Criteria For Turning Down Loads

[guest]

I tend to take the good with the bad and accept almost every load I am offered. I take short runs, I don't mind deadheading a good ways to pick up a load, I don't mind driving all night. However, there are a few situations where I just don't see how it makes sense to accept certain load offers. All of the situations below assume that I am not at home or near home where I could spend the down time at my house and in each situation assume I am in a good spot to begin with. All load offers are to a solo straight truck:

Situation 1: A load offer has good miles and pay but doesn't deliver for six days. Over the holidays I got a load offer that picked up on a Thursday and delivered the following Wednesday. For the right money I could commit to a load like this, but for a run that can be done in one or two days a six day commitment is hard to swallow.

Situation 2: A load offer paying less than $300 is received early in the day for a pickup the next day and delivery the next evening. My truck is tied up for two days during the week for less than $300 gross revenue.

Situation 3: Anything going to south Florida unless it pays really well. I got a load from Chicago to Miami one time that made deadheading back to Atlanta acceptable, but a 500 to 1000 mile load to south Florida is almost certain to be a money loser for a solo.

Situation 4: A Friday load offer paying under $300 that delivers on Monday morning. Friday is usually the only time a solo will get team load offers and I hate to take a load that will tie up my truck for 3 to 4 days for under $300 gross revenue. With that said, I have taken these loads on many occasions.

Situation 5: A load offer going directly into a snow or ice storm (when you know about the storm beforehand) that is straight through and does not pay REALLY well. The last two loads I had going into snow storms required me to drive about 25 miles per hour for long periods in scary road conditions (ice on the road, can't make out the lanes, can't see because of the snow blowing, ice on the wiper blades, no place to stop to get the ice off the wiper blades and windshield, defroster not hot enough to clear the windshield). I saw many many many accidents involvinig 4 wheelers and trucks and encountered long backups as some of the accidents were untangled. My truck was coated top to bottom with the corrosive anti-ice chemicals and some people seemed irritated that the load was not delivered on time, despite the fact that I got it there safely and in one piece.

I am aware that turning down loads can put my company and my dispatcher in a bad spot and I understand that my success and my carrier's success are intertwined. I hear that turning down loads can get you black-balled at some carriers, but the situations above just seem to be the types of load offers that can be turned down without feeling bad about it.

Any thoughts on the situations described above?

Does anyone disagree with my reasons for not wanting to take the loads described above?

Are there any dispatchers out there who might provide their perspective on when it is reasonable or understandable for a truck to turn down a load?

 

[jaminjim]

I can relate to number five, Picked up in Canada, Snowing like crazy going to KY. Never got above 35 mph got hung up at the border for three hours, last 75 miles in the great state of KY were two lane with about six to eight inches of fresh snow. Delivered at 3:20am 20 minutes late. The kicker was that it was scrap metal going back to the mfg., we still got hit with a service failure.

 

[terryandrene]

We also relate to #5 and, as rookies, we often over extended ourselves and equipment to get the load thru snow, sleet and ice, often to find the consignee closed due to inclement weather. Under severe weather conditions, we have found the dispatchers to be respective of our circumstances and bumped the delivery time to accomodate our slow progress. The moral of the story is to keep them advised of conditions and your progress and to make a record of your communication, on the Qualcomm if so equipped

On at least two occasions when dispatch wasn't as willing as we were to wait for the roads to be passable, we exercised the force majeure provisions of our lease agreement, pulled over and slept until it was safe to move. Neither the carrier nor the customers can rightfully complain under those circumstances.

We also have been involved in situation similar to Frisco's 1 thru 4. Our judgment call nearly always involves profitibility and where we are, where the load is and where it's going. We also have our own company policy in that we never take a load on friday or holiday unless we have a confirmed delivery time and date. There's little else in this business that's more frustrating then taking a load offer on Friday only to be told after pickup that the straight thru delivery has changed to Monday morning.

 

[Tennesseahawk]

Jim... did you keep dispatch updated as far as the road conditions? If so, tell your contractor relations guy that you want to appeal it.

As for the above reasons, I would say all are legit. I would add a couple.

6. A load that has as much, OR MORE, dh than actual paying miles. Or, any load that's 300 or less, but with half or more dh. Got 7 bad load offers of the above type at one time, while sitting in Grand Rapids. Finally got one to TX.

7. A load that has two or more of the following: lots of dh, little or no fsc, and puts you in no-mans-land.

There's always talk about servicing the customer. When you look at it, there are three companies in every deal: the customer, the company, and the contractor. When the first one gets their product, and the second gets their profit, why shouldn't you get your profit? Don't think that if you turn down that load, the customer won't get serviced. You are not the company's only option. That's not to say turn down every load that doesn't make top dollar. That's saying, take care of the customer and company you drive for, but look out for #1 first. The one who always tries to make everyone happy, ends up going broke.

 

[LDB]

>Situation 1: A load offer has good miles and pay but doesn't
>deliver for six days. Over the holidays I got a load offer
>that picked up on a Thursday and delivered the following
>Wednesday.

I picked up Fri. 12/30 and delivered 0900 Tue. 1/3 on an 1100 mile $1.98 per mile run. If it had 2 more days in it like the one you had I don't know if I would have taken it or not. Weekends are bad enough and when it's one of the biggie holidays like this I figure anything at all is better than a poke in the nose. I figure it based on absolutely 2 and perhaps 3 days I'd be sitting somewhere with nothing and then calculate the money on the remaining days where I'd likely be running something. If the money is good based on that I take it.

>Situation 2: A load offer paying less than $300 is received
>early in the day for a pickup the next day and delivery the
>next evening. My truck is tied up for two days during the
>week for less than $300 gross revenue.

Without at least one day of layover pay I won't run it. On less than $300 gross that's $xx after all expenses for 2 days. I'd rather sit and get a 34 hour restart and be ready for a better offer that could even come as soon as an hour after I commit to this job.

>Situation 3: Anything going to south Florida unless it pays
>really well. I got a load from Chicago to Miami one time
>that made deadheading back to Atlanta acceptable, but a 500
>to 1000 mile load to south Florida is almost certain to be a
>money loser for a solo.

I've only been to Florida once and it was to Jacksonville with the job over new years. I agree that to go there the job has to pay enough to add d/h back to Atlanta and still pay what I want per mile to run.

>Situation 4: A Friday load offer paying under $300 that
>delivers on Monday morning. Friday is usually the only time
>a solo will get team load offers and I hate to take a load
>that will tie up my truck for 3 to 4 days for under $300
>gross revenue. With that said, I have taken these loads on
>many occasions.

Another one that would depend on the destination location primarily. Pretty much the same as situation 2 and I'd rather sit than run for $xx to me.

>Situation 5: A load offer going directly into a snow or ice
>storm (when you know about the storm beforehand) that is
>straight through and does not pay REALLY well.

I might consider a run into conditions you describe if it's daytime running so at least I can see some. If it's nighttime and they aren't paying OUTRAGEOUSLY well (as in $5 a mile or more) I won't even think about driving in weather like that.

>I am aware that turning down loads can put my company and my
>dispatcher in a bad spot and I understand that my success
>and my carrier's success are intertwined. I hear that
>turning down loads can get you black-balled at some
>carriers, but the situations above just seem to be the types
>of load offers that can be turned down without feeling bad
>about it.

I've turned down loads in the situations you describe. When I do I explain why. Once in a while they call back with a new offer that makes it worthwhile. I don't see anything wrong with it and wouldn't feel bad about it. If we aren't looking out for ourselves nobody else will be either.

Leo Bricker, owner trucks 3034, 4958
OOIDA 677319
73's K5LDB
Highway Watch Participant, Truckerbuddy
EO Forum Moderator 1+ Years of Service
-----
Support the entire Constitution, not just the parts you like.

 

[jaminjim]

I sent about five messages telling of road conditions, it was one of those times that 30 or 40 percent of the trucks were pulling off the road, but as long as I kept it below 40mph it was safe enough. The only answer we recieved from them was " Were the roads shut down" Now we will not knowingly take a load where there is a good chance of a service failure. IE weather, traffic, unless we recieve a message from dispatch over the QC stating that we will not be charged with a service failure.

 

[RichM]

I totally agree with all of the situations especially Number five. Like Terry, when I was new I ran loads under conditions that I would be parked and sleeping today..
When you run off the road and possibly get hurt the next message you will receive is "Call us when you are back in service".

 

[davekc]

Businessman first, driver second.




Davekc
owner
21 years
PantherII
EO moderator

 

[DannyD]

Hiya Mike,

This is a great question.

You seem to have a concious about turning down loads. It shows that you care.

With my current company, I have yet to turn down a load except for one time when I was already on one & couldn't be in two places at one time. I've been w/ em since November & mostly deliver local. So deadhead & such isn't to much of a factor.

In early 2005 I turned down one due to weather you mentioned. I lived in Flint at the time & this load needed to be delivered straight thru from Brighton to Toronto. The weather was brutal & ya could only go about 20MPH on the highway. Even then I offered to pick it up from Brighton, bring it to Flint & then take it the next day when the roads were cleared some. They said that it had to go straight thru so I turned it down.

Another load I recall turning down was when I was in Flint & they needed me to go to Windsor on a Friday & deliver in Kentucky on Monday AM. This would entail 270 dead miles to deliver a 230 or so mile run. This would be because I would have turned around & came back to Flint for the weekend. Add to that when ya pick up at a Candian border city, you can wait up to 4 hours to have Customs clear it (this load had a FAST clearance, but I didn't know it at the time) & it didn't make sense to take it.

They called me back on this one, added $50 to the run & asked if I'd do em a favor. I ended up taking it. Still, these are the kinds of runs which if ya do to often you'll be broke.

There were a couple of others in there that had high dh & not many miles. I recall the dispatcher getting annoyed at me. Still, ya gotta stick to your guns. Ya can't be going broke doing favors. Eventually things picked back up.

Finally, & I make sure the company knows it upfront, but living in Flint, I'm not really interested in loads that pick up in say Detroit & deliver to Toledo. Those are the kinds of loads that can end up wasting a day. If nothing comes up out of Toledo, I've not only made nothing, I've actually lost money for that day. To the company's credit, I've rarely been offered those kinds of runs.

Great thread here.

Good luck,
Danny

 

[The Gibster]

We're starting to see a pattern where it's not the company and it's dispatchers creating the hardship, it's actually NLM giving out service failures at the drop of a hat.

We had a trip to Norfolk FORD, and east of Richmond a gravel hauler rolled scattering gravel all over the interstate. VSP shut down the highway to AirEvac out a patient, landed the chopper right in front of us.

We updated dispatch as we're supposed to, they in-turn NLM. NLM still gave us a failure for 20 minutes late! Appeal was futile.

Another time we arrived in our 22' box and the shipping manager started cussin at Donna, asking "what the *%#& is that?". He thought he would get a 53 footer, and sneak a second load on. He was cussing at the shipping clerk because he had to order a second truck.

When we discussed this with NLM they SUPPORTED the shipper. We would of had to haul two loads, and been paid a simple drop-off fee. NOT!

We shake our heads Mike, and look at it this way - long after you Bozo's are gone, outta business, can't get your freight hauled or under the watchful scrutiny of the DOT, we still have to run our business. And our business is this truck. If it doesn't fit in our business plan, it's not going.

The Gibster

 

[Broompilot]

Snowstorms I will take, why? I cant help the snow I will park it and wait and thats just the way it is until I can begin running again. Will not jeoperdize, load, equipment, life, I can run in snow just not a snowstorm, dense fog, ice, shut her down even if I know in advance and so did the customer.

As for all the others, will not tie a truck up for 6 days except for LA to Jersey you get the picture. Had a load this fall Denver to DC with a possibility of only three days but had to keep it on for four (White House) but all worked out well. But a short load over a weekend unless its January no sir. I might point out this is the difference at C&M if I may bragg a little we do not believe in loads less than 500 miles, unless a driver request it.

 

[terryandrene]

Gibster:

Does NLM get a tariff discount on late arrivals? Perhaps they hold your carrier to the letter of a contract if a few minutes late iss such an issue. What's the penalty to you drivers for these tardy situations?

 

[targuard86]

I have a truck leased to FCC and they require a reason when you turn down a load. What are some of the things drivers put as the reason? I don't thing "you've got to be kidding me" is a good response.

 

[RichM]

I along with others just refuse it on the QC with no reason given.On the Phone It is generally too much deadhead for too few dollars.

 

[davekc]

Could be several. Most common is unprofitable run, too much deadhead, low surcharge, severe weather, too many trucks in the destination area, or delivery is in a slow freight area.





Davekc
owner
21 years
PantherII
EO moderator

 

[terryandrene]

Targard: You don't owe your carrier any reason for a refusal on a load offer. You needn't explain your motives any more than they need to explain their motives to you. However, If you have a reason for the refusal such as money, perhaps they will offer you a bit more if the run is important to them. If you need to get home for a Doctors appointment, they just might have another load on the board that will help you out. It sure doesn't hurt to let them know your rationale for the refusal, if you want to give them one.

Although often the reaction to a lousy run, the "you've got to be kidding" attitude serves no useful purpose, and does nothing to develop a good relationdship with the dispatch agents.

Terry

 

[Tennesseahawk]

I had to laugh at "You've gotta be kidding me" response. Terry's right tho. You can't expect to get anything good from a response like that. Similar results from the following could be expected...

"I could make more working at Burger King"
"I could make more being a dispatcher" (bet you'll never get another load)
"You're doing a good job at being a comedian"
"This is a straight truck, not a van"
"When did we start doing LTLs?"

But in all seriousness, please be civil. Dispatchers are just the messengers. It's a shame drivers and dispatchers rarely seem to see eye to eye in these types of situations. Best advice is to keep your cool and stick to your guns.

 

[guest]

The last one I turned down I wrote: "need a load today, or need more miles tomorrow." This was a 250 mile load offer I received at 10:00am that picked up the next day.

 

[Broompilot]

Frisco Mike 250 load offere the day before, that works out to lets say $375 for the load including FSC divide by two $187.50 for two days tying up the truck? What a shame that a load might come available that evening for 600 miles and your stuck with $187.50.

 

[bryan]

Hi
Yep we shouldn't have to give a reason.But I sure wish I would of took the time one night.They sent me a load offer over the QC picking up 20 miles from where I was sitting going with in 80 miles of the house.Good miles too ready now deliver direct.Great run right?Except you can't haul 1 skid at 4888 lbs in a 1 ton van.They gave me a refusal and dropped me to the bottem of the board.Got a little upset about that one and moved to another area.They fixed the refusal but the real damage was already done.My fault I should of said something that night.Live and learn.