Profile For murderspolywog

I am doing good, I am just working on keeping my old girl running. Trucks do not age like wine they are more along the lines of milk. I stay pritty busy and when I am not busy, with the truck or business. The wife and kids have a long list of things to do at the house. Work on the remodel, take the kids fishing, chase electrical issues on the wife's car. Just the average stuff, I love every minute of the insanity.

Be safe out there old school and let me know next time you come out west.

I will say old school that was pretty good. I almost spit my water all over my gauge cluster. I was laying between my drive tires this morning greasing my u-joints and did not want the guy getting out the passenger side of his truck to trip over me. I said hello I got no response and we walk around the front of his truck.

Just to add to old school excellent information on chains. Washington requires that you carry 2 extra chains, thats why he got cited for not having 7 instead of 5. Also in California you can use a set of 3 link chains, they cover a duel set of drive tires in place of chaining inside and out side of the front drive axel with single chains. In my 6 ish years of running donner I have never needed to chain all 4 tires on the front drive axel. They shut the road down before it gets that bad most of the time. I still carry enough chains to get the job done, I currently have 9 chains on my truck I always brake some in the winter time. Part of winter driving is knowing when to shut down and when to drive there are no hard and fast rules other then when the dot says its closed its closed. As for weight stations/ports of entry. There are a lot of places in the west were you are required to exit the freeway or cross over the road to to the WS/PI.

I have found on the ice it dose not matter how light or heavy the tandems. With the tires they have there is little to no traction. The abs system should keep the tires from locking up. If he starts to slide the sooner the tandems can find fresh snow to get some traction in the less momentum the trailer can pick up in its skid. In the wind the longer your contact point is the harder the wind has to try to move you. Think of it as a 3 point fulcrum. The fartner away all the pivot points are to each other the harder it is to move the hole system.

I drive that route often probly every week. I would leave the tandomes set for now tell you get to oragen then, reassess how the truck is handling. There are a number of bridges there between weed and yreka, that ice over so watch the trucks in front of you and have your cruise contral off, Jake's off, and hit it after caltrans has sent out the sand trucks. OR is really lax about having you put on chains so check the web site or trip check and see if it looks like you might need chains if you do then chain up or park the truck because there roads are the worst in the winter time.

Smallest load was 1 brass pole 4 in round, 9 feet long and weight was 97 pounds it went from LA to Phoenix and had to he tarped.

I have a 2010 prostar, and with my 15 wheel all the way back the king pin is perfectly centered between my drives. my empty full fuel weight is 32700, my steers weight 12200, my drives are 12400, my trailer is 8100. I have a great Dane 48 foot split axel flatbed. My coil rack is about 2 feet behind my marker light. If i use that as my center point i am always 36 to 38k and on the back and light on the drives. And right about 12450 to 12500 on steers. If I move the load 1 to 2 feet in front of the marker light. I am 12350 to 12400 on my steers. 31 to 33k on drives and 33 to 35k on my trailer. I usually run 75k to 80k. If I load my trailer right my steers are always in the 12200 to 12400 . I might have missed it but I did not see were you put how heavy you are on steers when loaded.

Mine took 60ish days .

I would not worry about that article. I have a freind that is a semi truck new order sales man. 2 years to 18 months ago the time from ordering a truck to delivery of a truck was 13 to 14 months. Now the time from order to delivery is 9 to 10 months. Just to look at the historical data 4 years ago the time was 3 months from order to delivery. So to think about it trucks that were order 18 months ago were delivered in Oct to Nov of last year just in time for the holiday shipping season. Now look at that most years the slow time for trucking is Jan, Feb, and some of March, so as a business you don't want to take delivery of an assist that will just be sitting around for a months.

I will start to worry when I see major company's start cancelling there orders or cutting them sharply. Right now there still taking delivery of there orders there just decreasing there orders for future truck orders.

I live with in 100 miles of 4 bases. We move aircraft parts and equipment all year round. And I do a lot of guard moves in the late spring and summer. Mostly though I do 20 foot containers, from the depot to the port , If I am doing it. The millitary used to pay more then general freight did now for the most part it has switched with general freight paying more then military.

I had a brand new belt but on my truck during service, because the old one was starting to crack. 300 miles down the road the belt broke some times this stuff just happens.

Nothing wrong about shutting down if you don't feel comfortable. Last winter I was on I 5 in CA, up in the mt on my way to OR. Just a little light rain temp right around freezing, well the truck in front of me goes over the bridge in front me and fish tails, I hit the bridge and start to jackknife. 3 bridges later I pulled onto a wide sholder for chaining and shut the truck down I know in front of me is a few more bridges and 2 of them were going down hill and had a turn in them. So I sat for 2 hours and waited for them to clean the road up. The tow company was quite busy pulling cars and trucks out of the ditches, but I was not one of them I was also the only guy in the chain up area. Right now I am taking a load from MI to MS I got up this morning 0400 checked the road and weather condtions in front of me and went back to sleep. It's better to be sitting some were safe, wishing you were out driving. Then to be driving wishing you were sitting some were safe. I think I will do laundry today be safe out there.

So the aggregate is 50% of all the wll for each point attached to the trailer. So take a 5/16 chain g7 it has a wll of 4700 pounds. Now take that chain hook it to a to a tie down point on a hummer. Now attach that chain to your deck your aggregate will is 50% of 4700. What confuses me on your question is I don't think I have all the info, you have 6 peace of securement and 7 tie down points so to figure the aggregate we would need to know which peace is secured 2 times to the trailer. Clear as mud yet?

GPS are just a tool like others have said. An atlas is just a tool but does not update, going into Chicago. An atlas is not as precise, but an atlas with Google maps is just as good as a GPS and way cheaper. My first choice would be to have a GPS because it's easy to use, my second choice would be a atlas and Google maps. With whatever system you use, you must use your head above all else.

Are you otr?

First off I hope all works out well. My wife and I were in a similar situation with are first child. My wife moved back in with her mom for that time, my dm ran me around most of the time with in a days drive of the house. When I got the call that my wife had been taken to the hospital I drove the truck to the yard and went home. Area daughter was born 2 months early and spent most of her 1st month in the NICU. I spent that hole month off. The key to all of this communication with the dm. Also he might be eligible for FMLA he would have to talk to hr about that.

Best of luck to you guys

You can not do it in California Patric is correct it is state specific.

On top of what gtown said. Were you loaded or empty? Were you still compliment with the bridge law? The one thing I did find it that the bridge law is figard out by the maximum axel groups so depending on your situation you might be out of compliance on that. It might have something to do with permitting. I know I am permitted as a 5 axel combo not a 5/4 axel combo. King pin compliment? But I did not find anything that said you were braking the law by running with a lift axel lifted just by that fact.

I would be willing to bet it has something to do with hazmat. If you have trucks that haul hazmat, they can't use flares. I only haul class 1.4, and 3. I know flares are no no on both of those loads. Also might be a dot thing as well I don't know if flares are allowed in lue of triangles, triangles never burn out or roll into the brush and ketch it on fire.

E logs are much more simple to use when it comes to logging driving time. There also down to the min or 5 min depending on your company specs. There are lots of fees associated with the elogs from the hard wear and soft wear to the monthly fees. They are by no means cheat proof. They also cut down on personal for log auding in large companies. They are also not compliment with what Congress ordered.

Paper logs much cheaper to run for a small out fit. Also easy to fudge on as well. More cost to run for a larger outfit.

The real difference between elogs and paper at this point is one kicks you on duty driving and dose not require a pen.