Embarking on a new journey in the trucking industry can be both exciting and nerve-wracking. Recently, I had the opportunity to join Page Transportation, and I want to share my initial experiences as an owner-operator. My orientation took place in New York in late October, a concise one-day event that efficiently got me acquainted with the company. The hotel provided was basic but comfortable, and the staff at the office were welcoming and streamlined the process effectively. Although the regular orientation leader was absent, the substitute was well-prepared and helpful.
Navigating the Shop Experience
Before starting with Page Transportation, I had heard mixed reviews about their shop. My visit confirmed some of these concerns but also highlighted some positives. While the mechanics were professional, I did find myself needing to correct a few things that I felt should have been addressed initially. One point of contention was the insistence on installing a rear license plate light. As an Illinois-based driver with an Illinois plate, I explained that Illinois only issues a single plate, negating the need for a rear plate light. It turns out New York regulations require two plates for trucks, hence the confusion. Another issue arose with a mechanic claiming a city horn repair was mandatory due to DOT regulations, which was also inaccurate.
However, the shop visit wasn’t entirely problematic. They correctly identified and addressed some safety concerns, such as the need for new brake chambers, which I agreed were necessary. They also pointed out my aging air bags, and while not a DOT violation, I opted to replace them. This decision significantly improved the truck’s ride quality, a definite plus. There was also a suggestion to replace drive shaft seals, which I declined to have done at their shop, preferring to handle it at my regular mechanic. Page Transportation’s shop rate was $60 per hour, which I found reasonable. I did utilize their services for installing a switch to raise the front trailer axle and setting up the trailer air gauge. Additionally, they did an excellent job installing a wet kit for my tanker trailer.
Transitioning to a New Type of Hauling
Coming from a background in tanker hauling, transitioning to the type of freight Page Transportation handles has been a significant adjustment. During my first month, there were days filled with self-doubt, questioning my career move. However, as time progresses, things are becoming more manageable and smoother. Upon joining, I requested a spread axle, which Page Transportation provided in New York. I’m currently using an older double-wall East tanker trailer, which turned out to be heavier than anticipated. My current loads range between 22.5 to 23.25 tons.
I’ve learned a valuable trick regarding fuel management with flat rate loads. If a load is flat rate and I’m nearing empty, I make sure to refuel before loading. Flat rate shippers often aim for a gross weight under 79,000 pounds, and a low fuel level can become restrictive. Another practical tip I picked up is using RV winterizer to spray the inside of the trailer, preventing frozen floors and the tedious task of scraping frozen residue.
Pay Structure, Fuel Cards, and Freight Details
Page Transportation operates on an 80% pay structure for owner-operators. If you own a trailer, that’s beneficial; otherwise, they offer trailer rentals at $60 per day, capped at 5 days or $300 per week. This rental fee includes all trailer maintenance. They also provide EFS fuel cards, which offer discounts that I’ve found satisfactory, although the savings vary depending on the fuel station. I still compare prices with NASTC, and sometimes Speedway offers better rates through NASTC.
Operating out of the Minnesota affiliate, I primarily haul freight dispatched by them. Living near Chicago, my routes mostly cover the Midwest, spanning about 6-7 states, and I prefer to avoid routes east of Ohio. Approximately 70% of my loads are scrap-related materials, including alloys, coke, and some cake mix. The lowest rate I’ve encountered was $1.50 per mile, while the highest reached nearly $4.00. My typical average falls between $2.40 and $3.00 per mile. Moving forward, I plan to meticulously track all miles versus gross revenue to determine my precise rate per mile.
Considering Page ETC and Future Outlook
A common question among drivers is whether Page Transportation involves hauling “dirty dirt.” My current lease agreement is not with that division. I discussed Page ETC (Earth Transportation Companies) with the New York office, understanding it’s a separate authority with its own advantages and disadvantages. I’m contemplating switching to ETC in the spring. A significant portion of the dirty dirt work is concentrated on the East Coast, with jobs lasting from 4 days to 2 weeks. Extended periods away from home are a concern, but the potential earnings might be compelling enough to reconsider. Many ETC drivers also take on regular loads between dirt jobs, ensuring consistent work.
While I occasionally miss tanker hauling, I am committed to giving this venture with Page Transportation my full effort. One of the biggest adjustments has been adapting to the loading and unloading schedules. The hours at some facilities are quite unusual, like 7/8 AM to 2:30/3 PM. The concept of a chemical plant closing for deer hunting season was also a surprise. However, compared to tanker work with its 3:00 AM pickups and deliveries, the schedule is arguably better. Most people I’ve interacted with have been pleasant, although the customer service style differs from tanker work. Instead of the “glad you’re here, we’re almost out” attitude common in tanker deliveries, the reception is more along the lines of “another load of… just add it to the pile.”
Overall, my initial month with Page Transportation has been a learning curve. There are adjustments to be made and aspects to get accustomed to, but I am optimistic about the future and the opportunities it holds.
