May Trucking has anyone worked for them

[syl77dar]

goodluck

[CB JR.]

Is it possible for a exp. driver to start out on the reefer side right from the get go? Sounds like there's more miles in this division and you wouldn't be stuck running the mountains all the time.

[Colin]

Is it possible for a exp. driver to start out on the reefer side right from the get go? Sounds like there's more miles in this division and you wouldn't be stuck running the mountains all the time.

That's exactly what I did. I had to go through orientation of course, but as soon as that was over, I loaded my truck and took off for Long Island.

[Goin Fer It]

There terminals suck but the people are great. The western division you can get home after 7 days if you need to, but they want you out 2-3 weeks at a time. I dont know how the reefer side is, but with the dry side you always had plenty of time to deliver. I never ran out of hours, just gotta know how to use an split break when you need too. Equipment is great too along with thier trailers. good luck

Wow! When my husband began they told him I believe 5-7 weeks. I would have to go back and look at the old May Trucking thread but 2-3 weeks is short compared to my recollection.

Goin Fer It's Wife

[CB JR.]

What would you say the average length of haul is for reefers Colin? I came close to signing on with them last summer, but barely knew a whole lot about the outfit, so I continued running around here on the West Coast for my current company.

[Colin]

What would you say the average length of haul is for reefers Colin? I came close to signing on with them last summer, but barely knew a whole lot about the outfit, so I continued running around here on the West Coast for my current company.

I ran from Brooks to the east coast and back almost 100%. This was back in 2004, though.

I averaged about 1100 miles average LOH.

Head out to the east coast somewhere. Then lots of freight coming back to Denver or SLC, then to Portland and then back home.

I've run the eastern 30 for JB Hunt and I ran OR, WA, CA for TWT reefer, but there is nothing like long runs with _days_ between dock bumps. I HIGHLY recommend it. 8)

One of the major drawbacks at my time of employment was most tractors did not have cruise when the lights were on. It was disabled by safety. I haven't seen it mentioned in any other May threads, so it might not be a factor any longer. I was lucky enough to get a Volvo 770 which had almost bright enough daytime running lights to where I did not need to turn on the normal beam (unless absolutely necessary) and still run cruise at night. The model 780 tractors did not have this luxury, if I recall correctly.

[OverTheRoad]

One of the major drawbacks at my time of employment was most tractors did not have cruise when the lights were on. It was disabled by safety. I haven't seen it mentioned in any other May threads, so it might not be a factor any longer. I was lucky enough to get a Volvo 770 which had almost bright enough daytime running lights to where I did not need to turn on the normal beam (unless absolutely necessary) and still run cruise at night. The model 780 tractors did not have this luxury, if I recall correctly.

Damn and here I thought I was the only one that figured out that trick. I wonder if May ever figured out that I ran cruise control all night long. I bet if they did realize I was running cruise control at night they would have flipped, figuring I was running with my lights off. I am glad those daytime running lights are about 3 watts less then the full head light system. 8)

[Doktari]

Well, I'm back from my first month on the road. Going to take 4 days off then get back to it on Wednesday.

So, here's the update.

Left on 12/26 for orientation in Pensacola. It was very relaxed and enjoyable. Went out to dinner on the night before graduation of orientation. Big mistake. Got food poisoning so was sick as a dog on Friday. They took pity on me and put me up in a hotel for the night and then met my ride (had to meet a trainer out west) on Saturday and off we went to meet my trainer in Brooks. This ended up being a 6 day ride on a 379 Pete. We got stopped in Laramie, WY for about 18 hours due to high wind. We were only carrying 3000 lbs.

So, on day 6 I arrive at my trainer in Portland, OR, load my stuff onboard and fix up my bed and off we go. My trainer drove the first day. We picked up in Portland then headed to Brooks for the night. Next day we head south towards LA and again, he drove through the mountans of southern OR and finally let me drive once we got a little south of Mt. Shasta on I-5. For the next 2 weeks we took turns driving with no set schedule other than our total driving time per day was never more than 14 hours. I had heard many horror stories about trainers turning into team operations once their trainee arrives and I'm very happy to report that that wasn't my experience at all.

We spent the next 2 weeks driving between OR, CA, NV, and AZ. I don't think I got enough practice backing but then, can you ever get enough?

Last Friday there were 3 people in Brooks ready to test out (we all passed) and we are all assigned out of the Pensacola terminal so they decided to fly us back to Florida. We all picked up out trucks on Sat, the other 2 went home for 3 or 4 days since they lived within an hours and they put me up in a hotel with layover pay for Sat & Sun with a load pickup on Monday afternoon. I took this load up to Warrenten, MO (just west of St. Louis) to meet another driver and swap loads so they could route me back down to central Florida. I got a load to Orlando, delivered yesterday at 2 then drove over to Tampa and parked at a little crappy truckstop we have here on 301 & I-4. I'm going to move the truck this morning up I-4 a couple miles to the Flying-J but they were jam packed yesterday.

All in all I'm very happy with May. They really seem to treat their people well. If someone has a problem, they get right on it and try to fix it or help the person out if they can. If someone want to run 3000-3500 mi / week it should be very doable here. No touch freight and about 90% D&H. The key to getting miles is keeping your DM (Driver Manager/Dispatcher) up to date on your PTA (projected time of availablity) If you keep you PTA updated as you drive and get closer to your scheduled drop they should have another load for you immediately upon your delivery. Even if your PTA changes by an hour, they suggest you update it. If you want to run a little easier for a week, that's fine too. It's really up to you. If you want the miles, they have em.

Some people have made some comments about May's terminals. All I can say is that I agree 100% with these comments. They are nothing to brag about. The shower and laundry facilities they have (and not at every terminal) are sorely lacking. I can honestly say that, so far, that is my only complaint. If I needed insurance then that would be my 2nd complaint. Their insurance plan sucks but I'm on my wife's plan so I didn't need it.

I was assigned a 379 Peterbilt and am enjoying it. When they asked what kind of truck I wanted I said anything but a Freightliner but preferably at Pete. I didn't want a Freightliner because, from my limited experience, it seems that they have a severe lack of insulation.

Well, that's enough for now.

Dok