I need some serious help here Ladies and Gentlemen!

[layoutshooter]

We drive for FDCC. We have never been late, except for weather etc. in the 6 years we have been with them. We do not drive faster than 62. We are seldom pushed for time on FDCC routing. If we are a little pushed it is on short runs in areas without xpressways or heavy city traffic. When we run into those problems we just keep FDCC updated on progress. No problems. Relax and enjoy the trip.

 

[LDB]

You should have plenty of time in a van for any run you get. If you don't you are driving for the wrong company. Take your miles and divide by 100 then multiply by 2. Add 45 minutes. That should be the minimum amount of time you have to get to the delivery. Example, 57 miles to pickup for 589 loaded miles is 646 miles. 646/100 is 6.46. Doubled that's 12.92 plus .75 hour loading time is 13.67 hours or 13 hours 40 minutes. That formula sets a 50mph average speed to the run. You shouldn't be expected to run any faster average speed. Good luck.

 

[Moot]

I am being given runs that I am finding it hard if not impossible to meet the delivery times. How fast do you guys drive? I don't mean to sound dumb but I am running 72-74 MPH and still find myself late on many occassions.

Thank you. As I said, it's NOT the company, it's ME! I am putting the pressure on MYSELF to make a good impression but as you said I've got to "stop it" and I will. Thanks...

Jujmbuck,I agree with the title of this thread. You do need some serious help. You claim to be given runs that are difficult to meet the delivery times yet you also state it's not the company but yourself that is the source of this pressure. You should get some professional counseling and work through exactly why you are giving yourself loads that require you to run 72 to 74 mph to make the delivery time. I sure it is some childhood trauma that you can blame on your parents.

Simple math: Total number of miles divided by the total time from scheduled pickup to scheduled delivery equals miles per hour needed to average to complete the run on time. If the average is over 50 mph, then you have a carrier problem. If the average is under 50 mph, and you are pressed to make the delivery, you have a time management problem. If you are the one dispatching loads to yourself that require running 72 to 74 mph then you have some psychological problems.

 

[tenntrucker]

I have a simpler way, after entering the address in my garmin 565t, if the time of arrive it gives me isn't at least an hour before my delivery time I immediatly call dispatch and ask for them to redo their figures.

Sent from my DROID X2

 

[Rocketman]

There is something that is being left out of this discussion. Some carriers do not use practical miles when setting up the load. If they don't and the miles are short, that is also the same number of miles that is used to calculate the ETA. If there shorting you miles, not only are you being cheated out of money, but your also having to run harder to make up for those unaccounted for miles. I would advise you to research and learn everything you can about how to accurately determine what the loaded miles should be and then determine if your being paid and routed accurately. If not, I wouldn't waste any time arguing about it, just find a new carrier. There's absolutely no excuse for not using practical miles these days.

 

[pearlpro]

Listen given the chance the Dispatcher will always say IVE GOT A HOT LOAD for you this has to be there on time La La La La....as long as you are willing to run to your truck, drive off with wheels a blazin and deliver from Miami to Vancouver in 2 days, theyll TRY and get you to do that everytime. When I first started delivering Steel I had this happen and I was determined to be the ON TIME guy, but after arriving early and waiting in ridiculous appointment lines that were never kept, I backed off, Dispatcher never once said HEY MAN why arent you blazing that trail....HOT LOAD just means he has made a promise and he needs a sucker to fulfill it...not every dispatcher is this way, but I think you should slow down a bit and stop worrying about EARLY, just be on time as close as you can, if your behind some then communicate its trafic, weather, DOT Checks etc....and drive safely at your best comfortable speed...BE SAFE.

 

[ATeam]

There is something that is being left out of this discussion. Some carriers do not use practical miles when setting up the load. If they don't and the miles are short, that is also the same number of miles that is used to calculate the ETA. If there shorting you miles, not only are you being cheated out of money, but your also having to run harder to make up for those unaccounted for miles. I would advise you to research and learn everything you can about how to accurately determine what the loaded miles should be and then determine if your being paid and routed accurately. If not, I wouldn't waste any time arguing about it, just find a new carrier. There's absolutely no excuse for not using practical miles these days.

You are only being cheated out of money if you let yourself be. Landstar does not use practical miles and Diane and I are not cheated. We are not cheated because we base our accept/decline decision on actual miles and the money paid for the load. Note that Landstar does not pay a flat rate. They pay percentage of the load.

Example: Agent calls and offers a 1,000 mile load at $X.XX per mile, loaded miles, to the truck. We will do a quick route on the computer to determine the real miles, including deadhead, and divide that number into the truck pay to determine the true pay per mile. With that information known, we then accept or decline the load.

If we are not near a computer and mapping program when the agent calls (we do not have smart phones), we ask the agent to do the routing and calculating for us.

Again, percentage pay differs from flat rate pay. With percentage pay, the total paid for the load matters more than the exact number of miles driven. Depending on circumstances, we have accepted loads that pay $1.50 a mile, all miles, to the truck and loads that pay $37.00 per mile.

On the East Coast, we sometimes don't even think about the number of miles driven. Short runs are offered and we then think about total revenue per day; like $700 for a day on a 200 mile run, for example. That works out to $3.50 a mile but the total for the day is more important. If it was $3.50 per mile for a 100 mile run we would likely decline the load. If it was $7.00 per mile for 100 miles, we would likely accept.

Yes, it would be easier if they stated the practical miles with the load offer. But when we are making good money at a company that has freight, plays fair and treats us well, we are not going to quibble about a miles calculation method that can be easily compensated for with a few keystrokes.

There may be no excuse for not using practical miles these days but we would be foolish to leave a good company for that reason alone.

 

[60MPH]

OK! I have jumped into this expediting thing with both feet. So far I like it but I am confused about a serious issue. I am being given runs that I am finding it hard if not impossible to meet the delivery times. How fast do you guys drive? I don't mean to sound dumb but I am running 72-74 MPH and still find myself late on many occassions. Now a LOT of it is construction as we ALL know, but Gees it seems like I can't even go around the freakin' block without running into road closures, lane closures, dead stop traffic, and I swear they somehow know where I am going and then run out and tear the road up before before I get there! They have roads shut down that are out the middle of NO-WHERE! Can you guys and ladies give me some insight as to how I should approach this thing? I mean it seems like everyone but me is taking it easy but I am running like a man with his you know what on fire? This can't be the way its supposed to be done...is it?
I know I ask a lot of questions but this one has me baffled. Any help or insight on how to do it right would be greatly appreciated. I want to make it clear that On-Dekk is not on my back pushing me I guess being new maybe I'm pushing myself too hard. Thanks for reading this
Jumbuck. Oh and by the way...I MUST be going too fast because I passed a great many expediters Load 1...Panther... 1st Express etc and they didn't know me (no signs on van) but it looked like they were happily enjoying there ride and not a care in the world and I am running full bore chewing my fingernails hopeing I make it on time. Am I killing the job or just killing myself? Okay...thats all. Thanks

If you are running that fast you are with the wrong outfit. No respectable carrier would bid on loads that require you to run that fast to make pick/drop on time. You are burning way to much fuel and burning your van up in the process. I only roll 57-58mph and make my picks/drops early all the time, and I run in some of the most traffic ridden areas in the U.S.

I think it may be time for you to have a talk with your safety dept. and dispatch supervisors.

You say that your carrier is not on your back. Then why run that fast?? and why are you showing up late after running that fast??

 

[BillChaffey]

Mr. Buck,
I'm not sure if the child in your photo is a son or daughter or Grandchild. In any case running at 74 MPH your not driving your truck your aiming it. Your sure not improving your chance to see the child grow up.

 

[Rocketman]

You are only being cheated out of money if you let yourself be. Landstar does not use practical miles and Diane and I are not cheated. We are not cheated because we base our accept/decline decision on actual miles and the money paid for the load. Note that Landstar does not pay a flat rate. They pay percentage of the load.

Example: Agent calls and offers a 1,000 mile load at $X.XX per mile, loaded miles, to the truck. We will do a quick route on the computer to determine the real miles, including deadhead, and divide that number into the truck pay to determine the true pay per mile. With that information known, we then accept or decline the load.

If we are not near a computer and mapping program when the agent calls (we do not have smart phones), we ask the agent to do the routing and calculating for us.

Again, percentage pay differs from flat rate pay. With percentage pay, the total paid for the load matters more than the exact number of miles driven. Depending on circumstances, we have accepted loads that pay $1.50 a mile, all miles, to the truck and loads that pay $37.00 per mile.

On the East Coast, we sometimes don't even think about the number of miles driven. Short runs are offered and we then think about total revenue per day; like $700 for a day on a 200 mile run, for example. That works out to $3.50 a mile but the total for the day is more important. If it was $3.50 per mile for a 100 mile run we would likely decline the load. If it was $7.00 per mile for 100 miles, we would likely accept.

Yes, it would be easier if they stated the practical miles with the load offer. But when we are making good money at a company that has freight, plays fair and treats us well, we are not going to quibble about a miles calculation method that can be easily compensated for with a few keystrokes.

There may be no excuse for not using practical miles these days but we would be foolish to leave a good company for that reason alone.

Point taken and you are correct in your situation, it would not make sense from a business standpoint to change carriers.

I still don't think it's a good way to do business. Your time spent calculating the actual miles could be saved simply by the carrier offering you the loads based on practical miles to start with. You, and other experienced expediters can quickly pick up on the short miles and know to run your own numbers. Many newbies can be taken advantage of by this tactic though and that's what I dislike about it. I also dislike any carrier that shows any sign of not using accurate mileage calculations. I guess I'm just spoiled by being leased to a company where the miles quoted are accurate. I do understand that even with using short miles, your carrier may pay better for actual miles than mine. I have considered Landstar myself, but that is definitely a huge negative in my mind, no matter how good they are otherwise.

The other issue that short miles causes (which is more on topic than the pay), is that when they book a load at 600 miles at 50 mph. That load (in the system) can be run in 12 hours at 50 mph. When that load turns into 650 miles (actual miles), then it must be ran faster than their 50mph calculation. That load just turned into 13 hours at 50mph or 54 mph in the originally planned 12 hours. My main point to the OP was that short mileage calculations could be part of the reason he finds himself running behind.

I ran for a company that paid short miles, mileage based pay scale. It wasn't pretty and I didn't stay long. The overall pay was miserable and running a straight truck solo, it was impossible to run a log book at anything close to legal. For me, there were two very sharp thorns in the short mile calculations. I have no desire to fight it ever again.

 

[ATeam]

The other issue that short miles causes (which is more on topic than the pay), is that when they book a load at 600 miles at 50 mph. That load (in the system) can be run in 12 hours at 50 mph. When that load turns into 650 miles (actual miles), then it must be ran faster than their 50mph calculation. That load just turned into 13 hours at 50mph or 54 mph in the originally planned 12 hours.

I agree that practical miles is the best calculation to use for everyone concerned. But change comes slow with something that is so deeply rooted in the industry. See this article for a brief history of various miles calculation methods.

Regarding the speed at which a load must be driven, I do not agree. Several times in the two threads that talk about this, expediters have said that if insufficient time is given, a simple call to dispatch can correct the problem.

 

[Rocketman]

Yes asking for more time is the right thing to do, but just asking for more time may or may not get a result if you can't give a valid reason for the request. Remember, the OP is a new driver and if he doesn't realize that the mileage discrepancy is part of the problem, he doesn't know to point it out. If he doesn't point it out, the dispatcher (or agent) is going to look at the load as it was entered into the system and what he will see is a load booked @ 50mph and a driver that is not getting it done.

I don't need to read an article on how the short mile scam came about or why it's still being used. As a t/t company driver, I was paid on short miles. As an O/O, I've been on short miles. The same problems were there in both cases. I've lived it, I don't need it explained. I just need to be told the truth when offered a load. Anything less than practical miles is a misrepresentation of the facts.

 

[nightcreacher]

Ive been leased to both FDCC and TriState.I drive my truck usually 5 mph under the speed limit,mostly for fuel savings.IN 30 years the only time Ive been late,was for breakdowns or road closings.When you offered the load,take your trust calculator and divide the miles by the hours they say you need to be there.If the speed your going to have to drive is faster than the 10 mph less than the speed limit,dont accept the load,or you just wont have time to do that things that are necessary to your work every day.If the company keeps you running this hard,you will adventually get cought,and you csa points will stop you from getting to go to another company

 

[usaf6186]

Something no one has touched on is how is he running the load. Has he fueled up and ate before he starts the run? Or is he making an necessary stops for each shortly after getting under way. Does he eat and fuel at the same time. Or make separate stops for each. Getting on and off the Interstate cuts into your average speed. If he needs a bathroom break does he make it at a rest stop rather than a truck stop. More convent and less distractions to eat up time. Just some thoughts on how he might be losing time. Jerry Lee