Hi,
Dunno if this is the right part of the forum, I got offered a nightshift job at fed ex doing trunking, Just wondered if anyone here has or currently works for them and what’s the job like?
My only other C+E experience was 2 days doing tanker work so I’m looking forward to it.
Drive from depot to hub, drop trailer, wait for return trailer to be loaded, drive from hub to depot, park trailer where told or reverse up to doors where the belt is for unloading, go home.
It’s about as simple as it gets with parcel networks. There’s a little more to it, for example where I was at there was an electronic lock on the rear door that you put a metal security cord into when you closed the door, pressed a button and it generated a random 4 digit code which you had to put on your run sheet and which the depot logged as well. When they came to open the door at the hub they’d press the button, it would show the code which should be the same as what it was when you closed the doors unless it had been opened to prove it wasn’t. Most parcel networks will have a route they want you to follow and a number you’ll need to call if you go off route or want to stop for the toilet and typically you’ll be given a reference number to put on your run sheet for it. It’s all about security, not just theft but in this case to make sure you’re not being hi-jacked.
Very easy but very boring in my opinion. Used to cover it occasionally at the last firm I worked at. Your wait at the hub can be anything from 2 to 6 hours depending what time your return trailer is due off. I hated it but each to their own.
If you have end of sort return trailer (the last ones out) it can get busy leaving the hub as everyone wants to get out. I used to hang back 10/15 mins or so to let the retards sort themselves out then potter round for my trailer. Can only give it a go, you might like it 
Edit… If you’re working for them directly you might have to follow the set route and ring them if you’re stopping nonsense I’m not sure. I was only subbie so didn’t apply lol.
My first driving job was at TNT starting in 2014, I absolutely loved it.
My previous job was Planning Engineer at a small sheet metal and fabrication company specialising in aircraft and nuclear industries (all paperwork, so boring).
I’d been in engineering from leaving school and at 45 needed a change.
TNT were great for me as a new pass, I’d only done 5 agency shifts in a Class 1 before going there. FedEx bought TNT in 2016 and everything continued pretty much the same initially until small changes started to creep in after a year or so. I left in 2017 but recently have started doing some FedEx runs for a subbie (I’m a limper), very little has changed in 9 years though. Can’t believe how small Kingsbury is after going into Hubs 4&5 for DPD for the past couple of years.
Been told that the TUPE TNT drivers are on better contracts than the FedEx drivers, but don’t quote me on that.
The work still suits me, end of sort was great, being paid for being asleep for three hours just wasn’t a thing in engineering!
New pass on the class 1 as well, and I say if you can get on with the night work go for it! Be a great way to get a start and at least all the early reversing practice in places where lorry are supposed to be and not in the middle of nowhere
It’s the easiest job in the world, yet you’ll meet people that claim it’s difficult.
It’s pretty dull too.
There used to be a difference in the way FedEx and TNT worked, now it’s the TNT way, with a trailer swap at (virtually) every location, and no unloading done by driver (there are some exceptions though).
Surprised carryfast hasn’t been on to go rant about his back breaking experience yet 
cheers Ray
stargazer148:
Surprised carryfast hasn’t been on to go rant about his back breaking experience yet
Give him a chance as a failed lorry driver he’s down at Dover sorting coaches at the moment
I worked for FedEX when they were in the UK the first time around in the late 80’s on the international multi drop side, and they were a great firm to work for then. Times may have changed since those days.
Ken.
No payroll drivers in the future…
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It’s mainly US based where Ground drivers are contractors whereas Express are staff.
Express are subject to a different set of rules over there, along with the airline staff, whereas Ground aren’t.
Over here you could look at it as subbies doing all the work, with less and less full timer staff.
Salaried staff don’t get overtime during the week, you do an extra shift for it, so they’re unwilling to do beyond their 10hours.
Had an Abacus logistics unit pass me early hours of this morning, pulling one of their trailers ….need to get my MAN into wherever they get their tachos calibrated! 
SquireT:
New pass on the class 1 as well, and I say if you can get on with the night work go for it! Be a great way to get a start and at least all the early reversing practice in places where lorry are supposed to be and not in the middle of nowhere
Reversing gives me the boak, I’m taking the job it’s a extra few k a year for me and the drivers I talked to said it’s easy. I’m on the buses the now so nearly everything is better than that. Multidrop is the only thing I’ve done that’s worse than being a bus driver.
Actrosman:
Had an Abacus logistics unit pass me early hours of this morning, pulling one of their trailers ….need to get my MAN into wherever they get their tachos calibrated!
Were they as good as the Kerr Transport (Scotland) that came past me 59-60 uphill! (according to the Actros feature telling you the speed of the vehicle in front).
stu675:
Actrosman:
Had an Abacus logistics unit pass me early hours of this morning, pulling one of their trailers ….need to get my MAN into wherever they get their tachos calibrated!Were they as good as the Kerr Transport (Scotland) that came past me 59-60 uphill! (according to the Actros feature telling you the speed of the vehicle in front).
I think them readings on the Actros are a little bit out personally. Still a handy thing though