Comments By Viking

If it has windows it has A/C. Just not the modern kind.

Done a couple "inner company transfers" aka someone in the main DC screwed up/miscounted.

1 pallet 20 cases. Frozen. (0) 2 pallets 14 cases. Cooler (+34) And so on.. none weighed more then 600 lbs and boy did I enjoy listening to that refer freeze the whole trailer for one pallet.

Also, keep in mind "most" companies will not allow a passenger with a Valid CDL to ride along. The risk of the passenger getting behind the wheel is too high.

Thank G-Town.

That has got to be the definitive answer on that subject!

So is a 50' tape the right tool?

I guess my concern would be keeping track of when one is headed into or through a more restrictive State or states and how to manage that.

As these settings affect weight distribution (axle weights, etc.) how does one deal with such things? Can't just head back to shipper to rebalance or offload trailer!) Do you set tandems and scale for the most restrictive state one will pass through?

Since you are measuring from the back of the trailer a 12ft tape will be more then enough. 10ft from the back of the trailer is the 40 ft mark. 9 ft is 41ft and so on.

As for getting your weight legal while also minding kingpin laws.. you absolutely can go back to the shipper and have them rework/order the load or take some weight off depending on your problem. That's why you should always scale at the closest scale to the shipper.

Thanks.

What I meant was you can't go back to the shipper once you have driven through several states!

(I have a laminated atlas... just haven't been in it in a while)...

Ah in that case yes, you are absolutely correct.

Also I forgot to mention that yes, you do indeed set the tandems for the most restrictive state of your trip as a general rule.

For example, no matter where you start if your going to Cali you should have your tandems at the 40ft mark.

Thank G-Town.

That has got to be the definitive answer on that subject!

So is a 50' tape the right tool?

I guess my concern would be keeping track of when one is headed into or through a more restrictive State or states and how to manage that.

As these settings affect weight distribution (axle weights, etc.) how does one deal with such things? Can't just head back to shipper to rebalance or offload trailer!) Do you set tandems and scale for the most restrictive state one will pass through?

Since you are measuring from the back of the trailer a 12ft tape will be more then enough. 10ft from the back of the trailer is the 40 ft mark. 9 ft is 41ft and so on.

As for getting your weight legal while also minding kingpin laws.. you absolutely can go back to the shipper and have them rework/order the load or take some weight off depending on your problem. That's why you should always scale at the closest scale to the shipper.

Just two or so weeks ago my Qualcomm/ELD was busted for about 14 Days. I ran paper for the allowed 8 days and then told dispatch I wouldn't run this specific truck anymore until it was fixed. They didn't have a loaner available so I sat. Not only did I receive breakdown pay, I was also paid the miles to bobtail to two different shops to get the darn thing working again. At the end of the week my paycheck was about 50-100$ less then usual even though I only had about 1200 miles (almost all bobtail with no load). How many "small" companies will take that good of care of you?

In my experience beer loads are ALWAYS heavy.. make sure you scale that puppy before getting to far from the shipper.

But nonetheless, lucky for me there is a loves right down the road I can scale at, they also have a scale on site. But I always scale at a cat scale anyways.

Great plan!

In my experience beer loads are ALWAYS heavy.. make sure you scale that puppy before getting to far from the shipper.

Like rainy said we have truck driver appreciation WEEK in September.

I have to dig it up but I have a photo from last year. I actually got to meet the president of my company during it. Was rather nice. Not to mention all the free food we got from shippers/receivers. Haulin refer has it's benefits.

Craig, many of the larger companies are already fully auto or becoming so. Anyone who tests on an auto will have the restriction. However, taking the exam later on a manual to lift the restriction would be no big deal because by that time the driver would have down the backing, turning, and handling of surroundings. To only have to concentrate on the shifting that test would be a breeze.

Yeah that is a good point. How would one re test would the company do that?

One local trucking school was telling me they teach double clutching as a selling point but is that still. Necessary in the manual trucks in todays day and age?

Yep. Double clutching is the proper way to shift a manual transmission truck. Unlike manual transmission cars trucks do not have built in syncronizers.. you the driver are the syncronizer.

More experienced drivers will float the gears but thats an advanced technique.