Expectations
- Thread starter RichM
- Start date
theoldprof
Veteran Expediter
Great idea jg. Did your dotted map tell you WHEN those loads were picked up. For example, if you had a lot of dots in the NE corner of Chicago, did those loads come up during the week end, Monday morning, or when? Thanks :+ :+
Old Prof, my dots didn't tell me WHEN the loads usually picked up. However, my little log book did. I had a three ring binder and a page for each major layover area. I recorded when I got on that board, and when I picked up a load from that board, and where it went. Just as the dots would eventually show a pattern, so did the log book. I could "guess" when the loads would come out of an area, which helped me decide if I should use the wait time to get an oil change, or do laundry, or hopefully be alert and ready to accept the load offer. I could also "guess" that if a certain hour elapsed, it was likely I wouldn't be getting an offer until the next day, so I could again use the time to do other things rather than hover over the QCOM, or move to another board in time for loads my logbook told me would be coming out the next morning in the new area. For example, if I didn't have a load out of Peoria by 5PM, I'd head for Chicago, get on the board in the early evening, get my rest and be ready for the loads that come out around 10PM, and again about 10AM next day. However, those things only help you increase your odds a little and just one way to learn the ropes and freight lanes with your company.....and still you will sit sometimes for long times and wonder why in hell you are in the business. Then you get cheered up because you will be in an area where you KNOW loads NEVER originate, and out of the blue you get a high paying long run to a great freight area. Go figure.
dragonrider
Expert Expediter
Well I was a expiditer for 7 yrs,had to leave and went to a company driver,got laid off 4 times so am back lol,God how I missed it! I tried to go back to old company,but did it with a different type of truck I am working with,and think will work good down the road,more later on truck.
To talk on subject,the other company I came back with ran me a lot,but shorter runs[we had a money issue].Now the company I am with is geared toward longer runs,so I have been having to learn to adjust.Like others the problem for me is sitting and waiting.I am used to go go go,and finally having to say whoa while I rest.Now I have to rest when not tired lol.I has taken time,BUT I am making the same or better money and running less total miles[loaded,empty]so personal expense is alightly higher,but truck[aka gas] is lower.
The other concern seems to be out fits bidding wild rates to customers just to move trucks,can't see how anyone make a living on .50 runs well ty all and glade to be back
To talk on subject,the other company I came back with ran me a lot,but shorter runs[we had a money issue].Now the company I am with is geared toward longer runs,so I have been having to learn to adjust.Like others the problem for me is sitting and waiting.I am used to go go go,and finally having to say whoa while I rest.Now I have to rest when not tired lol.I has taken time,BUT I am making the same or better money and running less total miles[loaded,empty]so personal expense is alightly higher,but truck[aka gas] is lower.
The other concern seems to be out fits bidding wild rates to customers just to move trucks,can't see how anyone make a living on .50 runs well ty all and glade to be back
This is one of the best posts we've seen in a while.. .good info.
jg, I like the idea of the 3 ring binder with layover info. Great Idea!
I think one of the biggest mistakes drivers make is 'watching the pot' when waiting for a run. Are you laid over? GET SOME SLEEP!!!!!
Every now and then I go over by one of the local truck stops. It always amazes me how many drivers wait on a run.. sitting behind the wheel! You'll go nuts quick that way! Lay down, read a book, watch a movie, SOMETHING! Get some rest.. because, if you are up all day, that's the best way to guarantee an 'allnighter'..LOL..
Dreamer
jg, I like the idea of the 3 ring binder with layover info. Great Idea!
I think one of the biggest mistakes drivers make is 'watching the pot' when waiting for a run. Are you laid over? GET SOME SLEEP!!!!!
Every now and then I go over by one of the local truck stops. It always amazes me how many drivers wait on a run.. sitting behind the wheel! You'll go nuts quick that way! Lay down, read a book, watch a movie, SOMETHING! Get some rest.. because, if you are up all day, that's the best way to guarantee an 'allnighter'..LOL..
Dreamer
theoldprof
Veteran Expediter
Raceman, I am in the process of reading this whole thread again, and probably printing out some of it. As far as history, if you're a newbie, you don't have a history. A newbie is probably at the mercy of the dispatcher isn't he/she? Your mentioned going to the library for local info. Does the dispatcher call you on the Quaalcom as well as a pager or cell phone? Aren't you joined at the hip with your Quaalcom? You mentioned speaking at driving schools. When I got my CDL at a local community college, I wish there had been a speaker from the expediter world there. A lot of the students would make great drivers, but backing a big rig scared the crap out of them. A straight truck or cargo van would have been a great option for some of these guys and gals. Thanks again to everyone on this and other threads. :+ :+
raceman
Veteran Expediter
No you are not tied to QualCom. You should be able to tell dispatch you are going to be on your cell phone this allows you to get out of your truck for purposes of study, bathroom, laundry and showers, as well as food and so on. I speak at driving schools so if you need to talk to the school have them contact me. You are right many students are afraid of a T/T which always amazed me. Once you actually get the hang of it, that joint actually makes parking and backing easier if you ask me. I can paralel park a T/T easier than I can a car and certainly a straight truck. I guess I should never admitted I can not park my car. 
raceman
racemanBroompilot
Veteran Expediter
I can either ask every FECC driver I come in contact with. Or let me just ask it here and you can Email me back. In bigger cities can you give me a jump start on places of pick up and where you expierenced drivers sit at. I understand how complex this would be, if not can you leave me a phone number on my private E-mail and I will be glad to call you to get the info and I will start my own map. Driving a D unit go to class this Monday. Truck is suppost to be ready for PU on Wed or Thurs, first day out, maybee Friday if not come home show it off to the bride and start on that following Monday. Can't wait and hope to meet everyone sooner or later.
Kraig/Broompilot
Kraig/Broompilot
>It seems to me that more and more people are joing the
>Expediting industry expecting to roll 24 hours a day....
>Perhaps they are reading the infamous posts from the A Team
>that have them moving all of the time.
=============================================
"The infamous posts from the A Team?" Too Funny!
Yes, I post stories that have us moving all the time. I also post stories that have us sitting broke down in a Freightliner dealer for a full week, stranded in New Mexico for another week, stranded at Jubitz for another week, and non-productive for yet another week as we switched fleet owners. Add to that the time we went out of service to take care of things at home.
When my wife and I entered the business 14 months ago, our fleet owner then told us $150,000 to $200,000 a year in gross revenue to the truck was a reasonable expectation, for a hard-working, smart-working White Glove team in a White Glove-equipped truck. We'll complete 2004 in that range, even if we took the rest of the year off (which we won't).
Different strokes for different folks. For some, expediting is a part-time job that supplements their retirement income. For others, it's an all-consuming passion to which they are fully committed.
It's all good. You don't have to earn six figures to be a successful expediter. Success is what YOU say it is and no one else. Of course, whatever your income goal may be , it helps to be profitable along the way. If you aren't, you won't be an expediter for long.
How is it that some teams don't do so well and others do great? I can't say because I don't know well how other people set their goals and run their businesses. I can offer the factors that contributed (we believe) to our expectation-fulfilling year:
1. My wife and I (D-unit team) have been in service over 80% of the time from January through August, and over 95% since mid-August. In July and August we completed the lifestyle changes we made to become expediters, and found our way into a more-reliable truck (knock on wood).
2. Our load acceptance rate is also around high. While we turn down a load every once in a while, we generally do what an Internet writer named Virus (screen name) suggests; namely, accept any load that does not lose money.
3. We don't limit ourselves to no-touch freight. We'll break sweat and get our hands dirty if need be. That increases the number of loads we're eligible to haul, as do the following.
4. We go to Canada.
5. We go out west.
6. We drive in the winter.
7. We drive on weekends.
8. We drive on holidays (except Christmas).
9. We drive in New York City.
10. We accept transfer loads off other trucks.
11. We take runs that are less than 75 miles.
12. We permit couriers to ride with us in our truck.
13. We have security clearances.
14. Our truck is lift-gate equipped (increases the number of loads we're eligible to haul, and the tariff too).
15. We have done and will soon again do reefer loads (increases the number of loads we're eligible to haul, and the tariff too). Our current truck is not reefer equipped. Our new truck will be.
In 2004, we've faced the same challenges most expediters face; getting stranded out west, getting stranded by truck failures, giving up income because we wanted to go home, etc. Nevertheless, we had more great weeks than poor, and all weeks averaged out to the income range stated above.
Contrary to what some have suggested in this thread, our fleet owner did not create false expectations regarding income. We fulfilled our expectations and more.
The most recent challenge - fuel costs - is on our minds but not troublesome. While the fuel surcharge does not cover deadhead miles, it's still profitable to run. We live a debt-free life at present. Fuel could double again and we'd be able to keep on trucking.
Regarding the new truck we have on order, we will not at this time confirm or deny anything other folks are saying about it. We'll freely share our truck specs after the truck is on the road. We're financing our new truck, which will of course put us back in debt.
I will let on that certain folks that have taken a curious interest in our new truck will think the purchase price to be obscenely high. They will be correct. Brand new, perfectly functional, and very nice expediting trucks can be purchased for $100,000 less than we'll pay for ours.
Oooooooooo! Eeeeeeeeee! We can't wait 'til it arrives!
Looking forward and talking about expectations, we expect to retire the truck loan years ahead of schedule, using nothing but our expediting earnings to do so and to pay all truck-related expenses. Our expectations are grounded in our past performance, industry research, and lifestyle choices.
There is nothing special about us. Lots of expediters and many more truckers in other industry sectors gross more money than we do. What's special is expediting itself. It's one of the most straightforward business opportunities in America today. Whatever general economic conditions may be, expediting is a career field in which good money can be earned if good plans are made and good efforts are given.
>Expediting industry expecting to roll 24 hours a day....
>Perhaps they are reading the infamous posts from the A Team
>that have them moving all of the time.
=============================================
"The infamous posts from the A Team?" Too Funny!
Yes, I post stories that have us moving all the time. I also post stories that have us sitting broke down in a Freightliner dealer for a full week, stranded in New Mexico for another week, stranded at Jubitz for another week, and non-productive for yet another week as we switched fleet owners. Add to that the time we went out of service to take care of things at home.
When my wife and I entered the business 14 months ago, our fleet owner then told us $150,000 to $200,000 a year in gross revenue to the truck was a reasonable expectation, for a hard-working, smart-working White Glove team in a White Glove-equipped truck. We'll complete 2004 in that range, even if we took the rest of the year off (which we won't).
Different strokes for different folks. For some, expediting is a part-time job that supplements their retirement income. For others, it's an all-consuming passion to which they are fully committed.
It's all good. You don't have to earn six figures to be a successful expediter. Success is what YOU say it is and no one else. Of course, whatever your income goal may be , it helps to be profitable along the way. If you aren't, you won't be an expediter for long.
How is it that some teams don't do so well and others do great? I can't say because I don't know well how other people set their goals and run their businesses. I can offer the factors that contributed (we believe) to our expectation-fulfilling year:
1. My wife and I (D-unit team) have been in service over 80% of the time from January through August, and over 95% since mid-August. In July and August we completed the lifestyle changes we made to become expediters, and found our way into a more-reliable truck (knock on wood).
2. Our load acceptance rate is also around high. While we turn down a load every once in a while, we generally do what an Internet writer named Virus (screen name) suggests; namely, accept any load that does not lose money.
3. We don't limit ourselves to no-touch freight. We'll break sweat and get our hands dirty if need be. That increases the number of loads we're eligible to haul, as do the following.
4. We go to Canada.
5. We go out west.
6. We drive in the winter.
7. We drive on weekends.
8. We drive on holidays (except Christmas).
9. We drive in New York City.
10. We accept transfer loads off other trucks.
11. We take runs that are less than 75 miles.
12. We permit couriers to ride with us in our truck.
13. We have security clearances.
14. Our truck is lift-gate equipped (increases the number of loads we're eligible to haul, and the tariff too).
15. We have done and will soon again do reefer loads (increases the number of loads we're eligible to haul, and the tariff too). Our current truck is not reefer equipped. Our new truck will be.
In 2004, we've faced the same challenges most expediters face; getting stranded out west, getting stranded by truck failures, giving up income because we wanted to go home, etc. Nevertheless, we had more great weeks than poor, and all weeks averaged out to the income range stated above.
Contrary to what some have suggested in this thread, our fleet owner did not create false expectations regarding income. We fulfilled our expectations and more.
The most recent challenge - fuel costs - is on our minds but not troublesome. While the fuel surcharge does not cover deadhead miles, it's still profitable to run. We live a debt-free life at present. Fuel could double again and we'd be able to keep on trucking.
Regarding the new truck we have on order, we will not at this time confirm or deny anything other folks are saying about it. We'll freely share our truck specs after the truck is on the road. We're financing our new truck, which will of course put us back in debt.
I will let on that certain folks that have taken a curious interest in our new truck will think the purchase price to be obscenely high. They will be correct. Brand new, perfectly functional, and very nice expediting trucks can be purchased for $100,000 less than we'll pay for ours.
Oooooooooo! Eeeeeeeeee! We can't wait 'til it arrives!
Looking forward and talking about expectations, we expect to retire the truck loan years ahead of schedule, using nothing but our expediting earnings to do so and to pay all truck-related expenses. Our expectations are grounded in our past performance, industry research, and lifestyle choices.
There is nothing special about us. Lots of expediters and many more truckers in other industry sectors gross more money than we do. What's special is expediting itself. It's one of the most straightforward business opportunities in America today. Whatever general economic conditions may be, expediting is a career field in which good money can be earned if good plans are made and good efforts are given.
theoldprof
Veteran Expediter
Congrats Ateam, looks like your life is right on the track you want it to be. Can you explain, 12: permit couriers to ride with us in the truck, and 13: security clearance. What is a security clearance, what is it for, and how do you get it?. Thanks. :+ :+
>Congrats Ateam, looks like your life is right on the track
>you want it to be. Can you explain, 12: permit couriers to
>ride with us in the truck, and 13: security clearance. What
>is a security clearance, what is it for, and how do you get
>it?. Thanks. :+ :+
When hauling museum loads or high-value art work, courriers sometimes ride along. They watch the items being loaded and unloaded at both ends. They can verify to shippers that the drivers are true professionals and the freight is properly cared for.
Security clearances are required to haul certain loads. Those loads are described on FedEx CC web site. See: http://www.fedex.com/us/services/customcritical/whiteglove/secure.html
Carriers that haul such loads assist qualified drivers in applying for government-issued security clearances.
>you want it to be. Can you explain, 12: permit couriers to
>ride with us in the truck, and 13: security clearance. What
>is a security clearance, what is it for, and how do you get
>it?. Thanks. :+ :+
When hauling museum loads or high-value art work, courriers sometimes ride along. They watch the items being loaded and unloaded at both ends. They can verify to shippers that the drivers are true professionals and the freight is properly cared for.
Security clearances are required to haul certain loads. Those loads are described on FedEx CC web site. See: http://www.fedex.com/us/services/customcritical/whiteglove/secure.html
Carriers that haul such loads assist qualified drivers in applying for government-issued security clearances.