It is in the timing of the estimated trip, that decides when you go, and knowing the type of traffic, through experience of been through it in the past, make it a successful on time delivery. But where one works out, another becomes a challenge. When getting paid by the load, and not by the miles, naturally the more load you can do the more you have that opportunity to generate revenue. My issue has always been what works against these two factors, the driver’s allotted time to work in a day, and the amount of driving time permitted by law.

This last load was easy to tailor the delivery and travel times, since it was over a Holiday weekend. At the same time, there were many days afforded to me to get there on time; in contrast, while under a load, another can be assigned, but only by my estimated completion of the current load. So, for having that many more days to deliver, means that many less days to complete more loads in a pay schedule week. The next assigned load is just that type. I am heading for Atlanta, with a pick up not to far from my last delivery. But the proposed schedule worked against how long I have already been working, and how much time it would take to pick up the load and deliver. With a little communication, I was able to request an earlier pickup or a later delivery time. That window opened up, giving me the best opportunity to get the load on time, to Atlanta, Georgia, from Allentown, Pennsylvania area.

I typically like still juggling the time to where there are opportunities to alter when I drive and when I need to rest for what is called a ten hour break (by law or regulation). A driver can only work a fourteen hour day, before needing to take a ten hour break; and can only drive eleven hours in that fourteen hour window. Where there is room to manage when I drive, the fourteen hour rule is a “fixed” period, of when I start my day (with a PreTrip Inspection of the truck, trailer, and load), and does not get adjusted. The ten hour break is also that “fixed” and only has the option to be “split”, which over time, has been discouraged to use.

Not only is the rules against the estimated time a factor in a successful delivery, but factors that a driver who is unaware of can work against that time period, such a accidents, road closures, and severe weather. Construction and Rush hour traffic times play another factor, but to the more experienced, can manage to work around or through these two issues, typically by avoiding being there at the wrong time of the day. Some extra tools are informational to the driver, such as weather and traffic reports. These are obtained through many sources, and what makes a driver different from the next is what equipment or location they favor to stay ahead. The CB also plays a part, where, like in times of an accident, driver’s will “deliver the mail”, by informing the opposing traffic of what to possibly expect ahead of them.

The day started as planned, and even with one accident along the way, and about nine construction areas, I made pretty good time to Roanoke, Virginia. When recalculating my time though, I fond a very narrow opportunity to continue with the original plan of a ten hour break, getting to Atlanta for another ten hour break, and then deliver right there. All it would take is an accident, emergency road closure, or a D.O.T. Inspection, and I would have to call in a late delivery. This is what a driver needs to void.

The second option now left was taking a longer break, and making the trip from Virginia to Georgia as the last complete “leg” of the trip. This also means that the break within assigned load was extended, and the next break would have to come after delivering this load, stealing ten hours that could have been set up for the next customer for this revenue period of the week. It is a true juggling act.