Hi Guys, I may be getting way too detailed here but I revised my some instructions yet again (thank God I am fairly proficient in PowerPoint).
I will be putting labels on all levers and lights and have my instructions mirror those.
You'll also notice that I instruct the loading driver leave the F in Forward so that the unloading driver does not get in trouble!!
Well, I saw the earlier comments, and had a notion to put out some more blah, blah, blah. This post has moved me to actually do so.
Background: I suspect I am the most recent US import, at least of a fire Mog. I also had mine come in RoRo on WW. I also am an old curmudgeon, with years of time spent around construction workers (land-based equivalent of "deck apes"). My truck arrived safe, sound, undamaged, with no evidence that the WW or terminal drivers had had any issues. I however, was the doofus that couldn't operate my own truck, when I was escorted (required, paid for by me: it's a security issue) to it. Lucky for me, my buddy and chase driver is good with Google. Learned all about parking brake, engine shutoff, etc. in real time.
Given my fairly recent experience, if I had the software and the proficiency to use it, and a working knowledge of German (lacking on all counts), I would modify Silver Baron's instructions more or less as follows:
First, I would have the exporter verify battery condition. Then I would have him tape the 4WD/ air locker in 2WD. I would have him deliver to the Port of Lading and leave in F/ 3rd gear/ parking brake on, and battery on.
On the instruction sheet (I'd try for one comprehensive page, maybe laminated, with a hang tag), I would do bare-bones, something like this, with
the labeled pictures:
STARTING / DRIVING
a) Ignition on, engage starter (if this truck has a starter lockout after first failed try, then explain that: turn key off, then re-engage starter)
b) Allow engine to run until red warning light goes off
c) Pull lever P UP
and then Forward
to release parking brake (you got it better 2nd time in writeup)
d) Select gear with G
and forward / reverse with F
(I would not get into the concept of "neutral", because their is no actual detent point. There is a point where neither gear is engaged, but blah, blah: you get the idea-don't complicate it)
e) if no response to ignition, check inside battery box for main disconnect "ON
PARKING / SHUTOFF
a) apply parking brake, pull back on lever P
b) put gear lever G
c) verify hand throttle is all the way UP
d) turn off ignition key and push down on exhaust brake A-engine
until engine stops.
e) engage gear lever in 1-2
Ed. Note: here I would decide if I really wanted to get into the weeds with disconnecting main battery switch. In my RW1, it is a bold red handle by the park brake: easy to see, reference and get someone to use. Far as I know, my truck sat on the ship and at POE for 35 days, and started instantly when I turned the key. Bear in mind, some ports of call have only 6-8 hours to do EVERYTHING. Don't expect anyone to fuss over your precious truck for hours. Watch the documentary in the link I posted earlier. And don't fret; these loader guys are super-professional, despite all the gibes we've been throwing at them. Watch, just to see them load $4 million MacLarens (6 inches apart).
Ed Note 2: If you are planning on omitting the page on tie-down pages, that is probably okay. The most I would include is a sheet showing No Over-Axle Tiedowns, PLEASE!
I can almost guarantee that the loaders will do what they are trained and required to do, your desires not withstanding. A lot of fussing by you is likely to be totally ignored. My take is that on WW, the tie downs must cross, within the footprint of the vehicle itself. No spread-eagling on deck allowed. Further, the driver (glancing at your sheet) hops out, and the deck crew comes along shortly. What I WOULD do, is have the exporter put shackles on the frame points, if they have been removed.
Ed Note 3: The above covers what were problems for me, as a novice owner and first time driver (literally- sum total of my prior Mog experience was sitting in one for ten minutes). As I said initially, I would keep this to the essentials, and no more. The labeled photos are excellent. My experience with telling (construction) people that they have the following options is that I get the worst mish-mash combo response / result possible. Therefore I try not to give options: I am thinking battery box, park routine, etc. Basically, I don't think the terminal drivers spend a lot of time looking for ways to complicate their life.
Ed Note 4: If you think you need battery disconnect OFF
for the voyage, you should add that. For the few days it will sit at the terminal at either end, I would not complicate things.