Chassis Cab and non-CDL

Discussion in 'Expediter and Hot Shot Trucking Forum' started by sabal_logistics, Apr 23, 2020.

  1. sabal_logistics

    sabal_logistics Bobtail Member

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    Thanks for the reply.
    I am open to suggestions but most of these trucks start out at 8000 LB base weight in crew cab (3500/350)
    Trailers (dual 7ks singles) come in anywhere between 6500-8000 LB
    Without all the equipment, tools, etc that's still 14500-16000. That leaves 10,000 (of course with weight transfer maybe you get more when connected...and as long as DOT weighs you connected; still not sure how that works).
    So, non-CDL is limiting for sure.
    I have joined load boards and I am seeing partials anywhere from 1500-8000 pounds. Granted, freight rates are all over the place on these but mostly down.
    Thanks.
     
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  3. singlescrewshaker

    singlescrewshaker Road Train Member

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    Thanks @24kHotshot. Excellent info.. :thumbup:
    I'm meant to tag you in too.. Was just kind of tired last night & forgot.. LoL. And all this isn't directed at you, just happened to quote your post..

    @sabal_logistics
    My pickup pictured above was a 2012 also.. It came in around 19000 for the setup. So ~8800lb for just the truck. Tools, fuel, clothing, etc. 2012 was the last year before the frame & running gear was redesigned. Even the pickups became real pigs as of 2013 MY.

    The problem I'm seeing is lots of construction projects are on hold, so that kills open deck. The oil field died, so all those fellers need work now too. Auto plants are retooled for masks & ventilators (last I heard) so the steel haulers may be looking for other work too. Rock quarry are probably selling alot less stone, so one more commodities slowed down.. Who is buying cars right now.? Car hauling slowdown too. You will probably need a car on deck lots of time as filler to make an ltl run profitable..

    Horrible time to need a roof put on my house, but got about a $2k discount off a quote from 6months ago because they are slow..


    Ok so, you are at $1.20 per mile on 110k per year.. Does that count your pay, or any company profit, truck & trailer replacement for a few years down the road.?

    Now I also gave 8k miles a month because that's alot in my eyes just getting started. I don't turn a whole lot per year. My bigest mileage year was 2016, at ~70k miles. I prefer to average $3-$4 bucks a mile on 300-400 miles a day. Obviously, the lower the annual mileage, the higher the operating cost..

    If you need $1.20 on 110k annually before paying yourself, I'd say your in trouble for the current market rates. +running around at those rates will only show the brokers their greed is acceptable, & we are willing too take it.. All that does is drive rates into the gutter, & keep them there..
     
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  4. singlescrewshaker

    singlescrewshaker Road Train Member

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    They weigh you connected/coupled as a combination vehicle..
    That's the issue with derating the trailer.. So you have to lower the trailer sticker to 12800lbs to stay under 26001lbs gross..

    Now you 7k trailer axles are effectively 6400lbs axles.. Cant use their full capacity legally..
     
  5. 24kHotshot

    24kHotshot Medium Load Member

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    I have a theory that hotshots pulling wedge trailers flip more easily when using a gooseneck or a dual pivot fifth wheel. I went with a single pivot 5th to limit side to side lean when loaded with so much weight up high.
    So far my theory is correct cause I haven't flipped my truck yet lol
     
  6. singlescrewshaker

    singlescrewshaker Road Train Member

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    I'll let 24khotshot give his own answer

    I ran a goose ball, & later a 5th wheel..
    The ball was a cheaper way to get started. Also lighter weight in my opinion. It is nice when you are offroad, or on a jobsite because it articulates way better.

    It sucks cause there is alot of push pull, or chucking over expansion joints. The ball never stayed greased for more than a day it seemed. Harder to couple, cause you don't get to just line up & bang into it like the 5th. Harder to uncouple with a heavy load. Have to crank about 4-6" of suspension squat, then another 4-5" to get up & over the ball to pull out from under it..

    I like the 5th better because all I said above, but mostly opposite. Only have to crank away suspension squat, see daylight & slip out. Easier to hook back up too, IMO.. Just line up with kingpin & back till ya hit..

    Way more side to side stability going down the highway. Even with a 4way pivot model. Especially good when they load 7k lbs on one side, & only 3k lbs on the other.. Trailer don't look like a sinking ship listing to starboard side all day long.. LoL Way smoother pulling on expansion joints, & crappy roads too..

    0330161811b.jpg
     
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  7. sabal_logistics

    sabal_logistics Bobtail Member

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    Everything you have said in this post is what I'm finding..go figure :).

    You asked my operating expenses, that's $1.20/mile. If I am close to being correct then anything above that is 'profit.' So, yes trouble looms on the horizon as far as my monthly take home (before taxes of course) because I am seeing a spot average so far of lets say 1.50 (to include deadheading). So, that's not a lot, for sure.
     
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  8. singlescrewshaker

    singlescrewshaker Road Train Member

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    I know I sound like a discouraging prick, but I'm really not trying to be. I welcome competition, but not a race to the bottom..

    I'd rather loose a load because the next guy is faster at securing the freight, or has a faster rig or more HOS, work hours available than me to get an expedited run completed. Not because he can do it 10cents a mile cheaper. Before he knows it, someone will come along & undercut his rate, & so on before it's no longer profitable for anyone.. A race to the bottom..

    I'd be happier I think if every truck out there was an owner Operator. Sink or swim within 6 months to year. None of these mega carriers drive the rate so low, operate at a loss for a while, kill us little guys off, then charge whatever they feel type bs..
    That's not the best man wins, healthy competition in my eyes.. :confused:
     
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  9. singlescrewshaker

    singlescrewshaker Road Train Member

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    What you want to do can be done, I just feel this is not the best time to start..

    How do you feel about running a slightly older truck to keep cost, & weight down.?
    If you don't mind having an ELD, I'd be looking at '03-'07 5.9l cummins dodges. 3500, 2wd, quad cab. Woodhouse sleeper, remove pickup box.. Thing will weight ~6600-7000lbs ready to roll.. Add your lightweight Hefty, you'll have 11,500-12000lb payload available, & a very reliable, fuel efficient truck IMO..
     
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  10. longhaultransport

    longhaultransport Light Load Member

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    So, assuming you have a maintenance fund in that $1.20, at $1.50 per mile you pay yourself .30 per mile, much less than driver pay.

    But, you are your own boss, doing it your way.

    If you can get closer to $2.00 things start to look much better.

    I wish you well in your endeavor. If you don't try, you will never know.
     
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  11. sabal_logistics

    sabal_logistics Bobtail Member

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    I'm riding that fine line between a good used truck that the odds favor you and making a mistake.
    I hear you...I tried a 2012 that, with all the belts, fluids, etc was probably gonna be 36k total. However, since I am in the startup phase, I am not making any large purchases until I can stabilize. for instance no DOT/MC approval without insurance. Insurance requires $ down and is a lot...I don't need to tell you. Since I'm not ready to jump in that way, I may be risking the application I paid $300 for. Not really anything you guys have to reply about...just the process.
    This whole idea is a backstop in case things go bad here on the job front. So, positioning myself is what I am doing. I thought since trucking is essential, it would always pay...yes it will not be what I am making today but it would pay. I will keep an eye on whether this is gonna work out.

    Thanks so much for your guy's insight.
     
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