What Next?

I have spent the last few days going over the various threads on going as an O/O OTR.
A wealth of info to say the least and also info over-load

Things like using load boards (about half yes, about half no), Landstar (same thing). figuring in the cost to run...someone is always pointing out a new expense or profit (such paying you the driver a wage).

Now I am not like most of the drivers out there wanting to jump in, I am not green as an O/O. I have been around trucks most of life construction and some military too. I have been an O/O in dump trucks for 5 years and that was a lesson in life. I did my due diligence, but there are always surprises . But that's why there are plans B,C, and so on.

Now I have a question about what is the best choice here, and that is I have a '97 379 in good shape. It has a Series 60 GK that was only used for intrastate and had an in-frame done around 1 million. I tracked the maintenance records from the Company that owned it and the company that serviced the truck. I even have the maintenance records from Valley Diesel when it was still under warranty. Most of the Carriers I have checked out don't want a rig that is that old. Most I have seen want rigs no older than 5 and some have gone to 8. The 379 has 1.6 million on it now and still runs great.

I have a Kw ten wheeler that I can sell and sell my low-side trailer. I thought that I could take some of the money and put into fixing up the Pete (Adding an APU, Frig ect to make more it adaptable/livable for OTR) and running that way and hustle my work on the boards and try to get as much direct as possible. Or I could sell all of my rigs and buy a new Pete (I have looked at the 387 that may be the best way for me as far as fuel efficiency for a new/newer rig) and a flat bed and being able to run with the likes of Landstar.



Opinions Please

 

You're right, I'm Hell bent on going OTR..I am an O/O at the present with dumps but just like containers, dumps have taken a sh##. I have three options, the reason why I considered going out and buying a new 387 is that my nephew's father-in-law ran his own mixer for ten years and that work died too. He and his buddies all went out and bought 387's and Composite flats. One of his buddies wound up buying a 389 and had to go with an all aluminum flat. The 387's are lighter and more fuel efficient.The 389 is more aerodynamic than the 379 but still weighs in heavier than a 387.

My 379 is a good running truck though but the wife's worried about breaking down in BFE.

I still have quite a bit of homework to do, ask a lot more question of you guys and my shop as well. I'm sure my mechanic would love the fact of me buying a new rig, Hell 2 years ago I had to have an in-frame on the KW and that cost 15 big ones, but it's an N-14 Red-top 550 so it was (at the time) worth it to rebuild. So I'm sure the mech will try to convince me to keep running the 379. My concern is CARB, that 379 will have to be taken out of service because it doesn't meet CARB's 2007 standards.

I guess my problem is I'd rather drive than sit behind a desk...another hard-headed driver...that's me

 

You guys, thanks for responding. I am trying to Get it Together and so far between the threads I have started and threads I have read through I am getting a lot of great info. I know dumps but I am relying on you guys who are seasoned OTR veterans for your wisdom. Again thanks

Now to business:


CARB requirements for 2007 are for DPF's (Diesel Particulate Filters) on All new engines and (if you have a 2007 or newer it's on your engine) retrofit of older engines. Retrofits run between $11k-$20K depending on the engine and the placement on your rig. Hell for $20k I could buy a new engine with a DPF on it. But according to the CARB people, (I have attended meetings with CARB reps as well as DPF manufacturers' reps) even if an owner goes to the trouble of buying the retrofit or even re-powers an older rig won't guarantee that they'll be able to run the rig after it's "useful life". As in the case of my KW, it's a '95, CARB says it Will Be Off the road in 2010 and the Pete a '97 off at '13.
Now that being said CARB hasn't got it act together, they still haven't found an effective way of enforcing the 2007 laws. But there is something going on at L.A. Harbor to get those old COE beaters off the road, a good thing, not that I want someone to be driven out of business, but most of the container drivers are driving beaters and most do not perform PM on their rigs (my observation...just drive down the 710, the 110, the 47 and you'll see why as well-a lot broke down rigs held together with duct tape and baling wire).

Now getting back to CARB. Another reg is supposed to be enforced in 2010 requiring all trucks manufactured in 2010 or later to be equipped with automatic trans. I have heard some good and some bad about autos. My experience, they suck pulling grades and have lag on take-off.

The thing with running dumps is that average mileage for dumps is under 20k a year and the CDTOA was lobbying CARB to allow an exemption for trucks that run 25k or less. To date CARB is still deciding on that exemption.

Remember too that CARB wants all Mechanical engines off the road.


What a lot of drivers are saying about CA regs is true and are justified in the "Ca Boycott". Once these regs are enforced in CA then look out, because every other state will follow suite.

I am all for clean air and for taking care of the environment. But there has to be a balance with the needs of the people who risk their capitol and their time and energy to run a small business. It at times seems to me that government is out to #### the little guy whether he is an employee or someone like a few of us who own their own business.

I am just trying to find another way to earn a buck and I am not afraid of taking a calculated risk or hard work. The only solution I see is for us all to get together, O/Os and Company drivers too. If we put our collective heads together I think we can find the answer.


Also for those interested in the REGS: http://www.arb.ca.gov/regact/grnhsgas/grnhsgas.htm