also inspired the idea to begin a “Best Equipment” category at the fair, which, thanks to Ed Erro, Dick Cano and Dan Mueller, may very well have been one of the fi rst truck beauty contests ever held.

The 60s proved to be a huge decade for Dean, being truly one of the hardest working hay haulers in the valley, with some of the fi nest street rod cars and pickups that Southern California could off er. With the birth of Marjorie and Dean’s son Jim Berg on May 27, 1969, the Berg family was complete. As the Berg family closed out the 60s, Dean landed another brand-new Ed Erro Peterbilt 352 cabover and, naturally, lit it up and chromed it out in Dean Berg fashion. Many evenings, Dean would roll up to the house after a 20-hour round, eatdinner, then head straight to bed for a 3-hour nap, before going out to do it all over again. Meanwhile, while he was napping, Marjorie, Mardean and young Jim would go outside and clean up that beautiful Ed Erro Peterbilt for Dean. This was the Berg family way of life, with a lot of fun along the way. Young Jim was stuck by Dean’s side since he was born, and he would never miss a chance to ride with dad and learn from the pro. Dean’s many good years driving for Ed Erro came to an end in 1976 when he decided to go to work for Buck Wicall driving a dual-stacked, 4-horned, green and white Peterbilt 352 single-axle COE pulling hopper doubles.

Dean then moved over to J.E.T. Trucking just a few years later, but his next real trucking opportunity came around 1980, when Dean’s sister’s son David Stout got Dean on at Golden Bear Marketing, a local fuel-hauling tanker outfi t with around four trucks at that time. Within a few years of moving over to Golden Bear, Dean worked his way up to a day shift spot, hauling fuel, with a completely refi ned maroon 1980 Pete 359 and, of course, never let it get dirty! Throughout the 80s, as Golden Bear’s fl eet grew, they’d often off er Dean the newer trucks, but he loved his #2 – that 1980 Pete 359. Dean never missed the World’s Greatest Working Truck Show, held every year in Pomona, California, among other events, and always treated #2 like it was his own. Time has a funny way of blessing guys like Dean. In 1995, Dean left Golden Bear after 15 great years and then purchased his maroon 359 from the company. At the time, it was nothing more than bare frame rails, but Dean transformed it into a stunning brown and black hay truck and trailer. And, if that’s not cool enough, later that same year, Dean returned to the Antelope Valley


Fair and Alfalfa Festival, where he had made records at decades ago, and set a new backing up record again – and this time it was in his own truck! The 90s were great to both Dean and his son Jim, who was now in his early 20s. Jim had his share of trouble and hard times as a young adult, but never forgot what his parents taught him. Not only was Jim one hell of a truck polisher, but one hell of a hard worker, just like his dad, as well. To this day, Jim is still thankful for the way he was raised, but especially for meeting his wife Michelle Marie, aka Shelly, his wife now of almost 30 years, and the unconditional support and encouragement she has given him since the day they met. During the 90s, Jim was making a decent living polishing trucks, when one day a family friend, Alvin Gerritson, referred Jim to a local freight and hay hauler, Mr. Tom Lanting, one of the founders of Gardner Trucking, which at the time was one of the cleanest large fl eets in the west, for a job detailing trucks. Wow, what an opportunity this was for Jim, and maybe even a chance to earn his way into a truck. Jim loved working for Tom, polishing trucks and moving equipment around the yard, and within six months, in 1995, Tom hired Jim on full-time at $10 an hour. About a year after hiring Jim, Tom asked him to go to the DMV and take his written test to earn his CDL, and Jim jumped on it. A short time later, Tom

offi cially signed off Jim’s qualifi cations to legally get his CDL, and Jim promised Tom he wouldn’t let him down. Tom knew he wouldn’t, which was one of the reasons why he decided to freshen-up his personal truck for him to drive – this was Tom’s very fi rst truck, the sweetmetallic silver 1979 Peterbilt 352 2-axle cabover that graced the cover of 10-4 Magazine’s 25th Anniversary Edition back in September 2018! This was truly a major highlight in Jim’s life, but the 1990s also brought Jim and Shelly something even more amazing – the birth of their son Devin Berg on August 28, 1996. These were great and blessed years in Jim’s life, for special reasons, and because of special people, like Tom Lanting and Alvin Gerritson. Jim Berg left Gardner in 2001 to take a gracious opportunity hauling fuel for a local company called Goodspeed Tank Lines (GTL). Mike and John Loya gave Jim instant trust driving for them, even though he had no fuel-hauling experience, and for that, Jim is forever grateful. GTL, who are the best in the business, taught Jim to pump and throw tire chains, and he absolutely had a blast driving for them, and learning from all

the great drivers there, for over fi ve years. Then, Jim’s good friend Bryan got him hired on at Golden Bear in 2006, pretty much taking things full circle for the Berg boys, father and son. Daily trucking life for Jim felt right at home, rolling around in those Golden Bear trucks, as it was just like riding in his dad’s Golden Bear trucks. In 2005, Dean sold his 359 and went to work for Mark Tarascou, driving a few nice 379 “slam bang units” (transfers), hauling sand and gravel locally. The early 2000s brought complete happiness and stability to Jim and his young family, and a good local job for Dean, who was still going strong, well into his 70s. Sadly, in 2008, Jim and his sister Mardean lost their mother Marjorie, a strong woman that forever left her mark on everyone in the Berg family. But, thankfully, Jim had (and still has) the love and support of his wife Shelly, her mom Beatrice Strother, Shelly’s brother Matthew Monaco, Jim’s boy Devin and, of course, his father Dean. In 2011, Dean retired after almost 60 iconic years of fi rst-class trucking, leaving huge impressions on virtually everyone


that was lucky enough to work with or around him and learn from him. Today, Jim is the fi rst person to say that nobody will ever compare to his dad – ever! Jim is still sitting pretty in those beautiful brown Golden Bear tankers, and proudly proclaims he will drive their KWs and Peterbilts until he retires. At 84 years old, Dean Berg is still as energetic and outgoing as he has always been, staying very grounded and close to his loved ones, bouncing back and forth between Jim and Shelly’s house in California and his sister Betty Babb’s house in Fallon, Nevada. Betty was always one to help her brother clean up his rigs over the decades and, in fact, both Dean and his sister Betty are planning to attend the big 2019 ATHS National Convention and Antique Truck Show in Reno, Nevada together. Dean Berg was infl uential to so many more people than he’d probably ever admit, but his son Jim will always attest to the inspirational role his dad has played in his life. Jim will always be grateful for his wife Shelly, for going through thick and thin with him, even when the two didn’t have a real place to live, almost 30 years ago. Jim is also thankful for his unoffi cial “step daddys” too, including Tom Lanting and Alvin Gerritson, for their trust and opening major doors in his life. Lastly, Jim smiles every day at the thought of his son Devin and is so very thankful that he was blessed with such a great young man. When asked, Jim will always say that if Devin ever wants to carry the third iconic Berg trucking torch, “My doors will ALWAYS be open.” Thank you to Jim Berg for sharing over 80 years of your great family’s history (including all these amazing old photos) with the 10-4 community, and thank you Dean Berg for inspiring so many of us truckers for decades. You are an absolute “Hall of Fame” west coast trucker, and one of the most tastefully tough and dedicated truckers I’ve ever known.

Jim Berg circa 1973


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10-4 MAGAZINEWORDSEARCH

Bowling can be traced back to ancient Egypt, but the game we play today has little

in common with that early form of fun.Find 21 bowling terms and one (10X) that describes someone who gets paid to do it.

All words can be found going up, down, sideways or diagonal, backwards or forward, in a continuous

direction. The solution can be found on page 100.

P T L A R V C E W O O R P D A R S G S I T I N M O R P S Y T Q N P O B U N O S E P M A E T T I L P S R F E I X A H T L G N P F H V L O K M B C D H L B W S R L A H I E G A R E V A E E N A L S B J I O L N O S U C G A M E Y O T R T L O R P H A Q L E R S W P D A N S B U F N P E K Z P P E S T I R T N O N R A I Z A L X R T H O E J U T O G R Q R P R O L E R F A L K G U T T E R G B P O R O T T P L E S H R O I R C S E T W E R M B N Y P A O S L L R P R Q O

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One recent morning the news had shocking pictures of the Notre Dame cathedral in Paris engulfed in fl ames. They showed a human chain of fi refi ghters and people carefully removing the art treasures from the still-burning building. Here was a church that had survived revolutions and wars (even two world wars), yet now, while undergoing a peaceful restoration, it was burning. A world monument to man’s advancement in the medieval ages – creating a cathedral to God and advancing in art and science. My heart fell – this could not be happening, but it was. When the worst of the fi re was over there was some hope. The rose-stained glass windows, that were created in the mid-1100s, were able to be salvaged. These windows were also called a wheel window which copied from antiquity the Roman oculus, meaning eye. The rose windows started with a stained-glass center and increased with groups of smaller windows that radiated out from the center. These windows were an important part of Gothic Architecture. What is Gothic Architecture? This defi nes European architecture from the 1100s to the 1600s, which included cavernous masonry buildings. Also, many of these types of buildings used the fl ying buttresses. Resembling spider legs, these fl ying buttresses extended from the

walls of the building and created an eff ective way of supporting the structure and keeping the walls from falling under the weight. The fl ying buttresses were part of the beauty of Notre Dame. With grace and elegance, the buttresses added to the look of the cathedral by allowing it to be larger and taller. Victor Hugo wrote the classic “The Hunchback of Notre Dame” about Quasimodo the bell-ringer who lived in the bell tower. Well, those very bells he wrote about survived. The largest bell, called Emmanuel, weighs 13 tons. It still rings and was added to the bell tower in 1685. The bronze statues of the 12 apostles had been removed from the church before the fi re, but it is estimated that only 30% of the artwork and relics that were kept in the cathedral have been saved. The foundation stone of Notre Dame was laid in the year 1163 and the cathedral was completed in 1345. Since its conception, it has been part of the Paris skyline for 856 years. With 70% of the art and relics not saved, this is a sad and devastating loss of history, for sure. It is estimated that it will take at least 20 years to restore the cathedral, which is a short time in this landmark’s overall lifetime, but for a world that needs more beauty and more preserved history, far too long.

Words of Wisdom: By Sharleigh

A SAD & DEVASTATING LOSS OF HISTORY

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The 21st annual 75 Chrome Shop Truck Show & Big Rig Convoy took place Friday, April 26 through Sunday, April 28 this year in Wildwood, FL. This was the second year for the Big Rig Convoy to Leesburg, which coincides with the Leesburg Bikefest. This was my second time at this fun show, and although Mother Nature once again tried to ruin part of it with the chance of precipitation, the rain missed the mark and came on Thursday, leaving sunshine and hot weather for the entire show. As 75 Chrome Shop did last year, registrants of the show were vying for positions in the 2020 calendar, as well as the “Prime Shine” and “People’s Choice” trophies. Calendar choices had to be diffi cult as there were so many beautiful trucks in attendance. Part of the proceeds from this year’s event, like the 2018 show, went to Camp Boggy Creek in Eustis, FL which was founded to help provide children diagnosed with chronic or life-threatening illnesses an opportunity to experience a safe, fun, medically-sound camp experience. I arrived in Florida on the Sunday before the show to be prepared for the trucks to start rolling in. Many of the registrants were already in attendance, but relocated to a lot across the street, while the fi nal prep work, including cleaning and washing the parking lot, was done. Rain came in on Wednesday

and didn’t stop until Thursday morning. By Thursday afternoon, the trucks were already being parked and drivers were wiping their trucks down. It was great to see so many friends with their trucks – people like Kaleb Hammett of Hammett Excavating and his gray and red 2017 Peterbilt 389; Chad and Lisa Berry with their nicely restored gray and purple 1995 Kenworth W900; Dan Look with his yellow 1994 Kenworth W900; Jeremy Williams with his red 2005 Kenworth W900 with black stripes; David and Connie McKinney with their white 2016 Peterbilt 389 with blue stripes; and Aaron Kimball with his white 2009 Kenworth W900 and a matching reefer – just to name a few. Also in attendance was my friend Evan Steger of Evan’s Detailing and Polishing, along with his crew, who shined-up many of the trucks prior to the show and came out for some good times. The shows are so busy these days there never seems to be enough time to visit with everyone. I know most of you can relate to this and feel the same way. Like most things in life, there never seems to be enough time to do everything. Friday brought in more registrants and attendees coming in to see what trucks were already there. There was a variety of vendors including RoadWorks, Truck ECM, Diesel Life, Large Car Life, Big Rig Videos and Trux Accessories,

Truck Show Report: By Stephanie Haas

who brought out their “Code Blue” 1997 Kenworth W900L show truck. Also, at the show, was the annual presence of the lovely ladies on stilts, along with a big variety of food vendors for every taste bud. For most of the day, everyone was anxiously awaiting one of the highlights of the show now, which is the Big Rig Convoy that evening. As previously said, the Leesburg Bikefest was going on at the same time as the truck show, which meant an increase in spectators not only coming to the 75 Chrome Shop Truck Show, but also watching the Big Rig Convoy. Drivers were impressed by the vast amount of people watching the convoy, as it went through downtown Leesburg. Kerri Farkus from 75 Chrome said she had received a large amount of phone calls with inquiries on the time/route of the convoy, and many of those people, obviously, had positioned themselves along the route to watch the trucks roll by. By comparison to the 2018 show, with 63 trucks participating in the Big Rig Convoy, the 2019 show brought out 78 trucks – and a lot of spectators!

CONVOY & CHROME

Nate Mason (1987 Peterbilt 359); Bill, Sayra, Owen and Luke Rethwisch (2019 Peterbilt 389 and 2020 MAC gas tanker); David and Connie McKinney (2016 Peterbilt 389); Gary and Dalton Tharp (1984 Peterbilt 352 and 1980 Wilson livestock trailer); Robert Hallahan (2019 Kenworth W900L); Chris VanSchaick (2019 Kenworth W900L and 2018 MAC end dump); Jeremy and Justin Williams (2005 Kenworth W900 and 2013 Benson trailer); Aaron Kimball (2009 Kenworth W900); Garrin Dunn (1992 Freightliner Classic); and Ryan and Cindy Wichtner (1982 Marmon). Make sure to watch 75 Chrome Shop on social media for the release date of their 2020 calendar.


Saturday was a busy day at the show. With the remaining registrants finally parked, almost 100 trucks had registered for this year’s show, which was an increase from 2018. Attendees came in droves to see what the show had to offer, and Mother Nature was kind to us with a beautiful day. As the sun set, all the trucks lit up for the light show, and that was definitely a sight to see. Sunday brought the last day of the show and the awards ceremony, which included a heartfelt speech by David Farkus of 75 Chrome. Gary Jones of SPB Trucking and his “Excessive Behavior II” 1999 Peterbilt 379 was awarded the

coveted “People’s Choice” trophy, and Bill Rethwisch of Rethwisch Transport LLC got the “Prime Shine” award for his black and green 2019 Peterbilt 389 and 2020 MAC gas tanker. Also announced were the 13 calendar spot winners for the 75 Chrome Shop’s 2020 calendar, which I had the pleasure of helping to shoot. With an approximate calculation, I’d say about 10,000 people attended the show throughout the weekend. The calendar spots went to: Chad and Lisa Berry (1995 Kenworth W900); Jarod and Sherry Hamel (1979 Kenworth W900A and 2017 Globe 55-ton Detach); Robert Robinson (2014 Kenworth T660);


Come Monday, the calendar shoots were finished up and it was bittersweet to see the lot cleared of show trucks and back to normal operations. Even though I was involved in shooting the calendar trucks, the show was wonderful, and I truly enjoyed myself. It is always great to see my truck show friends and meet new ones, as well. Special thanks to the crew at 75 Chrome Shop for hosting another successful event, Chris from Big Rig Videos for providing the light show images, and Cody Pride for providing the images of the “Prime Shine” and “People’s Choice” trophy recipients. As always, to all the drivers out there doing the deal, truck safe. n

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10-4 CROSSWORD

If you can't figure one out , turn to page 100 for a quick peek at the answer!

48. Big party 52. O’Hare or DFW 54. Longtime TV brand 56. Sticky stuff 57. Scaredy-cat 58. Tire mfr. HQ Ohio 60. “That’s clear now” 61. Owner’s document 63. “Sully” star Tom 64. Rudely short 65. Jane of English lit 66. Hit of yesteryear 67. “Affirmative!” 68. Oboe or bassoon 69. Scottish groups

DOWN1. Noah’s Ark passenger2. Philippine capital3. Draws out4. Rambler of old5. Take a nap6. Gaming center7. Cosmetics brand8. North woods tree9. Lauder of perfume10. Just gathers dust

11. Continue12. Baseball execs15. Bagged corn chip20. Texas border city22. Old Ford compacts25. Crummy grades26. Air leak sound28. Viscous gunk30. Metal for wheels33. Doohickeys35. Siding alternative37. Guardrails, e.g.38. Humming insect39. Capture40. Crazy __ loon41. In dispute45. Sports surprise47. Wore away49. Meeting “to-do” list50. Get absorbed51. Jockeys’ mounts53. Truck rental outfit55. Type of committee58. Actor Richard59. Pronoun in Texas60. Really really cold62. Peeper

ACROSS1. Prayers’ final words 6. Informal eatery 10. Propane, e.g. (abbr.) 13. Tennis star Rafael 14. Car rental outfit 15. Not negotiable 16. Occupied 17. Arrange in order 18. Some antique trucks 19. Tire mfr. HQ France 21. Anglican denom. 23. Craft brewer’s output 24. Skillet 25. Odin and Jupiter 27. Bringing up the rear 29. Flower on a bush 31. Connecting points 32. ID-checker’s concern 34. Written exam 36. Church based in SLC 37. Tire mfr. HQ Japan 40. Roadside service org. 42. No parking __ 43. “Land of the Free” 44. Play, as a guitar 46. Comic Baldwin © 2019 Mark McClain (crosswordsbymark.wordpress.com)

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New Hours of Service Rules Proposed. The Federal Motor Carrier Safety Administration has slated publication of its notice of proposed rulemaking on changes to the Hours of Service rule for June 7. FMCSA also advised that it plans to then take comments on the Notice of Proposed Rule Making (NPRM) until July 26. Those dates come from the latest “Signifi cant Rulemaking Report” which is posted monthly by the Department of Transportation and are not legally binding. Posting a publication date offi cially indicates that the advance notice of proposed rulemaking (aka a “pre-rule”) on HOS reform that FMCSA issued back on August 23 is slated to become a notice of proposed rulemaking. “FMCSA’s proposed changes to the hours-of-service rules is currently being reviewed by the Offi ce of Management and Budget,” an agency spokesperson said. “The timeline included in the Department’s April regulatory update refl ects FMCSA’s goal to move quickly during this rulemaking process and the Agency is hopeful that goal will be achieved.” When it put out the pre-rule, FMCSA said it was doing so in response to “widespread congressional, industry and citizen concerns, and seeks feedback from the public to determine if HOS revisions may alleviate unnecessary burdens placed on drivers while maintaining safety on our nation’s highways and roads.” The Advance Notice of Proposed Rule Making (ANPRM) sought to ask questions and take comments on four areas of the HOS rule under consideration for revision by the agency: 1) Expanding the current 100 air-mile “short-haul” exemption from 12 hours on-duty to 14 hours on-duty, to be consistent with the rules for long-haul truck drivers; 2) Extending the current 14-hour on-duty limitation by up to 2 hours when a truck driver encounters adverse driving conditions; 3) Revising the current mandatory 30-minute break for truck drivers after 8 hours of continuous driving; and 4) Reinstating the option for splitting up the required 10-hour off -duty rest break for drivers operating trucks that are equipped with a sleeper berth. In addition, the pre-rule sought public comment and relevant data on two recently submitted petitions requesting regulatory relief pertaining to the 14-hour on-duty limitation and regarding the 10-hour off -duty requirement. The ANPRM’s comment period, which was extended, ultimately closed last October 10 (2018) after garnering over 5,200 comments. As is typical in the rulemaking process, no one at the agency has indicated what changes may be made to the rule ahead of the NPRM’s release – only what is being considered for revision. As for a clue, consider that in a recent speech, FMCSA Chief Ray Martinez advised that data gleaned from truck operators who are fully compliant with the electronic logging device mandate is informing the agency’s eff ort to propose HOS changes. “A benefi t of the ELD (mandate) is the opportunity to review hours of service,” Administrator Martinez said in Las Vegas on March 12, 2019. Noting that preliminary ELD data shows reductions in HOS violations, which suggests less fatigued and safer drivers, he said those positive results have

“put a spotlight on something that really has not been looked at in 15 years,” highlighting where changes to the rule may be warranted. The point being, he said, that as that time has passed, “Commerce has changed, technology has changed and your business has changed.” As for those 5,200 comments on the pre-rule, Martinez said, “We put it out there to get unvarnished comments, and boy did we... getting over 5,000 comments is signifi cant, including the quality of thought and thoroughness that were expressed.” He said the comments focused heavily on known pain points with HOS, including the 30-minute rest break and sleeper-berth provisions of the rule. Stay tuned!

TWIC Card Problems. Congress is demanding a full review of the Transportation Worker Identifi cation Credentials (TWIC) card program. Lawmakers say that, even though we are now 17 years into the post 9/11 program, Homeland Security still hasn’t set rules and standards for reading the biometric cards that allow truckers to drive through our nation’s ports without an escort. Federal inspectors say the cards are also easily forged, and according to public records, they have even been issued to illegal immigrants. In addition to these security lapses, there are also complaints that the actual TWIC cards themselves are too fragile and can break when exposed to sunlight or kept in a pocket or wallet. The cost of the troubled program is expected to top $3 billion.

NYC Close to Banning Marijuana Testing. Employers in New York City will not be allowed to demand job applicants take a drug test that shows marijuana use. The City Council voted 40 to 4 to stop the practice even though, at this point, only medical marijuana use is legal there. The ban, if signed by Mayor Bill de Blasio, will apply to both public and private employers and would go into eff ect one year after it’s signed into law. There are exemptions for safety-sensitive positions, and the bill will not apply to reasonable suspicion testing. In the meantime, city leaders are also working to expunge all misdemeanor marijuana convictions, while the state pushes for full legalization of the drug in this year’s legislative session. I’ll keep you posted on this one, too.

Court Dismisses California Meal and Rest Breaks. Last but not least, on Friday May 3, 2019, the Central District of California entered an order dismissing the meal and rest break claims on a December 28, 2018 decision from the FMCSA preempting the California meal and rest break rules as they apply to interstate drivers. Despite challenges to the FMCSA’s decision, the district court reasoned that it lacked authority to make any determination regarding the merits of the case. This is important because it sets a precedent for all transportation companies and motor carriers facing meal and rest break claims in California. However, it is still important to maintain California compliant meal and rest break policies for drivers working in California until the appeal is concluded.

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The Bandits are back! The 2019 season for the Bandit Big Rig Series kicked off at Mobile International Speedway in Mobile, Alabama on Saturday, March 23 – and the action was intense all night long. The heat race winners were Darren Proffi tt, Jon Lisenbee and defending champion Ricky Rude, respectively. The fi rst caution of the night took place in the second heat race when Luke Whitmire got loose and spun out. After the heat races, it was time for the fan favorite Bandit Shootout. The fi nals came down to Ricky Rude holding off newcomer Tim Ashley in the new Spider-Man themed truck. There was also a young winner from the crowd named Parker (was it Peter Parker?) who drew Rude’s name prior to the Shootout. Parker took home $100 courtesy of AirDog Heavy Duty Diesel Fuel Systems thanks to Ricky “Rude” Proffi tt capturing the shootout win. The fi rst challenge race had Tim Ashley starting alongside Alabama native Jonathan Langham. Ashley took and maintained the lead all the way to the checkered fl ag for round one. The second challenge race started off with hot-shot Ricky “Rude” Proffi tt and Jon Lisenbee leading the fi eld, but as soon as the green fl ag dropped, the rookie, Bendegúz Molnár from Budapest, Hungary, made a pass on the outside going three-wide into turn one. When they got to the back straightaway, Rude took the lead and eventually the checkered fl ag, with Molnár coming in second. The Bandit feature race at Mobile International Speedway began with Molnár starting alongside Scott Treadway on the front row. Treadway led the fi rst two laps, but the third lap belonged to Molnár as he took the lead. The fi rst big crash occurred with Treadway losing control heading into turn one and sliding off the track, fl ipping over several times. Treadway walked away unscathed to a standing ovation from the crowd. Prior to the next restart, there was contact between Bob Mitchell and Austin Hoppe which nearly saw Hoppe rolling onto his side, but thanks to some skilled driving, he stayed upright. The next caution occurred on lap #18 as Tim Ashley made contact with Mark Noble battling for third, resulting in Noble spinning off the track and rolling onto his side. The last caution occurred on the restart as Jonathan Langham spun out after making contact with Allen Boles. However, Molnár led the fi eld on the last restart and

would go on to win the race, with Ricky “Rude” fi nishing second and Marshall Davis rounding out the podium in third. Molnár would also leave Mobile International Speedway with the points lead, as the Bandits headed to their next stop in South Carolina. The second stop of the 2019 season had the Bandits at Myrtle Beach Speedway in Myrtle Beach, South Carolina. The Bandits started the afternoon with the three heat races won by South Carolina’s own Adam Neely, Marshall Davis and Jon Lisenbee, respectively. The fi rst caution of the day occurred at the start of the second heat when Bob Mitchell spun out after contact with Craig “Godfather” Kruckeberg. The star of the Bandit Shootout, with the most shootout wins, was Tim Ashley, who had made it to the fi nals to race against Mobile International Speedway feature winner Bendegúz Molnár. Ashley managed to hold off Molnár for the victory, and J.J., the spectator who drew Tim Ashley’s number before the shootout, was the lucky $100 winner thanks to AirDog Heavy Duty Diesel Fuel Systems. The challenge races saw some dominating performances from Craig “Godfather” Kruckeberg and Marshall Davis, as they both led every lap of their races and took the wins. The start of the Bandit feature race saw Ashley take the early lead after going three wide into the fi rst turn. Allen Boles made a pass on Ricky Rude for second and looked to take the lead from Ashley. However, on the last lap, Austin Hoppe got loose and spun out in front of the leaders. Ashley would go on to take the win, becoming only the second driver to lead every lap in a Bandit Main feature race. Boles fi nished in second and third place went to Molnár, who managed to hold on to the points lead. The next event, which was scheduled for Friday, May 24 at Madison International Speedway in Oregon, Wisconsin, had to be postponed until Friday, August 2, due to a severe weather forecast. With that change, the next race will be held on Saturday, June 8, at The Salem Speedway in Salem, Indiana. With its high-banked turns, this is sure to be an exciting event! Tickets for all the races are always available online at www.banditseries.com – and if can’t make the race, be sure to check it out on either Bandit TV, Bandit’s Facebook page or on their YouTube channel.

The Race Report: By Daniel J. Linss

THE BANDITS ARE BACK!

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10-4 MAGAZINENUMBERSEARCHThink the “Wordsearch” is too easy? Here’s a

challenging variation to test your skills and patience! Find these random 5-digit numbers.

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By Art Czajkowski

The Spirit of the American Trucker

So, one night recently I was sitting at a customer’s place, a meat plant with a lot of dirt lots, which were a muddy mess because it was raining cats, dogs and frogs that night, when all the sudden a ray of light rolled in. As my tired eyes adjusted, I saw a super-shiny old rig pullin’ in, and it was looking top-notch, even in that horrible weather. Upon closer inspection, I saw its front license plate, which said, WAYIROL, and the rear plate, which read OHAILNO, and I knew that I had to talk to this guy. The driver and owner, Randy Roush from Newton, Iowa, was a cool dude, and his silver and purple 1987 Peterbilt 359 and stainless 2006 Great Dane reefer were a sight to see that dreary night. I asked him, “What’s your story – how do you keep this rig looking so clean?” His answer fl oored me when he said, “I like to look sharp, so I hand wash this rig every day when I get home. She has never been to a truck wash or a mechanic shop, since I work on her myself, as well. It’s just the way I roll!” He went on to tell me that he works 7 days a week, so that means he hand washes her 7 times a week because, as he put it, “I never put her away dirty!” If this is not a shining example of “The Spirit of the American Trucker” than I don’t know what is! Nice job, Randy.

“DON'T PUT IT AWAY DIRTY!” ~ Randy Roush


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The last time Lanita Specialized was featured in 10-4 Magazine was the May 2011 issue when their 1981 KW W900A “Red Dawn” was on the cover. Since then, Lanita Specialized has grown signifi cantly, and they have turned out quite a few award-winning working show trucks, as well. Lanita Specialized (Lanita is a combination of Scott Diller’s parents’ names, Larry and Wanita) is up to 25 trucks these days, plus another twenty owner operators, which are leased on under the Diller Company name. This 2017 Kenworth W900L glider with a 287” wheelbase is powered by a C15 CAT, which is backed by an 18-speed transmission and 3:36 gears. The motor and drivetrain work were done in-house, including the paint on the motor. The rig was painted by Kloppy’s Custom Painting in Bethel, PA. The top color is Mid Lime, the bottom color is Dark Olive and the stripes are Cashmere with a Light Beige accent. There are nine layers of clear-coat over the paint, and you can’t feel the stripes at all when you run your hand across them! When you look at the truck in diff erent types of lighting, it never looks the same. The stainless work was done by Car Craft Truck Works in Staten Island, NY. With how well kept the truck is, you would never suspect there are nearly

300,000 miles on it! This rig is usually hooked to a step deck, and Lanita will haul anything and everything they can with it. Oversize loads, concert stage parts, machinery and other products are hauled by this truck. This truck has won numerous awards including 1st at Shell Rotella SuperRigs for its engine, 1st at Shell Rotella SuperRigs for its theme, and 2nd at ATSC in all the categories in Limited Mileage Bobtail. The driver of this beautiful W900L is Andy Good. Andy started driving 13 years ago for Clover Dairy Farms then moved to Peters Brothers, eventually ending up at Lanita Specialized. He has been fascinated with trucks since he was young and is only the second member in his family to drive truck. Andy enjoys the challenges that trucking presents with each diff erent load he hauls. He likes the entire truck, but if he had to pick out one favorite feature, it would defi nitely be the motor. Andy has driven this truck to almost all the continental 48 states except for Montana, Oregon and Washington. When Andy isn’t out trucking, he enjoys spending time with his family and friends, going to truck shows, hunting, archery and anything else dealing with the outdoors. A special thank you to my friend Matt for off ering his rail yard as the

Special Feature: By Colin Kund

perfect location for the photo shoot. I would also like to acknowledge the Lanita detailing and polishing guys, David Kuhn, Derek Rank and Austyn Chiveral, for making sure the truck was on-point for the photo shoot!

EDITOR’S NOTE: We would like to welcome Colin Kund as an occasional contributor to 10-4 Magazine. Colin is the owner of CWK Images and specializes in photographing the trucking, mining, construction and agriculture industries. Colin fi rst picked up a camera when he was 12 years old and has been in love with it ever since. He launched CWK Images full-time in 2016 and hasenjoyed the challenges he has been presented with. Colin lives in Horsham, PA and credits his love of trucks and heavy equipment to his grandfather. Colin’s work can be seen on Facebook under CWK Images, on Instagram @cwkimages, and on his website at www.cwkimages.com.

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Trucker Talk: By Kim Grimm

It’s one thing to build a road across the land and another to build a bridge over a waterway, but it’s totally another project to build a tunnel under the water. The fi rst such tunnel in the world was completed in 1843 after almost 20 years of work, and was built under the River Thames in London, connecting the East End of London to Rotherhithe. Since then, many of these “underwater roads” have been constructed. Most long-haul truckers, at some point, have more than likely traveled through one or more of these engineering marvels, but for some folks, these tunnels are less known. In 1818, a French engineer named Marc Brunel invented a device that would enable workers to tunnel under rivers without having the mud and water ruin their eff orts. His “tunnel shield” was a rectangular device that had cast iron walls with dozens of small shutters, and workers would open the shutters one at a time and dig out a few inches of dirt. Screw jacks would push the whole shield forward, and as the shield lurched ahead, inches at a time, workers behind it constructed a thick brick lining that became the shell of the tunnel. The 1,300-foot long passage below the Thames River, built for carriages and pedestrians, took 18 years to complete and was 35 feet wide, 20 feet high, and ran 75 feet below the river’s surface. Engineers around the world began adopting the idea Brunel was knighted for. Some of the greatest underwater passages, including New York’s Holland and Lincoln tunnels, were created with variations of the tunnel shield. Air-tight

seals were used to keep the air pressure as high as possible under the river to counter the intense pressure above the tunnels during construction, which often caused fl ooding and structural collapses. There were many advantages to these underwater roadways, including use in any weather, a smaller footprint of entry (compared to bridges), and unrestricted water shipping above the tunnel. In 1920, funds were appropriated and construction began on what was referred to at the time as the Hudson River Vehicular Tunnel (now known as the Holland Tunnel). Opening in 1927, the tunnel operated under the guise of two state commissions until the Port Authority of New York and New Jersey took over in 1930. The tunnel crosses under the Hudson River and connects Canal Street in Manhattan with 12th and 14th Streets in Jersey City, NJ, and is considered to be an outstanding engineering achievement. The tunnel bears the name of the fi rst chief engineer, Cliff ord M. Holland. Holland and his team overcame many engineering issues when designing this tunnel. With the dawn of the automobile age came the signifi cant challenge of ventilating the 1.6-mile long tunnel and fi guring out how to safely remove the car’s dangerous exhaust fumes from the enclosed space. The 3rd chief engineer, named Ole Singstad, came up with the solution by designing four ventilation buildings (see photo), two on each side of the river, which were fi ve stories tall and housed 84 huge fans that provided a change of air every 90 seconds in the

tunnel, keeping the air quality inside well within established safety limits. This innovation made the Holland Tunnel the fi rst mechanically-ventilated vehicular tunnel, as well as the fi rst vehicular crossing of the Hudson River. Over the years, many other underwater tunnels were built using the construction techniques used on the Holland Tunnel. In 1993 the tunnel was designated a National Historic Landmark by the US Department of Interior. After the success of the Holland Tunnel, the New Deal’s Public Works Administration provided funds in 1934 to begin construction of the Midtown Hudson Tunnel, which opened in 1937. The tunnel connected Weehawken, NJ to Midtown Manhattan, and was hailed as the next great engineering triumph. A second tube was built shortly after the fi rst, with a third being built in the late 1950’s, due to increased traffi c. The tunnel was eventually named the Lincoln Tunnel after President Abraham Lincoln, because the Port Authority believed the tunnel was “parallel to the importance of the George Washington Bridge” which was opened in 1931 and had been named after President Washington. The Baltimore Harbor Tunnel stretches from the south shore of the


UNDERWATER ROADSTWT


Patapsco River to the north shore near Dundalk. The first section of the tunnel, which is 1.45 miles long, was sunk on April 11, 1956. The tunnel, and most of the I-895 Thruway, opened in 1957, nearly two months ahead of schedule. There were twenty-one 310’ sections, and each was individually submerged into the harbor and then secured with rocks and backfill. Before the Chesapeake Bay Bridge-Tunnel was built, 50-60 cars would drive onto ferries that carried them across the water, with the Atlantic Ocean to the east and Chesapeake Bay to the west. Construction of the Bridge-Tunnel started in 1960, and when it was completed and opened in 1964, the American Society of Civil Engineers named it one of the seven engineering wonders of the modern world. In its entirety, the Chesapeake Bay Bridge-Tunnel crossing is about 23 miles long, and includes more than 12 miles of trestle bridging, (2) 1-mile long tunnels, (4) artificial islands, (4) high-level bridg-es, two miles of causeway, and more than six miles of approach roads. The two tunnels, which dive underwater in the middle of the Bay, allow ships and boats to safely and easily pass over them. The tunnels are connected to the bridge by the four man-made islands, that are each as large as a football field. To construct the tunnels, workers dug huge underwater ditches and lined

them with rocks, then they lowered plugged-up pieces of the concrete tunnel into the ditches. After connecting all the pieces, they were unplugged to allow vehicles to travel through them. When it first opened in 1964, there was only one lane northbound and southbound, until 1999, when one more lane was added in each direction. I remember going south on my way to Norfolk, VA once and as I was going down into the tunnel there was a ship crossing at the same time. I wish I had that picture! Thinking about that ship and all that water and weight above me was a little scary, but I made it!! The George C. Wallace Tunnel goes under the Mobile River in Mobile, Alabama on I-10. Sections were made at the shipyards of the Alabama Dry Dock and Shipbuilding Company. After the sections were built, they were then floated into the proper position and sunk. As each section was sunk next to the previous one, they were joined together underwater. After all the sections were connected and concrete was set in place, the tubes were pumped out and finished inside. The tunnel opened in 1973. Planning began in 1982 for the “Big Dig” in Boston – a megaproject that consisted of several projects to re-route I-93 through several tunnels and bridges, to help alleviate the horrendous traffic in Boston. At the time, rush hour lasted 10 hours a day, and the accident rate was

four times the national average – and it was just getting worse. One part of this project, the Ted Williams Tunnel (TWT), named for the Boston Red Sox legend, actually opened on time December 15, 1995 and within the 1.3-billion-dollar budget. The TWT runs beneath Boston Harbor and created a new access road to Logan International Airport, saving motorists as much as 45 minutes (see photo of truck driving through tunnel). The .75-mile underwater part of the 1.6-mile tunnel used 12 steel tubes, each longer than a football field, placed in a trench, then connected. I’m sure that the people who built those first tunnels could never have imagined the traffic that we would have today and just how important this means of getting from one shore to the other would become. And who would have thought that the first automobile traffic would cross under the Hudson River and not over it! As bad as the traffic is just about everywhere these days, think of how much worse it could be if these pioneering engineers did not have the vision and intelligence to make these amazing underwater roads. n

The Chesapeake Bay Bridge-Tunnel


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Poetry in Motion: By Trevor Hardwick

TRUCK SHOW FUN Welcome to the uno� cial start to summer folks! As I’m typing this in my house, a dedicated trio of hard-working youngsters are outside in my driveway polishing the aluminum on my Kenworth. It’s 75 degrees and they are feeling every bit of it! I’m sure there are many others out there, across the country, listening to the ringing buzz of a high-speed bu� er right now, but as you’re reading this, the ATHS National Truck Show and Convention is taking place (or already has) in Reno, Nevada – and you can bet the farm that I am there! It’s such a great experience to attend one of these shows, even if you don’t own or drive a truck. There is much to appreciate about the e� orts that the ATHS goes through to coordinate these events, and the hard work it requires to bring an antique truck, from all over the continent, right here to northern Nevada to be displayed and admired. It takes a lot of sacri� ce to commit to the time and expense of participating, but it is worth it. Taking a road trip in a classic vehicle is always a unique experience, but doing the same thing in a vintage semi is in a realm all its own (it makes me feel like I’m a kid in a veteran’s shoes). Then, getting parked at the show and visiting with other drivers and truck fanatics like myself, really restores the fellowship within the trucking industry – it makes it feel more like a family again. This month, I decided to write a poem about heading to the Reno ATHS truck show. I hope you enjoy this “Biggest Little Poem in the World!” And, if you’re at the show, come and say hello. There’s a good chance I’ll be hanging around my green KW or shootin’ the breeze near the 10-4 Magazine booth inside. I hope to see and meet you there!

We’re headin’ into Reno, in an antique diesel truck,Pushin’ wind, with a big ol’ grin, and a little bit of luck.We pulled a few all-nighters, leading up to this event,But it’s worth the busted knuckles, and the money that was spent.

We’re coming from the rugged north, and coming from the south,They’re blazin’ trails from way back east, I heard, by word of mouth.We’re meeting in the wild west, to share a common bond,A love for classic semi-trucks, and the industry, beyond.

It felt so good to hit the road, and hear that diesel bark,By the time we shut ‘er down at night, it sure felt good to park!A busted belt, a leaky hose, a � lter swap or two, A roadside wheel-seal repair, ‘cause that’s just what we do.

I love to see the people wave, while passing in their cars,And late at night, the amber lights, competing with the stars.I love this antique semi-truck, just like the old man drove,I’m on my way to Reno, to a trucker’s treasure trove.

And when I round the corner, and I enter through the gates,I’ll try to hide the feelings, that my heart anticipates.Rows and rows of semi-trucks, of every shape and size,I feel just like a kid again, with wonder in my eyes.

So, here we are, in Reno, and the sun is blazin’ hot,Shining on the paint and chrome, in the Grand Sierra lot.A weekend full of swapping tales, and stepping back in time,Admiring the craftsmanship, of old rigs in their prime.

And in a couple days, we’ll light these diesels up again,And go our separate ways, with open shutters in the wind.We’ll park our relics in the barn, and unload all our gear,And mark the calendar again, for another show next year.

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The Directory

Lincoln Chrome600 West E StreetLincoln, NE (888) 966-6609All components made 100% in the USA!Get your FREE 10-4 Magazine here!

FACTORINGNATIONWIDE

ACS Factors1202 Monte Vista Ave. #20Upland, CA (909) 946-5599Get paid same day on your invoices!Visit www.acsfactors.com for details.

FIFTH WHEELSCALIFORNIA

Eight Point Trailer Corp.14770 Slover Ave.Fontana, CA (909) 357-9227ASF/Simplex/Bartlett/Fontaine/Holland.Get your FREE 10-4 Magazine here!

Jaime’s On Call Truck Service9140 Sheridell Ave. (562) 862-8387Downey, CA (562) 572-0595Certifi ed mobile 5th wheel specialist.

FUEL INJECTIONCALIFORNIA

Metro Diesel Injection12631 Los Nietos RoadSanta Fe Springs, CA (562) 944-4846Truck ~ Auto ~ Marine ~ Industrial

Signal Diesel Injector Service1795 E. 28th StreetSignal Hill, CA (562) 426-8210We can ship FedEx or UPS worldwide.“The injector pros - for over 40 years!”

Franklin Truck Parts13932 Slover Ave.Fontana, CA (909) 356-5933Brakes/Steering/Suspension/Driveline.Get your FREE 10-4 Magazine here!

Pacifi c Gear - Se Habla Español14815 Firestone Blvd. (800) 914-8555La Mirada, CA (714) 690-4970“The tranny and diff erential people!”

Rod’s Truck Repair, Inc.11910 Greenstone Ave.Santa Fe Springs, CA (800) 559-1778Clutches, brakes, rear-ends and more.

Truck Gears Inc.10551 Humbolt St.Los Alamitos, CA (562) 594-6681Transmissions, diff erentials & drivelines.

DRUG TESTINGCALIFORNIA

NorthAmerican Transportation Assoc.2525 Cherry Ave. #368 (562) 279-0557Signal Hill, CA (800) 805-0040Group benefi ts/services - $25 drug tests.Get your FREE 10-4 Magazine here!

EXHAUST PRODUCTSNATIONWIDE

Diesel Exhaust & Emissions, LLC11043 Shoemaker Ave.Santa Fe Springs, CA (562) 944-0014Exhaust sales and emissions specialist.

Dynafl ex Products6466 Gayhart St.Commerce, CA (323) 724-1555Creators of the original Monster Stacks & quality exhaust products since 1972.Get your FREE 10-4 Magazine here!

AIR CONDITIONINGCALIFORNIA

P & S Truck Center161 E. Valley Blvd.Rialto, CA (909) 874-2000Air conditioning service experts.

Rod’s Truck Repair, Inc.11910 Greenstone Ave.Santa Fe Springs, CA (800) 559-1778A/C & electrical service - mobile avail.

ALIGNMENTCALIFORNIA

Valley Truck Filters2006 Valley Blvd.Colton, CA (909) 562-0525Wheel alignment specialists & more.Get your FREE 10-4 Magazine here!

ATTORNEYSCALIFORNIA

Fix-A-Ticket, Inc. (Jason R. Miller)27939 Beale Court, Suite BValencia, CA (855) 349-2849Visit www.fi x-tickets.com for more!

CLUTCH & BRAKECALIFORNIA

Angel’s Clutch, Brake & Transmission1443 E. Anaheim StreetWilmington, CA (310) 952-0739Open 6 days a week - no appt. needed.

Axle Transmission Xchange (ATX)8660 Atlantic Ave.South Gate, CA (323) 567-6200New, used and rebuilt clutches and more.

J & P Clutch & Brake926 E. Anaheim StreetWilmington, CA (310) 834-1371Open Mon-Sat 8-6 • Se Habla EspañolGet your FREE 10-4 Magazine here!

DRIVETRAINSCALIFORNIA

Axle Transmission Xchange (ATX)8660 Atlantic Ave.South Gate, CA (323) 567-6200New, used and rebuilt drivetrain parts

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The Directory

INSURANCECALIFORNIA

Atlantis Insurance Brokerage, Inc. 639 Channel St. Suite H San Pedro, CA (800) 700-0001 “We’ll beat any price... guaranteed!”

Empire Company - Since 1911 10201 Trademark St, Suite D Ran. Cucamonga, CA (888) 897-4777 Same day quotes - no app’t necessary.

New Alliance Insurance Brokers, Inc. 3700 Santa Fe Ave. Suite 300 Long Beach, CA (424) 205-6700 Instant free quotes - Se habla español.

Rick Nay Insurance Serving truckers in CA, OR, WA and AZ. All types of coverage available.Call today (951) 736-6566 or visit www.ricknayinsurance.com.

Right Stop Truck Insurance & Permits 14762 Bellflower Blvd. Bellflower, CA (800) 513-3135 Call or visit www.rightstopins.com

Saint George Insurance & Permits 7668 Telegraph Road Montebello, CA (888) TRUCK-26 Experience, quality and great service.

Sentinel Truck Insurance Agency 11950 Aviation Blvd. Inglewood, CA (800) 937-8785 Call or visit www.truckinsure.com or follow us on Facebook and Twitter.

Transit Insurance Services, Inc. 1155 Milliken Ave. Suite B Ontario, CA (909) 390-0035 Ownr/Ops to large fleets. We do it all! Get your FREE 10-4 Magazine here!

Western Truck Insurance Services With offices in CA and FL, we have specialized in commercial trucks for over 50 years. Call (800) 937-8785 or visit www.truckinsure.com today!

LICENSING & PERMITSCALIFORNIA

Bracken Tax & License Service 1155 S. Milliken Ave. Suite B Ontario, CA (909) 390-0024 Serving truckers for over 40 years.

VIN Number Verification Specialist I can help you verify antique, classic and modern trucks, tractors, trailers, RVs, special mobile equipment and cars. Call me if you have unregistered or out-of-state vehicles that need to be VIN number verified for the California DMV. I am a California DMV licensed and bonded vehicle verifier (License #VV17807) serving all of Southern, CA. Please call me, Ray Del Pino, at (626) 814-2196 or (626) 391-2167.

LOCKS & SECURITYCALIFORNIA

R.J. Ilten Locksmith 10170 Beech Ave. Fontana, CA (909) 822-8385 Locking systems for trucks & trailers.

MACHINE SHOPSCALIFORNIA

Axle Al’s Mobile Machine Shop 10803 Fremont Ave. Ontario, CA Toll Free (877) 591-7220 On-site 24-hr. spindle machine services.

Diesel Camshaft Repair 10557 Juniper Ave. Unit M Fontana, CA (951) 515-7246 Cat/Cummins/Detroit - we buy cores.

PAINT & COLLISIONCALIFORNIA

Tom’s Truck Painting 14687 Rancho Vista (909) 574-8751 Fontana, CA (909) 356-0404 Repair & custom paint - slprs for sale.

NEW JERSEY

Elizabeth Truck Center 878 North Ave. Elizabeth, NJ (908) 355-8800 Collision repair, customization & paint.

PARTS & ACCESSORIESCALIFORNIA

A & L Truck Supply 1128 E. Batavia Court Tulare, CA (559) 684-1806 A wide selection of chrome accessories. Get your FREE 10-4 Magazine here!

A & L Truck Supply 3125 E. Central Ave. Fresno, CA (559) 228-1299 A wide selection of chrome accessories. Get your FREE 10-4 Magazine here!

Air Compressor Service & Repair 11986 Springview Dr. La Mirada, CA (562) 508-3698 Specializing in air brake parts. Buy direct from us and save!

BPS 14316 E. Arrow Hwy. Baldwin Park, CA (626) 960-9450 Heavy duty new & used truck parts.

Colton Truck Supply, Inc. 687 S. “H” St. (909) 888-8300 San Bernardino, CA (800) 426-4644 Medium & H.D. truck parts & tools. Get your FREE 10-4 Magazine here!

Commerce Diesel Co. 10906 Atlantic Blvd. Lynwood, CA (310) 762-2652 Heavy duty truck parts & rebuilding. Get your FREE 10-4 Magazine here!

Franklin Truck Parts 9936 San Fernando Road Pacoima, CA (818) 897-5200 Brakes/Steering/Suspension/Driveline. Get your FREE 10-4 Magazine here!

Harbor Discount Truck Supply 1601 W. Anaheim St. Long Beach, CA (562) 432-6889 The name says it all! Se Habla Español.

Mayen Truck Accessories 14588 Valley Blvd. Fontana, CA (909) 823-2589 “If we don’t have it, we’ll get it!” Get your FREE 10-4 Magazine here!

P & S Truck Center 161 E. Valley Blvd. Rialto, CA (909) 874-2000 Truck Parts Experts ~ “Only The Best” Get your FREE 10-4 Magazine here!

P.A.RTS Boys 3400 Fruitland Ave. Maywood, CA (323) 589-5466 Specializing in Cummins engines.

PTO Sales - Se Habla Español 14553 Fontlee Lane (888) 829-9206 Fontana, CA (909) 829-9206 We are... “The Truck Parts People” Get your FREE 10-4 Magazine here!

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The Directory

Truck Parts Inc.5390 Mission Blvd.Ontario, CA (909) 591-0117Heavy-duty brake, susp. & air parts.

TrucParCo1340 S. Claudina StreetAnaheim, CA (714) 999-7777Complete line of heavy-duty truck parts.

Vargas Diesel12350 Los Nietos RoadSanta Fe Springs, CA (562) 944-1311Turbochargers, engine rebuilds & more.Get your FREE 10-4 Magazine here!

MISSOURI

4 State Trucks / Chrome Shop Mafi aI-44 at Exit 4Joplin, MO (888) 875-7787Get your FREE 10-4 Magazine here!

NEW HAMPSHIRE

Berube’s Truck Accessories2 Tallwood DriveBow, NH (603) 224-7370Get your FREE 10-4 Magazine here!

OREGON

Hub City Chrome45 miles north of Klamath Falls, OR onHwy 97 at Milepost 234 (541) 783-2995Visit www.hubcitychrome.com for more.Get your FREE 10-4 Magazine here!

Schott Truck Parts & Accessories8983 Truckman Way (800) 547-3667Salem, OR (503) 463-0500Just off I-5 at Exit 263 next to the Pilot.Get your FREE 10-4 Magazine here!

TEXAS

406 Chrome Shop1110 W. Park Ave.Weatherford, TX (817) 596-3096Located off Interstate 20 at Exit 406.

KD Truck Parts401-A Huff man RoadEuless, TX (800) 842-9942Heavy duty truck parts and accessories.Get your FREE 10-4 Magazine here!

Texas Chrome Shop16233 IH 35 SouthAtascosa, TX (210) 622-5757Lights, stacks, horns, bumpers & more.Get your FREE 10-4 Magazine here!

RADIATORSWORLDWIDE

Radiator Supply HouseCustom, performance and OEM replacement radiators, oil coolers and charge air coolers. “What can we build for you?” Call (877) 746-6935 or visit www.radiatorsupplyhouse.com today!

REPAIRS & SERVICESCALIFORNIA

A.P. Fischer Truck Oil & Lube Service1601 Caspian Ave.Long Beach, CA (562) 495-4495Open Mon-Fri 8-4:30 & Saturdays 8-2.

Axle Al’s Mobile Machine Shop10803 Fremont Ave.Ontario, CA Toll Free (877) 591-7220On-site 24-hr. spindle machine services.

Clutch & Brake Xchange (CBX)900 N. Shaw RoadStockton, CA (209) 466-9049Machine shop services, hoses & more!

Diesel Camshaft Repair10557 Juniper Ave. Unit MFontana, CA (951) 515-7246The best in the west - for over 35 years.

Eight Point Trailer Corp.14770 Slover Ave.Fontana, CA (909) 357-9227Trailer repair, parts and fabrication.

P & S Truck Center161 E. Valley Blvd.Rialto, CA (909) 874-2000Complete truck service and parts.Get your FREE 10-4 Magazine here!

Rod’s Truck Repair, Inc.11910 Greenstone Ave.Santa Fe Springs, CA (800) 559-1778Complete repair and mobile service.

T.D. Fleet Service & TowingMedium & Heavy Duty TrucksCovering all of Southern CaliforniaBumper-to-bumper truck repair.Mon-Sat 8AM-8PM (714) 801-8492

Truck Gears Inc.10551 Humbolt St.Los Alamitos, CA (562) 594-6681Transmissions/Diff erentials/Drivelines.

United Truck Centers13101 Foothill Blvd.Sylmar, CA (818) 837-4595Complete service and parts department.

Valley Truck Filters & Repair2006 Valley Blvd.Colton, CA (909) 562-0525Complete truck repair and parts facility.Get your FREE 10-4 Magazine here!

SCALESCALIFORNIA

Certifi ed Public Scales M-F 6am-5pm6169 S. Alameda (North of Gage)Los Angeles, CA (323) 589-6123(2) 70' scales for fast, effi cient service.

E-Z Weigh Public Scale - 24 Hours180 N. California - Off of ValleyCity of Industry, CA (626) 934-0101Open at 4AM Mon - Close 2PM Sat.Get your FREE 10-4 Magazine here!

Frimand’s Public Scales13047 E. Valley (next to 605 Fwy)City of Industry, CA (626) 369-9322Open M-F 5:30am-5:30pm & Sat 6-2.

"WE BUILD THECOOLEST PARTOF YOUR RIDE"

1-877-746-6935Custom / Performance / OEM Replacement Radiators, Oil Coolers and Charge Air Coolers. Shipping Worldwide from Sweet Home, Oregon.

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The Directory

SPEEDOMETERSCALIFORNIA (MOBILE)

Pio’s Speedo & Tach Sales, service and repair of electronic and mechanical systems. We offer custom cables, ratio adapters and more. For mobile service call (323) 428-4241.

TARPSCALIFORNIA

ProtecTARPS - Fabrication & Repairs 11176 Penrose St. #10 (818) 771-1211 Sun Valley, CA www.ProtecTarps.com Vinyl & Mesh Tarps, Visa/MC, Will Deliver. Lumber Tarps 60% Lighter 2X Stronger!

TIRES - NEW & RETREADSCALIFORNIA

Commercial Tire Company 3366 Leonis Blvd. (866) 845-6011 Los Angeles, CA (323) 583-1565 Truck tires, alignment, brakes & susp. Get your FREE 10-4 Magazine here!

Hunter Tires 5584 Imperial Hwy. (800) 995-1663 South Gate, CA (626) 600-4676 Quality low-cost commercial truck tires. Get your FREE 10-4 Magazine here!

Nick’s Tire Sales & Service 3152 Bandini Blvd. (888) 465-7313 Vernon, CA (323) 260-7313 Located inside Bandini Truck Terminal.

TOWINGCALIFORNIA (SOUTHERN)

Truck Towing Medium and heavy duty, short or long distance. Fifth wheel available. Based out of Pomona, California. For fast service, call (909) 331-1493

TRUCK STOPS & FUELCALIFORNIA

3 Sisters Truck Stop 14396 Slover Ave. Fontana, CA (909) 822-4415 Fuel, convenience store and more. Get your FREE 10-4 Magazine here!

Bandini Truck Terminal 3152 Bandini Blvd. Vernon, CA (323) 266-6840 70' scale, fuel, tire shop & cafe. Get your FREE 10-4 Magazine here!

Buford Star Mart #5 2747 E. Manning Ave. (at Hwy. 99) Fowler, CA (559) 834-3634 Scales, showers, fuel & Port of Subs. Get your FREE 10-4 Magazine here!

Commerce Truck Stop 4560 E. Washington Blvd. Commerce, CA (323) 881-0694 Scale, truck wash, fuel and mini-mart. Get your FREE 10-4 Magazine here!

Flag City/3B’s Truck & Auto Plaza 14749 N. Thorton Road Lodi, CA (209) 369-6391 Full srvc. truck stop on I-5 at Hwy. 12. Get your FREE 10-4 Magazine here!

Harbor Truck Stop 2130 W. Pacific Coast Hwy. Long Beach, CA (562) 436-1313 Scale, mini-mart and low-priced fuel. Get your FREE 10-4 Magazine here!

Joe’s Travel Plaza 4415 Howard Road (I-5 @ Exit 441) Westley, CA (209) 894-3040 Fuel, wash, free WiFi, showers & more. Get your FREE 10-4 Magazine here!

Royal Truck Stop 2300 E. Steel Rd. (I-10 @ Waterman) Colton, CA (909) 825-5190 Food, fuel, overnight parking & more. Get your FREE 10-4 Magazine here!

San Paso Truck Stop 81 Wellsona Rd. (off Hwy. 101) Paso Robles, CA (805) 467-9999 Food, fuel, parking, shwrs & free Wi-Fi. Get your FREE 10-4 Magazine here!

Valley Fuel / Town & Country Market 412 S. Burnett Road (off Hwy. 99) Tipton, CA (559) 752-4905 Pizza to go, breakfast burritos & more. Get your FREE 10-4 Magazine here!

OREGON

Baker City Truck Corral 515 Campbell (I-84 @ Exit 304) Baker City, OR (541) 523-4318 A full-service stop for OTR drivers. Get your FREE 10-4 Magazine here!

Jubitz Travel Center 10210 N. Vancouver Way Portland, OR (503) 283-1111 Just off I-5 at Exit 307 - we have it all! Get your FREE 10-4 Magazine here!

Seven Feathers Truck Stop & Casino 130 Creekside Drive Canyonville, OR (541) 839-3100 Fuel, tires, repairs, food and parking. Just off I-5 at Exit 99 in So. Oregon. Get your FREE 10-4 Magazine here!

TRUCK WASHESARIZONA

Danny’s Big Rig Resort 6741 W. Latham (I-10 Exit 137) Phoenix, AZ (623) 936-6600 Full service truck wash & chrome shop. Get your FREE 10-4 Magazine here!

CALIFORNIA

Caliva’s Polishing & Accessories 1714 Bluff Rd. Montebello, CA (323) 887-0656 Aluminum, paint and wheel polishing.

Little Sister’s Truck Wash 72189 Varner Rd. (I-10 at Ramon Rd.) Thousand Palms, CA (760) 343-3448 Full service truck wash - EZ in, EZ out. Get your FREE 10-4 Magazine here!

Little Sister’s Truck Wash 2960 Lenwood Road Barstow, CA (760) 253-2277 Get your FREE 10-4 Magazine here!

The New Vernon Truck Wash 2351 W. Main St. Barstow, CA (760) 256-0306 Complete truck wash & chrome shop. Get your FREE 10-4 Magazine here!

Vernon Truck Plaza & Service Center 3308 E. Bandini Blvd. Vernon, CA (323) 267-0706 24 hr. wash, chrome shop, fuel & food. Get your FREE 10-4 Magazine here!

TURBOCHARGERSCALIFORNIA

Custom Turbo Rebuilding, Inc. 11033 Shoemaker Ave. Santa Fe Springs, CA (562) 944-6314 New turbos (outright) & rebuilt exch.

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12 Ga. Customs.................................................274 State Trucks / Chrome Shop Mafi a.................31A & L Truck Supply.............................................74ACS Factors........................................................85American Truck Show Circuit (ATSC)..................68Angel’s Clutch & Transmissions........................86Aranda Truck Accessories.................................37Atlantis Insurance Brokerage............................51Axle Al’s Machine Shop.....................................74Axle Surgeons.....................................................49Axle Transmission Xchange...............................58Bandit Big Rig Series.........................................48Bargain Insurance & Permit Service.................81BCL Roadrunner, LLC.........................................90Berube’s Truck Accessories..............................92Blue Ribbon Express..........................................92Bocatech Switches............................................32Bracken Tax & License Service.................67, 104Caliva’s Polishing & Accessories....................104Cappello Custom RAC Chrome Shop................69Cherokee Truck Parts / CBX..............................23Commercial Tire Company..........................54, 55Corporate Capital...............................................57Dan’s Shop / Dirks 359 Pete Parts....................92David’s Radiator Service...................................30Diesel Camshaft Repair.....................................22Diesel Exhaust & Emissions, LLC......................46Double JJ Enterprises..................................40, 60DTIS Injection Service........................................61Dynafl ex Products............................................101

Eight Point Trailer Corp......................................37Elizabeth Truck Center........................................85Empire Company..............................................103Evan’s Detailing & Polishing..............................78FASS Diesel Fuel Systems.................................80Fleet Services, Inc................................................8Franklin Truck Parts...........................................16G & J Heavy Haul................................................12Grand General Accessories Mfg......................104Great American Trucking Show...........................9Hogebuilt.......................................................60Hunter Tires........................................................26Iowa Customs.....................................................21KD Truck Parts & Chrome.................................99Legal Tax Defense..............................................38Lifetime Nut Covers..............................................5Lincoln Chrome.................................................2, 6Mayen Truck Accessories..................................38Metro Diesel Injection........................................95Minimizer.....................................................59Nick’s Tire Service.......................................72, 73NTA............................................40, 70, 78, 87, 94P & S Truck Center.............................................30Panelite Truck Accessories................................47Panguitch Chicken Lights & Chrome Show......21Philip L. Hill Trucking...........................................70Pittsburgh Power................................................27PolarStorm....................................................32Preferred Materials Inc. (PMI)...........................17Pride Transport...................................................77

Pro Maintenance Additives...............................18R.J. Ilten Locksmith............................................23Radiator Supply House......................................97Renegade Products..........................................104Rick Nay Insurance.............................................78Right Stop Insurance.........................................20Roadsknz........................................................102Rod’s Truck Repair.............................................48Saint George Insurance & Permits..............3, 56Schott Parts & Accessories...............................18Seven Oaks Capital............................................77Sina & Son Transportation, Inc.........................46STS Truck Wash & Chrome Shop......................87Subscription Form..............................................91Talladega Fiberglass..........................................85Taylor Transport...................................................80Texas Chrome Collision Center..........................87Texas Chrome Shop...........................................40Texas Trucking Show.........................................66Top Gun Largecar Shootout...............................50Toys 4 Trucks......................................................80Transit Insurance Services.......................67, 104Truck Function in Junction Show & Cruise........76Truck Gears Inc..................................................65Truckfridge...............................................60United Pacifi c Industries, Inc...............................2Valley Chrome / Wingmaster...............................4Valley Truck Filters.............................................36Vargas Diesel Parts............................................91W.T.I. Fenders...................................................38Western Distributing Trans. Corp.....................90Western Trailers.................................................33Western Truck Insurance...................................70Westlane Insurance Services Inc......................23Westoz Phoenix, Inc..........................................41Wilkins Oklahoma Truck Supply........................17

Advertiser’s Index

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Solution to Wordsearch on Page 57

10-4 MAGAZINEP.O. BOX 7377 • HUNTINGTON BEACH, CA 92615714/378-9990 • COPYRIGHT 2019 • ALL RIGHTS RESERVED

Words To Live By...

Solution to Numbersearch on Page 77

• All advertising space, contents and rates are of equal opportunity to all advertisers in this publication.

• 10-4 Magazine® reserves the right to refuse any advertisement we consider to be in bad taste, offensive or detrimental to the public.

• Errors & omissions: if at fault, 10-4 Magazine® will reprint any portion of an ad in which an error has occurred which materially effects its value. 10-4 Magazine® does not assume any financial responsibility for such error other than the face value of the advertisement.

• 10-4 Magazine® or any of its agents does not assume any responsibility for the contents of any advertisement or article. All representations, warranties and/or opinions made in any advertisement or article are those of the advertiser or writer and not the publisher or any of its agents.

• All property furnished by the advertiser such as photos, graphics or copy for use in 10-4 Magazine® shall remain the property of this publication until otherwise agreed. No such ad or any part thereof may be reproduced without the written consent of this publication.

®

If you have any information about the whereabouts of these children, please call the National Center for Missing

& Exploited Children or visit www.missingkids.com

1-800-THE-LOST

MISSINGHAVE YOU SEEN THESE KIDS?

BRIANNA WILLIAMSON DOB: 4/26/02, 17 years old, 5’ 4” tall, 130 lbs, blonde hair, blue eyes, missing since 3/21/19 from Winter Haven, FL. Brianna may still be in the local area or she may travel to Tampa or Daytona, Florida or Georgia. She has pierced ears and a tattoo on her left arm.

SARAHI GUTIERREZDOB: 8/25/03, 15 years old, 4’ 11” tall, 180 lbs, brown hair, brown eyes, missing since 3/10/19 from Homestead, FL. Sarahi may still be in the local area or she may travel to Miami, Florida. When last seen, her hair was dyed blonde and black. She has a tattoo on her forearm.

Solution to Crossword on Page 67

Sarcasm and attitude are cheaper than therapy and bail money.

In both life and in business, if you want to go fast, go alone, but if

you want to go far, go together.

When life shuts a door, open it again. It's a door. That's how they work.

How to stay together no matter what: 1) stay together; 2) no matter what!


P T L A R V C E W O O R P D A R S G S I T I N M O R P S Y T Q N P O B U N O S E P M A E T T I L P S R F E I X A H T L G N P F H V L O K M B C D H L B W S R L A H I E G A R E V A E E N A L S B J I O L N O S U C G A M E Y O T R T L O R P H A Q L E R S W P D A N S B U F N P E K Z P P E S T I R T N O N R A I Z A L X R T H O E J U T O G R Q R P R O L E R F A L K G U T T E R G B P O R O T T P L E S H R O I R C S E T W E R M B N Y P A O S L L R P R Q O

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108

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A MOMENT IN TIME - Future home of something quite cool.

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