As part of a pre-hiring procedure, nearly all large trucking companies will look at a trucker’s employment and driving record to see if there is any history of accidents, traffic violations, or other issues that might disqualify them from the job. All of this information is collected into a database by a company called HireRight, which sells the information on individual drivers as a DAC Report.
DAC reports are regulated by the Fair Credit Reporting Act (FCRA), which entitles truckers to receive a free copy every year of the information that has been collected on them. HireRight is the company that maintains and distributes DAC records, and drivers can submit a request to receive their free report online here: https://www.hireright.com/Disputes/Report.aspx
If you need assistance, you can also call HireRight’s customer service at 1-800-381-0645
Drivers will be required to provide the following information in order to receive their free DAC report:
Name
Address
Social Security #
Driver’s License #
Phone contact information
Though the request is submitted online, the report is not available digitally, and you will have to wait for the DAC to be delivered by US mail. According to our members, it takes around 10-15 days from the day your request is submitted until the hard copy is delivered.
The data that HireRight collects on drivers is notorious for the wildly inaccurate information stated in some reports. A frequent complaint is that accidents where the truck driver was judged no-fault end up on the report as 50% or 100% at fault for the truck driver. Disgruntled dispatchers have been known to report that the driver abandoned their tractor or returned equipment damaged, even if the tractor was returned to the terminal in its original condition. When you receive your report, check carefully for inaccuracies, and be sure to dispute false information. HireRight has an obligation to remove incorrect data from your report, and you can learn how to dispute it yourself here, or hire a company that specializes in doing the same thing.
Hauling expedited loads and hot shot freight is a choice job for many truckers. Loads may be somewhat hard to find, and the loads that do get booked usually require the truck driver to run hard to meet the schedule, but the reward is premium rates and higher per mile pay. Hotshot and expediting often get used interchangeably, which leads to a number of people getting confused and asking us for an explanation.
RickG kindly explains what it all means on the truck driver forum:
Expedite was sometimes referred to as hotshot. Currently expedite refers to vans, straight trucks and T/T’s delivering time sensitive freight. There are no set lanes. The trucks are on standby for immediate response. However, with the state of the economy expedite carriers are accepting regular LTL shipments to keep their trucks busy.
True hotshot is like flatbed expedite, mostly one ton or medium duty trucks pulling trailers and hauling time sensitive loads. There are many O/O’s with rigs like this running freight that pays lower rates and is not hotshot by the true definition.
jtrnr1951 shares his personal definition of hotshotting:
Hot Shot used to be-standing around Texas Iron Works, waiting for the drill part to be manufactured, then throwing it on the bed of the truck or trailer- and driving straight out to the [oil] well. NON-STOP !!!!
Made good money in the 1970’s running them 454 chevys !!!!!!!!!!!!!!!
Rest of the thread is here: definitions: Hotshot vs. Expedite
Choosing the best lubricants and oils for commercial trucks is a constant topic of debate amongst owner-operators. A better product translates into money saved by decreasing wear and maintenance costs, and increasing fuel mileage. The old conversation about choosing synthetic lubricants or non-synthetic oil was recently revived on the forum:
In my VN670 with 16 liter volvo engine I use Delvac fully synthetic oil since new. Change interval 50000 miles (according to manual using mineral oil change interval 25000 miles). Hope to see your comments soon guys.
My buddy also uses Delvac 1 in his truck, I think he said he changes oil around 60-75k, but changes the filters at 15-20k.
All the research I’ve read seems to suggest that you can use regular oil during the mild weather months (spring and fall) and use syn during the rest of the year, since syn oil’s increased resistance to temperature extremes helps the most then. But of course, using it all year round won’t hurt anything, and should help keep your engine cleaner (on the inside).
Some drivers discuss fuel mileage improvements:
I use Amsoil’s Heavy Duty Diesel full synthetic, and also use Amsoil throughout my truck for the transmission and axles. This is on a 2000 Volvo with Cummins N14.
When I first bought the truck, it came with what I’m sure was conventional oil. After switching, I immediately noticed that my truck was running cooler on hills. Where the fan would kick on at the top of the hill before, the temp wasn’t even getting close to that.
Fuel economy also started to climb. I was getting an average of about 6.1-6.3, and now I post 7-7.5 pretty steady.
I have always used synthetics in my vehicles. After seeing a dyno test done by a Mustang publication years ago, it really changed my mind. The test Mustang actually got 5 extra hp at the rear wheels! Add to that the extended drain intervals, and it’s a no brainer. [click to read more…]
Rollover the Original shares his experience pulling reefers:
I love a reefer! Never a problem waiting for a load as dry freight fits just as well!
I do not sweep out a reefer! I have a small battery operated leaf blower! But Blue Beacon does a great job also when water is needed! Not ALL meat loads bleed on the floor.
Yes, jumper cables are great, just get the LONGEST ones you can find such as 20′+. and the smallest gauge you can 3 gauge or smaller. I also have a long 3 gauge wire with heavy duty alligator clips for using when needing to run with a cable between the unit and the tractor. I got mine from a commercial construction site and works great for an emergency. You only need one as the ground between the truck and trailer is all that is needed. You use this setup when your alternator in either the truck or trailer is bad. It will work in a “jump” situation but it takes a lot longer for it to juice up a set or batteries but when it’s all you have go with it!
Ask your mechanic how to “pump” up a unit that has run out of fuel! Some are different than others. Get a tennis ball and an air chuck or air valve from a tire to make a device that will help to blow fuel up to the injectors if you run out of fuel. Someone will show you how to make it. But you’ll run out of fuel one time and then you’ll learn to keep better watch on that fuel gauge on the reefer tank! It’s a PITA pumping up or “jacking off” that fuel pump!
A milk crate is the best think to hold your jumper cables,siphoning hose, oil, fuel additive,rags, polish and other things. The 9/16″ combo wrench you should keep in your tool bag!
ScooterDawg warns about weight issues to consider when hauling dry freight in a refrigerated trailer:
Sometimes you will have a reefer hooked to your truck and you get dispatched to pick up a dry load. Typically, shippers sending out a dry load plan on a heavier load that what you would be used to with a reefer load.
Obviously a reefer trailer weighs more than a dry van. And if you are picking up a dry load that weighs 43,000 lbs or more, you could have a problem with exceeding the 80,000 lb gross weight restriction.
I have run both and I couldnt count on both hands and feet the number of times that a dry load, put in my reefer, forced me to run light on my fuel and re-fuel with 50 gallons of fuel every 325 miles. I have lovingly coined it as “the 50 gallon giggle”. The advantage is that I can bank a bunch of showers in a short period of time, but the disadvantage is that I have to stop a lot.
Reefers usually have longer unload times (and lumpers…. argh!), and there are maintenance issues as well. But on the flipside, they are somewhat more versatile when it comes to hauling either cold loads or dry loads.
Pros:
- If you’re having trouble finding cold freight, reefer trailers can just as easily accommodate dry freight
- Steady freight market as a result of consistent demand for fresh produce from supermarkets
- Less waiting around trying to find a load, more time driving means higher pay
Cons:
- Constant noise produced by the motor in the reefer trailer
- Cleaning out trailers after every load
- Refrigerated trailer breakdowns are an emergency maintenance issue to prevent spoilage
- Long waits to get loaded at the shipper docks
[click to read more…]
Over the past week, forum members have been discussing the best options for APUs in order to cut fuel use and engine idling expenses. Despite high initial prices of around $8,000, the ThermoKing TriPac and Carrier ComfortPro are earning recommendations for low maintenance costs and long-term durability, as well as an extensive service network. Rigmaster and derivative models such as the CCS Lightning might sell for $6,000-$7,000, but were panned for frequent and costly maintenance requirements, and excessively loud running noise.
Forum member Rollover the Original gives his advice to anyone looking at APU options:
STOP! Can you get it worked on any where in America? Or only at a FEW Flying J’s? Very few J’s have a shop! The RigMaster is a POS! Maintenance intensive! and that’s what [the CCS Lightning] unit is, a redesigned RigMaster! Research that unit fully before you jump on the “cost”!
Carrier runs all the time but is about as good as the TriPak by ThermoKing and BOTH of those units can be worked on all over the country by their respective dealers and you’ll find that they both have more shops than Flying J!
That’s part of the thing about APU’s. Where to have service done, NOT the price! Sure you’ll save it looks like $1000+ but will you “save” that money down the road when the unit quits and you have to go to a truck stop or a few places for repairs. Will the Flying J have the parts on hand or have to get them shipped in? ThermoKing and Carrier have the parts on hand!
Your new business plan will show that you want a reliable unit and a unit that you can get service for in more than a “few” locations. If the APU isn’t working, you’re hauling around a heavy boat anchor!
There are several more APU units out there but I had a mechanic that works on all of them tell me the most reliable ones he’s worked on is the TriPak by ThermoKing. I loved my TriPak after using the first 3 generations of that POS RigMaster! With the RigMaster you can look forward to oil changes every 100 hours with that Kubota engine! That’s every 10 days of use if it runs for 10 hours while on line 1! The air filter gets clogged up pretty fast too. AND it’s the nosiest APU I’ve heard out there!
The TriPak and Carrier units go for 1000 hours for the FIRST oil change then 1500 after that! Looks like that $1000 savings just went out the door in oil changes!
Do NOT let the cost of the unit guide your decision but look into them better than a “deal”
Read the rest of the thread…
[click to read more…]
A thread on the trucking forum recently discussed the physical strength required to be a truck driver, starting with the following question:
Please don’t laugh too hard…but as a 50 year old female, it must be asked…
How much physical strength is really required? I’m 5′3″…and a half. I’ve seen pictures of female truckers and my first thought is “I can do this.” But then I see job descriptions that say one must be able to pick up 100 pounds.
I’m hoping I won’t have to load/unload. I just want to drive.
The responses gave a practical view of the labor involved, including insight from female drivers that successfully deal with similar physical challenges. LavenderTrucker shares her experience:
Well, I am a woman… and I am no amazon… I am 5′3-5′4 and around 125 – 130lbs and in my mid 40’s… I am also pulling flatbed… so, the tarps are heavy, maybe around 80lbs, but usually I only have to move them on and off the fork lift, and pull them off my load.
For me I don’t think the work is so much about heavy lifting, but, just lot’s of different steps, Like in tossing the straps over the loads, then securing them.,. The winch bar isn’t necessarily that heavy… only it does seem to be heavier on the last strap than it was on the first.. LOL
For me, since I am pulling a flatbed, I also have to be comfortable and able to climb… on my truck, on top of my load.. so, it helps to be in shape. Usually again the fork lift guy will give you a lift to the top of your load… But, sometimes to, you are climbing up and down a couple of times and they have other things to do… It takes a little muscle and work to secure the tarp with the bungees and all… but again, it isn’t one big heavy lifting thing… it is a lot of tugging, pulling, streatching and hooking over and over…
Preparing for the tough work with weight lifting and strength training can be a crucial advantage, as proven by Texas Nana:
I’m 53, overweight (but I’m losing it by george!), have bad knees, and have always been a delicate little flower of Texas. Seriously, for 10 years I didn’t even put gas in my car…I am that pampered by my husband.
You can do and achieve what you desire enough. I wanted this job. I WANTED it BAD. So eventhough I had a severe leg and hip injury just before moving to AZ I began a work out program, bought a set of cheap weights and began lifting weights.
Last year Swift still had the work well program and we had to meet a higher requirement than just the DOT requirements.
I worked until I could meet the weight requirements of the work-well exam which was:
With a heart monitor on you had to lift 3 times from floor to waist 30lbs, 50lbs, 75 lbs. Then lift those weights 3 times waist to shoulder (placing on a shelf)
Then carry 85 lbs for 150 feet. Then push at least 100 lbs which is done with a gauge device against a block. Then you pull 100 lbs with the same device. Finally you step three times onto a 26″ platform (which they had a bit high so it was actually 30″)
I did it. I had problems with the platform but I did it with the encouragement of other students
Big Don gives a Freight Handling 101 overview on what to expect: [click to read more…]
