Do OO prefer lighter loads due to wear and tear?

It doesn't matter ....

 

You guys might be leaving money on the table if those lighter loads don't take up a full trailer.

I can't tell you the number of times I've been able to parliegh a lighter, smaller load by taking a partial or two along with it.

Not to open a can of worms, but, even when trailers need to be sealed, if you know the procedure before hand, you still might be able to get more freight on. This is one reason I prefer an open deck trailer, no seals!!! Not every place is like this, but, my flatbed, if I want to add more cargo, never a problem doing so.

 

I prefer light loads. I'm not opposed to heavy but when bidding on the boards I consider everything about the load and weight matters. More mountains? Lighter is better. Longer trip? Lighter is better, saves time. Actually it probably only saves time in my head because I run just a bit faster, but hey, that's why I am an O/O. I want full control.

 

Heavy stuff it’s been my experience doesn’t pay. Anything bulk or raw is a waste of time money wise - usually. You’d think heavy loads would pay better since they are uh heavy and use more fuel, etc. Hasn't been my experience. Lighter stuff that’s a finished product pays better. Plus you don’t have to waste time scaling it, you get better mpg, etc. The only advantage to heavy could be it comes off faster, say supersacks vs a floor load of electronics.

 

Again, thank you all for the input. My father drove for 20+ years (on a load now. all drivers do long haul across the US) and i know he is very knowledgeable in the trade. What would you guys suggest i bring up to him to try and open up opportunities to run other lanes? As mentioned earlier, i know that drivers don't like the heavier loads, issues at scales, etc. But i'm assuming if loaded properly, axes are in the correct position, and everything is legal then the only issue would be a more gas consumption, correct? He stresses out week after week, trying to get all his drivers loaded to go out, or to come home, and always turns down the heavier loads.

I'd like to help him grow the family business, so that i could some day run it on my own. I just do not know if this is a comfort box he's inside of, and if it is, i'm not sure how to help him out to bring in more money for the family as well as the drivers.

 

Right! It sure FEELS like your going faster! You probably shave some minutes off each day running light...it's sure a heck of a lot easier to get up to speed, but, you do have to worry if you need to do any panic stops...which hopefully are few and far between!

If you can run like that all the time, it would be different, that's for sure. Less weight does equal less wear and tear on things like suspension, wheel bearings, rear ends and the entire driveline. But, if it comes at a price of lost revenue, then, you have to look at WHY you own a big rig...are you in it to be light and save $ on wear or are you in it to MAKE money and use it up.

I started in this business doing short-wheelbase semi dump work. Most of It pays by the ton, so, obviously, you want to carry the max payload all the time...running empty meant you weren't making money at that moment and you got back to get another load as fast as you can. Sometimes, you ran a load out to a job and brought back dirt or asphalt grindings, so, you ran loaded both ways. Sometimes we ran by the hour, so, we took our time, ran slower and lighter. At the job site, you had to be careful on what you took back...there was no scale at the job to prevent an overload, and, the operator was trying to clear a pile as fast as he could, so, he didn't care if he overloaded you. I knew guys that ended up with $4K overweight tickets! Ouch!!! I always made sure to at least have a gauge on my drive axles to tell me how heavy I was...and, I'd scale myself if I felt I was heavy when I got back to the pit, bring the scale ticket with me to show to the foreman at the job.

So, I am rambling now, but, I rarely consider the load weight unless I have a choice of loads, all things being equal, paying the same thing and one is way lighter. I think, with the exception of extreme weather, common sense says take the lighter load.

Now, with that being said, I have come back in strong cross-winds and thanks God I was loaded down in a tanker...wind is going over it easier than a box, I have seen empty rail containers come off chassis' in strong winds, I once saw a van trailer get twisted in the middle, strong winds, he went under a series of bridges, it must have caused the trailer to rock side to side enough that either the wind caught it at just the right moment, or, it caused the load to shift inside, either way, it was twisted like a pretzel and broke the frame in the middle.

 

Interesting point...I would agree, there are some HEAVY loads that just don't pay squat, especially in flatbeds...steel, lumber, crane mats...but, not always is it true that lighter = more $...it always depends on demand...if a load is HOT and needs to move, they will always bump up the rate to see it move...and, it has been my experience that, if you talk sense to the broker, a lot of times you can get a higher rate on any load. The price they offer you is just that, an offer. It doesn't mean you have to just accept it. If the broker can put an extra $50 or $100 in their pocket because you just accepted their first offer...well, wouldn't you do the same if the roles were reversed? But, you bring up the point of always ASKING if the load you are looking it is quick on and off or, something that is going to consume time...and of course, what the policy is on detention.

 

I heard this just a few hours ago from someone sitting at a t/s. They thought the lighter loads were better, the guy they were talking to said the same thing I am saying - it does not matter.

Why asked the first guy, he added the tires and the wear and tear on the truck and the second guy said an amazing thing - the truck is made for the weight. Then he went on to explain that you spending all the time looking for light loads without putting more on the truck to make more money is opportunity lost while it can be time consuming to micromanage the loads.

So he repeated it does not matter.

As for it not paying any more, who cares, you set your goals, you look for work to fulfill those goals and keep moving.

 

OK...for starters, you are new to the business...learn the lingo.

Big trucks don't consume GAS...they consume DIESEL FUEL...you can call it diesel or you can just refer to it as fuel, but, never, EVER call it GAS!

I'd suggest you bring to the business a willingness to learn versus new ideas.

Now, with that said, IF you want to bring in fresh ideas, make sure you not only run them by your Dad, but, if he thinks its good, the drivers as well.

I don't believe you have said whether the 10 guys you have driving are owner ops or company drivers. It seems like based on how concerned you guys are with their "pickyness", perhaps they are owner ops.

You haven't mentioned if overweight tickets have been a problem for your company in the past. I can see the reluctance to get into the heavy loads due to that, but, you may not always be able to choose them, like one person said, you might be missing out on opportunity if you limit yourself to only loads less than 35Klbs.

But, if these are owner/ops, they are likely always looking for more ways to earn $....so, maybe try to find loads that are heavier that also pay better. If these are O/O's running for you, try to find a way to have them invest in on-board scale devices...there are several companies to choose from. I use AirWeigh but, that doesn't mean that is the best or only system. It was the right one for me at the time I installed it.

If there were company trucks instead, then for sure suggest an investment in weighing devices...they aren't that big of an add-on cost wise...most are under $1,000 per truck. A single overweight ticket can be way more than that and, there is also the hassle if you have to show up for court, etc.

I hate overweight tickets...that is one thing you SHOULD be able to avoid.

I'm not sure what else I can suggest for new ideas, but, what I can say is, you'll need to find an incentive for your drivers (or O/O) to adapt to them. Money usually is the best motivator but it doesn't always have to be that.

Not knowing much about your operation, it is hard to say what is going to help you increase business.

From a distance, it would seem like adding more trucks would definitely help the business grow. Do so at a measured and methodical pace.

You didn't mention if you are running the same freight all the time or are always hauling something different.

Having 10 trucks, you might have enough critical mass that you can service one or more dedicated accounts. If you want to grow from that, maybe you get more "hub and spoke" type operations going, which requires basically 2 fleets, one that operates strictly local, the other is line-haul taking the freight to distant places. If you get big enough, you can repeat the process of "hub and spoke" in other cities.

This of course probably requires a lot more than 10 trucks.

If you ever get big enough, you might be able to run a cross-dock operation. You'd combine multiple LTL loads into a TL.

Look to see if you can get in with some consistent daily freight, such as hauling mail...those loads run every day the same way the same time...they might not pay all that great, but, if you have the opportunity to drop and hook trailers, you might be able to once again, have a truck doing P&D in a city, another truck comes in with a load of mail, drops that trailer, hooks a different loaded trailer, takes it back or elsewhere, drops it, someone else delivers it, repeat the process.

But, these are big ideas. Perhaps your Dad just wants to stay a small, family run business...and, there is nothing wrong with that!!!

Main thing is, you find out what makes your drivers stick around, and try to capitalize on that. No drivers, no company.

 

Right on!

You can save ALL kinds of wear and tear on the entire truck...by NEVER driving it!

Of course, you'll eventually go broke.

My goal is never to find the lightest loads. My goal is to find loads that pay the highest per mile while simultaneously making the best use of my time, the least amount of deadheading, allowing me to meet or exceed my weekly goal for revenue.

And, if one week I don't make the goal, that's OK, try to make it up the next week or the week after that.

It's a marathon, not a sprint.