Pay To Stay - Will This Become The Norm?

This weekend, Ed and I were in Bordentown, New Jersey. There are only two truck stops there; a Pilot with very limited parking, and a Petro with 490 parking spaces. You can park at the Pilot for free but if you want a space at the Petro, you either have to pay $12.00 a day to park, buy $25.00 worth of fuel, or rack up the same amount in the c-store; every day you're there.  The Pilot was the obvious choice for us because we didn't need fuel and weren't planning on doing any shopping in the convenience store. Plus, I have a thing for Pilot.

We were lucky to get a spot; like I said, it's a small lot. But luck is often on our side when it comes to finding parking spaces across the country. Because we're self-contained with our shower, bathroom and kitchen, we don't often need a truck stop and all the amenities they offer. That wasn't always the case though, as we didn't always have the kind of truck we currently own, and it's not the case for most drivers. When drivers stop for the night, they not only need a place to sleep, they often want to eat and shower all at the same location.

Parking is always a problem, especially in urban areas. Sure, you can find a parking spot in Montana, but what about New Jersey when Vince Lombardi is full? Or how about Virginia with all the rest areas they're closing? And don't even get me started on California; if you go to the port in Long Beach, you better hope you have something that takes you past Barstow or Ontario because you're not finding any parking nearby.

What Is Being Done About It?

Research has been done, reports have been written and legislation has been drawn up, but we still have no place to park. Currently, due to the financial problems many states are experiencing, a lot of rest areas are closing, not just in Virginia. It's not unusual to be driving along and see a sign that says "Rest Area 47 miles" and then get there only to discover it's been closed. If you don't have a Plan B, you could be in for a long night fueled by Red Bull.

You would think turning those closed rest areas into more travel plazas would be a no-brainer for some enterprising individual, but private or commercial use of rest areas is prohibited by the Federal Government. Who knew?  In US Code Title 23, Chapter 1, Section 111, Paragraph a, it clearly states that private or commercial use of the interstate highway right-of-way is strictly prohibited.

And according to an article in The Congressional Quarterly (05/18/91), entitled "Efforts to Commercialize Rest Areas Has Businesses Crying Highway Robbery," author Mike Mills reported that in 1991 the Bush administration proposed allowing food and fuel "travel plazas" to locate at the 1,400 rest areas along the Interstate Highway System. That would have been nice, but NATSO (National Association of Truck Stop Operators), the McDonald's Corporations, and locally owned businesses fought the legislation on the grounds that privatization of rest areas would create unfair competition and ultimately devastate smaller communities that depend on the business at interchanges. The proposal never saw the light of day.  It doesn't surprise me that NATSO would block such legislation; naturally, they want drivers to park in truck stops.  But as a driver, it's clear that truck stops don't have the ability to accommodate the volume of trucks and in some places, there's nary a truck stop to be found.

There Are Other Alternatives - Why Aren't They Being Given Any Consideration?

What would be nice is if we were able to use the large open spaces that are available; vacant parking lots at retail stores. WalMart (which does allow truck parking in some locations), Target, mini-malls, shopping plazas, industrial parks and office complexes. These parking lots are largely empty in the evening hours and are often located in areas just off the interstate.  More importantly, they can be found in urban areas where parking is severely limited.  There are issues with alternative parking locations and some of them center around security, liability and sanitation (which is another blog post altogether).

The security issue is a big one and it was brought to light when Jason Rivenburg, 35, was murdered during an attempted robbery on March 9, 2009 when he was parked in an abandoned gas station lot in South Carolina, just twelve miles from his delivery destination.   As a result of that murder, a bill was introduced to the House over a year ago by Congressman Paul Tonko (NY-D).  Jason's Law directs the Secretary of Transportation to implement a pilot program to increase truck parking facilities.  It's great that it's been introduced, but it hasn't gone anywhere yet.

Issues Raised About Alternative Parking - And With Good Reason

Liability, which I'd imagine is a big concern for businesses allowing trucks to park overnight, or for extended periods of time in their lots, is most likely costly. Where does that money come from?  And who is going to cover the insurance cost should something happen when you're in that lot?  That being said, I don't really see a lot of difference between parking in a mall lot to shop or parking in a mall lot to sleep.

And the sanitation issue?  HUGE problem. We've all stepped out of our trucks into a parking lot that smells like urine and we've all seen pee bottles in parking lots and on the sides of roadways. It's truly the few in this case that ruin it for the rest of us.  Who wants to arrive at a mall parking lot that is strewn with urine filled containers?  Um, not even a truck driver.  

Final Thoughts

The best advice I can give is to do your best to respect the places you park, take note of the places you've been that have parking available (and like a good fishin' hole, don't tell anyone!) and finally, if you can forge a relationship with a location that allows you to park there, do it.

I feel our needs must be addressed, and as a group of millions, our voice needs to be heard. We help keep this country moving. The least they can do is give us a place to sleep when we're not.

In part one of this post, I gave you "Things" 1 thru 6.  Below are "the rest" of the things I've learned since becoming a truck driver.  I hope you find them helpful, or at the very least, a fun read. 

7.  We Are Family

When you become a truck driver, you become part of a family of drivers.  Everyone out here knows what you're going through; most likely, they've been exactly where you are now.  You have support if you seek it, friends if you want them and someone who always has your back.  Although times have changed if you listen to the stories the old timers tell and the talk on the CB is more often than not rated R, but that doesn't mean there still aren't plenty of people out here who will help you out when you need it.  And really, it's your duty to do the same.  If you see someone with a headlight out or notice that a strap or chain has come loose, do your best to let that driver know.  Some people, like me, don't drive with their CB on.  If you can catch their eye to get them on the CB (wiggling it in the air like I do, showing them I urgently need to speak with them), believe me when I say they'll appreciate the heads up.  I've helped out drivers with trailer doors open, a flat-bedder who had dunnage that was slipping from its securement and even one guy whose interior curtains were flying in the wind outside the passenger side window he rolled them up in.  Take care of your family and they'll take care of you.

8.  Be the Tortoise, Not the Hare

I drive like a grandmother; fifty-eight miles an hour, no matter where I'm going.  Oh, there are occasions where I kick it up a notch, but it's extremely rare.  When you're getting 6.5 miles per gallon, you do your best to conserve.  Not only is driving at higher speeds dangerous, it burns excess fuel and puts undue wear and tear on your equipment.  Your reaction time is minimized, your tire treads wear faster and pretty much everything that turns, cranks or injects works harder.  Driving hard and fast will always cost you money in the long run, and no one is in business to lose money.  Slowing down will get you there alive and believe me, in plenty of time.  I don't think I've been to a shipper or receiver in over five years that didn't make me wait once I got there.  Besides, it instills a sense of calm when you drive at a leisurely pace.  My number one priority is safety and Ed's motto for fourteen years has been "slow and steady wins the race."  Try it.  Speaking of slow...

9.  When You Think you're Going Slow Enough, Go Even Slower

Unless you're on a dedicated route that takes you to the same places day in and day out, chances are you're heading to a shipper or receiver you've never been to or pulling into a parking lot you've never seen.  This may be the day you have to navigate the small parking lot of a local, off-the-beaten-path truck stop.  No matter how well you scope out your entry, exit or parking space (and nothing beats getting out of your truck to visibly check if you're unsure), going slow is the one and only way to ensure a successful execution.  Whipping your truck around a parking lot (I've witnessed it with my own eyes) is not only stupid, but it can cause damage.  It's going to be tough to explain exactly how the fiberglass in your bumper got a big hole in it.  It's much better to take your time and proceed slowly.  If you think a shipper's entrance looks too small, slow down.  If you think you can't back into that spot, know that you'll have a better chance if you get out and look and take it slow once you proceed.  Unnecessary damage can be avoided if you don't move like the hare. 

10.  Know That What You Do Is Necessary, But It Can Also Be Fun

What we do is necessary to keep our country running.  People and industries depend on us.  According the American Trucking Associations, "more than 80 percent of American communities depend solely on the country's 3.5 million truck drivers for the delivery of their goods and commodities."  If you're lucky enough, you'll be able to visit the more than 80 percent of those American communities.  I don't look at what I do as just a job; I truly look at it as an adventure.  You have an opportunity as a driver that most people will never have in their lifetime; the chance to extensively travel our country.  Make it fun!  If you approach everyday with a sense of adventure, you'll likely get just as much out of it as you put into it.    

Until next time, live adventurously.

Prior to making my decision to go to school to obtain my CDL, I had never even been near an 18-wheeler.  Up close, that is.  Saw them on the roads but didn't really pay any attention to what they were doing or where they were going; didn't know anyone who drove one; and had never been in one.  Now that I drive one, it's like I've never driven a car.  Driving an 18-wheeler is not as difficult as one might think, but it's certainly different.  Below are some of the things I've learned.

 Ten Things I Learned Driving a Truck

1.   Size Matters

When you're driving a large vehicle, one that averages 75 feet in length, you learn to do things differently.  Everything you thought you knew about driving needs to be adjusted.  In addition to constantly checking your mirrors to make sure everything is where it's supposed to be and your trailer is still behind you, you will soon come to realize that every turn requires a wide swing, backing up is done without the rearview mirror and parallel parking is a fine art.  Yes, you really can parallel park an eighteen-wheeler.  You'll learn that intersections have to be quickly scoped out as you approach, in parking lots you should always look for a way out before you pull in, and in any metropolis across the country, you might find yourself circling the block several times before finding a corner where there isn't a car, stop sign or fire hydrant in the way of your turn.

2.  No Really, Size Matters

This time I'm talking about height.  In the decades I've driven a car, I never once thought to look up.  Did you know there's stuff up there??  In a truck, you're constantly on high alert for all things overhead: tree branches, power lines, bridges, overpasses, archways, entrances and more.  Most trucks have a standard height of 13 feet, 6 inches.  Anything under that and you could find yourself letting the air out of your tires like in that old joke about the guy who gets stuck under the bridge! Most low clearance locations are marked, but some states are notorious for having wrong markings (um, New York, anyone?).  And you don't want to find yourself facing a low stone tunnel or picturesque covered bridge on that back road you decided to take because you thought it would save you time.  It won't.  Which brings me to my next item...planning your route.  

3.  He Who Fails To Plan, Plans To Fail

Truer words were never spoken. Once you're dispatched and you know where you're going and when you have to be there, it's best to plan your route.  Run it on your computer mapping program to get a general idea of where you'll be going, but if you're not familiar with the area, you'll want to consult your professional driver's road atlas.   This is where you'll be able to check all the low clearance locations and restricted routes in the nation.  And don't rely on your GPS; they're a good guide, but they're made for cars, not trucks!  Believe me, it only takes one time to drill that into your head; and it'll be the one time you find yourself backing two miles down a winding country road because you decided to follow Mr. Garmin.   

4.   When in Doubt, Turn Left

Left turns are always easier to navigate than right turns.  For instance, when entering an intersection, making a left turn will almost always afford you the entire space of that intersection.  You can pull into the intersection, swing wide and easily complete your turn.  With a right turn, you have to worry not only about clearing the curb (and/or telephone pole, sign, mailbox or tree), but also any traffic in the lane you're turning into.  More than once I've had to scrap my plans for a right turn and instead, continue down the road to eventually make three more lefts to get back to where I needed to be in the first place. 

5.  Take Control

It's important that you not let your environment control you.  How you react to what's going on around you is extremely important and can ultimately save your life.  When you're driving a car, it's easy to get very comfortable in the driver's seat; you've got your knee on the steering wheel, holding it with one finger as you drink your morning coffee or chat on the phone with a friend.  In a truck, it's the polar opposite.  When you're behind the wheel of a truck, you're always "actively" driving.  Keeping your truck between the lines, checking your mirrors every 10-12 seconds, scanning the road ahead (sometimes you can see miles at a time), and anticipating what might happen is all part of your responsibility as a driver.  As you drive, it's always a good idea to run different "what-if" scenarios in your head, formulating plans for what you'd do if something took you by surprise.  How would you take control?  Don't let what others do on the road get under your skin.  Remain in control and always remember; you are getting paid to drive, most other people on the road are not.  Which is another way to say... 

6.  You Are a Professional

When you're driving a big truck, you represent the company you're driving for, even if it's your own.  You are getting paid to be behind that wheel.  You're not on a pleasure trip and you're not a tourist.  You are a professional driver.  Don't tailgate, don't speed through construction zones, don't leave your garbage in truck stops or on the side of the road and don't give other drivers a bad name by being discourteous.  We have a job that requires us to obtain a special license, often with additional endorsements (HazMat, Doubles, Tanker, Etc.) and we must follow a set of regulations set forth by the Federal Motor Carrier Safety Administration.  We are held to a higher standard than the average driver and that means we must act like the professionals we are. 

In my next entry I'm going to complete my list, starting with my number 6 - when you become a driver, you are also becoming part of a large, extended family. Until next time, live adventurously.

In my last post, I gave you a few ways to determine whether your head was in the right place to become an owner-operator; questions to ponder before deciding to make the transition.

To recap, they are as follows:

1. Are you ready to operate a trucking business on your own?

2. Are you disciplined enough to motivate yourself on a daily basis?

3. Are you willing to work hard? Really hard sometimes?

4. Do you have a basic working knowledge of the mechanics of the vehicle you'll be driving?

If you've answered those questions and feel confident your head is in the right place, read on. I also mentioned in the last post that becoming an owner-operator requires a certain level of personal responsibility. Part of that responsibility is being prepared for the challenges you will face and being able to determine what your needs are going to be in order to have a fighting chance from the very beginning. The old proverb "failing to plan is planning to fail" rings quite true in this situation.

So, you'll need to think about a few things. How much money will you need to buy a truck? What kind of equipment do you need to work with the company you eventually choose? Do you need your own trailer or can you rent one from the company you lease on to? What kind of freight do you want to haul? What part of the country are you looking to work in (if interested in regional or dedicated routes)? Who is going to dispatch your loads? How will you keep up with all the paperwork? What happens when your truck needs repair? Determine your needs.

Keep in mind that each of the following sections can be expanded exponentially once you start breaking down the items within each category, but I'll just cover the basics. Here are a few of the top considerations:

Find a Company That Meets Your Needs

You'll want to research companies early on in your decision making process. My suggestion is to look into companies who either work exclusively with owner-operators or have a large owner-operator base. The reason I say this is because you do not want to compete with company drivers, you want to be on a level playing field with other owner-operators.

Once you have narrowed down the companies that interest you, contact their recruiting department to find out what the requirements are for signing on as an owner-operator. For example, they may want to know how many years driving experience you have, what your driving record is, if you have over-the-road or just regional experience, what kind of equipment you have operated, what endorsements you hold, etc. Almost all companies will be interested in doing a criminal background check in addition to checking your driving record. Depending on the type of operation they run, they may be less strict in some of these areas, allowing you an opportunity that you might not have elsewhere. When you're confident you've found a good fit, the next thing you need to do is find a truck.

Find a Truck That Meets Your Needs

Now that you know who you'll be leasing to and what kind of freight you'll be hauling, it's time to find a truck. Find out from the company what kind of truck they require: Do you need a new truck or can you lease on with a used truck? How old can a used truck be? (some companies will not allow older than a certain model year) What kind of trailer will you be pulling? Do you need a truck with one, two or three axles? Sleeper or day cab? A powerful engine to make it up big hills or a smaller one to just run around town?

In addition to this information, you'll want to determine what specifications your truck needs; gear ratios of the transmission and differentials, and engine size for instance. Does the truck need to have air ride suspension (spring ride is becoming more rare), cruise control, engine brakes, power take offs (PTO), headache rack, etc.

Another big thing to consider these days are whether the truck you choose will meet the current EPA regulations. Vehicle emission regulations are becoming stricter in many states; for instance, by 2012, California will be prohibiting trucks of a certain age to enter their ports and eventually, their state. You do not want to purchase a truck that does not meet the current requirements, as modifications can be very costly, if even possible. A great source for keeping up on new and changing regulations is the Owner Operator Independent Drivers Association (OOIDA) website. Everything they do is done with the owner-operator in mind.

You also might want to consider how the truck will suit you for the next two to five years, because if you decide to move from your original company to another, will this truck be able to make the move with you?

Find a Support System That Meets Your Needs

By this, I mean anyone who will be helping you with your business. If you use your wife, girlfriend or daughter as a dispatcher, arm them with the information they'll need to help you succeed. If your brother-in-law, best friend or local mechanic is going to be the one working on your truck, determine what their rate will be and where the best place for them to get parts, etc. is. And as for keeping records, the most successful businesses keep impeccable records. Good bookkeeping is a large part of being a successful owner-operator. You have to know what your break-even point is, what to set aside for maintenance and repairs, what you can write off as business expenditures, how to use your per-diem as dictated by the federal IRS regulations, how to pay your taxes, etc. A good accountant for this part of your operation can be invaluable. Invest some time in asking around and doing your research for finding the best. You'll thank me in the long run.

So, you’ve been thinking about becoming an owner-operator. You’ve probably heard many stories about owner-operators; everything from fairy tales to nightmares.

1. The industry doesn’t favor owner-operators.
2. There’s no money to be made.
3. Fuel prices are too high to survive and freight levels are diminishing.

Or, conversely, you may have heard:

4. There’s plenty of work.
5. Rates have come back up and fuel prices have gone back down.
6. Now’s the time to make your move and buy your own truck because prices are low and large carriers are always looking for owner-operators to lease on with them.

These are among the many topics swirling around truck stops, service shops and virtually any location where more than two truck drivers gather. It seems owning and running a rig is the brass ring company drivers are always reaching for. Turning that fairy tale into reality may be easier than you think, so don’t let negative chatter keep you from grabbing the bull by the horns and going for an exhilarating ride.

There are actually quite a few steps involved in the process of becoming an owner-operator, and I will cover those in another post. But right now, I want to make sure your head is in the right place. Making the transition from a company driver to an owner-operator is very doable. I’m sure you already know people who’ve done it and have even met drivers who are successful. So what do they have that sets them apart from the rest of the steering wheel holders in the industry? They have the mindset of an entrepreneur. They decided to take a risk, albeit a typically well thought out one, to craft their own future. They have passion. They focus on goals. They have an innate ability to turn problems into learning opportunities. They know that the “get rich quick” scenario isn’t realistic and that slow and steady work and dogged determination will get them where they want to go. They’re not afraid to ask the “old timers” questions and are open to learning from others. They’re different.

As an owner-operator, you’ll be working for yourself. The amount of money you’ll make and the free time you’ll have will be completely in your control. But that puts a lot of onus on you. You have to learn to be proactive. You have to kick your own ass. Getting yourself in gear and staying motivated is a big part of being an owner-operator. You’re not going to have the incessant beeping of a Qualcomm to remind you it’s time to get up and go to work. It’ll also be up to you to build relationships with agents and brokers, find your loads, make your pickups and deliveries on time, and keep an eye on what’s going to make you a profit. The success of your business will be in your own hands.

That level of personal responsibility can be a scary thought to some, so you better make sure you’re cut out for it. If you’re not ready to be completely responsible for your own success or failure, then you’re probably not ready to become an owner-operator. You know why I say this? Because not only do I come from a family of entrepreneurs, but I am one half of an owner-operator team and my boyfriend’s been that company driver. He has the mindset of an owner-operator because he’s been doing it successfully for the past seven years. Before you get started you have to ask yourself if you have that mindset. Before you say yes, try asking yourself these four questions. And be honest. Your answers are going to go a long way in telling you whether you’re ready to make that leap from worker bee to Queen Bee - you guys know what I mean – the head of the hive!

Becoming independent means taking responsibility for everything that happens, and that responsibility starts on day one. You will be making all of the decisions and dealing with the outcome of those decisions, good or bad. The success or failure of your business is in your hands.

Can you sit in front of that computer and look for a load? Do you feel comfortable planning trips and doing paperwork? Are you able to manage your time effectively? You have to be confident in your abilities and know that you have the self-discipline to make this happen.

Being an owner-operator takes a lot of extra effort and time, more than you may be used to in your current situation. Every owner operator falls into a groove eventually and you need to have the patience to get there. Can you plod along steadily until you get the lay of the land and learn the ropes? Can you stick with it until it pays off? NOTE: In a future blog I’ll delve into the capitol requirements of starting an owner-operator business.

Can you change an alternator? Do you know how to fix an a/c compressor? Can you read an electrical schematic to find a short in your wiring system? Are you able to change hoses, belts and filters? These are all things that will save you money and make you “one” with your truck. The better you know your equipment the less your maintenance costs will be, greatly improving your bottom line.

The answers to these questions will provide you with some valuable insight into whether or not you’re cut out to be an owner-operator. And the more you research your decision, the better equipped you’ll be to make your transition. The trucking industry always offers up surprises and unexpected turns, but being prepared and being confident in the knowledge that you can handle whatever comes your way will make it easier to step into the owner-operator arena.

In my next blog post, I’ll explain some of the steps you’ll need to take to start on the road to becoming your own boss. The path you choose is up to you.