STRAYCAT’S DOGGONE BLOG

Life Day 21295: Halloween Harping

I arrived in OKC yesterday after an uneventful drive from Albuquerque. I arrived at 1830. I had dinner, ‘geeked’ until about 2200, then went to bed.
I was awakened at 0530 on the 31st by a violent thunder cell wreaking havoc. Well, I guess it wasn’t really wreaking, and I detected no havoc except thunder & lightening, but it was enough to wake me up. I had a light breakfast, then drove to my first drop. I arrived at 0745. This customer had a huge groomed grass lot, so while I was being unloaded, the MMM enjoyed a nice, untethered romp. I was finished here by 0815, then drove to stop 2, conveniently only about 2 blocks away. I arrived at 0825, and my day began to decline rapidly. First of all, the employee parking lot and the dock area were intermingled. Cars were parked haphazardly throughout. Second, when I checked in, I was told that the dock I needed was currently occupied by another truck, and I would have to wait until he was finished. I was told to park in the lot until the door was available. Fearing that I would be blocked in by some BOZO, I pulled around and blocked some of their smaller trucks at other docks to wait. At this point I had no idea that I would be waiting there for over 3 1/2 hours. After waiting for about 30 minutes, I went inside. The truck in the dock was still fully loaded, and no one was around. I asked someone working in a nearby dock what the hold up was. He said that he assumed they were making room in the warehouse for his product. I had to move 3 different times during my wait so they could get their trucks out of docks, but I still went back to my same position to wait because it was better than being blocked in. The Planner sent me 2 Pre-Plans, both of which I turned down because I had no idea if I would be able to make the pick-up times because of the delay. After another hour, I checked in again. Still, the truck was full and no one was working it. Finally, about 1/2 an hour later, I saw some activity around the trailer. It took them another 1.5 hours to unload it. Finally, about noon, 3 hours after my appointment time, I backed into the dock. By this time, i’m seething. I still have 2 more stops in Tulsa, 2 hours away and now, I may have to wait until tomorrow to deliver them. I had already contacted my DM to inform her of the situation. At 1330, I FINALLY left stop 2 and drove directly to stop 3 in Tulsa. I arrived over 3 hours late, but since there were only 5 pieces, the dock workers unloaded me even though Recieving had already gone for the day. While being unloaded, I called the Final Drop customer. Their Recieving too had gone for the day, but fortunately they needed my product, so they concented to unload me as well. I arrived at 1615. I was extremely fortunate. Had they not needed my product, I would have been stuck here until God knows when tomorrow. There was another big field for the MMM to explore (a good day for them, 2 fields and leashless romps in 1 day) while I was being unloaded. After that, with only about 5 hours remaining on my 14, I drove to the Flying J, called my DM and told her to re-set my PTA for tomorrow morning because i’d had ENOUGH for today. My hours status is modest. I have a total of 26 hours available for the next 3 days. That’s enough to get me back West, if everything falls into place. It’ll have to be a long run with plenty of time to make the delivery.
ADDENDUM: The Planner just offered me a Pre-Plan which will work for me. It picks up tomorrow in Muskogee, OK and delivers in Porterville, CA (49 miles empty and 1539 miles loaded). They scheduled a T-Call in Henderson, NV, so I can get home. Obviously, I accepted it.

Life Day 21294: Fall Back

Today, the 30th, I’ll be driving to Oklahoma City, OK. My current load begins delivering there @ 0900 local time tomorrow (0800 ‘my time’). It has 4 drops; 2 in OKC and 2 more in Tulsa, with the ‘final’ being at 1500 local. My ‘hours’ situation will soon be coming into play. I need to stop somewhere soon and take 34 hours off in order to re-start my 70 hour clock. I hope to be able to make it back to Las Vegas before this is necessary. Last week in Denver, I was in a similar situation, and didn’t make it.
Last night before I went to bed, I remembered to “Fall Back”. Did you? I had only 3 clocks to adjust besides my computer which makes the adjustment automatically.
Now to bring you up to date on my most recent activities via my ‘daily journal’.
On the 23rd, I left Denver at 1400 and drove to Grand Junction, CO. I arrived at 1900. At 2100, I made the “live’ delivery, then went to bed at the Customer. While I was being unloaded, I went to a nearby IHOP for dinner.
On the 24th, I awoke at 0700 with a total of only 6.5 hours available for the day. I wasn’t expecting much, but was hoping to pick up a load in the local area and take it to either Denver or Salt Lake City to either T-Call or deliver. Las Vegas was still about 1.5 hours too far. The Planner offered me a load which picked up in Steamboat Springs CO and delivered in Hyrum, UT (195 miles empty and 400 miles loaded). After consulting with my DM about other options, I accepted this load. There was nothing else available. It had an ‘open end’ delivery time until noon on the 25th, so I would be able to make the delivery legally. I departed Grand Junction at 0945 and arrived in Steamboat Springs at 1300. It was a ‘live’ load. After being loaded and bringing my Log Book up to date, I had only 3 hours remaining. After consulting my maps, I discovered that I could make it as far as Vernal, UT before I ran out of hours. There is a ‘tiny’ Truckstop there. Two problems developed before I left Steamboat Springs. The first problem was that there are no Public Scales anywhere between Steamboat Springs and Salt Lake City that will do ‘axle weights’. My load weighed 42,000 lbs. Not bad, but heavy enough to warrent weighing before I cross a State Scale. The second problem was that, on my ‘walk around’ safety inspection, I discovered that my left headlight was not working. That means only daylight driving until I can get it repaired. At 1500, I left Steamboat Springs after using the “WAG” method to adjust my ‘axle weights’. I arrived in Vernal, UT at 1800. There is NOTHING to do in Vernal. I ate a “pre-packaged junk food” dinner (BLEAH!!). I went to bed about 2100.
On the 25th, I left Vernal at 0600. I drove to Ogden, UT where I stopped to finally weigh my load. My WAG was good and all was well with the weight. I then drove to Hyrum, UT. This was a drop/hook customer, so all went well and in good time. I then drove to our Terminal in West Valley, UT. I decided to put my truck in the Freightliner shop to fix the headlight, do a PM service, and fix a couple of other minor problems. I got a room at the Econolodge. They advertized free wireless internet, but after I had checked in, I woefully discovered that it was not available in each room, but only in a non-smoking computer room. DRAT I didn’t even bother with it.
On the 26th, my truck was ready about noon, conveniently coinciding with check-out time. After picking up my truck and having lunch, I checked in with the Planner. He offered me a ’round trip’ load to Reno and Carson City, NV and back. I accepted it. Due to the lateness of the hour, the only way that I could legally make the delivery was to Log another 8 hours sleep, then drive all night, make the deliveries, then sleep. I hate all-nighters, but you gotta do what you gotta do. I left West Valley at 2000. I drove to Wells, NV and took a short break there. I left at 2345.
On the 27th, I continued driving to the first stop in Reno. I arrived at the prescribed time of 0500. I did the drop/hook delivery then drove to Carson City. I did the drop/hook pick-up then drove to Sparks, NV and went to bed. After the manditory 10 hour break there, I left Sparks at 2000. I drove to Carlin, NV, and took a break.
On the 28th, I left Carlin at 0115 and drove to West Valley, UT. I did the drop delivery. Enroute from Sparks, the Planner offered me a load which picked up in Salt Lake City and delivers in Oklahoma City and Tulsa. I accepted it and then drove to pick it up. I then went to bed. At 1730, my 10 hour break complete, I fueled, then left Salt Lake City. I drove to my ’secret’ Rest Area on US-191 near “Hole in the Rock”, and went to bed. I’d had enough of “all-nighters”.
On the 29th, I left the Rest Area at 0845. I drove to Jamestown, NM. I had lunch here, then drove to Albuquerque where I stopped for the day/night. I was worn to a frazzle from the all-nighters.

Life Day 21287: Denver Dilly-dallying

Back to the Daily Grind:
Sunday, the 16th, I spent the day lounging at the Flying J truckstop in North Platte, NE. There was little else to do. Freight was slow. I had to turn down a load to Sumner, WA because I didn’t have enough hours available to make the delivery on time. It was a good day for “geeking” on the computer. The weather was beautiful.
On the 17th, I awoke having accumulated 34 consecutive hours ‘off-duty’, therefore, with a fresh 70 hours available to start the week. I had a Pre-Plan on my QualCom. The load picked up in Mitchell, NE and delivered in Augusta, WI (184 miles empty and 794 miles loaded). After accepting it, determining the whereabouts of Mitchell, NE, having breakfast and walking the MMM, I left North Platte at 1000. I arrived in Mitchell at 1300. This load was a load of ‘bulk beans’ in huge fiber bags (about 3,000 lbs of beans per bag). It reminded me of a joke that I played on my DM early in my career with Swift. He was newer to the company than I was, and I had only met him once.
I was dispatched on a similar load from a customer in Twin Falls, ID (bulk beans). On ‘food’ loads like this, a Quality Assurance person has to take a random ‘core sample’ from each bag and certify that it is free from pests, rot, etc, etc. While he was performing this task, I asked him, out of curiosity, how many beans there were per pound. I forget the exact number he gave me for the particular type of bean that was being loaded, but it was something like 116 to 120. For the purposes of this story, I’ll say 120. After I was loaded, I called my DM to do my L-Call (being in the “dark ages” before QualCom, I had to use a telephone). My DM was going through his ‘checklist’ asking the pertinent questions. When he asked me for the ‘weight’, I responded with the actual weight of the load (45,237 lbs). Next, he asked for the ‘piece count’. This time I responded with; “5,428,440″ (45,237 lbs multiplied by the 120 beans per pound). This put him off his stride and he asked me to repeat. I again responded with; “5,428,440.” Still not getting the joke, he said; “No, no, how many bags?” I said; “Bags? I didn’t know I was supposed to count the bags, I was too busy counting the beans. If I would have known all I had to do was count the bags, I’d have been out of here hours ago.” Finally he got it, and from then on, until he left Swift for ‘greener pastures’, he called me “bean counter”.
Anyway, I digress. Upon leaving thriving Mitchell, I stopped to take a few pictures of Scott’s Bluff (the bluff, not the town).

After taking these pictures, I drove 30 miles to the junction of NE-92 and US-26 where Chimney Rock is located, and, you guessed it, took these pictures.

After these 2 ‘detours’, I finally went back to work. I drove to Alda, NE where I had dinner and walked the MMM. I then drove to Gretna, NE where I stopped for the night. Of the 11 hours I toiled this day, 10.25 were expended driving 612 miles.
On the 18th, I left Gretna at 1015 and drove to Des Moines, IA. I took a 45 minute break here for lunch and, of course, a stroll for the MMM. From there, I took I-35 N through Minneapolis/St. Paul to I-94E and on to Hudson, WI where I stopped for another break. I left Hudson at 1830 and drove to the Consignee in Augusta. Earlier in the day, I had recieved a Pre-Plan picking up at the Consignee and going to Walker, MI via Bridgeport, WI (0 miles empty and 706 miles loaded). I did the drop/hook, then drove to De Forest (Madison), WI where I stopped for the night. Of the 11.5 hours I worked today, I used 10.75 driving 638 miles.
The 19th, was a relatively short day compared to the 2 previous days. I left De Forest at 0915 and drove right through the bowels of Chicago to our Terminal in Gary, IN. Here I fueled and walked the MMM. I then drove to Bridgeport, MI and stopped for the night. Conveniently, there was a small TA truckstop located at the same exit I needed to get to my 1st drop. This load was routed “wierdly” (is that a word? Oh well, it is now). The first Consignee was in Bridgeport (20 miles south of Saginaw) and the final Consignee was in Walker (10 miles west of Grand Rapids). Saginaw is located north of Detroit on the eastern side of Michigan while Grand Rapids is in western Michigan. It made no sence to me, but then, I just drive where they tell me. As long as I get paid, I could care less where and how they route me. “Eet’s no my yob, mahn”. I drove 462 miles in 8.75 hours and worked a total of 9.25 hours.
The 20th was another arduous day. I made the 1st portion of the delivery in the ‘wee’ hours of the AM then drove to Walker for the final. I arrived at 0815. Since there were only 5 pallets remaining, I just did the rest of the unload myself rather than hire a “lumper” to do it. Swift paid $110.00 to get the first drop unloaded. Here, I did hire “lumpers”, so I wasn’t expecting much for the portion of the unload which I did. Surprisingly, they gave me $100.00. Anyway, there were some damaged cases at both stops, so I had to be routed to our Terminal in Gary to turn them in for Salvage. I arrived at Gary at 1215, fueled, walked the MMM and turned in the damaged product. The Planner offered me a load which picked up in South Holland, IL (south Chicago) and delivered in Cheyenne, WY (19 miles empty and 957 miles loaded). I accepted it and left Gary at 1300. I-80 between Gary and Chicago is just 1 perpetual construction project. I don’t think it will ever be finished (at least it hasn’t been in the 18+ years I’ve been driving). I finally arrived in South Holland, did the drop/hook and left at 1500. I drove to Walcott, IA and stopped for the night. I worked 11 hours (again) and drive 481 miles in 9.5 hours.
On the 21st, I left Walcott at 0900. I drove to Gretna, NE and stopped for lunch. I left at 1500 and drove to Big Springs, NE. I had dinner here, and since I still had 3/4 of an hour remaining drive, I drove to Sidney, NE and stopped for the night. I worked 11.25 hours using 11 hours to drive 676 miles.
The 22nd was a short day (by choice). I left Sidney at 1130 and drove directly to the Consignee in Cheyenne. Enroute, The Planner offered me 2 “stacked” loads. The first picked up in Loveland, CO and delivered in Grand Junction, CO (58 miles empty and 288 miles loaded). This load was to be T-Called at our Terminal in Denver. The 2nd load picked up at our Terminal and delivered in Las Vegas, NV (0 miles empty and 743 miles loaded). Alas, because of all the 11+ hour days recently, I did not have enough hours to legally make the Las Vegas delivery on time. I called the Planner and told him this. After some consultation, it was decided that I would take the Grand Junction load and deliver it, then determine how many hours I have remaining on Monday. I did the drop/hook, then drove to Loveland. I picked up the Grand Junction load (it was another drop/hook), then drove to Denver where I decided to stop for the night. The load doesn’t deliver until Sunday night at 2100, so I’ll be finished until Monday once it’s delivered and I determine the status of my available hours. I’d much rather ’sit’ in Denver than Grand Junction. At least I have WiFi access. I drove 197 miles in 3.25 hours and worked a total of 4.25 hours for the day.
Today, Sunday the 23rd, I’ve just been “geeking” so far. My ‘hours’ situation is abysmal. I have only a total of 11.75 hours avaliable for the next 2 days. By the time I do my manditory ’safety check’, drive from Denver to Grand Junction later today, and do the delivery there, the most I can hope for is 6.25 hours available for tomorrow. Not Good!! About all I could do is drive back up to Denver or possibly Salt Lake City. On Tuesday, I begin picking up 11’s again, so it won’t be too bad. Maybe I can get to Las Vegas after that. What the heck, when I get into this situation with my hours, at least I know that i’ve had a good week and made some $$$$.

Life Day 21279: North Platte Natter

On the 11th, I left Ontario at 1030 and drove to the Shipper in Chino. This was a live load and it took 2 hours. I left Chino at 1330 and drove to Ehrenberg, AZ at the CA/AZ border. I took 3/4 hour break and then drove through Phoenix to the Flying J in Eloy, AZ where I stopped for the night. I could have gone a little farther, but Eloy has 3 “brand name” truckstops and there was nowhere better to stop within my remaining driving range. I drove 417 miles.
On the 12th, I left Eloy at 1015 and drove directly to El Paso, TX. I took a long break here for fuel, dinner, and MMM exercise. I left at 1830 and drove to Pecos, TX where I stopped for the night. I drove 573 miles.
On the 13th, I got a late start and didn’t leave Pecos until 1300. I drove to Sweetwater, TX. I took a long break here to play on the computer, eat, and walk the MMM. I left at 1745 and drove to Weatherford, TX where I stopped for the night. I could have driven on in to Dallas and made my delivery, but then, aftyer unloading, I would have had to drive to one of the truckstops or our Terminal in Lancaster and try to find a place to park. I drove 360 miles.
On the 14th, I left Weatherford at 0900 and drove to the Consignee in Dallas. After the drop/hook delivery I drove to Lancaster for fuel and to await my next PrePlan. About 1100, the Planner offered me a load which picked up in Paris, TX and delivered in North Platte, NE (106 miles empty and 731 miles loaded). I accepted it and departed for Paris at 1230. This was a drop/hook Customer as well. I left at 1600 after doing the drop/hook, weighing the load and making a minor adjustment to my Tandem Axle. I also, needless to say, walked the MMM. I drove 380 miles directly to Newton, KS where I stopped for the night. The reason for such a long drive without a break was that most of the driving was either on 2 lane roads or Turnpikes and I wanted all of that nonsence behind me ASAP. I drove 565 miles for the day.
Today, the 15th, I left Newton at 0930 and drove to Salina, KS where I stopped for fuel after going on-line to compare fuel prices and check e-mail. I left at 1215 and drove to North Platte, did the drop/hook delivery and drove to the Flying J, where I am currently. Apparently, freight in the region is slow. No PrePlan yet. I’ll give them another hour or so, then call it a day.

Life Day 21274: Columbus Day Commentary

To finish off the 8th, I left Vegas at 1500 and drove directly to Phoenix with a couple of short breaks. Along the way, I recieved a Pre-Plan which picks up in Flagstaff, AZ and delivers in Ontario, CA (1336 miles empty and 428 miles loaded). I accepted it. It drops in Ontario as soon as I get there.
On the 9th, I delivered my load at 0900, then drove to our Terminal to fuel, eat & walk the MMM. At 1100, I drove to Flagstaff and picked up the Ontario load. The Dispatch indicated that the load was heavy (45,700 lbs). I was pleased to discover that it actually weighed only 35,500 lbs. I was rushed by the Shipper because they were expecting the fumigators at 1400 and everyone had to be off the premesis (it was already 1330). They had an insect infestation . This was a Purina pet food plant, so I wonder if the Pesticides they were using were harmful. I guess not because they still had a lot of product in the building. Good thing I don’t use Purina products. After loading, I left Flagstaff and drove to Kingman for dinner. I stopped at the Petro truckstop. I had (against my better judgement) the Dinner Buffet. It was Steak and Seafood night. What a MISTAKE. The only Seafood was pre-processed Breaded Shrimp. The Steak was at best Rare. The driver sitting next to me got a piece of steak that was entirely un-cooked on one side. They did have some good Fried Chicken and some Ham, so it wasn’t a total loss. It’s really my fault. From past experience, I know better that to order Steak (except hamburger steak) in a truckstop. Steak on a buffet merely compounds the problem. After dinner, I drove to Barstow and stopped for the night. I drove 511 miles.
Today, the 10th, I left Barstow after a leisurely morning at about noon. I drove directly to the Consignee in Ontario. This is a drop/hook Customer so all went quickly and smoothly. I then went to our Terminal in Fontana. This is a Holiday, so freight is SLOW. About 1600, the Planner offered me a load that picks up in Chino, CA and delivers in Dallas, TX (22 miles empty and 1328 miles loaded). I accepted it. It doesn’t pick up until tomorrow AM, so I have some time to kill for the rest of the day. I turned down a load earlier to Meridian, ID because it was heavy (about 45,000 lbs), 1/2 of the driving would have been on mountainous 2 lane roads, and because, well, it’s Meridian, Idaho. I’m currently ‘vegging’ and ‘geeking’ at the TA truckstop in Ontario. I only drove 70 miles today, but what the heck, most everyone else didn’t work at all.