In general, no, but it’s not because we want control – it’s because our dispatchers are incredible at what they do. After drivers work with our dispatchers, they tell us they don’t want to pick their own loads.
Our seasoned dispatchers are booking loads every day out of different areas. Freight can be somewhat seasonal, and what might be a great rate going to Colorado today might be not a great rate next week. In other words, just because a load is paying really well going in doesn’t mean you won’t be deadheading out.
We have the tools and experience to make sure what looks like a great rate is actually a great rate. Dispatchers are looking to maximize your weekly revenue – not just the revenue going out to a location on a particular day.
On top of that industry knowledge, our dispatchers make sure you have a scheduled appointment that’s confirmed so you’re not sitting around and waiting all day. You want our dispatchers looking out for your best interest.
In addition, we have a lot of customer freight, which means no matter how high or low the market is, our freight is reliable and steady.
With all that said, we take our drivers’ preferences to heart. A lot of companies don’t care what you want or where you want to go – we’re quite the opposite. We listen to every driver and honor their requests. We also take home time seriously.
Our dispatchers also go above and beyond to ensure drivers don’t get burnt out by building in needed breaks at home. They make sure you’re doing well both financially and mentally. We really take pride in how we treat our drivers – like family.
#3: What do you offer for teams?
We really have the ideal setup right now for team drivers. The combination of high compensation, light loads, and dedicated lanes is a team’s dream.
Here are the highlights:
Each driver gets 30 cents for all miles the truck travels per week (even when you’re sleeping!)
Dedicated light loads under 10,000 pounds
90% drop and hook – no sitting around, about 15-minute load and unload time
In and out of Florida
Cash bonus if you run 3 round trips per week, which most teams take advantage of
Each team driver consistently grosses up to $2,200 per week
It’s pretty rare to be home every day, but it depends on the lane. In some instances, yes.
If you’re a Florida-based driver, we do have some mail runs that are home every day, but they’re all taken right now. With that said, the lanes we have are constantly changing, so if you’re interested in driving for us, send us an inquiry and we’ll get back to you if we have a good fit for what you’re interested in.
#5: What makes of tractors are available for lease?
We’re currently leasing 2015 and newer ProStar Internationals.
#6: Do you have driving jobs in my city/state?
It depends on the contracts we get. We always have driving jobs in Atlanta, Miami, and Orlando. We typically go as far west as the Mississippi.
As far as regionality, we’re heavy in the southeast and go up the eastern seaboard.
#7: What type of freight do you pull and in what kind of trailer?
We do FAK (freights of all kind) in dry vans.
#8: I have careless driving on my Motor Vehicle Report (MVR) – can you hire me?
As you probably know, insurance companies frown upon careless driving on your MVR. Hiring safe drivers is our top priority, so we feel most comfortable with at least 5 years since the last incident. We handle careless driving from the last 3-5 years on a case-by-case basis.
#9: When can I start a lease purchase contract?
If you’re interested in becoming a lease purchase owner operator at Freight X, you must be a company driver for at least 90 days first.
#10: If I’ve been driving for many years, do I still need to be a company driver for 90 days?
Yes. During the 90-day period, you have a chance to get familiar with us, the type of freight we haul, etc. We also get more comfortable with your reliability as a driver. We have a lot of risk when doing a lease purchase agreement, so we also appreciate the extra time to get to know you as a driver.
If you know from the beginning that you’re interested in lease purchasing, we’ll start you out in the truck you want to eventually lease. You have the opportunity to try it before you buy it, and we also repair anything that’s wrong with the truck as you do your DVIRs (Daily Vehicle Inspection Report).
This helps you get comfortable with us before we go through all the paperwork of a lease.
#11: After 90 days do I just automatically go into the lease?
After the 90-day period as a company driver, you can choose to stay a company driver or you can choose to lease purchase the truck. As long as we’ve gauged you’ll be successful in the lease purchase program (not everyone is a good fit!), then we’ll put together a contract.
You’ll pick a truck (if it’s not the one you’re already driving), we’ll settle on the price, the payments, etc. We help you with everything – plates, insurance, fuel discount, and more.
#12: What are you doing for COVID-19?
Drivers can rest assured that Freight X has a robust continuity plan. We have prepared our office with remote work capability, so your dispatcher can continue serving you from home if need be. Our phone system is equipped to transfer to our cell phones seamlessly, and we have a secure way of connecting to our information with a VPN.
Our drivers are also prepared to face the challenges. We know finding meals can be the biggest challenge as many restaurants are closed, but nearly all Freight X trucks have fridges in them. We’ve also given all drivers a credit to purchase hand sanitizer, and we’re ready to offer additional support to our drivers in any way we can.
We mean it when we say we are prepared for anything. We know drivers are our everyday heroes, and it’s during a crisis that they get the much-needed attention they deserve. Thank you to all of our drivers – and the drivers across our great country – for being true front line heroes.
Like so many of you, we have spent the last several days and weeks learning about the coronavirus (COVID-19) and how it is impacting our world. For Freight X LLC, that means understanding how it affects our employees, customers, and communities, and then making the necessary adjustments to our work and operations.
We have one simple objective that guides us: keeping our employees and customers safe. This has been at the center of our conversations every step of the way. With that in mind, we have made several moves in our business in response to the threat of the coronavirus.
We have ramped up cleaning services at our offices and are adding hand sanitizer at the front entrances. Sanitizing wipes are near workstations so that employees can keep them continuously cleaned.
We are closely following the Centers for Disease Control’s (CDC) guidelines and recommendations on the steps we can take to help prevent the spread of the virus. We have shared specific instructions with our employees on the importance of washing their hands and staying home if they feel sick. Per CDC recommendations, we have instructed our employees who may have been exposed to others who have traveled to such locations to self-quarantine for 14 days.
A strict travel policy for our employees is in place, and we have canceled meetings with large gatherings, again to do what we can to help prevent the spread of the illness.
If someone in our office would test positive for the Coronavirus, we will close the office and have all employees work from home. We have remote computer and communication capabilities for all office employees should the need arise for everyone to not come into the office.
We have given every driver a $5 reimbursement voucher for the purchase of hand sanitizer with at least 60% alcohol content to have in their truck. We have also shared the following instructions:
Put enough product on hands to cover all surfaces.
Rub hands together, until hands feel dry. This should take around 20 seconds.
Note: Do not rinse or wipe off the hand sanitizer before it’s dry; it may not work as well against germs.
We will continue to closely monitor the situation and do all we can to protect you and our employees.
In most cases, truck drivers have two career paths to consider: become a company driver or be an owner operator. Each career path has its pros and cons – it just depends on what you’re looking for in a trucking career.
In this quick guide, we’ll go over company drivers, owner operators, and which option might be best for you and your situation.
What Is a Company Driver?
A company driver is an employee of a trucking company that drives a company truck. Company drivers are paid by the mile or the hour, and they typically receive benefits like any other employee.
Paid By the Mile vs. Paid By the Hour
So, is it better to be paid for every mile you drive, or does it make more sense to be paid for each hour you work? The short answer is it depends.
In general, shorter haul loads don’t offer enough miles to make per-mile payment worth your while. For example, if a load is only 97 miles each way, you’re only running about 200 miles per day. If you were paid by the mile, that’s less than $500 per week!
Most drivers aren’t going to work for only $500 per week. That’s why drivers who run local freight are typically paid by the hour. We call these “hourly runs.”
Guys and gals that are on the road doing 500-600 miles per day prefer a per-mile rate because it’s going to pay them more than an hourly rate.
You can really get in the weeds with the math here, but the gist is if you’re hired for a local job, it’s probably going to be an hourly position. And if you’re hired as an over-the-road driver, you’re probably going to be paid by the mile.
Sidenote: There’s a little bit of a push in the trucking industry to pay all drivers by the hour. Some believe paying drivers for every mile they run encourages speeding. This isn’t a massive push by any means – more of a gentle nudge if you will.
In our opinion, this line of thinking isn’t going anywhere because today’s technology is so advanced. For example, there are truck devices that don’t allow you to speed, even if you wanted to.
What Benefits Do Company Drivers Get?
Company drivers are employees, and as an employee, you receive valuable benefits like contributions towards your health insurance, workers’ compensation, and even access to a 401(k) retirement plan if your employer offers it.
Company drivers also have the advantage of reliability. In general, you know what your earnings are going to be (or can be), and you don’t face any unexpected expenses. Company drivers are not responsible for paying for their truck, truck maintenance, or fuel.
Here are some major things company drivers don’t have to worry about:
Fuel costs going up and down
No earnings if your truck breaks down (you get breakdown pay)
No earnings if your loads are too spaced apart (you get layover pay)
No earnings if you have to deadhead to get a load (you are paid by the mile or hour)
That’s all pretty reassuring to those who prefer the predictability and reliability of a steady job.
How Much Can You Make As a Company Driver?
Company drivers typically make between 38-52 cents per mile. This is all dependent on your experience and the distance you’re willing to drive. Regional positions pay less, for example, and drivers with a lot of experience are paid more.
Average hourly rates can span from $15 to as high as $25 per hour. The biggest factors here are where you’re driving and any endorsements you have. For example, drivers up north are paid on the higher end, and drivers with HAZMAT and Tanker endorsements are paid more.
As a company driver, the more miles you run or the more hours you work, the more you’ll obviously make, but you are capped to a certain extent. It’s unlikely you’ll ever earn more than about 52 cents per mile driven, and you can only work so many hours in the week.
Additionally, some companies won’t want you to get into overtime, and some driving jobs only pay straight time no matter how many hours you work.
Typical company drivers can expect to make between $35,000-$70,000 per year. Some of our very own Freight X company drivers are even earning upwards of $90,000 per year, so it really can depend.
Drivers with a lot of motivation who are out on the road more often tend to earn on the higher end of that range, while drivers who prefer to have more home time will be on the lower end. Needless to say, the pay is fantastic, especially since you don’t need any advanced degrees.
If you prefer predictability and don’t want to take on the risks of owning your own business, being a company driver is an excellent career path for you.
What Is an Owner Operator?
An owner operator is an independent business owner that teams up with a trucking company for back-office support. Owner operators lease or own their own trucks. If the owner operator is leasing the truck, they’re referred to a lease purchase owner operator.
In any case, when you’re responsible for your own equipment, it means you take on the risk of any business owner. On the bright side, you are entirely independent and have the pride of being your own boss.
Are Owner Operators Considered Employees?
Owner operators are not considered employees. In most cases, owner operators are 1099 independent contractors.
Since owner ops aren’t employees, it should be said that taxes are not automatically taken out of their earnings, so please, please, please! save a portion of your income for tax time. You do NOT want to be like many owner operators who owe the IRS and don’t have the ability to pay them.
What Do Owner Operators Have to Pay For?
Owner operators are running their own businesses, and while they make a lot more money on the freight they haul, they also have a lot more expenses. Some expenses you can plan for, while others can come out of the blue.
The main expenses of an owner operator include:
Truck maintenance costs
Other Unforeseen business expenses
Sidenote: Most trucking companies don’t supply health insurance for owner operators. There may be a few exceptions, but in general, that’s the standard.
While all of these expenses can definitely add up, there’s a reason why truckers decide to become owner operators, and that’s the income!
How Much Can You Make As an Owner Operator?
Owner operators have the potential to make significantly more money than a company driver. While company drivers make between 38-52 cents per mile, owner operators typically make about 70% of the load, which would be $1.75 on a load paying $2.50, for example.
Here at Freight X, we pay 74% of the line haul and 100% of the fuel surcharge. We should mention that some trucking companies advertise a higher pay percentage, and that can be deceiving. Always distinguish between the line haul and the fuel surcharge – you should be getting all of the fuel surcharge.
As an owner operator, you have the power to choose your own destiny. An owner operator’s annual earnings can range from $78,000-$156,000.
If you’re out on the road diligently, you’ll be on the higher end of the range, and if you continually turn down loads, you’ll be on the lower end.
Don’t forget that owner operators are responsible for their own business expenses, but on the bright side, expenses are tax-deductible. You just have to keep track of them!
What Do Trucking Companies Offer Owner Operators?
You’re making about 74% of the load, so why are you giving up 26% to the trucking company you’re running under?
That can depend on the trucking company, so you really want to do your homework here. You want to be sure you’re partnering with a company that is supporting your growth and is offering top-of-the-line trucking solutions. Don’t give up that 30% to just anyone!
Here at Freight X, we offer best-in-class software, great customer relationships, a shop with incredibly skilled mechanics, and so much more. In fact, here’s a quick sampling of the benefits we provide to owner operators:
How Much Does an Owner Operator Truck Driver Make After Expenses?
Expenses are pretty unpredictable – as are many aspects of trucking! However, many trucking companies (including Freight X) assist owner operators by offering optional maintenance accounts.
You can request to automatically put in part of your earnings into the maintenance account until it reaches an amount you’re comfortable with. That provides you some insurance, so to speak, if you run into any major maintenance or breakdown issues.
Once your maintenance account has a good amount of padding in it, you don’t have to worry about unforeseen expenses coming out of your check.
Your expenses and income are going to range greatly, but we know you probably want to see some kind of example, so we came up with one.
Assuming you run 100,000 in a year, you should plan for about $74,500 in annual expenses. Also assuming you get $2 per mile, which is very reasonable, you would make $200,000 that year.
In sum, an owner operator who runs 100,000 miles annually can expect to make about $125,500 after expenses. And again, expenses are tax-deductible.
Here’s an example of what expenses look like if you run 100,000 in a year:
$24,000: Fuel (at Freight X, you get a fuel card with a fuel discount)
$1,000: General administrative expenses (accounting, for example)
Fuel is going to be your largest expense, but it’s not as bad as it sounds since it’s factored into the rate of the load. Owner operators at Freight X regularly bring home between $2,000-$3,000 per week, and that’s after fuel expenses.
Owner Operator vs. Company Driver
One option isn’t inherently better than the other – it just depends on your personality and which option fits your needs the best at this time.
You’re probably better suited to be a company driver (for now) if you agree with the majority of these statements:
I’m relatively new to truck driving.
I’m not financially prepared to be on the hook for tractor repairs or maintenance costs.
I like predictability.
I don’t generally like to take on risk if I can help it.
I’ve never really had the desire to own my own business.
On the other hand, you might be better suited to become an owner operator if you agree with the majority of these statements:
I’ve been driving trucks for several years (or more).
I’m financially prepared to handle tractor repairs or maintenance costs.
I don’t mind taking on risk when there’s a potential for upside.
I’ve always wanted to own my own truck.
I’ve always wanted to start my own business.
If you want to be an owner operator but you’re not financially prepared for unexpected costs and you don’t know how to own your own truck, consider becoming a lease purchase owner operator.
If you have any questions about becoming a company driver or owner operator here at Freight X, be sure to visit our Become a Driver page. If you think being an Owner Operator with us is right for you, check out our Owner Operators page.
You can fill out the form there to get in touch with us, or just give us a call at 352-629-2042!
If you’re a truck driver and your company leaves you stranded, it can extremely stressful. Being stranded in the middle of nowhere is nothing new for drivers, but as of late, it has become an even bigger issue.
In 2019, about 10 midsize to large trucking companies shut down, including HVH Transportation, New England Motor Freight Inc., Falcon Transport, Stevens Tanker Division, and most notably, Celadon (Freight Waves).
Celadon Group Inc. had the largest trucking failure of 2019, leaving over 2,500 drivers stranded thousands of miles from home. These drivers found that their fuel cards were deactivated, and no one was telling them what to do about upcoming planned loads or their trucks.
To make matters even worse, many drivers were in the middle of a load with trailers full of goods. They knew they wouldn’t be paid if they finished their route, but at the same time, what are you supposed to do with a loaded trailer full of someone’s stuff?
Whether your trucking company went bankrupt or your truck broke down and they’re not sending you help, we have some advice on what to do going forward when you’re stranded far from home.
Don’t Trash The Truck!
The theme here is that you shouldn’t take a bad situation and make it worse. Although the company may owe you money, they left you stranded, they deactivated your fuel card, and you have their equipment, you don’t want to do anything stupid. It’s not worth risking your future!
As a truck driver, your license, your record, and your overall standing as a driver is your livelihood. Resist the urge to trash the vehicle, leave it in some random field, or park it on a back road in the middle of nowhere. Decisions like that can come back to bite you, and you want to be employable in the future.
Park Your Truck at a Truck Stop
If you’ve tried contacting your dispatchers, the management, and you’ve exhausted all resources, we recommend parking the truck at a truck stop. Put the keys on the dipstick, remove your personal items, and lock the doors.
Don’t leave the keys in the ignition, because that’s a pretty obvious spot, and you could be blamed in the future if the truck is stolen.
Take Photos of How You Left the Truck
Finally, take photos of where you left the truck and what condition you left it in. The more photos, the better. Treat it like an accident and document the truck thoroughly.
This extra step will make sure you’re protected if someone tries to blame you for damage to the truck later on.
Sometimes, trucking companies are also bought out by venture capitalists, and their goal is to sell everything off and close the doors to milk it for all its worth. We aren’t bankruptcy law experts, but that can happen. They’re going to come after that truck eventually, so take photos to make sure you have nothing to worry about.
Get an Uber or Bus Ticket Home
Once you’ve dealt with the truck, it’s time to get home. If you’re relatively close to home, you can get an Uber or Lyft relatively inexpensively.
If you’re a bit farther away, consider purchasing a bus ticket, which can be a lot cheaper than airfare.
Contact Trucking Companies In the Area
If you’re seriously stranded – as in, thousands of miles from home – larger trucking companies can often afford to send for you. They are all itching for new drivers, so you may find that they’re willing to go the extra mile to recruit you.
You might also contact trucking companies in the area. If you’re out of money and can’t get a ride, lots of companies will definitely help you out. People out there want you as a driver and may be able to pick you up.
Budget a Rainy Day Fund
Especially as an owner operator, we recommend having a little bit of savings in a rainy day fund. While you never expect your trucking company to go out of business or leave you stranded, you want to be prepared for anything. That includes the potential of being stranded without help.
In addition, don’t expect your trucking company to shell out $10,000 to come get you if your truck broke down across the country. A lot of drivers jump from job to job, so why would the company bend over backward if they expect you to leave?
However, loyal drivers can expect the “royal” treatment. Trucking companies will go the extra mile (pun intended!) for drivers who stick around and are dedicated to their position. (Including us.)
In any case, having some money set aside for situations like this will ease your worries and help you transition to the next opportunity.
As a trucker, you’re in demand and are always employable. The nice thing is it won’t take you months to find a new job. Move on, but do it in the right way.
In our industry, integrity is key. Keep an excellent reputation and resist the urge to retaliate. This too shall pass.
Choose a Trucking Company That Won’t Leave You Stranded
Finally, be sure to work for a company that won’t leave you stranded in the middle of nowhere! Here at Freight X, we’re there for our drivers – especially when they need us the most.
Maurice Watson, a loyal driver currently on our lease-purchase program, explains in his Driver Spotlight, “you’re never stranded with this company.”
When his truck broke down in the middle of Arizona, Maurice found out it would take nearly a month to get it fixed. Our team at Freight X sent help from Florida all the way to Arizona – and with a tractor in tow!
“I was so happy to see them come over the horizon with that tractor,” Maurice says. “Not too many companies are actually doing that. That was a life-saving moment for me.”
Of course, we’d love to have you as a part of our driving team here at Freight X. However, be sure to ask whatever company you’re talking with what they’d do in a similar situation.
Being stranded in the middle of nowhere is extremely stressful, especially when you have no support from your trucking company.
If we can be of any assistance to you, please don’t hesitate to reach out to us. You can call our office at 325-629-2042 for help, or you can reach us via our Contact Form.
Whether you’re an experienced driver or are new to trucking, there’s a lot of lingo to learn! Just like any industry, we have shortened words, acronyms, and trucker slang that’s just part of our everyday conversation.
If you have no clue what pups are (not the canine kind!), or you’re lost when someone mentions IFTA or FMCSA, this is your ultimate list of trucking industry terms. We’re sure to have forgotten some, so be sure to leave your suggestions in the comment section at the end!
11-Hour Driving Limit: part of the FMCSA Hours-of-Service Rules; property-carrying drivers may drive a maximum of 11 hours after 10 consecutive hours off duty. (Read the regulation here.)
14-Hour Limit: part of the FMCSA Hours-of-Service Rules; property-carrying drivers may not drive beyond the 14th consecutive hour after coming on duty, following 10 consecutive hours off duty. Off-duty time does not extend the 14-hour period. (Read the regulation here.)
60/70-Hour Limit: part of the FMCSA Hours-of-Service Rules; property-carrying drivers may not drive after 60/70 hours on duty in 7/8 consecutive days. A driver may restart a 7/8 consecutive day period after taking 34 or more consecutive hours off duty. (Read the regulation here.)
Agent: in the context of truck driving, an agent is an individual who oversees a small fleet of trucks and partners with a larger trucking company to lower operating costs – read more here.
American Transportation Research Institute (ATRI): a 501(c)(3) not-for-profit research organization whose primary mission is to conduct transportation research, with an emphasis on the trucking industry’s essential role in a safe, efficient and viable transportation system.
APU (Auxiliary Power Unit): a unit that offers increased driver comfort, greater fuel savings, better driver recruitment/retention, idle reduction, lowered maintenance costs, and higher tractor residual values.
ATA (American Trucking Association): founded in 1933; the largest national trade association for the trucking industry.
Backhaul: a driver’s return trip; typically pays a lower rate (unless you live in Florida!); backhauls typically are taken to position a driver for another, better-paying headhaul.
Balloon payment: a large one-time payment due at the end of a loan term; in trucking, this is quite common in unfair lease purchase agreements – read more here.
Berth: sleeping compartment behind the cab; also called a sleeper.
Bill of Lading: an itemized list of goods contained in a shipment.
Bobtail: A tractor operating without a trailer. Comes from the cat breed “American Bobtail” which is known for its short, stubby tail.
Bumped the dock: a driver backed up to a dock door ready to load or unload at pick up or delivery.
Cabover: also called COE, or Cab-Over-Engine; a truck design that houses the cab over the engine.
CB (Citizens Band Radio): A two-way radio system used to communicate traffic conditions, requests for help, or conversations.
CDL (Commercial Driver’s License): The license that authorizes an individual to operate commercial motor vehicles and buses over 26,000 pounds.
CMV (Commercial Motor Vehicle): the FMCSR has defined CMV as a vehicle that is used as part of a business and is involved in interstate commerce and fits any of these descriptions:
Weighs 10,001 pounds or more
Has a gross vehicle weight rating or gross combination weight rating of 10,001 pounds or more
Is designed or used to transport 16 or more passengers (including the driver) not for compensation
Is designed or used to transport 9 or more passengers (including the driver) for compensation
Is transporting hazardous materials in a quantity requiring placards
Company driver: a driver who is an employee of a trucking company driving a company truck; typically paid by the mile or hourly.
DAC (Drive-A-Check) report: a comprehensive file that contains the last 10 years of your employment history, license verification, driving history, DOT physical results, criminal background checks, and any other information requested at a company; managed by HireRight. Carriers can also report a bad driver, which will show up on a DAC report and will likely influence future driving opportunities.
DAT (Dial-a-Truck): the largest truckload freight marketplace in North America.
Deadhead: when a driver is moving with an empty trailer; typically happens when a driver must drive a certain distance to pick up their next load.
Detention: compensation paid to the driver when a route is delayed either at pick up or delivery (typically longer than 2 hours at the time of pick up or delivery).
Dossier: a software company that provides fleet maintenance management solutions for the transportation industry. (We use Dossier here at Freight X.)
DOT (Department of Transportation): The Department of Transportation was established by an act of Congress on October 15, 1966. DOT’s mission is to ensure our nation has the safest, most efficient and modern transportation system in the world.
Drop and Hook: when a driver delivers a load at the final delivery location for a customer and he/she drops the trailer and picks up a new one.
Dry van: shipping container used to haul pallets or boxes of cargo; the most common type of freight transportation today.
E-Log: An online system used to track hours of services and milage.
EDI (Electronic Data Interchange): the concept of businesses electronically communicating information that was traditionally communicated on paper, such as purchase orders and invoices; most customers in the trucking industry require EDI.
ELD (Electronic Logging Device): electronic hardware that is attached to a commercial motor vehicle engine to record driving hours.
Factoring: when a carrier receives payment from a third-party financial company after delivering a load and waiting for payment. The purpose of factoring is to improve cashflow.
Forced dispatch: when a dispatcher forces a driver to take a load that violates regulations or personal boundaries set at the time of hire; for example, telling a driver they must run a load that infringes on their hours of service or they will be fired; typically only applies to company drivers.
Flatbed: a type of trailer that is flat, which allows it to be loaded from all angles if needed; allows for larger freight to be loaded as there are no walls; typically unloaded by a crane or outdoor equipment; typically pays better than dry van freight as it requires more waiting – deliveries are often to job sites with tighter delivery windows and limited unloading equipment.
FMCSA (Federal Motor Carrier Safety Administration): part of the Department of Transportation whose primary mission is to prevent commercial motor vehicle-related fatalities and injuries.
FSC (Fuel surcharge): an extra fee that trucking companies charge to cover the fluctuating cost of fuel; the fuel surcharge is not meant to cover all fuel used on the load – it only covers a portion. A typical fuel surcharge may range between 20-35 cents per mile.
Fuel discount: trucking companies can partner with gas stations to receive a discount based on volume; discounts are often defined on a “cost plus” basis or a “retail minus” basis. For example, you may pay cost plus 4 or retail minus 4.
Fuel island: another term for a gas station, but in trucking, we don’t get gas – we get diesel fuel, thus we call these filling stations “fuel islands” (or truck stops).
Fueling Location Optimization: the cheapest price at the pump doesn’t actually mean it’s going to be the cheapest due to individual state taxes, so dispatchers will optimize a driver’s route to ensure they get the lowest-cost fuel, despite the price at the pump.
G, H, I
GVWR (Gross Vehicle Weight Rating): the maximum operating weight/mass of a vehicle as specified by the manufacturer.
Hazmat: Hazardous materials, as classified by the U.S. Environmental Protection Agency. Must have a Hazmat Certification as a driver to run these loads; the carrier must also be Hazmat Certified and have appropriate insurance in place.
Headhaul: the load you take leaving the terminal (such as your home or your home state).
HOS (Hours of Service): U.S. Department of Transportation safety regulations which govern the hours of service of commercial vehicle drivers engaged in interstate trucking operations. These rules are designed to eliminate the type of drowsiness that can lead to crashes. (Read the full regulation here.)
IFTA (International Fuel Tax Agreement): an agreement between the lower 48 states of the United States and the Canadian provinces to simplify the reporting of fuel use by motor carriers that operate in more than one jurisdiction. An operating carrier with IFTA receives an IFTA license and two decals for each qualifying vehicle it operates. The carrier files a quarterly fuel tax report. This report is used to determine the net tax or refund due and to redistribute taxes from collecting states to states that it is due.
Layover: similar to detention, layover is paid by the trucking company to the driver when they spend a certain amount of time not driving.
Lease Purchase Driver: A driver who is in a lease agreement with a trucking company to eventually own their truck and become an owner operator; many trucking companies have given lease purchase agreements a bad name due to unfair contracts and bad business practices – read more here.
Load board: also known as freight boards; an online system that allows shippers and brokers to post loads.
Logbook: A records book where drivers record their hours of service and duty status for each 24-hour period.
Long-haul: driving long distances.
LTL (Less-Than-Truckload): A load that is typically less than 10,000 pounds; the quantity of freight is less than what is required to fill a full truckload.
Maintenance account: An account that holds a small percentage of your earnings over time to cover potential truck repair costs; typically required during lease purchase contracts, and the average amount held back is between 12-20 cents per loaded mile.
McLeod: a trucking software provider that provides solutions for trucking dispatch operations management, freight brokerage management, fleet management, document imaging, workflow, and EDI. (We use McLeod here at Freight X.)
MT: driver slang for “empty.”
Owner Operator: A driver who owns his/her own truck and runs as a 1099 contractor for a trucking company.
OTR (Over the Road) Driver: A driver who travels cross-country to deliver freight; typically sleeps in his/her sleeper and averages upwards of 100,000 miles annually.
Personal Conveyance: the movement of a commercial motor vehicle for personal use while off-duty.
Power only: pulling someone else’s trailer when running a load; the driver is supplying the “power only.”
Pups: containers that are just 26–29 feet long, instead of the standard 53 feet.
Regen: when soot builds up inside the DPF (Diesel Particulate Filter), a driver may be forced to pull over and do a ‘forced regen,’ or a self-cleaning process that can take about 45 minutes. Without a regen, the tractor may not be operable.
Reefer: a refrigerated trailer, commonly used for the transportation of food; these loads typically pay more because they require more attention from the driver and you have to put fuel in the tractor and the trailer.
Relay: two drivers with loaded trucks who meet in a central destination to swap trailers and return to their points of origin.
Rolling regen: the same as a regular regen, but you do not have to stop to perform the regen. It’s important to never interrupt a rolling regen, or you risk future issues.
Sleeper: the sleeping compartment mounted behind the truck cab; where drivers sleep while on the road.; also called Berth.
Sleeper Berth Provision: part of the FMCSA Hours-of-Service Rules; drivers using the sleeper berth provision must take at least 8 consecutive hours in the sleeper berth, plus a separate 2 consecutive hours either in the sleeper berth, off duty, or any combination of the two. (Read the regulation here.)
Spot market rates: shipping prices that exist right now; typically paid by the broker.
Spread axel: tandem axels existing on flatbed trailers that can slide independent of each other – one is fixed, and the other, you can generally spread out.
Step-deck: a trailer that has two deck levels – an upper deck and a lower deck which drops down after it clears the tractor tandems.
Stop pay: loads with several delivery locations in which compensation is given for each stop made; generally, a load consists of one “pick,” or origin, and one “drop,” or destination. Intermediate stops are typically compensated by the company.
Super single: tires that are twice as wide as typical tires; each “super single” replaces two typical tires; can be used on tractors or trailers; these offer better fuel economy, but if one fails, you’re stuck and cannot continue driving under any circumstances.
Tandems: the two axels beneath the trailer that must be set a certain distance from the kingpin (distance varies by state and sometimes requires special permitting).
Team: two drivers working together allowing freight to move faster as one drives while the other sleeps; teams earn a higher rate per mile.
TMS (Transportation Management System): an online platform designed to streamline the shipping process; an example of a TMS is McLeod or TMW.
Tractor Trailer: a tractor and semitrailer combined.
Transflo: a mobile, telematics, ELD, and business process automation company with technology for commercial drivers, fleets, and brokers. (We use Transflo here at Freight X.)
TONU (Truck Ordered Not Used): if you’re dispatched on a load and the shipper says there is no load ready for pickup upon arrival, the broker or customer must pay you for the TONU; typically only applies to owner operators as company drivers are paid by the mile.
Truckstop: alongside DAT, one of the most widely used load boards in America.
USDOT Number: serves as a unique identifier when collecting and monitoring a company’s safety information acquired during audits, compliance reviews, crash investigations, and inspections.
What Trucking Lingo Did We Miss?
There you have it! This is our compiled list of trucking terminology that we’ve seen and used over the years. We’re sure we’re missing some, so be sure to leave your ideas and suggestions in the comment section below. Thanks for reading!
Freight X, LLC is a transportation company with terminals in Georgia and Florida. We run freight of all kinds and have the capacity to run reefer or flatbed loads. We are always recruiting new drivers, so please contact us if you’re interested in joining the team.