 Delivery Pickup and Delivery Protocols
There are some exceptions to everything and even the simplest things like picking up and delivering can have a few.
For those just breaking into the business, here are some things to consider. Considerations for company drivers, owner operators, city men and regional/long haul. In any event, these items all fall under the category of ... think ahead and learn by doing. Under no circumstances is this a complete list nor does it even scratch the surface.
Appointment Times:
Appointment times are for regulating the flow of traffic in and out of a yard, and in and around certain busy times on the streets. In fact, it's not all that unusual to consider both for safety reasons. Another consideration is give to the movement of FAK within the confines of the shipper or receiver’s place of business, the availability of personnel, shift changes, lunch and break times, bargaining unit (union) stipulations and other “in-house” happenstance.
As a company driver - carrier, your dispatcher is planning on your availability after a certain time based on your arrival/dock time. The history of the account is usually a known - but, if you sit for any length of time that you feel is dead time - call dispatch. In fact, a dispatcher who’s on the ball will usually stipulated “call me if..”. Idle equipment and manpower is a waste of $$.
Arriving too early or too late for a pickup or delivery regardless if you’re a company or owner operator can have a rippling effect on a lot of people. Reasoning out the aforementioned should be a given - but, there are other things that creep into the picture that just might come back and bite you. For example, owner operators usually work on a very tight “spot and move”. Planning for the next haul after “this one” is what pays the bills. So, jumping ahead of your appointed dock time usually means that someone is not getting their’s when they planned for it. And if the next man has an appointed time to go elsewhere and his window of opportunity is a narrow one, and you jump in his time slot, there’s a good possibility things won’t go so smoothly for you on the road.
Follow Procedures:
Look for any signs that say “Drivers Take Notice”. Many shippers, receivers, and carriers have stipulations governing drivers on their property. Some of these are:
- remove your ignition key and leave it in an assigned area
- leave cell phones with an assigned employee
- lower all dolly wheels before loading or unloading, regardless if hooked or unhooked
- NO SMOKING
- NOT ALLOWED BEYOND THIS POINT
- drivers wait in cab, not allowed on docks
- do not break seals, wait for employee
- calk your wheels
- break down load bars
- head and eye protection required
- no overnight parking
- do not leave property unhooked
- 5 MPH in yard
- no idling
- all yard traffic for pick up/delivery enter clockwise
- no deliveries accepted after 3pm
Who Does What?:
Some places have strict union or other formats. Pulling into a yard may require unhooking and a yard jockey takes your load from there, others don’t. Some companies have yard labor that specifically greets incoming drivers with directions, couples doubles and breaks them down - others don’t. Not asking or not abiding by the rules or customs of the location can bring wasted time and grief. ASK.
Lumpers:
You may be asked if you want a Lumper Service? Lumpers basically unload your straight job/trailer for a fee based on volume, weight, or other criteria. If you’re told your load is 100% no touch, well that can the absolute truth, provided you bring enough cash with you to cover this, then get receipts. Sometimes a company - carrier, account, will reimburse on a thirty (day) basis just like any other payable.
The variations in doing business with lumpers and how and when it effects you warrants knowing ahead of time. Also, some places encourage lumper service and take those who purchase lumpers, first in line. No lumpers, then sit for a spell. Others eliminate this unfair practice by adhering to a mixture of first-in-first out and appointments.
HAZMAT :
I’m not going to quote chapter and verse here of the rules and reg’s., but you should know that if you just got your endorsement and you’re really not all that sure of what’s going on, be ready to use your cell phone a lot. Your shipping supervisor, safety directory, terminal manager, driver manager, NOT JUST SOMEBODY , can save your life and those around you. Placards are there for a reason and you should carry a collection with you, regardless if your told differently. Use common sense when handling hazmat and brace well. You need load bars, bracing and strapping.
Be ready to shell out some serious cash - these items aren’t cheap. The good ones are heavy duty and worth every penny. Know the type of commodity you’re about to pick up. If you’re picking up cardboard carboys filled with powdered hazmat, avoid a trailer with nails hammered into its wooden floors used to brace a prior load. Nail heads sticking out will rip open the bottom of these carboys. The answer to all this is TRAINING and lots of it.
KNOW YOUR EQUIPMENT :
If your delivering with specialized equipment be well versed on its use and dangers. Dry bulk tankers that require pressurization, car hauling, livestock transports, sliding axle trailers, sliding 5th wheels, PTO’s, bogies, and other equipment is not for the novice. Training, supervision, and a probationary period with guidance is the only way to go. Don’t be fooled into thinking that experience with these items is a “learn on your own” thing. It’s not.
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