possible or impossible??
#41
03-08-2009, 12:59 AM
Not sure if I'm reading you right Stan. Since Kevin said he couldn't make it in less than 11.21 hours, and another time mentioned he was still 55 miles from the drop, are you saying that he could drive 11 hour straight, STILL not be at the consignee, then finish the drive after an 8 hour break? If so.... that is not correct.
The dispatch was tight, but it seems that the company expected he could squeeze the entire distance into 11 hours of driving.... no matter WHAT he had to do to make it fit. Depending on what time he started his 14 hr clock, he had time for several short breaks and even a short nap. I suspect that they wanted him to stay on the clock once he got there until he was unloaded. Who said he was "used to working days?" OTR drivers don't really HAVE that option in most cases. But, for the sake of argument, let's say he WAS tired and CAN'T drive all night. Try it this way: After a 10 hour break ending by 6:30 pm, he hooks his load and "satisfies" himself that it is safe to drive and is on the road by 7 p.m. He drives until he is tired... but for our purpose.... let's say he gets through the slow states (319 miles) in 6 hours @ 53.16 mph average. Now it's 1 a.m. He shuts down for an 8 hour sleeper break with NO worries so he sleeps good! At 0900 he does a QUICK walk-around with no need to log it, and hits the road again, well rested. At an average of 60 mph, 5 hours later at 2 p.m. he arrives at the consignee and delivers his load 1.5 hours early! Then (or while they're unloading) he logs a 2 hour break, and he's ready to be dispatched to make some more money! Notice, there is plenty of opportunity for him to get coffee when needed, or breakfast, or stretch his legs (OFF the driving clock.) By taking an 8 hour S/B break, instead of a 3 hour nap, it is now OFF his 14 hour clock, and he can easliy get ALL his driving hours in without busting his 14 hr clock. The ONLY thing he CANNOT do is to call in a service failure because he needed 12 more minutes to drive the miles! (.21 X 60 mins.) The company would LOVE for the consignee to be a LITTLE BIT closer to the shipper, but that doesn't always happen. They crunched the numbers, saw that it could be done within legal speed limits, and gave him the JOB. It's NOT about "keeping the door closed." There was PLENTY of time for breaks. It's about "moving the freight" a mere 617 miles in 20+ hours.
"7p (CDT) and the load delivers by 15:30 CDT the next day"
Now...a couple posts back, replying to you, Kevin wrote this;
"let me tell you exactly how those days were logged....
03/04....line 2 from midnight to 6a...log 15 min on L4 for pretrip, L3 from 615a till 8a...arrive at terminal....show 15 min to fuel and PTI (PTI was added after i reached 10 hrs off duty to be 'legal' with the company) L1 from 815a till 1130a, when my truck was actually done going thru the shop and i took a shower. 1130a till 630p..sleeper.....630p line 4 for PTI, then L1 from 645p till 7p cause i was scaling (yeah i know...should have been line 4 still)...L3 at 7p till 1130p when i stopped in Covington, IN....about 5 mi from IL boarder. 1130p till 1145p L1...then back to driving from 1145p till 145a. L2 from 145a till 445a, then line 3 till 815a. Now i could have got the load there by 6p that night using split sleeper....however the cosingee rescheduled it for 730 the next morning. other than the nap....i didnt lolly gag around taking 30 min breaks every hour. the 14hr clock only nipped 15 minutes off my 11hr clock. i drove my ass off for those 10 hrs i drove. ooooooooh.....i stand corrected.........had i took a 2 hr nap, and not a 3......i'd have had an hour to drive said distance to the cosignee......hmmmmmmmmm. I did not calculate that right.....cause when i figured my driving hours....i was short 30 minutes from my 11 (10.5 driven) which my 14 hr clock cut off the last 15 minutes. i should have got the load there by 830a on the 5th. eeek. " Kevin...why did you show 7 hours in the sleeper when you got the truck back from the shop?? You should have stayed on line 1, or logged 8 hours in the sleeper. That 7 hour sleeper period could raise issues with a DOT officer with boxer shorts in a bunch or bee's in the bonnet.
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#42
03-08-2009, 03:55 AM
You read my post correctly Hobo. Going by the numbers Kevin posted in the original, , it would appear to me someone in dipatch did the math. They expected Kevin to arrive within the vacinity of the consignee, take an 8 hour break, then deliver the load, then take another 10 hour break. He still had 30 minutes in which he could have fueled the truck while enroute. YES..I agree with you...He could have driven 6 hours, taken an 8 hour sleeper berth break, driven the remainder of the miles, delivered the load, and done the remaining sleepr break...but he didn't. He could also have arrived within the vacinity of the consignee by 7am the next morning, taken an 8 hour sleeper break, delivered the load, then taken a 10 hour break(Using DISPATCH mentality).
Now...a couple posts back, replying to you, Kevin wrote this; I don't understand the 15 minute lag at the start of the trip. Those were wasted "clock minutes". Was scaling necessary? I don't think so, since the first truck was probably similar to the truck Kevin drives..but he used them..so he had to deal with them. By the math, he could have been there at 3pm, the day of scheduled delivery. Kevin...why did you show 7 hours in the sleeper when you got the truck back from the shop?? You should have stayed on line 1, or logged 8 hours in the sleeper. That 7 hour sleeper period could raise issues with a DOT officer with boxer shorts in a bunch or bee's in the bonnet. actually it WAS necessary. Several factors play into the weight/balance of the truck. Did the previous driver have the exact same '09 Volvo i have? if the engines are different, the weight will be different. Was it a mid-roof or a condo? How much fuel was in the tanks when he scaled?? Normally, when i scale a load going to be T-Called, i jot down what kind of truck i got, and how much fuel. Seeing how i had JUST fueled the truck when i got to the terminal (as per fuel route) i was going to scale the load regardless if i did it there (free) or found a CAT scale. Glad i did, because i was 400 over on my steers, and drives were 1000 over. If you prefer to just back under a trailer and run with it, without any regard to how much you weigh....THEN get pulled around because 3 axles are overwight, and then you get a $1000 fine....tell me how stupid would you feel knowing you could have avoided the ticket by taking 15 min to scale. I should have went back, and did a scale/PTI in the same 15...and saved 30 minutes on my clock. Lot of things could have been different. Swift don't plan loads using 'split sleeper'. They really dont want you using it (so i have been told), but now, seeing how i have DDL.com that keeps track of split sleeper, i can use it without having to really worry about if i am doing it right or not.
#43
03-08-2009, 04:31 AM
actually it WAS necessary. Several factors play into the weight/balance of the truck. Did the previous driver have the exact same '09 Volvo i have? if the engines are different, the weight will be different. Was it a mid-roof or a condo? How much fuel was in the tanks when he scaled?? Normally, when i scale a load going to be T-Called, i jot down what kind of truck i got, and how much fuel. Seeing how i had JUST fueled the truck when i got to the terminal (as per fuel route) i was going to scale the load regardless if i did it there (free) or found a CAT scale. Glad i did, because i was 400 over on my steers, and drives were 1000 over. If you prefer to just back under a trailer and run with it, without any regard to how much you weigh....THEN get pulled around because 3 axles are overwight, and then you get a $1000 fine....tell me how stupid would you feel knowing you could have avoided the ticket by taking 15 min to scale. I should have went back, and did a scale/PTI in the same 15...and saved 30 minutes on my clock. Lot of things could have been different. Swift don't plan loads using 'split sleeper'. They really dont want you using it (so i have been told), but now, seeing how i have DDL.com that keeps track of split sleeper, i can use it without having to really worry about if i am doing it right or not.
Usually...if I pick up a pre-loaded trailer, before I ever hook to it, I look at the scale ticket and Bill of Lading, for the load. Unlike dry vans, bulk chemical trailers are scaled lite before loading, then heavy, after loading. Based on the tank type (center unloader or rear unloader), I know by the product weight if I will axle out or not, with my truck. If I am picking up a center unloader, anything over 44,500 pounds of product, puts my drivers at 480 pounds over. On a rear unloader, anything over 45,500 pounds puts me 200 pounds over, on my drivers. That is with full fuel tanks. I do not pick up trailers that have 46,000 pounds of product, because I will be over gross. Typically, if a trailer is being pre-loaded for me, I send a QC message, informing them of how much weight for the loader to have a plant operater put on the trailer, based on my tractor weight and weather conditions. 44,000 for a center unloader or 45,000 for a rear unloader, typically. If it is freezing weather, 42,500 and 43,500 are the weights I request. However....I am a cheap S. O. B., I do not like paying to have a load "pre-loaded" and seldom pick up loaded trailers. That is because I can use the $125 they charge for that service. Only a day cab can haul over 46,000 pounds of product in an insulated tank, in this line of work. As far as how you handled that load...I think you did right by stopping for that 3 hour nap. That is just me. It was the safe thing to do. I do think that the dispatchers looked at where you were, how long it should have taken you to pick up the trailer, and the drive time to the delivery. I don't let dispatchers push me around...it isn't them behind the wheel, it's me. And frankly, unless it is to my advantage, I do not drive past midnight. I have driven until 3AM once this year. It was to my advantage to do so.
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#44
03-08-2009, 11:16 AM
i see a few things going on here. and i got one question...maybe more. in one post kevin says that he knows no drivers that are all the time legal. but he is questioning the legallity of this load. why did you accept the load with such a tight delivery window that you feel could not be met? in my opinion it could be met. yeah it is alot of driving but you could do it...but when i needed them at other companies i found logbooks in the bunk that would get the job done. you can also reset your 70 at any truckstop for about 2 dollars. let me aska question to kevin. lets say you are heading for the house and it is friday afternoon, but you are going to end up 30 miles short to getting home either based on 11 hours driving or the 14 rule. would you go on to the house or shut down for 10, and then drive the last 25 minutes home? i know what i would do, and i think i know what everyone else would do. if you do that even once, then do not ***** when the company needs you to do it. a driver cannot bend rules to benefit themselves and then cry foul when the company need rules bent to benefit everyone. one more question. did the load get there on time or not?
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#45
03-08-2009, 11:26 AM
I think it really has less to do with whether or not it could have been done, and more to do with whether he felt he could do it safely himself.
The fact that he didn't inform them early on (even prior to obtaining the load) that he felt that he couldn't safely deliver the load in the time frame given to him is a failure on his part.
#46
03-08-2009, 11:30 AM
i see a few things going on here. and i got one question...maybe more. in one post kevin says that he knows no drivers that are all the time legal. but he is questioning the legallity of this load. why did you accept the load with such a tight delivery window that you feel could not be met? in my opinion it could be met. yeah it is alot of driving but you could do it...but when i needed them at other companies i found logbooks in the bunk that would get the job done. you can also reset your 70 at any truckstop for about 2 dollars. let me aska question to kevin. lets say you are heading for the house and it is friday afternoon, but you are going to end up 30 miles short to getting home either based on 11 hours driving or the 14 rule. would you go on to the house or shut down for 10, and then drive the last 25 minutes home? i know what i would do, and i think i know what everyone else would do. if you do that even once, then do not ***** when the company needs you to do it. a driver cannot bend rules to benefit themselves and then cry foul when the company need rules bent to benefit everyone. one more question. did the load get there on time or not?
What would i do in your situation you set up? Depends on if i was under a load or not. If i was, i'd find the nearest truck stop, call my folks or an old friend and have them come pick me up. if i wasnt under a load, i would slap a 'not for hire' sign on my truck, and soldier on. "find logbooks in the bunk?" "reset your 70 at a truckstop for $2"?? feel free to run illegal 9 times out of 10. Because sooner or later it will catch up with you....and all that extra money you make gets spent, not on that 100" LCD TV you want, but a nice tasty $1000 fine. I've got better things to spend my money on than paying fines. i'll prefer to run as legal as i possibly can. a 15 min fudge here or there, and i can claim stupidity. But waving a magic wand, sprinkling fairy dust and dancing around in a pink leotard and tights to come up with 'found' working hours to make a load.......isnt something i will ever do. oh...not to metion, the load, i had in the back of my mind delivered later than 330p. i normally do not get loads that are JIT loads without being told first. but from what another poster said about what my DM told me....yeah, i might have had to just do it, drive that 30-40 minutes and get the load delivered on time, cause the more people i have looking at this load, the more my paperwork will be looked over. Next time, i will be sure to KNOW for sure exactly when loads deliver, etc.
#47
03-08-2009, 11:35 AM
I think it really has less to do with whether or not it could have been done, and more to do with whether he felt he could do it safely himself.
The fact that he didn't inform them early on (even prior to obtaining the load) that he felt that he couldn't safely deliver the load in the time frame given to him is a failure on his part.
#48
03-09-2009, 02:39 AM
he must have saw me one day in nashville with that job i had last summer reseting my hours...i didn't think anyone saw my pink leotard???? damn. and i never claimed to know you...just your type. new to the industry, gonna clean it up, follow the rules with a fine tooth comb and point out all that you feel break the rules. you will learn my son. and the funny thing here is that with all of your knowledge yuo are still on another thread trying to convince yourself to do a lease purchase, cmon. you are not really that stupid are you, i mean you were smart enough to accept a load that you felt you could not deliver safely and now it is there fault for giving you the load and possible service failure. go do that lease purchase and loose your ass, that way if i ever decide to buy a truck there will be a little less competition.
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#49
03-09-2009, 06:35 AM
a cake walk? what the F are you smoking?? you obviously missed the point where half the miles are run in states where the posted speed limit is 55mph for big trucks....not to mention in ohio, if you get a ticket, you actually will be paying for TWO.....yours and the one the DOT sends your company. so the other half is run at 63.....bringing the average for the trip to 59. Seeing how, unless you NEVER EVER stop...yeah, you'd get the load there on time. oh, and you have to avoid any traffic accidents that backs up traffic, or construction that creates traffic congestion. Oh...and not to mention, you have to remain awake and alert for 11 straight hours..and doing so without really moving 80% of your body.....but yet, it is a cake walk. LOL.....ok pally. the first time you can drive 630 miles in 11 hours and NEVER taking a break....be sure to let me know....
And Yes I log what I drive etc so no I don't need to cook the books for that easy load. Sorry you had issues but dont think cause you couldnt get it done that others cant. Troy oh...not to metion, the load, i had in the back of my mind delivered later than 330p. i normally do not get loads that are JIT loads without being told first.<<< please explain this I read it two differ ways and would like to know how you ment it.
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Transport America Last edited by wepwawet; 03-09-2009 at 06:47 AM.
#50
03-09-2009, 08:33 AM
If you take the time to read my post then you would have seen where I told you I do 60 in OH I log it as I do it and YES cake walk. No I wouldnt have done it 11 straight I would have stopped a cpl times for bathroom something to drink etc. As for doing that I have done 700 plus in a 11 hr straight does it suck? Hell Yes but sometimes crap happens. Would I do it everyday nope but once in awhile cuase xyz went wrong and now that load needs to move sure within reason.
And Yes I log what I drive etc so no I don't need to cook the books for that easy load. Sorry you had issues but dont think cause you couldnt get it done that others cant. Troy oh...not to metion, the load, i had in the back of my mind delivered later than 330p. i normally do not get loads that are JIT loads without being told first.<<< please explain this I read it two differ ways and would like to know how you ment it. |
