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| Date |
Activities in September
2005 |
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Back to Aug
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The pick up time was 900 EST, so there was no rush to
get up and drive the last thirty miles. The last time I was at
this shipper, I had to wait twenty-two hours. I was
concerned. When I got there, I was told that it was almost
done. I dropped the empty, and went back to the office.
The trailer was at another location, and I could get it there.
I drove over to the other location, got the trailer, and left.
No muss, no fuss.
The trailer was going to CA on rail out of Chicago, and had to be
weighed for the fifth hole or less. I drove to a scale fifteen
miles away. The trailer was 3000 lbs for heavy in the front,
and couldn't be balanced in any hole. Most trailers have a bar
in one of the holes at the front. I am not sure what it is
for, but it prevents the tandems from going any farther
forward. The bar on this trailer was in the third hole.
Now, you don't count this hole when determining what hole to be
in. So, holes one and two were ahead of the bar, and
unusable. That left holes three, fore, and five. I could
only move two holes forward, which shift about 500 lbs from the
front, to the back, of the tandems. Not enough.
I had to drive back to the shipper. There, they unloaded
some of the trailer, and reloaded it, moving heavier pallets farther
back. I drove to the scale, and re-weighed it. Still to
heavy. Drove back to the shipper. There, they unloaded
the whole trailer, and reloaded it with lighter pallets up front,
and heavier one farther back. Another thing to think about is
that the pallets are about four by five feet in size. If you
load then all with the length going front to back, the whole load
will extend farther back in the trailer. They have a sheet
that tells them how to load the trailer. Some pairs would go
in width-wise, and some pairs would in length -wise. Sometimes
just a single pallet goes in. Being a mixed load is what
complicated the load. When loaded, the load extended about a
pallet width/length past the tandems set in the fifth hole.
I drove to the scale and weighed. Four hundred lbs over,
but I could put the tandems in the third hole, which me down to
33750 in the front. Now there is another way to move some
weight off the tractor tandems. The fifth wheel sides. I
am in the fifth notch. There are four farther forward.
Siding the fifth wheel forward, moves weight off the tractor
tandems, and onto the steering wheels. I did not have to do
this. I was finally on my way after eight hours.
I drove to Gary IN, where I fueled up. They have a scale
there, so I weighed myself again. The fuel made me heavy in
the front. I wrote a note to whoever was going to get this
trailer that they would either have to have half tanks of fuel, or
move the fifth wheel forward. I put the note and the bill in
the trailer box, and took the trailer to the rail yard. I then
drove to a drop yard near by where I spent the night.
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Drove to another rail yard, and picked up a trailer
that had come from PA. Both of these rail yards were on the
south side of Chicago, within fifty blocks of the loop. No
problem picking up the trailer, and I was on my way in short
order. Less than four hours later, I dropped it in Neenah WI.
My son lives near by, so I had called him to tell him I was
coming into the area. We were able to get together for
lunch. His birthday had been the week before, so I gave him
some cash as a present. We talked about his future. He
was looking for a job. He said that if one didn't come up in a
month, that maybe he ride along on a tour. That would be
nice. We parted, and I bobtailed home.
End of tour 16
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The day started easy enough, deadhead a trailer to
Green Bay, and pick up a load going to OH. I picked up the
load, and as I got back to home base, I stopped for lunch and a
nap. Also, it was 1500, and I wanted to go through Chicago
after the rush. I took off two hours later. I figured I
would go through about 1830. As I got close, I turned on XM
radio, Chicago traffic and weather. I was informed that the
Dan Ryan expressway was blocked at 75th street. I was going to
take the Chicago Skyway, which cuts of at 63rd St. The going
was still slow. I got on the skyway, and the speed picked
up. A few miles down are the toll booths. As I
approached, it didn't look right. There appeared to have been
an accident that had just happened. I stopped to determine if
there was a way around. I didn't see anyone working their way
around the accident. This seemed odd because there are eight
toll lanes. As I looked at the scene, I saw something shiny
stretching across three or four of the lanes. I was about two
hundreds yards back, so I couldn't figure it out. Nothing was
moving, so I shut off the truck, locked it, got out, and walked
closer.
What a mess. There were cars all over the place, and a
tanker truck and trailer turned on its side and stretched out across
five lanes. I heard someone say that the truck was going to
fast, and never used the brakes. It had hit one car before the
driver turned hard left, flipping the rig on its side, and sliding
into cars waiting in line to pay the toll. A cop told me that
there 18 cars, besides the truck, involved. One car was turned
sideways, and crushed to half its width between the top of the
tanker and the lane divider that protects the toll booth
attendant. As the car was crush, it pushed another car up the
divider. Luckily, the tanker was hauling milk, and not
something flammable.
The fire dept. arrived, and went to work on the crushed
car. They used their truck to pull the tanker away from the
car, and started cutting, and prying on the car. The police
routed non-involve cars out of the area, and roped off the
scene. A flight-for-life helicopter landed, and took the
single occupant of the crushed car away. After all injured had
been cared for, the cops started to investigate the accident.
One told me that as of that time, all injured were still
alive. I would have bet anything that there would be some
deaths.
After the investigation, wreckers hauled away the cars, which
included a pickup truck. The pickup had been hauling fish,
which were all over. Big wreckers up righted the rig, and got
it turn around, so it could be hauled through a toll lane. I
wonder if he had to pay. A crew with brooms and shovels, and a
front end loader, cleaned up the debris, and dumped in a dump
trailer. The fire dept hosed down the milk, and street sweeper
cleaned up the scene. After five hours, we were allowed to
go. I drove half and hour to Gary, and went to sleep. It
was 0130 the next day. Here
are pictures. 1.53M to download. |
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Got up as early as I could leave. The load was
to have been delivered at 1030 EST. I got there five hours
late. The amount of time held up at the accident. After
all that, the consignee refused the load because the load was not on
pallets. I took the trailer to a drop lot, and picked up and
empty. Someone else would take care of that load, once the
shipper determines what to do with it. I went to KY, and got
my next load. I drove another three and a half hours, stopped
just before midnight. The reason for this is explained tomorrow. |
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Slept late. I didn't have to leave until noon.
The load had a delivery time of 2200 EST. It was possible that
it would take over four hours to unload, so I had to give myself
enough time at the end of the day for the unloading, and getting to
a truck stop to sleep. I was unloaded in two and half hours,
and got to a stop just after midnight. What was it about this
tour, I have driven late three days in a row. |
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In the morning, I took a shower, and got my orders for
the next load. First, I deadheaded to Scranton, and
dropped my empty at the shipper. Picked up my load, and
heading south. I had already used over three hours. I
had to go over five hundred miles to the delivery point, and I
wondered if I had enough time to make the 1030 EST appointment,
tomorrow. I drove until 2000, and stopped at a really crowded
truck stop. It was the one I was aiming for, and I was able to
maneuver into a spot at the end of a row. I don't know if I
was parked legally, but two other trucks took spots to the outside
of me.
I figured out how far I had to go, and found out that I had
plenty of time. I would be able to take a ten hour break,
rather than some of the split breaking I had been doing over the
last few days.
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Got up after ten hours. The trip was 95% back
country roads, going from VA into NC. It was a real roller
coaster ride, but pretty. I arrived forty-five minutes
early. The appointment was for 1030, I had been in a dock
since a arrived, but they didn't start unloading me until
1230. They finished in an hour. I drove the empty about
two miles to another location, and traded it for a load going to
KY. It was heavy.
In a short while, I was on I40 heading to TN. Once I was
about an hour west of Greensboro NC, I was driving on a stretch on
of I40 that was new to me. I had to drive a while before I found
a scale. If I had had problems with the load, I would have had
to drive back over an hour. No problem. It was heavy in
the front, but it must be loaded all the way to the back. I
had had the tandems in hole nine, and moving them up six holes
balanced the load perfectly. I drove another three
hours, and got fuel. Another hour, and I stopped. Short
day. Seven hours driving, but 13 hours of the 14. I
could have gone another three hours because I had spent four in the
sleeper, and done another split break.
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Didn't sleep well last night. The truck next to
me kept cycling its engine RPMs. The RPMs would go up and
down. If they stay at one speed, the drone puts you to
sleep. I took a shower, and left. It was an easy drive
through Knoxville, Nashville, and on into KY. The highway from
Knoxville to Nashville was new highway for me. Another part of
I40 traveled. With that 80 mile stretch of I40 going east from
Memphis, during the last tour, I have now traveled all of I40 in TN.
I dropped the load at a Wal-Mart distribution center, picked up
an empty, and drove back to Nashville for another load. It was
a quick and easy pick. I drove into the center of Nashville,
where I scaled the load. I drove north into KY, and stopped at
a Flying J, so I could get on the Internet. This was the first
chance I had had to do that. Check my mail, all junk, and
updated the blog. It had been a short day, but I was tired. |
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It was the middle of the night. I was sleeping
well. The truck shook pretty good. Was I dreaming?
Was that the wind? No, I think something hit the truck.
I got up and looked out the window. I saw another truck
turning the corner at the end of the row. The trailer was
white with no markings I could read at that distance. I
couldn't see any damage, but there had to be some, given the jolt
that had awoken me. I got dressed, and went out to look.
Yes, the headlight and directional signal, body part, were bent
out. The directional lens and bulb were broken. That
truck must have been next to me, and when he pulled out, he must the
turned too soon, or a little tight, and just brushed it with the end
of the trailer. He probably didn't even feel it. Well,
there was anything I wanted to do about it in the middle of the
night, so I went back to sleep, but not very well.
In the morning, I worked on repairing the damage. I was
able to bend the body part back into place. A screw, and the
hole in went into, were gone. I taped the piece down.
Another driver came by, and we talked about it. He had an amber bulb
that I was able to buy for three dollars. That is the price
per bulb, and if I bought it at the store, I would have had to buy a
package of two. With the bulb in place, I now had a working,
amber light. It
looked okay.
I took off, heading north. I was going to an OC near Akron
OH. The truck needed a PM, and now they could work on the body
damage too. As I was driving, I was passed by a
small convoy of utility trucks. Its been about two weeks
since I saw convoys of these trucks heading south to help with the
hurricane relief effort. Listening to the radio, I hear about
how much phone and electricity had been restored. These guys
really work hard.
North of Columbus, I came across another accident involving a
tractor trailer. One rig had rear ended another. The
truck that did the rear ending was hauling what looked like three to
four inch, twenty foot long, solid, steel bars. Several
of the bars had gone through the back to cab, all the way to the
windshield. The traffic was driving into the left median, on
the grass, to get by. A very slow maneuver. As I passed,
I saw steel bars between the seats, and up on the dash. I
didn't see the driver in the cab, so I don't think the driver was
pinned or impaled in the seat.
Arrived at the OC in the late afternoon. Basically, it had
been another short day of driving, eight hours. I went to the
shop, and was told, that there was a day wait on PMs. And
because of the body work, and other problems, it would be at least
two days before I could have it back. I was told to see about
a loaner tractor. Called my team leader, and made arrangement
for the loaner. I packed up things I needed to move to the
other truck. This was a pain. I didn't know how long I
would be in the other truck. It didn't have to be back for
five days. I packed clothes, cooking and eating utensils,
bedding, computer, TV, ice chest, cooler, and other things. I
took a shower, and went to sleep.
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I didn't sleep well. A lot of tossing and
turning. It was a little humid, so I felt hot. But, when
I turned the fan on, I felt cold. It was 0430, and I was
awake. I was going to get up at 0600, so I thought, to hell
with it, and got up. I got the other tractor, and drove it up
to mine. I moved all the stuff I mentioned, plus my tools,
dropped the trailer, and switched tractors. I pre-tripped the
rig, and took off. It was 0600.
The tractor had a different sound to it. The shifter was
different too. You didn't have to move the stick as far to get
from one gear to another. As a result, I sometimes tried to go
from sixth gear to ninth. I drove through the Akron morning rush
hour, but once I was on the other side, it was an easy drive.
Some where about this time I passed a milestone, 100,000 miles
since I started driving on my own.
The route went across PA on I80. This is a hilly
highway. The truck seemed to have more power, and I didn't
have to down shift as much, despite the heavy load.
This is the eighth day of the tour, and I have 10.5 hours left on
my 70. I wanted to used as much as possible. I got
orders for the next load. It was going back to OH. Good,
I can get my tractor back. I wondered how far I could get back
that day. As I drove, I calculated how long it would take me
to get to my destination. How long it would take me to drop
the load, and pickup the next one. I figured that I would have
about two and a half hours available at that time. This was
just enough time to make to a Flying J on I80.
I delivered the load, and picked up the next. I checked the
log book, and had 2.75 hours to drive. The load was light, so
I took the shortest route. The route starts out with eighty
miles of hilly, curvy, back roads, but the light load handles it
easy. I got to the truck stop in 2.5 hours, as figured.
I had fifteen minutes left on my 70. Perfect. |
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It was cool over night, and I slept great. There
is no rush today, so I didn't set the alarm, and slept late.
When I woke, I got on-line, checked my mail, updated the blog, and
posted the pages. Once I had left, I stopped once for fuel,
and then at the OC in Seville.
My tractor was ready, but the load had a delivery appointment
over 33 hours away. I called my TL, and was told that they
would try and move the appointment up to tonight, or I would drop it
for relay, and get another load. I was also told to send a 01
macro that tells the system that I am switching tractors. Once
I got in my tractor, I sent the 01 macro. I at a late lunch,
moved my stuff back into my tractor, and took a shower. I then
checked to messages. None. I called my TL again, but now
it was second shift support. I was told I was getting another
load. I had heard this down in Laredo, where they told me that
all day. I checked for messages every hour, and when I hadn't
received any after four hours, I thought they were just fooling me
again.
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Still no messages when I woke up. Now I was
beginning to wonder if the messages had gone to the other
truck. I got the keys, went to the truck, and turned it
on. Sure enough, 11 messages came in at 1700 EST. Damn,
I could have picked up an empty, and driven three hours. Maybe
I could have even gotten the load, and in three hours from now, been
on the road to delivery. I called my TL and complained about
the screw up. If you could believe what they tell you, the
problem might not have happen.
Anyways, I spent the next two hours trying to find an empty
trailer. There were two, by time I got to one, and sent the
macro, and was waiting for the okay, another driver send he was
assigned to the trailer, so I gave it up. I then got a reply
to take that trailer. Called the TL. We were both
assigned the trailer. Another computer screw up, and I am
driving because I couldn't find a computer job in my area.
Eventually, I was sent to a customer along the direction to the
load, to get a trailer. Shortly after I got going, I passed
the milestone of 100,000 miles with my tractor. The trailer was there. The route
to the pickup point had problems due to two road being worked
on. I was driving up, and down OH back roads to get around the
construction, but got to the shipper.
When I left the shipper, I checked a map and saw that if I went
north, I could pick up a road going east, and get to I75 north of a
truck stop where I could scale. From there, I drove back to
the Seville OC. I pulled through the pumps, and parked.
I went in and micro waved a dinner. I drove to the shop, where
I had a light on the trailer repaired. While they did that, I
ate the dinner. They finished the light when I finished the
dinner. I was back on the road. Three hours later, I stopped
for fuel. After another hour and a quarter, I stopped for the
night, 10.5 hours of work.
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When I left this morning, I headed south to a U.S.
highway that went to Harrisburg PA, the capitol. The highway
was a real roller coaster of a ride. At times the hills
were so steep that I was down to sixth gear. At one point the
downhill grade required the use of 8th gear for engine
braking. My route then went east on I76. I then took a
state route and another U.S. highway that took me Wilmington
DE. These roads had a lot of stop lights that really slowed me
up.
In DE, I delivered the load. I had my next orders. I
was to pick up a load and delivery it by 0700 tomorrow. I had
enough time to get there by the end of the day. But, there was
a problem. There was no empty trailer where I had just made
the delivery. I sent a note that there was no empty
available. I had to wait an hour to get an order to the
location of an empty. It was about a forty-five mile trip, in
the wrong direction, and then a one hour trip to get the load.
Various problems ate up more time. Basically, I had lost over
three hours.
Besides all of that, I had gotten orders for another load after
this one that I didn't think I could deliver on time, even driving
seven hours from midnight to 0700. This is something I don't
think I can do safely. Given the time I finally got the
current load, and left, someone must have realized that I couldn't
delivery the next load on time.
I drove about two and have hours, and had to stop for the
night. I only had 30 minutes of my 14 hours left. |
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I took an eight hour break of a split break, so I
could delivery the load as soon as possible. Even at that, I
couldn't leave until 0700 EST, the time the load was to be
delivered. It took two hours to delivery the load. On
the way, I got my next load. The order said it wouldn't be
available until 2000, but it was ready when I arrived. I
dropped the load, and picked up the next. I drove to a truck
stop and fueled up. I then took the two break of the split
break.
I had received orders for my next load. I was to pick up a
load where I will delivery my current load, and take it back to
PA. Calculations of the current load to delivery, back to PA,
and then back home, showed that I didn't have enough time to get
home by Thursday. It would take most of Friday too. I
sent a note saying so, someone checked, and I was taken off the
load. After the break, I drove to the OC in Seville OH, and
stopped for the night. |
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Today was a simple drive. I was going to Green
Bay, but did not have enough hours to get there. There aren't
to many place to stop once you get north of Milwaukee, so when I got
to home base, I stopped for the night. This also allowed me to
go home, where I did a load of laundry, got some book tapes from the
library, some groceries, take a shower, and pick up my mail. |
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Drove to green Bay, and dropped the load. I was
given a load to TN, but it was withdrawn. Good thing. It
would have been close to get there, and back, by Thursday. The
load I did get was going to east OH, a little closer. Both
loads started the same, bobtail to Chicago to pick up an empty, and
have it live loaded. The shipper is one that I had been at
before. The last time I was there, it took over five hours to
get loaded. If that were to happen again, I would not be able
to deliver the load on time. Luckily, there were no other
trucks there when I got there. I was able to back into a dock
right away. I was loaded in two hours, after which, I drove to
the Gary OC to fuel up. The trailer had a minor problem that
had to be taken care of, so I had that done too. I then went
to sleep. In order to get the load delivered on time, I
was going to have to leave by 430. This only allow for an
eight hour break. |
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Woke up at 0400. Took care of personal business,
pre-tripped the rig, and left at 0430. About have way there, I
had to stop for awhile longer than I should have. I arrived at
the consignee fifteen minutes late. I dropped the full
trailer, and pickup and empty. I drove to Seville where I ate
lunch, took a two hour break in the sleeper to fulfill the split
break requirement, took a shower, and left to get closer to the next
load pickup point. I drove two more hours, and stopped at the
Flying J in Beaver Dam OH. There I was able to get on line,
and update the blog. |
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I woke up early, earlier than I needed, but I want to
get going, and I had more than a ten hour break. It was only
eight miles to the pick up point, and I was there in less than
fifteen minutes. However, once there, I was told that the load
was at a different location. Drove fifteen minutes to the
other location.
The load was ready to go when I got there, and I was able to hook
up and leave rather quickly. Now, the bill of lading said the
load was just 32,000 lbs. Having hauled loads weighing this
much before, I put the tandems in hole nine, and figured that I
should be okay. As I pulled the load, I knew that this was
right. It felt much heavier that 32,000 lbs. I decided
to weigh it, and drove to Beaver Dam, where I could scale it at the
Pilot truck stop. It weighed 82,040. Without a
permit, 80,000 is the maximum. I note a note to the team
leader, and drove back to the shipper. There I showed them the
bill of lading and the scale ticket. They agreed that
something was wrong, and had me back into a dock. They took
off three pallets, which was more than enough, as the load now
weighed 77,800.
All of that used up over an hour, but I had 10.75 hours available
to work this day. I delivered the load to Green Bay WI, at
1900. I had less than an hour to drive, so I went to the GB OC,
and stopped for the night. |
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On this day, the company wanted me to do winter
training. The thing about this is that it is considered work,
and I would have to log four hours of time. I only had five
hours available to work, and it takes 2.25 hours to get to my home
base. This is the day that I asked to be home, so I could
leave to go camping tomorrow, on my birthday. The day before,
my TL kept trying to figure out how to get me into this class, and I
kept telling the TL that I didn't have enough hours to do the class
and get home this day. At one point, I was asked if I could
attend the walk in last night. This made even less sense
because, one I could not get there in time, and two, I only had thirty
minutes left for the day when I got to GB.
At some point, the reality must have set in. I was taken
out of the class, and scheduled for next Monday. I was told to
bobtail home. I was up and on my way as soon as my ten hour
break was over. I was home by 1000, and on the road to go
camping at 1200, a day early.
P.S. This day happened because back on the 14th I had not
gotten messages sent to my truck, and I only drove 4.5 hours that
day. Having used my whole seventy on a day to day basis, left
me with only 4.5 hours today, plus the thirty minutes left over from
yesterday.
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Had to get up early because I had to leave the lot,
where my truck is parked, by 830. So, I was there, and had my
stuff in the truck by 800. I was supposed to pick up an empty
trailer, and take to Green Bay. However, there were no empty
trailers on the lot. So, I replied to request that there were
none, and sent a note to my team leader (TL) that if I was sent
almost anywhere to get an empty trailer, I would be late for the
winter trailing session I had to attend. The system is famous
for not responding in a timely matter, so when 830 came, I left, and
sent a note to my TL that I was leaving, and couldn't wait any
longer. It was another 45 minutes before I got an order to go to
Janesville WI to get an empty. Had I waited for this, I would
not have made the class. As it was, I was now closer to GB
than to Janesville.
I attended the class which lasted until almost 1300. I was
paid for attending class with new work shoes, which took a little
time to check out. I then ate lunch, and was ready to go by
1400. I was heading to Gary to get fuel. By the time I
got to Chicago, the rush hour traffic was gone, and I made good time
to Gary. Somewhere along this part of the day I reached the
milestone of 100,000 miles for the year. I drove another hour from Gary, to get as far as I
could within the fourteen hours. I went far enough to insure
that I could make it to Atlanta tomorrow. |
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It was 640 miles to Atlanta. I left at
745. Basically it is an easy drive. Not too hilly, even
in TN and GA. I missed traffic jams in Indianapolis,
Nashville, and Atlanta, but was slowed up a little south of
Chattanooga. The speed limits in IN, KY, TN and GA are 65MPH,
or more, for the most part. As the truck will go 63MPH on
cruise, it was quite doable. My average speed for the day was
59MPH, and did it in 10.75 hours.
I wanted to get to Atlanta because I wanted to make an easy drive
to my 1200EST appointment. Also, I showers here. |
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It was a three hour drive, and I left a little earlier
than I needed to. The load was a live unload, and the
instructions said it could take 3.5 hours. It took an
hour. I sent a note that I was available. While I waited
for instructions, I swept the trailer out. It wasn't too bad,
but I figured I would be picking up a load of finished product on
the other side of the same plant where I had made the delivery, and
they do get picky about clean trailers.
Yes. I was right. I drove around to the other side
and picked up the load. And, they did look in the trailer.
The route for most of the afternoon took me across the
back roads of GA. It is shorter to go this way from Albany
GA to Augusta GA, than from going to Atlanta, and then to
Augusta. I took this route before, but in reverse. The
fields that I had driven by then were kind of bare, with a little
something sprouting up. Well, most of that green something
turned out to be cotton. Here
is a field of cotton.
At Augusta, I got on Interstate, and drove to Columbia SC.
I figured that this was a good place to stop, as it would allow me
to drive some shorter days, to balance the longer two previous
days. Today was the perfect 8.75 That is 70 hours
divided by 8 days. |
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I planned for a short day today. This worked out
well. I drove an hour and a half to Charlotte NC, where I
fueled at the OC. I was also able to have a couple of minor
problems of the truck looked at. I had a small air leek.
I showed, and bought a lunch with the meal ticket I also got for
going to winter training. I only drove another five hours, and
stopped for the day in Harrisonburg VA. I started my computer
and confirmed that I was within easy reach of my destination
tomorrow. I checked my hours used so far, and calculated that
I had about eight hours per day to work with. |
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Ahead to Oct
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It was cool when I got up, 47 degrees. It was
suppose to be a leisurely drive from central VA to east/central PA,
but when I was about two hours from my destination, I received
orders for my next load. The load had an appointment time of
700 on 10/2. It was almost a thousand miles. This meant
I would have to drive as far as I could today and tomorrow. I
hate this. I had planned to drive eight hours today and
the next three days, to use the remaining 32 hours of the
eight days. Now I'll be using 22 hours in two days, leaving 10
hours for the last two days. Worse yet, is if I get a load due
early on 10/4. Then I'll have to drive early in the morning
when I am the most tired.
I delivered the load and picked up the next one. I had
about five hours available on the eleven, and it was enough to get
me to the Flying J in Hubbard OH. I needed to get about 300
miles today. Then I can do 600+ tomorrow, and 50-100, the
morning of the 2nd. I updated the blog and posted it to the
Internet.
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