No experience but getting Authority

You were correct. Seems we covered some common ground. Your trucking-specific experience will definitely have you more prepared in terms of selecting and operating the equipment.

About the only thing I'll throw out there with the talk around higher rates for specialty services: higher rates does not necessarily mean more profit. Insurance rates and who will load you are dependent upon your time with authority and experience level. You may want to start out with lower-risk service to build a reputation and safety score that can be leveraged for more profitable, specialized service in the future. I had enough challenge getting reefer loads on day one. Reefer is a little more risky than dry van, but not by much. I can't imagine how hard it would be to convince a heavy-haul or other high-risk/high value shipper to load a new guy.

Good luck to you however you decide to proceed.

 

About that update.. it's been the best of times and the worst of times LOL.

That annoying performance issue I've been fighting with the truck (intermittent loss of power + CE light) finally came to a head. A total of 2.5 weeks of downtime and a few thousand dollars, plus finally finding a competent, professional service dealer got-r-done. At the end of it, the root cause was the following:

• Cracked exhaust manifold reducing exhaust flow to the turbocharger's drive turbine (not to mention a serious health hazard for the driver!)
• Faulty VGT mechanism (turbo replacement)
• Replaced the VGT VPOD (solenoid that actuates the VGT) for good measure, as they have a proven useful life that ours had easily exceeded

Knock on wood. This truck is due for a PM again already so it's going back in tomorrow for that and likely brake service on the drives. I can't complain on the brakes. We've now run it 80k miles on what it had when it rolled off the used truck lot.

I also finally bit the bullet and bought a set of cat's eyes tire pressure equalizers. After only two weeks on the road with them, I am kicking myself for not buying them sooner. They're ugly, but it sure is nice to check pressure with a glance and single air point, not to mention peace of mind that both tires in a set are at exactly the same pressure all the time. The only thing better would be an automatic inflation system at a greatly higher cost.

Now for the really big step. I've gotten a second truck on the road and hired someone to drive it. This week is the first week for me managing two trucks. It's a lot to wrap my head around. Then again, that's what I felt after putting the first one out there. I'm sure it will pass. Or I will finally have that heart attack I've been working on and my heirs will enjoy their new business LOL. So a few thoughts and observations at this early stage of being a two truck carrier...

On-boarding a driver is a lot more work that meets the eye. The FMCSA requirements are just the tip of the iceberg. That alone takes weeks to the process. The rest is finding someone you trust and see eye to eye with enough to work with. It's been a huge investment of time and money - not unlike other aspects of this business.

It's been a real eye-opener and has given me a totally new and unexpected perspective on how some of the big carriers manage with the CDL-mill recruiting processes they have. That is, both from attending a refresher course and seeing how these CDL candidates handle the equipment during training, along with the tremendous risk that is taken by putting a driver on the road. It's a really big deal that you just cannot grasp looking at it from the outside in. For that matter, it seemed a lot more clear cut when I was considering the idea versus now when the rubber is literally hitting the road. So even an inside perspective doesn't begin to prepare you for this.

The person I have engaged for the second truck is a pro with an eye towards an o/o type arrangement. We've both committed to seeing it through in the short term and to make adjustments as we each develop trust and confidence in one another. So far it's working out and we didn't kill each other after two weeks of getting preliminary stuff out of the way and another week in the truck together. He's out there right now doing a great job and my goal right now is to do everything I can to enable his success, which should enhance my own success with this venture.

On the equipment side, it's been another case of good news/bad news.

This time, I went with a similar truck but chose to go with a better condition truck versus getting real picky on the exact configuration. The jury's still out after only a couple of weeks. My gut is telling me that the savings I've accomplished with less restoration cost (major repairs, tires, and the like) will be offset by weaker fuel economy. The new one is visually the twin to the first ('05 Century), only with lower power (465 vs 500 hp DD14), a 10 speed (vs a 13), standard not low profile tires, and the drive tires are quality lugged recaps installed by the dealer (versus better, virgin tires I would have chosen). All in all, I'd guess the difference now at about 0.5 mpg less than the first truck. I'm going to run it through the winter with those drives and depending on how things work out, may swap those in favor of something better when spring rolls around. So, some tradeoffs here and there, but nothing so far that's a spoiler.

I scored on my new (to me) second trailer. All-in about the same money as the first one but 50% more (better) trailer. If this one keeps working out as it has, I will probably buy another one just like it in the spring and put my first one back on the market after I get just a little more use out of the brake and tire work I spent a ton on a couple months ago. Or maybe lease it. Lord knows the rest of this second truck expansion hasn't gone quite as I expected, so really no need to speculate any further about a possible future extra trailer.

Either way, it's been a busy as hell month for me between the work in the first truck and keeping it running, along with buying, equipping, and putting the new addition in service. It all really makes me crack up when I think about how stressed I was back in March when getting the first one out there. That was relatively nothing in comparison.

Sorry for the long-winded post. Thanks for following me along the steep part of the hockey stick shaped learning curve. It's been a real trip so far.

 

I don't know what type of time frame you are looking at before buying your truck or getting with a carrier, but if you plan on waiting for a bit before starting your driving career you may want to go ahead and get your CDL. If nothing else, it could help you with insurance and finding a position after 6 to 12 months have passed. Even if you don't have a truck yet, you may find someone who will let you practice with their truck and take your road test. In some areas there are people who will rent you a truck and trailer to test. You may want to check around your area to see if there is someone who would do that for you. It would be much less than doing a refresher at a driving school. Some of the major carriers might still want you to go with a trainer for a couple of weeks or do a refresher.

 

G/mad and Red, thanks again for your wisdom. G/Man, I'm right there with you. I started the process of getting my DOT physical today and have been studying for my CDIP so I'm starting the CDL process and will move forward with that ASAP. Then it was my hope to see if I could find a truck to work with for a while. I know a few people in the business, might trade some work for practice time, I was thinking about truck rental earlier today! Heck, I'm such an old Geezer I might not pass the physical LOL! Seriously though, it shouldn't be a problem but you never know. My record is clean, not any drug issues or speeding tickets. Teaching is only a recent gig for me, 16 years now, it's my third major career! I'll never get the max retirement anyway so I'm planning to stay Teaching only until my Wife, also a Teacher, wants to retire, then we plan to move a bit further south, live Virginia. Can't retire in Connecticut and you sure as heck can't die here too darn expensive LOL! Anyway, she's got 35 years in it now, but loves it still, so, I'm in it for a while yet! The good news for me is that every time a kid tells her to f-off she's starts talking like she's ready to move on to greener pastures! I'm starting to sound like Red with the "good-news-bad-news" thing!

My plan is to start getting ready studying, getting my CDL A, creating a business plan and budget, making contacts, etc. (1 year), I'm in that phase now. Then I need to get that CDL experience in for 2 years or so of working for an established company. I'm shopping for a truck, and know that there are some great rigs out there, some that had recent major maintenance for a good price. I'm in no hurry, and want to keep looking around, learning, studying. I'm concerned about emissions technology issues, as I would like to run to the Southwest and California eventually and I'm learning that could be a problem in a few years.

It's going to be a few years yet but I'm a planner and research-oriented. I try to eliminate the surprises through planning, but have enough experience to know that sometimes #### just happens. The trick is, like Red says, to adapt, solve the problem, and move on.

Goodnight, guys, keep the shiny side up!

 

P.S. Red, congratulations on taking the plunge for the second truck. Myself I'm very concerned about fuel mileage too. Fuel in Connecticut is 50 cents a gallon more expensive than elsewhere... I've been studying and would really, REALLY like to get to the magic 10 mpg. How much better are super-singles? It's a matter of friction and aerodynamics, after all. Heck I've even been thinking seriously of getting a Pete 372 cabover! A bit odd looking but anything that has a proven 10-12 mpg loaded has got my attention...

 

It is good that you are thinking the process through. You can get a much better deal on a truck when you take your time. You might find an old Pete if you look around. However, if you plan on going into California you will need to look at something newer than an old cabover. You will only be able to take an older truck into the state for a few more years until they will be banned in the state. California has their own carb police that will write you a ticket for idling your truck in some areas. There are trucks that can be idled due to them burning "clean." You could also get an APU, but should check their rules to make sure it is compliant. California can change the rules from one day to another. It seems that the communists have won in the state based upon false research, but that is another story. If you want to check further before buying you can go to their website.

I prefer older trucks. I think they are better made than some of the new trucks. You can find a good deal if you take your time. There is no reason to spend over $20,000 for your first truck, especially in today's market. If you want to find something newer then you may spend more, but it isn't necessary to get into a good truck. However, you may need to spend a little more to get into a CARB compliant truck. Since you have some mechanical abilities you could find a really good deal if you are willing to do some work to get the truck up to speed. You will need to balance that with your desire to go into California. I would recommend that you do some research into their future requirements for class 8 trucks before you buy anything.

If you plan on pulling a reefer, California also has rules concerning those, too. I think that you can no longer take a reefer that is older than 2006 into California unless it has been retrofitted. Again, I would check the CARB website for more information. Vans are also required to be retrofitted with fins (not really sure what they are actually called) that go underneath on both sides to get better fuel mileage. Interesting that I found that those that I checked are manufactured in California, but I am sure that is only a coincidence.

 

YIKES. The CARB police? With the price of fuel these days an APU seems like a must have anyway, but special emissions police?! A compliant APU too? Never thought of that but I can see it now. Getting a ticket for trying to do the right thing by not idling your rig but "breaking the law" by having a non-CARB compliant generator. Wow.

The Pete 372 thing is only a wild thought, but I'm not sure the newer aero-designs can achieve 10mpg. In retrospect it seems astonishing that Pete was achieving those kinds of numbers back then. If I did buy a 372 I'd have to treat it like a glider and re-power, change the other driveline components to make me happy. I read they are wiring nightmares, never a good thing especially in an older vehicle. Also I have yet to see one with a 13 speed, my Trans of choice. Likely could put the OD splitter box on a 10 speed but I'm the handy type and see salvage lo-mile wrecks all the time. Parts-is-parts, after all.

I agree that I can be into a VERY nice rig for under 20k. I've seen rigs that have been in-framed, new trans, tires, clutch etc. for under 20k. I've also seen beat junkers for 40k. I do love a traditional Pete 379 and the like and I've seen them for really good prices, but if one or two MPG can net you 1000-2000 dollars a MONTH in fuel savings, a guy can justify a newer, aero design pretty easily IMHO. Like Red said, rates don't necessarily equate to profits. The bottom line is exactly that.

I'm not sure I get a good feeling from the T2000-386 types. Seem to be a lot of plastic in those. Perhaps a T600 Aerodyne might be a reasonable compromise? I know I'd want a pre EGR rig, for 47 states, at least. Might have to re-think that California strategy...

 

California keeps changing the rules. Initially, they said if you had an APU that it would be fine. Then, they decided that you would need to make some changes to the APU in order to legally use it in California. This was after some carriers spend hundreds of thousands of dollars on APU's for their trucks.

Most of the CARB compliant trucks burn more fuel than the pre emissions trucks. It seems to me that when you burn more fuel that you should be putting more pollution into the air. I suppose they didn't think of that. The guy who originally got all this started has been proven to have lied and his credentials didn't check out. The guy was a complete fraud, yet California will not abandon their CARB rules. I have no doubt that it is more about revenue generation than pollution. I spoke with one driver who told me that the cops in Ontario will periodically go into the TA and write tickets to those who idle their trucks over 5 minutes. I have also been told that they will do the same in Hesperia, but to a lesser degree. I have actually seen them going through Hesperia at the Pilot. I would go for the better fuel economy.

There are some companies that do glider kits, such as Fitzgerald in Tennessee. With your mechanical abilities you could probably find a Pete and get a newer engine that would meet their criteria. I have not driven to California in 2 or 3 years. I am just tired of the BS. Rates are better and there is more freight in other areas of the country where I don't need to go to the left coast to make good money. In fact, I would probably make less by traveling to California. I have not checked my fuel mileage in my T600 for some time, but the last time I checked I averaged 6.91 mpg. Not too bad for an older truck. I need to remember to check the mpg when I fill up next time.

At least you are in a position to take your time and find what you really want to buy that will best suit your needs. It seems to me that the states with the cheapest rates are the ones that have the most restrictions when it comes to trucks.

 

Allright, so I've been lurking around since my last post, reading, planning, learning. At this point I'm thinking I should just stay the heck away from this business. It seems that the laws of Economics are out of whack in this business right now. What I can't seem to understand is why the money is so hard? Back when I was driving we had jobs where the boss would get us all together and say right up front: "Boys this here's a hard money job, so we gotta earn it". For me, a young hot-shot, those were the fun jobs. We drove our ##### off, hot-rodding and hi-ballin'. Then, for me, it all paid the same, being a company driver. That was dirt hauling and the company got paid for loads and time. But today, the laws of supply and demand don't seem to apply. OTR jobs, with the regulations today, just can't be hard money jobs. Not if you run legally. There is a shortage of drivers, ad's everywhere for driving jobs in the oilfields, or OTR... radio is blanketed with ad's for companies offering to train a person for free. O/O's are being lured with the promise of a few extra pennies per mile and a fuel discount card. I saw an Oil company list jobs in North Dakota for O/O's offering $1.48 PM, and I couldn't believe it. How can a person stay in business running for that? I see great equipment for sale and at auctions for bargain prices, like hundreds of small operators are just getting out, going broke, moving on.

IMHO this job should be paying better money seeing as how there is a shortage of drivers and trucks. A number of wise men on these forums have said, over and over, a rate is low because somebody takes the low rate, and it would keep going up until it was a fair rate if people would just let it rise...

To me, a fair rate is enough to pay your CPM expenses, then a dollar a mile for the driver, then another dollar a mile for the company. So, I figure a guy wouldn't be able to make it unless he took at least $4.00-5.00 per mile, plus 100% of any extra for tolls and a fuel surcharge on top of, not included in the rate. And you know, I believe the shippers would pay it, too. I know some do, because there sure are some runs that pay that, why not all?

Supply and demand SHOULD mean that the compensation rises until there no longer is a shortage. It makes no sense to me....

 

There is no shortage of drivers and trucks . Thousands of CDL mill graduates are sitting home sending out applications waiting to be hired . Carriers have reduced their fleets because of less freight . They run ads constantly because of their high turnover but have no problem filling orientation classes .
Carriers like Schneider , JB Hunt , Watkins & Shepard and others are adding trucks by getting companies with private fleets to get rid of their trucks and sign a dedicated contract .
When a carrier has several thousand trucks they need less profit per truck than a carrier or private fleet with a few hundred trucks .