Maybe with other people, but the lease program wasnt necissarily pushed on us... We just decided it cant be all that bad since our previous DM sad the wait for a new truck was gonna be around two weeks. Who knows, maybe all the "expert" England haters would probly say that was all part of England's scheme... Whether it is, whether it isnt, since we're still green in the trucking industry with only a year's worth of experience, England's treated us fairly well.
CR England mileage?
Discussion in 'CR England' started by Omasdaddy, Aug 30, 2009.
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Variable mileage is supposed to offset the cost of depreciation on the truck. They say that in exchange for a lower lease payment we pay a variable mileage. In order to bring an outside truck into England you now have to complete at least one horizon lease. I called the IC dept today and that is what they told me. Tomorrow may be different
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Ive heard a few times now that the varible mileage might be a thing of the past....
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As for weekly mileage ... if our DM stays on his toes, we average about 6100. Our worst week this quarter was 3700 our best was 7900. -
We only average about 4500 to 5000 a week with 6100 being our most in a week but since I drive with my wife, we dont feel the need to run that hard. As far as I'm concerned, on a good week, I make about the same take-home pay as I was workin on compressors in the gas patch makin 15 bucks an hour and my wife makes quite a bit more than when she was workin as an expiditer at Home depot so I really dont have a right to complain about our "fewer" miles. -
Go on the rebate ... if you can average 6.2 mpg routed miles, you'll put another $50 to $100 a week in your pocket. Even on the rebate CRE pays $.02 to $.03 less per mile than other carriers.
This also feeds into how many miles you run ... fuel rebate equals less fuel stops, choosing to fuel at non busy times and at the less busy stops.
Less fuel stops, shorter fuel stops result in more miles driven each day.
At other carriers variable mileage charges don't exist. The closest that comes to it are over mileage charges that 1) only apply after a set minimum mileage has been met 2) the charges will apply directly to reducing the purchase price at the end of the lease 3) and last are generally $.03 to $.06 less then CRE's variable mileage
Bottom line is we set an objective of 1000 miles per day/500 miles per driver ... 7000 miles per week. -
So, other than the varible mileage thing, what are the other reasons, if you dont mind me asking, you are considering leaving?
What do you mean by the crap loads? You talkin about the short hauls, or what? We try to take whatever loads we can get because we were told that bad things happen to the "relationship" when you start turnin down loads for unnecessary reasons.
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Here's the good deal CRE is giving you ... this is per 1000 miles driven. At 6.2 MPG you use 161.3 gallons. At the $1.25 CRE charges you pay $201.61.
Let's assume a national average of $2.89, you pay $466.13 - But CRE is reimbursing you $.28 per mile or $280 per 1000 miles. The net you actually pay after rebate is $186.13 ... $15 less than you do on the fuel cap, $15 dollars that is presently going into CRE's pocket instead of yours. Over a 5000 mile week that $75 out of your pocket.
Average 6.7 mpg and the difference becomes $30 per 1000 miles or $150 over 5000 mile.
Look at this way CRE is charging you at least $75 a week to be on the fuel cap.
Why does CRE have Variable Mileage?? Probably because they can, if you are willing to pay it, why wouldn't they charge it. Besides CRE doesn't "find" you loads, the loads are CRE's loads, they hire you to transport them - as does every other carrier.
Reasons 1) Variable mileage - $.14 per mile. On a 5000 mile week, that's $700 week out of my pocket.
2) The CRE "maintenance" account. The money in that account is CRE's money first, your's second, depending on how much of it they decide to let you keep. Other carriers allow you to control your own account - have it or not have it, how much you want to contribute and how much you want to keep, when and what for you pull it out is at your own discretion.
3) Fuel rebate, CRE pays about $.02 less than others. That's another $100 week at 5000 mile.
4) There are carriers paying $.02 to $.03 per mile more, another $100 to $150 per week.
5) Paper logs vs electronic logs. Without doing anything overtly illegal, you can get an extra 30 to 40 miles in per shift on paper logs. That's the capability to run another 400 to 500 miles per week.
6) Higher governed or non governed trucks. Running an extra 5 mph translate to another 30 to 40 miles per shift. Another 400 to 500 miles in a week.
7) My long term goals. I have over 30 years of management experience, including managing organizations of over 100 personnel. My goal is to build my own fleet.
First, England's program is not conducive to that. Take into account points 1-6 and it is easily a $1000+ a week that you lose leasing for England. Like you said, you're not starving on what you're making with CRE now. Bank that $1000 per week and in 10 months I have nice down payment for my second truck and the start of my fleet. CRE does not allow the purchase of a second truck until you complete your first lease, I don't want to wait.
Second, England, from an organizational standpoint is horribly mismanaged as direct result of their corporate culture - An example, I was at West Vally at the restaurant. CRE's driver of the year was walking through with plaque in hand and came upon Dan England. He went to Dan to say thanks for the honor - Dan handled well, but didn't appear to know who the guy was. This tells me few things, the DOY award wasn't even important enough for Dan to be at whatever ceremony that was held to give the award or if he was he didn't pay attention, Dan doesn't care enough to know who the DOY is. If the CEO of a trucking company doesn't care to know who his best driver is, why should anyone at corporate care about any driver.
Basically a crap load is a solo load that is assigned to a team truck because the LP didn't want pay dead head to the nearest solo truck. We don't turn it down out of hand, but negotiate how far, how soon and what drop yard we can drop it. If the DM can't commit we turn down the load.
Turning down a load because you're not making any or very little money is not an unnecessary reason. Besides bad things go both ways. Contrary to what they say on these boards, CRE does not want you turn in your truck, DMs get fired for too many drivers quitting their fleet.
Threaten to turn in your truck and loads will improve, your DM will work with you on setting up the t-calls. But for this to work you better be on time very time, occasionally eat a dog to do the DM/after hours a favor, don't screw up your logs or get any tickets. And last but not least don't make it habit.
The only loads we have to run hard on, are loads for the express carriers. By design those are tight.
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