Tankers what does On duty (not driving look like)?

I hauled gasoline and it's much different than the mega's tanker work. You can have a lot of on-duty not driving because sometimes the loading rack will go down and you have to wait. You have no idea when the rack will be open again so you wait. However, that's not an issue for most of us because you're getting paid by the hour and all the loads are less than 100 air miles. If you're looking for a gasoline job you'd better hurry up and find a good company because most of those gravy jobs are shutting down. The major oil companies are just about done with getting rid of their drivers, selling their trucks, and dumping all their equipment associated with distribution. They now hire an outside company to haul their product.

 

The majors are done hauling their own product, at least in our area. When I started driving...back in the days before vapor recovery when we still top loaded everything...there was Shell, Texaco, Chevron, and Arco, all with their own trucks. They're all gone now.
Those were the jobs that everybody wanted. Career jobs. I was all set to go with Texaco but they pulled their trucks out of our area and the only option was to go to LA. I went with PIE tankers instead.

 

They get the bleach from Longview now. And it is no longer a Weyerhauser plant. Now Cosmo Speciality Fiber (or Fibre). I have delivered the same stuff to the same place.

 

Thanks. How long ago did it change? And you wouldn't happen to drive black Peterbilts, would you?

 

Heh, I used to drive black Peterbilts. As I understand it, the plant shut down for a while, then re-opened with the new company. That was some years ago, well before my time there.

 

Some companies require driver to unload. They could become challenging considering that you need to supervise the pump, the hoses, the tanker vent, the liquid flow and many other additional tasks.

Extra pay depends on your situation: company driver or lease operator. Possible detention. Do not believe it is a large number. You may be in disappointment.

Tank washes. good question. Anywhere from a drop and hook, two hours or a whole day. depending on what the previous tank was hauling IN IT. Remember some of these must be Kosher, so if the trailer has not be Kosher sanitized for food hauling you MUST find one that complies. ***IMPORTANT*** ALWAYS: Make sure you carry a copy of the tank wash certificate paper. You need to make sure it matches the tanker trailer number. Also have the phone number of the tank wash company in case you need to request a copy by FAX. ***CAREFUL*** some shippers may have terrible paperwork organization skills to the point that it makes one think about the Bermuda triangle. Do not rely on anyone to collect, organized, match or request (fax) YOUR VERY OWN SHIPPING DOCUMENTS. Driver is not involved in the automated cleaning process. You must only park the trailer where you were asked to and double check the end result.

Yes. Driver may get dirty. Always use personal protection equipment, but never rule out possible partial exposure to anything. Imagine what happens when a hose bubbles, leak or when a hydraulic pump fails when unloading. ***IMPORTANT*** Driver needs to study emergency spill procedures. Learn the steps and follow.

Automatic transmissions and tanker, smooth bore, trailers may not be a good match. Driver can not travel at full speed with a loaded tanker. In my opinion, maximum speed is around 61 mph. It may sound funny, but it does not become funny when you have surge pushing the tractor while traveling down hill. 55 mph become 70 mph in less than 6 seconds. Also, consider that driver has around 6 to 7 break applications before air tanks are reach a concerning level and break pads are heating up fast. ***IMPORTANT*** study your gears and select the appropriate gear for the descent or climb that will yield the right amount break applications and revolutions per minute, most commonly known as R.P.M. (check engine coolant and oil levels regularly) I personally like both transmissions, but manual has always been the standard choice of most drivers.

dry tank vs liquid tank? There are no pros or cons only differences. Liquid tanks carry surge, venting and unloading responsibilities. I have not worked with dry tanks, but it does not differ much from liquid. I have observed drivers carrying a rubber hammer to hit the pipes to ensure zero clogging points. You must consult an expert or take a training course in order to fully understand this subject. It is not a simple matter. Pressures per square inch (PSI), material pressure resistance and flow need to be understood. I am no expert. I do not know.

Pulling, bracing and connecting trailer length hoses possibly resembles a tarp or strapping job. I prefer unloading a tanker because it could become a hilariously challenging job. Driver must measure the length of the hoses and the distance of the tanker trailer to the unloading port for continuous attachment; further, Driver also needs to make sure the tank hatch is OPEN for venting and it MUST remain OPEN. The wind may shut it close. Also, customer is to receive ALL product which means wooden blocks are to be placed under landing gear, depending on incline, while the landing gear is continuously and slowly raised to make sure customer gets ALL of what he paid for. Even if it means collecting drips on a container for side delivery. It is their product. In the event of a spill, you need to report and determine whose fault is: the driver? equipment failure? the receiver? the tank wash? I do not know, but companies may dispute about monetary compensation over a gallon or two of spilled material like if having a good/clean/strong business relation is not relevant.

Sorry for the detour, but to answer your question there is less driving on tanker hauling, more waiting on tank washes, less work than putting a tarp and lighter unloading work. It sounds a bit more relaxed, but on the other end...all unloading and waiting require you to be on ON DUTY/NOT DRIVING, so there goes your clock. ***IMPORTANT*** keep track of your times because if you forget to switch duty status you may not have the hours to run the load. Be compliant with DOT.

I cannot tell you for what company I worked as a lease driver, but if it wasn't for the ridiculously large weekly truck payment; it would have been profitable. Maybe as an owner operator...who knows.

Very much tired of typing at this point.....good luck. Keep your eyes on the road. be safe.

 

LOL, I started typing what a typical run was like, and it was a wall of text before I was even back on the road with the load. The place I worked was cpm, and then switched to hourly pay as soon as you arrived at the shipper/receiver. You had to push and pull hoses. Climb up and down the trailer. Usually you had to open the top hatch for loading, either for venting or because that's where the product went in the tank. NEVER waited for a tank wash. Trailers are usually assigned a particular chemical and almost always carry only that chemical. If there was a time a trailer needed a wash, you would usually just drop it off and grab another trailer. For hazardous chemicals, you are wearing rubber head to toe. If you get dirty, you are doing something wrong.
Good luck.

 

With tankers you'll either unload by gravity or by pump depending on the set up at receiving. so in alot of cases you will be doing the unloading and reloading. which means less time wasted waiting in line at warehouses. there is the hazmat side of things unless your hauling fruit juice or water. Some companies my pay a mile rate plus an unloading fee or they may just pay you a full hourly rate this is something you'll need to work out with your future employer.

 

I am brand new to tanker after 20 plus years pulling vans. The on-duty not driving is loading/unloading, unless the customer does that for you. I'd say about 75% of the time on my hazmat loads the customer does all of the work. I just have to put the tanker truck where they want it. I then stay in the truck or sit in a break room.

I can't speak about tank washes as we share a yard with one so my experience is drop a dirty trailer and pick up a clean trailer.

I was very concerned about surge before getting here, don't be. Yes, you cannot drive tanker like I drove light, well-braced dry van. Yous just learn to accelerate slower, instead of stomp the throttle and go. You learn to avoid panic stops by looking further down the road and anticipating. You learn to slow well before on/off ramps to below any advisory speed and maintain a steady speed until the curve is over or accelerate slightly while going through the curve so product is moving backwards, if it's moving.

Follow good procedures, don't take short-cuts, and loading/unloading and driving tankers is no big deal. One thing I notice on my loads you are either a max gross weight or empty. Dry vans and flatbeds your loads vary greatly. Not every dry van load is maxed out. I suspect most tanker loads are maxed out.