Stevens Transport Aviary . . cont'

Crap... I hope the thing about "don't pretrip a loaded reefer unit" is true...
I already end up with every other trailer in the shop for one thing or another...

 

Every trailer I picked up had something wrong with it, some that were critical, that had to be fixed before pulling, others that I got fixed when I stopped at the TA or Petro for the night. And other times Breakdown would not authorize the fix, so I just pulled it... after time, I got tired of fixing trailer after trailer, and then it was just fix the Out of Service issues.

 

I noticed on my way down to meet a D&D team for a repower that a rear marker light had gone out... it was on when I did the morning walk around but off when I stopped a few hrs later. I continued on the the meeting point, met up with them, told them about the light and then I went in amd got the light and had them wait with me while I changed it, I wanted them to see how inexpensive and simple it is to fix a minor issue and stress to them to never hand off a trailer to another driver that has problems.

It turns out this was their first load off the yard as D&D and as a bonus, and getting more bang for the buck, there was a grad fleet driver on his first run there and by sheer coincidence he had the same light out. He saw me changing it and asked if I worked for a repair facility, I told him no, I am a Stevens driver and he asked if we were allowed to do those small repairs. I told him his choice was spend $3.99 for the light, put it on yourself, get rolling and send in the reciept under the Trk/Trl repair category, or call road rescue and wait for however long that takes to have them tell you to do just that. He went in and bought the light.

I hope this helped make a point to all three. I am still dumbfounded by the trainer and Student I repowered with in California during the FMCSA inspection blitz that gave me a trailer with one tire that was bald... not low tread, but slick, bald, and one with the cap separating. I can't believe that student is learning anything useful beyond how to shift and lane control.

 

Worry not, grasshopper. Your patron saint of repowers heard your prayers and answered from shadows of the dark side.
Go in peace!

 

Speaking of pretripping trailers...
In the last couple days, I've had to explain to 4 drivers how to prime a trailer after running out of fuel. To all you new(er) drivers out there...check your fuel levels on your trailer! You should develop the habit of checking your TK everytime you get out of the truck for temps, and glancing at your trailer fuel guage every time you pass by it for ANY reason!
Had a trainee team that 'thought they would be ok' and were at a shipper waiting (produce). After 7 hours in the holding pattern in Castroville, they ran out of fuel. They first wanted me to 'talk the shipper into loading them anyway', but instead (as most of you have already assumed' were directed to the nearest fueling station (Salinas). Then the reprime experience (or as I explained, they can wait for RR, but that could take many hours)
Finally, fueld, primed and back to temp, they got loaded...a day later. They had to go to the rear of the line when they returned and the shipper ran out of product, so tomorrow, tomorrow...
They got repowered off the load last night just as they hit Kingman and are now on a three drop load into LA, just to start the produce dance all over.
All because they didn't keep their reefer full.
And I could repeat this story over and over. So please...you don't need an optistop to buy fuel for the reefer. You can buy it at any of our network fuelers...FJ, Pilot, Loves, Petro, TA, etc.
And speaking of fuel (geez, I'm beginning to sound like Scott in the Fuel Dept!), don't let your truck fuel get too low. NEVER, NEVER, NEVER!!! (am I being emphatic enough?) let your fuel get below a quarter tank!
I can't begin to tell you how many repowers happen 'just before' an optistop and send you the other way with the nearest station a gazillion miles down the road.
I hate it when drivers call for a new stop and they've been running with the red light on for the "...last half hour or so". Especially when they're in the middle of Kentucky, the Borego desert or the one from sunday..."a ways east of Van Horn".
I know you contractors are taught to run your fuel to a minimum before transflowing, but for heavens sake...think of the quarter tank level as EMPTY!
If we have to send a service truck out for fuel, it will likely delay you enough to cause your load to be repowered or worse yet, if you're a contractor the service cost could be nasty!

 

Heard from one of my former students yesterday. Hadn't heard from him in a long time.
He recently got a gig pulling turnpike doubles in the northeast. He loves it. Started him at 0.63 per mile plus bennys.
He told me they hired him in principle because he'd done a bit over two years with Stevens, had a perfect CSA score and a good DMV record.
He's run into three other drivers there (so far) that came from Stevens over the last few years.
For all the crap you go thru as you start out (no matter where), if you stick to it and learn your craft, it can pay off down the road.
(or you could end up working in the dark of night teaching drivers how to prime a trailer!)

 

71.4 gal fuel filling reefer ,personal best/worst

 

Forgot to mention this was ehen picking up a empty in colton ,for a 5 pick produce ,9 pallets,most are 1/2 or less should make fuel dept happy this time,last week on 54 in kansas going west, 5,7

 

Darn I was waiting on the priming instructions for the reefer lol I have not had the privilige yet if getting one but have seen a couple trailers at receivers that had codes on them for low fuel in other words engine stopped cuz no flow lol.

 

Priming a trailer requires an adjustable wrench and strong thumb.
When you open the two lower doors, there is a manifold about eye height. (you'll need a stool, corporal). It should be brass colored and have several fuel lines coming into it.
In the middle is a 7/8" shallow nut.
To the right is a tube about a 1/2" in diameter and 4" long hanging free.
With a wrench, open the nut about two turns. This is the bleed valve. Then on the free end of the tube (this is the pump), turn the knurled knob about a quarter turn. This will allow the pump to extend about one inch.
Now with the dexterity of a patient surgeon, grasp the pump in your hand and begin pumping the knurled knob. It will take about 100 strokes. When you see fuel starting to spit freely from under the loosend bleed valve, close the pump back up and close the bleed valve.
Start the engine normally.
Since there is likely air in the line, you may need to restart the engine four or five times.
Now nurse your thumb for the next few days as it will be sore!
You only run out of fuel once.
But you may pick up trailers that are needing priming.
Or in lieu of all this, call road rescue, hang on hold for a hour, wait for them to call back and then send out a tech. It could take several hours, causing you to use up your 14, be late on the load, losing it to a repower and delivering into Las Lunas with a deadhead back to the meat patch.
(oh, I sound so acerbic!)