do most places pay by air miles or driving miles. I got to say that I don't think I could accept being paid by air miles. driving 1000 miles, and only getting paid for going 750. at .33 per mile, say, that's only $250 to drive 1000 miles.

'Air miles'? if you mean are you paid for a route the distance between the two points if you flew? NO. However, you may be paid by HHG (HouseHold mover's Guide) or SHORT miles; they are called this because they are between 5-15% LESS than the actual miles it takes to drive from point A to B.

A lot of companies pay by "air miles", but not all. The three most common payment methods are PC Miler Short Miles(air miles), PC Miler Practical Miles(A Little Better), and the best is paid off of the hub(actual miles driven, hard to find but they are out there). Just one of the important questions to ask the recruiter before you hire on.

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"Look Out I'm Comin Thru"

I work for household/moving co,getting paid for whatever appears on my odometer.Most of the moving co do the same thing,good money hard labor.

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Actualy I work for salary. So much for my route. But then again about 400 miles round trip (give or take depending on freight) and home everyday. Works out fine.

I do know others that our paid by the hour.

But i also know ones paid by the mile.

Each place is diffrent, just have to research the employer.

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Be safe and God Speed,
Reverend Matthew "The Dragon" Koscielski
!!!Proud to be a gear grinder!!!

Faith, Hope, Love. The Greatest is Love 1 Corinthians 13:13

Can anyone tell me what the middle peddle in my truck does, cause i never use it.

i spoke with the recruiter yesterday and she asked if i could fly. i didnt quite understand why she asked me this. i told her yes i could still scratching my head. now that i seen this thread it raises some questions. 1.- why would i have to fly. 2- if i did have to fly why wouldnt my company pay me for flying. 3. does anyone know if trans-am pays you to fly if you have to. thanks.

I found this article to be useful in explaining the HHG Miles.

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One topic sure to raise the blood pressure of many drivers is the issue of fleets using household goods (HHG) miles as the basis for their rate and pay calculations. Drivers often complain that fleets are gouging them out of money by using the HHG Mileage Guide to set rates. The typical complaint is that household goods miles are routinely 10% less than the actual hub miles the driver logs.
It's a financial issue for drivers, thus an emotional one. And it is often the basis for much conflict between drivers and fleet managers. I don't expect I'll be able to resolve all the issues involved here. But hopefully, by providing some information to help clarify everyone's position on this controversial matter, some understanding will come to bear.
Many drivers don't really understand at all where HHG miles come from and why fleets use them. We went to the source and interviewed Joseph Harrison, president of the American Moving & Storage Assn., and the folks at Rand McNally, who facilitate setting up the HHG Mileage Guide as the basis of their many trucking-related routing products.
A little history: The HHG Mileage Guide has been around for a long, long time. The first Guide was published in conjunction with Rand McNally back in 1936 and was developed as a guide for household goods movers who based their charges on weight and miles. In those days, the mileages were based on auto road maps, and there were only about 300 point-to-point mileages published and only about 400 carriers using them.
As the HHG Mileage Guide evolved, other carriers who were basing rates on mileage — not just movers — began to use them. Eventually, everyone was using the Mileage Guide because at the time, it offered the only mileages available. Also, because the Guide provided some stability and uniformity, customers knew there was an authoritative resource they could use to ensure that the mileages they were being charged for were not arbitrary.
Through the years the mileages themselves have changed. As new highways were constructed and the Interstate System expanded, the criteria for the Guide has changed to keep pace — both with new roads and regulations affecting trucks.
Primary criteria are height, weight and lane width restrictions. Once it is determined which route between two points is suitable for truck travel, the "shortest" route possible can be determined. "That's the only non-arbitrary way that one can develop mileages that are consistent and can be defined properly," says Harrison.
And, he says, depending on what route you prefer, those miles can differ vastly. "You could take the scenic route, the fastest route, the route with less bumps, the route with the best truckstops, the route your cousin, or your girlfriend, or your wife lives on... there's all kinds of ways of getting from point A to point B."
Harrison says that the Mileage Guide, by its nature, must be customer-driven: "The people who are paying the transportation bill — if they are paying the bill on a per-mile rate — need to know that the mileage for that per-mile rate is not arbitrary, that it's defined and can be audited if necessary."
Obviously, says Harrison, there may be a route that a driver will chose that is better. And that route may be longer than the shortest route detailed in the HHG Mileage Guide. But he adds, "It's not because the carrier has tried to figure out a way to cheat the driver. The carrier is trying to appease their customer by providing a reasonable basis for pricing the transportation service provided."
As to claims that the HHG miles are always 10% shorter than the actual miles?
"I always hear claims that it's 5% short, or 10% short," says Harrison. "There is no such percentage out there. You have to look at every route individually. There is no way of coming up with any percentage that's even close to reality. We just look for the shortest route."
"Drivers have been complaining about this forever. And we continue to do what we've always been doing because no one has come up with a better way. No one ever dwells on the cases where our miles are about right, or even longer than another route. But you certainly hear about it when they're short."
"It all goes back to who pays the bills. And correct me if I'm wrong, but I don't know a customer who would prefer a system that provides an arbitrary longer mileage."
The carrier is caught in a squeeze here. The shipper wants to pay less, the driver wants to make more and the carrier can't win for losing.
Another consideration is that the mileages must be set from a certain point — generally the center of a particular city to the center of another. And since many cities are extremely large, the mileages a driver actually travels can differ tremendously, depending on where his load leaves and where it's eventually delivered.
Says Harrison: "Is everybody satisfied? No. Am I or Rand McNally totally satisfied with it? No. I would love to be able to find the magic bullet. But it's just an impossibility.
"We are very cognizant of this problem. I also represent all the movers in the U.S. And the drivers who work for those carriers — both company drivers and independent owner-operators — are the life of our business. We could not do business without them. We need them. And we want to satisfy them as best we can because we know we'd be out of business without them.<\!s>My members would be fools to do anything to run drivers out of their companies.
"That being said, we don't have any revenue if we don't have a customer. We gotta please that customer. So it's a difficult proposition, all the way around."
Harrison says drivers and carriers need to be more proactive. Rand McNally is currently putting together the data for a new Guide to be released this fall. Any information on routes that are inaccurate should be reported as soon as possible.
"If anyone has a route they have a problem with, we'd be glad to take a look at it and fix it if we can," Harrison says.
"Unfortunately, we usually get more gripes than we do data."

I'm not so sure hub or odometer miles are all that good, I used to regularly get paid for more miles driving to St. Charles, IL than the odometer showed, the justification for paying short miles was that you stayed out on the Interstate running faster and made more per hour even though you didn't get paid for all the miles you turned the wheels.

My present job shorts me on actual miles with a truck that reads 1 percent less, even though I get paid odometer miles.

AJ

But then you get nailed for out of route miles, which can make that bonus disappear.

A rather simple solution would be to make the routing a little different:
1) Start from the center of town.
2) Route to nearest interstate going the right way.
3) Route on interstates towards destination.
4) Route to center of destination city from closest interstate.

Of course there are shorter routes that can be taken most of the time with this method, some of which do not make you lose a lot of time.

Best solution? Combine GPS mapping/routing software for 4-wheelers (MS Streets & Trips, Delorme Street Atlas, etc...) with PC-Miler's truck routing database for clearances and restrictions. Use the combined program to figure routing and pay. The problem with this is the cost involved, nobody wants to spend the money since there is a working system out there right now already.

As for arbitrary milage charges... You have to stop at truckstops to fuel, get food, shower, take a load off. So some play room is needed. If the driver is driving 200 miles out of the way to go see a museum, see a truck show, or any other wasteful thing... Fire them. Keep in mind that routing out of the way to go home because little Timmy needs surgery should be excusable.

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Most all of us wish to get payed by REAL ( HUB ) miles. PC miler sticks it to us from time to time and DOES not for see RE-Routes.

Dam, Computers!

My 2 Cents,
Matthew