Lawrence & Ann's Blog

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

2006-09-04T21:17:00.000-07:00

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

2006-09-04T21:15:00.000-07:00

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

2006-09-04T20:41:00.000-07:00

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

2006-07-12T08:13:00.000-07:00

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

2006-07-11T22:34:00.000-07:00

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

2006-07-11T22:30:00.000-07:00

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

2006-07-09T18:03:00.000-07:00

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

2006-06-28T22:25:00.000-07:00

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

2006-06-26T14:39:00.000-07:00

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

2006-06-25T14:05:00.000-07:00

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.

Trip #2114 Longmont, CO > Golden, CO > Lincoln, NE > [Cold Spring, MN]

2006-06-24T17:01:00.000-07:00

We had earlier requested being home by Thurs eve, the 15th, 4 a long wknd. In the process of arranging this, dispatch had preplanned us a load out of Golden, CO that was due in Cold Spring, MN by Fri @ 5 a.m. They granted us permission 2 drop the load in Lincoln, NE, where another Crete driver would re-power it on 2 MN.

The only “fly in the ointment” was that we would not b permitted 2 arv @ the shpr more than 15 mins prior 2 r appt, due 2 their very limited space. We had 44 mi, thru the tail-end of morning rush hr traffic in the Denver area, so it took a bit of planning in order 2 arv @ the proper time.

We pulled in @ Ball Metal Container precisely @ 9:45 a.m. MDT, right behind another Crete. All their docks were full but 1. The receiver approached the Crete drvr ahead of us 2 ck his assigned bill of lading/pick-up#. After doing so, we were surprised 2 c the CCC trk do a 180 turn & lv the facility.

We pulled 4ward & gave the recvr r dispatched b/l #51004556. He promptly told us that we must lv, as well, as r load appt was not until 1 p.m. rather than 10 a.m.! He said that Crete had loads ending in 55-59 that day, & that the fellow ahead of us wasn’t due until 3:00 p.m.
We immediately notified Crete dispatch 4 clarification. They promised 2 ck in2 the matter right away, but it soon became evident the mix-up was going 2 take some time 2 unravel. Ball Metal, anticipating the arrival of the 10 a.m. appt @ any minute, said we must lv the property. He was nice about it but firm. He further said that we dared not park along the st as the police would ticket us.

While I handled Q/C & cell phone msgs, Lawrence drove out. A couple blks up the st we spotted another business facility that appeared 2 have ample room 2 permit r parking there 4 a short time until we had definitive word back fr Crete.

Having been pre-planned over a day b4 on this load, we were convinced that WE were the 10 a.m./51004555 trk that Ball Metal Container was expecting. We were @ a vantage pt where we were able 2 observe that no other Crete had arrived 2 pk up the 10 a.m. load. It was most frustrating, knowing that if no 1 picked up that load, Crete would miss out on 1 of their loads since Ball Meta; had their entire day scheduled w/ incoming trks.

@ long last, we got a call back fr Crete saying that 1 of the dispatchers had inadvertedly given us the wrong #--confirming exactly what we had thought, that we were, indeed, the trk that was 2 pk up the “55” load, not the 1 p.m. “56” load. We returned 2 the shpr w/o delay, in hopes that we could still get loaded.

Though it was nearly 10:30 by the time we got in2 a dock, they were still willing 2 load us, despite other truckers were arv @ a steady pace. The receiver was really very nice about it, explaining that they loaded per assigned & scheduled b/l #s.

This was a light load, weighing only 7,335#, despite the fact that the 53’ trlr was filled 2 capacity. We were taking 102,050 mt 24-0z alluminun cans for high energy drinks. They would b filled @ Gluek Brewing up in Cold Spring, MN.

High energy drinks seem 2 b the current rage, especially with students who feel they need 2 stay up very late @ night 2 prepare 4 an exam the next a.m. Most likely, many vehicle drivers also drink them in an attempt 2 remain alert during long drives. These high-energy drinks are loaded w/ tons of sugar & caffienc. The latter would b highly unadvisable 4 any1 having high blood pressure. Nonetheless, convenience stores r x the country heavily stocked w/ a great variety of these popular drinks.

We stopped in Denver on r way 2 eat lunch, ck r e-mail & scan r trip b4 heading up I-76 to pk up I-80 over 2 Lincoln. We pulled in2 the terminal @ 10:30 that eve, & advised dispatch we had arrived & were ready 2 T-call [terminate] the load. There was a couple clearance lites out on the trlr, so we took it over 2 the inspection bay 2 have them fixed in readiness 4 the next drvr. Lawrence also made arrangements 2 have r trk serviced 1st thing in the morning b4 we headed home 4 the wknd.

While the trk was being worked on in the morning, he went down 2 the Lancaster Co. testing offices 2 renew his CDL. Since we had had no accidents, he did not need 2 take all 5 of the tests he has endorsements for—only the HazMat exam. Understandably, this is the most difficult exam & he had been studying quite a bit in preparation. Not 2 my surprise but 2 his great relief, he passed the exam just fine.

As of the 1st of Jan 2006, any1 having a CDL w/ a HazMat endorsement, must also be finger-printed. This new rule came about as a result of the 9-11 attack on America. There r only certain cities in the state where this can b done & neither Lincoln, nor r hometown, was included on the list.

As we had Fri thru Sun fully scheduled already, we decided 2 take an extra day off so he would have this done on Mon up in Omaha, since it takes nearly 6 wks 4 the FBI 2 do a thorough background check on each drvr. Further, it costs $94 to have it done, though Crete does reimburse u upon completion & the new fully loaded CDL is issued. I had renewed my own, fully loaded CDL last yr, b4 this new rule went in2 effect, so did not have 2 b fingerprinted yet. U must have a current CDL w/ HazMat endorsements in order 2 drive 4 Crete & haul any loads requiring this qualification. We never haul explosives or anything like that, but do often haul such things as batteries, paint, etc. that does require a HazMat license.

After a great wknd @ home, we headed up 2 Omaha on Monday, the 20th 4 this purpose. When we arvd @ the site, Lawrence was told that their fancy, computerized finger-printing equipment was “down” & would not b available until Tues!!!

All was not lost, however, as we were able 2 visit 1 of r granddaughters over @ the U of O Med-Center, where she is serving an internship this summer & take her out 4 supper b4 returning home.

We advised r flight mgr of the problem & were granted permission 2 extend r time off still another day. This time, Lawrence drove 2 Tecumseh, NE to have it done, their office being open only on Tues. That office does it the old-fashioned way & so there was no worry of a computer breakdown. Though we were delayed in returning 2 the road, it did provide us opportunity 2 do a few extra things while we were home this time, which was most welcome.

Trip #2113 Ottawa, KS > North Kansas City, MO > Longmont, CO

2006-06-24T16:59:00.000-07:00

After dlving r load 2 Ottawa, KS, we drove 57 mi NE 2 General Mills’ Metro Park Warehouse in North Kansas City, MO, where we pked up a 11,893# load of granola bars, popcorn & party mix that we were 2 take out 2 McLane Distrib. in Longmont, CO. We pked it up @ noon on Monday, June 12th, & had only 637 mi 2 cover by Wed, 1 a.m.

We welcomed the slower pace after the harder runs the previous wk. We stopped in Colby, KS 4 a delicious supper @ the City Limits Steak House b4 shutting down 4 the nite @ Oasis Travel Plaza next door. We slept in & then went in 2 explore the gift shop & antique shop located on the 2nd floor of Oasis T/P. We always enjoy stopping @ this nice travel plaza.

We then drove on over 2 the Denver area & on up 2 McLane Distrib in Longmont 2 c if there would b any possibility of getting unloaded @ an earlier hr. We knew they loaded their own trks during the day & did not start recving until evening. Nevertheless, we drove up 2 the guard house already @ 4:30 p.m. MDT 2 ck on the possibility. The officer was very nice & said that he would let us drive thru & back out so we could re-enter the facility & wait on the entrance rd 4 him 2 give us a call over the CB as soon as he was able 2 work us in. He said he could not promise but did think there was a good possibility of his getting us in earlier.

The gates opened @ 7 & he began calling trks that had lined up behind us per their appt times. We waited patiently, listening 4 his call. Not long after the initial group of trks entered, he did call us in, directed us 2 the holding area & the recving office. In no time, we had r dock assignment & were backed in. This was a live unload that required a great deal of “break-down” as their “lumpers”/unloaders separated the 808 cases of General Mills products per outgoing orders 2 McLane customers 4 the next day.

Despite the time-consuming process, we were unloaded in a reasonable amount of time & were able 2 drive back over 2 I-25 & go down 1 exit to a trk-stp in Dacono, CO by 11:15 p.m., where we shut down for the nite. They had, what appeared 2 b, a nice restaurant but it had closed already 4 the nite. We noticed the McDonald’s x the st still had their arches lit when we drove in, so just as soon as we were parked, we walked over there 4 a midnite snack. Just as we started x the st their sign lite went off & 1 of the girls turned the key in the door. Lawrence started 2 turn around but I hurried over & tapped on the door 2 c if they might consider letting us in yet since they still had some customers sitting @ tables. We were most grateful when they agreed 2 do so as we had not eaten since morning & r rations in the trk were limited to crackers. We offered 2 take r food back 2 the trk but they said we were welcome 2 sit down & take r time 2 eat, as they were going 2 b busy cleaning up 4 a while anyway. We appreciated their consideration. Smidgen did as well, as we saved him a few morsels of r sandwiches. He faithfully awaits r return in eager anticipation of what treats we will bring him. Dog food is a last resort 4 him, only when all possibilities of “people food “ have been exhausted.

Trip #2112 Dallas, TX > Wilmer, TX > Ottawa, KS

2006-06-24T16:55:00.000-07:00

R next trip assignment dead-headed us fr Dallas down 2 Wilmer, TX, where we re-powered a load that had been dropped @ the terminal there.

It consisted of 25,067#s of general merchandise that we were 2 drop @Wal-Mart Distribution in Ottawa, KS. We pked it up early on Sunday, June 11 & delvd it that evening—it being a relatively short run of 517 mi.

Trip #2111 West Columbia, SC > Orangeburg, SC > Dallas, TX

2006-06-14T21:32:00.000-07:00

The minute we mted out, shortly after noon on 6/9 in West Columbia, SC, dispatch sent us a single load offer 2 a TX load, which was—2 all extent & purposes--a straight-thru run again, since the load was due in Dallas the very next day, no later than midnite on the 10th.
We were 2 pk up a pre-loaded trlr down in Orangeburg, SC, 42 mi se of Columbia, @ Electrolux Home Products. We scanned the previous trip manifest @ the Pilot in West Columbia, grabbed a bite 2 eat & headed down 4 r load.

This load was relatively lite—21,685#s—consisting of 43 Kohl lawn & garden tractors. We were 2 dlv them 2 the Sears Distribution Ctr in the heart of Dallas, 1,029 loaded mi.
This trip took us thru the states of SC, GA, AL, MS, LA & TX & such cities as Birmingham, Tuscaloosa, Jackson & Shreveport.

Initially, we took US 301 down to Bamberg, where we picked up US 78 over 2 SC 19 up to I-20, which we would then follow the rest of the way in2 Dallas.

After looking over the rt, & the limited time available b4 we needed 2 b in Dallas, we decided 2 go as far as r fuel stop in Birmingham, AL, & perhaps get a few hrs of non-moving rest b2 sunup the next a.m.

We arv @ the fuel stop during the wee morning hrs of June 10th. We entered the turn-lane in2 the trk/stp, behind 2 other waiting trks @ the red lite. We noted there was a semi stopped in the entrance, w/ the door open & that there appeared 2 big flashing lights ahead of him, near the fuel bays.

In due time, the drv returned 2 his trk, started backing out of the drive, assisted by 3 or 4 patrolmen, who stopped traffic 4 him 2 do so. As soon as he got back far enough, he made a U-turn & came back past those of waiting & left. We had not turned on 4 CB or we would perhaps have known the reason 4 his doing so, obviously w/ permission fr the officers. Then the drvr @ the head of the line preceded 2 do a U-turn as well, while the officers continued 2 hold traffic. By the time we got up 2 the light it had turned green & we could see that the drive had been blocked off 4 some reason & the officers had gone back 2 the trk/stp lot.
We put r flashers on & waited 4 the traffic 2 clear & continued on around 2 the n entrance of the trk/stp. As we entered, we noted that the lot appeared 2 b full of trks parked 4 the nite, however, as we neared the fuel bays we discovered that all but 1 of the bays had been partitioned off w/ yellow crime scene tape. The tape extended fr either end of the fuel bays, down to the center double row of parked trks, fanning out 2 include the front of the e row of trks. There were at least 5 police cars, w/ their lights flashing, as well as some emergency equipment. Puzzled, Lawrence xed under the tape 2 the nearest police car/officer who was visiting w/ another drvr, 2 ask if we could fuel.

The officer said we could do so, if we went around 2 the fuel bay closest 2 the bldg, though we would need 2 back back out of the bay in 2 get back out. The officer also explained that a young women had just been run over & killed by a departing trk!

While Lawrence was fueling, a young fellow w/ long hair came by, crying, saying he knew the girl well & had warned her “not 2 go in there [the trk/stp]” as he made his way over 2 a group of officers, apparently having been called by some1 2 help identify the body.

Though this large trk stop is located in a rather seedy part of Birmingham, we have never hesitated 2 stay there 4 the nite, as they provide security both inside the trk stp, as well as out on the lot. Further it is fenced in, & the premises kept neat & clean, despite the homes & businesses around it having bars on their windows.

We did, however, already associate this trl/stp w/ great sadness, as we had been there some yrs back, when my sister called us 2 say that r mother was near death. We had been en route 2 Atlanta @ the time w/ a load & Crete promptly put the wheels in motion 2 get us up 2 western Penna as soon as possible.

The tragic event that had just taken place here further increased r association, as we, w/ grim horror, watched them lift the girl onto the gurney & take numerous pix b4 taking the body away. Most of the drvrs in the lot were fast asleep, unaware of what had just happened. Those who were up, stood in small groups, stunned, visiting quietly 2gether.

We backed out of the fuel back & int2 an mt stall, 2 spend the remainder of the nite. Lawrence visited w/ a nearby group of drvrs who had pieced 2gether what had occurred.

The girl apparently was a prostitute/”lot lizard”, who had dared 2 try 2 ply her trade 2 a number of drvrs during the evening. Several of the men said she had approached their trks @ some pt during the evening,while carefully watching 4 security making rounds. They had all declined her offers. It was not clear if she had gotten in the trk in ? or not, as witnesses were not agreed, nor was it agreed if she was had been 15 or 22 yrs of age. In any case, whether she had simply been on the running board or had gotten in the trk, she suddenly spotted the security officer & had quickly gotten down from the trk & fled 2 the rear of the trk, crawling under the trlr, out of sight of the officer. The drvr she had most recently approached, having no idea that this is where she had gone, had pulled out. Having a load near the max legal limit of 80,000#s, he would not have felt his rears duals driving over the girl’s head & apparently had not had his CD turned on so that 1 of the drvrs who had witnessed what had happened, could call 2 him.

Witnesses gave the authorizes a description of the trk, driver’s license plate or trk #. He was 84 mi out of Birmingham when he was stopped by troopers & brought back 4 questioning.
For those of us who had witnessed all, or part of this change of events, there was little sleep, @ least w/o having nightmares. So many tragic aspects; why the girl felt it necessary 2 engage in an immoral & illegal way of making a living, 1 which already was risking her health/life fr danger of getting aids or other such diseases; had she no family that cared enough 2 help her find honorable, legal employment. The drv, who had unknowingly run over her, whether he had rejected her offer or not, how his life would forever b affected. If he has a wife & family, would they believe him if, indeed, he had done like the other drvrs & told her “no thanks” & had left, disgusted that security had slipped up on keeping “lot lizards” out of a good trk/stp who had thought they were taking enough precautions 2 keep their t/s free of “trash”? What had been the young man’s in tears relationship 2 the dead girl? The understandable affect on each of the drvrs who witnessed what had taken place that nite. So many sad & troubling ramifications…

After a very short, fretful nite of limited sleep, we headed on toward Dallas. Though the Sears Distrib is located right in the heart of Dallas, traffic was @ a reasonable level by then. We arvd already by 9:30 p.m. Sat nite (June 10th) w/ 2 ½ hrs 2 spare.

This was a drop & hook situation, which made delv reasonably simp;e. Their drop yard was well-lit & secure & there were ample mt CCC trlrs from which 2 choose. As there r no trk stops in that area, so we drove the 17 mi down 2 Wilmer (where CCC has a terminal) 4 some non-moving sleep. We had, earlier, advised Crete that we were willing 2 accept dispatch that nite but did not want 2 run w/ it until we had some good sleep. They obliged us, which we appreciated.

Trip #2110 Raymond, NH > Jay, ME > West Columbia, SC

2006-06-14T11:42:00.000-07:00

As we were nearing Raymond, NH, Cory—r New England dispatcher—sent us a preplan, asking if we could run up 2 Jay, Maine 2 pk up a load by midnite on Wed, the 7th? We said we’d do r best, though the heavy rain & 143 mi dead-head , part of which would b via 2-lane rds, would make it very tight

.
He sent us r load info the minute we mted out & we headed n. We were 2 take on fuel in Greenland, NH either on the way up or back. After cking the fuel level, which was roughly ¼ of a tank, we decided we should have enough 2 make it, knowing there would b no chance of making the pkup time if we took time 2 fuel on the way up.

Even so, it soon became evident being in Jay by midnite EST was going 2 b impossible @ safe driving speeds. After seeing several people hydroplane off the interstate, we sent CCC a msg, asking that they advise r shpr that we would b late. They came back & assured us that it would b no problem as the load was ready 2 hook on2 whenever we arvd.

It was still pouring rain when we pulled in @ Wausau Papers/Otis Mills. After cking in & pking up r paperwork @ the shipping office, we drove down the steep grade 2 their lot along the Androscoggin River. Thankfully, we had been @ this facility b4, @ was familiar w/ the layout. Even so, the semi-dark lot & the driving rain made it most difficult. There was only 1 slot left where we could drop r mt trlr & it was very narrow. It called 4 a real 2getherness project. I was 2 do the backing while Lawrence braved the elements. It was raining so hard that I could not c the trlrs on either side, & could barely make out Lawrence’s flashlite signals. Despite having had a rain poncho on, Lawrence’s jeans & shoes—which were SUPPOSED 2 b waterproof, were soaked. He had the tough part, being out in the wind, rain & cold, working in a muddy lot.

Wausau Papers is located s of the town of Jay, actually on the north edge of Livermore Falls & north of Shy Corners & is about 90 mi s of Quebec. We would b taking 20 large rolls of paper , weighing 39.219#s, down 2 Standard Corp. in West Columbia, SC.

We stopped in Turner, ME 2 scale r load, catching a few winks during what remained of the nite, until the little t/s opened 4 their day’s business.

As we headed down ME4 to pk up the ME Turnpike, we noted r fuel gauge was dropping steadily until the peg hit the bottom line & were still @ least 20 mi n of r Greenland, NH fuel stop. I happened 2 b driving @ the time & we both were regretting r decision not 2 full on r way up 2 Jay!

We turned off the Turnpike @ Ex. 3a, on2 ME33. As luck would have it, we hit a very long red-lite on the 4-lane, about a ½ blk from the T/A Trk/Stp, after which it was necessary 2 pull upgrade in2 t/s, & wait in line b4 finally reaching the fuel bay! We made it! Needless 2 say, r Peterbilt was in need of a very long drink of fuel!

This was a 12-state+District of Columbia, 2-day run down the eastern seaboard via I-95. R rt took us by or thru such familiar cities as Portsmouth, Newbury, Boston, Providence, New Haven, Bridgeport & right thru USA’s largest city—NYC. Most drvrs opt 2 avoid doing so, preferring 2 bi-pass—which we had been given the option of doing--the heavy vehicular traffic of this fascinating city. We have even met drivers who declare, tongue in cheek, they had ripped the NYC map out of their Motor Carriers’ Road Atlas & flatly refuse any loads taking them in2 or thru NYC. To deal w/ the increasing # of drvrs who don’t want 2 hassle w/ the traffic & exhoribant bridge tolls assoc w/ such loads, CCC now pays their drvrs extra 2 deliver a load in2 or out of any of the 5 NYC boroughs (counties).

It has been a while since we have dlvd in NYC . During the 7 yrs we ran on CCC’s dedicated Pozzi fleet, we often took up-scale, custom-built, windows out on2 Long Island. We have also taken swimming pool supplies out on Long Island, & wrist watches down 2 the docks in Brooklyn 4 export.

R 1st trips in2 the city were a bit intimidating, especially when dir 2 the customer took us under overpasses marked LESS than the 13’ 6” height of r semi, until we learned that they build-in a cushion of 3-4” for snow pak!

Then, 1 day, we met a drvr who had grown up in Brooklyn & had loved The Big Apple. He told us that NYC is simply a series of little villages, all very personal & close-knit. After that, we began paying more attention 2 details we had missed b4, noting how each family made extra efforts 2 make their tiny space special. Even in the high rise apartment bldgs in the slum areas, we noted special efforts. 1 time while driving thru the Bronx during the Christmas season, we saw where some1 had precariously leaned out of their apartment window, many stories up & had managed 2 string lites on 1 of the top branches of a huge old tree that had survived the urban decay in the area. Since then, when it is a shorter rt & we have sufficient time, we often opt 2 go thru NYC westbound & we can x the GW (George Washington Bridge) toll-free.

As we came in2 the n edge of the Bronx—the only borough on the mainland—we marveled how much the trees along I-95 have grown during the past 13 yrs we have been drving. As always, the heavy traffic moved @ a snails pace as we neared the GW. Since 9-11, truck traffic must now take the upper deck of the GW. We always preferred the top level anyway, as u have a much better view up & down the Hudson River. It is especially neat 2 c @ nite, when the lites along the shore reflect on the water & the suspension cables connecting the tall towers of the GW r lit. It is indeed an incredible sight! On clear days, u can even catch a glimpse of the stately Statue of Liberty down stream. Sadly, picture taking is no longer permitted on or from the bridge, though we do have pix we took prior to 9-11.

After xing in2 NJ, we continued on s thru the Garden State, b4 xing the Delaware River in2 Wilmington, & down thru Baltimore & taking the e beltway around Washington D.C. , still driving in rain. By the time we stopped 2 fuel again in Ruther Glen, VA @ 2:30 a.m., we were, @ long last, out of the rain.

We then continued on down thru Richmond & Fayetteville 2 the n edge of Florence, where turned w on I-20, toward Columbia. We arvd @ Standard Corp in West Columbia 2 hrs ahead of schedule. Mission accomplished!

Trip #2109 Harrisonville, MO > Greenfield, MO > Raymond, NH

2006-06-12T22:27:00.000-07:00

When we sent in r mt call, after delivering early in Harrisonville, MO, no load offer was forthcoming 4 an unusually long time. Knowing there is not a full crew of dispatchers on Sunday, we figured they were simply busy trying 2 respond 2 all the incoming QualComm msgs. During the wk we generally r sent r next load offer in minutes, however, after nearly an hr had gone by, we gave them a call over r cell phone 2 ck. When we finally reached a dispatcher, she confirmed that they had been swamped, but also were having a hard time finding us a load. All the wknd loads had been dispatched already & they were already were delving in2 Monday’s loads. The best she was able 2 come up w/ was a 600 mi load down South, 4 dlv on Wed! We declined the load, that being totally unproductive 4 a team. What was worse, it did not load until late Mon p.m. We said we would simply call it a day & drive a few mi up the rd to the Flying J in Peculiar, MO & hope something better would b available in the a.m.

This turned out 2 b a good decision, 4 when James, the KS/MO dispatcher, came in he promptly sent us a load that was more than productive. We were 2 pk up a load that had been missed on Fri, which now required a team 2 dlv it on time. The shpr was closed over the wknd, & knowing that we were coming in2 Harrisonville sometime Sun--unknown 2 the wknd dispatchers--he had earmarked it 4 us.

It was not scheduled 2 live-load until 1630 down in Greenfield, MO. When I did r trip planning I discovered there were no less than 3 Greenfield’s in MO, so I did sent a Q/C #8 msg 2 c if direc were in Crete’s database in order 2 b sure we went 2 the correct Greenfield. They were, which eliminated the need 2 call them 4 dirc. It turned out it was the 1 in Dade County, 118 SE of Harrisonville.

We decided 2 drv right on down, in hopes Penn Pak II—Pennington’s Bird Seed Division--might load us early. When we drove in, however, we found a line of waiting trks & we knew it would b highly unlikely that we would get loaded early. It was a good opportunity 2 visit w/ other drvrs, read & relax.

When r appt time came, we were loaded promptly. When Lawrence went back 2 get the paperwork & secure the load, he asked if they ever gave the drivers a small bag of the wild bird feed we were hauling? The fork-lift drvr said they really did not have any small bags that could b given out but he thought he might something that we might have.

2 Lawrence’s amazement, he came back shortly w/ a damaged 50# bag of wild bird feed! Their bags r double wrapped & this bag was 1 that the outer paper had been torn badly in several places, however the inner bag was still in tact. I was really surprised when Lawrence returned 2 the trk & carefully placed the huge bag on r bed.

I promptly set about mending the tears w/ some Scotch shipping tape, knowing if its contents spilled in the trk, we would really have a mess! As the next trk was waiting 2 get in2 the dock the minute we pulled out, there was no time 2 deal w/ the matter just then.

R load consisted of 792 of these 50# bags on 17 pallets, making a total wgt of 40,152#s, enough 2 delight a great many wild birds up in the New England states. We were 2 b dlv the load 2 the Wal-Mart Distribution Ctr in Raymond, NH no later than midnite on Wed, June 7th.

Since a bridge was out on US 160 between Greenfield & I-44, it was necessary 4 us 2 detour 24 mi s 2 Mt. Vernon, MO 2 both scale r load & access I-44E. Once we scaled the load & slide the tandems 2 distribute the wgt properly, we gave r attention 2 the generous gift we had been given. We solved the matter by unloading r winter sheets, etc. out of a covered “under the bed” plastic container that we had stored under the bunk, & carefully placing the bag in it. It JUST fit, & we slid it back in place thru a side compartment door. R own residential wild birds back home in NE will b most pleased. We always fill their feeder every time we go thru home.
It may b of interest 2 the reader 2 know what this vitamin enriched, wild bird feed includes: red millet, white millet, milo, wheat, sunflower seeds, thistle, safflower, sun chips, cardinal cherries, raisins, peanuts. & calcium. When I inquired how they added the vitamins, they explained that the calcium is actually crushed rock coated with vitamin-enriched oil.

This trip covered 1,497 loaded mi, taking us via Interstates 44; 55; 70; 270; 71; 76; 80; 81; 84; 90; 290; & 495 ,thru 9 states—MO, IL, IN, OH,PA,NY, CT, MA & NH. As forecast, we headed right in2 the Nor’easter that was coming on shore up in the New England states.

Normally, we associate Nor’easter’s with fierce winter snow storms up in the New England states, but this June storm lived up 2 full expectations, w/ very heavy rain, wind & cold temps. Driving this time in MA & NH was really challenging, as the sheets of rain blew x the interstates made it almost impossible 2 c lane markings & traffic ahead & 2 either side. As we carefully made r way up 2 Raymond, NH, British novelist & cleric, Charles Kingsley’s well known "Ode to the North-East Wind" came 2 mind.

New England has essentially been having rain ever since the beginning of May already & this additional storm only added 2 the very serious flooding problems they have been contending w/ of late. The National Weather Service ch was busy giving out warnings 4 the area as we approached the Boston area.

In spite of the slow going, we arv safely, Wed eve @ the Distribution Center in Raymond, NH w/ 4 hrs 2 spare!

Trip #2108 Wharton, NJ > North Brunswick, NJ >Harrisonville, MO

2006-06-05T17:27:00.001-07:00

After dlv the load off vitamin-enhanced water 2 Wharton, NJ, we were sent a load offering for a NJ > MO load. The intermittent rain had caught up w/ us again & really cut loose as we headed SE toward the Brunswick, NJ area via I-80, I-287 & the NJ Turnpike! Even w/ the wipers on high, it was terribly difficult 2 see the lane lines on 6-lane I-287.

It wasn’t long b4 we began cing evidence of people hydroplaning off the interstate. A car had plummeted down over a steep embankment on 1 side, then a few mi later SB semi had shot off 2 the other side, jack-knifed, the drvr –side coming 2 rest [heading back NB] against a solid rock wall! We hoped there were no serious injuries! Traffic slowed noticeably after we passed these 2 accidents which had obviously happened mins b4, as emergency crews had not yet arvd on the scene.

R guess is that they had not had rain recently in that area & the road surfaces most likely had a thin, invisible, layer of oil fr car & trk emissions. Every time we R back E, we always have a film of oil on r windows & trk surfaces afterwards. This smog can quickly dull a recent wash job &/or b a mess the 1st time u need 2 turn on ur windshield wipers after being in the more heavily populated areas of the country.

We had been assigned 2 pk up a load @ Church & Dwight in North Brunswick, NJ. It was still

raining hard when we parked in the holding area, near the shipping offices, so Lawrence donned a rain poncho & went 2 ck in. He was told that r load should b ready by the time we dropped r mt in the drop yd a few blks 2 the n.

It was 1 of those very dark, rainy nites, & the lot was already nearly full w/ mt trlrs in rows, 4 deep, fr # of different trking companies. Clearly, this presented a 2getherness project! Lawrence “spotted” 4 me as I backed in a remaining, tight spot. It was difficult 2 even c his flashlite in the downpour of rain. By the time we got the trlr in place we were both frustrated, 2 put it mildly. In the middle of backing r cell phone had rung, on top of matters. I paused in my backing 2 quickly answer the call & tell the caller we’d call back in a few minutes! Being a good friend & seasoned drvr himself, he could instantly relate.

Once the landing gear was wound down, the air & electric cables unhooked & I had pulled away, Lawrence returned the call, as I bobtailed the ½ mi or so back 2 where they were loading r trlr. It was still raining hard, making it difficult 2 c trlr & dock #s. Upon locating the right 1, I backed up 2 it, noting the green lite had already come on—indicating it was loaded & ready 2 go. Lawrence bid r friend goodbye & got back out 2 hook up, secure the load, slide the tandems, put the seal & enforcer-lock in place. We drove back 2 the shping office 2 pk up r paper work & were on r way. This time we took US 1 up 2 I-287, then turned back w on I-87, towards r fuel stop in Bloomsbury, NJ.

The rain began 2 let up a little bit as we headed over to Bloomsbury. As per usual both the Pilot & TA lots were filled nearly 2 capacity. However, just as we were finishing fueling, the rain let up & a place opened up behind & over a little fr us. It was @ a difficult back but by again combining r efforts, we made it in. What a relief—as we were both tired & ready 2 call it a day. We celebrated r good fortune by going in and sharing a breakfast sandwich @ Subway in the wee hrs of the nite b4 hitting the hay.

After a good nite of sleep, we headed towards the Harrisburg area. As we passed thru the EZ Pass toll booth 4 the Delaware River Bridge, on the border of NJ & PA just e of Easton, PA, I had 2 reflect on the many changes that have taken place over the last 230 yrs re modes of transportation! Here we were xing, high above the Delaware River on 18 wheels/5 axles, as the electronic scanner read the EZ Pass card mounted in the bottom ctr of r windshield, charging Crete $2.75 per axle [a total of $13.75] 4 the privilege of r doing so.

As I glanced down @ the river below, the famous painting of “Washington Crossing the Delaware” by artist, Emanuel Gottlieb Leutze, came to mind. Washington is standing in the helm of a heavily loaded boat as his flag-bearer officer was holding high the newly designed, 13-star American flag that General George Washington, as head of a committee, had asked Betsy Ross to make earlier that yr.

[Note: It wasn’t until June 14, 1777 until Congress passed the resolution “The flag of the United States shall be thirteen stripes, alternate red and white, with a union of thirteen stars of white on a blue field ...”]

The painting depicted General Washington xing the choppy waters of the Delaware, about 50 mi downstream fr r position, as he led his troops on a cold Christmas night in 1776 in a surprise attack to defeat the British troops settled in their winter quarters in Trenton & Princeton.

But, coming back to June 2, ‘06, here we were, hauling a 21,840#s of Sno-Bol, Arrid deodorant, and—of all things—condoms! Scads of them! In fact, they made up 13,159#s of the load—27 white pallets of Trojan condoms--Magnum Twisters; ENZ Lubs; Vibrat Ring & Cons. & Twisted Pleasure! Good grief!

I am quite certain the 1st president of r country would have been both aghast & bewildered!
We delvd the load, 4 hrs ahead of schedule, in Harrisonville, MO on Sunday afternoon, June 4th. Other than the security guard’s car, there was a single car in either of the workman’s pking lots. After dropping r trlr in the loaded trlr area, we went over 2 the mt trlr lot, where we selected an air-ride CCC trlr, hooked up, cked the lites & drove over 2 the shipping office. I could hear music coming fr inside the warehouse, so took the papers in. The door was unlocked, but the shipping office was dark & all the fork lifts were parked neatly in a row & not a creature was stirring in the main warehouse. Still hearing music & voices, I figured every1 was in the break room. Remembering where that & the rest rooms were located, I went on in2 the main part, used their facilities, & walked up the gleaming & spotless hallway 2 the employee & trucker’s large break room. The sounds I had heard were coming fr turned out 2 b 3 big TV’s suspended fr the ceiling @ various pts in the rm, still turned on! Again, not a soul around! It gave u a bit of a pause, wondering if the Second Coming had taken place or something & we & the guard had been left behind! That couldn’t b…

As it was shorter 2 return 2 the trk by continuing up the hall 2 the main office door, I continued on. However, all the rest of the doors were locked. Apparently, some1 had slipped up on locking the dr where I had entered. I would need 2 advise the security officer @ the guard house on r way out.

Upon closer inspection of r paperwork, we noted that the security officer had already signed r manifest & had kept their copy fr the original 4 sets of the paper work. We made r mt call & were good 2 go!

Trip #2108 Wharton, NJ > North Brunswick, NJ >Harrisonville, MO

2006-06-05T17:27:00.000-07:00

We had been assigned 2 pk up a load @ Church & Dwight in North Brunswick, NJ. It was still

Trip #2107 Muncie, IN > Plainfield, IN > Wharton, NJ

2006-06-03T23:40:00.000-07:00

When we sent in r mt msg after unloading was completed on June 1st @ the Muncie, IN Menards, we recvd a single load offer ,which we suspected may well have been a load that had not gotten covered the on the 31st & now was in need of a team 2 get it delvd on time.
We were asked 2 run 80 mi down 2 Plainfield, IN, on the SW corner of Indy, 2 be live-loaded w/ Propell Berry, a Pepsi vitamin enhanced water. The shpr was Logisco, was located in 1 of the relatively new Airtech Bldgs in the industrial pk area that has been developed along the expanded I-70 on the SW edge of Indy.

We will delv this load 2 Customized Dist. Services in Wharton, NJ late afternoon on the 2nd. R rt will take us via interstates 70, 71, 76 & 80. More than likely, we will also b taking the rain along w/ us that we have been driving in since central MO.

Crops in the Indiana area r already saturated w/ more than ample rainfall. Some of the fields have little lakes forming that threaten 2 drown out some of the soybeans. The corn fields, having been planted somewhat earlier, & r further along, should survive if this front is followed by wind & sunshine soon. It seems mind-boggling that the black fields that had been freshly tilled & planted such a short time ago, r now a sea of dark green!

However, the further E we went, we began seeing more & more fields that have not yet been planted due to the wet spring. These heavy rains will present further delays & worries 4 farmers in those areas. It will b a long time b4 they will b able 2 get in2 their fields.
By the time we reached eastern OH, the thunderstorms had increased in intensity & even included tornado warnings. We finally get ahead of the front by the time we got thru Akron & into the edge of PA. We stopped 4 the nite in Mercer, PA.

As my sister & her husband were traveling wb on I-80 fr Jersey Shore, PA as we were heading eb toward NJ, we arranged a rendezvous in Brookville, PA 4 brunch 2gether.

We had ample time remaining 2 make r dlv as we headed on toward r NJ destination. However, as we got in2 E Penna, I suddenly felt an attack of diverticulitis coming on & made a quick search of r Exit Guide 4 the nearest rest area or t/s. B4 the attack was over, it was necessary 2 ask Lawrence 2 make, not just 1, but 3 emergency stops on my behalf. I had eaten 2 many salads of late, & what’s worse, 1 large scoop of delicious black walnut ice cream during the previous wk & such ill-advised indulgences had caught up w/ me—big time. I can assure u that getting sick on the rd & then having 2 endure bumpy rds is not fun! Further, the resulting delays placed us in real danger of not making r delv appt on time. Crete prides themselves in maintaining a 98% or better record of being on time 2 their customers, a record all we drvrs strive 2 safegaurd.

I share this experience w/ the reader 2 help people realize some of the challenges drvrs must deal w/ while far fr home & the appealing option of crawling in bed until ur feeling more up 2 par. Out here on the rd, drvrs do not have that luxury & usually feel keep on going, if @ all possible, driven by the age-old adage that “the mail must go through!”

Thankfully, we did not have 2 alert CCC nor r consignee that we were in danger of running late. We arvd 20 mins b4 r appt time, w/o speeding, & the day was saved!

Trip #2106 Livingston, CA > Willows, CA > Avon, IN > Muncie, IN

2006-06-02T08:37:00.000-07:00

After shagging the load down 2 Livingston on 5/26/, Bob—r CA dispatcher—sent us the perfect holiday wknd load. It had long mi, the weather was ideal, & it provided the possibility of going thru home w/o adding any out-of-rt mi nor making any changes in where we were 2 fuel.
The latter factor is an important consideration during these days of high fuel prices. Crete’s computer program automatically picks the trk stops that have the lowest fuel prices along the suggested route(s) as of the day u r dispatched. This capability 2 select the best places 2 fuel & the best rt is a major factor in Crete’s continuing 2 b a debt-free trucking company & pay their drvrs well.

When we did r trip planning we discovered that we actually could save a few mi by angling down x SE Nebr on secondary legal rds & go via US 36, I-72, I-57, & I-74 Indy rather than taking the suggested northern rt via I-80 thru the Quad Cities & angling down to Indianapolis on I-74. From past experience we knew it would not b as easy driving however we could run thru home & get in on 2 of r grandchildren’s b.d. celebration. Further, if we drove it straight thru fr CA 2 home, we would b able 2 spend 2 full days @ home AND save idling time 4 Crete in doing so. It took careful planning 2 b certain we both stayed legal, of course.

The only snafu in r assumed ideal load came just before starting the 40-mi pull back up 2 top of Donner Pass. Lawrence suddenly exclaimed “Would u look @ that!?!” I glanced up just in time 2 c the large lighted sign over I-80 that said “Snowing on top. Carry chains.” Here we were in balmy weather amid lovely flowers along the rd & none of the descending vehicles showed any evidence of having been in a snow storm. This made Lawrence quite skeptical but I reminded him that the snow would have melted up reaching the warmer temps in the lower elevations.

When we neared Soda Springs & the summit, it was indeed snowing, & the tall forest trees were already turning white w/ the 2 inches of snow that had already fallen! The road surface was still warm, melting the snow as it fell. The water in the lake near the summit was apparently also warmer than the outside temps, as the steam rising above its surface nearly obscured Lake van Nordan. Later, as we were xing WY, we heard on the weather channel that Donner had 5” before the storm waned! More than likely that amt would have caused DOT to put up the chain law once it got dark. We were lucky 2 have xed when we did.
We both drove in intermit snow storms as we xed the higher elevations of NV, UT & western WY. In NV the back of the mirrors were coated w/ ice & snow & we had trouble keeping the windows cleared. In the valleys, it turned 2 rain. So much for the “ideal weather” we had thought we’d have! Having a very light load made it more challenging as we xed in & out of frontal passages.

R load consisted of John Manville 703 insulation batts, that we were taking 2 Menard stores in Avon & Muncie, IN. Their total wgt was only 12,292#s.

The plan worked well, in spite of the snow & rain & we even able 2 delv the load several hrs ahead of appt times @ both Avon & Muncie, IN consignees on June 1.

Trip #2105 Livermore, CA > Stockton, CA > Livingston, CA

2006-05-29T14:17:00.000-07:00

R Calif dispatcher had apparently taken note of r heading in 2 Livermore, CA (re Trip #2104) & sent us a shag load the minute we mted out, asking us how soon we could delv this “hot” load?! We noted that the dlv time was already past but that we would do so ASAP.

It was a medical supply load that had come out of Green River, WY & had been dropped @ the CCC yard in Stockman the previous wk, which had gotten overlooked. When Bob discovered the slip up, he was in urgent need of some1 that might get it pked up & down 2 Livingston, CA b4 closing/holiday wknd. He knew that we should have time 2 help him out & still b able 2 cover the load he already had in mind 4 us.

We headed right over 2 Stockton (39 mi w) but found it very slow going on I-580, I-205 & I-5 due 2 the vast #s of people heading out early 4 Memorial Wknd. Trk traffic, however, was much lighter than usual, as most truckers ask 4 home-time over holiday wknds. Once we turned off the interstate, & headed x thru Stockman, it was somewhat better.

The Stocckton drop yd, which is shared by several trking companies, was a hubbub of activity in tight quarters. Fortunately the shag drvr had just pulled a trlr out, freeing up the last available spot where we could drop r mt trlr, & the trlr we were looking 4 was in a front row, in easy access. It was simply a matter of waiting r turn 2 maneuver around the crowded lot after 3 or 4 others drvrs ahead of us finished hooking up.

As we left we sent Bob a note over the QualComm asking if he would like us 2 skip r fuel stop in Lodi until after we dlvd the load 2 gain some time? He didn’t get back 2 us b4 we reached Lodi, so we made a quick stop there. His response came back just as we were pulling out of the fuel bay, 2 late 2 save the time. He had called the consignee w/ r ETA , however, which helped matters.

Traffic on the 4 lane CA 99S was moving somewhat better than it had on the larger interstates, so we were able 2 cover the remaining 54 mi down 2 Livingston in fairly good time.
Having several good friends whose very lives were/are dependent on kidney dialysis treatments, we knew full well how important r load of Dialysis #1.5 & sodium bicarbonate was. There were 17 pallets, wghing 43,631#s of product.

We arvd @ Fresenius Medical Care ½ hr b4 closing, though after the original dlv time. When Lawrence went in2 the rec’ving office the clerk announced “Sorry! U’r late!” then laughed good naturedly, telling him what dock 2 back in2. The unloader was standing in the door already as we backed in & said he’d have us off in a short ½ hr. He was true 2 his word, & he was able 2 go home on time, & we cwere able 2 head out 2 get r next load.

U might want 2 arrow down 2 the spot between Trip #s 2103 & #2102 2 view a current picture of Lawrence, Smidgen & urs truly, standing in front of r Peterbilt. I have not yet figured out how 2 replace the older pix on r blog w/ this newer 1. : )

Trip #2104 Omaha, NE > Beatrice, NE > Livermore, CA

2006-05-28T21:14:00.000-07:00

The 2nd preplan dispatch sent us turned out 2 b a load out of Beatrice, NE going 2 Livermore, CA! It permitted r pking up r mail & even spending a nite @ home w/o going out of rt!
It was a live-load, anytime between 0800 & no0n on Tues, the 23rd, @ Husqvarna Turf, & was due in Livermore, CA (47 mi SE of San Francisco, CA by Fri noon--5/26.

This 27,907#s load was made up of 53 lawn & turf products, including lawnmowers for Bee Tee Equipment. After we were loaded, we drove by the Beatrice Post Office 2 pk up nearly a month’s accumulation of mail b4 heading toward home. We were able 2 stay home overnite b4 taking off early the following a.m. A great opportunity 2 do laundry & give Smidgen a bath.
R rt took x NE, WY, UT, NV 2 northern CA. Near Imlay, NV (I-80 mm 145) we passed the exceedingly strange Thunder Mountain Monument. No where else in the USA have we ever seen a stranger group of structures. These weird, skeleton-like buildings were created over a period of 21 yrs by a man who called himself Chief Rolling Mountain Thunder. His given name was Frank Sidney van Zant b. 1921 d. 1989. It was proclaimed a Nat’l Monument after Rolling Mountain Thunder’s suicide, & enteredNV’s registry of historic sites in 1992. The reader can “google” for Imlay or Thunder Mountain Monument 2 c pix of this very unique place.

We stopped on top of Donner Pass—27 mi W of the CA/NV state line (elevation 7.239) on the 25th for some shut-eye. Later, we were 2 discover that 1 of the airbags protecting the load burst when we went over the pass. No harm was done, as the pallets had been nailed 2 the floor of the trlr 2 further prevent shifting of the loads.

It is not all that unusual to have airbags expand while xing high elevations, making trailers appear 2 b pregnant. DOT were fined about 10 yrs ago, while xing the Rockies W of Denver 4 being over-width. It was necessary 2 secure permission fr the shpr 2 break the seal on the trlr, so that we could lv some of the air out of the airbags b4 DOT would permit us 2 continue.
At dawn, we began the 40 mi downgrade to Auburn, CA, leaving the spectacular forests, solid granite & snow of the Sierras behind us as we dropped in2 the warm temps in the valley below.

There r 33 truck advisory signs along the descent & 2 runaway trks ramps 4 trkr’s guidance.
We arvd @ r consignee @ of the ft of Patterson Pass about 4 hrs b4 r delv time, & were pleased 2 find that they could unload us right away.

Trip #2103 Westland, MI > Battle Creek, MI > Omaha, NE

2006-05-28T19:42:00.000-07:00

After spending a wonderful weekend w/r Michigan family, we were dispatched on another Kellogg’s load. We bobtailed back to Westland 2 pk up r mt trlr, then continued W over to Battle Creek, MI 2 pk up a load of Cocoa Krispies.

R load info indicated that it would not b ready until 0500 on May 22nd but we figured there would b a good chance that it would b ready early. It was!

This load wghd 27,300#s & was loaded on 28 slip-sheets. We actually had all kinds of time 2 delv it to Kellogg’s USA Inc. in Omaha, as it was not due until the 24th. We stopped 4 nite not far W of Battle Creek. The trk/stp had an all-nite restaurant, so we went in 4 a bite 2 eat b4 hitting the hay. By then it was the wee hrs of the nite, so it was debatable whether it was supper or breakfast.

After a good nite of rest, we headed on 2ward Omaha, stopping @ the CCC terminal in Ottawa, IL 2 fuel & have 1 of Shaker’s outstanding hamburgers. Since it was only 622 mi fr Battle Creek 2 Omaha, we decided 2 dlv the load a couple days early, knowing we could go in early. We advised dispatch of r intentions & asked if they might have a load that would permit r going continuing on W or SW so that we could slip home & pick up nearly a month of accumulated mail.

After cking available loads 4 the 23rd, they said they could pre-plan us on a BMS Management Inc. load out of Lincoln, NE that was going 2 Red Bluff, CA. We said that would work fine, as we had r car @ the terminal & could run home over-nite, & still easily dlvr the load to Red Bluff Wal Mart on time.

As we neared Omaha, 1 of the nite dispatchers, Toby, sent us another msg, saying he had found another load that might work even better & said he was sending a 2nd pre-plan 4 us 2 look over. Indeed, it was better, & further would permit us going thru home w/o going out of rt. Ck Trip #2104 for those details.

Lawrence, Ann & Smidgen w/ Peterbilt Unit #28691

2006-05-28T15:55:00.000-07:00

Trip #2102 Carrollton, TX > Ennis, TX > Elkhart, IN > Westland, MI

2006-05-27T11:49:00.000-07:00

The final trip assignment toward getting us 2 r son’s home, up in the Detroit area, involved deadheading down to Ennis, TX—which is located about 35 mi SSE of Dallas--2 pk up yet another preloaded trlr @ Ennis Extruded Products (Alside) on Wed, the 17th.
It might b interesting 2 note that TX has the most interstates—17 of them, totaling 3,233.45 mi. We made use of a number of those on this & last trip.

This load included 368 heavy gauge, vinyl soffit, weighing 31, 394 #s. The 1st 10,042#s of soffit (94 pieces) was 2 b delvd @ Markley Enterprise in Elkhart, IN by 0730 on Fri, the 19th. This time, r rt took us via Little Rock, Memphis & Gary. It also permitted a nite of non-moving sleep in Osceolo, AR, which we welcomed.

Toward evening on the 18th, we stopped briefly in Gary, IN to take on fuel. Parking was @ a premium, so we decided 2 eat elsewhere, closer to Elkhart. However, we discovered that the 3 restaurants that had trk pking along r rt, all had closed early. When we got to the South Bend area, we decided to drive up a main drag in search of a fast food place. We soon spotted a nice McDonalds, in what appeared 2 b a decent neighborhood. We drove around the blk 2 determine where we might pk briefly. We opted 4 the side-st between a Rally’s Burger—a favorite of r’s & the McDonalds. The trk JUST fit between the driveways; Lawrence set the flashers & stayed w/ the trk. Noting that Rally’s still had lite, I quickly walked over 2 their walk-up window, only 2 find that they were already closed & were just cleaning up.

I then hurried back x the st 2 McDonalds’ walk-up window—their dining rm already closed. As I placed r order, a nice SUV pulled up 2 the window, the drvr a nice looking fellow, 2 pk up his order. While we both waited 4 r orders, we visited. He was an electrician who took care of the runway lites, etc. @ the airport. As both Lawrence & I r licensed pilots, we immediately had something in common 2 talk about while waiting. When the mgr handed his order out the window 2 him, the drvr told him that he would remain pked @ the window until my order was done & I got safely back 2 r trk ½ blk down the st! He then explained 2 me that I was not in a very safe neighborhood. I was surprised, but very apprec of the gentleman’s thoughtfulness & concern. The drvr followed me out the drv, pausing @ the edge of the st until I had safely gotten back 2 the trk, forcing the line of patrons behind him 2 wait. I quickly explained the situation 2 Lawrence. As we pulled out, we noted the fellow had driven around thru McDonald’s lot 1 extra time 2 make sure we got away w/o incident. A good example of the nice people we meet along the way!

Such experiences, very like fleeting conversations w/ a passing trker on the CB in the nite while xing long stretches of lonely rd, always brings 2 mind Henry Wadsworth Longfellow’s quote fr Tales of a Wayside Inn:

“Ships that pass in the night, and speak each other in passing… Only a look and a voice; then darkness again and a silence.”

We arvd in Elkhart by 2200, and enjoyed another quiet nite of rest in their quiet neighborhood. We set the alarm an hr b4 r appointed unload time. 2 r surprise, a few minutes after arising, there was a knock on r door—2 hrs b4 r unload time! R unloader said he & his crew were ready 4 us, offering 2 lead the way 2 the dock where they wanted 2 unload their part of the load!

As a result, we were on r way toward the Detroit area much earlier than we had anticipated—a welcome opportunity. We arv @ r Westland consignee—Alside Supply Center—in good time. We had fully expected it would take them a good 3 hrs or more 2 unload their 21,352#s of soffit. Instead, they told us 2 temporally drop r trlr, pull the mt CCC trlr out of 1 of their docks, then put r loaded trl in that dock, whereupon they signed r B/L & we were free 2 head the last 25 or so mi e 2 r son’s home! Further, they said we were welcome 2 lv the mt trlr there 4 the wknd. After cking w/ Crete, we accepted the offer. We, of course, put r enforcer lock on the trlr, as well as the king-pin lock & airline locks on b4 lving Westland. Bobtailing surely simplified pking while visiting r son & his family!

The whole process is an excellent example of what often goes in2 a trking co “getting a drvr home” or some other special place by a certain time! In this case, it was took 2 the team-like efforts of r fleet mgr, & a number of different dispatchers—NE, PA, GA, TX & MI—and r driving 4,359 practical mi 2 make it possible!

Trip #2101 McDonough, GA > Macon, GA > Carrollton, TX

2006-05-27T11:47:00.000-07:00

The next step in working us toward the Detroit area by the wknd of the 20th—re previous trip note—was 2 ask us 2 make an overnite run to Carrollton, TX. This trip assignment involved r running down 2 Macon, GA—an hr S of McDonough—2 pk up a load of ceiling tile. R load was on a pre-loaded trlr there @ Armstrong World, Inc. The 733 cases of ceiling tile were loaded on 24 pallets & weighed 37,048. (24 pallets wgh 960#s)

Adleta Co/Pinnacle Int. needed the ceiling tiles by 0800 the following morning—823 mi W! R rt took us via Birmingham, Tuscaloosa, Jackson, Shreveport & Dallas. We arvd a hr & ½ b4 they opened on the 17th!

Trip #2100 Breinigsville, PA > King of Prussia, PA > McDonough, GA

2006-05-26T19:03:00.000-07:00

Keebler permits drvrs 2 delv up 2 four hrs early, which we took advantage of. We had sent a note 2 dispatch saying that we would b glad 2 accept a load when we mted out, we preferred not 2 pk up r next load until a.m. However, dispatch’s long-range plan 2 fulfill r special request 2 spend the wknd of May 20-21 with r MI children & grandchildren did not permit this luxury.

Instead, we were asked 2 pk up a load down in King of Prussia, PA b4 midnite on May 14th. We took a few minutes 2 stop @ nearby WaWa Trk/Stop in Breinigsville 4 a bite of supper b4 heading down toward the Philedelphia area. We arvd @ r next shpr, Tyco Healthcare Group, in ample time 2 pk up r pre-loaded trlr.

This turned out 2 b a 25,571#s load consisting of 2,456 cases of diapers & tampons that we were 2 take down 2 their facility in McDonough, GA by Tues, the 16th by 10 a.m. We figured that r 823 loaded mi would permit r stopping 4 some non-moving sleep, so we stopped @ the Welcome Ctr on I-95 in Oglestown, DE 4 some shut-eye b4 continuing toward the Atlanta area.

We drove as far as Startex, SC on the 15th then drove on down thru the Atlanta area 2 Tyco Health Care the next a.m.. McDonough, by the way, is located 27 SE of Atlanta.

Trip #2099 Omaha, NE > Breinigsville, PA

2006-05-14T07:35:00.000-07:00

We had hoped there might b a load going W or SW out of Omaha when we dropped r load @ Kellogg’s USA so we might b able 2 stop thru the house. Alas, none were available. Always especially frustrating 2 get that close 2 home & not b able 2 stop.
Instead, we r taking a load to Keebler DSC Logistics in Breinigsville, PA 4 Kellogg’s. This load of 15 oz boxes of Kellogg’s Corn Pops weighs 24,908 [1,332 cases]. It is due in eastern Penna @ 0100 during the wee hrs of Mon, the 15th.

En route we have had a “touch of home,” even so, having been able 2 arrange meeting a life-long friend 4 breakfast as we xed Iowa eb & r friend was heading wb.

Though we will b far fr any of r children on Sun, we r going 2 b able 2 have Mother’s Day dinner w/ my sister & her husband as we x thru w Penna, which will also b special. OTR trucking does provide some special opportunities 1 might not otherwise have.

Trip #2098 Perrysburg, OH > Maple Heights, OH > Omaha, NE

2006-05-14T07:33:00.000-07:00

We were live-unloaded @ Ace, then recv 2 load offers, both going 2 OH. We opted 4 the longest 1. We were 2 deadhead 119 mi over to Maple Heights, OH—suburb of Cleveland.
It happened 2 b my turn 2 drive, so after determining the most logical rt, I headed on over. It appeared that we could save some mi by dropping down off I-480 on OH 17 instead of going clear over to I-271S as per directions 0n the QualComm. Just as I turned off on OH 17, I saw a sign for Truck 17 a couple exits further on. Traffic was heavy & I was already committed 2 taking the reg OH 17, & since there were no signs 2 indicate that trks weren’t permitted, so I continued on. Gradually, the hwy began going thru a residential area, & I eventually came upon a sign saying no trks permitted ahead w/o a permit, which presented a bit of a dilemma. I spotted an old service station that had been converted in2 a foreign car repair shop which appeared large enough 2 permit my driving in 1 drive & back out the other in order 2 make a 180 as I came back out on the 4-lane st. Thankfully the place was closed over the noon hr, so no explanation was needed while I cked r trk atlas 4 a Plan B. It appeared that I needed 2 go a couple blks further E, pk up the interstate & go a couple exits further S. I waited till traffic cleared, did my 180 w/o a problem & headed E on the 1st X/st. Alas, I had misjudged my position a little & quickly discovered that I had been a couple blks s rather than n of the x/st I needed. Up 2 that pt I had been ahead of the game, however by the time I was able 2 find an exit where I could turn around & head back N, I had accumulated as many deadhead mi as if I would have simply followed the Q/C directions in the 1st place. By that time, Lawrence had woke up & discovered the error of my ways. Thankfully, he was not critical, & we soon arvd @ the shpr. I was glad we had an ample window of time in which 2 pk up & dlv the load w/o that added pressure.We had hauled a load out of this place just recently [re: Trip #2094]. It was Logistics Partners, a division of Smufit-Stone Corp. We were again going 2 B taking mt cereal boxes out 2 Kellogg’s in Omaha, NE. This time they were all 4 Fruit Loops—212,674 cases of flattened out cereal boxes, wghing a total of 40,000#’s. We could drop & hook @ Kellogg’s in Omaha anytime on Fri, the 12th of May.

Trip #2097 Aberdeen, MD > Dundalk, MD > Perrysburg, OH

2006-05-14T07:31:00.000-07:00

R next trip assign’mt was 2 head 36 mi s 2 Dundalk, MD—an eastern suburb of Baltimore—2 pk up a load of misc hardware @ Ace Hardware Freight on Tues a.m., May 9th. It was on a pre-loaded air-ride trlr, having 56 pallets of product weighing a total of 36,725#s.
This required an over-nite run in order 2 delv it 2 the Ace Hardware Distribution Ctr in Perrysburg, OH on the eastern edge of Toledo by 0600 EDT the next a.m.

Trip #2096 Reno, NV > Aberdeen, MD

2006-05-07T23:13:00.000-07:00

We got unloaded @ Snapper Power Equip fairly promptly 1st thing on Wed a.m., May 3rd, sent in r mt call & anxiously awaited r next trip assignment, keeping r fingers xed that Crete dispatchers had been able 2 find us a load that would permit r getting back thru Nebr per r special request.

While waiting 4 the load offer(s), we noted the waters in the lake, that lay between the industrial park & the base of the mt just beyond, were not clear. It looked as though some1 had stirred the lake w/ a huge spoon, disturbing the mud on the bottom. We had seen this phenomenon b4 @ Honey Lake, about 70 mi 2 the nw of Reno, near Susanville, CA. There, the effect had been more extreme, as earthquake tremors “stirred” the waters of this very large lake enough that the entire surface of the lake was still in ripples. The water was muddied just as the water in lake x fr us there on the n edge of Reno. We wondered if there might have been tremors in the Reno area the day b4?

Later in the day I logged on the internet @ http://earthquake.usgs.gov/eqcenter/ 2 ck & found that seismologists had, indeed, detected a 1.8 magnitude earthquake @ a depth of 6.5 mi., 8 mi SSW of Reno a few days prior!

In due time, we recvd r trip assignment. We were 2 pk up a load just 0.2 of a mi away & take it out to Aberdeen, MD by Tues a.m., on May 9th. R rt would take us thru Lincoln, NE & there would be sufficient time 4 us 2 attend not only r granddaughter’s college graduation, but r youngest grandson’s academic banquet on Fri evening!

We were 2 pk up r load @ HVR Company & delv it 2 Clorox in Maryland, both the shipper & consignee new 2 us. The load info indicated that the load would wgh 44,100#s, so we naively assumed we would be picking up bleach. Not so! HVR, we soon discovered, is a food division of Clorox, the letters stand 4 Hidden Valley Ranch!! We would b taking an entire load of Hidden Valley Ranch dressings almost whole way x the country!

We were impressed w/ HVR & their personnel, & were soon loaded & on r way E. We stopped in Fernley, NV to fuel & run the trk thru the Blue Beacon Trk Wash. Doing the latter was a mistake in judgement. It was a beautiful sunny day there in Nevada & we had failed 2 ck what the weather was forecast 2 b along r rt. By the time we reached Nebraska we had run thru a huge swarm of little green bugs, as well as rain by the time we went thru SLC & then snow as we xed WY. By the time we reached Lincoln, NE during the wee hrs Fri a.m., r expensive wash job was 4 naught!

I was due 2 take my Haz-Mat exam, which I did while Lawrence made arrangements w/ the shop foreman 2 have the B-service done on r Peterbilt while we attended r grandchildren’s special functions. He also ran r trlr thru the inspection bay b4 going up 2 the driver’s parking lot, uncovered r car so we could head down home 4 the remainder of the day. While home, we pked up r mail, Lawrence & Smidgen got haircuts, while I did some wash @ home, after which we were able 2 attend the Academic Banquet where r grandson was again being honored—this time 4 his 4.o grade pt average!

The next a.m., we reloaded the car & headed up to Wayne State College, arving there an hr b4 the family dinner being held in r granddaughter’s honor prior 2 graduation. In the meantime, we were able 2 visit the gift store where she had worked during college. Thankfully, it was a cool enough day that Smidgen could wait 4 us in the car.

We watched w/ pride as r 2nd oldest granddaughter recvd her Bachelor of Science degree in chemistry & health sciences as she graduated Summa cum Laude w/ a perfect 4.0 average in a class of 376 fellow students. She will b entering medical school this fall as she continues her preparation 2 become a doctor.

The entire family went over 2 her apartment 4 cake & ice cream b4 heading r various ways. We headed back 2 Lincoln 2 pk up the semi, fueled & continue on r way E 2 dlvr load of Hidden Valley Ranch dressings to the Clorox Corp, located along the edge of the Chesapeake Bay, after a very special break.

Trip #2095 Omaha, NE > Lincoln, NE > Reno, NV

2006-05-03T14:01:00.000-07:00

After a very special wknd w/ family, we bobtailed back 2 Lincoln Monday, May 1st, where we re-powered a waiting load @ the Crete terminal. The load had orignated out of McDonnell, GA & was bound for Reno, NV. It was 2 b dlvd by Wed morning, the 3rd.

This load consisted of 130 Snapper lawnmowers, roto-tillers & a variety of Snapper parts weighing a total of 24,111#s. We were 2 dlv it 2 the Snapper Power Equipment in the Silver Lake Business Ctr in Reno, NV. R rt was via of I-80 the whole way fr Lincoln to Reno, then N on US 395 for 12 mi, a total of 1,405 mi.

We were able 2 pk @ the consignee Tues nite, in a very nice, quiet area. When we got up in the morning, we were greeted by nicely landscaped surroundings, w/ a background of beautiful snowcapped Dry Lake Summit, just 3 mi to the SW--part the of the Sierra Nevada Mts range.

Trip #2094 Newcomerstown, OH > Maple Heights, OH > Omaha, NE

2006-05-03T13:59:00.000-07:00

Upon mting out in Newcomerstown, we were sent r next load assignment that was 2 get us back 2 the Midwest so we might attend r youngest grandson’s award banquet & r little great-grandson’s 1st b.d. over the wknd & enjoy a little home time.

This time r shpr was located in Maple Heights, OH, a southern suburb of Cleveland. There we picked up 42,000#’s of mt Apple Jacks boxes fr Logistics Partners—a division of Smurfit-Stone, 2 take 2 Kelloggs USA in Omaha, NE, a little over 800 mi 2 the west. A bit of trivia 2 enable the reader 2 figure just how many Apple Jack cartons we had on board—every 1,000 cartons accounted for 201#s. The load was 2 b dlvd anytime on Fri, the 28th. Despite stopping 4 the nite en rt, we elected 2 dlv it already Thurs nite, b4 heading home 4 the wknd.

Trip #2093 Topeka, KS > Newcomerstown, OH

2006-05-03T13:56:00.000-07:00

As luck would have it, frgt was in very short supply when we mted out in Topeka on Sun late a.m. , no loads left 4 the day in in either the Topeka or KC area. They offered us a selection of loads coming out Mon @ Payless Shoe, 2 CA, PA & OH, all 4 Thurs delv. As we had a request in 4 being home the following wknd , the CA load was out. We figured we could make it back 2 Nebr fr eastern PA, so accepted that load. However, when we told Payless, they said the load would, more than likely, would not b ready until Tues a.m. & the delv date would b chged 2 Fri. We advised dispatch & they took us off the load, & offered us a different load.

This load was out of Hill’s Pet Nutrition in Topeka, going 2 Express Packaging in Newcomerstown, OH for Weds late a.m. Their facility was closed over the wknd, so we needed 2 find someplace while away the next 20 hrs. Topeka no longer has a trk stop, we headed down 2 the mall area, where & we found a # of other trks already parked. We found a good spot, w/ lots of shopping & eating places available. We spent an leisurely afternoon browsing, reading, shopping & having ice tea @ Barnes & Noble. We also pked up some needed items @ Wal-Mart & an office supply store b4 taking Smidgen out 2 run on a grassy knoll. Later, we walked over 2 Timberline Steakhouse & Grill 4 a delicious supper b4 calling it a day.

R load was on a pre-loaded trlr & ready 4 us when we arvd @ Hills Pet Nutrition early the next a.m. We spotted r mt trlr in their inside docks then began a frustrating series of waiting 4 some1 in their upstairs office 2 notice we were @ the gate & ready 2 enter the lot where the loaded trlrs were secured. The gate was activated by controls in their office. We lost nearly 45 mins getting in & back out of the lot.

We were 2 dlv r 42,202#’s of pet food load to Express Packaging in Newcomerstown, OH Wed, Apr 26 @ 11:30. R rt was via I-70, then up OH I-77. Newcomerstown, a little town of less than 4,000, is located 65 mi S of Akron, OH. Directions 2 r consignee indicated there was no available overnite pking so we stayed @ the large Duke Trk Stop there @ exit 65. It is a very nice family owned facility. We could not help but wonder if the popular Cracker Barrel ‘s may have been patterned after the Duke T/S restaurant & store?

We drove over to Express Packaging an hr b4 r appt time & joined in a long line of other waiting trks 4 door assignments & 2 get unloaded. The line moved steadily, & all of us got unloaded in a reasonable amount of time.

Trip #2092 Portland, OR > Auburn, WA > Topeka, KS

2006-04-27T11:15:00.000-07:00

While Lucky Distrib was unloading the Toro lawnmowers [on May 20th] that we had brought them, Smidgen & I walked down 2 the Airport Café 2 pk up some breakfast-to-go. Their food is always delicious & is run by a very nice North Korean couple. They moved 2 the Seattle area over 30 yrs ago, speak excellent English & we always enjoy visiting w/ them. Several US Army officers came in while I was waiting 4 r breakfast sandwiches. They had spotted Smidgen clipped 2 the shrubbery outside, peering thru the glass door, & 1 of the men showed me a pix of his own pet dog, back home, assuring me their pooch was equally loved & spoiled. All 3 gentlemen made fine impressions. I thanked them 4 their service 2 r country.

By the time we returned 2 the trk, we were mt, & I could send in r mt call. We enjoyed r breakfast while waiting 4 r next trip assignm’t, which soon came x the QualComm. We were 2 head n 2 the Seattle area 2 pk up a pre-loaded trlr of imported shoes @ Payless Shoes’ American Port Services facility. The load was going 2 Payless Shoes Distrib Ctr in Topeka, KS by Sunday, the 23rd.

The 1,400 cases of shoes weighed approx 30,000#s. R paperwork did not give a breakdown as 2 what kind of shoes were included, or whether they were 4 men, women or children or a mixture thereof.

We had mistakeningly assumed r rt would angle down x WA & ID, w WY, dropping down thru Ft. Collins 2 pk up I-70 in Denver. Not so. CCC’s computer generated routing determined it 2 b 5 mi less 2 stay on I-90 x WA, ID, MT, the NE corner of WY, then x SD, pking up I-29S in Sioux City via Council Bluffs, then pking up US 75 @ Nebraska City. The computer also picks which of Crete’s authorized fuel stops that have the cheapest fuel en route, accordingly telling us how many gals we were 2 take on @ each place. We fueled @ North Bend, WA; Superior, MT; Columbus, MT & Council Bluffs, IA. It had been several yrs since we had taken this rt & we were surprised 2 discover that all familiar Town Pumps were now Pilot Trk/Stops.
Not being pressed 4 time, we stopped 4 nite in Moses Lake, WA; Columbus, MT & Council Bluffs, IA, delivering the load mid-day on Sunday in Topeka.

Trip #2092 Omaha, NE (via Hamburg, IA) > Lincoln, NE > Portland, OR

2006-04-21T21:51:00.000-07:00

Upon receiving news of the cancelled load, we promptly turned back @ Nebraska City & headed w 2ward Lincoln, noting that the pkup time was going 2 b nip & tuck 2 make on time!
We were 2 pk up a load of 91 lawnmowers, of all sizes, @ Exmark by 10:30 a.m. in Lincoln. The ltraffic ights were in r favor as we went thru Lincoln, & we pulled in2 Exmark @ 10:29! They promptly loaded us & we were on r way 2 the Northwest w/ r 34,128# load.

It had been a long time since we had returned to the NW, an area of the country we had come 2 love. The only thing, was that there was a raging snow storm coming out of the NW 2 deal w/ when we xed thru the southern edge of this front.

We ran in2 the leading edge of the front in e WY later, as we neared Rawlins, hearing that I-80 had been closed down W of Rawlins due 2 ice & accidents. It was a good time 2 park it 4 the nite & let the snowstorm pass on by to the east. By morning the interstate had reopened, and the weather improved. By the time we reached western WY, we broke out into bright sunshine, which we were 2 enjoy 4 the remainder of r trip.

We were 2 dlvr the lawnmowers 2 Lucky Disribution, along the Columbia River, near the Portland International Airport @ 0800 on Thurs, the 20th. R trip planning revealed that this delivery time might possibly permit r diverting thru Bend—r adopted home town back when we were on Crete’s dedicated Pozzi fleet.4 nearly 7 yrs.

A # of yrs ago, Lawrence found an outstanding audiologist, Janet Kenyon, in Bend, who works in conjunction w/ her husband, Jim Slote, who builds custom-made hearing aids. Jim had been able 2 fit Lawrence w/ hearing aids 2 Janet’s specifications. They not only did a better job than the name-brand 1’s he had gotten back home in Nebraska a few yrs earlier, but could also b set 2 shut out a lot of the trk noise while still permitting him 2 hear conversation, horns, etc. During the yrs we drove on the Pozzi fleet, it was relatively easy 2 keep them serviced & cleaned while waiting in Bend 4 r next Pozzi load 2 come out. However, when another trking company under-bid Crete 4 the Pozzi business, & we returned 2 the national fleet a couple yrs ago, we had only had 1 occasion to go thru Bend once since that time. Though Kenyon Audiology can service them & overnight them back 2 Lawrence, he must have them2 drive legally. We knew that his aids were much in need of cleaning & servicing, so we asked r fleet mgr if we might go x US 20, upon reaching Oregon, instead of staying on I-84, since we had sufficient time available. His assistant took r call & promptly granted permission 4 us 2 go the 46 miles out of rt. We were able 2 secure an appt Wed p,m. & alerted a couple close friends in Bend of r plans. We shut down 4 the nite @ Ontario, OR b4 heading x US 20 Wed morning.
As we headed w, out of the rich agricultural Treasure Valley, x the surrounding mts & down in2 the canyonlands, we noted that the “shoe tree” along the river we had watched develop over the years, had even more shoes hanging fr its branches. 4 or 5 yrs ago, after noting the majority of the shoes & boots were clearly those of men & children, I decided add a pr of my old high heels 2 its ever growing collection! It never continues 2 amaze & perplex us how on earth people manage to get shoes 2 catch on the topmost branches of this huge old tree! Most appear 2 have thrown a pr of shoes or boots, tied together by their shoe strings or straps until such time as they catch on a branch. Though there is little wind in this area 2 dislodge them, some occasionally do come down, perhaps getting knocked down as more r added. We stopped 2 take an up-dated pix this & noted there were no longer any around the base of the tree as normally r, having been washed away a few days b4 when the river had flooded out of its banks due 2 the large amt of snow melt off fr the the snow storm that have just come x Oregon 2 days b4.

We arvd in Bend & headed directly 2 Jake’s Diner, now located on the N side of US 20 on the eastern edge of Bend. They had sold their trk-stop a couple yrs ago 2 a mall developer, but elected 2 retain the diner. Lyle Hicks, owner, had taken us over 2 c the place they had just purchased, the last time we were in Bend, assuring us that there would b rm 2 park r trk behind the restaurant any time we came thru. As promised, there was room. We were able 2 drop r trlr, securing it w/ both a kingpin lock & an airline lock, so we could bobtail over 2 Kenyon Audiology. B4 lving, we went in & shared 1 of r favorite menu items--a Hollandaise Surprise Omlet--& visited w/ the staff that we had learned 2 know so well. We both got many hugs & warm greetings fr these fine people. Lyle had taken a great many digital pictures of trkrs & their trks while their large trk stop was still in operation, & had used them as a ceiling border in the old diner, along with the antique car group who also frequented Jake’s Diner on a regular basis. Further, he had also used a different picture on the front of each of their menus. He had given these 2 the trkrs & car collectors upon closing the old place, since the new location did not lend 2 the same use. We discovered that he had, instead, installed a large digital screen so patrons could view a continuous collection of trks & antique cars which appeared with names & the places in the USA where they came fr to dine @ Jake’s. We decided 2 sit on the same side of the table so that we might view the pix while we ate. 2ward the end of r meal, a CCC truck came up, showing the 2 of us & Smidgen standing by the Freightliner trk we were driving @ the time Lyle snapped it. The pix caption gave r names, including Smidgen’s & r hometown back in Nebraska. It is, by the way, the 1 that appears in r blogg.

Knowing that Jake’s would keep an eye on r trlr while @ r appt & we joined r dear friends, Loyd & Bobbi, 4 supper afterwards, we headed over 2 get Lawrence’s hearing aids cked. Janet Kenyon, his audiologist, works together w/ her husband, Jim Sloter, who has an on-site hearing aid manufacturing & repair lab there. Both Janet & Jim have also had become friends of r’s over recent yrs,, as well. Their secretary, Candy & I share a love of quiltmaking. Her, & her mother’s fine workmanship, adorn the walls of the office waiting room.
It soon became apparent that it was a much-needed appt, even more than Lawrence had suspected would b the case. They had scheduled ample time 4 both Lawrence’s hearing exam & for cleaning his aids. While servicing them, they discovered that the circuitry, microphone & 1 other part in his digital hearing aids needed replacing! We were able 2 wait while this was accomplished. This time, we left Lawrence his old hearing aids 2 b serviced & repaired so he would have a reliable back-up set, should we need 2 send them in 4 serving in the future. They are not as good as his old 1’s but would keep Lawrence legal w/ CDL 4 a short time, if need b. Jim recently designed a new model 4 trkrs that he has a couple regional trkrs testing 4 a few months, as he he fine-tunes the design. Once done, we may wish 2 ck these out, if we continue in r semi-retirement career.

We met Loyd & Bobbi @ The Oregon Store that Bobbi manages. The mall where they r located is renovating & they had just moved 2 a new location on the front of the mall. The mall also is changing its name from The Bend River Mall to The Bend River Promenade Wednesday was their reopening day, following their move. We arrived just @ closing but were welcomed in 2 ck it all out. As is usually the case, we did not lv this very nice store unscathed! J All items sold in the store r made in Oregon, which includes a fine collection of Pendleton blankets, bags & accessories, nature woodcarvings, jewelry, jellies, candies, T-shirts. sweatshirts, books & postcards. It is a very popular store for visiting tourists to find good quality gifts to take back home.

After cking out the new store, we bobtailed to the s end of the mall to eat supper w/ Loyd & Bobbi @ Izzie’s, another favorite eating-place. To r surprise, we were greeted w/ warm hugs by 1 of r favorite waitresses, Lynn, who used 2 work @ Jake’s, Lynn seated us @ 1 of her tables. We spent a most enjoyable evening, catching up w/ r old friends while enjoying Izzie’s delicious buffet offerings.

We then drove back 2 Jakes, hooked up r trlr, & went in to thank Lyle for he & his wife’s accommodations. It took a while to break away fr visiting w/ every1. We were far 2 full 2 eat anything, so took a piece of pie along 2 eat when we reached r consignee up in Portland. It had been a productive & fun day. We headed up toward Portland, xing the beautiful Cascade Range, xing Mt. Hood at Government Pass.

We easily drove 2 Lucky Distribution, having delivered loads there in the past. Their gates were closed 4 the nite, so we packed down the street where we had in the past, & called it a nte, in readiness 4 r a.m. unload.

Trip #2091 Omaha, NE > Hamburg, IA > Ft. Worth, TX

2006-04-21T21:29:00.000-07:00

We were impressed w/ the speedy & efficient manner in which Amcon Distribution got us unloaded on Monday, the 17th.

Shortly after sending in r mt msg, Todd—r Nebraska dispatcher—sent us a single load offer 4 a Conagra Small Foods load out of Hamburg, IA that we were 2 take down 2 the Ft. Worth Mixing Ctr.

As we neared r Hamburg, shpr, Todd sent us a surprise msg, saying that the load had just been canceled, but would find us another load. A good example of how every1 in this business must remain flexible.

Trip #2090 Temple, TX > Grand Prairie, TX > Omaha, NE

2006-04-21T21:27:00.000-07:00

Phase 2 of James’ plan was promptly sent out 2 us when we made r mt call in Temple, TX. We headed 2ward the Dallas area 4 r next load, even b4 all the trip info had come x the Q/C. R, task this time, was 2 run up 2 Pepsico/Quaker Oats Co. in Grand Prairie, TX and delv the load in Omaha, NE Monday early a.m., the 17th. Sounded perfect, as r rt would take us directly thru home, w/ enough time that we could even attend church on Sunday.

However, on r way up 2 pk up r load, r fleet mgr sent us a msg asking if he could entice us 2 divert over 2 Midway, MO & ferry a trk back 2 Lincoln 4 Crete? 1 of r drvrs had injured his knee and was going 2 b out on medical lv 4 some time and they wanted 2 put his trk on another fleet in the meantime. I quickly cked the location of Midway, MO & discovered there were no less than 8 Midway, MO’s! Fortunately, Scott had provided the I-70 ex # 4 us 2 clarify WHICH Midway. This 1 was located w of Columbia. Not having expected 2 both b drving @ the same time, we had 2 figure how we could both legally log r driving & sleep time in order 2 do so. This was no small challenge, though possible.

We pked up r load @ Quaker Oats in Grand Prairie—Dallas area. This 1 had 1,438 cases of Propel Berry, Peach & Lemon Loose energy drinks, weighing 42,552#s. We headed N out of Dallas in the thick of rush hr traffic. Needless 2 say, it was slow going. By that time we had figured out how we were legally going 2 manage both loads considering the hrs we had each already driven. We would go as far as Big Cabin, OK, where we would shut down 4 the remainder of the nite, then as soon as I had had my 8 hrs of bunk time & the additional 2 hrs off duty or bunk time, I would driv, while Lawrence slept. We would have a leisurely meal upon r arvl @ Midway, after which Lawrence could legally drv again, & I would have JUST enough time left of my 14 hr day 2 drv home.

The injured drvr had cleaned out his Freightliner & had parked it on the trk stop lot, lving his keys @ the desk, by prearrangement w/ Crete. I opted 2 drv r Peterbilt & keep r little dog, Smidgen, w/ me, while Lawrence would drv the Freightliner. Thankfully, we had 2 cell phones should we need 2 call 2 one another, since the mt trk no longer had a CB in it. Scott asked that we drop its mt trlr @ Proctor & Gamble on r way thru KCMO. While Lawrence went there, Smidgen & I drove on up 2 r CCC terminal there in KCMO 2 wait 4 him 2 catch up. Smidgen was sure I had driven off & forgotten my co-driver & so was much relieved when Lawrence met us @ the terminal, but distressed anew when I drove off & 4got his equally favorite friend once again. The 3 of us arv home, each w/ only 15 minutes left for r day of drving—just enough 2 do r post-trip inspection of both trks! We knew, full well, that come morning, r neighbors were going 2 b surprised 2 c 2 trks pked @ r place, & wonder if we had decided 2 both drv solo now instead of team drving!

We had a special 45 hr break @ home b4 continuing on up 2 r home terminal Sunday eve, where Lawrence turned in the trk he had ferried up 4 them & rejoined Smidgen & I in r Peterbilt. Smidgen relaxed by his little window on the passenger side now that all was well w/ the world , once again, as all 4 of us headed on up 2 Omaha 2 dlv r load 2 Amcon Distribution Ctr the next a.m.

Trip #2089 Pevely, MO > East St. Louis, IL > Temple, TX

2006-04-21T21:18:00.000-07:00

After mting out in Pevely, MO, James—the Missouri dispatcher sent us a short note “still working on it.” We opted 2 take that opportunity 2 get a bite of breakfast & when we returned 2 the trk, he had a “game plan” that would permit r going thru SE Nebr en rt! Little did we know how involved & demanding this series of loads would become!

1st, we were 2 run up 2 East St. Louis & pk up a loaded trlr that had been dropped @ the drop yd there. James asked that we take this drop & hook load down 2 Wal Mart Distrib in Temple, TX. He then sent 2 successive “pre-plans” so we could do some advance trip planning. All looked like it should work out well.

This 42,129# load consisted of 3,023 cases of Oreo cookies, cake & pancakes mixes & cornmeal. We were 2 drop the load @ Wal-Mart Distrib in Temple, TX. We were able 2 do so by noon on 4/13, ready 4 the next phase of James’ plan.

Trip #2088 Smithton, PA > Leetsdale, PA > Pevely, MO

2006-04-21T21:14:00.000-07:00

By now, the readers of this blog will wonder if we might have retired or disappeared w/o a trace! Not so! I simply got woefully behind, while running several back-2-back trips, then going thru home 2 file r taxes. Rather than attempting 2 write of these trips in detail that we ran in the interim, I will simply give the basics of most of r recent trips, resuming extra detail as especially interesting experiences arise on r current trip & beyond.

After unloading in Smithon, PA on 04/11, we angled up thru Pittsburgh, PA on 2ndary rds 2 a firm called Almatis in Leetsdale, PA. There we were loaded w/ 42,959 #s of a heavy powder used in the making of steel. We delivered this load to Missouri Refractories [s of St. Louis] in Pevely, MO early on the 12th. En route, we asked the Missouri dispatcher 2 keep his eye open 4 a load going that might permit r going thru home 4 a few hrs 2 sign r tax eturns, ck mail & perhaps have a meal w/ r family sometime over Easter wknd. He said he would do so, though made no promises, as many of r drvrs had requested being home over Easter. We had not request home time for Easter, as we had a couple other events that we need 2 b home 4 in the near future.

Trip #2087 Ontario, CA > Carlsbad, CA > Smithton, PA

2006-04-10T06:17:00.000-07:00

R next trip assgn, initially, took us 80 mi further S of Ontario, 2 pk up a load in Carlsbad, CA (about 35 mi n of San Diego). Apparently, Taylormade Adidas is a new customer 4 CCC, as dispatch requested that we send them directions 4 Crete’s data base once we had located the customer. They suggested cking msg #41 to c what the IDSC directions now available on the QualComm, & let them know how they worked 4 us.

I had already plugged in addresses on r own routing program, which suggested going down along the coast on I-5. The IDSC suggested taking inland I-15. Having been down both rts numerous times, we decided 2 ck the suggested IDSC route so we could report back accurately.

However, shortly after we turned off on the suggested secondary rds, we saw a sign “No Trucks over 7 Tons”! By that time, we were already committed 2 taking it & so were much relieved when we met a couple east-bound trks, so continued on r way. However, shortly after xing CA 78 we lost the secondary rd we were on & came upon a sign “Not a thru street”. There were a couple long gravel trks ahead of us, so we followed them. Sure enough, the st ended & we turned where they did, meeting another on-coming trk @ the intersection. We turned up r CB Ch. 19 to ask where CA 12 had disappeared to? That drvr had simply rolled down his window & said we were going the right way. However, some1 else came back on the CB 2 tell us that CA 12 had gotten messed up because of the construction detours in the area, & that we would b best off 2 continue on up that st & do a 360 @ a gravel pit just ahead, suggesting we back-track to CA 78 & take it w for a little over 7 mi & approach r destination fr the N, rather than fr the S, as CA 12 would have taken us. When I explained how we had gotten 2 this pt & had been planning 2 get 2 r shipper, he commented that we’d have a lot easier going w/ a rig r size, clearly indicating he was within sight of us. He seemed quite familiar w/ the streets & hwys in the area, & gave good directions. After we got turned around @ the quarry & back 2 the wider st, we spotted r helpful “travel guide,” high atop a hill on the s side of the st. It was none other than a CHP [California Highway Patrol]! He could easily have given us a ticket 4 having taken the secondary rds we had taken off I-15, but instead he offered his help in finding a better way, more suitable for a 73’ rig. We apprec both his help & consideration.

We arvd at Taylormade Adidas w/o further difficulty. It was an impressive facility, with lovely blooming tree-lined streets & beautiful landscaping. As soon as we were in the dock, Smidgen & I went 4 a pleasant walk, enjoying the 70 degree temps, the flowers & palm trees. He even met a couple people who wanted 2 make a fuss over him, much 2 his delight.

In no time @ all we were loaded & ready 2 go. We were astounded how small a load we were taking. The 193 cases of Adidas golf clubs were on 9 pallets, filling only the front end of the trlr with their total wgt of 6,114#s! We slid the tandems the whole way 4ward 2 balance the wgt. W/ that light a load we will not need 2 shift nearly as often going up & down mt grades as with a full, heavy load, make shorter turns, nor require as much fuel as normally needed. Another CCC drvr is going 2 b taking a full load of golf clubs 2 the same consignee. Likely this part of the order was needed more urgently & thus assigned 2 a team. When we pull such a load, we kid that r load consists mainly of “air freight”!

R rt will take us x parts of CA, AZ, NM, TX, OK, MO, IL, IN, OH, WV, & PA; a distance of 2,496 paid mi. We r 2 delv it 2 Dicks Sporting Goods Distrib Ctr in Smithton, PA anytime on Fri, the 11th. Hopefully the tornadic weather that plagued the nation’s mid-section these past couple days will have moderated by the time we go x the country, as pulling a very light a load is rather like pulling a kite in strong winds, requiring great care & good judgment 2 drive safely in such conditions.

A post-script of sorts 2 this blog: As we made r way N on I-15, we encountered an unusually heavy amt of rush hr traffic in the eastern LA area. It took us a full 4 hrs 2 go 110 mi. It began 2 thin a little as we started up the 12 mi, 4,190 ft pull 2 the top of Cajon Pass. As we neared the top, we noted a trk had pulled off 2 the side, a huge shot of white smoke shooting out of the tractor. Lawrence remarked that some1 must have “blown an engine!” We happened 2 b in the ‘grandma lane” @ that pt, so pulled off the 4-lane, in behind the pked rig & called 2 the drvr over r CB radio 2 c if they needed help. There was no response, & we were a bit leary of pking that close 2 a smoking trk, so pulled around him & parked @ a safe distance ahead of him, waving r intentions as we passed him. Though the smoke subsided briefly 4 a moment, it had started up again & it was obvious he had serious problems. Lawrence set r brakes & hurried back 2 meet the drvr, who had gotten out of the smoking trk & was hurrying toward r trk. Lawrence & the drvr met abut ½ way between the 2 trks, just as flames appeared in the windshield of the trk.

In the meantime, I called 911 & sent a emergency msg over the Q/C re the burning trk’s location. Thankfully, some1 else had already called 911 & emergency help was already on the way. I grabbed r digital camera & went back as well, knowing the drvr would likely have need of pix 4 his trucking company’s safety depart & the insurance adjusters. I had also grabbed 1 of the cameras that Crete provides each of their drvrs 2 use 2 document any emergency or accident they might b involved w/ 2 give 2 the driver so he could take his won pix. R cell phone was clipped on my on my skirt-belt.

The drvr told us the trk had been slugging, though he had a relatively light load of bicycles, which should have presented no problems in making the 12 mi pull over 4,000 ft 2 the top of the mt. He had pulled off 2 the side 2 quickly send a Q/C msg 2 his breakdown dept, then almost immediately heard a loud pop, & the cab began filling w/ smoke @ which pt the drvr, apparently feeling the situation beyond help of the fire extingurger by his drvr’s seat, had quickly gotten out 2 s afety, w/o so much as taking a single thing w/ him!

Minutes later the San Bernadino County Fire Dept & the CHP arrived on the scene, all of whom immediately spring in2 action. The 3 of us stood & watched as his trk erupted in flames & smoke. The smoke changed fr white to black as the steer & drive-tires caught on tire & blew, creating almost zero visibility x the 4-lane rd. 1 of the CHP officers asked the drvr how much fuel he had on board & was told, only 50 gals. In minutes, the trk was reduced 2 a surprisingly small indistinguishable lump of black, as the fire fighters fought 2 save the trlr, there having been no time 2 pull the tractor away fr it. They were successful in saving the trlr. The nose of the trlr was blackened with soot but otherwise appeared 2 b w/o significant damage, though it remained 2 b seen if the intense heat may well have caused 2 its contents, especially in the front of the 53 ft. trlr 2 b damaged. Gone, was not only a recent model trk, but the drvr’s log bks, the manifest papers, & “everything he owned,” which included his cell phone, CB radio & about $7000 worth of his electronic equipment. He had only his life, his wallet, his CDL, a credit & ATM card & $10 of cash.

As the authorities worked, we let the drvr use r cell phone 2 make calls back & forth 2 his accident & safety depart & 2 call his wife back in TN, whom he had been concened 4 due 2 the tornados that were ripping thru TN where they live.

We assured him that we could delay r trip & take him up 2 trk-stop 6 mi further up the rd, where he could continue his consultation w/ his trking company over a land-line & make arrangements 4 a motel. While the drvr took care of his details, I logged on 2 the internet & 4warded his safety dept the digital pix I had taken. While it was transmitting, we ordered the 3 of us some supper. I set my laptop to do a slide-show of those pix 2 watch as we ate. Once all details had been taken care of, we took the @ a motel in the area where he was 2 stay 4 what remained of the nite, wishing him well.Fortunately, we did not have 2 reschedule r own delivery, even for the 5 hr delay. We continued on r way, stopping finally @ a trk stop about ½ way x the Mojave Desert, 4 some much needed rest.

Trip #2086 Lincoln, NE > Ontario, CA

2006-04-06T21:38:00.001-07:00

While we were home over the wknd, we had a letter fr Tonn Ostergard, Pres & CEO of Crete Carrier, written 2 all the CCC & Shaffer drivrs & owner operators, bringing up 2 date re current DOT rules, goals & company data of interest. It will b of keen interest 2 the readers of this blog to know the following statistics:

[1] Crete turnover of drvrs is less than 40%, significantly better than r competition.

[2] Trking industry turnover rate exceeds 136%!

[3] CCC & Shaffer’s avg drvr 2005 pay was $57,259; the top 25% of r drvrs avg $66,343

[4] That every trk, trlr & terminal in the company is bought & paid 4 & the fact that Crete Carrier Corp doesn’t owe a dime 2 any bank!

[5] During 2005 CCC contributed $6 million to their employee’s profit sharing & that the combined assets of profit sharing & 401K plans exceed $120 million. Tonn noted that most companies didn’t even earn $6 million in income during 2005!

After a very busy & enjoyable long wknd @ home, we returned 2 LNK Tues a.m. B4 cking in w/ dispatch, I went 4 my annual CDL physical, required since I take blood pressure medications. Lawrence, like the majority of drvrs, takes his on a bi-annual basis.

We then reported ready 4 dispatch & were immediately sent a single load offering 4 a load out of Lincoln, NE > Ontario, CA. We had earlier advised CCC that we would really apprec a load 2 or thru Colo so we could stop 2 c Lawrence’s brother & his wife, en route, if worked out 4 Crete since we had not seen them 4 quite a while. We were pleased this opportunity came up so quickly.

We pked up r load of 20 jet skiis @ Kawasaki, weighing 15,624#’s, which we will take out 2 the Kawasaki distrib ctr in Ontario, CA by Fri, April 7th.

As we headed x Nebraska, I made a most distressing discovery. I had left the A/C adapter 4 my lap-top @ home on r office desk! It was the 1st time in r 13 yrs in semi-retirement that I 4got it. A “senior moment,” perhaps?! It was, of course, out of the ? to return 4 it, so I called Dell 2 c if they could over-nite another 1 to Colorado c/o of Lawrence’s brother. I am relieved & happy 2 report that they were able 2 do exactly that. The day was saved! Even more importantly, we were able 2 spend a very special a.m. w/ r CO family b4 continuing on r way 2 the West Coast.

Trip #2086 Lincoln, NE > Ontario, CA

2006-04-06T21:38:00.000-07:00

[1] Crete turnover of drvrs is less than 40%, significantly better than r competition.

[2] Trking industry turnover rate exceeds 136%!

[3] CCC & Shaffer’s avg drvr 2005 pay was $57,259; the top 25% of r drvrs avg $66,343

[4] That every trk, trlr & terminal in the company is bought & paid 4 & the fact that Crete Carrier Corp doesn’t owe a dime 2 any bank!

We pked up r load of 20 jet skiis @ Kawasaki, weighing 15,624#’s, which we will take out 2 the Kawasaki distrib ctr in Ontario, CA by Fri, April 7th.

Trip #2085 Kearney, NE > McCook, NE > Lincoln, NE

2006-03-28T20:54:00.000-08:00

Nebr dispatch sent us r next trip assignment not long after we sent in r mt call. We were 2 pk up a load of rubber hose @ Parker Hannifin in McCook, NE—108 mi 2 the SW of Kearney. The load information said it would b ready anytime between 1700-2359, but we headed right over, knowing it may well b ready early.

We arv @ 1400 & found that they had just finished loading it & had pulled the trlr out of the dock & put it in the lot. They said the paperwork would b done by the time we dropped r mt & got hooked up. We were able 2 head back 2 the Lincoln terminal in short order, where we were 2 drop this 26 pallet, 39,955# load of rubber hose & another CCC drvr will re-power this 3-drop load. The 1st drop will b @ Parker Hannifin in Louisville, KY; the 2nd @ OKI Bering in Cincinnati, OH & the last @ Tekoi & Alex in Bucyrus, OH, all on Friday, the 31st.

Trip #2084 Norfolk, NE > Kearney, NE

2006-03-28T20:50:00.000-08:00

When we arvd @ Affiliated Foods, an hr b4 appt time, they informed us that they had installed a new computer program over the wknd & the computer program had crashed early Monday morning, bringing everything 2 a complete halt & that they would b unable 2 unload us until they got the system back up & running. They had so many trks backed up that there was no room left 2 pk, so we went down 2 the trk stop 2 await their call. True 2 their word, they did call a few hrs later & we went back over & were soon given a dock assignment. Lawrence went in 2 hire a lumper & get authorization fr Crete 4 paying him his $100 fee 2 unload & break down the pallets of products as required. An hr passed & the dock plate hadn’t even been dropped in2 place, so Lawrence went in again 2 ck on their lack of progress. He was 2 go in numerous times throughout the day, each time there was a new excuse i.e. the fellow assigned 2 unloading had disappeared & couldn’t b found, then they were out of space in which 2 put the product, etc. We were finally able 2 send in r mt call, over 9 hrs after r arv! They did, @ least, sign the detention form. Some of the solo drvrs ran out of hrs during every1’s long delay.

Todd, the Nebr dispatcher, noting that we had requested some home time starting on Wed, Q/Ced us 2 ask if we would b willing 2 run down 2 the Lincoln terminal & dlv a Kellogg’s load that had been dropped on the yd over the wknd, if he would then find us a load 2 work us back in time. We said that would b fine.

This 19,778#s load of 2,079 cases a variety of Kellogg’s products was due in Kearney, NE by 1000 Tuesday @ Cashwa, another grocery warehouse. After fueling & pking it up, we drove as far as Grand Island, NE b4 shutting down 4 the nite.

In the morning, we enjoyed cing thousands of sandhill cranes, feeding in the fields along the Platte River. Their yearly return 2 this area, as they make their 4,000 mi migration, draws thousands of tourists.

R both being licensed pilots, we watched w/ fascination as several of these huge but graceful terrestrial birds flew x the interstate in front of us, turned & crabbed in2 the wind as they made their descent 2 the fields, dropped their landing gear [long legs] & put on a notch of flaps w/ their wings, as they came in for perfect landings.

As we approached Kearney, we drove under the Great Platte River Road Archway Monument, its placement marking exactly the half-way between the East & West Coasts on I-80.
Though we arvd an hr early, r consignee immediately assigned us a dock. We took the paperwork in & hired a lumper 2 unload us. Not surprisingly, his fee was $125, as there was more breakdown involved w/ this load than had r previous grocery warehouse load. They had it off in 2 hrs.

Trip #2083 Muskogee, OK > Jenks, OK > Norfolk, NE

2006-03-26T21:17:00.000-08:00

We decided 2 delv r load 2 Georgia Pacific early, arv @ this huge 24-hr facility Sat. nite already. The guard provided us a map 2 follow 2 the unloading docks. They scaled the trk b4 & after live-unloading the bales of shredded paper that we had brought them. Their fork-lift drvr was far more skilled & productive than the 1 had been back in Albuquerque! It took him only 10 or 15 mins 2 unload the 21 tons of baled, shredded paper, instead of 1 ½ hrs the Road Runner Paper operator had taken!

Lawrence asked the consignee if it really pays 2 haul shredded paper nearly 700 mi? He assured us that it did, indeed, saying that it is worth a minimum of $200 a ton, depending on the type of shredded paper! B assured that it does pay 2 recycle!

Dispatch, upon knowing r PTA [projected time of availability], had sent us a pre-plan earlier, which gave us an opportunity 2 have r trip-planning already done. We were 2 fuel @ the newly opened Pilot on the N edge of Muskogee, b4 heading toward the Tulsa area, where we were 2 pk up a Kimberly Clark load in Jenkins, OK @ 0600 Sunday. R original plan was 2 drive up there & shut down 4 the rest of the nite & then pk up the load come morning.
Lawrence was out of hrs but I had a full set of hrs 2 run, so I “got elected.” When I took my CDL in 2 ck in @ shipping, I discovered that r load was ready 2 go, so we went down 2 the drop yd w/ the mt trlr, opened the doors, slid r wheels back & dropped it in the assigned row as instructed. We then went in search of r assigned, pre-sealed trlr parked somewhere in the 3 long lines of loaded trlrs. We lucked out by spotting it almost immediately & were able 2 head right out.

R load consisted 654 cases of a large variety of Kimberly Clark products such as Scott toilet tissue, Kleenex, Viva towels, wipes, & napkins on 21 pallets. Even 4 its volume, the load was not all that heavy; wghing just 19,793#s.

Despite having ample hrs available, the prospect of driving thru the wee hrs was a bit more than I had bargained 4 since we had ample time 2 dlv & had anticipated a nite of non-moving rest. It wasn’t until we reached the Lone Chimney Service Plaza on the Cimarron Turnpike, west of Tulsa, that I found any place 2 shut down. The lot was fairly full of trks but when we got up in the a.m., we found there was only 1 other trk left.

Refreshed, we headed on over 2 pk up I-35N up 2 Wichita, where we took I-135N thru Salina, continuing N then on US 81 thru York, NE & on up 2 Norfolk, NE where we r due 2 dlv @ 0900 on Monday. R suggested rt permitted us a special perk of being able 2 visit r oldest granddaughter, her husband & r little great-grandson!

As we made r way N, we noted the severely drought & fire-stricken wheat fields in OK, the fields becoming greener the further N we went up thru KS. When we reached NE, we began cing traces of snow. By the time we reached York, the fields were white, & the plowed snow fr last wk still piled high along the cleared hwys. We ran in2 light rain N of York, which will help the snow cover melt faster, coupled w/ temps in the low 40s.

Trip #2082 Albuquerque, NM > Muskogee, OK

2006-03-25T11:36:00.000-08:00

Upon r arvl @ BalKamp/Napa Distrib in Albuququerque, we discovered a fellow Crete driver, had arvd the nite b4 & was already in a dock, along w/ other a mixture of other trks. After Lawrence had cked in @ receiving & got r dock assignment, Paul got out & offered 2 help “spot” 4 what he knew would b a challenging ‘blind-side back”, which was very nice of him. Napa’s docks were right on the edge of a narrow st w/ cars parks directly x. I spotted @ the back, while Paul watched @ the front, as Lawrence put r trk a narrow dock, smooth as silk. Paul had already warned us that we were going 2 b in 4 a lengthy wait, so the men visited 2gether while Smidgen & I went 4 a leisurely walk.

Paul’s gestures were typical of fellow OTR drvrs. Regardless whether u have ever met b4, fellow drivers r always ready 2 lend a hand in getting in tight spots, helping 2 slide stubborn tandems, sharing helpful tips in locating shprs or consignees, or simply sharing experiences on the rd. It is very like being fellow fraternity [or, my case, sorority] members.

Paul got mt a few mins b4 we & pulled out & pkd along the st, carefully lving room 4 us ahead of him. David, the CCC dispatcher 4 NM, sent us both msgs indicating it may b a while b4 he found available fgt, so we decided 2 drv over 2 a small Love’s T/S on the N side of the interstate 2 Transflo r trip info back 2 Crete & grab a Subway sandwich while we waited 4 r load offerings.

Eating, however, got put on hold when David sent us both load offers 4 loads @ the same place, a few mi away. We had only 45 mins in which 2 pick it up b4 their closing time, so we hustled right over 2Springer Industrial Ctr, where we were 2 pk up @ Cintas/Road Runner Paper. It turned out that they only loaded out of 1 of their numerous doors, so we told Paul 2 back in 1st, since he had, after all, mted out 1st. He appreciated r consideration. There r few things that cause more ill will than some1 cutting in line, whether it is a situation like this or hauling grain 2 the elevator & some1 cuts in line thinking their crop 2 b more important 2 get out than urs.

Their Road Runner fork-lift drvr was anything but speedy—taking 1 ½ hrs 2 load Paul & even longer 2 load us. When we were finally loaded, I went in 2 sign the paperwork while Lawrence secured the load. I asked if they would sign a detention form? Not 2 r surprise, they declined. The shipping agent was very nice, however. He said it had never happened that 2 trks had arvd @ exactly the same time. Oh, well…such is life on the rd.

This facility was unique in that they had provided mobile shredding of documents 4 their customers. This shredded paper was then put in bales & sold 2 recyled paper companies like Georgia Pacific, r consignee 4 this trip. It is a fairly heavy load of 32 bales, wghing a total of 42,536#s. Though r original load info indicated the load was not due in Muskogee, OK until Monday, the 27th, Crete said we were welcome 2 dlvr it early. We more than likely will do just that.

Trip #2081 Ogden, UT > West Jordan, UT > Albuquerque, NM

2006-03-24T20:40:00.000-08:00

When we arvd @ the Ogden Kimberly Clark facility 2 drop r load, we noted there were several CCC drvrs waiting 4 loads. Not a good sign. As soon as we sent in r mt call, Mike, the UT dispatcher, confirmed r suspicions by sending us a note saying “Sit tight. Short freight.” Over the next couple hrs, it began 2 look like a tomato patch as more red Crete trks arvd & dropped their loads & picked up mt’s fr Kimberly Clark pool of trlrs & waited 4 their next trip assignments.

After a 4 hr wait, r turn came & we were offered an overnite run out of West Jordan down 2 Albuquerque. Though we really don’t like overnight runs, it was better then sitting.
We pked up a light (17,624#) Haz Mat load at Balkamp Distribution/Napa 47 in West Jordan, 47 mi S of Ogden. It was an assorted load of fire extinguishers, fuses, adhesives, compressed gases containing diethyl ether (flammable) that was 2 b delvd 2 their Napa Dist. Ctr in Albuquerque, NM by 1100 the next morning—Fri, Mar. 24th.

R load was ready upon r arvl & we were able 2 head 4 NM w/o delay. We xed the snow-covered Wasatch Range of mts SE of Spanish Fork, UT, angling down a familiar & scenic rt thru Price, Green River (where we made a brief stop) & Arches Nat’l Park, to Monticello, UT. There we headed E 4 a while, to go thru the SW corner of Colorado & Canyon of the Ancients Nat’l Park to Cortez and on down thru the Ute Mts & Reservation. We entered New Mexico a little N of Shiprock, and cont’d S thru the Navajo Nation to Gallup, NM. Here we picked up I-40E & drove over 2 the old Giant T/S (now a Pilot) where we stopped 2 ck r mail & a couple hrs of shut-eye b4 going on E to Albuquerque, arv @ Napa more than 2 hrs ahead of r appt time.

Trip #2080 Shelby, NC > Hendersonville, NC > Ogden, UT

2006-03-20T21:26:00.000-08:00

We may have “shot rselves in the foot” in choosing r current load! On Sun p.m. we had debated whether we wanted 2 delv r Wal-Mart load early or stop 4 the nite & delv on Mon, as scheduled. B4 making r decision, I gave dispatch a call 2 c what they might have 4 us if we went in early. I asked if they might have a Calif load & Steve just laughed, albeit good naturedly, conveying a “dream on!” sort of response. He then said 2 give him a minute & he would ck what would b available, returning to offer a Ogden, UT load. Doing some quick mental calculations, I realized that load would permit us going right thru home w/o going out of miles. He said he would b glad 2 send it out as a pre-plan so we could look it over & decide whether we would like 2 accept it or not. The only stipulation was that it would need 2 b pked up b4 midnite.

Since it had been 3 wks since we had been home, we decided 2 accept the load, knowing we should have ample time 2 make it over to Hendersonville 2 pk it up on time. The 1, rather critical, matter we failed 2 take in2 consideration was the weather! It turns out that we r heading directly in2 the biggest snowstorm of the season, on the 1st day of spring, no less!
So as soon as we had dropped r load, we headed right over 2 Hendersonville 2 pk up a load @ 13,200# Kimberly Clark load that needs 2 @ their distribution ctr out in Ogden, UT by Thurs. In view of the weather problems, it will b helpful that we have a 24 hr dlv window. The Kimberly Clark hilly grounds were lovely, with blooming trees lining the curving drive in2 the facility.

Though r original suggested rt & fueling was xing NE on I-80, it may b necessary 2 remain further S if I-80 remains closed when we reach the decision pt of KCMO. If it remains closed, we will likely continue W on I-70 as far as Denver or Green River, UT b4 angling up toward Ogden.

The lovely rosebud trees, dogwood & the spring flowers we had enjoyed seeing down South have long since faded fr sight as snow begins 2 accumulate in the nations mid-section & temps drop as we make r way toward Utah.

Trip #2079 Laredo, TX > Shelby, NC

2006-03-19T21:31:00.000-08:00

R trip fr CA out 2 r TX consignee was an easy pace, xing x the SWern states in good weather, arving Laredo Thurs, early evening. We stopped @ a large Pilot T/X on I-35, 13 mi N of the border. They charge an very large fee if u pk there overnite, unless you take on fuel or make purchases of $50 or more in their store. Since all the rest of the t/s’ were down closer 2 the border & it was the last 1 b4 we would turn off on the by-pass over 2 Tex-Mex Industrial Park on the E side of Laredo, we asked Crete if we might go ahead & take on fuel, so we could park free. They said that was fine. Despite the fees, their huge lot was packed w/ semis.

Muzza didn’t open until 0900--& not a minute b4—which is often typical in r warmer states. Shprs & consignees in the northern tier of states, can usually b counted on 2 b open an hr or more their official opening time & b eager 2 get their day underway. Though we arvd well ahead of 0900, it was nearly 0945 b4 Muzza began unloading us, & @ an unhurried pace.
When we finally were able 2 send in r mt call, dispatch sent us 2 load offers, both out of Laredo: 1 going to Shelby, NC & the other 2 Moses, MO. We opted 4 the longer, NC load. It was due 2 load earlier as well.

We headed right over 2 Killam Industrial Pk, located on the N edge of the city [pop. 197,488]. It is interesting 2 note that there r 15 different industrial pks in this very busy border city.
Although we arvd @ American Cleaning Supply 5 hrs ahead of r appt time, they promptly assigned us a dock, & promised 2 load us just as soon as they had r product staged on the dock in about 2 hrs.

While Lawrence did his log bk, Smidgen & I took a walk down 2 a mobile lunch trk, parked along the st 2 c what they might have available 4 brunch. The menu was Mexican burritos, which I got 4 us, along w/a large glass of pineapple juice 2 share.

After we ate, I went 2 C if they had a trucker’s lounge where I might do some computer work, since my inverter had played out & would need 2 b replaced @ the next t/s. Though they did not have such a amenity 4 trkrs, their general mgr, Leslie Mims, kindly provided me a nice place where I might work. I had taken my cell phone along, so Lawrence could call me as soon as we were loaded. A couple minutes b4 he called, Ms Mims came in 2 tell me that the fellows on the dock, knowing I had come inside, had given her a call 2 advise me, as well. They all, including the security officer, we all very nice. Further, they had us loaded a couple hrs early.
R load was 2 b taken 2 Wal-Mart Distrib in Shelby, NC by Monday, the 20th, just in time 4 expected spring cleaning demands. It was a relatively light load, only 7,227#s/890 cases of cleaning supplies such as deck mops, several different kinds of brooms & toilet bowl brushes.
While we enjoyed a pleasant wait this nice industrial pk, right x the river from us, drug gangs fr SA & Mexico shot 4 under-cover border patrol in broad daylight. Earlier, I had watched the local news on TV, which included a segment dealing w/ the frightening & rapid spread of these gangs & narcotics coming x r borders in2 r country.

As we drove N on I-35 we heard on the news that the death toll fr the wild fires I wrote of last wk, had risen to 11 humans & well over 11,000 cattle & horses, an unbelievable tragedy & loss.
As we drove x I-10, I-12 & angled up I-65 to I-85, we saw more evidence of hurricane damage along the way. As we passed thru St. Charles, LA, 4 instance, we noted that the roofs of @ least 1/3 of the homes were covered w/ blue plastic. We saw only 1 home where carpenters were putting on a new roof. 1 large church had black plastic covering the area where there had previously been a large steeple.

Mississippi seemed 2 have done the least cleanup efforts along r rt. The wooded areas all along the way r a tangled mess of broken trees & may never b cleaned up completely. Torn & broken signs & billboards went the entire path of the hurricane, clear up in2 the Carolinas.
We dlvd r load in Shelby on Sunday evening, ½ day ahead of schedule.

Trip #2078 Montebello, CA > Santa Fe Spings, TX, CA > Laredo, TX

2006-03-15T19:31:00.000-08:00

We battled extremely dangerously strong winds x TX & NM on I-40 as we headed 2 the LA area. Thankfully we had a heavy load 2 give us more stability than some of the other high profile vehicles. We saw 1 motor home that was tipping so drastically that their wheels on the drvrs’s side were barely touching the pavement. While it was my turn @ the wheel, my 2 hand finally went 2 sleep from holding on2 the wheel so tightly for several hrs straight.

This was the day when more than 100 tornadoes spawned thruout the nation’s southern & mid-sections. Most alarming were the raging wildfires & dust storms as we xed TX. E of Amarillo we spotted smoke & flames on the s-side of the interstate. As we drew closer, the low cloud of smoke coming 2ward us appeared very like the base of a tornado cloud about ½ mi in width. The fire was already within ¼ mi of the highway, advancing @ a rapid rate. The flames were @ least 13-14 ft high. As we passed it, we noticed that there were no firefighters 2 b seen & immediately x the hwy was a very nice home & ranch blgs, w/ a motor home & a couple pkups parked on the yd. Right behind them was a huge, tinder-dry pasture with an immense herd of Black Angus & baby calves. We wondered if the ranchers were not @ home @ the time, as there seemed no activity on the place, nor any1 driving the cattle 2 safety. The situation appeared very grave indeed & we shuddered 2 think what was about 2 take place. Not long after that, we heard on the CB that I-40 had been shut down behind us.

As we continued on, we very soon came upon a bad dust storm, reducing visibility fr 100% down 2 nearly zero in a matters seconds! We couldn’t see more than 10 ft ahead of us, though we could clearly c trash & tumbleweeds flying x the surface of the rd & hear objects hitting the side of the trk. Some vehicles had pulled off 2 the side & it was impossible 2 c if there was any1 in front of us, much less @ what speed they might b going. Dust storms & dense fog create some of the most dangerous traffic hazards there r. Thankfully, we came out of the dust storm w/o problems. We heard the next day, however, that there had been fatal accidents that occurred fr 1 of these dust storms.

We pushed on as far as the Jamestown, NM refinery & Pilot t/s [I-40 ex 39] b4 pulling off 4 the nite, as the rds were getting quite bad fr the huge snowstorm that had come x AZ & NM that same day. We had already seen several bad accidents & it would have been foolhardy 2 have tried 2 tackle the 6% grades in the Flagstaff, AZ ahead of us.

As we pulled off, we immediately saw that there was trouble ahead. The rd leading in2 this huge t/s—1 of the largest in the world--was a sheet of ice, as was all 3 of the trk entrances. The Pilot management had not yet spread salt on these entrances, which each have, perhaps, a 3 or 4% upgrade. There was no way 4 the trks 2 make a run 4 them, as each required a 45-degree turn off the service rd, on solid ice. There was a long line of waiting trks, as lighter loads spun-out & jack-knifed trying 2 make it up. Drvrs helped each other w/ getting trks safely backed down &/or throwing on chains in the bitterly cold, very strong winds. Their patience wore very thin, however, regarding Pilot having failed 2 provide safe conditions 4 those needing fuel &/or stopping 4 the nite. Many vowed 2 give the mgr an earful the minute they got in & pked. Trks soon began entering @ the car entrance, which remained passable. We, however, were already caught in the long waiting line of trks 2 the trk entrances.

After a nearly 2-hr wait, it was r turn 2 give it a try. Lawrence threw on r “dividers” 2 provide more traction & started up the 1st entrance. The attempt was unsuccessful & it was necessary 2 back down & start over. The trlr had jack-knifed in the process & it was a real trick getting out of the situation. Lawrence had me back, while he another drvr spotted 4 me, while trks behind us patiently waited, giving us plenty of rm in which 2 maneuver. Once we got back on the level service rd, we elected 2 go further on & wait behind the line of trks waiting 2 go up the 2nd entrance. A woman drvr was struggling 2 get up it. She was literally inching her way up as other drvrs gave her encouragement & help, both outside & on the CB. @ 1 pt, she said that she did carry a full set of chains but had absolutely no idea how 2 throw iron (put them on). Normally a couple of drvrs would have offered 2 help her put them on but no 1 did, cing she was going 2 make it w/o, if every1 remained patient. The drvr who had been helping her the most, offered 2 buy her a cup of coffee after she found a parking spot. Not doubt, he also explained the process of chaining up then, so she would b better prepared next time she ran in2 such a situation.

I have found that trkrs r very like my fellow quilters in that they r generally very patient w/ novices & generously give helpful tips w/o making the inexperienced feel foolish. Certainly, we have benefited immeasurably from the helpful tips fr the old-timers as they helped us expand r knowledge far beyond the excellent 3-month training we had both recvd @ SECC yrs ago.

R 2nd attempt was successful, though by that time the lot was nearly full. We finally opted 2 follow the lead of another enterprising drvr & “made” rselves a spot between the end of the fuel bay & the CAT scale. By morning, 2 more had joined us.

The next day got off 2 a good start w/ a Western egg Subway omelet sandwich in the Pilot. They r 1 of the relatively few places x the nation who make their omelets fr scratch, generously adding chopped fresh tomatoes, onions, green peppers & mushrooms in their skillets, a double dipper of eggs & then adding ham slices & cheese. It resulted in a very heavy & especially delicious breakfast sandwich, which easily held us until evening.

Since we usually eat Subway 1 or 2 times each day, we often note Subway menu’s reflect unique regional sandwich & soup menu offerings. This Pilot provided a good example of this. I noted that they had Posle Soup w/ Red Chile (hominy & pork) that day.

After stopping in Hesperia, CA—7 miles fr the 4,190’ Cajon Summit--4 a quick shower & midnite snack, we decided 2 go ahead & head 4 Montebello while traffic was a little lighter than it would b during the early a.m.-rush hr.

The 12-mi, 6% downhill grade, winding descent down from Cajon Pass is dramatic to c, especially @ nite w/ the 4 lanes of downhill, heavy traffic, clearance & tail lights creating a solid line of red, while the 4 uphill lanes create an equally solid line of white, w/ their headlights. It is imperative that a trucker down-shift a sufficient # of gears 2 maintain the 45 MPH speed limit, depending on the wgt of their load, 2 avoid overheating their brakes, especially in view of the fact that there is a state weigh scale @ the base of the mt. Smoking brakes create a very dangerous situation 4 every1 & would attract the immediate attention of CA DOT officers. We rarely even touch r brakes on such descents, having learned how many gears 2 drop in managing a lite, avg or a near gross-limit load, permitting r engine retarder/jake brake 2 evenly & safely control the descent. @ the same time, u must know how 2 control the descent in the event ur jake brake would fail. Having had that experience 1 time about 12 yrs ago, left a lasting impression & caution.

Upon arving @ Aspen Distrib, we joined a waiting triple line of in-coming loads. Theoretically, we should have been able 2 crawl in the bunk 2 get 3-4 hrs of sleep while awaiting r dock assign’t & getting unloaded @ this traditionally VERY slow receiver. However, there was 1 interruption after another, as trks were asked 2 move &/or drop their loads 4 their shag drvr 2 put trlrs in docks that are not accessible 2 conventional trks. As luck would have it, we were eventually assigned dock #23, 1 of such spots. Though we were relieved not 2 hassle backing in the spot, especially in the dark, neither of us got an appreciable amt of rest during r 6 hr+ wait 4 them 2 get us unloaded. Predictably, the recving clerk refused 2 sign a detention form, saying the company heads would not permit his doing so. When I asked if they would perhaps @ least give us a small box of Pedigree dog bones in exchange 4 r long delay, this 2 was met w/ a negative response. All & all, r experience was little different from the last time we took them a load several yrs ago. We will make a mental note not 2 accept a load in there again, if we r given optional load offers. Under the the new Rules of Service, many of the single dvrs r out of hrs by the time they r unloaded. The only positive thing about the place is that Aspen employees r @ least courteous.

Nearly 7 hrs later, we recvd a triple load offer. The 1st being the longest & most critical in terms 2 b delvd. There was 1 going 2 Moxee City, WA, the other 2 Colorado Springs, CO. I lobbied, albeit unsuccessfully, 4 the WA load, so that we might possibly have an opportunity 2 stop & see r friends in r adopted home-town of Bend, OR en route. Lawrence, however, had had his fill of winter drving 4 the moment & wasn’t interested in drving knowingly into mt winter driving when we could remain s, along the Mexican border, in warm weather. We will likely lv r trips in2 the NW 4 the summer months, unless there is no other option.

So we drove over 2 Santa Fe Springs, only 7 mi 2 the SE of Montebello. There we were live-loaded w/ 43,470#s of acid filled batteries @ Trojan Battery. Though this is a Haz-Mat, Class 8, UN2794, packing group III, it carries a non-regulated exception, & as such does not need 2 b placarded. Crete, however, asked that we ck the load anytime we stop 2 make sure the 15 skids remain securely in place en route. Since we need 2 open up periodically, we only put r enforcer lock on the trlr 4 the trip. We will put the seal on the load b4 arving @ r consignee, Muzza, in the Tex-Mex Industrial Park in Laredo, TX.

Trip #2077 Columbus, OH > Obetz, OH > Montebello, CA

2006-03-11T21:45:00.000-08:00

We dropped r load of refrigerators @ the Sears Roebuck in Columbus, OH shortly b4 noon on Fri. Ironically, 3 Crete’s all arvd there @ the same time, we being #3 in line. 2 r frustration, Sears had only 2 mt Crete trlrs left in their trlr pool, which meant we had 2 go in search of an mt, b4 we went 2 pk up r next load. We had been preplanned on a load already Thurs nite & r next shpr will not permit drvrs 2 take a load out w/o bringing them an mt, which is not all that unreasonable.

We drove over 2 the CCC terminal, located just w of Sears, 2 c if there were any on their lot. When we drove in, we discovered still another Crete drvr in search of an mt, as well. He had already determined there were no mt’s there.

About that time, dispatch sent both of us directions 2 Kellogg’s Distribution, saying we might b able 2 find an mt there. We both bobtailed up 2 Kellogg’s. As the 2 of us entered the security gate, a 3rd CCC bobtail followed us in 2 join in the search 4 an mt. We all headed over 2 the office 2 ck what they might have available. They had 2 mt trlrs & luckly, this time we were #2. We hooked on & headed over 2 Obetz, a SE suburb of Columbus, while the 3rd drvr continued his search 2 another Crete customer’s distrib ctr.

Normally, drop & hooks r great time-savers 4 drvrs, but when the consignee has no available mt trlrs, it becomes almost as time-consuming a process as a live-unload. This occurs 4 various reasons. Sometimes due 2 their having generously released CCC trlrs 2 help out, just as Kellogg’s did 4 us, other times it is due 2 their being unduly slow in unloading dlvd dropped loads.

We were 2 pk up a 45,375#s of Kal Kan pet food [3,630 cases] @ Aspen Distribution & take it out 2 Montebello, CA 4 hungry pets in southern CA. We have been 2 this ctr a # of times over the past doz yrs, & were thus familiar w/ their disbursement of loads, in particular the demeanor of the head security officer/guard @ the gate. Aspen is the new owner of this ctr in the last couple yrs, but they retained most of the previous staff. This particular gaurd can always b relied up 2 have seemingly gotten out of the wrong side of bed every a.m. & u hope u r able 2 get in & out w/o anything going crossways in the process.

It happened that I was in need of a restroom by the time we arvd. Most places provide easily accessible facilities 4 drvrs & this presents no problem. Lawrence said he would ck 4 me when he cked in. Upon his return 2 the trk, he indicated that this was going 2 b an irritating imposition but that the guard grudgingly had agreed 2 let me use their restrooms, this being the 5th such request that day, insisting that his assistant security officer must accompany me over 2 the main bldg if really needed.

Having known full well that this request might not b well recvd, I most assuredly would not have asked had it not been absolutely necessary. I told Lawrence 2 go ahead & take r mt trlr back 2 the drop yard while I headed for the “necessary room” & that I would then walk up & meet him @ the loaded trlr lot 2 help him slide the tandems, ck the lights, etc.

I walked in the guard house & the older fellow gruffly demanded that I MUST present my CDL b4 I would permitted 2 enter the bldg. I said it was in my purse in r trk, hoping he would relent, as I was really getting quite uncomfortable. No way! So I dashed out the door, chasing after r semi, waving my hand, in hopes my co-drvr would spot me in his passenger side mirror. I knew his primary attention would b on the parked cars on 1 side, trlrs on the others on this 1-way st that goes around the huge facility. He finally did spot me & stopped 2 wait4 me. I opened the door, hurriedly explained & hurried back to the guard shack & presented my CDL

By that time, they were cking in another drvr, so I had 2 wait. When it was my turn again, I discovered I must have my picture taken & wait until it was printed out on a badge. When he handed me the stick-on paper badge, I glanced @ my mug shot & noted that I did not appear 2 b an especially happy camper, I fear.

The younger guard stood ready 2 accompany me 2 the door of the restroom in the warehouse. As we walked over 2gether, he apologized 4 his superior’s handling of the matter, explaining that “he is old & has gotten set in his ways.” I laughed & assured him that I was willing 2 bet that such has always been his manner—knowing he has been so 4 the past 12 or 13 yrs & likely long b4 that. I told the young man that I was more than likely older than this man, though he, too, has gray hair. I assured him that age is not the determiner of such a personality, & expressed my sympathy 4 this young man having 2 work w/ such a disagreeable person. He will 1 day become the senior security officer & drvrs will welcome his kind & accommodating manner.

Upon arving @ my destination, he asked if I would b able 2 find my way back ok? I was surprised that I would b trusted not abscond with some of their valuable pet food on my way back 2 the trk! I thanked the young man 4 his kindness & sensitivity.

After departing the bldg, I walked a block or so up toward r load. As soon as we were hooked up, we scaled the load on the new scale Aspen had recently installed. That is impressive addition, saving drvrs having 2 locate a public scale or a large trk stop w/ a certified scale b4 heading on their way.

Since r load isn’t due in Montebello, @ Aspen’s distribution ctr in Southern Calif., until Tues, the 14th, we have been able 2 divide up the mi in2 reasonable length days, which will permit stopping each nite, a welcome chg of pace.

Trip #2076 Atlanta, GA > Anderson, SC > Columbus, OH

2006-03-09T16:09:00.001-08:00

After taking a fuel/shower/sandwich break in West Memphis, AR, we xed the Mississippi in2 Memphis, TN, angling down x MS & AL on US 78—the future I-22 corridor—2 Birmingham, where we headed E on I-20 2ward Atlanta. We arvd Magnolia Distribution shortly after midnite. We were again able 2 drop r load & pk up an mt CCC trlr, w/ no delay.

We had talked earlier w/ dispatch & learned that they were going 2 b short on GA fgt upon r arvl & they would likely send us 2 either SC or MS 4 r next load, so we weren’t all that surprised when we recvd a single load offer—w/ pk-up in SC. Noting that the load could b pked up anytime on the 9th & we had adequate time in which 2 dlv it, we decided 2 stop 4 a good nite of sleep b4 heading NE 2 SC.

On r way down the blvd 2 Magnolia, we had noted a small convienence store & t/s that could accommodate, perhaps 15 semis, we decided 2 head back 2 it. When we got there, we discovered a single spot left, which we quickly nabbed. However, it wasn’t long until we realized that this t/s was quite different fr the large t/s on Crete’s authorized fuel stops. Fr the blvd this little t/s appeared 2 be just fine, apart fr being size, but when we backed in2 r pking spot, we found we were on such a slope that we could easily roll out of bed during the nite. It was going 2 b most uncomfortable, @ best. However, we were both tired enough that we decided 2 stay, rather than trying 2 find another t/s.

I took Smidgen over 2 a grassy spot so he might “read & lv a few msgs”. I noted a “No Loitering/Police Security” [the latter was definitely a misnomer, as we never saw a single 1) sign on the edge of the grass, which should have told me something about the place right away. After returning 2 the trk, while we were both finishing r log bks 4 the day, we noticed a young man roaming around the lot, stopping @ most of the trks 2 talk w/ the drvrs briefly. He did not, however, approach r trk.

We then went in2 the convenience store 2 c what we might have 4 a midnite-snack. When we went 2 pay 4 r purchases, we found the clerk behind a glass enclosed office w/ a narrow slot underneath thru which we could pass $/recv change & a plastic bag 2 bag r items.

As we returned 2 the trk, we noted a young woman, in a mini skirt, lite top & knee hi boots walking across the lot. She stoped @ various trks, as had the fellow earlier. A “lot lizard” & the fellow no doubt was her “john.” She looked up @ Lawrence as she walked by, apparently knowing better than 2 ply her services @ r trk. She by-passed the fellow parked beside us, then disappeared in2 the next trk. The fellow next 2 us commented that he often stopped @ this t/s after picking a reg load in the nearby industrial park, saying “the girls r coming out early 2nite.” He explained that they moved over 2 the t/s after they were done “working the strip-mall x the st.” Like us, he was not interested in their services.

Lawrence got out briefly 2 do a “walk-around” inspection of the trk & was startled 2 c a tall, long-haired figure standing in the shadows behind the trk. The gal looked fairly old, having some gray in her hair. She said something 2 him, which he didn’t catch, but she walked away when he shook his head & returned 2 the trk.

During the remainder of the nite, activity on the lot increased, & I was awakened 3 or 4 times by some1 knocking loudly on r trk dr. I got up the 1st time, peered thru a crack in r privacy curtain, 2 c a blond walking away fr the door, heading 4 another trk.

In the a.m. we saw a young, very thin, girls walking around the place, smoking a cigeratte, occasionally stopping 2 wait 2 approach fellows coming out of the t/s after paying 4 their diesel or car fuel. She was not as nicely dressed as were the “ladies of the nite” & we suspected she was in need of a drug fix & desperate enough 2 do whatever was needed 2 get $ 2 buy more drugs. A really sad & pathetic figure. U couldn’t help but wonder what all had gone wrong in her life, why she wasn’t finishing high school, where her family was—if indeed she had 1? Eventually, she found a trkr who opened his passenger dr 2 her, They drove away 2gether in a few minutes.

We have encountered “lot lizards” relatively few times over the past dozen yrs, as the problem of aids & other sexually communicative diseases grew, the larger, national trk stops began providing security, barring such people fr their premises, eliminating the problem almost entirely. Crete promptly drops fuel stops found 2 permit this trade. They do not permit their drvrs to have any1 who is not authorized 2 b in their trks.

When Lawrence 1st started driving 4 Crete, we were required 2 provide a copy of r marriage certificate b4 I was permited 2 ride w/ him! After over 40 yrs of marriage, r copy had been misplaced & when we walked in2 the court house 2 secure a copy, the surprised clerk commented that such requests were generally 4 the purpose of filing 4 divorce! (It was nearly 2 yrs b4 I dropped off the trk 2 take the 3 month training course 2 become a commercial drvr, so that we might run as a Crete team. The copy remains in CCC’s personnel files.)

Needless 2 say it was NOT the restful nite we had anticipated! @ least neither of us rolled out of the single bed we share… (Yes, we do have an upper bunk in r Peterbilt condo, but we prefer 2getherness & leaving that area 4 storage.)

Smidgen, however, viewed all this goings’ on w/ keen interest. He stuck his head under the curtain of picture window @ the end of r bed 2 watch the uncharacteristic activity in the trk lot.

The Atlanta, GA & SC areas is bursting w/ signs of spring. Trees loaded with beautiful blossoms, forsythia bushes loaded w/ their small, bell-shaped bright yellow blossoms, perennials such as daffodils, crocus, pansies blooming in perfusion. Over the past week or so, we have seen little calves & lambs in the rural areas of our country, another sign of spring. If you r a reader inn the northern tier of r country, take heart, spring will soon arv in ur area, as well!

Now as 2 r current trip… We were 2 deadhead [mt] 119 mi up 2 Anderson, SC 2 pk up a load & take it up 2 Sears Roebuck Distribution in Columbus, OH by anytime 2morrow—Mar. 20th.
Upon arriving @ the shpr, Electrolux (Frig Div), we drove along a long, curving rd, lined w/ large, perfectly systemically shaped Bradford Pear trees, each loaded w/ white blossoms. There were more of them on the spacious grounds in front of the plant.

The security officer was a delightful gentleman who was quite taken w/ Smidgen, talking & playing w/ r little traveling companion. He told us there were several CCC loads going out of there 2day, all headed 4 The Buckeye.

R load contains 84 refrigerators, w/ a total wgt of 15,570, which will permit fairly easy pulls x the mts.

Trip #2076 Atlanta, GA > Anderson, SC > Columbus, OH

2006-03-09T16:09:00.000-08:00

Smidgen, however, viewed all this goings’ on w/ keen interest. He stuck his head under the curtain of picture window @ the end of r bed 2 watch the uncharacteristic activity in the trk lot.

R load contains 84 refrigerators, w/ a total wgt of 15,570, which will permit fairly easy pulls x the mts.

Trip #2075 Fontana, CA > Carson, CA > Atlanta, GA

2006-03-07T07:06:00.000-08:00

Though we had advised dispatch we’d gladly take a load out 2 the New England states 4 them if they had such available, a “hot load” [i.e. a load needed by the consignee ASAP] took precedence, 1 that needed a team 2 get it there when needed. We got “elected.”

After dropping r load of cereal in Fontana @ Kellogg’s, we were sent over 2 Carson, CA—18 mi s of the center of LA. Though Carson is only 63 mi 2 the sw of Fontana, it is via some of the heaviest traffic in the nation on 12-14 lane interstates during rush hr, it is hardly as simple, nor as fast, as driving from the same distance x sparsely populated areas in 1 of r western states! R rt took us via I-10/San Bernardino Fwy; I-605/San Gabriel River Fwy; I-710/Long Beach Fwy; & I-405/San Diego Fwy. Every time we drive thru LA, I can’t help but wonder what % of this large metro area is under cement?! The ever-growing network of interstates & bridges is incredible.

We picked up r pre-loaded trlr @ Tri Modal, a place we had been b4. It is loaded w/ 1408 cases of imported footwear weighing—according 2 the paperwork—33,792#s, though the paperwork stated in fine print “wgt subject 2 correction.” The load simply did not pull like it had that much wgt, & when we scaled the load in Ontario, its wgt is more like 22,000#s!
We had retraced r rt back as far as the T/A, b4 turning n on I-15 & making r way up the winding 12 mi/6% grade 2 the summit of Cajon Pass, essentially lifting r load over 4,100 ft up the mts in the San Bernardino Nat’l Forest.

U can c part of the vast Joshua Nat’l Park along I-15. The strange looking Joshua tree is actually an important part of the desert ecosystem, providing food and shelter for many of the Mojave Desert animals.

When we reached Barstow, CA we turned e on beginning of I-40. A sign was posted along the interstate stating it is 2554 mi fr that pt to Wilmington, NC. We will follow it as far as West Memphis, AR, where we will take I-55 x in2 Memphis, TN & begin angling down on US 78 to I-20, which will take us in2 Atlanta, GA.

On r way in2 the LA area we had xed part of the 20,000 acres of the Mojave on I-15 but this trip r xing further south, eb on I-40 thru the very mountainous Mojave. Hidden in these mt ranges r deposits of borax and iron ore.

We will take on fuel @ Lake Havasu, Amarillo & West Memphis on this 2284 mi trip. We should b able 2 stop 4 some non-moving sleep both nites.
We r due 2 dlv anytime between 0001-0500 on Thurs, the 9th @ Magnolia Distribution.

Trip #2074 Omaha, NE > Fontana, CA

2006-03-03T23:33:00.000-08:00

The ice we pked up xing Penna remained on the trk until we were ½ way x Iowa, where we ran into some welcome sunshine again. We arvd @ Gordman’s in Omaha early Fri. afternoon.

As soon as we sent in r mt call, Todd sent us the trip info 4 r pre-plan load. It couldn’t have been more ideal. We had only 2 go s 1 blk & pk up a pre-loaded trlr @ Kellogg’s USA, Inc. & head on r way.

We r 2 take 4,500 cases of Kellogg’s Variety Pack cereal, weighing 16,875#s out 2 Kellogg’s Gatx Logistics in Fontana, CA by Monday, the 6th, 1st thing in the a.m.

2 make it even better, we were even able 2 stop @ home 4 the eve/nite on r way!

Trip #2073 Lakewood, NJ > Jersey City, NJ > Omaha, NE

2006-03-02T19:44:00.000-08:00

We dlvd r load of sprayers 2 Church & Dwight’s Liquid Division in Lakewood, NJ a ½ day early. We had cked w/ nite dispatch earlier in the eve 2 c if they might have a load available 2 or thru Nebr if we came in early. They had a load ready 2 go in Jersey City, NJ but it had 2 b pked up by midnite. Did we think we could do that? We said we thot we could, though knew it would b tight despite Church & Dwight being a drop & hook. So they sent us a pre-plan, committing us 2 the load.

Going in late @ nite assured the volume of traffic in The Garden State would b a lot less than during the day, which was a big help in making the midnite deadline.
We had not been 2 Lakewood b4 & it would have been nice 2 have seen it & the Atlantic Ocean during the day but 1 cannot have their cake & eat it 2. Perhaps next time…
As soon as we had dropped r load, pked up an mt trlr & had r signed paperwork in hand, we headed up US 9 to 18 & finally over 2 the NJ Turnpike. The Garden State Pkwy would have been much faster but trks r only permitted on it in the southern part of the state. Both 9 & 18 was continous commerce, thru heavily populated area. It was nearly impossible to determine where 1 town ended & the next began.

It was much faster going after we reached the Turnpike. As we neared Jersey City, we turned off on the NJ Turnpike Ext/I-78, going thru Bayonne, xing the Hudson River on2 Liberty Island where r shpr, New Deals, was located along the harbor. We were only 2 ½ mi fr the Stature of Liberty.

It facilitated matters that we had pked up there b4 & was somewhat familiar w/ the area. We cked in w/ security @ 23:56 EST, w/ 4 min 2 spare!
R trlr was loaded w/ 1,829 cases of department store merchandise, wghing 22,537#s. We r 2 dlvr it to Gordman’s in Omaha, NE anytime between 0700 & 1400, Fri the 3rd.
We then drove over 2 Columbia, NJ 2 fuel & would have shut down there 4 some shuteye, but their large lot was full 2 capacity & then some. We drove over as far as Bartonville, PA, where there is an XL T/S where we found a good parking spot.

The weather had been very nice & so we were quite surprised 2 awake 2 find it snowing in the a.m. Driving x Penna involved a variety of weather as we xed the mts—alternating between thunder, snow, sleet, ice & rain. We finally ran out of the snow & ice around the Toledo, OH area.

Trip #2072 Columbia, MO > St. Peters, MO > Lakewood, NJ

2006-02-28T21:28:00.000-08:00

Upon sending in r mt call, we were promptly sent another single load offer. R next assignment was in St. Peters, MO 2 pk up 1,163 Continental AFA sprayers weighing 25,000#s. Since we had a wide window of time (0800 – 1500) on Tues in which 2 pk up the load, we decided 2 shut down 4 the remainder of the nite in Boonville, MO. We drv on over 2 St. Peters in the morning, where we were promptly loaded.

We have a 24 hr window of time in which 2 dlv these sprayers 2 Church & Dwight in Lakewood, NJ [36 mi E of Trenton] on Thurs. Nevertheless, we advised dispatch r PTA [projected time of availability 4 r next load] would be 0700. We will b delving this load in the Lakewood Industrial Park, a mere 6 mi fr the Atlantic Ocean.

Trip #2071 Lincoln, NE > Crete, NE > Columbia, MO

2006-02-28T20:03:00.000-08:00

After some very special & welcome home time, we returned 2 the road on Mon, accepting the single load offer 2 take 45,320#s of yellow corn grits fr Crete Mills (in Crete, NE) 2 Quaker Oats/Frito-Lay in Columbia, MO.
Not surprisingly, the load brought us up close to max gross wgt. As a matter of fact, the back axle was 60#s over, so Lawrence called CCC 2 c if they would cover us if we ran in2 problems @ the 1st state scale. They gave us a go.
Just as we were ready 2 head SE 2ward Columbia, we got a Q/C msg saying that I had 2 return 2 the safety dept @ terminal in LNK b4 doing anything further. It turned out that my name came up in a random drug test again. Drvrs sometimes will go 4 months w/o their names coming up, then possibly have it come up again several times in a row. Whenever it comes up, there is no choice in the matter if u wish 2 remain employed. My suggestion that we do this at r KCMO terminal, en route, 2 save miles & time, was not a viable option.
Despite the delay, we arv Columbia 21:47, w/ ample time 2 spare 4 r 23:00 dlv time. It was a drop & hook, which is a welcome time saver 4 any drvr.

Trip #2070 Ardmore, OK > Sherman, TX > Lincoln, NE

2006-02-22T21:07:00.000-08:00

We arv the Ardmore, OK area late Fri nite, & shut down @ a trk stop just 8 mi from the $-Gen distrib facility. Within minutes, it started 2 rain, immediately coating the trk w/ ice. We were thankful 2 b off the rds. Not surprisingly, there were a great many serious accidents during the nite & early a.m. hrs.

After we mted out, we were surprised & pleased to recv a single load offering w/ a destination of Lincoln, NE. We had had a request in 2 return to Lincoln by Thurs eve & had not expected 2 get back early. Dispatch gave us the choice whether we would like a short run out & back after we delvd in LNK, or 2 go home early. We opted 4 the latter, telling them we needed 2 take down r Xmas tree worse than we needed more mi!

We were 2 pk up a load of 41,688 mt plastic milk containers @ Consolidate Container in Sherman, TX & take them up 2 Meadow Gold Dairy. Though it was a full load, it wgted only 4,500. It was a floor-load, so there were no pallets, which would have increased the wgt somewhat.

By the time we headed back N, the rds had been salted & were in fairly good condition aleady. Noting all the roll-overs, vehicles in the medium & ditches, it clearly had not been the case earlier.

We stopped by home 4 a few hrs on Sun, b4 going on in2 LNK in the evening 2 stay overnite @ the home terminal. As we headed E on West O St toward r consignee, we drove by the convenience store where the winning lottery ticket had been sold. There were a great many TV trks parked @ the gas station, as they waited 4 the winner(s) 2 come in 2 claim their winnings.

We will b heading back out on Monday, the 27th & will post r next trip the 1st part of next wk.

Trip #2069 Tampa, FL > Alachua, FL > Ardmore, OK

2006-02-19T16:28:00.000-08:00

Once again we were sent 2 trip offers as soon as we mted out in Tampa, though this time the orgin of both trips were fr the same place. We had the option of taking a load out of Alachua, FL [144 mi NNE of Tampa] 2 either Fulton, MO [991 loaded mi] or Ardmore, OK [1,082 loaded mi]. Both had a 0001-2359 dlv window of time on Sat, the 18th. Having heard about the cold front coming down out of Canada, we decided the Okla load held more appeal.
Justin, CCC dispatcher handling the FL loads that morning, thoughtfully sent us a Q/C note advising us that r load was a pre-loaded trlr & ready 2 go. It was @ Dollar General Distribution’s Florida Import Center, & was loaded w/ 4,372 cases, on 40 pallets, weighing 21,621 #s. We were dlv the load 2 the $ General Distrib. Ctr in Ardmore, OK.

Though we could have dlvd this load a day early in Ardmore, we welcomed the easier pace of dlv on the 18th, which permitted some good, non-moving rest while I was fighting the onset of a bad cold. This was an effective move & I am nearly back to 100% already. Be assured there r few things more miserable 4 an OTR drvr than getting sick while on the rd. Thankfully, it rarely happens.

It is interesting to note that the 1st $-General Store opened back in 1955, & by today these small, neighborhood stores have grown to 7,900 in number already. Their distribution centers are well organized & efficiently run. We were especially impressed with the center in Armore. Personnel were friendly & the in-bound & out-bound lots & dual security gates permitted a fast turn-around. The personal touch of the one security officer was much appreciated when she called, as we were leaving the facility w/ a road report of I-35, wishing us safe driving on the treacherous icy roads Thurs a.m.

It may b interesting 4 the reader 2 learn a little more about the QualComm satellite unit that is installed in each CCC company trk which r of great benefit 2 both the trking company & their drvrs. It permits CCC 2 pinpoint the location of their equipment & track progress of anticipated delivery. A drvr need only have 1 blowout while xing the Mohave Desert on a 110 degree day 2 realize its worth as help is only a key-stroke away, or 2 have an emergency in an area where u r unable 2 get out with a cell phone. Directions 2 most of Crete’s customers r only a keystroke away, as is all our trip info.

Crete also uses the Q/C to communicate msgs 2 all their drvrs, such as notices of location & dates of safety & drvr mtys that r held on a reg basis both @ the home terminal in Lincoln, NE, as well as their terminals in AZ, FL, GA, IL, IN,IA,MO,NC, OH, PA, SC, TN, TX, UT & WY.

They also will post notices 2 CCC owner-operators who want 2 sell their trks due 2 ill health, retirement or when ready 2 upgrade 2 a new tractor.

The Q/C is also used when a trk &/or a trlr turns up missing [more often than not near a port or border], a msg is immediately sent out 2 all drvrs alerting us of the trk/trlr #s so all the Crete, Shaffer [reefer fleet], HTL [owner-operators fleet] & Hunt Trucking [flat-bed division] can b on the look-out 4 the missing equipment. The msg gives where & when last seen, along w/ unit #s. Often the product on board is listed, along w/ a reward. When over 5,400 drivers on the look-out, along with legal authorities, there is a high success rate in retrieving equipment & freight that would otherwise have been illegally whisked out of the country in a very short amount if time.

Operations & safety heads often send out msgs as well. A good ex of a reminder msg fr operations 2 r drvrs came x he Q/C this past wk & read as follows:

“On-time Delivery: We want 2 stress how important this is. We r monitored daily & hrly by r larger customers 2 insure we r providing the service they require. Pk-up & dlvy info is sent directly fr r computer 2 their computer. Dates & times we send come fr the arv, loaded & mt msgs u send us over QualComm. This is why we need u 2 send msgs exactly when u arv, load, depart, etc. On-time service is also the reason we need u 2 b sure u have enough hrs 2 legally dlv any load u accept. If u can not legally delv a load that is offered, please inform dispatch & do not send in an acceptance. We will attempt 2 reschedule the load 2 a time that fits ur hrs or work 2 get u a load u can delv legally. Crete/Shaffer prides itself on having the best drvrs in the industry & has a reputation as being 1 of the most reliable carriers in the country. Let’s all work 2gether 2 make sure we remain this way. Thanks 2 all u do & b safe out there.”

Trip #2068 Winchester, VA > Williamsport, MD > Tampa, FL

2006-02-18T20:26:00.000-08:00

As soon as we dlvd the rolls of paper 2 Winchester, Crete sent us 2 load offers—[1] origin Frederick, MD; destin Terre Haute, IN [2] origin Williamsport, MD; destin Tampa, FL. Both dlvd on 2/16, though loaded miles were quite different—621 as opposed to 968. We opted 4 the longer load 2 FL.

We went right up 2 Packaging Services in Williamsport, where we were loaded promptly w/ a PPG load of window panes of a great variety of sizes. As u may have guessed, this was a fairly heavy load, weighing 40,993#s. It was good that we had an air-ride trlr 2 protect against breakage on any rough rds en route we might encounter.

We were glad 4 a less demanding dlv time this trip, permitting us a leisurely overnight stop in NC on r way down 2 Tampa. This trip was in stark contrast to r New England trip, where snow had covered the landscape. As we drove down the coast on I-95 the vegetation & temperatures changed rapidly, & very soon hardwood trees were replaced by palm trees. We also noted the phenomenon of the tidal lands during low tide, leaving mud flats exposed. In the past we have generally driven by these areas when they were filled w/ water during high tide. It is interesting to note that NOAA weather radio gives the times of two high & two low tides that occur each lunar day [24 hrs; 50 mins; 28 sec] in coastal areas of our country.
We dlvd r load 2 Ace Hardware Distribution in Tampa @ 0600 Thurs.

Trip #2067 Berwick, ME > Jay, ME > Winchester, VA

2006-02-16T07:28:00.000-08:00

Despite the Nor’easter/The Blizzard of 2006 that blanketed the New England States w/ 18-24” of snow & high winds along r rt up 2 dlvr r load Berwick, Maine, we got along remarkably well, as did most people. This was due in part 2 it occurring over a wknd when the volume of traffic is lower, but primarily due 2 the remarkable job done by road crews in clearing the hwys in record time. Though we drove in & out of mini-blizzards the while way fr the Midwest until reaching the edge of the record winter storm, we saw only 1 fender-bender, & that minor. Even after lving the main interstates as we reaching Maine & we made the rest of the way up 2 Berwick on narrow, 2-lane rds, the rds had been very well cleared. R hats r off 2 the crews running the “buckets” & “salt-shakers!”

Upon mting out shortly after dawn on Mon a.m., dispatch sent a single load offer. We were 2 deadhead 108 mi up to Jay, Maine in the central part of the state 2 pk up a Wausau Papers load @ Otis Mill that needed 2 b dlvd 2 Green Bay Packaging down in Winchester, VA by Tues 0800. Log on http://www.wausaupaper.com/about/history.aspx2 c a good picture of this facility.

Needless 2 say, it was necessary 2 run it straight thru [ME > NH > NY > CT > NY > PA > MD > WV > VA in order 2 dlv it on time, w/ fueling stops in NH & PA. This was a bit more challenging after have run around the clock on the MO > ME load! The minute we were unloaded & had sent in r mt call/gotten r nxt load assign, we both hit the bunk 4 a while w/o further ado or much thought 2 it being Valentine’s Day!

Trip #2066 Lincoln, NE > St. Joseph, MO > Berwick, ME

2006-02-12T11:57:00.000-08:00

We delivered r load of C&H sugar to Lincoln Snack Co. on Friday a.m. on schedule. It might b interesting 4 the reader 2 know that C & H stands for California & Hawaiian Sugar Refining Co. The company began refining pure cane sugar in the small town of Crocket, offloading raw cane sugar fr the Hawaiian Islands. Today C&H produces cane sugar & molasses for a vast market, their refinery processing over 700 thousand tons of cane sugar annually, which makes the nearly 22 tons of sugar we brought out 2 LNK seem a mere drop in a bucket!

We had told dispatch that we would apprec having a load that would permit r pking up r mail @ r hometown p,o. en route, but not did not ask 4 home time even though we were in reasonably close proximity. (We r saving r next home days 2 b able 2 attend the State Swim Meet)

We were pleased, there4, when a single load offering came x the Q/C 4 a load pking up @ Prime Tanning Corp. in St. Joseph, MO. We were able 2 go right thru r home town on r way & have lunch w/ r daughter & 1 of r sons—both of whom were able 2 join us on a moment’s notice! It worked out perfectly & we arvd @ the shpr w/ 15 mins 2 spare.

We have taken this load once b4 & knew that it must b delvd in 4 days or less 2 their headquarters up in Berwick, Maine. We r taking 3,023 processed “blue” cowhides, weighing 42,610#s.

Prime is true “American success story!” It was started by a young Russiam immigrant by the name of Morris Kaplan who came to America with $40 to his name. His career in the leather business began in the basement of a relative’s New England home in 1910. By 1921 he had purchased a tannery in Woburn, MA & had 50 employees, making patent leather for the shoe industry. In 1935 Kaplan decided to further expand & locate closer to shoe makers in Maine by purchasing a 125,000 sq ft facility in Berwick, which remains their headquarters 2day.
In order 2 control quality & enhance their supply chain, Prime acquired The Blueside Companies in 1972. Blueside ( now known as Prime Tanning Corp, St. Joseph ) supplies pre-tanned "blue" hides to tanneries around the world. Prime's St. Joseph facility is today the largest "blueing" tannery in the U.S. supplying 2 million feet per week.
3 generations of the Kaplan family have continued 2 operate Prime Tanning Corp., maintaining the innovation, leadership, honesty & fairness which has continued 2 b the foundation of their business.
The Berwick facility will put the “blue” hides we bring them thru the remaining processes of leather preparation, b4 they r used in making up-scale leather products.

Trip #2065 Modesto, CA > Sacramento, CA > Crockett, CA > Lincoln, NE

2006-02-09T20:39:00.000-08:00

Not long after mting out in Modesto, a single load offering came x the Q/C 4 a load out of Santa Clara, CA to Pacific, MO. We immediately sent back r acceptance 4 this 2,082
-loaded mi load. Normally, when the shpr is some distance away—in this case, 82 mi--we head 2ward the shpr right away w/o waiting 4 the load details, since being team drvrs r Q/C is “live” and 1 of us can drv while the other can work on trip planning en route.

This time, however, there was no real hurry as we had until midnite 2 pk up the load. It was a good time 2 get r log bks done & prepare the Modesto trip material ready 2 b transfloed back 2 Crete the next time we stopped 2 fuel. Smidgen availed himself of the opportunity 2 get some exercise on the grassy field in front of 1 of G-3’s bldgs. 2 r surprise, no load info came thru in the normal amt of time. We decided it best not 2 take off, suspecting something was amiss. Shortly after that, Bob Sinn, Crete’s Calif dispatcher sent a note saying “Sorry. Took u out of turn. No frght 4 u now. There r about 20 drvrs ahead of u. Ck bk about 16:30.” We advised him that we would run 11 mi up CA 99 to the Love’s T/S in Ripon & stand by, knowing if CA was short on fght, the trk stops will fill up very quickly. We lucked on & managed 2 nab 1 of the last remaining spots.

We had barely set the air brakes when another Q/C msg came thru—this time fr Scott Ferrell, head of Western Regional. We 1st learned 2 know Scott when he headed up the Pozzi Dedicated Fleet & he talked us in2 driving 4 him. We drove on that fleet 4 nearly 7 yrs. During the last couple yrs we were on Pozzi, Scott was given a promotion 2 run Crete’s Western Regional. He & Bob work closely 2gether & both r very fine & extremely capable. We always enjoy working w/ them.

@ any rate, Scott sent “Trk #__ [a owner-operator team] has this load & can’t scale it because their trk is 1,000 lbs heavier than urs…They r @ the 49er T/S, so will have u swap trlrs w/ them. Thx.” It may interest the reader 2 known that r Peterbilt has an unladen wgt of 17,478#s; a gross wgt of 46,000#s & a CGW [combine gross wgt w/ trlr] of 80,000.

We headed n to Sacramento immediately, though were most skeptical whether we would b able 2 scale the load either, as the product wghed 46,041#s. Crete knew fr r mt call that we only had a ½ tank full—about 100 gals @ about 8-8½ #s per gal, which would help, but we doubted it would b enough of a help 2 make it work.

Robert had parked a spot where we could easily spot their FLD Freightliner from the interstate as we turned off 2 the 49er. We had met he & his wife several times over past yrs—very nice people. The 2 men consulted & both agreed there was little chance that we would b able 2 scale the load since, like them we carry a full set of “iron” [snow chains], etc. In addition, they had a 300# generator & they carried 300 gal of fuel, 100 gals more than the company trks do. 4 use when parked in areas where u r forbidden 2 idle ur trk for warmth or cooling. Robert had been working w/ the load since early a.m., when still another CCC drvr’s clutch had gone out shortly after he had pked up the load “I have been working w/ that load all day. I hate that load!” & was glad 2 pass the call on 2 one of the heads in operation 4 solving. The solution ended up sending us some routing over legal rds that would by-pass the state scales. It was frustrating that it was already dark, as we had a scenic 92 mi tour of the area between Sacramento & San Francisco & we would have loved 2 have seen it in daylight, especially as we spiraled down to the bay area far below us & onto I-80, only 1 mi s of C&H. We turned off, following the 360-degree turn that wound between the massive pillars @ the approach to the beautiful, lighted dual toll bridges that span the Carquinez Strait connecting the San Pablo Bay, where the San Francisco Bay widens out at its northern end, & the Suisun Bay. Following r directions, we came into the charming little town of Crockett on the east side of the interstate, w/ its narrow streets, neat buildings & shops. As we turned, down the street toward edge of the Suisun Bay & the huge C&H huge plant whose lighted towers reach higher than the bridge approach. We noted later, that a huge ship was moored on the n side of the building, unloading sugar cane fr Hawaii. There was a network of RR tracks, & a couple guard shacks, as well as a museum & a town library, which would have been fun 2, have explored had it been during daytime.

We explained the situation 2 the guard, who granted us access to the shping docks. The shping office was quite surprised, having assumed their fork lift driver had properly loaded the sugar, but were very nice about it, & assigned us an open dock. When they cked it, they said that it had, indeed, been loaded incorrectly, though commented that we must have a heavier trk than the original drvr. We confirmed that such was the case. They removed 1 pallet holding fifty 50# bags, dropping r wgt down 2 a manageable 43,524#s & moved the incorrectly placed pallets in the back end of the trlr & we were on r way, @ long last, this time via the interstate.

By that time, the public scales were closed & it was my turn 2 drvr & when we got 2 the 3-lane state scale, I chose the inside lane, closest 2 their office, “fat-dumb & happy”, carefully maintaining a 3 MPH, while keeping an eye on the red & green lights. It wasn’t until we stopped 2 fuel in Puckerbrush, NV on Wed that we discovered that we had been most certainly been @ least 600#s overwgt on the drvrs when we xed that CA scale!! Why the he DOT officer on duty didn’t pull us in is beyond us?! Perhaps he stepped away from his equipment 2 pour himself a cup of coffee, or 1 of the trks in the lanes beside us drew his attention, though we didn’t c any1 get pulled in @ the time. We had taken the precaution of cking the wgt b4 deciding how much fuel we dared take on, & thus discovered the actual situation. As it happened, we were going 2 b burning off 50 gals of fuel b4 reaching the UT Port of Entry & scale, so we were able 2 top off the tanks after sliding the tandems. We had been set @ the 40 ft. mark, as reqd 4 driving in CA.

We were 2 fuel again in Laramie, WY & as we pulled in2 the waiting fuel line, we noted a white FLD pulling a Crete trlr pulled in behind us. Sure enough, it was Robert & his wife!! We had a good time comparing notes while we waited 2 get in2 the fuel bay. Robert wanted 2 know why we weren’t in LNK already & we asked the same of them. It seems they had had 2 wait 4 a couple hrs 2 get loaded down in Santa Clara & we all 4 had been up all day & every1 was exhausted & though we had time left on r log bks, had simply shut down 4 the remainder of the night, they at a state scale, while we had pushed on over Donner Pass & gone as far as Fernley, NV. We stopped again in Evanston, WY for a normal night of sleep after having requested that r dlv appt b moved back 24 hrs, since this wasn’t a “hot” load. We will dlv 76,558,716 calories to Lincoln Snack Co on Friday a.m., the 10th, where this sugar will be used in their production of their outstanding Poppy Cock, a delicious caramel-covered popcorn. There r 1,759 calories in a lb of sugar, least u r wondering!

Trip #2064 Lehi, UT > Modesto, CA

2006-02-08T21:48:00.000-08:00

We dlvd r load 2 the Traverse Mt. Cabelas in Lehi Monday mid-day. While they were unloading us, we walked thru their beautiful nature displays but did not take time 2 do any shopping, as we could c that recving was going 2 have us mt in a very short amt of time.

After we sent in r mt call, Mike, the UT dispatcher sent us a note telling us that Crete needed us 2 take a hot load coming in2 the North Salt Lake City terminal on to Modesto, CA. The other drvr had picked up the load in Denver mid-morning, & is expected in2 NSLC around 2100. The Modesto consignee would like 2 have had it there Tues 0700, however that will b impossible, of course. We will need a good 12 hrs. minimum, considering r Crete company trks r governed @ 66 mph & we will need 2 take on fuel about the time we reach the NV border, since r tanks r only ½ full @ the onset of the trip. FYI, r tanks hold 200 gal., about 190 of those useable.

As soon as the other drvr makes his T-call, we will b sent the load information, including where the price of fuel is best along the route, the name of the trk stop & exit # & the amt we r 2 take on.

Later…Gail, the other drvr arvd w/ the hot load, & we swapped trlrs w/ him, & headed on r way ASAP. We will b taking 6 large coils of aluminum, weighing 15,302#s to a firm called G-3 Enterprises in Modesto, CA.

Even later…we had no opportunity 2 post this trip en rt, as we were running straight thru. It took us nearly 14 hrs, including a stop 2 fuel & once 2 grab a bite 2 eat. G-3, a large facility, unloaded the 6 coils of aluminum promptly. Noting that some of the coils appeared to be gold colored, and some black, we asked what they used them 4? 2 make caps for wine bottles! Since it was deemed 2 b a “hot” load; i.e. needed ASAP, they apparently were running short on that particular product.
Even after 13 yrs in “semi-retirement”, it never ceases 2 amaze us how quickly we pass fr 1 climate 2 another. As OTR drivers, we really need 2 carry clothing & supplies 4 nearly every type of weather thruout the yr. As a example, we stopped @ the I-80 rest area on Donner Pass b4 making the 40 mi descent down into the Sacramento area. Smidgen, happily ran up & X the towering, 12-14 ft snow banks between the cleared parking lot & the forest, the cord reeling in & out on his Flexi leash as I waited below. He seemed quite intrigued over something he spotted in the forest, & nearly disappeared fr sight as he strained against the leash. Though the sun was warm, it was well below freezing, & the snow simply accumulates through the winter. The next time Smidgen got out 2 explore was in after we unloaded in CA. 2 his surprise, this time he had lush green grass and 75 degree temps! Here were flowering trees and palm trees, just an hr or so drive from the snow laden Sierra Nevada mt range & nat’l forests!

Trip #2063 Indianapolis, IN > Lehi, UT

2006-02-06T09:03:00.000-08:00

R next load assignment was re-powering a Cabelas’ load that had been pked up in Tridelphia, WV & dropped @ the CCC terminal in Indianapolis. This load permitted us 2 go thru SE Nebraska 2 pk up r mail on r way toward the Salt Lake City area.

As we needed 2 delv the load @ the recently opened Cabelas a little S of SLC on Monday, the 6th, we had only time 2 spend some time w/ r family, do some laundry & sleep in r bed @ home Sat. nite b4 continuing on r way.

Of course, it would have been fun if we could have stayed home, gone 2 church & sat by the fireplace 2 watch the Super Bowl Sunday nite, but that wasn’t possible this time. Instead we listened 2 the play-by-play description on r X-M radio as we crossed WY.

Trip #2062 Kokomo, IN > Angola, IN > Portland, IN > Indianapolis, IN

2006-02-03T21:55:00.000-08:00

Having safely dlvd r FL load to Kokomo, IN, we can now reveal the details of that trip, w/ explanation. There r some loads, such as liquor, electronics & medicine, or loads valued in the millions, that it is advisable 4 the drvr not 2 relate, in conversation while in public or write in a blog or e-mail, what product u r currently carrying, due to the risk getting of high-jacked.

In the case of Trip #2061, we had accepted pking up a load @ Anheuser Busch in Jacksonville, FL, 2 b taken up 2 Northern Indiana Wholesale in Kokomo, IN—most likely in anticipating demands over Super Bowl Sunday. Upon arrival @ the shipper, the drvr is photographed, & a copy made of his or her CDL. In such places, the drvr is given a whole sheet of instructions regarding very strict rules while in the facility. Beer shippers & consignees r always spotlessly clean & neat, & really r quite impressive in that respect.

R load was quite heavy, as u might expect--weighing 43,984#s, consisting of 1,400 cases of Micalob Light [Ulra Amber] beer. It is imperative that such a load not b permitted 2 freeze. Even in sub-freezing weather, when stopping 4 the nite, simply idling the trk will prevent things fr freezing. Since the temps the whole way remained above freezing, this did not become a factor w/ this particular load.

The weight of the load & the fact it was liquid makes 4 much longer stopping distances, requiring extra care. U can really feel the surging effect the liquid product has on descents down mt grades!

Though we had 3 possible routes we could have taken, all of similar length, we opted 2 cut x GA on the Southern Georgia Parkway 2 pk up I-75, & go up thru Atlanta, Chattanooga, etc.

As soon as we made r mt call in Kokomo, dispatch sent us a note asking if we would mind picking up a 2-part load 4 them up in Angola, IN @ Metal Spinners & the other part down @ Alphabet in Portland, IN, b4 being assigned r long-haul load.

We had been @ the shipper up in Angola b4 & the place was familiar 2 us. U need 2 back in their drive off a very narrow st, which is somewhat tricky, but I got it accomplished w/ no problem, then went in 2 notify them of r arvl. 2 r complete surprise, they said that they had not had time 2 get their order ready & we could skip them this wk. I suspect consignee, Carrier Transicold, in Athens, GA won’t b all that impressed when only ½ their order shows up next Monday! We r not sure who pays Crete 4 the 125 we drove up to Angola 2 pk up their product.

The last time we were in Angola, we had parked briefly in a lot near McDonalds 2 pk up a sandwich b4 going over 2 pk up r load @ Metal Spinners. The lot belonged 2 a used car dealer who had gone out of business, using his bldg 4 storage & the lot mt. Shortly after we parked, another trucker wheeled in w/ his semi & elected 2 do a 360 on the far side of the bldg & park 4 a short, as well. His trking firm was unfamiliar 2 us--most likely a small, regional company. The drvr whipped around in reckless manner, misjudging the amt of space needed 4 such a maneuver, dropped a steer tire over the curb, striking the pole supporting the dealer’s sign, damaging both the pole & large sign. At the same time, the end of his trlr struck the side of the bldg, caving the wall in, as well as the corner of the bldg & part of the roof, the drvr obviously not watching his rear-view mirrors. The impact was deafening. The drvrs got out, uttering 4-letter words, as a crowd of disbelieving onlookers from McDonald & the police quickly arvd on the scene. We had often wondered what became of the place. Today, we noted that the bldg had been torn down completely & they were preparing the site 4 a new business! The drvr, we r quite certain, is no longer a semi-driver. If the used car dealer had good insurance, it was no doubt the best thing that could have happened 2 his property!

At any rate, we quickly headed back down thru Ft. Wayne & on down to an industrial park in Portland, IN where we were 2 pk up the other ½ of the load @ Alphabet, a firm that makes electric harnesses. They did not have their product ready 4 us yet, so we bob-tailed downtown & ate a bite of lunch. It was 2 hrs. b4 we were loaded.

We were 2 take it over 2 Crete’s terminal in Indianapolis & drop the load. Another drvr was on his or her way in2 Indy 2 pk it up & take it on 2 Athens. The load was extremely small & light, weighing on 3,429, consisting of 111 boxes on 6 pallets!

In exchange 4 pking up that load 4 Crete, they promised us a UT load that was already sitting at the Indy yard, which will permit r going thru home 4 r snail-mail en route. We will post details on that trip assignment over the wknd.

Trip #2061 Kissimmee, FL > Jacksonville, FL > Kokomo, IN

2006-02-02T08:45:00.000-08:00

We arvd @ Vistar/Roma of Orlando in Kissimmee, FL around 0100 early Wed, pked outside their gate 4 good nite of sleep. Though their gates opened already @ 0500, r live- unload apt wasn’t until 1030. Most receivers permit u coming in an hr prior 2 apt time, so we waited until 0930 b4 entering the facility. We were immediately a dock, but advised that unloading would likely not start until after 1030.

In the meantime, we hired a lumper [unloader] named Joe. After accessing the contents of our load, he said he would unload the 6,170 cases of instant Maruchan lunches, and “break down” the 56 pallets as required by Vistar, 4 a fee of $90. He estimated it would take him about an hr, as soon as he had finished the load in the next dock.

Joe made an especially nice impression. When he came out 2 settle up w/ us, & get the ComCk we had ready 4 him, we visited a little w/ him. He had recently completed 2 tours of duty w/ the Navy over in Iraq. Though he had been able 2 stay in touch w/ his wife almost daily via e-mail, & occasional phone calls. The latter, however, cost $1 per minute. He had missed out on his daughter’s birth during his most recent stint, & decided not 2 reenlist again, so he could b home w/ his family. We asked him if he felt we were winning in Iraq? He said, w/o hesitation, definitely! We also asked if he felt we [r country] had made the right decision in going over there? He said “Absolutely!” We said we were very glad he had returned home safe, & thanked him 4 his service 2 r country. He was the sort of young man any American could b proud of.

Earlier, while Joe was unloading us, we watched 2 huge gray cranes w/ red markings on their heads, walking gracefully on their stilt-like legs in the narrow body of water along the edge of the rd just outside Vistar’s fence. They would pause 2 eat whatever small morsels of grass shoots & small water animals they were able 2 find, then amble on, eventually reaching the road where we had entered the facility. They casually walked up & x it--@ which time Smidgen spotted what we had been watching. He hardly knew what 2 think of these huge birds, who stood over 4’ tall, & were totally unlike any creatures he had ever seen. The cranes paid no heed 2 his excited barks & continued slowly on their way along the edge of the rd. Later, when we left, I snapped their picture as we drove by them in the semi, only a couple few away. They were quite used 2 semis, continuing about their business, completely unconcerned w/ r close proximity.

We made r mt call & received 2 load offers, in due time. Both loaded out of Jacksonville, FL—1 going 2 Baldwinsville, NY by the 4th & the other 2 Kokomo, IN by the 3rd. The latter was the most productive & also headed us back 2ward the Midwest, putting us in a better position 2 possibly get thru home 2 ck r mail on r next load. We elected 2 accept the Kokomo load.

It has been enjoyable 2 b in the SE during the last days of January, where birds r singing, there r lovely lighted fountains, palm trees, holly-type trees loaded w/ red berries & green lawns, far fr the bitter winter conditions in parts of the northern tier of states.

We stopped 2 fuel in northern FL, but were unable 2 find a single parking space @ either of the trk stops @ that exit, finally resorting 2 my hopping out, & running in 2 pk us up a couple Subway sandwiches 2 take w/ us, while Lawrence drove around the lot a couple times. Fortunately, we came upon a nice rest area shortly afterwards, where we could stop 2 eat.

After we were done eating, Lawrence needed 2 sweep out r trlr prior 2 pking up r next load, so I took Smidgen out 4 a while. He & I met a very friendly & gentle Pit Bull named Suzie. It was funny 2 watch them play. Smidgen, 4 once recognized that this 65#, 7 month-old dog was something 2 b reckoned w/ in comparison 2 his own featherweight 13#s. Clearly they both wanted 2 play, but were cautious & respectful of 1 another. Suzie wagging tail was enough 2 almost knock Smidgen over. The 2 would lie down, chins resting in the grass, facing 1 another, reaching tentatively & eagerly touching paws, then chase each other in a tight circle, while Suzie’s master & I attempted 2 keep their leases fr getting tangled. Suzie’s owner, a Schneider drvr, commented that I must like dogs, as I immediately patted his obviously friendly pet, though after 1st asking permission 2 do so He said that most people r reluctant 2 pat her, despite his assurances that she was gentle. It is 1 of those sterotype negative assumptions & fears that many people have about the Pit Bulls. Suzie was not only gentle, but had a handsome, & a surprisingly satiny, soft coat.

Due to security considerations, we will wait 2 post any details regarding r current load, nor which rt we will b taking, until after it has been safely delivered 2 Indiana.

Trip #2060 Richmond, VA > Kissimmee, FL

2006-01-31T10:16:00.000-08:00

We delvd r load of medical supplies 2 ICL Container in Richmond, who will in turn load the product in2 a sea container 4 transport on board ship 2 the United Kingdom.

R load offers both originated fr Richmond, 1 going 2 Detroit, MI, the other 2 Kissimmee, FL (Orlando, FL area). both delv Wed, 2/1/06. Though neither load was all that productive 4 a team, we opted 4 the most miles—the FL trip.

We loaded @ Maruchan of Virginia, on the southern edge of Richmond. Though r air-ride trlr is packed full end 2 end, top 2 bottom, the 6,170 cases on 56 pallets, only wghs 14,198#s. 4 any1 who enjoys Maruchan noodles & soup, we r bound 2 have flavors 2 please their tastes. Included on this load r chicken, beef, shrimp, Calif veg, creamy chicken, tomato veg, jalapeno cheddar, hot & spicy chicken, hot & spicy shrimp & Yakisoba teriyaki

We will dlvr the load 2 Vistar/Roma of Orlando in Kissimmee’s The Poinciana Industrial Pk.

Trip #2059 Aurora, CO > Lakewood, CO > Richmond, VA [ > United Kingdom]

2006-01-27T23:05:00.000-08:00

After delivering all those Hugggies diapers, Charmin toilet paper, etc. 2 the 3 Denver area Costco’s [re: Trip #2059], we rec’vd 3 load offers, of varying lengths/destinations. They included consignees in Richmond, VA, Coer d’Alene, ID & Norfolk, NE. Though we love the beautiful Coer d’Alene area, there would b a good chance of “chaining up” this time of yr in the NW & the Norfolk load would not permit us going thru home & we wouldn’t know if we would get a productive trip 2 carry us over the wknd or not. All things considered, the 1st load looked 2 b the best option.

David, dispatcher 2 the Colo area asked that we drop r mt trlr @ the Crete Drop Yd in Denver, then run down to Lakewood 2 pk up a pre-loaded trlr @ Gambro. Lawrence’s log book was full of lines by the time we really got under way toward VA what w/ stops in Superior, Westminster, Aurora, Denver, Lakewood, back thru Denver 2 fuel & then over to Limon, CO 4 a bite 2 eat, @ long last.

This load is quite light [10,504#’s], the product being primarily in the front ½ of the trlr, so we were able 2 slide the trlr wheels 4ward quite a way. This action not only properly distributes the wgt but also permits a shorter turning radius when turning on2 narrow city streets.

This time we r taking medical supplies--in-patient treatment kits. We will delv them by Monday 2 an exporter in Richmond, VA, who will in turn ship them on to the United Kingdom.

Trip #2058 SLC, UT > Ogden, UT > Superior, CO > Westminister, CO > Aurora, CO

2006-01-25T19:32:00.000-08:00

We crossed the Wasatch Range after dark last nite, arv SLC around bedtime, as is often the case. Having called the consignee, we knew which dock we could back into so as 2 b ready 2 unload when they opened in the a.m. Though we were able 2 c the snow cover along the way, it is always a treat 2 awake the next a.m. & really b able 2 c our surroundings. This a.m. provided a special treat, what w/ bright sunshine & the beautiful snow-covered Oquirrh Mts. 2 the SW, & the Wasatch Mt Range 2 r E.

We were awakened an hr b4 unload time by an incoming msg on the QualComm, advising us that my name had come up 4 a random drug test, requiring us 2 go up 2 NSLC to the CCC terminal 4 that b4 we could accept a dispatch. Drug & alchol tests come up randomly. If u r unable 2 fill a ½ cup, then u must drink water or juice until such time that u can produce enough 4 the test, no matter how urgent u might think ur schedule is @ the time. Refusal is automatic termination. It goes w/o saying, that u must remain in the terminal during this time.

After we sent in r mt call, I cked w/ Safety 4 my anticipated instructions & we headed the 15 mi up to the terminal. 2 r surprise, the QC beeped again w/ load offers—a 1,885 mi load out of Sandy, UT, going 2 Oakville, Ontario, Canada 4 the 30th; the other, a 569 mi trip out of Ogden, UT having 3 stops going variously to Superior, Westminister & Aurora, CO for the a.m. of the 27th. Puzzled, we went ahead & accepted the Ontario load.

But it was not 2 b, as we promptly got still another msg saying “Unable 2 commit selected load offer.” 1 of the dispatchers had goofed, failing 2 read the note that Safety had put on r trk. By that time, we had reached the terminal & within 15 mins the drug screen was completed, the specimen sent on its way 2 the Federal Drug Testing Lab, & the properly completed form with my S.S. #, CDL info, etc. faxed 2 the proper authorities.

I hurried back 2 the trk & sent dispatch a note saying we were now ready 4 dispatch. Alas, in that short amt of time, all the available loads had been dispatched for UT, we were told there were none left 2 offer us. Furthermore, their were 3 drivers ahead of us in line for dispatch when some did become available.

After a 4 hr wait, we finally were offered a load. We were both shocked & upset 2 note that it was the 2nd load was the 1 we had been offered in the morning. Apparently none of the drvrs 2 whom it had offered were willing 2 take it due 2 it having both multiple drops & poor miles. By the time it came back 2 us again, it was the only load offered. U can b terminated if u refuse a load, so we really had no choice in the matter. It did have a +, however, in that it would take us right by Lawrence’s brother’s place, w/ enough time 4 a quick visit. What really upset us, however. was the fact that we had been told there were NO loads available earlier; a bit of a credibility gap & totally uncharacteristic of Crete’s dispatchers.

Knowing there was a snow storm due 2 move x WY, we decided 2 accept it w/o further adieu or argument & headed up 2 pk up r load on the n edge of Ogden @ Kimberly Clark Global. Though there were other Crete trks there waiting 4 their loads, r’s was preloaded on an air-ride CCC trlr & ready 2 go, another small plus.

The load only weighs 28,779#s & is palletized. The majority of the 60 pallets have diapers, while the remaining 1’s have sanitary pads & non-woven disposable cloths. We will deliver them to Costco’s.

Trip #2057 Lincoln, NE > Beatrice, NE Salt Lake City, UT

2006-01-24T20:30:00.000-08:00

After enjoying a great wknd @ home, it was “back 2 the real” world again on Monday a.m., the 23rd.

Our assignment this trip was 2 pk up a load of 28 riding lawnmowers @ Husquanna Turf in Beatrice, NE & delv them 2 Husquanna Forest & Garden in Salt Lake City, UT by Wed. a.m.--the 25th. The load weighs 24,130#s.

Roads & weather x western NE & WY excellent. Such a load, couple with the thousands of geese flying in their V’s along the way, give assurance that spring isn’t all that far off.

Trip #2056 Concordville, PA > York, PA > Lincoln, NE

2006-01-21T16:19:00.000-08:00

We had requested getting home this wknd, if CCC had frgt available. We were thus pleased when George, r Penna dispatcher sent us r a load offer 4 a load out of York, PA going 2 Minden, NV, immediately followed by a note saying that we could drop the load ASAP @ the home terminal in Lincoln, NE. We were to pick up the load on the 18th, any time between 1500 & 2359.

We left the Philadelphia area immediately, stopped in Lancaster, PA for breakfast, and then went on over 2 the York area, in hopes r load would b ready early. We were going to Starbucks, in the York suburbs area of Manchester & Emigsville, 2 the n of York.

This is a drop & hook facility, having a pool of CCC trlrs, in a very nice industrial area. When we went in2 the shipping office, we were greeted by the rich aroma of coffee. There were pots of fresh coffee brewing 4 drvrs 2 enjoy. We were pleased 2 learn that r load would b done early. We dropped r mt trlr in the drop yd, set r CB on Ch. 5 to await their call. We didn’t have long 2 wait & drove over 2 the proper area 2 pk it up. We secured the load w/ load straps—a fairly pleasant task due to the rich smell of coffee, slid the wheels 2 properly distribute the wgt, & drove back 2 over 2 the shipping office, where they sealed the trlr.

2 that pt, all was going ahead of schedule. However, when Lawrence cked the level of the oil in the trlr hubs, the last 1 crumbled in his hand! We dared not go w/o replacing the oil well, 4 fear the wheel would spin off & cause an accident. We QualComm'ed Crete & “breakdown” called a nearby service center. The service trk arvd quite promptly & we were on r way 4 a straight-thru run 2 Nebraska w/22,950#’s of 10,0188 cases select Starbucks coffee & related items.

We stopped in Carlisle, PA 4 fuel, then took the Penna Turnpike over the mts to New Stanton, where we pked up I-70. We stopped again Mt. Comfort, IN again 4 fuel, b4 angling up I-74 (on the w edge of Indy) 2 pk up I-80 @ the Quad Cities, arving in LNK already Thurs eve. This gave ample time 4 another drvr 2 re-power the load on 2 its destination in Minden, NV, about 45 mi s of Reno & a little e of South Lake Tahoe, CA.

We had the trlr inspected so it would b “good-to-go” 4 the long haul x the Rocky Mts, & then bobtailed home 4 the wknd! We will head back out come Monday.

Trip #2055 Milan, MI > Constantine, MI > Concordville, PA

2006-01-16T19:03:00.000-08:00

As expected, getting unloaded at Georgia Pacific Corp. in Milan, MI was on a 1st come, 1st service basis, though we only had 4 trks ahead of us. We mt in 3 hrs, P which time dispatch send us 2 load offers.

Both loaded out of Constantine, MI 148 west of Milan—1 going 2 Johnstown, PA, the other 2 Concordville, PA. We accepted the latter, & promptly headed over 4 r load, stopping briefly in Sturgis, MI for some lunch.

A familiar shpr 2 us—Owens Illinois Closure. (Re: Trip #2044, should the reader wish 2 refer back.) This is not a full load due 2 it being a special order—consisting of only 14 pallets holding 350 cases of plastic Kosher Passover bottle caps—a total of 1,814,400 caps!! There was no need 2 scale the load since it is only weighs 13,244 lbs. It is due at Concord Beverage on Wed, the 18th.

As Concordville does not appear on most maps, u may wonder where it is located. It is approx 20 mi SW of the Philadelphia International Airport.

Trip #2054 Knoxville, TN > Krannert, GA > Milan, MI

2006-01-15T20:57:00.000-08:00

We decided 2 exercise the option 2 drop r load of pinto beans @ the Knoxville, TN terminal, 2 days ahead of delv appt in Newport. A Crete shag-drvr will most likely delv it on Mon, the 16th as scheduled.

As soon as we sent a QualComm msg to T-call the load, we needed 2 look 4 an mt trlr b4 dispatch would send us a load offer. Though there were a number of mt trlrs on the lot, the trlr repair shop had put locks on all but 1 of them 2 hold them there 4 one kind of repair or the other. The 1 available trlr’s doors were open, & there were 4 little rolls about the size of a tube fr a roll of toilet paper scattered on the floor of the trlr. Lawrence cked w/ the shop 2 b sure the trlr was good 2 go. Yes. It was explained that these were “smoke bombs” which r ignited, the doors were then closed, 2 test whether the trlr was air-tight again after the shop had made some repairs on it. If no smoke seeped out any place around the trlr, their repairs had been successful. The damage requiring the repair may have been caused by a careless forklift drvr @ a shpr or consignee, a blow-out, etc.

We had hoped 4 a West Coast load 2 run over the wknd, but had no luck on getting anything that productive. All the loads offered were out of Inland Paper in Krannert, GA, NW of Atlanta. 1 was going 2 OH, the other 2 MI. We took the latter, since it had more mi. We noted that both the shpr & consignee had a 24 hr windows of time in which 2 pk up & dlvr the load. When the load information indicates it 2 b a “live load” u can rest assured it will b a “1st come, 1st serve” situation.

This particular 1 required a much longer wait 2 load than usual. Upon r arv we found a double line of waiting trks near the guard shack, & 5 others ahead of them, already down in the dock area. The guard said he would knock on r door when they were ready 4 us down in the dock area. Some of the drvrs opted 2 get some extra sleep, read, call their families on their cell phones, or surf the web on their wireless internet connections during the long wait. It was long past dark by the time we were called down 2 the dock area--6 hrs after we had made r arrival call! When we took the detention form in 4 the shpr to sign, so we would be compensated 4 the delay, the head of shping said Inland Paper would not permit him 2 sign it! Figures!

Being team drvrs, we were fortunate 2 still have some1 who could legally drv yet. Many of the drvrs “ran out of hrs” while waiting 2 b loaded, & were granted permission 2 simply pk in the trlr lot for 8-10 hrs until they were legal 2 move their load.

We drove as far as Dalton, GA, where we were scheduled 2 fuel & called it a day—having ample time 2 make 4 dlv @ Georgia Pacific Corp. in Milan, MI, about 40 SW of Detroit on Monday anytime from 0001-2359. We r taking them rolls of paperboard that average 6,000#s a piece. We were able 2 scale 4 load right there @ Inland Paper. We scaled out @ 41,910 gross lbs.

Trip #2053 East Grand Forks, MN > Mayville, ND > Newport, TN

2006-01-12T21:20:00.000-08:00

Yesterday, as we headed N on I-29 in2 the northern tier of states, the landscape subtly began 2 chg in2 a beautiful winter-wonderland. By the time we xed in2 South Dakota the ground was completely covered w/ snow. It was obvious there had been almost no wind when it had fallen, as there were no telltale drifts along the sides of the interstate or in the hedgerows separating the huge expanses of farm ground.

As we had never been further n on I-29 than Fargo, ND, we were sorry when the sun set & it grew dark. However, despite a nearly solid cloud cover, what light remained reflected off the snow-laden fields, permitting visibility of the land’s features for many miles.

We stopped @ a Hillsboro, ND truck stop & trudged thru the deep snow to a very nice family restaurant x the way, following in snow mobile tracks as much as possible, avoiding the icy sidewalks. We remarked to r friendly waitress that they must have had quite a snowstorm. She looked somewhat surprised, as the snow had accumulated much earlier in the winter & was simply there 4 the duration of the winter months.

On the s edge of Grand Forks, ND, we turned off on Demers Ave NW to x the Red River of the North, in2 Minnesota. R consignee (Cabelas) was only a couple blks in2 the state.

Though the interstates had been completely clear, the off rds & sts were icy. I happened 2 b drving when we arvd & opted 2 immediately back in2 the only remaining open dock 2 assure r getting unloaded 1st when recv opened in the a.m. When I set the air brakes, I was careful not 2 set the trlr brakes 2 avoid their freezing up during the nite, knowing it would b doubly difficult 2 break them loose in the sloping dock. It a standard precaution all drvrs take during freezing weather, as any snow & ice that has accumulated on the warm wheels will melt & then freeze.

As we were completing r log bks b4 going 2 bed, my husband was more than a little concerned whether we were going 2 b able to pull back out of the dock come morning after the consignee had cked the seal, open the doors & back in2 the dock again. He over-rode my decision & managed 2 pull out of the dock & park x the st 4 the nite.

We set r Screaming Meanie alarm clock 2 assure being up in ample time 4 r 0600 unload appt. When we arose, Lawrence peered in the rear-view mirror & discovered, 2 his distress, that another drvr had backed in2 the dock, assuring his place ahead of us! Lawrence was perturbed enough it seemed unwise 2 utter any “I told u so” remarks. 

Even 4 the delay, Cabelas got us unloaded in a timely fashion & we were able 2 head back 2 ND 2 pk up r next load @ SRS Commodities in Mayville, 44 mi 2 the SW. Since r load time was not until 1400, we took time 2 eat breakfast @ a popular local café in Mayville b4 going on over 2 the grain elevator.

Though we arv @ the shpr over 5 hrs early, they loaded us promptly, which was very nice. This is a heavy load made up of huge bags of pinto beans weighing roughly 2000#s each, which r bound 4 ConAgra’s Grocery Products in Newport, TN. It was necessary 2 slide the tandems in order 2 get the load “legal” & the wgt properly distrib 2 transport over the Nat’l Network over the USA Interstate System. Normally, we do this b4 lving the shpr, but their yd was completly snow & ice-parked, making it necessary 2 wait until we got on2 a dry hwy, where the brim was cleared & dry. Though r 43,455# load brought us near the 80,000$ legal limit, we will b able 2 top off the tanks (200 gal) when we stop 2 fuel.

R rt will take us thru such places as Fargo, Minneapolis/St. Paul, Chicago, Indianapolis, Cincinnati, & Lexington. Dispatch advised us that we have permission 2 drop the load early @ the Crete terminal in Knoxville, TN 2 assure a more productive holiday wknd, since it isn’t due in Newport until Monday, the 16th, mid-morning. We may opt 2 do exactly that.

Trip #2052 North Platte, NE > Sidney, NE > East Grand Fork, MN

2006-01-10T23:00:00.000-08:00

After hauling a series of food product loads, r new assignment was 2 go 124 mi W of North Platte 2 pk up a load fr the Cabelas Distribution Center near Sidney, NE. Though we have hauled Cabelas loads in the past in & out of their various distribution ctrs, this is the 1st time we have taken 1 up 2 the Cabelas in East Grand Fork, MN--about 80 S of Manitoba, Canada.

We were pleased 2 learn that route will permit r going by the college where 1 of our granddaughters is in her last yr of undergraduate studies b4 heading 2 medical school next fall. It appears that we will b able 2 have a brief lunch w/ her after she gets out of her classes & b4 she goes 2 work in the afternoon, which will b really nice.

Being OTR (over-the-road) drvrs has its +’s & -‘s. & such opportunities is definitely 1 of the +’s! On the down side, u do miss out on a lot of things back home. 2day was a case in pt, as we missed 1 of R grandson’s swim meet, which we would have loved 2 have attended.

R current load is fairly light, only 11,200#s of a variety of products on 21 pallets. We r hopeful that we don’t run in2 winter driving conditions as traction is not as good w/ a light load.

Not having been in that area b4 we r unfamiliar what kinds of loads might b available up there 4 r next load. We r due in East Grand Fork early on Thurs, Jan. 12th.

Trip #2051 Minooka, IL > North Platte, NE

2006-01-09T20:39:00.000-08:00

We arrived in Minooka already late afternoon, & went directly to the Pilot T/S to nab a decent parking place, knowing Exel Logistics rarely takes load early. We figured it best 2 delvr per our appt time @ 6 in the morning.

Then during the eve, we had a QualComm msg, alerting all 5,600 CCC drvrs that the computers would go down 4 upgrading later that nite, estimating it could b noon on Sunday b4 they were up & going again. This is done every couple wks or so. We can go ahead & send our arv & mt msgs as per usual, & the computer will catch up when everything is back on line. In the 12 yrs we have been driving, we have been lucky enough never 2 have been adversely affected by this process in the past.

Dispatch had thoughtfully sent us a pre-plan for r next load so we knew where we would b heading next. We were to pk up a load right there @ Exel Logistic/Kellogg’s in Minooka 2 take out 2 Wal Mart Distrib in North Platte, NE by Tues, the 10th. It could b delv/dropped anytime up until 2100 on Tues.

We delvd the Penna Keebler load @ 5:45 Sunday morning, then discovered r load was already pre-loaded, even though the pre-load info had indicated that it would not b ready until noon. However, Kellogg’s would absolutely not release the load 2 us unless we had the pk-up #. We called CCC dispatch 4 help in the matter & discovered that they had no way 2 get @ the # until the computers came back up. They were sympathetic to r plight but unable 2 do anything about it. What we should have done, when the notice had come the nite b4, was 2 have called dispatch & ask 4 the # over the phone b4 the computers went down. Dispatch had assumed that drvrs who were delv & picking up loads during this time period would have called in 4 any such needed info. A “read between the lines” sort of thing. A lesson learned, u can bet!

Though there were a couple drvrs who had thought 2 do so, the majority were in the same fix as we were, judging by huge # of Crete bobtails pked at the Pilot all morning! We lost 5 hrs over the deal, mostly of r own fault. Still, we were most frustrated over the total inflexibility of Exel not to release the load when we had all the required info but 1 #.

Though we could have delvd r 29,899#s load of 1,742 cases of cereal & pop tarts anytime Mon or Tues, we elected 2 ask Crete if we might swing thru home en rt so I could pk up my new glasses, as well as r tending 2 some business matters that could only b taken care of during the work wk. Crete was very considerate in granting permission 4 the out-of-rt mi. Nevertheless, we plan 2 dlv @ least 8 hrs b4 the dlvr window time is up.

Trip #2050 Breinigsville, PA > Minooka, IL

2006-01-06T19:17:00.000-08:00

In a rare turn of events, we were both surprised & distressed 2 learn that there was no available freight left in the area when we sent in r mt call from Breinigsville yesterday. George sent us a msg 2 assure us he was working on remedying the situation & suggested we ck back w/ him in 2 hrs.

We elected 2 drv over 2 the near-by WaWa Trk Stp in the meantime. We immediately noted there were no less than 6 other Crete trks in the nearly full trk stp lot, all w/o a load, as was the case 4 all the other trking lines represented there. Any hope of getting the wheels turning promptly looked dim indeed.

Though small, WaWa is a very nice truck stop—one of r favorite across the nation. The grounds r nicely landscaped, their facility clean & neat & well supplied. We were lucky enough 2 nab a parking spot right along the grass & trees, which was apprec as much by Smidgen, r little Shih Tzu traveling companion, as we.

The delay provided opportunity 2 eat, read, do book & computer work, visit w/ fellow drvrs, etc. I even had a chance 2 explore a lovely gift shop x the st that I had often wished I might have time 2 ck out.

Late in the afternoon, George sent us 3 load offers, though none loaded until the following day. Destinations included FL, GA & IL. Though the FL & GA loads had more paid miles, they didn’t unload until Monday, avging less mi per day than the shorter 1 to IL. We accepted the Minooka, IL load. R load was 2 b ready anytime between 0700-2359 @ Keebler DSC Logistics. Since the mi would b easy 4 even a single drvr, much less a team, there was little pt in setting the alarm.

After we pked up r 22,464# load of Crispix, we headed back up the n/s branch of the Penna Turnpike 2 pk up I-80 wb. We were able 2 stop in Lamar, PA & have lunch w/ 1 of r nieces, her husband & family en rt. Such opportunities r 1 of the side perks of OTR drving!

We r once again delv @ Exel Logistics/Kellogg’s in Minooka, IL, though @ an unusual appt time—on a Sunday. It is relatively rare that we load or dlv loads on Sundays.

Trip #2049 Omaha, NE > Breinigsville, PA

2006-01-04T22:04:00.000-08:00

After enjoying a wonderful 2-wk vac @ home over Christmas & New Year’s, we have returned 2 the real world of trucking. Since the majority of shippers were closed on the 2nd, we were able to enjoy an extra day @ home b4 pking up r current load on 1/4/06.

R dispatch this time is taking 37,306#s of Smart Start from Kellogg’s USA Inc. in Omaha, NE out 2 Keebler DSC Logistics in Breinigsville, PA by Thurs early p.m.
We picked it up early Tues afternoon, topped off the tanks in Des Moines, IA & drove as far as Troy, IN b4 shutting down 4 the nite.

This trip has been run almost entirely in light rain &/or foggy conditions, though thankfully [so far] at above freezing temps. Our IceAlert is turned on and will begin beeping warning signals when the road surface nears freezing, as the temps chg w/ chgs of altitude or there r frontal passages, which r always accompanied by wind & temp chgs.

On the brighter side, r rt this did permit us 2 stop 4 supper & short visit w/ my sister & her husband in western PA this evening, which was nice.

We then drove on over 2 Brookville, PA 2 take on fuel, b4 driving as far as Lamar, where we stopped 4 the nite. We will drive the remaining 150+ mi Thurs a.m. down 2 Breinigsville, which is located a little w of Allentown & Bethlehem, PA.

No, clue what George, Crete’s Penna dispatcher, has planned 4 r next load! It may be interesting 2 note when we 1st started w/ Crete 12 yrs ago, this business of not knowing where u would b going next, took us a bit of adjustment, until Marshall—r fleet mgr @ that time—reminded us that it really doesn’t matter, saying “The miles r the same.” He had a pt & we began 2 adjust 2 this unique aspect of trucking, though it took a bit more time 2 get used 2 choosing between as many as 3 different loads, going 1 different parts of the USA within 2 mins. Hindsight & “if only’s” came in2 play a good many times as we made that adjustment. In a relatively short period of time r assignments took us 2 or thru every state in the continental USA, as well as parts of Canada. Eventually we made the transition fr “tourists” 2 bona fide professional OTR team drivers.

Our blogspot readers may also be interested in a couple statistics regarding the company we drive for--Crete Carrier Corp. They currently are running 5,400 trucks and have approximately 2 ½ trailers per truck. Though the national turnover rate among drivers in the trucking industry is over 130%, Crete’s turnover rate is only 34%--one of the lowest in the industry! It goes w/o saying that other trucking companies rarely bother Crete drvrs as we walk by their booths in trk-stops x the USA.

Trip #2048 Norfolk, NE > Council Bluffs, IA [Findley, OH]

2005-12-14T22:28:00.000-08:00

Since we were heading back 2 NE for 2 wks of vacation over the Christmas and New Years holidays, we decided 2 wash r trk at the Beacon Truck Wash in Altoona, IA on r way back w/ the Affiliated load. We had been driving in so much winter driving conditions, the trk was sadly in need of a good wash. Keeping company trks washed is no small matter 4 trking firms like Crete Carrier. It currently costs them $55.50 [plus tax] to wash a trk & trlr! As wash fees have risen over recent yrs, CCC has lengthened the intervals to washing their units no oftener than every 30 days between permitted washes. However, if a drvr happens 2 pk up a dirty trlr shortly after having washed their tractor, they r permitted 2 run that trlr thru an authorized wash. During the winter, if you are carrying an excessive load of ice & snow, CCC will also grant permission 2 wash the units 2 assure the load not exceeding the legal limit of 80,000#s on USA designated hwys. In addition, if you have been hauling a product, such as a powdered laundry soap, that leaves a lingering odor in the trlr, & ur next load is—say--a food product, we r instructed 2 go 2 the nearest wash-out place b4 pking up their next load.

As luck would have it, r fresh wash job was very short-lived, as we ran in2 both rain & snow b4 we reached Norfolk, NE. Fortunately we had paid [$3.50] 2 have the tractor waxed rselves 2 hopefully extend the wash job’s effectiveness in face of the continuing winter driving conditions.

When we backed in2 the dock @ Norfolk, the receiver—tongue in cheek--told Lawrence that Affiliated Foods had established a new policy recently. They now guarantee 2 have drvr’s loads unloaded in 72 hrs or less! It was great 2 find some1 w/ a good sense of humor during this very busy season when Christmas merchandise must be delvrd ASAP.

He got us unloaded in 2½ hrs, by the way. However, he discovered some damage had occurred in loading process back in Illinois & they had understandably rejected those cases. When this happens, u must report the damage to the OS&D (claims) department @ CCC. It is a lengthy procedure, as this most b carefully documented 2 determine who must stand the loss.

1 of the 1st ?’s asked the drvr is whether we had remembered to sign the B/L properly. i.e. if the load had been pre-loaded, counted & sealed—as was the case w/ this particular load--b4 the drvr pked it up @ the shpr, we must sign SL&C behind r signature. If u have fail 2 do so, the responsibility 4 the damage will fall 2 u, the drvr. Once documented, the drvr is instructed 2 remove the damaged products fr the premises & dispose or return it as instructed by OS&D. This is done so fork-lift drivers & lumpers (individuals hired 2 unload) r not tempted 2 purposely damage cases. In this instance, we were advised to dispose or use the damaged boxes of cereal as we wished. Perhaps r family members will find boxes of Corn Pops & Rice Krispies in their Christmas stockings this year! J

As soon as we had things wrapped up @ the Norfolk consignee, we sent in r mt call & soon recvd another trip assignment, followed shortly by a note of explanation fr the Nebraska dispatcher. He asked if we would b willing 2 run over 2 Omaha & pk up a live-load @ Coleman Powermate, Inc. 4 him b4 we headed home? We said we would do so.

When we got there, all the docks were full & we had a long wait 2 even get in. When we finally got r dock assgmt, it was the most difficult 1 in the place 2 get backed into, A blind-side back in extremely tight quarters. Since Lawrence was logged, the challenge fell 2 him; while I spotted 4 him. Another waiting drvr came over & spotted on the other side, which was most helpful. Once in, 1 of the Coleman drvrs came over 2 compliment L on his excellent job of backing, saying most drvrs would have refused 2 even try it, and that even he could not have accomplished the task. It was nice of him 2 give credit when credit was due, & we also appreciated the other drvr’s willingness 2 get out in the bitter cold 2 help Lawrence & me! Their actions r indicative of the majority of professional drvrs—always willing 2 lend a fellow drvr, male or female, a hand when needed.

The loading process took an unusually long time, mostly due 2 the fact that the shpr did not have the product “staged” in readiness @ the dock door, & had 2 bring the various products fr different parts of the warehouse. When the loading was finally completed, the 53’ trlr was full to the 48’ mark w/ 264 generators, air compressors & power washers, on 44 pallets, weighing 41,360#s.

We then headed over 2 the HTL (the owner-oper div of the Acklie companies) terminal, where we dropped it. Another CCC team will pk it up & delv it 2 Lowes of Findley, OH no later than 2359 tomorrow [12/15]. More than likely the load will provide that team a “ticket” home 4 Christmas.

R mission completed, we bobtailed home. This will b the last blog we will post during 2005. Check back after the New Year; most likely on the 2nd or 3rd .

Wish all of r readers a Blessed & Merry Christmas!

Trip #2047 Michigan City, IN > Minooka, IL > Norfolk, NE

2005-12-13T12:59:00.000-08:00

As regards this 25,804# load, the paperwork did not provide the count of the vast numbers of products on board, including all manner of things 1 might customarily find in a Menards store, fr fireplaces, heaters, to small bottles of various liquids.

(Continued from Trip #2046)
When we were done in Hammond, we immediately hurried over 2 Michigan City, IN in hopes we would get unloaded there yet Monday nite as well. No luck there, but we were assured of being 1st in line 2 B unloaded when they opened 5 a.m. Tues. They unloaded us promptly.

Trip #2047 Michigan City, IN > Minooka, IL > Norfolk, NE

Dispatch came thru w/ a load 2 get us back 2 NE 4 R Christmas vacation! We were 2 deadhead [go empty] 2 Minooka, IL 2 pk up a Kellogg’s load in Minooka, IL @ Exel Logistics. It was pre-loaded on CCC air-ride trlr, w/ 1,152 cases of Kellogg cereal, which we R 2 delv 2 Affiliated Foods in Norfolk, NE by Wed, the 14th a.m.

It packed fr floor 2 ceiling w/ 48 cases of All Bran; 360 cases of Frosted Flakes; 432 Rice Krispies; 144 Corn Pops; and 168 cases of Bite-size Mini-Wheats. Despite that much volume, its total wgt is only 25,804#s, including 60 Chep pallets.

Trip #2046 St. Paul, MN > Eau Claire, WI > Hammond, IN > Michigan City, IN

2005-12-13T09:21:00.000-08:00

CCC did not yet have dir 4 Independent Paper in their database, but we were able 2 drv right 2 it, after having put their address in r computer rting program. While the consignee unloaded us, I typed off the directions, & QualCommed them 2 Crete dispatch, so they could add them to their already extensive database. The availability of detailed dir to shippers and consignees, in mere seconds, is just 1 of the many conveniences available 2 OTR (over-the-road) professional drvrs whose trking company provide these units in all their company trks.

R next trip assgmt was 2 pk up a Menards load in Eau Clair, WI. Upon arv @ their distrib ctr, we discovered the freezing weather policy had already been put in place, whereby loads are held in the docks until the drvrs arv 2 pk up their loads, @ which pt they finish loading any freezable products ordered by consignees. It was a little over an hr b4 the shag drvr brought r load 2 us. We had dropped the red ad trlr in the inbound lot & bobtailed over 2 the transportation office 2 wait. It was a good opportunity 2 write Christmas cards, walk the dog, and do R logbooks.

The challenge then was 2 C if we could make it 2 R 1st stop in Hammond, IN @ Menards store b4 they closed @ 2100! We had 2 stop in Madison, WI 2 fuel, & deal w/ the heavy Chicago traffic en rt. It was going 2 B tight! We had assured the shpr we would idle the trk all nite 2 keep the liquid products on board from freezing should we have 2 wait until 0500 on the 13th 2 unload. The vibration of the running diesel is enough 2 keep the liquid moving enough to keep it fr freezing. That same motion, is a bit like having a light vibrator going in your bed. We sometimes kid that we may have to buy a vibator for our bed so we can sleep well after we eventually get around to retiring!

You may B interested 2 know what it costs 2 run in2 the Chicago area on the I-90 & I-294 toll rds. Despite taking I-290 to eliminate some of the toll rd, it still cost CCC $27!

We did make it 2 R 1st stop in time, though only because Hammond is in 1 of the Indiana countries who R on CST!

Their lots were heaped with 13-14 foot high piles of snow in the open lumber & dock area at the back of the store. It is going 2 b there 4 a long time unless it is hauled away. Heavy snows make 4 a big problem so shprs & consignees, having 2clear a way 4 incoming freight & keeping pking lots cleared 4 their customers. Winter hasn’t even officially begun yet! Not until Dec. 21st!

As we departed, after the security officer had checked r paperwork & outgoing seal, he indicated that we should wait a minute. He hurried in2 the guard shack & returned w/ a whole handful of doggie bones 4 Smidgen! Smidgen was duly impressed & will B anxious 2 return 2 Menard’s in Hammond, U can bet!

Trip #2045 Baltimore, MD > St. Paul, MN

2005-12-11T18:20:00.000-08:00

R weekend assign’t has been 2 deliver a load of 50# & 60# [28x40 & 23x35] paper, which we picked up @ the Terminal Warehouse, along shores of Baltimore, MD’s Northwest Harbor of the Chesapeake Bay. 2 get there, we took the Baltimore Beltway Inner Loop, via the Ft. McHenry Tunnel, underneath the ocean-going ships rt.

Some claustrophobic drivers who refuse 2 drive thru this tunnel, underneath the Chesapeake Bay, must take the outer beltway the around the entire parameter of the metro area 2 get 2 SE Baltimore. Neither of us r bothered by taking this, or any other tunnels, however. We find the remarkable engineering feat of building such tunnels quite incredible.

The 8-lane, nearly 2 mi. long, Ft. McHenry Tunnel was completed in 1985. It is the largest underwater tunnel, as well as the width vehicular tunnel ever built by the immersed-tube method. It has a daily volume of 115,000 vehicles; 42.7 million during 2004!

At any rate, we are taking the load of paper up to Independent Paper in St. Paul, MN for Monday a.m. [12/12] delv.

We r again experiencing more winter driving conditions. As a matter of fact, we have already b in more than of it than all of last yr, and we haven’t gotten in2 the heart of the season!

Trip #2044 Monroe, MI > Constantine, MI > Baltimore, MD

2005-12-09T16:10:00.000-08:00

R load info 4 the Home Depot delv had included a delv confirmation # 4 “live” unloading in Monroe, MI, however upon r arv, the guard said we were 2 drop it @ their facility & pk-up an mt fr their pool of trlrs. This, of course, was welcome news. We put the load in the assigned dock & headed over 2 the mt trlr load in search of a CCC trlr. @ 1st we didn’t c 1 in the long line, but then spotted 1 of the new advertising CCC trlrs [#218286]. Unlike the regular “hockey-stick” trlrs, these r red, w/ huge lettering on the front 2/3 of the sides, with the Crete identification on the back 1/3. The 1 we pked up says “YOU CAN SEE YOUR FUTURE FROM HERE.” The back end of the trailer has “HELLO, WE’VE BEEN LOOKING FOR YOU!” along w/ the customary reflective Crete logo & info.

Ideally, we should have immediately headed for a Blue Beacon 4 a wash job 2 make a more positive impression on passing trks & cars, however the winter driving conditions made doing so an exercise in futility.

We had earlier sent a msg 2 dispatch that we would prefer 2 wait until morning 2 take r next dispatch. 2 r initial disappointment, nite dispatch immediately sent us 2 load offers, both pking up yet that nite [12/6] & dlving on Fri, the 9th. We decided 2 give dispatch a quick call on the cell 2 for an explanation. They had noted r reqst but the 1 load in particular was an especially important. Had it not been 4 Jeffies request we would likely have chosen the 2nd, longer load—Battle Creek, MI > Breinigsville, PA. He said that it would b no problem 4 us 2 wait until morning 2 run the 150 mi w of Monroe 2 pk it up, since we run team. We then accepted the load, & went ahead & shut down 4 the nite. We advised r MI son of r plans, & though r granddaughters had studies, r son & his wife was able 2 run down 4 coffee. We went in & showered in the meantime, & they arvd a short time later. We had a nice visit together over a late night snack. B4 they headed back up 2 the Detroit area, they offered 2 take us out 2 r trk. It being a bitterly cold & windy nite, we gratefully accepted, as we had parked @ the back of the large trk-stop lot.

At the crack of dawn, we headed west 2 Constantine, MI 2 pk up r load @ Owens Illinois Closure. It had been several yrs since we had hauled a load out of there, & we discovered they had enlarged their facility in the meantime. In the past, we had taken bottle caps for Coke bottles out 2 the San Diego area, but this time, we were to take generic caps for water bottles out to the Beverage Capital facility in the Baltimore area.

They promptly loaded us w/ 3,780,000 bottle caps [750 cases], weighing only 28,380#s. After studying r suggested rt 4 the trip, we elected 2 pay the toll on the IN-OH & PA Pikes rselves rather than run the time-consuming, 2-lane rds X IN & OH. We had not yet fully recuperated fr r previous round-the-clock run, & though paying the high tolls meant we would not make very much on the trip, it seemed worth it.

As it turned out, it was most fortunate we did, as we could never have made the dlv on time otherwise due to the major winter snow storm that we ran in2 xing PA & MD! “Mother Goose was losing her feathers” big time in the mts of Penna, & traffic was reduced 2 top speeds of 25-30 MPH, as trkrs & 4-wheelers exercised extra caution, lengthening following distances & turned off their cruise settings. Visibility was very limited & the fellows in the saltshakers & buckets could not begin 2 keep up w/ the rapid accumulation of snow. We saw surprisingly few people in the ditch, & only 1 semi that spun-out & Jack-knifed x 2 of the 3 lanes, just b4 the top of 1 of the mts.

At the Breezewood, PA we dropped down on I-70 into MD, hoping 4 a let-up in the snow. No luck—it just kept coming. We arv @ r consignee in the Baltimore suburb of Woodlawn about an hr b4 apt time, only 2 find they wanted 2 unload their product @ their Halethorpe warehouse, another eastern suburb 9 mi south along the I-695/Baltimore’s Beltway Outer Loop. We were told 2 pull up 2 the guardhouse & wait until the day-guard came in. We did so, but a very ill tempered nite guard immediately made an appearance, saying we must lv until 6:00 EST, saying we had been told NOT 2 pk there by the Woodlawn supervisor. After we finally managed 2 get back out of the place, & parked 4 the remaining 15 minutes, I gave the 1st fellow a call 2 C if we had misunderstood him. He had been especially helpful & nice. He assured me I had understood correctly & that the other fellow had a much-inflated attitude of self-importance & a consistently foul mood. He even told us what kind of pk-up the day-shift guard drove, so we could watch 4 him. The nite guard’s reputation was further confirmed by another waiting drvr, as well as a fellow out scooping his walk in the pre-dawn lite, close 2 where we had parked briefly--w/ the gentleman’s permission.

When we finally gained entrance to the large facility, we discovered we had 2 X a VERY narrow bridge, sitting on an angle, in order 2 get back 2 the recving docks. The heavy, wet snow had not yet been removed, & when we got part way on2 the bridge, we started 1 spin. Usually flipping on the dividers after it the drvrs start spinning no longer helps. Thankfully, this time it did the trick & we got over it w/o hearing the roar of the Billy Goat Gruff, though there wasn’t more than an inch to spare on either side!

We had arvd just prior 2 the heavy metro rush hr traffic, that was going 1 very much affected by the snowstorm. While we were unloading, the barometer & temps apparently began rising markedly, & by the time we were done, things were getting pretty much under control. Schools in the Baltimore had been called off, providing students w/ an unexpected long wknd 2 play in the snow. Only the early birds had opportunity to make snowmen & have snowball fights, as the bright sunshine later in the day quickly dampened their fun.

Trip #2043 Charlotte, NC > Lincolnton, NC > Monroe, MI

2005-12-07T08:49:00.000-08:00

We managed 2 get thru the Baltimore/Washington, D.C. area last nite B4 the winter storm got really nasty, though the snow was fairly heavy @ times. I commented how beautiful the pine trees & forest floor were but Lawrence, who happened 2 driving @ the time, failed 2 view the situation in the same vain. He had his hands full w/ the heavy traffic on I-95 & concern that the rd surface could very soon become treacherous. Thankfully, we gradually drove out of the storm & the snow changed 2 rain as we dropped S in2 VA & NC.

Not having been detained unduly by the storm, we even were able 2 shut down 4 an hr’s worth of zzzzz’s just b4 dawn, & were still able 2 make R 1st drop, in Wilmington, NC, w/ time 2 spare. The minute we were unloaded we headed 4 Charlotte, NC—via US 74 (the future I-74 corridor.) It was a lovely drive, on good, mostly 4-lane rd, with the clouds lifting & dissipating & the sun finally made an welcome appearance again.

This interstate in the coastal plains area, was built thru expansive swampy areas or “pocosins”, their dark waters sparkling through the trees grow there. Ocassionaly you would C a small stream, winding off into the distance, lined w/ moss laden trees hanging gracefully over the water, reflecting in the quiet waters. The temps actually got up to the low 60’s during the middle of the day, though quickly dropped to the 40’s again this evening.

We did not take time to stop 2 eat on R way over 2 R Charlotte consignee, in hopes of making R apt time. However, as we neared Monroe, NC the traffic increased measureably & we could C that it was going 2 B impossible 2 do so. We Qualcommed Crete, asking that they advise R consignee we were going 2 B late. They soon Q/C’d back that was fine, just get there asap.

Predictably, by the time we were mt, all the good loads were gone, nor was any longer, the customary choice of loads. We were asked 2 go up 2 Lincolnton—37 mi 2 the NW of Charlotte--2 pk up a load of furniture [256 medicine cabinets & vanities] @ RSI/General Marble/Maiden Distribution. We will delv it 2 the Detroit Transit Facility for Home Depot in Monroe, MI by 18:00 EST 2morrow (12/07) where it will B live-unloaded. It is a relatively lite load—weighing only 11,960#s. A heavy load is preferable when heading back in2 winter driving conditions, naturally.

We hinted that 2morrow we would prefer a PTA [projected time of availability] of 12/08 @ 0700 so we can hopefully get away fr these overnite runs. Whether that will B possible 4 dispatch 2 grant, remains 2 B seen. It is a busy time of yr & very often the less appealing loads R not chosen by drvrs who R scheduled 2 dlv early in the day. By late afternoon or evening, it is often no longer possible 4 single drvrs 2 dlv by apt time, legally & dispatch calls upon their National Fleet team drvrs, like rselves, 2 help them out 2 maintain CCC’s outstanding record of legal, safe, on-time dlvy of their load obligations.

This is a particurly challenging time of yr 4 CCC dispatch & mgt as they secure loads 2 efficently get all their drvrs, who wish 2 B, home 4 Christmas w/ their families & loved 1’s.

A note re R trip #’s indicated on each of R posted blogs. That is a count we have kept since entering semi-retirement. i.e. this will B the 2,043rd load we have hauled 4 Crete. R trip info comes thru w/ CCC’s own count in a similar span of time. This is the 6,194,646th load that R drvrs have delvd 2 Crete’s customers.

Trip #2042 Edison, NJ > Avenel, NJ > Wilmington, NC > Charlotte, NC

2005-12-05T23:00:00.000-08:00

We arv’d @ r consignee in Edison, NJ last nite. Temps dropped while we slept & by the time Rand Direct opened, the dock area was a solid sheet of ice. Each of the waiting trks were given a dock assignment & the fun began, as it was necessary 2 back up-hill to the dock doors! We put the dividers (inter-axle differential) on, 4 extra traction, but even so, the entire unit kept sliding dangerously close 2 both the next trk & wall ahead of the nose of the trk. We finally elected 2 back in2 the next mt dock. After finally getting up 2 that door, we discovered that dock door was broken/unusable! Since we were early 4 r appt we just waited until the fellow next 2 r assigned door was mt b4 attempting 2 back in again. We came very close 2 having 2 chain-up in order 2 accomplish the task! We did donn r Yaktrax Pro’s on r shoes 2 keep r footing while blocking the wheels, going in 4 R paperwork, & taking Smidgen out 4 a walk. Really should have put his boots on 4 him, as he had trouble keeping his footing, as well. Winter weather presents all sorts of problems 4 man & beast.

By the time we recvd r next assign’t, the temps had come up, & the rd surfaces melted quickly. There was no choice of loads this time. We were 2 pk up a 2-drop load of steel siding about 11 mi N, in Avenel, NJ @ Gentek Building Products. When we arv’d @ the shipper [11:29 EST], & signed in @ the guard house, we were advised 2 set r CB on Ch. 13. They would call us when r load was ready “sometime today.” We were 4th in the line of trucks parked along the street. Like most of the other waiting drvrs, Lawrence retired 2 the bunk 2 get some sleep in preparation the overnite run ahead. I seized the opportunity 2 work on Christmas cards, while listening 4 the shpr 2 call. The Ch was quiet 4 the most part, except 4 a couple rude interruptions as a couple passing motorists, who happened 2 b using the ch 2 vent their frustrations w/ an offensive & limited vocabulary made up of primarily 4-letter word. Thankfully, they quickly passed out of r range.

It was 16:23 EST by the time we were able 2 make r loaded call & head S—right into the major winter snow storm moving up the coast & the challenges it will present! We stopped @ the 1st SB exit in MD 2 scale r load. We will stop again in Skippers, VA 2 take on fuel & hopefully b able 2 post this blog b4 heading on down 2 r 1st stop, @ Alside in Wilmington, NC, only a few blocks from the Atlantic Ocean. Weather permitting, we r due there by 9:30 EST.

As soon as they unload their 449 pieces [12,921#s] we will hurry over to Gentek in Charlotte by 14:00, 2 dlv the remaining 683pieces [18,919#s]

Trip #2041 Lincoln, NE > Edison, NJ

2005-12-02T15:34:00.000-08:00

After a reasonably paced trip back fr Boaz, AL, which even permitted r diverting 2 up mail @ home en rt back 2 LNK, we have r new load assignment.

Today we pked up 34,086#s of over-the-counter meds 4 people on the East coast who r unfortunate enough 2 pk up flu bugs, coughs or colds during the Christmas season. We loaded @ Novartis Comsumer [formerly Dorsey/SanDoz] & will take them 2 Rand Direct in Edison, NJ on the 5th.

Since we only have 1,315 mi 2 cover over the wknd, we elected 2 wait & celebrate r daughter’s b.d. b4 lving LNK.

Trip #2040 Lincoln, NE > Boaz, AL > Lincoln, NE

2005-11-28T12:02:00.000-08:00

After a very special Thanksgiving w/ r Michigan son & his family, it is now “back 2 the real world” again…

R trip assignment this time is a “round-robin” type load, typical of Tri Con Industries. We will be taking auto parts for Honda & Civic cars to Tri Con’s plant in Boaz, AL [53 mi SE of Huntsville] by 7 a.m. on Wednesday, 11/30, and then bring back a load of mt shipping containers 2 the Lincoln plant by 2 p.m. on Friday, 12/2.

Considering the numerous closed roads to the W, N & E of the LNK area, due 2 the winter storm hitting the central part of the country right now, heading 2 the south-east this trips holds much more appeal at this point.

Post-Trip #2039 Nebraska > Michigan > Nebraska

2005-11-22T18:58:00.000-08:00

For the past few wks r fleet mgr had a “flag” on r trk, advising the CCC nat’l fleet dispatchers of r special request 2 spend Thksgvg w/ r son’s family in MI, instead of r hometown in SE Nebr, in hopes they would b able 2 find us a load in2 & out of the Detroit area over the holiday wknd.

We delv’d r load in2 Lincoln, NE, sent in r mt call, & xed r fingers that dispatch would have something figured out 2 make this possible. CCC dispatchers have quite a challenge in trying 2 pr up 5,348 power units w/ appropriate loads 2 get as many of their drvrs home 2 b w/ their families during the holidays as possible. The Crete Corp. “family” is 1 of the largest privately-held carrier groups in the United States, ranking among the 20 largest trucking groups in the country, & this must b done while providing Crete’s customers throughout the US, Canada & Mexico w/ safe, on-time delivery of their products.

During r 12 yrs in “semi-retirement” driving 4 CCC, these dispatchers have successfully met the majority of r requests. This time, however, it simply wasn’t possible, despite the additional assistance of r fleet mgr. By late Monday afternoon, the only solution was 4 us 2 bobtail home, get in r car & drive up 2 Michigan. We appreciated CCC’s granting us permission 2 idle r Peterbilt in order that we could spend a couple days w/ r family members up in the Detroit area.

We plan 2 return home 2 SE Nebraska Sunday p.m. & go back in service next Monday morning. Check r blogspot on 11/28th or 29th 2 c where r 2,040th trip 4 CCC will take us!

Trips #[2038] & 2039 [Lincoln, NE] > Tracy, CA > Lincoln, NE

2005-11-17T21:58:00.000-08:00

Originally we had planned 2 have r CA delv appt moved up. However, we nixed that idea after xing WY in serious winter driving conditions. The minute we entered the state, it began 2 snow & the winds picked up to 35 MPH. By the time we reached the Port of Entry, the lot was coated w/ snow & ice, making it very difficult to keep ur footing. When I commented 2 the DOT Officer that we had already seen 1 J-knifed trk in the grater ditch. He said knowingly that they had just re-opened I-80 over Sherman [Mt] after cleaning up 16 wrecks over Sherman.

We cont’d carefully on r way, thankful 4 @ least having 24,7950#s on board. When we started up Sherman, I threw on the dividers [interaxle differential], locking in all 8 drvrs 4 more traction. In not 2 long a time, we came up behind a semi that had already spun-out ½ way up the mt. A WY Smokey Bear was parked behind him, protecting him w/ his flashing red & blue lites, & calling warnings 2 approaching trks, suggesting we pull x in2 the hammer lane, while keeping up r speed [25-30 MPH] & getting r drvrs on2 the rumble-bars 4 better traction.

Trkrs & Smokey Bears alike make good use of their CB’s in such circumstances. 2 of the drvrs were new drvrs fr down south, w/o any experience in drving on ice/snow, much less w/ mt drving. They were admittedly terrified. The Bear and fellow drvrs calmly talked them x the mt. There was no way 2 really know if either of them were 1 of the 1’s that didn’t make it x/down Sherman, as they either went out of range or were 2 busy 2 talk further on the CB.

Visibility was about ¼ mi, which was far better than usual on Sherman. It is more often than not near blizzard conditions up on top. We took r time, both going up & going down the other side in2 Laramie, keeping an eye on r trlr that it didn’t start around us on the ice grade. Many of the semis pulled off in Laramie though all 3 trk-stps appeared 2 b full, so we continued on while the interstate remained open.

However, as we approached Elk Mt., we began hearing that the rd had again closed ahead, & traffic had come 2 a stop while 2 sets of doubles chained up. They had spun out @ the same place; 1 in the grandma lane; the other in the hammer-lane, right opposite each other; completely blocking the wb lane. The back-up stretched 4 many, many miles behind us. The police again took an advisory part, asking drvrs 2 try 2 let the saltshakers thru along the brim so they could sand/salt the grandma lane ahead of the 2 stranded trks. He advised that the rest of consider chaining up as well, however the only 1’s that did were those w/ mt trlrs. Most of us stayed on the flat so we didn’t have 2 start up on the grade. The rd was closed down 4 another couple hrs again. Lighted signs over the interstate warned to b sure 2 turn off ur cruise control.

We eventually arvd in Little America, WY 7 hrs later, after covering a distance that normally only takes 4 hrs. We shut down there, knowing the chain-law had been up earlier on the 3 Sisters [Mts] between there & Evanston.

When we resumed our wb travels, the rd was still slick in spots but 100% improved over the rd behind us. By the time we reached SLC, the rds were clear & the sun shining the rest of the way 2 the coast.

We unloaded @ Kelloggs/GATX Logistics in Tracy, CA late yesterday. By the time we were mt all the loads were taken, so we headed 2 a nearby med sized trk stp which was very nice, complete with manicured lawns & palm trees. The catch was that we had 2 pay $10 to pk overnite!

When Bob, in CA dispatch came in, he sent us a Pacific American Services’ load out of Oakland, CA, E side of San Francisco Bay/just S of where the Oakland Raiders play/McAfee Coliseum, which is bound 4 Pegler Sysco Food Service in Lincoln, NE; Pegler is in need of 43,355#s of canned pineapple—sliced, crushed, tidbits & chunks by 0900 on Monday, the 21st.

After we were finally loaded, we headed back N on I-880 to pk up I-80, enjoying driving along the beautiful San Francisco Bay, thru Berkeley, back thru Sacramento to begin the 40 mile pull up 2 Donner Pass, which we will again x barefoot [w/o chaining-up], as we retrace r way back 2 NE on I-80.

Trip #2037 Omaha, NE > Tracy, CA

2005-11-13T10:48:00.000-08:00

As hoped, Kelloggs was glad 2 get r load of cereal early, though primarily 4 the racks protecting the product than 4 the cereal, as they were running short of them.

Dispatch granted us permission 2 bobtail down 2 the LNK terminal, as Kelloggs will not permit drvrs 2 take mt trlrs out—only loaded trlrs. We made arrangements 2 have r Peterbilt serviced yesterday, while we took r car & headed down home 2 pk up r meds & mail. Toby (dispatcher) said it was fine if we waited 2 get w/ dispatch this a.m., & granted permission 2 call fr home, which was a real +.

We were able 2 spend some time w/ r children/grandchildren & great-grandson; LHR went 2 the NU/KS football game, while I opted 2 remain home 2 do laundry, wrap Xmas presents, do some sewing run errands, get Smidgen groomed, etc. R oldest grandson, who attends KS but who remains a Husker fan, enjoyed using my ticket.

This a.m. when we cked w/ dispatch, we were pleased 2 get another Kelloggs, this time 2 Tracy, CA. Since we had dropped r load there in OMA, we will b able 2 bobtail back in, & not have 2 worry about finding an mt CCC trlr 2 take w/ us, saving us hassle this p.m. R load will b ready anytime after 1500, & delvrs on Wed, the 16th.

2005-11-13T10:45:00.000-08:00

ISP Providers

Trip #2036 Coldwater, MI > Battle Creek, MI > Omaha, NE

2005-11-10T19:02:00.000-08:00

We were able 2 dlvr R Georgia Pacific load a day early, arv'ing Coldwater, MI by noon 2day. Shortly afterwards, dispatch sent us a single load offer. A Kellogg’s USA load out of Battle Creek, MI, 2 B taken to Kellogg’s USA in Omaha, NE by anytime on Saturday, the 12th.

We hustled right up, having barely enough time 2 get there by the 1300 apt time. We were pleased 2 find r load was ready, though preloaded on an older, 4-digit, non-air-ride CCC trlr & ready 2 go when we arvd. We had been in hopes that they would have loaded

However, a speedy departure was not 2 B. As per standard pre-trip procedure, LHR cked the oil level in the trlr wheels. On cold days, it is necessary to run 4 a while until the wheels get warmed up, 2 B able 2 take the caps off the oil wheel-wells & 2 avoid the danger of their cracking. This is a critical matter, as wheel duals R apt to spin off the axle if the wheels do not have sufficient oil in them, endangering life & property. Today was a reasonably warm & sunny day in Battlecreek, so the wheel wells could b ckd B4 we departed. LHR cked those 1 by 1, adding oil 2 the 1’s that were low. When he came 2 the last 1, he found it dry, filled it, but as he started 2 replace the plug, the clear view window on the side of the hub shattered in a million pieces! We, of course, dared not move the trlr until it was fixed. He called breakdown back at the Crete home terminal in Lincoln, NE 2 report the problem. They promised 2 send a repairman out ASAP. It wasn’t 2 long B4 Gresley’s Repair truck fr the S edge of Battlecreek came 2 R aid. The two fellows that came said that Crete has had account w/ them 4 a number of yrs. We notified Crete via QualComm that help had arvd, as promised. Thank goodness 4 cellular phone & satellite communications, which keep such delays to a minimum.

Hopefully, Midwesterners will have great need 4 their favorite Kellogg’s cereals so we will b permitted 2 dlvr 60 cases of cereals [19,200#s] a day early, as well, despite Friday being Veteran’s Day!

Trip #2036 Gansevoort, NY > Plattsburgh, NY > Coldwater, MI

2005-11-09T15:36:00.000-08:00

Trip #2036 Gansevoort, NY > Plattsburgh, NY > Coldwater, MI

Last evening, we gave Ace Hardware Distrib. Ctr a call 2 C if there might B any chance 2 delv early today. We were told if we cared 2 drv it right thru, there would B a good chance of getting unloaded early. So we tabled R plans 2 stop 4 supper & the nite, arriving around 0100 EST. We were advised that they had had a cancellation 4 the 0530 appt, which we could have, suggesting we set R CB radio on Ch. 25, get some sleep & they would call us w/ dock assign. when ready 4 us. They were good 2 their word & got us unloaded in record time.

We headed back 2 the Wilton I-87 x 16 for a bite of breakfast @ Scotty’s T/S until day dispatch came in this a.m. & await R load offering. We were far enough north that we had begun 2 notice some French road signs already, i.e. exit/sorte, etc. LHR commented that even the graffiti in the men’s room was in French!

Shortly after 0730 CDT, Cory sent us a single load offering, 2 pk up a load in Plattsburgh, NY (just 60 mi S of Montreal, Quebec) to pk up a Georgia Pacific load bound for Coldwater, MI for Fri. Knowing we would be disappointed that he had been unable 2 nab us a load to or thru Nebr per R request, he immediately sent a note saying that we could delv the load already 2morrow, anytime 0001-2359 saying it would B a drop @ Wal-Mart Distrib.

There being no authorized fuel stops on R rt until we got back to Binghamton, R Fleet Mgr opened r fuel cards so we could take on enough fuel to get us the remaining 400 mi 2 R suggested fuel stop. We opted to fuel there @ the Wilton T/S B4 heading N on I-87.

The drive up I-87, to the W of the Hudson R, took us by Lake George & thru the Adirondack Mts; a beautiful & scenic drive. Upon reaching R Georgia Pacific shipper, we found it 2 B within 4 blks of the shores of beautiful Lake Champaign. Though we have often driven I-87 B4, we had never taken it that far N, so that was a treat.

Since the weather was deteriorating, as rain was moving in & temps were already down to mid 30s, & expected 2 turn 2 snow, we were pleased 2 find R load was pre-loaded on an air-ride CCC trlr. We R taking 798 cases of various brands of toilet paper, weighing 18,643 #s. The rain will bring the glorious season of fall foliage to a close, as Old Man Winter nips @ R heels. It has already begun in earnest up in the Northwest and upper tier of states.

Trip #2035 Memphis, TN > Gansevoort, NY

2005-11-07T12:48:00.000-08:00

CCC granted us permission 2 drop r Memphis load @ the terminal in Columbus, OH in hopes we might get a more productive load over this past wknd. However, when we tried doing so, we discovered no such load had been saved 4 us, & by that time the only loads dispatch offered us were less than 500 mi [Jessup, MD; Salisbury, NC & Black Mtn, NC], & had dlv apt as late or later than the Memphis load. We could well have taken a load 2 the West Coast in the time allotted! We declined their load offerings & requested r original load back—which assured us roughly 600 mi yet by today. This was granted. We only went as far as Grove City, OH, shut down 4 the nite, taking motel rm that accommodated trucker’s & their pet(s). We slept in, & continued on r way toward Memphis, intending to stop somewhere between Nashville & r destn Sun nite.

We had been aware of the storm warnings that tore thru IN & KY during early a.m. hrs. However, the Columbus area had only a little rain during the night, w/ strong, gusting winds. As we headed toward Louisville, KY, the peripheral, erratic winds fr those storms rocked our semi for many miles. We were thankful 2 b pulling a heavy load, knowing pulling lite trlr in those conditions, w/ such an expanse of surface, could easily result in a rollover.

Toward eve we decided 2 call r consignee in Memphis ourselves 2 c if we might talk them in2 unloading us early, knowing 2nd & 3rd shift employees r generally somewhat more flexible. 2 r surprise, the nite recv supervisor suggested we bring it in @ 5 a.m. & they might have time 2 unload us or have an mt CCC trlr available so we could simply drop the load. No promises but it sounded like it would b worth the effort, knowing we were otherwise going 2 have a 12 hr wait 2 unload @ r apt time!

We drove in2 the very nice & relatively new Memphis Distrib Ctr, a little after midnite. DSC’s receiving directed us 2 their newest warehouse, giving us a dock assignment where we could drop r load. By the time we had dropped the landing gear & unhooked the air & electrical cables, some1 was already unloading the Pet Evap Milk we had brought them! They had already assigned us an mt, air-ride, Crete trlr, so we could get on r way.

We sent in r hrs, advised nite dispatch we would b available 4 dispatch @ 7 a.m., sent r mt call, & headed back 2 a nearby shopping mall 2 get some shut-eye. Despite r msg, dispatch went ahead and sent us load offerings [loads 2 Columbus, OH; Lakeville, MN & Gansevoort, NY], all of which did not pk up until noon or after. We sent r load acceptance 4 the NY bound load & hit the hay, w/o bothering 2 set r Screaming Meanie alarm clock, as the load did not pk up until 1330 today.

Fr force of habit, we were up early & decided 2 head over 2 Memphis’ busy Mississippi River port to W.M. Barr & Co, out on President’s Island, reporting in early. We lucked out & were loaded right away! We are taking paint thinner & other such Haz-Mat products to Ace Hardware in up-state New York. Since we had to placard r trlr w/ bright red “Flammable 3” cards, it will be necessary 2 take the Haz-Mat by-pass rts around all the major cities en rt to r consignee, adding some miles & driving time over being able 2 go directly thru such cities as Nashville, Louisville, Cincinnati, Columbus, Cleveland, Erie, Birmhamton & Albany. There r no tunnels 2 go around, at least. We r due 2 dlv in Gansevoort Wed [11/9] noon.

Trip #2034 Dunkirk, NY > Batavia, NY > Memphis, TN

2005-11-04T19:29:00.000-08:00

We retraced r rts back x IN & OH late last night; shutting down again 4 a few hrs @ Monroeville, OH. Since LHR had driven fr Gary, IN, while Smidgen & I slept, I was elected 2 get the wheels a’turning this a.m. About 10 mins b4 the alarm was 2 go off, the QualComm buzzed. Cory, the dispatcher 4 the Northeast & Canada, wanted 2 know what r ETA in2 Dunkirk, as well as r PTA (projected time of availability) as we had simply put in 0000, since we had a 24 hr. window of time 2 dlv the load. We had suggested we fuel in Avon, OH instead of Toledo, saving miles & time during the nite. We dared not fill the tanks due to r being so close to max legal gross, anyway. I quick ran an estimate, Q/Cing Cory that we should dlv by 1300-1350 & advised we would b ready 4 immediate dispatch when mt.

LHR kindly got up & pumped the fuel & cked the oil 4 me in Avon. He & Don visited on their cell phones while I drove thru Cleveland. I gave Jeannie a call when we rolled thru Erie, PA 4 the 3rd time in the last 2 days!

Nestle Purina Pet Care was a drop & hook. However, the receiving office was poorly marked and doors difficult 4 me to pull open. The guard shack attendant had told us which lot 2 drop load & which “man door” to go in 2 have paperwork signed. B4 I was done, I was directed 2 four different “man doors”; on a wild goose chase since the head of recv had a day off. I finally asked the last fellow 2 direct me if they had any “woman doors”. He was not expecting that ? I had a little fun @ this kindly man’s expense, telling him that was sex discrimination, etc, b4 admitting that I was NOT a feminist, and had been kidding him.

About that time, Bill, the fellow in charge of the 12,000 + Acklie trlrs sent us a msg asking that we pk up trlr #5324 if it was mt, saying it hadn’t been in circulation 4 a long time & he wanted it back in the loop. We agreed 2 do so, under protest, considering there was some 218,000 series CCC trlrs in Nestle’s pool of mt’s. (Trlrs w/ #s 213,000 or higher r all air-ride & far more desirable. No wonder none of r drvrs had taken it!

2 make matters worse, the only load Cory had left 4 the day was a load out of Batavia, NY; a little W of Rochester. The trip # indicated an old #, and 1 drvrs had been rejecting 4 a couple days already. Figures we’d get elected 2 take it.

So we went over 2 pk up 42,228#s/5324 cases of Pet Evaporated milk @ C-At-Ka Milk Products/Pillsbury. In the dark, we managed 2 miss the st we were 2 turn L on & ended up driving for 7 mi b4 finding a place 2 turn around! Thankfully, we arv b4 they quit loading 4 the wknd!

Cory had wired that we should ck w/ him in the a.m. & he would c if he could come up w/ a more productive load 4 the wknd. If he finds something, we assume he will have us drop this load @ the Columbus, OH CCC terminal & have another drvr re-power it. B nice if he found us a West coast load! More than likely we will b dlv in Memphis on 11/7 @ 1700. L If so r rts will b via interstates 90, 271,71,65 & 40.

Trip #2033 Spring Valley, IL > Chicago Heights, IL > Dunkirk, NY

2005-11-03T18:37:00.000-08:00

We were able w meet Jeannie & Nancy Garfield in Erie, PA 4 lunch yesterday; which was nice. Pushed on as far as Nappanee, IN b4 shutting down 4 nite. Delivered r load of yarn in Spring Valley shortly after noon, a day early.

Unfortunately, dlv early didn’t pay as we were sent a load that no1 else had been willing 2 take & now they need a team 2 get it there. No choice of loads this time. Nor does it take us in a westerly dir as hoped.

We were sent over 2 Innophios/Jacobson Warehouse in Chicago Heights, IL 2 pk up 43,158#s of phosphate of calcium 2 take 2 Nestle Purina PetCare in Dunkirk, NY. Have a wide window of time in which 2 dlv load – 0001-2359.

R in Gary, IN to scale load & due 2 way it is loaded have been unable to slide the wheels enough 2 get it legal. Shpr is already closed, R closed 2morrow 4 inventory. Reopen on Monday. Crete may just have us run w/ it and cover any fines we get along the way. It’s crazy as we have often hauled 44-46,000#s b4 and been able to get them legal. Needless 2 say, LHR is in a foul mood. If we get headed back W on next load, that will improve. The good thing is the weather is fairable.

LHR just talked w/ Mike @ Crete; we managed 2 get it legal by setting it 16 holes fr the stop bar, making us 45 ft & u rn’t suppose 2 b over 41 ft anywhere on the East coast. Crete is going to cover us. We will have 2 B really careful making turns, being stretched out so far. We r 79,260#s, & will dare only take on a max of 50 gals. 2 keep fr going over 80,000# permitted on US roads. Fun & games…

Trip #2032 Newmarket, ON > Buffalo, NY > Spring Valley, IL

2005-11-02T16:40:00.000-08:00

We xed Ontario during the nite, arving Newmarket 3:15 a.m. EST, caught a few hrs zzzzzs until Tri-Con Industries Canada opened @ 7. Upon making r mt call, Cory sent us 2 load offerings, #1 Niagara Falls, NY > Rome, GA & #2 Buffalo, NY > Spring Valley, IL; both delv on 11/4, though the latter is a 24-hr drop & hook at Wal-Mart Centerpoint, permitting delv a day early, which we opted 4. We headed back down thru Ontario on the 404, to pk up the 403, around the W end of Lake Ontario, 2 pk up the QeW and head S 2 Buffalo. It was slow going in rush-hr traffic [1 would have thot nearly all the 2 ½ million residents elected 2 go somewhere this a.m. on the Queen’s hwys]

We xed the Peace Bridge @ Port Erie, taking I-190 down 2 Terminal A on the edge of Lake Erie 2 pk up 753 cases of synthetic yarn, wgt only 6,786#s.

Canada is the only place we can drive 100 in r governed Peterbilt [km = 60 mph]. Exits r called. The falls colors 4 lovely & a bright sunny day 4 drving.

We r going 2 stop in Erie & have breakfast/lunch w/ Jeannie & Nancy b4 going over to Avon, OH 2 fuel @ the Pilot b4 continuing w to Cleveland, where we will drop down 2 pk up r old rt x The Buckeye and the Hoosier States, since CCC won’t pay the excessive tolls x those 2 states. We always enjoy the drive thru the country on mostly 2 lane rds of US 20 & 6. We will pk up I-80 @ Lake Station, IN, go thru Gary/Chicago 2 Spring Valley, IL, just west of LaSalle. We plan to dlv there sometime on the 3rd, after a nite of non-moving sleep.