As a truck driver, you want to always be pulling a load. This means that after you deliver a shipment, you want to be loading up a new load quickly and bringing it back home. This is truck driving 101. You know that not all loads are created equal and prices vary dramatically by state. If you are able to control more precisely where you deliver to, then it is best to pay attention to the best and worst states for outbound freight. Let’s take a look at the top and bottom 10 states in flatbed, reefer, and van over the past week (7 days), according to Truckstop. Flatbed - Top 10 09/06/2026 - 09/12/2026 Flatbed - Bottom 10 09/06/2026 - 09/12/2026 Reefer - Top 10 09/06/2026 - 09/12/2026 Reefer - Bottom 10 09/06/2026 - 09/12/2026 Van - Top 10 09/06/2026 - 09/12/2026 Van - Bottom 10 09/06/2026 - 09/12/2026 The idea here is not to boycott the low-paying states, but rather develop relationships with those who pay better than average in those states. By doing so you can guarantee that you will be hired for the job, and through patronizing those that pay better, you can encourage the industry as a whole to pay better. The data above is provided by Truckstop. Interested in learning more, get your first month of Truckstop’s Load Board Pro FREE, https://partners.truckstop.com/48if2i397cyz

Dealing with IRS tax debt can be overwhelming. When you start looking for help, you may quickly find dozens of companies promising to settle your tax debt for pennies on the dollar. But not every tax resolution company works the same way and choosing the wrong one could leave you paying thousands of dollars in fees without getting the level of service you expected. For owner-operators, there is another challenge: your tax situation is often more complicated than a standard W-2 taxpayer's. Business deductions, quarterly taxes, settlement statements, equipment expenses, and self-employment income can all affect your situation. What Should You Look for in a Tax Resolution Company? The most important factors include: Experience with trucking and self-employed businesses Pricing and fee transparency Who is actually working on your case Communication throughout the process Long-term tax planning Whether ongoing accounting or bookkeeping is available ATBS Tax Debt Pit Crew vs. National Tax Resolution Firms What Do These Differences Actually Mean for Truckers? When comparing tax resolution companies, the differences on paper may seem straightforward. But for an owner-operator, those differences can have a real impact on the help you receive, the cost of your case, and your ability to stay out of tax trouble in the future. Industry Experience Matters Owner-operators do not have the same tax situation as a typical W-2 employee. Your income and expenses are tied directly to your business, which means resolving tax debt requires an understanding of more than just your IRS balance. A company that specializes in trucking may already understand important parts of your financial situation, including: Owner-operator business structures Settlement statements Per diem Truck and equipment expenses Self-employment taxes Quarterly estimated taxes Potentially missed deductions Your tax debt did not happen in a vacuum. The person helping you resolve it should understand how your business operates and the factors that may have contributed to the problem in the first place. Upfront Fees and Pricing Transparency Before hiring a tax resolution company, it is important to understand exactly what you are paying for. Tax resolution companies may charge separate fees for investigating your case, developing a resolution strategy, communicating with the IRS, or providing additional services as your case progresses. What initially appears to be one price can sometimes change depending on the complexity of the case or the services required. At ATBS, we believe you should know what you are paying for and understand the services you are receiving. We take a straightforward approach so you can make informed decisions about resolving your tax debt. A Team That Knows Your Situation Tax resolution cases can involve a lot of moving parts. You may need to provide financial documents, respond to IRS notices, and make important decisions throughout the process. The ATBS Tax Debt Pit Crew works with you throughout your case to help you understand what is happening and what comes next. Instead of feeling like your case has disappeared into a large national call center, you have a team focused on helping you navigate the process. Our goal is to give you the information and support you need while we work to resolve your tax situation. What Happens After the Tax Debt Is Resolved? The biggest difference between ATBS and a traditional tax resolution company may be what happens after your case is resolved. For many national tax resolution companies, resolving the immediate tax debt is where the relationship ends. But if the underlying issues that caused the debt are not addressed, you could find yourself facing the same problems again. ATBS can help owner-operators look beyond the current situation. After your tax debt is resolved, we can help you: Stay on top of bookkeeping and expenses Identify deductions you may be missing Plan and prepare for quarterly taxes Better understand your business finances and profitability Build a plan to help prevent future tax problems The goal is not simply to resolve yesterday's tax debt. It is to help you build a better plan for tomorrow. ATBS Tax Debt Pit Crew is a strong option for owner-operators who want help from a team that understands the trucking industry and can provide support beyond resolving a single tax problem. Talk with the Tax Debt Pit Crew to find out how we can help you get back on the road.

Capacity Not Demand… Why This Recovery is Different For years, carriers were stuck in a brutal squeeze. Rates fell off their pandemic highs, freight demand softened, and operating costs climbed the entire time. The result was one of the hardest margin environments the industry has ever produced. Many carriers exited. The ones who survived did it by getting disciplined, and many of them still ran near break-even or worse while they did it. Then the market turned. Rates climbed, and for the first time in a long while the headline numbers started to look like the good years again. It would be easy to read that as a return to the freight boom. That reading misses the most important thing about it. The number on the load board and the profit in your pocket are not the same number, and the distance between them is wider now than it used to be. Rates recovered into a cost structure that also recovered, and the cost side moved first. The Cost Base is Not What it Was Nearly every major line item in a trucking operation costs more than it did at the last peak. Insurance, maintenance, equipment payments, and the long tail of non-fuel operating expenses have all moved up, and several of them have moved up significantly. Part of that is straightforward inflation. Part of it is the downturn itself. When trucks run fewer miles, the same fixed costs get spread across fewer miles, which pushes cost per mile up even when the underlying bills hold steady. Two forces pointing the same direction. The driver feels both. The practical consequence is simple. A rate that produced a healthy profit at the last market peak does not produce that same profit today. Rates have to clear a higher bar just to get you back to where you were, and gross rate comparisons across market cycles will lie to you unless you adjust for what it now costs to run the truck. That is why the honest measure of a recovery is not whether rates beat the last peak. It is whether they beat the last peak after the cost base is accounted for. By that measure, the recovery is real but far thinner than the headlines suggest. This is a Capacity Recovery, Not a Demand Recovery Freight demand did not come roaring back and pull rates up with it. Volumes have been unremarkable. What changed is the supply side. Capacity left the market and did not come back. Carriers failed or parked trucks during the downturn. Enforcement tightened on the illegal and non-compliant capacity that had been sitting underneath the market and suppressing rates for years. Equipment got older, financing got harder, and insurance underwriting got stricter for anyone trying to come in new. That distinction matters because demand-driven booms and supply-driven ones behave differently. A demand-driven spike ends when demand normalizes, and it usually does so quickly. A supply-driven recovery ends when capacity comes back. So the real question for anyone trying to understand how long this lasts is not what the freight economy does next. It is how quickly new trucks and new drivers can enter the market. Why the Capacity Side Looks Structural Historically, high rates pulled drivers into their own authority, banks financed trucks, insurance was obtainable, and within a few quarters the capacity that rates had summoned showed up and competed those same rates back down. That reflex is what turned every previous upcycle into a short one. The entry path is harder now, and it is harder in ways that do not reverse simply because rates improve. First, getting into a truck costs more. Equipment, financing, and startup capital all demand more than they used to, and insurance for a new authority is harder and more expensive to get. Second, the vetting has tightened. Regulatory and enforcement pressure on new and marginal operators is heavier than it has been in a long time, and the freight itself is harder to access. Brokers carry real liability exposure when a carrier they tendered a load to is involved in a crash, and the size of those judgments has made them conservative about who they use. A new authority with no safety score is a risk they have little reason to take. The practical effect is that a new entrant can have the truck, the authority, and the insurance and still struggle to get quality freight. Third, the pipeline that produces new owner-operators stalled out. The path runs company driver, then owner-operator leased to a carrier, then their own authority, and it takes years to walk. Through the downturn it largely stopped running. Few company drivers stepped up, and plenty of owner-operators went the other direction and took a company seat back. That is what makes the timing structural rather than cyclical: even if conditions turned favorable today, the cohort that would normally be ready to go out on its own never took the first step. Add those up and you get something previous cycles did not have: friction on the way in. Capacity can still return, but it returns slower, and the slower it returns the longer the rate environment holds. The mechanism that used to end every upcycle early is not gone, but it is impaired. Freight is Still Nimble, and That is the Honest Caveat Freight is one of the most adaptive markets there is. When truckload pricing rises, freight moves. Some of it goes to rail and intermodal. Some of it goes into private fleets, where large shippers pull volume in-house rather than pay the market. Some of it gets redesigned out of existence entirely through network changes, consolidation, denser loading, and shorter supply chains. That is not speculation. It is what shippers do every time truckload gets expensive. That safety valve puts a ceiling on how far truckload rates can run before volume starts leaking to other modes. It does not, however, undo the floor. The cost of operating a truck is permanently higher, and carriers cannot run below cost indefinitely no matter what the demand picture looks like. A higher cost floor means a higher rate floor. Demand shifting to other modes changes how much room there is above that floor. It does not push the floor back down. So the reasonable expectation is not a runaway market. It is an elevated one, with real upward pressure as long as capacity stays constrained. What This Means For You The benefit is never evenly distributed. Equipment type, region, lane mix, debt structure, and operational discipline all decide who feels the upside and when. A market that has cleared the bar on average still leaves plenty of individual operators sitting below it. For anyone feeling the upside, this is the window to rebuild: restore margin, pay down debt, catch up the deferred maintenance. But discipline matters more now, not less, because a rising market can still evaporate for anyone who over-expands, chases bad freight, or lets costs drift. The market improving is not the same as your business improving. That goes double if you are weighing your own authority. A strong rate environment feels like the green light you have been waiting for, but the case for a longer cycle is still a forecast, and a forecast is a poor foundation for a decision that loads you with fixed costs that do not go away when the market softens. Make that call on a plan that survives a bad year, not on the strength of a good one, and run an updated profit plan with your ATBS Business Consultant before you do. That is the through line: know your numbers, and decide from those numbers instead of the emotion of the moment. It is what ATBS pushed through the downturn, and it matters just as much now, because a rising market is when it is easiest to stop paying attention. For owner-operators, now is the time to take stock of what worked over the last few years and what did not, and to turn those lessons into a plan built for the market you are actually operating in. What matters is not what happened. It is what you do with what you learned. That is the work we are built for: setting fleets up to grow, and putting owner-operators in the best position to reach their business and financial goals.

Asking “How much do truck drivers make?” is not an easy question. This is because the amount of money a truck driver can make varies depending on many different factors. Some of these factors include freight type, where, how often, and how far a trucker drives, years of experience, and more. For example, each year, ATBS analyzes the average net income for its truck driver clients. Even though all of our clients are truck drivers, their average net income ranges anywhere from $50,000 to $1,000,000 depending on a multitude of factors. One of the best predictors of income for truck drivers is where the driver is in their career. This means looking at the difference in revenue potential between company drivers, lease-purchase owner-operators, owner-operators under carrier authority, owner-operators under their own authority, and owner-operators who are small fleet owners. Company Driver Company drivers generally earn, on average, anywhere from $50,000 to $75,000 a year depending on experience, licenses and certificates, driving record, and the type of fleet they drive for. Of the career stages, company drivers generally have the lowest revenue potential, although there are certainly exceptions to that. Generally, a company driver’s revenue is limited by the salary they are paid by their company. Each year, a company driver knows about how much money they are going to make and their potential to earn bonuses. There is always the chance a company driver can negotiate a higher salary depending on how they’ve performed over time, but their earnings will likely be capped at a certain amount. This is different from all the other career stages because, unlike the company driver, owner-operator truck drivers have a lot more control of their revenue and costs each year. This does not mean you can’t live a quality life as a company driver. Company drivers don’t have the same worries and stresses that come with being an owner-operator. When they are home, they don’t have to worry about truck payments, maintenance, finding loads, and other factors that come with owning a trucking business. Also, if you decide being a truck driver isn’t for you, it’s not hard to leave knowing you don’t have to get out of a lease or lose the money you’ve invested into the profession. Even though the earning potential for company drivers isn’t always as high as the other career stages, being a company driver comes with minimal expenses and less stress. Owner-Operator Under Carrier Authority (Pioneer and Hired Gun) Owner-operators under a carrier’s authority have the next highest earning potential of the truck driver career stages. We call drivers in this group Pioneers and Hired Guns. (Learn more about the driver career journey here). Lease-purchase owner-operators who drive under carrier authority and lease their truck are considered Pioneers. Owner-operators who drive under a carrier’s authority but own their trucks are considered Hired Guns. As a Pioneer or Hired Gun, you are still getting paid a percentage of the total revenue you are earning per mile by the carrier, but at a far greater percentage compared to a company driver. This is because you are taking the risk of being financially responsible for yourself and your truck. Pioneers and Hired Guns are independent business owners responsible for their own success or failure. Even though they are earning more revenue, they need to manage their costs in order to be successful. Failure to generate consistent revenue and control costs will end in a failed business due to inadequate earnings. The biggest difference between these two types of owner-operators is that owning your truck gives you greater choice and control over some of the truck expenses compared to leasing one through your carrier. This means that by properly managing these additional expenses you are responsible for, you can keep more money in your pocket than you would by leasing your truck through the company you drive for. Owner-Operator Under Own Authority (Lone Ranger) When you become an owner-operator under your own authority, your revenue potential can increase depending on how well you are managing your business and how good the current trucking cycle is. Owner-operators negotiate their rates directly with customers and don’t lose any of the revenue they earn to a company taking a percentage. This means that you are in complete control of your earnings based on your revenue and how you manage your expenses. Some of the expenses you have to consider include truck payments, trailer payments, insurance, different licenses, etc. You will also have to work to find your own customers as they won’t be provided to you by a carrier. Lastly, you must deal with market forces like the economy and how it affects the availability of freight and rates. So unlike a company driver, the amount of money you are going to make in a given year is not guaranteed. However, with proper business management skills, you really don’t have a ceiling on how much money you can potentially make. Even though there is a great risk when you decide to be an owner-operator under your own authority, when things are going well, the reward can be even greater. There is a huge upside to this career stage if you focus on working with high-quality customers who pay on time, and pay what you agreed to. Click here to download our list of industry partners who provide services for truck drivers with their own authority and take advantage of exclusive discounts. Owner-Operator w/ Small Fleet (Trail Blazer) Being an owner-operator under your own authority with other trucks running for you gives you the most revenue potential you can have as a truck driver. In this stage of your career, your revenue is only limited by the number of trucks that you can keep productive. This means that your revenue potential is essentially unlimited, but this career stage comes with the most risk. Every time you hire a new employee, your revenue increases, but so do your costs and responsibilities. As a small fleet owner, you are in charge of all the freight, the employees, the trucks, the insurances, the liabilities, the laws & regulations, and any other responsibility that comes with running a business with people working for you. If you have the money and are confident that you have good business controls in place to manage your employees, the sky is the limit on the revenue you can earn. Of course, all of that revenue won’t go into your pocket as there are high costs that come with managing a small fleet. However, if each new employee wasn’t helping you make a profit, you wouldn’t have hired them in the first place. In this stage of your trucking career, the amount of money you can make is only bound by your motivation, desire, and market forces. So how much do truck drivers make? The simple answer is that it really just depends on your unique situation. The stage you are in as a truck driver and the risk you want to take are just some of the many factors that will affect how much you make. This means that if you are thinking about becoming a truck driver or changing where you are in the truck driver career path, it’s going to take some additional research and real-world experience to figure out what’s right for you!

The Heavy Highway Vehicle Use Tax has several names including Federal Highway Use Tax, FHUT, 2290, or even “Road Taxes”. ATBS receives calls year-round from owner-operators asking about this tax, often stressed or concerned about the conflicting messages they receive. It’s an important tax for owner-operators to be aware of and to be prepared to address every year. What you need to know about "Road Taxes" - the Heavy Highway Vehicle Use Tax (FHUT) Background The Heavy Highway Vehicle Use Tax is a tax imposed yearly by the IRS on anyone who owns and operates a heavy highway vehicle (Class 6, 7, and 8 trucks are included) with a taxable gross weight of 55,000 lbs. or more on public roads. Taxable gross weight is a combination of the following: The actual unloaded weight of your truck fully equipped. The actual unloaded weight of any trailer or semitrailer fully equipped. The weight of the maximum load typically carried on your truck and trailer(s). These taxes currently have a maximum of $550 per year (taxes increase as the taxable gross weight of the vehicle increases), and they are used for highway construction and maintenance. When you file a Form 2290, you must provide an Employer Identification Number (EIN) as opposed to your Social Security Number. This is true even if you have not established a business entity and are a sole proprietor and conduct business through your Social Security Number. If you don’t already have an EIN, you can apply online for free through the EIN section of the IRS website, or contact us for assistance. Before filing, have your EIN, the vehicle identification number (VIN) for each vehicle, and the taxable gross weight category ready. Make sure the VIN is accurate because errors can delay proof of payment. Deadline to File The FHUT tax season runs from July 1st until June 30th of each year, and is reported using the IRS Form 2290. The form must be filed based on the month the vehicle is first used on public highways during the tax period, not when the vehicle is registered. The way that works is if you use your truck in July, then you must file your Form 2290 between July 1st and August 31st. However, if you are using your vehicle after July 31st, then you must file your form by the last day of the month following the month of the vehicle’s first use; your taxes will be prorated for the year. If your vehicle is sold, destroyed, stolen, or used 5,000 miles or less during the tax period, you may be able to claim a credit or refund. Using IRS Form 8849 and a Schedule 6 will let you do that. If you have questions about the deadline to file the FHUT tax, please give us a call at 866-920-2827. Lease Purchase Program Often ATBS is asked, “What if I am not the registered owner of the truck, but am leasing the truck through a lease purchase program, another lease program through my carrier, or a 3rd party leasing company?” In lease-purchase or third-party lease situations, responsibility can depend on who the vehicle is registered to, who is required to register it, and what the lease agreement says. Generally speaking, most carriers with a lease purchase program, and some 3rd party truck leasing companies, will file the 2290 on the vehicle. Since they are the registered owner during the term of the lease agreement they are ultimately liable. But often they will deduct from the contractor a fee to cover the tax. In some cases, you may still have to obtain an EIN, file, and pay the 2290 tax if the lease terms dictate that you do so. The best practice is to clarify this with your carrier or leasing company prior to lease signing. If you are being asked by your carrier, or possible other agencies, for proof of payment of the 2290, you will need to produce Schedule 1 of the Form 2290 that is stamped “paid” by the IRS. Make sure you obtain and keep a copy of this in your permit book. Penalties for Not Filing and Paying As with most taxes, if the Heavy Vehicle Use Tax is not filed on time and appropriately paid there will be penalties and interest imposed by the IRS. Interest accrues monthly, and as a result, what started out as a flat $550 tax can increase by hundreds of dollars very quickly. Operationally, even though your truck may not be impounded, you may be put out of service if you cannot provide proof of payment (stamped Schedule 1) of the 2290 to your carrier or governmental agencies. The ramifications of skipping this tax are obviously not worthwhile since they can result in lost revenue of thousands of dollars. Partial Payment The IRS requires a full payment of the Heavy Vehicle Use Tax. Partial payments will not be accepted and may result in penalties and interest being imposed. If you are having trouble filing your 2290, visit our friends over at ExpressTruckTax, the leading 2290 e-filing solution in the trucking industry! Over 150,000 owner-operators have made the choice to hire ATBS over the past 25 years. We offer a variety of services including accounting, bookkeeping, and tax preparation. We also offer unlimited business consulting for our RumbleStrip Professional clients. A dedicated business consultant will help you keep your business “between the lines,” just like rumblestrips on the highway. If you’d like to learn more about ATBS services or want to get started today, give us a call at 866-920-2827.

Rates have risen quickly, and the headline numbers look better than they have in years. But the number on the load board and the margin in your pocket aren't the same thing this time around. For the past three years, carriers were stuck in a brutal squeeze. Rates fell from pandemic highs, freight demand softened, and operating costs climbed. The result was one of the most difficult margin environments the industry has ever seen. Some carriers exited the market, and the survivors were forced to become more disciplined while operating near break-even or worse. Finally, in 2026, the crackdown on illegal capacity took hold and the market turned. Rates have pushed back toward, and in some cases beyond, the levels seen during the COVID-era freight boom. On the surface, that sounds like trucking has simply returned to the good times of 2021 and early 2022. But that misses the most important point: the cost structure of the industry is not what it was then. It's worth noting that this strength is not evenly distributed. Flatbed and reefer markets have led the recovery and are the primary drivers pushing aggregate rates to these levels. Dry van, while improved, has not fully recaptured COVID-era highs. Carriers in those segments should calibrate expectations accordingly. The Cost Base Is Not What It Was Since the COVID-era peak, nearly every major trucking expense has increased. Insurance, maintenance, equipment payments, driver-related costs, and other non-fuel operating expenses are all materially higher. Many major cost categories are up 15% to 30% compared with the pandemic period. Insurance costs are up around 18%. Maintenance is up about 20%. Truck payments are up 23%. Across the full operating model, non-fuel cost per mile has risen roughly 21%, from about $0.68 per mile during the COVID era to about $0.82 per mile today. It's worth being honest about what's inside that 21%. Part of it is straightforward cost inflation. But part of it is the freight recession itself. When trucks ran fewer miles through the downturn, the same fixed costs got spread across fewer miles, which pushes cost per mile up even when the underlying bills hold steady. Two forces, pointing the same direction. The driver feels both. That means a rate that looked highly profitable during the COVID freight boom does not produce the same result today. Take Fuel Out of the Equation The cleanest way to compare the two periods is to remove fuel from the equation. Because of geopolitics, wars, and the like, fuel prices can swing dramatically from month to month and distort the headline rate environment. By excluding fuel, we get a more apples-to-apples comparison of what carriers are actually earning against their underlying cost base. During the COVID-era peak, spot rates hit roughly $3.15 per mile. After neutralizing fuel, that translated to about $2.81 per mile. That $2.81 is the number that matters for comparison, but only once you adjust it for today's costs. Non-fuel cost per mile has risen about 21% since then. To produce the same profit per mile carriers earned at the COVID peak, after covering that higher cost base, the fuel-neutralized rate needs to reach roughly $2.95 today. That is the cost-adjusted bar, the number that tells you whether profitability has actually recovered, not just whether the headline rate looks bigger. Current spot rates have reached approximately $3.65 per mile. After neutralizing fuel, that translates to about $3.05 per mile. So for the first time since the COVID boom, the fuel-neutralized rate has crossed the cost-adjusted threshold. $3.05 against a $2.95 bar. That is real, and it's worth acknowledging after three years of grinding. But notice how narrow it is. Gross rates blew well past their COVID highs, yet on a cost-adjusted basis the market has cleared the line by only about 3.4%. The victory is real, but it's a turning point, not a return to the boom. What This Means for You The benefit will vary based on equipment type, region, lane mix, debt structure, and operational discipline. Carriers with newer equipment, lower insurance costs, stronger customer relationships, and better network balance have felt the upside first. Those carrying large equipment payments, high repair costs, or poor lane density may still feel pressure even as rates rise. A market that has cleared the bar by 3% on average leaves plenty of operators still sitting below it. For carriers, the current market creates an opportunity to rebuild balance sheets and bank accounts after a long freight recession. The carriers that survived the downturn now have a chance to restore margins, pay down debt, invest in equipment, and regain pricing power. But discipline still matters. A rising rate environment can disappear quickly if carriers over-expand, chase poor freight, or ignore costs. With the cushion this thin, that discipline is the difference between clearing the bar and slipping back under it. For owner-operators considering whether now is the time to move to their own authority, the current rate environment may feel like the green light they've been waiting for, but history suggests real caution. These upswings tend to be shorter than they feel in the moment. The decision to go independent carries long-term fixed costs and operational complexity that don't disappear when the market softens. Make that call based on a sound long-term business plan, not the current headline rates. Running an updated profit plan with your ATBS Business Consultant is the best way to make a good, rational, long-term decision. For shippers, the message is equally clear. The low-rate environment is over. Capacity has left the market, operating costs are structurally higher, and carriers are no longer in a position to absorb cost increases without passing them through. Shippers that wait too long to adjust their procurement strategies may find themselves exposed to tighter capacity, higher spot rates, and weaker service reliability. Know Your Numbers The trucking market has changed. Rates are not rising because of a short-term seasonal spike or fuel volatility. They are rising against a backdrop of reduced capacity and a structurally higher cost base. And while the headline numbers have passed COVID-era highs, the math underneath shows a market that has only just clawed real profitability back to even. The data is clear. We are in the upcycle. But the years of depressed margins, and the overextension that came with them, are exactly why the conversations on the ground still sound cynical. That mindset is understandable. A 3% cushion is not a reason to abandon it, it's a reason to keep it. Through the downturn, ATBS focused on getting back to the basics: know your numbers, and make decisions based on those numbers instead of the emotion of the moment. A rising market is the best possible time to put that discipline back into practice. Later this summer, we'll release our mid-year IC Benchmarking report, a state-of-the-industry look at how these improved rates are actually changing owner-operator and fleet performance. For fleets that get pulled into the whirlwind of their own results, it shows how you stack up against peer fleets and gives you real data to adapt your business, not just a read on your own four walls. For our owner-operator clients, now is the time to take stock of what worked over the last few years and what didn't, and let ATBS help you turn those lessons into a business plan built for today's market. What matters isn't what happened in the past. It's how you use what you learned to meet the market where it is now. That's the work we're built for: setting fleets up to grow, and putting owner-operators in the best position to reach their business and financial goals.

Many owner-operators see a high rate per mile and immediately jump on it without thinking about costs. Knowing your costs is one of the most important parts of running a successful trucking business. For owner-operators, the goal is not just to know your cost per mile. The goal is to use your numbers to know if you are operating as efficiently as possible, and staying profitable. To do that, focus on three numbers: Fixed cost per day Variable cost per mile Contribution margin per mile Fixed Cost Per Day Fixed costs are the expenses that continue whether your truck is moving or parked. These are the costs of time. Examples include: Truck and equipment payments Insurance Phone bill Accounting and bookkeeping Other recurring business expenses To calculate fixed cost per day: Total Fixed Costs Per Week / 7 Days = Fixed Cost Per Day Example: $750 / 7 days = $108 fixed cost per day This means your business has about $108 in fixed costs every day, even if the truck is not moving. Variable Cost Per Mile Variable costs are the expenses that change based on how many miles you drive. These are the costs of moving the truck. Examples include: Fuel Maintenance and repairs Tires Tolls DEF To calculate variable cost per mile: Total Variable Costs Per Week / Miles Driven = Variable Cost Per Mile Example: $1,360 / 2,000 miles = $0.68 variable cost per mile This means it costs about $0.68 per mile to move the truck. Contribution Margin Per Mile Contribution margin is revenue minus variable costs. On a per-mile basis, it shows how much money is left from each mile after paying the cost to move the truck. The formula is: Revenue Per Mile - Variable Cost Per Mile = Contribution Margin Example: Revenue Per Mile: $2.25Variable Cost Per Mile: $0.68 $2.25 - $0.68 = $1.57 contribution margin This means every mile creates about $1.57 of contribution margin that can go toward covering fixed costs and creating profit. Why This Matters Contribution margin helps you look beyond the rate per mile. A load may look good because the rate is high, but you still need to know how much is left after covering the cost to move the truck. For example, if a load is 1,000 total miles and pays $2.25 per mile: 1,000 miles x $1.57 contribution margin = $1,570 contribution margin If that load takes 3 days to complete, you also need to account for your fixed costs: 3 days x $108 fixed cost per day = $324 fixed cost Then subtract your fixed costs from your contribution margin: $1,570 - $324 = $1,246 remaining This load covers the cost to move the truck, covers the fixed costs for the days used, and leaves money remaining. Once you cover all of your fixed costs for the week, 100% of your contribution margin is profit. How to Use These Numbers When deciding whether to accept a load, ask yourself three questions: How many total miles will this load require? How many days will this load take? How much contribution margin will be left after variable costs? Do not look only at loaded miles. Include deadhead, repositioning, and out-of-route miles. Every mile creates cost. Do not look only at the rate per mile either. Time matters too. If a load ties up your truck for too many days, your fixed costs continue during that time. Final Takeaway Rate per mile is important, but it does not tell the whole story. Owner-operators should understand their fixed cost per day, variable cost per mile, and contribution margin per mile. Together, these numbers help you answer the most important question: Is this load actually making me money?

Even though semi-trucks aren’t known for their fuel efficiency, there are steps you can take to help improve how much fuel you’re using. In a previous article, we talked about how you can drive your truck more efficiently. In this article, we’ll discuss changes you can make to your truck and trailer to improve fuel efficiency. Some are quick and relatively inexpensive, while others may require a larger investment depending on your equipment and operation. Pay Attention to Aerodynamics Aerodynamic drag has a major impact on fuel economy, especially during highway-speed operation. This is why one of the goals when it comes to spec’ing your truck should be to minimize aerodynamic drag. Aerodynamic drag is the force that makes it harder for a truck to go forward, and it’s caused when air is no longer smoothly flowing around the truck and trailer. There are many improvements you can make to your truck and trailer to improve aerodynamics. Below is a list of a few of the most common: Drive Fenders - The first chance to allow air to pass smoothly along the rest of the vehicle Cab Extenders - Reduce airflow disruption between the tractor and trailer, especially when there is a larger gap Wheel Covers - Close gaps in the wheel to prevent air from getting into the crevices Side Skirts - Prevent air from going underneath the trailer by keeping it flowing smoothly along the side Trailer Tail - The tapered shape reduces drag from the low-pressure wake created behind the trailer These are just a few of the more common upgrades you can make to your truck and trailer to make it more fuel-efficient. Also pay attention to the tractor-trailer gap, damaged or missing fairings, mudflap positioning, and proper installation of aerodynamic equipment. The idea is to have everything working together to make the entire tractor-trailer as fuel-efficient as possible. Actual savings depend on the device, installation, speed, route, weather, and overall truck configuration. Tires In addition to wheel covers, there are many things you need to pay attention to when it comes to your tires in order to improve fuel efficiency. Some drivers choose wide-base tires instead of conventional dual tires because certain models and configurations can reduce rolling resistance. The actual fuel-economy improvement depends on the tire, inflation, load, application, road conditions, and whether compatible tires are used throughout the tractor-trailer. New tires may initially have slightly higher rolling resistance because of their deeper tread. However, drivers should never prioritize fuel economy over safe tread depth, traction, stopping performance, or proper tire condition. Choose tires suited to your operation, inspect them regularly, and replace them according to manufacturer recommendations and applicable safety requirements. Make sure to also keep your tires properly inflated. Proper inflation can improve safety, tire life, and fuel economy while reducing the risk of heat buildup and tire failure. Check pressure regularly and follow the tire and vehicle manufacturer’s recommendations for your load and application. Lubricants Using fuel-efficient lubricants is a change that may help improve your fuel efficiency. Lubricants limit the damage of important components of the vehicle, including the engine, transmission, and drivetrain. Without lubricants, these parts of your vehicle will grind together, causing wear and tear. If you’re looking for a fuel-efficient lubricant, consider a low-viscosity product that meets the engine, transmission, axle, warranty, and viscosity requirements specified by the equipment manufacturer. Low-viscosity lubricants are less resistant to flow than conventional lubricants, which can help reduce friction and energy losses. Fuel savings vary based on the complete lubricant formulation, vehicle design, operating temperatures, speeds, duty cycle, and the product being replaced. While some fuel-efficient lubricants cost more than conventional products, the potential fuel and maintenance savings may offset the added cost. Review the manufacturer’s specifications and expected return before changing products. Additional Recommendations Think About Your Fuel Make sure you’re aware of the type of diesel you’re using and the amount you’re carrying. Fuel performance can vary depending on the season and weather. In cold conditions, use winter-grade diesel or a fuel blend appropriate for the expected temperatures. Follow your engine manufacturer’s guidance on approved cold-weather fuel treatments, and purchase fuel from reputable stations that adjust their diesel blends seasonally. Keep this in mind when traveling between warm and cold climates. It’s also important not to overfill your tank. High temperatures can lead to fuel expansion and overflowing, which wastes fuel and money. Carrying more fuel than you need also adds weight, but balance that consideration with your route, fuel prices, parking availability, and the need to avoid running low. Eliminate Unnecessary Weight Aside from extra fuel and big changes you need to make to your truck or trailer, there are ways to eliminate extra weight. Obviously, you have to haul the weight of the load you’re carrying. But there may be other things you can remove, such as tools, equipment, supplies, food, or clothing that are rarely used. Anything that adds significant weight to your truck should have a practical purpose. Make sure what you’re carrying is what you need. Keep Your Equipment Maintained Pre-trip and post-trip inspections should be a part of your daily routine when you’re on the road. If you notice things that are broken or damaged on your truck, make sure you’re getting them looked at and potentially fixed. On top of avoiding major maintenance down the road, you can discover leaks, damage, corrosion, and other factors that could harm your fuel efficiency. A couple of simple things you should make sure stay maintained are wheel alignments and air filters. Wheels fighting against each other can decrease fuel efficiency. Follow the engine manufacturer’s inspection and replacement guidance for air filters because unnecessary replacement may not improve fuel economy on modern electronically controlled engines. Reduce Idle Time Idling increases fuel consumption and can increase engine maintenance costs. A heavy-duty truck can use about 0.8 gallon of diesel per hour while idling, although actual consumption varies by engine speed, load, and accessory use. Reduce unnecessary idling whenever it is safe and practical to do so, and follow engine-manufacturer guidance for extreme weather, regeneration, equipment operation, and other operating needs. Idle-reduction options can provide heating, cooling, electricity, or accessory power without continuously running the truck’s main engine. Depending on the operation, options may include diesel or battery-electric APUs, bunk heaters, battery-powered HVAC systems, automatic engine shutoff controls, generators, or electrified parking. These are just a few of the ways you can make your truck more fuel-efficient without buying completely new equipment. Some upgrades may pay for themselves through lower fuel use, but evaluate the purchase price, expected savings, maintenance requirements, operating conditions, and how long you plan to keep the equipment. It may take some trial and error to find out what needs to be done to make your truck as fuel-efficient as possible. -- Sources https://freightliner.com/blog-and-newsletters/how-to-get-the-semi-truck-fuel-economy-you-were-promised/ https://keeptruckin.com/blog/spec-vehicles-fuel-mileage https://www.freightwaves.com/news/getting-the-right-specs-for-fuel-efficiency https://www.fleetowner.com/running-green/fuel/article/21660208/fuel-economy-101 https://www.worktruckonline.com/153517/6-ways-to-save-on-fuel-with-medium-duty-truck-specs https://www.noregon.com/how-to-improve-fleet-fuel-economy/

The Electronic Logging Device (ELD) Mandate was fully implemented on April 1, 2018. It was at this point that commercial motor vehicle drivers would be placed out of service if their vehicle was not equipped with an ELD. The ELD Mandate was put into place in order to simplify the tracking of a driver’s Hours of Service (HOS) and simplify the enforcement of the HOS rules. Since the ELD Mandate, some things have changed in terms of hours of service. Certain violations are no longer seen as often and other violations are now easier to get caught for. With a lot happening since the implementation of the ELD Mandate, let’s take a look at how hours of service violations have changed in the ELD Mandate Era. What hours of service violations are still in effect? Here is a list of the HOS violations that are still in effect with the ELD Mandate: Going over the 14-hour limit Truck drivers have 14 hours after coming on duty to complete their driving for the day. Going over the 11-hour driving limit Within the 14-hour limit, truck drivers are only allowed to drive for 11 hours within that time frame. Not taking a 30-minute break A driver must take a break of at least 30 consecutive minutes after eight cumulative hours of driving without a qualifying interruption. The break may be recorded as off duty, sleeper berth, on duty but not driving, or a combination of qualifying non-driving statuses. Going under the 10 hours off duty Once a driver goes off duty, they must stay off duty for at least 10 consecutive hours in order to reset their 14 hour clock. There is flexibility with this rule by using the 8/2 or 7/3 sleeper-berth split. Learn more about the rules by clicking on the links. Going over the 60/70 limit A driver may not drive after reaching 60 hours on duty in seven consecutive days or 70 hours in eight consecutive days. A 34-hour off-duty period may be used to restart the calculation, but the restart is optional. Prior to the ELD Mandate, all of these HOS rules had to be tracked on paper logs. This made it hard for drivers to accurately keep track of all of them. Drivers also had the ability to falsify their on-duty and off-duty time which made it hard to enforce. ELDs make it really easy to accurately track all of these HOS rules and violations. What hours of service violations are no longer as common? Even though the ELD Mandate didn’t get rid of any HOS violations, these specific violations were a lot more common when hours were kept on paper logs. Form-and-Manner Violations When there were paper logs, form-and-manner violations were one of the most common violations. Now that there are ELDs, there is less information that a driver has to put in manually. This means there is a lower possibility of a driver getting caught for a form and manner violation because almost everything is being tracked and inputted automatically. Falsification of Records ELDs make falsification easier to identify because driving time is automatically recorded and edits, annotations, and unidentified driving events are retained. However, ELD records are not completely automatic, and drivers and carriers can still be cited for false, incomplete, or improperly edited records. Missing Logs Violations ELDs have reduced violations associated with missing paper log pages, but drivers and carriers can still be cited for missing, incomplete, uncertified, or unavailable records. Motor carriers generally must retain ELD records and supporting documents for six months and maintain a backup copy separately from the original data. What are the penalties for violating the hours of service rules? Violating HOS rules can lead to a variety of penalties for both the driver and the carrier. If a driver is caught over their HOS, they may be placed out of service until the driver has spent enough time off duty in order to be back in compliance. Depending on the severity, the driver could also be assessed fines by both state and local law enforcement officials. Driver’s and carrier’s CSA scores can also take a hit if they aren’t complying with the HOS rules. We go into a lot more detail on CSA scores here. The Federal Motor Carrier Safety Administration may also impose civil penalties on the driver or the carrier. These penalties can range from hundreds to thousands of dollars depending on the severity. If a carrier is caught with a pattern of violations, its safety rating can be downgraded. Patterns of violations that are caused by a carrier knowingly and willingly allowing HOS violations can lead to federal criminal penalties which may result in fines or complete shutdown of a carrier. How do you get caught violating hours of service rules? There are a few ways to get caught violating the hours of service rules: If you drive for a carrier they will keep track of your hours and be able to see if you are in violation. If the law enforcement or a roadside safety official sees that you are violating HOS you will be placed out of service until you are in compliance and could end up with a ticket. The DOT can catch you violating HOS rules at a weigh station or if your company happens to get audited. The last and worst possible way to get caught violating HOS would be if you were to get in an accident while operating over the HOS limit. An HOS violation may create serious consequences if a crash occurs. The violation could be used as evidence in a civil claim, may increase the driver’s or carrier’s exposure to penalties, and could affect the outcome of an investigation. The specific consequences depend on the circumstances of the crash, the nature of the violation, and applicable law. Hours of Service Exemptions There are exemptions to the hours of service rules that you need to keep aware of. These are just a few of the more common exemptions that you may be eligible for permanently or on a one-off basis. If driving conditions are affected by weather, drivers are permitted to exceed the 11 hour maximum driving time by two hours. However, they may not go past a 16 hour-limit. Another common exemption is the 30-minute break exemption. Short-haul drivers who qualify for the 150 air-mile radius provision can be exempt from taking the 30-minute break. A driver may be able to extend their 14 hour shift to a 16 shift, as long as the 11 driving hours are not exceeded if that driver started and stopped their workday at the same location for at least the five previous workdays. This rule may be invoked once per 34-hour reset and the driver must be relieved from work after the 16th hour. Lastly, a driver’s HOS rules may be temporarily lifted if they are helping with direct emergency assistance. A governmental Declaration of Emergency has to be issued and the driver has to be providing support to state and local efforts to save lives, property, or protect public health or safety. Even with these rules suspended, a driver is still expected to act in good judgment and not operate their vehicle if they are under conditions that could lead to a clear hazard to others on the highways. Stay Compliant to Avoid Hours of Service Violations The ELD mandate has made it easier to keep track of the HOS rules. However, it has also made it easier to get caught being in violation of them. Even if you don’t like the rules, stay compliant in order to avoid unnecessary penalties and fines. It’s tough being told what to do and how long to drive, especially when you have been driving for many years. However, these rules were put into place for your safety and the safety of others in mind. So be safe, stay compliant, and you will be able to avoid those hours of service violations. Sources: https://www.fmcsa.dot.gov/regulations/hours-of-service https://www.fmcsa.dot.gov/regulations/hours-service/summary-hours-service-regulations https://www.samsara.com/fleet/eld-compliance/hours-of-service https://www.jjkeller.com/learn/hours-of-service-faqs

Every so often, truck drivers are put through a DOT inspection to make sure they are complying with all of the rules. These inspections are carried out by a state police officer or a certified inspector. There are eight levels of DOT inspections. The length of an inspection can vary depending on the inspection level, the vehicle, the driver’s records, and whether any potential violations require a closer look. Make sure you are aware of these eight levels so you know what to expect during your next inspection. Level I: North American Standard Inspection The Level I DOT inspection is the most common level and the most thorough. This level of inspection includes a complete check of both the driver and the vehicle. The official will inspect the driver’s documents, including their license, medical qualification, record of duty status, hours-of-service compliance, and inspection reports. Hazardous materials or dangerous goods requirements may also be inspected when applicable. The driver may also be checked for signs of drug or alcohol use. The official will also do a complete check of the vehicle, including cargo securement. You should expect elements such as the following to be checked: seat belts, brake systems, suspension, tires, windshield wipers, lighting devices, steering mechanisms, fuel systems, coupling devices, frames, wheels, rims, and hubs. Level II: Walk-Around Driver and Vehicle Inspection The Level II DOT inspection is very similar to the Level I inspection. The main difference between Level II and Level I is that the official who is checking your vehicle will only inspect items that can be checked without physically getting under the vehicle. Level III: Driver/Credential/Administrative Inspection The Level III DOT inspection is focused on the driver’s credentials and required records. With this inspection, drivers may be checked for their driver’s license, medical qualification, Skill Performance Evaluation certificate when applicable, record of duty status, hours-of-service compliance, seat-belt use, vehicle inspection reports, and carrier identification and status. Traffic violations or infractions may also be documented when applicable. Level IV: Special Inspection The Level IV DOT inspection involves a one-time check of a specific item. This inspection is done to confirm or deny a possible trend identified during DOT inspections. There is no average length of time this inspection usually takes because the item being checked varies. Level V: Vehicle-Only Inspection The Level V DOT inspection involves only the vehicle inspection from the Level I DOT inspection. This inspection is conducted without the driver being present and can take place at any location. The vehicle-only inspection may include brake systems, cargo securement, coupling devices, the driveline or driveshaft, exhaust systems, frames, fuel systems, lighting devices, steering mechanisms, suspension, tires, wheels, rims, hubs, windshield wipers, and other applicable vehicle components. Level VI: North American Standard Inspection for Certain Radioactive Shipments The Level VI DOT inspection is for select radiological shipments, including transuranic waste and Highway Route Controlled Quantities of radioactive material. This type of inspection involves an enhanced Level I inspection, along with a check of the radiological shipments and requirements and stricter out-of-service criteria. The vehicle, cargo, and driver must be defect-free before they can leave the shipment’s point of origin. A special decal will be given to vehicles that meet the Level VI inspection criteria. The decal is applied at the point of origin of the shipment and is no longer valid after the shipment is completed. Each decal is valid for one trip only. Level VII: Jurisdictional Mandated Commercial Vehicle Inspection The Level VII inspection is an inspection program required by a state, province, or other jurisdiction that does not meet the requirements of another inspection level. These inspections may include programs for school buses, limousines, taxis, shared-ride transportation, hotel courtesy shuttles, and other vehicles operating within a state or province. The inspection requirements and inspector qualifications are determined by the individual jurisdiction. Level VIII: North American Standard Electronic Inspection The Level VIII inspection is conducted electronically or wirelessly while a commercial motor vehicle is in motion, without direct interaction between the driver and a roadside inspector or enforcement official. The electronic inspection may verify applicable information such as the driver’s identity, license class and endorsements, license status, medical qualification, record of duty status, hours-of-service compliance, vehicle registration, operating authority, carrier identification, Unified Carrier Registration compliance, and federal out-of-service orders. Are you ready for your next DOT inspection? Keep all of this in mind so you are prepared the next time you are stopped for a DOT inspection. This way, you will know what you need to keep an eye on to reduce the risk of violations or an out-of-service order. If you are following all of the rules, keeping accurate records, and properly maintaining your truck and trailer, you will be better prepared for any level of DOT inspection.

As an owner-operator, you’re a small business owner. That means you can’t just focus on how much money you’re making, you also have to focus on how much money you’re spending. Would you rather watch, or listen, to this article in video format? Click here! https://www.youtube.com/watch?v=awPcYaaiNxA Owner-operators have to deal with many of the same common business expenses. Understanding these expenses, and figuring out how to minimize the amount of money coming out of your pocket, is an important task for any business owner. ATBS is here to help, as we identify five of the biggest expenses faced by owner-operators and how you can better manage them. Are you a 1099 truck driver who needs help managing your expenses? Click here! Fuel Fuel costs are the largest expense for most owner-operators. On average, you may spend between $75,000–$105,000+ a year on fuel. The easiest way to figure out how much you can expect to spend on fuel is by calculating your truck’s average cost per mile. This can be calculated by dividing the number of miles you expect to drive by your average MPG and then multiplying that number by the fuel cost per gallon. As a truck driver, you actually have some control over how much money you spend on fuel. There are several ways you can modify your driving habits right now that can put extra money in your pocket: Slow down - generally, 10 mph equals 1 mpg Find the “sweet spot” - lower RPMs burn less fuel Be smart with braking Stay in higher gears when possible Minimize idling To learn more about each of these topics and put these practices into action, read our article here. Truck & Maintenance Your truck is the second biggest expense you’ll face as an owner-operator. Truck expenses include the truck payment, maintenance, and tires. Even if your truck is completely paid off, maintenance and tire costs are still enough to be your second biggest expense. On average, maintenance is around 10% of total expenses. The most important thing you can do to keep your maintenance costs down is to plan preventative maintenance around home time. Try to catch stuff before it becomes a serious issue so you can wait for the part you will eventually need or get it fixed quickly before it becomes a big issue. This can be done with good pre and post-trip inspections and checking for any leaks or drips. The best way to manage your maintenance is to overestimate how much money you will need for truck repairs and put that money into a dedicated maintenance account. Tire expenses will vary between $1,000 and $4,000 each time they are replaced. Before buying tires, take into account the cost of the tires as well as their life expectancy. Insurance Insurance continues to be a rising cost for many trucking businesses. Because insurance varies widely based on authority status, coverage, equipment value, driving history, freight type, and location, owner-operators should review coverage annually rather than simply renewing the same policy. Some of the different types of insurance that are typically required include bobtail, occupational accident, and physical damage. On top of your truck insurance, you will also need health insurance. Insurance is an expense that can vary significantly, depending on how much you want to pay. However, paying less for insurance usually means a higher deductible, which comes with a greater risk if an accident were to occur. To learn more about insurance, click here. Food and Drink Food and drink are a large expense that owner-operators might not expect. Eating out at restaurants every day can add up quickly. However, owner-operators are given a tax deduction known as Per Diem. The IRS allows you to deduct 80% of $80 for every full day on the road and $60 for every partial day on the road. Even though these costs are tax deductible, it is money you still have to spend. The easiest way to lower your food and drink costs is to buy food at the grocery store and keep it cold in your truck. The cost of groceries is a lot cheaper and healthier than eating out at restaurants. Taxes As an independent contractor, the Internal Revenue Service (IRS) requires you to make quarterly estimated tax payments based on your business profits. Your quarterly estimated tax payments include: Self-employment tax: The self-employment tax rate is 15.3%. It consists of Social Security (12.4%) and Medicare (2.9%) taxes. Federal Income Tax and State Income Tax: This is calculated on your tax return. Those who expect to owe at least $1,000 in taxes are required to make quarterly payments of self-employment and income taxes. ATBS recommends that drivers set aside between 25 and 30 percent of their weekly net income for quarterly taxes. When you are self-employed the payment of Social Security and Medicare taxes is your responsibility. This is unlike those individuals who are classified as an employee as these taxes would be withheld from a paycheck and paid by an employer. When it comes time to file your taxes, you can minimize your tax liability by claiming every legal tax deduction and credit available. Understanding and recording all the deductions and credits appropriately will help you avoid penalties, reduce the risk of an audit, and minimize the amount you have to pay in taxes. How to Manage Your Expenses Know Your Numbers Do you know your break-even point? Do you know your cost or profit per mile? Don't operate your business in the dark. Make sure you keep your numbers up to date so you know how to stay profitable. Keep Good Records A good business always tracks its financials and monitors them at least monthly. A profit and loss statement can be used to make sure you are reaching your revenue and expense goals to hit the bottom line you need to achieve your own personal success. Plan Your Routes Aside from just taking the shortest route, plan out when you're going to get to certain places on your trip and where you're going to fill up. If possible, avoid driving through places at times you know there will be a lot of traffic and fill up in places where the net price will be lowest. Maximize Your Time If your truck isn’t running, you aren’t making money. Make sure you’re managing your time to make each week profitable. Don’t sit for long periods of time when you don’t have to. When you’re forced to shut down, use this time to be productive and complete tasks that need to get done. Anything you can’t do yourself, outsource to different services and professional partners. These expenses could be seen as investments that may actually save or make you money in the long run. Work With Professional Business Partners Running a business is difficult. It’s even harder when you’re on the road driving all day. Having someone who can help you run the business side of trucking can be a big asset. It can also be a tax deduction. Paying a company to help you with your accounting and bookkeeping allows you to focus on what you love...driving your truck! Over 150,000 owner-operators have made the choice to hire ATBS over the past 20 years. We offer a variety of services including accounting, bookkeeping, and tax preparation. We also offer unlimited business consulting for our RumbleStrip Professional clients. A dedicated business consultant will help you keep your business “between the lines,” just like rumblestrips on the highway. If you’d like to learn more about ATBS services or want to get started today, give us a call at 866-920-2827.

The most successful owner-operator truck drivers in the industry didn't get where they are because of sheer luck. These drivers are successful because of what they do each and every day. To improve your trucking business, start practicing these habits today! 1 - Understand Your Costs. Know how to use your knowledge of costs, especially fixed expenses, to make decisions. It’s not hard to figure out and will put lots of money in your pocket. Learn More. 2 - Build Your Brand. Whether you know it or not you have a Brand – not just your name but what you are known for. Remember, people like to do business with people they like. Learn More. 3 - Be Curious. Keep learning - from experience, from other owner-operators, from your carrier, from mechanics, and from other business people. Learn More. 4 - Have a Maintenance Reserve. Set up a separate bank account and fund it with more money than your anticipated maintenance needs. Learn More. 5 - Take Care of Yourself. That means physical, mental, and emotional health. You are the Profit Engine for your business and your business needs a strong, healthy engine. Learn More. 6 - Be Safe. Safety equals efficiency, and business owners must always be efficient. Learn More. 7 - Protect Your Credit. Credit is a way to help you manage your business – it is not a way to help your cash flow. Pay credit cards off each and every month. Learn More. 8 - Show Up for Work. You don’t get more time off for running your own business, especially in the beginning. Manage your time off wisely. Learn More. 9 - Know Your Customer. Know who your customer is – no business in America will prosper without a customer. When it comes to customer service, you build trust in drops and lose it in buckets. Learn More. 10 - Focus More on Gross Revenue. Too much focus on Rate Per Mile leads to extreme cherry-picking of loads, which hurts profits. Business profits come from gross revenue. Learn More. 11 - Choose the Right Loads. Do not refuse loads to lay overnight for another load. You can almost never make up for the loss of a layover. Knowing your costs will guide you in this. Learn More. 12 - Manage Cash. Understand all of the ways to manage cash. This begins with the revenue produced and ends with the paycheck you write to yourself each week. Learn More. 13 - Finance Wisely. Never finance something you can buy with cash. Finance charges can be excessive and completely avoidable. Remember that this is your money, not theirs. Learn More. 14 - Make Sacrifices. A successful business owner sacrifices things like extra time off and expensive purchases to protect their business. Learn More. 15 - Accept Responsibility. Don’t try to shift responsibility to someone else. In this world you make your choices and you live with them. Learn More. 16 - Understand Freight Cycles. Understanding and studying freight cycles will help you increase revenue without increasing costs. Learn More. 17 - Manage Your Week. Manage your time to make each week profitable. For instance, always deliver a load on Monday (whenever possible) to set up your week for profitable operation. Learn More. 18 - Change. Don’t fight change - instead, embrace it. Sometimes change is the only thing you can count on in trucking. Learn More. 19 - Embrace Technology. If it makes your life better – your work life or personal life – embrace it. Learn More. 20 - Be Inspired. You have a tough job. Find something to inspire you. Conan O’Brien said, “Nobody in life gets exactly what they thought they were going to get. But if you work really hard and you’re kind, amazing things will happen.” Learn More. 21 - Pay Your Taxes! It’s wishful thinking that this can somehow be avoided. Don’t kid yourself. If you make a profit, you will pay taxes! Learn More. 22 - Work With Professional Business Partners. You don't have to go through this alone. Team up with professionals who can take some of the work off your plate and help you improve the performance of your business. Learn More. 23 - Focus on Fuel Efficiency. Unlike many of your other biggest expenses, fuel is one that you have a lot of control over. One of the easiest things you can do right away to improve fuel efficiency is to drive slower. Learn More. 24 - Update Your Numbers. Do you know your break-even point? Do you know your cost or profit per mile? Don't operate your business in the dark. Make sure you keep your numbers up to date so you know how to stay profitable. Learn More. 25 - Stay Positive. Being an owner-operator can have its ups and downs, especially when the market isn't doing well. Keep your head up, keep working hard, and know that tough times won't last forever. Learn More.