Questions About Prime - Lease Vs Company Drivers

I believe Prime is a very good company. I applied for them and they did not contact me, but I had placed them in the lower echelon of companies I wanted to work for anyway, mainly for this reason. The pay is really good if you are willing to drive the lightweight, but I am a big guy, and a full sized tractor is small enough. Also, 57 mph is awfully slow especially considering HOS regs. At 62 to 65 mph, you are quite a bit further down the road after a full ten of driving under HOS than at 57. In seven days, that mileage adds up. I emailed some of their drivers, and asked about the lightweight trucks. I was told that Prime wanted to get away from removing the passenger seat that a lot of their drivers do to accommodate a small fridge. I am not sure that they will follow through on that though.

Yea, that thought occurred to me also, governed @ 57 vs say 62. It's only 5 mph, but like you say, after 70 hrs , thats 350 miles difference. Of course, with the better pay rate, it might even out ... I'll have to do the math

re: lightweights being used for regional only .... does anybody else have any experience or insight into this factor?

we do have a walmart dedicated which light weight trucks are required, as well as the NE regional trucks are required LW as well, from what I was told we really don't do any other regions , just otr.

That's great info Matthew. I take it you are a Prime employee? Maybe you can help me with something else also...

Is the office slammed busy?? I am having a lot of difficulty getting anybody on the phone. I have left numerous messages for my recruiter that doesn't return, won't return emails, and when I call the main office to request another recruiter, I get nothing there either.

What's the best way to get ahold of a human at Prime?? LOL

That's great info Matthew. I take it you are a Prime employee? Maybe you can help me with something else also...

Is the office slammed busy?? I am having a lot of difficulty getting anybody on the phone. I have left numerous messages for my recruiter that doesn't return, won't return emails, and when I call the main office to request another recruiter, I get nothing there either.

What's the best way to get ahold of a human at Prime?? LOL

I had an awful time trying to get ahold of my recruiter,  they dont work on weekends,  and are on central time zone, and usually dont get in till 8am at the earliest,  and usually are gone by 5, the fastest way of getting a response is by email,  but a trick I used is to send a new email instead of replying to one, they seem to put replys low on the priority list for some reason, also our clases every week are usually 70 to 100 people ,so they go through 100s of apps a day, and are focused on getting the people who they have not communicated with to fill slots, so be patient,  and persistent,  thats basically what trucking is about.

also light weight

full sized

Yea, I get the whole persistence and patience thing, TT preaches that, and many of the blogs talk about it also. I actually tried that new email thing, with no luck, its a trick I learned from years ago in sales. I even tried different headings like, new student, or CDL schooling question, all to no avail. I've called all hours, early mid day and early afternoon. all with the same results.

I haven't given up, and I will keep on trying, was just hoping for a tip I hadn't yet tried. You echoed what Brett was saying about 100s of apps, and this being the busy season, but hopefully, I'll get through sooner rather than later.

Hey, thanks for the pics on light vs full size ... big difference, and I appreciate the info on the speeds, hammer down vs cruise control, that makes a difference.

Prime offers fuel bonuses, does that apply to the lightweights too? are the parameters the same as with the full-size (I think you had to be 7mpg or better to qualify)

You are a wealth of info Matthew, and I thank you. If I can get hooked up with a recruiter,and get started, perhaps I'll see you around somewhere.

Thanks

I applied at Prime on A holiday weekend. At the end of the application it said to call. Knowing no one would be there I still called andleft a message. They called me back on the next business day in the afternoon. Because I ccouldn't leave right away she told me to call back when I had a day I could start. For the next few months we corresponded via email. Last monday I called and grt a voice mail. I left a message saying I had my start date figured out (27th). I decided to send an email as well. When I went to that I had an email from her. She was headed out of the office so she couldn't answer. She answered another enail or two that day and called me the following day.

It was easy for me. Maybe I just got lucky.

As far as the lightweight fleet I'm hoping to grt a full-size but I'll take what I can get. I figure if I prove myself I may be able to work into a position to get one. Either way, you're living in a small space. I toss it up to paying dues as a rookie. And the pay is good.

Your welcome, and the fuel bonus is on all company trucks, and having your minimum mpg will qualify you for a low bonus cpm.

I’ve been with Prime as a company driver for almost 2 years. This is my first company & I think they’re a good place to be. I’ve never been pressured to become a lease driver, which is good because I don’t think lease is a very good deal.

I’m getting an average of ~2500 miles per week…. some less & some more. The most I’ve run in a week is 3600. Yep, I ran my butt off that week. I’m not sure of the details on the fuel mileage bonus, but I do know that in some weeks, I get roughly 46 cents per mile, all things considered. BTW, most of the time I keep it at 62mph (using cruise control) & I average about 7.7 mpg. I might get better mileage if I slowed down a little, but I’ve never tried it.

I drive a lightweight truck (a 2014 International Prostar). Sure, it would be nice to have a big, full-size truck, but I’d rather have the extra nickel a mile. Heck, I spend 90% of my time in the driver’s seat anyway & it’s all the same from the seat. Note that the Internationals do have a little more space than the baby Cascadias. There is a little floor space between the seat & bed. You may not have a choice about a lightweight. Usually, you will get one as a solo driver. Sometimes solo drivers get big trucks, but not as a rule. Some drivers do a quick stint as a trainer to get a big truck. Once you get a big truck, you get to keep it even if you quit training. BTW, the lightweight Peterbilts are by far the smallest inside.

There is no such thing as a perfect company, but I’d say Prime treats me pretty well. I like it here. Note that Prime does not have a reputation for great home-time. You’ll get home about once per month, if you request it.

Oh, someone mentioned that all trucks have APUs. Well, I drove a lightweight KW for a year & it didn’t have one. Nearly all trucks have them though.

APU:

Auxiliary Power Unit

On tractor trailers, and APU is a small diesel engine that powers a heat and air conditioning unit while charging the truck's main batteries at the same time. This allows the driver to remain comfortable in the cab and have access to electric power without running the main truck engine.

Having an APU helps save money in fuel costs and saves wear and tear on the main engine, though they tend to be expensive to install and maintain. Therefore only a very small percentage of the trucks on the road today come equipped with an APU.

APUs:

Auxiliary Power Unit

On tractor trailers, and APU is a small diesel engine that powers a heat and air conditioning unit while charging the truck's main batteries at the same time. This allows the driver to remain comfortable in the cab and have access to electric power without running the main truck engine.

Having an APU helps save money in fuel costs and saves wear and tear on the main engine, though they tend to be expensive to install and maintain. Therefore only a very small percentage of the trucks on the road today come equipped with an APU.

EPU:

Electric Auxiliary Power Units

Electric APUs have started gaining acceptance. These electric APUs use battery packs instead of the diesel engine on traditional APUs as a source of power. The APU's battery pack is charged when the truck is in motion. When the truck is idle, the stored energy in the battery pack is then used to power an air conditioner, heater, and other devices

I’ve been with Prime as a company driver for almost 2 years. This is my first company & I think they’re a good place to be. I’ve never been pressured to become a lease driver, which is good because I don’t think lease is a very good deal.

I’m getting an average of ~2500 miles per week…. some less & some more. The most I’ve run in a week is 3600. Yep, I ran my butt off that week. I’m not sure of the details on the fuel mileage bonus, but I do know that in some weeks, I get roughly 46 cents per mile, all things considered. BTW, most of the time I keep it at 62mph (using cruise control) & I average about 7.7 mpg. I might get better mileage if I slowed down a little, but I’ve never tried it.

I drive a lightweight truck (a 2014 International Prostar). Sure, it would be nice to have a big, full-size truck, but I’d rather have the extra nickel a mile. Heck, I spend 90% of my time in the driver’s seat anyway & it’s all the same from the seat. Note that the Internationals do have a little more space than the baby Cascadias. There is a little floor space between the seat & bed. You may not have a choice about a lightweight. Usually, you will get one as a solo driver. Sometimes solo drivers get big trucks, but not as a rule. Some drivers do a quick stint as a trainer to get a big truck. Once you get a big truck, you get to keep it even if you quit training. BTW, the lightweight Peterbilts are by far the smallest inside.

There is no such thing as a perfect company, but I’d say Prime treats me pretty well. I like it here. Note that Prime does not have a reputation for great home-time. You’ll get home about once per month, if you request it.

Oh, someone mentioned that all trucks have APUs. Well, I drove a lightweight KW for a year & it didn’t have one. Nearly all trucks have them though.

More great information. I appreciate the note about the home time also, that will play a role in my decision making. DO you have any pics of the inside of the truck?? Do you get a lot of coast to coast runs? or are you mostly east coast, or mid atlantic, etc? DO you get much bobtail time? Do you make multiple stops? I hear reefers often have long wait time at warehouses loading and unloading, is this true??

Thanks for the info

Bobtail:

"Bobtailing" means you are driving a tractor without a trailer attached.

Reefer:

A refrigerated trailer.

APU:

Auxiliary Power Unit

On tractor trailers, and APU is a small diesel engine that powers a heat and air conditioning unit while charging the truck's main batteries at the same time. This allows the driver to remain comfortable in the cab and have access to electric power without running the main truck engine.

Having an APU helps save money in fuel costs and saves wear and tear on the main engine, though they tend to be expensive to install and maintain. Therefore only a very small percentage of the trucks on the road today come equipped with an APU.

APUs:

Auxiliary Power Unit

On tractor trailers, and APU is a small diesel engine that powers a heat and air conditioning unit while charging the truck's main batteries at the same time. This allows the driver to remain comfortable in the cab and have access to electric power without running the main truck engine.

Having an APU helps save money in fuel costs and saves wear and tear on the main engine, though they tend to be expensive to install and maintain. Therefore only a very small percentage of the trucks on the road today come equipped with an APU.

EPU:

Electric Auxiliary Power Units

Electric APUs have started gaining acceptance. These electric APUs use battery packs instead of the diesel engine on traditional APUs as a source of power. The APU's battery pack is charged when the truck is in motion. When the truck is idle, the stored energy in the battery pack is then used to power an air conditioner, heater, and other devices

Does anybody know anything about the 1 man tractors Prime offers? The web page says that Prime pays more if you drive this tractor, that it only has a drivers seat (no passenger) and that the bunk space is smaller.

Any pics of the the two tractors side by side? Are they so small they are claustrophobic (lol) do they have an APU?

just curious, as I am considering Prime, and may not mind doing the smaller rig.

Are they more prone to break downs? Are they governed lower? Are they more prone to being affected by the heavy trailer?

Any insight is appreciated.

Thanks

I'm pretty sure you're talking about a lightweight truck that only Prime offers. It comes with a passenger seat, but 90% of the drivers take it out for the extra space. So it's technically not just a 1-seat truck.

The short description of them is they basically weigh a lot less than your traditional truck. The bunk is smaller, it doesn't come with any cabinets or storage closets. It's just the front driving area and a bed. They are made with lighter materials. The thing is, these can haul up to 49k of freight, meanwhile I can only haul up to 44k of freight. That's a huge difference to the customer.

They are not more prone to breakdowns, in fact, every single one they have is brand new. They are governed at 57mph.

And they are not more prone to be affected by a heavy trailer. I'm not really sure what you mean by that too be honest. Basically, they can haul *more* weight than the traditional full sized truck.

For pictures just google "Freightliner Cascadia Lightweight Truck" and then google "Freightliner Cascadia Fullsize Truck". You'll immediately notice the difference. The average pay for a rookie is roughly .28cpm, on a lightweight truck the pay is .41cpm. Huge difference financially.... If you can deal with the extremely limited space.

Thanks Daniel, Yea, I think it is the lightweights also. What I meant by being affected by weight is kind of what you addressed. but, being that it can haul a heavier trailer, and the tractor is made with lighter material, it makes me wonder if it is ore prone to jack knifing? with more weight behind a lighter tractor, it seems physics would take over and the tractor would be more prone to 'pushing' the tractor around on downslopes, curves, wet roads etc.

It's a smaller tractor, but it can actually haul MORE weight?? wow, that's crazy. But yea, the extra pay is what grabbed my attention.

Now, when you say 'extremely limited space' can you elaborate a little more? I understand it doesn't have cabinets and only one bunk, but is it like you cant scratch your head without bumping your hand against the roof? Do I have to get out of the cab to change my mind? Small spaces don't bother me too much, but cramped does, ya know?

Thanks for the input

It can only haul more weight because it weighs less. You would still have the same amount of weight on all axles, the difference is that my weight is less product and more truck. Your weight is less truck and more product. We would still have 12,000 on steers and 34,000 on drive and trailer axles when fully loaded.

Extremely limited space is exactly what is is haha. You have the seats, your dashboard, your steering wheel, and behind your seat is a bed. It's exactly what it sounds like. However, the roof is still high. So you won't be bumping your head against the roof. You probably won't even be able to reach the roof when stretching.

CPM:

Cents Per Mile

Drivers are often paid by the mile and it's given in cents per mile, or cpm.

APU:

Auxiliary Power Unit

On tractor trailers, and APU is a small diesel engine that powers a heat and air conditioning unit while charging the truck's main batteries at the same time. This allows the driver to remain comfortable in the cab and have access to electric power without running the main truck engine.

Having an APU helps save money in fuel costs and saves wear and tear on the main engine, though they tend to be expensive to install and maintain. Therefore only a very small percentage of the trucks on the road today come equipped with an APU.

Nope, no pics of inside my truck. It’s too messy.

In my ~2 years here, I’ve only done, I think, three coast to coast runs (not counting training time). Of course I do all 48 states so it’s hard to tell where I may end up. Reckon I do spend most of my time in the mid-west and east. I think the company can make more effective/efficient use of teams on those long runs out west. Oh, I do get out west sometimes though. I have been to all but North Dakota & Oregon, although I think most drivers (by the time they have as much time as I do) will have seen all states. I’ll get there & complete that item on my bucket list. One nice thing about driving is that I occasionally get to stop & visit with old friends from my military or college days. I have to stop where-ever I can park (truck stops, etc) & have them pick me up in their car.

About the only time I bobtail is when I go home. They’ll have me drop off my trailer somewhere, as near to home as they can get me, & then have me BT home. I can park the truck at my house, but not with a trailer. If you can park a trailer at your house, they may just have you take it home too.

Multiple stops? Not usually. I guess I get a multiple stop load about once a month. Yes, you will have some “wait time” loading & unloading. After a while, you’ll figure out the locations where you can expect a wait. It is part of the job & you just plan on it. I’m thinking about 30% of my loads are “drop & hook” at either the shipper or receiver (or both). I don’t know how the numbers look for flatbed & tanker as I’ve never done those.