How do you trip plan?

Blocks of 500 miles across the USA. If I left Little Rock for Baltimore I already know 10 hours will be somewhere east of Nashville and toward Knoxville, Since Oak Ridge is a massive presence with precious few truckstops in that area I am usually prepared to take a spot anytime past Nashville. Knoxville west is ideal. Then it's going to be up 81 until roughly 64 to US 15 bypass DC and is essentially a couple of hours from Baltimore by the end of day two.

Since I have a policy of never sleeping in major cities I halt a minimum of 2 hours away on a mountain or some other quiet place in this case, Tuscorora becomes a candidate. I already know all of this before leaving little rock eastbound. It's going to be right around 1245 miles on the ground using the Harpers Ferry Crossing or downriver on the old Iron Ore crossing which is a major 5 span bridge on US 15. There are a few places to sleep not far from there. No issue.

If I was a team leaving LA for Avenel NJ for FFE, Wife and I will be leaving sunday night or monday prior to sunrise at the earliest. And will be in Jersey sometime Wed-Thurs p,-am depending on weather. If we turn around we are going to be back in LA before the 7th day begins on our logs. All of the 140 driving hours will be consumed. In our time during 2001 there was no 11 hour rule driving and no wasteful 34 hour reset. Boom next day recap gives a full 10 hour day to each of us to go and it's time to GO.

When we are a team we don't care anymore about hours and miles we just go. Once we were told to halt a hour north of Memphis I-55, run to Rolla MO off 44 truckstop, grab a late late load of flowers from Phoenix west and towards Mexico way. Then run it into Chicago, due there before midnight that day. the 63 governor was barely enough to get from Memphis 9 AM and Rolla interchange and then Chicago just in before midnight. There was a hour lost to a random drug interdict/full search of all the flowers in that reefer. So much for the seal and so much for any temperature control that was left in the load. Essentially the customer had the power to reject it all seeing that the seal was broken by the feds and temp control was totally destroyed killing the flowers.

When you are on a specific goal for the day or later in the week with intent to be back across the USA within 6 to 7 days and nights at most, hours, tripplanning etc is meaningless. What matters is actually fuel. 340 gallons capacity, 325 useable. Every 30 hours 300 plus fills the tanks. And off we go for another 30 hours or less. 1550 miles against the governor. Sometimes allowing gravity to allow 100 or over at times on steep enough downgrades. zoom. When you can sustain it for 10 to 20 miles at a time all the way down it's fun. But you really don't make up that much time. It's only a 30 second mile more or less. 10 to 20 miles means you only add about 15 minutes at most of new time to get ahead per mountain pass. If there are only 5 or 7 passes to do that then you only gain 2 hours at best. A phone call or a alternator replacement can easily destroy that time and put you late again.

Canada is another biggie. We did well with Canada, only because I personally have been going there since like 1991 into Ontario and understand how their winsdor Customs work if not already by name. Just remember to be cautious in interactions with Canadians. They have a younger age of adulthood to which we still consider minor children here in the States. And the foods are better up there. Unfortunately you have to go up there to buy some and bring them back to the states because they have been banned for one reason or another over the years for retail sale in the States.

I think that's all for now. Trip planning is a skill best used in bad winter storms and vicious tornado outbreaks in which you might spend a night huddled with 50 of your best friends in the greasy oily shop pit somewhere to at least get underground on some fo the really big wedges to walk the earth.

Being totally aware of each and every city you must pass through, bypassing those you can and avoiding the rush hours by taking 4 hour naps in your berth at breakfast and again at dinner rush. Or running at night. Disposes of most traffic hassle but introduces a whole new list of horrors waiting you.

Trip planning for fleets. The company you are with will average your distance remaining by sunrise versus a given average, say 45 mph. If your not maintaining at least this avearge and are running late, your truck number will be part of a priority list passed around the dispatchers for purpose of follow up. This means to you that you either get a new appointment for a very good reason or this will be your last day employed by the company because your lateness is unacceptable. You will be on time.

As a defense I trip plan at 25 mph average. That way I can say yes I can or no I wont to a dispatcher. Never say the word can't or ain't They get enrage and lose the ability to listen to reason. They tend to pound the table and demand unwavering commitment yes while making sure you understand that by saying the word yes, you are placing your entire trucking future with the company into the play for either continuing rise to glory or ternimation because you failed to follow up on your ontime service to your yes.

 

Weather and traffic are two things you want to consider.

A slightly longer route that avoids a bad storm is well worth it.

Getting through a large metro area at off peak times can pay off also.

A blown tire or other unexpected delays can ruin the best plans, don't cut it close by sitting at the truck stop longer than you need to;

 

Start early, stop early (Easier to get a parking spot). Don't hit the big cities during rush hour. Call the shipper/receiver the day before and tell them which way you're coming in and ask for best way for a semi to get to where they are. Have a case of water in the truck.
I was only really good about the first one. Should have done the second, third and fourth alot more.

When you're having that first cup of coffee, and the sun is just coming up, and you're cruising along with little to no traffic, and you're ahead of schedule; enjoy those moments.

 

Sometimes I plan to stop before I start!

 

You need to sit down the night before you go out and look at your road atlas and plan where you think you'll be after 11 hours of driving.

 

There's no straight forward answer to this from me because with me things change daily.

I drive for a small company. During the winter I'm OTR, but the majority of my loads are only a day trip. I'll deliver a load, drive to the shipper of my next load and park overnight at the shipper, that way I can start the day/load with a fresh set of hours.

If not I put on my search party hat and look for a spot close by. If I fits I sits. Lol

 

Trip Plan 101

Part 1:
Trip planning begins BEFORE you pick up the load,

You are in BaltimoreMD. Its 0730EST Monday. Dispatch sends you a load that picks up in Charlotte, NC 0900 Tuesday. The load is going to Dallas. Customer service will set an appointment when you get loaded.

To make maximum miles Tuesday, you want to start your clock at the shipper. Call the shipper and see if they have overnight parking. If not, where can you park in Charlotte?

 

Charlotte is a challenge. There is Pilot Mountain towards Fancy Gap That-a-way. But ...coming from Baltimore means you are down 95 to 85 and there end of day. It's not a people's town. It's a banker's town that closes in the afternoon at 6PM Sharp. And ship their homeless to a camp 18 miles away from which you cannot leave.

 

How'd you do that multi stop thingy? Is that on your Qualcomm?

 

No, it's on my Rand McNally GPS... I just add the stops as Via.