diving into driving

Transcription

diving into driving

Diving Into Driving
1
Module A
OVer the Road
Training
Table of Contents
Booklet 1 Objectives
Plan Time for Learning
1
2
Activity – Using Vehicle Instruments and Gauges
Oil Pressure Gauge
Engine Oil Temperature
Engine Coolant Temperature
Voltmeter
Primary/Secondary Air Tank Pressure Gauge
Air Brake Application Gauge
Fifth Wheel Slide Control (Valve) Switch
Roll Stability Control System
Shifting
16
No Load Governed Speed
Gear Step
Gear Splits
Shifting Tips
Shifting Tips (Up- Shifting)
Shifting Tips (Downshifting)
Gear Recovery
The Shifting Sweet Spot
When Not to Shift
Activity – Practice Shifting Smoothly
Shifting on Grades
Lugging
Over Revving
Managing Grades
18
19
22
23
23
24
25
26
27
29
31
31
32
32
Brake Fade
Smoking Brakes
36
37
Downhill Braking Techniques
39
Steady Pressure Braking
Snub Braking
Engine Brakes
39
39
40
Backing
41
Rules for Backing
Activity – Practice Backing: Set-Up
Copyright ©2005 by CR England
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4
6
7
8
9
11
12
14
41
43
First Edition, Version 2
Keep Track of Your Backing Practice
Turning
Making a Reference Point Turn
Steps to Smooth Turns
Making a Safe Right Turn
Making a Safe Left Turn
Dangerous Left Turn
Activity – Practice Turning Left
Activity – Practice Turning Right
Jug Handle Turns
Activity – Discussing Jug Handle Turns
Points about Turning
Correcting Turning Errors
Booklet Quiz
Activity – Take a Quiz Using the Qualcomm
45
46
48
49
52
53
55
56
59
60
61
62
64
66
66
C.R. England
Professional Apprentice Driver Series - Module A
Booklet 1 Objectives
Completing all the activities in Booklet 1 will assist you
in improving your professional driving abilities by:

Recognizing when vehicle instruments and gauges are
running outside the acceptable range
Practicing shifting techniques in order to operate the
vehicle safely
Practicing backing maneuvers
Practicing techniques to make safe turns
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C.R. England
Plan Time for Learning
Done
Plan to:
When
Activity: Using Vehicle Instruments
and Gauges
On Duty

Activity: Practice Shifting Smoothly
Driving

Activity: Practice Backing
Driving

Activity: Practice Turning
Driving

Activity: Practice Turning Left
Driving

Activity: Practice Turning Right
Driving
Activity: Take a Quiz Using the
Qualcomm
On Duty

For some drivers, this booklet takes 4 hours to complete.
An effective learning approach for some apprentices is to
first review the topic and then complete the activities.
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The basic refresher activities in this booklet are to help
you feel comfortable your first couple of days driving a
vehicle that may be different from what you are used to.
Control Systems
Instruments and gauges provide information so you can
operate the vehicle safely and efficiently. Proper
knowledge and understanding of the vehicle control
system:

Prolongs the life of the vehicle

May prevent accidents caused by faulty parts
Lets you know systems or parts that need to be
checked
Gauges are measurement devices. Watch for changes in
what your gauges normally read. For example, if your oil
gauge normally reads 38 PSI (pounds per square inch)
when you travel on the highway and then it suddenly
drops to 26 PSI, you may have a problem. Oil pressure
may be low.
Not all vehicles put the instruments and gauges in the
same location. It is important to know their location on
your trainer’s vehicle before driving.
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Activity – Using Vehicle Instruments and
Gauges
What you should do:
Step 1
Step 2
As soon as you get in the truck with your
trainer, take 15 to 20 minutes to go over the
control panel, shifter, and gauges. Discuss any
questions you have or differences you may
notice from the vehicles you are used to.
Remember, to check your vehicle’s gauges
frequently as you are driving.
Oil Pressure Gauge
Purpose
This gauge measures and displays the pressure of the
engine lubrication system. Oil lubricates engine parts to
prevent overheating and too much wear on engine parts.
If oil pressure drops, there is not enough lubrication and
the engine can be destroyed.
Operating Ranges
Operating ranges may vary depending on the
manufacturer and individual engines.
Engine
Model
Oil Pressure at
Idle speed
Cummins
10 PSI* min.
Detroit Diesel
20 PSI min.
* Pounds per Square Inch.
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Oil Pressure in
Normal Operation
35-45 PSI
40-60 PSI
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What to Look For and Possible Solution
Oil pressure should show within seconds of starting the
engine. It should then rise slowly and even out within the
normal operating range.
Keep in mind, a cold engine may have a higher oil
pressure reading compared to a warm engine.
If You See
Causes
Low oil level
Oil level alarm is
lit
Oil leak
Oil pump failure
Oil pressure does
not rise within
seconds from
starting the
engine.
Drop in oil
pressure
Oil level and
pressure are so low
that it is not
pressurizing the oil
to get it circulating
and could damage
the engine.
Oil leak
Oil pump failure
Oil pressure does
not register
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Low oil level
Oil leak
Possible Solution
Add 15W40 weight oil
only (use Chevron
Delo brand if possible),
report to maintenance
Add 15W40 weight oil
only, report to
maintenance
Shut off engine and call
Road Service
Turn off the engine and
contact Road Service
If small leak, add oil
and report to
maintenance;
If large leak, stop and
call road service
Shut off engine and call
Road Service
If low oil, add oil and
report to maintenance
Add oil and report to
maintenance
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Engine Oil Temperature
Purpose:
This gauge measures the temperature of the engine
lubricant.
Operating Ranges:
The temperature will usually run 20 to 60 degrees higher
than the engine coolant temperature.
CAUTION
A high oil temperature thins the
oil down. This will increase the
wear on engine parts and shorten
the life of the engine.
If You See
Rise in oil
temperature
Drop in oil
temperature
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Causes/What to
Look For
The oil temperature
may be higher than
normal for short
periods of time when
pulling a heavy load
up a steep grade.
Possible Solution
Monitor the oil
temperature to make
sure it drops to normal
levels following the
steep grade.
Temperature greater
than 260 ºF
Stop and allow idle to
cool engine then call
maintenance
Faulty sensor
Call road service
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Engine Coolant Temperature
Purpose:
This gauge measures the temperature of the coolant in the
engine. It does not measure the temperature of the
coolant in the radiator.
Operating Ranges:
Normal operating range is between 180-200 ºF.
CAUTION
The engine coolant temperature
should be in the normal
operating range before ‘working’
the engine on an uphill grade,
accelerating hard, etc.
If You See
Gauge reaching
200 – 210 ºF
Gauge exceeding:
o For the Detroit
Diesel 215 ºF
o For the
Cummins 220 ºF
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What to Look For
This is an acceptable
operating range. You
should hear the fan
running.
A warning light will
come on.
Possible Solution
This is not damaging
to the engine but
watch the gauge
closely for changes.
Find a safe area to
pull over as quickly as
possible and shut
down, if the problem
doesn’t go away after
cooling down for 30
minutes, call Road
Service
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The next stage is a
flashing warning light
notifying the driver
that the engine will be
shutting down. The
second warning will
also reduce power
and RPM of the
vehicle.
Gauge reads
greater than
225 ºF
Look for a place to
get off the road
because the engine
is about to shut down
With the engine off,
check for coolant loss,
call Road Service
Gauge remains
below 160 ºF
Possibly a faulty
thermostat
Call Road Service
Voltmeter
Purpose:
This reading indicates the voltage
output of the battery. Your owner’s
manual will tell you what the
readings should be for your vehicle.
Operating Ranges:
Normal When
Engine Running
13.5 – 14.5 Volts
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Normal When Engine
Is Not Running
12 – 12.6 Volts
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If You See
Upon starting, if
you see the gauge
is indicating a low
or very low charge
While operating, if
you see gauge is
operating over 15
volts
CAUTION
What to Look For
Possible Solution
Gauge indicates
less than 13.5
Check battery for
corrosion and report to
maintenance to have
charging system repaired.
Gauge indicates
greater than 15
volts when engine
is running.
Call road service as soon
as possible for
instructions on what to
do.
A high reading may boil away
the battery fluid and shorten the
life of the battery.
Primary/Secondary Air Tank Pressure
Gauge
Purpose:
The primary and secondary air tanks
hold air for the air systems. The
gauge measures the air pressure in
the tank in pounds per square inch.
Operating Ranges:
The normal operating range is 90-125 PSI. However, this
may vary depending on the manufacturer’s
specifications.
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If You
See/Hear/Feel
When starting
engine, you may
see a warning light
and hear a buzzer
Spring brakes will
start to activate
and you will feel a
drag.
Low air warnings
will sound and
light up.
Tractor protection
valve (red knob)
pops out.
The tractor
parking brake
valve (yellow
knob) will close
(pop out) and the
parking brakes are
activated.
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What to Look For
Possible Solution
This means the air
pressure may be
low. Once air tank
pressure reaches
minimum pressure
the light and buzzer
should shut off
If the buzzer and light
shut off, do nothing.
If the buzzer and light do
not shut off, call road
service.
Pressure drops
below 80 PSI
Find a place to pull
safely off the road and
call road service.
Pressure drops
below 60 PSI
(about half the
maximum operating
range of 125 PSI)
Find a safe place to pull
off the road as soon as
possible and wait for
pressure to return or the
system is repaired.
Pressure drops to
40 PSI but not less
than 30 PSI
This shuts off the air
supply and activates the
‘trailer emergency
brakes’. Pull safely off
the road and call road
service.
Air pressure in the
tank is dangerously
low and is falling
below 20 PSI.
Call road service.
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Air Brake Application Gauge
Purpose
This gauge shows the amount of air pressure (as PSI)
being applied to the service braking system.
Operating Ranges
During normal braking or stopping, the operating range is
between 0 and 30 PSI. If you are in the right gear, going
a safe speed, and allow yourself the correct amount of
following distance, you should not need to use more than
10 PSI to safely slow the vehicle. If you frequently find
yourself braking harder, it is a clue that you need to slow
down, give yourself more space to stop, and/or gear
down gradually.
If You See/Feel
Brake pedal going
down without
feeling the truck
slowing as much
as it should in
response.
Brakes feel “soft.”
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What to Look For
Application
pressure is going
up as you press
on brake pedal.
You have been
using your brakes
heavily.
Possible Solution
If brake system
application pressure is
going up, but brakes are
not responding normally,
you may be experiencing
“brake fade.” In brake
fade, the brakes are
overheated and lose
holding power. You must
stop the truck, as soon as
you can find a safe place
to pull over, when you
first begin to feel your
brakes fade. Let them
cool down completely and
call Road Service to do a
thorough brake inspection
before continuing to drive.
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If You See/Feel
What to Look For
Possible Solution
You feel your body
lean forward when
stopping
Brake application
pressure is over
10 PSI. This
means that the
truck and your
cargo are also
feeling the
pressure and this
may cause a loss
of vehicle control.
Unless it is an
emergency, ease off your
brakes. Keep your stops
smooth. Unnecessary
hard braking wastes fuel,
wears out brakes, and
can damage a load. It is
also a sign of aggressive
driving.
Note: The gauge will not register air pressure until the
foot brake pedal is applied. The pressure will rise
according to the amount of pressure placed on the brake.
For example, in extreme cases the pressure could
increase to 100 PSI or a little more.
Fifth Wheel Slide Control (Valve)
Switch
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Purpose
This switch lets you change the position of a sliding fifth
wheel while you are inside the cab. With this switch, you
can change the total length of the tractor-trailer and you
can change axle weight distribution to comply with state
laws, etc.
Operation
Moving the switch to the lock position will lock the fifth
wheel in place (locking the fifth wheel to the base plate).
If you move the switch to the unlock position, a control
valve is activated. This unlocks the slide mechanism and
lets you move the fifth wheel plate forward or back.
CAUTION
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Do not use the fifth wheel slide
control valve when the vehicle is
moving. This can damage the
fifth wheel, the king pin, the cab
or trailer, and the drive train. To
move the valve, the fifth wheel
must be connected to the trailer
with landing gear lowered. This
takes bind off fifth wheel and
prevents dropping the trailer if
the fifth wheel is damaged.
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Roll Stability Control System
Purpose
The Roll Stability Control (RSC) system is built-in to the
ABS braking function on new Freightliner tractors. C. R.
England has a number of these new tractors in their fleet.
Yours may be one. The system works like this.
There are sensors
on your truck that
pick up lateral
motion, the force
you feel pushing
you sideways
when you make a
turn. If this force
gets too great, the
Engine Control
Computer will automatically take actions to slow your
vehicle down to a safe speed for the curve. This happens
instantly and automatically, much more quickly than a
driver could respond.
It is very important to understand that while this system
may help prevent some rollovers, it cannot prevent all
rollovers. Having the system on your vehicle is not an
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excuse to take risks. If you are coming into a curve 5
miles an hour too fast, this system could help prevent a
rollover. However, if you are coming into a curve too
fast, neither this system nor any other system will be
enough. This design of the system is to help reduce the
tendency of the vehicle to rollover when cornering or
changing directions. There are other causes of rollovers
that this system will not prevent the rollover.
If you are a good driver and paying attention,
you should never feel the system kick in.
Operation
You can tell if your truck is equipped with RSC by
looking at the display just above your speedometer when
you turn the ignition key on. The ATC lamp is located
just to the right of the ABS
lamp. Both lights will come on
for about 3 seconds. If the ATC
light stays on briefly after the
ABS light goes out, then you
know your unit has RSC.
You will know the system has taken control if you feel
the following:

The ATC light next to your ABS light on the dash
will come on any time the RSC system kicks in.
First, you will notice reduced engine torque and sense
a decrease in power.
Second, the engine brake will kick in.
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Booklet 1

C.R. England
Third, you will feel alternating pressure applied to
both the tractor and trailer brakes.
A number of drivers have expressed concerns about
whether this system will be safe on slick roads in
situations where applying brakes can lead to skids. This
is a valid concern. The RSC system is paired with an
Automatic Traction Control (ATC) system when it is
installed on the truck. The design of the ATC system is to
improve traction on poor road surfaces. This system
monitors the speed difference between driving and nondriving wheels and automatically applies braking to the
spinning wheel. In severe cases, it even reduces the
throttle to regain traction sooner.
The ATC system works with the RSC system to that it
can operate safely even in slick road conditions.
Shifting
The primary purpose behind shifting gears is to keep
engine speed (RPMs) within the engine operating range
as your vehicle increases and decreases its road speed.
Diesel engines are built to run best in the mid RPM range
(usually between 1400 and 1500 RPMs). Drivers need to
shift gears any time they:

Start or stop the vehicle
Slow down for a curve, turn, or intersection
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Go up or down a hill
Shifting should not be used to slow or stop the truck. Use
your brakes to slow your vehicle and then select the
appropriate gear to match the slower road speed. The
transmission alone may not be able to slow your vehicle
quickly enough and the amount of slowing cannot be
controlled accurately. Using the transmission to slow the
vehicle also results in uneven deceleration between the
drive axles and the trailer axles which can cause a skid in
slick road conditions.
Although shifting is an important part of driving
technique, too often drivers (especially new drivers) put
more emphasis on making quick shifts than on operating
the vehicle safely. Never sacrifice the safety of the
vehicle for the sake of grabbing a few gears. Smoothness
and a soft touch will develop superior shifting.
In order to shift gears accurately, you must know two
things about your vehicle:

The no load governed RPM speed of the vehicle
The gear step for the vehicle
So, what is no-load governed speed (NLG)?
______
_______________________________________
_______________________________________
_______________________________________
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Congratulations, if your answer is “no-load governed
speed (RPMs) is the point that fuel will no longer be
supplied to the engine and therefore, it cannot rev any
higher. RPMs can be maintained at this point but not
increased past this point.” If this is not your answer,
review this material with your trainer or training
coordinator.
No Load Governed Speed
Knowing the NLG speed of the vehicle you are driving is
important for downshifting.
c
Procedure for Finding the NLG
Speed
Place the shift lever in a gear opposite of
reverse.
d
Choose a gear low enough to allow the truck to
be placed in motion without the use of the
throttle.
e
Apply full throttle once the truck is in motion.
Hold it in that position until the highest RPM
for the engine is reached.
f
Look at the needle on the tachometer. It should
read between 1800 and 2300 RPMs. This is the
NLG speed.
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The NLG speed places a top limit on the RPMs an engine
will rotate. It is to keep an engine from revving too much
(increasing the RPM) during a downshift or when rolling
down hill. Over-revving an engine can damage the
engine and drive train.
Gear Step
What is gear step?
_______________________________________
_______________________________________
_______________________________________
______
If your answer is, “gear step is the rise or fall of RPMs
between gears,” you answered correctly. As you up-shift,
gear step is the amount of RPMs that must fall before you
can smoothly shift into the next higher gear. As you
downshift, gear step is the amount of RPMs to increase
for a smooth shift to the next lower gear.
You are probably thinking, “Why do I need to know
about gear step?” It gives you, as a new driver, a
reference point to help shift gears smoothly, without
clashing or grinding. Your tachometer will give you a
visual indicator as to when the gearshift lever will go into
the next gear.
The correct way to increase or decrease road speed is to
step up or down the gear steps while keeping the engine
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C.R. England
RPMs in the optimum range for peak engine performance
and fuel efficiency.
You will find the gear step is different from one truck to
another. Therefore, you will need to find out what the
gear step is for the truck you are driving. Most semi
tractor engines designed for highway driving have gear
steps between 400 to 500 RPMs.
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The following is the procedure for determining the gear
step on a vehicle.
Procedure to Determine Gear Step
c Find a long stretch of straight, flat highway
with very little traffic.
d
Bring vehicle to a steady, safe speed in one of
the middle, high range gears (such as 6th or 7th
gear for a 9-speed transmission).
e
Press on the accelerator to get the RPMs all the
way up to the no-load governed limit.
f
Clutch once and move the shift lever to neutral.
g
Keep your foot on the accelerator to keep
RPMs all the way to the top.
h
Hold the shift lever gently up against the next
lower gear position.
i
Take foot off accelerator and watch RPMs
drop.
j
When shift lever moves into gear, note how far
the RPMs have dropped.
k
The difference between the no-load governed
speed and the RPM where the shift lever slid
into the next lower gear is the gear step for the
vehicle you are driving.
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Gear Splits
On transmissions that have gear splitters in addition to
range selectors (such as Super 10- or 13-speed) gear
splits may be used when driving up and down steep
grades to more closely control engine RPM. A gear split
is the gear step divided in half. For example, a 500-RPM
gear step is divided into two 250-RPM gear splits.
With the splitter switch in the “Drive” position, a 13speed can be shifted just like a 9-speed transmission.
Splitting gears is optional. You do not have to progress
through all the gear splits as you up-shift or downshift as
long as you allow for the appropriate gear step.
Clutch use with gear splits:
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You need to double clutch to shift between gear lever
positions.
To shift between “Drive” and “Overdrive” in the same
gear lever position, you do not need to use the clutch.
Just ease off the accelerator and move the splitter
switch.
Shifting Tips

Move the range selector only when
the transmission is in gear. Moving
the range selector with the shift
lever in neutral and the vehicle
moving will cause damage to the
range selector portion of the transmission.
Use only fingertip pressure to complete each shift.
Never slam or force the shift lever into a gear.
Shifting Tips (UpShifting)
When building vehicle speed only
accelerate enough to keep the vehicle
moving while you shift to the next
gear.

Increase or
push down the
Throttle
(accelerator)
Disengage the clutch by depressing the clutch pedal in
only enough to separate the engine and the
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C.R. England
transmission. Usually, this requires no more than 3” to
4”.

Do not push the clutch to the floor when the vehicle is
in gear and moving. This will cause the clutch brake
to wear out prematurely. It will also prevent you from
putting it in gear.
Shifting Tips (Downshifting)
In order to downshift you need to understand noload governed speed.
To downshift you must raise the RPMs a full gear step.
In most cases with a 9-speed transmission, this would be
at least 500 RPMs below the no-load governed speed
point. For example, if the no-load governed speed is 1900
RPMs, the RPMs need to be at 1400 or below to start a
downshift.
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Remember; avoid downshifting on a downgrade or
downshifting to slow the truck on wet or slick roads as
this can cause a jackknife.
Gear Recovery
Forgetting what gear you are in is easy to do. First choice
for recovery is to go back to the gear you were in before.
You can also try rubbing the gears.
To rub the gears, put the shift
lever in neutral and let the
clutch out (engaged), then
GENTLY hold the shifter up
against the gear position you
think it should be in. You will
hear a light grinding sound. This
is okay as long as you are not
pushing hard or trying to force
the shifter into gear. If you have
selected the right gear, the transmission will pull the
lever into place. You will not have to push, grind, or
force it. If it does not slip into place, continue to hold it
GENTLY in place until the road speed slows to match
the gear you have chosen. Alternatively, try holding it up
against another gear until you find the right one.
This following chart is an example of typical road speeds
on flat ground for a particular transmission. This will be
different for different road conditions and different
trucks.
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C.R. England
Watching the tachometer to judge when to downshift is a
good idea. However, do not over analyze what you see.
Instead, learn to listen and feel the rhythm of the engine
along with watching the tachometer to give you the cues
you need to shift safely and smoothly.
The Shifting Sweet Spot
The magic number for shifting is 1400 RPM. It is the
center of the engine operating range on almost all 8-13
speed truck transmissions that are designed for highway
driving. You can up- shift or downshift at this RPM. You
can shift up anytime after 1400 RPMs. You can also start
a downshift at 1400 RPMs if you need to because this is
at least one gear step below the maximum safe RPM on
most large trucks. However, it is best to start a downshift
below 1400 RPMs, as it is more fuel efficient and easier
on an engine.
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When Not to Shift
Do you remember the reasons NOT to shift?
Safety issues determine when not to shift. The following
are examples of when not to shift and why.
Safety Reasons for
Not Shifting
Consequences of Shifting
Do not shift when making
a lane change.
You should be pulling the trailer through
the lane change and this cannot be done
with the clutch in to shift.
Do not shift while taking a
curve.
You should be pulling the trailer through
a curve and this cannot be done with the
clutch in to shift.
Do not shift during a turn.
Although shifting is part of
the set-up for a turn, shift
before the turn or after
when the vehicle is in a
straight line.
1. You cannot keep steady pull on the
trailer while shifting.
2. You cannot have both hands on the
wheel if you are shifting and turning at
the same time.
3. If you miss the shift, your attention
moves away from your mirrors to the
shift lever. This can cause accidents
while turning.
Do not shift while
crossing railroad (RR)
tracks. Although shifting
is often necessary to slow
for tracks, shift before the
railroad tracks are
crossed.
1. You are not pulling your trailer and
therefore not in control if you shift
while crossing RR tracks.
2. If you miss the shift, you may stall out
and end up stopped on the tracks.
Do not shift while driving
through an intersection.
However, you can shift
when starting from a stop
to drive through the
intersection.
1. If something happens in the
intersection and you are shifting, you
will not be pulling your trailer and you
will not be able to maneuver quickly.
2. If you miss the shift, you may stall out
and end up stopped in the
intersection.
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Safety Reasons for
Not Shifting
Consequences of Shifting
Shift only when the
vehicle is in a straight line
and the tractor is pulling
the trailer.
The risk of a jackknife or skid increases if
the driver shifts when the vehicle is not in
a straight line and the tractor is not
pulling the trailer. The trailer is heavier
and may push the tractor out of its way,
causing a jackknife.
Some of the reasons not to shift are especially important
during winter driving conditions. The best driving habits
are built on using winter driving techniques all yeararound.
How Do I Know If I Am Getting It?

Shift lever will come out and go into gear easily
without clashing.
When you are letting the clutch out, the truck will not
jerk and the transition between gears will be smooth.
You downshift smoothly to a stop with very little
coasting (less than one trailer length).
What Can I Do If I Am Struggling?

Work with you trainer and take extra exit/on ramps to
practice shifting.
While driving, shift up one gear and then shift down
one gear. Continue to do this until you feel the gears
comfortably going into place smoothly. This can be
done without changing speed.
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Ask your trainer what gear recovery techniques work
for him or her.
Activity – Practice Shifting Smoothly
What you should do:
Note: Only do this activity when you will have direct
supervision of your trainer.
Practice shifting by taking 3 to 5 off and on ramps at the
beginning of your drive shift. Anytime you feel your
shifting is not as smooth as you would like it, do a few
on and off ramps to work on it.
As a new driver, one of the most important things you
need to know is how to shift up and down through the
gears smoothly. This activity will help you improve your
ability to shift smoothly.
Step 1
Step 2
While traveling along the expressway, watch
for exit ramps that will allow easy return to the
expressway. Your trainer will need to approve
any exit ramp before you leave the freeway.
Exit the freeway making sure to downshift
through as many gears as you can safely. On
transmissions such as a 13-speed that split
higher gears, it may be advisable to drive it like
a 9-speed and not split the high range gears.
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C.R. England
Later, as your shifting improves, you can
practice splitting the high range gears and
discover when this technique is useful.
Step 3
As you exit the expressway, learn to read the
exit ramp. Look for posted speed limits, curves
and grades.
C.R. England policy and standards for taking
exit ramps are as follows.
Policy
h Company standard for off-ramp speed is
generally ½ the posted speed limit. There are
different rules for different situations. The
booklet covering sight, speed and space
describes these rules in detail.
As soon as you see the posted speed limit, say it
out loud. By saying it out loud, you will make
yourself look at your speedometer. You may be
surprised to find that you are going faster than you
thought you were. This is called speed adaptation. Say
the ramp speed limit out loud every time you exit and
build a good habit for life.
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Step 4
Step 5
Take the on-ramp to get back onto the
expressway. Be sure to watch for potential
hazards on the on-ramp such as curves, vehicles
parked on the side, impatient 4-wheelers
passing you without a passing lane, and so on.
Now you are practicing your up-shift as you
gain speed to enter the expressway.
Do early traffic checks to see where you will be
able to fit back into traffic. Also, signal early
once you have determined you can move safely
back onto the expressway.
Shifting on Grades
Shifting when going uphill and downhill can be
challenging. Because gravity is working against you, it
requires additional thought and technique to maintain the
engine RPMs and road speed of the vehicle within safe
and efficient ranges. You want to avoid the extremes of
lugging the engine (RPMs to low) or revving the engine
(RPMs to high).
Lugging
A diesel engine works by putting fuel and air into the
cylinders where it is compressed. Through compression,
it is heated to the point where the diesel explodes and
uses the oxygen available to burn up. This creates power
to operate the engine. If the engine RPMs are too low, the
motor is not able to suck in enough air to burn all of the
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C.R. England
diesel that is injected into the cylinders. When this
happens, the engine and cylinders can overheat and cause
damage to the cylinder sleeves and other parts of the
engine.
You can tell if you are lugging the engine because it
sounds like it is struggling and the vehicle starts jerking.
Even before you notice these obvious symptoms, you can
tell your RPMs are too low if you push on the accelerator
and do not see an increase in RPM's. This means the
engine is not turning fast enough to suck in enough air to
burn the extra fuel. If your engine starts lugging, you
need to downshift.
Over Revving
The engine computer normally controls the maximum
number of revolutions per minute for the engine. This is
the NLG RPM. However, if you lose your brakes going
too fast downhill, it is possible for your wheels and drive
shaft to push your engine past the NLG speed. Any time
the RPMs exceed the NLG speed, significant engine and
drive train damage can occur. Your truck can literally fly
apart with you sitting in it! That is why you always need
to watch and control your RPMs going down hill.
Managing Grades
(This seven step procedure is for clear, dry roads in good
weather. Shifting on grades is somewhat different on
slick roads and in winter weather. See booklet seven
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Winter Driving to learn about shifting practices for
managing grades in winter weather.)
“You can go down a hill 100 times too slow, but only
once too fast.”
Procedure for Managing Grades
c As you approach the grade, the first thing you
need to do is make sure that you are in the
correct lane for slower moving traffic. Give
yourself enough time to move safely into the
correct lane before starting the grade.
d
As you move up the grade and your ground
speed slows, you will need to downshift to
keep the engine RPMs in the midrange. On
steeper grades, start to downshift a little early
to compensate for the pull of gravity slowing
the vehicle while you are making the shift.
For example, you may want to start the shift
at 1100 RPMs instead of waiting until it
reaches 1000 RPMs. If the grade is very steep,
and you are losing a lot of speed during the
shift, you can also downshift two gears at
once. If you slow down below the minimum
speed for the highway you are on, remember
to turn on your flashers.
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C.R. England
Procedure for Managing Grades cont.
Downshift often enough to keep your engine
from lugging. Watch your temperature gauge
to make sure you are not overheating. If you
start to overheat, downshift into a gear that
will allow you to keep your RPMs high to
“breathe the engine.” (When the RPMs are
high, the engine is pulling in more air and this
helps cool the engine.)
e
As you approach the summit of the hill, let
the vehicle slow enough so you can
downshift. Take downgrades one or two gears
lower than the gear used to climb the grade. If
the grade is very steep or very long or if the
road conditions are poor or there are a lot of
curves going down, it’s usually best to go
down 2 gears. Also, if you are running empty
or you have a light load, you may not have
been slowed down very much going up the
grade. In this case, it’s also a good idea to
drop 2 gears before going down. It’s always
easier to pick up a gear than drop a gear once
you’ve started down hill.
f
Any time there is a safe place to pull off the
highway at the summit of a hill; you should
take advantage of it to inspect and test your
brakes. Some grades have brake check areas
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where all trucks are required to stop. If you’ve
got a problem with a brake line or brake
adjustment, you want to learn about it before
you are half way down the hill!
g
Use appropriate braking to maintain a safe,
steady speed as you go down the grade. (Read
the following section, “Downhill Braking
Techniques.”) If you are in the right gear, you
will be going slow enough so that you can
maintain a slight pull on your trailer. If you
need to downshift to get in the correct gear for
the grade, do it at the top of the hill when your
brakes are fresh and before you pick up too
much momentum.
h
Downshifting on a downgrade. When
downshifting on a downgrade, you need to
apply enough brake pressure to drop the
engine RPMs two gear steps in order to
downshift one gear. In the time it takes to
make the downshift, gravity will increase the
vehicle’s road speed enough to make up for
the second gear step.
Remember, “One gear step for me and one for
the mountain.”
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C.R. England
Do not shift gears on a downgrade any more
often than is necessary to maintain a safe,
steady speed. Every time you shift, you have
to take the truck out of gear. This interrupts
your pull on the trailer and increases the
chance of going into a skid.
i
As you continue down the hill, watch for
signs of brake fade, especially on long or
steep grades.

Brakes begin to feel “soft” when applied

When you look in your mirrors, you see
wisps of white smoke coming from your
brakes
More pressure on the brake pedal is
required to get the same results
Brake Fade
As soon as you notice brake fade, you need to pull over
as soon as you can do so safely. Once you notice your
brakes fading or smoking, even a little, you have already
overheated them and you do not have much time before
they could fail completely.
If you are able to stop on level ground, put the
transmission in the lowest gear and chock the wheels. If
possible, do not set the parking brakes while the brakes
are hot. Adding air and compression to the superheated
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brake material is a recipe for combustion and it is likely
to result in a serious fire. Let the brakes cool for at least
30 minutes.
If your brakes have faded too much, you will not be able
to get stopped. Look for the closest runaway truck ramp
and take it.
Smoking Brakes
Any time your brakes overheat, you need to inspect them
carefully before you move the vehicle and then drive
slowly and cautiously until you are sure all brakes are
working properly. If you have smoked your brakes,
contact road service to get the entire braking system
checked out for problems before you move the vehicle.
Temperatures high enough to cause smoke can warp
brake drums, glaze and crack brake linings, and cause
other serious damage to the system.
If a brake fire does start and it is confined to just the
trailer brakes, you need to decide if it would be safe to
pull the locking jaws on the 5th wheel and move your
tractor a safe distance away from the burning trailer. If
you decide to do this, use extreme caution and only do it
if it would not put you or other motorists in danger.
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Downhill Braking Techniques
There are two accepted methods for downhill braking:
steady pressure braking and snub braking. Following is a
description of each method.
Steady Pressure Braking
To use steady pressure braking you apply constant light
pressure on the brakes of less than 10 PSI. If you cannot
maintain a safe, steady speed with less than 10 PSI of
brake pressure, then you are in a gear that is too high for
the particular load and grade you are on. You will need to
downshift to get into the correct gear.
Snub Braking
To snub brake, apply the brake hard enough to feel a
definite slowdown (about 3 seconds) to reduce your
speed by 5 mph, and then release the brake pedal to allow
the brakes to cool off. Repeat this pattern when the
vehicle regains the 5 mph. If you are using the snub
braking technique and have to apply your brakes more
than 3 times in one mile to maintain a safe speed, you are
not in the correct gear and need to downshift.
Snub braking is the safer technique to use if your brakes
are not evenly or properly adjusted. The higher PSI
makes sure all the tractor and trailer brakes are engaged.
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C.R. England
Engine Brakes
Engine brakes can be used as an additional means of
slowing the vehicle, AFTER you have determined you
are in the correct gear, as long as the roads are clear and
dry. You need to be in the correct gear to continue safely
with just the air brakes in the event the engine brake fails.
CAUTION
Page 40
NEVER COAST going down
hill! When you are coasting (gear
lever in neutral or clutch in) you
are no longer pulling your trailer
and therefore you are no longer
controlling it. The trailer could
easily push the tractor out of its
lane when going around a curve
or swing around into another
lane. If you are out of gear for
very long, you don’t know what
the transmission RPMs are at so
you don’t know where to come
back in gear. Getting the vehicle
back under control can be
difficult and dangerous.
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C.R. England
Backing
The best way to learn how to back a truck and trailer is
by practicing. You will get a lot of backing practice over
the next few weeks. In all, you will get 15 or more
backing practice sessions and time discussing backing
with your trainer.
Rules for Backing
The smart backer will always follow a few rules that
make backing safer and easier.

If you are not sure how close you are to something,
Get Out And Look (GOAL).
Whenever possible, circle the vehicle and the area on
foot before backing.
When possible, back from the driver’s side to prevent
blind side backing accidents.
A very cautious speed is always best when backing –
never use the throttle. Backing in idle is the best
choice. Acceleration in reverse is dangerous because
it reduces your perception and reaction time.
Open the trailer doors at the closest possible point to
the dock. It will prevent door damage and freight
falling from the trailer.
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Booklet 1

C.R. England
Having a person spot for you is helpful, as long as
they understand backing techniques.
Always have a good set-up, with a good position in
front of the space before moving into the space.
How Do You Know If You Are Getting It?

When the trailer goes where you want it to go.

When you can confidently get the trailer properly
squared up (positioned straight and square in front of
the space) to go into the space. This does not mean
just getting lucky and having it go in.
When your set-up leaves the back of your trailer in the
right position to be squared up and backed into the
space.
What Can You Do If You Are Struggling?

Learn to walk before you try to run by taking tiny
steps. Since the set-up is such an important part of
successful backing, practice just the set-up at first
without even moving the truck in reverse. Once this is
mastered, practice moving the back of the trailer to
the entrance of the space (square-up). Once you have
mastered this, practice putting the trailer into the
space (back-up). Have patience, the first steps may
not be exciting, but mastering them is critical to your
success.
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Activity – Practice Backing: Set-Up
Note: For safety, your trainer will need to be with you at
all times while practicing backing. There are no
exceptions to this rule.
The section on
backing provides rules
that make backing
safer and easier. The
section also has ideas
for what to do if you
are struggling with
your backing.
Remember to spend time talking about backing with your
trainer. You should try to get at least 2 of the required 15
backing practice sessions to complete this booklet.
What you should do:
Step 1
Step 2
For this activity, find a location: truck stop,
customer yard or C.R. England facility, to
practice setting up to back between two other
vehicles.
Have the trainer demonstrate how to set-up to
back into the space. During this initial
backing practice, you will only be doing setups. You will not even put the truck in
reverse.
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Keep these points in mind while practicing the set-up:

When you have enough space, the
ideal set-up would be a full forward
serpentine for a straight-line back.
When you do not have enough
room in front of the parking spot,
you must make up for it by using
the space to the side and setting-up
at an angle.
A proper set-up will make the rest
of the backing maneuver go easily.
Practice the set-up until you feel
you can do it right every time.
Start your set-up with a gap of at
least 3-5 feet from the other
vehicles to allow for rear trailer swing when you turn
away from the parking space.
The goal is to get the rear of the trailer lined up with
the space so it will be easy to move back into the
space.
The space does not end where the vehicles on each
side end. It extends out forever.
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Step 3
Step 4
Step 5
Once you have set-up for the backing
maneuver, set the brakes and get out of the cab
to look at the set-up. Analyze what you did
right and what you did wrong. Learn from
your mistakes so the next time will be better.
Do not expect to be able to do this perfectly
the first time that is what practice is for.
After you have looked at the set-up and
discussed it with your trainer, get back into the
truck and circle around to do another set-up.
Remember, we are only practicing the set-up
at this point, not squaring the trailer in front of
the space or backing into the space.
Keep track of your effort in the table provided.
Keep Track of Your Backing Practice
Date
Start
Time
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End
Time
Where did you get your backing
practice?
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Booklet 1
C.R. England
Step 6 What do you feel you still need to work
on in your backing? Set specific goals
with your trainer.
______
_______________________________________
_______________________________________
_______________________________________
Turning
When turning, pick the correct lane and slow down early.
After you start turning the steering wheel, the trailer tires
need to make a full revolution before they will start to
change direction. The trailer tires must travel forward
about ten feet to make a full rotation. Starting to turn the
steering wheel this far ahead gives the trailer tires time to
make a complete revolution and begin to change the
trailer’s direction.
Remember, using the mirrors is vital to making a good
turn. Use the flat mirrors to judge distance and gap for
the set-up. Use the convex mirror to pick up the apex
(fixed reference point). Carefully watch the trailer
tandems throughout the entire turn.
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Be sure to check the mirrors on both sides regularly:

When approaching the turn
When you are setting up for the turn
While in the turn
When you are coming out of the turn
What are the four parts of a turn?
_____________________ ______________________
_____________________ ______________________
Your list should look like this:

Approach
Set-Up
Turn In-Progress
Completion
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C.R. England
Making a Reference Point Turn
You will be focusing your practice on the preferred C.R.
England turn, the reference point turn. In order to
complete a reference point turn correctly, you must first
determine a fixed reference point. Think of a fixed
reference point as the apex of the turn. The apex of a
fixed reference point turn is whatever fixed point you
want the trailer tandems to move around without hitting
during a turn.
Example of a Fixed Reference Point (Apex) for a Turn
Here are a couple examples of fixed reference points.

Corner of a street
Parked vehicle
Take a moment to list other types of fixed
reference points.
______
Page 48
______________________________________
______________________________________
______________________________________
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C.R. England
You list may include a light pole or a sign as other fixed
reference points. You could have thought of others.
Steps to Smooth Turns
When making a reference point turn, there are five steps
or actions you need to take:

Slow down and visually check the area

If not starting from a stop, shift down to proper gear
Think ahead about what may happen while you make
the turn
Brake smoothly and early
Visually search your area to make the turn
The following describes each action in detail.
When Approaching a Turn
c
Slow down and visually check the area.

d
Make a traffic check. A traffic check is a
360º search of the area to know what is
around you. Use the flat (plane) mirrors,
the convex mirrors, the door windows, and
the windshield views. This takes time.
START EARLY.
Now think ahead about what may happen
during the turn. Be aware of:

How traffic may change
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C.R. England
When Approaching a Turn cont.

e
Pedestrians
Construction
Any other possible hazards
If not starting from a stop, gradually shift
down to the proper gear.
CAUTION Waiting too long to
downshift may cause you to
miss the gears and the
tractor-trailer may coast outof-control. This is especially
dangerous in slick road
conditions or when you have
a heavy load.

Page 50
The proper gear keeps a slight pull on the
trailer. START EARLY to have time to
complete the downshifts. It also lets you
pull through the turn if the light changes to
green.
The safest practice is to be in gear when
approaching a turn or coming to a stop.
This keeps you in control of the trailer.
Do not lose your concentration or remove
your eyes from the mirrors and road
because you are focused on shifting.
Do not stop unless it is necessary.
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C.R. England
Stopping wastes fuel and makes extra work
for you.
f
Brake smoothly and EARLY. The air in the
brake system needs time to reach the brake
chambers. This means you need more
stopping distance with a tractor-trailer.

There is about a ½-second delay.

The newer driver will most often react by
applying more brake pressure than needed.
This causes a harsh slowing down or stop.
The vehicle will continue to close in on the
intersection if brakes are applied too late.
CAUTION Slowing too fast may
cause a skid in slick
conditions.
g
Estimate the space needed to make the turn
and visually search the forward space to
make your decision about the set-up for the
turn.

The space needed to make the turn is
determined by the kingpin distance. It is
the minimum space needed to make the
turn. On a 53-foot trailer, the rear axle is
most often set 40 feet behind the kingpin.
Therefore, 40 feet is the minimum
amount of space needed to make a turn.
The four-lane rule is a guide to help
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Booklet 1
C.R. England
estimate the distance and space needed
for the turn. A 53-foot trailer needs 40
feet to make the turn and a highway lane
is about 10 feet wide.
Four-Lane Rule
It takes a minimum of 40 feet of space or approximately
4- traffic lanes to make a turn.
4x10’=40’
Why do you need this much room?

Trailers are normally kept at the California kingpin
setting of 40 feet from the kingpin to the rear axle
Trailers do not bend in between those points
Making a Safe Right Turn
To help explain this rule during a right turn, look at the
following illustration. The ideal set-up would be in lane 1
to keep other vehicles from getting on the inside of your
turn. However, if you use only lane 1 for your set-up you
will not have three lanes ahead. Without the three lanes
ahead, you have a greater chance of hitting something
with your trailer. Therefore, you need to set up wider for
the turn. Making a wider turn is more dangerous since it
invites others to move into our blind areas on the right
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side of the turn. By splitting lanes 1 and 2, you get more
space while still discouraging cars from cutting you off
on the right.
Safe 4-Lane Right Turn
Making a Safe Left Turn
Left turns are similar to right turns, but with two basic
differences:

The trailer tandems and fixed reference point
disappear from your line of sight in the mirror during
the middle of the turn. Because of this, you need to
look over your left shoulder to keep the trailer
tandems and fixed reference point in view.
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Booklet 1

C.R. England
The vehicle making a left turn generally has a greater
distance to travel to complete the turn. This leads
drivers to want to go fast when making a left turn.
o Avoid this. Things can change quickly when
moving through an intersection. You need time to
respond.
Dangers to Watch for During Left Turns
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The following illustration shows a safe left turn using the
4-lane rule.
Safe 4-Lane Left Turn
CAUTION Typically, for a left turn there is
more than 40 feet available. While
this can make the turn easier since
there is plenty of room, it can also
leave more opportunities for other
vehicles to get to the inside of your
turn, or for you to misjudge the path
of your trailer tandems.
Dangerous Left Turn
This illustration shows how not to make a left turn. You
can see the problem. This driver did not prepare for the
turn by estimating the space needed to make the turn or
picking a reference point. It will always take 40 feet or
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Booklet 1
C.R. England
four lanes of traffic to make a turn, no matter where you
begin a turn.
Dangerous 4-Lane Left Turn
Since turns are such a dangerous maneuver, it is critical
that you are aware of everything going on around your
vehicle 360-degrees. Most turning accidents happen on
the last half of the turn because the driver stopped doing
traffic checks to the rear once he or she thought they
were going to clear the apex.
Activity – Practice Turning Left
Note: To do this activity your trainer should be awake
and in the front passenger seat.
What you should do:
This activity will help you develop control and good
judgment in making turns. Make sure you practice it at
least 10 times. Your first few practice sessions should be
done in a parking lot, using parking lines or a soda can as
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the reference point. Later you will progress to sharper,
more difficult turns in normal driving situations.
Step 1
Step 2
Step 3
As you approach the turn, look ahead to
identify how many lanes are available for your
turn.
Identify where the reference point (apex) of
the turn is located. This is the highest point
you want the vehicle to move around without
hitting anything. Pick an actual point that you
will be able to see in your mirror such as a
crack in the pavement, a spot on the ground or
a point on a curb.
Now turn the steering wheel about ¼ turn and
aim for the opposing corner. This gives the
widest turn.
CAUTION Trailer tandems will off-
track and follow the path of
the diagonal.
Step 4
Step 5
Watch for on-coming traffic. Look to see what
the other drivers are doing. Do not move into
the path of an accident.
Keep checking your mirrors and looking over
your shoulder while you turn. Know where
other traffic is moving. Know where the trailer
tandems are.
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Booklet 1
Step 6
Step 7
Step 8
C.R. England
Aim for the opposing corner until the right
steer tire of the tractor is to the outer edge of
the turn.
Then follow the outer edge of the turn until
the trailer tandems line up with the fixed
reference point.
When trailer tandems line up with the fixed
reference point, THEN turn the steering wheel
quickly to move into the intended target lane.
This pivots the trailer tandems around the
fixed reference point.
Step 9
Page 58
Turn the wheel ONLY in the direction of the
turn until the outside steer tire of the tractor
crosses the outside edge of the target lane.
THEN straighten steer tires to pull trailer into
target lane.
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Activity – Practice Turning Right
What you will learn from this activity
If you start the sharp turn of the steering wheel just when
the tandems get to the apex, the turn will go wide. This is
because after you make the turn of the steering wheel, the
tandems will need to make a complete revolution before
they will change directions. Since the diameter of the
wheel is about 10 feet, you will learn that you can make
the turn of the steering wheel when the tandems are about
10 feet before you reach the apex.
You will also learn that the wider you set up, the sooner
you can start your turn. If you set up one 10 foot lane out
from the curb, for a total of 13 feet you can start your
turn 10 feet earlier than you normally would.
Step 1
Step 2
Start out by practicing with easy turns in a
parking lot using lane lines on the ground to
represent the curb.
Practice the set-up close to the curb (3-5 feet
away) and use the space in front of the
vehicle. What you want to watch for is that
you keep the trailer tandems close to the apex
without going over it. Remember to always
keep a minimum of 6-inches of gap from the
apex so you do not get so close that you hit
anything.
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Step 4
Now repeat this step and practice setting up
wide to represent turning onto a street that
only has two or even one lane available to
you.
Step 5
Now take what you have learned to the road.
Step 6
Make constant traffic checks. During a turn,
your focus of attention should remain in your
mirrors (both sides) with glances to the front.
Only after you are in a straight line in the lane
you wish to be in should you return to having
your focus in front of you with glances in the
mirrors.
Jug Handle Turns
The jug handle turn, sometimes called a buttonhook, is a
very dangerous type of turn and is rarely necessary. It has
a set up in lane 1 and at the last moment a sharp turn to
the left to open a gap followed by a sharp turn to the right
to make the turn. This sharp right often leaves the driver
blind to what is going on in the inside blind areas. Using
the buttonhook should be a last resort for any turn.
Discuss with your trainer times when you may need to do
this and why it is so dangerous.
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C.R. England
Making a Jug Handle Turn
Activity – Discussing Jug Handle Turns
What you should do:
Talk to your trainer about the dangers of making jug
handle turns and when this type of turn might be
necessary. Write down what you learn from your trainer
during this discussion.
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Booklet 1
C.R. England
Points about Turning
To make safe turns every time, keep the following points
about turning in mind.
Point
Explanation
Approach the turn in
the proper gear.
The proper gear gives you the ability to pull
through the turn. It removes the need to shift
during the turn.
Set up with the proper
gap for the turn.
Keep the distance the trailer is away from the
curb the same distance the trailer tandems are
away from the fixed reference point when you
make your turn.
WHEN POSSIBLE,
keep the tractor-trailer
close to the fixed
reference point.
Keeping close to the fixed reference point can
stop another vehicle from slipping in on your
turning side.
Keep your speed
slow enough to stop
when conditions
change.
Slowing your speed gives you more time to
react to unexpected situations and conditions.
Whenever possible
make right turns on
green lights.
It is safer to wait for the green light because
oncoming traffic is stopped. With traffic stopped,
you are less rushed and can make a safer turn.
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Technique to Use:
Survey available space when you approach the
intersection. You may need to place your
vehicle farther out from the curb (fixed reference
point). This keeps the trailer from running over
the fixed reference point. Watch the area on the
inside of your turn throughout the set-up and
approach so you know if a vehicle is trying to
cut inside your turn and can stop.
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C.R. England
Point
Explanation
Remember, you will
lose sight of the trailer
tandems and the
fixed reference point
in your mirrors during
a left turn.
This is a fact of driving.
Making a right turn,
your focus should be
on right-hand mirrors
Use the right flat to check how far traffic is
behind you.
Technique to Use:
Look over your left shoulder to keep the fixed
reference point and trailer tandems in view
during the turn.
Use the hood mirror to make sure there is no
one next to you.
Use the right convex mirror as the primary
mirror you will use to judge the position of your
tandems as they move around the apex of a
turn.
Watch your mirrors
through the entire
turn.
DO NOT ASSUME that the trailer tandems have
cleared the fixed reference point.
Some right turns will
be too tight to make.
Sometimes the best way to make a right turn
that is too tight is to go one block farther then
circle the block by making three left turns. This
will put your vehicle on the road you want in the
direction you want to travel.
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Technique to Use:
Watch your trailer tandems pivot around the
fixed reference point and then complete the
turn. If, at any point, you see you are not going
to clear the apex of the turn, STOP, straighten
your steering to open more gap, and proceed
slowly until your tandems clear the apex.
NEVER BACK UP INTO TRAFFIC WITHOUT
ASSISTANCE.
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Booklet 1
C.R. England
Point
Explanation
Own the intersection.
Enter the intersection when the light is green
and after all other vehicles that are (1) directly in
front of you and (2) traveling in the same
direction, have exited the intersection.
Reasons:
This will allow you to exit the intersection if the
light changes to red.
Your vehicle’s turn will be protected because all
of the opposing traffic will be stopped.
Other traffic will be required to yield the right of
way if you entered the intersection on a green
light.
Do not block the intersection if so posted.
Correcting Turning Errors
The following table of turning errors will give you the
causes of the error as well as suggested corrections.
Study these and you will probably see improvement in
your turns.
Problem
Severe off
tracking
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Causes
y Distance between
kingpin and the
rear trailer tires is
great
y Increased number
of rear tires (and
axles) causing
sideways drag of
rear tires
y Too sharp of turn
Corrections
y Pull the trailer tandems
farther away from the fixed
reference point to make up
for the off tracking. The
tighter the turn, the more
your tandems track inside.
y Position the trailer to the
outside of the lane.
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C.R. England
Problem
Causes
Corrections
Vehicle
unexpectedly
appears in
lane you
were going to
use for your
turn
y Poor visual search y Do a 360º search, using
mirrors and windows, of the
y Heavy traffic
Not in proper
gear to make
turn
y Poor set-up (not
y Pick the right gear for the
What if you
find yourself
stuck and the
only option is
to back up
y Poor set-up
y Turn started too
y Set your brakes, turn on
y Poor set-up
y Turn started too
y Come to a stop with wheel
What to do if
taken all
precautions,
but trailer
tandems go
over the curb
congestion
starting downshift
early enough to be
in proper gear)
y Inattention
soon
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soon
area and think ahead about
what may happen.
y Approach any turn at a
speed that will allow you to
stop. When situations like
this happen, stop until the
vehicle passes and you can
proceed safely.
speed.
y If needed, stop to get into
the right gear.
your 4-way flashers and get
out to survey the situation. If
you can, find a police officer
or another truck driver to
keep the way clear. If there
is no one to help, set your
triangles to protect a short
space behind you. Back up
and then reset the triangles
until you have enough room
to clear the corner.
just touching the curb. Get
into lowest gear and crawl
over the curb slowly as you
can.
y Make sure that by
proceeding you will not hit
anything or damage
landscaping.
Page 65
Booklet 1
C.R. England
Booklet Quiz
Activity – Take a Quiz Using the
Qualcomm
What you should do:
Once you have completed the activities for this booklet,
you are required to take a quiz using Qualcomm Macro
49. You will be answering about 15 questions on the
quiz. Plan to spend about ½-hour logged on Line 4, On
Duty, to take this quiz.
Comments and Suggestions
We welcome your suggestions for improvements and
additions to this booklet. If you find any mistakes, such
as typos or incorrect numbers or incorrect statements, in
this booklet, please notify us. We want to get it right for
everyone. Please forward suggestions or comments:
Email: [email protected]
or
Qualcomm extension: 3556
Page 66
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