Class starting 25 Oct 11

Thinking about gear ratios and transmissions. Would like anyone to weigh in on this:

Do we lose torque to the wheels with an overdrive 10 speed?

Would it be better to have a direct 10 speed with a lower gear ratio to get you to 55mph at 1150rpm?

 

Load I picked up today is 18 pallet tanks of liquid (not hazmat). 41K of sloshing stuff for the first time. Even with those smaller tanks there is still a nice surge when you take off, slow down, and turn. Glad I got my tanker endorsement, cause this load pays $$$$$$$$$$$$$$$$$$$$.

 

FLAME: [ON] OFF

Okay, WMDC procedures require you to be at the WINDOW before your appt time. They do not count the time you waited for the 7 trucks at the gate before you got to the guards, and they don't count the time it takes you to get into the door, waiting for yard dogs to get out of your way. They don't even consider the time you are waiting for them to see you at the window. Very unfair system that screws the driver......

FLAME: ON [OFF]

 

Did a repower today, but had to ask one question... Am I getting paid for the deadhead miles??? big difference in settlement betweek 320 miles and 645 miles, on a 1050 mile load. I have taken the approach to let the FM know that it is a business decision, and the question is always "how will it benefit my business?" Here's the scoop:

1. If you are repowering someone, you have the advantage. The load you give up you should get paid for both empty and loaded miles.
2. Repower guy eats it with a lower CPM on the repower in both directions.
3. If you are getting repowered, you do NOT get paid for the DH miles, giving the repowering guy a better settlement.

I have been on both ends of this, as I dropped a load in sprimo to go on hometime. Did not like driving 780 miles to get paid for 410. Just not a good feeling. Lesson to be learned: DON'T REQUIRE REPOWER!!!!!

 

Just thought I would share an experience with trailer brakes. Picked up a 100xxx trailer in Gaffney SC loaded with 42K of Nestle stuff. Did my inspection and everything seemed ok. Went to the scale (anything over 42K I scale) and filled the reefer (macro 52 is my friend) and got on the road. Headed up 26W to 40W and noticed the first downhill that the tractor was bouncing a little as I applied the brake, like the trailer brakes were not really working. Notified RA and they told me to try the back up thing to tighten up the slack adjusters. (they seemed fine when I checked them) Stopped at a rest area and did this, and checked the trailer hubs. One much hotter than the others. (turned out to be the only brake working) RA sends me to a T/A and everything checks out until the Mech has me work the brakes. He finds a slack adjuster not moving the brakes. Getting the trailer fixed, and readjust the 90 appt or repower??? we will find out later. The one hot brake was dragging as well, causing the heat and drag going up hills.

I guess I want to share that many people just hook and run. This was a potential disaster hitting the gorge and hills on I40 through TN with one trailer brake working and 77K. Sometimes even the pretrip won't catch everything, and you should know your truck and how it feels under load, and under braking conditions to identify those possible problems. Also you should be touching the hubs when you stop.