can anyone say anything good about CR England.

B I N G O !!

I don't recall ever hearin' about anyone attributing their success to thinkin' negatively.
You come across as someone makin' the best of the situation with aspirations to rise above the ordinary. Nothin' would please me more than to learn you've accomplished your goal. I'm sincerely serious when I opine that if I were in charge of hiring drivers for a reputable Big truck truckin' company, I'd consider anyone makin' it through C.R. England's adventure to have been tested in fire, - - and put them on the short list of "must hires".

Honestly, Dewey, I'm glad that you became a poster here and take the time to converse with us. I appreciate your sharing of thoughts and insights, likes and dislikes, while maintaining a good-nature.
I look forward to readin' your posts.
Please keep 'em comin'.

 

I have 2 weeks left on the demo. After the demo I plan on picking up a company truck, but I really don't want to part from my DM.

I think that is because most people either think all there is to driving a truck is holding the steering wheel, or they have the smokey and the bandit mentality. Just because you can drive the truck doesn't mean you are a truck driver, and many people won't get exposed to that concept until they get out on their own.

That has to deal with the individual, not the company. As earlier stated, I average 2,500 to 3,000 miles a week. Why? Because I know how to run my logs to a point that I rarely need to work on a 34 hr reset. I have never been late for a load, never had any claims, no accidents, no violations, and I keep in constant contact with my DM. For example; if it looks like I'm going to be more than a day early dropping a load, I will see if I can drop the trailer at a yard and haul something else. You won't see me stopping at every truck stop on the freeway BSing about how bad the company is. Yeah this company isn't the greatest, but no job is perfect.

You get negative comments everywhere you go. I've been driving CMV's for 10 years with various companies and it's all the same BS. You just have to let it go in one ear and out the other.

The OTR companies aren't the problem. The students they bring into orientation are the problem. As I stated, most people come into the industry thinking this is a easy job, and all you need to do is hold a steering wheel. They may make it passed the phase I and II courses, but they'll be in for a rude awakening when they get out on their own, as there is much more to the job than what meets the untrained eye. Then you see these students at the company terminals and truck stop diners complaining because the job isn't what they expected. Guess what? That's life. No job is as expected.

 

A good DM, dispatcher, whatever, is worth double their weight in a precious metal. There's a huge difference betwixt those who work with and for their drivers compared to those who just put the load on the driver(s). I can well understand your reluctance to lose that kind of support.

I don't disagree BatMan, but I'm thinkin' there's another group to add to the mix, - - - that bein' those displaced workers who've never even considered Big truck truck drivin' as a means to put food on the table. They only apply for the job out of desperation rather than any desire. Having worked the 9 to 5 shift for many years, - - punchin' the time-clock everyday at the same time - - - the same way, day after day, with 30 minutes for lunch and two 15 minutes breaks at the same time day in and day out - - - totally predictable, - - - from that atmosphere to Big truck truckin' must be quite a culture shock. Throw in bein' away from the home-20 for extended periods, probably for the first time in their life, coupled with the overwhelming lonely feelin' as absence make their heart grow fonder for what's out of reach , sounds like a recipe for depression and stress and all that goes with it, - - - including loathing anything and everything even remotely associated with the reason(s) they were forced to get into the truckin' industry. Drivers of Big trucks with that mind-set concern me in more ways than one.
They'd prefer to not be where they are, doin' what they're doin' - - - and frankly, so would I.

If by "out on their own" you mean other than a company driver, I wonder how many make it that far, or even want to. As a company driver they're not concerned with the finer details associated with achieving maximum bang for the buck. They just sign for things like fuel and/or service and never really feel the effect on the bottom line indicating profit.

IMO, any company driver would be wise to make friends with I/C's and L/O - - O/Os if they're remotely interested in really learning and understanding how the truckin' industry operates and how to make that work for them. Work the system so it works for them rather than bein' worked by the system.
It seems as though a lot of newBees subscribe to MAD Magazine and go along with Alfred E. Newman, - - -"What? Me worry"?

I like your attitude BatMan. I'd like to think you're an average driver, but I don't think you are. Not by a long shot. I'm thinkin' that the industry would be a lot more tolerable if more folks thought like you. You sir, are a credit to the industry no matter what color Big truck you drive, or what name is painted on the door. If C.R. England had anything to do with you getin' your head on straight, . . . . . well, by golly, they've done at least one thing right, - - - and that's good. But I suspect you brought that attitude in with you. Which or whatever, don't lose it.

I realize there will always be those who dispense negative comments and a lot of the bovine excrement is the same ol' - - same ol' presented in somewhat different ways, but when an unusually large number of complaints are directed toward one company in particular with the same re-occurring problems and only the name of the complainers change, there's most likely more truth to the negative comments than we'd prefer to believe. What I find hard to believe is how anyone can believe that they're all blowin' smoke. If so, it's one of the best conspiracies I've ever heard of.

Uhhhh, let me see if I understand, - - - the OTR companies aren't the problem, - - - it's the students that the OTR companies bring to orientation that are the problem?
Hmmmmm - - - -

How is that not the companies creating the problem that exist as a direct result of bringing in students who will be a problem, and/or create problems? Isn't the companies' quest for cheap labor a contributing factor? It's become ALL about the all-mighty dollar at the expense of the industry. Git-'em-in, get their dollars, whip 'em through training with trainers who train in their sleep, and turn 'em loose to start makin' money, - - - for the company.

Retaining drivers used to be a priority. Expense wise, retention/recruiting of drivers ranked second, with fuel expenses at number one. Now there's a glut of applicants to pick and choose from, to the delight of the recruiters, no doubt. Sure makes their job easier.
Retaining drivers isn't as profitable as a high turn-over rate. Now-a-daze, a high turn-over is necessary to make room for the newly graduated wanaBees and don'treallywanaBees just entering the wonderful world of Big truck truckin' after paying for their training, or to pay for it in exchange for providing cheap(er) labor which equates to high(er) profits and the ability for the company to under bid other competing companies for relocating available freight.

Tell me 'bout it, amigo.
I didn't make it past the first day of porn-star trainin' before I was rejected with nary an explanation. Very frustrating to say the least, and ask ANYone if I'm one to say the least. I'm sure they'll say the opposite. To say the least, I tend to say the least less than I say the most. Once I get rollin' it's next to unlikely that I'll gather any moss, . . . . . . . . . . but, . . . . . . uhhhh, . . . . . . I digress.
My bad.

Excellent post, by the way.
Thanx!

 

Yeah, he keeps the wheels on my truck rolling; so it makes me reluctant to leave this fleet. Case in point; I dropped off in Memphis last night and got my next assignment already going to North Carolina.

Whats funny is that these people actually make better truck drivers than the rest of the crowd (IMO). This job will burn you out quickly, but you're a step ahead of the rest of the drivers when you don't like the job to begin with.

I agree. Even as a company driver, you're still running a business. There isn't anything quite like being in charge of 80,000 LBS of truck + cargo.

Thanks.

 

You're kiddin', . . . . right?
If not, I must have been doin' it wrong all along.
Burn out is something I haven't experienced and I loved my job.
I preferred to stay out for 6 to 9 weeks, then take my day and a half for every 7 days out, - - all in a lump. But I could never seem to take every day I was owed.

When I'd get home, I'd park the Big truck in my driveway and didn't want to even dust it off. After about three days, I'd get the urge to polish the aluminum, which led to cleaning the entire interior including the bunk area. That got me up to day five. After cleanin' 'er up, seein' 'er parked there lookin' evah so fine, I could start to feel the urge to roll. Two days feelin' that way put me at seven days off and around six to go, but I wouldn't wait. After seven days off in a row, I was getin' antsy to hit the highway, so I'd call dispatch and yell "UNCLE", lookin' for a load.
There were other times when my dispatcher called me after only a couple of days off to inform me of a load he thought I'd be interested in, and he was usually correct, - - - so I'd cut my time off short.

The only time I came close to a burn out was when I ran a local gig dealing primarily with grocery warehouses, a tight schedule and local LA traffic to contend with on a daily basis, . . . .OH! and the rail yards. One year of that and I switched companies. I lasted almost five years at the first company I ever applied with. I didn't want to start with a bottom feeder with intentions to move on in a year. It made more sense to me to go with a better company and remain there advancing up the pay scale while others bounced around and, it seems, they were always makin' starter pay while I trained newBees and actually, really enjoying my job.

Now that I read what I wrote, I realize I just ain't right.

Try lighter loads valued in the millions of dollars on a regular basis, - - - loads that certain individuals will hurt a driver to take possession of. There was a reason why the Big trucks ran triple digit with 300 gallons of fuel. I made sure they were topped off before I picked up the load because I ran at least four or five hours watchin' the rear view mirrors and pickin' the places I stopped VERY cautiously.

With over one million mile markers in my back pocket,and not one movin' violation or preventable on my, still, pristine drivin' record.
Big truck truckin' fit me like a glove. My only regret is that I didn't start sooner, but I listened to those who warned me I'd be miserable drivin' a Big truck.
Go figure.

 

We got tired of being called company shills, liars and cheats. We also got tired of reading the lies about what a terrible company we work for.

I'm outta here...

REYJAC

 

My DM gave me a reload with 1900 miles on it and its a drop. Did about 650 miles today (gov # 75 mph). The only bad thing is I only have about 20 hours left on my 70 clock and I do not gain any hours on Friday at midnight.

Freight is good but those darn e-logs hold me back a little.

 

YeaH, ......... I can understand how that could be upsetting.
Thanx for the explanation.
Much appreciated.

 

Quick question, is it one size fits all on the glad hand gaskets? I bought 2 new ones but when I replaced the one for my service brake (blue) air line it is leaking now when I put pressure on the brake. Is there any special way of putting the black gaskets into the glad hand to make sure it has a proper seal?

Usually when I get PM service the mechanic puts a new one in there if it needs it but I guess he missed because the gaskets were brittle and cracked.

 

My bet is that you'll make another on-time delivery.
You sure won't be puttin' a lot of wear on your left door, door hinges.
But you oughta be able to squeak that load in on time. Just don't over sleep.
Don't'cha just love a challenge?

E-logs hold you back a "little"?

I've never run e-logs, only paper logs, sometimes loose-leaf logs, but judging by the description of how they operate, I'm reasonably certain I wouldn't be too fond of that system.
Back in the day, when I wore the clothes of a younger Big truck truck driver, it was made very clear that the number one concern for those drivin' Big trucks is SAFETY.

There are time when the log says time to stop 'cause you're tired.
But you're not (tired).
There are times when the log says ok to go 'cause you're well rested.
But you're not (well rested).
What does a log book know?
Log books allow for human input and sometimes a little creativity gleaned from Creative Logging 101 finds it's way onto the graph. Things ran smoother when there was some flexibility possible if/when needed, --- but not to say as a steady diet. And NEVER when tired, sleepy, drowsy, fatigued, and/or extremely agitated.

Now, with the new HOS keepin' the tic tocking once the clock starts, there's no longer the option for those refreshing naps under the big pine trees at a rest area in Oregon, or a casual break to tour Prairie Dog City in Kansas, where the lady behind the counter proudly shows off her rattle snake collection.
YuP.
They're alive.
And we're told that the HOS are implemented for "Safety".
But I'm thinkin' the real reason can be found by followin' the Money Trail, down to the other side of the railroad tracks where competition is said to be level.
Railroad & Big trucks.
Oil & vinegar.
Exactly the same
only different.

But, ............. I digress.
A lot.

Have you run only E-logs, Dewey?
What's your opinion of the E-log?
If you had a choice, which one would you pick?

OH!
BTW,
Just a reminder.
Don't over sleep.
You'll make it.