Stevens Transport aviary

I once was out for 3 weeks after my qual card had expired. It is not worth the paper it is written on as far as DOT is concerned. I took it out and showed it to a trooper who was doing a roadside inspection. He said he had never seen such. I know it is given to show we are allowed to log meals as off duty, but most DOT cops could care less if you have it.

 

That card came about after a DOT audit a few years back. Technically, it's required.
But as Buzzard said, no one really cares.

 

A repower came rhrough so that load will make it on time. This worked out pretty good really, better for the other driver, but not bad for me.

I had a two dropper, western PA this morning and NJ tomorrow morning. I traded for a 5 dropper, 3 in NJ tomorrow, one in NJ and one in Philly on Tuesday. So I picked up a few extra miles, maybe 100 and 3 extra stops,and one more day on the load, the other guy gets less stops and very close ti the same miles and is done a day sooner, plus all the freight arrives on time.

A successful repower if ever there was one.

 

Double post

 

Maybe Emul can answer this. I have heard that Stevens are now getting 13'7" trailers. What do they gain by that?

 

Actually all the trailers starting with numbers 110000 are 14-7" at the rear. These are the ones where the old load locks won't reach the ceiling.
When Utility redesigned the trailers to be lighter, it somehow snuck thru the process. Seems the same thing happened with Great Dane and a couple other manufacturers. This isn't a Stevens thing. It's an industry thing. No one has successfully explained why to me.
But be of good cheer...when a trailer is loaded it's not 14-7 anymore. It sinks an inch or two.

 

Thought I'd pass this along for everyone's consideration.
There's been some complaining on this board (me included) about how so many drivers blow off repowers, or screw with the 'rules'.
We had a meeting yesterday and were told to log each truck that refuses a repower and the reason for the refusal. Smoky has started a report process that goes to ownership.
This list is supplied each week and as I understand, trucks that continually refuse or blow off the repowers will be compiled.
There is no word to us as to what will happen (if anything). We are in the beginning process.
I have to provide a report on such trucks each night at the end of my shift.
This also includes trucks that refuse to return calls. If we send a QC explaining what we want (help with a possible repower) and leave a phone message, and it is not returned in a reasonable time (if at all) we note that as well.
So keep this in mind if you're called.
There are legitimate reasons to refuse a repower, but you need to note this with whomever is calling.

Now my personal opinion on the matter...
Since the readvent of D&D, we've been down a considerable number of teams available to run freight, especially into the wee hours. It is the trend of the industry to offer more and more team driving to move freight as an incentive to entice accounts to ship with the carrier. You've probably noticed more and more advertising for teams in the industry.
So Stevens is short teams when it's been selling more and more of them. As a result, we are under pressure to dispatch, dispatch, dispatch and then later (especially the night shift) to fix these loads by repower, repower, repower.
Again, chasing the problem instead of addressing it up front.
We are getting more late deliveries now than ever. I think management (read that ownership) is chasing the issue of repowers rather than dispatch.
Now as to repercussions? I have a theory that may be of good news to many of us in the long run, but it's only a theory.
The republican ticket has said one of the areas it will make cuts in waste involves federal retraining dollars. If they are elected and this is true, it could mean substantial changes to the way Stevens has to do business since they make a lot of income from the federal dollars.
This would mean changing the way we operate so to keep more drivers and train less new ones.
This would be an industry issue, by the way.
But this is only a theory. Time will tell.
And now I have to head in to start my shift of repowers....er driver assistance.

 

Just want to clarify I'm reading this correct: the trailers labeled 13'7" are actually 14'7"? Or am I not comprehending?

 

They say 13'7 but they really arent over 13'6. Ive gone under a 13'6 with them empty with no issue. Isnt federal regulations 13'6 anyway so how could they be 13'7?!?!

 

When I was there they said 13'6" but were actually 13'7". One of these days when I catch an empty one at a truck stop I will measure it with my stick and see for sure.