What I learned at truck driving school

What I learned about Professional Truck driving school


Why I tried it

At 61, most people are still working at whatever job they may have, and considering retirement at 62, 66, or even later. I retired from a state government job at 55. I was a licensed professional; Registered Nurse for 30 years, and a Certified teacher in a vocational school for 5 years, and also ran my own instructional business. After I “retired” I had a series of jobs, mainly to keep my interests varied. I did some things I wanted to do, and saw places I wanted to see. But, you can only do so much in a given period of time, and there is a lot of “down-time.” I got bored.


I also discovered that when you hit 55, doors that were previously open to you suddenly slam shut.


I applied for numerous jobs online. Nobody wants to meet face-to-face these days; the online application is more like a pre-screening process as the number of available positions are far outnumbered by applicants. After a number of applications, you get the feeling you are wasting a lot of time while dumping your information down a black hole.


Bear in mind that although it is technically illegal to discriminate against people by age as provided in the Civil Rights Act of 1964 as subsequently amended, HR departments can find plenty of “legal” ways of discrimination once they ascertain your age range from your application. My favorite is “you are overqualified for this position.”


I decided at this point in life, I might like to try something different. There is a lot of money to be made at Professional Driving if you are up to the challenge, but the money in my situation was only a secondary consideration. I was looking for some adventure, to do something of value, and for a feeling of meaning in my life.


How it works

Several years and hundreds of job applications later, I discovered Professional Truck Drivers are in great demand, with no initial requirement other than being able to read English, and pass a DOT drug test. I discovered there are many driver training schools on line, and read the blogs referencing many. Bear in mind, blogs tend to attract the people who have had bad experiences through poor training courses, unrealistic expectations on the part of the student, “bad attitude,” young guys who “need to be home” - you know what I mean *wink* - and most probably a combination of the above.


Most professional driver schools are owned by trucking companies. They offer introductory positions at introductory wages, and require a certain period of contractual commitment. I liken it to “indentured servitude.” You will be the FNG, and asked to do a lot of jobs that a seasoned driver would most probably refuse. The trucking company will “forgive” the cost of the training program, and provide you with some valuable experience. After the contracted period of employment, you may then consider your options with the company, another carrier (who requires experience), or choose to drive “independent.”


Knowing this, I went in with a 1, 2, and 5 year plan. This reflects a basic tenet of all technology, “plan your work – work your plan.


One big complaint is signing a number of contracts. Although the content of the contracts is explained to some degree, there is no time in which to actually read them. One woman commented on this. She was told: “You have a choice. You can sign, or you can go home.”

Many schools put you up in a hotel at their expense. Some provide transportation to the training facility, some require the student to provide their own transportation. A good number of students are in their early 20's to mid 40's and likely to have little money. The training is attractive for this reason. Food and laundry is not provided. Many people who attend have had little luck in finding work elsewhere. Some have had previous experience in big trucks and may have allowed their CDL to expire. They need to start over just as an initial applicant would. Some, like me, are looking at a career change.


I applied to C-1 through Drivers Solutions in Indianapolis, IN. Indiana CDL licensing is among the toughest in the country. A minimum of 120 hours of classroom, and driving with an instructor is required by state law. Some can pass with less, but many require more hours.


C-1 provides plenty of online resources to pass the Indiana CDL written exams before you actually arrive at the location. If you are of average reading ability, and use the time between acceptance to the course and your beginning date to do the online practice questions, you can pass the Indiana exams without much trouble.


The morning of the first day was devoted to the USDOT screening process as provided under the CFR's. There were initially approximately 40 applicants in my class, of whom four or five were women. We all needed to pass the DOT urine drug screen, and health interview with an Advanced Nurse Practitioner.


The classroom instructor I had was knowledgeable and presented the information well. He a lot of patience with the class, as he was directing his efforts at the lowest common denominator. He was “matter of fact,” and had little sense of humor.


The information needed to pass the Indiana CDL tests was presented over the next two and a half days. On Thursday, a representative from the Indiana BMV came to the school to administer the five tests required: Indiana Drivers Exam, CDL General Knowledge, Air Brakes, Combination Vehicles, and Tankers.


Most failed at least one, some more than one, a few all, and two in my class, passed all five on the first try. Interestingly, a significant number failed the Indiana Operators test.


I passed them all, and took a drive to BMV in Beech Grove for an Indiana 90 day temporary drivers license. If you are an out-of-state applicant, you must surrender your current operators license. To obtain that, and a CDL permit upon passing requires the presentation of a birth certificate or passport, two pieces of mail that includes your residence address, dated within the last 60 days. These are requirements of the “Patriot Act.” They take cash, check, or debit card, and the cost is $37.50 total for the operators license and permit.


The remainder of the week in class consisted of additional tests which includes an “open book” test of DOT safety requirements. To answer the questions, one would refer to the CFR book provided, look up the subsection in the question, then read the appropriate part of the book to answer the multiple choice questions.


In the following days, students would go to the BMV to retake the tests needed to obtain a CDL permit, and get to “on the road” training. The drug screens were returned on Thursday, which by no coincidence was also the last day to withdraw with no cost incurred.

The attrition rate in the first week was about 10%. Factors may have included the realization by some students their inability to read, comprehend, and pass the written exams, or there was much more work involved than just driving the truck.

C-1 is 5 days a week, 8 ½ hour days with weekends off. That being said, you needed to work on what was presented in the classroom on your own time. I once took flight training; this is by far more difficult than learning to fly an airplane.


Homework was provided which included material to assist the student in memorization of the 10 speed gear pattern, and their corresponding road speeds.


The “Pre-trip Inspection” checklist consisted of a “script” with 82 items that must be memorized to pass. The school allows no more than 10 missed items and the state driving examination allows 13 missed to pass. I practiced the Pre-trip by reading it out loud like it was a speech I was learning to present. I also wrote it out several times long hand – this took on the average of two hours to do. I think “no missing nuts or bolts” will be my deathbed statement.


By the end of the second week, approximately 1/3 of the original class had left.

 

Continued:


Driving the trucks

The equipment provided are late-model Freightliner 10 speed diesel tractors of varying states of serviceability, as were the 48' trailers. The industry uses 53' trailers.


I had never been in a truck like this in my life until I got to C-1. I was overwhelmed at the size and power of these vehicles. Capable of a maximum gross weight of 80,000 pounds (40 tons) they inspired my respect. I recall a basic law of physics; “for every doubling of velocity, you increase the energy of the mass by a factor of four.” To be honest, I was terrified of operating one.


By the third day, I had controlled my abject terror and replaced that with Healthy Respect. Words in the back of my mind; “We don't just 'trade paint.' We destroy other vehicles.”
The instructors come from the industry with many years of experience. They are not teachers. The instructional methods of some would not be tolerated in educational environments that require a teaching certificate. Many of the students are not “traditional,” and I would assume it fair to say that most if not all in this environment is not “traditional” in any sense of that meaning.


Some instructors are very tough on the new driver. A lot is expected from the novice. The gear pattern isn't difficult to memorize, the gear road speeds perhaps a bit more difficult to remember at first, but add this in with initial anxiety, a manual transmission that has its own manner of operation that is different than an automobile with a standard transmission, a tractor that isn't in the optimal service state, and missing gears is almost assured.


When one misses a gear, you must match road speed and select the appropriate gear for the condition while matching the RPM of the diesel engine. This is referred to as “gear recovery.” If you miss a gear, and allow the vehicle to coast for more than the length of the tractor trailer, it is considered a “fail,” as well as illegal, as the vehicle must be under control at all times.


Spring detents in the transmission that would align the shift lever into 7th and 9th would be crisp and easily detected in a newer tractor. Not so with a truck that has 180+ thousand miles on it and with a questionable service history. A clutch that ordinarily would work within 2” of the floor from a dead stop needed to be pushed to the floor, and then some, to shift into a starting gear from a dead stop. Add the apprehension of the new driver and less than optimal serviceability of a tractor to an instructor with little patience, a lot of time and energy can be consumed in anxiety, and self-doubt.


Bear in mind, that unlike a gasoline engine, a diesel is designed to provide the optimum torque at between 900 and 1200 RPM. The gears are not synchronized as in an automobile with a standard transmission, and the skill of “double clutching” must be developed. This involves shifting up or down at the prescribed RPM to shift smoothly, clutching into neutral, then clutching again to the selected gear. The depth of clutch needed to change gears is less than that needed for moving from a dead stop, as there is a clutch brake that stops the gears from moving when the clutch is fully disengaged. All you need it about 4” of clutch depression to shift gears while moving. If you press the clutch too much and engage the clutch brake, you will grind the gears.


Grinding gears will eventually damage the transmission. If you miss the intended gear and, say, hit the next highest gear, the engine will “lug” and cause the tractor to jerk as well as lose power, possibly eventually causing damage to the engine or drive shaft. On the other hand, hit a lower gear in error and the engine will “over rev” which has its own set of engine damage possibilities. If you forget the range selector position, you also run the risk of damaging the engine and gear train.


Part of the Indiana CDL requirement is demonstrating to the examiner your ability in backing the tractor trailer. Straight-line backing is pretty easy. Off-set is a bit more difficult, and parallel-parking is even more so. The first time I did it, the instructor said “perfect!” I told her not to say that, as you can only go down-hill from there. I managed to hit rock bottom. I just couldn't do it from that day on.


You are required to spot traffic cones in a convex mirror, and guide the trailer between the cones without touching them, placed 14' apart. In addition to providing a wider angle of view, a convex mirror also reduces the size of the picture considerably. Add in glasses, including those with “extra” lenses (I wear trifocals), and the skill becomes proportionately more difficult.


You may think from what I have portrayed above, that these schools teach you just enough to be dangerous. Absolutely! You just learn enough to obtain a CDL. The real learning how to drive over the road is when you are employed with an experienced mentor for a period of time.


What I Learned

I was dismissed from C-1 after 4 weeks. I incurred $1017 in debt for the time I was there. Of the four required parts for passing the course, I was able to pass the Indiana CDL tests, and the “Pre-trip inspection.” I was unable to drive the truck, forward or reverse, to the accepted minimum standard.


Undeterred, I applied to Premier Truck Driver Training in Richmond, IN. It is a subsidiary of CR England Transport, with an offer of employment upon successful completion. I thought if I had more driving time, I could do it. I became focused on that skill.


During the 4 days I attended the classroom instruction at Premier, I became more aware of how heavily regulated the truck driving industry is. Examples above, and additionally, of this degree of regulation that caught my attention include:

• Any moving violation is against the CDL, regardless of what vehicle the license holder is operating, or for what purpose.
  
  
• Overweight is dependent on those who load the trailer, but the driver is accountable for the fines.

• Log errors can cost thousands of dollars in fines.

• A ticket for using a cellphone may cost a car driver $150 in fines. A CDL holder gets a $1500 fine, and impacts the drivers record for years.
  
  
• Any accident, regardless of fault, follows the CDL holder for a long time.
  
  
• Double points/fines if you have a HAZMAT endorsement.
  
  
• The accumulation of citations and fines impacts your employ-ability, and the record of the company you drive for.

This type of driving is much different than that of an automobile operator. It is slower and more deliberate. This requires a lot of patience - you may have the right of way, but if that is in question, you must yield.


Rule Number One is “Don't Hit Anything.” This is defensive driving in its purest form.


I was focused on proving to myself that I could operate this machine. I became aware that I was not up to accepting the responsibility, or the liability, and have doubts about my developing the skills required to drive a tractor trailer safely. I have much more respect for the professional driver, and the skills required to drive a tractor trailer, as well as developing different, safer driving habits. I am glad I attempted it.


I learned that at this point in my life, I have nothing to prove to anyone.


After 4 weeks, I incurred a debt of $1017.00 through Drivers Solutions. I am making regular payments of $117/month. I continue to get phone messages from Drivers Solutions. They want access to my bank account. I will not do this, and can't wait to get this debt behind me.

I hope you find this information useful.

 

I figure the only time you really fail is if you didn't learn anything. Thank you all for your understanding and kind comments.