Trip #2124 Sanger, TX > Paris, TX > Neenah, WI [via Lincoln, NE

When the Q/C finally beeped, it contained a single offer of a load going 2 Neenah, WI—over a 1,000 mi 2 the northeast. Further, it didn’t load until 1800-2359 that nite, 115 east of Sanger. Sanger was 585 mi south of our home terminal in Lincoln, NE. Going over to Paris, TX 4 a WI load obviously wasn’t going 2 get us home by the 14th!Q/C msgs via the satellite were unusually slow that afternoon & TX dispatch was being swamped w/ msgs & calls fr frustrated drvrs due 2 the shortage of freight by that time.

On top of that, it was nearing the end of the business day, when r fleet mgr would b going home. When no response was forthcoming fr dispatch, we gave r fleet mgr a quick call. We explained r dilemma. He listened carefully & said 2 “sit tight” & he would look in2 the matter 4 us.

Talk about some1 “going 2 bat 4 U! Shortly after the day dispatchers & r fleet mgr had gone home, we got a msg fr the incoming evening dispatcher covering the TX desk, saying r fleet mgr had authorized r bringing the single remaining load of the day—the Wisconsin load—up to Lincoln & T-calling it. Another drvr would re-power it & dlv it to WI! We could hardly believe they would run it that far out-of-route [1384 mi instead of 1124]-- in order 2 get us home on time 2 start r vacation! Especially considering the price of diesel fuel & it making 4 a very tight run 4 the drvr who would b re-powering the load.

We headed directly over 2 Paris, in hopes of getting loaded early @ Kimberly Clark. We arvd in Paris by 2000. However, any hopes of getting loaded early were dashed when they told us that their robots, that loaded the trlrs were malfunctioning that nite & r load of Huggie’s was not yet ready.

Actually, it would have been fascinating 2 had seen these robots. Kimberly Clark had added huge new warehouse 2 their large facility. This bldg was entirely staffed by robots!

The shipping office said they would come & get us the minute r load was ready. By midnite, they admitted that it would b morning b4 it would b ready, suggesting we go 2 bed, assuring us they would come & wrap on r door the minute it was ready. It was 5:45 a.m. b4 we were able 2 get under way. By then, we not only needed 2 get back 2 start r vacation, make several appts we had made 4 the following day, but also 2 get the load up 2 Lincoln so the re-powering drvr would still b able 2 dlv the load WI on time b4 midnite on the 14th!We had the load in Lincoln by 8 a.m. on the 14th, & made it home by 7:30 that eve, 2 begin r vacation!

Note: We will return 2 the rd on July 25 & will post Trip #2125 ASAP following r vacation.

Trip #2123 Harrisonville, MO > Sanger, TX

Upon dropping r load on July 11th, dispatch sent us 2 load offers, both out of Church & Dwight there in Harrisonville, MO—1 to WI, the other 2 TX. As we had requested being back in Lincoln, NE 4 a business apt on Fri, the 14th, we asked CCC’s advice which load would make it easiest 4 them 2 work us back to NE 4 the apt & 2 begin r 2-wk vacation. They said there should b ample loads down in TX when we got there.

Consequently we opted 4 the TX load, which was 2 dlv @ Wal-Mart anytime on the 13th . However, we hustled right down 2 Sanger, TX, arrving there by 3:00 p.m. the following day, a day early.

After we had dropped r load @ the Wal-Mart Distrib Ctr, we picked up an mt trlr & stopped @ a nearby trk stp 2 Transflo the manifest & r log sheets while awaiting r anticipated dispatch 2ward home.

Trip #2122 Elk Grove, IL > Chicago, IL > Harrisonville, MO

After we dlvd in Elk Grove, IL on July 10th, we drv 26 mi back in2 the heart of Chicago to pk up a load @ Graham Packaging that was 2 b dlvd to Church & Dwight in Harrisonville, MO anytime the following day. It was a short run of only 565 mi. They live-loaded us by 2 p.m. w/ 7,744 cases of Huggies diapers. As u may have guessed, it was a very light load—weighing only 3,244#s.

Having ample time in which 2 make this dlvy, we drove only as far as Williamsville, IL that evening & stopped 4 the nite. We dropped the load @ Church & Dwight Distrib. @ 4 p.m. the following day, & pked up an mt trlr & awaited r next dispatch.

Trip #2121 Grand Prairie, TX > Ennis, TX > Chicago, IL > Gurnee, IL > Elk Grove, IL

As soon as we dropped & hooked @ Grand Prairie, TX on Fri, dispatch sent us 3 load offers; a 3 drop load to Chicago; 1 for Rochester, NY & 1 to NJ. We cked when the NY load was due 2 unload & realized that we would need 2 have a pre-plan in order 2 make it back 2 Lincoln in time 4 a business appt on the following Fri afternoon. It was defiantly the most productive load. However, when we cked w/ dispatch, they suggested we take the Chicago load in order 2 assure r getting back on time.

It was the sort of load that few drvrs would have opted 4, if given a choice, both because it was a multi-drop load & all the consignees were in the Chicago area, a challenging place 4 any drvr. Still, it was a means-2-an end sort of matter.

R load was preloaded down in Ennis, TX—50 mi s of Grand Prairie. We lucked out in not having 2 put r mt trlr in a dock 4 Ennis Extruded Products, as is normally the case. Their dock area has very tight quarters & spotting a trlr there is far more challenging there than @ most shprs.

Since it was a fairly unproductive load, as far as miles per day were concerned, & none of r consignees were open over the wknd, we didn’t need 2 drive very far on either Fri or Sat. We r paid extra 4 each extra stop [Chicago & Gurnee]. Elk Grove was considered the consignee & was covered simply by what we r paid per mi, as is normally the case.

Consequently, we only drove as far as Sulphur Springs, TX on Fri, the 7th; 2 Matthew, MO Sat nite; finally, 2 Monee, IL, Sun nite. We had called the 1st consignee on Fri b4 closing 2 ask if they had over-nite pking available. We were told that the only place was on the st & that would not b safe. He said that he would b there already @ 0630 & we were welcome 2 come in @ that time. He said if he didn’t have 2 load customers/contractors, that he would start unloading us early. If he did, he could let us back in their inside dock & unload us @ r 0800 appt time. R Q/C direc already warned us that it would b tight quarters & that we’d need 2 drive up on the sidewalk x the narrow st in order 2 get backed in.

We cked r exit bk 2 find the last t/s on I-57 b4 entering Chicago & found it 2 b @ Monee, IL, where there were both a Pilot & a Petro. Though we arvd mid afternoon, both trk stps were filled 2 capacity already. We drove thru the Pilot twice, but none of the drvrs appeared 2 b planning 2 lv. We then drove around the Petro lot. Several trkrs had “made” themselves a spot, & no possibilities remained. We decided 2 drv thru a couple more times, in hopes that some1 may have only stopped 2 eat @ their restaurant b4 continuing on their way. On r 3rd pass, I happened 2 c a Shaffer drvr (1 of r sister companies) reach 4 his CB mike as he motioned 2 us. I quickly turned up r CB, telling Lawrence 2 stop. The drv said a trk had just pulled out of a spot on the e side of the lot! What a stroke of luck! Being the 1st trk in a line of trks looking 4 a parking spot, we were able 2 quickly back in the vacated spot. It was the last movement we saw until drvrs began lving @ dawn. We thanked the Shaffer drvr 4 his helpfulness!

We spent a relaxing evening & shared a good meal b4 heading 2 bed early. They had nice grass behind the trks which provided a nice place 4 Smidgen 2 stretch his legs, as well.
We got up @ dawn, knowing it would b slow-going 2 r 1st stop, despite it only being 36 mi away. It took an 1 ½ hrs even @ that hr. Lawrence backed in while I spotted 4 him. It would have been a tough back 4 a single drvr! The recvr started unloading the 157 long boxes of siding weighing 13, 814# that we had brought him. Even w/ several interruptions as bldg contractors came in 4 supplies, he & his crew off 3 were able 2 get their product off by 0900. It took a little doing 2 get back out of the dock & headed out. A # of vehicles waited while we pulled out w/o hitting the tree x the st, nor any of the cars parked along the st by then. Thankfully, all the motorists were patient & considerate.

We were due up in Gurnee, IL, on the northern edge of Chicago by 1000. We managed 2 arv w/ 4 mins 2 spare. This dealer had a smaller order; only 31 pieces weighing 2,691#s. They had only assigned 1 person 2 unload us, so it took about the same amt of time, despite the young man staying well on task.

We were able 2 then head back down 2 Elk Grove, where we were due 2 “drop & hook” the remaining product @ noon. We advised CCC that we doubted if we could quite make it by noon. We arvd @ 1206, despite the heavy traffic on the Tri-State & the other hwys, on the way down.

This Allside dealer reserves 1 of their docks just 4 CCC trailers, but has no available place 2 pk the trlr when mt. As a result, it was necessary 4 us 2 drop r loaded trlr, then pull the mt trlr out of the dock; rehook the loaded trlr, which still contained 151 long boxes weighing 14,536#s & put it in the vacated dock. Finally, we were able 2 re-hook 2 the mt trlr. There was barely enough rm 2 accomplish the tasks.By the time we sent in r mt call, we had driven 110 mi around Chicago & had successfully dlvd Allside siding 2 all 3 dealers. We felt like we had put in a full day already, not a ½ day!

Trip #2120 Lincoln, NE > Grand Prairie, TX

When we sent in r mt call on Thurs the 6th, dispatch indicated they were short of frght that day, so we headed over 2 the terminal 2 await dispatch. When Todd come on duty @ 0700, he advised us that we were #18 in line 4 a load!! So we went 4 breakfast @ the CCC cafeteria, then cked w/ Todd 2 c if there would b time 4 us 2 take the 1000 class being offered r drvrs 2 review the Hrs of Service rules. He confirmed that we most likely could.

Crete has asked all their drvrs 2 take this class sometime in the next month or 6 wks & will pay each of us $50 2 do so, assuming u passed the test upon completion.

Actually the video was well done & it was an informative review, & afterwards there was opportunity 2 clarify any ?s drvrs had. The new Hrs of Ser Rules has been the source of a great deal of confusion & debate over interpretations among not only CDL drvrs, but also DOT officers, weigh scale officers & patrolmen alike.

The federal hours-of-service rules say that you must stop driving a commercial motor vehicle (CMV) upon reaching certain limits, including the 11-hour driving limit, the 14-consecutive-hour limit, & the 70-hr in 8 days limit. Team drvrs no longer have the split-sleeper option that worked so well 4 every1 4 a #of yrs. Fr teams’ pt of view, the latter rule chg has served 2 increase safety concerns, rather than help. Though a # of law suits have been filed in an effort 2 get the federal rules changed back 4 teams, so far nothing has been done 2 correct the matter. This has not seriously affected us, as we really do not want 2 drive that hard anymore, anyway. It remains a serious matter 4 younger teams, especially those who represent 2 different households.

By the time class was over, we had moved up to 13th in line 4 a load, while 1 of r classmates had moved up fr 28th to 23rd in line. An unusual situation, frustrating for drvrs & dispatch alike. We sent Todd a msg offering 2 run home w/ r car, 2 avoid idling the trk so long on a hot Nebraska day & 2 permit non-resident drvrs 2 get rolling sooner. Though this would have been permitted, we would have lost r place in line & would have been in the same fix come the next morning, so we advised Todd we would stick it out.

Apparently, a # of loads came in about 45 mins later & he advised us that we had moved up to #2 in line. Not long afterwards, he sent us a load offer. The load picked up there in Lincoln @ the Kawasaki Motors plant, was on a pre-loaded trlr, bound 4 Grand Prairie, TX, the following day—July 7th, anytime between 0730 & 1400. We hustled right over 2 pk it up. In the meantime we gave r family a call 2 say we would be coming thru town en rt & were going 2 stop 4 a bite 2 eat & @ the p.o. 2 pk up r mail, saying any1 who could join us on the spur of the moment, were welcome 2 meet us. 1 of r granddaughters was about 2 go 2 work & 1 of r grandsons was ready 2 head 4 swim team practice. Both drove in 2 join us though declined 2 eat anything, it being the middle of the afternoon. We had a fun visit w/ them. Afterwards, we pked up r mail & headed s, driving as far as Falls Valley, OK b4 stopping 4 some shut-eye. We dlvd the 10 green Kawasaki’s by 1230 , Fri, 2 GATX Logistics, a Kawasaki warehouse in Grand Prairie, TX.

Trip #2119 Prairie du Chien, WI > Eau Claire, WI > Lincoln, NE

When we sent r mt call @ Cabelas, dispatch sent us a msg saying they were out of loads 4 the day in that area. We were parked in the customer lot @ Cabelas, alongside some nice grass & trees & it was a beautiful day. Smidgen enjoyed alternately running & cooling his tummy on the grass. Some1 was giving his hunting dog obedience training about 150 ft further away. Much 2 Smidgen’s great disappointment, the dog never came over 2 visit him. We walked in 2 look around Cabelas 4 a while.

Upon r return, we cked w/ dispatch 2 c if they might dispatch us on 1 of the next day’s loads so we could head toward that shpr b4 the returning holiday traffic got heavy & 2 c if they might have 1 coming out of the Madison area, where my brother & his wife happened 2 b. No luck on the latter request, but they did have several loads coming out of Menards up in Eau Claire, WI the next day. He started reading off the list—Ft. Wayne, IN; Lincoln, NE… I didn’t wait 2 hear what the 3rd 1 was, interrupting 2 ask “How about that Lincoln 1?!” Sure, he said, & promptly sent us the load info.

When we looked over the suggested routing, we suddenly realized that none of the rds would b illegal 4 us pulling a 53’ trlr. We got r Randy McNally Truck Atlas out 2 c how we could get there legally, & discovered all the hwys leading out of Prairie du Chien 2 the N,E & S were illegal 4 trks pulling 53’ trlrs! They were, however fine 4 those pulling 48’ trlrs! We knew that state policies may not deny access 2 over-length rigs in reasonable distance of theNat’l Network of hwys; i.e. a distance of 1 mi is assured. However, we were faced w/ a distance of 147 mi! We cked w/ Crete 2 c if they would cover any fines we might incur. We were told that we should “do what u have 2 do” & that they would cover us. So we headed n along the Mississippi River on WI 35 as far as La Crosse, WI. The shortest rt would have been 2 have then taken WI 93 on up 2 Eau Claire however there being no trk/stps along that rt, we elected 2 continue on up 2 Ossco, WI (@ jt of I-94) where we stayed overnite @ the Golden Rule T/S.
After breakfast we gave Menards a call 2 c r load might b ready early. Indeed, it was, so we PDQ’d right up there; dropped r mt trlr & pked up r loaded trlr & headed 2ward Lincoln, NE.
R load consisted of 26,000#s of gen merchandise 4 Menards South. Though it could b dlvd in Lincoln anytime between 0800-1800, we went straight down there, stopping only 4 meals. We arv @ 2300 & discovered another drvr already parked @ the entrance, shut down 4 the nite, assured being 1st in line! We knew that Menard’s actually open @ 0500 4 the convenience of builders & contractors, so we set r Screaming Meanie accordingly, in hopes the other drvr might not know that.

However, when I took Smidgen out 4 a walk the next morning, the other drvr was already up, waiting 4 them 2 open! We visited 2gether & I found he had 4 or 5 drops that day & wouldn’t b in the dock very long anyway. As it turned out, they left us both in @ 0500 & were both unloaded promptly.

Trip #2118 Fullerton, CA > Fontana, CA > Redlands, CA > South El Monte, CA

When we dropped r load @ Kimberly Clark in Fullerton, we found there were no available mt CCC trlrs. Their shag drvr had been most helpful, zooming fr lot 2 lot w/ his “goat” looking 4 an mt 4 us, even cking the cameras in the docks on the side of the bldg that was inaccessible 2 us. None of the trlrs in the unloading docks happened 2 b Crete’s, so there was no pt in waiting around.

CA dispatch suggested r cking r drop yard up in Fontana, 42 mi to the NE. By that time, Lawrence was nearly out of time on his log bk & had barely enough time left 2 get up there & b able 2 do his post-inspection. Upon r arrl the security guard cked his records & found he showed 1 mt. We did a search of the lot & discovered another CCC drvr had already nabbed it, backed up 2 it & shut down 4 the nite.

Since r next load was not scheduled 2 b ready until noon the following day anyway, we decided 2 do likewise, knowing there was a possibility that another mt might b dropped during the nite.

However, none came in & when we got up, still another CCC drvr was already searching up & down the lines of trlrs & found, as we had, that all the CCC trlrs had seals & locks on them. He told us that he had dropped an mt there earlier the previous eve & had not thought 2 put his lock on it 2 save it 4 his return in the a.m.

We advised dispatch that we were still w/o an mt trlr. This time they suggested running over to Becton Dickinson, a pharmaceutical facility in Redlands, CA –18 mi W, 2 C if they had 1. As we approached their facility, I noted there was 1 CCC trlr w/ open doors. However, as I pulled up 2 the guardhouse, I saw a CCC bobtail had just backed up 2 it! Sure enough, it was the drvr we had talked w/ a little bit earlier back in Fontana!

The guard, however, said they had 2 of r trlrs in the receiving docks that were due 2 b unloaded that evening. She said there was a possibility that they would unload them early. When she inquired, they said they would b glad 2 unload 1 of them, estim it would b about an hr. We were welcome 2 back up 2 it. 15 mins later, they came out & announced that we were “good 2 go, ” even offering 2 remove the safety stand under the front of the trlr & kick the chock out from under the tandems 4 me! Impressive & most appreciated. Lawrence quickly raised the landing gears, hooked up the air & electric cables while I advised dispatched we had finally secured a mt trlr. After cking the trlr lites, we headed back toward the heart of LA & down 2 South El Monte 4 r load. R deadhead had increased fr 25 mi to 116 mi driving around the LA basin in heavy traffic.

The dir provided on the QualComm warned that it would b necessary 2 back in @ the shpr 2 b live-loaded. This turned out 2 b far more difficult than 1 might imagine.

The 1st challenge was doing a 360 in the cal-de-sac @ the end of the st, which normally would have been relatively easy. However, some1 had chosen 2 park in the already tight circle. Fr that pt on, it required a true “togetherness project!”

Initially, Lawrence drove while I spotted 4 him as he worked the rig within inches of the car. This process required jacking the trk several times. R red paint would certainly not have matched the white car! After finally being able 2 get the end of the trlr headed in2 the entrance 2 the Peca facility, he began backing in. Not being as skilled @ giving the hand signals 2 indicate when to “cut” & when 2 “follow” as Lawrence, he soon gave up & suggested I do the backing, while he gave me the signals as is normally r approach 2 especially difficult backs. This 1 was really a dozzy! The entrance drv was lined w/ shrubbery, flowers, a fancy jt mailbox, & cars parked on both sides of the S shaped st, leaving almost no room 4 maneuvering a trk & 53’ trlr! The shpr supervisor, a very nice Japanese gentleman, positioned himself @ the rear-drvr’s side of the trlr , providing mostly helpful hand-signals of encouragement 2 keep coming back. However, when his 4-wheeler type hand signals conflicted w/ those of Lawrence, I deferred 2 Lawrence’s. 2gether we managed 2 get worked back in 2 the warehouse door area, amid many racks of hanging waders.

Just I was ready 2 set the air-brakes, a Chinese gentleman, who had been waiting patiently on the st extension 2 my left, pulled up & parked beside me. He congratulated me, in Chinese, on my backing skills & gave me a beaming smile & a “thumbs up!” I thanked him in English, though what he didn’t realize was that I could not have accomplished the feat as quickly, had it not been 4 Lawrence’s capable hand signals on the far side! It turned out that I was only the 2nd woman drvr who had managed 2 do so, so I was a bit of curiosity 2 all the Hispanic, Japanese & Chinese on-lookers.

Lawrence later conferred with a close friend & fellow CCC drvr re the experience. R friend had also picked up a load fr this shpr a couple yrs ago & he declared it had taken him 4ever 2 get backed in, not having another knowledgeable drvr 2 assist him. We admit that r doing this semi-retirement job together has many advantages over that of the single/solo drivers. We have the highest respect & admiration 4 solo-drvrs’ skills in backing & navigating, especially in the huge metropolitan areas. We do it the easy way, in comparison.

Peca had a group of men hired who floor-loaded 544 boxes of neoprene waders. We were 2 take the load 2 Cabelas up in Prairie du Chien, WI for anglers who enjoy fishing, while standing, chest-deep, cold mountain streams. 1 of the workers would bring a stack of boxes out 2 the end of r trlr, raise them up 2 the workers inside the hot trlr, who in turn stacked them in the front of the trlr. It was a time-consuming & very hot job. None of the loaders knew a word of English.

Since it clearly was going 2 b a good while until we were loaded, I decided 2 c what the fellow working under an open tent was doing. There was a large, sq vat, filled w/ water, having a rack over the top, which could b raised up & down. His job, I discovered, was 2 test each pair of waders 2 b certain they were water tight. He would raise the rack, lower a pr of waders in2 the water, then place the bib & shoulder straps over the front edge of the vat, lower the rack 2 hold them in place, then insert an air hose into the waders, inflating them somewhat b4 lowering the waders in2 the water bath. He would then ck 4 any telltale air bubbles. Cing none, he would hang the tested waders, by the shoulder snaps, on2 a tall, rolling rack. When the rack was full, he would roll it out in the hot sunshine 2 dry thoroughly b4 being placed in boxes 4 the next outgoing shipment.

As his work permitted him 2 visit some while he worked, I took the opportunity 2 visit w/ him. His 1st name was Santiago, & he spoke surprisingly good English already. This 50 yr old man told me that he had never had the opportunity 2 attend school, though his wife had had 5 yrs of school. By 1970 the Mexican economy had nosedived, he struggled 2 support his wife & 2 children on meager wages. He turned, in his discouragement, 2 drinking & smoking, as did many others. Eventually, his drinking caused him 2 b fired fr job after job. When he hit bottom, he said he turned 2 his faith in God, making a deal w/ Him if the Lord would help him quit drinking & smoking so he could find a good job. The Lord has been faithful in helping him, as he immigrated 2 the USA 2 find work 2 provide 4 his family back in Mexico. He decided 2 learn English by carefully listening 2 English-speaking people he met in CA & worked w/ these last couple of yrs. He is in hopes of getting his US citizenship in the next couple of yrs. He was happy & proud 2 have turned his life around, rightfully so. When he returns to visit his wife & children, they can hardly believe what he has accomplished thus far. He said that he has tried, unsuccessfully, 2 encourage the other Hispanics that work @ Peca, 2 also learn English. I suspect, that he will, as time goes on b given more responsibility & the men who load the trks may reconsider the advantage of being able 2 speak English & b able 2 better communicate.

Lawrence & I have observed a great many changes over the yrs we have traveled throughout the USA. R nation has evolved fr a primarily white population of European descent in2 a truly multicultural population, reflecting every continent on earth, becoming the 3rd most populous country, having grown by 100 million people since 1967. Over ½ of this growth is the result of immigration, both legal & illegal, they r arving @ the rate of one immigrant every 31 seconds. R population is expected 2 hit 300-million in October 2006!

Having lived in Nebr 4 the past 50+ years, where the population density is only 22.7 per sq mi, it was a real eye-opener 2 us as we began 2 criss-cross r great country, & go in2 the more densely populated areas. We have observed the subtle changes taking place as the country has grew fr 70.3 per sq mi when we began driving 4 Crete, to over 83 persons. Only 18% of that growth has been fr those of European descent. It has been amazing 2 observe the changes that have been taking place in the makeup of r country, cing places that r simply running out of space r beginning 2 grow up rather than spreading out, listening 2 the many different languages spoken in the workplace, conversations, radio & TV, as well cing newspapers & publications, cing signs & billboards in various languages. We have been in places where u can run through 15-20 radio stations b4 finding 1 in English! What an incredible mix of different races, ethnic & cultures.

Getting out of the LA area [via I-15N] was very slow going due 2 rush hr traffic it being a holiday wknd & there being a couple bad accidents over Cajon Pass. We had planned 2 fuel @ Hesperia but that ex was blocked due to 1 of the accidents, so ended up fueling in Barstow instead. As we passed the Hesperia Pilot, we remarked that it was the 1st time we had seen lots of available pking places @ huge t/s. Predictably, trks were waiting in long lines @ both of the Barstow t/s’s.

On the 1st, as we were going thru Richland, UT, we had a call fr some good friends of r’s—owner-operators/team drvrs, who were heading W to LA as we were heading E out of LA. They were xing IA @ the time & we when we realized r paths would x, decided 2 try 2 meet 4 a late supper. The most likely spot would come @ Downieville, CO—about ½ way down the mt. There is a state weigh scale & a Subway w/ trk pking there. Though we arvd 1st, they came down the wb-ramp less than 10 mins later, just as we were finishing doing r log bks! Smidgen was delighted 2 b invited over 2 their trk condo 2 visit their dog , Makayla, a Pembroke Welsh Corgi, while the 4 of us went in 4 a Subway & a nice visit. This special opportunity is a good example of what cellular communication makes possible!

When we reached Lincoln, NE, we decided we had enough time available 2 permit r taking r car, run home 2 pk up mail & stay overnite b4 continuing on r way 2 WI. Lawrence wanted 2 c if there was word fr the Transportation Security Administration re renew his HazMat endorsement after having been fingerprinted. Indeed there was, saying they had reviewed his application & had determined that Lawrence posed no security threat, & that he could present the letter 2 the DMV exam office where he had taken & passed his exams, 2 get his, fully loaded, renewed CDL. He did just that the next a.m., b4 we headed on 2 WI.

We drove as far as Altoona, IA the evening of July 3rd & were amazed 2 find Bosselman’s Pilot T/S filled 2 near capacity. While eating supper @ Grandma Max’s, all the sudden a # of the patrons got up hurriedly & went outside, leaving partly eaten meals behind them. Some of the help also joined them. Just then, we looked out the window beside r booth & saw the 1st fireworks going up. We had an ideal vantage pt fr which 2 enjoy the show. It was 1 of the most incredible shows we have ever seen & it was little wonder that parking @ I-80 ex 142 was @ a premium that evening! Had we gone outside, we could have heard the accompanying music & sounds of the display that was set off electronically.

We had 2 think of all the beautiful displays we have enjoyed seeing over 4th of July weekends in r travels. Places as varied as Conneaut Lake, PA; Chicago; NYC; Nebraska; SLC; KCMO, Montana & even once, while sitting on blankets w/ 1 of r son’s & his family, on the grassy mt-side in Chickamauga Nat’l Military Park, listening 2 the patriotic strains of the Chattanooga Symphony Orchestra, as they played, in formal attire, a little higher up the slope.

It has been 230 years since Congress adopted the Declaration of Independence [July 4, 1776] During that time, US President John Adams, predicated/suggested, in a letter to his wife, of this turning point in history, that “…will be celebrated by succeeding generations, as the great anniversary festival. It ought to be commemorated as the day of deliverance…with pomp and parade, with…guns, bells, bonfires, and illuminations, from one end of this continent to the other…” Indeed, that has been the case! Such special occasions never cease 2 bring pride in being citizens of this great country & 2 b thankful 4 the freedoms we enjoy!

When we got up on the 4th of July, we left the interstate, & angled x eastern IA via US & state hwys that r part of the national network legal 4 trks pulling 53’ trlrs. These secondary state hwys were mostly 2-lane, though some of the US hwys had sections of 4 lanes. Though u don’t make as good time on such rds as u do on the interstate system, it is enjoyable & interesting. After having spent the majority of r lives on the farm, we love watching the growing crops & cing the farmsteads & livestock. These hwys provided an unending panorama of beautiful farm country 2 enjoy as we made r way 2ward the WI border & Prairie du Chien.

When we did r trip planning, we had noted in the ’06 Nat’l Trk Stp Directory that the Git & Go Trk Stp had a café on site @ jct of US 30 & IA 14 in Marshalltown, IA (about 40 mi NE of Altoona). We decided 2 stop there 4 breakfast. It was quickly apparent 2 us that Cecil’s Café was a popular spot for locals & truckers alike. There were a # of novel signs, newspaper articles & pictures on the walls of the café. U may enjoy reading a sample of a couple signs I copied down:

COFFEE PRICES Effective Yesterday
1 cup 1 refill 60 cents
1 hour – same chair 70 cents
½ the morning – includes one table move $1
½ the morning – includes one table move $1
All morning – includes one restroom visit $1.50
All day – bring your own lunch $3
1 hour allowance for lunch at home $2.50
Spoon Knockers, Fanny Pinchers, Cup Wavers, Liars – All Pay Double
Ask our Waitress about Weekly Rates
========================================
Road Kill
You Kill It - We Grill it
Featuring Some of Our Highway’s Finest
Eating Food is More Fun,
When You Know it Was
Hit on the Run.
Entrees:
Center Line Bovine……………$4.95
The Chicken (that didn’t cross the road)……..$3.95
Flat Cat………………………………….$2.95
A Taste of the Wild Side:
Chunk of Skunk…………….$1.95
Smidgen of Pigeon…………$1.95
Road Toad a la Mode………$1.65

We, however, elected to try Gordie’s Everything 3-egg Omelet………$4.95, instead.

After breakfast, we continued N/E, going thru Waterloo, IA & a series of small farming communities, eventually xing the Mississippi River @ Marquette, IA and in2 Prairie du Chien, WI. There we turned N 4 a couple mi on WI 35 to r consignee—Cabelas--where we dropped r load & pked up an mt CCC trlr 2 use 4 r next trip assig’t.

Trip #2117 Yakima, WA > Everett, WA > Fullerton, OR

As mentioned in r previous blog [#2116], fright up in the NW was very slow on June 26. There were about 150 trks pked @ the Gear Jammer T/S in Union Gap, WA during the day already. Normally a t/s doesn’t start 2 fill up until eve, however this time it remained near capacity throughout the day, confirming that there a great many drvrs waiting 4 a load. If the wheels aren’t turning, u aren’t making anything, in fact loosing $ as u still need 2 eat & it being a terribly hot day [103 degrees] , it was necessary 4 every1 to idle their trks & run A/C’s, which is no small matter, especially considering the price of diesel fuel 2 day [$2.99 per gal]. 4 the single [solo] drvrs, their 14=consecutive hr limit continued 2 run whether they were drving or not, so even if a load came thru late in the day, they may well not have enough hrs left 2 b able 2 pk it up & once their 14 hrs was up, they will be required to have a minimum of 8 hrs in the bunk plus another 2 hrs, either in the bunk or off duty. It matters not that many of them slept during their wait.

This is 1 place where we, as team drvrs, have an advantage over the single drvrs. I was the 1 who was logged @ the beginning of r day, & even though my day was almost done by the time we were finally dispatched, Lawrence had not yet started his day & could have pked up a load & run w/ it. Though I had only put in 1 .75 hrs 4 the day—legally, I was “out of hrs” by the time r load offer came thru.

As it turned out, the load Mike finally found us wasn’t due 2 b pked up until the following day, a little N of Seattle. It was pointless 2 give up a good pking place & try 2 head over there, knowing that all the trk stps would b full as well. So I did my post-trip inspection & we both just called it a day. When we sent in r hrs over the Q/C Lawrence 0 hrs 4 the day, which we couldn’t remember ever having happened b4.

We found a grassy place 4 Smidgen 2 stretch his legs & lv & read msgs @ leisure while we sat on a large rock & visited. We took him back 2 the trk, left him “on guard duty” while we ambled over 2 The Outback 4 a nice supper. We rewarded Smidgen, upon r return, w/ a couple bites of r pork chops.

We got up soon after sunrise & headed up 2 Ellensburg, WA, xing the 3 high ridges between Yakima & Ellensburg. The Manastash Ridge provides a spectacular view of Ellensburg, the expansive valley in which it lays & the jct of I-82 & I-90 as u make the 5 mi, 5-6% grade descent in2 this small Washington city.

It may b of interest 2 note that the word city large center of population organized as a community. By the way, he word “city” comes fr the Latin word civitas, which denotes a community that administers the affairs of a larger population ctr.

We took on fuel @ the Pilot in Ellensburg, shared a breakfast sandwich, read the paper & cked r in-coming mail b4 heading west on I-90 toward Seattle. It was nice 2 make this run during daylight hrs, as it is particularly scenic.

The weigh station @ mm 80, predictably, was open. As we pulled x the scale w/ r mt trlr, we were asked 2 go 2 the inspection bay 4 a fuel inspection. IRS Officer, James A. Olson, took a fuel sample fr both tanks & found its color & composition 2 b just fine, saying we were free 2 continue on r way. The IRS may fine any1 who misuses dyed fuel. U often c signs @ weigh stations urging people 2 turn in people who do.

The drive x the Wenatchee Mts in the Cascade Range is a joy 2 behold during any season. Though the outside temps on the 27th were 79 degrees as we made the gradual pull up 2 the summit, we were in site of a # of snow-covered peaks—Mt. Rainier 2 the S, Mt. Baker 2 the N, et al. The towering forest trees are breath-taking. They are even more beautiful when laden in heavy snow during the winter months.

Snoqualmie Pass [3,022’], east of North Bend, WA begins a steep. 6% grade, 4 the 1st 4.5 mi, followed by another 4.75 mi of grades varying fr 5% down to 2-3%.

Upon reaching Seattle, we took I-504 up 2 the N edge of Seattle, where we pked up I-5N up 2 Everett, WA, where we turned off on WA 529W 2 Kimberley-Clark’s facility along Possession Bay. Ocean going freighters lined the shores.

Having been here b4, we weren’t surprised 2 find the lot nearly full. The security guard has clearly gotten out on the wrong side of the bed that a.m. He told us he had no more room mt trlrs, r load was not yet ready—perhaps by 4 p.m. PDT, & that we must lv . He did, @ least, albeit begrudgingly, advise us where the nearest t/s was located—10 mi N on I-5. As we turned a 180 on the lot we noted that there were a couple mt slots. Hmm… Then, as we were heading back up the service rd, we met another in-coming drvr. We talked briefly in passing & he told us that they had called him, telling him 2 take an mt trlr up o Kimberley Clark as they were running short of mt trlrs. Go figure!!

A while later, this same drvr bobtailed in2 Donna’s Travel Plaza, saying that his load wasn’t ready either. As the afternoon went on there was a fair amount of misery-loves-company visiting. All agreed that we would not venture back until we had called the guard shack 2 ck whether r loads actually were ready @ the time he had given each of us. Not 2 r surprise, when we called @ re r own load, we were advised that they were working on it but 2 ck again @ 6. The fact that Crete had provided the # 4 the guard shack confirmed this sort of thing occurs on a regular basis.

When we called the next time, we were told they had just finished load r trlr. A shift change had taken place by that time, and we found the gentleman in the guard shack 2 b both helpful & pleasant. When we pulled up, Lawrence gave him the B/L # we were 2 pk up, he responded, w/ a smile, “The 1 u have been calling about the last 2 days?!”

When r load info had come thru, it said that the wgt of r load would b 40,999#s & that there would b 40,999 pieces. These figures were immediately suspect, especially the # of pieces. We were already debating where we might scale the load b4 xing a state scale. We asked the guard about it & he explained the Kimberly Clark uses “dummy figures” 4 both the wgt & piece ct 2 the trucking companies that haul their frght. The actual figures r provided on the B/L that accompanies the load & given 2 the drvr. That is a most unique way of doing it.
As it turned out, we need not have worried cking the wght of the load b4 reaching the 1st state weigh scale, as the actual wght was only 18,678#s. Further, the piece count was only 18,678 cases. The contents of r load: Kimberly Clark extra soft, tissue-wrapping paper!

After we finally were able 2 head toward the consignee—KC Global Sales, Inc. in Fullerton, CA—it was already late in the day. We drove only as far as Lacey, WA where we knew there was ample trk parking @ the Hawk’s Prairie Restaurant on the E side of I-5 x 111. We have stopped here b4 & have always found their meals 2 b excellent, their employees very nice. We lucked out in getting there b4 closing time. We enjoyed a very good meal & good service. By the time we headed back 2 the trk, it was midnite r time (CDT), so we decided 2 just call it a day, since we would have ample time in which 2 dlv the load 1,196 mi S of Everett. Smidgen even had an enjoyable late nite walk/run along the nice grass-lined sidewalks b4 we all 3 “hit the hay.”

As always the drv down I-5 was lovely, and very scenic .

Wednesday we fueled @ both Brooks, OR & Corning, CA. We remained in Corning 2 shower, eat supper & stay over night, b4 completing this trip. We have a 7-hr window of time in which 2 dlv the load on Fri, June 30th.

Trip #2116 Flagstaff, AZ > Bellemont, AZ > Yakima, WA

After we dropped r load, pked up an mt trlr, & sent in r mt call over the QualComm, David—the dispatcher for AZ—sent us a msg saying he was short of freight Fri (6/23) & would get back 2 us. We sent a msg back saying we would go back n on US 89 a couple mi 2 the Conoco Trk/Stp in the meantime. Not long after we got parked, David sent us a load offer. Noting that it was out of Bellemont, AZ—just 11 w of Flagstaff-- & that it would not b ready until early eve, we decided 2 eat a leisurely breakfast @ the adjourning Mary’s Café.

Shortly after noon, we puttered on down 2 the shpr, on the slim chance it might b ready early. Alas, we had no luck on that score, though they said we were welcome 2 drop r trlr b4 going over 2 the nearby Bellemont Travel Ctr [I-40 ex 185] to wait. They thought r preloaded trlr would b ready late afternoon.

This was a large trk stop which offered a # of amenities, including a barbershop, etc. We did r trip planning, noting that the 1st authorized fuel stop wouldn’t b until we reached SLC—517 mi n of us. R trip info had indicated that we should ck w/ r fleet mgr re fueling, as the computerized fuel program had not automatically generated a proposed fuel stp 4 us, as is usually the case. We already knew that r load would weigh well over 34,000#s, that we would b pulling mts & that r tanks were less than ½ full. Not a safe bet 2 head up thru the scenic Painted Desert (a little E of the Grand Canyon), the Vermillon Cliffs, the valley that lays between the Zion & Bryce Nat’l Parks, Fishlake Nat’l Forest, & the Provo area 2 SLC w/ that little fuel. When we cked w/ CCC, they said they would open r fuel card @ any trk stp that took ComData we would like. Since the trk stp there in Bellemont did accept ComData, we elected 2 take on enough fuel 2 assure r reaching Sapp Bros, giving them some business since we were spending the afternoon @ their facility.

The wait did provide an opportunity 4 both of us 2 take an afternoon siesta. It being “Nat’l Take Ur Dog 2 Work Day,” Smidgen thought he would join us in taking a break, resting @ the end of r bed, his chin on the window sill, watching 4 anything of special interest 2 go by the truck, namely a fellow canine cousin.

Later on we drove back over 2 r shpr—SLA Tissue North America Tissue LLC—2 c if they had r load ready 4 us. We were pleased 2 find that it was! R trlr was full of paper napkins, towels, toilet paper & dispensers such r used in public restrooms. If u happen 2 c a towel or toilet paper dispenser w/ the letters SLA on it, u will now know that it originated from this plant in Bellemont, AZ.

As u might guess, these rolls of towels & toilet paper r far heavier than those used in homes. There were 1,106 cases of product, on 26 pallets, weighing 34,527#s. We stopped back @ the Bellemont Travel Ctr 2 scale r load & were pleased 2 find that the fork-lift drvr really knew what he or she was doing. The wgt couldn’t have been more equally distributed! No need 2 slide the tandems this time!

We drove back E over 2 Flagstaff, where we turned n on US 89. Since we were not due 2 unload in Yakima, WA until Monday—June 26th—a.m., we could travel @ a fairly leisurely pace.

Fri nite we stopped b4 sundown @ the new Walker Trk/Stp in the Coral Cliffs area on the w edge of Kanab, UT. The setting was beautiful, & they had done an outstanding job of landscaping the property, w/ unusual attention 2 making their trk/stp “driver friendly”, even 2 the point of making the drv-thru , fast-food, [Wendy’s] window accessible 2 semis!! Everything was neat & very clean, the employees friendly & accommodating.

This 1,219 mi trip, by the way, took us thru the states of AZ. UT, ID, OR & WA via US 89, I-15, I-84, US 395, I-82, then taking a shortcut via Patterson via WA 14, & back on2 I-82. In addition 2 the above mentioned places, we enjoyed cing the great variety of growing crops, including potatoes, onions, hay, vineyards, hops, & orchards. We had not been over these particular rts 4 a while & it was fun cing all the changes that had taken place in the meantime.
We stopped in SLC to fill r 200 gal tanks, shower & eat supper. It was immediately apparent that we would NOT have made it 2 SLC had we not taken the precaution of taking on some fuel down in AZ!

We drove as far as Heyburn/Burley/Rupert, ID [I-84 x 211], where we stopped 4 nite @ the new Loves Trk/Stp. In the a.m., we stopped @ Jerome, ID @1 of r favorite Subway’s, where they make their breakfast sandwiches “fr scratch.”

We made another stop in Ontario, OR 2 ck e-mails, do some on-line banking & share an Arby’s chicken salad wrap. 2 tide us over until we reached Yakima.

Upon lving Ontario, we began the long, 150 mi, slow climb 2 the top of “Cabbage Hill” [also known as Emigrant Hill, Deadmans Pass, or Meacham Summit] @ mm 241—the 4,193’ summit of the Blue Mts.

A couple mi S of North Powder, OR [@ mm 287 ½] we passed the sign marking the 45th parallel—advising that we were exactly ½ between the equator & the North Pole.

We stopped at the rest area @ Deadman Pass. If u ever travel OR I-84W, it is well worth ur time 2 stop there & look @ the paintings & text re the incredible story of the Oregon Trail.
On May 22, 1843, a mere 163 yrs ago, 1,000 adventurous Americans left MO 2 follow the incredibly difficult, 2,000 mi, “Pathway to the Garden of the World” 2 seek new lives. Over the next 2 decades 50,000 immigrants were 2 make the same journey.

Xing Emigrant Hill/Deadman Pass was especially arduous as they & their livestock were near starvation, wagons battered. As they reached the Meacham Summit, or what trkrs usually call “Cabbage [Hill]” the view they beheld as they looked down at the beautiful valley must have been as breathtaking as it is 4 travelers & truckers 2day !

Tragically, many people & livestock were killed as they attempted the arduous trip down the 6% downgrade 2 the rich valley 6 mi below. Weakened oxen were often unable 2 hold back the heavy wagons, were run over, as the wagons hurtled down the mt out of control. Many lives were lost in the last legs of the grueling 4-6 month long journey.

Despite the fine 4-lane interstate that now provides xing this formable mt comparatively easy, it does require good driving skills 2 safely traverse, especially during inclement weather. U often find urself in or above the clouds, creating very limited visibility. During the winter months presents challenges of black-ice, solid ice & heavy snow & the chain law is often “up.” It is not all that uncommon 4 the hwy 2 b shut-down completely, due 2 impossible conditions or accidents. @ mm 226 ½ there is a guideline 4 trkrs which provides excellent guidelines on long, steep descents anywhere 4 vehicles having 5 axles or more. It reads:
Weight Speed limit
60,000 to 65,000………………37 mph
65,000 to 70,000……………....26 mph
70,000 to 75,000……………….22 mph
75,000 to 80,000……………… 18 mph

Accordingly, Lawrence dropped 2 gears, set r flashers & let r 4-cycle Jake Brake control r descent, w/o so much as touching the brake pedal. Lighter loads passed us & soon were out of sight, around the next curve. 1 drvr passed us, apparently having failed 2 gear-down properly, & very soon was riding his brakes. About 3 mi down his brakes began 2 smoke seriously. Luckily he did make it down safely but we noted recent tracks in the escape ramp @ mm 220 that some1 had not.

We also noted a trk pulled off on the eastbound side due 2 overheating his engine cooling system, no doubt thinking he could lv his A/C on 2 ascent the 12-mi pull on that side. Not a wise idea!

We have xed Cabbage more times than we can count, in all kinds of conditions & w/ both light & heavy loads, thankfully always safely. We have enjoyed the beauty of the forests & streams on the eastern slopes, & the incredible view fr the top on clear days—as was the case this trip—as we look down on the vast patchwork of fields of varying colors, far below.
We continued past Pendleton, over thru Hermiston, 2 the edge of the beautiful Columbia River, xing it @ Umatilla, OR on I-82. We turned off @ the 1st ex, taking the shorter rt WA 14 over thru Paterson, WA 2 Prosser, where we again pked up I-82W.

We couldn’t help but smile when we turned N @ Paterson & went by a large dog-house, w/ a large cut-out of Snoopy, sporting a police officer’s cap. A sign over the door of the doghouse marked it as being the Paterson Police Department!

We followed OR 14, within sight of the Columbia River, until we reached Paterson. There we began the steep pull up past vast orchards 2 the E lush vineyards 2 the W. Huge turbines draw water up the steep sides on the N side of the Columbia 2 the agriculturial fields above 2 provide water 4 irrigation.

The view, as u begin the steep descent down in2 Prosser, is another impressive sight both the day or @ nite! A view area is provided @ the top.

We went as far as Union Gap, WA Sun nite, where we stopped @ the Gear Jammer T/S 4 the nite. We went in 4 a mid-nite snack but were disappointed that r favorite waitress was not on duty @ the time. 1 of the 1st times we stopped there happened 2 B on our 40th wedding anniver & we had elected 2 order a pie of cherry pie al le mode 2 celebrate the occasion. The waitress had been so impressed 2 find that we had shared 40 yrs of 2getherness, that she had insisted on the pie being her treat. We had hoped 2 assure her that we have now passed r 50th!

Monday a.m.—June 26th-- we drove 4 mi up 2 Yakima 2 unload @ r consignee. After sending in r mt call, Mike—Crete’s dispatcher 2 WA—sent us an apologetic msg saying he was short of freight & 2 ck back w/ him in 3 hrs. We advised him we would go back down 2 The Gear Jammer 2 await dispatch. It was not encouraging 2 note that their large lot was nearly full of other waiting trks. We lucked out on getting a good pking spot, @ least. In the event we have 2 lay-over until 2morrow, I may have 2 lobby 4 supper @ The Outback, conveniently located right next 2 The Gear Jammer!

Trip #2115 Lincoln, NE > Flagstaff, AZ

Not having a legitimate excuse 3 extend r home further, we contacted dispatch Tues eve 2 advise we were ready 4 a load 1st thing Weds morning, June 21st.

In talking w/ them, we discovered that a load had just been dropped @ the Lincoln terminal that needed 2 have a ride down 2 Flagstaff, AZ by Fri, the 23rd. There were also loads available Wed a.m. going 2 the southeast but the Flagstaff load would eliminate the need 2 round up a mt trlr & go 2 the shpr 2 have them loaded. This load was ready 2 go, so we didn’t 2 accept that dispatch already Tues nite.

This load had come out of Iowa & was a load of pet food going down to Nestle Purina Pet Care in Flagstaff. It was a fairly heavy load (40,058#s) so we took the precaution of running it over a certified scale b4 setting out w/ it.

As it was only 1,146 loaded mi, we were not pushed 7 could stop 4 good nites of non-moving sleep en route. This load took us via NE; Dodge City & Liberal, KS; Guyman, OK; Dalhart, TX, Tucumcari, Albuquerque, & Gallup, NM & x eastern AZ on I-40.

We arvd in Flagstaff already Thurs nite but elected not 2 dlv it early but rather got a good nite of rest b4 taking it over to Purina.