Just saying my overall theme for the doom and gloomers. If they had adapted a year or two ago it would have had zero impact on their business. As it is now profiteers are making extra profits off of their poor business decisions.Yeah, don't think anybody was expecting your sector of the industry to notice any change at all, LOL
No idea. The only thing that changed before Dec 18th and after was recording of 395 compliance. All the companies I have worked for went through the entire figuring out exactly how out of compliance they were years ago and adjusted accordingly.Well mikeThat's great! what am I not getting? Why am I having such a time with brokers?
Mike left Schneider and got his own authority in October 2017. Two months before the eld mandate. He's been on an eld the entire time.So Mike did you guys acquire shippers same brokers? Your do you guys have a shop for your O/O? Are you owner ops? What do you think the best business decisions your company adapted to make the transition more profitable during that time?
Single truck owner operator with authority.So Mike did you guys acquire shippers same brokers? Your do you guys have a shop for your O/O? Are you owner ops? What do you think the best business decisions your company adapted to make the transition more profitable during that time?
Mike left Schneider and got his own authority in October 2017. Two months before the eld mandate. He's been on an eld the entire time.
I've got my own authority in 2013 and went to keeptruckin' phone app in April 2018. I installed the actual eld on 12/17/18. I've also have two o/o leased on to me. Same time line.
The one who's having the most difficult time of us is the one pulling reefer because he's not "solar charged". He's constantly moving between day and night schedules. Hardest part of the entire setup.
But he's making it work. He's taking into account those extra days that he can't cover up the shipper/consignee wasting his time or extra days that he's not able to hide in paper anymore. And he's getting the rate to pay for it. Otherwise we are running open deck and because of the habit of being primarily day operations, our schedules are easier to maintain and be reasonable.
People are going to finally be forced to go from charging by the mile and actually apply managerial accounting to figuring out how to charge rates for their services.
The dinosaur that was trucking just took another meteor that's killing off bad old habits.
As for not making appointments etc. No clue. We've always called and verified our appointments. And what few brokers have a heart ache over it, then the rate gets bumped accordingly and suddenly it's okay for us to confirm appointments and directions.
Contrary to popular belief, having your own authority doesn't help you run more "outlaw", you are more lawfully. It's your livelihood on the line and your business. You can't afford to take any hits to your CSA score.
So the days of stringing loads together with timelines only lies can support are over the day you fill out the MC-150. Yeah, you might have tweaked little things here or there when things really fell apart, but for the most part, you run legal.
Reality is, so many small carriers have a record with brokers as being inexpensive carriers and willing to fudge things. And you get treated that way every time.
I've always booked loads with adequate time and even padded it because of location, time of year for weather etc, known detention issues with shipper/consignee. I've personally always scheduled 4 hours minimum for any shipper / consignee. Regardless. I've always scheduled driving time plus two hours between loading and unloading. I've always padded in the winter two truck washes per week.
Things I read you don't allow for.
Stop drivin' a truck.
Start running a business. Accordingly.
You can't have 100% up time on equipment. It's more like 40-50% operational and then you've got all the support tasks. Oil changes, truck wash, office tasks. Just sending in paperwork to get paid. Getting ifta/irp/ucr/permits, insurance. When you get your own authority, driving is only 15-20% of your work.
Single truck owner operator with authority.
For me, I work hard to hold to the rates I want, really could care less what a broker thinks a load should move for.
I don’t push the limits when it comes to HOS. Sticking to my rates makes this easier, at least with the current market conditions.
Biggest thing, I try to work within specific hours. I don’t pick up loads late in the afternoon, nor do I deliver them late in the afternoon. I focus on getting loads delivered in the AM, allowing me a same day reload by early afternoon. If loads don’t fit into my working schedule, I try to avoid them.
We still run into them.But I just ran into quite a few brokers that weren't completely honest about those delivery times.
ELDs suck donkey dick. I pulled over last night when I wasn't tired because I didn't want a log violation. I don't know how to use the damn thing.i took a spin the other day with my bright shiny ELD. Mileage didn't turn out to be much different from what i would get when on paper but the hammer all day except for a 1/2 hour break is insanity. anyone who thinks this is about safety has their head up their ass. I have never been able to sleep 10 hours; usually about six. this sitting in a truckstop with all these APU's running, i can understand why people were/are tired when running. sitting there watching the snow pile up is an exercise in stupidity. I don't see much change in posted rates. i think if you do benefit in rates is because the service you provide is appreciated by your shippers for doing an exceptional job. i rarely revisit a shipper or reciever twice in any given year so this classification is not on my horizon.
I'm sure you could run reduced miles if you are getting 5 bucks a mile consistently. but i wouldn't consider getting back into it for less. the lifestyle, for me at least, isn't worth the insult of being forced to live like that. i will say again that i consider my style of running to be safer than the proscribed regimen now in effect. my style is basically sleep when you are tired. but again , i don't see much difference in the mileage just the way it is achieved.
the regulation of warehouse to warehouse is a different style of operation from mine where you frequently have to instruct receiver how they will have to unload product and synchronize everyone at site. I believe the percentage of requests for ELD immunity is up around 30-35% including teamsters. it will interesting for me to see how this pans out, from the sidelines. good luck to you guys as mega corp realizes your profitable areas of operation.
not a prime driver, leased to 'em. that's a good one. who's authority are you on.
you're dead on about safer scores and maintaining logs, no one is more aware than the individual with his name on the charter and his hands on the wheel. that is what i mean when i say you don't know responsibility until your name is on the insurance and authority certs.
😂😂😂😂They should have walked you through it. Go on YouTube and pull up your elog. If you tell me what kind it is. I can send you a videoELDs suck donkey dick. I pulled over last night when I wasn't tired because I didn't want a log violation. I don't know how to use the damn thing.
Be a buncha kids that can use technology out here all that's left.
The dumbest thing is I can't operate the ELD while driving. How am I supposed to know how much longer I got it I can't read the ****ing thing?