This thread is the result of a follow up to the problem I delineated in another thread I started called, "Rookie reaching out for advice and wisdom". Now that I no longer have that job, I figured I would discuss the problem and how to avoid it in the future. Some of the problems I will delineate are interstate travel, double/triple dispatch and equipment quality.
I tried as hard as I could to tough out the problem I was dealing with. Now I want to put up for scrutiny, by experienced truckers, the situation I found myself in. This time I will include more information about some of the problems I encountered on my first driving job in order to paint a more accurate picture of what I believe was a problem. These are problems I did not include in my initial post because i wanted to refrain from "making excuses" or appear that I was not taking responsibility for trying to improve myself in face of great odds. I guess I thought that I could overcome this obstacle no matter what with a little determination?
As I stated in the aforementioned thread, I said that I would not quit... I swore that the job would have to quit me before I gave up. Well, everything finally boiled over and I turned in my verbal resignation after I finally got the load off of the company truck. I respectfully drove their truck home, empty, on my dime, cleaned it and left it at the terminal for the next driver.
Dispatch proceeded to dispatch loads (3 loads) on me before I got the first one off the truck. I drove all night, just to make sure that I would arrive 7 hours ahead of time, in order to assure I had a chance to unload and make solid effort at another load thereafter. I was re-dispatched nearly 8 hours before I had my first load off my truck? I was re-dispatched before I arrived. I have really been trying to give this a solid effort, but, I am completely confused about how I am supposed to drive to a location to unload, proceed to be on standby for 5-6 hours before unloading, only to leave a grand total of 2 hours remaining to drive 5 hours to the next location before my next load is cut off due to the business closing for the day? Let me re-cap that: I arrived at 6:00 am, did not get unloaded until 1:30 pm, made my way back to the highway from the oil rig where I unloaded, arrived at the highway at 2:00 pm. That left me 2 hours (cutoff time 4 pm) to get to my next location which was 5 hours away with no unexpected delays. Whats worse is, there was another load after that, dispatched to me that was due to be picked up by 3:00 pm the following day which was minimum 9 hours away with no unexpected delays. Let me re-cap that: The 3rd load was dispatched on me only 30 minutes after I unloaded my 1st load? WTF! Am I missing something here?
Some of the problems that I have been dealing with are not being able to run interstates, double and triple dispatching and questionable equipment.
With regards to the interstate problem, I was told not to run interstates in an effort to avoid DOT hot spots and scale houses. You fill in your own blanks and speculate as you see fit? I imagine we will arrive at the same conclusions.
With regard to the double and triple dispatching problem, I concluded that the company would take jobs off the load board to secure or take jobs before they actually had others unloaded or trucks available to load the jobs they took off the load board. They had 6-8 drivers to which I only know of one that struggled, (myself), of course I was way to exhausted to have conversations with the other drivers, and even if I was not to exhausted, they did not speak English anyhow, so, whats the point? This possibly explains why the FMCSA rating pinpoints "fatigued" drivers on their company rating and why they are currently undergoing mandatory audits.
With regard to the equipment, I don't even know where to begin. Let me just say that it is likely the other part of the reason that I was not allowed to run on interstates, in conjunction with heavy loads and the fact that they are "on the radar", they did not want me interacting with officials who may initiate equipment inspections?
I must say, that my first professional CMV driving job has left an incredibly bad taste in my mouth. I am completely upset by the fact that I have to list a job on my resume that I was only able to retain for a grand total of 2 weeks. I have performed hours of research on many different companies in an effort to make an informed decision from the start. I could not have been more wrong in my choice.
I am happy to hear from experienced drivers about this. I have read the horror story threads on this forum about the ethics of some companies, but, I am truly taken aback by this. I never felt safe in the whole 2 weeks that I operated. I nearly fell asleep a few times at the wheel. I had to pull over numerous times, just to get a few hours of sleep in order to try and keep up with the demands of this company? Then, I would have to do it all over again. I never, ever, got to log my hours properly or legally. I am very ashamed to admit this, but, I feel I must in order to clear my conscience.
Is there any trucking companies that operate like humans? Is this norm? I did the best thing that I thought I could do. I quit. I was unable to perform at that level. I'm not even sure what that level was?
I lay myself at the scrutiny of my piers.
Forced to quit.
Discussion in 'Experienced Truckers' Advice' started by cmc308, Dec 4, 2012.
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Were you dispatched or planned 3 loads in advance ? Big difference. Some drivers prefer to know their suggested next several moves well in advance.
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I understand how you feel, my first job was for a "fly by night" air freight company. I would run Cleveland to NYC back to Cleve. and then to Chicago with maybe a four hour nap. You did right by quitting, being with a company that has a bad safety rating can hurt you due to more inspections and more potential write ups that go on youre CSA. Me I prefer to be dispatched ahead. But I understand the hours not lining up. Eventually the company will probably lose thier operating authority, FMCSA is not playing around with bad carriers anymore.
I suggest finding a larger carrier to start with ie. Werner, Schnieder etc... They have decent equipment and will run you legal. After a year or so, you can start to look around for a better carrier. Unfortunately with limited experience, that may be youre only option. Just make sure you check youre DAQ report to make sure the place you quit doesnt put something on there to prevent you from getting another job. -
I would have to believe that there was poor communication on both sides. If you fail to communicate your eta or delays at shippers or receivers. The load planners are in the dark as to your availability.
Being told to avoid interstates or scale houses, HUGE red flag. It's an outlaw company. When I ran outlaw I never made any more money than running legal. I was just exhausted and nervous every time I ran into a DOT truck. You're either heavy or out of time, and guess what? You have a problem, ticket, accident, you're on your own. That company will leave you to the wolves and cover their rears.
You're better off leaving them. Find a carrier, put in your time (legally) and enter this profession on a good note. You didn't do anything wrong, just a little naive.
Your next question will be, what's a good company to get on with..if I were just starting out, Ozark or IWX in Springfield Mo.
Good luck. -
If they try to tarnish your record then you'll be forced to take action. If they don't then I suggest you chalk it up to experience and move on. Your action would be to report the company to the FMCSA or the state WITH proof.
T...Street Thanks this. -
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When looking for a new job, I advise not mentioning any problems with the old company. Just say you prefer a different type of trucking & pay & benefits. If you start discussing the problems with the old company, you probably will not be hired. Leave it behind and move on with your life. Even a company that does everything by the book, doesn't want to hear your problems with your last employer, legitimate or not.
cmc308, Lady K and NavigatorWife Thank this.
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