And being a van driver with about 6 years experience, I will concur with Terry on all the above reasons.
HEY VIRGINA ? FEDEX C C!!
- Thread starter MoonProwler
- Start date
greg334
Veteran Expediter
OK Here is one for you Moon.
I got an offer and accepted it yesterday, b load going 276 miles (actually 313).
I am the only truck/van/whatever within 300 miles accroding to FedEx, and 3 miles from the pickup - so why refuse it?
Remember this is a b load, 2052lbs.
Well when I got to the pickup, I had two items to deal with, one skid 60lX40w with part of the equipment hanging off the skid 8 inches on one short end and 4 inches on long end and one crate 80lX45wX60h - one engine crane and one Pratt and Whitney jet engine. The engine was a hazmat item and straped it down carefully the other skid I had to warp in blankets to prevent damage to it.
Remember this is a b load.
My question is this, can a sprinter take this load safely if at all?
It still is a b load, isn't it?
I got an offer and accepted it yesterday, b load going 276 miles (actually 313).
I am the only truck/van/whatever within 300 miles accroding to FedEx, and 3 miles from the pickup - so why refuse it?
Remember this is a b load, 2052lbs.
Well when I got to the pickup, I had two items to deal with, one skid 60lX40w with part of the equipment hanging off the skid 8 inches on one short end and 4 inches on long end and one crate 80lX45wX60h - one engine crane and one Pratt and Whitney jet engine. The engine was a hazmat item and straped it down carefully the other skid I had to warp in blankets to prevent damage to it.
Remember this is a b load.
My question is this, can a sprinter take this load safely if at all?
It still is a b load, isn't it?
Diane and I drive a CR-unit. If we felt entitled to C loads or believed that someone out there should make it so only C loads go on C trucks, we could talk ourselves into being angry too, since a lot of C loads go on D and E trucks. B, C, CR, D, DR, E, and ER are truck designations. They are not designations that confer rights or entitlements to vehicles or drviers.
We are independent contractors playing the expedited freight market. Just as it does no good for an investor to get upset because a stock he or she bought should have gone up but did not, it does not good for a contractor to get upset when C freight goes on a D truck.
The stock market does not care how you feel about the stocks you own. Carriers do not care about how you feel about the truck you bought and the freight that may or may not go on it.
Success in expediting is not about how you feel or what you convince yourself you are entitled to. It is about your ability to accurately gauge the market in which you play and the business decisions you make.
We are independent contractors playing the expedited freight market. Just as it does no good for an investor to get upset because a stock he or she bought should have gone up but did not, it does not good for a contractor to get upset when C freight goes on a D truck.
The stock market does not care how you feel about the stocks you own. Carriers do not care about how you feel about the truck you bought and the freight that may or may not go on it.
Success in expediting is not about how you feel or what you convince yourself you are entitled to. It is about your ability to accurately gauge the market in which you play and the business decisions you make.
greg334
Veteran Expediter
Phil,
Great first Paragraph I can’t agree with you more. I think that this is very well put.
But the rest, I am really trying to find something that makes sense but I can’t. I think your message is not to get emotional about this entire thing, which if so, I agree with 1000%, success is about attitude more than it is anything else.
Maybe I am getting too much sun here in Utah/Wyoming/Idaho?
There is a big difference between speculation in the markets and working as a contractor in this industry. The one is clearly dependent on a system that has little logic and runs on emotion, which is the markets be it a commodities or stock market. The other is completely without any doubt dependent on the business needs of any given customer, and nothing else. Gauging the market has nothing to do with being successful; market predictions, the resource planning and fleet logistics are far too removed from all the contractors to be able to gauge anything outside of a possibility of where the freight may, could or should be relative to your truck.
What seems like a simple application of ‘science’ to this niche market can be deceiving in many ways and should not be taken in consideration except for the initial planning to get into this business. While some make it look like it is simply this or that to be successful, the definition of success is only relative to the individual.
Remember that we are providers of a service to a customer who needs us when they need us, nothing more.
Great first Paragraph I can’t agree with you more. I think that this is very well put.
But the rest, I am really trying to find something that makes sense but I can’t. I think your message is not to get emotional about this entire thing, which if so, I agree with 1000%, success is about attitude more than it is anything else.
Maybe I am getting too much sun here in Utah/Wyoming/Idaho?
There is a big difference between speculation in the markets and working as a contractor in this industry. The one is clearly dependent on a system that has little logic and runs on emotion, which is the markets be it a commodities or stock market. The other is completely without any doubt dependent on the business needs of any given customer, and nothing else. Gauging the market has nothing to do with being successful; market predictions, the resource planning and fleet logistics are far too removed from all the contractors to be able to gauge anything outside of a possibility of where the freight may, could or should be relative to your truck.
What seems like a simple application of ‘science’ to this niche market can be deceiving in many ways and should not be taken in consideration except for the initial planning to get into this business. While some make it look like it is simply this or that to be successful, the definition of success is only relative to the individual.
Remember that we are providers of a service to a customer who needs us when they need us, nothing more.
Expediters gauge their market every day in several ways.
At the end of each load, they gauge the market to determine where the next load is most likey to come from. They then wait where they are for freight or reposition themselves in accordance with their observations. In so doing they consider time of day, day of week, time of month, and even time of year. As with a stock, they may also consider information from the rumor mill, opinions of other investors (drivers), and even gut feeling.
Before each load, expediters gauge the area where the load delivers and make that information part of their load accept or decline decision.
Also before each load, they gauge their known costs per mile against the pay per mile in the offer. In so doing, they maintain an ongoing awareness of things like fuel costs and fuel surcharges.
When choosing a carrier, they gauge their perferences against known carrier characteristics and so align themselves.
When choosing a truck type they gauge the B, C, CR, D, DR, E and ER opportunities, factor those in with other preferences and desires and make their truck-type decision.
When taking time off, they gauge the freight cycle and try to time their off time with slow freight times.
While it is not an apples to apples comparison, there are a number of procedural and motivational similarities between making a buy/sell decision on a stock in the stock market, and making a yes/no decision on a carrier, truck type, or run offer in the expediting market.
In both cases you invest in something (a stock or a truck) and seek to make the best decisions you can to maximize the return on that asset.
At the end of each load, they gauge the market to determine where the next load is most likey to come from. They then wait where they are for freight or reposition themselves in accordance with their observations. In so doing they consider time of day, day of week, time of month, and even time of year. As with a stock, they may also consider information from the rumor mill, opinions of other investors (drivers), and even gut feeling.
Before each load, expediters gauge the area where the load delivers and make that information part of their load accept or decline decision.
Also before each load, they gauge their known costs per mile against the pay per mile in the offer. In so doing, they maintain an ongoing awareness of things like fuel costs and fuel surcharges.
When choosing a carrier, they gauge their perferences against known carrier characteristics and so align themselves.
When choosing a truck type they gauge the B, C, CR, D, DR, E and ER opportunities, factor those in with other preferences and desires and make their truck-type decision.
When taking time off, they gauge the freight cycle and try to time their off time with slow freight times.
While it is not an apples to apples comparison, there are a number of procedural and motivational similarities between making a buy/sell decision on a stock in the stock market, and making a yes/no decision on a carrier, truck type, or run offer in the expediting market.
In both cases you invest in something (a stock or a truck) and seek to make the best decisions you can to maximize the return on that asset.
bigjoep89
Expert Expediter
2005 We owned and operated a D-unit 2006 we owned and operated a B-unit 2007 we currently own and operate a C-unit. OK with that out of the way I can get to the point. I can tell you in 2005 in the D-unit we hauled very few B loads a lot of C loads but very few B loads. Now 2006 with the B-unit (SHC 2500 Sprinter) that is all we hauled was B-freight because there is no other freight to haul. For oblivious reason they will not put C-D or E freight on your van as the vans can't handle it. Now as far as this year in the C-Unit we have hauled several B loads as well as C-loads. Having owned and operated a B-unit I do look and try to determine if a B-unit could have hauled that particular load and in most cases the freight is too tall no ramp or on three skids as Terry had mentioned. Another factor to consider is E-units are required to haul D-loads as D units are required to haul C loads as C units are required to haul B loads. Even with this rule in play most of the loads under 2500# we have hauled in the C-unit met one of the factors mentioned above. Height,ramp,lenght,ect. I really do not think the dispatchers play the favoritism game. In case anyone is wondering I am not a company man I am intrested only in making the most of our business. However I am proud to be leased to FedEx CC. Joe
nightcreacher
Veteran Expediter
i wish i had a dollar for everytime i was told that i was being held for an E load,reason the d truck got loaded around me,think this van driver is paranoid,there are many reasons that c or d trucks might get his van load,especially if customer wants dock high
my biggest gripe with fecc is not being able to be dispatched on a smaller size load,unless the smaller size trucks dont want it,and if they cant do it,then how can i.as far as relocation,ive never been offered a load just for that purpose,i did take a van load last year,there were no vans,c's or d's,and i know that as the c link showed i was only truck in area.i was dead heading to chicago from desmoines ia,when i was asked if i wanted to take a van load,so i went back and got the van load,then went to chicago,paid my fuel,cause my relocation was going to be on me,as the fed wanted me to stay in demoines
my biggest gripe with fecc is not being able to be dispatched on a smaller size load,unless the smaller size trucks dont want it,and if they cant do it,then how can i.as far as relocation,ive never been offered a load just for that purpose,i did take a van load last year,there were no vans,c's or d's,and i know that as the c link showed i was only truck in area.i was dead heading to chicago from desmoines ia,when i was asked if i wanted to take a van load,so i went back and got the van load,then went to chicago,paid my fuel,cause my relocation was going to be on me,as the fed wanted me to stay in demoines
Terry covered everything I planned to cover and then some. That is a great list of situations where a van isn't going to get a particular load. I will add one more thing into this. I can't speak for FX but having spent time in Panther dispatch I can tell you they do not have the time and have even less interest in looking for vehicles to dispatch around or otherwise screw around. When the load information is put in the system the computer flags the vehicles qualified to run the load based on size, weight, hours, hazmat, special requirements, etc. and in many cases assigns it automatically to the truck first out that's qualified for the load. If the computer doesn't find a match then the dispatcher starts looking. They aren't interested in screwing over Billy Joe Bob Jumpback, just in covering the load. The one thing I haven't seen mentioned among all the excellent reasons this can happen is that once in a while they just flat out miss one truck and offer it to another because they are so freaking busy with a handful of fires blazing and 100-120 total loads they are responsible for monitoring and taking care of. The idea that they are out to get anyone may help mentally somehow but it isn't factual.
Oh, I'm not a company man but I am one of those confounded moderator fellas. That has absolutely zero to do with my response. I'm just acknowledging it for full disclosure.
Leo Bricker, 73's K5LDB, OOIDA Life Member 677319
Owner, Panther trucks 5508, 5509, 5641
Highway Watch Participant, Truckerbuddy
EO Forum Moderator
----------
Support the entire Constitution, not just the parts you like.
Oh, I'm not a company man but I am one of those confounded moderator fellas. That has absolutely zero to do with my response. I'm just acknowledging it for full disclosure.
Leo Bricker, 73's K5LDB, OOIDA Life Member 677319
Owner, Panther trucks 5508, 5509, 5641
Highway Watch Participant, Truckerbuddy
EO Forum Moderator
----------
Support the entire Constitution, not just the parts you like.
nightcreacher
Veteran Expediter
greg before you called dispatch did you measure to make sure it was a b load,sounds to me it wouldnt fit in sprinter id have got pay bumped to c
2 weeks ago I ran a load for a C unit in a B. Had to do two runs to do it as there was too many pieces. I actually told dispatch to call a heavier truck but they said "it's slow, heavy trucks are all loaded (in the area) so take load or sit". I took the load. Wasn't going far but was going right downtown toronto. Had to handbomb the stuff off (2'x6' 215lbs each). For once dispatch decided to utilize a truck not qualified for the total load and keep someone busy. Load paid well though ($5/mile + time+handbomb charge).
Rob Fis
Rob Fis
RLENT
Veteran Expediter
I had two items to deal with, one skid 60lX40w with part of the equipment hanging off the skid 8 inches on one short end and 4 inches on long end and one crate 80lX45wX60h - one engine crane and one Pratt and Whitney jet engine. The engine was a hazmat item and straped it down carefully the other skid I had to warp in blankets to prevent damage to it.
Greg,
I can't speak to the hazmat aspect, since I'm not hazmat qualified, but just from the dimensions you've given the load would have fit in my Sprinter. I have 13' 10" of length available, about 66" of height at the rear door opening IIRC and just under 50" of width between the wheelwells. And I do carry blankets.
Without seeing the load, it's hard to know exactly how top heavy it might be ..... the 60" height on the one item might be cause for some concern.
Greg,
I can't speak to the hazmat aspect, since I'm not hazmat qualified, but just from the dimensions you've given the load would have fit in my Sprinter. I have 13' 10" of length available, about 66" of height at the rear door opening IIRC and just under 50" of width between the wheelwells. And I do carry blankets.
Without seeing the load, it's hard to know exactly how top heavy it might be ..... the 60" height on the one item might be cause for some concern.
Greg total lenght would have been around 144 in. if my addition is corect or 12 feet and max width was about 48 in...Sprinter is about 14 foot and a couple inches long. As far as hazmat the engine was prolly a used engine with residue jet fuel and had nitrogen residue. I did aerospace for years and PR was our main customer...used engines can't fly!!
Relent: the crate was the engine which is nestled down the bottom portion of the crate most of the weight would have been center of box and below. The rest is all filler.
Moot:
Yes Air Expedite is a division of FedEx Custom Critical that follows the following requirements. Other carriers must also comply.
New Clearance Required for All Shipments Delivering to Airports
The Transportation Security Administration (TSA) has made changes to the regulations governing cargo that moves on aircraft. The regulations require increased information and education for the individuals who transport the cargo to airports and airline locations. These changes could significantly impact the runs you are qualified to take (especially runs with our Air Expedite division).
Beginning June 15, 2007, if you have not completed the training program and passed the learning assessment, you will not be eligible for dispatch on shipments that deliver to airports and airline locations.
Yes Air Expedite is a division of FedEx Custom Critical that follows the following requirements. Other carriers must also comply.
New Clearance Required for All Shipments Delivering to Airports
The Transportation Security Administration (TSA) has made changes to the regulations governing cargo that moves on aircraft. The regulations require increased information and education for the individuals who transport the cargo to airports and airline locations. These changes could significantly impact the runs you are qualified to take (especially runs with our Air Expedite division).
Beginning June 15, 2007, if you have not completed the training program and passed the learning assessment, you will not be eligible for dispatch on shipments that deliver to airports and airline locations.