You're a real funny guy there, but not so funny that you should quit your day job to become a comedian. You took my post and edited it. If anyone else wants to know what I'm talking look at my post at #19 and look at his post at #101. I don't know who you work for, but if it's XPO I hope you point out at some time so you can become another employer's problem.
100% correct
Thank God
Their doing it again . They told us when ask that the cameras have all of the goodies that we fear but they won’t be turning those new options on . If the option is there they will use it At some point. I know I know , if your perfect you have nothing to fear.
Well as a former first responder I can tell you that more info is always better then less. I can also say the initial response is the same. Still having friends the are paid and vol firefighter and 911 dispatchers. I can also say that if you call 911 and report that there are placards on a vehicle that is in an accident they will ask you what the hazard is and the UN number if you know. When the responder arrive on the first thing they want to know is the UN number, no matter the amount, and knowing it before they arrive is a big bonus. This shipment in question was a massive amount as you say even thought it wasn't the only shipment on the trailer. I have also have yet to run into a DOT officer fine me for over placarding with UN numbers. There one spot were they talk about UN not being on the placards, but the law still requires the UN number to be displayed. I'll put a link below with an example. The link I post will explain were UN number are used in a non-bulk setting
I don't know what test you are taking but UN number do not replace placards they are use in conjunction with placards
danielstraining.com
there you are very wrong. Every dept has a pre set run cards on file with the 911 center. A run card is what equipement is on the initial dispatch. In this case an accident with hazmat on board in my area get a Rescue or Truck, and Engine, hazmat team on stand-by and one Ambo as info comes in the officer in charge may upgrade the assignment or request addition equipment
Good lord..settle down.
I guess I did get a little sideways there.
We probably have those as well, and if I'm understanding your post correctly, you're saying that manifest information regarding HAZMAT freight is provided to those agencies every time a driver departs on a run? That would be only linehaul though, correct? If that's the case, then how does dispatch report HAZMAT freight to those agencies for city work. All that being said, there is still a reason that DOT requires the most recent version of the ERG to be stored in the driver door pocket for all HAZMAT carriers, regardless of city or OTR operations
Millennial here. I was gosh the worst shifter ever ha-ha, but like anything else where I work at up until 2019 all the trucks were still stick shift and just doing it everyday eventually I got better and better and learned. It takes time and patience and most drivers as discussed here are not teachers and that's alright, but it's just one of those things that takes time.
Not our dispatch, but the info given to emergency dispatchers when someone is calling in an accident. Based on the information given, they decide what resources to send to the scene.
That's probably how we do it also. I'm going to ask the SCM about it today.
You bring up some good points here. I also don't like the idea of big trucks with automatic transmissions for a couple of reasons. While I'm no mechanic, I figure that over the long haul and AT will be more expensive to repair than a manual, since most of the time a manual involves replacing clutch plates and maybe linkages, whereas automatic transmissions are more complex will cost more money. From an instructors perspective, the AT's will make our jobs easier because it will flatten the overall learning curve during the training process. From a safety and operational standpoint, I think the AT's take away a degree of control when it comes to the ability of the driver to change how much traction the drive tires get in certain situations like slick roads and icy docks, it's possible they may prove out to be statistically more dangerous to operate in the long run. From an emotional standpoint, I think that proficiency at operating a manual transmission is a key thing that puts a professional driver at a much higher level of driving than a person with only an operator's license. Being able to drive a manual transmission well is akin to an art form whereas an AT is mostly about just turning a knob and using the accelerator and brake pedals. I don't want to see the manual transmission go away, but wanting and reality in this case are two very different things.
????? Your SCM is a 911 dispatcher????
Other then the little city trucks we do not have automatic transmission in our trucks. A fully automatic transmission employs a hydraulic torque converter coupling the engine to a planetary-geared transmission providing uninterrupted, continuous power shifts. So like I have said before. Show me were I check the transmission fluid in my road truck. You can't because they do have one.
So that's why I smell so many burning brakes at the FAC. These AMT can be down shifted manually so you can use the trans and engine to slow you down
The road tractors cannot be controlled manually (as far as shifting ) This feature is being disabled fleetwide.
Yes you can't lock it into manual, but you can down shift. Try it. When slowing down for a exit at around 1300rpm push the shift level down and it will down shift. Even in the international you can. I have always down shifted it before the computer would on hills. You can also up shift it to.
