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FedEx Freight | Equip Spec/Focus group meeting

SwampRatt said:
Focus Group Portion:

Since road and city were segregated, for obvious reasons, I can only share the city side of the discussion, although I heard that the road guys did bring up the need to bring city more in line with road, compensation wise.

As you might expect I brought up everything I could get in. Notes taken, and discussed. I won't say who brought up what, and I really didn't take many notes on this portion, since the purpose and intent (I think) was for Corporate to listen to us.

Lots of general philosophy things were discussed, general practices, what should be common sense etc. Much agreement (or at least appearance of agreement) from the Operations and H/R staff conducting this portion.

It was brought up that most rules and procedures for city should mirror road rules, when possible. Bids and how they are honored, Trucks, etc all mentioned.

On the issue of the one pay structure/benefit that is different for city, while more fair for road (based on annual earnings), The vacation benefit and the fact that is should be the same for all drivers, was mentioned.It was said to have been, and IS being considered. At this time, the cost associated with that improvement (8+mil), has been decided would be better spent placing all budgeted gains into the wages.

I seem to recall 8.6 mil was the quoted cost of such an enhancement. Not an unreasonable amount to spend on something that is “the right thing to do”.

Based on 2014 annual numbers, a cost of 8.6 million would be less than .15% (.00149). Between 1 and 2 tenths of 1 percent of the total budget. Pretty small percentage in the grand scheme of things, IMHO

Onto the wage issue. It was also noted that since all gains are slated to go to wages (which I do support), the distribution method will be different this time around. It is said that rather than apply increases across the board, they will be weighted toward the more veteran end of the pay ladder. This makes good sense since our entry level pay is already more than competitive, and would apply to applicants that don't even work here... Yet.
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In relation to the focus group meetings, was the question of drivers properly dropping trailers at the correct height addressed by chance?
I know their answer to this problem WAS to eliminate the dump valves on the tractors but this one fix actually created atleast five more problems!!! (I say "was" because they've now went back to ordering trucks with dump valves again while retrofitting the ones we got without them) IMHO, I feel the problem lies with drivers not knowing the proper way to drop a trailer. I was taught that when you back under a trailer, the landing gear should lift slightly off the ground...in order for this to happen, common sense tells us that when dropping a trailer the landing gear should be left slightly off the ground!!
I understand that there's no "industry standard" related to the 5th wheel ride height and that height is also somewhat effected by the amount of weight on the trailer, but most of us have been driving long enough that we shouldn't have to spend ten minutes cranking the landing gear because the previous driver dropped a trailer a foot above the next driver's 5th wheel!!
We all know that the Volvo's have the lowest ride height while the KW T-600's have the highest.
If you drive a KW T-600 and the trailer has some weight, PLEASE leave the landing gear atleast three inches off the ground, then dump the bags before pulling out....if the trailer is empty, PLEASE leave the landing gear four-five inches off the ground, it'll make hooking a lot easier for everyone else!!!
For the rest of our trucks, leaving the landing gear one-two inches off the ground when dropping should be suffencient, there's no need to roll the landing gear all the way to the ground!!
 
Dang Red, THAT is a HUGE one. One not mentioned in either the Spec portion or the focus portion. At least not in the city side. It certainly SHOULD have been addressed. I costs time and aggravation EVERY day. It is an educational thing and should be easy enough to correct.

Good topic/significant issue, right there :1036316054:

Back in the day, I was initially instructed to crank the gear of a heavy trailer, 3-4-5 cranks after contact, BUT that was before the proliferation of asphalt and concrete at drop locations. On dirt or gravel (in the swamps?) that was a valid directive, but not so anymore. I wonder what is being taught today...

Another equally easy to address issue NOT mentioned: Wheel chock placement. Many seem to think the chock should be kicked firmly into place. Not so, as it becomes impossible to remove, unless the trailer is left with a small (and proper) gap between it and the bumper pad.

One reason for this misconception is the Company's own educational video on the topic of hostlers/switchers. If you watch that video, it clearly shows the employee kick the chock into place. Of course it also shows and instructs the viewer to bump the dock, then pull 2 inches away, leaving that small gap.

Man, that's 2 personal issues of mine that I didn't bring to the table. :duh: I hope it was addressed in other groups.

On that note, maybe we should all use the suggestion form on the intranet home page in the break room. That format is available to all. I'm willing to use it, when time allows. The more that use it the more likely it will be listened to.
 
Redracer3136 said:
In relation to the focus group meetings, was the question of drivers properly dropping trailers at the correct height addressed by chance?
I know their answer to this problem WAS to eliminate the dump valves on the tractors but this one fix actually created atleast five more problems!!! (I say "was" because they've now went back to ordering trucks with dump valves again while retrofitting the ones we got without them) IMHO, I feel the problem lies with drivers not knowing the proper way to drop a trailer. I was taught that when you back under a trailer, the landing gear should lift slightly off the ground...in order for this to happen, common sense tells us that when dropping a trailer the landing gear should be left slightly off the ground!!
I understand that there's no "industry standard" related to the 5th wheel ride height and that height is also somewhat effected by the amount of weight on the trailer, but most of us have been driving long enough that we shouldn't have to spend ten minutes cranking the landing gear because the previous driver dropped a trailer a foot above the next driver's 5th wheel!!
We all know that the Volvo's have the lowest ride height while the KW T-600's have the highest.
If you drive a KW T-600 and the trailer has some weight, PLEASE leave the landing gear atleast three inches off the ground, then dump the bags before pulling out....if the trailer is empty, PLEASE leave the landing gear four-five inches off the ground, it'll make hooking a lot easier for everyone else!!!
For the rest of our trucks, leaving the landing gear one-two inches off the ground when dropping should be suffencient, there's no need to roll the landing gear all the way to the ground!!
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also let's not forget the union has, kidding, another problem are when switchers move trailers the landing gear has a tendency to unwind a little,and oh yeah most switchers don't care how high a trailer is, their fifth wheels go up and down.maybe we can get up and down fifth wheels...yeah!!!!
 
cheech wizard said:
also let's not forget the union has, kidding, another problem are when switchers move trailers the landing gear has a tendency to unwind a little,and oh yeah most switchers don't care how high a trailer is, their fifth wheels go up and down.maybe we can get up and down fifth wheels...yeah!!!!
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The problem has gotten so bad in CLT that the hostlers have actually created a device that measures the correct height that a trailer "should" be and they "allegedly" take time on Sat morn riding the yard to adjust any trailer that has been dropped to high. This is evident on Mon mornings since most trailers are manageable but the rest of the week is a joke at best!
 
SwampRatt said:
Dang Red, THAT is a HUGE one. One not mentioned in either the Spec portion or the focus portion. At least not in the city side. It certainly SHOULD have been addressed. I costs time and aggravation EVERY day. It is an educational thing and should be easy enough to correct.

Good topic/significant issue, right there :1036316054:

Back in the day, I was initially instructed to crank the gear of a heavy trailer, 3-4-5 cranks after contact, BUT that was before the proliferation of asphalt and concrete at drop locations. On dirt or gravel (in the swamps?) that was a valid directive, but not so anymore. I wonder what is being taught today...

Another equally easy to address issue NOT mentioned: Wheel chock placement. Many seem to think the chock should be kicked firmly into place. Not so, as it becomes impossible to remove, unless the trailer is left with a small (and proper) gap between it and the bumper pad.

One reason for this misconception is the Company's own educational video on the topic of hostlers/switchers. If you watch that video, it clearly shows the employee kick the chock into place. Of course it also shows and instructs the viewer to bump the dock, then pull 2 inches away, leaving that small gap.

Man, that's 2 personal issues of mine that I didn't bring to the table. :duh: I hope it was addressed in other groups.

On that note, maybe we should all use the suggestion form on the intranet home page in the break room. That format is available to all. I'm willing to use it, when time allows. The more that use it the more likely it will be listened to.
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I agree with the wheel chocks, one should never kick the chock under the tires, as the forklifts travel in and out of the trailers, the tires "jump" up against the chock making them almost impossible to remove!
As for the trailers to the dock, we had a dock supervisor ask us to leave them a couple inches off the dock bumpers...when the new pups are backed up against the dock bumpers, it's impossible to raise the dock plate because it the won't clear the rear of the trailer...there's no problem with the older pups but it's still "good practice" to do with every trailer.
 
Glad to see the company giving a damn for once. Canada never had anything like a focus session regarding equipment spec. The newer pups were ordered without nose poles because people kept breaking them, and other than lacking fairings, new Canadian equipment was virtually identical to US equipment.

I was told not long before I left that, in keeping inline with the US, Canada would begin ordering the bulk of equipment from Wabash. I didn't stick around to see more than a couple of brand new trailers en-route to be delivered.
 
Redracer3136 said:
I agree with the wheel chocks, one should never kick the chock under the tires, as the forklifts travel in and out of the trailers, the tires "jump" up against the chock making them almost impossible to remove!
As for the trailers to the dock, we had a dock supervisor ask us to leave them a couple inches off the dock bumpers...when the new pups are backed up against the dock bumpers, it's impossible to raise the dock plate because it the won't clear the rear of the trailer...there's no problem with the older pups but it's still "good practice" to do with every trailer.
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Also, being tight against the dock wears out, gouges, and rips the bumper pads on both the dock and the trailer (if equipped).
 
I'd agree with the dropping the trailer/high hook thing.... The hub I go to is VERY bad about that..... Geez guys,,, save yourself some work cranking on that handle while dropping,,,, even if you don't care about the next guy trying to crank on an old trailer thats loaded.... There are several times a week my 5th wheel barely touches the trailer... Thats just Stupid.... Maybe thats what they are teaching in "truck driving school" .... GRRRRRRR
 
I drive a Freightliner, easily the highest dropping fifth wheel out there, and no dump valve of course. I went from a Volvo with Super Single drive tires (VERY low) to the Cascadia (very HIGH). The guy I meet with his T680 hits the concrete and 2-3 cranks so I can get under it at all.

roog
 
Redracer3136 said:
...was the question of drivers properly dropping trailers at the correct height addressed by chance?

...I understand that there's no "industry standard" related to the 5th wheel ride height and that height is also somewhat effected by the amount of weight on the trailer, but most of us have been driving long enough that we shouldn't have to spend ten minutes cranking the landing gear because the previous driver dropped a trailer a foot above the next driver's 5th wheel!!
Click to expand...

Red, I did have an opportunity to revisit that issue, with the gentleman responsible for the Tractor portion of equip specs. He did state that ride height is a part of the spec that FXFE requires of manufactures, going forward. I don't remember the number, but it was 40 something inches, and is and will be standard on all of our trucks going forward. The newest trucks (Petes & KWs) provide an example of the "standard". Also worth noting, the spec is for "ride height", so landing gear should be cranked while in the inflated state.

With an Anticipated life for Road Trucks of 8yrs , and City Trucks of 12yr, it will take some time before the entire fleet has been updated. As you have probably noticed we are way behind in the replacement "cycle", due to economic conditions of the past several years.

There is a pretty significant cost figure associated with getting back in cycle on all equipment (forklifts, hostlers included), almost half of that cost has been approved by the BOD for FY2016. So, we can expect to see quite a lot of new equipment working it's way into the system. As previously noted, with requests for quotes in Oct, and a process that ends with actual delivery of selected equip around June, you can see the that it will be next year before the massive influx becomes apparent.
 
Although I never worked or Fed Ex., this is an interesting topic. One part of an earlier post was mentioned something along the lines of 'we want the most qualified drivers, and want to retain them'. At that point, in relation to autoshifts, I would have burst out laughing! The whole concept of moving autoshifts into the LTL market is completly opposite what what your excec told you. The development of this type of transmission is to recruit what many company owners dream of; "Now I can hire any 'Soccor Mom' to drive a stupid truck". The more 'unqualified' that can now drive a truck, will eventually supress wages.
 
Lazer said:
Although I never worked or Fed Ex., this is an interesting topic. One part of an earlier post was mentioned something along the lines of 'we want the most qualified drivers, and want to retain them'. At that point, in relation to autoshifts, I would have burst out laughing! The whole concept of moving autoshifts into the LTL market is completly opposite what what your excec told you. The development of this type of transmission is to recruit what many company owners dream of; "Now I can hire any 'Soccor Mom' to drive a stupid truck". The more 'unqualified' that can now drive a truck, will eventually supress wages.
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Let's see that soccer mom blind side a 53 in off a major rd.
 
Lazer said:
Although I never worked or Fed Ex., this is an interesting topic. One part of an earlier post was mentioned something along the lines of 'we want the most qualified drivers, and want to retain them'. At that point, in relation to autoshifts, I would have burst out laughing! The whole concept of moving autoshifts into the LTL market is completly opposite what what your excec told you. The development of this type of transmission is to recruit what many company owners dream of; "Now I can hire any 'Soccor Mom' to drive a stupid truck". The more 'unqualified' that can now drive a truck, will eventually supress wages.
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I can't believe I'm defending the auto-shifts because I totally hate them...but...you've obviously missed the purpose of the auto-shifts. It's not so any company can put anybody behind the wheel because as CityDog has shown, it still takes skill to operate the vehicle. The purpose is due to better fuel mileage and less maintenance, both which help the bottom line and also helps us to meet our goals which in turn leads to a better bonus.
 
nas250 said:
He did tell me that our new baby KW's (city) was to be retrofitted with a hand brake,
which was something I miss daily.
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Update:KW,or one of their vendors,was at our place yesterday and retrofitted the 9 units that we have.Job well done by all.
 
SwampRatt said:
Welcome to the topic, 8-toes. Did you want to contribute something of value, or is that all you've got? Either way, I'll play...

I can't be certain "why", but perhaps... Maybe the company realizes they need some critical input, rather than just having head nodding sessions, where everyone agrees, or appears to agree. Maybe they want to get an accurate "pulse" on the workforce. Maybe "someone" thought it would be wise to shake things up. Or maybe they made a horrible mistake, and I got lucky. I can't be concerned with why, but I appreciate and value of the opportunity. Call that a kiss if you like.

Lucky for you, and the rest of us, I did get to attend, otherwise none of us would know what was discussed.

I'll use your comment as a way to transition into the Focus group portion. I hope you don't mind.
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Swamp, your diplomacy is impressive. It is obvious to anybody paying attention that you make a valiant effort to be part of the solution instead part of the problem.
 
FedexLube said:
Anything in there to get moron employees to stop dropping trailers so high??
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from the front or back??

XzFq5z8.jpg
 
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