Trucks and Trailers

Tragic Turn: Trailer of Show Pigs Bursts Into Flames on I-80

Thu, 02 Oct 2025 20:50:48 GMT

With the windows rolled down and the sun on his face, Chad Rieck admits he was having a pretty good day driving down Interstate 80. He was pulling a trailer with four gilts, and one of those gilts was bringing home the title of Third Overall Purebred Breeding Gilt from the Aksarben Stock Show.

For Chad and his wife, Amy, spending precious time with their 17-year-old daughter Hollynn at a stock show is something they don’t take for granted. Their busy daughter, now a senior, was juggling the show weekend with homecoming, volleyball and dance team. Because of this, she drove separately to the show with her mom to squeeze in more of her school activities.

Separated by a couple minutes on the interstate, they were chatting on the phone keeping each other awake on the drive from Grand Island, Neb., back to their farm in Creston, Iowa. Suddenly, the traffic slowed down and their day took a tragic turn.

A car burning alongside I-80 held up traffic for miles.

(NDOT)

Igniting the Fire

“I remember my wife saying, ‘Traffic is starting to get bad,’” Rieck recalls. “I told her there was an accident up ahead and we’d get through it eventually.”

When he came upon the scene, he discovered a car burning alongside the road. By this time, he had rolled up his windows and slowly drove by the car. No emergency vehicles were on the scene, so Chad estimates the fire had probably started within three to five minutes of when he passed it.

“The front of the car was fully engulfed in flames,” Rieck describes. “The driver’s portion to the back of the car was starting to get hot – hot, hot flames. My fear of driving by was, ‘What if there’s a gas tank there, and that gas tank blows? That’s going to be bad.’”

When he drove by, something burst.

“It wasn’t the gas tank that blew, but something, whether it was a fuel line, a tire or whatever, blew a ‘poof’ of flames,” he says.

About a mile after he passed the car on fire – maybe one or two minutes at most – Rieck noticed smoke rolling out of the trailer. At first, he thought maybe some smoke from the fire got in through the open trailer windows. Then, he wondered if he blew a tire.

“I’m looking in the mirrors checking for that and continually rolling,” he says. “I see a semi behind me begin to flash his lights at me. That’s when I thought, ‘Okay, I’ve got problems.’”

Fortunately, he was coming upon an exit ramp. He jumped off the interstate and threw the truck in park as soon as he could.

“My wife’s still on the phone with me at this point,” he says. “I jump out of the truck and see the trucker running up with a couple of fire extinguishers. Because of him, I was able to get the back doors opened on the trailer. We got most of the flames down but didn’t have enough to get the fire completely out.”

When he opened the door, he saw that their banner-winning Poland China gilt was already dead, but the three other pigs were hanging on to life.

“The Poland gilt was on the back of the trailer and had somehow broken out of her pen trying to get away,” he says.

The burning trailer was caught on camera by the Nebraska Department of Transportation (NDOT).

(NDOT)

Roadside Rescue

The fire picked up again as he tried to figure out how to get the pigs off the trailer.

“When I parked the trailer at the show, we left some tack in the trailer. So, I locked the ramp and the driver side walk-through door,” he explains. “I ran to get the key that I thought was in the truck, but there was no key there. Now, I’m just frantic.”

With no way to get to the three pigs still on the trailer, he grabbed for the big cart they hauled tack with that was standing upright in the back pen.

“Not a smart deal,” Rieck recalls. “I grabbed it with my hand, and now I’ve got some nice blisters. But even if I could have moved that cart, it wouldn’t have mattered. I had to get the pigs out the side ramp.”

The trucker ran back with a crowbar and Rieck broke the latches off the ramp door to get the ramp down. Flames greeted him. He was running out of options. He ran around to the other side’s ramp, broke that latch off and ended up getting two pigs out.

“The third pig was scared and wouldn’t come out, so I had to reach in through one of the sides to push her out,” he says. “I ended up with some burns on my arm from that, but I finally got her out.”

At this point, the trailer is still on fire. The trucker told Rieck to unhook his truck and pull it away from the trailer now that the pigs were out.

“I would have never thought of doing that,” he adds. “We had a gas can and small generator in the tack room of the trailer, so I went to work to get that out of there before we had an even bigger problem. Fortunately, the tack room was in decent shape, likely because there was a door between it and the main part of the trailer.”

Once the fire truck arrived, they focused on the trailer first. Megan Hobbs says she was able to gather buckets from the tack room to start filling to get to water all three pigs who were alive at the time. Unfortunately, they lost the Duroc, so they had to turn their focus to the remaining two.

(Megan Hobbs)

Meanwhile, people began showing up and helping with the pigs that were now scattered.

“I had one pig walking down the exit ramp,” Rieck says. “Meanwhile, one gilt was hunkered down under a tree in the ditch and the third was dying alongside the exit ramp. I’m in shock at this point – walking around and asking myself why.”

Stock show people he had never met before like Joe and Megan Hobbs of Newton, Kan., turned around and came back to help.

“As soon as we arrived at the scene, there was another young lady who worked for Legacy Livestock Imaging that had also stopped to help,” explains Megan Hobbs. “We immediately just jumped into action getting any and all water available to help cool the pigs down. At the beginning all we had was cooler water and water bottles. In those situations you don’t ask for permission, you just go with what your gut tells you to do.”

(Chad Rieck)

A Little Bit Ironic

When the York Fire Department showed up, they quickly went to work extinguishing the fire in the trailer. Hobbs says she kept running water back and forth from the firetruck to the people caring for the gilts alongside the road.

“God put us in the right place at the right time,” Hobbs says. “We trusted our gut turning around to go help as we just knew it was probably one of our own from the livestock industry that needed help.”

The firefighters on the scene also reached out to a firefighter in a nearby department, David May, who had show pigs.

“I received a call from dispatch when I was about 5 miles from my farm heading home with pigs from the show,” May says. “They said there was a vehicle fire involving a trailer with larger pigs and asked if I could help wrangle and haul the surviving pigs. Of course, I didn’t hesitate and was already on the move.”

May devised a plan to get his pigs off his trailer quickly and navigate through the piled-up interstate traffic.

“I had my 16-year-old daughter Braxtyn with me, so we began talking through things on the drive there,” May says. “I even joked with her, ‘It’s probably someone who kicked our butt today.’ But that didn’t cause either of us to hesitate to help however possible.”

When May got to the scene, he immediately recognized the pickup. It had been parked directly beside his truck during loadout about 45 minutes ago.

“I recognized the people and confirmed I didn’t know them,” May says. “I parked and walked up to assess and gather information. Within a minute, another Iowa trailer showed up to get the live hogs. We discussed what to do with the now two deceased pigs. I offered to put them on my trailer and dispose.”

After all the pigs were on trailers and the firefighters had inspected Rieck’s trailer to confirm it was safe to haul home, Rieck went over to talk to Braxtyn and thank her for coming to help.

Hollynn Rieck’s Champion Poland and Third Overall Purebred Breeding Gilt at Aksarben.

(Legacy Livestock Imaging)

“For some reason, I wanted to try to cheer this kid up who had just seen this devastation,” Rieck says. “I tried to distract her by asking if she showed a pig that day, and she said, ‘Yes, I was third place with my Poland gilt.’”

It was definitely a little ironic, both dads admit. Their kids had been competing against each other just a few hours earlier. They loaded their pigs up beside each other and took off about the same time. As they got back into their trucks and trailers for the second time that day, they both spent some time reflecting on their drive home.

A Case of Bad Luck

Hollynn drove her dad back in the truck and trailer because he was still in shock. All Rieck could think about was what he could have done differently.

“I saw a number of trailers roll right on by as we stood there with the trailer smoldering,” Rieck says. “I know the next time I see a car fire, I’m going to feel like Ricky Bobby in Talladega Nights. I’m going to be like, ‘Don’t drive through it.’ Maybe I could have gotten in the ditch more, but that’s not safe either.”

It was the kind of incident that you could never predict, May says. Typically, a trailer fire starts with a bad wheel bearing, then the wheel gets hot or locks up. Eventually, the tire catches on fire and results in heavy black smoke that’s easily visible.

(Chad Rieck)

“Most livestock trailer fires start on the outside of the trailer,” May says. “But this fire started inside the trailer. This was a completely freak accident.”

The odds of something hot coming off the car at the precise moment Rieck drove by while also entering the trailer is one in trillions, he adds.

“It’s a bad-luck lottery. It could never have been predicted,” May says. “But, just like so many instances in life, you just have to react and adapt as plans change.”

Still, Rieck says he learned some valuable lessons going through this experience. He will make sure his next trailer has fire extinguishers. He won’t travel with his doors locked on his trailer. He’s also going to invest in some wireless cameras to put into his trailer.

Stock Show Support

When they returned home, a veterinarian confirmed the gilts who survived the trailer fire needed to be euthanized, as their injuries were too severe. Rieck says it was hard on Hollynn to walk through an empty pig barn the next day. Although it’s not an uncommon thing, as every show season comes to an end, this was not the ending she expected. She had high hopes of taking the Poland gilt to the American Royal in a few weeks.

Hollynn won Champion Poland China Gilt and Third Overall Purebred Breeding Gilt at Aksarben.

(Amy Rieck)

For Rieck, the hardest part was calling the breeders who leased them the gilts and telling them what happened.

“The personal financial portion of this isn’t much compared to having to contact those breeders and let them know about the fire,” Rieck says. “We work with Hunter Langholff to get some of our pigs. I can only imagine what the conversation was like with me screaming and yelling about the pigs right after it happened. I’ll never forget Hunter calmly saying, ‘Do not worry about that. These breeders will only care that you, Hollynn and Amy are fine. Pigs can be replaced.’”

With a few tears in his eyes, Rieck says he never wants to take his stock show friends for granted.

“Stock show people are pretty special,” he adds. “Because guess what? We all wanted to win that day. We raise our kids in the show ring and in the show barn for a reason. It’s so we can be around these people. My daughter is going to be a much stronger person because of the experiences that she’s had winning and losing in the show ring and yes, even going through this trailer fire.”

Hollynn says she’s already learned a lot from the fire.

“I am so thankful for all of the people who stopped to help us during our emergency,” she says. “This is living proof that the stock show industry is the best thing to be a part of. The amount of love, thoughts and prayers I have received from people has been astronomical. At the end of the day, I am just grateful my family is ok and that I will forever be a part of such an amazing industry.”

As May reflects on what happened, he says he’s not surprised by the overwhelming support people provided to the Rieck family.

“It’s what we do for each other in all aspects of agriculture, not just livestock,” May says. “I’m glad I was able to assist as needed here and glad my daughter was able to see value in helping others even when it’s not always pretty fairy dust and rainbows.”

Wisconsin Ag Regulators Propose Massive Livestock Fee Increases

Thu, 11 Sep 2025 19:08:28 GMT

The Wisconsin Department of Agriculture, Trade and Consumer Protection (DATCP) is proposing changes to rules, ATCP 10 and 12 , regulating animal disease and movement and animal markets, dealers and truckers.

According to the Wisconsin Farm Bureau Federation (WFBF) , these changes include massive fee increases that will be a substantial financial burden to markets, dealers and truckers that will unavoidably be passed down to farmers.

The license fee for what the DATCP calls “Animal Market Class A” would change from $420 to $7,430. A late fee for those markets would also increase by nearly 1,700% by shifting from the current price of $84 to $1,486. The registration fee paid by about 1,000 truckers transporting livestock in the state would increase 517%, from the current price of $60 to $370.

(Wisconsin Farm Bureau)

WFBF Government Relations Director Jason Mugnaini says it is important to clarify that Wisconsin’s program had historically received state funding support through DATCP, but this proposal shifts that onto industry fees.

The WFBF also reports the inspections and public health activity costs of these programs have previously been partially funded by state funding in Wisconsin, as they are in neighboring states. DATCP’s proposal shifts the full cost of these programs onto industry fees.

DATCP Secretary Randy Romanski explains the fees have not been adjusted since 2009 and the increases are needed to maintain critical animal health and transportation services.

“This program is currently in deficit because these have not been adjusted for so long,” Romanski explains. “Costs have increased during that time.”

He is transparent about the financial realities driving these increases. While the percentage increase might seem large, it reflects 17 years of accumulated cost pressures. He summarizes the goal is not to burden the industry, but to ensure the continued provision of critical animal health and movement services.

According to Sam GO, DATCP communications director, the DATCP Division of Animal Health receives federal funding through cooperative agreements for specific goals and objectives, such as animal disease surveillance and animal traceability. The cooperative agreements are separate from the programs in the proposed fee rules and do not fund the programs in the proposed fee rules.

She explains as federal funding for the cooperative agreements has decreased, those activities that are partially federally funded (such as animal disease surveillance and animal traceability) need to have a larger portion of their costs covered by the state animal health general program revenue. That means there is less state GPR remaining to cover the deficit in program revenue for the ATCP 10 and ATCP 12 programs.

The ATCP 10 fees support the following animal health programs: Certificate of Veterinary Inspection (CVI) Forms, Intermediate Handling Facilities, Disease Certifications (Brucellosis, Tuberculosis, Pseudorabies), Equine Infectious Anemia Retests, Equine Quarantine Stations, Feed Lots, Medical Separation, National Poultry Improvement Plan (NPIP), Farm-Raised Deer, and Fish Farms.

The Process

Romanski explains the administrative rule process is collaborative and takes about two and a half years. He says the process is designed to be collaborative with multiple opportunities for public input and engagement. He encourages stakeholders to not just critique the increases, but to offer constructive feedback and potential alternative solutions.

The current stage is specifically about public comment and engagement. He says the department wants to hear from industry members, producers and other stakeholders. They are actively seeking input that can help shape the final rule package.

The public can participate and provide feedback that can be considered by the department’s staff through several channels:

Attending public hearings
Submitting written comments by Oct. 15

The remaining hearings will be hosted virtually and at the Prairie Oaks State Office Building, Room 106, 2811 Agriculture Dr., Madison, WI 53708. For more information, dial-in instructions and to register for online access click on the ATCP 10 or 12.

ATCP 10:
• Monday, Sept. 15 – 1 p.m.
• Wednesday, Sept. 17 – 9 a.m.

ATCP 12 :
• Tuesday, Sept. 16 – 1 p.m.
• Wednesday, Sept. 17 – 1 p.m.

Individuals can submit written comments by Oct. 15 to: Angela.fisher1@wisconsin.gov or Angela Fisher, DATCP, P.O. Box 8911, Madison, WI 53708

Romanski explains after the public comment period, DATCP staff will review all submissions, consider suggested changes, and then present any revisions to their policy-making board. This ensures multiple layers of review and public involvement.

Neighboring State Comparisons

According to the proposal document , programs in adjacent states (Iowa, Michigan, Minnesota, Illinois) are similar to Wisconsin, as all are based on federal standards. Neighboring states primarily fund these types of programs through general program revenue; therefore, they have lower fees than Wisconsin’s current fees. While Wisconsin’s program fees are collected from a small number of licensees, these critical programs have impacts and benefits across animal health, animal industries and public health.

In Iowa, a livestock market permit is $50 per year. The livestock dealer and livestock market agent permits are $10 per year. A bull breeder license is $20 every two years. A livestock dealer or order buyer permit is $50 per year. A feeder pig dealer agent permit is $6 every two years. A pig dealer’s agent permit is $3 per year.

In Michigan, an action Class I is $400 per year. A buying station (Class II) is $250 per year. The remaining fees are waived for veterans: A dealer (Class III) is $50 per year. An agent broker (Class III) is $50 per year. A collection point (Class III) is $50 per year. A trucker (Class IV) is $25 per year.

In Minnesota, a livestock market agency and public stockyard is $300 per year. A livestock dealer is $100 per year. A livestock dealer agent is $50 per year.

In Illinois, a livestock auction market license is $200 per year. The livestock dealer license is $25 for a new license, $10 for the annual renewal, as well as $10 for each location in addition to the first location, and $5 for each employee. A feeder swine dealer license is $25, the renewal is $10, and there is a fee of $5 for each employee. There is no fee for a slaughter livestock buyer’s license, just a requirement to submit an annual report.

Industry Feedback

Both the Wisconsin Cattlemen’s Association (WCA) and WFBF have come out opposed to the fee increases.

Tressa Lacy, WCA president from Rio, Wis., voiced her concern at the first hearing on Sept. 11.

“The Wisconsin Cattlemen’s Association is in opposition to the proposed fee increases inspections and registrations related to a variety of activities by Wisconsin animal dealers, truckers and markets in ATCP 10 and 12,” she says. “I raise beef cattle with my husband and our 8-month-old in Columbia County. We both work off the farm in agriculture to financially afford our beef and hay farm operation, and I know the cost of these fees will be passed directly on to producers like us.

“The result of such significant increases will be fewer livestock marketing options, the potential for reduced disease traceability and fewer opportunities to sell livestock in the state of Wisconsin. Fewer options inevitably mean lower prices and thinner margins in an industry that is already being pushed on thin profit lines.”

She explains the inspections and animal health protections funded by these programs serve a broad public purpose — protecting animal health and consumer confidence in the meat raised in Wisconsin.

“It is fundamentally unfair to shift the entire cost onto the users as this is certainly a public food safety conversation,” Lacy adds. “I share the industry concern that these initial proposals are just the start of all programs in Wisconsin shifting to being user funded. Other states fund these programs with state support as the benefits are shared by everyone. DATCP should restore and continue the approach for these outlined programs.”

She concluded her comments saying: “WCA respectfully ask that DATCP reconsider these unreasonable fee increases and maintain a funding structure with state support that is fair, practical and supportive of both public health and Wisconsin agriculture.”

Mitch Giebel a WFBF member from Lyndon Station, Wis., also shared his thoughts on the proposed fee increases.

“I’m very concerned about the massive increases of fees being proposed,” he says. “As a young farmer, every dollar really does matter on our operation. We work hard to raise our livestock, and we already face high input costs, tight margins and unpredictability when it comes to marketing. Adding thousands of dollars in new fees, especially increases as massive as what is proposed doesn’t seem realistic. It’ll undoubtedly make it harder and tighter for the sale barns and livestock markets to survive, and unavoidably, it is probably going to be passed to us as the producers and farmers.”

He also explains programs such as animal health, disease control and traceability benefit everybody in the state, not just farmers.

“Healthy animals and safe food are the best interest for our state; other states recognize that and utilize state funding to maintain these programs and cover these costs,” he says. “Wisconsin needs to restore and maintain its state funding that has historically existed for these programs, rather than shifting a substantial burden on a small number of farmers and marketers. I am asking you to please reject these fee increases as they are written. They are too steep, too fast and out of line with our neighboring states.”

WFBF is calling on producers to share their concerns: “These unprecedented fee increases cannot move forward without your voice being heard. Share how these proposals would impact your farm, your business and Wisconsin agriculture.”

Farmers, Truckers and Gear Heads Rejoice: EPA Rolls Out Streamlined Diesel Engine Fluid Guidelines

Tue, 12 Aug 2025 15:52:52 GMT

EPA is rolling out new guidance for manufacturers of farm equipment and other heavy-duty vehicles, removing regulatory red tape requiring diesel-powered farm equipment to reduce engine torque dramatically when a problem arises with the machine’s Diesel Exhaust Fluid (DEF) system.

You can read EPA’s statement on the announcement here.

The new rule making goes into effect immediately for all new diesel engines on model year 2027 machines. It should also be noted the new guidance from EPA is voluntary for all non road equipment. Ultimately, each manufacturer will have the right to choose whether it implements the new inducement strategy or maintains the status quo with its own machines.

To fix the problem for farm machinery already in the field, EPA’s new guidance, developed in collaboration with farm equipment manufacturers, will work to ensure necessary software changes can be made on the existing fleet.

(EPA)

EPA administrator Lee Zeldin says now all non-road equipment, like farm tractors, combines and sprayers, must be configured so there is no impact on engine power for up to 36 hours when a DEF system malfunction occurs. Once 36 engine hours have passed, a 25% reduction in engine torque will go into effect until the machine is serviced. If the farm equipment is not fixed within 100 engine hours, then a 50% reduction in torque is activated until the machine can be serviced.

Additionally, farm equipment can be restarted with full engine power three times for up to 30 minutes after inducement, according to the EPA release.

“This is the first crack in the ice toward saying we don’t need these expensive systems on our farm equipment,” says Ben Reinsche, owner, Blue Diamond Farming Company in Jesup, Iowa. “We don’t need to immediately shut off an engine or be restricted for 36 hours if you have DEF unavailable or a malfunction.

“This is a positive step and maybe a formative step toward saying that having these emission standards on farm or off-road equipment is not critically necessary,” adds Reinsche. “There are so many other things farmers can do that are planet positive, like using conservation and sustainability practices, rather than having an after treatment system on our diesel engines.”

Small Business Administration (SBA) leader Kelly Loeffler says the new rule will save 1.8 million family farms across America a staggering $727 million per year while offering “vital financial and operational certainty.”

“This announcement today is such a big deal, especially on behalf of our farmers and ranchers,” says USDA secretary Brook Rollins. “At a time when our ag sector is really hurting, our farmers have had to endure a 30% cost increase in inputs, and a $30 billion Biden-era trade deficit, these everyday regulations being lifted makes such a difference.”

The new guidance greatly reduces a machine setting known as DEF derating and allows operators more time to secure DEF, refuel and make repairs. The new guidance also reportedly retains the environmental benefits of Tier 4 engine and DEF regulations for farm equipment and trucks.

“Today we are taking another important step forward by undoing these diesel fluid guidelines that have hurt our farmers and small rural businesses,” says U.S. Senator Joni Ernst (R-Iowa). “Not only will these new guidelines save family-run farms hundreds of millions of dollars per year, but it is also just common sense, folks. No farmer should have their tractor come to a halt in the middle of a field due to Green New Deal-style regulations from Washington.”

How Did We Get Here?

EPA ushered in DEF requirements for large farm equipment when it enacted broader Tier 4 emissions standards in 2004.

Tier 4 Interim rules, which required DEF for farm machines 750 horsepower and up, then went into effect in 2008.

In 2015, EPA’s final Tier 4 regulations were put in place, meaning all new non-road diesel engines — regardless of horsepower rating — had to comply with new emissions standards.

Curious where your farm equipment is made? Check out Farm Journal’s “Who Makes What Where” feature to learn more.

Why Do Many Farmers Hate Using Diesel Exhaust Fluid (DEF)?

American farmers say they detest using DEF due to the challenges and additional fuel cost it tacks onto their operations.

Here are some reasons farmers aren’t big fans of DEF:

Higher Costs and More Maintenance: DEF adds on extra materials costs for machinery-based field work. Farmers must purchase large amounts of fluid, and the Selective Catalytic Reduction (SCR) framework that processes DEF is prone to malfunctions and expensive to repair. Often a simple-but-unexpected repair can pop up out of nowhere and end up costing farmers thousands of dollars and leave equipment inoperable.
Field Work Interruptions: If a tractor runs out of DEF or if the system breaks down, under the now-defunct previous guidelines engine power was greatly reduced, which is known by many farmers as “going into limp mode.” For farmers who rely on their equipment to operate consistently and reliably during planting and harvesting, any issue quickly becomes a major headache.
Storage Issues: DEF has a limited shelf life and is sensitive to temperature ups and downs. A quick Google search says DEF freezes at around 12°F and can degrade if stored in temperatures above 86°F. And who wants to look at a giant pallet of DEF cartons stacked in their machinery barn? Nobody, that’s who.
Contamination/Quality Control: DEF fluid must be pure and free of contaminants. Accidentally using the wrong type or getting foreign substances in the tank during refilling can wreak havoc throughout the system, leading to repairs and downtime.
Engine Performance Concerns: There are farmers who believe newer emissions systems, including those that use DEF, reduce the machine’s total power output and lower fuel efficiency.

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BQA Calf Hauling Guidelines

Mon, 07 Oct 2024 16:55:58 GMT

Transportation is one of the biggest causes of stress for cattle. As we move through the fall months, most calves will be taking at least one trailer ride after weaning. Quiet and low stress animal handling techniques used when loading and unloading will significantly reduce animal stress and make it easier for calves to acclimate to their new surroundings. As well, it is important to remember load density when transporting calves. Load density is the amount of area (measured in square feet) that calves need during transport for comfort and safety. The square feet per calf will vary according to size as shown in the chart below.

Calf Hauling Loading Density Guidelines
		Calf Weight (lbs.)
		200	400	600
		Sq/Ft Per Animal
		3.5 ft2	6.5 ft2	8.5 ft2
Trailer/Compartment Size	Square Feet	Number of Head
18 ft x 6 ft	108	31	17	13
20 ft x 6 ft	120	34	18	14
24 ft x 6 ft	144	41	22	17
24 ft x 7 ft	168	48	26	20
20 ft x 8 ft	160	45	24	18
24 ft x 8 ft	192	54	29	22

A more detailed chart can be found at:

www.bqa.org/Media/BQA/Docs/bqa-calf-hauling-loading-density-guidelines-updated_51523.pdf

Also, keep the following in mind, when hauling calves:

If hauling horned or tipped calves reduce the number by 5%
If hauling during hot weather, the number of calves should be reduced
Total weight of load should not exceed capacity of the truck or trailer and/or legal load requirements

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Meet AGwagon: The American Truck Built By Farmers, For Farmers

Fri, 20 Sep 2024 21:06:19 GMT

There are many distinct varieties of trucks — fire trucks, garbage trucks, tow trucks and cement trucks, for example — but oddly enough, there has never been a pickup truck 100% purposely-built for farmers and ranchers, until now.

Certified Agriculture Dealerships (CAD) has teamed up with Fox Factory Performance Vehicles to create AGwagon pickup truck aftermarket kits. The kits convert off-the-factory-line trucks into rugged and tough, back 40 devouring, farm equipment hauling beasts.

Before the AGwagon, most farmers upgraded and ruggedized trucks with cash out-of-pocket. That can get expensive. Original equipment manufacturer-installed front ends, for example, are not built to withstand the pounding that driving fields and hauling equipment and other heavy loads everyday places on a pickup. Many farmers end up replacing a farm truck’s worn out front end every other year or so, according to CAD reps.

AGwagon offers Ultra HD front bumper with winch mount and grille protection, along with premium fog lights and a front bumper light cannon upgrade.

(Matthew J. Grassi)

Now, farmers can finance and order a purposely built AGwagon through CAD’s 200-plus dealer network, and it shows up ready to take an absolute pounding from day one, from the beefed up front end to the ultra-heavy-duty back bumper.

There are several pre-configured options and features to choose from, starting at $30,000 for a basic tier of upgrades and topping out at around $50,000 for the top-of-the-line package. Farmers can also order ala carte to pick and choose the features that best fit their intended use.

The kits are brand agnostic (it just needs to be a new domestic truck and over half a ton) and assembled in the USA at Fox Factories’ Trussville, Ala., plant.

The AGwagon kits were built off feedback from a panel of 14 farmers and ranchers. The features that made the final cut are mainly centered around making trucks more durable and rugged, as well as adding in high performance and comfort features. Notably, there is an option to install a ruggedized Starlink Internet terminal on top of the cab for on-the-go connectivity, and there is an integrated two-way radio system available.

“What CAD and Fox Factory were able to do with AGwagon is what I personally don’t see enough of in the ag sector, and that is going to the farmers first, and to the ranchers first, and finding out from them what they need for a pickup truck to be more functional,” says farmer Jeff O’Connor.

O’Connor raises soybeans in northeast Illinois (Kankakee to be exact) and he participated in the farmer panel. Having reviewed the first AGwagon prototype, O’Connor likes the stepped-up durability, internet connectivity and LED lighting add-ons that will help farmers working long days.

“I’ve still got a 79-year-old dad — who’s soon to be 80 — helping me,” O’Connor states. “I’m upgrading lights in our shed just so it has better lighting for safety. You hate to lose skilled labor because they can’t see where their feet are going. So I am glad to see they really made [lighting] a major, major part of the truck and its ability to serve the operator.”

CAD hosted an unveiling of its prototype model, built onto a Ford Super Duty pickup, in Columbus, Ohio, last week. Speaking to reporters, CEO Pat Driscoll highlighted how the company worked alongside farmers to bring their feedback to life.

“They said ‘give me a heavy-duty front end that will hold up for years’, and that’s what we have here,” he says. “Easy bed access was also at the top of the list. That’s why you see the fold-away steps on the side, because none of us are getting younger and we need a little help. One of the other things they wanted was high intensity, 360-degree LED lighting because work doesn’t stop when it’s dark. This truck gives you 360-degrees of LED lighting for as long as you need it.”

For those curious, the AGwagon name was picked because the truck “captures the defining characteristics of the original AGwagon aerial application plane — reliability, longevity and capability,” Driscoll says.

Special financing is available, and all AGwagons include a three-year, 36,000-mile warranty on all installed components. Learn more about the AGwagon’s features and multiple upgrade packages at agwagon.com .

The AGwagon will only be available from Certified Agriculture Dealerships. To locate your nearest CAD, head over to AgTruckTrader.com .

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Dead Noise: AM Radio Could Soon Be Phased Out of All Vehicles

Wed, 10 May 2023 21:35:06 GMT

Do you listen to AM radio? Curtis LeGeyt, National Association of Broadcasters (NAB) CEO, says AM radio reaches 47 million people each week. But there’s speculation it could be phased out for the sake of electric vehicles.

Electric vehicles generate a higher level of electromagnetic interference than gas-powered cars, which automakers say can:

• Disrupt AM reception
• Cause static
• Create a high-frequency hum

With these issues in mind, NAB reports Ford, Tesla, Audi, BMW, Porsche, Volvo and Volkswagen have chosen to remove the AM option from their electric lineup, along with some gas-powered vehicles, in coming years.

FM radio will remain intact, however, as the frequency is not as easily disrupted.

Joe Gill, National Association of Farm Broadcasters president, isn’t on board with the move. He says AM removal poses a threat to public safety due to emergency broadcasts on the frequency.

“I know the argument will be that if you have an app, you can listen online, but not everybody has reliable internet access today,” Gill says. “This would result in a lot of limitations, and we have to give listeners and citizens a choice.”

Government Concerns in Removing AM Radio

Gill isn’t alone in this thinking. Sen. Ed Markey, D-Mass., penned a letter to 40 automotive industry stakeholders in December, outlining his hope for car companies to continue offering free access to broadcast radio for public safety.

Markey’s comments were backed by former Federal Emergency Management Agency (FEMA) administrators who reached out to Pete Buttigieg, transportation secretary, underscoring the safety needs in AM radio.

“AM radio is an indispensable source of information for more than three million farmers in the U.S.,” says Nathan Simington of the Federal Communications Commission. “To those who say AM is a dead technology, 75% of farmers listen to the radio five days per week.”

Despite concern, legislation backing the concept has not been proposed.

Truck Shortage Continues as Semiconductor Chips Still in Short Supply

Wed, 21 Sep 2022 04:13:27 GMT

If you’re in the market for a new truck, you may be waiting a while longer. Major auto and truck manufacturers have announced extended shutdowns and it’s the chip shortage still to blame.

Just this week, Ford Motor Company and GM announced layoffs would continue, due to trouble sourcing the semiconductor chips needed to produce new trucks and cars.

Ford says the F-150 production plant in Kansas City is shutting down for two weeks in July. That’s as workers just started trickling back in after the plant was idle from April 19 to June 14. Plants in Michigan, Kentucky, Illinois, Canada and Mexico are also seeing extended closures.

That’s impacting farmers and ranchers in the market for a truck. According to Farm Journal research, more than a third of farmers planned to purchase a new pickup this year.