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Good brokers are known for sticking up for the men and women behind the 
wheel of the big rigs delivering perishable fresh fruits and vegetables. That can mean rattling the cage of a shipper or receiver who are making a tough job even tougher for long haul truckers.
********
Darrell Miller, Mark Martin, Robin Bicksler, Brent Schmit and Tristan Schmit.
***********
Brent Schmit is president of Eclipse Dist., Inc. located about an hour’s drive west of Chicago in Elburn, Il. One of the most common complaints he hears from drivers relate to the attitudes of people.
For example, Brent points out a driver arrives at shipping point in California to make a pick up. “The lady behind the desk tells the driver to hang on for a second. She is on the phone talking to her girl friend or someone else and won’t give the driver the bill of lading,” Brent states. “The driver is already loaded. Then the driver gets the bill of lading and it states he was loaded out an hour earlier.”
Then upon arriving at destination late, the receiver looks at the bill of lading and says the driver left the loading dock at shipping point earlier than the driver claims to have left. But in reality that is not true.
“A little more cooperation with the drivers would help,” laments Brent. “If you miss an appointment out there at shipping point, they will push you off until the next day, or sometimes give you a later appointment (that day), if you are lucky.”
Brent adds if the trucker arrives at shipping at a certain time, then has to wait five hours, what is the shipper’s responsibility? he asks. Additionally, if the receiver is claiming they needed the truck earlier, and if the truck had been loaded five hours earlier, the load would have been delivered when needed.
“I think the way the economy has been, it has affected business, and over all it has been a slower year,” Brent states. “I understand all of that, but they (shippers and receivers) put the pressure on everyone. The drivers aren’t happy, because they are not making as much. The customers aren’t happy because they are paying more for freight, and they aren’t selling as much.”
Eclipse, which arranges about 3,000 loads a year, handles a lot of less-than-truckload.
“There’s not a lot of people that want to handle the LTL,” Brent says. Everybody wants the one pick up, one drop. There are fewer headaches. It takes a certan finess to get and LTL done. Not only are you up all night with the driver, making sure he gets loaded, they you are trying to get deliveries arranged so the produce is taken off the truck.”
About 90 percent of Eclipse’s loads are with produce with the remainder being out bound loads from the Chicago area involving dry freight. The truck brokerage has produce loads from all over the country delivered to Chicago area receivers.
Brent and his staff take pride in the job accomplished with the challenging LTL deliveries. He notes Chicago is one of the largest distribution hubs in the USA.
“This is where we shop, where we eat, where we go to restaurants — everything. It is an enjoyment for us because we brought all this produce in from California and elswhere,” Brent concludes.
Summertime loads for produce haulers in New Jersey growers are declining, 
but there are still a limited amount of peaches being shipped. However, peach shipments will wrap up within days. There’s also limited handling of basil and mint are also finishing and will be halted by frost that typically occurs in mid-October.
The fall season shipments for spinach, escarole/endive, lettuces, turnips, radishes, and white and sweet potatoes are just getting started. There also are less amounts of vegetables ranging from cabbage to collards, kale, beets, Swiss chard, pickles, cucumbers, .radishes, butternut and acorn squash, and herbs such as parsley, dill, coriander, arugula and cilantro.
The top volume fresh-market vegetables in New Jersey are: tomatoes, sweet corn, peppers, cabbage, cucumbers, lettuce, spinach, eggplant, escarole, snap beans and asparagus. The primary fresh-market fruits are strawberries, blueberries, peaches, and apples. Jersey also is one of the top five states in producing cranberries for processing.
New Jersey also ships apples, but unlike the major Western apple shipping states, the Jersey fruit is shipped after harvest. without being stored time in controlled atmosphere conditions. New Jersey apple loadings began in late-August, with the Gala, MacIntosh, Jonathan and Courtland varieties, and are followed by Red Delicious, Empire, Jonagold and McCoun. Golden Delicious, Rome and Stayman Winesap start shipments in mid- to late September. Braeburn, Fuji and Granny Smith will start in early-October.
Beginning today (September 7th) Maryland State Police are beginning a zero-tolerance policy to issue tickets amounting to $60 
to truckers parking on the shoulder of Interstate 83. The police say commercial truck drivers should plan in advance where they ant to park when they need a break — and not park on the shoulder of Interstate 83.
There has been an increase in tractor-trailers parked on the side of the highway between Interstate 695 in Towson, MD and the Pennsylvania state line, the police claim. Police say the parked trucks lead to “extremely dangerous conditions.”
Fact is, there simply are not enough parking spaces available for the trucking industry, not only on I-83, but the entire state of Maryland. There are not any truck stops along I-83 in Maryland, which runs from Baltimore to Harrisburg, Pa.
“For the Maryland State Police to take the position that drivers needs need to adequately plan routes to make sure they can stop at a parking facility represents a fundamental misunderstanding of what these drivers face every day — weather, congestion, available hours to drive — without providing them with adequate parking. What other option do they have? Drive tired? No one wants to see them to do that,” a spokesman for the Maryland Trucking Association told The Trucker.
Truckers can’t be forced to move because most stop only because they are out of hours. Truck drivers are urged to stop at rest areas, welcome centers or weigh stations.
The state police said electronic highway signs will also be used to remind drivers about the increased enforcement..
Wisconsin ranks No. 4 in the nation for potato shipments an estimated 22.32 
million hundredweight (cwt) of potatoes loaded last season. The Badger state growers harvested 62,000 acres of spuds. The harvest got under way in late August.
Crop quality concerns do exist across the state, and we have a long way to go to harvest conditions for storage,
If you are a produce hauler looking to transport Wisconsin potatoes for the 2012-13 season, there are some potential quality issues with which you should be aware. This is essential to help avoid potential claims and rejected loads.
Warm temperatures may have triggered heat necrosis (resulting in death of plant tissue due to disease, etc.). Hot soils also may result in black heart (where internal plant tissues blacken). Furthermore, insect damage [such as wire worm] has been seen that is also triggering defects. You also need to watch for late blight. Some early potato blight (a devastating disease of potatoes that caused of the Irish potato famine of the mid- 19th century) has been noted in early August, which is caused by cooler, wet weather.
Most Wisconsin potato shipments orginate from the central area of the state. From Antigo to the Stevens Point area and southward around Bancroft and Friesland.
Published research from Stanford University reafirms what I have believed to 
be true for years. While organic fresh fruits and vegetables are touted by many to be more safe and more nutritious than conventional fresh produce, findings do not support that popular notion.
What you often can count on is organic produce costing more than regularly grown produce. While the research affirms the fact that certified organic produce has less pesticide residues than conventional food, it is no big deal. The pesticide residues on conventional produce are well within Federal requirements. These residues are so low they are not harmful.
I have met and got to know many large, commerical growers of produce over the years. They are for the most part, good, honest, decent people. They have families and would never intentionally risk the lives of consumers or their families or friends by excessively using pesticides and other chemicals.
The research was published September 4 in the Annals of Internal Medicine.
Does organic produce taste better than convention produce? Sometimes, sometimes not. It is similar to buying a branded fruit or vegetable versus a generic brand in your supermarket. The branded item may cost more, but by no means is it assured of tasting better than a similar non-branded product.
Over the decades less and less pesticides have been used on conventional fresh fruits and vegetables, as technology and advances in agriculture have progressed. A noble goal is that someday it will be economically viable to grow fresh produce without the use of any chemicals.
Meanwhile, I will continue to base my produce shopping decisions on quality and price. — Bill Martin
Late summer and early fall launches sweet potato shipments from several 
states. Before I go any further, sweet potatoes are not among the leaders when it comes to good produce rates. But neither are other basic “hardware” items such as potatoes and onions. There’s a reason berries and vegetable trucking rates are better; they are more perishable.
North Carolina is the leading shipper of sweet potatoes in the USA. The Tar Heel state has slashed acreage by 5,000 acres this season after a disaterous overproduction a year ago. The old crop has been finally clean up and you will now be loading sweet potatoes from the new crop, which means a fresher product with which receivers should be more pleased. Happy receivers result in fewer claims and rejections of loads. One other point. Receivers don’t care for green sweet potatoes. They prefer product that has been cured. Most sweet potatoes loads should be cured entering October.
Mississippi and Louisiana have been irrigating dry sweet potato fields, at least until Hurrican Issac arrived.
Louisana sweet potatoes apparently dodged the budget from Issac. Farms in southwest and central Louisiana received about an inch of rain from Isaac, and farms in northeast Louisiana between 4 and 4 1/2 inches. Harvest may be delayed up to week to allow fields to dry out.
No word on yet on how Mississippi sweet potatoe shipments may have been affected.
Fall official begins in the USA on September 22nd, 9:49 CST. However, in a 
sense fall really kicks off in the minds of many, after Labor Day, September 3rd. It also means the beginning of fall produce loads for many new items, and is the start of late season shipping for a number of produce items. Total USA produce volume does not match that of summer, but it certainly beat the low volume season of winter.
California provides a lot of loading opportunties for produce haulers during the fall season.
Grapes – Historic shipments of table grapes from the San Joaquin Valley will peak in September. Nearly 110 million 19-pound cartons are expected to be shipped by the end of the season in late 2012.
Oranges – While the smaller valencia loadings, expected to total 28 million boxes, end in October, the much larger navel orange crop kicks in as valencia finish.
Apples – While shipments have been underway for several weeks, loadings of the popular fuji and granny smith varieties have just started.
Strawberries – Shipments are running about 11 percent ahead compared to this time last year. While loadings are past their summer peak, decent volume continues into the fall. Through August about four to five million trays were being shipped, and this will drop to around three to four million trays during September. While most strawberry shipments through the summer have been from the Watsonville/Salinas area, those loadings with be in decline before ending in late November. The volume from that area will be replaced with shipments originating from Oxnard.
Pomegranates – This may not be one of the visible or promenate produce items for hauling, yet there will be about four million boxes of pomegranates shipped, beginning in early October.
Kiwifruit — About two-thirds of the loadings originate out of the Southern San Joaquin Valley and about one-third from the northern Sacramento Valley. Shipments are expected to be down 15 to 20 percent for the 2012-13 season, with loading forecast at about 7 million, seven pound trays, with loadings to kick off around the second week of October.
Persimmons – Average shipments are forecast, with loadings becoming available around the third week of September from such towns as Madera and Reedley.
Pumpkins – Shipments got underway from around Manteca, CA the week of August 27th., which is about normal. However peak loadings are not expected until the end of September and early October.
“They are all basically the same whore, just a different dress,” states veteran 
long haul driver Patrick Simmons, when describing some of the nation’s largest carriers for whom he has driven over the years. He’s now driven nearly three years for Britton Transport Inc. of Grand Forks, ND, and says it is great to be working with a company that treats it drivers right.
Patrick has never owned a truck in his 23 years on the road, but has leased a truck and does not recommend that route to anyone.
“I have leased a truck and think it is the worst thing you can ever do. You are pretty much under their control if you have got their truck,” he states.
As for Britton Transport, Patrick says the company, which has 80 to 85 trucks, is easy to work with. “They will pretty much bend over backwards for somebody. They treat you right.”
He notes unlike the larger carriers, Britton has a check waiting for him every week, and he has no concerns about being paid. He also receives full medical benefits.
“I’ve been there, done that (with the huge trucking companies), and it’s something I would not do again,” Patrick states. “I like Britton because they get me home when I want to get home.”
He drives a conventional Volvo with a D-13 engine and an automatic, 12-speed transmission. While the auto tranny “takes a lot off you” as far as shifting, etc., he would still prefer to have a 13-speed manual transmission.
“You have more power when climbing hills,” he states.
He also would prefer not to have a governor on the truck limiting the speed to 62 mph, which he feels is too slow for a road truck, noting that a lot of western states have speed limits of 70 and 75 mph, although he notes Oregon and California have stuck with the double nickel.
During his career, Patrick has hauled a little of everything, including fresh produce, which he describes as “whole different ballgame.” Produce hauling often involves more pick ups and drops than dry freight.
His least favorite aspect of trucking is it not being conducive to good health. He admits to not getting enough exercise. “Other than that you meet a lot of good people in trucking. You don’t have to worry about getting laid off, or losing your job. Plus, I like getting paid!”
The flip side of trucking is Patrick believes there are a lot trucks being driven by individuals with no business being behind the wheel.
“There is no respect out here anymore like there used to be. It is a different class of drivers now. Some of them can hardly drive a lawn mower, much less a big rig,” he observes. “You have got a lot of the younger generation coming into trucking who don’t have any respect for anybody. That is a downfall as far as the industry goes.”
There will be fewer apples for hauling in two of four of the leading eastern states this fall. 
New York got hit the hardest by frost related weather earlier this year, but there also will be fewer loads available for produce haulers in North Carolina. Pennsylvania and Virginia will be up in volume only slightly.
New York state’s Western and Central apple shipping areas were hit the hardest, with less frost damage occuring in the eastern part of the state, home of the Hudson Valley. Still, New York’s volume will be down 52 percent from last apple season ( 590 million pounds compared to 1.2 billion pound a year ago).
In Pennsylvania, apples are forecast to be at 481 million pounds. It shipped 458 million pounds last year.
North Carolina took a beating. This year it expects to load 40 million pounds of apples compared to 140 million pounds in 2011.
The leading apple shipper in the mid-west, Michigan will ship 85 percent fewer apples this season.
Ironically, Washington state, which normally ships about half of the nation’s apples every year, is expected to account for 77 percent of the nation’s apple loads for 2012-13. This is despite suffering some hail damage. The state was on track for historic volume, until the fowl weather hit. Still, Washington state is expected to have its second largest amount of apple shipments on record.
One difference produce haulers can expect out of the Northwest this season is for Washington shippers to be packing more apples than normal in the smaller, consumer bags. This is because Michigan normally is heavy with bagged apples, and Washington packers will be looking to help fill this void.
Produce truckers should always watch what is being loaded, not only for proper count, but for quality and appearance of the product being loaded. This is especially true if you are hauling apples from most shipping areas this season. Expect shippers to be loading some fruit with pits or hail damage marks on it. Just make sure whom you are hauling for is aware of this situation to help reduce changes of claims or rejected loads. Also, be sure and note it on the bill of lading.
Washington state apples grossing – about $5600 to New York City.
If you want to make it in trucking, you should take some pointers from a real 
veteran, Duane Riendeau. Although he’s now a company driver, for most of his career he was a successful owner operator.
He’s still running over the road, but he takes off a couple of months each year, raised five kids, and still enjoys what he is doing.
The resident of Grand Forks, ND began trucking at age 26. Until seven years ago when he became a driver for Troy Pecka Inc. of East Grand Forks, MN, he was an owner operator. Now 65, Duane doesn’t want to work as hard, pretty much selects his hauls, and still does his share of trucking. Yet, he usually takes off around January and February each year and relaxes in Arizona.
“I owned a truck for 25 years. I really enjoyed it. I paid for every truck I bought and I can’t complain. I had five boys and one girl and most of them went to college. I don’t have a lot of money left, but I accomplished that anyway,” he says in a modest, soft spoken voice.
“All my kids are grown and they are doing pretty darned good,” he says. The only kid involved in trucking is a son with a couple of trucks that run locally for a business his son owns.
So how does a guy raise give kids, vacation two months year and pretty much set his own driving schedule?
Duane says if you are a produce trucker, you have got to be “connected” and “be careful because a lot of people are out there who won’t pay.” For the young, inexperienced persons entering trucking he suggests relying on the credit and rating services such as the Blue Book and the Red Book. These will give one a good idea of how reputable a company is and show their pay practices.
“When it comes to rejected loads or claims, you sometimes learn as you go. I look my loads over when I’m being loaded. You can telll when the produce is fresh, or if it is ‘iffy’.”
When it is “iffy” with quality or appearance concerns, Duane stresses the need to tell your customer about its condition. It is better the load be “kicked” by the buyer at the loading dock than after you have delivered it to the customer. The shipper may not like what the trucker is telling the customer, but that shipper will also realize the product isn’t what it should be.
Duane says there are a lot of good trucking companies to work for, but that Troy Pecka was an independent trucker himself, plus his father and brother were in trucking.
“Troy understands the whole business. I go (on hauls) when I want to go with his truck, just like it was my own. All he expects is that the truck makes money. There are five or six guys my age that work for him and he wouldn’t have it any other way. He knows when you leave with a load it is going to get there,” Duane says.
Duane actually leased his own truck to Troy Pecka Trucking for four years, before selling it and becoming a company driver.
He is now driving a 2007 Kenworth T-600 with a C-13 Cat engine with 475 h.p., pulling a Great Dane trailer.
Duane has nothing but praise for the Great Dane, saying “you pay for what you get.” He cites the Dane’s heavy insallation and sturdy floors, noting some cheaper brands of trailers “are throw aways” because they are not built as well.
“I haul quite a bit of produce,” Duane relates. “I’ve hauled everything you can possibly imagine. We do haul some frozen items. I haul a lot of raw (fresh) potatoes out of the Red River Valley.” However, he also hauls everything from watermelons to lettuce, cabbage and other vegetables and citrus out of South Texas.
“I’ve always hauled a lot of produce and always made a living at it,” he states.
That’s pretty obvious, having raised five good children and vacationing in Arizona during part of the winter.
Good brokers are known for sticking up for the men and women behind the wheel of the big rigs delivering perishable fresh fruits and vegetables. That can mean rattling the cage of a shipper or receiver who are making a tough job even tougher for long haul truckers.
********
Darrell Miller, Mark Martin, Robin Bicksler, Brent Schmit and Tristan Schmit.
***********
Brent Schmit is president of Eclipse Dist., Inc. located about an hour’s drive west of Chicago in Elburn, Il. One of the most common complaints he hears from drivers relate to the attitudes of people.
For example, Brent points out a driver arrives at shipping point in California to make a pick up. “The lady behind the desk tells the driver to hang on for a second. She is on the phone talking to her girl friend or someone else and won’t give the driver the bill of lading,” Brent states. “The driver is already loaded. Then the driver gets the bill of lading and it states he was loaded out an hour earlier.”
Then upon arriving at destination late, the receiver looks at the bill of lading and says the driver left the loading dock at shipping point earlier than the driver claims to have left. But in reality that is not true.
“A little more cooperation with the drivers would help,” laments Brent. “If you miss an appointment out there at shipping point, they will push you off until the next day, or sometimes give you a later appointment (that day), if you are lucky.”
Brent adds if the trucker arrives at shipping at a certain time, then has to wait five hours, what is the shipper’s responsibility? he asks. Additionally, if the receiver is claiming they needed the truck earlier, and if the truck had been loaded five hours earlier, the load would have been delivered when needed.
“I think the way the economy has been, it has affected business, and over all it has been a slower year,” Brent states. “I understand all of that, but they (shippers and receivers) put the pressure on everyone. The drivers aren’t happy, because they are not making as much. The customers aren’t happy because they are paying more for freight, and they aren’t selling as much.”
Eclipse, which arranges about 3,000 loads a year, handles a lot of less-than-truckload.
“There’s not a lot of people that want to handle the LTL,” Brent says. Everybody wants the one pick up, one drop. There are fewer headaches. It takes a certan finess to get and LTL done. Not only are you up all night with the driver, making sure he gets loaded, they you are trying to get deliveries arranged so the produce is taken off the truck.”
About 90 percent of Eclipse’s loads are with produce with the remainder being out bound loads from the Chicago area involving dry freight. The truck brokerage has produce loads from all over the country delivered to Chicago area receivers.
Brent and his staff take pride in the job accomplished with the challenging LTL deliveries. He notes Chicago is one of the largest distribution hubs in the USA.
“This is where we shop, where we eat, where we go to restaurants — everything. It is an enjoyment for us because we brought all this produce in from California and elswhere,” Brent concludes.
Summertime loads for produce haulers in New Jersey growers are declining, but there are still a limited amount of peaches being shipped. However, peach shipments will wrap up within days. There’s also limited handling of basil and mint are also finishing and will be halted by frost that typically occurs in mid-October.
The fall season shipments for spinach, escarole/endive, lettuces, turnips, radishes, and white and sweet potatoes are just getting started. There also are less amounts of vegetables ranging from cabbage to collards, kale, beets, Swiss chard, pickles, cucumbers, .radishes, butternut and acorn squash, and herbs such as parsley, dill, coriander, arugula and cilantro.
The top volume fresh-market vegetables in New Jersey are: tomatoes, sweet corn, peppers, cabbage, cucumbers, lettuce, spinach, eggplant, escarole, snap beans and asparagus. The primary fresh-market fruits are strawberries, blueberries, peaches, and apples. Jersey also is one of the top five states in producing cranberries for processing.
New Jersey also ships apples, but unlike the major Western apple shipping states, the Jersey fruit is shipped after harvest. without being stored time in controlled atmosphere conditions. New Jersey apple loadings began in late-August, with the Gala, MacIntosh, Jonathan and Courtland varieties, and are followed by Red Delicious, Empire, Jonagold and McCoun. Golden Delicious, Rome and Stayman Winesap start shipments in mid- to late September. Braeburn, Fuji and Granny Smith will start in early-October.
Beginning today (September 7th) Maryland State Police are beginning a zero-tolerance policy to issue tickets amounting to $60 to truckers parking on the shoulder of Interstate 83. The police say commercial truck drivers should plan in advance where they ant to park when they need a break — and not park on the shoulder of Interstate 83.
There has been an increase in tractor-trailers parked on the side of the highway between Interstate 695 in Towson, MD and the Pennsylvania state line, the police claim. Police say the parked trucks lead to “extremely dangerous conditions.”
Fact is, there simply are not enough parking spaces available for the trucking industry, not only on I-83, but the entire state of Maryland. There are not any truck stops along I-83 in Maryland, which runs from Baltimore to Harrisburg, Pa.
“For the Maryland State Police to take the position that drivers needs need to adequately plan routes to make sure they can stop at a parking facility represents a fundamental misunderstanding of what these drivers face every day — weather, congestion, available hours to drive — without providing them with adequate parking. What other option do they have? Drive tired? No one wants to see them to do that,” a spokesman for the Maryland Trucking Association told The Trucker.
Truckers can’t be forced to move because most stop only because they are out of hours. Truck drivers are urged to stop at rest areas, welcome centers or weigh stations.
The state police said electronic highway signs will also be used to remind drivers about the increased enforcement..
Wisconsin ranks No. 4 in the nation for potato shipments an estimated 22.32 million hundredweight (cwt) of potatoes loaded last season. The Badger state growers harvested 62,000 acres of spuds. The harvest got under way in late August.
Crop quality concerns do exist across the state, and we have a long way to go to harvest conditions for storage,
If you are a produce hauler looking to transport Wisconsin potatoes for the 2012-13 season, there are some potential quality issues with which you should be aware. This is essential to help avoid potential claims and rejected loads.
Warm temperatures may have triggered heat necrosis (resulting in death of plant tissue due to disease, etc.). Hot soils also may result in black heart (where internal plant tissues blacken). Furthermore, insect damage [such as wire worm] has been seen that is also triggering defects. You also need to watch for late blight. Some early potato blight (a devastating disease of potatoes that caused of the Irish potato famine of the mid- 19th century) has been noted in early August, which is caused by cooler, wet weather.
Most Wisconsin potato shipments orginate from the central area of the state. From Antigo to the Stevens Point area and southward around Bancroft and Friesland.
Published research from Stanford University reafirms what I have believed to be true for years. While organic fresh fruits and vegetables are touted by many to be more safe and more nutritious than conventional fresh produce, findings do not support that popular notion.
What you often can count on is organic produce costing more than regularly grown produce. While the research affirms the fact that certified organic produce has less pesticide residues than conventional food, it is no big deal. The pesticide residues on conventional produce are well within Federal requirements. These residues are so low they are not harmful.
I have met and got to know many large, commerical growers of produce over the years. They are for the most part, good, honest, decent people. They have families and would never intentionally risk the lives of consumers or their families or friends by excessively using pesticides and other chemicals.
The research was published September 4 in the Annals of Internal Medicine.
Does organic produce taste better than convention produce? Sometimes, sometimes not. It is similar to buying a branded fruit or vegetable versus a generic brand in your supermarket. The branded item may cost more, but by no means is it assured of tasting better than a similar non-branded product.
Over the decades less and less pesticides have been used on conventional fresh fruits and vegetables, as technology and advances in agriculture have progressed. A noble goal is that someday it will be economically viable to grow fresh produce without the use of any chemicals.
Meanwhile, I will continue to base my produce shopping decisions on quality and price. — Bill Martin
Late summer and early fall launches sweet potato shipments from several states. Before I go any further, sweet potatoes are not among the leaders when it comes to good produce rates. But neither are other basic “hardware” items such as potatoes and onions. There’s a reason berries and vegetable trucking rates are better; they are more perishable.
North Carolina is the leading shipper of sweet potatoes in the USA. The Tar Heel state has slashed acreage by 5,000 acres this season after a disaterous overproduction a year ago. The old crop has been finally clean up and you will now be loading sweet potatoes from the new crop, which means a fresher product with which receivers should be more pleased. Happy receivers result in fewer claims and rejections of loads. One other point. Receivers don’t care for green sweet potatoes. They prefer product that has been cured. Most sweet potatoes loads should be cured entering October.
Mississippi and Louisiana have been irrigating dry sweet potato fields, at least until Hurrican Issac arrived.
Louisana sweet potatoes apparently dodged the budget from Issac. Farms in southwest and central Louisiana received about an inch of rain from Isaac, and farms in northeast Louisiana between 4 and 4 1/2 inches. Harvest may be delayed up to week to allow fields to dry out.
No word on yet on how Mississippi sweet potatoe shipments may have been affected.
Fall official begins in the USA on September 22nd, 9:49 CST. However, in a sense fall really kicks off in the minds of many, after Labor Day, September 3rd. It also means the beginning of fall produce loads for many new items, and is the start of late season shipping for a number of produce items. Total USA produce volume does not match that of summer, but it certainly beat the low volume season of winter.
California provides a lot of loading opportunties for produce haulers during the fall season.
Grapes – Historic shipments of table grapes from the San Joaquin Valley will peak in September. Nearly 110 million 19-pound cartons are expected to be shipped by the end of the season in late 2012.
Oranges – While the smaller valencia loadings, expected to total 28 million boxes, end in October, the much larger navel orange crop kicks in as valencia finish.
Apples – While shipments have been underway for several weeks, loadings of the popular fuji and granny smith varieties have just started.
Strawberries – Shipments are running about 11 percent ahead compared to this time last year. While loadings are past their summer peak, decent volume continues into the fall. Through August about four to five million trays were being shipped, and this will drop to around three to four million trays during September. While most strawberry shipments through the summer have been from the Watsonville/Salinas area, those loadings with be in decline before ending in late November. The volume from that area will be replaced with shipments originating from Oxnard.
Pomegranates – This may not be one of the visible or promenate produce items for hauling, yet there will be about four million boxes of pomegranates shipped, beginning in early October.
Kiwifruit — About two-thirds of the loadings originate out of the Southern San Joaquin Valley and about one-third from the northern Sacramento Valley. Shipments are expected to be down 15 to 20 percent for the 2012-13 season, with loading forecast at about 7 million, seven pound trays, with loadings to kick off around the second week of October.
Persimmons – Average shipments are forecast, with loadings becoming available around the third week of September from such towns as Madera and Reedley.
Pumpkins – Shipments got underway from around Manteca, CA the week of August 27th., which is about normal. However peak loadings are not expected until the end of September and early October.
“They are all basically the same whore, just a different dress,” states veteran long haul driver Patrick Simmons, when describing some of the nation’s largest carriers for whom he has driven over the years. He’s now driven nearly three years for Britton Transport Inc. of Grand Forks, ND, and says it is great to be working with a company that treats it drivers right.
Patrick has never owned a truck in his 23 years on the road, but has leased a truck and does not recommend that route to anyone.
“I have leased a truck and think it is the worst thing you can ever do. You are pretty much under their control if you have got their truck,” he states.
As for Britton Transport, Patrick says the company, which has 80 to 85 trucks, is easy to work with. “They will pretty much bend over backwards for somebody. They treat you right.”
He notes unlike the larger carriers, Britton has a check waiting for him every week, and he has no concerns about being paid. He also receives full medical benefits.
“I’ve been there, done that (with the huge trucking companies), and it’s something I would not do again,” Patrick states. “I like Britton because they get me home when I want to get home.”
He drives a conventional Volvo with a D-13 engine and an automatic, 12-speed transmission. While the auto tranny “takes a lot off you” as far as shifting, etc., he would still prefer to have a 13-speed manual transmission.
“You have more power when climbing hills,” he states.
He also would prefer not to have a governor on the truck limiting the speed to 62 mph, which he feels is too slow for a road truck, noting that a lot of western states have speed limits of 70 and 75 mph, although he notes Oregon and California have stuck with the double nickel.
During his career, Patrick has hauled a little of everything, including fresh produce, which he describes as “whole different ballgame.” Produce hauling often involves more pick ups and drops than dry freight.
His least favorite aspect of trucking is it not being conducive to good health. He admits to not getting enough exercise. “Other than that you meet a lot of good people in trucking. You don’t have to worry about getting laid off, or losing your job. Plus, I like getting paid!”
The flip side of trucking is Patrick believes there are a lot trucks being driven by individuals with no business being behind the wheel.
“There is no respect out here anymore like there used to be. It is a different class of drivers now. Some of them can hardly drive a lawn mower, much less a big rig,” he observes. “You have got a lot of the younger generation coming into trucking who don’t have any respect for anybody. That is a downfall as far as the industry goes.”
There will be fewer apples for hauling in two of four of the leading eastern states this fall. New York got hit the hardest by frost related weather earlier this year, but there also will be fewer loads available for produce haulers in North Carolina. Pennsylvania and Virginia will be up in volume only slightly.
New York state’s Western and Central apple shipping areas were hit the hardest, with less frost damage occuring in the eastern part of the state, home of the Hudson Valley. Still, New York’s volume will be down 52 percent from last apple season ( 590 million pounds compared to 1.2 billion pound a year ago).
In Pennsylvania, apples are forecast to be at 481 million pounds. It shipped 458 million pounds last year.
North Carolina took a beating. This year it expects to load 40 million pounds of apples compared to 140 million pounds in 2011.
The leading apple shipper in the mid-west, Michigan will ship 85 percent fewer apples this season.
Ironically, Washington state, which normally ships about half of the nation’s apples every year, is expected to account for 77 percent of the nation’s apple loads for 2012-13. This is despite suffering some hail damage. The state was on track for historic volume, until the fowl weather hit. Still, Washington state is expected to have its second largest amount of apple shipments on record.
One difference produce haulers can expect out of the Northwest this season is for Washington shippers to be packing more apples than normal in the smaller, consumer bags. This is because Michigan normally is heavy with bagged apples, and Washington packers will be looking to help fill this void.
Produce truckers should always watch what is being loaded, not only for proper count, but for quality and appearance of the product being loaded. This is especially true if you are hauling apples from most shipping areas this season. Expect shippers to be loading some fruit with pits or hail damage marks on it. Just make sure whom you are hauling for is aware of this situation to help reduce changes of claims or rejected loads. Also, be sure and note it on the bill of lading.
Washington state apples grossing – about $5600 to New York City.
If you want to make it in trucking, you should take some pointers from a real veteran, Duane Riendeau. Although he’s now a company driver, for most of his career he was a successful owner operator.
He’s still running over the road, but he takes off a couple of months each year, raised five kids, and still enjoys what he is doing.
The resident of Grand Forks, ND began trucking at age 26. Until seven years ago when he became a driver for Troy Pecka Inc. of East Grand Forks, MN, he was an owner operator. Now 65, Duane doesn’t want to work as hard, pretty much selects his hauls, and still does his share of trucking. Yet, he usually takes off around January and February each year and relaxes in Arizona.
“I owned a truck for 25 years. I really enjoyed it. I paid for every truck I bought and I can’t complain. I had five boys and one girl and most of them went to college. I don’t have a lot of money left, but I accomplished that anyway,” he says in a modest, soft spoken voice.
“All my kids are grown and they are doing pretty darned good,” he says. The only kid involved in trucking is a son with a couple of trucks that run locally for a business his son owns.
So how does a guy raise give kids, vacation two months year and pretty much set his own driving schedule?
Duane says if you are a produce trucker, you have got to be “connected” and “be careful because a lot of people are out there who won’t pay.” For the young, inexperienced persons entering trucking he suggests relying on the credit and rating services such as the Blue Book and the Red Book. These will give one a good idea of how reputable a company is and show their pay practices.
“When it comes to rejected loads or claims, you sometimes learn as you go. I look my loads over when I’m being loaded. You can telll when the produce is fresh, or if it is ‘iffy’.”
When it is “iffy” with quality or appearance concerns, Duane stresses the need to tell your customer about its condition. It is better the load be “kicked” by the buyer at the loading dock than after you have delivered it to the customer. The shipper may not like what the trucker is telling the customer, but that shipper will also realize the product isn’t what it should be.
Duane says there are a lot of good trucking companies to work for, but that Troy Pecka was an independent trucker himself, plus his father and brother were in trucking.
“Troy understands the whole business. I go (on hauls) when I want to go with his truck, just like it was my own. All he expects is that the truck makes money. There are five or six guys my age that work for him and he wouldn’t have it any other way. He knows when you leave with a load it is going to get there,” Duane says.
Duane actually leased his own truck to Troy Pecka Trucking for four years, before selling it and becoming a company driver.
He is now driving a 2007 Kenworth T-600 with a C-13 Cat engine with 475 h.p., pulling a Great Dane trailer.
Duane has nothing but praise for the Great Dane, saying “you pay for what you get.” He cites the Dane’s heavy insallation and sturdy floors, noting some cheaper brands of trailers “are throw aways” because they are not built as well.
“I haul quite a bit of produce,” Duane relates. “I’ve hauled everything you can possibly imagine. We do haul some frozen items. I haul a lot of raw (fresh) potatoes out of the Red River Valley.” However, he also hauls everything from watermelons to lettuce, cabbage and other vegetables and citrus out of South Texas.
“I’ve always hauled a lot of produce and always made a living at it,” he states.
That’s pretty obvious, having raised five good children and vacationing in Arizona during part of the winter.