switchlogic:
Carryfast:
switchlogic:
*not a boast, most drivers who’ve been round the block a few times just have to pick up the phone
You mean round the block and off the road, this time only driving a micro car and into hospital and licence gone as a result.
It says a lot about your definition of ‘round the block’ when in your case that obviously doesn’t include roping and sheeting a flat or using a tilt or any liking for driving a constant mesh manual box.As for your drawbar reversing abilities would have to see those first to make a judement.
But I realise the job of a ‘driver’ is no longer about the ability to drive a truck which is the point.
I’m certainly a better employee, which is why my level of experience knocks yours into a cocked hat because you were driven out of UPS. 2. And no my round the block is a modern round the block, as I didn’t give up in the late 90’s. Bringing up roping and sheeting flats, tilts and constant mesh gearboxes just shows how incredibly out of touch you are, inevitable for a man who’s not worked in this industry this century. I have however done plenty of flat work and driven many manuals. Probably done more flat work than you and likely driven a much greater variety of manuals. They were still the norm when I started.
But yeah, my round the block involves tankers, fridges (double deck/single deck/hanging/Polarstream (anyone remember them?)), skips, demount drawbars, curtainsiders (double/single), boxes, tippers, ejectors, flats, containers, euro liners to name a couple. Not to mention buses and coaches. How about you?
Ironically if I’d really have been ‘driven’ out of UPS it would have been as soon as I’d ditched my first and last truck for the first and last time.
As opposed to commendations for my work and chucked the keys to the drawbar outfit.
Exactly what supposed more ‘variety’ of manual boxes ?.You’re going to have to beat numerous types of constant mesh box including Fuller 9 speed/13 speed, Turner, ZF, Spicer, before we even start on all the usual synchro suspects from ZF, Scania and Volvo.
Close coupled, or A frame demount drawbar ?.There’s a big difference.
As I said working with 7.5t flat from the age of 18 before I even had an HGV licence.
Cable type roro Multilift doing tipper, flat and bulker work.
Which mostly involved plant recovery and plant haulage and general haulage using the multi lift winches and a spreader bar to drag dead plant and chaining or roping loads.
General haulage work with a tilt when it wasn’t stripped to a flat often doing overhead work with tower cranes in London.Rope and sheet loads on flat work often using the tilt cover as a sheet.
So not exactly an unemployable lazy fool.Which seems like a strange personal attack you’re making just because I agree with the OP.
As for who’s the better employee as a ‘driver’.That’s obviously arguable bearing in mind the different respective reasons why we’re both out of the job.
In my case obviously nothing to do with my driving, let alone your ficticious account of why my employers had to let me go.
So a lot less variety than me then. To be fair your career was much much shorter and limited to one country so that’s understandable.
Personal attacks are nothing to do with your views on this post. They’re because you’re a hatful bigot and have been many years. For future reference.
Carryfast:
So not exactly an unemployable lazy fool.
In my case obviously nothing to do with my driving, let alone your ficticious account of why my employers had to let me go.
So you are lazy then? Since on one hand you tell us you gave up voluntarily but have spent years on this forum claiming you were pushed out by UPS? You even blamed the Union at one point. So definitively- why did you retire from this industry in late 90’s?
switchlogic:
So a lot less variety than me then. To be fair your career was much much shorter and limited to one country so that’s understandable.
So you’d obviously understand that UK local plant haulage and medium distance general haulage using a flat and a tilt involves plenty of hard work and difficult driving in inner London and built up areas in the Midlands with an artic, without much time for a nice rest enjoying the scenery driving across Europe between drops.
Yes it was a short career mostly because my employers preferred to give the best international trunking work to subbies with a penchant for crashing.
While using their own drivers as warehouse labourers while at the same time commending them for their service and safe driving.
I didn’t see an answer to the question what type of demount drawbars did you drive and for how long.
Carryfast:
Yes it was a short career mostly because my employers preferred to give the best international trunking work to subbies with a penchant for crashing.
I’ve not yet been cloned and was only 21 when you gave up the ghost so I didn’t personally do all of UPS’s subbed out work to be fair.
Carryfast:
I didn’t see an answer to the question what type of demount drawbars did you drive and for how long.
No idea, can’t remember. Was a regular night trunk for someone. Lost in the midsts of time in the wilderness of my brain as on agency in London back then it was usually done after a day on store deliveries for Iceland. But Carry old fruit, put your Willy away…….
switchlogic:
Carryfast:
So not exactly an unemployable lazy fool.
In my case obviously nothing to do with my driving, let alone your ficticious account of why my employers had to let me go.
So you are lazy then? Since on one hand you tell us you gave up voluntarily but have spent years on this forum claiming you were pushed out by UPS? You even blamed the Union at one point. So definitively- why did you retire from this industry in late 90’s?
He retired in a blaze of glory and jetted off into the sunset with his fictitious “commendations” he keeps babbling on about don’t you know!
LazyDriver:
Carryfast:
because most drivers prefer trunking v multi drop crap regardless.
Though the evidence might suggest otherwise. It is at best 50/50. Every load that is trunked into a RDC will be delivered by a multi drop driver. One who had the choice of what type of work they do.
Among C2 drivers alone maybe, but I would suggest there are rather more C+E drivers who won’t do MultiDrop, especially around London than there are C+E drivers who “wouldn’t be seen dead at an agency” and therefore forfeit premium rates of pay…
Otherwise, people would be queueing up to work at places like Bidvest and Brakes where C2 drivers get paid parity with Artic drivers (which they’ve already let go most of…)
Winseer:
LazyDriver:
Carryfast:
because most drivers prefer trunking v multi drop crap regardless.
Though the evidence might suggest otherwise. It is at best 50/50. Every load that is trunked into a RDC will be delivered by a multi drop driver. One who had the choice of what type of work they do.
Among C2 drivers alone maybe, but I would suggest there are rather more C+E drivers who won’t do MultiDrop, especially around London than there are C+E drivers who “wouldn’t be seen dead at an agency” and therefore forfeit premium rates of pay…
Otherwise, people would be queueing up to work at places like Bidvest and Brakes where C2 drivers get paid parity with Artic drivers (which they’ve already let go most of…)
There’s obviously a scale of good to bad jobs in any sector that we work. I agree, it takes a very special type of person to work in those two places. I’d imagine they would still be on par with the dregs of the trunking world, but for different criteria. (pushed to you limits, layby parking, load security responsibility etc.)
Possibly now irrelevant, but I have binned off the loonies mentioned in my op.
I deem to have found a new vocation.
I’m now setting up as a pro in the “can of worms” industry…[emoji106][emoji6][emoji23][emoji23]
Sent from my SM-G955F using Tapatalk
LazyDriver:
There’s obviously a scale of good to bad jobs in any sector that we work. I agree, it takes a very special type of person to work in those two places. I’d imagine they would still be on par with the dregs of the trunking world, but for different criteria. (pushed to you limits, layby parking, load security responsibility etc.)
The industry clearly has a problem of too much unnattractive local/distribution work and not enough distance/trunking work.A problem which can only get worse as the deliberate policy of shifting freight fom road to rail accelerates.
FFS Carryfast, is driving a draw bar your greatest claim to fame, what’s the big deal?You try to pass yourself off as an engineer and truck driver of the highest calibre, yet you’ve been unable to secure employment for the past quarter century. You’re big on claims but remarkably short on evidence, despite repeated requests for such.
Carryfast:
LazyDriver:
There’s obviously a scale of good to bad jobs in any sector that we work. I agree, it takes a very special type of person to work in those two places. I’d imagine they would still be on par with the dregs of the trunking world, but for different criteria. (pushed to you limits, layby parking, load security responsibility etc.)
The industry clearly has a problem of too much unnattractive local/distribution work and not enough distance/trunking work.A problem which can only get worse as the deliberate policy of shifting freight fom road to rail accelerates.
Mate, no matter how you say it, it doesn’t alter the fact. There are many drivers that are content to do multi-drop, home every night, strict duty rota type work. I get you dont, and maybe your mates don’t, but I’ve met 100s of drivers that do. Some even willing to let lucrative contracts slide for the utopia of home every night, knowing exactly when they are working.
Star down under.:
FFS Carryfast, is driving a draw bar your greatest claim to fame, what’s the big deal?You try to pass yourself off as an engineer and truck driver of the highest calibre, yet you’ve been unable to secure employment for the past quarter century. You’re big on claims but remarkably short on evidence, despite repeated requests for such.
To make it clear I never completed my engineering training and qualifications I wanted and chose to be a driver.
What evidence can you provide that I’ve ever said otherwise.
How could I have been ‘unable’ to ‘secure employment’ when I didn’t and didn’t ‘need’ to even apply for such since leaving UPS.
Until recently.When the only problem I’ve got with ‘employment’ is that too many others don’t want to drive a truck so are competing for the best limited car driving work.
Because the quality of the work available driving trucks is generally and increasingly crap.
But again my circumstances are that I don’t need a full time job nor a large income and I won’t be applying for such between now and when I claim my state pension in a few years time.
The rest of your post is as credible as that.
LazyDriver:
Carryfast:
LazyDriver:
There’s obviously a scale of good to bad jobs in any sector that we work. I agree, it takes a very special type of person to work in those two places. I’d imagine they would still be on par with the dregs of the trunking world, but for different criteria. (pushed to you limits, layby parking, load security responsibility etc.)
The industry clearly has a problem of too much unnattractive local/distribution work and not enough distance/trunking work.A problem which can only get worse as the deliberate policy of shifting freight fom road to rail accelerates.
Mate, no matter how you say it, it doesn’t alter the fact. There are many drivers that are content to do multi-drop, home every night, strict duty rota type work. I get you dont, and maybe your mates don’t, but I’ve met 100s of drivers that do. Some even willing to let lucrative contracts slide for the utopia of home every night, knowing exactly when they are working.
As in this case it’s more likely that an agency will try to use distance/trunking work as a carrot to lure naive drivers into filling unattractive local/multi drop jobs than vice versa.
Most trunking work is also home every day.Admittedly night trunking has its downsides but still more attractive than multi drop.
The fact is drivers are walking away from the job and it isn’t because of any shortage of local multi drop work.Drivers also don’t generally get a class 1 because they want to stay on that type of work.
If anything derails the plan for rail it will be that issue more than anything esle.Of which we’re already seeing the effects.In the OP’s case having clearly been stitched up twice with local/multi drop etc etc work clearly being dressed up by employers as ‘trunking’ work.
Parking fines doing trunking who are they trying to fool.
Truckulent:
I deem to have found a new vocation.
I’m now setting up as a pro in the “can of worms” industry…[emoji106][emoji6][emoji23][emoji23]
You know they are getting desperate when they try to pretend that parking fines are a common hazard of trunking work.
Instead of just calling an assignment trunking and then hoping you don’t notice when they give you the keys and the list of local drops on arrival.
Stop feeding the troll
Have you not noticed that, whichever thread he joins, he simply regurgitates the same mantra over and over.
A bit like manalishi…
Carryfast:
Star down under.:
FFS Carryfast, is driving a draw bar your greatest claim to fame, what’s the big deal?You try to pass yourself off as an engineer and truck driver of the highest calibre, yet you’ve been unable to secure employment for the past quarter century. You’re big on claims but remarkably short on evidence, despite repeated requests for such.
To make it clear I never completed my engineering training and qualifications I wanted and chose to be a driver.
What evidence can you provide that I’ve ever said otherwise.
How could I have been ‘unable’ to ‘secure employment’ when I didn’t and didn’t ‘need’ to even apply for such since leaving UPS.
Until recently.When the only problem I’ve got with ‘employment’ is that too many others don’t want to drive a truck so are competing for the best limited car driving work.
Because the quality of the work available driving trucks is generally and increasingly crap.
But again my circumstances are that I don’t need a full time job nor a large income and I won’t be applying for such between now and when I claim my state pension in a few years time.
The rest of your post is as credible as that.
Define engineer, train driver? Engineer is such a broad and misleading term.
the nodding donkey:
Stop feeding the troll
Have you not noticed that, whichever thread he joins, he simply regurgitates the same mantra over and over.
A bit like manalishi…
Who’s the troll? Him or me?! 
I do admire Geoffrey Carry-Fast’s relentless determination
Star down under.:
Define engineer, train driver? Engineer is such a broad and misleading term.
What did you mean by the term engineer.You said I’ve supposedly ‘tried to pass myself off as an engineer’ so exactly where and when and how did I supposedly do that.
Engineer has never been a term related to train driver in the UK and I’ve never claimed to be a train driver either even if it was.
switchlogic:
I do admire Geoffrey Carry-Fast’s relentless determination
Determination to stay on topic.By pointing out the reasons as to why the OP found himself facing the predictable issues, caused by a degenerating road transport industry.Which has the problem of finding ‘drivers’, who want to do the resulting relatively unattractive jobs, in the rush towards a short haul distribution dominated operation, which the OP obviously doesn’t want to do and away from the distance trunking that the OP obviously does want to do.
