The run as the driver will actually live it.

Driving time is not the problem: ten and a half hours sits inside the 11-hour limit. Add a four-hour wait at the pickup and the mandatory 30-minute break, and the day needs fifteen hours of window against the fourteen that exist. The driver runs out about an hour short of the consignee. Planned honestly, that hour becomes a night halt arranged the evening before.

The truck leaves on half tanks and reads 33,600 lb on the drives — 400 lb of room. Two hundred miles later it takes on 150 gallons, about 1,050 lb, and the tanks sit ahead of the drive axles, so roughly 700 lb of it lands there. The drives now read 34,300 lb. The weigh station is thirty miles past the truck stop.

The first is forty miles out, before the second pickup, with the truck at 61,000 lb gross and room on every group. The second is 210 miles out, after the pickup, with the drives at 35,100 lb. Both are on the timeline, and the second one is red at 2:40 in the afternoon — while the freight is still on the dock.

The driver has two hours of driving left and three hours of window. The grade is forecast to turn bad from mid-afternoon. On one timeline it is obvious the halt belongs before the grade rather than after it, and the appointment at the far end is the thing that has to move. That is a conversation for nine in the morning, not four in the afternoon.