How do we know if it's really worth it when you guys don't tell us how much is it worth moving a container?? One things that motivates everybody is if it's really worth your time for the money..u know...
@@MRMONSTERXP Never heard of it as law. Worked for a large trucking company, proper loading was part of our employee safety training. But I cannot prove they are right except that it work for my personal preference and the older drivers said it was the way to go. Just thought I would share thinking it might make your day a little easier.
msnpassjan2004 okay thank you for clarifying. My reasoning for putting them on the passenger side is in case something comes loose when I pull over I’m away from traffic. I appreciate your input tho I alway welcome it.
@@MRMONSTERXP I totally agree with what you are saying. And if the truck I drove (550 Freight Liner Flatbed farm truck) would let me see the straps from the passenger side mirror as well as the drivers side mirror, I too would strap on the passenger side (but my company had an ... "aggressive" safety team to enforce company police). Also, I was making 4 to 12 stops a day so the odds of one of my straps coming loose was much greater. The more I think about it, if most of my driving was on the highway with a different company, I think I would go passenger side. Anyway, nice chatting with you, thanks for the vids.
@@MRMONSTERXP I'll go passenger side your way, safety first when it comes loose, you're suppose to look at your mirrors either side anyways which puts you to be in attention all the time
Thank you for making this video! I really liked it! What you would you say the usual range of rate is for containers? Like give me an example of a range that you usually can negotiate. Like 1.75 to 2.25 per mile or is it higher or lower? And would you say the average rate for containers is about the same as other freight or better, considering you're usually burning more fuel per mile? David
Gene Ward , why would take a risk like this and not use the proper trailer locking pins???? Your pick up is not designed to haul 40ft containers you do not have the stopping power like a commercial truck. Are you hauling empty containers???
If someone sideswipes your trailer, your cargo securement is toast. When you replace your straps think about getting "chain terminated" straps and ratchets. Much safer. www.uscargocontrol.com
You never did answer your own question. So, was it worth it? How long was the trip? How much did you get paid? What did you make per mile? Thought that was the point of the video. Don't mean to sound as harsh as it might seem.
I pulled one from Portland Or. to Nampa ID. 415 miles and the pay was a little over $800. So you're looking at $2.00 a mile. It's easy and fast. Took about 6 hours. I have to make $.65 a mile to pay expenses. So I put put $560 in my pocket. About . Don't normally carry containers but it got me home and with a little gingal in my pocket.
Do you ever get containers that are unbalanced, with too much weight over your drive axle, etc? (And have you ever had the load shift inside it to where you noticed a change?)
It didn't really say the good or bad about it or what to expect in pay except miles per gallon. I appreciate your time but on your next ones can you give exact examples so we all know. Thank you.
The “headache rack” the front of the trailer counts as one securement point then the 3 straps about 10 feet apart and the chain in the back so in total there 5 point. I have been thur check point loaded like this and the officers don’t tell me anything
No the front of the trailer is not a securement. Yes he needed one more strap in front. Dot law is two in first ten feet. Texas is two in first four feet. If you are gonna haul commercial know what you are talking about. Just because you go through a weigh station and they don't say anything does NOT mean you are doing it legal.
I haul whatever comes my way. Not just containers, there are some companies that do nothing but just haul containers. I started with this and nothing else transporting wise.
What’s the point of this video , if your not gonna mention how much your making per load or mile like the thumb nail says your not gonna have too many followers with click bait!
I rarely comment on these videos. I take what is relevant and leave the rest. Think about this! It doesn't matter how much he's getting paid. Experience and your need should dictate your rate. You need to know cost per mile to operate your truck. That will tell you what you need to profit from the load. How much you profit is up to you. E.g. 2.00 is cheap freight to some people or 2.50 pm is cheap freight for others. For some 2.00 is great and 2.50 is the lotto. Here's another factor if I really need to get home or get out of a bad area get enough to pay for fuel or deadhead. You make the call. I don't want to argue It's just my perspective. Check out a load board it will give you some idea of what they are offering.
I’m not trying to make hot shoting a career just was wondering if I could still live the same lifestyle I’m used too with half as much effort that’s why I asked for prices
Depends on the driver really. Take care of your equipment I’ll take care of you, but there also the fact that unexpected break downs happens you just have to be prepared for
Really if you want to be honest you should say what you are charging to haul containers and what is your overhead per mile.. but it is your company and your video you do as you wish
Actually your not good; DOT requirement is 2 or chains for the first and 10 foot of length and 1 every 10 feet. Needs to have enough securement for the weight of the load.
@@thatsmydawg DOT.It's called a rubrail because it prevents the straps from being cut if the trailer rubs against something.Theoretically,the cargo should stay in place even if the truck is rolled!
Why not just weld in some container locks, much faster then strapping it down all the time. 4 points to insert a rod and turn it 90 degree to lock it :)
@@MRMONSTERXP You could make them so they are not perm on the trailer, just someting you take out when needed. We use them alot on our trucks in Sweden. saves so much time when using them.
If you're in Texas, i have some containers i need moved pretty often. Custom container homes and empty containers. Let me know if you'd like some work! Headquarters in Austin, a branch in Houston.
Walter Jones it all depends man. Got to take your mpg into count, the cost of fuel, and everything else. Rate very. Just be smart about it and do the math. I can’t give you a rate for that fact that it might work for me and my company and not other. Just now your cost and you should be able to come up with a good rate that work for you. Container kills mpg so if your mpg go down your price better come up.
Those containers are kites. Better be at least getting $4 a mile or more. Youll be running $1 - $2.30 per mile because of the Fuel & DEF cost ontop of insurance, truck payments, trailer, and what not. Containers are only good to cover costs to make it to the next load rather than dead head. As long as the fuel doesnt eat you alive..
i hauled a shipping container for my friend once, i was getting so much drag i wasnt able to hold 60 in 6th gear, i had to be in 5th gear on the highway, good thing i was only hauling it 20 miles, after that i got a wing to put on the trailer to help reduce drag and never hauled a container again.
So, Do not take any comments I give as legal advise. Check for yourself and you will see how confusing this will all get (Like the "Open Carry" Laws per whichever Officer you get for the event). I went back and looked some more after seeing the link I gave from past information was error'ed for some reason, for some recent information as I have been out of trucking since 2007, but it continues that entities give interpretations and never cite back to the "rulemaking decisions" and/or the actual statutes themselves when making these interpretations such as FMCSR § 393.104(f)(4). So you are going to have widespread interpretations from whichever Officer you speak to that day a that moment. (They left it in gray-area for a reason/benefit). If you research it today as the interpretation state: Tiedown use : Each tiedown must be attached and secured so that it does not become loose or unfastened, open, or release during transit. All tiedowns and other components of a cargo securement system must be located within the rubrails (when present). Note: This requirement does not apply when the width of the load extends to or beyond the rubrails. Common sense tells you that if you go by the interpretation given: Then any slight break in dunnage/pallet/securement or movement at all to a degree; could/can and probably will cause the tiedown to "become unattached" and therefore allow the cargo to move greatly and fall off of the vehicle. As explained previously that does not happen normally if the tie-down is brought back over-on-top of itself. The guidance/enforcement entities do not go back to the manufacturers and mandate that this is a problem and is available on many trailers manufactured (kind of like, you can still buy a 16 foot long utility trailer with no brakes on it. If it is illegal to use this type of trailer, then it should be mandated from the sell-time by the manufacturer that it be mandatory from the time of sell). The "outside the rub-rail" issue is presumed mandatory purpose needed because of claimed accidents when an operator has rubbed up-against something not paying attention, or during an accident when the trailer rolls on it's side; then the tie-down becomes degraded at that time, or later and allows the cargo to move. (It is a valid point, but ignores other factors as well). Here is what I found: They completely ignore Cornell Law: www.law.cornell.edu/cfr/text/49/393.104 And this on the very website for the FMCSA: www.fmcsa.dot.gov/regulations/cargo-securement/cargo-securement-rules On the FMCSA website, you scroll down to: PART 393 Subpart I Protection Against Shifting and Falling Cargo 393.104 What standards must cargo securement devices and systems meet in order to satisfy the requirements of this subpart? (You click on the link highlighted text/link in the text and you get). Home > Regulations > Parts > No guidance or interpretation information is available for the given part/section. Use the navigation menu to the left to browse regulations sections that have interpretation information available or use the Parts link above to go back to the parts list page. So, now you see the gray-areas created by the same entities right there. But then you have this: FMCSA: www.fmcsa.dot.gov/regulations/cargo-securement/drivers-handbook-cargo-securement Interpretation: (With picture) Tiedown use Each tiedown must be attached and secured so that it does not become loose or unfastened, open, or release during transit. All tiedowns and other components of a cargo securement system must be located within the rubrails (when present). Note: This requirement does not apply when the width of the load extends to or beyond the rubrails. Confused? That is the intent of the failures in their actions there. CONFUSION. I dealt with this issue personally in 2007 with a "newly appointed," supposedly CVSA Compliance Officer in an area here close by for 45 minutes with him and his supervisor going to write me a ticket for this very issue. It was just as confusing for them then, as it is now. (Let's just say, in 2007, we came to an amicable agreement of no violation, and no citation, and it saved us all, and I mean all of us, some time and money, and career problems). So, if you do put your tie-downs on the outside of the rub-rail, according to whichever type of Officer you draw for the day/event, you could very well get a citation/ticket. That does not mean it is a violation of the statute FMCSR § 393.104(f)(4). But in their initiative, it is a violation of the "interpretation" as far as they are concerned. But, don't forget they have this on the same website: www.fmcsa.dot.gov/regulations/cargo-securement/cargo-securement-rules On the FMCSA website, you scroll down to: PART 393 Subpart I Protection Against Shifting and Falling Cargo 393.104 What standards must cargo securement devices and systems meet in order to satisfy the requirements of this subpart? (You click on the link highlighted text/link in the text and you get). Home > Regulations > Parts > No guidance or interpretation information is available for the given part/section. Use the navigation menu to the left to browse regulations sections that have interpretation information available or use the Parts link above to go back to the parts list page. Good luck, and again, do the (your) research, print it out, keep it with you, asks the hard questions, even if/when you go to court, get an attorney who knows the FMCSR's transportation laws (you know the ones, they are on TV every day). If the entities wanted this gray area to be permanent in mandates of the regulations themselves, this issue of "interpretation would have been clear, long ago."
No1 cares about your thought we wanna hear CPM as a company driver or if u got the info ... how much the loads pays an owner op ... also wtf is the point of pulling your straps down to the dirt if you just gonna pick them right up to roll em??? Especially if u still waiting for the operator smh
Claims of "'mandatory inside the rub-rail" for Cargo Securement Straps or it is illegal to be on the outside. The FMCSA Guidance states: Motor carriers operating in interstate commerce must comply with the new requirements beginning January 1, 2004. The new rules are based on the North American Cargo Securement Standard Model Regulations. Note: Proper Use of Tiedowns The new regulations require each tiedown to be attached and secured in a manner that prevents it from becoming loose, unfastening, opening or releasing while the vehicle is in transit. All tiedowns and other components of a cargo securement system used to secure loads on a trailer equipped with rub rails must be located inboard of the rub rails whenever practicable. But then you have this: www.fmcsa.dot.gov/rules-regu...le_making_details.aspx?ruleid=5&year=2013&cat= Page 8 of the PDF file shows where in 2006, the FMCSA rescended this ruling. "The Agency believes that in many instances, the nature of the cargo dictates the ability of the cargo securement devices to meet the existing requirements of § 393.104(f)(4). As discussed in the NPRM, however, State enforcement personnel and motor carriers expressed difficulties in achieving uniform and consistent enforcement of the regulation.Therefore, the Agency rescinds § 393.104(f)(4) as proposed." Simply put: If you first go outside the rub-rail, then behind the rub-rail to hook, and then bring the web strapping back over-on-top of itself it then locks itself to meet the [regulations require each tie-down to be attached and secured in a manner that prevents it from becoming loose, unfastening, opening or releasing while the vehicle is in transit.].
