Road trip to Alaska article in paper
Hi -- we're half preparing to possibly go to Alaska next summer or the summer after. Today's newspaper had this article LINK (when it asks you if you want to subscribe, just click on "not now").........
Forum Discussion
Well, some call me eccentric with my 8 beater rigs anyway (that range from 1970 to 1976 model years), but I do put money into them, take care and maintain them as well.
The two factors I don't agree with the posted article are the extra leaf springs to carry onhand and the nearest repair shop stretching 500 to 800 miles apart which is pretty far fetched.
Yeah there are intermittent stretches of frost heaved sections of roadway on the Cassiar and Alaska Highways, and yes even if the trailer leaf springs are well rated for the weight you are carrying on it, the only way you are going to break them is overstressing the springs which can only lead to one element ..... DRIVING WAY TOO FAST OVER UNEVEN ROAD SURFACES AND CONDITIONS !
Time and time again I see rigs passing me like I am some road sign thru the roughest frost heave sections as I tend to slow down between 5 mph to 20 mph as these other commuters will run thru them between 30 mph to 60 mph potentially tearing up their rigs and having to be towed to some repair shop stretching "up to 300 miles away at worst" on the main routes.....The most severe frost heave bumps are equivalent to the same 5 mph speedbumps at your local parking lot shopping mall or complex, now why people insist on driving a heavy rig or trailer way faster on a highway over those type of surfaces is beyond me, however with my travel log track record in the far north including a few backroad type routes, I made it back practically unscaved, but never stranded although I did break down in 2003 on the Taylor Hwy. at mile 117 in my camper, (43 miles from Eagle or 130 from the nearest repair shop in Tok).
It was just so the fuel pump finally quit working as I always made the habit of carrying my tools with lots of spare parts onhand, so as I was sitting there on the remote no shoulder unpaved roadway, it only cost me 20 minutes of vacation time to replace it (not a single vehicle passed by) at a cost of $35 for the part that I had onhand since 1996 -versus- around a $1500 or so tow bill back to Tok (money I sure didn't have in that era) with a potential 2 to 3 days of vacation time lost and wasted.
The only time I carry two spare tires is when I drive on the Dempster or Dalton Hwys., as the Alaska and Cassiar Hwys. are mostly paved and are good enough modern roadways with the intermittent frost heaves, road construction zones, and resurfacing projects you will run into here and there as I never carry more than one spare tire otherwise, however if commuting with a trailer it is a good idea to keep at least one spare tire for it also.
To date, I driven my 70 Thunderbird 15 times into Canada (1985 to 1994), driven the entire length of the Alaska Hwy. (12 times one way or 6 round trips between 1985 to 1991), never broke down but always did carry lots of spare parts onhand and tools.
My camper (signature rig) I driven 11 times into Canada (1998 to 2013), driven the entire length of the Alaska Hwy. (5 times one way or 2.5 round trips between 2008 to 2013), and driven the entire length of the Cassiar Hwy. (4 times one way or 2 equivalent round trips between 2010 to 2013).
Since 2008 upon preparing for my trip to Yellowknife, I really stepped it up for carrying a few more additional parts to what I already have onhand in which I am one person that will be prepared to the fullest upon NOT being potentially broke down or stranded anywhere within Canada as for one gets REAL expensive, and two prolong delays for repair and waiting longer for parts in Canada is quite common.
For all the parts I carry onhand is a longer list of what this person in the article carries, which on an old 40 something year old rig like mine is quite an advantage because I can replace most parts without having to remove other things in between or not enough clearance room to deal with as I can more easily swap out almost any running essential part and be on my way.
Belts, general fuel-heater-radiator-hydraulic hoses, seals, wheel and axle bearings, extra light, relay and ignition switches, spare distributor unit, cap and rotor, and pertronix ignition kit, two carburetors (one new), two new fuel pumps, new master cylinder, new alternator, new starter, spark plugs and wires, solenoid, automotive wiring, extra sealed beams and other lighting bulbs, brake hardware, power steering pump, hi volume water pump, spare automotive wiring of various gauge sizes, various gaskets, air, oil and fuel filters, extra motor oil gear oil and transmission fluid, extra trans cooler and transmission pan, etc. - along with the teflon tape, rtv, duct tape, bungy cords, ratchet straps and such that have saved me a few times as well.....as far as engine timing components is concerned, I have a true double roller premium timing set installed when I rebuilt my engine, as the same manufacturer set on my 70 Thunderbird has lasted 110,000 + miles and not loose or stretched and still going strong, so no need to carry an extra timing chain set for this camper rig.
For me, dragging around 140 lbs. of spare parts with 60 lbs. of hand tools with diagnostic tools is worth piece of mind and not being stranded or fixing or adjusting things on the spot, as I even have a few copies of a four page list of each item onhand and which compartment it is exactly located at or stored.
A similar topic on the truck campers that was posted about replies of how many spare parts they carry with them when camping as I replied to it, but got ridiculed by someone that posted as they would not ever own an old rig like mine because they would have to carry so many parts around, as I didn't reply back to that comment but others did praise about the many parts they do carry onhand as they also would rather fix something if they were broke down on the side of the road, so it's just a preference as someone else commented that they would rather have something onhand rather than not having it when you need it.
As long as someone has their rig properly maintained and have enough confidence to drive it on a long journey far north, I say go for it...a lot of today's rigs are reliable enough but then again not as easily to fix on the side of the road because of their components and designs, so just prepare to have the extra funds available for a worse case scenario upon any extensive repairs and not worry too much until a situation arises....some vehicles will break down that can be beyond our control.
I will make one point clear again, upon rough or frost heave surfaces, do slow way down and really take your time if driving a heavy rig or trailer, as the faster someone drives across those surfaces, the more stress the rig is enduring as suspension and other components tend to become loose, bent, or broken farther down the road as these type of problems can simply be preventive and avoided, but too many people have that hurry up and get there mentality thru these stretches.
Both Cassiar and Alaska Hwy. frost heave stretches I averaged 22 mph to 24 mph as I go slow as a snail for the 100 to 160 mile or so...as most people drive 3 to 5 hours thru these stretches, it normally takes me 5 to 7 hours because I want to ensure my camper rig to stay reliable and not stress out the heavy rig or the camper or ruin it.
Have a nice and safe future travel to the far north.
The two factors I don't agree with the posted article are the extra leaf springs to carry onhand and the nearest repair shop stretching 500 to 800 miles apart which is pretty far fetched.
Yeah there are intermittent stretches of frost heaved sections of roadway on the Cassiar and Alaska Highways, and yes even if the trailer leaf springs are well rated for the weight you are carrying on it, the only way you are going to break them is overstressing the springs which can only lead to one element ..... DRIVING WAY TOO FAST OVER UNEVEN ROAD SURFACES AND CONDITIONS !
Time and time again I see rigs passing me like I am some road sign thru the roughest frost heave sections as I tend to slow down between 5 mph to 20 mph as these other commuters will run thru them between 30 mph to 60 mph potentially tearing up their rigs and having to be towed to some repair shop stretching "up to 300 miles away at worst" on the main routes.....The most severe frost heave bumps are equivalent to the same 5 mph speedbumps at your local parking lot shopping mall or complex, now why people insist on driving a heavy rig or trailer way faster on a highway over those type of surfaces is beyond me, however with my travel log track record in the far north including a few backroad type routes, I made it back practically unscaved, but never stranded although I did break down in 2003 on the Taylor Hwy. at mile 117 in my camper, (43 miles from Eagle or 130 from the nearest repair shop in Tok).
It was just so the fuel pump finally quit working as I always made the habit of carrying my tools with lots of spare parts onhand, so as I was sitting there on the remote no shoulder unpaved roadway, it only cost me 20 minutes of vacation time to replace it (not a single vehicle passed by) at a cost of $35 for the part that I had onhand since 1996 -versus- around a $1500 or so tow bill back to Tok (money I sure didn't have in that era) with a potential 2 to 3 days of vacation time lost and wasted.
The only time I carry two spare tires is when I drive on the Dempster or Dalton Hwys., as the Alaska and Cassiar Hwys. are mostly paved and are good enough modern roadways with the intermittent frost heaves, road construction zones, and resurfacing projects you will run into here and there as I never carry more than one spare tire otherwise, however if commuting with a trailer it is a good idea to keep at least one spare tire for it also.
To date, I driven my 70 Thunderbird 15 times into Canada (1985 to 1994), driven the entire length of the Alaska Hwy. (12 times one way or 6 round trips between 1985 to 1991), never broke down but always did carry lots of spare parts onhand and tools.
My camper (signature rig) I driven 11 times into Canada (1998 to 2013), driven the entire length of the Alaska Hwy. (5 times one way or 2.5 round trips between 2008 to 2013), and driven the entire length of the Cassiar Hwy. (4 times one way or 2 equivalent round trips between 2010 to 2013).
Since 2008 upon preparing for my trip to Yellowknife, I really stepped it up for carrying a few more additional parts to what I already have onhand in which I am one person that will be prepared to the fullest upon NOT being potentially broke down or stranded anywhere within Canada as for one gets REAL expensive, and two prolong delays for repair and waiting longer for parts in Canada is quite common.
For all the parts I carry onhand is a longer list of what this person in the article carries, which on an old 40 something year old rig like mine is quite an advantage because I can replace most parts without having to remove other things in between or not enough clearance room to deal with as I can more easily swap out almost any running essential part and be on my way.
Belts, general fuel-heater-radiator-hydraulic hoses, seals, wheel and axle bearings, extra light, relay and ignition switches, spare distributor unit, cap and rotor, and pertronix ignition kit, two carburetors (one new), two new fuel pumps, new master cylinder, new alternator, new starter, spark plugs and wires, solenoid, automotive wiring, extra sealed beams and other lighting bulbs, brake hardware, power steering pump, hi volume water pump, spare automotive wiring of various gauge sizes, various gaskets, air, oil and fuel filters, extra motor oil gear oil and transmission fluid, extra trans cooler and transmission pan, etc. - along with the teflon tape, rtv, duct tape, bungy cords, ratchet straps and such that have saved me a few times as well.....as far as engine timing components is concerned, I have a true double roller premium timing set installed when I rebuilt my engine, as the same manufacturer set on my 70 Thunderbird has lasted 110,000 + miles and not loose or stretched and still going strong, so no need to carry an extra timing chain set for this camper rig.
For me, dragging around 140 lbs. of spare parts with 60 lbs. of hand tools with diagnostic tools is worth piece of mind and not being stranded or fixing or adjusting things on the spot, as I even have a few copies of a four page list of each item onhand and which compartment it is exactly located at or stored.
A similar topic on the truck campers that was posted about replies of how many spare parts they carry with them when camping as I replied to it, but got ridiculed by someone that posted as they would not ever own an old rig like mine because they would have to carry so many parts around, as I didn't reply back to that comment but others did praise about the many parts they do carry onhand as they also would rather fix something if they were broke down on the side of the road, so it's just a preference as someone else commented that they would rather have something onhand rather than not having it when you need it.
As long as someone has their rig properly maintained and have enough confidence to drive it on a long journey far north, I say go for it...a lot of today's rigs are reliable enough but then again not as easily to fix on the side of the road because of their components and designs, so just prepare to have the extra funds available for a worse case scenario upon any extensive repairs and not worry too much until a situation arises....some vehicles will break down that can be beyond our control.
I will make one point clear again, upon rough or frost heave surfaces, do slow way down and really take your time if driving a heavy rig or trailer, as the faster someone drives across those surfaces, the more stress the rig is enduring as suspension and other components tend to become loose, bent, or broken farther down the road as these type of problems can simply be preventive and avoided, but too many people have that hurry up and get there mentality thru these stretches.
Both Cassiar and Alaska Hwy. frost heave stretches I averaged 22 mph to 24 mph as I go slow as a snail for the 100 to 160 mile or so...as most people drive 3 to 5 hours thru these stretches, it normally takes me 5 to 7 hours because I want to ensure my camper rig to stay reliable and not stress out the heavy rig or the camper or ruin it.
Have a nice and safe future travel to the far north.
