Author Archives: wpadmin

Mid-America Trucking Show – March 27 – 29, 2014

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The Mid-America Trucking Show, at the Kentucky Exposition Center in Louisville, KY., is more than a trade show.

As the annual forum for the heavy-duty trucking industry, attendees will have the opportunities for face-to-face interaction between industry representatives and trucking professionals.

Exhibitors will obtain marketing that can effectively introduce new services or products, increase brand awareness, promote products and connect with suppliers, customers, and prospects. Those in the trucking industry can research products and services, meeting with representatives and interview potential vendors and contractors.

MATS is where the industry comes together, where attendees network with Fortune 500 companies, where media outlets from around the world go to report on the business of trucking, and where trucking business gets done.

Mid-America Trucking Show – schedule

Thursday, March 27 VIP Session: 10AM – 1PM | General Admission: 1PM – 6PM

Friday, March 28 General Admission: 10AM – 6PM

Saturday, March 29 General Admission: 9AM – 4PM

Mid-America Trucking Show – Location

Kentucky Exposition Center
937 Phillips Lane
Louisville, KY 40209

Parking will be available for autos, RVs, and even Semi-Trucks with trailers.

Seminars may include: (Schedule subject to change)

  • CMV Inspection 101
  • Sleep Apnea-No Rule Rule on Sleep Apnea
  • Accounting/Finance
  • Big Time Training on a Small Budget
  • Increasing Tire Life and Ride Control
  • Pre-Trip Inspection
  • FMCSA Hot Topics

More information at http://truckingshow.com/

APU, Auxiliary Power Units, Generators

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APU, Auxiliary Power Units, Generators. They go by a variety of names but they all solve the same problems. Saving money while increasing truck driver comforts when stopped for long periods of time. Most over the road trucks now include many amenities to make the truck a more tolerable environment on month long cross country dispatches. The days of having a small bunk and limited storage for the truck driver is no longer acceptable. To recruit and retain truck drivers, companies are forced to spend money on rigs with many amenities. And lets not for a minute think that they companies are doing this because they want to – for unless the rig is operated by the owner, there are few companies that would lay out the expenses for these luxury accommodations. Well, at least luxury compared to 30 or more years ago.

Today’s common 60″ condo sleeper unit was considered a ridiculous overstatement 30 years hence, but now, most drivers not getting such amenities will feel insulted, unwanted and may just refuse to make a career out of a job with that company. Owner operators or team operations appreciate the extra space of 70 plus inch units.

Of course, what good is all that extra space if all you do is store stuff? Small refrigerators, TVs with DVD players, radios and music CD players and microwaves are not uncommon. And that is on top of climate control providing heat and cooling. All of these amenities require power. The cost of idling the truck’s engine can cost upwards of a one gallon an hour, plus additional wear & tear maintenance. Thus just idling the your unit for a 10 hour break can easily cost you $40 or more in bottom line profits. Spend the weekend on layover for a Monday morning pickup and your costs can be substancial. With Truck Stop Electrification limited available at limited locations, the economical solution is a APU or Auxiliary Power Unit.

Auxiliary Power Units

There are many manufactures of APU or generator units and I will not be able to cover them all. I welcome any companies or representatives that work with Auxiliary Power Units, to provide additional information on their company’s products. Is a few of the units available. I have no personal knowledge of these units.

The Dynasys APU

: With a Dynasys auxiliary power unit (APU), drivers can maintain in-cab comfort without the noise, vibration and expense of idling. Operating costs are reduced. And compliance with anti-idling laws is achieved as an added bonus.

Externally mounted on the truck rail, Dynasys is protected in its own weatherproof enclosure and operates using the truck’s fuel supply. This compact, diesel-electric system provides dependable comfort for the driver during downtimes, reduces emissions, and dramatically lowers fuel costs during idling. An optional shore power feature also allows the driver to power the truck’s HVAC from any 110v outlet to work independently from the APU. Financing may be available.

Rigmaster Power

Provides sleeper heating & air conditioning, 120 VAC power, fits on most Class 8 trucks, can power existing block heaters.

Turn off your engine and turn on a Rigmaster. Higher fuel prices and reduced truck engine efficiencies due to changing EPA requirements and the adoption of ULSD have all worked to create a challenging operating environment for fleets and owner operators. The RigMaster APU will relieve growing operating costs and stabilize the risks of a volatile market.

RigMaster Power is a complete stand-alone Auxiliary Power Unit that runs all night on what your idling truck engine burns in two hours.

I will amend this posting if provided information on other units.

Happy Trucking, John

Peterbilt 379 and 6 Yellow Roses: Radiator Pros

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It is amazing how often, as Americans, we have learned to not say thank you. In the golden years, okay, you pick when that was for you, people appeared to appreciate doing business with each other much more. When you walked into a business, you were greeted with a hello and you respond with a smile and hello. At the end of your transaction – you thanked the person helping you. Now, it seems, that the customer assumes they owe the serving person not only no thank you, but no respect.

I was made aware of the following story Radiator Pros (1616 NE Broadway, Des Moines, Iowa). The story highlights that old fashioned customer service is still alive and well. And equally important is that there are people that appreciate it.

Please read the entire story here: A 379 Peterbilt PLUS a Heavy Duty Radiator Equals Six Yellow Roses.

I hope that this story reinforces the need for quality customer service by companies. It also should emphasize that returning the courtesy is equally valuable. If, as a truck driver or trucking professional, you just once think that you should not be polite to the people you deal with – remember all the times you are on the other side of the counter. Do you appreciate it when, after dumping $500 worth of fuel in your tanks, the clerk says thank you for your businesses? Of course you do. And all that money was not going to the clerk – it was to the truck stop.

Karma is a two way opportunity. Pass on good emotions and those good vibes will often be returned to you.

Let us return American Trucking and American Customer Service to the way we do business.

And, while I was not personally affected by Radiator Pros’ customer service representative, I would like to thank them for their care, concern and compassion.

Happy Trucking – John Carter

Truck Stop Electrification

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Truck Stop Electrification is the new buzz word(s) in saving the environment. But there is more to buzz then just words. Today’s over the road trucks are mini-homes on wheels. While some are just the bunk, a little storage and maybe a 12 volt TV/Radio, many now contain small refrigerators, microwave ovens and other entertainment features. Some have sinks with hot/cold water. And of course, staying connected is now more important then ever, with email, video chat, TV show and movie streaming and video games. Add the growing office on the road requirements where paperwork, dispatch information and other reports are now handled instantly, and the growing electrical demands are out pacing the truck’s original battery power system physiology. When you factor in that many drivers are spending longer, multi-day trips on the road and are seeking more in creature comforts, the classic sleeper bunk will no longer cut it.

Be in the cold of winter or the heat of the summer, drivers now expect to be able to sleep in relative comfort. With the Hours of Service (HOS) changes now requiring longer more uninterrupted rest breaks, creature comfort is a more important factor. In the olden days, a driver could pull into a rest area, shut the truck down and craw into the bunk. About 4 to 5 hours later as the temperature in the sleeper became either too hot or too cold, the driver would wake up – and hit the road again. Now, being expected to be out of the seat for 8 to 10 hours at a time, the driver may need to maintain a more temperate environment to sleep thru the break and get the needed rest.

Modern commercial trucks are built with robust and hardy electrical systems, capable of producing more then enough electric juice for the needs of the modern, over the road truck. However, between the increased electrical loads from the toys and “household” appliances and heating/cooling needs, most drivers are forced to idle their trucks during their breaks. A 10 hour break, during which the driver will complete the mosaic of paperwork requirements, grab a meal, maybe a quick shower and of course 8 hours of sleep, a truck engine’s can nominally consume one gallon of fuel per hour. At $4.00 a gallon, that could be an easy $40 in mostly wasted money.

In addition to the wasted fuel, the idling truck creates added pollution. Both air quality pollution and noise pollution. Taken individually, the effects are minimum, however, when 100 trucks are all sitting in the same restrictively small area and each are idling away – the combined pollution and noise is measurable even without sensitive equipment. And at $40 per truck per 10 hour break – 100 trucks could exceed $4,000 in wasted potential profits.

There are two ways that truckers are cutting the idling – one is Truck Stop Electrification and the other is via APU, auxiliary Power Units or generators built into the truck’s systems.

Truck Stop Electrification

The growth of Truck Stop Electrification has taken several different paths. IdleAire, while maybe not the first, because the benchmark. Following their financial collapse, the pieces have been picked up by assorted entities. These services provide for stalls or parking spaces which have either overhead or ground level pylons with heated/cooled air, electrical connections, entertainment connections and other amenities.

The system is utilized by the driver parking in an assigned spot and connecting their truck, normally with unit installed into a cab’s window, to the system’s network. This then gives the driver access to heated or chilled air to maintain a comfortable sleeping and resting area. With access to cable TV, internet and other entertainment options, the driver can be at home even while not at home.

With some systems, the driver will purchase the the window interface and with others, the units can be rented short term during the stay. Pricing for different systems vary greatly, with some receiving support from taxpayer resources and others stand alone commercial operations.

For truck stop operators, Truck Stop Electrification, is a substantial financial investment. An investment that many truck stop owners are unwilling to partake because of the long term pay back requirements. The fastest growth in this area may require more private/public cooperation with cities or states offering grants, low cost loans or other incentitives for truck stops to upgrade these amenities. The cities, ever concerned about pollution and quality of life for near by residents, realize that Truck Stop Electrification could have a direct payback to their citizens. Several state Department of Transportation officials are also jumping on board realizing that Truck Stop Electrification offers many long term benefits to their state.

As increasing fuel prices continue to stress the profit margins of truck operators and pressure grows to curb pollution from idling trucks, Truck Stop Electrification projects will continue to grow.

Happy Trucking – John

Rand McNally Intelliroute TND 520 Truck GPS

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The Rand McNally Intelliroute TND 520 Truck GPS is as close to a trucker’s best friend as his or her trusty dog. Providing much more then just which highway to use, when to turn and how much farther to go, GPSs for commercial truck drivers have came a long time in a short time, and no doubt many new features are coming down the road.

The invention of GPS was a great thing, especially for the trucking industry. However, the early GPS systems were geared for 4-wheelers and as such while useful for truck drivers, to a point, they could also get a driver in a lot of trouble real quick. Every truck driver has to be aware of road restrictions such as height, weight or width limitations on their planned route. The first GPSs allowed for assistance with routing and route planning but after that, it was still not much more then a tool in the driver’s tool box. However, with the Rand McNally Intelliroute series of Truck GPS units, the GPS moves from being a tool in the driver’s bag of tricks but the Swiss Army Knife of all in one tools that long haul or flex route drivers need.

Highlighted features of the Rand McNally Intelliroute TND 520 Truck GPS

Weather – Show current conditions and forecast. Optionally choose from 10 different map overlays, including precipitation and wind speed.Weather and road conditions are the biggest single threat to your completing your assigned deliveries. Knowing what is going on in a timely manner permits you to consider alternate routes to avoid problem areas.

Fuel prices – View fuel prices on the map, or search by price, fuel type, or brand. When burning up 100 gallons of fuel a day, getting your maximum value for your money can add substantially to your annual net income.

Fuel log – Track fuel purchases by date and by state; calculate current and average fuel economy. When it comes time to file your IFTA reports – every 3 months – you will need much of this information. The Rand McNally Intelliroute TND 520 Truck GPS can assist you in maintaining your records accurately so you pay what you are suppose to pay but not over pay by paying fuel taxes in the wrong jurisdictions. Knowing your fuel economy can also teach you to be a better truck driver. Many drivers just drive until they need fuel and dump more in without paying attention to their driving habits, including bad habit that may be costing the money.

Team driving support – the TND250 allows you to keep timers and mileage separately for two team members. Every tool that allows the driver to maintain maximum utilization of the their log book increases your profitability. With the Rand McNally Intelliroute TND 520 Truck GPS, you have one more check and balance to assist you in not making a costly mistake. One wrong mistake on your log book could result in you being red-tagged out of service and fined $100s.

 

Rand McNally Intelliroute TND 520 Truck GPS

Screen shot of route

Rand McNally Intelliroute TND 520 Truck GPS

Weather screen

 

Highlighted features of the Rand McNally Intelliroute TND 520 Truck GPS has a large easy to read 5″ screen and comes with a windshield suction cup and charger. Once you take this co-pilot for a test drive, you will never drive solo again.

 

Trip Permits

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Trip Permits

Trip Permits are (generally) short term special use authorizations for a truck to operate with a state it does not normally operate within or hauling an unusually large or heavy load, even in the base state the truck is licensed in.

Many trucking companies do not pay the registration fees for all their trucks to be operated in all states. They many only establish authority to operate their trucks in a hand-full of states where they do most of their business. However, occasionally they need to send one or more rigs to other states to deliver or pickup cargo. TO legally enter a state and travel it’s highways, it is necessary for the company to obtain a Trip Permit. This can be done several ways. The company can contact the state directly and complete the process or the company can use a 3rd party commercial truck permit service. [If you google.com or bing.com Trip Permits, you will get dozens of companies that provide these services.]

The states, for the most part of made the process easy because it is all about revenue collection. To get the permit, you pay money. Now there are exceptions to the easy to do policy. Some states are much friendlier to work with then others. Names will not be named. That is one reason many companies will just turn to a commercial permitting company. Since these companies do this all day long and many have agents on duty 24/7, the extra cost of using them is offset by their ability to navigate the processes for each state and get it right the first time. A permit with errors could result in major fines and problems, including the truck and cargo being seized, until the issues are resolved.

Another common Trip Permit situation involves the moving of large or heavy loads. Loads exceeding 80,000 lbs generally must have special use permits. Key exceptions are that in some states, such as Michigan, truck/trailer combinations may have extra axles and thus authorized proportionately large loads. However, these trucks are restricted to in-state only and also pay substantially higher registration fees in the first place. Regardless of obtaining a trip permit, a truck is not allowed to haul heavier loads without more axles/wheels so it is not a simple matter to get an over weight permit and then put more on your standard 5 axle/18 wheeler.

Special Use Trip Permits may be required for wide and/or tall loads. As a part of the permitting process, the state(s) will identify the routes the load is authorized to take, the hours when the load can be moved (generally not at night) and special equipment/banners/markers that must be attached to the load. Additionally, the trucking company may be required to hire ‘Escorts’ to either precede the load, follow the load or both. Extra ordinarily large loads may have a police escort leading the procession, two private escort cars in front of the load and one of them with a height pole to check for anything not high enough to allow the load to pass under, and then a following escort car to warn drivers coming up from the rear an attempting to pass the load. All these requirements will be noted and specified in the trip permit or authorizations.

In the modern day of computers and online services and the use of the IFTA and IRP, trip permits are not as big an issue as they use to, however, a career truck driver will likely encounter a situation where they will need to deal with them.

International Fuel Tax Association (IFTA)

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International Fuel Tax Association (IFTA)

The International Fuel Tax Association, Inc., is commonly simply referred to as the IFTA, and was formed to manage and administer the International Fuel Tax Agreement. The ‘lower’ 48 or contiguous US States and the 10 Canadian Providences are members and use the IFTA as a means to efficiently collect fuel taxes from motor carriers (trucking and bus companies) that use the highways in their jurisdictions.

The IFTA Mission Statement is: “To foster trust and cooperation among the jurisdictions through efficient and effective planning and coordination and oversight of activities necessary to administer the International Fuel Tax Agreement for the betterment of the members and our partners.”

While the IFTA is based in Arizona, the primary dealings are with the appropriate (revenue collecting) agency in the state where the trucking company is based.

To understand the purpose of the IFTA, you need to understand that each state assesses fuel taxes on fuel (both gasoline and diesel) which is primarily used for road construction and maintenance. There may also be state and local sales taxes figured into the price at the pump. Since each state will have different tax rates – both the sales tax portion and the road fund portion – prices at the pump between two truck stops, one on each side of a stateline between two states may have different prices. Even if the prices are the same, an issue is that if a truck driver fills up 200 gallons in state A, and then drives thru state B, to state C and then finally into state D, they have used the roads in 4 states but paid all the taxes to just one.

Before the establishment of the International Fuel Tax Association, each state collected its own fuel taxes and not all states used the same procedures. States generally established “Ports of Entry” that would issue permits and assure the tax collection. If a trucking company knew it would often be traveling thru multiple states, they might file permits for those states in advance. However, it was still a burdensome process on both the states and especially the trucking companies. A company with only a few trucks might be able to manage the paperwork, but as the company grew to more trucks servicing clients in more states, the paperwork and support requirements were business prohibitive.

Pre-IFTA trucks in inter-state commerce carried a special plate (“Bingo Plates”) upon which each state’s permit sticker was affixed. This system was inefficient and costly for each state to manage.

Post-IFTA, the driver’s purchases fuel as needed or based on company policy. The driver also maintains a daily trip log that keeps track of the mileage in each State (or Providences) by noting the mileage at each state line. The driver will also note miles on toll roads as some toll roads may have  a different fuel tax assessment. At the end of each quarter, the company uses purchased fuel information and uses a average fuel mileage (MPG) to calculate the taxes owed to each jurisdiction – regardless of where the fuel was actually purchased. The company then files a single report with their home state. The states, via working with the IFTA, then transfer the balances between themselves as a form of equalization.

It should be noted that it is possible to be owed a refund or owe additional taxes. This can occur if, for example, all fuel is purchased in a state with a low tax and yet a lot of miles are driven in one or more states with higher tax rates. However, if the Fuel is purchased in high tax states but a lot of miles are driven in lower tax rate states, a refund may be owed. The solution to this is to attempt to buy appropriate amounts of fuel in each state (at least with in reason if not to the exact amounts) so that you are paying applicable tax rates. Many new drivers (or even some older ones) that go to work for large trucking companies are often confused by the company’s use of a fuel purchase manager, since often they are told to stop and get limited amounts of fuel at multiple locations rather then one large purchase at a single truck stop. This is because the system is attempting to distribute the purchases across the numerous locations to prevent under or over paying the fuel taxes each quarter.

Three states [Kentucky, New Mexico, and New York] have a “weight-mile” tax in addition to the standard fuel tax. Oregon uses a weight-mile tax calculation.

The IFTA addresses the issue of payment of fuel taxes to the appropriate jurisdictions while the International Registration Plan or IRP address issues related to the vehicle registration and thus permission to even be operated on the highways of each state.

There are a lot of theories on how to reduce your IFTA bill, but none of them legally. If you drive miles in a state you are expected to report that mileage and you will owe that amount. The only way to owe less is to report fewer miles, but in the event you are caught cheating, the fines and penalties will eat up a lot more then the savings.

For owner-operators [O/Os] one area that could cost them money is if the leasing company uses a fleet average to figure average MPG as opposed to a truck average. Some truckers drive more efficiently then others and many O/Os like to driver newer, more efficient trucks. The result could be that the O/Os are assessed a lower MPG meaning they could pay more IFTA while the less efficient trucks/drivers benefit from the owner/operators higher averages.

Dockworkers and my first high priority load

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I learned a lot about dockworkers with my first high priority load when I started work for a Grand Rapids Michigan based expeditor showed me a valuable lesson for dock workers who have their schedule.

I was called by dispatch about picking up a load of automotive parts just west of Detroit for delivery to an automotive assembly plant on the south side of Chicago. At the time I was driving a tandem axle straight truck with a 26′ box. I left my house, drove the leasing company’s yard where the truck was parked (in Kalamazoo MI) and headed east on I-94. I was about an hour from the pickup point when dispatch called me on the cellphone and asked my schedule. The broker had called in and said if we could not pick up and deliver by 6pm to abort the load. After talking with the dispatcher it was determined that I should be able to make it, so I continued on.

I arrived at the shipper and checked in. It was then that I found out the load was not near as important to these people as it was to the people in Chicago. (This attitude, by the way, raised it’s head numerous times in my short driving career.) I finally was loaded with about 12 crates of either starters or alternators (I forget which) and headed back west toward Chicago.

I drove steadily, made only one short rest room stop, and made it to the consignee with about 45 minutes to spare. Would have been a hour sooner but again the people loading the truck was less concerned about my schedule then I was.

When I arrived, I learned more of the story about the shipment. This particular component was in such short supply that if I had not delivered it – they would have to idle the assembly line and send 1 boat load of workers home. After checking in with the gate, they directed me to the docks that I would unload at. Once there, I asked the forklift operator which dock spot he wanted me and then I spotted the truck as requested. I then waited patiently while he scratched off several Illinois lottery tickets before he finally pulled the pallet off my truck and moved it directly to the assembly line (it was some distance in the plant but I could see he placed the pallet right next to workers on the line.)

He then came back and unloaded the rest of my load and took them a different direction to where I assume was the warehouse storage.

About one and half hours after I checked in, I was finally able to check out. I guess the moral or the story is that the load is only hot before and after you pick it up and before you arrive at the consignee. Once you are there, the receiver is less concerned about it because they now know where it is – even if it is still on your truck.

I have always wondered if this dockworker would have ever unloaded me if he had hit the lottery.

 

International Registration Plan (IRP)

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International Registration Plan

The International Registration Plan (IRP) is a cooperative reciprocity registration agreement between the 48 contiguous United States and the Canadian Provinces. Unlike automobiles, each state in which a commercial truck [or trailer] is operated, the states want the truck registered with them which included paying appropriate taxes and receiving a license plate. However, that could require a truck to display 50 or more license plates depending on where the company operates. And this would be for every truck power unit and trailer in their fleet.

Enter the International Registration Plan.  IRP’s fundamental principle is to promote and encourage the fullest possible use of the highway system. This is accomplished by encouraging and enabling trucking companies to efficiently and easily handle freight in multiple states, thus providing economic activities.

Rather then the motor carrier contacting each state registering their trucks, individually, where they operate, a base ‘Apportioned’ tag is obtained from the company’s home state. The company then uses the IRP to selectively register the truck in all states/territories where it will be operated. The IRP then apportions the truck’s registration fees to each of the accepted states. You can check the IRP’s website for specifics on the mechanics of this. Now rather then a boat load of paperwork and license plates, the truck has one plate and the driver carries a card with the states of authorization to operate in the cab. In the event of traffic stop by a police officer, the driver hands, among other things, the base plate registration and the IRP ID card. This allows the officer to know the truck is authorized to operate in that state.

As the more states a truck is authorized to operate in the costs go up, some companies will only ‘register’ the truck in a few states – those states the truck is likely to operate in. If a company only operates in the Pacific Time Zone States, it would not be prudent or cost effective or paperwork logical to also authorize 50 trucks with trailers to operate along the Eastern Seaboard.

The draw back for not registering every truck and/or trailer in every state is if the company is offered an opportunity to haul a load to one of the unauthorized states. The company can turn down the work, which may mean it would not be offered such loads in the future. Or the company can accept the load, but the truck could be ticketed and seized if caught driving without proper permits for every state along the route. This is another advantage of the International Registration Plan. The ability to obtain temporarily permits for those states to legally operate.

It must be noted that there are two types of permits that will need to be obtained, if necessary. The registration via the International Registration Plan, and the fuel tax permits via International Fuel Tax Association (IFTA).

A company can file and maintain their own permits, but like everything, there are costs both direct (membership fees) and indirect (manpower, training) to handle permits. This can be especially expensive in smaller companies. There are numerous companies that provide permit services. These companies can generally handle both IRP and IFTA permits as needed. However, temporary permits are much more expensive if used extensively over full year permits. A company would be much wiser to obtain all permits that they may need for the entire year. Another problem with temporary permits is that there can be delays in obtaining them for those last minute loads, risking missing deadlines.

This is only a brief overview of the IRP system and is designed to alert the truck driver to the fact that the International Registration Plan is something they need to be aware of with regards to their truck’s paperwork.

Your 1st Trucking Job

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Your 1st Trucking Job

Once you have your Commercial Driver’s License (CDL), you will start looking for your first truck driving position. While it is possible to work an entire career for one company, most drivers will change jobs at least a couple of times. This is not a reflection of the drivers and their loyalty but a combination of numerous factors.

A key reasons drivers will change jobs, especially very early in their career is a lot of the best companies  for will not hire new/rookie drivers. Also, many desired jobs (daily work, home nightly) are very competitive with a lot of drivers applying. With a lot of drivers to pick from, companies will [generally[ hire the best they can, often the more experienced drivers.

When you start looking at truck stop magazines or online for truck driving openings, you will see 3 common statements. They may be worded differently but they will say something such as:

  1. Students Encouraged (so new drivers are okay)
  2. 1 Year Experience required (Unless you can prove 1 solid year of OTR, do not apply. Even 6 months will generally not be sufficient.)
  3. 2 or More years required (Again, they are looking for someone that will require little to no training and those will sell then the sufficient experience will not be considered.)

You can always down apply. A driver with 20 years experience may at a company that will hire students, but not the other way around.

Companies will set these requirements based their ability or desire to train drivers. Regardless of your opinion of your driving skills and the fact that you completed a CDL Training course, you have a lot to learn about real world of trucking. Such as planning routes; handling changing traffic conditions; the proper paperwork/records; planning fuel stops; understanding different dock procedures and dealing with shipping and receiving clerks. And that is just the start.

Where ever you get your first driver’s job, you will be expected to work with a Driver’s Trainer in a team driving pairing for anywhere from two (2) to (6) months. Again, like it or not – but it will happen. The school taught you how to pass the tests – experience will teach you reality.

When selecting your first position (shall we not call it a job), you need to consider numerous factors. While clearly limited by your lack of experience, you will have fewer choices. However, that does not mean you have to settle for what is offered. Every person is different and every person has different desires. Plus where you live may offer opportunities now available everywhere.

Just a few of the things you will want to think about (and this is not inclusive)

  • Tuition Reimbursement. Some companies may offer to pay your school Tuition. Not all companies do. If this is important be sure to ask, even if not included in a company’s advertisement. If you do start with a company that pays your school costs, know the terms and make sure you can accept them. Most likely you have to agree to work their a minimum amount of time, often at least 1 year.  And generally they will not pay it all up front. They may pay it prorated over a year or more, or they might not pay any of it until the end of the year as a lump sum.
  • Where you will be working. Even companies that will hire new drivers may have weekly home time, while others you can expect to be OTR 25 out of 30 days. If you are single and want to make the maximum money – a lot of road time may be best for you. You may be driving coast to coast and border to border. Family demands may require you to spend more time with in a few states and home more often.
  • What you will be doing. Do you want to spend more time driving, you might look for a company that does more long hauls. It may pay less per mile, but you book more miles. Maybe you enjoy shorter runs, which means more time in and out of docks. Higher per mile pay but few daily miles on average. Do you hate sitting around waiting to unload? Some companies do most of their freight drop and hook – you back in to the specific dock, unhook the trailer and then hook to a different trailer and take off again. Sometimes the trailers may be dropped and/or picked up from a drop lot. Do you like a challenge – flat bed cargo may be for you. See Your Future Truck Driving Job part 2 for more info on types of trailers and cargo.
  • Rider Policy. Some companies do not allow any riders at any time under any circumstances. Others will allow your spouse or a child (16+) to ride with you under limited circumstances. Some are more generous then others. Under all circumstances, Federal Law and Insurance Requirements will demand that all ‘guests’ in your truck must be preapproved by the company. Pets may or may not  be allowed. If either of these are important, ask before you even waste your time setting up an interview.
  • Age of Equipment. Not much else to be said, but if other factors are equal, why drive a 10 YO rattle trap when you can pilot a new rig. Note,new trucks go to senior drivers, so you will get a hand-me-down.

Again, this is only a few of the things you will want to consider before you start you first career building position. But you will want to research because if you start at one company and leave after only a few months, you may find it harder to get a new position because the new company will be afraid to take a risk on you. And if you trade positions every year, again, companies may be afraid to hire you. No position is perfect, select one that is close your desires.

One simple way, after you have narrowed your selection of possible companies to work for would be go to any busy truck stop and approach drivers with your target companies in the fuel island or restaurant (never bang on the door of a truck) and ask this question “Knowing what you know now about [company name], would you hire on with them again?” You will get an answer real quick about the good, the bad and the important about the company.

Happy Trucking and welcome to your new career.