![]() I have a physical disability that was known when hired. ![]() waiting until late afternoon to find out if you work the next day. then loads slowed down to 1 to 4 days a week work. was told they needed 10 people for the run I was hired for. But to sum it all up, it seems more like a part time job. But people with titles tend to do that and especially if the job is the only place that they can use their authority because they can’t do it at home. I demand respect just like I give respect. Also, you have to let these managers know where you stand as a grown person and an employee because my terminal manager thought he/she could talk to me any kind of way. Why should I have to beg to work if I’m an employee there? But when you say something about how you feel, then it turns into a heated discussion. And you don’t get holiday pay unless you run if you’re a driver. I found myself always calling and asking about working. It’s hard to at least make a consistent 1200-1500 a week before benefits and deductions and anything else whether personal or not that you have to have deducted from your check like child support, bankruptcy or whatever it may be. But the terminal I work out of doesn’t operate like that. I thought you work to get/stay out of debt. Click “Next Page” to continue reading.If you’re not one of the terminal managers favorites, then just forget about really working for a decent check. The system detects moving, stopped or stationary vehicles ahead and measures the vehicle’s position in relation to others on the road to warn the driver of a possible rear-end collision, and when appropriate will apply the brakes. Technology decisions at Marten Transport are modeled on an 18-month payback period, Meyer relates, but with a strong focus on keeping drivers and the motoring public safe, safety advances are not always subject to an exact return on investment timeline.įor example, by the end of this year all Marten Transport tractors will be outfitted with Meritor WABCO OnGuard radar-based Collision Mitigation System with Adaptive Cruise Control and Active Braking. For example, we now spec all new tractors with automated manual transmissions and downsped powertrains from Detroit, Cummins and PACCAR.” No timeline “While we cannot detail on a percentage basis the exact variables that contribute to our fuel efficiency improvement,” he continues, “the upgrades to our specs make it easier for drivers to increase MPG. “Year-over-year MPG improvements have been around 5%, and driver coaching is always an important part of maintaining good fuel economy because anywhere from 20% to 30% of MPG is controlled by driver behavior. “We’ve been improving our overall fuel efficiency by optimizing our specifications and coaching our drivers on best practices,” Meyer continues. “Cost and dependability are benchmarked for our fleet using data extracted from our TMW Systems enterprise management and internal software. ![]() “Dependability, maintenance costs, safety and MPG are huge drivers for us when we make equipment decisions,” Meyer says. ![]() The nearly 5,000 trailers in the fleet are mostly Utility and Great Dane models with a mix of Thermo King and Carrier refrigeration units. To support its expansion, the Marten Transport fleet has grown to include about 2,800 tractors, supplied mainly by Freightliner, Kenworth and Peterbilt. With its equipment operating from regional facilities across the country, the irregular route truckload carrier provides time and temperature sensitive transportation services to customers in 48 states, Canada and Mexico. Today, there are 14 company-owned terminals along with four dedicated facilities. In 2008, for example, the Mondovi, Wis.-based carrier had four terminals. One measure of that change is the growth that Marten Transport has experienced. “We wanted the ability to serve our customers with a diverse platform of premium services, so Marten Transport has undergone a transformation and expanded its business segments, along with our geographical footprint.” “Over the last several years, we’ve transformed our business from a primarily long-haul temperature control carrier to a multi-faceted temperature control carrier,” says David Meyer, the company’s vice president of maintenance. ![]()
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