The Cryo Hauler Thread

It sounds like sometimes you would get calls from dispatch when you are on your days off and or it is nice to be close to home after a long day.

 

So it sounds like certain tank designs are inherently tough to manage. So time since last fill, typical product usage rates, tank starting pressures will not necessarily be a reliable guide in some setups?

 

I like the idea of carrying tools, but wouldn't want to step on any toes or break rules. It is more of a "Don't ask, don't tell situation, no big deal, a certification is needed, or is one risking a reprimand for tightening something?

 

Not your job!
If it's not safe to access or to fill you notify dispatch, your manager and abort the stop.
You will read the drivers manual and know SOP.
You will never be disciplined for following procedures.
You'll get no kudos, accolades or even a pat on the back for saving a delivery time after time, but not following procedures and something goes sideways you are gone in a heartbeat.
Attaboys do not pay and are not worth it. Remember cameras are everywhere.
Let someone else make the decision.

 

You never touch anything at Customer, ever. I'm sorry if I came across it wrong. You document what you see via an app on your tablet from the truck. If you cant make a safe delivery or even if you feel that you cant, you document it and call logistics and thats it, it's over. I aborted a load at a customer that I hadnt been to before because there were chains on the valves and a tag that was faded and I couldn't read it. I didn't feel safe loading, so I took pictures of everything on the tablet, sent a report about it, made a call to logistics and I was instantly given the ok to leave.

The only thing I Touch is on my truck. But I'm making the mistake of sounding like I'm rebuilding the plumbing or something in the doghouse. I asked my Boss if it was ok for me to tighten a bolt before I ever first touched anything in that doghouse. So I tighten a bolt or two if a flange is leaking or a bolt around the handle of a valve. Thats it. If that makes me an attaboy, I dont give a rats behind.

I thinks its best I take a break from here for a bit.

 

The attaboy mentioned in a reply to bridgetoHawaii simply meant I never went above what was required from the driver. If there was an issue w the trailer the previous driver wrote it up and I check the repair on pretrip.
If it's something noticed at a stop I make sure it is something very minor.
I was paid to drive not wrench.
I did carry a couple tools but nothing cleaned for oxygen work

 

I am trying to calibrate according to being a company driver hauling cryogenics. My earlier background included positions where on the fly problem solving was effectively part of the job. Time was usually of the essence, mistakes tolerated, and management was, how shall I say, "decentralized". I became a Canadian Import Broker and received authority to clear my own shipment when an agent forgot to start the process. It took 15 minutes and me paying the GST on behalf of the customer, which I was subsequently reimbursed. Practical necessity required me to work on numerous trailers, including a customer owned hydrogen trailer that had a design flaw, which I received permission for. Glad to hear there are unambiguous rules on this subject.

 

I hate to think my misunderstanding made you feel the need to take a break. You are providing great information that helps many, including myself. You made a great point regarding taking on risks associated with making repairs that are outside the scope of one's job, which is basically taking on career risk for little to no upside.

 

I talked to an Airgas driver who had 22 years of experience yesterday in the Dallas Metroplex. He was hauling cylinders and delivering to a medical facility. He was looking healthy, was friendly, and helpful. He suggested I look for positions on Airgas's website and applying for the job that I want. He asked if I had HAZMAT, which I do, but no tanker endorsement (Apparently, I did not need a tanker endorsement for the hydrogen trailer I hauled). He said not having the tanker endorsement should not be a problem. I will get the tanker endorsement next week regardless. He said his route consisted of 8 to 12 stops per day and he usually ran 40 to 50 hours per week. He said tanker trucks ran fewer stops, of course, and the hours would vary according to routes.

I am feeling good about hauling cryogenics and plan to look at major player's websites this weekend, but am not limited to the Dallas area.

Really appreciate the input you guys provided!