"FREE TIME" Questions

Depends. Sometimes it's internet and gaming or maybe reading a novel. Or going through my MP3s.

I might go walk about at rest areas sometimes though.

 

Sleep. Read. Eat. Walk. Write.

Most days I can make it back to the yard before my clock stops. However two to three nights a week I camp at my last stop or head to the farthest Truck Stop I can make it to. If I make it to the yard then I shower, prepare food for the next couple days and maybe do laundry.

I guess I am fortunate in that I get a call telling me of my next trailer assignment.

 

Reading (a lot!), playing games on the laptop, watching DVDs of House or CSI etc. I'd spend a bit of time walking around to streach out. Oh and listening to the comedy channels on XM.

 

Here's the most unusual answer from a professional driver you're likely to have--one who has a college degree and understands the value of time away from the truck. This concerns only the interstate OTR market though, not the local Budweiser or Lay's Potato Chip delivery driver. Read up all you lazy OTR drivers because you are mostly missing the opportunity truck driving provides for you everyday. As far as I'm concerned if you would rather stay at home, then don't become a professional driver.

"Professional Drivers" is actually a strange term meant to keep the average driver properly leashed and working for low pay. IMHO, Company drivers and lease operators are basically indentured servants, without homes or health benefits, owned by corporate fleets which want the driver either driving or sleeping, and only doing so much of the latter as to avoid a DOT out-of-service citation. Fleets want drivers to stick to the interstate freeway system, loan them money to pay for lumper fees and tolls, and then park at the rest stop, the company terminal, or corporate junk food truckstop. They govern the truck to 60mph, then leave the least-liked driver to wait the weekend to be dispatched or waiting to deliver on Monday. To protect themselves from abuse, drivers must often claim need for a legal 34 hour reset, allowing the pitiful driver to escape from the truck for a few hours if need be while on the road. Sadly, despite the terrific safety and cargo responsibility imposed on even these drivers, few of them make more than an ordinary retail clerk at Walmart or Home Depot, and thousands are swindled into making a lot less due to the "piece work" nature of the paycheck and/or the complex and one-sided, savings rip-off, lease to purchase, and balloon payment shell-game contracts for worn out equipment, the name brand fleets talk these guys into.

Owner operators can choose for themselves how much time off they need. Owner operators who own their own tractor but drag or drop and hook a corporate logo trailer are pretty much at the mercy of the company dispatching system, and so they don't take too much time off else the dispatcher will favor other drivers--who often are the lower paid, larger fleet profit margin, company or lease contract drivers described earlier. Even popular owner-operator only companies like Landstar and Great Wide are in this game, running a limited casino-like but market limited load board of choice for their audience of drivers. Although these drivers are fooled to believe that they have say in what load they are hauling, and their load price is whatever figure is given to them by the company, they do tend to make a better living than most retail and factory workers because of the extra time, driving skills, logbook forgery, insurance, and mechanical responsibilities required of them. So these "professional drivers" often fall into the middle-class wage bracket, unless their truck breaks down and they can't afford to fix it. To their credit, these are the drivers the larger OTR marketplace really depends upon because their pure driving experience is typically called upon to clean up the mess created by an inexperienced company driver who can't deliver a complex multi-p/u multi-stop job. For the guy who has nothing more than a high school degree (and often less), this wage rate is a god-send, though, as these drivers still don't have to do much in the way of government or insurance paperwork to worry about. Most of this work is packaged together in a carrier to carrier agreement, and so is managed by a larger fleet.

Independent operators with their own tractor, trailer, and authority, unattached to any carrier or broker, not too much in debt for their equipment, and the ability to manage their own business, have the best chance to make a solid wage off the truck freight spot market, a wage considerably above retail and factory workers, and often equal to or better than a school teacher, nurse, small business, or middle management job after all expenses are paid. Here the skill isn't so much in driving as it is in managing a small business. I'm one of these drivers, averaging 2 grand a week or better after all my expenses are paid. I do coast to coast runs, and tend to stay on the road for 2 to 3 weeks before I return home. Then, I stay home for a week or so to maintain my equipment, work on my house a bit, and enjoy time with family and friends. There really aren't many independent owner-operators out there though because most drivers have convinced themselves that managing their own business is "too much of a hassle". So, ironically, while I have more time off than the other "professional drivers", I also make more money because less is wasted on fleet drug and safety jive, mechanical and accounting inefficiencies, careless and inept load planning systems, and caffeine addicted driver recruiters with a penchant for lying. I didn't like the hassle the fleets offered me, so after just one year, I bid goodbye to become an independent and curious trucker traveler.

I wish the entire trucking industry was filled with independents, because most of the DOT safety problems and all of the rip-off pricing schemes are due to brokers and large company fleets who try to basically "manage" wages away from professional drivers. With today's internet load boards, and improved government regulation of brokers and carriers, the transportation marketplace is better off without these wasteful big fleets.

Now, good owner operators and independent drivers do work very hard, and Independents, who dispatch and route themselves, and manage a paper logbook, tend to be more motivated and efficient in terms of delivery time, and they definitely do deserve 2-3 times the pay these other drivers get. The sooner that delivery is made, the sooner the next one can be scheduled, equipment that is well maintained costs less and operates longer between breakdown, etc. I do spend a more time considering what load I'll take from the open market due to the absurd secretive broker bidding process and contractual requirements brokers and carriers need to protect themselves from each other. Sometimes, I deadhead out of a zone rather than carry a load, and sometimes I simply wait for a better day. I've spent a considerable sum renovating and caring for used equipment that was once owned and poorly maintained by a big fleet.

I generally manage all this all from the driver's seat or during my 10 hours down, using my iPhone, laptop, and multi-function printer. I consult a lot with other independent drivers to maintain my sanity. I sometimes get a little help from a part-time dispatcher gal who lives in Idaho, when my truck's empty in a pitifully low paying market region (such as the Northeast or bottom of Florida) or when my broadband reception is too weak to transfer contract documents quickly enough. So, before and during pick-up, during the multi-day haul, and during delivery at the dock, I browse the market, and squeeze as much of my government paperwork and truck maintenance as possible, so that my home time is more free time than paperwork or truck tinkering time. I'm not unique in this. A lot of independents work more or less the way I do, although most seem to be more dependent upon a particular broker or dispatcher than I am, accepting dedicated routes that would leave me bored. I'm pretty tight fisted with my load money--I don't give it away to factoring companies, broker quick-pay and fuel financing schemes, dispatchers, licensing and IFTA clerks, and so on. I have saved adequate reserves to wait for the check to arrive and i do my own business accounting. It's really nothing a high school graduate couldn't figure out. IRS takes in highway use and fuel taxes, but then again the tax code is loaded with tax breaks and expense write-offs for the independent trucker.

NOW, since I do drive hard, hauling fresh produce from coast to coast in a reefer van, I do PLAN in down time to maintain my health and appreciation for driving. Life isn't all about making money. So, in addition to my extended home time between weeks on the road, I actively study my routing for exploration opportunities, particularly after the drop off. I sometimes dodge the interstate to make room for downtime along a US highway route, where the town or landscape is new to me, or where I know good food or chance for exercise away from the truck can be planned into my day. Most driver's claim to be dog tired at the end of the day, but I find that using a couple of mid-day hours--which the logbook actually recommends--to walk or bicycle can actually provide a "second wind" to my driving day. I confess to fudge factoring my logbook entries whenever possible.

Contrary to popular trucker belief, a truck parked out on a lonely country road isn't a "sitting duck" for thieves. Gangsters are afraid of nature. Most truck and trailer theft is inside work done within a commercial zone, often from within the fleet's own yard, not near a National Forest. I don't mind pulling over for a couple hours to climb rocks or take in a scenic trail, if I can fit it into my schedule. This is a healthy life countering the lameness of the driver's seat. In contrast, although I'm extremely cautious about any insurance liability for property damage or my equipment loss with an urban zone, I'm more willing than the average driver to take calculated risk for adventure within a legal urban truck route, such as within New York, where freight prices are higher anyway. Most of these legendary scary driving maneuvers are frightening just once--then, they become routine, easy, and fun. I have a working knowledge of some major cities in the United States. If I can maneuver and park the truck within walking distance of a public transit system--a subway station or bus stop--you can bet I'll plan and do it. Often, when I'm in a familiar town with time to kill, I'll persuade a local friend to pick me up at the truck stop. I'll gladly pay for dinner and time bumming around town for a few hours. New York, Chicago, Boston, New Orleans, Atlanta, San Francisco, Los Angeles, and other big cities are all unique and worth knowing in real detail--not fearful fantasy. Yes, these trucks are hugely big, challenging to maneuver and hard to leave parked, but this challenge can be met in any number of ways. Often this challenge is no more dangerous than what a lot of truckers do to squeeze into a rest or truck stop after midnight. Finding a urban zone parking spot in the middle of the night can be down right easy because the normal traffic crunch is gone.

I'm a globe trotter and have experience traveling independently in most continents and many big cities of planet earth, and unlike a lot of drivers--particularly those from the midwest or south--I read human nature very well and can spot within any urban zone parking that is legal and gangster safe enough for the time I'll be away on exploration. Awareness of one's surroundings and calculating the time it takes for the big rig to be noticed by police and thieves is all part of the adventure. Sometimes I solicit help from the shipper/receiver, from the retail business whose parking lot I've filled, or simply engage with friendly bystanders to decide the wisdom of a parking spot, within some empty lot, or just on the edge of a curb. Other times, I choose to discretely leave the truck with cab lights on and curtains drawn, as if I were still there. Trucks that aren't in the way don't get bothered so much by anyone for at least a few hours, and even thieves need some knowledge about what to do with a big rig's cargo. I've never had a cargo theft or loss, but if I do, my insurance company is paid handsomely to cover it.

Mostly, I plan exploration of urban zones AFTER I deliver, when the trailer is empty, so the truck and trailer are considerably more difficult to steal or vandalize than are a passenger car or RV. I won't reset on a weekday, but I'll reset on a Saturday or Sunday, and in fair weather will do whatever I can to escape into the world of adventure. There's some chance spontaneity to this adventure, but because I'm looking to do it, it's also completely planned.

During down time, and at home, I constantly study maps in minute detail, read a lot of local history, enjoy art, architecture, and fine dining. I always take my iphone and sometimes my big zoom camera to document my experience, and many of my great adventures are documented at www.virtualtourist.com. I have the ability to zero in on adventure like few other so-called "professional" drivers because I come to the task with a wealth of background knowledge. Since I drive over a hundred thousand miles per year, I accumulate once in a lifetime adventures at a terrific rate, in both fair and foul weather. My eyes constantly look for adventure opportunities wherever I drive. If I spot an opportunity looming at an interstate exit, or some other byway, but I can't be bothered to stop due to a cramped delivery schedule, I will remember and plan in the opportunity in the future. I'm not bound by fleet regulation or dispatcher routing. As a result of these independent driver skills, I have acquired additional traveler's experience and knowledge of the United States most folks, even those bumming around the nation in an RV, have no hope to ever achieve. Independent truckers with adventure cravings like mine are the hardest working drivers you'll ever find. I very rarely have time to kick back in the driver's lounge to watch TV at the truck stop.

Does this answer your question?

 

I dunno, that was so long winded I forgot the question

 

Sleep

If I was ever sitting around anywhere I was catching up on my sleep, cause sitting around waiting for a load or to get loaded usually meant I was in for a long night of running, if I wanted to make any money for the week.

I have a TV in my truck but can probably count on one hand the number of times I actually watched it.

 

I have had a membership at chessclub.com for last couple years to the present which is where I spend most of my spare time when down or even during my 10hr rest (I only usually sleep maby 5hrs). Chess is the greatest sport/game ever invented. More books have been writen about chess than all other sports combined. Study and play it for a lifetime and never get tired of it, great pass time. A few hours now and then surfing checking emails ets. I love walking around taking pictures of the cool places I go threw or stop at, that takes up some of my time. Bought a couple high end cameras so am kinda amature photographer. Thought about taking online photography classes. Will buy a nice road bike (bicycle with tall skinny tires and super light thin frame) as soon as I get a couple grand saved up that I can comfortably part with. Then I can park truck and take off and see everything around the area I want to and get some killer pics and memories to boot.

 

stocktonhauler - I want to be like you when I grow up My husband and I are just starting out - he use to be O/O 20+ years ago - but we are teaming it now. We're starting out with a 'starter' company - since neither of us have recent OTR experience - but the life you just wrote about is our 'dream' retirement!! Some day ...

 

When I was on the road I met several owner operators that would park the trailer in the slot they would use for overnight, and bob tail to grocery stores, catch a movie, sometimes depending on location go check out a local fair or amusement park. One fellow with a decked out rig would go to the local fairs and get free admission if he parked as a display.

I myself would catch up on sleep. Nothing more relaxing than to pull the curtains and look out the side window (if I could) and watch the yard. That usually put me to sleep, still does, lay there and imagine whats going on in the Sturbridge Pilots.

Internet helps, as to walking? I like to park at the far end anyways and would get a fair walk getting to the store/restaurant. Sunday breakfast was my only indulgence. 2 eggs over medium with sausage link and a couple of dry toast to soak up the plate, OJ and an apple as I walk back.