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On the drive, on the last decline into town, there is a "runaway truck ramp" on the side of the road. I can't imagine how a truck with no breaks could make it down that road to that point, but it was there. When I'd seen those in other places, they're quite long and uphill with the idea being that the incline and distance will slow/stop a rig that can't otherwise stop. The one in Laughlin is maybe 300 feet long, flat, and it ends with a big pile of sand immediately before a cliff. I can't imagine that a pile of sand is enough to stop a fully loaded runaway semi, and with the terrain after the pile, I surely wouldn't want to find out. To me, it looked like something out of an old cartoon. I asked about it at the casinos in town, but nobody could give me any info. People did have a good laugh as I described it, though.
Has anyone else noticed this? Would it actually achieve it's intended purpose?
Heading west from Reno on I-80, down from Donner Summit, there are half a dozen runaway truck ramps, spaced about eight miles apart. I understand that those ramps have saved dozens of truckers' lives (not to mention avoiding the mayhem that would have resulted from the trucks had they continued downhill and crashed).
Yes. Its similar to the construction of frangible over run areas at the extreme ends of airport runways. Its the slow crumbling of the pavement that slows the plane over a period of time rather than a more sudden deceleration. The runaway truck ramps have sand and gravel surfaces that usually end with either a simple sand pile or a series of yellow containers filled with sand. It is not going to be particularly fun for the driver but it sure beats not having anything to absorb the energy.Quote: rdw4potusWould it actually achieve it's intended purpose?
Quote: rdw4potusOn the drive, on the last decline into town, there is a "runaway truck ramp" on the side of the road. I can't imagine how a truck with no breaks could make it down that road to that point, but it was there. When I'd seen those in other places, they're quite long and uphill with the idea being that the incline and distance will slow/stop a rig that can't otherwise stop. The one in Laughlin is maybe 300 feet long, flat, and it ends with a big pile of sand immediately before a cliff. I can't imagine that a pile of sand is enough to stop a fully loaded runaway semi, and with the terrain after the pile, I surely wouldn't want to find out. To me, it looked like something out of an old cartoon. I asked about it at the casinos in town, but nobody could give me any info. People did have a good laugh as I described it, though.
Has anyone else noticed this? Would it actually achieve it's intended purpose?
Go to YouTube and search "runaway truck ramp" if you care to see what a rig looks like when it hits one of those ramps. "Car and Driver" had an article on them a month or two back and I was amazed at how much use they seem to get (almost monthly per ramp per the article.) With that much use I would think I would have seen the aftermath of one by now, but I have not. Which I consider good as I don't want truck accidents for my personal entertainment.
To the poster who was with a trucking company I would like to ask a question or two. First, what causes the brakes to go in most cases. Do they run out of air or is it fade from heat. Second, I remember reading that in 1974 or so emergency brake design changed and now there are far fewer accidents than before. Is that correct?
I don't know the history of brake changes that well from that far back, but just as in any industry there are constant technological changes for safety.
Quote: JerryLoganI don't know the history of brake changes that well from that far back, but just as in any industry there are constant technological changes for safety.
I remember something special from 1974, though. I actually tried truck driving school when the bottom fell out of mortgages. I couildn't handle the driving part, though the CDL gtest was easy to me. 1974 sticks out as it was a question on the test that somehting different would happen if you had a trailer from before then.
I believe your last point most. A truck in service is a truck not making anyone any money. So the natural urge is to give her just one more run.
Quote: SOOPOOmkl and JL squaring off on trucks.... lets set up the 'runaway truck challenge'......
No way. Jerry argues with me even when he agrees with me. Apparently I'm wrong about the existence of truck ramps on westbound I-80, and their having saved lives.
Quote: mkl654321No way. Jerry argues with me even when he agrees with me. Apparently I'm wrong about the existence of truck ramps on westbound I-80, and their having saved lives.
Did I say that? Why don't you stick to your made-up point about "running gears"?
Quote: SOOPOOmkl and JL squaring off on trucks.... lets set up the 'runaway truck challenge'......
That was a good one! Touche!
The sand piles are also somewhat hazardous since they bring the truck to a stop too fast, and damage is done by the shifting payload.
The preferred method is to have a gravel-filled ramp adjacent to the road that uses rolling resistance to stop the vehicle.
Quote: JerryLoganDid I say that? Why don't you stick to your made-up point about "running gears"?
Let's see...if I originate something that I say, it's "made up"---if I don't, it's plagiarism. In Jerry Land, anyway.
And a person as technically savvy as thou should realize that I said "running gear", not "running gears". However, if you are unfamiliar with either term, I forgive you.
All that said, however, I'm willing to defer to your expertise (see? I'm not even calling him a liar about being an executive in the trucking business) and acknowledge that trucks emerge unscathed from a collision with several tons of gravel at 70+ MPH. Especially if they are driven by Rob Singer (that lucky guy).
Quote: JerryLoganThe funniest part of what you said is that "running gear". The trucking industry never uses it because it describes absolutey nothing about the drivetrain. How and why you made it up is a mystery. But wait....were you talking about the running SHOES the trucker wears!?
Maybe we can stop sniping about the terminology and just agree that the sand beats the hell out of the underside of the truck?
Quote: rdw4potusMaybe we can stop sniping about the terminology and just agree that the sand beats the hell out of the underside of the truck?
That isn't what happens in over 50% of the cases where the truck does get grounded. We always have our trucks towed from those ramps in such cases even if they're capable of driving on once back onto the road. The reason is the sand (or gravel) gets into the drivetrain and can cause premature wearout, sometimes within just a few miles.
Quote: JerryLoganThat isn't what happens in over 50% of the cases where the truck does get grounded. We always have our trucks towed from those ramps in such cases even if they're capable of driving on once back onto the road. The reason is the sand (or gravel) gets into the drivetrain and can cause premature wearout, sometimes within just a few miles.
Plus, they just pretty obviously experienced total brake failure...
Quote: rdw4potusPlus, they just pretty obviously experienced total brake failure...
Not in most cases. They're brakes fail, but it's usually because they became too hot from overuse going downhill, and they just need a cooling down period plus a checkover to be sure.
Quote: JerryLoganThat isn't what happens in over 50% of the cases where the truck does get grounded. We always have our trucks towed from those ramps in such cases even if they're capable of driving on once back onto the road. The reason is the sand (or gravel) gets into the drivetrain and can cause premature wearout, sometimes within just a few miles.
I'm moderately suprised towing the truck back and checking the driver for any under-the-influence isn't a DOT requirement before either truck or driver hits the road on their own power.
Quote: JerryLoganThat isn't what happens in over 50% of the cases where the truck does get grounded. We always have our trucks towed from those ramps in such cases even if they're capable of driving on once back onto the road. The reason is the sand (or gravel) gets into the drivetrain and can cause premature wearout, sometimes within just a few miles.
I'm moderately suprised towing the truck back and checking the driver for any under-the-influence isn't a DOT requirement before either truck or driver hits the road on their own power.
It just looks really scarry.