Most profitable loads
 

Which trucks make the O/O the most money? What combo of truck, motor, transmission brings the best fuel efficiency, low maintenence costs, etc.?

Trucks don't create profit...freight does :wink:

A truck that is paid for will make the most money for the owner. As far as specs are concerned I would look at something aerodynamic such as a Kenworth T600, T2000, Peterbilt 387, Volvo, Freightliner (except the Classic), International 9400, 9200. If you get a new or newer International the ProStar is supposed to do well with the mpg's. The gearing, transmission and engine would have more to do wit the type of freight you haul and where you run. For most general applications I would probably look at gearing around 355, 10 or 13 speed transmission. I think most people seem to get better fuel mileage with Cummins, but I do pretty well with CAT. I prefer torque to fuel mileage when the difference is inconsequential. One truck that I own is a T600 with a super 10 and CAT engine. The last several times I have checked it under a load the mpg was around 6.91. That is pretty respectable. Volvo engines are supposed to be fairly fuel efficient, but there are also drawbacks such as finding someone who will work on it and parts availability. It could be better these days. I tend to stay away from the barnd specific engines, such as Volvo and Mercedes.

Trucks do not make you money..... Knowing how to run a business, is what makes you money.

My most profitable truck is the one I currently own, it has been the most fuel efficient, has had the lowest cost per mile and has been the most reliable of the four trucks I've owned since 1989 8)

The number one cost right now is fuel, so speccing a fuel efficient truck is very important. Even buying a 5 year old classic vs. a new aero, the new aero may have a lower overall cost due to better mpg.

After that consideration, you want a truck that depreciates the least. What trucks depreciate the least you ask? The oldest ones, and the ones you keep for a long time.

After that, you have to consider maintenance. Doing work yourself is always cheaper(and better!) then paying someone else to do the work for you. Reliability is important, and doing your own work should increase that reliability.

LOL....I'm man enough to admit that I am unfit as a mechanic. I can do simple stuff yes..like swap out batteries, lights, fuses...simple stuff. If it requires anything more...I take it to a shop.

I'm just not that mechanically inclined...never have been.

But even that simple stuff, doing a quality job on wiring, and checking battery connections every so often, you'd be surprised how some people won't do that.

Then the ECM connection to their battery corrodes, and loses connection, shutting the engine off.

200 mile tow bill, $1000+ between the tow and repair job, all because someone was too lazy to take a 9/16 wrench and tighten one connection.

It is amazing that so many think it is the " truck " that makes you money.... :lol: :lol: :lol:


The truck and trailer are just tools in a toolbox... It is the person who is running the biz that determines the best and most profitable use of these tools.......


Don't let the kevin Rutherford so called business model cloud ones thinking.....

BigDiesel is correct about the truck only being a tool to allow you to make money. On the other hand, any cost savings, such as increased fuel mileage, is money earned. Managing your business efficiently will make money regardless of the type of truck you run. Perhaps a better way to look at it would be the type of truck you select can save you money. Hauling well paying freight and managing your costs will earn you money. Just because you generate revenue doesn't necessarily mean that you are profitable or successful. You need to show a profit.

The most successful business work on revenue as well as cost, as much as possible.

Trucks are definately tools, I've always likened mine to a hammer. You buy a tool, you use the tool to earn, over time the money you make pays for the tool, everything after that is considered profit therefor the tool is a profitable expense.

There are some that treat their truck as an "investment".

I don't know of any investments that depreciate as much as trucks do.

The question should be not "most profitable trucks", but "most profitable loads". Even if your truck does only 1 mpg (like a tank), you can still make a killing if you haul an oversized load that pays 50 bucks per mile :lol:

"Capital Investment"

-p.

There is no such thing as "The most profitable truck". It all depends what you are using it for. You get a truck, the same as you get a rifle, for what you want to do with it. If you want to hunt Squirrels you don't get a 458 Mag Weatherby or 500 Nitro Express (well some might :D ) the same with trucks. If you are going to pull light vans regionaly you don't need a 600 Cat or Cummins with an 18 speed but if you are going to haul 150,000 lbs coast to coast with a 300 FL and a 10 speed you may need a little more :D Look at what you want to do on a regular basis then find the happy median. My truck gets 2 to 2.5 mpg on a regular basis and is real profitable so I am real happy with it.

More like "Capital Punishment" :lol:

I'm not an O/O but i worked for an independant with a small fleet hauling boats. The combination of a late winter, fuel prices and a staggering economy almost put him out of business in late 2007 witch forced me to get another job. His regular customers just wern't moving thier boats south anymore and new/used boat sales almost came to a hault. Not to montion every other starving boat hauler was doing the work for so cheep he was forced to take 2 trucks off the road for a while. He has 2 stingers and 2 conventionals. He was able to get it going again but tells me he's not making the same numbers like when i was there. He is a smart businessman.

Although it's been said you need to be a good businessman to make money not have a cheep truck. I agree 100%.

Here are the numbers:
1998 Volvo 770 with a Cummins N-14 and 13 speed did about 6.3-6.9 mpg.
1998 K-dub T2000 with a Cummins N-14 and 10 speed did 5.1-5.5 mpg

Most profitable loads
 

Ok, topic changed.

What is considered cheap freight? I assume that when I see a TMC flatbed hauling straw or hay, that is a cheap load. When I see flatbedders hauling oversize heavy equipment, my mind tells me that is probably a high dollar load. Break it down if you can. For each type of truck, what is considered good paying freight?

1. Flatbed
2. Reefer
3. Dry Van

What type of loads will you not touch with a 10-foot pole? What parts of the country have the highest paying freight?

Felix,

The back of that boat in the pic must catch a bunch of wind killing the aero affect of your truck.

Re: Most profitable loads
 

Not an interesting topic I gather?

Your mind is probably telling you wrong. If you can look at a load and guess the rate you are better than most.

You see a load of army trucks on a truck, they might pay $1 a mile or $5 or more a mile lots of variables, I saw hay loads last fall paying $2.50 a mile. looks aren't everything.

What is a good paying load for you may be a cheap load for me. I haul a lot of different types of loads. A rate might be good in Tennessee but not in Massachusetts. I look at rates a little differently than some people. A rate is cheap if it is below my minimum haul rate. I know of people who will haul freight for much less than I will. I won't go to the West Coast for $2/mile. There are those who post on this board who will run to that area for less. We could get higher rates if these people and others would stop hauling the cheap freight. But that is another post.

I have rates for flat bed, step deck and over-sized. It will vary from one region of the country to another and type of freight that I am expected to haul. For instance, I will charge top dollar to go to New England or Florida. My rate is a little less to New Jersey. I have a higher rate for South Texas than to Mississippi. You can't tell a rate why what the truck is hauling. Heavy Duty is right. Rates are all over the place for military freight. I have been offered loads for more than $3/mile to around $1/mile the last several months. Most hay loads seem to not pay much. Again, there are those paying $2.50 or more. I have a shipper that I could haul hay for on a regular basis and get rates of well above $2/mile. If it came from a broker the rate would probably pay somewhere between $1.05-1.25/mile. Most over-sized loads pay well, but I was offered a couple of them the last couple of weeks that were not worth hauling. One only paid $2.50/mile including permits. They may have found someone to take it, but it won't be someone whom I would have trusted to haul it. You get what you pay for in this business. If you see someone hauling cheap freight they probably don't know any better. They probably think everyone is hauling the same cheap freight they are hauling.

One other factor that can affect rates is the time of year. For instance, right now we are in a slow time of year. In a coupe of weeks or so freight should start to pick up. Hopefully, we will continue to have reduced capacity. When demand is high and capacity is low rates will go up.

+ 1
I am a reefer carrier.... and could not have said it better

Re: Most profitable loads
 

Ok, topic changed.

What is considered cheap freight? I assume that when I see a TMC flatbed hauling straw or hay, that is a cheap load. When I see flatbedders hauling oversize heavy equipment, my mind tells me that is probably a high dollar load. Break it down if you can. For each type of truck, what is considered good paying freight?

S1. Flatbed
2. Reefer
3. Dry Van

What type of loads will you not touch with a 10-foot pole? What parts of the country have the highest paying freight?

Be careful of pre-conceived notions of what is cheap/good freight. On the spot market (one time loads from brokers, which is 98% of what's on the load boards) prices can vary greatly. I hauled a load of no tarp hay last week that paid $900 on 364 load miles, that's $2.47/mile. Normally, I wouldn't have been interested in hay but when she said it was no tarp and told me the rate, I jumped on it, because I was also in a poor freight area (Myrtle Beach) where I was finding very few loads on the boards and none of them were paying this well, even for much shorter runs. So every day, every area, is different and it behooves you to keep an open mind.

I can tell you about some loads that I probably wouldn't take again: crushed cars, and baled recycled metal... made a mess of my trailer and I was very lucky not to get any tire damage at the recyclers. In both cases, though, they were paying above market rate (as best as I could gather from the other loads I called on) and involved virtually zero deadhead miles as each time the pickup was in the same town I had just dropped in.

Specialty trailers will get you better paying loads but I'm guessing you will deadhead a whole lot more to find them. I say I'm guessing because all I have done is general flatbed freight and I have only been at it for a short time (5 months on my own authority, 1 year before that with another company). So I am still learning and adjusting, and I believe I probably always will be in this business.

I run regional in the southeast and occasionally into the southwest. Most of my loads are in the 200 - 500 mile range and I get home every weekend and usually at least two nights during the week.

I've kept very close records of all of my loads as well as deadheads so far and this is what I have averaged thus far this year: $2.43/mile loaded and $1.96/mile for all miles. I realized after the second quarter that the shorter runs weren't helping me all that much, even though many of them paid $3-4/mi or so because of the percentage of deadhead miles involved in getting to them. So I've made some adjustments in my strategy and my third quarter all miles average is up $.05 even though my loaded miles average has actually gone down a little. BTW, the all miles average is the figure that I look at. For every load before I book it I take into consideration the deadhead investment and calculate my minimum take price on the total miles.

NotSteve is probably averaging closer to $1.80/mi loaded but because he runs such long loads his percentage of deadhead dwarfs mine, I'm sure. I wouldn't be surprised if his all miles average is about $1.75.

And even though my average is significantly greater than his (and I'm assuming much of his for the sake of argument) he is probably making a much tidier profit at the end of the week than I am because he is running so many miles.

So again, you have to be careful about gross generalizations. There is no one right setup. Each must find out what works for him/her. And the nice thing about having your own authority is the flexibility to experiment. It's a big part of why I love what I do. I'm going to new places and meeting new people and learning about different businesses almost every day.

In the end, what is cheap freight vs good freight depends mostly on your cost structure. For me, my fixed costs (truck/trailer pmt, insurance, 2290 tax, base plates, internet/phone, and accounting) average out to about $120 per work day. My marginal operating costs (fuel, tires, repairs/maintenance, washes, dispatch, factoring, tolls, supplies, fines, etc) are right now about $0.96 per mile.

So it costs me $0.96 per mile plus $120 per day to operate. I try to keep this in mind when deciding whether to sit or deadhead, sit or take less than desirable rates, etc.

Didn't mean to be so long-winded, hope this helps.

Geat post deep dixie...the fact that you watch your data flow and adjust based on what you measure means you can react to change and are many steps ahead of the non-business types. They are the ones that will get "surprised" and then wonder what happened (and often place blame somewhere else).

Do you look at the $120 per day to operate as a monthly number (ie $120 x 30 days) or based on the average number of days you operate per month? I've always wondered on per day costing methods whether time off is calculated into that or not.

I've also heard one guy use this formula when bidding on loads:

amount of days X $500 per day + fuel cost = quote to broker

That way he's "supposed" to pocket $500 per day for everything else. This assumes the truck is paid for, methinks.

If my math is correct that comes out about 1.87 per mile.

500 miles x 2 days + 870 fuel for a 1000 mile trip. Correct me if I'm wrong, but 1.87 seems reasonable.

That's assuming you load first thing in the morning the first day, and manage to get it off the second day. If you don't think that's possible, add another $500.

Yup, I agree Dixie and good post. I also don't work my butt off. I drive on the average 550 miles per day and no traffic. I tried the high paying short runs for 3 weeks and it just wasn't worth it and very hard to do. I was lucky to do 1 every 2 days due to this and that so in the end I realized long runs was the way to go.

LTL loads are probably the big ticket. If you can find a long LTL to start you off your gonna win big time. I've done it 3 times where I ended up with $3.00 per mile for over 3,000 miles but the trick is to find that first long one then pick up and drop off along the way.

I'm doing just fine the way I'm running and will continue that way. Don't listen to the oh I get $4.00 per mile crap. Some of those people don't have a pot to piss in, factor all their loads and can't even afford freaking health insurance. You will be sorely mislead.

Being a company driver, all loads pay bupkiss. I've hauled millions of dollars worth of freight over the past 9 months, and have earned a whopping $16k and change take-home. A reefer load of cheese, 43,000 pounds of it, is worth about $170,000, more or less. I don't know what it costs to haul the freight, but it pays me the same as if I'm hauling sailboat fuel.

Ya, I know. I'm paying my dues. But they're awfully high.

bupkiss? lol

One of the other things I had noticed was that in my best weeks (as measured by all-miles-average) it really wasn't the great paying loads, necessarily, that made my numbers good but it was when I had very low deadhead weeks. This seems obvious, I know, but when you're doing regional like myself, its more important than I realized. So I began looking a lot harder at loads that were close to me, even taking some that would have been below my take price before based on my loaded miles target but because of their proximity actually exceeded my all miles target. That's when I began to focus on the all miles average and I have done better because of it.

Yeah my fixed costs average out to about $2400/month, and I divide that by 20 working days per month to get my costs per day. I don't think its reasonable to average these costs over 30 or 31 days a month. That would give me an unrealistic number, in my opinion, of my true operating costs because I hardly ever operate on weekends.

Help! New Owner Operator
 

Re: Most profitable loads
 

I just pulled a load of hay out of Larned, KS for $3.30 a mile.

Re: Most profitable loads
 

How many miles and where was your destination?

Re: Help! New Owner Operator
 

I believe we answered this on another thread, but with CRST Malone, once you find a load you need to contact your dispatcher to get a number from him or her. They must approve any load you take before committing to it. You MUST write the number on the top of your bills in order to get paid. It usually doesn't take very long. They will need time to check the brokers credit if it is one they haven't used before.