You are far safer behind me than in front of me. It can take me over two US football fields (200 yards or roughly 180 meters) to come to a full stop and it takes more distance if my trailer is empty. The average car can stop in half that distance. Most cars turn into tin cans when hit by a rig at 25 mph.
If you see a number of trucks all moving into the same lane, might consider getting in the same lane, behind us. Odds are pretty good we either saw something in the lane ahead or we heard about something over the CB.
I can see you playing on your phone while driving. Cops in some states have been known to hitch rides with truck drivers in order to catch distracted drivers.
Most of a tractor-trailer’s stopping power is split between the trailer brakes and the tractor’s drive tandems. If there is not enough weight on those axles, the tires can’t grip the pavement properly. If I apply too much power to the brakes the wheels can start bouncing or just lock up and start skidding if the ABS system is acting up.
Most tractor-trailers you see on the road in the US are designed to weigh 60,000 to 80,000 lbs (~ 27,000 - 36,000 kg). For comparison, a Honda Civic weighs roughly 3,000 lbs (1360 kg). Every system on the truck is designed around moving that amount of mass safely. With an empty dry van trailer your looking at closer to 30,000 lbs (~ 13,000 kg). Makes a difference in performance. Ride is rougher, takes longer to stop.
In the age of computer-controlled ABS and brake assistance systems, that just sounds like poor programming.
There’s no reason why the computer shouldn’t be able to take current weight into account and deliver more braking power to the tractor when the trailer is empty.
Some probably do, tech has advanced quite a bit since I started driving in 2008, but the newer tech tends not to be installed widely when it first comes out due to how unreliable tech becomes under the working conditions that are normal in the trucking industry. Fleet owners want their equipment on the road making money, not in the shop costing money, so they tend to wait till a tech proves itself to be reliable. Plus upgrades costs money, so they tend not to happen till a unit is replaced with a newer model, which can take a while.
Most large companies in the US have an experimental fleet where they try out new tech first, before they roll it out to the rest of their fleets. They are looking for cost effectiveness, reliability and driver response. The smaller owner operators, which make up the bulk of the trucking industry, tend to follow (slowly) after them. And as old as the trucks are, the trailers are often even older. While most trailers in my company’s fleet are less than 3 years old right now, the oldest trailer (now mostly used for hauling pallets back to Chep) was built in 1992 according to it’s data plate. If it’s ABS system is newer then 2008, when it was last active in the fleet I’m a monkey’s uncle, and I’d pay long odds it’s still the original system from 92.
Sounds like you’re talking about icy or wet roads. I’ve never had a trailer do that on dry pavement and I can definitely stop faster emptying than full.
I really wish that were entirely the case. The distances I quoted came from safety trainings I’ve had to take over the years. Given my personal experiences during that time, I think they were from before ABS was mandated. And I had a lot of ABS failures when I was OTR and few close calls as a result of those failures. That’s one of the reasons I chose to switch to running a yard truck 5 years ago. Far less stress.
When ABS failed on dry pavement and I needed to stop in a hurry, the affected tandem would tend to lock up and bounce along the ground. Nerve racking and scary when there’s traffic in front of you, but not near as bad as on wet or icy roads. The sheer terror of feeling one of my axles start sliding under me.
If I had one word of advice for drivers new to the industry, it would be to drive as if none of the safety systems on the truck and trailer exist because in my experience they will fail exactly when you need them.
Additional hot take, merge near the end of the merge lane rather than slowly try to force yourself into traffic further back. Keep it moving and respect the zipper merge at the end.
I have driven many thousands of miles and my favorite place on the road is 100 yards behind a big rig that’s heading my way. i can zone out and safely follow and people rarely want the spot between you and the truck for long so you can just go hours keeping that square centered.
It’s even better at night when the trucks lights give you a nice preview of exactly how curvy the road is.
Eventually big guy takes an exit and i always send a grateful salute cuz following a big rig 100 yards back is better than cruise control imo.
I’m a truck driver.
This seems counterintuitive. I would love to hear why.
Most of a tractor-trailer’s stopping power is split between the trailer brakes and the tractor’s drive tandems. If there is not enough weight on those axles, the tires can’t grip the pavement properly. If I apply too much power to the brakes the wheels can start bouncing or just lock up and start skidding if the ABS system is acting up.
Most tractor-trailers you see on the road in the US are designed to weigh 60,000 to 80,000 lbs (~ 27,000 - 36,000 kg). For comparison, a Honda Civic weighs roughly 3,000 lbs (1360 kg). Every system on the truck is designed around moving that amount of mass safely. With an empty dry van trailer your looking at closer to 30,000 lbs (~ 13,000 kg). Makes a difference in performance. Ride is rougher, takes longer to stop.
Thank you. That’s fascinating.
In the age of computer-controlled ABS and brake assistance systems, that just sounds like poor programming.
There’s no reason why the computer shouldn’t be able to take current weight into account and deliver more braking power to the tractor when the trailer is empty.
Some probably do, tech has advanced quite a bit since I started driving in 2008, but the newer tech tends not to be installed widely when it first comes out due to how unreliable tech becomes under the working conditions that are normal in the trucking industry. Fleet owners want their equipment on the road making money, not in the shop costing money, so they tend to wait till a tech proves itself to be reliable. Plus upgrades costs money, so they tend not to happen till a unit is replaced with a newer model, which can take a while.
Most large companies in the US have an experimental fleet where they try out new tech first, before they roll it out to the rest of their fleets. They are looking for cost effectiveness, reliability and driver response. The smaller owner operators, which make up the bulk of the trucking industry, tend to follow (slowly) after them. And as old as the trucks are, the trailers are often even older. While most trailers in my company’s fleet are less than 3 years old right now, the oldest trailer (now mostly used for hauling pallets back to Chep) was built in 1992 according to it’s data plate. If it’s ABS system is newer then 2008, when it was last active in the fleet I’m a monkey’s uncle, and I’d pay long odds it’s still the original system from 92.
Great insight, thanks!
Sounds like you’re talking about icy or wet roads. I’ve never had a trailer do that on dry pavement and I can definitely stop faster emptying than full.
I really wish that were entirely the case. The distances I quoted came from safety trainings I’ve had to take over the years. Given my personal experiences during that time, I think they were from before ABS was mandated. And I had a lot of ABS failures when I was OTR and few close calls as a result of those failures. That’s one of the reasons I chose to switch to running a yard truck 5 years ago. Far less stress.
When ABS failed on dry pavement and I needed to stop in a hurry, the affected tandem would tend to lock up and bounce along the ground. Nerve racking and scary when there’s traffic in front of you, but not near as bad as on wet or icy roads. The sheer terror of feeling one of my axles start sliding under me.
If I had one word of advice for drivers new to the industry, it would be to drive as if none of the safety systems on the truck and trailer exist because in my experience they will fail exactly when you need them.
But when they do work they are f-ing magical.
ZIPPER MERGE, PEOPLE!!
Additional hot take, merge near the end of the merge lane rather than slowly try to force yourself into traffic further back. Keep it moving and respect the zipper merge at the end.
And when you get to the end, start looking for the opening and merge, don’t slow down or gun it and try to get ahead of five more cars.
🙏
Yeah it looks just like that but with cars
😂😂😂😂😂
I have driven many thousands of miles and my favorite place on the road is 100 yards behind a big rig that’s heading my way. i can zone out and safely follow and people rarely want the spot between you and the truck for long so you can just go hours keeping that square centered.
It’s even better at night when the trucks lights give you a nice preview of exactly how curvy the road is.
Eventually big guy takes an exit and i always send a grateful salute cuz following a big rig 100 yards back is better than cruise control imo.
Plus your probably save on gas too.
It takes more distance to stop with an empty trailer? I would have thought the opposite. How come?
NM, saw your reply below. Thanks.
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