Werner Enterprises, Inc. - Omaha, Ne.

Discussion in 'Report A BAD Trucking Company Here' started by lj, Jun 17, 2005.

  1. TB John

    TB John Road Train Member

    Dec 28, 2008
    Tucson AZ
    How many bathrooms does your truck/home have?:pottytrain5:

    FLATBED Road Train Member

    Ruckie thats not leaving ( living ) in a truck , thats just surviving in a truck.
  3. Ruckie

    Ruckie Heavy Load Member

    Nov 12, 2011
    Bloom field,nj
    Ok then surviving, I got goals( becoming a o/o) and if just "surviving" for few more months then so be it.

    FLATBED Road Train Member

    Its not a BED of ROSE just becoming an O/O lot more to it than O/O by :biggrin_25515: painted on the truck.
  5. bigdipper

    bigdipper Light Load Member

    Apr 10, 2012
    There are THOUSANDS of 0/0 on the road!
    I'd say go for it!
    Worst thing that could happen is you want out.......
    BEST case scenario is you LOVE IT!

    Like FORREST's MOMMA always said, "Life is like a box of chocolates, you never know what you're gonna get!"
  6. fallinangel1950a

    fallinangel1950a Light Load Member

    Jan 21, 2012
    slidell la
    Programmed to Screw

    Werner Enterprises would like the U.S. public to believe that a QualComm aboard EVERY truck makes trucking safer. This is FALSE.

    Werner Enterprises would like to have ALL Drivers believe that the QualComm is infallible. This is FALSE.

    Bum Steer | Glitches Galore | Abuses | DOT Legal? | Don't Touch It! | Werner's Rogue Team

    No Safer--Deadlier

    Werner Enterprises had 21 fatal crashes in 2002!

    Werner's fatality rate was 1:948 (One death for every 948 tractors) in 1998. The fatality rate increased to 1:655 in 1999. For 2000, the fatality rate increased to 1:480. For 2001, the fatality rate increased to 1:447. Similarly, for 2002, the fatality rate increased to 1:391. Werner Enterprises has no right to be in business with a safety record like that! See Chart for comparisons.

    Werner Enterprises had more accidents during the year 2002; Werner's accident rate was 1:15. (One accident for every fifteen tractors.) See Werner Charts for more info.

    Werner's adoption of the QualComm had absolutely nothing to do with public safety or driver safety. Werner's primary reasons for embracing QualComm monitoring was increased cost savings and improved operational efficiency. Period.

    A mile here, a mile there...

    Werner Enterprises pays its company drivers by a pre-determined "computer database" set of miles. Werner's fraud is that a driver thinks they are being paid by-the-mile, but--in reality--the driver is travelling more miles than the computer is giving them credit for. It is a nice loop-hole in the system...for Werner that is. Drivers must trust Werner and have faith that Werner is fairly determing the correct miles. If a trucker drives over the pre-selected mileage, the driver will not be paid the extra miles.

    Bum Steer

    A driver may think that Werner's Database has accurate information to accurately find shippers/receivers. No such luck. In fact, Werner's computer based directions are often incorrect. I asked my Trainer why he would not report wrong directions. He told me he tried, but his dispatcher didn't care.

    Glitches Galore
    The software used to provide a physical location of a Werner truck is "buggy." For example, when I was driving in Texas, I recorded the name and mile marker of the rest stop I was visiting. When I checked the computer, the location of the stop was some 200 miles to the north...basically in the middle of nowhere. The flaw doesn't lie in the GPS longitude, latitude, and altitude triangulation algorithms, which can be (if desired by Werner) cleaned up to provide pinpoint positioning using Differential GPS (DGPS). This type of miscalculation is a software (translation) error.
    An ignorant Werner dispatcher armed with QualComm coordinates can be dangerous and possibly even deadly. While I was engaged in "hotel duty" in the Allentown, PA terminal, one driver was explaining a positioning error to his dispatcher. The dispatcher told him that the system was flawless and no errors could exist; the driver continued to argue that his QualComm location was wrong. If the coordinates are false and a dispatcher continues to believe them--the driver has little recourse. A driver could complain to Werner Safety, but most likely this dispatcher will report the driver and he will receive a write-up. Werner then applies their famous "constructive termination" practices--reduced miles and hotel duty. Werner doesn't like problems.
    DOT Legal?
    Werner drivers can still drive illegally. You can log on as your partner's number. You can drive on "personal time." I'm sure "Team Werner" has a few tricks.
    Don't Touch It!

    Drivers are told not to operate the QualComm while the vehicle is in motion. Answering the QualComm is grounds for termination. What's the driver going to do if a dispatcher wants a real-time report every five minutes? Wait until the next truck pull-off or rest area, which maybe 100 miles away? Yes, that's what C.L. says. However, what C.L. says and how you keep your Werner job are two entirely different things. Pickup the QualComm and answer it and keep moving, but don't get in an accident. That's the unwritten policy. Cellular phones (while driving) are bad enough and the QualComm is worse!
    The paperless log system has reduced Werner's paper work and has provided C.L.'s dispatchers with the location of the tractor (trailer?) that are--at times--questionable. Werner Drivers are saved the "hassle" of filling out old fashioned paper logs. Such a deal.
    CL's 12 "Apostles"--A novel idea
    Werner Enterprises created a new Safety Department called The Werner Road Team. Twelve die-hard Werner Truckers were given an opportunity to see the inner workings of the Screw-O-Matic. Werner's 12 Apostles will be spreading safety tips to drivers, ethics (professionalism), and good tidings. Those screwed by Werner will call this a public relations ploy.
    Let's not be too hasty in passing judgment. Werner's Apostles will bridge the "communications gap" and act as "liaisons." Wow, Werner admitted it had a problem, but no longer! "Working together" the Werner Road (Rogue) Team will "help" drivers, dispatchers, and goal driven Werner accomplish mutual goals. Feels warm and fuzzy. In order for the Werner Rogue team to be effective they MUST monitor QualComm communications. Taking a rough figure of 7,202 Tractor units and dividing 12 Apostles results in 600. Roughly speaking, 1 Werner Apostle is responsible for 600 Tractors. Ideally, they may discover one or two violations a day. In this scenario, Werner's Rogue Team doesn't have enough Apostles. They will be overworked and unable to pursue all violations. And if they pursue a single violation, how will the driver or dispatcher be disciplined? As an internal police force, little discipline will occur. Like having a fox watch the hen house. Absurd! These Apostles have no Great Commission!
    Werner's Rogue Team maybe better suited for union busting. (Notice the distinctive Rogue Team patch) The Rogue Team appears multi-cultural! As a driver, you can't complain Werner screwed you because you were a minority or a woman. Werner's Rogue Team is made up of African-Americans and other nationalities. The Rogue Team will take good care of you--like a Big Brother. Ok, the Rogue Team is mostly white guys--some are more equal than others!
    Here is what it is all about. Instead of offering an hourly salary and better pay to all drivers--Werner created this flimsy "team." There is a Judas amongst CL's Apostles and I want to hear from him!
  7. SpyderRyder

    SpyderRyder Medium Load Member

    Aug 29, 2011
    Rice, Texas
    Qualcomm has nothing to do with safety. It is merely a tool for tracking HOS among other things. Unless you are on a trainer truck (and it better be the guy not driving that's using it while the truck is in motion), the system is disabled until the truck comes to a complete stop. The only glitch I have found so far is the system updating in real time. There can be a substantial delay and I have found myself in hot water a couple of times and in fact this morning. I failed to log myself on line three after my 10 hour break when I started driving. Result, I went back and made a correction changing my line 1 to line 2 then had to wait 2 hours before I could resume. That will teach me from having those senior citizen moments. Bottom line there is log it like it is just as you would with paper logs.

    As for mileage, Werner goes by HHG miles which normally does not reflect actual miles. And I do not always use the directions it gives me. That comes from a data base and not your dispatcher. I rely mostly on my Rand Mcnally truck GPS and I will bounce it off the directions sent over the Qualcomm. I have my GPS set for the fastest route. The quicker, the better and the sooner you move on to the next load. Here a little common sense goes a long ways and also have maps at hand.

    An example of when I vary is if I have to travel at night for a next day delivery and I have to take my 10 hour break on the way, I will vary my route where I know there will be a rest area or truck stop where I can legally park and take my break. I deliver to DG stores primarily in Texas so sometimes I take the Interstate instead of running the US routes, especially running to West Texas from Ardmore.

    With that being said, Safety is all about the driver and his equipment.
  8. fallinangel1950a

    fallinangel1950a Light Load Member

    Jan 21, 2012
    slidell la
    spyder are they going to give me a peice of junk truck to start i catch the bus in the mornin and I have 28 years OTR I hate settin on the side of the road
  9. fallinangel1950a

    fallinangel1950a Light Load Member

    Jan 21, 2012
    slidell la
    And I forgot to ask do they have apus as I heard theyll fire you over idle time and i will not sweat for anyone I cant sleep and work in a 120 degree truck
  10. SpyderRyder

    SpyderRyder Medium Load Member

    Aug 29, 2011
    Rice, Texas
    You'll get a good truck. I drove from Phoenix to Houston to pick up a 2009 International that had a little over 300k on it. It had smacked a deer so the driver got another truck. I lucked out as it came with an APU. The guy I came over from Phoenix with got a 2011 International.

    The trucks are well maintained as long as the previous driver kept up with keeping it in good shape. I think the average age of the fleet is 2.5 years if I had to guess.
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