The new FedEx pay schedule went into effect September 18th. Because Diane and I are predispatched through Friday, October 20th (and if we assume no loads cancel), we can evaluate our first month under the new FedEx pay schedule with real numbers.
I looked at three 30-day periods; the current 30 days, September 18 to October 17, 2006 (new schedule); month ago 30 days, August 18 to September 17, 2006 (old schedule); and year-ago 30 days, September 18 to October 17, 2005 (old schedule).
In these three time periods, our run counts were about the same, miles (loaded and deadhead combined) are higher under the new schedule, gross revenue is higher under the new schedule, and the pay per mile is lower under the new schedule (owing more to deadhead decisions we made for personal reasons than anything else).
Regarding fuel, diesel was $3.15 a year ago (national average, 10/10/05), and $2.51 now (10/09/06). Thus, while fuel came down (and the surcharge with it), our revenue went up.
What conclusions can Diane and I draw from the numbers at this point?
None at all.
It is too early to tell from the numbers how the new schedule will affect us in the long run. Our decision to go out of service for a day to sleep, or to pass up a load so we can finish a family visit, or to deadhead a great distance for a load we would otherwise decline because we want to go the direction that freight is going, affects our numbers as much as the new schedule does.
After running several months under the new schedule, such variables will blend together and lose their ability to weight the numbers one way or another. For now, our numbers give us no reason to be unhappy with the new schedule or consider a change of carriers.
I know there is a lot of feeling out there about what FedEx should do or not do, what they should or should not care about, and how executives there should or should not feel about truck drivers. Diane and I are not having a "should" conversation. We're having a numbers conversation. As real-world numerical results become available, we will base our decisions on them.
Thirty days into the new schedule, it is so-far, so-good for us. Thus, it has not even entered our mind to incur the down time and expense of a carrier change. We have no reason to risk a carrier change that could very easily become a jump from the frying pan into the fire.
It is entirely possible that other folks would have different numbers. Indeed, new schedule or old, it is common for similar trucks to have greatly-varying numbers over short periods of time.
I recommend two things:
A. Base your decisons on your numbers, not on how you feel.
B. Give the numbers time to develop and time for the variables to fade in significance. One month of numbers under the new schedule is not enough to tell the story.
I looked at three 30-day periods; the current 30 days, September 18 to October 17, 2006 (new schedule); month ago 30 days, August 18 to September 17, 2006 (old schedule); and year-ago 30 days, September 18 to October 17, 2005 (old schedule).
In these three time periods, our run counts were about the same, miles (loaded and deadhead combined) are higher under the new schedule, gross revenue is higher under the new schedule, and the pay per mile is lower under the new schedule (owing more to deadhead decisions we made for personal reasons than anything else).
Regarding fuel, diesel was $3.15 a year ago (national average, 10/10/05), and $2.51 now (10/09/06). Thus, while fuel came down (and the surcharge with it), our revenue went up.
What conclusions can Diane and I draw from the numbers at this point?
None at all.
It is too early to tell from the numbers how the new schedule will affect us in the long run. Our decision to go out of service for a day to sleep, or to pass up a load so we can finish a family visit, or to deadhead a great distance for a load we would otherwise decline because we want to go the direction that freight is going, affects our numbers as much as the new schedule does.
After running several months under the new schedule, such variables will blend together and lose their ability to weight the numbers one way or another. For now, our numbers give us no reason to be unhappy with the new schedule or consider a change of carriers.
I know there is a lot of feeling out there about what FedEx should do or not do, what they should or should not care about, and how executives there should or should not feel about truck drivers. Diane and I are not having a "should" conversation. We're having a numbers conversation. As real-world numerical results become available, we will base our decisions on them.
Thirty days into the new schedule, it is so-far, so-good for us. Thus, it has not even entered our mind to incur the down time and expense of a carrier change. We have no reason to risk a carrier change that could very easily become a jump from the frying pan into the fire.
It is entirely possible that other folks would have different numbers. Indeed, new schedule or old, it is common for similar trucks to have greatly-varying numbers over short periods of time.
I recommend two things:
A. Base your decisons on your numbers, not on how you feel.
B. Give the numbers time to develop and time for the variables to fade in significance. One month of numbers under the new schedule is not enough to tell the story.
