- Before dropping below 20 psi
- Before dropping below 80 psi
- Before dropping below 60 psi
- Before dropping below 40 psi
Quote From Page 64 Of The CDL Manual:
A warning signal you can see must come on before the air pressure in the tanks falls below 60 psi (or one-half the compressor governor cutout pressure on older vehicles).
TruckingTruth's Advice:
On large busses, it is common for the low-pressure warning devices to signal at 80 to 85 psi, but that is an additional safety feature. Regulations require the warning to activate before 60 psi. This is very important to memorize not only for testing, but for everyday job duties.
- Make sure glad hands are locked in place, free of damage or air leaks
- Make sure the trailer electrical plug is firmly seated and locked in place
- Check that trailer air connectors are sealed and in good condition
- All of these things should be checked
Quote From Page 121 Of The CDL Manual:
Air/electrical connections:
- Check that trailer air connectors are sealed and in good condition.
- Make sure glad hands are locked in place, free of damage or air leaks.
- Make sure the trailer electrical plug is firmly seated and locked in place.
- Your logbook can be randomly checked anytime you go through a weigh station
- Your logbook can be checked by your carrier at anytime
- Non-DOT law enforcement officers need probable cause to inspect your logbook
- The increased use of electronic logging devices has forced carriers to crack down on HOS violations
Quote From Page 0 Of The CDL Manual:
Who Enforces HOS Regulations?
Law enforcement:
Generally, DOT officers are the ones who enforce HOS rules, although any police officer may inspect a driver's logbook. Individual states are responsible for maintaining weigh stations where drivers are pulled in for random vehicle and logbook inspections. Drivers may also be pulled over for random checks by police officers or DOT officials at any time and have their logbooks inspected. While it's not a frequent occurrence, chances are your logbook will be checked every now and then. Be ready for it at all times!
Carriers:
In addition to law enforcement and DOT officials, most carriers have their own company policies regarding logbooks. A drivers logs are frequently reviewed by internal auditors for discrepancies or violations. A driver with too many violations might be warned, disciplined, or terminated (terminating a driver usually only occurs after several violations). The increased use of electronic logging devices (discussed later) has forced carriers to crack down on HOS violations even more.
TruckingTruth's Advice:
Your logbook could be checked at anytime for any reason. Make sure it is always updated!
- A crosswise load bearing structural component, particularly a part of a log bunk.
- A structure, device, or another substantial article placed against or around an article to prevent horizontal movement of the article.
- A short piece of material, usually wood, nailed to the deck to reinforce blocking.
- A tapered or wedge-shaped piece used to secure round articles against rolling.
Quote From Page 3 Of The CDL Manual:
Chock:
A tapered or wedge-shaped piece used to secure round articles against rolling.
- Both the service line and the emergency line should be closed
- Both the service line and the emergency line should be open
- The service line should be closed and the emergency line should be open
- The service line should be open and the emergency line should be closed
Quote From Page 83 Of The CDL Manual:
Check air flow to all trailers: Use the tractor parking brake and or chock the wheels to hold the vehicle. Wait for air pressure to reach normal, then push in the red "trailer air supply" knob. This will supply air to the emergency (supply) lines. Use the trailer handbrake to provide air to the service line. Go to the rear of the rig. Open the emergency line shut-off valve at the rear of the last trailer. You should hear air escaping, showing the entire system is charged. Close the emergency line valve. Open the service line valve to check that service pressure goes through all the trailers (this test assumes that the trailer handbrake or the service brake pedal is on), then close the valve. If you do NOT hear air escaping from both lines, check that the shut-off valves on the trailer(s) and dolly (5) are in the OPEN position. You MUST have air all the way to the back for all the brakes to work.
TruckingTruth's Advice:
Unless it is the very last trailer, all shut-off valves should remain in the open position so that all trailers have proper airflow in the air brake system.
- Used in the service and supply air lines at the back of trailers used to tow other trailers
- Designed to turn off the truck engine when a brake failure occurs
- Placed at each trailer spring brake and are designed to engage the emergency brakes when air pressure becomes too high
- The yellow and red air control knobs located in the cab of a truck
Quote From Page 74 Of The CDL Manual:
Shut-off valves (also called "cut-out cocks") are used in the service and supply air lines at the back of trailers used to tow other trailers. These valves permit closing the air lines off when another trailer is not being towed. You must check that all shut-off valves are in the open position except the ones at the back of the last trailer, which must be closed.
TruckingTruth's Advice:
Only trailers designed to be pulled with another trailer behind it will have a shut off valve. If you are only pulling one trailer, make certain the valve is fully in the closed position or it will leak air out of the air system.
- When the surge hits the end of the tank, it tends to push the truck in the opposite direction the wave is moving
- If the truck is on a slippery surface such as ice, the wave can shove a stopped truck out into an intersection
- Results from movement of the liquid in partially filled tanks
- When coming to a stop, the liquid will surge back and forth
Quote From Page 84 Of The CDL Manual:
Liquid surge results from movement of the liquid in partially filled tanks. This movement can have bad effects on handling. For example, when coming to a stop, the liquid will surge back and forth. When the wave hits the end of the tank, it tends to push the truck in the direction the wave is moving. If the truck is on a slippery surface such as ice, the wave can shove a stopped truck out into an intersection. The driver of a liquid tanker must be very familiar with the handling of the vehicle.
- The original shipping paper
- On the emergency response information sheet
- On a separate page placed before the shipping paper
- On a separate page placed behind the shipping paper
Quote From Page 93 Of The CDL Manual:
Shipper's Certification When the shipper packages hazardous materials, he/she certifies that the package has been prepared according to the rules. The signed shipper's certification appears on the original shipping paper. The only exceptions are when a shipper is a private carrier transporting their own product, and when the package is provided by the carrier (e.g., a cargo tank). Unless a package is clearly unsafe or does not comply with the HMR, you may accept the shipper's certification concerning proper packaging. Some carriers have additional rules about transporting hazardous products. Follow your employer's rules when accepting shipments.
Shippers print required markings directly on the package, an attached label or tag. An important package marking is the name of the hazardous material. It is the same name as the one on the shipping paper. When required, the shipper will put the following on the package:
- Name and address of shipper or consignee.
- Hazardous material's shipping name and ID number.
- Required labels.
- ID number on bulk packages.
- The minimum WLL requirement for the securement system is 25%.
- The Working Load Limit is the maximum load that may be applied to a component of a cargo securement system.
- All of these are true.
- The WLL is usually assigned by the component manufacturer.
Quote From Page 2 Of The CDL Manual:
The Working Load Limit is the maximum load that may be applied to a component of a cargo securement system during normal service.
The WLL is usually assigned by the component manufacturer.
Note: The minimum WLL requirement for the securement system is 50%. More tiedown capacity should be used if you need to secure an article against any movement.
- Slide tandems forward 7 holes - 33,950 drive axles - 32,350 trailer tandems
- Slide tandems forward 6 holes - 33,750 drive axles - 32,550 trailer tandems
- Slide tandems back 6 holes - 33,950 drive axles - 32,350 trailer tandems
- Slide tandems back 7 holes - 33,750 drive axles - 32,550 trailer tandems
Quote From Page 0 Of The CDL Manual:
TruckingTruth's Advice:
With 4 inch spacing you're moving 250 pounds per hole so you need to move 7 holes to shift a minimum of 1,700 pounds (250 x 7 = 1,750).