Gummiente's "Newbie" Blog

[Gummiente]

I'm not going to repeat the why's and how's of my decision to become a trucker, but if anyone wants to read the background it's on the Newbie's Forum in the "Greetings From Grey County" thread. What I intend to do here in this thread is keep a blog on the daily happenings of my new career, right from the first day of my AZ course - which starts tomorrow.

I don't mind saying that I am filled with a mixture of anticipation, dread, doubt and excitement as I get ready to launch the third career change of my life. Since making the decision, I've been roaming the internet and lurking on several trucking forums trying to get a rough idea of what's in store for me in this industry. It is very apparent that trucking is in a big slump just like every other facet of the economy now, but I do see more and more jobs being posted each day as the analysts start broadcasting that we're on our way out of the recession. I'm stubbornly hopeful that someone will want to hire a newly minted AZ Driver with a hell of a lot of life experiences behind him, but at the same time keenly aware that there are literally thousands of experienced drivers out there looking for work, too.

To that end, I've already spoken with the recruiter at Kriska, thanks to a friend of mine who drives for them out of their Prescott terminal. She gave me some very good advice and information, including the suggestion that I apply for my FAST card right away, so as to make myself more attractive to potential employers once I graduate. I did so a few weeks ago and received notification last week that the application was approved. Next Tuesday I have my interview booked at the Fort Erie FAST Enrolment Center for the final steps in processing and obtaining the card.

I've also been browsing through the textbook that Transport Training Centres of Canada gave me back when I registered for the course. As I had suspected, there is a heck of a lot more to trucking than just shifting gears and backing trailers up to docks. Some of it (like the logbook rules and regulations) I'm having a hard time figuring out, but the rest of the material seems to be fairly easy to grasp. I'm looking forward to actually driving a rig, too. I've never been intimidated by machinery or vehicles of any kind and can pretty much drive anything out there. Hey, I used to drive a 40 tonne tank in the military and could balance it on the knife edge of a sand dune, so a Kenworth tractor hauling a long trailer isn't all that scary to me.

Every time a truck rumbles by when I'm out riding my motorcycles, I find myself looking at the driver's door to catch the company name displayed on it. I've bookmarked several of the trucking company websites within a two hour radius of my home and regularly check them for updates on employment opportunities. I resigned myself very early in my decision that I will not be home every weekend and what little home time I will get won't be consistent, but you do what you gotta do to survive and I hope that eventually my wife and I will get used to it. There's always the chance of getting a dedicated run with a local company some day, but I figure for at least the next three years I'll be at the mercy of the dispatcher's whim as to where I go and how long I'll be there.

And so tomorrow it all begins, at 8am in a classroom. I won't be getting much sleep tonight.

[hellcat_99]

Go in with an open mind.
Pay no attention to anyone but your instructor.
Ask as many question's as you can, because once otr, there will be no one there to answer them for you.
Good luck & don't forget lunch money.:36_1_24[1]:
Holly

[bikerboy]

the way you talk , you make it sound like OTR carriers, are the only companies that ever hire new drivers.
thats not the case, i was hired on with a local company doing local work when i was 18, and it was three more years before i ever did any OTR, by choice.

if you want to be home wknds, you can make it happen, that was always what i looked for , was a job where i was home wknds, and so far i have only worked about 2 weekends in the last 6 years of trucking. with 5 different companies

and remember, most of the good local jobs, never advertise and alot don;t even have websites.
you just gotta go in and apply

[Gummiente]

the way you talk , you make it sound like OTR carriers, are the only companies that ever hire new drivers.
I didn't mean for it to sound like that, but you have to remember I'm new to the scene and am basing my opinions only on what I have observed so far. If I can find a local company that pays well and offers a Mon-Fri job you can bet your butt I will jump all over it, but my priority after graduating is to find a good job with a good company. Right now, though, it seems that only the OTR's have any signs of life for employment prospects but your point about walking in to apply at local companies is well taken.

[Gummiente]

Day One - Classroom
Showed up bright and early 15 minutes before the start time at the classroom and met the instructor. The four other students showed up a few minutes later and we all introduced ourselves and grabbed a chair. Three of us are doing the AZ, one is attending for the DZ portion and one is doing the whole enchilada – the 13 week AZ/Heavy Equipment Operator. As to be expected, we all come from different backgrounds with an age range of 19 to mid-50’s and pretty much no experience with 18 wheelers.

Today was all paperwork, movies, lessons from the textbook and a general outline of what will be taking place over the next few weeks. The book lessons were basic introductions to the trucking industry, explanations and regulations for pre-trip inspections and an overview of all the switches, levers, gadgets and gauges to be found in and around the typical semi-trailer rig.

At first break, I noticed a driving simulator in one of the rooms and asked about it; I was told we could jump on it anytime we wanted, as it was there specifically for our use. So during the lunch break I wandered in with one of the students and watched as he attempted to operate it by guesswork, as there were no instructions posted anywhere on how to use it. He got it started and moving in first gear, but could not master the art of double-clutching to upshift. The simulator makes very realistic gear grinding noises, so realistic and loud that the receptionist had to close the door to the room so she could hear herself talk on the phone while he was trying to drive. Eventually, he gave up and I hopped into the seat to give it a whirl. I was very confident in my skills, having driven a 5 Ton cargo truck with non-synchro transmission a few times during my Army days. Within two minutes, my confidence was lying in very small pieces all over the floor. I, too, could not get the knack of shifting at all. Part of the problem was that I kept banging the clutch pedal down to the floor, which engaged the clutch brake and resulted in really loud, long grinding sequences from the transmission. Frustrating, to say the least. I determined from the display on the screen that the toggle on the front of the Eaton-Fuller 10 speed gearlever operated the High/Low range and that I was in Low range. But I didn’t know what the toggle on the side of the lever was for and it didn’t have any effect on my gearbox destroying shifts regardless of what position it was in.

Finally, I conceded defeat and went out to ask the instructor what I was doing wrong. He came in, sat down, and in a blur of hands and feet was in 10th gear at 65mph in the blink of an eye. Dammit. Turns out I had the right idea but the wrong sequence in my attempts. Once he showed me that I have to move my clutch foot AND gearshift hand at the same time, as well as only using the first 3 or 4 inches of clutch pedal travel, it didn’t take me long to catch on. But I was still missing some shifts and having a heck of a time with downshifting. That’s when the instructor noticed the simulator was set for an 80,000lb load... no wonder I kept stalling it in 3rd gear at a standing start. He reset the program to simulate 36,000lb (i.e.: an empty semi-trailer rig) and changed the engine to a Cummins N-14 435HP unit. Big difference. I actually made it all the way to 10th and back down to 5th before seizing things up by whacking the clutch pedal all the way to the floor again. That is going to be one difficult bad habit to unlearn. I finally got out of the seat and let the other students take a crack at it, feeling a little better when they had just as much difficulty as I did with it.

A little while later we got our first setback of the course. One of the students from the course ahead of us came into the office all bent out of shape, turns out he was booked to do his AZ Test today only to find out when he showed up at the Drive Center test facility that they went on friggin’ strike this morning. Lovely. That means nobody will get their tests done – written or practical – until the strike is over. Now, I don’t want to go on a rant here, but for anyone to go on strike at a time when the economy is in a deep slump just burns my butt to a crisp. The fact that the people who are on strike just happen to be in a position to prevent me from achieving my goal as a licensed AZ driver, well, I’d better stop right here before I type something that will short circuit the word censor on this forum.

Anyway. There’s a homework assignment due tomorrow, but I’ve already completed it so I’ll just read ahead in the section we’ll be covering tomorrow – Hours Of Service. After flipping through the blank log book they gave us today and the 5lb of pages in the textbook for this chapter, I can tell this is going to be one fun filled, action packed adventure tomorrow. :wow:

[bikerboy]

that button on the side of the shifter, was probly for a 8LL,13,15, 18 speed transmisson setting.
they all have two switches on shifter. one for range and one for splitting gears
a blue switch is a 8LL or 15 speed, red switch is 13 speed and grey switch is 18 speed

[Gummiente]

a blue switch is a 8LL or 15 speed, red switch is 13 speed and grey switch is 18 speed
The instructor told me afterwards it was the gear splitter, but didn't tell me what setup. The switch was grey, though, so I guess that means 18 speed. I'll try to remember to verify that tomorrow.

[SpiritRoad]

I don't follow a lot of blogs, but seeing as I just started at Humber last Friday I'll be checking in on this one to compare notes. Sounds quite similar so far, powerpoint lectures and videos but we have no simulators that I am aware of.

Dave

:nenernener:

P.S. don't know why I included that smiley, it just seemed too goofy to pass up.

[bikerboy]

those simulators seem harder to shift then a real truck, i tried bisons sim once at the fergus truck show and i looked like a idiot trying to shift it.

[stefan79]

Hi Mike

I hear you about the shifting. My simulator hours in Fanshawe College London were pretty frustrating, too. I always grinded some gears.
But in the first lesson in the truck (bobtailing) I improved the shifting very good. I found it easier in the truck then in the simulator. In the second lesson it was even better, cause I had the trailer hooked on that smoothend the whole thing more out for me.
Once I got to the point that I knew the shift pattern and the whole process the driving made really fun, because I could concentrate me more on driving it self then just on shifting.

Good luck and fun with your course.

Stefan

[Gummiente]

Day Two – Classroom
More movies and lessons from the book today, which is pretty much the routine for the rest of the week. We started off the day by reviewing the homework and then launched into the Hours of Service and Driver’s Logbook sessions. Still confusing as hell, but I’m beginning to understand it. Doesn’t help that there are so many sub-rules and exceptions to consider, like the one where you can extend your driving time when south of the 60th parallel to 16 hours if you have one foot in the sleeper bunk, the left turn signal is on, it’s Tuesday, you’re in Northern Manitoba during a ¾ moon phase and you’re wearing yellow socks. But starting tomorrow we’ll be filling out a logbook every day until the end of the course, so I should be proficient in at least the basic recording of a 24hr period.

Watched a video about the do’s and don’ts of train crossings, some promo stuff from the Eaton Fuller company about the proper way to treat their transmissions while driving, as well as another one highlighting the several different types and speeds you can get. Also did the lesson and watched a video on safe backing techniques, which I put into practice at break time. They made the mistake of leaving a radio controlled toy 18 wheeler in plain view out in the office area, so I fired it up (very realistic sounds, including air brakes and diesel clatter) and practiced straight backing, 45 degree angle backing and driver blindside backing. Did pretty good, too, until the batteries wore down and it couldn’t bump over the phone cord lying across the carpet to get to the “dock” under the desk.

Didn’t get any time on the simulator today but did find out that it can be set up to emulate pretty much any transmission manufacturer and speed combo you can think of, although it has the knob and switches for an Eaton Fuller 18-speed. Had a few in class tests throughout the day and did pretty good on them, it seems the Hours Of Service regs are the only ones that will give me trouble for a bit. Everything else, although new to me, is pretty easy to catch on to.

A bit more homework for tonight and then tomorrow we get deeper into the textbook. Our instructor so far has been decent, he’s been driving for 36 years and has many stories to spice up the dry lessons with. I’ve enjoyed the last two days and can’t wait until the class stuff is over with so we can get some seat time in the Freightliner training rig.

[Gummiente]

Day Three - Classroom
Started off with reviewing homework and then learned all about truck brakes. That began with an old Market Place video from the late 90's showing all the carnage caused by trucks on Ontario's highways. That was followed by another late 90's video starring a young Sgt Cam Wooley of the OPP in his early days as a traffic enforcement officer (those of you who live near Toronto know who he is) and it showed even more carnage caused by trucks. The recurring theme was "out of adjustment brakes" and "driver inexperience" and it really made an impact on the class. I actually remembered a couple of the accidents that they showed from over 10 years ago, they were so horrific.

Then it was on to another video, this time an in-depth look at a typical 18 wheeler's air brake system courtesy of the fine folks at Bendix. It went into way more depth than any driver needed to know - heck, I'm a Millwright and I found it a bit hard to keep up in some spots - but it did give a good idea of how things work when you hit the brakes. We followed that up with a "Z Brake" quiz and then watched a brief video about forklift safety, followed by a test on that.

At first break I had zipped into the simulator room before anyone else and grabbed some seat time. Upshifts were no problem at all, but I could not downshift to save my life. The instructor finally came in (must have got tired of hearing all the transmission grinding noises) and suggested that I might want to try downshifting from a higher gear and road speed than from 3rd to 2nd at a blistering 8mph. So I whacked it up to 10th at 68mph and damned if the downshifts didn't get a whole lot easier. The key was to have enough road speed and the rpm's at 1,000 before each downshift. Still felt like a total idiot, though... never occurred to me that at 8mph I could just put it in neutral and brake to a stop. I have GOT to stop thinking like a 4-wheeler.

Tomorrow morning we get to watch the course ahead of us do their pre-trips, backing, coupling and uncoupling exercises in the truck compound. Might even get my first chance to hop up and have a seat in a big rig, so I'll be taking the camera with me.

Now it's time for supper, homework, study, sleep and that'll be it for today.

[Gummiente]

Day Four - Truck Compound/Classroom
We all met at the TTC truck compound for 7:30am this morning. I had arrived a little earlier and took the opportunity to wander about the two rigs sitting there and take a good look at them. Much of what we'd learned in the past few days suddenly jelled as I peered in, around and under the tractor and trailer and saw things like the sliding tandem axles in real life instead of in a fuzzy textbook picture.

When the rest of the class and instructors arrived, a student named Karl from the class ahead of us did the pre-trip and we followed him around like a gaggle of puppies as he checked off and explained each key point of the inspection. Afterwards, we milled about and pestered the instructors with questions and some of us - led by me, of course - clambered up into one of the rigs for a first look at the inside of the cab. I sat in the driver's seat and couldn't help but break out into a big, dumbass grin as I sat there... it was a happy moment for me that has its roots way back to when I was a young stud muffin of 17. By the time I got someone to snap a photo with my camera, I had regained my composure (see attached pic).

The rig we were gathered around was a 1997 Freightliner and it was clear that it has seen a few miles. It was in good shape cosmetically, but you could tell that it has been well used - but also well maintained. The other rig was a 2000 Freightliner but we couldn't get inside because the instructor had forgotten the keys. After watching Karl perform the uncoupling and coupling of the trailer, three of us jumped at the chance to hop in the cab (with me calling out the shotgun position) to observe him demonstrate backing with a trailer. One of the things immediately apparent was that the truck seemed a lot easier to drive than the simulator. Karl confirmed this based on his own experiences, so I’m not going to bother too much with the simulator anymore. We’ll be in the trucks starting on Monday, anyways.

Afterwards back in the classroom, we carried on with reviewing homework and learning more about rules, regulations, truck mechanical systems and more. Just before lunch we received our schedules for next week and I am to be paired off with a young fella by the name of Ryan in the very same rig we sat in this morning. The other three students get to ride in the newer rig, but we found out that it has a few minor mechanical and comfort “issues” including A/C that isn’t working, so we probably ended up with the better truck.

Watched a few more videos, including a Defensive Driving lesson and quiz, as well as a gruesome series of photos detailing what happens when someone tries to load a D9 Cat without the blade and rollover protection cage onto a flatbed the wrong way. Not a pretty sight and one that will remain with me for some time.

More tests, more lessons, a homework assignment and we were done. Tomorrow afternoon was supposed to be our AZ written test, but as the nice and considerate Drive Test people are still on strike, we’re going to do a couple of practice tests in the class and maybe get out early for the weekend.

[bikerboy]

sounds like you are learning alot, you likely have dry van trailers with sliding axles to practice on.

but other things you might want to know
-alot of tractors have air ride suspension gauges in the cab, and once you get familiar with the truck you can judge your legal axle weights pretty close from just looking at the air suspension gauge

- i used to pull a 10 foot spread axle flatbed, that means the axles are 10 foot 1 inch from centre of hub to centre of hub apart. and with that spread you can legally carry 20 000 lbs per axle in usa, and ontario and quebec.
i also had a air suspension gauge on the ten foot spread flatbed, so by looking at tractor gauge and trailer gauge, i could usually tell if i was legal or not. and very rarely scaled the truck, unless i was worried about a scalehouse coming up.

so 40 000 total on the trailer axles, compared to 34 000 lbs on a regular closed tandem such as most dry van trailers have.

my trailer axles did not slide. although some spread axles do have one axle that slides, so it can be slid into closed position like a dry van. the reason for that is most of western canada does not like 10 foot spread axle trailers.

but a 10 foot spread is the normal setup in the usa for anyone running flatbeds.

you can't haul any extra weight, since the gross weight limit is still 80 000lbs, but it does make it a bit easier to load the trailer to legal axle weight.
with a load such as 40 foot steel bars or one big steel coil, just load in the centre of the trailer or about a foot behind centre and your axles weight should be good.
since USA flatbeds haul max weights of 48 000-50 000 lbs, the spread gives you more leeway on loading, since you have a 6000 lb of cushion room on the rear axles, so if in doubt load closer to the back.


i have also seen a closed tandem flatbed with non sliding axles,(Deck X) with those things you have to have the weight perfectly balanced between the drives and trailer axles, to haul max weights, since you have no axle sliding adjustment, and no 6000 lb cushion for the rear either.

12 000 lbs on the steers, 34 000 combined weight on the two drive axles and 34 000 combined weight on the trailer axles is the usual weight laws in the usa. equaling 80 000 max gross weight.
so you see how 40 000 allowable on the trailer axles with a ten foot spread, makes things easier.

some spread axles also have a air suspension dump switch in the cab to dump the air ride in one or both axles. if you dump one axle, it makes it alot easier to turn corners and back into tight spots, and reduces the tire wear, since all the weight is on the other axle, but alot of drivers will forget to flip the switch to fill the air bags again, so not many company have this, mostly only owner ops with their own trailer.

michigan is an exception, they allow way more weight with proper axles and spacing. and canada allows alot more weight too, on both gross and axles.

this is probably alot to learn, but someday you will want to know these things.

[bikerboy]

another peice of tidbit is not all truck have the normal 1-5 shift pattern, like i am sure your simulator has, some older trucks had eaton fullers transmissions with the two highest gears in opposite postions, they take awhile to get used to, since the shift pattern is totally different from a normal tranmission.

i have been driving one where i work right now. and some days i still forget its backwards.

[Gummiente]

this is probably alot to learn, but someday you will want to know these things.Most definitely and it is much appreciated. Thank you.

Funny, though, because we spent a couple hours yesterday and today learning about axle weights and load distribution, so your post was well timed and I actually understood all of it!

[Mercenary]

Ooooh yea, I saw those pic's of the guy loading the cat. Those images are nasty. Poor fellow.

Speaking of big **** eatin grins you should see my license pic taken just after I got my class 1 last year. Grinnin from ear to ear :)

Coincidentally, the truck I trained in was also an 97 Freightliner. It had the C-15 cat with the 18 speed. Really easy to drive IMHO.

[Gummiente]

Day Five - Classroom
Well, that's it for the classroom portion of our training. We finished up by reviewing homework and then watching a film on HAZMAT procedures as they relate to trucking industry. Because Drive Test is still on strike we couldn't go write our AZ tests today, so we did a practice exam in class instead. Nailed it with only one wrong answer... I hope I do the same or better on the real one, whenever that may be.

We were done by 11am and said goodbye to our instructor, as his work with us is now finished. We'll meet our other instructor on Monday when we start the practical portion and will be on the truck until the end of the course. Yesss!!!

[hellcat_99]

Mike,
I'm happy to hear how you have thrown yourself into the course.
Remember, there are no stupid or dumb question's. Only the one's that aren't asked, are dumb.
Have a good weekend, & a great next week.
Holly:barmaid:

[Gummiente]

Thank you, Ma'am!:23_28_125[1]:

[Gummiente]

Jeez. I always used to look at trucks when they passed me on the road, but it's been ridiculous since I started the AZ course. Yesterday I was out on the Harley and ended up at a stoplight beside a truck; spent the whole time looking at the tires, wheels, hubs, brake chambers, air bags, etc, while doing a pre-trip in my head.
:oppss:

[Gummiente]

Day 6 – In The Truck
Ryan and I showed up at 7:30am and met Brian, our instructor for the practical portion of the course. Right from the start we all clicked and got down to business. First thing we did was learn how to do the Air Brake inspection as per the Drive Test. Then we went on with the Pre-Trip and got an in depth look at the truck that is to be our classroom for the rest of the course. Everything went smoothly and Brian was very helpful and knowledgeable, which made it easy to learn. I volunteered to do the uncoupling of the tractor and once it was clear of the trailer Brian took over and drove us out of the city and onto a long, straight, traffic free road in the country.

I hopped into the driver’s seat, eased it into 3rd and away we went, all the way up to 8th and back down to 4th. Then back up to 8th and down to 4th, to 8th to 4th, to 8th to 4th until we got to a stop sign at an intersection wayyyy down the road. From there I had to take it across the intersection, and then back it around the corner and under a tree. Then it was up to the intersection, make a left and head back the way we came going from 4th to 8th and back all the way. I actually did a lot better than I thought I would, as the truck was much easier to shift than the simulator. I had problems at first with downshifting until Brian told me how to match the road speed to the gears and then things got better. The brakes had all the feel and sensitivity of a block of wood, so it took more than a few stops before I could master the art of slowing down without bouncing everyone's faces off the dashboard.

After an hour of fun it was time to let Ryan have a go at it and he did pretty good for a first time, too. Took a photo of him from the back of the cab and then one as he backed the tractor around the intersection, which happened to be right in the heart of Balaclava. Apparently it was a going concern many decades ago but there’s nothing but the intersection and one house left there now.

Both of us were doing so well that when my turn came up again, Brian had me head back into the city and do a few loops around the industrial section on the east end. And that’s when things kind of went for a crap. With the traffic all around and all the signs and traffic lights to watch, I suddenly had problems downshifting from 6th to 5th because I kept forgetting about the Hi/Lo range switch. I’d grind the gears and then, like a total 4-wheeler, whack the clutch all the way to the floor and engage the clutch brake which just made things worse. Fortunately, Brian was very patient and coached me through it, getting me to slow down a lot sooner before turns and to maintain a more consistent road speed. I started to get the hang of it, so we wheeled back out onto the highway and did another loop around the back roads.

Ryan took over and did the same routes, and then he got to drive all the way back through the city and into the compound, where he carried on with coupling the trailer. Then he did a bit of straight backing and some angle backing, doing a pretty fine job of it, too. I hopped in and did the same thing, although it took me a few tries to master the angle backing part because I wasn’t sure how far the tractor could be turned before jackknifing the whole setup.

Then we did the Post-Trip inspection and shut the truck off so we could fill out our log books. Brian said we were already two days ahead of schedule because we both caught on so fast to the art of shifting and driving in traffic. Apparently, most students need a couple of days practice before they get proficient enough to head out into traffic, so it made us feel pretty good to know we were doing good already. This means we start driving with the trailer tomorrow, giving us all the more practice and experience. Sweet!

[Gummiente]

Day Seven – First Solo Flight
Because I have an appointment at the Fort Erie FAST Center later tonight, my schedule was adapted around it so as not to lose any training time. That meant today was a solo lesson from 7:30am-11:30am, after which Ryan would take over until 3:30pm. So it was just Brian and I this chilly 6C morning who were at the truck and we started with the “Z” endorsement test. I had the handy cheat sheet in my hands as I led Brian around the rig and went through all the steps, I did pretty good for a first attempt but the real test will come when I try to do it all from memory. I expect that will take a few days before it gets hammered into my skull. Followed that up with a Pre-Trip, again using the cheat sheet and the rig was given a clean bill of health and the end of it all.

Brian drove us out of the compound, through the city and down the highway into the country, this time taking a route that led us to a southeast rural area where he pulled over and we switched seats. I did a pretty good job of getting the rig up to 8th gear at 80kmh and had my hands full keeping it centered in our lane on the narrow county road. I can see why any more than 10 degrees of free play in the steering system could play havoc with a journey, as it doesn’t take much to wander off the side of the road if you’re not paying attention. We did a left turn loop at first, with intersections approximately every 5km and I got lots of practice upshifting, downshifting and guiding the rig around left turns from a stop sign. I was intermittent with shifting skills at first, missing and grinding a lot of gears until Brian reminded me about matching road speed to gear speed. Dammit. It sucks getting older, as new ideas seem to take longer to stick in my head these days.

Gradually my technique improved and Brian changed the route to get me through more practice driving through small towns and intersections, although we seemed to do more left turns than right. At one point he mentioned that he would not be in the driver’s seat any more, as I had paid good money to get seat time and good seat time I was going to get. Yes!!! Another indication that I was doing well.
Then a funny thing happened; as I would negotiate a turn at an intersection, Brian would pipe up with a comment about how well I was doing and suddenly the whole manoeuvre would go for a crap – I’d grind the gears, miss a shift, whack the clutch down to the floor and generally just muck up the process. This happened a few times until I suggested that maybe he zip it until I was around the turn and back up to 8th or 9th gear before he praised me. And it worked. Strangest thing, but my turns became much smoother when he stayed quiet.

Before I knew it, my time was up and we were heading back to the compound. We took the bypass route around the city of Owen Sound and entered from the West, giving me lots of practice with traffic lights and lane changes as we threaded our way back. And at 11:30am I rolled back into the lot and backed the rig into the park position with a big smile on my face. 133km total trip length and I did GREAT!

[bikerboy]

does the truck have an engine brake and have they showed you how to shift with the engine brake yet?

some guys leave in on all the time, and can still shift without the jake kicking on, it takes practice tho.

and some trucks with cat motors are setup that when the cruise is turned on, the engine brake does not kick in, until the brake is pushed.

or you can just turn the switch off whenever you are upshifting and only use it for slowing and downshifting.

hopefully they show you that, but they will likely wait until you get real good at shifting and downshifting.

but most highway trucks do have engine brakes.

[Gummiente]

does the truck have an engine brake and have they showed you how to shift with the engine brake yet?Yes, it has two switches for Jake's, but I wasn't shown how to use them. The instructor just happened to use them this morning on a long downhill enroute to where I took over the driving, so at the first long hill I came to I asked if I could flick them on and see how they affected the truck. He said no problem, so I experimented using the front three cylinders, then the back three, then all six. I did this over a variety of downhill slopes and got a rough idea of when and where to use them. LOVE the sound they make. But I didn't try shifting with them on yet, maybe that will be tomorrow's lesson...?

Anyway, I just got back from my trip to the FAST Enrolment Centre in Fort Erie. A 6hr round trip for all of 25 minutes in the interview, but that's a good thing because there were no problems. Had a chat with the Canadian Customs Agent first, he gave me some pamphlets and a few tips and pointers from the Canadian perspective, then after a short wait I was interviewed by the American Customs Agent. Her chat was a little more in depth and she gave me more pamphlets with the American perspective, then took my photo and digitally scanned my fingerprints before sending me on my way. If all goes well, and I don't see any reason why it wouldn't, I should have my FAST card in two weeks.

[Mercenary]

Heh. 6 hr round trip. Lightweight.


I have a 20 hr round trip to my nearest FAST center.:3_2_27[1]:

[Gummiente]

Heh. 6 hr round trip. Lightweight.
Hey, there's a reason it says "Newbie" in the title of this thread. [smilie=hi ya!.gif]

[Gummiente]

Day Eight - On The Road
Ok, the less said about today's lesson, the better. I don't know what the HELL happened, but I could not get that truck to do what I wanted. My shifts were screwed up, my road speeds were wrong, I was too hard on the brakes, I almost took out a yield sign while turning at an intersection and generally just looked and acted like a total friggin' newbie who was out to terrorise innocent citizens. :vmad:

At one point, after missing every shift while exiting the highway onto a county road and jamming the brakes hard enough to make Brian reach for the dashboard, I told him I had to pull over for a minute to try and calm down. We talked for a bit by the road side and he told me that I was trying to do everything way too fast today for some reason and it was royally screwing me up. I thought about it for a minute and realised that of course he was right. I forced myself to take things slow the rest of the way and things started to improve until we got back to the compound and I couldn't back the rig into the parking spot to save my life. Took me several tries before I got it and it was no small relief when I finally shut the engine off.

I gotta hand it to Brian, he is one of the most laid back and forgiving instructors I've ever seen. No matter how screwed up and frustrated I got, he would calmly tell me what to do and repeat it several times until it penetrated my thick skull. At one memorable intersection in a small town, I came in way too hot and tried to speed downshift from 8th to 4th, mucking it all up in the process. We were down to about 50kmh and a truck length from the intersection when I missed yet another shift and popped the clutch out, mistakenly thinking I was in neutral. I whacked the throttle to set up the rpm's for the downshift, but we were still in gear and the truck LAUNCHED forward so hard that Brian's hands went up in the air and his hat was almost knocked off his head. The only sign I got that he was a bit ruffled was that his eyes got a little bigger and his voice a little strained as, still calmly, he talked me safely through the lights.

Tomorrow Ryan and I are back together in the truck again for a full 8hrs. Brian says we'll do a bit of driving around, but now we'll concentrate on coupling/uncoupling and backing within the compound. Probably just as well.

[bikerboy]

are you pulling a trailer now?

and yes you gotta take it slow when shifting, you can't get in a rush shifting, or it will just grind.

i was practising some shifting today in a '07 sterling,with cat C15 and 8LL trans, i could take it up through all the gears and back down to about 2nd without clutching and without grinding, all with engine brake turned on as well, but as long as you keep your foot a little bit on the throttle, the engine brake will not kick on and mess up your shifts.
theres something to strive for!

some trucks are easier then others to shift. its weird but every truck shifts different.

[Gummiente]

are you pulling a trailer now?
Yes, since yesterday. We only had one day bobtail.

[maan]

Wouldn't worry about it, anyone can have a bad day especially when starting something new.

Saw a bad accident one day on my way to work, just made a left turn at a light & then pulled over to the right to get some gas when.. WHAAMm. Turned around & think a car ran a red, t-boned a tractor on the pax side & the cab & trailer veered across (5 lanes total) the centre median clear across the the other side of the road onto the shoulder & then veered back to the other side, right from where I had just made my left turn at the light.
There were cars there & folks were injured but from what I heard afterwards, no fatalities.

Driver was a rookie with an instructor.

THAT is a bad day.

[Mercenary]

I'm with BB on this one....I've driven all sorts of different trucks and they all shift just a little different than the last.

Same make, model, tranny, and trailer and still shifts different.

Its all good though...:singer:

Keep at it buddy. We all have bad days from time to time. One day last February I spun out on an icy hill, blew a set of triple chains off my drive, broke a front brake pod, and strained my back taking said chains off the truck....all over the course of about 6 hours.

[Gummiente]

Day Nine – On The Road
Yesss!!! Today went much, much better as whatever was hindering me yesterday did not show up today. I started off with the “Z” endorsement test, then the pre-trip, followed by an uncouple/couple sequence. Practiced a bit of backing and then we hit the road.

Even though today’s route had more time spent in downtown traffic, I still did well. My shifting and braking were smoother and I made very good turns in both directions. In fact, my only missed shift was at an intersection out in the country, when I had to stop suddenly while attempting a right turn onto the highway because a car came flying over the hill. I couldn’t get the right sequence afterwards and had to put the four way flashers on, stop, find 3rd gear and then start off again. The rest of the trip went very well, but it was still a relief when we stopped for coffee and I handed the keys over to Ryan.

His trip went well, too, we both seem to be learning at the same pace which is definitely making things easier on both of us. At the end of his stint in the driver’s seat, he did the post-trip and air brake checks, then he did a bit of practice backing up. I hopped in the cab afterwards and did a few more backing attempts and then it was time to do the logbooks and head for home.

Because we’ve put so many hours in the cab this week we get tomorrow off, so it’s a 4 day long weekend for me.

[SpiritRoad]

After my first week of "in cab" training I can empathize with much of your blog. Every day things seem to get better, as I become more familiar with the truck and drop some of my "car habits". I'm blowing fewer shifts and becoming more adept at fixing it up when I do.

I've never really had a "thing" for trucks, I just looked at them as tools of the trade. Really big tools. Maybe it's too soon to say after one week but I am actually having fun driving one now.

I am also finding Toronto traffic better than I thought it would be. At least twice drivers have stopped short at stop signs to give me a bit of their lane to make it through a tight T intersection, another guy watched my front and let me know I had clearance when running out real close to a center median at another tight right turn.

So far, so good.

Dave

[maan]

It's probably harder at the start in many ways as opposed to real world driving, you're expected to do everything by the book, double clutching & whatnot..

Plus it's all brand new.

[Gummiente]

Day 10 – In The Truck
After a four day weekend I was itching to get back in the cab. We started off with the usual air brake, pre-trip and uncouple/couple sessions and then off we went. Today’s tour started with the actual route we’ll be taking on our Drive Test day – whenever that may be. It was a very technical series of hill side starts, school zones, sharp corners, quick left-right intersections and more. If today had been the big day I would have passed the test, as I did very good. However, I got myself so tense and worked up that I gave myself a headache which only got worse as the day wore on. I started missing shifts and hitting the brakes too hard/too soft, but still managed to keep the rig between the ditches and under control at all times. I even tried downshifting with the Jake brakes on and had no problems with it. But by the time we rolled into the Home Depot parking lot for a coffee break at the Tim’s there, my head was fuzzy from the pain and I was glad to shut the truck off. While Ryan and Brian went in for a coffee I stayed in the cab and beat myself up. Phoned the wife and she got me calmed down, but the headache would not go away.


Funny thing is, Ryan went through the exact same sequence as I did and also ended up with a splitting headache as his shift progressed. He started missing shifts and screwing up the braking, too, so we were both relieved when he finally pulled back into the compound and did the post-trip. Then while he ate his lunch, I practiced some straight and angle backing and did pretty good at it. I felt better after that, although the headache was still there. When Ryan hopped back in the driver’s seat to practice his backing, I wandered over to the side of the lot where Brian was. He was talking to one of his former students, who had shown up while I was doing the backing. He had obtained his AZ back in April of this year but had yet to find a job, which had me a little concerned. But then he mentioned he had only been checking the Job Bank ads using the computer at the EI office and even then was only applying for jobs within a one hour radius. Both Brian and I recommended he enlarge his search area and check out more job sites, like the Driver Link one I’ve been lurking on.

By now Ryan was tired of backing. We called it a day at 3pm, half an hour early, as both of us were in no mood to drive anymore because of headaches. We finished the log books and then headed for home. A handful of Tylenol and a couple hours of rest in my darkened, air conditioned home and I am feeling much better now. But it will still be an early night and hopefully tomorrow I’ll smarten up.

[Gummiente]

Day 11 – In The Truck
It was a pretty good day today. We spent a bit of time practicing angle backing after the air brake, pre-trip and uncouple/couple sessions in the morning; to my surprise I finally found my groove and was able to back up several times without having to move forward once to reposition. When it came time to head out on the road, Ryan and I played a quick game of “Rock, Paper, Scissors” to see who went first. Ryan came up with “Scissors”, but I came up with “Gun” so I won.

Did the Drive Test route again, rumbling by the very office where the strikers were picketing. They waved their signs at me in an attempt to get a show of support, but I ignored them. Don’t get me started. Speaking of the strike, both sides were back at the bargaining table today so hopefully they can work things out soon.

Headed back through the city and then explored some new county roads, all while enjoying the beautiful day in the cab of an air conditioned truck. Missed a couple of shifts because I got distracted and then couldn’t remember what gear I was in when approaching an intersection... some motorcycles come with a digital indicator to tell you what gear you’re in, why don’t trucks have this? Yeah, I know, it will get better with experience.

Ryan took over after our usual Tim’s coffee break and his turn went without incident. I have to say that he’s already better than I am with shifting and braking, but he’s about 18 years younger so he has youth and reflexes on his side. But like they say, old age and treachery overcomes youth and skill every time. Anyway, he drove for a little over two hours and then we changed once again so I could drive the last hour back to the yard. Finished the day in good spirits and feeling proud of myself.

[maan]

Missed a couple of shifts because I got distracted and then couldn’t remember what gear I was in when approaching an intersection... some motorcycles come with a digital indicator to tell you what gear you’re in, why don’t trucks have this? Yeah, I know, it will get better with experience.
Before you know it, it all becomes automatic without much thought; just a matter of putting in some hrs.

[bikerboy]

Before you now it, it all becomes automatic without much thought; just a matter of putting in some hrs.





yes it does, you will be shifting and turning all without thinking in no time.

you will be able to tell what gear your in, just from your speedo and tach.

although someday you might find a truck with one of these transmissions that have the two highest gears in opposite spots, it still tricks me some days when i forget and try to shift it like a normal transmission.

they are kinda rare, in my 6 years of driving i have only seen 4 of them, all in early 90's ford trucks with 8LL trans.

[Gummiente]

Thanks, guys. :cheers:

[maan]

although someday you might find a truck with one of these transmissions that have the two highest gears in opposite spots, it still tricks me some days when i forget and try to shift it like a normal transmission.

they are kinda rare, in my 6 years of driving i have only seen 4 of them, all in early 90's ford trucks with 8LL trans.

Yeah.. you can get used to one tranny, then another one comes in the picture that's a bit diff & easy then to goof up..

We used to have a mixed bag of 9 & 10 speed Macks..

You can end up with an old truck where the markings/placards are all worn out or gone & you have to figure out the tranny.

Haven't driven a 5 ton in ages but they used to shift totally different having a high low rear axle setup, from a typical tractor. Probably still a ton out there & hasn't really come up here that i've seen but nothing wrong with doing some time in a 5 ton after a fresh az licence.

[Gummiente]

Day 12 – In The Truck
Another good day of driving is under my belt. Tried to do the air brake and pre-trip from memory this morning instead of referring to the cheat sheet and did okay, but forgot a few important steps. Nothing that a bit more practice won’t overcome. No problems with the uncouple/couple and the 1/2hr of backing practice went very well. Still not quite adept at doing the 90 degree angle backing in one go, but I am getting better.

Today’s route was mostly within the city limits to allow for more exposure to traffic situations. My left leg is aching from all the clutch work and I’m sure my right hand has carpal tunnel syndrome from all the gear changes. But it all went well and I only had two incidents where I mucked up a shift and ground some gears, but was still able to keep the truck moving and under control. On the east end of town some high school students had set up a charity car wash and the first time we drove by they went bugnuts trying to get us to pull into the lot. Several of the girls were in short shorts and tight shirts and one comely young lass was in a bikini. I remarked to Brian that the truck could use a wash, but he just laughed and told me to keep driving. The second time we drove by about 1/2hr later, there were more girls out there trying to guide us in and the one in the bikini was bouncing up and down while holding her sign high. I remarked again to Brian, a little more forcefully this time, that the truck needed a wash. He just smiled and shook his head. The third time we went by, Ryan was now in the driver’s seat and it was clear that the car wash crowd was desperate for our business – as we approached them, Ms Bikini stepped out with a large, hastily scribbled sign that read “SIZE DOESN’T MATTER”. All three of us in the cab cracked right up, but Brian still wouldn’t let us pull over.

Tomorrow is only a 3hr shift, so I’ll be done by 10:30am and then I’m off for a job interview in the afternoon. Got a call yesterday from a recruiter who saw my old Millwright resume on Workopolis (I could have sworn I removed it from there last month, but apparently not) and wanted to hook me up with a local company who are desperate for a Millwright. I would have said no, but the company and the terms are too good not to take a look. I won’t mention names right now, but the job is at a local brewery.

[Gummiente]

Day 13 - In The Truck
Overall a good shift today; I did the air brake checks from memory for the first time and nailed it. Did a perfect pre-trip, uncouple/couple and a few fairly good angle backing tries. Motored off around the Drive Test route with no problems save for one intersection where I totally screwed up the downshifts and almost stalled in the middle of the turn. Had it been the actual test I probably would have failed right there, but in my defence I was a bit distracted today. And yesterday, too.

See, I got a call from a placement agency two days ago, they were looking for a Millwright to fill a position with a local (to me) company. I would have said no, but the offer seemed too good to be true - straight days, Monday to Friday, 10hr shifts at $23.88hr and overtime after 44hrs, working at the old Formosa Brewery which is now owned by the Brick Brewing Company in Kitchener. They were keen to hire, which is why my interview was at 4:30pm today at the corporate HQ in Kitchener. But, having just got back from the interview a few minutes ago, I can say that there was more to the job that did not sit well with me and if they do make a formal offer, I will turn it down.

So it's back to trucking school on Monday. :23_11_60:

[Gummiente]

The wife just went out and checked the mail - my FAST card has arrived!

[Gummiente]

Thanks to my friend Shelly, who drives for Kriska, I was made aware of a trucking job fair in Oshawa today. It was hosted by the Ontario Truck Training Academy at their yard and it was packed full of trucks from the many different carriers who they regularly place graduates with. I went there (on my Harley, because it was such a nice day for a 2.5hr ride) specifically to talk to the Kriska people and I must say that it was well worth the trip. They had a couple of their OTR trainers, a couple of their company drivers and the corporate recruiter (who I finally met in person after many emails and a long phone call prior to this).

I introduced myself to all of them and was surprised to find out that they were expecting me – Shelly had already told them I’d be showing up. They were a great bunch of people and I spent a lot of time talking with all of them and getting the lowdown on the industry from their perspective. Afterwards, I cornered one driver and spent the better part of 40 minutes pestering him with questions. He is the first graduate of their new apprenticeship program, so what he had to say was highly relevant to me. He showed me their trucks and let me crawl all over them, asking incessant questions the whole time. I hopped up into the cab of one of Kriska’s new 2010 International ProStar – what a gorgeous truck! And, much to my surprise, it was a push button automatic. Apparently, they are in the process of replacing their fleet with these new trucks and by the time I hopefully get on board with them, this is what I will most likely be driving.

It was almost an hour before I noticed there was a car wash stand set up across the yard that was staffed by three gorgeous women in bikinis and spike heels, who were very busy tending to the long lineup of perverts in dirty cars. I briefly thought about taking my Harley over there, but the lineup was pretty long and I doubted they’d be willing to soap and scrub me if I stayed on the bike to watch, anyway. So I chatted some more with the drivers and a couple of the students, then had another talk with the recruiter, picked up one of their folders with a job application and headed for home. I figured that two hours of being in their faces was enough for one day.

[Gummiente]

Day 14 – In The Truck
Best day of driving so far! We noticed during the pre-trip that the left low beam wasn’t working on the truck, so after the trailer was uncoupled we bobtailed it across town to Bernard’s Garage to get it replaced. It felt weird to be driving without the trailer, but I managed to shift and brake with no difficulty.

At the garage I wandered over to a tractor with Alberta plates they had sitting in the bay, it caught my eye because of the motorcycle carrier sitting across the frame behind the cab. As I got closer I saw “Private Carrier – Not For Hire” in big letters across the side of the sleeper, so I was even more curious to talk to the owner about it. Turns out he bought the used ’97 Volvo a couple years ago just to tow his 38’ RV trailer. He said it was cheaper and safer than buying a new 1 Ton fifth wheel set up and the extra space on the tractor allowed him to take his Gold Wing along on trips. He was at the garage because he was moving to Ontario and needed a safety check done in order to get the plates issued. I asked him if he still stopped at scales wherever he drives and he said he learned a while ago to pull in even though he doesn’t have to, because sometimes the authorities don’t see the “Private Carrier” sign on the side.

After the headlight was replaced, we motored over to the Home Depot parking lot for a coffee break. Then it was back to the yard to hook up the trailer, and a bit of backing practice. Then Ryan took over and away we went driving around the city and country. We pulled into the Drive Test lot to switch drivers and then I drove around the city and into the country for a tour, and then took it back to the yard. We took a different return route this time, one that had me take the rig down a very, very steep hill in a residential area to a t-junction at the bottom. I aced it, even managing to downshift on the way down without missing a gear or overshooting the stop sign. Back in the yard, we took turns doing more backing practice and then wrapped it up for the day.

During my first driving stint today we had stopped by the office to talk with Jamie, who sets up our weekly schedule. We had found out this morning that the Drive Test people will be on strike for at least another two weeks, so we were concerned about running out of hours before they got back to work. So what’s going to happen now is that we will continue driving for the rest of this week and then wait until the strike is over before finishing the last week of training and doing the AZ test. This will ensure we have 15 more hours in the cab before doing the test, which will give us a much better chance at success.

Also, the one student ahead of us who was supposed to do the 7:30am-10:30am shift this week in the truck is also saving his last few hours for after the strike, Ryan and I will do the 7:30am-3:30pm shift the rest of this week.

[Gummiente]

Day 15 – In The Truck
Got a little cocky on the air brake and pre-trip checks this morning and tried to speed through it, but started to forget important steps so I forced myself to slow down and think before speaking. Not an easy thing for me to do. I did the first stint in the driver’s seat and today Brian took me through a very steep valley on a twisty road just within the city limits. Did very well on it and some other tricky intersections he threw at me, so I was feeling pretty confident when we started the loop around the Drive Test route.

And that’s when I almost blew it big time. There’s a left turn at an intersection at the bottom of a hill, the timing for the traffic lights usually has you arriving when it’s red or just about to change to red. This time, though, we arrived while it was still green and after waiting for oncoming traffic to clear it went yellow. No problem, I continued across and began the turn when I thought the trailer had enough clearance. But there was a small SUV to our left with his bumper parked over the white line and his wheels on the yellow centerline; I saw him there but in my haze of overconfidence it didn’t register in my brain that I had less room than usual. Thankfully, Brian was watching the mirrors as he always does and yelled out to me to -STOP!- before the left rear of the trailer clipped the SUV. Saw it just in time and wheeled the tractor over to the right, clearing the front of the SUV with less than a foot to spare. Of course, I felt like a total idiot after that and was mentally kicking the crap out of myself the rest of the trip. However, the near miss had snapped me back to reality and the rest of the day went without incident. Even pulled off some decent angle backing in between the pylons.

Funny thing I’ve noticed since driving the rig around is that, for the most part, the four wheelers are very much aware of the truck. Several times I have seen them stop well short of the line at an intersection to give me more room to make the turn, they rarely try to floor it across an intersection in front of me when the light goes yellow as I'm about to turn across their path, they don’t cut me off or mess with my half of the lane (although they will cut in front close to a red light as I’m slowing down for it, mucking up my braking zone and downshifting) and they generally just show respect to the sheer size of the truck. I’ve even received a thumbs up from a couple of them after making a successful turn in a crowded intersection.

Contrast that to an average ride on my Harley, where it’s literally a game of life and death as ignorant and inattentive car drivers try to take me out of the gene pool with their antics. I’m now seriously considering hanging a large sign around my neck that says “BIG JEEZUS TRUCK” in the hopes it might trick them into treating me with more respect.

[maan]

Sooner or later, the "for the most part" will bite, big time. Scenarios will come up where something (typically lane changes) happens just as though on a bike, where a car (or other vehicle..) does something ..as though your not even there.

Closest call I had last year some time (maybe 2) was as I was passing a truck (full rig) on the right, who was going slow in the middle lane on the Gardener. I was about a third of the way up alongside him when he suddenly drifted over about a foot into my lane & I had the guardrail on the right.

Slamming on the brakes did the trick but..

Make any mistakes on the road or even do something someone else doesn't like & its not unusual for a car (or truck) to respond (on the road while driving), up to & including confronting you in your cab given a opportunity.

Worse I've had is a car getting in front of me on the 401, hitting his brakes repeatedly until we were down to about 60 clicks & I was about to pull off but then he gave it up & moved on.

A rig also clearly turned into my lane close & quick once also.

You see alota stuff along the way..

Day 15 – In The Truck
Funny thing I’ve noticed since driving the rig around is that, for the most part, the four wheelers are very much aware of the truck. Several times I have seen them stop well short of the line at an intersection to give me more room to make the turn, they rarely try to floor it across an intersection in front of me when the light goes yellow as I'm about to turn across their path, they don’t cut me off or mess with my half of the lane (although they will cut in front close to a red light as I’m slowing down for it, mucking up my braking zone and downshifting) and they generally just show respect to the sheer size of the truck. I’ve even received a thumbs up from a couple of them after making a successful turn in a crowded intersection.

[Gummiente]

Scenarios will come up where something (typically lane changes) happens just as though on a bike, where a car ( or other vehicle..) does something ..as though your not even there.
And that's what worries me about driving an 80,000lb 18-wheeler. I don't want to make the headlines as another trucker who died because he took evasive action to avoid creaming an ignorant four wheeler.

I'm learning more and more each day (especially after a close call like today) that you cannot let your concentration lapse for even a moment, because that's when the length and weight of a rig will complicate the situation that suddenly appears in front of you.

I don't know if I've mentioned this before in my blog, but I have one hell of a lot more respect for professional truck drivers since I started this course. I just hope I'll be up to the challenge of becoming a million-miler and beyond.

[maan]

I'm learning more and more each day (especially after a close call like today) that you cannot let your concentration lapse for even a moment, because that's when the length and weight of a rig will complicate the situation that suddenly appears in front of you.

I don't know if I've mentioned this before in my blog, but I have one hell of a lot more respect for professional truck drivers since I started this course. I just hope I'll be up to the challenge of becoming a million-miler and beyond.

Wouldn't surprise me that trucking has one of the highest turnover rates of any jobs out there & in case you didn't know (..cos I didn't until I signed up here), it is right up there as one of the most stressful (http://www.google.ca/search?hl=en&client=firefox-a&rls=com.ubuntu%3Aen-US%3Aunofficial&q=dangers+of+truck+driving+stress&btnG=Search&meta=) & dangerous (http://www.google.ca/search?hl=en&client=firefox-a&rls=com.ubuntu%3Aen-US%3Aunofficial&q=dangers+of+truck+driving+&btnG=Search&meta=).

[bikerboy]

i would much rather drive through any city traffic in a tractor trailer before a 4 wheeler, its just easier, i find.

and tight city turns are just a nice challenge for me. i remember a couple times coming around right turns where i had done them hundreds of times before and knew how much room i needed, i would swing out way wide onto other side of the road in front of stopped traffic, and then cut it hard back right, i knew i had lots of room, but sometimes 4 wheelers would get in a panic and start reversing quick thinking i was gonna hit them,lol

the biggest thing i hate about tight intersections is morons who stop way past the white line at a red light, hello! if you are past the white line when the light changes to yellow, get the h*ll going and complete yourt left turn, but no, idiots always just sit there, and then when a truck needs to make a right turn, they are completly in the way for the truck to turn.
if you are past the white line, you are not supposed to stay there when the light turns yellow and red, i wish more 4 wheelers would learn that.

[Gummiente]

Day 16 – In The Truck
Aced the air brake, pre-trip and couple/uncouple – the first time I got all three without missing a step or screwing up a sequence. Pulled off a perfect 90 degree backing, then everything went in the crapper for the next four backing attempts. Not sure what happened, but I lost the groove and had to pull ahead once or twice for each attempt. Ryan had similar issues with his attempts, too.

Today was “mountain driving day”. There’s a couple of steep roads leading into and out of Beaver Valley (yes, seriously, that’s the name) that are used by the school to simulate mountain driving conditions and I was first up to challenge it. I’ve been down this route many a time on my motorcycles and knew that Grey Rd 31 leading up out of the valley is a 3rd gear hill for two wheelers. So I figured the rig would have issues going up because of the steep angle and several sharp corners along the way. Somehow during the 50km trip from the yard to the hill I managed to get all worked up and psyched myself out before we got there, royally messing up the downshift at the approach to the turnoff leading up the valley. Actually had to stop, put it in 3rd and then make the turn. That did nothing to calm my nerves.

Surprisingly, though, the trip up went off without a hitch. And today I learned that an empty rig powered by a 350HP Cummins diesel can shoulder up the side of a valley in 6th gear without even breaking into a sweat. I got all worked up for nothing. Of course, by the time I got to the top I was already beating myself up and managed to royally screw up the downshift to the stop sign at the t-junction. Brian got me calmed down again and the rest of the 2hr driving shift was problem free. Even managed several downshifts to stop signs and red lights without missing any gears.

By the time we pulled over to change drivers I was feeling much better about my driving. Ryan took over and had a good shift, although for some reason Brian didn’t direct us back through the valley again but rather had Ryan give us a tour of some new countryside. We gawped at all the fall colours starting to show in the trees and wound our way back to the yard to wrap it up a little after 2pm.

Tomorrow is a short day, only 6 hours long, and then that’s it for training until whenever the Drive Test people go back to work.

[Gummiente]

It all came together today... no problems on the air brake, pre-trip, uncouple and couple and the angle backing. Not only that, but I did a perfect loop of the Drive Test route without grinding any gears or taking the wrong line with the trailer on any turns. Too friggin' bad this is my last day of training until Drive Test goes back to work. I have one full week of driving left in reserve, so I'll be able to do the test without any problems.

And now the wait begins...

[maan]

And that's what worries me about driving an 80,000lb 18-wheeler. I don't want to make the headlines as another trucker who died because he took evasive action to avoid creaming an ignorant four wheeler.

I'm learning more and more each day (especially after a close call like today) that you cannot let your concentration lapse for even a moment, because that's when the length and weight of a rig will complicate the situation that suddenly appears in front of you. Here's (http://www.newbiedriver.com/articles/JobDescription.htm) the deal..

8 Patience...A driver spends an unbelievable amount of time waiting on others. This may be at a dock or sitting in a traffic jam. Patience is an absolute prerequisite. Other vehicles will do obnoxious, irritating and dangerous things around you all day, every day. You get "cut off" numerous times every single driving day. People constantly pull directly out in front of big trucks, with no thought for their safety -- or yours. Many drive selfishly - others drive foolishly - and others have no idea that they are causing a problem. It doesn't matter, really, because the important thing is that you must learn to deal with these things on a daily basis and not to become angry every time because in the end, it only distracts from the job you need to be able to do. A truck driver is not immune to road rage - but he or she must learn how to deal with and control him/herself when dealing with other motorists.
I don't know if I've mentioned this before in my blog, but I have one hell of a lot more respect for professional truck drivers since I started this course. I just hope I'll be up to the challenge of becoming a million-miler and beyond.

[Mercenary]

I wouldn't beat yourself up about backing up either. It takes as long as it takes. Getting out of the truck lots to check the sight lines doesn't hurt.

[Gummiente]

Well, it's been over a month since Drive Test went on strike and a week since my training was suspended because of it. It still hasn't made headline news and I've had to Google the topic to get whatever news I can find about the strike courtesy of regional newspapers. The most recent article I can find is dated yesterday from the Canadian Gazette Online and basically says the same thing that every other article has since the talks broke off... there has been no movement from either side to get the ball rolling again.

In the mean time, my meagre EI benefits aren't doing much other than barely keeping the creditors at bay, so I have been looking for jobs as a Millwright once again. I really, really, really don't want to go back to that scene again as I still have my heart set on driving a big rig. But even the opportunities for skilled trades seemed to have all but vanished from my area of Ontario, the nearest jobs I can find are all a minimum of 1.5hrs away. I am not eager to do that kind of commuting distance on a daily basis, especially on a rotating shift schedule and during the winter months and we are not moving from this area just to chase an employment opportunity.

So, what's a guy to do? I keep scanning the job ads every day, hoping to find something, anything, that will tide me over until Drive Test gets back to work and I can complete my training to get my AZ. Just like the hundreds of other AZ students trapped in the same situation.

It's frustraing as hell.

[maan]

I'd consider taking the job I don't like but with a steady paycheck, as a means to an end & do the trucking local on the side.

City local time is the real deal nitty gritty stuff & carries way more weight than point to point highway cruising.

Otherwise, you will be putting all your cards on the table, with a bottom of the barrel fresh licence, in an industry where insurance requirements alone to most legit carriers are a minimum of 1 or 2 years experience.

Add the that the current economy.

The odds are not good..to say the least. Even if getting started, the odds of decent hrs, work/pay are not good.

Then again ..where there's a will, there's a way.

[Gummiente]

Slowly going bugnuts here. No sign of an end to the strike in sight and I have the White Line Fever real bad now. I just want to get my training finished, pass my AZ test and launch my job search... the wait is killing me.

[ralph]

Who's your Provincial member of Parliament? Have you been on his/her *** about this? When the Province "shifted" this work to the private sector one of their promises is that residents of Ontario wouldn't be held hostage by a strike as they would change service provider!

When's the change coming Dalton?

Seriously...you have time to fire up your google machine and e-mail daily each ane EVERY LIBERAL member of Provincial Parliament as they are the majority. Call their offices, hound their assistances, make sure they know your name!

[Gummiente]

Ralph, having worked for the government in a previous life I would much rather pee into the wind - it would accomplish a lot more. I'm just not one to get involved politically with anything.

[ralph]

. I'm just not one to get involved politically with anything.

I don't believe that contacting a Member of Parliament (either federal or Provincial) is getting involved politically, rather it is speaking your opinion/mind. Those people are elected by the tax payers and can be un-elected/put out of work by the same.

[Nemesis]

any new info?

I'm guessing they are still on strike? Are they back to the table yet?

[Gummiente]

Nemesis, this article was just posted an hour ago on The Windsor Star website: Talks expected to resume soon (http://www.windsorstar.com/business/Talks+resume+DriveTest+strike/2106545/story.html)

[bikerboy]

just got my licence renewal in the mail, licence expires in just over 2 months, but i called anyway to ask how long it will be extended if, they are still on strike when my current licence expires, and they didn't have any idea!

i need to do three written tests at drivetest centre to renew it.
and then go the other vehicle and driver licencing centre with the complete tests to actually get it renewed! how dumb is that, i have to go to two different offices to renew it?

so i hope these idiots get back to work soon, they are a private company, why not just cancel drivetests contract and hire a new private company with non union employeees to take over testing?

[ralph]

so i hope these idiots get back to work soon, they are a private company, why not just cancel drivetests contract and hire a new private company with non union employeees to take over testing?

What has hiring a non-union company have to do with it. They could hire a non-union company today, the employees could unionize tomorrow.
The Province commited to the taxpayers of Ontario that services would NOT be interupted with the privatization...what would you call this Premier McGuinty?

[SpiritRoad]

The Province commited to the taxpayers of Ontario that services would NOT be interupted with the privatization...what would you call this Premier McGuinty?

Driver testing was privatized in 2003 by the Harris/Eves regime. I don't know how easy it would be for the current government to cancel the contract, logistically and financially speaking.

Dave

[ralph]

When a "contract" isn't fulfilled it's easy to terminate it. Thanks for the history lesson!

[bikerboy]

cancel it and open it up for new tenders for new companys to take over.
this is totally unacceptable letting this go on so long.

[Gummiente]

Just phoned my Transport Training Centres rep to touch base and see if she's heard any rumours. The strike is in its 9th week and there are still no plans for the two sides to get together.

I may have to go back to Millwrighting if nothing happens by December, otherwise my EI will have run out.

[buzzy]

Driver testing was privatized in 2003 by the Harris/Eves regime. I don't know how easy it would be for the current government to cancel the contract, logistically and financially speaking.

Dave

Drive Test Centres are part of the United Steel Workers. Last week the province submitted a proposal that was acceptable to most of the employees.

USW rejected it! Never even submitted it for a vote!

We don't need to go looking for Bin Laden. We have our own terrorist organizations here..USW,UAW, and CUPE

[Gummiente]

Still waiting for an end to the strike. Latest word as of yesterday is that the union is telling the striking workers to reject the latest offer from the company, which supposedly will be put to a vote soon. What little info is available on the news feeds about the strike status isn't very helpful and pretty vague. It's like this whole saga is being purposely ignored by all the media for some unknown reason.

In the mean time, I've started looking at jobs in the Millwright field again as well as in other career fields. At this point I'm almost willing to take anything that pays more than what my EI benefits provide, but pickings are slim all over. I'm on several job search sites and check them all at least once a day, there's all kinds of minimum wage jobs but none that I would qualify for. I mean, really, what are the chances someone would be willing to hire a potbellied ex-Army biker with an attitude as their newest Sales Associate anyway? My next step will be to contact a placement agency and see what they can dig up. I hate being unemployed and I dread having to go back to being a Millwright and it seems that with every day that goes by my dream of driving a big rig floats further from my grasp.

Got an email out of the blue from the recruiter at Kriska yesterday, asking if I was still being held up by the strike and if I had any more training time left over on my AZ course. While I know she probably doesn't have an immediate openning for me and was just doing a follow up check on my situation, I was pleased that she remembered me. Sent her a reply to let her know I have one full week of in-cab training left and that once I get my licence I will be pestering her for a job

My EI benefits run for a few more months, but the payment protection plans on most of my debts expire in December. That means the daily phone calls and letters from creditors will start soon... been there, done that, HATE being made to feel like a loser.

The only bright spot since I was laid off back in June has been my lovely, tolerant wife. She has been amazingly supportive through all of this and is trying hard to keep my ego intact and stop me from sliding into depression with a bottle in my hand... I shudder to think of where I'd be right now were it not for her. Her generous salary has been stretched very thin as we try to keep up with the mortgage, utilities, food and vehicle fuel costs, but there's not much left over at the end of the month and the gaps between paydays seem to be getting longer now. We're okay for a few more months, but after that... things are going to get brutal.

Last night I broke open my piggy banks and rolled all the change... netted me $78 that I'll take to the bank on Monday and trade for some bills. In the mean time, I've saved enough in my bank account to allow the wife and I to gas up the bikes and go for a ride today and again tomorrow. And on Monday the Drive Test strike will be into its 12th week.

[bikerboy]

thats does suck, that you can't find a job.

but theres gotta be some kind of job around durham, places like farms or equipment dealers, truck repair shops. if you know much about equipment or farming, you should be able to find something.

just an idea to try, dairy farmers are usually looking for a relief milker, or part or full time milkers, try to find a big dairy farm and go and talk to the farmer and see if he needs any help, its also harvest season and farmers need help combining and hauling grain with tractors and grain elevators usually need help too.

just some ideas for, you, those are places i would try if i needed a non truck driving job.

[Gummiente]

Thanks, BB, I appreciate you trying to help. But, dude, I'm 47 years old... my body doesn't handle the intense physical labour stuff too well anymore. :classic: And despite having grown up in Saskatchewan, I know nothing about farm equipment. At this point in my life, I'm seeking employment that is less physical and more cerebral.

[Mercenary]

I'm with you Gummie!!!

[SpiritRoad]

<SNIP>
Got an email out of the blue from the recruiter at Kriska yesterday, asking if I was still being held up by the strike and if I had any more training time left over on my AZ course. While I know she probably doesn't have an immediate openning for me and was just doing a follow up check on my situation, I was pleased that she remembered me. Sent her a reply to let her know I have one full week of in-cab training left and that once I get my licence I will be pestering her for a job<SNIP>

To paraphrase a phormer philandering U.S. president "I feel your pain, but in a different place". More frustration than pain. I passed my AZ a month ago and immediately fired off a salvo of applications, all local. The response was underwhelming.

5 days after I passed my test I got mail reminding me that I had opted for elective shoulder surgery (rotator cuff). It's kind of a nuisance thing, I can still lift 23 kg, drive a truck etc. The surgery was sheduled for Nov.3 , so I fired off a few more applications and followed up on some others, again no joy.

So I backed off of the job search and prepped for the operation. I spent 2 hours going in for a 10 minute appointment, then another 3 hours to submit various test fluids and xrays. I went in for surgery 2 hours early as scheduled, my sister took a day off to drive me in and pick me up. I sat there in my gown for an hour and a half, at which point I was informed the day surgery was cancelled due to an emergency.:duh1:

No doubt as it was a hospital emergency it was a real EMERGENCY but I was a bit frustrated anyway. I had figured once the surgery was done I would expand my job search area and renew my efforts.

One company I had on my list was Kriska. The recruiter gave an excellent presentation at the college and I was impressed. After I got home from the hospital last Tuesday I fired off an application. To my suprise I got a return call Wednesday morning!

She asked why I was interested in Kriska, why I thought I would be a good driver, why I wanted to switch careers, etc. It seemed to go well, she mentioned there may be opportunities in the near future. She was out of the office and I'm pretty sure she said she would call back the next day when she was in the office.

I never did get a call back so I called in the afternoon and left a phone message just in case the ball was in my court. That was Thursday. I called again today after reading your post and left another message. I guess I'll leave it at that for now. She probably has 50 other applicants to sort through. Maybe she took another look at my resume and thought "nah". Maybe no news is no news, maybe no news is no good news.:asking:

Time will tell. The search continues for now.

Dave

[Gummiente]

And they just announced that the Drive Test workers rejected the latest offer from the company by a 78% margin.

Why am I not surprised.

Back to the waiting game.

[SpiritRoad]

Looks like there might be an opportunity to get tested if you don't mind crossing picket lines.

http://www.thespec.com/News/CanadaWorld/article/671414

Dave

[bikerboy]

sounds like good news, those picketers obviously don't care about the general pbulic, so i would go cross the picket line in a second, if i needed a roadtest.

[Mercenary]

Now hang on here. What if the shoe were on the other foot and it was you that was on strike? You certainly wouldn't want people crossing your picket line now would you?

I feel for the guys and gals who can't get their class 1 license right now due to this strike but there is always two sides to every story.

Why do you think that compensation and working conditions are the way they are in the trucking industry nowadays? It is because we, the drivers, refuse to stand up to the employers cutting the rates.

Its a ****ty situation that is only going to get exacerbated by people crossing the lines.

[Gummiente]

Finally, after 12 weeks of waiting, my quest for AZ took a step forward today. After receiving word that the Kitchener Drive Test Centre (and five others across the province) were open with limited services, including written AZ testing, I headed down there this morning. After freezing my arse off for 2.5hr with about 80 other people in the lineup outside - partly caused by the shortage of staff and partly by the antics of the striking workers who showed up there - I made it inside the warmth of the building and wrote my tests. Passed the "A", "Z" and "C" with flying colours, so now I can continue the last week of in-cab training and do my road test. Left a message with the training school that I am now available for scheduling, so hopefully I could be back in the job market within a few weeks!

[Mercenary]

Well that is some good news Gummie. Its too bad that it came down to crossing a picket line to do it but I guess you have to do what you have to do.

Best of luck on the road test:Trucker:

[bikerboy]

did you make a roadtest appointment??
you better get on that quick, since who knows how long the wait will be to get a roadtest

[Gummiente]

did you make a roadtest appointment??
you better get on that quick, since who knows how long the wait will be to get a roadtest
The school I'm taking my course at is taking care of this... I have one more week of in-cab training and then the road test, they are handling all the arrangements.

[bikerboy]

hopefully your school can get a test quick, will they let you do the roadtest in kw?

[Gummiente]

hopefully your school can get a test quick, will they let you do the roadtest in kw?
Not sure where or when it will be, but I'm hoping to be licenced within a few weeks. The school has to run through a backlog of about 10-12 students in the courses ahead of me who are waiting for their road test first.

[Gummiente]

Its too bad that it came down to crossing a picket line to do it but I guess you have to do what you have to do.Merc, what little respect I had for the union worker's plight completely evaporated while standing in the lineup waiting to get in to the building this morning. Their attitude and actions did not bring any sympathy to their cause, not only were the striking workers trying to incite us to disobey the security guard's orders, they were also actively trying to get into shouting matches with us. A few people took the bait and things got pretty heated, one security guard ended up getting shoved around BY THE STRIKERS while trying to keep the peace. While in the lineup, I spent some time talking with an O/O in front of me who was there to renew his licence - 40 years as a trucker and 26 years as a Union Executive and he had absolutely no sympathy at all for them.

When I emerged from the building after writing the tests, the police were there and in the process of removing the protesters from the premises. They had ignored the rules of conduct as laid out by the agreement with regards to conduct on the picket line and were told to move out of the parking lot and onto the sidewalk beside the street.

[Mercenary]

No doubt this is a touchy subject on both sides and I am by no means a hard core union advocate. However they likely see you by crossing the picket line as attempting to thwart their job action. They see you as an adversary trying to undermine their jobs.

I have no idea as to what they are on strike for. Be it wages or working conditions. However THEY think that the strike is justified and you undermined their efforts in reaching an amicable settlement with their employer.

Maybe, and I am just spit-balling here, but just maybe their strike is about working conditions or they are grossly underfunded in the wage department. These are problems that we, as truckers, can identify with. Many folks here have worked for companies that pressured them into bending the rules and worked them for peanuts. Its too bad that they (read: US) don't have a union behind them to fight for what is right.

Gummie, I am not flacking you over your decision to cross the line. You did what you had to do.

[Gummiente]

Gummie, I am not flacking you over your decision to cross the line.
No worries, I didn't think that you were.

FYI, the main point of the strike action revolves around the issue of job security. Personally, I find it hard to empathise with them over that concept.

[Gummiente]

Just got word from the school, I'm back in the truck all next week and should be doing my road test early in the following week.

[Gummiente]

Back in the cab - last week of training
Well, after 11 weeks of being sidelined it was great to finally get back in the truck today. Had the same truck and the same instructor, so after catching up on the latest news I started off with the Air Brake Checks and the Pre-Trip Inspection. Didn't do too bad, but missed a couple of steps and had to be reminded of the sequence a couple times. No problems on the couple/uncouple, but because the lot was busy by then with three student trucks already we decided to skip the backing up practice until the end of the session.

So we headed out onto the streets, taking a quick route out of the city at my request - I didn't want to just launch right back into city driving until I'd had a chance to get reacquainted with the truck again. Good plan, as it turned out, because I mucked up the downshifts on the first couple of stop signs. Made it out of town without stripping too many teeth off the gears and then finally started to relax once we were clear of traffic. And it all started to come back to me... the shifts got better, the braking was smoother and the turns at intersections improved. I think I actually impressed Brian, the instructor, because he mentioned that I was doing very well considering I'd been out of the cab for so long. Only had one shifting incident after that and it was due to a distraction - at one right hand turn on an intersection, a pickup truck had stopped well back of the line to allow me enough room to swing around the turn; as I cleared the front end and straightened out, the pretty young blonde in the driver's seat smiled and waved at me. And I messed up every upshift all the way to 10th, with Brian snickering away the whole time.

When we got back to the city my confidence had returned and we did a bit of the new road test route. There's a couple of brutal intersection turns on it now, including one to the right that is so sharp you can't see if there's traffic approaching from the right. Brian said the Drive Test guy would not act as a lookout at this intersection for the batch of students who were tested last week, so he told me how to advance forward far enough and then angle the cab so that I could just see the road to the right enough to spot any vehicles coming my way. Very difficult turn to make, but I did it with no problems. We then went back to the compound where I practised backing for a while and then it was time for the next student to take over.

As I was getting ready to leave, I asked Brian if they'd fixed the brakes on the fully loaded trailer yet. He said yes, it was good to go and then asked if I wanted to take it out tomorrow. I said Wednesday would be better, as it would allow me another day of getting used to the shifting and braking again.

So, overall it was not too for my first day back, not too at all. Should be more than ready in time for my road test, which is expected to happen early next week.

[Mercenary]

I had some nasty turns on my road test route as well. Practice makes perfect ;)

I haven't turned a wheel in 7 months now. I'll probably screw up every shift for a bit :)

[bikerboy]

its good to have hard turns on the test, since you will find them when you are out driving around, and need to know what to do.

[Gummiente]

Today's session went better than yesterday, except for the parking on a hill portion. Managed to park it with no problems, but had one hell of a time upshifting after pulling away - could not get it into the next gear without a lot of grinding. Did the drive test route twice and the second hill parking attempt wasn't much better than the first, so tomorrow we'll spend a bit of time on that. However, my plan is to haul the full load trailer around so I doubt my hill technique will improve. We'll just have to see how it goes.

Otherwise, I probably would have passed the road test if it had been today. The Pre-Trip, Air Brake, Couple/Uncouple, Backing and the driving was better. I had forced myself to take things slower and it allowed me to do better shifting and braking, as well as make cleaner turns at intersections. Actually felt pretty good by the end - except for that whole hill parking thing.

I'm back in the truck tomorrow at 7:30am once again.

[SpiritRoad]

Today's session went better than yesterday, except for the parking on a hill portion. Managed to park it with no problems, but had one hell of a time upshifting after pulling away - could not get it into the next gear without a lot of grinding. Did the drive test route twice and the second hill parking attempt wasn't much better than the first, so tomorrow we'll spend a bit of time on that. However, my plan is to haul the full load trailer around so I doubt my hill technique will improve. We'll just have to see how it goes.

<SNIP>.

Just curious, were you trained to use the "clutchless" (speed shift) upshift when pulling away on uphills ?

Dave

[Gummiente]

Just curious, were you trained to use the "clutchless" (speed shift) upshift when pulling away on uphills ?
No training at all on this, other than what we'd read in the book back in the classroom sessions. We were told right from the start that clutchless shifts were a no-no under any circumstance, so I didn't even bother to try.

Basically, I pulled to the right halfway up the hill, stopped where Brian told me to, applied the park brakes, cranked the wheel to the left and placed the shifter in low gear. Then he told me to pull away when I was ready, so I tried it in low gear the first time around - couldn't get the shifts off fast enough before the truck would stop moving. Second time around I tried starting off in 3rd, managed to upshift to 5th but it was difficult with lots of grinding noises.

Brian wasn't sure what I was doing wrong, he thought I might have been pushing the clutch all the way down to the floor. First time around I tried shifting at 1500 RPM, second time at 1,000 RPM. I know my technique is wrong, I'm just not sure what I'm doing wrong yet.

[Mercenary]

Gummie: I always used a bit more RPM when shifting going up hills, keeping it in each gear as long as possible. Don't try to wring the crap out of it but stay in it for a bit longer.

When you get out on the road you'll find out just what that clutch is for. It certainly ain't for shifting every gear:explain:

[SpiritRoad]

No training at all on this, other than what we'd read in the book back in the classroom sessions. We were told right from the start that clutchless shifts were a no-no under any circumstance, so I didn't even bother to try.

<SNIP>

Interesting. We were trained on clutchless upshifts specifically for shifting uphill through the lower gears from a stop and spent a morning practicing and perfecting it. It might depend on the truck/load but in our trucks (IH9200, EF 10 speed, 27500 lb. load) on an uphill start gravity would always scrub off too much road speed in the lower gears even with a perfect double clutch.

I think Mercenary's advise is probably your best bet in your circumstance.

Dave

[bikerboy]

you won't be able to take off in third with a loaded trailer, and the heavier your load, and steeper the hill, the faster you have to shift, you gotta be real quick on the clutch and run the rpms fairly high at least 1600 i would say, then make your shift quick, before your roadspeed drops too much.

its all in the timing of your shift, on a uphill your road speed drops alot quicker then it does on level ground, so you gotta shift quicker.

when going downhill your roadspeed increases faster, so you can sometime skip gears, when pulling away from a light going downhill, say you miss the shift, don't even try for that gear again, try for a gear one or two higher, because your road speed had increased that much, that you need to skip a gear or two, or else if you do get into the gear you wanted, your rpms will be really high!

eventually it becomes natural and you don't think about shifting or even watch the tach, you just do it.

[Gummiente]

Thanks for the advice and input, boys.

BB, I kinda figured 3rd gear wouldn't be a good idea for tomorrow's excursion. I think I'm just going to take a fun day and learn what it's like to drive with a full load and just forget about the road test for once. I'll save my last day (Thursday) for another run around the test route with an empty trailer and then spend the rest of the time practicing hill starts.

[Gummiente]

Well, today was certainly educational - had my first taste of hauling a loaded trailer around and actually rather enjoyed it. First thing I did was uncouple from the regular trailer and then hop over to the loaded one (37,000lb of cement blocks) and couple to it. Then did the Air Brake checks... the spring chambers and linkages were on the front side of each axle on this trailer, so I had to crawl on my back underneath to do the mark & measure. Made a mental note to invest in a pair of coveralls before I get a job, and then carried on with the Pre-Trip.

Brian surprised me with a couple of questions at the end of the inspections; he wanted to know what length this trailer was and where the documents for it were located. Hmmm... good questions. I wandered all around it reading every data plate, but there was no info about its length written anywhere. At this point, Brian told me we could get a rough estimate by pacing out the length but we could also check the documents. Ah – the document tube, I had forgotten about that on the Pre-Trip. On the regular trailer the documents are located in a tube recessed into the front left corner, but on this one they are kept in a stash tube bolted onto the left side of the landing gear frame. 48ft, if anyone is curious.

Once we got that all sorted out it was time for a drive. I immediately felt the difference when first pulling away; even in 2nd I could feel the extra weight. Brian had agreed to take me on a quick route out of town and then into the country where I could have a bit of time getting used to the weight before mixing it up with city traffic. At a 4-way stop, I attempted a left turn and figured I’d slip the clutch a bit to ease the strain on the tractor when pulling away. But as we went bouncing across the intersection I realised that the truck wasn’t going to put up with this kinda crap, so I pushed the clutch in until we settled down, then eased it out and off we went – much smoother this time. Heading up a long hill on the highway heading out of the city, I had my first lesson on downshifting with a load on steep hills. Didn’t go too well at first, as I had let the truck slow down too much before dropping out of 10th, but by the time I figured out what was going on my road speed was down to 30kmh. So I put the lever in 6th and put the 4-way flashers on at Brian’s calm suggestion – really, this guy does not get rattled easily – and began to build up speed again. Even managed a few upshifts (wound up the rpm’s to about 1700, thanks to Merc and BB’s advice yesterday) before we crested the hill and began the downshifts for the next intersection.

And other than a couple of buggered up shifts because I forgot to flick the plunger when going from 6th to 5th, the rest of the trip went pretty darn good. I actually found the rig to be a lot easier to control with the extra weight and my shifting and braking became even better as we went along. We got back into the city and did a couple loops around a block with difficult intersection turns – pulled it off without a hitch - and then headed back to the compound. Backed the trailer in, nailed the uncouple, nailed the couple back onto the regular trailer and then shut it down.

Only a 2hr session tomorrow and then... well, hopefully the road test next week. Still haven’t received word on that.

[Mercenary]

I always found it easier to run with a load on (hehehe)

Seriously though, things went smoother and shifting was a breeze.

[bikerboy]

in the real world not many people actually crawl under a trailer and measure brakes,every day, its just about unreasonable some days, like in the dark in the rain or snow in a muddy parking lot, does the MTO actually believe anyone is going to crawl under and measure brake stroke?
and with certain trailers such as a car hauler trailer, you can't even measure brake stroke without unloading some cars.

there needs to be a better system that does not require crawling in mud, and things would be safer.

[Gummiente]

does the MTO actually believe anyone is going to crawl under and measure brake stroke?
From what I've read and been told, "out of adjustment brakes" is the biggest reason trucks are pulled off the road during inspections. My guess is if the MTO wants to inspect them, they're gonna inspect them. Best I can hope for is that whatever company hires me has the visual brake stroke indicators on their trucks, otherwise I'm going to be getting down and dirty on every Pre-Trip.

[bikerboy]

the next problem is, what to do if you find a brake out of adjustment, and tell a mechanic, or boss, and they say run it anyway.
or they say drive it or go home, since there is nothing else to drive, and we don;t have time to fix it now.
what do you do? refuse and go home and be disliked by bosses or dispatch and loose out on alot of future oppurtunitys?

or another situation, you show up at 5 am to work and find a problem with your truck, and are supposed to be on a jobsite at 7 am, but mecanics don't show up until 7? do you wait around until 7, possibly unpaid, and knowing the boss and customers will be upset you are late for work?

these are realitys of what sort of things happen, and you need to decide what to do.

sometimes its a very hard choice. you have to decide what is really a major safety issue, there are some things i know are completely dangerous and CAN NOT be driven, and then there are some things the law says are dangerous, but in reality are not that dangerous.

a loose wheel or wheel bearing with no oil, or no brake lights or no lights at all after dark CAN NOT be driven, but things such as a minor air leak or one brake out of adjustment are not that bad.

[Gummiente]

the next problem is, what to do if you find a brake out of adjustment, and tell a mechanic, or boss, and they say run it anyway.
Is this a trick question? Because I would be handing in the truck keys and cleaning out my locker, right after I photocopy my Pre-Trip Inspection sheet. There are other jobs with other carriers who respect the laws, rules and regulations of the road.

My licence, my CVOR, my conscience - my decision.

[bikerboy]

ok just be prepared for that, because it will likely happen to you someday, and be prepared for it.

i remember a common saying from many mechanics " it will be alright,keep an eye on it" is their favorite thing to say.

[Gummiente]

ok just be prepared for that, because it will likely happen to you someday, and be prepared for it.
I have no doubt that it will happen in some form or another some day. But I've locked horns with supervisors many times during my tenure as a Millwright over safety and legal issues; I may not have been popular but I always knew when to stand my ground. And when it involves something that can come back on me in the form of a black mark on my record, I don't pull any punches. Cross the "t"'s, dot the "i"s and fill out all the paperwork to make sure your butt is covered.

[Mercenary]

But I've locked horns with supervisors many times during my tenure as a Millwright over safety and legal issues; I may not have been popular but I always knew when to stand my ground. And when it involves something that can come back on me in the form of a black mark on my record, I don't pull any punches. Cross the "t"'s, dot the "i"s and fill out all the paperwork to make sure your butt is covered.

AMEN Gummie. Preach it brotha'

BB has a point though. Companies these days push their drivers to make them money. Mechanics are the worst though. They think drivers are puddings who don't know wrenches from wenches. Unfortunately life gets in the way sometimes and when that mortgage payment is due you might consider driving that truck.

There were a few times I wanted to tell the Sanjel guys to stick it where the sun don't shine. The mechanics thought their sewage didn't stink and I didn't know anything because I was just a 'dumb hick driver'.

[stefan79]

From what I've read and been told, "out of adjustment brakes" is the biggest reason trucks are pulled off the road during inspections. My guess is if the MTO wants to inspect them, they're gonna inspect them. Best I can hope for is that whatever company hires me has the visual brake stroke indicators on their trucks, otherwise I'm going to be getting down and dirty on every Pre-Trip.

Hi Gummiente

I'm already done with driving school, just have to finisch my roadtest someday.
They told us and we did it in every pretrip, to check the brakes just by the 90 degree rule. The pushrod und slagadjuster should be in a 90 degree angle when parking/ spring brakes are applayed. If it is less than 90 degree the brakes are out of adjustment, if it is more you' ll be fine. The mechanics are suposed to adjust it that way, it is kind of of a rule for them. So, what I mean is, that you can tell on your pretrip, just by one look on your pushrod and slagadjuster if your good or not, that makes it really easy und pretty fast. All students before me did that on their roadtest and past, so that can't be that wrong. By the way I'm goinig to the Ontario Truck Driving School out of London-Ontario.

Good luck for your roadtest.

Stefan

[Gummiente]

They told us and we did it in every pretrip, to check the brakes just by the 90 degree rule.
In that case, you might want to refer to the Air Brake manual... that practice has been proven to be notoriously inaccurate! in fact, one of the questions on my AZ written test was about checking air brake adjustment and the only correct answer was "mark & measure".

Excerpt from the Air Brake handbook for Manitoba...

Myth #2:

With the brakes applied, a 90-degree angle
between the centre of the slack adjuster arm and the
chamber pushrod is a good indication that the brake
is in correct adjustment.
Fact #2:
The 90-degree angle is more dependent
on the length of the chamber pushrod than on
brake adjustment. Also, to prevent interference

between the slack adjuster and suspension parts,
some manufacturers will vary the angle up to plus
or minus 10 degrees.



http://www.mpi.mb.ca/PDFs/DVL_PDFs/AirBrakeManual/ABM_Section8.pdf
http://www.highwaystarmagazine.com/yourjobfeature.cfm?ID=251

[Gummiente]

Last day of training!
It was drizzling pretty heavily when I arrived at the compound this morning, not the best conditions to be training in but sure as heck it's a common occurrence in the real world. I hadn’t slept very well for some reason last night (might have been the cat puking its guts out at 2am and/or the restless dog pacing around the hardwood floors at 3am) and was also tired and sore from all the “honey-do” list activities after yesterday's training session. So I wasn’t exactly in top form as we started the session and it became apparent as soon as I launched into the Air Brake Checks. I messed up the first three steps of the sequence, partly because I was tired and partly because I had to couple the tractor back onto our trailer, as it had been parked in the wrong spot at the end of yesterday, which changed the usual routine. Nailed the couple, though, so I must have been overconfident when I started the inspections. Brian gave me a few subtle hints until I realised what I had forgotten and then things got better from there. He took pity on me and had me do the mark & measure on the right front service brake so I didn’t have to go crawling under the trailer over all the wet pavement.

Then we headed out onto the new road test route and another attempt at parking on a hill. Did much better this time, both with parking the rig and moving off from the stop. I took the advice of my helpful friends on this forum and let the RPM’s and road speed wind up a bit before attempting the 3rd to 4th shift. And damned if it didn’t work! A bit grindy, but it worked. The second time around the test loop I let the revs build up to the governor limit (about 1,800) and tried again, with even better results. I think I might be okay now to do this on this actual road test and pull it off. As we motored on around the rest of the loop Brian said something that really made my day and gave a much needed boost to my confidence; he told me that I was one of the few students he’d seen in a long time that was so keen on getting the AZ licence. He told me he had no doubt that I was committed to doing this and it showed in my actions and attitude. I really want to succeed at this and apparently that is an unusual quality to have in a student.

The rest of the driving was uneventful save for the return trip on the second loop; I was slowing and downshifting in preparation for a tight 90-degree left at the top of a steep hill (the same hill we came up and did the parking on, actually) when suddenly one of our other training rigs came flying around from the other direction – totally unexpected because all the houses blocked the view of that street. We had no way of knowing what was around the corner, which was exactly why I was slowing down at the approach of it. I nailed the brakes so as to give him enough room to swing around the corner and once he rocketed past I attempted to continue the downshifting. But I had forgotten what gear I was in before this all happened (that friggin’ Hi/Lo range select switch bit me in the arse again) and I barely managed to get it into 4th and settled down before we made the turn. I was not happy with myself. But the remainder of the session went well and I even nailed the 90-degree driver’s side backing attempt on the first try as we parked the rig. Then we did the log book and paperwork and it was all over.

Now there’s nothing left to do but wait for word on when my road test will be scheduled. By my count, I still have 3hrs of training left which Brian said they are holding that in reserve just in case I have to wait more than a week for the test. I like that idea.

And now the wait begins...

[Gummiente]

Just found out my AZ road test is scheduled for 17 Dec, at a location and time to be determined later. The school will be giving me one more 3hr in cab training session the day before.

Looks like I'll be out of a job at least until after Xmas now.

[Mercenary]

Well at least you have a time to focus on now.

[Gummiente]

Well at least you have a time to focus on now.And a possible job afterwards... sent an update email to the recruiter at Kriska and she replied suggesting that I send in a completed driver app to her now so they can get the ball rolling. So I faxed it off to her yesterday.

[Annie]

I am probably going to be kicked out of this site for this, but, maybe, have you ever considered becoming a "writer" instead of say, ummm, a "truck driver".....and that was no insult to a truck driver out there.

[bikerboy]

And a possible job afterwards... sent an update email to the recruiter at Kriska and she replied suggesting that I send in a completed driver app to her now so they can get the ball rolling. So I faxed it off to her yesterday.

if you can get a job with kriska, go for it, but once you get some experience you might really want to find a local job, not that many local jobs in your area are hiring now though, since winter is almost here. but by spring, you will be able to find some kind of local job, if you want too.

I have done some OTR and alot more local, and i by far prefer local work, and i could not be much happier with my current job, i love it, and i get to go home every night and don't work wknds.

[Gummiente]

---------------

[Gummiente]

but once you get some experience you might really want to find a local job
That is my evil master plan, BB. But I want to be properly trained and get a wide variety of experiences first before I go for the "home every night" Holy Grail of Trucking job. But if Kriska hires me and ends up treating me right, well, why make a change if I'm happy? I just want to be HAPPY going to work for once in my life.

[Annie]

This is a fact, it doesn't matter what company you are involved in, someone will have something to say bad about it. So, you must go with you gut. If you feel a trucking company is good for you, go with them and don't listen to any other truck driver. There are numerous trucking companies out there. Go with who feels right for you.

[Gummiente]

This is a fact, it doesn't matter what company you are involved in, someone will have something to say bad about it. So, you must go with you gut. If you feel a trucking company is good for you, go with them and don't listen to any other truck driver. There are numerous trucking companies out there. Go with who feels right for you.
Seeing as how you told me in another thread here that "you make me want to puke wanna be driver", I'm not exactly eager to accept any advice from the likes of you.

[Gummiente]

Saw a bit of light at the end of the tunnel today. Had a phone interview with the Kriska recruiter earlier this afternoon and it went so well that I will have a formal interview at their Mississauga terminal some time next week.
:23_11_60:

[Gummiente]

Got an email this morning, the wife and I will be going to an interview next Wednesday at Kriska.:clap:

[Highway Flyer]

Good Luck Gummiente:bravo:

[Pipeman]

Good luck to you.

[Mercenary]

Gummie: If you get a job before me I am gonna be pizzed!!!

Seriously though, good luck.

[Gummiente]

Highway, Pipe and Merc - Thanks!

[Gummiente]

Did my last session of in-cab training today and everything seemed to have finally sunk into my addled, tired old brain because it went very, very well. Had my first lesson in freeing a stuck tractor during the uncouple; the previous student had parked with the front wheels just behind a large hump left over by the snowplow and when I went to pull the tractor ahead after the uncouple it just sat there spinning the drive wheels. Locked the diff and tried rocking it in 3rd and again in 4th but it was a no go. So I coupled back onto the trailer and backed up about 10ft, then uncoupled again and this time the tractor pulled away and hurdled the bump with no fuss. Despite all the snow and ice on the roads, my driving was actually quite smooth and we did a few circles around the west side of the city before heading back and handing the rig over to the next student. Got a very good writeup from Brian, my instructor, and then I fired up the Jeep and headed for home.

Won't sleep much tonight because the MTO road test for my licence is tomorrow. :fear:

[bikerboy]

some trucks also have 4 wheel lockup, and will have two or three lock switches, one locks the power divider, which provides equal torque to the front and rear axles, and the other switch locks either both or one of the differentials.
some trucks have a switch for each diff lock, but most have one switch for both.

never lock any of the switchs with a wheel spinning.

most OTR trucks only have the power divider lock.

but off road trucks such as dump's, mixers, garbage haulers, float tractor's, log trucks, feed trucks, usually have locks to lock all 4 wheels together.

when you have all four wheels locked, the truck will NOT want to turn, so the locks are mainly only used at very low speeds or off road.

never run on dry pavement with any of the locks on.

good luck on the test.

another tip for when stuck, kitty litter or floordry works wonders to get unstuck and provide traction, used it many times to get me going.

[Mercenary]

Gummie, that would have been a great opportunity to learn how to install chains. You guys did do that didn't you?

DON'T believe the hype. It is quite simple once you get the hang of it. 2 sets of triples used to take me 30 mins to throw on. I had it down to 10 minutes last winter. Mind you, by then I had chained up about a thousand times too :)

Chains will save your bacon on crap roads.

[bikerboy]

chains are not allowed on any ontario highway or road, and no one who runs just ontario even carries them, maybe log trucks might use them off road, but other then that we really have no where to use them.

even when i ran eastern/ midwest usa, we never carried chains.

[Pipeman]

chains are not allowed on any ontario highway or road, and no one who runs just ontario even carries them, maybe log trucks might use them off road, but other then that we really have no where to use them.

even when i ran eastern/ midwest usa, we never carried chains.

Hell he was in a parking area decking off the trailer he could have used all the chains he wanted. Tell you what BB, you better carry them if you want to run the Lake Superior leg of the Trans Canada north of Sault Ste. Marie to Thunder Bay, that road will seperate the men from the boys in the winter time and even the North Route has some good pulls on it. Remember, northern Ontario does get a lot of snow and there's a lot more to Ontario than just the 401 in your backyard.

In the late 70's I reacll running chains from about 35 miles south of the McKinaw Bridge for about a 75 mile stretch. Michigan does get snow you know and sometimes the snowplows aren't exactly leading the way.

Gummiente, another little tidbit for you is once tha dollies are down on the ground, drain the air bags on your tractor so that the tractor of free from the trailer. You followed the right procedure by backing up 10 feet. Someone mentioned chaining up, if the truck won't move it makes chaining up rather difficult. Do it if it's an absolute must otherwise just move the truck and trailer like you did.

[Gummiente]

Mercenary, another little tidbit for you is once tha dollies are down on the ground, drain the air bags on your tractor so that the tractor of free from the trailer. You followed the right procedure by backing up 10 feet. Someone mentioned chaining up, if the truck won't move it makes chaining up rather difficult. Do it if it's an absolute must otherwise just move the truck and trailer like you did.
I think you meant to address that to me instead of Merc...? Anyway, I didn't explain myself very well; on the uncouple (EDIT: after the wheels were chocked, the landing gear was down and the jaws opened) I moved the tractor ahead until the 5th wheel went just past the pivot point and flipped up. At that point we are taught to stop, then unhook the air and electrical lines before pulling ahead and clear of the trailer. But by then the front wheels were nestled onto the back of the snow hump and the tractor just couldn't get enough momentum to hop over it. So I had to couple back on and then back up enough so I'd have a running start once the lines were disconnected. We were told the trick about the air suspension, but in this case the suspension had auto-leveled by the time I was ready to move and the 5th wheel wasn't in contact with the trailer plate by then. And I guess the winter weather must have caught everyone by surprise, because nobody had any sand or salt.

BB, I'll have to verify this tomorrow, but I'm pretty sure the switch Brian told me to flick was the one that locks both diffs. The "Diff Lock" light was lit on the dash afterwards. The other switch below it wasn't labeled, so I'm not sure of its function. And, yes, the wheels were stopped when I engaged it and I only drove straight ahead, no turns. :) It's good that all you experienced drivers are echoing what I've been taught, makes me fell even more confident that I'm getting the right training.

[Pipeman]

I think you meant to address that to me instead of Merc...? Anyway, I didn't explain myself very well; on the uncouple (EDIT: after the wheels were chocked, the landing gear was down and the jaws opened) I moved the tractor ahead until the 5th wheel went just past the pivot point and flipped up. At that point we are taught to stop, then unhook the air and electrical lines before pulling ahead and clear of the trailer. But by then the front wheels were nestled onto the back of the snow hump and the tractor just couldn't get enough momentum to hop over it. So I had to couple back on and then back up enough so I'd have a running start once the lines were disconnected. We were told the trick about the air suspension, but in this case the suspension had auto-leveled by the time I was ready to move and the 5th wheel wasn't in contact with the trailer plate by then. And I guess the winter weather must have caught everyone by surprise, because nobody had any sand or salt.

BB, I'll have to verify this tomorrow, but I'm pretty sure the switch Brian told me to flick was the one that locks both diffs. The "Diff Lock" light was lit on the dash afterwards. The other switch below it wasn't labeled, so I'm not sure of its function. And, yes, the wheels were stopped when I engaged it and I only drove straight ahead, no turns. :) It's good that all you experienced drivers are echoing what I've been taught, makes me fell even more confident that I'm getting the right training.You you have is a 3 way Locker. The Diff Switch and the Diff Lock which would be the rear drive axle. If you have double lockers (all four) you would have the Diff Lock, Front Locker and Rear Locker.

[Mercenary]

Knowing how to chain up is a nice little skill any trucker should have in his or her repertoire. I know there are truckers out there who swear that they'll never chain up if the roads get bad. They'll just park the truck. I tend to agree that if you don't feel that the roads are safe enough to drive on then park that truck and sit it out until the situation improves. However, sometimes parking it isn't the safe option either. Throwing on a set of chains to get you to a truck stop might be the only option.

I admit that I was first intimidated with the whole idea of chaining up. I kinda got chucked to the wolves when I had to do it the first time and the guys I was working with weren't too pleased that I wasn't any good at it. However there was one guy who had the patience to teach me how to do it right and that has made all the difference.

[SpiritRoad]

<SNIP>. However there was one guy who had the patience to teach me how to do it right and that has made all the difference.

This got me wondering if there are any web resources out there on tire chain installation and I googled this;

http://www.ehow.com/how_5262618_install-snow-chains-commercial-truck.html

Does it look reasonably helpful or mainly useless ? Any other sites out there that would illustrate it better?

Dave

P.S. I probably should have posted this on a tire chain thread. Oh well :flyswat[1]:

[Pipeman]

Knowing how to chain up is a nice little skill any trucker should have in his or her repertoire. I know there are truckers out there who swear that they'll never chain up if the roads get bad. They'll just park the truck. I tend to agree that if you don't feel that the roads are safe enough to drive on then park that truck and sit it out until the situation improves. However, sometimes parking it isn't the safe option either. Throwing on a set of chains to get you to a truck stop might be the only option.

I admit that I was first intimidated with the whole idea of chaining up. I kinda got chucked to the wolves when I had to do it the first time and the guys I was working with weren't too pleased that I wasn't any good at it. However there was one guy who had the patience to teach me how to do it right and that has made all the difference.There are still some good people around.

[Pipeman]

This got me wondering if there are any web resources out there on tire chain installation and I googled this;

http://www.ehow.com/how_5262618_install-snow-chains-commercial-truck.html

Does it look reasonably helpful or mainly useless ? Any other sites out there that would illustrate it better?

Dave

P.S. I probably should have posted this on a tire chain thread. Oh well :flyswat[1]:

The guy that wrote that hasn't got a clue what he's talking about.

[liner]

Tell you what BB, you better carry them if you want to run the Lake Superior leg of the Trans Canada north of Sault Ste. Marie to Thunder Bay, that road will seperate the men from the boys in the winter time and even the North Route has some good pulls on it.


Hate to disagree with you Pipeman but I ran from New Hamburg Ont to Thunder Bay every week back in the 70's and 80's on both Hwy 17 & 11 and never carried chains or needed them.The only time I've ever chained up was going north out of Quebec City to La Baie.

[Gummiente]

WOOOOOOOOOOOOT!!! :36_7_11[1]:

I PASSED MY AZ ROAD TEST!!! :Trucker:

Showed up at the lot just before 8am and waited nervously as two students went before me (they had seniority from a previous course). The strikers had showed up by 8:15 to picket outside the gate but they were very well behaved, letting anyone in right away who was not connected with the testing and holding us at the entrance for no longer than 10 minutes when leaving or returning in the trucks.

When my turn came, I was still nervous but once I launched into it things went very well. I aced the Air Brake portion, nailed the Pre-Trip, did a perfect uncouple/couple and had a problem free road test. I did get dinged for not being more aggressive at a right turn at an intersection; I had seen a car approaching from the right and knew he would not stop back far enough to allow me to make the turn, so I stopped just at the intersection and waved him on. Of course, it took him awile to react and by the time he had moved there were three cars lined up behind me and two cars waiting to turn left in front of me from the oncoming lane. The tester said I should have made a buttonhook turn right away (ie: pull over into the oncoming lane and then make the right hand turn), which was a surprise to me because we were taught specifically not to do that in any situation. I told him that afterwards while we were sitting at the gate waiting to get back in, which earned me a five minute lecture on why it was legal in certain situations. He made some good points and I thanked him for the advice, but kept my mouth shut about arguing the point any further. When we were let back in, he had me line the rig up for a 90 degree driver's side backing into the slot - and I nailed it first try!

I did a little victory dance out in the middle of the lot, much to the amusement of the other testers, instructors and students and then thanked my instructor Brian before hopping in the Jeep and heading home.

What a massive relief to be finally finished the course!

Tomorrow morniing I'm off to the job interview at Kriska, hopefully I'll have some more good news by the end of the day.

[SpiritRoad]

Congratulations !!!

:1hi5:

Interesting comments about the tester. "Not aggressive enough" ????

Dave

[bikerboy]

good job


it makes sense i guess about the not aggressive enough, since you and that other car were holding up alot of people, i likely would have started into the turn and used as much road as possible, and then if i still didn't have room, would stop in front of that car, and wait for him to back up.

[bikerboy]

where did you go for the testing?
KW?

[Gummiente]

where did you go for the testing?
KW?
No, it was done at the Transport Training Centres of Canada's Owen Sound location. The Drive Test managers met us there. Mine was an ex-trucker.

[bikerboy]

so these idiot picketers weren't even at a drivetest location??

thats dumb, why do they think everyone should be inconvenienced just because they are not happy with there job?
find a new job, if its so bad. either go back to work, or they should all be fired.


I would have called police and had them removed for impeding traffic, if i owned that property.

Theres no reason for them to be at a location that is not even owned by their employer!

[Gummiente]

BB, I'm not a legal expert but as I understand it they have a right to protest wherever they want, as long as it is on public property. The street outside the compound is public property, while the compound itself is private. Had they stepped one foot inside the gate, the police would have been called. But, really, unless things got violent the odds of the cops showing up right away would be slim.

[ralph]

BB, I'm not a legal expert but as I understand it they have a right to protest wherever they want, as long as it is on public property. The street outside the compound is public property, while the compound itself is private. Had they stepped one foot inside the gate, the police would have been called. But, really, unless things got violent the odds of the cops showing up right away would be slim.

Congratulations Gummiente...

BB...you realy need to see how the REAL world operates! You know, the constitution, free speach all that stuff! Guess you didn't study history.

[Mercenary]

Thumbs up Gummie!!!! Good luck at the interview tomorrow. Tell em you got a good buddy out west who needs work too:23_28_124[1]:

[Gummiente]

My wife, bless her sweet heart, went out and bought me a new truck today as a reward for passing my road test...

[Pipeman]

Congratulations Gummiente...

BB...you realy need to see how the REAL world operates! You know, the constitution, free speach all that stuff! Guess you didn't study history.EXCUSE ME RALPH !!! Did you ever stop to think that maybe he failed it???

[stefan79]

Congratulations !!!

Job well done,

Hoppfully I get my roadtest done very soon, was at my driving school this monday, but they don't know yet when I can test.

Again, good job and good luck at your job interview.


Stefan

[Gummiente]

Congratulations !!!

Job well done,

Hoppfully I get my roadtest done very soon, was at my driving school this monday, but they don't know yet when I can test.

Again, good job and good luck at your job interview.


Stefan

Thanks, Stefan. Your school, like mine, probably won't know until the last minute when the road tests will be - Drive Test apparently has only so many qualified examiners and they are sending them all over the province to do the tests. We had three examiners yesterday; one from Woodstock, one from Sarnia and one from Kitchener. They found out on Friday that they were coming to our location for Tuesday (yesterday).

[Gummiente]

Well... what to say, where to start... might as well just come right out with it - I got the job at Kriska!!! I start my training on the first or second week of January and it's the full one year apprenticeship.

I'll fill in the details later, right now I'm exhausted and need to unwind, have supper and relax with a drink first. It was a brutal day, but with a happy ending.

[Mercenary]

That's some great news there Gummie. Congratz!:Trucker::1hi5:

[Pipeman]

Well... what to say, where to start... might as well just come right out with it - I got the job at Kriska!!! I start my training on the first or second week of January and it's the full one year apprenticeship.

I'll fill in the details later, right now I'm exhausted and need to unwind, have supper and relax with a drink first. It was a brutal day, but with a happy ending.Good for you !! I'm real happy for you. Kriska is one of the better carriers out there so good for you.

[bikerboy]

good job!!!!!!!!!!!!!!

i was reading their website, its looks like all the good trucks with fridges and things are in prescott and missisauga gets the older stuff.

[red_5.0]

Congratulations, Kriska sounds like a decent place according to some former co-workers that were hired on there.

[Gummiente]

My Interview At Kriska
Angie and I arrived a little early for the interview so we sat in the reception area for a bit and just looked around, trying to get a “feel” for the place. There was lots of foot traffic and everyone seemed to be reasonably happy, which we took as a good sign. Caroline, the recruiter, came out to meet us about five minutes later and we were ushered into her office to start the interview. I had filled out a long questionnaire and emailed it to her a few days previous, so she had a good idea of what to expect from me with regards to character and such. We spent some time talking about the inherent hardships of the industry with regards to family life and it was clear she was directing this part towards Angie. Then she described the training program and talked a bit about their road test and how it was an eye opener for a lot of people, both experienced and newbies alike. She went on to tell me that they had just road tested an applicant who had graduated from a different school than mine and already had 2 years of OTR experience under his belt. He only made it halfway through the two hour test – his driving was so bad that the examiner stopped him, moved him to the passenger seat and then drove the rig back to the terminal, where he was told never to set foot on the property again. This, of course, did not give me a lot of confidence what with my very limited experience. But we carried on with the interview anyway.

She detailed their training program, which starts off with a 3 ½ day classroom session. They pay for a hotel during this period and pay me a flat rate of $250. Then I get assigned to an OTR trainer and spend six weeks with him on actual runs, gradually taking on more responsibilities until I’m doing everything myself under his direct supervision, for a flat rate of $100 per day. Then, if they still like me, I’ll be assigned my own truck and away I go at $0.37 per mile with a weekly average of 2,300 miles and periodic pay increases throughout the rest of the one year apprenticeship period. Depending upon the luck of the draw, my truck will either be an ‘05ish International or Freightliner or, because they are in the process of replacing their fleet, a new 2010 International Pro Star. Either way, sooner or later I’ll be in a brand new truck. The kicker is, though, that it will be an automatic transmission in it. Apparently the autos give better mileage than the manuals. Then at the end of the one year period, I undergo a final test of everything I’ve learned, including another road test.

We talked some more and then the Kriska driver examiner came in to the office and was introduced to me. We chatted for a bit and then he excused himself to do some paperwork with regards to the candidate he had just failed. Caroline then asked me if I was willing to do a road test some time before the end of this week, which kind of took me by surprise – the last we’d talked, she had said that I wouldn’t be tested until January because they were in the midst of their annual refresher training for their drivers. Also, their own road test results were only good for 30 days and she didn’t want to have me repeat the test if there was a delay before my training started. When I said I could come in tomorrow, she got me a copy of their road test route and went over it with me so I was clear on what was expected. Then she dropped the bombshell and told me that, due to that failure, the examiner was willing to test me now if I wanted to, thus saving me another four hour round trip. I thought about it for a minute and said okay, let’s do it. So Angie left at that point because she had a business conference to attend to in Mississauga and I made a beeline up the road to the Husky station to get a pair of work gloves. I had worn my safety boots out of habit, so the gloves were all I needed, along with a safety vest that they would supply for the test. When I returned, Alvin (the examiner) was waiting for me and we walked outside and into the yard.

He took me over to an ‘05ish International that had obviously seen a lot of miles but was still in good condition and told me to do a Pre-trip inspection on it the way I had learned at the school. Oh, great... I had never seen this truck before and I was expected to know where everything was on it?! So I started into it and managed to do quite well – even identifying the Type 30 Long Stroke Spring Brake chambers with automatic slack adjusters and wear indicators on the drive axles – until it came time to fire up the engine to build up air pressure before the start of the air brake checks. He was not happy with the fact that I did not open the hood to do a cold check on all the engine fluids before starting the motor, as well as not checking for proper fan belt operation and listening/looking for noises or leaks while the engine was warming up. When I explained to him that the only time we were taught to open the hood was if we were about to do a mark and measure on one of the steer axle brake chambers, he was not impressed. Because I have been around motors and vehicles my entire life, I was able on my own to identify and check all the required points under the hood to his satisfaction.

Then we hopped in and I drove the tractor over to the other side of their compound to couple to a trailer. When I got there, Alvin had to stop and instruct me on how to lower the air suspension on the tractor first before backing under the trailer to couple onto it. He told me that had I performed the couple as I was taught – to simply back underneath as long as the fifth wheel was approximately the same height as the trailer plate – it would have damaged the fifth wheel. Also, we were taught to back up until the fifth wheel was underneath the trailer plate up to its pivot point, then apply the tractor brakes, get out and hook up the air and electrical lines before backing up again to complete the couple. I was told that the correct procedure, after the fifth wheel height was established first, was to back all the way in until it coupled, tug it forward to check the integrity, and then get out and hook up the lines. Safety was the main reason given for doing it this way, as the driver isn’t stretched over the drive wheels while trying to hook them up before the couple process is completed. So I had my first “real world” lesson.

But there was yet another issue, the fact that my road test was with a 47,000lb loaded trailer. My entire training consisted of hauling an empty trailer around that had its axles slid forward to allow for less off-tracking around corners. There was only one occasion when I was able to couple to the loaded trailer at the TTC compound and I had to specifically request the opportunity to use it. According to Alvin, all companies do an initial road test with a candidate hauling a fully loaded trailer with the axles set accordingly. As you all know, this results in different cornering, accelerating and braking characteristics than with an empty trailer, but it could very well mean the difference between a pass and a fail during a job interview if the candidate has no experience with this. But I guess that so far I still showed some potential, or maybe it was because I hadn’t hurt myself yet, and he allowed me to continue on.

Before I could complete the coupling process, though, we had to step aside to let a Kriska driver couple to the trailer beside mine so he could start his run. For reasons that weren’t made clear to me, he discovered that the trailer axles needed to be moved back to the proper position first before he could drive off. When I asked the examiner what that proper position was, I got an incredulous look in response. Apparently, this was something I was supposed to know already. But he showed and explained the process to me anyway and I now know how to move the sliding axles on a loaded 53’ trailer as a result.

(continued)...

[Gummiente]

By now I was beginning to feel that my training course had not accurately prepared me for the real world and it was with a deflated confidence that I completed the Pre-Trip on the trailer and then got back into the cab to start the road test. And Holy Mother of Pearl, was it ever a road test. The only thing that was familiar to me in the driver’s seat was the 10 speed shifter lever and the placement of the clutch, brake and accelerator pedals. The rest of it was brand new to me and I tried to figure out as much as I could about the truck before we left the safety of the compound and ventured out into Mississauga traffic. I’m sure it will come as no surprise that my shifting absolutely sucked for the first couple km’s as I struggled to figure out where the RPM’s and road speed matched up. I also clipped a couple of curbs on right hand turns at intersections, as I was not expecting the amount of off-track this trailer had – our trailers at the school had the axles slid up a lot further to allow for easier turns. But eventually I settled into a sort of rhythm and actually started to pull off some decent upshifts and downshifts, although occasionally I’d miss a shift and it would totally screw me up trying to get back into a gear, any gear. And every time I screwed up Alvin was all over me, berating my technique. Or rather, the lack thereof. But he wasn’t being an arse about it, he was simply being very blunt and point blank about what consequences some of my newbie actions would have once I got out into the real world.

Eventually we turned onto the southbound 410 four lane divided highway and I racked up the gears into 10th and cruised along in the slow lane. The route was supposed to continue down to the 401 westbound, where we would follow it for a bit and then take an exit to wind our way back to the terminal through the side streets. But all of a sudden he tells me to take the Derry Road exit and right away I knew he had cut the trip short and we were headed back to the terminal. I said, half jokingly, “You’ve had enough, eh?” and he replied “let’s just say I’ve seen all I need to see”. I felt awful, thinking that I had failed to meet the minimum requirements and was about to be kicked off their property when we returned. But he kept giving me directions, berating my driving and offering helpful real world advice all the way back to the terminal. When we got there, he gave me another verbal slap upside the head for not parking close enough to the gate sensor and then made me get out, run over to it and swipe the card to open it. Then I drove back to the trailer lot and he told me to back it up between two trailers and do an uncouple. I got the rig positioned and backed up until it was a few feet shy of coming between the trailers, then stopped and got out to take a look. Had to pull ahead a bit, then backed it all the way in – almost exactly where he had wanted it, much to my (and probably his) surprise. I did the uncouple, then he hopped in the driver’s seat and drove us back to where the tractors park. He shut off the motor and then told me to give him a minute while he filled out the paperwork. So I sat there quietly, looking around, figuring this was my one and only chance to see what it was like inside a trucking company’s compound. Then he finished the paperwork, looked over at me and started into a long lecture about my performance and what I needed improvement on. But the funny thing was, he kept saying things like “If I ever see you do that again...” and “When you drive one of our trucks, you’re going to do this our way...” and such. Then he said “You’re no better or no worse than any of the recent graduates we get here. You know what you need to work on and we’ll help you with that. I’m recommending you to be hired”

Well, I damn near fell out of the truck. I HAD PASSED!!! Not only that, but this crusty old trucker of an examiner with 37 years OTR figured I was worth a shot at training. I don’t think I’ll ever be able to find the words to explain just how happy/relieved/amazed I was at that point. I had the foresight to ask him if we were going to do a Post-Trip Inspection, but he said no, he would do it himself later. We headed back into the office and I waited outside Caroline’s office while he went in and gave her an earful about my road test. He came out a few minutes later, smiled, wished me luck and wandered off. I went in and sat down and Caroline asked me “So, are we happy?” I said that yes, we were and where do we go from here? So out comes a sheet of paper with the directions to the place where their drug testing is done and she asks if I’m willing to go there right away. I was fine with that, so she phoned them to let me know I was on my way. I was a little puzzled at this point and she must have figured out why, because she told me that from this point on the only way I would be refused training is if I failed the drug test, my references had nasty things to say about me or that I would be a flaming idiot in the classroom. I was still not firing on all cylinders yet, so I asked her “Does this mean I’m hired?” and she said “Yes, of course!” Again , there are no words to describe how I felt other than very freakin’ happy!

So now I get to enjoy the Xmas holidays, knowing there is a job waiting for me in the New Year. I guess you could say Kriska gave me my first Christmas present. :D

[bikerboy]

sounds very similar to challenger, I once did a roadtest and drug test for them, and they even called all references and wanted to hire me, but i had to say no.
I just felt i could not trust the recruiter or anything he said, so I'm glad i said no.

Their roadtest sounds very similar, and the examiner was also grouchy, haha. it was the first and only time i ever have driven a meritor transmission. they are just a little different then a eaton fuller, i also thought i was not doing too well, but i still passed, the people who fail, must really be stupid to fail those tests.

That is the only company roadtest i have ever done, every other company i worked for just hires and does not do a roadtest.

good luck there, but are you planning on moving closer or can you take the truck home? because a 2 hour drive each way every time you are home will really suck, especially in winter.

good luck with getting a new prostar, they look like a nice truck! i think on the prostars they finally put the wiper controls on the signal lever, where they belong, the old 9200 and 9400 and 9900 style cabs, had the wipers on a dumb switch on the dash, not nearly as handy as the signal lever.

[Gummiente]

good luck there, but are you planning on moving closer or can you take the truck home? because a 2 hour drive each way every time you are home will really suck, especially in winter.
Trucks stay in the yard. Just as well, because I have no room to park it at home anyway. No plans to move, we love our house too much. Four hours a week commuting will actually be less mileage than what I was doing daily in my last job. I have a 4WD Jeep Liberty with M&S rated tires for the winter and a comfy Harley Road Glide for the summer. It will be an adjustment for sure, but if I'm smiling going to work, smiling while at work, smiling when I come home and smiling when I open my paycheque (quiet, Ralph!) then the commute really won't matter.

[liner]

It will be an adjustment for sure, but if I'm smiling going to work, smiling while at work, smiling when I come home and smiling when I open my paycheque (quiet, Ralph!) then the commute really won't matter.



I wish you the best.I've been at it for over 35 years now and I just don't seem to have that smile anymore.LOL

[Gummiente]

Sent a thank you email to the recruiter the other day and she emailed me back this little tidbit - out of the three road tests they conducted that day, I was the only one that passed. :jawdrop:

[Pipeman]

Sent a thank you email to the recruiter the other day and she emailed me back this little tidbit - out of the three road tests they conducted that day, I was the only one that passed. :jawdrop:

I have a feeling that you will do just fine.

[Gummiente]

I have a feeling that you will do just fine.
I'm sure I will, too, it's just that the other two that failed had several years OTR under their belts. If a gear-grinding, curb-clipping newbie like me passed the road test, one wonders what the heck they did to fail it.

[ralph]

I'm sure I will, too, it's just that the other two that failed had several years OTR under their belts. If a gear-grinding, curb-clipping newbie like me passed the road test, one wonders what the heck they did to fail it.

They showed up! You will soon find that countless experienced drivers couldn't drive a sharp stick up a dead dog's *** let alone a tractor and trailer.

Good luck to you Gummiente and Merry Christmas to you and your family.

[Gummiente]

Good luck to you Gummiente and Merry Christmas to you and your family.
Thanks, Ralph, and a Merry Christmas to you and yours, too!

[Pipeman]

I'm sure I will, too, it's just that the other two that failed had several years OTR under their belts. If a gear-grinding, curb-clipping newbie like me passed the road test, one wonders what the heck they did to fail it.

Maybe they could see some personality, some potential, some presentation as you will be seen as someone representing the carrier.

Merry Xmas to you and your family.

[Mercenary]

Gummie: Don't sell yourself short there buddy. I have no doubt in my mind that those other drivers failed the test because of attitude. You sound like you have a good head on your shoulders and you didn't get into the truck with the trainer to 'show him how its done!'

I did a road test with Challenger last year. Hopped into a truck with a Meritor 10 speed tranny and a Mercedes diesel engine. Blew damn near every shift...stalled it twice going up a hill from a light...had a really rough go at it. The trainer just laughed and told me he could tell that I had the gist of it. He said he was impressed that I didn't panic every time I lost a shift and kept everything safe even when stalled out on that hill. He also said he could tell that I cared about the job and the equipment.

Hindsight being what it is I should have stuck with Challenger.

[Gummiente]

Maybe they could see some personality, some potential, some presentation as you will be seen as someone representing the carrier.

Merry Xmas to you and your family.
Thanks, Pipes! And a Merry Christmas to you and your loved ones, too.

[Gummiente]

You sound like you have a good head on your shoulders and you didn't get into the truck with the trainer to 'show him how its done!'
I felt more like a lamb being led to the slaughter, really. :)

[maan]

I felt more like a lamb being led to the slaughter, really. :)
See.. common sense. Congrats also.

[Gummiente]

Just got an email from Caroline at Kriska, looks like my Orientation is 12-15 Jan and then I'm on the road with a trainer.

I've bought new insulated work boots, parka, vest and gloves and even a John Deere t-shirt to help me blend in better at truck stops. Can't wait to get out there!
:Trucker:

[maan]

Noobies have a way of ..sticking out in the crowd ..one way or another.:Trucker:

[bikerboy]

don't forget your shower shoes

[Gummiente]

Noobies have a way of ..sticking out in the crowd ..one way or another.
Ya THINK?! Me in my brand new boots and clothes with a starry look in my eyes and a spring in my step... yeah, I'll be sticking out like an AC spike in a DC waveform. :hah:

[maan]

Ya sure knows how ta tell a tale..:18_1_35[1]:

http://www.youtube.com/watch?v=_Jn_bo_Iuac

[Gummiente]

Well, I'm all set... the paperwork is done, I have all the required documents and my motel room is booked. Next Tuesday I show up at Kriska to get my ID card photo taken and then start the orientation. There's free internet access at the motel, so I'll take my laptop with me and post my thoughts on the orientation process every night. Then next Sunday or Monday I'll be OTR with my trainer.

So I have five more days of unrestricted naptimes and then I'm back in the ranks of the gainfully employed. Tomorrow I'll be taking my Ural sidecar rig out for a long ride (because it'll probably be awhile before I get a chance to do it again) and then on Saturday the wife is taking me out for supper to celebrate the launch of my third career.

I can't believe I'm finally going to do what I've always wanted to do ever since I was a teenager - drive a big jeezus truck for a living!

[bikerboy]

how long will you be gone for training before they let you come home?
if you are thinking of getting internet while trucking, it would likely be cheapest to have a bell aircard or usb card for canada, and some kind of US one for USA.

also cellphone roaming is very expensive, so if you want to use your phone in usa, you need a international plan on your phone.

good luck

[Gummiente]

how long will you be gone for training before they let you come home?
Orientation is Tuesday to Friday, then I'm home until Sunday or Monday. Then I'm out for 5-6 days OTR and back home for 1-2 days (70hr schedule). The OTR training lasts 6 weeks, after which I'm assigned my own truck and just carry on with the 70hr schedule.



if you are thinking of getting internet while trucking, it would likely be cheapest to have a bell aircard or usb card for canada, and some kind of US one for USA. also cellphone roaming is very expensive, so if you want to use your phone in usa, you need a international plan on your phone.
Once I'm in my own truck I'll get the wireless USB card setup. My current Bell cell phone contract expires in March, so I'll just change the plan for now to allow for Canada and US calls. The wife works for RIM and they are in the process of rolling out a special Blackberry purchase plan for family members that will probably be ready in a couple months, so once my Bell contract is up I'll hopefully be able to fire up a BlackBerry and carry on.



good luck
Thanks!

[maan]

Ya THINK?! Me in my brand new boots and clothes with a starry look in my eyes and a spring in my step... yeah, I'll be sticking out like an AC spike in a DC waveform. :hah:

Well.. saw a program on the tube featuring truckers.. & 1 dude had ~ 5 earings in one ear, a bunch in his lips, rings on every finger plus black nail polish etc..

Then I saw a Cops episode & forget why they woke the trucker up at a truckstop but he came outa the cab with red painted toe & finger nails..

Wouldn't worry much about blending in..

[hellcat_99]

Mike, the door's open for good driver's with a great work ethic.
Have a great time out & don't sweat the small stuff.
Holly:36_21_1[1]:

[Gummiente]

Well.. saw a program on the tube featuring truckers.. & 1 dude had ~ 5 earings in one ear, a bunch in his lips, rings on every finger plus black nail polish etc..

Then I saw a Cops episode & forget why they woke the trucker up at a truckstop but he came outa the cab with red painted toe & finger nails..

Wouldn't worry much about blending in..
:wow: Yeah, those would be hard acts to follow.

[Gummiente]

Mike, the door's open for good driver's with a great work ethic.
Have a great time out & don't sweat the small stuff.
Much obliged, Ma'am!

[bikerboy]

i was just looking at kriska, website, the company president started as a company driver in '83, and by '95 hes the president!
not sure if he was related to anyone at the company, but if not thats pretty cool he went from driver to president in 12 years!

[ralph]

i was just looking at kriska, website, the company president started as a company driver in '83, and by '95 hes the president!
not sure if he was related to anyone at the company, but if not thats pretty cool he went from driver to president in 12 years!

It was Daddy's company!

[Gummiente]

Tuesday, 12 Jan 10 – First Day of Training at Kriska
Arrived at the Mississauga terminal well in advance of the 1pm start for the training, but used the time to get my photo taken for the ID card and get issued the vehicle parking permit, safety glasses, dust mask and reflective vest. Met the other new hires, six of us in total, and we all come from varied backgrounds. Funny thing is, though, we were all in the 45+ age bracket. Two of them are experienced drivers from other companies, while the other four are newly minted drivers. One is from the Financial Services industry, one is a former Tool & Die Maker, one had his own home improvement business and then there was me, the ex-Millwright.

We were eventually ushered into an upstairs classroom and spent the whole afternoon signing forms and getting a basic introduction to the company from the very nice HR lady. There was a lot of paperwork, as we’d been warned, but we managed to whittle it down and finish just after five bells. I was surprised and pleased to learn that most of the benefits start immediately, including our cross-border medical coverage and life insurance. Safety was a recurring and obviously important theme throughout the afternoon and I signed for the safety gear at least four times on four separate forms. We wrapped up with a slide show presentation about workplace hazards and safety, then did a short quiz before we were turned loose with a promise to show up again tomorrow at 8am.

So now I’m relaxing in the comfort of my prepaid Super 8 Motel room, fresh out of the Jacuzzi tub and stuffed full of takeout food from the Japanese food kiosk in the downstairs lobby. At least I think it was Japanese... might have been Chinese, I don’t know for sure. Anyways, I’m going to review the Driver’s Training Manual and the Employee’s Handbook and then phone the wife before turning in for the night. I can just barely hear the police sirens and the jets roaring by outside the window – this IS Mississauga, after all – but I’m sure I’ll sleep well regardless.

[ralph]

Why would you need to be issued a "dust mask"?

Glad you are enjoying Mississauga. Most don't but it beats Brampton and it's curried goat.

[Gummiente]

Why would you need to be issued a "dust mask"?
Used when sweeping out the trailers at the end of the run. You know, those little white masks that look like the ones surgeons use.

[ralph]

Sure...makes sense. I was hoping it wasn't some H1N1 paranoid HR director.

[bikerboy]

Tuesday, 1 Jan 10 – First Day of Training at Kriska
Arrived at the Mississauga terminal well in advance of the 1pm start for the training, but used the time to get my photo taken for the ID card and get issued the vehicle parking permit, safety glasses, dust mask and reflective vest. Met the other new hires, six of us in total, and we all come from varied backgrounds. Funny thing is, though, we were all in the 45+ age bracket. Two of them are experienced drivers from other companies, while the other four are newly minted drivers. One is from the Financial Services industry, one is a former Tool & Die Maker, one had his own home improvement business and then there was me, the ex-Millwright.

We were eventually ushered into an upstairs classroom and spent the whole afternoon signing forms and getting a basic introduction to the company from the very nice HR lady. There was a lot of paperwork, as we’d been warned, but we managed to whittle it down and finish just after five bells. I was surprised and pleased to learn that most of the benefits start immediately, including our cross-border medical coverage and life insurance. Safety was a recurring and obviously important theme throughout the afternoon and I signed for the safety gear at least four times on four separate forms. We wrapped up with a slide show presentation about workplace hazards and safety, then did a short quiz before we were turned loose with a promise to show up again tomorrow at 8am.

So now I’m relaxing in the comfort of my prepaid Super 8 Motel room, fresh out of the Jacuzzi tub and stuffed full of takeout food from the Japanese food kiosk in the downstairs lobby. At least I think it was Japanese... might have been Chinese, I don’t know for sure. Anyways, I’m going to review the Driver’s Training Manual and the Employee’s Handbook and then phone the wife before turning in for the night. I can just barely hear the police sirens and the jets roaring by outside the window – this IS Mississauga, after all – but I’m sure I’ll sleep well regardless.

wow they sound very organized, alot of smaller companys are not nearly that organized, more like heres your truck, go with this driver, he will show you what to do!

[Gummiente]

Wed, 13 Jan 10 - Day Two of Kriska Classroom Training
Yesterday we dabbled our toes into the murky waters of policies, procedures and regulations of the trucking industry, as seen through Kriska’s eyes. Today we were lured over to the deep end of the pool and pushed in. Holy moly, but there is a lot of stuff to be learned. I’m not quite sure at what point my brain shut down, but it was somewhere between the new Hours Of Service regulations and the Qualcomm macros that are sent out with every breath a trucker takes. It was, in a word, overwhelming. I have much to review tonight.

The two experienced drivers got some good news; one will be assigned his own truck this weekend (he has 30yrs of good driving experience) and the other one will get his after making a training run next week. The four of us apprentices will find out Friday afternoon when we’ll be heading out on our first week of OTR training and who will be training us. I’m still looking forward to it, but I am a little concerned about all the paperwork and regulations we’ll be expected to know by the end of the 6th week – right now it seems an impossible amount of data to digest.

We also learned more about the history of Kriska and took a look into some of their day to day operations. They have an impressive list of well known companies as their clients and it looks like they are well positioned to weather out the current economic crisis. They just picked up a new account for reefer loads and are looking for drivers to man the trucks, so the possibility exists that I might go into that department after my initial OTR training. Apparently we’ll get seat time on both reefers and dry vans during the next 6 weeks, so I’m guessing we’ll be assigned to whichever one we seem to do the best at.

Because we’d been sitting in the classroom all day, I took a walk around the motel parking lot to get some exercise after training was finished. The Super 8 is attached to a large Husky truck stop and there were lots of rigs parked in the huge lot out back. I think I’ll grab the camera on tomorrow’s walk and take some photos – it’s a very busy place.

[ralph]

Wed, 12 Jan 10 - Day Two of Kriska Classroom Training
They just picked up a new account for reefer loads and are looking for drivers to man the trucks, so the possibility exists that I might go into that department after my initial OTR training. Apparently we’ll get seat time on both reefers and dry vans during the next 6 weeks, so I’m guessing we’ll be assigned to whichever one we seem to do the best at

IF you can avoid the reefer side of the industry DO IT! Reefer freight=food industry...food industry=food warehouses, food warehouses=lumpers and being treated like CRAP by shippers and receivers. I personally would seriously at another industry IF I had to do reefer freight and I only did 2 loads. NEVER NEVER NEVER again!

Good friend of mine has a great policy...if it goes in your mouth it doesn't go in his wagon!!

[Gummiente]

IF you can avoid the reefer side of the industry DO IT!!!
I knew someone would be along shortly with some advice. :)

Well, I'll get some first hand experience soon, possibly next week, and I'll let you know what I think of it. I don't know if this makes any difference, but apparently there's very little (if any) fresh produce, it's pretty much all frozen goods.

[bikerboy]

I knew someone would be along shortly with some advice. :)

Well, I'll get some first hand experience soon, possibly next week, and I'll let you know what I think of it. I don't know if this makes any difference, but apparently there's very little (if any) fresh produce, it's pretty much all frozen goods.


that is one plus, with produce its always rush rush, cuz the stuff will go bad, and won't able to sit on the store shelf as long.

i have heard of some reefer loads that are all floor loaded by hand, no pallets!
since pallets have a weight, so if you don't use any pallets, you can haul more freight! but imagine what a job that is loading without pallets!

[ralph]

I don't know if this makes any difference, but apparently there's very little (if any) fresh produce, it's pretty much all frozen goods.

Food warehouses are food warehouses whether you have fresh or frozen. What is it that everyone said to Forrest Gump?

[Mercenary]

Don't sweat the paperwork Gummie. It may seem like a foreign language now but soon it will be second nature.

[maan]

Passed a kriska rig the other night .. he was puttin along. They run slower than normal?

[bikerboy]

why are your dates off by one day on your last two posts?

[Gummiente]

Thu, 14 Jan 10 Kriska Classroom Training
Today was all about Customs paperwork and associated documents for shipping goods by truck. Again it was overwhelming, but the nice thing about Kriska is their Driver’s Handbook has flowcharts that detail every procedure for every different shipping scenario, be it ON-QC corridor, USDA, FDA, FAST, and so on. So if I’m ever stumped about a certain border crossing procedure while all alone on the road, it’s all there in the book. Not only that, but most of their repetitive runs have the directions to the consignee included with the trip documents issued by Dispatch. Having taken a brief look at route planning yesterday and again today, I can see how this would be quite appreciated by a newbie.

Just before lunch I was introduced to my driver trainer and it turns out we’ve already met. A few months back when I had gone to a Career Day put on by another transport training school down in Oshawa, he was one of the Kriska reps I had spent quite a bit of time with talking about the company and the industry. I even sat in his truck, the same truck I’ll be training in come Monday morning. Yep, we’ll be heading south with a reefer unit for a 3-4 day run next week – my first foray into the wild, woolly world of trucking. YESSSSS!!!

During lunch break I zipped over to the Husky and picked up a 2009 copy of the Rand McNally Motor Carriers’ Road Atlas - spiral bound and with laminated pages - on sale for $25. They were clearing them out because the 2010 editions were in, at a lofty $58 each. Apparently I can get the 2010 edition for about $20US at any truck stop down south, but I just couldn’t resist this deal. And what a deal it is - I was blown away by the amount of info in there! I’ll be flipping through it later this evening... I can’t believe I’ll be spending my free time in a motel reading maps, but there ya go.

One more day of classroom training to go!

[Gummiente]

Passed a kriska rig the other night .. he was puttin along. They run slower than normal?
They're normally governed at 103kmh, but a driver can volunteer to have his truck governed at 96kmh and earn an extra $0.01 per mile for doing so.

[Gummiente]

why are your dates off by one day on your last two posts?
I'm not sure... thanks for pointing it out, though. I've corrected the dates.
:oppss:

[ralph]

They're normally governed at 103kmh, but a driver can volunteer to have his truck governed at 96kmh and earn an extra $0.01 per mile for doing so.

A penny a mile and they save 5% (each mph over 55 mph costs you 1%) and they are offering only a penny. Seems that it should be worth substantially more and they would still be $$$ in the bank. Pointless to discuss I am sure.

[Gummiente]

A penny a mile and they save 5% (each mph over 55 mph costs you 1%) and they are offering only a penny. Seems that it should be worth substantially more and they would still be $$$ in the bank. Pointless to discuss I am sure.
Ralph, you are the submerged rock in my sea of Hope. I can always count on you to rip a hole in my boat, wherever and whenever I'm sailing. :D
:18_1_35[1]:

[ralph]

Ralph, you are the submerged rock in my sea of Hope. I can always count on you to rip a hole in my boat, wherever and whenever I'm sailing. :D
:18_1_35[1]:

So would prefer that I SHUT my pie hole and let you go in blind?

[Gummiente]

So would prefer that I SHUT my pie hole and let you go in blind?
Relax, Ralph... it's all good. I just get a kick out of your posts sometimes is all, there's nothing more to it than that.

[maan]

WOW 96k/h ?!?!? I'd call that not even enuff speed for the slow lane on major freeways & even worse for passing an a 2 lane highway.

[Gummiente]

Friday, 15 Jan 10 Kriska Classroom Training
It’s all over now but the crying... I mean, driving. Started off the morning by checking out of the motel and then enjoying my last complimentary continental brekkie at the downstairs restaurant. It was obvious that the staff at both counters were very familiar with the Kriska training process, because they both wished me “good luck” on my way out.

In the classroom, we covered all the details of TDG and HAZMAT procedures and followed them with a test so as to qualify for our certificates. Then we took a look at Defensive Driving techniques as they relate to big rigs and hammered the lesson home with some disturbing photos of actual accident scenes involving commercial vehicles. I won’t go into details, but most of them were recent incidents. Some involved rookie drivers, some were experienced drivers, some survived and some of them are dead. In all but one case the experts were able to determine the cause of the crashes and it was mostly due to driver inattention. Just another reminder of the caution and awareness needed when operating 80,000lb of 18-wheeler.

Then things lightened up a bit with some required training of Receiving procedures at a few of Kriska’s major client locations, followed by more tests and more awarding of certificates. As a couple of the students were leaving early Sunday morning on runs, we took a short break in lieu of the normal one hour lunch so that we could be finished earlier. More slideshows, more books, more tests and suddenly it was all over. All six of us are now ready to take on the real world under the watchful eyes of our driver trainers. Well, four of us, actually, as two already have prior experience. One of them was delighted to learn that he is being assigned a brand new Pro Star when he reports for his first run and the other will be getting his truck by the end of next week after he does one training run. I’ll be in an ’05 International with CAT power and a Meritor 10 speed, along with a fridge, kettle and two power inverters to run my laptop and recharge my razor. Don’t know where I’m going yet, but it won’t be until Sunday afternoon before I find out and Monday morning before I leave.

So I’ll spend this weekend with the wife, puttering about the house and getting a few items I’ll need for the road (bedding, a hard hat, food, bottled water and so on) and reviewing the mountain of books and paperwork collected over the last 3 ½ days. On Monday, the adventure begins!

[bikerboy]

its suprising kriska didn't supply you a hardhat?

[Gummiente]

its suprising kriska didn't supply you a hardhat?
Not really. Because I'm in training I'll be exposed to as many of their client locations as possible, but when I get out on my own I may never see some of them again for a long time. There are a few that require long sleeve shirts and hard hats to be worn on site, but unless you work those runs you will rarely need a hardhat. So why issue something that will just end up getting lost? Safety vests, safety glasses and dust masks however are used at all locations, so Kriska supplies those.

[hellcat_99]

Mike I wish you all the best. I hope your 1st run is a good one.
Holly:36_7_11[1]:

[maan]

It's gonna be a dream come true!!/public_html/forum/:

[Gummiente]

It's gonna be a dream come true!!/public_html/forum/:

Yeah, whatever, dude. :D

[justanouthernewbie]

when you start your training this week, how long are you out for? all week, then home for the weekend?

[Gummiente]

when you start your training this week, how long are you out for? all week, then home for the weekend?
Kriska tries to keep as close to a Mon-Fri work week as possible, but it all depends on the loads. I've been told the usual routine is 5-6 days out and 1-2 days home, with an average of 2,500 miles per week. When I talked with my trainer on Friday he hadn't received the backhaul for our trip yet, so he figures we'll probably be out from Mon-Thurs, home until Sat and then out Sun-Fri next week. But we won't know for sure until tomorrow.

[Gummiente]

Well, my first OTR training road trip is history. Got home at midnight, extremely exhausted after a long day in the driver’s seat and I’m still trying to make sense of everything that happened along the way. We... and by “we” I mean Eric (my trainer) and I... started off Monday morning by doing a live load with a reefer unit at a customer in Mississauga, then headed to Warren, Indiana for the live unload. From there we hauled the empty reefer to a customer in De Kalb, Illinois where we swapped it for a LTL dry van with a FAST load and headed back for Milton, Ontario. Dropped the trailer at the customer there, hooked to an empty dry van and hauled it back to the Kriska terminal where our trip ended.

Didn’t get much sleep the first night because of the reefer unit... that sucker is loud when it fires up. I was also pretty wound up from the trip, which didn’t help. I had only driven for a 2hr stretch in Michigan, but it was enough for one day. Did a little better on Tuesday and drove a little over 3hrs, getting a good night’s sleep at a truck stop near Porter, Indiana. We had the IdleAire setup in the cab for the night – very impressive system. Wednesday morning I had a shower in the TA truck stop and I was quite happy with the setup there; a private locked room with sink, mirror, toilet, shower and piped in music made for a good spirit boost. They even supply the towels and soap... funny how the small, cheesy luxuries can brighten your day. Eric drove for the first 2 ½ hrs and then I did the rest of the trip (549km) behind the driver’s seat, including the FAST load border crossing at Port Huron into Ontario, all the way back to the terminal.

There was so much thrown my way these last three days that it would be impossible to relate it all here, so I’m just going to fire off a few random points. First of all, there is a staggering amount of paperwork involved with this job. I thought the Army was bad for paperwork... I was wrong. Despite the “fat trucker” stereotype, you get a lot of exercise when not actually driving... climbing in and out of the truck, in and out of the trailer, around and under the rig for inspections, walking to and from the shipper/receiver office, walking to and from the rig when parked at the end of a truck stop lot. If you like roller coaster rides, save yourself some money by driving an 18-wheeler on I-69 between Lansing and Flint, Michigan... if your brekkie doesn’t come back up through your nose, you’re not doing it right. IdleAire systems rule. The CB airwaves are full of tough guys who mouth off from the anonymous safety of their cab... just like all the anonymous tough guys on the internet. There is a shocking lack of regard and respect for the rules of the road... and I’m not just talking about the 4-wheelers here. Satellite radio is the bee’s knees... it was nice to catch the CBC News broadcast while on the road somewhere down in Indiana. A newbie driver will require several attempts to back in a trailer... especially late at night while being strung out from a 500km+ road trip. Don’t make a game out of counting the deer carcasses on the side of I-69... you’ll run out of fingers and toes after 5 miles. And finally, I understand what it means to “Work 100, Log 70, Get paid for 50”.

That’s it for now. I’m on my 36hr reset and then it’s off to the terminal for my next adventure. And yes, despite all the overwhelming stuff thrown at me, I did enjoy my first OTR trip!

[Mercenary]

Is that your trainer or your ugly mug gracing our screens. I think mine just cracked.....

Have you thought about wearing ear plugs to sleep? I've been wearing them for years now and I can't sleep without them. Might help with that noisy reefer unit in your ear at night.

Congratz on getting your first trip under your belt. The best is yet to come.
:Trucker:

[Gummiente]

Is that your trainer or your ugly mug gracing our screens. I think mine just cracked.....
Yeah, sorry, I should have posted a "graphic content" warning. Yep, that's me in the pic. :D

Earplugs won't work for me, because they block out all other sounds except for my own snoring. I'll get used to the reefer noise soon enough, just like I got used to sleeping in an Army truck parked 50m away from several 155mm Howitzers firing off every few minutes.

[bikerboy]

i always liked the short trips where i load one day and deliver and reload the next and then deliver and reload again every day, i can't stand the long hauls where i all i do is drive all day, i can't stand that anymore, i would rather be out of the truck and driving as little as possible.

i always took my own towels and soap and shower shoes and things for truckstop showers, just think about all the dirty pigs who could have used those towels before.
then i just hung my towel somewhere in the truck to dry.

how does kriska handle border paperwork? do drivers fax direct to brokers and then check later to make sure everything is set to clear the border?
or do your dispatch take care of faxing to brokers and checking that load has clear.

i tried to keep track of all brokers phone numbers and sometimes call them myself to make sure everything is setup, nothing sucks more then wanting to get home, and then getting stuck waiting at customs for 2 hours because the broker forgot to enter your paperwork.

it happens alot, so always try to check when you are an hour or two away form the border, that the broker has done their job!

it sucks even more when crossing into the US, when the paperwork is messed up, and then you get to sit in line at X`ray for an hour, and then another hour or two inside US customs standing in that damn hallway at port huron.

if everyone does their job properly you never should have to go into see the broker and customs, unless you get picked for inspection or talk to USDA or FDA, or canceling a bond, or going in bond.

At port huron, if you get sent to x ray or inside customs for any reason, they always keep your ID until you are release to leave, and then pick it up at the parking lot exit booth.

Most other crossings do not hold your ID like that.

have fun on the next trip

and you will get used to the noise, i was once parked beside a noisy reefer and his truck was idling and his air dryer was blowing off every min or so, but somehow i still slept all night through it.

[Pipeman]

“Work 100, Log 70, Get paid for 50”

Quite accurate isn't it.

Good on you for your "maiden voyage".

[Gummiente]

how does kriska handle border paperwork? do drivers fax direct to brokers and then check later to make sure everything is set to clear the border?
or do your dispatch take care of faxing to brokers and checking that load has clear.
It depends on the load; sometimes the customer does all the legwork and sometimes the driver has to fax it. But in either case we always have all the required info beforehand and the border crossings are pretty much trouble free. We don't start the trip until we have received clearance from the broker, but I've been taught to stop just before the border to double check the paperwork just in case. So far I've crossed at Port Huron twice and once at Buffalo (with an FDA/USDA load) and no problems yet. Did one FAST load and I swear we cleared the border in less time then it takes to go through a toll booth.

[ralph]

We... and by “we” I mean Eric (my trainer) and I... started off Monday morning by doing a live load with a reefer unit at a customer in Mississauga, then headed to Warren, Indiana for the live unload. From there we hauled the empty reefer to a customer in De Kalb, Illinois where we swapped it for a LTL dry van with a FAST load and headed back for Milton, Ontario. Dropped the trailer at the customer there, hooked to an empty dry van and hauled it back to the Kriska terminal where our trip ended.

I'm sure you have figured out by now that you would have to do 2 rounds a week like this to make close to 2,500 miles...which should be a minimum "average" per week. Just out of curiousity, what is the "PAID" miles that Kriska pays you/would pay you on this...Mississauga, Warren, DeKalb, Milton, Mississauga.

Satellite radio kicks ***, have had it for 7 or 8 years...you are never without something to listen to and it's NOT as good as it was when it first premiered! Lot's of good programming has been dropped Mike McConnell was a FAV of mine.

Enjoy your next trip.

[Gummiente]

I'm home for an unexpected and enjoyable 24hr break after another interesting trip to the US. I'm doing 90% of the driving, most of the paperwork and most of the Qualcomm entries now and I'm getting more responsibilities tacked on every day. It's a lot of stuff to learn and my tired old brain is having problems digesting all of it. I'm doing good, though, and Eric says I am well ahead of where a normal trainee would be at this point, but it sure doesn't feel like it to me.

Still having shifting issues, not so much at the start of the day but definitely near the end when I'm getting tired. I am getting better, though, just not as quickly as I want to and that frustrates me - which, of course, makes things worse. But other than the occasional missed gear, I am having no problems keeping it on the road. I do, however, need to work on my concentration skills - I've always been one to gawp at the scenery while driving, but rarely miss an important road sign. However, I've never had to pay any attention before to road signs that are specific to trucks and if it wasn't for Eric I would have blown past several weigh stations because I just wasn't looking for those signs. Weird thing is, though, that so far all of them have been closed whenever I've been driving but we seem to hit almost every open one when Eric is behind the wheel. I'm sure my luck will change, though.

Our last load was hauling a reefer with a Thermo-King unit to the Cleveland area... it is SO much quieter than the Carrier unit that I was actually able to get some sleep at night while it was running. But I'm not sure I want to work in the Temperature Control Division once my 6 week training period is finished, anyway... so far, every trip has been "rushrushgetitthereontime!" with lots of live loads and live unloads and I'm just not too keen about living within compressed time frames. The dry vans apparently have a lot more drop and hooks with loads that are not so time sensitive, which means the drivers usually have more time to relax at the end of the day. But I'm not going to make my decision until I've done my three week stints in both divisions; I still have two more weeks of the reefer lifestyle before switching to the dry vans and another trainer and I'm sure things will get easier as I learn more.

Later today I'll be doing all the planning, mapping and paperwork (under Eric's supervision, of course) for the next trip, another reefer load down to the Chicago area... hopefully I'll do well. I'll try to remember to take some pictures this time.

[Gummiente]

I'm sure you have figured out by now that you would have to do 2 rounds a week like this to make close to 2,500 miles...which should be a minimum "average" per week. Just out of curiousity, what is the "PAID" miles that Kriska pays you/would pay you on this...Mississauga, Warren, DeKalb, Milton, Mississauga.
If I understand your question right, we get paid according to the trip order that is sent over the Qualcomm - it states the loaded and empty miles for the entire trip and that's what we get paid on. So if I muck up and get lost along the way, I don't get paid for the extra miles. I do, however, get paid for all hooks and drops, border crossings and wait times over 2hrs at the customer. Kriska picks up the tab for all weigh scales, bridge tolls, IdleAire hookups and a few other things. All I need is enough money to cover my food and coffee for the trip.

And you are right about the 2,500 mile thing, but all the drivers I've talked to at Kriska have said they pretty much get all those miles each and every week.

[ralph]

[QUOTE=Gummiente;27682]If I understand your question right, we get paid according to the trip order that is sent over the Qualcomm - it states the loaded and empty miles for the entire trip and that's what we get paid on. So if I muck up and get lost along the way, I don't get paid for the extra miles. I do, however, get paid for all hooks and drops, border crossings and wait times over 2hrs at the customer. Kriska picks up the tab for all weigh scales, bridge tolls, IdleAire hookups and a few other things. All I need is enough money to cover my food and coffee for the trip.
QUOTE]

So what is the "total" paid miles for the trip? Carriers "calculate" mileages useing different programs so I am curious as to what they have come up with. I have PC Miler so I am curious to compare it to what the truck/driver was paid. Some carriers calculate useing "shortest" routing...an impossible routing to use! Some use "practical" which is more truck/driver friendly. Next we have to figure out what program we are useing. PC Miler is the industry standard...and the most commonly used in the industry. Some fleets use Rand McNally which has always been known to be short miles. Do they pay "zip code to zip code" or just "city centre to "city centre"?

In your previous post I am happy to see that I wasn't wrong about the reefer division. RUSH RUSH RUSH and for what in additional pay? How much do you have to earn in NET dollars to offset a $500 fine because of some HOT load of friggin' "guacomole dip" that gonna sit in a warehouse anyways? If it pays MORE then maybe it becomes inviting to do it!

[Gummiente]

So what is the "total" paid miles for the trip?
I think I heard "PC Miler" mentioned once during the classroom training, but I honestly don't know if that is what they use or how they do it. That is a very good question, though, and I'll ask my trainer about it later today to find out.

[Mercenary]

Any hand bombing the loads there Gummie or does the shipper and receiver take care of that?

[Gummiente]

Any hand bombing the loads there Gummie or does the shipper and receiver take care of that?
I had asked about that already and was told that on a very rare occasion I might have to tear down a pallet, but otherwise the only time I enter a trailer is to sweep it out before taking it to the next dock. So far all the places I've been to where we've live loaded do not allow the driver into the work area and most trailers we hook and drop are sealed anyway.

[bikerboy]

i too wonder if reefer loads pay the driver more?

i would want more for being rushed all the time.

i hated being told its a hot load, i would try a little harder, but sometimes i would still be late if i felt i was too tired and didn't feel like running illegal.
and in the end you can rush all you want to get there on time, and then most of the time end up sitting a couple hours waiting to get unloaded anyway, its not like the dock workers are just sitting there waiting for me to arrive and instantly start unloading, usually they are never in a rush to unload me, so why should i get in a rush to get there??

that is one nice thing about delivering concrete, if the customer asks for a set time of delivery, 90% of the time they are ready and waiting for me and start unloading as soon as i arrive,
IF only OTR was like that, it would be so much better!

and if they are not ready i get paid to sit and wait on them! none of this waiting two hours for Free BS, who ever came up with that?

[bikerboy]

does kriska expect driver to ever make 3 round trips in 5-6 days much?

i always hated doing 3 trips, 2 was perfect, i usually only ran 500-600 mile radius of kitchener area.

when you get over 3300 miles in 5 days, that is not a fun week!
2500 or less is more suitable for me.

do they run south to florida or west much?
florida is a perfect 5 day run. leave monday home friday around 2500 miles.

[liner]

that is one nice thing about delivering concrete, if the customer asks for a set time of delivery, 90% of the time they are ready and waiting for me and start unloading as soon as i arrive

Years ago when I built poured concrete silos we were paid by the foot and wasted a lot of time waiting for the cement truck...and for some reason they were always late. That was also unpaid time back then...so I guess I'm used to it by now. LOL

[bikerboy]

Years ago when I built poured concrete silos we were paid by the foot and wasted a lot of time waiting for the cement truck...and for some reason they were always late. That was also unpaid time back then...so I guess I'm used to it by now. LOL


i never knew how they built those silos until i started delivering concrete, it is pretty cool how they do it. did u work for midwest? and ya those guys are still paid that way. so they are usually pretty fast unloading.

we always try to be on time, but sometimes if the customers before takes longer then expected the next load might be late, its hard to plan how long each load will take, sometimes they only take an hour, sometimes its 4 hours.

but for a silo build we try very hard to be on time

[Gummiente]

does kriska expect driver to ever make 3 round trips in 5-6 days much?

do they run south to florida or west much?

It's not so much the number of trips made as it is the amount of miles run each week. They prefer you maintain an average of 2,500 miles per week and it is your choice if you want 36hr or 48hr resets at the end of each week. You'd be amazed at how many tractors are parked in the yard on Saturdays and Sundays - Kriska really does try to keep a monday to Friday routine for their drivers.

There is the occasional run to Florida, Arizona, California, etc, as a solo driver but they are mosty produce runs and not too many drivers like doing those. There's a couple of new contracts we just picked up the the Carolinas on the dry van side and I'll probably be doing those soon, otherwise for the most part my training will be done in the new York to Illinois and Pennsylvania areas. That is where over half of Kriska's clients are located.

[Gummiente]

And another truckin’ whirlwind tour of New York, Michigan, Indiana and Illinois is in the record books. I’m now home for a 3-4 day break and plan to enjoy every single minute of it.

My driving is slowly showing signs of improvement and I can actually do a half decent job of backing up now, provided there’s a fair amount of room. Tried a couple of tight spots with limited success, but I’m sure my skills will improve as time goes on. On the last trip, a two day venture from Indiana to Illinois to London to Milton to Mississauga, I did all of the paperwork and became clear that I wasn’t picking up on things as fast as Eric would like. I’m not going to start finger-pointing here, but let’s just say the problem wasn’t entirely on my end; I simply learn things differently than the way he teaches and that has caused some communication difficulties between us. On my evaluation yesterday, he mentioned that fact and this morning I got a call from Safety asking if I’d like to switch to the dry van division a week early so I could have more time to learn the ropes. Bonus! I find the reefer lifestyle to be a bit too fast paced for my liking, especially as a rank newbie, so a switch to the more sedate world of dry vans would definitely give me more time to absorb things and learn from them.

So on Sunday I start with a new trainer, another one named Eric. There’ll be just as many border crossings, more FAST loads, lots more drop & hooks but less live loads and live unloads. And no reefer noise behind my head while trying to sleep at night. Although truth be known, it really didn’t bother me once I got used to it and I could still get a decent night’s sleep regardless.

Managed to find a couple of open weigh stations on this last trip while I was in the driver’s seat and I breezed through them with no troubles. The key points are to maintain the posted speed limit, center the truck over the metal weigh pads as you cross over them and maintain at least 100ft between you and the truck ahead. That last one proved important at one location when all six trucks in front of us got the red “X” and had to pull up in front of the office while we sailed on past in the “green arrow” lane – Eric explained to me that the other trucks were following each other so closely that the scale didn’t have time to reset after each one went over it, so every one of them got the red light, while we – travelling at the speed limit and over 100ft behind – gave it plenty of time to reset and got the green as a result. Granted, we knew our weight was good because we had scaled it at a truck stop beforehand, but the point is we only lost maybe 5 seconds out of our trip while the rest of them had to wait in line even though most of them were probably legal.

I’m beginning to realise that driving in the US is not nearly as bad as I’d thought. While coming through the south end of Chicago two nights ago – in a snow storm and during rush hour – I signalled well in advance to make a lane change because our lane was ending. To my absolute surprise, all the 4-wheelers in the next lane moved over to let me in. I thought it was just a fluke, but a few miles later I had to lane change again... I signalled, looked in the mirror and damned if everyone didn’t move over/slow down. One of the 4-wheelers even flashed his lights to let me know it was okay to proceed. Unbelievable – try that anywhere along the 401 from Sarnia to Mississauga and it becomes an invitation for everyone to speed up and try to get ahead of you before your big, slow, smelly truck blocks their cell phone reception.

The sleeper berth is more comfortable than any Army truck I’ve ever slept in and I like the power inverter, microwave and electric kettle that Eric has outfitted his with. The space is too cramped for two people but for one person there is an awesome amount of room and storage space. I already have a plan for how my truck will be set up.

[Gummiente]

Just got off the phone from a call with my new trainer. He has a dedicated run to Joliet and Elgin, Illinois, and runs an '05 Freightliner with the Eaton-Fuller 10-speed and CAT power. He told me all of his driving is done at night, so this is gonna be interesting. No FAST loads, so I'll get lots of practice with border crossing paperwork. I'll be doing all of the driving, hooks & drops, inspections, etc, which is exactly what I want - I learn best by routine and repetition.

We leave Sunday at 11am and once again I am looking forward to the trip!

[Gummiente]

Things are finally starting to come together. Had a great run this week with my latest trainer, another ex-military type who has a dedicated lane from Mississauga to Joliet/Elgin (Illinois). He has an ’05 Freightliner Century Classic and I really, really enjoyed driving it. His policy is to let the trainee have maximum seat time, so I’ve racked up over 2,300 miles since first hopping into the cab last Sunday and have shown much improvement in my driving skills as a result. I can now upshift and downshift without the clutch and on the increasingly rare occasions when I miss a shift I can now get it back into gear quickly with a minimal amount of grinding. My turns are better, my accelerating/braking/cornering is better and even my backing manoeuvres are showing improvement. And I’m finally having FUN while driving!

He’s a very good trainer and easy to get along with, which made for a very relaxed atmosphere and allowed me to concentrate better on my driving and on the paperwork. The Freightliner has a much nicer transmission and the ergonomics suited me better than the International, but it has the drawbacks of being noticeably noisier at speed as well as being fitted with an uncomfortable driver’s seat. However, it handled better, turns on a tighter radius, has more features and just plain looks better, in my rookie opinion. The digital odometer doubles as a display for the Qualcomm, so any incoming messages are automatically flashed right in front of the driver – so much better than fumbling around on the floor to find the keyboard and trying to read it while driving through a snowstorm. This truck was also fitted with the VORAD system, which alerts the driver if any vehicles or objects are too close to the tractor while driving. A bit of a novelty at first, but the constant bleating and blinky-blinky display lights on the dash got tiresome after a while. Any time a 4-wheeler would slip by me on the right, it would bleep. Any time a 4-wheeler cut in front of me it would bleep. Any time I passed another rig on the left it would bleep. Any time I went under a bridge it would bleep. If I turned on the right signal it would bleep. It got downright annoying after awhile. But it did help keep me awake on the overnight drive as its constant and random bleating helped keep me alert. A couple of times, though, it went off for no apparent reason – there were no bridges, guardrails, vehicles, animals, road signs, low flying aircraft or anything larger than a breadbox in the vicinity of the rig, so I figure it must have just been getting lonely or bored.

I’m also starting to pick up on the paperwork, but the dedicated run has the disadvantage of having the same procedures and border crossing every trip, so I’m not learning as much as I should in that regard. However, the main reason for assigning me to it was to see if I could handle the night driving and from my training report it is quite apparent that I have no problems with that at all. So next week I’m being assigned to yet another trainer to concentrate more on the paperwork end of things. I’ll be back in the Temperature Control Division running reefer loads under compressed time frames across three border crossings; Sarnia, Port Erie and Niagara. And I’ll be driving a new 2010 International Pro Star with the automated transmission, so it should make for a very interesting time.

This pic was taken two days ago at the customer’s yard in Elgin, Illinois...

[bikerboy]

question about that VORAD system, will it let you tailgate?? or does it automatically cut throttle or apply brakes to keep you back far enough?

if it will not allow you to tailgate, that is a great invention.

what was the transmission difference between the two truck? was one a meritor and one eaton fuller? just asking since you said they shifted different, if they are both the same brand, that is also normal,seems like no two transmissions ever shift exactly the same!

[Gummiente]

BB, I never got close enough to anything to fully test the VORAD system so I can't say for sure what happens if you get it mad. I'll try to find out and let you know.

As for the transmission, the Eaton had a MUCH tighter shift pattern that made it a lot easier to operate; it just kind of slides into gear with a lot less effort. The Meritor, though, is very sloppy and vague and you really had to concentrate on where you moved the lever. All the people I've talked to at Krisak have said the same thing, the Meritor is crap when compared to the Eaton.

[bikerboy]

i think you will notice there are WAY more trucks around that have the eaton transmission. actually out of maybe 40 trucks, with 7 different companies, i have driven, only ever driven one meritor, all the rest were eaton fuller.

my favorite transmission is the eaton 18 speed or the eaton 8LL

[ralph]

my favorite transmission is the eaton 18 speed or the eaton 8LL

18 is a glorified expensive 13 speed with 5 more gears...you just split the bottom side as well. Can't imagine needing one again unless I went back into heavy-haul or had a hi-torque engine.

[bikerboy]

i like how i can split reverse gear, but i agree usually they are unneeded, but i still like them if the boss wants to order them that way.
is 63 500 kg heavy haul? thats what we use the 18 speeds for

[ralph]

is 63 500 kg heavy haul? thats what we use the 18 speeds for

It's a start...

[Gummiente]

I finally understand the whole concept of the GPS. Eric has a Garmin nuvi 255 mounted on the dash of his Freightliner and I got to play with it during the whole 2,300 mile journey (two trips) this past week. I was never a fan of the whole GPS concept, but oh boy has my attitude ever changed about them now... the Garmin has to be about the most useful accessory I've ever seen for a motorised vehicle!

I had to drive through a snowstorm in the wee early hours of the morning through Michigan a few days ago; it was bad enough that the road signs were partially or fully obscured by wet snow build up, making navigation more difficult than it needed to be. But the Garmin knew exactly where it was at all times and displayed all the road and intersection names as we drove by them, regardless of the light and weather conditions. Not only that, but it gave me turn by turn directions right to the customer's doorstep, saving me the need to look at my written directions while trying to drive. One quick glance at the screen gave me all the info I needed to know anytime, anywhere... I can't describe how much help that was when driving to an unfamiliar destination along an unfamiliar route.

The normal procedure for planning a trucking trip is to refer to the large scale Rand McNally Motor Carrier's Road Atlas and plot a route from start to end. The Road Atlas has all the relevant trucking info on it; truck routes are highlighted in colour, weigh station locations are noted as are rest areas, low bridge info is noted, distances between major cities are listed, etc, etc, but it does not allow you to map right to a specific street address. We have to rely on directions supplied by the customer, which are then written down on a small notepad with the rest of the route info. Problem is that it becomes difficult to read the notebook at night on a bumpy road, even with the maplight turned on, and it takes your eyes off the road longer than what I am comfortable with doing. But the GPS removes all the hassles; by mapping out the route on the Road Atlas first and then plugging it into the GPS, you can amend it as required if the Garmin indicates a route that is prohibited for trucks – you just direct it to the nearest truck route and it recalculates the trip. You can include fuel/rest stops in the trip profile, as well as alerts to upcoming inspection/weigh stations.

I was SO impressed with this little toy that I vowed to get one for myself when I’m assigned my own truck. My first paycheque was deposited in the bank this morning and I just found out that CDN Tire has the Garmin nuvi 255 GPS on sale for $179, so guess where I’m going today!

[ralph]

Get the 255W...W is wide screen. Great tool, I have had one for just over a year. It doesn't stop a driver from calling customers to confirm directions to their place as the Garmin will route you through residential areas. I have found that it makes me more efficient some days as it uses short cuts that I hadn't thought of. People still need to be able to read and carry a map though..

[Gummiente]

Get the 255W...W is wide screen.
Just took another look at the CDN Tire website, the 255W is the one on sale!

[bikerboy]

i agree, GPS is the best invention yet for trucking.

I would not run OTR without one.

[JReid]

Not all Garmin's are truck friendly.Rand Mcnally has one to. If it has a T behind the # it's for trucks.That's what I heard.
https://buy.garmin.com/shop/store/assets/images/products/010-00786-00/en/cf-sm.jpg (https://buy.garmin.com/shop/shop.do?cID=275&pID=31541)
nüvi® 465T (https://buy.garmin.com/shop/shop.do?cID=275&pID=31541)

Truck-friendly navigation
Truck specific routing for lower 48 states, preloaded NTTS Breakdown Directory, preloaded street maps for North America, lane assist, FM lifetime traffic, Bluetooth® wireless, speaks street names, Where am I?, photo navigation

$ 499.99 USD

[JReid]

Rand Mcnally's is the Intelliroute TND500 but it does a lot more than routing. $399.00 USD. I would buy either one in the US at one of the truck stops.

[bikerboy]

you can't trust the truck gps either, so are they really worth anymore then a car gps?

I always used a car gps and used common sense and would not go on any roads that were not interstates, or state or US highways, without being sure that road was alright for trucks, and even some state and US highways have restricted truck routes, so just watch the signs and stay off all other roads unless you are sure they are truck friendly.

[bikerboy]

i have found gps are terrible for the area i live in, the gps does not recognize any difference between county and township roads, and will always try to route me on kings highways, which is usually way out of the way, and roads are not any better.

but in the US it worked very well

[Gummiente]

My trainer has the same Garmin GPS, he showed me how to check the route against the Motor Carrier's Road Atlas and amend it as required. I'm not getting rid of the Road Atlas - my plan is to use both it and the GPS together when planning my trips.