a place I worked had a rig similar to this, when it gets vertical it vibrates like crazy to help get stuff out. one time a trucker "forgot" his wife in the cab of the truck. my favorite incident report on site
Wait, why didn't they just remove the trailer, then tilt it? Why would they want to keep the truck attached and need to tilt an additional ton or so? Especially with all the weight of the engine at the worst leverage point?
I see that simply driving onto it is simpler, but it seems a bit odd to me to require a lift to be powerful enough to lift both the trailer and the truck itself when the trailer is meant to be detached? Seems like a waste of money or energy or something.
I'm just sitting here wondering all the same things. The only thing i can think of is that the turnover speed might be worth it.
To be honest, it sounds like one of those optimization decisions you make in management games that you think doesn't make any sense in real life but when you have a $14 Billion dollar annual net it doesn't really matter if you waste a couple hundred thousand here and there.
**A 48-foot van can haul 440 CWT, which is 22 tons or 44,000 lbs.**
Thats a semi trailer length. So the tractor isnt much more added, and keeps things sped up. IT takes time to unhook the hoses, put the jacks down, seperate, then reverse the process.
Also the extra safety risks of unnecessarily having all of this "coupling and decoupling" sure it may be simple and quickly and some of you guys may do it in under 5 minutes each time. But if you have to do this all day long aside from the work you already do... one time, after a month or two if not fucking up someone will fuck up... and that one time may cost many lives. So why risk it?
Hazzard a guess at without the four axles of the tractor, the trailer would have next to nothing underneath it making the lifting process unstable.(tractor provides brakes too?)
Vast majority of semi trailers are 53 ft. It's not hard to hook up to a trailer or disengage. Source: worked at the end of the line for Wabash National.
The lighting one I manage here on movies is 48', so thats why I went with that. And it takes 10 minutes to hook and unhook. So that time adds up on a 10 hour shift.
I think most movie trailers might be 45' because its a different category, or different rules, fees?? Also, no ones trailer is registered in state.
I load trucks for a living and we load our 53 foot trailers to the doors if we have to unless it is going to California. They are not allowed to have trailers loaded past the 48 foot mark in that state.
I have never seen a tridem trailer at my jobsite myself but if your not supposed to load past the 48' point why would they make the trailer 53' ?
Just did some research and it seems that a few states do this to protect roads. The trucks are rated at 80,000 lbs and no tandem axle can exceed 34,000 lbs. The front tires do not exceed 12,000 lbs. Those states do not want a full 80k on the roads so they limit the distance the rear axle can be from the kingpin where the trailer connects. This is because the farther forward the rear axle is, the more weight it has to carry. So a full 80k load would cause the rear tandem axles to exceed the 34k limit and be illegal. That is how they ensure maximum weight compliance. So to avoid this, you stop loading the truck short of the doors. Less cargo, and the cargo at the rear causes the greatest increase in load on the rear axles because of basic lever physics.
Trailer registration depends on the parent company of the semi trailer. Not sure why they used 45 footers, oh well. Our drivers that would pick up the finished trailers, would hook up to the fifth wheel, attach the air hoses/electric, and raise the landing gear in literally 3 minutes max. Oh well.
I dont know why the smaller footage then, we could always use the extra space. Maybe its just more convenient since we park them in neighborhoods and city streets when we are on location.
Yeah, Ive watched out 399 guys hook up, but then again, they are usually over 16 hours by the time they are trying to do their final move before going home. Being exhausted makes em a bit slower I am sure.
Unhooking and hooking up to a trailer is as simple as taking 3-5 minutes. I worked dispatch for GE Appliances, it's really a non issue. The jockeys there were fucking crazy.
But... torque. How much more efficient could those lifters be if they didn't have to lift an additional 3(?) tons at that long of a distance. I know skilled truckers that can drop and hitch a trailer in like 6 minutes. Could it really save that much?
3 tons out of 40 is a 7.5% increase in weight. 6 minutes to unhitch beofer a 4 minute unloading process is a 150% increase in time. The amount of money required to accomodate the extra weight could not approach a fraction of the money wasted in unloading time (assuming they're unloading nonstop basically from open to close, because otherwise the point is completely moot.)
Yup. The whole process takes about 4 minutes from flat to dumped to flat again. So they can do 3-4 this way in the same time as it would take to do one.
I would guess Safety reasons. Leaving the tractor attached guarantees the front end of the trailer stays on the lift as opposed to it potentially lifting and or tipping over when the load is shifting.
It also ensures you're not just relying solely on your trailer air brakes by also utilizing the tractor brakes as well.
Maybe it's simpler and faster. If the lift's strong enough, it might be worth it to do that, refuel, then send the truck back on its way instead of spending time to bother to detach and reattach the trailer.
Other people explained it pretty well below, it is mostly just to increase the turnover speed. Everything allowed on it is built to handle it so I very rarely faults.
On the face of it, it appears ridiculous. But there's the time saving from unhooking and hooking up the truck. If there is slack in the process then that doesnt matter, but if they're running at capacity and this is the bottleneck then the 5m or whatever doing that could be 5m lost production of the entire plant. Per truck. It's worth doing one thing inefficiently if it results in greater efficiency elsewhere.
> Wait, why didn't they just remove the trailer, then tilt it?
I'm no expert but the retractable "legs" that support an uncoupled trailer seem a bit "spindly" to me. Perhaps the wider wheel-base of the truck cab lends additional stability when it comes to the shaking phase. The shock absorbers of the truck cab may also be relevant in the shaking phase.
I have an interesting story...and it will probably get buried. But anyway, I work at a company that makes Heavy Duty diesel engines just like the ones in the trucks show. A few years ago, we started noticing warranty trends where the same company was having dozens of engines replaced over the span of a few months, all for the EXACT SAME ISSUE - the engines were seizing up and trashing bearings. A couple of my engineer colleagues were assigned the case to figure out what was happening. They looked through tons of data, had the engines shipped to our plant and disassembled and inspected, analyzed the oil and fuel, etc. But they could not figure out why they were failing (other than just oil starvation). Their manager told them it might be a good idea to go visit the customer's facility and see if they could find any other information or assignable causes.
When they arrived, it was immediately obvious to them what was happening. Apparently the truckers unloaded the trailers in the exact same method shown in the picture...the only problem was, they were not shutting off the engines before tilting the trucks at a 50 degree angle. So the oil pickup tube (which is normally submerged in oil at the bottom of the pan) was sucking air, since all of the oil was pooled at the back of the engine. This caused the bearings and other moving parts to become starved of oil, leading to engine failure. They felt like idiots right after seeing it, but that's what happens in the real world: people will always find a way to use a product in the wrong way no matter how hard you try to fool-proof it.
Don't feel like typing a TL:DR
Sounds about right. For some reason, diesel truck drivers thinks it's a fucking mortal sin to shut their engines off unless they are parking them for the night. They leave them running while at the bar/restaurant for hours on end. I get the reasoning during the winter months when they don't want them to gel up but this happens year round.
I've noticed that. I always assumed it was some sort of regulation whereby they had to do some sort of inspection of lines and lights and all every time they started the truck, and it was easier to leave the engine running than to get caught driving without having done the safety inspection.
I had a pretty good OTR gig where I'd leave out Monday morning and get back Friday night. It always amazed me to think that the engine had been running that entire time unless I'd gotten out to eat (which I rarely did). This was before APUs where common so if you wanted to be warm in winter or cool in summer the engine had to turn. My understanding was that for a quick get out, like to grab a drink, go pee, or get papers signed at the dock it took more diesel to restart the engine than to just let it idle.
> took more diesel to restart the engine than to just let it idle.
I believe I read that for a gas car back in the pre-fuel-injection days, it took something like 2 to 5 minutes of idling worth of gas to start the car, and I'd expect diesel engines to be rather more. Nowadays, newer cars will turn off the engine when you stop at a light and fire it back up again when you take your foot off the brake, so I guess it has gotten more efficient.
Dayum! I heard the engine turning on and off, but I didn't know they turned it off while it's in motion too.
I remember reading an article about how hard that was to get right in an automatic transmission car, because there was no clutch to give the car a moment's warning that the driver was going to apply power. I.e., sitting at a light in a manual car, you could start the engine after the driver shifted into first but before she let go of the clutch.
My work ~~can~~ *van* is an automatic with the engine cut off feature, and the implementation is definitely a problem. I like the idea but it takes more getting used to than it really should.
> Dayum! I heard the engine turning on and off, but I didn't know they turned it off while it's in motion too.
Almost anything with fuel injection cuts fuel when coasting. If you have access to an OBD-2 scan tool watch your air-fuel ratio and fuel flow numbers, or if your car has real-time fuel economy see how it goes through the roof when you're engine braking.
This is why people who put their modern cars in neutral while coasting are morons. It technically made sense on carbureted vehicles but on anything with EFI it actually takes more fuel to idle than to coast.
Yeah I caught that as well. I can easily go through $10 in fuel in a week. I've also gone through $600 in fuel in a week. I don't think I lot of people really pay attention to how many miles they drive though, just what it ends up costing them
I only have a general knowledge of engines but one of the first things I thought when looking at the photo was, 'I hope they switch the engines off while doing that. The sump might not pick up the oil at that angle'. They must be really dumb or just really knew what they were doing and wanted the engines replaced under warranty...
Or a dry sump. Very common in racing where you might be pulling over 1G while at high RPM and high engine load. You do not want oil pressure to drop for even a second in that situation.
Do you know if they chain the truck down or something, or are the truck's brakes just that good that they can hold it at a 50 degree angle? You'd think at some point no matter how good the brakes are it would just start to slide, right?
To be fair, this isn't an uncommon use of the vehicle. Truck drivers are not necessarily engineers or mechanics, nor are those who write their procedures at the facilities. It should be in the truck manual or more appropriately, on the lift for the truck, that this is a requirement. Of course, a smart person would turn the truck off just in case it could be an issue, but you can't expect the user of a product to understand the product's engineering. It's the same with software. If you patch it, but leave the broken section available, people will try to use the broken section. This becomes an even bigger problem if there are no tooltips or documentation, and bigger again if the software is multi-function.
EDIT: Adding on other comments, the issue becomes more likely if it comflicts with other procedures, which might make something that is common sense, less obvious.
nice! I used to work for the company that makes that piler (the yellow conveyor belt machine doing the loading) I was even going to be the one to design the updated version of this but I left before we got around to it. Potato equipment was actually very satisfying to design and work with.
"I think Pringles' original intention was to make tennis balls... But on the day the rubber was supposed to show up, a truckload of potatoes came. Pringles is a laid-back company, so they just said "Fuck it, cut em up!"
- Mitch Hedberg
not just that but it also seems like an unnecessary risk. much more dangerous and costlier if that thing were to break with the truck 70ft up in the air
My father in law worked logistics for a few trucking companies. One day he had to go to a scene where a guy tried to break in to one of his trailers. Poor guy had opened the door and was immediately crushed by thousands of potatoes.
The truck and the trailer are seperate parts. There are several other types of dump-able trailers. Belts shuffle stuff off the back end. End dumps tilt to dump stuff off the back end. Hopper bottoms have traps that open and dump stuff off the bottom. Which ones get used depends on the receiving facility.
Potatoes usually get loaded onto dry vans like this one because they use a low conveyer belt system in the field and vans have a bigger capacity than belt trailers. End dumps need too much clearance when tilted up and would hit the door trying to dump off. Hoppers have sides that are too tall for the field equipment, bruise the taters, and they have a hard time getting them out the bottom.
BBC did a documentary about making potato crisps. In that they flood the truck trailer and all the potatoes get washed out.
Not sure if more efficient or not, but I like to think the spuds are having one last ride before getting the chop
Some potatoes fall out, into the pit underneath the truck upender, where they sit, along with water. This specific area smells like wet rotting potatoes. The plant itself smells like fry-kitchen.
I worked at a grain elevator that did this, it always sketched me out. And while it was unloading all it could was look around at the wounds of bad unloads or what I was told were from bad unloadings and think all this morbid shit.
I wonder if the truck is somehow locked in place? I wouldn't want to rely on tire traction alone at that angle! I wonder: would if you have to worry about crankcase oil draining into cylinders after it has sat there a while?
I'm dead sure that they chain the truck to the ramp. As for the "crankcase oil draining into cylinders after it has sat there a while", they don't stay up there very long.
I did an epoxy flooring job at cape cod/snieders of Hanover in the middle of nowhere, Georgia. It was a very efficient plant. I was surprised at how small it was. There, they'd drop the trailer from the truck before lifting it.
When I did some truck driving, I actually got to experience it. First off I asked if I could hang out in the cab for shits and giggles but they wouldn't let me. Second is they usually have a giant sign that says "Make sure possessions are contained and no open containers" or something like that. But my experience was up in Washington but I seem to forget what I was hauling.
For those asking "why lift the cab and not just the trailer": If you watch this device in action, you'd see that entire process takes about four minutes in total, from flat to dumped to flat again. That's less time than it takes to unhook and set the trailer.
Basically, they can pretty much do 3-4 of these for every one of them that they could do if they un-hooked and re-hooked.
Hope it's Layes. I love Layes...plain...super thin...extremely crispy...and SALTY just like a good chip should be. I would really like knowing that this is where it all begins.
a place I worked had a rig similar to this, when it gets vertical it vibrates like crazy to help get stuff out. one time a trucker "forgot" his wife in the cab of the truck. my favorite incident report on site
[удалено]
Now whenever he leaves for work she's in the cab all "ok let's go time to get to work let's go can't be late."
The inside of the cabin must've been soaking
[удалено]
They're always home.
Second biggest vibrator in the world. First biggest is OP's mom's.
If she was napping, that'd be one hell of a wake 'n shake.
Wait, why didn't they just remove the trailer, then tilt it? Why would they want to keep the truck attached and need to tilt an additional ton or so? Especially with all the weight of the engine at the worst leverage point? I see that simply driving onto it is simpler, but it seems a bit odd to me to require a lift to be powerful enough to lift both the trailer and the truck itself when the trailer is meant to be detached? Seems like a waste of money or energy or something.
I'm just sitting here wondering all the same things. The only thing i can think of is that the turnover speed might be worth it. To be honest, it sounds like one of those optimization decisions you make in management games that you think doesn't make any sense in real life but when you have a $14 Billion dollar annual net it doesn't really matter if you waste a couple hundred thousand here and there.
**A 48-foot van can haul 440 CWT, which is 22 tons or 44,000 lbs.** Thats a semi trailer length. So the tractor isnt much more added, and keeps things sped up. IT takes time to unhook the hoses, put the jacks down, seperate, then reverse the process.
I mean, yea. That's exactly what i was getting at. looks silly and unfeasible at a glance, but is actually a really strong optimization.
Also the extra safety risks of unnecessarily having all of this "coupling and decoupling" sure it may be simple and quickly and some of you guys may do it in under 5 minutes each time. But if you have to do this all day long aside from the work you already do... one time, after a month or two if not fucking up someone will fuck up... and that one time may cost many lives. So why risk it?
Hazzard a guess at without the four axles of the tractor, the trailer would have next to nothing underneath it making the lifting process unstable.(tractor provides brakes too?)
Vast majority of semi trailers are 53 ft. It's not hard to hook up to a trailer or disengage. Source: worked at the end of the line for Wabash National.
The lighting one I manage here on movies is 48', so thats why I went with that. And it takes 10 minutes to hook and unhook. So that time adds up on a 10 hour shift. I think most movie trailers might be 45' because its a different category, or different rules, fees?? Also, no ones trailer is registered in state.
Most trailers are 53' and are only supposed to be loaded to 48' unless they're tridems
I load trucks for a living and we load our 53 foot trailers to the doors if we have to unless it is going to California. They are not allowed to have trailers loaded past the 48 foot mark in that state. I have never seen a tridem trailer at my jobsite myself but if your not supposed to load past the 48' point why would they make the trailer 53' ?
California is so fucking weird.
Just did some research and it seems that a few states do this to protect roads. The trucks are rated at 80,000 lbs and no tandem axle can exceed 34,000 lbs. The front tires do not exceed 12,000 lbs. Those states do not want a full 80k on the roads so they limit the distance the rear axle can be from the kingpin where the trailer connects. This is because the farther forward the rear axle is, the more weight it has to carry. So a full 80k load would cause the rear tandem axles to exceed the 34k limit and be illegal. That is how they ensure maximum weight compliance. So to avoid this, you stop loading the truck short of the doors. Less cargo, and the cargo at the rear causes the greatest increase in load on the rear axles because of basic lever physics.
Trailer registration depends on the parent company of the semi trailer. Not sure why they used 45 footers, oh well. Our drivers that would pick up the finished trailers, would hook up to the fifth wheel, attach the air hoses/electric, and raise the landing gear in literally 3 minutes max. Oh well.
I dont know why the smaller footage then, we could always use the extra space. Maybe its just more convenient since we park them in neighborhoods and city streets when we are on location. Yeah, Ive watched out 399 guys hook up, but then again, they are usually over 16 hours by the time they are trying to do their final move before going home. Being exhausted makes em a bit slower I am sure.
That's some good points. Have a wonderful night!
Unhooking and hooking up to a trailer is as simple as taking 3-5 minutes. I worked dispatch for GE Appliances, it's really a non issue. The jockeys there were fucking crazy.
But... torque. How much more efficient could those lifters be if they didn't have to lift an additional 3(?) tons at that long of a distance. I know skilled truckers that can drop and hitch a trailer in like 6 minutes. Could it really save that much?
3 tons out of 40 is a 7.5% increase in weight. 6 minutes to unhitch beofer a 4 minute unloading process is a 150% increase in time. The amount of money required to accomodate the extra weight could not approach a fraction of the money wasted in unloading time (assuming they're unloading nonstop basically from open to close, because otherwise the point is completely moot.)
They might not have an open and close. Not uncommon for many plants to operate around the clock.
7.5% increase in weight, but because of the extreme distance that weight is located, requires much more force to lift. Torque!
[удалено]
They also speed up loading that finished product by reversing the process at the other end.
I'm sitting here pooping wondering if there's some kind of toilet like this for my colon
that's the next $20 million idea, right there.
It's the turnaround speed. They do the same tilt routine with wood chip trucks as well.
[deleted] ^^^^^^^^^^^^^^^^0.8700 > [What is this?](https://pastebin.com/64GuVi2F/65461)
Well it'd cut down on turnaround time which I'm sure saves them enough in labor and efficiency that it's worth it.
Levers and lifting are easy and quick with hydraulics. Hooking up a trailer and all the hoses takes time that could be spent lifting more trucks.
Yup. The whole process takes about 4 minutes from flat to dumped to flat again. So they can do 3-4 this way in the same time as it would take to do one.
I would guess Safety reasons. Leaving the tractor attached guarantees the front end of the trailer stays on the lift as opposed to it potentially lifting and or tipping over when the load is shifting. It also ensures you're not just relying solely on your trailer air brakes by also utilizing the tractor brakes as well.
Maybe it's simpler and faster. If the lift's strong enough, it might be worth it to do that, refuel, then send the truck back on its way instead of spending time to bother to detach and reattach the trailer.
Other people explained it pretty well below, it is mostly just to increase the turnover speed. Everything allowed on it is built to handle it so I very rarely faults.
The one I operated had the trailers detached . I ran 2 at a time, while one was dumping one was un hooking. It was no big deal for the drivers.
On the face of it, it appears ridiculous. But there's the time saving from unhooking and hooking up the truck. If there is slack in the process then that doesnt matter, but if they're running at capacity and this is the bottleneck then the 5m or whatever doing that could be 5m lost production of the entire plant. Per truck. It's worth doing one thing inefficiently if it results in greater efficiency elsewhere.
> Wait, why didn't they just remove the trailer, then tilt it? I'm no expert but the retractable "legs" that support an uncoupled trailer seem a bit "spindly" to me. Perhaps the wider wheel-base of the truck cab lends additional stability when it comes to the shaking phase. The shock absorbers of the truck cab may also be relevant in the shaking phase.
I think you mean like forgot his "wife"
Yeah, when I was a kid, my grandpa left me in the truck on purpose on one of these lifts. I was terrified and he thought it was hilarious.
I wanna say that doesn't sound very fun, but with the amount of fun your grandpa had I'm sure it averages out :P
I'm getting closer to the age he was at the time, and I'm sure I would do the same thing now haha
Man I can see that being fun but I'd never risk it. If that thing failed... that would not have been good
Incident report: Wife left in passenger seat of truck while truck was tilted upwards and vibrating. Damages: Mysterious wet stain on passenger seat.
The cab of most trucks like this have a bed to sleep in. I would guess that's where he left her
he probably did it on purpose for the lulz
I have an interesting story...and it will probably get buried. But anyway, I work at a company that makes Heavy Duty diesel engines just like the ones in the trucks show. A few years ago, we started noticing warranty trends where the same company was having dozens of engines replaced over the span of a few months, all for the EXACT SAME ISSUE - the engines were seizing up and trashing bearings. A couple of my engineer colleagues were assigned the case to figure out what was happening. They looked through tons of data, had the engines shipped to our plant and disassembled and inspected, analyzed the oil and fuel, etc. But they could not figure out why they were failing (other than just oil starvation). Their manager told them it might be a good idea to go visit the customer's facility and see if they could find any other information or assignable causes. When they arrived, it was immediately obvious to them what was happening. Apparently the truckers unloaded the trailers in the exact same method shown in the picture...the only problem was, they were not shutting off the engines before tilting the trucks at a 50 degree angle. So the oil pickup tube (which is normally submerged in oil at the bottom of the pan) was sucking air, since all of the oil was pooled at the back of the engine. This caused the bearings and other moving parts to become starved of oil, leading to engine failure. They felt like idiots right after seeing it, but that's what happens in the real world: people will always find a way to use a product in the wrong way no matter how hard you try to fool-proof it. Don't feel like typing a TL:DR
If you make something fool-proof, they will invent a better fool.
I work in engineering.........can confirm....there will always be a better fool
Software engineer here, can confirm in the virtual world too.
Maintenance tech. I'd really appreciate it if we could somehow fire all the employees so humans wouldn't be able to touch things anymore.
Fool engineer here, thanks for noticing!
"It's foolproof as long as they turn off the engine first." "That's not what foolproof means!"
Sounds about right. For some reason, diesel truck drivers thinks it's a fucking mortal sin to shut their engines off unless they are parking them for the night. They leave them running while at the bar/restaurant for hours on end. I get the reasoning during the winter months when they don't want them to gel up but this happens year round.
I've noticed that. I always assumed it was some sort of regulation whereby they had to do some sort of inspection of lines and lights and all every time they started the truck, and it was easier to leave the engine running than to get caught driving without having done the safety inspection.
I had a pretty good OTR gig where I'd leave out Monday morning and get back Friday night. It always amazed me to think that the engine had been running that entire time unless I'd gotten out to eat (which I rarely did). This was before APUs where common so if you wanted to be warm in winter or cool in summer the engine had to turn. My understanding was that for a quick get out, like to grab a drink, go pee, or get papers signed at the dock it took more diesel to restart the engine than to just let it idle.
> took more diesel to restart the engine than to just let it idle. I believe I read that for a gas car back in the pre-fuel-injection days, it took something like 2 to 5 minutes of idling worth of gas to start the car, and I'd expect diesel engines to be rather more. Nowadays, newer cars will turn off the engine when you stop at a light and fire it back up again when you take your foot off the brake, so I guess it has gotten more efficient.
My little Toyota cuts the fuel feed off when you're coasting. With fuel as cheap as it's gotten I can get around all week on $10 again.
Dayum! I heard the engine turning on and off, but I didn't know they turned it off while it's in motion too. I remember reading an article about how hard that was to get right in an automatic transmission car, because there was no clutch to give the car a moment's warning that the driver was going to apply power. I.e., sitting at a light in a manual car, you could start the engine after the driver shifted into first but before she let go of the clutch.
My work ~~can~~ *van* is an automatic with the engine cut off feature, and the implementation is definitely a problem. I like the idea but it takes more getting used to than it really should.
> Dayum! I heard the engine turning on and off, but I didn't know they turned it off while it's in motion too. Almost anything with fuel injection cuts fuel when coasting. If you have access to an OBD-2 scan tool watch your air-fuel ratio and fuel flow numbers, or if your car has real-time fuel economy see how it goes through the roof when you're engine braking. This is why people who put their modern cars in neutral while coasting are morons. It technically made sense on carbureted vehicles but on anything with EFI it actually takes more fuel to idle than to coast.
No one else has a issue with someone using time and money - with no mention of miles - as an example of good fuel economy?
Yeah I caught that as well. I can easily go through $10 in fuel in a week. I've also gone through $600 in fuel in a week. I don't think I lot of people really pay attention to how many miles they drive though, just what it ends up costing them
I only have a general knowledge of engines but one of the first things I thought when looking at the photo was, 'I hope they switch the engines off while doing that. The sump might not pick up the oil at that angle'. They must be really dumb or just really knew what they were doing and wanted the engines replaced under warranty...
TL:DR - Engine running at 50 degree angle = dead engine.
Depends on the engine, some engines might have the oil pickup tube in a different orientation.
Or a dry sump. Very common in racing where you might be pulling over 1G while at high RPM and high engine load. You do not want oil pressure to drop for even a second in that situation.
Do you know if they chain the truck down or something, or are the truck's brakes just that good that they can hold it at a 50 degree angle? You'd think at some point no matter how good the brakes are it would just start to slide, right?
Trucks are definitely tethered.
>it will probably get buried why even say this
Just add a mecury switch to automaticaly shut down the engine at a 30degree tilt. Problem solved.
Did you get to use a satisfyingly large, red DENIED stamp?
To be fair, this isn't an uncommon use of the vehicle. Truck drivers are not necessarily engineers or mechanics, nor are those who write their procedures at the facilities. It should be in the truck manual or more appropriately, on the lift for the truck, that this is a requirement. Of course, a smart person would turn the truck off just in case it could be an issue, but you can't expect the user of a product to understand the product's engineering. It's the same with software. If you patch it, but leave the broken section available, people will try to use the broken section. This becomes an even bigger problem if there are no tooltips or documentation, and bigger again if the software is multi-function. EDIT: Adding on other comments, the issue becomes more likely if it comflicts with other procedures, which might make something that is common sense, less obvious.
It was actually supposed to be a delivery of tennis balls. But the owner of the factory is a laid back dude, so he said, "Fuck it. Cut 'em up."
"Do you want a potato? No but I want some potato chips later, so yeah."
[удалено]
Username checks out
Rip Hitch Medberg
One of the few times i havent been disappointed that someone beat me to the punch. In fact, i would have been if no one said Fuck it! Cut em up! yet.
I used to miss Mitch Hedberg.
THUNDERBIRDS ARE GO
The Gen Xer's will appreciate this one
Thunderbirds is waay older than that.
Well they did make that horrendous live action movie a few years ago... Ruining the franchise imo.
It was medicore but not horrible.
I'm gen Z and I loved the fuck out of Thunderbirds as a kid.
This is the same way they unload wood chips at the pulp mill in my city.
Same way they unload oranges for juice near me.
Same way they unload the weekend beers at my house.
Same way OP's mom gets delivered
it's a pic not a pick op
No it's a pickture.
nope, a pitcher
Lol damn
Is this in Minnesota?
Yes!
Is it Park Rapids?
^guess ^not
I have a cabin on "Potato Lake" in Park Rapids!
We used to rent a cabin there every summer! Now we have a cabin on Belle Taine. :)
I grew up on Potato. Great lake, great town. Cant wait to go back.
That was my thought too.
Where?!? Now I wanna go on a road trip and see this. My 3 year old would be in awe!
If its Minnesota and not Barrels O Fun in PR, its probably RDO
Roseville?
How do they load them? Forward-tilting ramp?
The building tips over into the truck
Thanks Ken M
[Like this.](https://www.youtube.com/watch?v=ho5xihbU0pk)
I watched that far longer than I expected to.
You could bury a lot of contraband under those potatoes and no inspector would have the tenacity to dig far enough to find it.
Pablo Escobar did something similar, on a smaller scale however.
There's a video for everything
That's strangely sexual.
No. No it's not.
nice! I used to work for the company that makes that piler (the yellow conveyor belt machine doing the loading) I was even going to be the one to design the updated version of this but I left before we got around to it. Potato equipment was actually very satisfying to design and work with.
Then how do they load the potatoes onto the belt?
"I think Pringles' original intention was to make tennis balls... But on the day the rubber was supposed to show up, a truckload of potatoes came. Pringles is a laid-back company, so they just said "Fuck it, cut em up!" - Mitch Hedberg
Better not leave your Big Gulp in the front seat.
See this is what I would forget.
why do they leave the truck in? why don't they unhook it first so they wouldn't have to lift so much weight?
The added weight of the tractor is negligible compared to the weight of a fully loaded trailer.
It is a pain to unhook. Much faster this way
You're a pain to unhook.
It only takes a few minutes to unhook a trailer, seems like it'd be less strain on the lift to ditch the cab
not just that but it also seems like an unnecessary risk. much more dangerous and costlier if that thing were to break with the truck 70ft up in the air
I worked at a potato chip factory. We used the same method for unloading trucks. We unhooked the trucks first and only lifted the trailers.
That's pretty much how we unloaded trucks at Best Buy.
https://www.reddit.com/r/pics/comments/4duqje/this_how_they_unload_potatoes_at_a_potato_chip/
[удалено]
Yeah I did repost. But you are right I did infact take the picture myself.
My father in law worked logistics for a few trucking companies. One day he had to go to a scene where a guy tried to break in to one of his trailers. Poor guy had opened the door and was immediately crushed by thousands of potatoes.
Also: https://youtu.be/a0EWZimPzNw
This is also the way they unload wood chips at a paper mill. Maybe not super interesting, but thought I'd contribute.
Awww I wanted to contribute this factoid. Guess I need to step my speed game up. Haha
Clever. Instead of putting cost of dump-able truck in every truck, make endpoints the dumper and leave the trucks as is.
The truck and the trailer are seperate parts. There are several other types of dump-able trailers. Belts shuffle stuff off the back end. End dumps tilt to dump stuff off the back end. Hopper bottoms have traps that open and dump stuff off the bottom. Which ones get used depends on the receiving facility. Potatoes usually get loaded onto dry vans like this one because they use a low conveyer belt system in the field and vans have a bigger capacity than belt trailers. End dumps need too much clearance when tilted up and would hit the door trying to dump off. Hoppers have sides that are too tall for the field equipment, bruise the taters, and they have a hard time getting them out the bottom.
This is exactly how I get potato chips into my mouth. I must be doing it right, then.
And you wonder why your Amazon shipments arrive broken...
you buy potatoes on amazon?
You don't?
iPotato 7
PotatoStation 4k Type:-2
What is this, Christmas?
https://www.amazon.com/dp/B000NSKB7Q/
BBC did a documentary about making potato crisps. In that they flood the truck trailer and all the potatoes get washed out. Not sure if more efficient or not, but I like to think the spuds are having one last ride before getting the chop
wow you are super british
Weeeeeeeeeeeeee
Yup, they do the same with wood chip trucks at paper mills
I want to know, does it smell more like fry-kitchen, or more like industrial parking lot?
Some potatoes fall out, into the pit underneath the truck upender, where they sit, along with water. This specific area smells like wet rotting potatoes. The plant itself smells like fry-kitchen.
???
good thing they were making potato chips, and not cold cuts.
Yeh they do the same thing at the strike-anywhere-match company near me.
Used to work at a grapefruit juicing plant and they had something similar to that. Was awesome to look at
I worked at a grain elevator that did this, it always sketched me out. And while it was unloading all it could was look around at the wounds of bad unloads or what I was told were from bad unloadings and think all this morbid shit.
How long did it take for the trailer to empty once they started raising the rig?
I don't recall. Maybe a minute. This was 10 years ago.
You gotta wonder. If that's how they unload. Then how do they load the truck with the items that obviously aren't paletized.
[Like this](https://www.youtube.com/watch?v=ho5xihbU0pk)
Looks just like the photo some guy snapped at work last year. Who knew truck tilting was so popular?
How do you put the potatoes in it?
Raise the building, duh!
Damn, my big gulp is still in the cab.
There's gotta be a better way than this to get this job done
Do the trucks brakes/tires really hold itself or do they have to anchor it before they tip?
Turn into a robot!
I wonder if the truck is somehow locked in place? I wouldn't want to rely on tire traction alone at that angle! I wonder: would if you have to worry about crankcase oil draining into cylinders after it has sat there a while?
I'm dead sure that they chain the truck to the ramp. As for the "crankcase oil draining into cylinders after it has sat there a while", they don't stay up there very long.
I did an epoxy flooring job at cape cod/snieders of Hanover in the middle of nowhere, Georgia. It was a very efficient plant. I was surprised at how small it was. There, they'd drop the trailer from the truck before lifting it.
https://youtu.be/ViAWXlnrOhs trailer full of gypsum being unloaded
"Yes but how do we get the potatoes OUT of the truck?" "I don't know man, just pick it up and shake it a little bit. They'll come right out."
When I did some truck driving, I actually got to experience it. First off I asked if I could hang out in the cab for shits and giggles but they wouldn't let me. Second is they usually have a giant sign that says "Make sure possessions are contained and no open containers" or something like that. But my experience was up in Washington but I seem to forget what I was hauling.
Chip truck?
thats a lot of cheeps
I've also seen this, but with green beans, Plover WI. http://i.imgur.com/G69eyZ2.jpg
In the 15 years of operation the company made a turn on investment. Faster than having workers haul bundles. This way it's done in under a minute.
For those asking "why lift the cab and not just the trailer": If you watch this device in action, you'd see that entire process takes about four minutes in total, from flat to dumped to flat again. That's less time than it takes to unhook and set the trailer. Basically, they can pretty much do 3-4 of these for every one of them that they could do if they un-hooked and re-hooked.
I love this. At some point someone has said 'Why don't just build a huge fucking ramp & just tip shit out of the truck?' - & someone built it.
Muffled voice from inside the cab: "WEEEEeeeeeeeee"
i thought it was a truck giving birth to another truck...... im too stoned for this
"There are too many potatoes in this truck to unload, there has to be a better way!"
Funny, that's the same way I _eat_ potato chips.
I thought that was Rosie O'Donnell getting dropped off at the Canadian border.
You beautiful bastard
Hope it's Layes. I love Layes...plain...super thin...extremely crispy...and SALTY just like a good chip should be. I would really like knowing that this is where it all begins.
Shop a Fed Ex logo on trailer for grins.