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.

Add another vote for synthetic AMSoil:

I definitely agree with the intervals and also the mileage, I was barely hitting 5.5 with the oil in my truck when I bought it (bought an ‘01 Columbia Daycab earlier this year). AFter having the engine flushed and putting in Amsoil 15w40, I”m now getting well above 6.5, on the exact same run in the same temperatures.
ANother thing is the TBN number which the higher the better, and makes it last longer too.

For the price diff between amsoil and other oils, I just use the amsoil on everything, from my cars to truck to lawnmower.

The preference for synthetic oils in this conversation is clear, but some drivers dispute the value of paying more for pure name brands, and would rather save money with synthetic blends:

I ran the Amsoil for a while, then I was on Schaeffer’s. Compared to dino oils, I got a little more life out of the synthetics, but wear numbers weren’t any better. I eventually started using a synthetic blend from a regional oil distributor and have had the best results. Most of the off the shelf blends are 25% or less synthetic in the blend. My supplier has their stuff done up with a 40% blend. I get it for around $9 a gallon total cost delivered to my home in a 55 gallon drum. The name brand synthetics are just not that cost effective for me. I have found that engines are like firearms. Some firearms just plain perform better on certain brand names of ammunition. Likewise, some engines do better on a particular brand of oil. Mine didn’t do any better on the high end boutique synthetic oils.

In researching out what I ended up using, I found a lot of good information. Motiva is the largest supplier of base oil stocks in the world. They make the majority of base oil stocks for all the engine oils you see on a retail shelf. Infineum makes a large portion of the additive packages for the engine oils. My distributor uses these same suppliers and puts together their own particular oil concoction and charges far less than the labled plastic bottle brands.

Now when everyone else can get their synthetics down to $10 a gallon or less, I will reconsider. But since the performance has not been better for me than the current oil I use, I will probably just stick with what is working for me.

The full thread with additional information is available in the trucker forum.

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

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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…

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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:

the reality of it is, there are very few truck driving jobs where you won’t be required to load/unload or at least help in doing so. Even companies that advertise, “We are 98 % no touch freight,” still has that 2 % to play with.

In this business, you really never know what you are going to run into, that you will have to handle. When you deal with trucks and freight, anything can, and likely will happen.

Now I’m not trying to discourage you here. Not at all. I just want you to be aware that you are not going to find a job that is “just driving.” You have to be able to slide your tandems, if needed, raise and lower the trailer jacks, and believe me, some of these can be REAL ugly. You also will at some time in your career, likely have to jack up a fully loaded trailer that you have “jumped the 5th wheel on.” A REAL PITA, not to mention embarrassing as the dickens! You will also likely have to throw chains in the winter time, at least sometimes.

However, as Truck Driver said, most of the time, you can find someone to help you out if you are in a real jam. Particularly if you really look like you do need the help.

Most big companies will give you their own DOT physical, and included in that will be a strength test as well as a test of your “staying power.” But if you are really concerned about this, go down to your nearest truck stop and just watch the drivers. You will see folks there, that will make you just know that you will be fine!

Read the rest of the thread here…


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As more and more truckers dive into the computer age, their reliance on technology to enable them to operate smarter has increased dramatically.  Regardless of whether you’re a fleet driver hoping to keep tabs on your miles, reimbursements, and logs, or an independent owner/operator that needs an all-in-one solution, there’s a software application for nearly everyone.

Until now, software applications came in one form — programs — that installed on your computer’s hard drive and were updated with manual data inputs.  Recently, however, a new phenomenon has begun to show up in the computer world — cloud computing.  Instead of installing on your computer’s hard drive, the user of a cloud application will access their account via the Internet by logging into their account and entering relevant information online.

Access to these cloud networks is restricted to those users with an Internet connection, but with a wireless connection as close as the nearest truck stop, rest area, or cellular telephone hookup, truckers can access their online accounts more easily than ever before.  In addition, cloud applications also enable truckers to reach information about their business anywhere they have access to the web — from any computer.

Features

Depending upon which software solution you decide upon, there are a variety of features available in the different trucking software offerings on the market.  Some of the more common features include:

Income and expenses by trip –  Because managing your cashflow is dependent upon keeping tabs on your income and expenses, the overwhelming majority of the trucking software applications utilize a per trip recording interface — which makes the most sense because that’s how you generate income and incur expenses.

Electronic Log Books (e-logs) — While you may still prefer keeping paper logs, many of the software programs have features that allow you to input you log data for electronic logbook record-keeping and compliance purposes.  Some will make note of e-log errors and will automatically generate “gotcha” letters, which gives you the opportunity to correct any errors before an enforcement officer does it for you during a roadside inspection or during a D.O.T. compliance review.

Settlement Reconciliation — Reconciling settlement sheets can be a time-consuming process when done manually, but by entering information from settlement sheets, your computer can cross-reference information previously entered in other sections of the software to ensure that all expenses have properly been reimbursed by your carrier.

Customer Records — One of the biggest challenges owner/operators face is keeping track of their customer information.  Most trucking software applications offer you the ability to maintain customer records, either through a basic software feature or through an upgraded version of the software.

Driver Records — While many owner/operators are one-man (or woman) operations, some owner/operators need to maintain driver records for a hired co-driver or other drivers that they employ.

Fuel Reports — You may be hundreds or thousands of miles from home, but you’re still responsible for maintaining accurate records of your trips so that you can file fuel reports.  This feature gives you the ability to compile the necessary information to compile your fuel reports, while minimizing your expenses.

IFTA Reports — Any driver that has ever spent hours reconstructing trips in order to comply with IFTA mileage reporting requirements knows that this can be a real pain in the neck.  However, IFTA reports are easier to generate because some of these trucking software applications take information from your trip sheets and automatically export it to the IFTA reporting feature of the software — freeing you to drive.

Truck and Trailer Maintenance Records — Not only are good maintenance records critical to your ability to properly maintain your equipment, it is also important for D.O.T. compliance purposes.  Another reason that this is important is because your equipment will eventually be traded-in for newer equipment — and accurate record can help to ensure that your trade-in allowance is as high as possible.

Dispatch software – It’s no secret that the larger your fleet, the greater your need for software with greater performance capabilities.  Having the ability to handle all aspects off truck and load dispatching is critical to your success – and dispatch software provides many of the features that can enable you to manage all of the moving parts of your business so that your business can operate much more efficiently.

If you’re the owner of a larger fleet — whether three trucks or 90 — there’s a good chance that you’ll need a much more robust fleet management software application that can do much more.  While some of the above options might work well for you, you will most likely prefer a software application that can also:

• track trucks by unit number
• give the location of trucks in close proximity to available loads
• view all available loads
• Driver records
• Integrate with Qualcomm and other satellite communication systems
• Maintenance Records
• Customer Billing
• Audit driver logs
• Integrate with Quickbooks and other financial software

Here is a listing of some of the more robust software applications that might be more appropriate for small to medium-sized operations:

http://www.mile.com/index.aspx

http://www.pcssoft.com/?gclid=CPbE1v7yz58CFQoeDQod51Rp3g

http://www.axonsoftware.com/index.html

http://www.masslogics.com/

http://www.promiles.com/

Not all trucking software will handle all of these features.  Depending upon how much you want to spend, some software will do just a few things, while other software has much more robust features and capabilities.

If you’re a company driver and you’re simply looking for a software application that can help you to keep track of miles driven and expenses incurred, a bare-bones application is available for as little as $50.

Cost

Depending upon what features you’re looking for in a software application, the cost can vary considerably — from about $100 for a minimalist, accounting-based software application to several thousand dollars for an application that will do everything but shine your wheels.

If the thought of forking over that much cash all at once makes you feel dizzy, you might opt for a cloud-based application.  Instead of purchasing the software and owning it, you are essentially renting it on a month-to-month basis.  You’ll pay a monthly subscription fee in order to access your information, but you’ll have the security of knowing that you won’t be susceptible to lost data in the event that your computer crashes or is stolen.  In addition, you can log into your account from anywhere with an Internet connection, so if you, a spouse, or even your bookkeeper needs to access your records, it can be done without needing access to the one machine housing your business records.

Software applications — Machine-based and cloud-based

A quick Internet search for “trucking software” yielded quite a few hits.  Here are some handy links to their respective web pages  so you can explore the pros and cons of each:

http://www.truckershelper.com/ (Also has an application for fleet drivers)

http://www.easytruckingsoftware.com/

http://its-dispatch.com/owneroperators.php

http://www.foglinesoftware.com/index.htm

http://www.dieselboss.com/software/accounting.htm

If you’re aware of any other owner-operator software applications, please let me know and I’ll add links to their sites as well.

Still not sure? Trial by Fire

Trucking software applications are very much like any other commercially available software products on the market today.  There are probably several that will meet your needs, but rarely will you find a software application that is perfect in all ways.  Short of spending thousands (or tens of thousands) of dollars on a custom-built software application, your best bet is to find one that meets as many of your needs as you can locate.

The manufacturers of the various trucking software applications are well-aware that your specific needs and wants may vary considerably, depending upon your type of operation.  As a result, most offer free trials, online demos, or other opportunities to “try before you buy”.  Take one or more of them up on their offers to ensure that what you ultimately purchase will do everything you want it to and will help you to keep moving — profitably — down the road towards your destination.


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Regardless of  how good your driving record is or the fact that you haven’t filed any insurance claims, about once per year you go through the never-ending cycle of seeing your trucking insurance premiums increase.  While many of the reasons for insurance premium increases are out of your hands, there are some things you can do to improve the chances that your trucker insurance increases don’t outpace your ability to pay.

1) Police your driving record — The cost of your semi truck insurance is directly tied to your driving record.  While you might like getting out into the hammer lane and flying past all the other slow-pokes on the road, tickets (and increased risk of accidents) often follow.  Your driving record is critical to keeping your truck driver insurance premiums in check, so avoid tickets like the plague.  If you get one, do your best to minimize its impact.  Since it has gotten much more difficult to make tickets “disappear” with the help of a good lawyer, your best bet is to slow down and avoid getting them in the first place.

2) Protect your credit — What does your credit have to do with your insurance rates?  Plenty.  Many insurance companies have begun assigning risk scores to their customers and potential customers based upon a variety of factors, including age, marital status, and credit scores.  You may disagree with the policy, but insurance companies argue that customers with lower credit scores also tend to be less careful drivers.  Some states don’t allow this practice, but many do.  If yours does, simply paying your bills on-time can help you to save money on your truck insurance.

3) Lease onto a large carrier or seek association rates — While you may prefer the independence of having your own authority and making all of your own business decisions, there is a benefit to leasing on with a large carrier.  Many times, they can pass along substantial savings on your truck insurance premiums.  Whether you want to  give up some of your independence and control over many other aspects of your business is up to you — but it remains one option for reducing your commercial trucking insurance premiums.  Another is to join a large trucking association that offers their members access to group or association rates as a membership perk.  You’ll have to weigh the pros and cons of group membership to see if the cost of membership is worth the amount you can save on insurance premiums.

4) Stay Out of the Ditch — It may go without saying, but the amount you pay for your trucking insurance coverage is directly related to the number and the seriousness of any claims filed.  Instead of hoping against hope that your trucking insurance premiums remain low, take proactive steps to avoid accidents.  Speeding, tailgating, and driving recklessly are all factors in the increased risk of accidents.  In addition, pushing your physical limits to the breaking point can result in unnecessary accidents — or death and injury to yourself or others.  So slow down, put the cell phone away, and pay attention to what you — and the  “idiots” on the road are doing.

5) Be careful who you put behind the wheel — Overall driving experience can have a dramatic impact on truckers insurance premiums, so if you have a hired co-driver with a poor driving record or limited experience, you will pay more for insurance.  By holding out for a good, experienced driver, you can save money on your insurance and rest assured that the person responsible for keeping your investment safe and secure is up to the task.

6) Follow the rules — As an owner/operator, you’re all-too-familiar with D.O.T. roadside inspections, compliance checks, and safety audits.  What you may not know is that trucking insurance companies routinely pull your safety data when determining how much you’ll pay for truck insurance.  One of the perks of compliance is spending less money on fines and other administrative sanctions.  Another is paying less for your insurance.

7) Have a written safety policy — Written safety policies — detailing how you handle accidents, drug & substance abuse, and other safety-sensitive issues — might seem like a waste of time to an independent owner/operator who just wants to drive for a living, mind his or her business, and get home safely, but they can be a key to unlocking lower truck liability insurance premiums.  Truck insurance companies are interested in reducing risk, and they know that customers that will take the time to think about safety policies — and write them down — are much more likely to follow them, so many insurance companies will reward you with lower insurance premiums if you do.

While these strategies can help to keep your premiums in check, there are also other things you can do to reduce your insurance premiums.  Some of these will only save you a few dollars per month, but others can save you much more.  Collectively, substantial savings can help you to exercise some control over how big a bite your insurance premiums take out of the “pie” that is your budget. These strategies can also be applied to tow truck insurance or dump truck insurance.

8] Reduce premium frequency — Money is tight for the average owner/operator, but if there is any way you can possibly do it, reduce the frequency with which you pay your tractor trailer insurance premiums.  Call your insurance company and ask how much you can save by paying premiums quarterly, every six months, or even once per year.  Most will offer a discount and some will save you quite a bit of money.

9) Increase insurance deductibles — the amount of an insurance claim that you have to pay before your insurance policy kicks in — are tied to your trucker insurance premiums.  By sharing in some of this risk with your insurance company you can reduce your premiums.

10) Competitively bid your insurance — You may love the service that your insurance company gives you when you call in with a question, but that service can come with a price.  By competitively bidding your commercial truck insurance quotes annually you can keep tabs on what other insurance companies are charging for the same coverage.  If you find a lower rate, let your company know what you’ve found and ask them to match it.  All won’t, but many will.  If they won’t, you’ll have to decide whether or not you want to jump ship in search of lower premiums.

Individually, the measures listed above won’t necessarily save you a lot on your insurance premiums.  However, collectively they can be a substantial amount of money that can reduce the amount you give to your insurance company.  If it’s going to be in anyone’s pocket, it might as well be yours.  As an owner/operator there are plenty of places you can spend it.  Why give it to an insurance company when your need is so much greater than theirs?

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For some, the pull of the open road starts early, tugging at them while they’re still kids with the “come hither” appeal of a particularly attractive member of the opposite sex, and millions have answered that call.  For thousands of drivers, driving for the company isn’t nearly enough, and they want the full experience of being in business for themselves.  However, many would-be owner-operators have to face the harsh reality that financial skeletons in their closets have put their dream out of reach until their credit situation improves.

Recognizing the demand for a viable alternative, many trucking companies have put together lease purchase, lease option, and drive-to-own opportunities for drivers unable to pursue their dreams through more traditional financing sources.

The question is: Does leasing a truck from a carrier ever make financial sense for the driver — or should you avoid all of them like the plague?

The answer to that question depends upon your individual circumstances — and whose message you choose to believe.

The Carrier

From the carrier’s perspective, leasing a truck makes perfect sense for those drivers who are credit-challenged or have a lack of down payment money and other start-up costs.

Carriers have heavily marketed lease opportunities to would-drivers as a short-term path to truck ownership, and thousands of drivers have taken the bait.  While the terms vary from carrier to carrier, carriers claim that leases benefit drivers in a variety of ways, including:

• Low Down Payments (in some cases — no down payment)
• Low deposits
• No long-term commitment
• Opportunity to drive up-spec equipment
• Pride of Ownership
• Relaxed credit standards (in some cases no credit checks)
• Lease completion incentives (cash back, lease buy-outs, etc.)

This gives lease operators the chance to experience first-hand the perks of ownership, while limiting their financial risk.  Many carriers advertise their leases as being “walk-away” leases, meaning that the driver can simply walk away from their lease obligation if for some reason things don’t work out.

Driver Advocacy Groups

Driver advocacy groups have a different take on carrier-sponsored truck lease opportunities.  Some, such as the Owner-Operator Independent Drivers Association (OOIDA) have successfully filed class-action lawsuits on behalf of drivers who have fallen prey to unfair or illegal carrier leasing practices.

In recent years OOIDA has successfully won large settlements for drivers in high profile cases against carriers such as C.R. England, Inc., Landstar, Inc., Ledar Express, and Arctic Express, Inc.

Some of the issues raised in these lawsuits have been violations of federal truth in leasing laws, the failure of carriers to return escrowed funds at the end of the lease or when it is terminated, illegal or improper deductions, and in some cases — outright fraud.

Driver Complaints

For many drivers, leasing a truck has been nothing short of a financial disaster.  Instead of allowing them to experience the joys of truck ownership and the fulfillment of a dream, what they have experienced instead has been a protracted nightmare: low miles, unauthorized deductions at the hands of sometimes unscrupulous carriers, and confusing lease contracts written to heavily benefit carriers.

Many drivers have been taken advantage of by these deals and — frequently — the lease drivers are left holding the financial bag, owing their carriers more at the end of the week than they have managed to earn by driving.

Some of the chief complaints that some drivers have about these lease contracts is that most carriers make it nearly impossible to earn a living due to:

• Large Payments
• Inflated fees for insurance
• carriers that over-charge them for fuel taxes
• carrier-mandated repairs at company-owned repair facilities (with repair rates set by the carrier)
• Large deposits, escrow, and repair accounts

In addition, some drivers charge that their carriers don’t clearly spell out in the lease agreement under what terms drivers can access tire and repair money — and some carriers make it impossible to access those funds by setting very high minimum spending limits before the funds can be tapped.

Adding insult to injury, many carriers promising drivers that they can walk away from their lease obligations if things don’t work out keep escrowed repair funds and deposits if the driver elects not to complete the lease.  This has caused many drivers to question whether lease opportunities are an opportunity — or a pathway to certain financial ruin.

Some Drivers ARE making money

While there’s very little doubt that leasing a truck may very well be a huge gamble for some drivers, it’s also true that there ARE drivers making money with a truck lease opportunity.  Some earn a very good living.

Since there is no national database available with statistics showing how successful or unsuccessful drivers can be with truck leasing, drivers are left to form their own conclusion.

The best policy is to do your homework

If you’re determined to roll the entrepreneurial dice — and your current credit situation doesn’t allow it — you are basically left with the choices of driving a company truck until your credit situation improves or finding a trustworthy carrier from whom you can lease a truck.

If you elect to lease a truck, the best advice you can follow is to:

Talk to other drivers — If you’ve spent any time listening to truckers talk on the CB or in a truckstop, you’re very well aware that some drivers love to hear themselves talk.  Some are more reliable than others, so don’t automatically assume that the picture a particular driver paints of their company bears even a faint resemblance to the reality that you’ll experience of you opt to go to work for them.

Some drivers have nothing but venom for their carrier, regardless of how driver-friendly they might be, while others will portray their carrier as heaven on Earth — even if they’re losing their shirt and are on the verge of quitting.  A good report will spell out the good, the bad, and the ugly, but it will ultimately be up to you to piece it all together and decide how accurate each report is.

Carefully research carriers — Since you’re not looking for a company driving job, do a thorough job of researching carriers.  While there are many outstanding companies in this industry, there are also some duds.

Keep in mind, too, that your initial point of contact at most companies will be the recruiting department — and recruiters are under constant pressure to fill seats with quality drivers.  This pressure can bend some to the breaking point, which can lead to recruiters telling applicants what they want to hear in order to get them to orientation.  Once you’ve signed on the dotted line and have begun leasing a truck is a terrible time to find out that a company is a poor fit.  So do your homework — and ask lots of questions, being ever-mindful that the answers that you’re hearing could very well be sweet nothings designed to win your trust and entice you to agree to their sales pitch.

Find out what’s in the contract — The amount of money that you will make leasing a truck from any company will depend largely on what it costs to operate the truck.  In addition to the cost of the tractor lease payment, many carriers will expect you to pay:

• A deposit or a down payment (sometimes financed over a short period of time at the beginning of a lease)
• For Base Plates and permits
• For deadhead and/or bobtail insurance
• Pay for cargo insurance
• Pay for cargo insurance or accept responsibility for freight claims
• Set money aside for maintenance, towing, repairs, or tires

It’s important to note that just because a carrier has you set money aside for a specific purpose that that’s not necessarily how it will be utilized.  For instance, if your tire escrow account has $1,000 in it, but the carrier requires a tire repair expense to be at least $500 before you can tap into it, you will be forced to pay most tire-related expenses yourself.

The same holds true for breakdowns and repairs not covered by any existing truck warranties.  So find out what the details are before agreeing to contract provisions that could make profitability a pipe dream.

Run the numbers — Finally, before agreeing to any carrier truck lease contract, it’s critically important that you run the numbers and make sure that you will be able to make money.  If you can’t make money on paper, it’s highly unlikely that you’ll be able to make it work in the real world.

The following income and expense budget will help you to decide whether you should be able to make it as a truck lease operator.  While some carriers will pay for certain items, this gives you a good idea of some of the expenses that you might incur.

• Income
• linehaul revenue (mileage or percentage-based)
• fuel surcharges
• stop pay/unloading/etc.
• Fixed Expenses
• Tractor payment
• Trailer rental
• BT/DH Insurance
• Cargo Insurance
• Licensing
• Permits
• Accounting/administrative expenses
• Variable Expenses
• Truck fuel
• Reefer fuel (if refrigerated)
• Mileage fees
• Excess mileage fees
• Tires
• Repairs
• Maintenance
• Truck/trailer washes/trailer washouts
• Cellular services
• Tolls
• Workman’s compensation insurance
• Road, fuel, usage, mileage taxes
• Cargo claims
• Lumpers/gate fees
• Scale/weight tickets
• Fines
• Parking
• Legal fees
• Check cashing fees
• Qualcomm rental/usage fees

When figuring how much you can expect to earn, it’s of critical importance that you have accurate (and realistic) numbers.  For instance, if you base your profitability on your ability to drive an average of 3800 miles week in, week out, you will find that it’s impossible to meet that threshold if you take four or five days off in a given month.

Run several sets of numbers based on varying mileage totals to see if you stand a good chance of meeting your income needs.

While these are the most-commonly seen income and expense items, some carriers may have additional expenses not listed here.  If that is the case, be sure to include those items in your projections to ensure that you’ve taken everything into consideration.

Tax and insurance considerations

As a company driver, many carriers have fringe benefits — health, dental, vision, and life insurance — available for their drivers.  However, most carriers will not offer the same benefits to you as a lease operator, and if they do, you won’t be able to get them nearly as cheaply as you would as a company driver.  In addition, as a lease operator you will be responsible for your own retirement planning, which will come out of the ever-dwindling pool of money left over at the end of each week.

Taxes, too, will be your responsibility.  Instead of your carrier deducting money from your settlement checks to cover federal and state withholding requirements, you will be required to file quarterly federal and state income tax returns, as well as to make estimated tax payments based upon those returns.  Remember, too, that as a self-employed entrepreneur, you will also be responsible for paying self-employment taxes, which reflects the employer’s share of social security and Medicare taxes.

The bottom line

When you add it all up, leasing a truck will be a daunting financial endeavor under the best of circumstances.  However, times are tough in the transportation industry.  Some drivers have the business savvy, perseverance, and the luck it will take to survive — and thrive — in today’s trucking environment.

Unless you go into a truck lease arrangement with your eyes wide open, are aware of every minute detail, and can manage your business like a true professional, then you don’t stand a chance.

However, if you can, you might be one of the extraordinary drivers that proves that some people can succeed even in very difficult circumstances with sheer determination and a can-do spirit.

Are you one of them?  If you are, this might be the deal for you.  If not, or you’re not sure, your best bet is to stay behind the wheel of a company truck and take the safer, less risky path to your destination.


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12v appliances go a long way towards making it habitable and providing some approximation of the comforts of a home, while you’re hauling around a tractor trailer.  A semi truck gives off enough juice to power a whole range of portable appliances, but it requires a power inverter before you can plug in to the current.  Some drivers get by with a 1200W or 1500W inverter, which puts a low limit on the amount of appliances that can be plugged in, and also runs the risk of starting a fire if it becomes overloaded. A 3000W power inverter can run a wide variety of tools, as discussed by a member on the forums:

I have powered (at one time) a commercial floor sander when I refinished my trailer floor a few years ago.
Now, I just have a coffee pot, TV sat receiver, assorted 120v accessories. I was thinking about getting a small fridge and microwave as well.

On our forum, a member took the time to explain how he installed a power inverter in his semi truck.

If you have any doubts about your ability to install a power inverter, please let a professional do it.  An improper installation is a serious fire safety risk.

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Battery cable (or Welding cable) soldered into copper lugs.
Be sure to use solder flux and plenty of solder.
I always “fill” the lug with molten solder and then push cable into it while HOT.
It might be necessary to keep heat applied for a few seconds to make sure the solder impregnates the cable.

BE SURE to keep from moving the cable or lug for several minutes until the solder has cooled.
DO NOT cool the lug with water.

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I always have used this type of “Quick Connect” and installed it under the bunk; between the battery and inverter.
You can buy these at NAPA Auto Parts stores. This one is larger than needed, because when I went to purchase one, the NAPA store didn’t have a smaller one in stock.

These “disassemble” by inserting a flat screw driver between the “catch” and the contact. Then remove the contact from the unit.

AFTER your solder has cooled, you can re-install them by pushing them into the unit.

MAKE SURE you follow “polarization”.
Once you have the “Quick Connect” installed, it will only snap together ONE WAY, so if you have your polarity correct when you first put it together, it will ALWAYS be correct.

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In the absence of RED shrink tubing, I have always used RED zip ties to mark polarity.

The reason the inverter end is RED wire and the battery end is BLACK wire is when I originally constructed this, all I could buy was RED battery cable.
I have had to replace the battery end twice and have discovered that WELDING CABLE is about 40% cheaper than battery cable, and is by far a superior product; more flexible than battery cable.

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If there isn’t already a hole in the floor under the bunk, you need to drill at least a 1″ hole. A “throw-away” 1″ wood bit works good on aluminum flooring.

IMPORTANT: Be sure to add a rubber grommet or liquid silicone (even better: use both!) between the wire and the hole, or else vibrations will quickly cause the wire to be damaged, possibly starting a fire.

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FIRST: Hook the POS cable to the POS terminal CLOSEST to the truck. NOTE: the RED zip-ties marking polarity.

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NEXT: hook the NEG cable to the battery post FURTHEST from the truck.

ALWAYS hook the NEG cable LAST, or unhook the NEG cable FIRST. The same applies for the INVERTER end of the cables.