Are there any bolt or tristate drivers that are doing good right now. i'm looking to jump companies one more time here. This will be the third time in two years and if it does not work for me this time, i'm getting out of the business for good. Just wondering which company is better for me at this point in time. Any help would be appreciated.
need advice about bolt tristate
- Thread starter blizzard2014
- Start date
stop jumping companies!!! lol j/k
DreamTeam44
Seasoned Expediter
Great question, what companies have you left, how long at each, why you left, what type vehicle R U driving?
I second the above motion!
I second the above motion!
DreamTeam44
Seasoned Expediter
Where have you seen drivers making that claim? We are a team with 'E' unit, have been scouring this site for 2 weeks and I have not seen that trend. I will say that we initially called a couple of expediting companies to inquire about leasing our tractor, as a general rule those recruiters are not returning our calls to check up on our status or to see if we have more questions on material and info they forwarded. They are well aware that we will potentially be a great team as we need no hometime, we stay out forever and a day without needing a break, clean driving records, etc. SO, maybe there is some merit to your claim, maybe our tractor is NOT in demand? OH MY, more questions and concerns for us to ponder, eh?
EagleRiverWI
Seasoned Expediter
I left Fed for Bolt. I am thinking about going back to Fed. Being a single, I sit a lot with both companies. With Bolt, a $200 load is 200 miles. with Fed a $200 load was usually less than 50 miles. Its really hard to survive when your cash advance is enough to buy 20 gallons. Last night I had to spend my last $20 to buy 6 more gallons to reach my destination. With 20 years experience, I can do better.
arkjarhead
Veteran Expediter
Dream Team,
Have ya'll thought about bedbugging? It's work, but I've always heard it pays well.
Have ya'll thought about bedbugging? It's work, but I've always heard it pays well.
Just a couple of observations.
1. A list of companies and why one left would be somewhat skewed. Why? Because the larger ones obviously have more drivers and that as a ratio would provide more negative posts.
Then it becomes, can that ratio of drivers even be used by a small company? Maybe....maybe not. Might not have enough trucks to even make a assessment? Hard to tell.
2. Secondly, jumping companies is an expensive proposition. If you are using your last dollar to get to a destination, I would say, save your remaining money and get out.
Probably not a popular answer, but you can't afford to switch companies on a handful of dollars.
Again, I would try to make it work where you are at, or it becomes a no brainer.
I really wish you well in whatever decision you make.
1. A list of companies and why one left would be somewhat skewed. Why? Because the larger ones obviously have more drivers and that as a ratio would provide more negative posts.
Then it becomes, can that ratio of drivers even be used by a small company? Maybe....maybe not. Might not have enough trucks to even make a assessment? Hard to tell.
2. Secondly, jumping companies is an expensive proposition. If you are using your last dollar to get to a destination, I would say, save your remaining money and get out.
Probably not a popular answer, but you can't afford to switch companies on a handful of dollars.
Again, I would try to make it work where you are at, or it becomes a no brainer.
I really wish you well in whatever decision you make.
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DreamTeam44
Seasoned Expediter
OK...Ya got my curiosity, just like a Cat would need to know, tell us....now what is Bedbugging? Arkjarhead please tell, tell us truth as I hate to guess, even though I have an idea, just not a clue..
Hey, Blizzard U started this conversation, where are U?
Well, i was with panther for a year. 7 months of that year was as a fleed driver in a B-unit and three months as an O/O in a B-unit. I left panther because they were swapping a lot of my loads and I got really angry because of it and walked. I let my anger get the best of me in that particular situation. Now I work for a very small no named company that pays reduced rates. Things have been pretty good for the past three months, but running at 80 cents a line without a fuel surcharge is kind of a jip. So, i'm thinking about making one more switch before I give up on expediting all together.
Bedbugging is household goods moving i.e. United Van Lines etc.
44, if you haven't done so already you might want to talk to the folks at C&M and TranStewart. I've heard a lot of good, with a little negative, about both. Overall they are both well on the plus side based on what I've heard.
WI, I don't think you can afford to move right now but don't know if you can afford to stay put. I wish I had something to offer but honestly don't know what to say to your situation.
blizzard, from the sounds of it you were doing well with Panther and perhaps should see about going back, unless you burned your bridges and britches on the way out.
44, if you haven't done so already you might want to talk to the folks at C&M and TranStewart. I've heard a lot of good, with a little negative, about both. Overall they are both well on the plus side based on what I've heard.
WI, I don't think you can afford to move right now but don't know if you can afford to stay put. I wish I had something to offer but honestly don't know what to say to your situation.
blizzard, from the sounds of it you were doing well with Panther and perhaps should see about going back, unless you burned your bridges and britches on the way out.
EagleRiverWI
Seasoned Expediter
I cashed in my retirement account so I can make another, and final move. My retirement will be OK because because I have a lake home and a vacant waterfront lot in a very very popular vacation and retirement area. The vacant lot is my retirement account now. I have a lot of credit card debt because of the truck, so I cant just walk away. I have 7 more truck payments and then I will be home free. If my Bolt paycheck improves, I will stay.
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Tennesseahawk
Veteran Expediter
Eagle... if you have enough to last three week til pay, I agree with Leo... give C&M a call.
RLENT
Veteran Expediter
blizz,
I am on with Bolt with a long and tall Sprinter (but it can only carry two pallets because I have a sleeper in it) I started on November 30, 2007.
I was previously with a smaller carrier that paid a good per mile rate and a decent fuel surcharge - the problem was 99.9% of all loads were 50% deadhead. And the higher rate did not offset that.
"Doing good" is a highly subjective term - what is "good" for me may not be "good" for you.
Having said that, I can tell you this - I am meeting the numbers which both Anne and Mark (Bolt's recruiters) represented to me, as the average range for a vehicle of my type. When I say "numbers" I mean the following: paid miles per week, gross revenue per month, average rate per paid mile, and unpaid deadhead miles as a percentage of paid miles - I was told at the outset what to expect - and so far I'm hitting them.
I ran for three straight weeks until just before Christmas and went back into service right after the New Year's and have ran 4 weeks in Jan. In order for you to meet the numbers they are representing as realistic, they prefer you to be in-service at least 3 weeks per month, being out of service the remainder.
Two weeks ago I had my highest ever week (paid miles and revenue), and this month will be my highest ever revenue month - both since I started expediting. And December with Bolt equaled the highest revenue month I had ever had with my previous carrier - and I did it in 3 weeks instead of 4.
During orientation, Bolt made no secret of the fact that not every load would pay the top rate - they have a mix of customers and some loads pay better than others - for whatever reason. They prefer that you accept all load offers - they have loads that need to be covered - something that, thus far, I have done. And I can say that none of the offers have been real stinkers. (But that might depend of your definition of stinker - who knows ?
) They do do some NLM freight, as many other carriers do - which tends to be on the cheaper side (but not always) - however that is not the entirety of their customer base.
In orientation it was represented that if you "ran their system" you would achieve numbers in the range that they represent as "average" for your vehicle type. For me, that has turned out to be true - if averaged on a monthly basis.
Since I started expediting in March this last year I have no historical data for December and January to compare what I did these past two months, not that it would have a ton of meaning anyways - from what I understand, it can vary from year to year, based on a lot of factors. But I am pleased with how I have done these past two months. My revenue and per-mile rate "all miles" is up when compared to my previous carrier and my unpaid deadhead is down - significantly. Others may have a different experience - I just don't know.
The way I have approached my business relationships with both of the carriers I have been with might be a little bit a little different than some folks. Like I said, with Bolt I have accepted all loads offered. That was true for my previous carrier as well. 100% acceptance. (And 100% on-time.)
Ultimately, the only thing I really have to sell to anyone is my ABILITY to meet a need that they have - 'cause they sure ain't gonna pay for my handsome good looks.
When my carrier calls me with a load offer, there's probably one of three things going on: 1. They have a direct, in-house customer who has called with a load that they need to take care of. 2. A partner carrier has called with a load they need covered, 3. Someone in Dispatch or Load Planning has been working their tail off trying to find me a load to get me rolling and making both of us some money. With number 1 if you refuse the load offer you have just potentially put your partner in the situation of not being able to service his customer. Enough of a carrier's O/O's do that enough times and it won't be a good thing.
With number 2, what goes around comes around - both good and bad - maybe at some point the situation will be reversed - and we'll need THEM to cover one of OUR loads.
Or number 3 ....... just for a minute put yourself in the position of someone who is working in Dispatch or Load Planning, who is doing their utmost to find you a load - either to get you rolling with a decent load right out of the gate - or to get you moved to an area where they know that you have a much better chance of getting a good load - and not just leaving ya out there somewhere rotting away. It maybe ain't the greatest load to have ever come down the pike, but it will pay for your fuel to move and stick some bucks in your pocket.
Now think how that person might feel when they call on the phone and get a curt refusal, get blown off with attitude, or worst of all - get accused by the person they are actually trying to help - as though they were trying to screw them somehow.
Refuse a load under any of the above situations and you have lost an opportunity - one that might not easily be gained back.
I figure it this way - it isn't all about ME. It's about US. We are partners. So as long as they don't ask me to commit hari-kari, if they want it and I can provide it, they got it. And on the flip-side, I think because I'm WILLING and DO take care of them and their needs, they will take care of me (and have thus far.) Afterall they aren't not a bunch of dolts or idiots - they are good, decent people - and it's in their best interest to have willing people around - and the only way that's gonna happen is if they take care me like I take care of them.
So from my perspective it comes down to me doing whatever I possibly can to service my customer, who is my carrier - and not being so overly concerned with every penny and nickle that I miss, or talk myself out of, opportunities to do. And to always keep the relationship on a basis of mutual benefit - and never adversarial.
I'm with a smaller company where I think this sort of thing will work - it might not at a larger company where you are just a number. So far it is working for me.
BTW, I live in Northeast Ohio as well (Akron) and in the three instances where I needed to get back out from home I have never had any problem - decent paying loads within 24 hours of my going back into service all three times. Time will tell. Hope this helps and if you have any other questions feel free to PM or email me.
And BTW, I don't think that being with two companies and now looking to go to a third is a necessarily disqualification for leasing onto another - or is even truly reflective of your work ethic (at least without some additional data)
I can certainly understand about being unhappy with not getting paid an FSC (particularly if your company is charging the customer one) and with having loads pulled from you after they have been offered to you and you have accepted them. It's a good bet that it was KNOWN PRIOR to the load being offered that the load needed to swap (or at least someone thought that it did - whether it actually did not) - to not provide that info at the outset borders on being .... ah .... less than forthright. Some other terms come to mind ...... but that's a polite way to say it.
Good Luck.
I am on with Bolt with a long and tall Sprinter (but it can only carry two pallets because I have a sleeper in it) I started on November 30, 2007.
I was previously with a smaller carrier that paid a good per mile rate and a decent fuel surcharge - the problem was 99.9% of all loads were 50% deadhead. And the higher rate did not offset that.
"Doing good" is a highly subjective term - what is "good" for me may not be "good" for you.
Having said that, I can tell you this - I am meeting the numbers which both Anne and Mark (Bolt's recruiters) represented to me, as the average range for a vehicle of my type. When I say "numbers" I mean the following: paid miles per week, gross revenue per month, average rate per paid mile, and unpaid deadhead miles as a percentage of paid miles - I was told at the outset what to expect - and so far I'm hitting them.
I ran for three straight weeks until just before Christmas and went back into service right after the New Year's and have ran 4 weeks in Jan. In order for you to meet the numbers they are representing as realistic, they prefer you to be in-service at least 3 weeks per month, being out of service the remainder.
Two weeks ago I had my highest ever week (paid miles and revenue), and this month will be my highest ever revenue month - both since I started expediting. And December with Bolt equaled the highest revenue month I had ever had with my previous carrier - and I did it in 3 weeks instead of 4.
During orientation, Bolt made no secret of the fact that not every load would pay the top rate - they have a mix of customers and some loads pay better than others - for whatever reason. They prefer that you accept all load offers - they have loads that need to be covered - something that, thus far, I have done. And I can say that none of the offers have been real stinkers. (But that might depend of your definition of stinker - who knows ?
) They do do some NLM freight, as many other carriers do - which tends to be on the cheaper side (but not always) - however that is not the entirety of their customer base. In orientation it was represented that if you "ran their system" you would achieve numbers in the range that they represent as "average" for your vehicle type. For me, that has turned out to be true - if averaged on a monthly basis.
Since I started expediting in March this last year I have no historical data for December and January to compare what I did these past two months, not that it would have a ton of meaning anyways - from what I understand, it can vary from year to year, based on a lot of factors. But I am pleased with how I have done these past two months. My revenue and per-mile rate "all miles" is up when compared to my previous carrier and my unpaid deadhead is down - significantly. Others may have a different experience - I just don't know.
The way I have approached my business relationships with both of the carriers I have been with might be a little bit a little different than some folks. Like I said, with Bolt I have accepted all loads offered. That was true for my previous carrier as well. 100% acceptance. (And 100% on-time.)
Ultimately, the only thing I really have to sell to anyone is my ABILITY to meet a need that they have - 'cause they sure ain't gonna pay for my handsome good looks.
When my carrier calls me with a load offer, there's probably one of three things going on: 1. They have a direct, in-house customer who has called with a load that they need to take care of. 2. A partner carrier has called with a load they need covered, 3. Someone in Dispatch or Load Planning has been working their tail off trying to find me a load to get me rolling and making both of us some money. With number 1 if you refuse the load offer you have just potentially put your partner in the situation of not being able to service his customer. Enough of a carrier's O/O's do that enough times and it won't be a good thing.
With number 2, what goes around comes around - both good and bad - maybe at some point the situation will be reversed - and we'll need THEM to cover one of OUR loads.
Or number 3 ....... just for a minute put yourself in the position of someone who is working in Dispatch or Load Planning, who is doing their utmost to find you a load - either to get you rolling with a decent load right out of the gate - or to get you moved to an area where they know that you have a much better chance of getting a good load - and not just leaving ya out there somewhere rotting away. It maybe ain't the greatest load to have ever come down the pike, but it will pay for your fuel to move and stick some bucks in your pocket.
Now think how that person might feel when they call on the phone and get a curt refusal, get blown off with attitude, or worst of all - get accused by the person they are actually trying to help - as though they were trying to screw them somehow.
Refuse a load under any of the above situations and you have lost an opportunity - one that might not easily be gained back.
I figure it this way - it isn't all about ME. It's about US. We are partners. So as long as they don't ask me to commit hari-kari, if they want it and I can provide it, they got it. And on the flip-side, I think because I'm WILLING and DO take care of them and their needs, they will take care of me (and have thus far.) Afterall they aren't not a bunch of dolts or idiots - they are good, decent people - and it's in their best interest to have willing people around - and the only way that's gonna happen is if they take care me like I take care of them.
So from my perspective it comes down to me doing whatever I possibly can to service my customer, who is my carrier - and not being so overly concerned with every penny and nickle that I miss, or talk myself out of, opportunities to do. And to always keep the relationship on a basis of mutual benefit - and never adversarial.
I'm with a smaller company where I think this sort of thing will work - it might not at a larger company where you are just a number. So far it is working for me.
BTW, I live in Northeast Ohio as well (Akron) and in the three instances where I needed to get back out from home I have never had any problem - decent paying loads within 24 hours of my going back into service all three times. Time will tell. Hope this helps and if you have any other questions feel free to PM or email me.
And BTW, I don't think that being with two companies and now looking to go to a third is a necessarily disqualification for leasing onto another - or is even truly reflective of your work ethic (at least without some additional data)
I can certainly understand about being unhappy with not getting paid an FSC (particularly if your company is charging the customer one) and with having loads pulled from you after they have been offered to you and you have accepted them. It's a good bet that it was KNOWN PRIOR to the load being offered that the load needed to swap (or at least someone thought that it did - whether it actually did not) - to not provide that info at the outset borders on being .... ah .... less than forthright. Some other terms come to mind ...... but that's a polite way to say it.
Good Luck.
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Kudos Rlent, great post. IMO, people who get too caught up in the "no forced dispatch" thing and do everything they can to find a reason to say no will have a hard time making it. I choose to put more emphasis on "contractor" than "independent". There's nothing wrong with being a team player.
