Like Riding A Bike......Sort Of

My first week of training is in the books and it was filled with excitement, nervousness, frustration, and sore muscles.  There are probably more adjectives I could toss in there as well, but those are the main ones.

My trainer wasn't loaded Monday morning, so while we waited on a load assignment he went over the truck with me as well as the trailer, trailer box, and headache rack.  Basically just a familiarization of where everything was at and how he kept his gear stored. Once we got our load assignment, I asked if he would drive to the shipper so I could watch his foot work and what RPMs he was shifting at.  I told him that I am more of a visual learner, so he could explain something to me until he was blue in the face, but my brain wouldn't totally get it unless I saw it.

These trucks are set up purely for one thing.  Hauling heavy ass freight.  The whole week we were never under 78,000 lbs.  Keep in mind that the total gross weight can't be over 80,000 lbs without permits.  Anyway, these trucks are geared low.  Where I was used to shifting at 1400 RPM both up and down, these are 1100 up on the low side and 1300-1400 up on the high side.  Going down it's at 1200 RPM unless you are doubling down, then it's 1000 RPM.  The other thing I am used to is when downshifting is to mash the gas real quick to bring the RPMs up.  Well with the set-up in these trucks, you will over rev the engine if you do that.  So, you basically just have to tap the throttle as you only want to bring it up 300 RPMs to make the shift.  To give you an idea of how low these trucks are geared, when we are fully loaded and you put the truck in first gear, all you have to do is let off the clutch.  You don't touch the accelerator at all.  The truck pulls it.  At an intersection, when the light turns green, we are in 5th gear buy the time we get through the intersection, and are all the way through the gears by the time we hit 45 MPH.  Sounds like a lot of work, but its a friggin blast.  On the way up I can float the gears without looking at the RPMs, but on the way down, I still clutch it and watch the RPMs.  I also double down because that is more comfortable to me as it is like a 10 speed.  However, next week my trainer said we are going to work on hitting every gear on the way down. I didn't mean to get long winded on that tangent, but I love this shit.  Driving a truck is so much damn fun.

Back to the first load assignment; We loaded at Weyerhaeuser Lumber in Philadelphia, MS. Which was pretty cool as I have loaded there before with Swift so I was familiar with all the procedures there. We took that load to Bison Lumber in Richmond, TX, which is SE of Houston for those playing along at home. From there we headed to Lufkin, TX to Texas Pipe where we sat 6 hours waiting to get loaded. That load was supposed to go to NC, but we got called and asked if we wanted to do a load swap with another driver. He was picking up in Philadelphia, MS and headed to Cresson, TX (SE of Ft Worth). My trainer jumped all over that deal as getting back to MS from NC is a pain in the ass apparently, so we planned to meet in Monroe, LA to swap loads and head to Cresson, TX. Once unloaded in Cresson, we headed to Irving, TX to Owens Corning for a load of shingles that went to Little Rock, AR. From there we headed down to Simsboro, LA for load of particle board that is going to Archbold, OH.

The load of particle board we currently have, was my first opportunity to learn the TMC way of tarping. The good thing is, we were able to use steel tarps on this load instead of lumber tarps. What's the difference you ask? Well, the lumber tarps we have weigh about 160 lbs and have 8 ft drops. That means when the tarp is centered on top of the load, each side drops 8 ft. Lumber tarps also have a flap (we call it a door) on one side. Steel tarps are about half the weight and size. Because this load wasn't that high or long though we could get away with using steel tarps. It was awesome for me though as now I know how to make a "door" on the front and back of the load using steel tarps. I also learned a few other tips and tricks to tighten up the tarps so they don't flap in the wind going down the road.  

My training coordinator called us yesterday while we were waiting to get loaded and wanted an update on how things were going.  After he got done talking to me, I handed the phone to my trainer.  Now, he told me that he wouldn't say anything to my training coordinator that he wouldn't say to my face so he stayed in the truck.  His assessment is that I am doing great.  The only things that need work are shifting and learning how TMC wants things secured.  He did say though, that my shifting wasn't bad at all, just need a little more practice so I am more comfortable with the 13 speed.  He also went on to say, that depending on how next week goes, he plans on dropping me off in Des Moines next Friday.  What does that mean exactly?  Well, if you remember, they have me training for 4 weeks.  My trainer is telling them that I don't need 4 weeks and will be good-to-go by the end of next week.  HELL YEAH!!!!  That means I will have my own truck assigned the last week of May.

All-in-all it was an awesome week.  I did tweak my back a bit lifting the lumber tarps that we took off that load we swapped for back into the headache rack, but it's better now.  I also have "Clutch Quad".  My left leg is killing me right now, but that will dissipate in time.  I had the same issue when I first started driving.  I definitely made the right choice though by going with TMC vs going back to Swift.  The fleet managers at TMC actually call you and offer you loads.  At Swift, you were forced dispatched as a company driver.  All I need to do is get familiar with where TMC loads out of frequently and what I can expect once I get unloaded.  Jimmie, my trainer, pretty much forecast where we would go get loaded once empty.  So, once I get all of that down, I can stick to a certain area.  That's not saying I will never go to certain locations, but if I can help it, I won't.

Next week I hope to be updating ya'll from Des Moines while I await my truck assignment.  

Friggin Exhausted

Yesterday was the longest day I have had in a long time.  I got up at 0500 to check out of my room and be on the bus by 0700.  We got released from orientation at 1400 and were taken to the airport to get our rental cars.  Then I had to go back to the hotel to pick someone up and from there we headed out.  We left the hotel around 1430, stopped in Chesterfield, MO around 2000 to drop off the first guy and replenish the gas tank.  Left there around 2015 and dropped off the second guy in Olive Branch, MS around 0100 this morning.  I took the controls at that point and rolled into the apartment complex at 0715.  I just left my shit in the car, walked in the apt, and went to bed.  I couldn't sleep long though as the rental had to be returned by 1400.  So, in the past 38 hours I've had about 5 hours of sleep.  I feel like I am hungover, but without all the fun that usually causes them.

My trainer finally made contact with me today.  He's empty right now and won't get a load until the planners get in at 0730 Monday so he told me to be up in Laurel, MS around 0600.  Since we only have one car and Angie has to work, he is getting me a hotel room tomorrow and told me to come up sometime tomorrow night.

From the 45 minute conversation I had with my trainer on the phone, I don't foresee any issues.  He's really laid back, but is by the book.  While he was going over things with me, like the rules on his truck, it was exactly how I would be.  It's a relief to me as some trainers can be real assholes and look at trainees like money makers for them.  My trainer already knew I had experience though, so he said he is basically going to make sure I know the TMC securement policies and can tarp like TMC requires.  He is going to double-check Monday morning with my training coordinator on how long my training period is, but he doesn't think I will be with him for any longer than two weeks.  I could even be with him as little as one, depending on how quick I pick things up.  I am still going to plan in my head that I will be with him for four weeks though because I know if I get anything else in my head, I will get frustrated if it doesn't pan out.

One cool thing is he is on the 46/52 plan, which means he is home 46 weekends out of 52.  That means I only need a weeks worth of clothes with me as I will be home every weekend I am with him.  Angie will get real familiar with HWY 49.  I'm pretty sure she won't mind though.  Hell, she already asked me how long I have to wait before she can come out with me and if I will be ready by June.  The good news is that experienced drivers can have passengers as soon as we get a truck assigned.  All I need to do is fill out the paperwork that is required pay the fee.  It's $5 a week for each authorization or I can just have a standing authorization that lasts until I cancel it and that is $20 a month.  I'm going with the standing one so that way she can hop on anytime she can and all I will have to do is notify my Fleet Manager so they know she is on the truck.  It's illegal for anyone without a CDL to be in a Commercial Motor Vehicle (CMV) without proper authorization.  For example, let's say she was on the truck and I got pulled over or stopped at a scale.  They ask for the authorization paperwork and if I didn't have it, they make her get out of the truck and they place me "out of service".  Hell, even though I have a CDL, I still have a card from TMC that authorizes me to be in their truck.

Another thing I'm excited about is my trainer has a Long Nose Pete.  It's still a 379, but there are two different kinds.  It's also a little bigger in the sleeper as well.  Most of the 379s TMC has are of the short nose variety.  I'm not sure what the actual length difference there is, but he did say it's noticeable and that it turns a little wider.  It's all good though.  I'm just excited to get this party started completed as the sooner this step is completed, the sooner I get my own truck assigned.

Once this step is complete, I will head back to Des Moines to finalize the training process and get my truck assignment.  The apprentice drivers (those with no experience) have to take a driving test as well as a load securement test.  I already did that last week though, so it's a fairly easy process for me.  If there aren't any trucks in Des Moines I will have to go to either Indianapolis, IN, Joplin, MO, or Gaston, SC to pick up my truck.  Most of those that got truck assignments from other classes when I was there last week went to either Indy or Joplin.

I will do my best to keep this up when I am out with my trainer, but can't make any promises.  Will all depend on what our schedule is and how tired I am.  If i'm not able to, I will do a recap at some point before I get my truck assignment.

TMC Orientation, Day 4

Today was all about load securement.  In fact, that's all we did all day.  It was a good refresher though as well as learning the way TMC requires things to be secured.  It wasn't totally different from what I already knew, but they require certain things to be done that is above and beyond what the DOT requires.  Personally, I think that is awesome because the minimum is never good enough in anything you do in life.  I usually over secure my loads anyway because I really prefer not dying by having my load come through the truck should I have to slam on the brakes at 62 MPH.  Why just 62 MPH?  More on that in a minute.  I don't only over secure for my safety though, I do it because anyone next to me on the road has loved ones somewhere and I don't want to be responsible for killing them because my load fell off the trailer and smashed their car.

Some of you are probably wondering why I said 62 MPH, and quite honestly, it could be any speed really.  But TMC trucks are governed at 62 MPH.  For those that don't know what that means, it means that no TMC truck will go over 62 MPH.  Well, unless you are going down a hill.  In fact, most trucking companies have their trucks restricted to a certain speed.  Part of it is for safety reasons, but the main reason why is money.  TMC used to run their trucks at 65, but when the fuel prices got so damn high they cut them all back.  What they found out is it saved them 1.5 million in fuel costs every month across the fleet.

Before I forget, I need to clarify something from yesterday's update.  The whole GI BILL monetary amount was wrong.  Well, partially wrong.  I read the pamphlet wrong and Post 9/11 pays one thing and Chapter 33 pays another.  Since I am Post 9/11 I will get 80% of what the housing allowance is in Des Moines for an E-5, which is $1131 and some change.  The reason I will get 80% of that is because that is what my entitlement is.  I talked with the rep here today and she said she already put everything in the system and it was going out in the mail tonight.  I assume I will get a letter from the VA in a few weeks telling me exactly how much I will get just like they did for school.

For those that actually read this and care, this will be the last orientation update.  We are being released tomorrow at some point.  All I know at this point is we were told to check out of our rooms in the morning and be on the 0700 bus with all our shit.  Going by what we have seen throughout the week though, I am fairly certain we are going to get issued our fuel cards, log books, and who knows what other paperwork.  We will then be told that we are heading to the airport to get a rental car to head home and meet with our trainers.  I have yet to hear from my trainer, but they did tell me that most of them wait until Friday to call.  So not positive when I will meet up with him, but again, I am fairly certain it will be Sunday sometime.  Other than that, that's about all for now.  That 16 hr drive tomorrow sure is going to be a fun one.

TMC Orientation, Day 3

Today's festivities started with a log book and hours of service presentation.  Since all of us were experienced he basically went through it fairly quickly.  It was now time for the final graded test of the week, which was over that presentation.  Needless to say I got an "A" on it, which gave me an overall "B" on all graded tests for the week.  The rest of the day was pretty much spent watching defensive driving videos and distracted driving videos.  Wait, that isn't totally true as we had other briefings between videos.  I will get into that in a minute though.

We met with our training managers today and my trainer lives in Laurel, MS.  Apparently it's 140 miles from Biloxi, but I haven't verified that just yet.  What that means for me is, once released on Friday, they will get me a rental car again and I will head to the house.  Then meet up with the trainer Sunday and head out for my 4 weeks of training.  The trainer is supposed to call me by Friday to work out the specifics, but I am hoping that he will be able to just swing down my way and pick me up.  More to follow on that.

The pay structure was also explained in detail to us.  TMC has two different ways of getting paid.  The first is a Percentage Pay.  That's not what they call it, but that's what it is.  The way that works is I would start out at 27%, meaning I get 27% of what the truck makes.  Now, it's not as simple as that though as there is a point system to determine what percentage you get.  The more points you accumulate, the higher the percentage you get, up to 32%.  Roughly 85% of the line haul drivers are on this program.  The three main factors that come into play is Revenue the truck generates, your MPG, and your Out Of Route Miles.  So, it's sort of like being an Owner Operator without having to worry about all the other shit.  I was on the fence about going percentage, but after everything was explained, it may just be perfect for me.  The other way of getting paid is straight mileage.  I would start out at .37 cents a mile and get a .01 cent pay raise every year.  Both have bonuses as well as punishments.  By punishments I mean if you get a ticket or something, it will either affect your point total towards percentage, or you will lose a .05 cent per mile.  You can get rewarded well, and can also lose it just as quick.  Bottom line is it's all on me.  The better I do, the more money I make.  It's that simple.

This next part needs a little background information to make sense.  I know I covered why I have to go out with a trainer for four weeks.  I assumed it was due to me only having 18 months of driving experience.  That is partially true.  I found out today that my DAC Report only shows me driving from 02/09 to 11/09.  For those that don't know what a DAC Report is, DAC is to a driver what a credit report is to someone getting a loan.  I have no clue why Swift never reported me being an Owner Operator with them, but that little mistake played into my favor in a BIG way today.

I found out that since I have less than a year of driving experience I qualify for the On-The-Job & Apprenticeship Training Program through the VA.  What does this mean exactly?  Well, with TMC it's an 18 month program.  Since I qualify for GI Bill benefits, the VA pays me those 18 months.  So, according to the paper I was given, the first 6 months they pay $1,104.75 a month.  The second 6 months it's $810.15 and the remaining months it's $515.55.  Now, those numbers aren't exactly what I will be getting though as I am at 80%.  Basically though, take 80% of those numbers and that is what I should get.  If I am reading this packet correctly, I will also get up to $83 a month for books as well as a monthly housing allowance.  I am going to double check on all of it tomorrow though to make sure.  But, I filled out all the paperwork for the rep to send in and get this all started.  It looks like even though I won't be going to college anymore, I will still get to take advantage of my benefits!!!!!! I think that was the highlight of the week so far.  Wait, I take that back as the highlight was sitting my ass behind the wheel of that Black and Chrome Pete for the first time.

Tomorrow we are out on the yard doing load securement all day.  Depending on how that goes, I may or may not give an update about it.  I may just decide to rant about my damn roommate, whom I would like to smack the shit out of.  In fact, I need to wrap this up as he keeps talking to me while he's on the phone with his wife.  He can see I am typing this, yet he asks me questions like I am paying attention to what he's saying.  I thought after answering him with, "I have no fucking clue, I'm not paying attention to your conversation" would kind of give him a hint, but apparently not.  

TMC Orientation, Day 2

Today's festivities started out with a strength test with the TMC Physical Therapist.  We had to be evaluated on picking up a 110lb lumber tarp the proper way.  Once we picked up the tarp we had to walk around to the side of the trailer and toss it onto the trailer.  Then we had to prove that we could get up on the trailer from the side, pick the tarp back up and place it on top of a steel coil that was 6ft tall.  Finally, we had to dismount the trailer at the back while demonstrating proper technique.  We were graded on a scale of 0 being shitty to 3 being excellent.  I managed to get a 3 on all of that.  I have to say though, I was a little worried when I went to lift that tarp up as it was heavier than I remembered.  What I, and many others, didn't understand though is why we had to do that with a lumber tarp.  99.9% of the shippers will place the lumber tarps on top of the load using their forklifts.  All we need to do is roll the big bastards out of the box.  But, I guess that's what they want us to do, so we did it.  The other portion with the Physical Therapist was we had to climb a ladder and get on top of a shipping container that was loaded on a trailer.  He wanted us to walk to the edge before he gave us the thumbs up to come back down the ladder.  Not really sure what that was for either.  I guess they want to make sure you aren't afraid of heights or something.  

The rest of the day was spent watching a shit ton of safety videos and taking a general HAZMAT test.  We also watched videos on everything the truck is equipped with.  This was actually pretty interesting.  The first system that was covered was the Eaton Vorad System.  This damn thing warns you of hazards in front of you and beside you on the passenger side.  It shoots radar beams out and then warns you with different colors depending on the proximity.  It has a range selector as well so if you are going though a city it isn't going off constantly.  It's basically a collision avoidance system.  The damn thing even has smart cruise, which will slow the truck down if something is detected.  It will also record the data if you are in an accident so the move of every vehicle around you will be able to be reconstructed.  Pretty cool deal as long as I'm not the one at fault.  The other safety system on the truck is called the ITERIS Lane Departure System.  This thing is a camera that is mounted at the top of the windshield and can see the lines on the road.  It's controlled by an on board computer and as you approach a line it will play a sound just like you are hitting the rumble strips on the shoulder.  The final safety feature is the Bendix Antilock Brake System.  It's similar to ABS on a car, but it also has Automatic Traction control and Electronic Stability Program.  I could go into the specific on this as it's pretty cool, but it gets pretty technical on how it operates so I will spare you the pain.

Next up was training on the Michelin X One tires that are on most of the trucks.  They are what we call Super Singles.  Because instead of having 8 tires on the back of the truck there are just 4.  They are supposed to give you better fuel economy as well as give you a better ride.  Anyway, we were reminded of how important a pre-trip inspection is and why it's important to check the tire pressure every morning before you start driving.  Having a blow-out sucks, but having a blow-out with super singles is worse because that's your only tire on that axle.  With dual tires if one blows, you still have the other tire to allow you to limp to a repair shop.  If a super single blows, your ass is on the side of the road waiting on someone to come fix it.  They haven't seemed to have any problems with them though and we were told as long as they have the correct air pressure in them you shouldn't have any issues.  

We were issued out TMC Bibles today as well (that's the picture above).  It's basically 300 plus pages of shit that can get you fired.  I take that back.  There is a ton of helpful information in there as well.  I am pretty sure I will be referring to it often though just to make sure I am doing it the TMC way.

My day ended on the simulator to practice shifting the 13 speed.  The instructor let me practice for 10 minutes to get the feel of everything and then it was game time.  He had me run through all the gears on the way up and down and then we did a debrief.  He told me a couple things I could do to make it easier and we did it again.  After that second time he said well, I don't see you having any issues at all.  You did just fine.  I'm not sure why they wanted you to go through this though as even the first time you didn't really do anything wrong.  I said well, it's probably because the first time I ever drove a 13 speed was yesterday.  He said damn man, you learn quick then as I would have never guessed that.  That gave me a little pep in my step to end a long day.

I am hoping that translates well to my orientation instructor as they have me going out for 4 weeks with at trainer.  I asked him why that was on one of the breaks and he said it was mainly because I haven't driven since 2010 and that when I did drive it was only for 16 months.  He did say though, that depending on how I did on the simulator, he would recommend that it is up to the trainer to release me early.  Meaning if I get out there with the trainer and he thinks I am good-to-go after 2 weeks, then that's it.  4 weeks kinda sucks with a trainer, but like my instructor said, they just want to ensure I am the best I can be and want to give me every opportunity to feel comfortable with the new equipment.

Time to go read through this handbook now.  We start getting tested over it tomorrow.

TMC Orientation, Day 1

It's been a long ass day so if parts of this don't make sense, I apologize in advance.

We started out by getting on what looked like a prison bus for the 40 minute bus ride to the training facility.  Once we arrived we were sent to the cafeteria to await further instructions.  I really had to pee at this point but I knew what was about to happen so I had to hold it.  After about 15 minutes some dude came out and barked out some orders telling the experienced drivers (i'm in that category) what room to go to, and what room the rookies needed to go to.  Once we got to our assigned rooms, they did roll call and we started the festivities.

First up was paperwork followed by more paperwork followed by filling out our Department of Transportation (DOT) Medical Card.  Once everyone was done we were sent back to the cafeteria to begin the DOT Physical.  The first station consisted of a nurse looking over our paperwork to ensure we filled it out correctly and getting our blood pressure taken.  I always stress about this part for some reason as it is one of the main reasons people get sent home.  However, I am happy to report that mine was 110 over 80.  I have no idea what that means really, but the nice little nurse said it was very good.  Next up was the weigh in and getting out height.  I not only got larger since my last physical, but I apparently grew as well.  She measured me at 74", which is odd, as I have always been 72".  As for the weigh in, well lets just say I crossed a barrier I have told my dad and brother over and over that I would never cross.  Yes, I crossed the 200lb barrier.  In fact, I am a slim and trim 208.  Once that was completed we had a vision test and saw the Doc.  It was a full blown physical as well with nut sac check included free of charge.  The final stage in this process was the mandatory piss test.  We will find out tomorrow how well people did by how many get called out of the room first thing in the morning.  If you get called out, you get told to go back to the hotel, pack your shit and get the hell of their property.  They don't even pay for you to get back home.  Plus it will go on their driving record and they will never get a driving job again.  Not real sure why people would show up knowing they are going to get busted, but the instructor said it happens every week.

Now that all of that mandatory fun shit was out of the way we were given our employee ID numbers to log onto the computers as this company has everything online.  The fun was about to begin as we had to take 3 tests.  One covered basic tractor/trailer operation and terminology, one covered Safety regulations, and the last one was a basic math test.  The instructor said their was no reason why we shouldn't get 100% on all of them, but I managed to get a B on all of them.  Whatever, I passed and it's one less thing I have to worry about.

After lunch we had an Allstate Rep come in and brief us on their Off Duty Accident coverage.  It's basically their version of Aflac.  Needless to say I decided to sign up for the deluxe package and added the cancer and specified disease package along with their critical illness package.  I hope I never have to use any of it, but it's good to know that if anything happens we will have shit covered.

Once that was completed the fun really began.  I'm not being sarcastic here either because the road tests were about to commence.  Before that happened though we were sent into the rookie classroom and we all met the Simulator Instructor and were given a briefing on a 13 speed as well as watched a video.  It wasn't really confusing, just different from what I am used to.  For starters all of the trucks they have are low RPM and high torque.  So, instead of up-shifting and down-shifting at 1400 RPMs like I am used to, they want you to up-shift at 1,000 RPMs.  They want you do down-shift from 13th thru 5th at 1,000 RPMs and then 800 RPMs from 4th to 1st.  Not a big deal, just different.

Now it's time for the road test.  I am actually stepping foot in a Black and Chrome Pete.  I was so excited I don't think I even used the steps getting in.  Pretty sure I jumped right off the ground and into that bad boy.  The first thing the instructor asked is if I have ever driven a 13 speed.  After I said no sir, he went over everything again for me.  The time has arrived to put this bad boy in gear!  Due to the low RPM and high torque set up they have, you don't even touch the gas in first gear.  You just ease of the clutch and away you go.  It's go time now.  Shit started coming back to me like I had done this before.  I floated right into second and third, then realized what I did.  I said oh shit, are we allowed to float gears?  The instructor looked over and said, you're experienced, do what you are comfortable with.  For those that don't know what floating is, it's not using the clutch.  You go by sound and feel and just go through the gears.  I haven't mastered down-shifting that way, so I still use the clutch to do that.  One day I will master it though and only use the clutch to start and stop.  After I turned out of the yard and calmed down a bit, I realized just how quick you go through the gears in this truck.  I was only doing 45 and already in 13th.  The road test didn't last long at all, maybe 15 minutes due to traffic lights, but it included left and right turns as well as some interstate driving.  I made an idiot mistake and rubbed the curb with my rear most axle on the trailer on one of the right hand turns.  It was pretty tight, but it was still a bone head move on my part.  Most of my deductions were shifting though, which I expected.  When we got back to the yard he had me set-up to back in next to another truck, just like at a truck stop.  Again, I didn't do bad, but I could have done better.  For one, I am used to opening my driver door and hanging out it a bit to get a better view, but that isn't something you do in this environment.  Overall though as I have had more time to soak it all in, an 88 out of 100 is a damn good number considering I haven't driven a truck since Sept 2010, nor have I driven a 13 speed.  They want you to have an 80 or better before they consider sending you to the rookie class.  SO, that would be hurdle 3 crossed.  The first two being the piss test and physical.

For the rest of the week, I'm not really sure what is going on.  All we were told is that we need to be on the 6am bus for the rest of the week, so more to follow on that.

All-in-all it was a good day and it means I am one day closer to my own truck.  So far this company is amazing.  The owner, Harold Annett, is a retired Command Sargent Major and he runs this company like it. If you are caught walking on his grass, you're done.  No questions asked.  But, I can't blame him.  It's some amazing looking grass.