Allen Lund CO is lying scum

Pictured: woman trying to determine the truth of this statement.

 

I have Volvo 670 and 53 ft Utility.
With full tanks (250gal) it is still less than 34000 lbs. About 33 700 lbs.

 

I won't book anything over 43K in California. 44 is pushing the limit. Has to be loaded just perfectly or it won't axle. Usually 43 or less.

We'll do 45 in like a shuttle run ( 200 miles or less ) elsewhere if it pays A LOT.

But typically 44 is max.

 

That's crazy, I can't come close. I have 250 gallon tanks too. Somewhere I have a scale ticket from right when I bought my trailer and weighed everything empty. I'll look around for it.

 

I have a question guys, just for future reference. If the confirmation says 30,000 and the actual load is 45,000, isn't that kind of a "breach of contract"? Or is there a standard "out clause" for the shipper or broker that enables them to get away with these shenanigans?

 

So their rates are cheap but you still booked a load with them anyhow?

 

You have a luxury class while I have standard.

 

Maybe it is, if you dive into legal intricacies but in practice there is no time nor resources for such dilemmas. Most of the time, a carrier can accept or not accept with getting measly TONU and a hope to quickly find another load.
P.S. Would it not be the same breach of contract, if a carrier decides to bounce off the booked load in favor of a more lucrative one under some lame pretenses?

 

Of course. A trucker needs to honor his agreement also. I'm just wondering why people get away with this.

 

The short answer is that if you get burned by broker for incorrect weight, you have a business decision to make on whether or not you want to continue doing business with that broker. Especially if it happens with any regularity. If you walk away from the broker, that's the consequence for their issues with the incorrect weight, they no longer have access to you as a carrier when trying to cover shipments.

Brokers are doing the same thing on the other end when drivers miss pickup or we can't get updates on the shipment, etc. Sometimes there's a fine for missed deliveries, but most of the time the broker ends up bearing the cost of service failures (in lost face with the customer, time spent managing those issues with the customer or sourcing new capacity, paying a premium for a recovery truck, etc). The broker then needs to make a business decision: Is it time to part ways with the carrier, or was this a one off and overall this a profitable business relationship for both parties.