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truck geekery
I've been getting acclimated to my new job and home life. I've been a bit discouraged about it since I'm not sure that, in the long run, I'll be able to keep doing this. I haven't been getting an adequate number of miles, and this has been with putting in 12-14 hour days, including two nights spent in the truck just because the commute didn't make much sense. If I'm going to put in that kind of time, I might as well be OTR and getting 500-600 miles per day, rather than the < 350/day I'm getting right now. I am enjoying being home more, but I have a feeling that practical circumstances are going to force me back onto the road, possibly for a few more years, but at least until January.

January will mark three years since my rollover accident. I've been denied a lot of trucking jobs because of it. Three years is the magic number that all trucking companies use to check for moving violations and accidents. In the case of my rollover, it is what is known as a "D.O.T. recordable accident" (Department of Transportation). Simply put, a DOT recordable accident is any accident in which the truck is removed from the scene by wrecker, regardless of fault. Some companies will not allow any hires of a person with a DOT recordable in the past 3 years. Some will accept them depending on the fault/circumstances and proven safe driving in the interim. To make matters worse, there is a reporting agency that all of the trucking companies use run by USIS, but known in the industry as the "DAC report". Nearly all companies report, and do background checks utilizing DAC. A company can basically report anything they want to DAC, for instance if you abandon a truck/load in the course of leaving your employment with them, accidents, altercations with customers/employees, basically anything... and they can report it however they like without any proof. The only time proof becomes necessary is if it's challenged by the driver, and the process of challenging a DAC entry is a daunting one full of paperwork and correspondence. Werner reported to DAC that my rollover was "preventable" based on their investigation. This was due largely to the citation issued me at the scene for failure to observe signage requiring high profile vehicles to exit the interstate. I never saw the signs they claimed were there. A couple of weeks later, I received a letter stating that the citation was dismissed. I guess someone else decided those signs weren't there either. Yet Werner still decided to report to DAC that it was "preventable".

As long as your 3-year commercial driving history is acceptable, you're typically offered the job. What is "acceptable" varies from company to company. Hornady obviously had a rather lax definition of acceptable, but they were a flatbed company, which notoriously has a harder time finding drivers than a dry van carrier. Online Transport hired me within two years of my roller over, but had my sign something during orientation advising me that I was on "probation" until 01/04/2011; you guessed it, the 3-year anniversary of my rollover.

As of that date in January, not only will the DOT recordable accident finally be outside of that window, but my 3-year driving history will be spotless, barring any incidents in the next 8 months. I will not just have an easier time finding a job; with my experience, I can have virtually any trucking job I want. Don't think I won't be hunting high and low for the greatest local trucking job that exists.

I have some pictures of my truck. A lot of the trucks that are in the pool of vehicles at the Georgetown terminal are relics of the old Lexington Cartage company which Online bought a couple of years ago. My truck is one of those as evidenced by the blue and green stripes on it.

It's a '99 Volvo with 935,000 miles on it. The transmission is an Eaton Fuller Super-10 Top 2 automatic. I used one of these when I first started for Werner way back in '02, for about 6 months, and have driven straight 9s/10s ever since. I like the Super-10; it's a lot easier to shift than a straight but it is taking some getting used to since I haven't driven one in so long. I was hoping to find some nice graphics to show you the difference in pattern, but this will have to do.

A straight 10-speed transmission pattern is similar to a 5-speed passenger vehicle. You shift through the first five gears, then you flip a switch on the stick (which truckers call the splitter) to put the transmission into high range and repeat the pattern. So in a straight 10, the driver is required to move the stick every single time he changes gear. On a Super-10 Top 2, the gears are paired at each position (1&2, 3&4, etc.). The splitter is used to determine which gear you are in at each position and the switch to high range is handled automatically by the transmission as you move from the 3/4 position to 5/6 position. With the Super-10, you only have to physically move the stick once through the pattern, since half of the gear changes are handled by flipping the splitter back and forth. Considering that for most applications you can begin in 3rd or 4th gear, in a Super-10 you can go from a dead stop to top end and only move the stick 3 times, as opposed to 7-8 times in a straight 10. Further, the Top 2 gears change automatically, which is great because as a trucker driver, you spend a lot of time shifting back and forth between those two gears. In a Top 2, you can get as low as 40 mph without having to touch the stick.

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I admit I haven't read your post yet, I seen the shift patterns and started raving instantly.

What you've drawn is exactly why both are the scourge of the earth and should be removed and melted in to ingots and replaced with a straight 13 or 18 speed.

The end.

Please to be explaining your thinking here.

The straight 10 is the gankiest most backward clunky user-unfriendly widely spaced geared piece of shit I've ever had the displeasure of operating.

Super 10 = FAIL. (This one is just my opinion of it.)

With the exception of one everything I've ran had an Eaton Fuller 13 speed in it. The shift pattern to me is natural, bull and 4 in an H then high range and split the top 4 if loaded heavily. The 13 speeds to me at least seems closer together necessitating (Re: allowing) for more shifting through speed ranges but that also in my opinion gave me a lot more control and a closer feel for the vehicle.

Also, I like to drive fast as reflected by my driving record at the moment. My flagship, the truck pictured in my icon was geared high as well as taller than standard rubber.

Yay for user fidelity I guess.

I've driven 13s and 18s and, unless I'm pulling heavy loads on significant grades, I'll take a straight 10.

That said, I hate that our roll-off trucks are all straight 8s. The spacing is bananas.

You kind of summed it up here for me better and in less words.

..13s and 18s and, unless I'm pulling heavy loads on significant grades..

It's a case of having them and not needing them rather than needing and not having. Also, loaded light or dead heading I found it easy if I wasn't in the mood to shift too much to go 2 - 4 - / 5 - 7 - 8

Point is the options were there to modify shifting as you wished, now I feel about an 18 almost the same as the 10's, to me splitting the lower gears seems retarded, they get cycled through so fast it seemed little point and totally unnecessary.

I have a question. Why does it seem that there are no automatic truck transmissions? Is it just too expensive, a case of the industry sticking with "tradition", or what?

It's tied to economics but not in the way that you're thinking. Auto-shift transmissions have been around for years and are common place in other parts of the world, particularly Europe. They're not "automatic" in the sense that a passenger vehicle is, as the driver can manually select gears and ranges by pressing a button rather than moving a physical part of the machinery below him.

In North America, particularly the U.S. there is a certain amount of pride that resides in the breed of men who do over-the-road trucking. Every aspect of it requires a certain level of skill to perform, the sync-ing of gear->to RPM->to road speed being one of them.

The vast majority of new trucks sold in this country go to the mega-large carriers who operate thousands and thousands of trucks. As a matter of competition, keeping late-model trucks on the road is a priority for these carriers: they are less likely to break down and result in service failures for their customers and they are still under warranty if they do. Also, customers just like seeing new and well-maintained trucks and trailers come onto their property rather than smoking/leaking heaps of junk barely kept running.

To do this, the large carriers need to be able to re-sell these trucks somewhere around the 400-500k mile mark as they near the end of warranty and recoup some of that investment. The used truck market is comprised largely of owner/operators and smaller carriers. That pride I mentioned above? No one wants to buy used trucks with automatic transmissions in them. If you're ever driving through Springfield, OH sometime, keep an eye on the north side of the highway on I-70. You'll see the U.S. Express terminal there and a lot FILLED with red trucks that they can't get rid of because they have trucks with auto-shifts in them.

They're the only large carrier I know of that uses them. It's primarily a marketing tool for attracting certain drivers to come work for them. All the big carriers have their niche/gimmick that separates them from each other. U.S. Express has auto-shift trucks. Werner has paperless logs. Many focus on different home-time schemes, etc. I don't know what USX does with all those trucks. I'm sure there's a small market for them in this hemisphere, but not much.

So really it all comes down to bullshit "AMURRIKA!!" p[enis-waving shit, like why this nation STILL refuses to use fucking metric values.

OK then. That makes a great deal of sense. Disappointingly so.

I don't know if that's really a fair assessment since Mexican and Canadian drivers also seem to prefer the manual stick. Perhaps it's more of a residual pioneer spirit on this continent that it is in Europe.

I always wondered how that worked.

Or, if your load is lightish and you know what you're doing, you start in fourth and double up and only move the shifter 4 times in a straight 10. ;-)

Good luck on jobs and dealing with trucking companies in the future. Ironically, that 3 year rule also applies across the board to when companies terminate an employee (for any cause) versus laying them off. Last February was my 2 year point following my experience with Lockheed. Fortunately, my current employer has deemed that the BS that led to my departure was unjustified and have been adding more and more to my responsibilities.

BTW, nice rig. Take care!

Holy balls, has it really been three years? That was just after I started LJ stalking reading your journal!

Well next January makes three years... so you've got a little extra time before you move it from stalking to creepy internet crush.

well... if you wanna come work with me... you can drive a pretty black truck ;)



Heh... unless you have something local down here where I could be home every night... I wouldn't be interested. ;-)

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