Profile For Robert B. (The Dragon) yes, I breathe fire and other sideshow tricks

If I had to guess, probably for a D11T Dozer. The complete unit weighs in between 230-240,000 depending on the blade and rear attachment. They're a blast to operate.

Always have paper copies unless you can memorize all the states that allow electronic. A DOT or scale master will almost always prefer to see a paper copy and it's very simple to just have it in your permit book when you go inside. What if you happen to be in an area where your cell service isn't the best and they can't read the electronic and want you to email it to them? Now you're in a pickle but wouldn't be with paper. Not to mention, if you have to have your dispatch email it, that's even more time sitting there, giving them the opportunity to decide to go a different route.

Anytime Joe Mc. Nobody starts out in a 4 or even 5 axle rig pulling multi axle trailers or hooking to loads weighing several hundred thousand pounds. You have to work your way up to it and it takes time along with a ton of new knowledge. The fun part is that if a driver applies themself and works to achieve it, they will. I have a good friend who is a heavy haul driver for Daily (he's also the first person I call for tips on a load I'm not familiar with), the man has been behind the wheel for about 30 years now and was semi retired for about 3 years due to an injury. He tried to go back to the company he was originally with but they declined, fearing he wouldn't be as capable so he kept fighting. Daily saw his resume and didn't even question his ability, they wanted his knowledge. He now runs a 4 axle KW 880, 18 speed 700hp pulling beast with a 12 axle trailer behind him. It's just a testament to how valuable a driver can become in trucking and how someone doesn't have to limit themselves because there are so many opportunities.

Joe Mc, I drive for Kivi Brothers out of Duluth Minnesota.

One thing not mentioned yet is the various opportunities which arise after getting your foot in the door and gaining experience in open deck work. Specialized and heavy haul divisions are much more intensive from a logistics standpoint, training and skill than other open deck operations and that's also where you will see significant advance in pay. The company I'm with has a specialized / heavy haul division. They hire primarily from within and the waiting list is roughly 8 months before consideration. There's additional training for the various styles of trailers along with familiarization with permit, escort, police escort, policies etc. Those trucks are all 4 axle rigs and company drivers average between 125-150k per year while rarely running over 1800 miles per week. Open deck offers the most options over other aspects in trucking and rewards the hard work in many ways, you just have to go get it. Oh and you'll drive really nice trucks, I know I love mine.

Todd? 80k is 80k no matter what the empty truck and trailer weigh and if anything, they've gotten heavier over the years with longer stock wheelbase lengths, condo tops and all the additional interior perks that make living in a truck much easier.

Todd? According to OSHA at what height do most falls occur and why are those falls the most dangerous? That should be the first question you ask before you even delve into the idea of worrying about the heights flatbedders work at. As flatbedders, oddly enough, we don't fall under OSHA regulations regarding heights and required fall protection systems but they have been looking into it. For my final input, how many drivers actually know how to inspect a harness, what to look for and when to use what the customer has provided? Most customers don't know either. The company I work for actually has a class to teach just those very things and we're one of the rare few who do. Like others have mentioned though, you really need to consider a different profession because this one doesn't suit you. Oh and btw, I was a dirt boy in the Air Force and hauled heavy equipment all over Europe and the heavy guys in the Army were right when they took a poke at you in the 5 ton trucks.

I haven't chimed in for a while but I still read the threads from time to time and I have to respond to this.

Why in the hell would you think for a minute that any company wants to put their neck on the chopping block to hire you? You're talking about one of the most dangerous professions in the country and you can't pass a drug test? I'm with Rainy on this, your options are extremely limited and I'm not afraid to say that I honestly don't want you out here.

Those are pretty much our normal loads, tipping the scales right around 120k but it's not the heaviest load I've hauled. Those happened while I was still in the military hauling equipment. If I could go back to hauling nothing but equipment, I probably would and have a good friend who can get me on where he works but for now, I'm pretty happy.

I hate to argue with you Brett but the owner of Hurricane Express constantly publishes articles on why he sets his trucks up the way he does, the speeds they run at and their fuel economy. Now, Prime and a few others might get a few tenths better on fuel but if he's pulling extra loads and generating more revenue, it justifies the difference because the revenue will outweigh the fuel cost.

Excellent article. There is one argument which can be made though but it would also require companies to change the way they order their trucks. You mentioned your ideal fuel economy is at 1100 rpm. That number can be manipulated with the setup of the truck by upgrading to say a 13 or 18 speed and a taller highway gear such as a 3:08 or even down to a 2:93. I know of one such company using this approach and their trucks running long stretches at highway speed can match your fuel economy because they're running the same rpm at higher speeds. This particular company, the owner specifically really knows not only logistics but the mechanical aspects of the trucks and has intentionally built his trucks this way. A few hundred miles a week may not seem like much but on a grand scale, it equates to more loads and more revenue which is what every company is chasing. Again, I'm not being critical because your article is dead on in regards to the company you drive for and many others but there's more than one way to pinch those fuel penny's.

No MVR points either. I should have clarified that. At least on mine, it was only a fine. Oh look, poetry lol.

Overweight violations carry no points, it's the fine only and is considered a non moving violation.

People skills and a decent sense of humor. All too often you hear about the drivers who do it because they're not a people person. Decent social skills and a good sense of humor go a long way, especially if you're dealing with someone who might be having a bad day or just dealt with a real piece of work driver. Play your cards right and you'll find yourself on someone's good side, which can put you in a door before the real jerk.

As was mentioned, warming the engine for a few minutes is a good thing and something you should be doing anyway during the pre trip to listen for potential air leaks as well as allowing the engine to get up to operating temperature. In regards to idling, it will absolutely Not harm these engines. What excessive idling will cause issues with is the emissions systems but a few minutes warming it up in the morning before you leave isn't going to have any effect on that. (I could write another thread on the things being done that does have negative effects on the emissions systems but I won't include it in this thread)

Experience will greatly reduce your load and unload time, which does effect your pay but don't let that frustrate you because you will become more efficient, making you faster and less tired. As far as the comment made about never doing flatbed because there's no money blah blah blah, I could bring that individual out with me for a day and prove them wrong lol.

Http://www.heavyhaul.net/canada-oversize-permits/

That's a link for all the provinces.

What's the max weights up there, and the type of traikers for those loads?

I would imagine it's similar to here and dependant on the permit they run. The quad axle trailers we run are rated to 140k but in Indiana and Ohio, we can only get a permit up to 120k gross weight. In Michigan, we're plated for 150k.

Very nice indeed, what’s under the hood??? 390????

5.0 Coyote now. It's a fairly rare 66 7.0 liter. That motor is going to get completely redone, maybe with some go fast goodies lol.