Tanker training

Have any of you had tanker training or orientation and found it lacking ? Do you have something to add to help new trainees ?
The Quality Carriers orientation is one week . They cover a lot of material in that time but I felt they neglected info in a few important areas regarding PPE .
Before I went to Quality I was a supervisor for a hazmat response company and have had extensive hazmat training .
Here's where I find their training lacking . They taught nothing on decontamination of PPE . They give trainees all their gear in a bag . The trainees put the gear on for training exercises then put it back in the bag . Nothing said about decon . Let me give any of you going for training a tip . If they give you your gear in a bag bring a heavy plastic bag with you . When you take your gear off put the boots and gloves in the platic bag before putting it in the gear bag . Tell the instructor you don't know what has been on the ground where you've been or what has been on the valves or hoses you handled and you aren't contaminating the bag and everything in it . When you get on a truck keep gloves and boots out of the bag and out of the cab .
In my opinion employees should be given 2 sets of PPE , a scrub brush , and cleaning solvent . If the PPE actually does the job and protects you from a spill or spray it has to be cleaned . If you don't have the facilities to clean it immediately it should be put in a bag until it can be cleaned .
If you put the gear on for unloading practice ask what will keep liquid from going up your sleeve or into the gap between jacket snaps or if there is a spill and you slip and fall in a puddle , possibly being unable to get up due to an injury , what prevents liquid from going up your leg or down your boot ? The answer is chemical tape made for that purpose . Sleeves should be taped to gloves and pant legs should be taped to boots . A strip of tape should cover the gap down the front of the jacket .

 

Another thing is trainees never get in a truck on the road during orientation . I think applicants should be given a ride in a loaded truck during their interview . We have had drivers that parked the truck and quit after driving a short distance with their first load . They couldn't handle the surge . Not many like that but it happens .

 

Many expect the forward surge when stopping but are surprised by the liquid surging back when stopping . If you don't hold the brake hard when stopping at in intersection when the load surges back after surging forward it will throw the truck back 3 or 4 feet . You have to allow extra time when pulling out into am intersection or off a ramp . The rear surge as you accelerate prevents you from moving as fast as other trucks do . We recently had a safety meeting on surge and I was surprised to learn the surge is worst with a truck 80% full . I would have guessed around 60% . Most of our loads are under 5,000 gallons in 6,000 and 7,000 gallon tanks and we are grossing 77,000 - 78,000 lbs. . I don't see the purpose of tanks that size . They would gross over 80,000 lbs. before they are near full . I have had to tell shippers to unload 2,000 - 3,000 lbs. a couple of times . Some of these trailers were drop weighed to be loaded . You only weigh the trailer when scaling out so you need to know what the net weight should be . I try not to haul over 46,000 but I have hauled 48,000 with a light trailer and half tank of fuel .

 

It takes some getting used to . I heard an obviously new tanker driver on the C.B. saying somebody just ran into the back of his trailer . Other drivers told him there were no vehicles near his truck . But at times you would swear you got rearended . It hits you that hard .

 

My runs use dedicated trailers so half my miles are empty . That makes it a little more bearable .
No wonder you hardly ever see a tanker team . You'd really have to strap yourself in the bunk well in the sleeper .