Stevens Transport Aviary . . cont'

Well leaving this company was something I had to try. Getting burned out where I am at now, getting sick of running all these short loads even if the miles are OK. How's the average length of haul now?? I've been gone almost a year now, really actually miss it. Just scared the doc will disqual me for insanity for coming back, lol

 

I am probably averaging 11-1200 average as a solo driver, more if I stay out of the east. Just did a 3000 FL to OR run followed by a 2000 OR to MI with a Canada load I repowered and got a 320 load to IN and now an 1100 load to TX... All over the board really, but usualy at least one day of just driving on each load.

 

I've said it before, I'll say it again.
The secret to miles and loads at Stevens is NOT your DM.
It use to be, but now we hire the cheapest labor available for operations and that means people that can't spell TRUCK, much less ever having seen the inside of one. For the life of me, I (and others in operations) cannot figure out what a DM's job duties are anymore.
I am not badmouthing people who have been there a while. Most of the old timers are great! But more than 50% of our DMs have been there 6 months or less and have not been trained properly (in my opinion), nor is there direction for them to follow.
As a result, their fleet flounders.
It use to be a DM knew each driver, what load they were on, what hours they had and if they could run the load. Then if necessary, they would repower loads keeping in mind each driver's needs as well as the freight needs.
The newer DMs RARELY repower loads. The responsibility has been shifted to operations and I'm here to tell you our duty is FIRST to the load. Not the driver. We are commanded to 'move the load', not worry about driver hometime, the loss of miles or anything else (keeping with legal and safety, of course).
There has been a tremendous amount of animosity built up between OPS1 and OPS2 over the last couple years.
I won't go into detail, but suffice it to say management preaches the needs of the drivers ABOVE all things, but does not give the tools to Operations to assist in those driver needs.
The rule of Operations (unspoken) is: Don't put your fingerprint on ANYTHING that might come back and blame you.
In other words, it's easier to do nothing and not be blamed, than do something and have it fall apart.
As far as keeping moving and getting good loads?
The driver needs to develop relationships with the load planners. They are the gods when it comes to miles.
Learn how the freight lanes work. Learn how to make repowers your friend. Learn how freight moves. As an example, Loads to Las Lunas will virtually always mean a deadhead to Dodge City, Liberal or Amarillo. Emptying out in the east on a Saturday or sunday of a three day weekend will virtually guarantee sitting until Tuesday before loading. Probably Wednesday.
When the planners get to know you and you are responsible, it makes it far easier to call them a day before you empty out in their area, to call them directly and get a preplan.
The planners job is to assign load and move them successfully. When they see a driver coming into their area that they can trust, they give them good loads. (usually).
Learn to look ahead and plan a repower.
Run your load hard, call someone like me and tell me what you want. If you have a load from Cali to West Jefferson, OH, call me the day you're loaded and rolling. If I know you're wanting to keep moving, I'll look ahead in Oklahoma or St Louis, for loads needing repowers.
Do the same with your DM. Train them. Just like you would train me.
Use us for your advantage.
Every night I have a list of loads that need repowering. The very first thing I do is look at a list of trucks that I know will work with me and figure out if it helps them (and me). If it does, I call.
Once you develop a relationship with your DM, the planners and some night/weekend ops persons, miles become much better.
But also keep in mind, Stevens is a training company. It's a place you start. Very few persons find a home there.
I found a home more due to my age, experience and the offer Stevens made to me when it became time to come off the road.
Most of the best people at Stevens fit that same criteria.
So learn the system, learn the people and learn the industry. Then you can make a career that fits YOUR needs and wants.
So much rambling for today. I'm off this week. All of you...stay safe.

 

Fieldchaser are you still around? How are you making out?

 

IOTE=ajb293;4480658]Fieldchaser are you still around? How are you making out?[/QUOTE]

I'm here. Got with my second otr trainer last week. Funny enough he used to be an active poster here as crazy aardvark
Ive just moved on to a level 4 trainee and in 30 more driving hours I'll be level 5. In 2 weeks. I should be ready for grad class. . I'm enjoying your updates. They mirror my experiences exactly

 

Stevens!!!!!

 

Cold up there isn't it? LOL... He is a friend of mine, Good Guy

 

I'm here. Got with my second otr trainer last week. Funny enough he used to be an active poster here as crazy aardvark
Ive just moved on to a level 4 trainee and in 30 more driving hours I'll be level 5. In 2 weeks. I should be ready for grad class. . I'm enjoying your updates. They mirror my experiences exactly[/QUOTE]

Tell the crazy one we said Hi!!!!

 

Stay away from here if you can. If you dont, do your year and get out. I did a year plus and they still sent the remainder of my bill to collections. Did it to everyone in my class that I stayed in contact with. Bet they couldn't wait. I make more than I did with them noe and get home everyday, plus off weekends. And I did Purdue dedicated, leased and kraft dedicated at 45 cents a mile. I appreciate the training but have no love for stevens at all. Best of luck.