Can you please provide an up to date list of all the railfreight interchange sites where goods will be transhipped from all those freight trains for those final mile delivery trips? I’d like to move to one, to get my foot in early…
Thank you
There you go ND with the win win that you’ll also find a cheap blighted house.
So tell us OP.Which jobs are you saying you ‘don’t do’ v those which you do want to do ?.
4 on 4 off London - Scotch trailer swaps day trunking or driving a builders wagon around the local streets or an 18 tonner if not an artic in the local distribution and warehousing sector ?.The choice is yours ( or probably not ).
If you have a paid subscription to rail freight.com, can you copy and paste the article?
I’m sure the whole article appeared when I first found it.Anyway you get the general message.
Railfreight industry ■■■■■■■■ about residents rightly kicking off about having their semi rural areas wrecked by having them turned into rail freight terminals and marshalling yards and warehousing.
As opposed to small scattered road transport operating centres blending seamlessly into the local landscape.Even ■■■■■■■■ villages ( Bewick ).
Transfer freight from road to rail be careful what they wish for.
Carryfast:
Which brings us back to the old chestnut of an over subscribed sector of the industry and lack of opportunity especially for new entrants
Nope wrong again. You wanted to do UK distance work and you couldn’t get any. Everyone else somehow did.
You wanted to do Euro work and couldn’t get any. Everyone else who wanted to do it somehow did.
You notice any pattern here?
Carryfast:
Yep obviously mostly agency drivers doing two London Glasgow return trailer swap day trunks 4 on 4 off who’d prefer to be doing 5 on 2 off local multi drop with an 18 tonne.
When I worked for Argos we used to send stuff up in containers from the Midlands to our depots in Scotland by train, largely because it was more cost effective and they could send more stuff up in one go. Are you saying you expect for a company to incur more cost and expense to their business and to send it by road just to accommodate the fact you fancy a jolly up the M6 and back a couple of times a week?
So you’re saying that the whole business case of the long haul road transport sector was/is based on providing me personally with a loss making long haul jolly up the M6 and back.
Bewick for one would be pleased to hear it bearing in mind that I was way too young to even hold a driving licence during the best of those years.
No, just providing you with an example, and a first hand own experience example at that. Which is something you have zero experience of the last 25 years.
Carryfast:
Which brings us back to the old chestnut of an over subscribed sector of the industry and lack of opportunity especially for new entrants
Nope wrong again. You wanted to do UK distance work and you couldn’t get any. Everyone else somehow did.
You wanted to do Euro work and couldn’t get any. Everyone else who wanted to do it somehow did.
You notice any pattern here?
I’d say that 15 years of night trunking doing Scottish changeovers Feltham-Charnock or Killington-Feltham or Feltham-Dewsbury-Feltham 5 nights per week, fits the definition of distance work.
If you’d said that it wasn’t my ‘ideal’ version of distance work UK or International, as described, that’s a different matter and been there before.
So let’s stay on topic and await that answer to the question exactly what type of work is it that the OP ‘won’t do’ and why.
Carryfast:
Decent quality distance work is generally a dead man’s shoes, rarely advertised closed shop.I won’t bother with the word elite but deffo usually reserved word of mouth for those in the know.
And yet you’d struggle to get parked up in any truckstop or motorway service area in the land much after six o’ clock because they are rammed out with trucks which are away from base.
tmcassett:
When I worked for Argos we used to send stuff up in containers from the Midlands to our depots in Scotland by train, largely because it was more cost effective and they could send more stuff up in one go. Are you saying you expect for a company to incur more cost and expense to their business and to send it by road just to accommodate the fact you fancy a jolly up the M6 and back a couple of times a week?
So you’re saying that the whole business case of the long haul road transport sector was/is based on providing me personally with a loss making long haul jolly up the M6 and back.
Bewick for one would be pleased to hear it bearing in mind that I was way too young to even hold a driving licence during the best of those years.
No, just providing you with an example, and a first hand own experience example at that. Which is something you have zero experience of the last 25 years.
A first hand example of what exactly?.
Bearing in mind that you’re obviously also saying that there actually is a business case for trunking freight, by road, the length and breadth of the country, when challenged on the issue.
5 years solid doing a Feltham - ■■■■■■■■■■■ trunk 5 nights per week.
In which the Southbound contract paper load on the prime mover alone more than payed for the costs of the Northbound run and everything carried on the trailer was a free bonus.Zero experience indeed.
The simple question 5 on 2 off local/multi drop including load handling v 4 on 4 off distance trailer swaps only trunking work.Both day work not nights.What you gonna choose shouldn’t be that difficult to answer.
Carryfast:
The simple question 5 on 2 off local/multi drop including load handling v 4 on 4 off distance trailer swaps only trunking work.Both day work not nights.What you gonna choose shouldn’t be that difficult to answer.
Well, it is difficult to answer because one man’s meat is another man’s poison. I used to love doing ultra long haul continental work, now I’m quite happy starting at eight o’ clock, doing three or four drops round Magna Park and getting home at five o’ clock. I rarely do “load handling” although I did have to offload three pallets at Lidl today with an electric pallet trolley… It took about five minutes all told and didn’t exactly spoil my day.
Carryfast:
A first hand example of what exactly?.
Bearing in mind that you’re obviously also saying that there actually is a business case for trunking freight, by road, the length and breadth of the country, when challenged on the issue.
It was an example of a company I worked for using whatever method was most cost effective for their business to transport goods. They still transported most of the goods by truck. Hence the fact we had about 80 drivers working there.
You seem to think the haulage industry should solely be there to accommodate you and what you want.
Ever since we started using the number 2 at the start of the year then yes you have exactly that … zero! As usual you have no idea what you are talking about and it’s not difficult to see why you have zero experience in that time.
There’s a school of thought that goes “If you want to be treated well - you’ve got to ACT ‘well’” .
“Low Self-esteem” I suggest - won’t get you anywhere in a job where a large number of us consider a professional driver to be nothing more than a “Steering Wheel Attendent” in these times of automatic semi-self-drive trucks that we seem to be using more and more these days…
Self-Braking
Cruise Control that docks you “points” if you don’t use it all the time.
Collision detections that’ll pick up crash barriers on corners, but not cyclists that ride right into your path…
“Sensors” that get “Dirty” at the first drop of rain mixed with the slightest amount of Road Grit/Grime
“Fault Displays” that merely pick up bad electrical contacts, rather than actual blown bulbs, defective alternators, etc.
…and of course the “Six points on licence OK” when it comes to recruitment time, even and especially during any talked-of “Driver Shortage”…
Carryfast:
The simple question 5 on 2 off local/multi drop including load handling v 4 on 4 off distance trailer swaps only trunking work.Both day work not nights.What you gonna choose shouldn’t be that difficult to answer.
Well, it is difficult to answer because one man’s meat is another man’s poison. I used to love doing ultra long haul continental work, now I’m quite happy starting at eight o’ clock, doing three or four drops round Magna Park and getting home at five o’ clock. I rarely do “load handling” although I did have to offload three pallets at Lidl today with an electric pallet trolley… It took about five minutes all told and didn’t exactly spoil my day.
Let’s just say that if the OP will/wants to, do local distribution sector type dross than I’d doubt that agencies couldn’t keep him busy.
While around 400 miles per shift and 2,000 miles per week is the same distance whether it’s here or Eurasia.
While ironically I’m getting better longer more interestin runs delivering cars around the country than I ever did driving trucks.Without needing to wreck my body clock to do it.Unfortunately an increasing number of younger drivers, who should/would be driving trucks, know it.
Luckily I’m counting down the months to pension day.
commonrail:
4on4off wins…whatever the work entails.
3-on 4-off - is even better still!
3x upto 15 hour shifts - is a full week’s worth of hours, with only 3 commutes attached, no nights out, and better able to plan one’s private life weeks ahead of time…
If you do 4 on 4 off, you could in theory - be asked to work hours 13-15 on 3 of those 4 shifts - without being paid overtime for it, as you might be on a salary…
Not so good then 15+15+15+13 which would be the max legal hours the firm could then get out of you - a 58 hour week, no less…
Dunno about you, but a full working week should be in line with what everyone outside of Transport does for “flat money” - 36-45 hours - surely?
