Running with JCT, Part Deux

Here's a sample run. Texas to Auburn WA Deliver on a Monday morning. Knock out a 10 hour break right there at the customer and go wash out trailer and sit til Tuesday morning before they preplan you on a two pick out in central Washington. Get to first place which is not ready and stacked up with trucks waiting. Knock out an 8 hour Sleeper to get loaded. Roll to second pick, again not ready or they take about 4-6 hours so you make it look like 8 hours again in the Sleeper.

Deliver on Friday out in Oklahoma one day after the pay period cutoff, which is not the main complaint, it is the excessive downtime and delays in getting reloaded which is still fine if you're low on your 70 it is a way to slow down hours consumption.

But if you just came off a 34 the last thing you need is an extra day or two of sitting around trying to get loaded.

But the last time I was up there I rolled in and got unloaded at 2 stops pretty quick and still had about 3 hours left and got a call to drive 125 miles to a shipper and get loaded, the only time I've ever been up there and been really efficient. The new personal conveyance rule really helped on that one since my 14 ran out and I was able to off duty drive my loaded trailer over to the nearby truck stop.

 

This is why I have a problem with night dispatch I just sent in my macro one since I just stopped b o l says load needs to be continuous for stop one cycle for stop 2 I've had the load for the last 3 days and it's been continuous the whole time.

And now they're arguing with me saying it needs to be on cycle.

I swear to God this is why I don't send my macro ones after 5 and before 8.

 

I hit Delete? Yes

 

Continuous cycle?

 

ABC...

Always Be Cycling.

 

To bad video can't capture the true sound and feel of things. This one shook my bones.
It also turned on all by bunk interior lights.. lol

 

Not accurate. I got great MPG going to the NW. Averaged better than going west on 40 with a 25 mph headwind.
As far as fuel costs... you have to search for the cheap fuel. It's up there.

 

My fuel economy didn't take that big of a hit running up to the NW. I averaged 7mpg in the NW and usually 7.2 to 7.5mpg anywhere else. For a while I was doing Tyson runs from Center, Tx to Spokane, Wa then drop and hook at Tyson in Pasco, Wa back to Texas and repeat.

I quickly figured out the best places to get fuel and how much fuel for each stop. It was usually just north of Wichita Falls, Tx on US287 at the 7-11 then Cheyenne, Wy (can't recall the name of the truck stop across from Loves) then either La Grande, OR or Stanfield, Or depending who had the better price.

It doesn't take a genius to figure this stuff out. But most drivers don't try to figure it out and then wonder why their cost are out of control and then blame the company for their incompetence.

When I was OTR I was always checking fuel prices along my route. It didn't matter what part of the country I was in. I was always looking for the best price I could find. Now that I am on a dedicated route, fueling has become alot easier and always get my fuel from the same place as they have the best price between my two stops.

 

I second all this. And its a Sinclair now in Cheyenne, use to be Valero.

We had identical fuel stops, except if I could id usually stretch to Laramie to hit Akal. I'm profitable in the PNW because I know the range of my truck and I fuel for the range.

 

The cats in Florida sure look weird....