My personal stats as a company driver at Superior Carriers (July 31, 2006 to Oct. 07, 2007)
Gross Pay: $61,343.70 (All mileage pay, training pay, orientation pay, hourly pay, holiday pay, personal day pay, vacation pay)
Hub miles: 115,898 (Avg.: .529/mile)
Paid Miles: 109,115 (Avg.: .562/mile)
Mileage Difference: 6,783 (6%. All miles incurred driving to/from home and off-duty time, and out of route)
Hazmat Loads: 28
Days Working: 318 (72%)
Days Off: 124 (28%)

8)

Superior Bulk Logistics Pay/Benefits
Company Drivers
SUPERIOR CARRIERS, INC. (1 year O.T.R. required w/HAZMAT, or Student grad from approved school dependent upon individual terminal's needs)
http://img.photobucket.com/albums/v2...perior9200.jpg
http://img.photobucket.com/albums/v2...riorFLD112.jpg
Mileage pay (Practical Route Miles):
.415 Loaded/.34 Empty.

Loading/Unloading Pay (All live loads):
$20 first 2 hours, then $13.30/hour.

Drop/Hook Pay (For load pickups/drops):
$10.
Note...if a driver is delayed more than 45 minutes during a drop and hook at a customer due to the load not being ready, waiting for security, paperwork, sample results, etc. then the driver will be paid the $20 live load flat rate, then hourly as necessary.

Tank Wash Pay:
$20.
Note...almost all tank washes involve dropping the dirty tank and/or hooking a clean tank during which the driver is paid according to the hourly rate. If the driver is required to wait for their assigned tank to be cleaned then the driver will be paid the $20 tank wash flat rate.

Breakdown Pay:
$13.30/hour.
Breakdown pay will be paid until the driver goes into a hotel if necessary due to an extended breakdown situation, then will go on layover pay schedule.

Sleeper Berth Pay:
$10/night.

NYC Pay (per load going in or coming out):
$50

Canada Border Crossing Pay (per loaded crossing):
$15 first hour, then $13.30/hour.

Local Pay (Loads under 76 miles of domiciled terminal. Also, 51% of your loads must be "local" to be paid this rate, otherwise will be paid the normal hourly rate.):
$16.54/hour.

Layover Pay (after 15 hours):
$13.30/hour ($106.40 each full paid 8-hour period). First fifteen hours free, then paid eight, then ten free, then paid eight, etc if necessary. Hotel authorized for extended situations.

Holiday Pay, Bereavement Pay, Jury Duty Pay:
$106.40/day.
Eight major holidays, one floating holiday, and three days for funeral of family member.

Personal Days (after 30 days):
$106.40/day.
0-3 years: 2 days per year.
3+ years: 5 days per year.
Note...driver can "bank" up to thirty days.

Training Pay (Depending upon experience):
Experienced drivers: $13.30/hour all on-duty hours.
Inexperienced drivers: $100/day for up to six weeks, as deemed necessary by trainer.
Also, within sixty (60) days of hire, driver must attend the company's five-day safety and orientation course in Kingsport, TN. Driver will be provided company-paid lodging and paid $100/day training pay. If driver fails course they will be immediately terminated and not eligible for re-hire.

Vacation Pay:
$793.92/week (48 hours x 16.54/hour).
2 Weeks at 1 year.
3 weeks at 8 years.
4 weeks at 16 years.
5 weeks at 24 years.

Time Off:
5-7 days out, 1-2 days in.

Insurance (after 30 days):
Health, Dental, and Prescription Insurance:
Single plan $18/week, $250 deductible.
Family plan $37/week, $500 deductible.

Life, Short-term disability, and long-term disability insurance are paid for by the company.

Vision Insurance:
Not available.

401k Plan (Open enrollment every quarter. Company automatically enrolls driver at 3% unless other amount requested or driver declines enrollment):
Company matches 50% up to a max of $600 annually. Immediate vesting.

Profit Sharing Plan (After 1 year)
Vested after seven years.

CARRY TRANSIT (1 year O.T.R. required, or, Student grad from approved school dependent upon individual terminal's needs.)
http://img.photobucket.com/albums/v2.../Carry9200.jpg
Base Mileage/percentage Pay (Practical Route Miles):
.40 Loaded/.30 Empty (Loaded/empty miles over 120 miles).
24% (loaded miles under 120 miles)
Also, many loads pay a flat-rate dependent upon the individual terminal's customer base.

Loading/Unloading Pay:
$10 first 2 hours, then $15/hour.

Tank Wash Pay:
$15.
Note...almost all tank washes involve dropping the dirty tank and/or hooking a clean tank during which the driver is paid according to the hourly rate. If the driver is required to wait for their assigned tank to be cleaned then the driver will be paid the $15 tank wash flat rate.

Breakdown Pay:
$15/hour.
Breakdown pay will be paid until the driver goes into a hotel if necessary due to an extended breakdown situation, then will go on layover pay schedule.

Canada Border Crossing Pay (per loaded crossing):
$15 first hour, then $15/hour.

Local Pay:
$15/hour.

Layover Pay (after 16 hours):
$15/hour ($120 each full paid 8-hour period). First sixfteen hours free, then paid eight, then sixteen free, then paid eight, etc if necessary.
Hotel authorized for extended situations.

Holiday Pay, Bereavement Pay, Jury Duty Pay:
$120/day
Six major holidays, and three days for funeral of family member.

Training Pay:
$12/hour for up to three weeks, as deemed necessary by trainer. Must also complete four-day orientation and safety course in Kinsport, TN (see Superior Carriers info).

Vacation Pay:
$720/week (48 hours x $15.00/hour).
1 Week at 1 year.
2 weeks at 3 years.
3 weeks at 8 years.
4 weeks at 16 years.
5 weeks at 24 years.

Time Off:
5-7 days out, 1-2 days in.
Note...many of Carry Transit's runs are out and back, and localized to the operating/dispatching terminal. Many drivers are home nightly or every other night plus weekends.

All other benefits are the same as Superior Carriers'.

:moose: :!: :moose: :!: :moose:

Independent Contractors
SUPERIOR CARRIERS, Percentage Pay Option
Base Linehaul Pay Rate:
62% of gross linehaul revenue.

Local Terminal Service (Non-linehaul, preload/delivery service)
$62.50 Flat rate.

Accessorial Rates:
Air Compressor/Pump Pay:
$30 Flat rate.

Canada Border Crossing (per loaded crossing):
100%.

Cancelled Loads:
62%.

Demurrage Charges:
62%.

Forced Layover:
62%.

Fuel Surcharge:
100%.

Intransient Heat:
100% if I/C supplies antifreeze.
62% if Superior Carriers supplies antifreeze.

NYC Boroughs/Long Island Pay (per load going in or coming out):
62%.

Sunday/Holiday Pay (for load pickups)
100%.

Toll road/toll bridge charges:
62% N.Y.City/Long Island Bridges, Ferry, Tunnel.
38% All others.

Weighing (Off-site scales)
62%.

Base Plate (if necessary):
$103.57/week until base plate paid in full (Illinois tag, $1,450).

Bobtail Insurance:
$32/month.

Cargo Insurance:
Company provides.

Fuel Tax:
Superior reports and pays all state fuel taxes. No charge-back to I/C.

Liability Insurance:
Company provides.

Occupational Accident Insurance:
$275/month North Carolina residents.
$125/month non-North Carolina residents.

Physical Damage Insurance:
2.5% Annually of stated truck value.

Qualcomm Rental Fee:
$20/week.

Reserve Fund (Escrow):
$2,000 minimum required.
$75/week deducted until minimum met if necessary.
Reserve fund will draw interest on a quarterly basis.

SUPERIOR CARRIERS, Mileage Pay Option (Practical Route Miles)
Base Interstate Linehaul Pay Rate:
0-200 miles: 58.5% of gross linehaul revenue.
201+ miles: $1.17 Loaded/.67 Empty

Base Intrastate Rate:
58.5%

Loads originating in Pacific Time Zone:
$1.00 Loaded/.65 Empty

Dedicated Freight:
.94 Loaded/Empty

Local Terminal Service (Non-linehaul, preload/delivery service)
$62.50 Flat rate.

Multi-compartment Loads:
.94 Loaded/Empty guaranteed minimum.

Multi-compartment Loads (Loading/Unloading only):
$10 flat rate per compartment.

Toll road/toll bridge charges:
100% Interstate loads.
41.5% Intrastate loads.

Accessorial Rates:
Air Compressor/Pump Pay:
$30 Flat rate.

Canada Border Crossing (per loaded crossing):
58%.

Cancelled Loads:
58%.

Demurrage Charges:
58%.

Forced Layover:
100%.

Fuel Surcharge:
100%.

Intransient Heat:
100% if I/C supplies antifreeze.
58% if Superior Carriers supplies antifreeze.

NYC Boroughs/Long Island Pay (per load going in or coming out):
100%.

Split Loading/Unloading:
58%.

Sunday/Holiday Pay (for load pickups)
100%.

Weighing (Off-site scales)
58%.

Base Plate:
Company provides.

Bobtail Insurance:
Company provides.

Cargo Insurance:
Company provides.

Fuel Tax:
Superior reports and pays all state fuel taxes. No charge-back to I/C.

Liability Insurance:
Company provides.

Occupational Accident Insurance:
$275/month North Carolina residents.
$125/month non-North Carolina residents.

Physical Damage Insurance:
2.5% Annually of stated truck value.

Qualcomm Rental Fee:
$20/week.

Reserve Fund (Escrow):
$2,000 minimum required.
$75/week deducted until minimum met if necessary.
Reserve fund will draw interest on a quarterly basis.

CARRY TRANSIT
Base Linehaul Pay Rate (Practical Route Miles):
60% of gross linehaul revenue according to the following minimums.
0-100 miles: $2.20/mile.
101-175 miles: $1.80/mile.

Loads over 175 miles:
$1.20 Loaded/.60 Empty.

Local Terminal Service (Non-linehaul, preload/delivery service)
$35 Flat rate.

Demurrage Charges:
60%.

Fuel Surcharge:
100%.

*At this time I am unaware of Carry Transit's other accessorial pay, but will update this asap.

Base Plate:
Company provides.

Bobtail Insurance:
Company provides.

Cargo Insurance:
Company provides.

Fuel Tax:
???

Liability Insurance:
Company provides.

Occupational Accident Insurance:
???

Physical Accident Insurance:
???

Reserve Fund (Maint. Escrow):
???



Superior Bulk Logistics company trucks...
-International 9200.
-Cummins ISM, 410 hp, 1,450 ft. lb. torque (older trucks are 330-370 hp).
-Spicer 10 speed transmission (older trucks have Meritor transmissions).
-3.70 Gear ratio.
-51" Midroof, single bunk sleeper.
-65 mph.
-Power locks, power windows, power mirrors, heated mirrors, AM/FM/CD player, pre-wired for cb, Qualcomm or Aether satellite communications, fixed fifth wheel, 209" wheelbase (older trucks have manual locks, passenger side power window, AM/FM/Cassette).
-PTO shaft driven air compressor and product pump (Superior Carriers); Hydra Pack product pump (Carry Transit).
-Frame mounted box for fittings and caps.
-No hose rack (hoses are carried on tanks).
-PrePass.
-I Pass/EZ Pass.
-Toll cards for IN and OH (Superior Carriers).

:wink:

 

Tanker information...

Here's my limited tanker experience...
C.T.L. Distribution: Nov. 1999-Jan. 2000, then again from Aug. 2001-Nov. 2001.
Indian River Transport: June 2003-June 2004.
Jim Aartman Inc.: June 2004-July 2006.
Superior Carriers: August 2006...

Mind you, much of the following info applies to both chemical and food-grade tankers. I will note specific items of interest as necessary. Also, please note that the only companies who will take and train a new driver out of school with tankers to the best of my knowledge are, C.T.L. Distribution, Schneider, and Superior Carriers for chemicals, and Carry Transit for food-grade.

Detention/Load/Unload/Tankwash Pay:
This is generally more common with chemical tankers, yet several food-grade outfits do pay it. This is the #1 reason why I feel tanker is better than general freight hauling. In trucking you will sometimes be waiting hours on end loading or unloading, so why not get paid for it? Yes, many companies that pay this may require you to give up the first hour or two free, but after that you draw an hourly wage provided you were on time for your appointment. Some companies will pay their driver a flat rate, and then also detention after the required hours waiting.

The difference between tanker companies and freight companies that pay detention is that with tanker, if your company says they pay it, you get paid it. None of this "WE'LL PAY YOU DETENTION IF WE GET PAID IT." crap. Put together the hours you spend waiting to load/unload in a week, a month, or even a year and multiply that at say, $8/hour (after the first or even second hour) and see how much extra income that provides. If and when you have to take the tank to a washout facility then more pay for the miles there, and in the case of chemicals and some food-grade companies, pay for the tank wash itself.

Now concerning tank washes, unless the tank you're hauling is dedicated to one product, it must be washed out prior to reloading. In the case of chemicals, here's a golden rule of responsibility for a driver when accepting a tank...CLEAN, DRY, and ODOR-FREE. Clean for obvious reasons. Dry because moisture alone can have a very bad reaction with certain chemicals. Odor-free because if something can be smelled, the tank isn't clean! This rule also applies to ensuring that your hoses, fittings, and truck pump are the same after washing.

All chemical companies and several food-grade companies pay the driver for this when required to wait for the cleaning, but on the other hand, most food-grade companies do not. Many chemical companies will maintain a number of tanks at a tank wash facility so that a driver can come in, drop-and-hook the dirty for a clean one, and either get some rest or head out for their next load. Also, many companies use the tank wash facility as satellite yard locations. This comes in handy when you learn the network and locations, because it means that you almost always have a place to park and relax, sleep, shower, etc. without fighting for a spot at a truckstop.

Safety:
When pulling a tank, I don't worry about my dispatcher giving me a load that I couldn't get to it's destination "yesterday". If a situation arises where I can't make it there on time, a phone call is made and the receiver is notified. With chemicals you will get plenty of time to meet your scheduled appointments. Safety is paramount and will not be compromised! This also applies to winter driving (chaining). If the weather is bad enough for chains then it's time to get safely parked well before this situation arises.

Now the big difference in food-grade vice chemicals is that the schedules can be tight at times depending upon the product being hauled (eggs and raw milk are excellent examples due to potentially harmful bacteria counts from rising temperatures, and raw milk also deals with quality degradation...such as from Grade A to Grade B). Generally speaking though, drivers still get plenty of time to meet their delivery appointments WHEN they actually have one, as this is typically a first-come, first serve basis for unloading.

Legality:
Tanker drivers never worry about having an overweight load, much less trying to get axle weights proper. No more sliding tandems or worries about a bridge law!

As to logging, with chemical tanks and several food-grade companies you CAN AND WILL make a comfortable income logging events as they happen, due to getting paid for your time spent waiting on line four, on-duty, not driving (loading, unloading, tank wash, breakdown, etc.), and not being solely dependent upon mileage pay (for proof, see my figures after starting with Superior Carriers in August 2006).

Loading/Unloading:
Tanker drivers never deal with lumpers...period. With many food-grade companies this task is done entirely by the shippers and receivers, end of story. The driver's involvement requires nothing more than weighing in empty at the shipper or loaded at the receiver, giving their pickup or delivery number, pulling or backing into a bay (if live loading/unloading), getting loaded or unloaded and washed out, weighing out, getting their paperwork, checking seals, etc., and getting on the road.

With chemicals the procedure is similiar in the respect of weighing in at the shipper/receiver, paperwork, seals, etc. But after that entails much more responsibility during the loading/unloading procedure. The loading is usually done by the shipper and the driver's involvement usually requires opening the tank's dome lid and monitoring the product loading/unloading, pulling a sample, ensuring there are no leaks or spills, no defective equipment, etc. Yes, chemical tanker drivers (and some food-grade) may do the majority of the unloading. When this occurs, they're compensated for it (see above note).

Between running either a dry van, reefer, or chemical tank, it's simply no contest. I'd much rather hook up hoses and fittings, watch for leaks, pressurize my tank and ensure the pressure stays constant or ensure my pump functions properly during unloading, and finally clean out my equipment when finished then drag a pallet jack back and forth, slave over a floor load, break down and restack several different products, count pieces of freight, deal with multi-stop loads, wait long periods of time in a grocery warehouse/distribution center listening to the C.B. for a door assignment and/or to get loaded/unloaded, wondering what decision will be made for an O.S. & D. claim (Over, Short, and/or Damaged), and dealing with how much a lumper wants for unloading, knowing very well the company will pay them good but certainly not you or I (without lying on a lumper receipt). If I wanted some hard-earned money for physical labor I'd go either local L.T.L Pick-up and Delivery, or flatbedding.

I distinctly remember that I attended driving school to learn the following...inspect and drive a safe, road worthy tractor-trailer combination vehicle, ensure that the appropriate paperwork is done neat, complete, and that everything matches up, and deliver the customer's product safely while staying legal according to the guidelines set forth by the D.O.T. Remember always that C.D.L. does not stand for "Certified Driver Lumper"! I'm not a dock worker and regardless of how much "no touch freight %" a company has, or how high they say that they pay for driver unloading...no thanks.

Miles:
Miles...this definitely has two perspectives. For the most part, if you want to turn maximum miles then food-grade with an over-the-road company is usually the place to be, as you can get loads that typically are as long as van/reefer teams get. If you want to get decent miles yet be paid for all your work then go chemical. With food-grade you should be able to average 3,000 miles weekly, and with chemical 2,300 plus accesory pay. One way or another you keep the wheels moving, even if it's doing some local driving, where you will usually get paid a percentage of the load's cost (some companies pay mileage plus an additional short haul premium).

With many tankers, the wheels keep turning, even if it's deadheading 1,000+ miles for the next load, which may only be delivering another 200 miles away! The miles are very consistent in food-grade tanking and drivers simply do not sit around unless it's by choice. Many times you're already preplanned on a load a full day ahead of your delivery appointment or E.T.A., sometimes two. Food-grade companies always have stuff waiting to be picked up and delivered, especially if milk is a primary load (cows don't quite understand exactly what a day off is, much less holidays and vacations). If you can't get miles, then something is terribly wrong. With chemicals your mileage can fluctuate depending upon the time of the year, which is where all the accessory pay adds up!

Hometime:
I get it when I tell my company I want it, and I don't get messed with about the duration of time off I take. I also have had no problems with taking time off on the road when passing through somewhere a friend lives. As long as the load is getting picked up and delivered on-time, and out-of-route miles are minimal to none, this has never been an issue, nor should it be.

For general chemical tank info, most companies get their drivers home every week to week-and-a-half (unless a driver chooses to stay out longer), and have been doing so long before many freight companies figured out that drivers who get by the house more are usually a lot happier.

Shippers and Receivers:
Simply put, much more pleasent to deal with. Tanker drivers deal with people happy to see and work with them. As a normal O.T.R. driver hauling around a van or reefer can you say that on a consistent basis at a grocery warehouse, distribution center, automotive plant, etc.? I couldn't, and was in shock for my first several loads with a tank at the reception I got, be it chemicals or food-grade.

Manueverability:
Handling a tank compared to a 53-footer is a cake walk, especially through a truck stop. I have no worries about taking off someone else's hood due to trailer overhang when trying to back into a parking spot. I also have a better view of things around me and the trailer, and when going through some particular cities don't have to worry as much about low clearances.

Now I'll cover several of the NEGATIVES associated with tankers...

Assigned equipment:
That is, if it really is that much of an issue with you. If you are looking for a big condo sleeper you won't find it with this type of trucking, unless it is an O/O or possibly a team. Look around and you'll still see some trucks equipped with a tiny 42" to 50" flattop or midroof sleeper. However, many companies have started to spec their trucks more for driver comfort, as witnessed by going to a 60" to 70" midroof sleeper (see photo links attached to company info).

The main reasons behind this is weight and height requirements. You must remember that one, liquid weighs more than dry freight and that you WILL BE LOADED TO MAX ALLOWABLE WEIGHT, which can range anywhere from around 45,000 to 53,000 pounds worth of payload behind you depending on the product. Also, some food-grade and ALL chemical tank companies have equipment for unloading on the truck (hoses, fittings, pump, etc.), so you cannot have a super-size truck unless you're going to consistently pull a small tank, and that applies only to chemicals. Two, most chemical plants and many food-grade places of business have low clearance points and a condo sleeper just won't fit around in there. Now I'll touch on some of the other equipment many tanker drivers deal with...

Fittings are standard issue for a tanker-yanker who unloads. Fittings are necessary for connecting hoses to other hoses, loading, and converting larger/smaller units to the other for easier unloading. Examples of these would be a 3" and a 2" male-to-female connector, a 3" and a 2" male-to-male connector, a 3" and a 2" female-to-female connector, a 3" to 2" converter, a 2" to 1" converter, and a drum-unloading nozzle (looks like a gas pump handle). These are usually kept in a box on the back of the truck by the hose rack (see below), or mounted on the truck frame. However, some drivers keep their fittings in one of their sleeper side boxes.
http://img.photobucket.com/albums/v2...1/Fittings.jpg
http://img.photobucket.com/albums/v2...ttings_Box.jpg

Hoses are pretty much self-explanatory. Standard issue is usually (1) 20-foot section of 3" diameter, and (2) 20-foot sections of 2" diameter at a minimum. Some companies have a hose rack or box for storage of these on the back of the truck, some keep the hoses stored in the hose tubes on the tank itself. When I was with C.T.L. I had (4) sections of the 2" hoses in addition to the 3" section, just in case! http://img.photobucket.com/albums/v2...1/Hoserack.jpg

You'll also have a 50' section of 1" hose for air-pressure unloading when using the truck's air compressor. This one is so long because sometimes you may have to run this hose from your air compressor outlet hook-up to the rear of the tank. http://img.photobucket.com/albums/v2...71/Airhose.jpg

Finally, you'll have an inlet and outlet hose for hooking up in-transient heat. This is necessary for several products where a certain temperature must be maintained. It's a simple process of cycling antifreeze through pipes located in the belly of the tanker after coming from your engine.
http://img.photobucket.com/albums/v2...Heat_Hoses.jpg

Hometime with equipment:
Another issue to some is that most chemical tanker and some food-grade companies will not let you take the truck home with you during your time off. Some won't even hire you if you don't live within a certain mileage radius of the nearest terminal, usually within a two-hour drive or less. With chemicals you must remember what type of products you're dealing with and, what could potentially happen if someone were to start fooling around with the equipment and there was any residual product! Another factor with this is company's insurance requirements and liabilities.

Personal safety equipment:
This pretty much applies alone to chemicals. You'll be issued an acid suit, hardhat, goggles, safety glasses, extended length gloves, knee-high rubber steel-toed boots, and a respirator at a minimum. This is for your protection! However, in the summer your protective suit gets very hot and you'll sweat profusely. You'd best be drinking lots of water to stay hydrated. The last thing you need is to become a heat casualty while loading/unloading! In winter your suit will stiffen up (much like a flatbedder's tarps but on a lot smaller scale!) and can be hard to move around in. The faceshield on your hardhat can fog up if you don't take preventive measures, which can make monitoring your tank pressure gauge, hoses, and the storage tank level difficult.
http://img.photobucket.com/albums/v2...ide971/PPE.jpg

From personal experience, P.P.E. works as advertised. Long story short, I had a hose rupture while unloading acid. Had I not been wearing the proper AND required gear, I would've received burns to my entire body, most notably my face, hands, and chest. The stuff works folks, so wear it. NEVER take a shortcut...it may just kill you.

Surge:
If you've never driven a tanker before, take a bottle and fill it up halfway or three-quarters. Turn it on it's side and move it back and forth. You now have surge on a much smaller scale. Now imagine that with anywhere from 3,500 to 6,500 gallons of product behind you! This is what we tank drivers deal with daily, and from personal experience is the number one cause of driver turnover during the first month of transition. This seems to cause uneasiness with drivers new to this type of driving, and even though it is easily controlled by simply altering driving habits, many cannot adapt to it and return to where they came from.

Surge will hold you back going up hill, and help push you down on the flip side (no pun intended). If you get into a situation where you must brake hard, expect to get pushed forward quite a few feet. You must always give yourself plenty of stopping distance, and then some. You must remember that with a tanker you literally have tons of centrifugal force working against you at all times that you are in motion (especially since most O.T.R. tankers are smoothbore, non-baffled). If you go into a corner or turn too fast, the product will "walk" up the inside tank wall and once it gets past the breaking point, there is no return...you're done. In extreme cases, you can turn too sharply as in jacking a trailer around in a parking lot and rollover also.

A tanker is not for everybody because the product behind you moves constantly. There are no load locks, straps, or chains to secure and hold the product in place. This is one reason many tanker companies require you to have at least one full year of experience before they'll hire you. With many food-grade companies, most want at least two years of all-weather and mountain experience, since many of the runs are very fast-paced and require driving as hard as legally possible. Generally speaking, it's too dangerous to stick an inexperienced driver with 48,000 plus pounds of liquid behind him/her when you're in the beginning stages of learning how to handle a tractor-trailer combination vehicle.

Miles:
You may ask why I put miles here, as well in the advantages section... Here's why, and it pertains more to food-grade than chemicals. With food-grade companies such as Jim Aartman, Bynum, and Indian River/North American Tank Lines, drivers DO NOT load or unload the product or anything associated with that procedure except for weighing in/out, and pulling/backing into a loading bay. The driver's job entails picking up and delivering the product they're transporting safely, and that's it. Remember that as an average each trip is going to be between 1,300-2,000 miles (from personal experience), their freight lanes take them across many 70-75 m.p.h. states, and that their trucks are capable of running those speed limits. What this means is that you should realistically expect to put in a minimum of 600 to 660 miles daily with one of those carriers. Sometimes you'll push upwards of 700 to 750, and sometimes you can slack a little.

However, if you are coming from a carrier governed around 65 m.p.h. and are used to running only 550 to 600 miles daily at maximum, this may and/or will be quite an adustment and may lead many to think they are dispatched and/or run illegal. NOT SO!!! Remember this...
1. Eggs, milk, and juice in bulk liquid form are very temperature-sensitive products that, barring extreme cold weather, can only be kept at a safe temperature for so long by the tank's insulation. This isn't the same as keeping these products loaded in the back of a reefer, where you can maintain a set temperature, allowing for longer transit times.
2. As stated before, many food-grade loads can be treated on a first come, first serve basis for unloading. The drivers still have appointments like everyone else, but they are usually appointment dates (many of the loads you'll read about in my posts when running food-grade were delivered a day earlier than scheduled.).

If you have any doubts about being able to push hard consistently day in and day out, then you may seriously want to think very hard before ever hauling food-grade tankers. Once again, it's not for everyone, but remember, different strokes for different folks....

Miscellaneous:
We tanker-yankers are not exactly normal, depending what your definition of that is. Hauling a tank requires more safety awareness, discipline, and responsibility than driving a van/reefer (okay, and maybe a few loose nuts and bolts)...ATTENTION TO DETAIL!!! This isn't a knock against those drivers, but many simply don't want to deal with that. There are some drivers who would just rather open a couple of doors and bump a dock, and some who would rather throw straps, chains, and/or tarps. There is absolutely nothing wrong with that. Everyone must choose what suits them, and only them, best.

However, there are the ones that no matter how fast it is, it's not fast enough. They've always gotta go, go, go. Get in a hurry here and you are an accident waiting to happen. Excessive speed and throwing caution to the wind makes you very prone to flipping a tank just for taking an off ramp or turn too fast. That 50,000 plus pound "gorilla" in the tank will happily jump up the inside wall and well, you can imagine the rest... No thanks. I'll be happy taking a little longer to get up to the posted speed limit, taking my turns very slowly, slowing down way in advance of that stop ahead, etc. If another driver chooses to complain about a tanker holding them up, tough. The safety of myself and my fellow people on the road are much more important than some "outlaw" crying because they didn't plan accordingly...Proper Planning Prevents Pizz Poor Performance!

The moment you lose respect for what's behind you, you are done. That cannot be stressed enough. Liquid in motion is very unforgiving.

To summarize, chemical tankers generally get paid for everything related to work (similar to a union job), whereas food-grade has greater potential for more miles, yet no accessory pay (depending on the company).

If you discover that you like tank but not hauling hazmat then switch to food-grade after you get your time in. Many food-grade drivers got their start doing just that...myself included for a time :wink:. If you discover that tank is not for you for whatever reason, IMHO, you can go to dry van or reefer with a much greater sense of awareness and safety than many other drivers of equal experience because of your time pulling a tanker.

 

so who are you working for now!!!!!! 8) 8) 8)

come on what's the scoop.......???!!?? 8) 8) 8)

 

Cyanide


Great post I can't wait to give chemical tanking a try I'm getting my hazmat clearance in a few weeks.. thanks for all the usefull information..

Cheers

 

Okay, okay, the cat's finally out of the bag :P

Many of y'all may have wondered where I'd disappeared to over the last month or so. Some knew all along what I was up to, and others (quietly) figured it out on their own. The not-so-big news is that I quit Superior Carriers as a company driver and purchased (not leased) one of the older company trucks at the beginning of October.

In a nutshell I saw an opportunity to venture out on my own finally as an independent businessman with an almost foolproof way to succeed. For starters, I purchased my truck for a mere $10,426. True, it's a 2001 with extremely high miles but on the other side of the coin, it's maintenance and repair record is in my own words, immaculate. So far, it is very mechanically sound and runs like a charm. And it is doing everything I expect it to in order for me to remain profitable and, to obtain the time off I require.

I am no longer a system driver except for when I must run a system load to get to and/or from a time off location when necessary. I am assigned out of the Westville, IN terminal, which consists of all I/C's who run dedicated loads out-and-back empty for one of the company's major customers. This is a major contributing factor in how I'm handling the high fuel prices we have now since up to half or more of my weekly miles are empty and help with obtaining good fuel economy.

Another major contributing factor is my lower than average fixed overhead, which at it's highest totals right around $500 per week (compared to many who go into the lease, er, um, fleece deals and pay much higher and for much longer time periods). This figure will drop by $200 once my truck loan is paid back in full to the company at the beginning of next October, and will drop a little more for a few months once my base plate is paid in full as well every year. So all in all it's working out great so far through these first several weeks, and only looks to continuously improve, provided I keep my truck maintained and in good working order, and I continue running consistently. Which shouldn't be an issue with me running dedicated loads that are in abundance. We shall see how I am doing this time next year...

Also, a note about my mileage listing in the figures. Before, as a company driver I listed only the total paid miles I was credited with. Now, as an I/C, I am listing all hub miles the truck turns every week, regardless if it is due to work or just driving around on my personal time (as I now do that quite a bit getting around during my time off in Indiana).

Now, unfortunately concerning my statistics and figures as an I/C I will be a little behind, as I have transitioned from a same-week pay schedule to a two-week hold back period, meaning what I have completed and turned in by 2359 Sunday doesn't get paid until the following Thursday. But as always, I'll update my numbers as soon as feasible. Here goes, picking up from where I left off as a company driver at Week 40!

Week 40
-Jacksonville, FL (hook clean tank)
-Jacksonville, FL to Garden City, GA (drop clean tank)
-----Garden City, GA (local work, hook preloaded tank)
-Garden City, GA to Knoxville, TN (driver unload with customer air)
-Knoxville, TN to Garden City, GA (drop dirty tank, wash fittings)
-----Garden City, GA (local work, time off)
Gross: $834.63
Miles: 1,161
Avg.: .718/mile

Superior Carriers, Company Driver 2007 Totals:
Gross: $39,608.90
Miles: 67,989
Avg.: .582/mile
Hours: 887.00 (All non-driving and local hourly pay)
Hazmat Loads: 20
Days Working: 196
Days Off: 84
*Totals calculated up to October 07, 2007*

Superior Carriers, Company Driver (July 31, 2006 to Oct. 07, 2007)
Gross Pay: $61,343.70 (All mileage pay, training pay, orientation pay, hourly pay, holiday pay, personal day pay, vacation pay)
Miles: 109,115
Avg.: .562/mile
Hazmat Loads: 28
Days Working: 310
Days Off: 123

8)

Week 41-1
-Garden City, GA to Riceboro, GA (hook preloaded tank)
-Riceboro, GA to Louisville, KY (driver unload with truck air)
-Louisville, KY to Institute, WV (drop dirty tank)
Gross: $1,375.77
Miles: 981
Avg.: $1.402/mile

Week 42-2
-Institute, WV to Nitro, WV (hook preloaded tank)
-Nitro, WV to Calgary, AB, CAN (driver unload with truck pump)
-Calgary, AB, CAN to Westville, IN (drop dirty tank, wash truck pump)
Gross: $5,037.86
Miles: 4,023
Avg.: $1.252/mile

Week 43-3
-Westville, IN (hook preloaded tank), then to Huntsville, AL (customer unload)
-Huntsville, AL to West Memphis, AR (drop dirty tank)
-----West Memphis, AR to Memphis, TN (hook preloaded tank)
-----Memphis, TN to Catawba, SC (driver unload with customer air)
-----Catawba, SC to Garden City, GA (drop dirty tank)
-Garden City, GA to Jacksonville, FL (time off)
Gross: $2,338.06
Miles: 1,975
Avg.: $1.183/mile

Week 44-4
-Jacksonville, FL (time off, hook clean tank)
-Jacksonville, FL to Savannah, GA (live load)
-Savannah, GA to Kingsport, TN (driver unload with customer air, drop dirty tank)
Gross: $946.28
Miles: 531
Avg.: $1.782/mile

Week 45-5
-Kingsport, TN (hook preloaded tank)
-Kingsport, TN to Indianapolis, IN (driver unload with customer air)
-Indianapolis, IN to Westville, IN (drop dirty tank, hook preloaded tank)
-----Westville, IN to Grabill, IN (driver unload with truck pump)
-----Grabill, IN to Westville, IN (drop dirty tank, hook preloaded tank)
-Westville, IN to Huntsville, AL (customer unload)
-Huntsville, AL to Westville, IN (drop dirty tank, hook preloaded tank)
-----Westville, IN to Huntsville, AL (customer unload)
-----Huntsville, AL to Westville, IN (drop dirty tank)
-Westville, IN to Demotte, IN (time off)
Gross: $3,470.14
Miles: 3,165
Avg.: $1.096/mile

Superior Carriers, Independent Contractor 2007 Totals, starting from October 8th:
Gross: $13,156.41
Miles: 10,675
Loaded Miles: 6,349 (59%)
Empty Miles: 4,326 (41%)
Avg.: $1.232/mile
Hazmat Loads: 6
Days Working: 24
Days Off: 11
*Totals calculated up to November 11, 2007*

Be safe and take care, more later :wink:...

 

Good luck with your venture Cy. Hang with as much of that dedicated as you need..but don't be afraid to jump into the system, when things improve !!!

 

all the best with your new venture..............no more sunny fla though......... ops:
BOL 2 ya.......... :wink: :wink: :wink: :wink:

 

Congrats Cy

Wish you all the best, I'm sure you will be successful running your own business with all the knowledge of pulling tankers you have.

Thanks for all the great info you have provided and also for your professional and positive attitude you have displayed in this forum.

 

Good luck Cyanide with your new venture I hope it is profitable for ya, I have read most of your post in this forum and because of those post decided to get on with a tanker co. I have been with Bynum for 4 weeks going good so far. I do enjoy pulling these food grade tankers, thanks for all the info you have provided in the past and continue sharing your experiences with us, thanks again and good luck to ya as an owner operator.

Weasle

 

GTR SILVER wroteWhatcha mean Frank?! Every month I take time off in FL, and am sitting there now enjoying more of it! I just happen to take my weekends off now there in Indiana, and occasionally a night or two off through the week as well :P :lol:!!! Life shouldn't be so rough!!! :roll:

Orangetxguy...
Tanks a lot Stan! no real need for me to jump into the system again...only when I need to get and from Fl for time off down there/here. Otherwise I'll be running all the dedicated I can handle and, as I just mentioned above to Frank, enjoying my weekends and a night or two though the week off .

Weasle...
Thanks for the support, and bol to ya there at Bynum. I hope it continues working for ya and doesn't turn sour. 8)