Is this shippers sign legal?

Hey Skiddy, could you post or send a copy of that spreadsheet to me? Sounds real handy!

 

I consider it a part of my responsibilities to inspect how those responsible for loading my wagon have done so, and to MY specific requirements.
Oh, that'll do .......... won't always.

YeAH!
And then seal the trailer after the driver signs that everything was loaded that's on the BOL.
Sight unseen.

YuP!
When in doubt, hopefully a friendly fork driver will be able and willing to make suggestions.

Keeping in mind that that could take days.

Not a bad idea.
Shux Howdy!
I might even be tempted to go in full of fuel when that shipper is well known for loading a Big truck heavy.

You DO realize that they're not real concerned with your pay, ........ right?

Happens EVERY day.

 

I had 2 differnt load that were way over gross,, but thankfully the shippers were nice and took off the excess weight and made me legal without any problem, but then i think they knew the truck wouldnt be going anywere loaded like that..i kind of made that known,, lol

 

The minute I saw that sign I'd call my DM on the phone and tell him I refuse the load. Isn't nonforced dispatch great?

 

Bullsh!t

Shippers should know the correct way to load THERE product. Every product weighs different versus the amount of space it takes up. Who should have a better understanding of how to load the product? The driver who might have never hauled that load before or the loaders that load that stuff every day? I NEVER specify how to load my truck, not that I don't know how, but that way if I'm over the shipper will rework it. Many shippers will make you sign a release saying they won't rework your load if you spec how to load it instead of them doing it themselves.

 

A lot of places won't allow you on the dock, period.

 

My truck and trailer way right at 33k full of fuel. I loaded on monday a load that said 44,902 with half tanks, I scaled at 79680, only 2k off(that's a friggin compact car!). I got my weight as close to legal as possible but I was still 34100 on the rear.

 

I have scales on both my tractor and my trailer. I know my tare weight is 30K give or take a couple hundred pounds depending on if the tanks are full or half full.
The biggest problem I see is that when you have a double drop, the shipper wants to place the load according to the drop. So if 3/4 of the load goes to point "A" and the rest to point "B", they want to keep from commingling the load. They are more afraid of the receivers mixing up their portion of the load, so they want to separate the load in that manner.
Some get it some don't, so I'll have to explain that weight and axles to them.
Personally, I think some are just to lazy to properly label the load.

 

Their dock your trailer, Put a sign in your truck saying they will load it so that it will scale out or, they will be responsible for reloading it before the truck moves........That'll piss em of!!!!

 

I agree, to a point.

In many cases, especially when those loading product are dealing with newBees and rookies, they DO have a, generally, better understanding of how to load a Big truck with their product --- moreso than inexperienced drivers probably would.

It could go either way, ...... and sometimes --- both ways.

It's not the product though.
It's the WEIGHT of that product that matters the most.
And who knows better what their equipment can legally handle?
Those doing the loading -----
or the driver who operates the equipment being loaded.

Example:
I pulled a heavy, by design, specialty Kentucky 48' trailer.
It was set up to be decked, and carried enough 3/4 inch plywood to completely deck the trailer.
Along with a MINIMUM of 150 heavy duty motorcycle straps, 150 furniture pads, MINIMUM,
Split ramps,
Hand carts (dollies)
Two four-plex furniture type dollies.
Assorted and various other hardware to bring the total weight up to well over the average freight trailer.

Now, when I kiss the dock, and the product loaders see the inside of my trailer for the first time ---
it LOOKS like just another flat floor dry van.
They usually don't even notice the full length belly-box under that flat floor.

I could scale around 43,000 well distributed pounds, legally. But it usually required slidin' the trailer tandems and/or the 5th wheel to be legal.
And, that's MY job.

With the average dry freight wagon, those experienced loaders might put 45,000 --- 48,000 pounds, or more, back there where, --- and when --- I'm not lookin'.
Over axle is one thing, and can usually be easily corrected.
But how do y'all escape being grossly overweight?

NEVER?!
Hmmmmmmmm

YeAH!
Why take the chance anyone will find that out?

Maybe.
Maybe not.
All depends.
And the shipper just might "rework" the driver.
At least their schedule.

Then it would be prudent of that driver to inquire how, exactly, that shipper plans on loading my trailer themselves.
If y'all think I'm gonna trust ANYone's opinions on the proper loading of my, sight unseen, unique, equipment,............ think again.
Part of the pay I receive for drivin' a Big truck, is to
THINK.
So, ...... I think I do that.

As a professional Big truck truck driver, it's MY duty to inform those trusted with loading my unique trailer, exactly what it CAN handle, as well as how much I'll allow it to handle.
If they refuse to cut the load, right then and there, .......
I refuse the load ----
right then and there.
NO exceptions!

On the brighter side, when it comes to product loaders, I've had excellent luck with their flexibility. I found most to be helpful to very helpful.
Although, the absolute worst happened at the Cow Palace, up near Frisco.
For some reason a forklift driver decided to cop an attitude for our entire 5 or 6 truckloads of watercraft product for the annual 2-week long, Boat Show, --- and/or anyone associated with us, including vendors.

The only thang that made much sense, is that he held a grudge aginst one of THE leading manufacturers of race-winning performance crotch-rockets.

197 MPH?
On TWO wheels, ---- SOMEtimes, only one, ..... wheel?
And scrape y'all's knees --- leanin' into the turns, at speed, --- all the while watchin' for others in the immediate area who may be a crash lookin' for a place to happen, ..... on one or two wheels.
Doesn't matter to me.
NopE!

I don't happen to plan on bein' in place if that happens to happen.
I reckon.
You see, I pilot 16 more wheels than they do, and I try my best to keep 'em ALL on the ground --- at ALL times.

To each their own,...........
I say let 'em ride.
I'll watch from the hot pit area,
Where I volunteered to be the race team gopher.
Go fer this --- Go fer that.
And included cooking on a grill for the entire team, and any guests who might pop in.
Awwwwwww
What guest in their right mind would turn down a PoP-see at the hospitiality tent,
being catered to by a number one, championnship, motorcycle race team.

HaiL!
I saw myself on ESPN a few times.
Never cookin' though.
NopE!
That was team guarded information.
They figured when the #2 team got wind of my cookin', ......
they'd likely try to lure me away with thangs like a new Pete with all the bells and even more whistles.
Probably even agree to fly me home when/if, for whatever reason, I didn't want to remain at the track for the whole ordeal. And fly me back in time to drive home.
And probably still in second place.

I mean, ........... what fool would jump from a ship still floating on the high of being number one, only to discover number 2 is sinkin'.
And, perhaps, stinkin'.

Then again, ....................................................
Y'all don't 'spose that the REASON they were on top,
could be attributed to ol' AfterShock's cookin' abilities, ........... and the #2 team caught wind of that probability?

They'll be postin'
WANTED posters.
Only, instead Dead or Alive,.....
It'll be Alive & Cookin'.

But, ........ I digress.
My bad.