WELCOME TO RIVER DAVES PLACE

Current Situation - a picture thread

4Waters

4Waters

Well-Known Member
Joined
Aug 28, 2016
Messages
36,226
Reaction score
92,480
Took the damaged panels out with a bobcat and removed most of the roots using a sawzall, cable and the bobcat. There's a big root running along the left side that is about a inch below top of concrete so it has to come out but it won't move. I have a plan for the morning, need to get a couple chainsaw chains, I will win.

20250315_162518.jpg
20250315_162521.jpg
20250315_162525.jpg
20250315_162536.jpg
 
HNL2LHC

HNL2LHC

What is right and what is wrong these days!
Joined
Jun 25, 2018
Messages
16,649
Reaction score
32,284
4Waters said:
Took the damaged panels out with a bobcat and removed most of the roots using a sawzall, cable and the bobcat. There's a big root running along the left side that is about a inch below top of concrete so it has to come out but it won't move. I have a plan for the morning, need to get a couple chainsaw chains, I will win.

View attachment 1487419 View attachment 1487420 View attachment 1487421 View attachment 1487422
Click to expand...
Progress but it looks Like a big PITA. I hate roots in the yard. Did you HOA cite you for the dumpster and parking on the street? 😁
 
4Waters

4Waters

Well-Known Member
Joined
Aug 28, 2016
Messages
36,226
Reaction score
92,480
I didn't get pics but I won, the root was bigger than the trunk of the tree that was there
 
DWC

DWC

Well-Known Member
Joined
Nov 9, 2012
Messages
12,920
Reaction score
28,878
HNL2LHC said:
Good morning RDP!!!!!





View attachment 1486825


If you know you know….
View attachment 1486832
Click to expand...
Never, ever fun when those are spinning.

We hit Bay Area, San Diego and Phoenix last week. Followed the storm around all week. SOB we had some good takeoffs and landings.
Leaving SFO, getting up to cruising altitude was an adventure. Not quite Maui fun but good.

 
Last edited:
Tank

Tank

Well-Known Member
Joined
Jul 12, 2008
Messages
21,436
Reaction score
52,167
welldigger00 said:
A cool 2700 miles last week. And by cool I mean rained the whole damn time up and back. The wing segment came from Santa Ana and delivered to Boeing in Everett Wa. Then I picked up a reload in Everett back to Pomona. View attachment 1487863 View attachment 1487864 View attachment 1487865 View attachment 1487866
Click to expand...
Hey! You never answered my question - Do you have to be a math wizzard to haul this large stuff and figure out weights and what your trailer will carry and where the load should be placed and where and how many tie downs and what they will hold, etc etc. Then the whole fuel burn and how heavy a load is etc vs. what they're paying you to haul it...Seems like it'd be a lot of figuring shit out. Do those having you haul stuff certify the cargo's weight? Do you use that freight website to just pick your loads?


ok, sorry for the 20 questions. Shit intrigues me.


Wait, one more: How often do you check your hubs and bearings and shit. I don't see many trucks broke down with hub issues like boat trailers. What's the secret?
 
welldigger00

welldigger00

Well-Known Member
Joined
Aug 18, 2010
Messages
3,850
Reaction score
9,356
Ok I’ll try and answer your questions to the best of my abilities:
I’m no math wizard for sure. When I book a load, the shipper has provided the DIMS to the broker, so I know what to permit for. Weights, length, height, width, etc. My truck has scales on the bags so I know what kind of weight I’m running on the drives and trailer. Often times the load will be different than advertised and I’ll have to get new permits. This load was 16’ wide, so it took two pilots to get it moved. The routing will change based on the DIMS, so I’ll try to get more money based on increased milage. The loads usually are a rate per mile deal, and just like anything else, that can be a tricky number to nail down. After enough time you know what it’s gonna take to run. As far as axles go, I take a peak every morning on pre trip, and in the evening in post trip, for a wet tire. Once a week I’ll get underneath and look close at the seals to see if they’re weeping. I don’t cook the brakes because I know how to drive, that usually is why the seals fail prematurely from the heat.
 
welldigger00

welldigger00

Well-Known Member
Joined
Aug 18, 2010
Messages
3,850
Reaction score
9,356
Load securement is another subject. When in doubt, I give it a goooog to determine the G load, and appropriate chain size, and rigging. Im never running very heavy, so 1/2 grade 70/100 indirect usually nails the number for load securement. I started this company with zero experience, or training. I learned everything from YouTube, and by asking questions, and observing other people’s setups. It’s not rocket science, but there is a standard that needs to be followed, and that data is available if looked for online.
 
SpeedyWho

SpeedyWho

Well-Known Member
Joined
Jul 17, 2018
Messages
806
Reaction score
2,276
OK so this is one of the coolest things ever to me.
My wife was contacted by the Opry after our trip and they wanted to showcase her as the fan of the week. The asked her some questions asked for permission to use pictures she already publicly posted and they're sending her a 100th Anniversary gift box

9E9743B2-C820-4EAC-A7F4-A162EFA7BCB2.png
F2DB24FB-DBB9-4C9D-8ABA-19F667CD6552.png
 
Tank

Tank

Well-Known Member
Joined
Jul 12, 2008
Messages
21,436
Reaction score
52,167
welldigger00 said:
Ok I’ll try and answer your questions to the best of my abilities:
I’m no math wizard for sure. When I book a load, the shipper has provided the DIMS to the broker, so I know what to permit for. Weights, length, height, width, etc. My truck has scales on the bags so I know what kind of weight I’m running on the drives and trailer. Often times the load will be different than advertised and I’ll have to get new permits. This load was 16’ wide, so it took two pilots to get it moved. The routing will change based on the DIMS, so I’ll try to get more money based on increased milage. The loads usually are a rate per mile deal, and just like anything else, that can be a tricky number to nail down. After enough time you know what it’s gonna take to run. As far as axles go, I take a peak every morning on pre trip, and in the evening in post trip, for a wet tire. Once a week I’ll get underneath and look close at the seals to see if they’re weeping. I don’t cook the brakes because I know how to drive, that usually is why the seals fail prematurely from the heat.
Click to expand...
welldigger00 said:
Load securement is another subject. When in doubt, I give it a goooog to determine the G load, and appropriate chain size, and rigging. Im never running very heavy, so 1/2 grade 70/100 indirect usually nails the number for load securement. I started this company with zero experience, or training. I learned everything from YouTube, and by asking questions, and observing other people’s setups. It’s not rocket science, but there is a standard that needs to be followed, and that data is available if looked for online.
Click to expand...

Thanks man. That's awesome. Seems like there's definitely skill and experience that is required. Like I said, always dig your pics.

Last question.....Are there still any real truckers left out there??? :rolleyes: Seems like it's a "new generation" for the most part.
 
c_land

c_land

Well-Known Member
Joined
Jul 14, 2016
Messages
1,971
Reaction score
4,421
EmpirE231 said:
what happened there? Looks like the hub on the drive axle blew out?? never seen anything like that.
Click to expand...
I have no idea, the way the cap is mushroomed looks like it was fluid that blew it out. The pumpkin on the axle was leaking bad too.
 
You must log in or register to reply here.
Top