Do you inspect the company trailer with the same
enthusiasm you do your own? Do you inspect it at all, or do you figure
that if it got here safely, it will get where you're taking it just
as safely?
Paul Abelson, technical editor
Everyone cares for his or her own equipment. It just makes sense to do
it, and it makes no sense not to. Your tractor provides your livelihood,
just as your trailer does if you have one.
But what about someone else's trailer?
Many of those trailers are owned
by companies whose primary business is manufacturing, distribution,
agriculture — anything but trucking. Some don't maintain
their equipment as regularly as they should. Even carriers may not properly maintain
trailers. Tractors are accurately tracked and brought in or scheduled for preventive
maintenance, but trailers are often lost in the system.
The late Don Dawson, former vice
president of maintenance for Roadway and one of the leaders of The
Maintenance Council (TMC — now the Technology and
Maintenance Council), once told me he knew when every tractor would be in the
shop, but he might not see some of his trailers for years.
Everyone keeps trailers longer. Many
are now more than 10 years old. That's a lot of potential for wear
and tear. Add in the potential for neglect, and you've
got a recipe for failure.
Problems may be minor. Lights may
be out, especially high-mounted clearance/marker lamps. The last
driver may have brushed a tree and broken a lamp, or just had
one burn out. Or the ground may have broken or corroded. A missing light
won't cause an accident, but other overlooked items might.
Some overlooked items can cause major
problems. A few years ago, I came upon a crash scene just minutes
after it happened. A 50-pound chunk of cast iron came
flying off a trailer brake drum from a northbound rig on I-55. It bounded
across the highway, went through the windshield of a southbound four-wheeler
and killed
the driver's wife. The piece of drum I saw looked badly heat checked,
with several other cracks about ready to break through. Could a pre-trip
inspection
have spotted the cracks? Could it have saved a life? Probably so.
Brake balance is important, but many
owner-operators will control speed with the trolley valve. They want
to use brakes the company replaces, not their own.
Check trailer linings, so you'll know they'll be there for you, and
always check trailer drums for cracks. The last driver may have left
a disaster waiting to happen.
Gator tails on the road with wires
sticking out of the rubber are a sign the casing has come apart.
Nine times out of 10, the failure was due to excessive
heat caused by low air pressure. When low pressure comes from a puncture
on the road, it can't be helped. But if a trailer hasn't been looked
at
for weeks or months, the nail or debris may have caused significant air
loss. Anything more than 20 percent could cause permanent weakening,
and thumping tires
won't detect low tires down to 60 or 65 psi. When a tire requires 100
to 115 psi to handle today's 70 mph speed limits, 70 psi is as much
as 40
percent low.
Here's a challenge for anyone who
thinks they can determine tire inflation by thumping. Come to the
Walcott Truckers Jamboree this July. Let me lower the
pressure on one or two of your tires, then you thump them and tell me
which ones I changed. If you can tell, I've got $100 for you. I've
made this
offer for years, and never had to pay a nickel. Years ago, TMC ran a
similar test with more than a hundred experienced drivers, at pressures
ranging from
100 psi down to 60. At or above 60, not one driver could detect a low
tire by thumping. Tire pressure monitoring may soon
be all electronic. Alignment and wear will still have to be checked,
but National Highway Traffic Safety Administration
(NHTSA) is studying technologies to apply the Transportation Recall Enhancement
Accountability and Documentation Act (TREAD Act) to big rigs. Brake manufacturers
are developing electronic braking systems (EBS) and low-maintenance,
long-life disc brakes. But even after all these marvelous engineering
advancements are
implemented, it will still be up to drivers to make sure nothing is broken.
Other problem areas
found on company trailers A few years ago, there was a rash
of wheel-off accidents in the Northeast. A quick check of wheels
for cracks and signs of rust, possibly indicating loose
lug nuts, can prevent problems. Don't forget to check lube levels
in the hubs. The last few that pulled the trailer you've been assigned
may
not have. Check trailer tires for uneven wear,
a possible sign of axles out of line. Even if you can't get it corrected,
you should report it. It will
save the company tire wear, and since misalignment reduces fuel
economy, it will help the next driver's mpg. Check the upper coupler plate for
corrosion and possible separation. Accidents happen, sometimes with
surprising results. I've seen post-crash
photographs of tractors with their trailers' plates still attached
to the fifth wheels — without the trailers. When DOT inspects, lights, brakes
and tires are the problems most often found, in that order. With
LED prices coming down and more fleets switching
to them, that order will soon change. LEDs and modern wiring
are now so reliable that one company, Truck-Lite, has a lifetime
warranty on lighting and wiring,
provided all trailer lights are Truck-Lite LEDs used with their
Series 88 sealed harness system. That's the life of the trailer for
the first and second
owners without ever paying for a lighting repair. Whether a trailer
has LEDs or not, it's still a good idea to do a thorough light check. By the way, to do a thorough job,
you've got to get down on your knees sometimes. Otherwise, you won't
see half of what you should. Along with my gloves, rags, flashlight
and tire gauge, I keep a pair of kneepads in my “inspection bag.” My personal favorites are Craftsman
Gel-Tek comfort Pads sold at Sears. They hook on easily, and have a hard
outer cup with soft gel and padding inside. I can drop quickly and not
have to worry
about hurting my knees or tearing my jeans. I also use them when I photograph
trucks. Just like wearing gloves, they are a low-cost investment in your
protection. Without protection, you might take shortcuts and that can
be costly. Here's a challenge ...
Air tanks that aren't drained can accumulate water. Water can't
be compressed, and it reduces the volume for compressed air. Accumulate
enough water and you may not have enough air to handle a long downgrade.
If you think you can determine tire pressure by thumping,
come to the Walcott Truckers Jamboree this July.
Let me lower the
pressure on one or two of your tires, then you thump them
and tell me which ones I changed.
If you can tell, I've got $100 for you. I've made this offer
for years,
and never had to
pay a nickel.
