Guns In Trucks
Many years ago a bonded carrier could carry a gun. Today that is no longer the case. Today the only way you can carry a gun in your truck is if you have a permit in the state that you are carrying the gun in.
I have purchased two shotguns in my life and they were purchased solely for self defense. One was a 12 gauge and one was a 20 gauge. It is extremely fortunate that I never used these weapons. If you are in a remote area and need immediate help, a gun does come in handy. Protection of life is the most important thing a person can do. Sometimes, simply the threat of force can ward off even the most ignorant people.
If people think you are armed, they will most likely stay away if they were intending harm. Perhaps they will think twice if they think that they themselves may end up hurt or dead upon initiating an aggressive act.
Not so long ago a trucker parked in a vacant lot in South Carolina. His name was Jason Rivenburg. He was shot to death in his truck. Had he had a gun, he could have defended himself. You would think that truckers, like ranchers who live in remote areas, should be able to protect themselves in remote areas by being able to carry a gun. The odds that law enforcement can arrive in time are slim to none.
There are many drivers who carry guns out here. Most of them are either deputies in their home towns, or are permitted to carry guns in the states that they travel through. I'm not a fan of everyone carrying guns, but some people need them more than others. In a country with 300 million people that has just about as many guns as there are people, its impossible to ignore the prevalence of gun ownership in our society.
The Turbo
I'm trying to do something with this truck that I've never done before: Reach one million miles without changing the major components under the hood. Of course, maintenance is the key. Everything must be greased on schedule, every filter changed on schedule, and every lubricant must be sampled to check that it's doing what it's supposed to.
Most of the other drivers I talk to will regularly go through component after component. Wearing everything out far before it should be. We do about 100,000 miles a year. And our max speed is 58 MPH. We will go faster depending on what the customer demands, but on average our loads have enough time to get there at 58 MPH. We never idle the engine and I mean NEVER! Idling these engines is death to the internal components. The turbo is not designed to be run at an idle. When the engine is idling, the turbo isn't spinning at its optimal rate and the turbo just doesn't handle this for a prolonged period.
The older engines without exhaust gas recirculation handled idling much better then these new emissions compliant engines. Without a turbo, the engine is useless. The blades in the turbo can become pitted and the internal parts wear out. Over time the turbo can fail. Mine has lasted over 700,000 miles so far and it passes every inspection I throw at it.
Every 100,000 miles, I adjust the overhead valves in the head. When I get this done, I throw the truck on the dyno. So far at 700,000 miles, I'm still getting 70% power to the ground. That's pretty good. It indicates that the turbo is working and everything is chugging right along. I could tweak the systems on the truck and tune it for more horsepower, but when the original configuration is tinkered with, it pushes the components to their limits. This can result in more performance, but at a higher price.
There are aftermarket turbos that would yield more power, but with more wear and tear on the other internal components of the engine. The battle is on to maintain this truck as it ages. The last truck we had went to 1,030,000 before it completely failed, but we replaced the engine and ran that engine out another 300,000 miles before we traded it in for a new model.
As with any business its about return on investment. The longer you can successfully run the truck, the more of a return you get.
Most of the other drivers I talk to will regularly go through component after component. Wearing everything out far before it should be. We do about 100,000 miles a year. And our max speed is 58 MPH. We will go faster depending on what the customer demands, but on average our loads have enough time to get there at 58 MPH. We never idle the engine and I mean NEVER! Idling these engines is death to the internal components. The turbo is not designed to be run at an idle. When the engine is idling, the turbo isn't spinning at its optimal rate and the turbo just doesn't handle this for a prolonged period.
The older engines without exhaust gas recirculation handled idling much better then these new emissions compliant engines. Without a turbo, the engine is useless. The blades in the turbo can become pitted and the internal parts wear out. Over time the turbo can fail. Mine has lasted over 700,000 miles so far and it passes every inspection I throw at it.
Every 100,000 miles, I adjust the overhead valves in the head. When I get this done, I throw the truck on the dyno. So far at 700,000 miles, I'm still getting 70% power to the ground. That's pretty good. It indicates that the turbo is working and everything is chugging right along. I could tweak the systems on the truck and tune it for more horsepower, but when the original configuration is tinkered with, it pushes the components to their limits. This can result in more performance, but at a higher price.
There are aftermarket turbos that would yield more power, but with more wear and tear on the other internal components of the engine. The battle is on to maintain this truck as it ages. The last truck we had went to 1,030,000 before it completely failed, but we replaced the engine and ran that engine out another 300,000 miles before we traded it in for a new model.
As with any business its about return on investment. The longer you can successfully run the truck, the more of a return you get.
The Future Of Trucking
If you've ever wanted to drive a truck, you'd better get on it. One word - robots. Elon Musk recently said that automated vehicles are 5 to 6 years away. Trucks will follow soon afterward. At first they will still have drivers, but over time, the drivers will go away. That is what my crystal ball is telling me. It stands to reason that automation has been place since the 70's in aircraft. Equipped with several redundant systems that will take over if one of them fails.
The pilot still needs to be there to make sure that the automation is doing what it's supposed to, but the more time rolls by, the more equipment becomes automatic.
Power steering, automatic transmissions, GPS, Lidar, Radar, proximity sensors, electronic engine controls, and imaging recognition technology that allows cameras to read and remember what they read. Finally the brain that combines all of these features into what's called the autopilot.
Tesla motors recently launched their latest product, a car with limited autopilot. The big cost of adding autopilot to your Tesla? A whopping $1400.00! That's it! So the technology is on the immediate horizon. Like I started this post saying, if you want to be a good ole Trucker, you better get in now.
In 15 years, there may no longer be truckers as we know them today.
The pilot still needs to be there to make sure that the automation is doing what it's supposed to, but the more time rolls by, the more equipment becomes automatic.
Power steering, automatic transmissions, GPS, Lidar, Radar, proximity sensors, electronic engine controls, and imaging recognition technology that allows cameras to read and remember what they read. Finally the brain that combines all of these features into what's called the autopilot.
Tesla motors recently launched their latest product, a car with limited autopilot. The big cost of adding autopilot to your Tesla? A whopping $1400.00! That's it! So the technology is on the immediate horizon. Like I started this post saying, if you want to be a good ole Trucker, you better get in now.
In 15 years, there may no longer be truckers as we know them today.
Fuel Planning
Before you ever turn the key and hit the road, you need to know where you will be going to buy fuel along your route. There are a couple of websites out there that simplify this process:
Promiles
Fuel Advice
These are the two I've used so far. Promiles is the more expensive one, yet more meaty and more decked out with all the bells and whistles. FuelAdvice is simpler, less expensive, and a bit flawed, but it yields similar results to Promiles if not identical when it comes to where to stop to get fuel.
There are a few factors when buying fuel such as fuel tax, fuel price, amount of fuel purchased, and what fuel stops lie ahead. The best way to do this is to run the fuel route every day because prices change. You need to know your fuel tank capacity, fuel mileage, and your projected fuel mileage which is different from your standard fuel mileage. I'm saying projected fuel mileage, but there are a few factors that will change your actual mileage. Are you driving empty or loaded? Will you be going through mountains or flat lands? Will you be going uphill into the wind or downhill with the wind? Will there be a side wind the entire trip? Will your load be oversized therefor allowing less stops to maximize driving time during daylight?
Will you have enough time for multiple stops or do you need to stop once and top off the tank so as not to be wasting time at truck stops?
Your fuel tank capacity is written on the fuel tank, however even though I have 2-140 gallon tanks, I can never get more than 240 gallons, because of how the tank holds the fuel. I've never had a truck that could fill the amount of fuel that the tank's rated capacity said it could.
Fuel tax and fuel prices are compared in real time on these websites and they have access to the last purchase made with one of the major fuel card companies out there. So when I swipe my Comdata card in the fuel pump, that price is sent to Comdata and from there it is made available to everyone. You can do this yourself through Comdata here:
www.Gocomchek.com
It wont tell you that I personally bought fuel somewhere, but it will record that someone using a Comdata card bought fuel and for what price they bought it for.
There are a few strategies to fuel planning that I use commonly. Since Salena and I are a team operation, we have loads that require less stopping because of time constraints. Typically I will have a topped off fuel tank on arrival, but that can depend on the weight of the load. If it is a very light load, I will top off the tank at the cheapest place I can find along the route, but if I think that I might be near my maximum load weight, which is about 40,000 lbs., I will only show up to the shipper with about 1/4 of a tank of fuel just in case the load puts too much weight on my drive axles and causes me to have less fuel carrying ability.
There are many strategies used to save fuel. From taking the shortest routes through small towns with local police and stoplights everywhere, to running slow on the interstate and minimizing shifting while revving the engine. You have to run the numbers and see what works for you. Sometimes saving fuel isn't worth the hassle. And sometimes it is.
Promiles
Fuel Advice
These are the two I've used so far. Promiles is the more expensive one, yet more meaty and more decked out with all the bells and whistles. FuelAdvice is simpler, less expensive, and a bit flawed, but it yields similar results to Promiles if not identical when it comes to where to stop to get fuel.
There are a few factors when buying fuel such as fuel tax, fuel price, amount of fuel purchased, and what fuel stops lie ahead. The best way to do this is to run the fuel route every day because prices change. You need to know your fuel tank capacity, fuel mileage, and your projected fuel mileage which is different from your standard fuel mileage. I'm saying projected fuel mileage, but there are a few factors that will change your actual mileage. Are you driving empty or loaded? Will you be going through mountains or flat lands? Will you be going uphill into the wind or downhill with the wind? Will there be a side wind the entire trip? Will your load be oversized therefor allowing less stops to maximize driving time during daylight?
Will you have enough time for multiple stops or do you need to stop once and top off the tank so as not to be wasting time at truck stops?
Your fuel tank capacity is written on the fuel tank, however even though I have 2-140 gallon tanks, I can never get more than 240 gallons, because of how the tank holds the fuel. I've never had a truck that could fill the amount of fuel that the tank's rated capacity said it could.
Fuel tax and fuel prices are compared in real time on these websites and they have access to the last purchase made with one of the major fuel card companies out there. So when I swipe my Comdata card in the fuel pump, that price is sent to Comdata and from there it is made available to everyone. You can do this yourself through Comdata here:
www.Gocomchek.com
It wont tell you that I personally bought fuel somewhere, but it will record that someone using a Comdata card bought fuel and for what price they bought it for.
There are a few strategies to fuel planning that I use commonly. Since Salena and I are a team operation, we have loads that require less stopping because of time constraints. Typically I will have a topped off fuel tank on arrival, but that can depend on the weight of the load. If it is a very light load, I will top off the tank at the cheapest place I can find along the route, but if I think that I might be near my maximum load weight, which is about 40,000 lbs., I will only show up to the shipper with about 1/4 of a tank of fuel just in case the load puts too much weight on my drive axles and causes me to have less fuel carrying ability.
There are many strategies used to save fuel. From taking the shortest routes through small towns with local police and stoplights everywhere, to running slow on the interstate and minimizing shifting while revving the engine. You have to run the numbers and see what works for you. Sometimes saving fuel isn't worth the hassle. And sometimes it is.
Being A Landstar Leased Owner Operator
Landstar is a company whose main purpose is to connect shippers and receivers to anyone that can help them move their freight. For almost 13 years, I've been working with Landstar to make my business successful. There are benefits to being leased to a carrier like Landstar. They allow you to work on your schedule. If you want to take time off, you do so at your leisure. Landstar will manage your weekly fees, such as worker's compensation, bobtail insurance, license plate fees, and permits. For a 2 person operation like I have, that is usually about 80 bucks a week in fees. Those fees are pulled out of the check whether you are working or not. If you are just one person, you will pay around $50/week.
If you are taking an extended amount of time off, you just pay Landstar those fees and make sure that your logbook is current, and you can come and go as you please. Landstar does prefer that you make some money every year because it is a business they are running. Although there are retirees who are leased onto Landstar who only work during the summer and keep their payments to Landstar current. To put equipment on with Landstar, the tractor does not need to be any particular make, model, color, or year, as long as it is capable of functioning with an EOBR.
To lease onto Landstar you must:
- Must be at least 23 years of age, possessing a Class A CDL with HazMat (H) or combination (X) endorsement.
- No more than two at-fault accidents and two motor vehicle violations within the previous 36 months, or no more than one at-fault accident and three motor vehicle violations during the previous 36 months.
- No involvement in a preventable DOT recordable accident in the past 12 months.
- Operators must have one year (six months for Expedited) of verifiable over-the-road driving (including snow and ice) within the past three years or three years verifiable experience in the last 10 years, of which six months must be within the previous 48 months, with a Class A (or Class B for Expedited) CDL using the type of equipment similar to what you will be operating at Landstar. No felony convictions within the past 7 years. All other felony and misdemeanor charges are reviewed on a case-by-case basis.
- No positive drug or alcohol test including refusals and pre-employment results.
- No suspensions of more than 30 days for moving violations in the last 36 months.
- No more than one serious violation as defined on Table 2 of section 383.51 of the FMCSR handbook within the previous 36 months prior to qualification.
- No railroad-highway grade crossing offenses as defined on Table 3 of section 383.51 of the FMCSR handbook within the previous 36 months prior to qualification.
- No citations or convictions for Reckless Driving or Careless Endangerment during the 36 month period prior to the order date of the MVR.
- No DUI charges during the 60 month period prior to the order date of the MVR in a personal or non-commercial vehicle and never in a commercial vehicle.
- Proficient enough in English to understand highway traffic signs and signals, respond to official inquiries, make entries on reports and records, and converse with the public.
- Be safe
- Do what you say you will do in regards to the loads you are hauling
- Have a low CSA score
- Maintain a legal log book (All Landstar new hires must install an EOBR/ELD/AOBR)
- Have equipment that is current on inspections which are required every 4 months.
As a truck owner/operator, you can work for yourself on your own without a lease to a carrier, but being on board with a lease carrier like Landstar is a good way to get your feet wet in the owner/operator world and understand how to succeed. It's also a good way to get to know other people in the business and see what you can offer to help them accomplish their goals.
Landstar offers it's leased drivers numerous different paths. You can drive your truck, hire people to drive your truck or trucks, become an agent who sells Landstar's capabilities to customers, or even work in a corporate capacity in one of Landstar's offices, meeting the needs of the global marketplace and potentially one day becoming the CEO.
I will say that luck can play a part in your trucking career, but having the right people behind you in sticky situations can make all the difference. Landstar has been there for me over the past 12 and a half years with work, freight, and opportunities. And for that, I'm appreciative.
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