Pre-planed already

The load i picked up in Wisconsin is for delivery on Annacis Island, 7 days after it was loaded. At 3200kms your looking at 3 to 3.5 days to do the trip, assuming youv'e got the hours to keep running. I don't have enough hours to get it there in that time, so i could either run the hours i've got available each day or take a reset. When i was about a day and half from the collection, i got a pre-plan for Calafornia to deliver tuesday morning. So that made my mind up, i ran my hours and got as far as the flying j in Ellensburg Washington. I'm taking a 36 hour reset here, then sunday morning i'll run into the Delta yard swap trailers and head back south for Calafornia. I'll be taking the I 5 south through Washington, Oregon and into Calafornia, it's a great drive, and very scenic. Last time i did the I 5 i was empty and had great fun passing trucks on the hills, something which we don't normally get to do!

Reload

So from Chicago i got a reload out of La Crosse Wisconsin. A 280 mile empty run. I managed to get there and get a really quick load, scale and park on site before i ran out of time. When i arrived at the collection, there was another H&R driver there that had just finished loading, so he pulled off a bay as i went on one. While i was in the shipping office, he went to the on site scale. As i came out of the office he pulled up and came trotting over. He was more than 3000lbs over on his drives, and that was with the trailer axles as far forward as they would go. So i suggested he should go ask them to rework the load ( take it all off and reload it with more single pallets to the front or rear depending how you want to shift the weight. If you have to do this, it can make you really unpopular with fork truck drivers!!!) Thats when he told me, that he'd told them how he wanted it loading, double/ single/ double/ single/ double all the rest, which is fine for 40x48 pallets, but these pallets were much smaller, so the load wasn't spread out enough to get weight off the drives. When mine was loaded, axles set and scaled the weights were perfect, but mine had 5 singles. When i went to bed, he was still on the bay waiting to be reworked. I saw him again the next day and he reckoned they'd kept him 4 hours for his mistake. So think carefully before you do something that could have you sat about for hours not getting paid. If he had let them load it like all the other trailers they load each day, then he would have never had a problem.

Chicago

So i got my load from Brooks after a bit of a wait for paper work, someone said the plant had changed brokers and the paper work was being delayed. Because of this, the meat plant had arranged for both the meat inspections to stay open until 7pm instead of the usual 4.30pm. I managed to get to inspection with 5 minutes to spare, so i was done and on my way again. Had a good run down to Chicago and parked up at my first drop. Did the first drop at 6am and had the other 3 off by noon. I have never been into Chicago before, only through it on the express way, which at the wrong time of day is really busy. So i wasn't sure what to expect. Chicago has an elevated rail system which runs in and out of the city, and some of the old bridges are very low. Standerd height for trailers over here is 13 foot 6 inch and some of the bridges are lower than this, some are not marked, some say '13 foot 6 inch EXCATLY'  then have street lights hanging under them. Is the measurement to the lights or bridge?  When you get your dispatch they give you the number for Chicago low underpass info. You ring this number, give the person your delivery address and they give you a route, its a good system that seems to work well. I rang the number and gave the women all my delivery addresses and the order i had to do them in, and she gave me the full route start to finish, she even told me on one underpass to drop my suspension! So if your going anywhere near downtown Chicago for the first time make sure youv'e got the number.

Back to work

I had a few great days at home, got lots of jobs done, did plenty of relaxing. A bit of snow shoveling! My dispatcher phoned me the day before i was due to return and asked me if i fancied going to Chicago and doing 4 drops. The truck was still shop coded, but would be out that evening. So i went in the next morning and there was no sign of the truck, it was still at Thermoking. We went up there to pick it up, and got talking to the guy in TK. They had managed to do the upgrade, great news. The guy told that the charging system had been fully re-wired, it now charges all 4 batteries, instead of just 1. The 60amp alternater was replaced with a 120 amp alternater. The bunk heater has been swaped for one that has twice the BTU's and is pshyicaly twice the size. The aircon and bunk heater now have their own air returns, which has made a huge difference to performance. The tripack engine shares its coolant with the truck engine, but it had been plumbed in to run coolant through the cab heater matrix only. This one now has a pump and circulates coolant right through the engine block. So some great upgrades, but i think all these things should have been done when the tripack was first fitted. Still better late than never.

Tripack problems

So after Edmonton, i ran down to Calgary and shut down for the night. I got up next morning and flicked the kettle on, and as usual, the tripack came straight on. Then after about a minute it stopped, unusual. So i looks at the controller and the apu ( auxillary power unit ) light is red and the display says ALT, anyway the kettle boiled, i made my cuppa, turned off the controller, turned it back on and the same thing happened again. So i figure ALT means there's something wrong with the alternater and fired up the truck. I ran round to the yard and went in to the workshop. After a bit of digging about, the guy in the shop found some corroded wires coming from the alternater and managed to do a temporary repair. While i was waiting, i got it booked in for the upgrade to be done while i'm off in may. So the repair was done and a few other little jobs aswell. I pulled the truck out of the shop and parked up. 2 minutes later the tripack stopped working again! AAAAAGH!!! So i gave up on it, i only had another day to do, then i had 3 days off booked, so i said stuff it i'll go home early, and let the Lethbridge shop have 4 days to play with the damn thing. So i rang in and got a trailer straight back, cleared the truck and went home. 

Arizona

At the moment i'm sat in the flying j in Ellensburg WA doing a reset. The trucks clean and tidy, i don't really need to do any washing yet so i've finally got an oppertunity to get caught up on here. After the short trip to Washington, i got a preplan for Calafornia, so i ran back into Lethbridge, dropped the trailer and had an afternoon and night at home. The next day i went in to the yard, and the trailer for Calafornia wasn't ready, so my preplan was changed to Nogales Arizona. Great result, i got another day and night at home before i needed to set off and a better run. The trip down was really good, in fact it was probably the best trip so far, and if i was ever given a choice of doing a regular run, i think it would be this one. Anyway i got down to Nogales mid afternoon the day before i'm due to tip, so there was still plenty of parking at the pilot t/s. So the next day i get tipped, but i was too late to get my reload same day. The day after i loaded a full load of melons  for Edmonton. So another great run back north. I dropped the melons in Edmonton and got a load back to Calgary.