The tour theme, “Where Nature, People, and Tradition Come Together,” is highlighted by the special design on the T680, featuring Alaska’s Tongass and Chugach National Forests. This year, thanks to Kenworth’s TruckTech+ technology, the real-time GPS location of the tree can be tracked via an interactive map.

Lynden, an Alaskan company, has been chosen as the official carrier for this year’s tour. Veteran drivers Fred Austin and John Schank, both of whom joined Lynden in 1975, have been selected to transport the tree. With over 10 million accident-free miles driven collectively, they bring extensive expertise to the task. This marks Schank’s second time transporting the U.S. Capitol Christmas Tree, having previously done so in 2015.

The Kenworth T680, equipped with a 76-inch sleeper, boasts the PACCAR Powertrain, including a PACCAR MX-13 engine with 455 horsepower, a PACCAR TX-12 automated transmission, and PACCAR DX-40 tandem rear axles. Inside, the truck features a Diamond VIT interior with slate gray and madrona accents, offering amenities like GT703 leather seats that are heated and cooled.

The sleeper area includes conveniences such as a microwave, TV, factory-installed fridge, and rotating work table, along with advanced driver assistance systems like Kenworth’s Digital Mirrors and Bendix Fusion Adaptive Cruise Control.

“Kenworth is proud to again provide the truck that will transport the U.S. Capitol Christmas Tree for the 11th consecutive year,” said Kevin Haygood, Kenworth assistant general manager for sales and marketing. “Our continuing participation in this celebration that spreads holiday cheer in local communities from coast-to-coast is a program we look forward to every year.”

In early December, the tree will be lit in a ceremony hosted by the Architect of the Capitol in coordination with the U.S. Speaker of the House. For further details, visit the 2024 U.S. Capitol Christmas Tree website.

Source: Truckers News

Image: Kenworth

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Continuing a treasured U.S. Forest Service tradition that spans decades, Lynden Transport has been chosen to handle this prestigious delivery. Established in 1923, the National Park Service has been overseeing the display of the National Christmas Tree near the White House for nearly a century.

Expressing the company’s pride, Lynden Transport President Paul Grimaldi shared on their website, “We are proud that we are again being entrusted with the delivery of the tree and supporting the U.S. Capitol Christmas Tree Tour.”

This year’s Capitol Christmas Tree, an impressive 80-foot Sitka spruce sourced from Alaska’s Tongass National Forest, promises to be a sight to behold. Once it’s cut, it will be transported by barge to Seattle, courtesy of Lynden Transport’s affiliate, Alaska Marine Lines, as noted by Grimaldi.

Veteran drivers Fred Austin and John Schank will undertake the significant cross-country trek, delivering the majestic tree to the west lawn of the U.S. Capitol. Originating in 1964, the Capitol Christmas Tree tradition was adopted by the Forest Service in 1970, designating it “the People’s Tree.”

John Schank, having previously delivered a 74-foot Lutz spruce from Alaska’s Chugach National Forest in 2015, is no stranger to this honorable task.

Founded in 1906 as Lynden Transfer by 23-year-old Ed Austin, who initially used a horse-drawn wagon to transport goods from a railway depot to local businesses, the company has grown substantially. By 1921, Austin had acquired a truck, expanding services to include delivering eggs and milk to Seattle.

Today, Lynden Transport boasts a network of a dozen companies, efficiently transporting freight via land, sea, and air, with key offices in Anchorage and Seattle.

Source: Transport Topics

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“With the governor’s signature, whether you are coming in from a remote community of Alaska with limited (Department of Motor Vehicle) access, new to the country, or just waited longer than normal to get your regular driver’s license, you will be able to begin pursuing your commercial driver’s license without holding that regular license for a year,” Kaufman said in a Facebook post. “Alaskans are ready to work, and removing this unnecessary barrier to entry will help our state attract drivers to fill jobs in industries critical for food security, construction, transportation of goods, mining, oil, and gas.”

Alaska’s sprawling rural areas pose a challenge to meeting current regulations, according to supporters of the new bill. However, critics such as Karl Kowalski, director of Alaska Technical Center, state that this requirement could harm rural communities.

“Current state law assumes that a young person will get their driver’s license when they turn 16 and be ready to test and train to obtain their CDL at age 18. This is typical for youth in urban areas but is not true for those in rural areas, where roads are nonexistent or limited and a driver’s license is not required,” Kowalski said in a letter to the Senate Transportation Committee in support of the bill. “This requirement places an undue burden on rural, primarily Alaska Native, youth who may decide to pursue a commercial driver’s license and must wait for a year, possibly losing interest and missing out on employment opportunities.”

Outdated CDL regulation burdens rural drivers unnecessarily, says advocates. According to Kaufman, the one-year mandate was established in 1985, long before the current federal entry-level driver training requirements were introduced. Rural drivers are eager for relief from this unnecessary and counterproductive restraint.

“ELDT provides a checklist of well over 100 different skill, inspection, and knowledge requirements an applicant must prove proficient in before they are allowed to test for a CDL,” Joe Michel, executive director of the Alaskan Trucking Association, said in a letter supporting the bill. “In light of these new requirements, the Alaska Trucking Association views holding a regular driver’s license for a calendar year as a redundant barrier to entry into our industry.”

According to sponsor Rep. Julie Coulombe, R-Anchorage, only a few other states maintain such a wait time — a policy that has put Alaska at a disadvantage in the race for skilled workers. The bill now awaits the governor’s signature and will take immediate effect once signed.

Source: Land Line

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The Trans-Alaska Pipeline System and oil boom ignited a transformation of Alaska in the 70s and 80s. The pipeline drew in 70,000 workers and their families, leading to a population growth three times faster than the rest of the country. Many stayed, resulting in over 50% of Alaska’s current housing stock being built in those decades.

Josh Norum, president of Sourdough Express in Fairbanks, said the impending boom in drilling and mining could bring back and economy to rival those decades past.

“We’re calling it our second pipeline,” Norum said. “(The Trans-Alaska Pipeline) was a huge boom. We’re comparing that opportunity with this next phase.”

Alaskan trucking companies are offering top dollar for skilled drivers to brave the challenging haul road. With treacherous ice in the winter and dusty, muddy conditions in the other seasons, these companies need drivers up to the task of hauling their equipment. It’s an opportunity for adventurous individuals looking to score a generous paycheck.

Sourdough Express drivers on the haul road are cashing in with a salary range of $95,000 to $120,000. Plus, they receive top-notch benefits, including healthcare, retirement, and paid time off. In the past two years alone, compensation has increased by 15%. The company currently employs 85 full-time drivers with plans to beef up their team with 50-100 new recruits in the coming years.

Alaska West Express, a major freight transportation company, is boosting its operations with an addition of 50 to 100 new drivers. Gage Schutte, the company’s vice president of freight operations, confirmed the new recruitment plan. The move comes as the company aims to reinforce its services amidst a surging demand for quality shipping services.

Furthermore, the company also increased driver compensation by 11% this year, making it one of the most financially rewarding jobs in the field. According to Schutte, drivers can earn an average of $150,000 to $170,000 annually, not including benefits. Each round trip between Fairbanks and Prudhoe Bay on the haul road pays approximately $1,500, and a driver can expect to make 100 to 115 trips to Prudhoe yearly. These attractive incentives are aimed at attracting skilled drivers who will provide top-notch service across the Alaskan terrain.

Truck drivers facing dwindling freight volumes may be enticed by this lucrative opportunity. But make no mistake – these jobs are no walk in the park. The haul road’s prime condition is during winter, with temperatures plummeting to negative 20s to provide the best traction on the ice-packed road. Spring and fall leave the road slushy, while summertime brings dust or slick calcium residue.

Sourdough Express Sales Director Robb Christenson is a force to be reckoned with. For almost thirty years, he was a truck driver in his home state of Alaska, completing an incredible fifty runs on the infamous haul road. Though challenging, he counts transporting chemicals and heavy machinery near the Arctic Circle as one of his most unforgettable experiences.

“The equipment that you haul you’ve never seen before in your life,” Christenson said. “Being a part of that and doing that, it means something special as well.”

Alaska West and Sourdough prioritize safety and therefore both prefer to hire residents from the state, but with the high demand for drivers, they may have to expand their search to the lower 48. While haul road experience is preferred, most applicants do not have it. However, those with log trucking experience in the Pacific Northwest may be able to adapt quickly.

Jeff Russell, an expert at the Alaska Department of Transportation’s Dalton district, has issued a warning to drivers thinking about traveling on the infamous haul road. The treacherous terrain is riddled with snowdrifts and getting stuck could mean waiting days to be rescued. Russell reminds drivers that tow trucks are scarce, and fixing their own vehicles is a must. Think twice before hitting the haul road!

“Trying to find personnel that’s willing to take on that challenge is unique,” Russell said, “not just for those who need to maintain the road but for the trucking community who needs to have people that are willing to drive in those conditions. They’re not a dime a dozen. I can tell you that.

Alaska’s economy has been driven by oil production for some time now. However, its supply could be at risk since the state relies heavily on diesel fuel for power and transportation. Diesel fuel is expensive to import and doesn’t bode well for the state’s efforts to increase oil production.

Even with the construction of the Trans-Alaska Pipeline in 1977, which increased oil production, Alaska’s oil reserves have since been depleted. Output peaked in 1988 at just over 2 million barrels per day (bpd) but now falls more than 75% below that figure.

While there have been a few fluctuations in oil production over the years, Alaska’s oil production has been in decline for the past decade. Today, the question remains whether it will rebound and retake the 500,000 bpd mark. This increase could result in a resurgence of the annual oil and gas dividend paid to eligible residents of Alaska.

The current price of Alaska North Slope crude is at $76 per barrel, which is down from recent peaks, but still very high when compared to the 1980s to 2000s. There’s a lot of uncertainty around how this will impact Alaska’s oil production in the future.

The largest investment in Alaska energy infrastructure in decades has been approved by the Biden administration. The $8 billion ConocoPhillips Willow project, estimated to produce 200,000 bpd over the next 30 years, is set to boost oil production on the North Slope by 40%. The development of newly discovered fields farther west is also in the works. Meanwhile, the $2.6 billion Pikka project, a joint venture by Oil Search and Repsol, is expected to produce 120,000 bpd by 2026.

This resurgence of Alaska’s oil and gas industry will likely create demand for construction, oilfield services, and transportation jobs in the remote North Slope. However, the project has been met with opposition from climate activists as it has been dubbed a “carbon bomb.” A proposed gold mine may also contribute to boom, though some Alaska Natives fear it may endanger their access to fish and game resources. Despite this, lawmakers, the oil industry, labor unions, trades, Alaska Native groups, and North Slope residents have rallied behind the Willow project.

Source: FreightWaves

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