So you want to hot-shot? (Will be updated/edited frequently)

garkeller · Mar 8, 2017

Chasingthesky said: ↑

That's what you get for running at a dollar a mile with new equipment and sleeping in a motel. Not that the second two are inherently bad but it sure ain't gonna work with those rates. I pull open deck but I rarely move for less than a buck fifty. Yeah, sometimes I have to sit or deadhead to get that which reduces the actual rate per mile but that's about the lowest I even consider. And I sleep in the truck so that's money saved. This isn't the easiest business to get into or turn a profit. At least there's people keeping the market supplied with slightly used equipment for less than retail.
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This is what my wife & I have been told asking veteran hotshot drivers. Buck-fifty\mile is the goal and team-drive with a sleeper cab on the back & not deadhead a run whenever possible. We are also looking at older Ford duallies with the 7.3L and pricing used lowdeck 40' tri-axles. We'll try to run local as much as possible within FL and get our clearances for TWICs cards as the ports are crazy busy. It's a lot to learn (capitals: A LOT) and hopefully not lose out too much, but it's important to get your name out there and be professional and dependable even with a loss. Deeds, not words!

scottied67 · Mar 8, 2017

flatbedcarrier · Mar 8, 2017

What load board is charging you $400.00 for a $2,000 load

Blind Driver · Mar 10, 2017

flatbedcarrier said: ↑

Bridge law and what you can do with these trailers is a very important subject.

Theres a few states with different bridge length requirements. You'll find that if you're legal for running California, you're legal for anywhere in the lower 48 states. California bridge law says you cannot exceed 40' from the center of your king pin, or gooseneck ball to the center of your rear trailer axle.

These lowboys we pull I think the bridge is set 38'. I know it's under 40, I'll have to go out back and measure one again. It's been awhile.

The positioning of any load is critical but a little more so with these lowboys we pull. I tell everyone the max weight we will load is 16,000 lbs but at our Max load weight, the load must be spread out some. For instance I wouldn't want to load 16,000 lbs in 20, or even in 25 foot. It would just be to hard in our style trailer.
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I don't know of a single state that has a Bridge Law that affects an 80,000lb combination vehicle with a 48' or greater trailer. Bridge Law only affect heavy short wheelbase trucks.

California has a King Pin law.

Blind Driver · Mar 10, 2017

Keep in mind,these smaller trucks need the same revenue as a tractor trailer.

They don't cost as much initially, but they require much more maintenance.

Midwest1 · Mar 11, 2017

Blind Driver said: ↑

Keep in mind,these smaller trucks need the same revenue as a tractor trailer.

They don't cost as much initially, but they require much more maintenance.
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How do you figure they require more maintenance?

Everything on a semi is more expensive compared to a one ton truck. There is no comparison on cost. Your comparing apples to oranges...

Blind Driver · Mar 11, 2017

Midwest1 said: ↑

How do you figure they require more maintenance?

Everything on a semi is more expensive compared to a one ton truck. There is no comparison on cost. Your comparing apples to oranges...
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A class 8 truck holds more oil, but only needs it changed every 20k miles or so.
Tires cost 3 times as much, but last 6 times as long
The engine,transmission, clutch and rear ends will typically last 1 million miles without any major maintenance.
The brakes last much longer.
Fuel economy isn't much better than a big rig

What kind of condition do you think a pick up will be in without any major maintenance at 500k miles?

flatbedcarrier · Mar 15, 2017

Blind Driver said: ↑

I don't know of a single state that has a Bridge Law that affects an 80,000lb combination vehicle with a 48' or greater trailer. Bridge Law only affect heavy short wheelbase trucks.

California has a King Pin law.
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Kin pin law, bridge law, whatever you want to call it, Try rolling into California with the center of your rear trailer axle more than 40' from the center of your king pin. If it's non adjustable, you'll be red tagged.

Bridge law / king pin law has nothing to do with your trucks wheelbase. What I'm talking about is your trailer bridge.

tom529 · Mar 16, 2017

HOTSHOTTER432 said: ↑

Hello all, So you want to get into the hot shot trucking business? Here's some helpful info I've picked up along the way. Now I am not an expert, we are all learners. So if I make a mistake, anyone can chime in. I want this thread to be a helpful tool full of real facts and truth.

1. Will I need a CDL?

Short answer: YES. Any vehicle combination over 26,001 pounds will require a class A CDL to operate. The GVWR (gross vehicle weight rating) is the combination of the truck's GVWR, and the trailer's GVWR. (For example: My truck has a GVWR of 13,000 pounds, my trailer has a GVWR of 24,000 pounds. Add those two, and you get 37,000 pounds, So I need a CDL.)

2. Do I need a DOT number?

More than likely, yes.
If your truck and trailer's GVWR exceed 10,001 pounds (and doing business out of state), a USDOT number must be displayed on the sides of it. ( 2" letters, must be visible from 50' away) Also, since you will be running a GVWR more than likely 26,001 plus, you'll need the DOT number.

3. Now that you have your DOT#, you'll need to register with a drug testing consortium.

You are a CDL driver, you must comply with all FMCSA standards. So, you'll need to go do (and pass) a pee test, AND, you will be randomly selected by your consortium to take a test.

4. Do I need an MC number?

If you ever plan on working out of state, yes you must have a motor carrier number.

5. What about IFTA?

From the Texas state website:

IFTA is an agreement that provides for the consolidated reporting of motor fuels (i.e., Gasoline, Diesel Fuel, Liquefied Gas, Compressed Natural Gas, Liquefied Natural Gas) taxes for qualifying commercial motor vehicles traveling in more than one state or province of Canada. IFTA is not a separate tax or fee.

http://www.window.state.tx.us/taxinfo/fuels/ifta.html

6. Apportioned plates?

If you run out of state, you will need apportioned plates. Along with the MC# and IFTA tags.

7. Lets' talk insurance.

For the most part you will need:

A $1 million dollar general liability policy for your company.
Cargo insurance

Depending on the customer, you may be required to have worker's compensation insurance.

Also, they (your customer) Might require you to have an umbrella liability policy. (additional coverage in case you, God forbid, FUBAR something.)

Speaking of "company" you will more than likely have to file for a EIN or Employer Identification Number. (unless you are registered as a sole-proprietor company, then your SSN should suffice.) For your taxes.

8. Lets' talk taxes........ $$$$

You will be self-employed. SAVE AND OR MAKE COPIES OF ALL YOUR EXPENSE RECEIPTS!!!!

The tax man does not forgive, so you want to save and add up all of your fuel, food (while OTR) and maintenance expenses. That will help you out substantially.

*There are many more things I know of that are missing out from this intial post*. I know this and I will add in the info ASAP. (its almost midnight here) So good night drivers! stay safe and I will be back soon to add more!!!!!
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tom529 · Mar 16, 2017

flatbedcarrier said: ↑

If you don't mind, I'll chime in a little.

MC, USDOT Number,

When you apply for your Motor Carrier Permit Number "MC#", you should get a USDOT Number with it at the same time. It's included in the $300.00 Motor Carrier Permit fee. In the past this has been an option, you didn't have to get it at the same time but it was smart to do so.

The website to get these numbers at is http://www.fmcsa.dot.gov/

IRP Truck Registration,

In the last year things have changed a little when it comes to getting IRP (International Registration Plan). What we're talking about is Commercial license plates for your truck that covers you to travel in other states. If your state wasn't set up to apply for these on line before, they should be now. You no longer get to pick out and select just the states you planned on running in. Now you must choose all states and Canada on your IRP application. Yes even if you don't plan on traveling through a particular state, or Canada you still need to include them on your IRP registration. Getting your IRTP Plate/Registartion is really a simple process now, every state I've talked to so far has been very helpful.

When you register your truck under IRP, you'll be registering for the full combined weight of your truck, trailer, and max load weight. Pick the weight wisely, selecting a higher weight option is acceptable, and it's very common. For instance, I just registered my 2015 Dodge 3500 dually under IRP at 40,000 lbs. Will I ever go down the road weighing that much? Absolutely not, but the lower weight option was under my combined gross weight.

Trailer registration,

When it comes to registering your trailer you should ask your DMV, Vehicle License Department for either a Token Plate, or Permanent License Plate (PTI Plate). You do not need to register the trailer at a weight. You see, your combined (truck, trailer, and load weight) is covered in the truck IRP registration fee. If you allow your state to choose a weight, or you yourself choose a weight to place on the trailer registration you will be throwing that money away.

Today with the way you can apply for IRP on line you'd be throwing your money away paying somebody else to do it for you. It's just to simple to do it yourself. While you're going through the process if you're not sure of something, just pick up the phone and call your states IRP office and ask for assistance. I've been doing my own commercial truck and trailer registration for approx 20 years now. I've called them to ask questions many times.

There may be some subtle differences from state to state on how the process works but this information should help a lot you regardless.

How do you come up with your max weight?

Look in the door jam of your truck, (on older trucks you may have to look in the glove box?). There should be a sticker there showing you the max weight that can be on your steer axle, and drive axle. There's also should be a sticker on your trailer showing the axle weight ratings. Combine (add together) all these axle weight ratings and thats the highest weight rating you can legally drive down the road at. And this is very important, you cannot exceed each individual axle weight rating. For instance if your drive axle weight rating is 9,750 lbs, You Cannot legally exceed that. Same goes for the steer axle and trailer axles. Never exceed those individual weight ratings.

Something you should also look at "Because the DOT will" is your tire weight ratings, calculate them up for each axle. The combined tire weight ratings on each axle must be equal to, or greater than your axle weight rating.

Hotshotter432 touched on the subject of Drug testing, I'll add to that.

Before you drive your truck at all in any commercial capacity you need to be signed up with, and tested by a drug testing company. Not only that, you also need those test results back in your office before driving the truck in a commercial capacity. If you fail to sign up, get tested, and wait for the results you can and will likely be fined. The fines regarding drug testing can be staggering. Just for not waiting for the results can cost you $10,000.00 .

Another thing, when it comes to choosing a drug testing consortium it's critical you sign up with one thats on the ball. Just becasue a company is well known doesn't necessarily mean they're on the ball, it can just mean they have a large advertising budget. When your state pulls your name randomly the company you're signed up with gets notified, and then they're suppose to notify you. What I've seen over the years is some drug testing companies tend to forget all about their clients after they get their initial fee out of them.

I've seen Independent Owner Operators fail to be notified by their drug testing consortium and then get shut down by State and Federal DOT. You only have so many hours to get tested once the state calls your name. Failure to comply, can, and will get you shut down where ever you happen to be at once the DOT is notified you missed a test. It can be extremely difficult, and expensive to get rolling again. It's not as simple as just taking a drug test at that point. The DOT calls you and informs you that cannot drive your truck anywhere because you missed your random test, and you have to see an actual doctor for tests, and examinations. It doesn't matter to the DOT if you're out of state at the time, you cannot drive the truck period until the DOT clears you to do so. All this doesn't happen quickly, it can takes weeks, even months before the DOT says you're good to go. These days, just getting a doctors appointment can take weeks.
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