First Month At Hummer And Why We Recommend What We Do

Its been a busy month. Lots of changes. Moving to a new company has really brought about some things we generally advise in this community to my mind and just how vital they are. The carriers that provide training provide a ton of support and let the new drivers learn the industry in an environment where they can. If I didnt have the experience with being efficient and effective, safe and self motivated, It would have been tough to find success at a place like Hummer.

Its a no nonsense, extremely efficient and fast paced environment. Loads are accurately scheduled, rarely short, rarely long on time, meaning you have to know your clocks, know how many miles you will put down, know your stops, and breaks ahead of time. Its imparative that you have mastered the art of trip planning. Almost always preplanned and usually stacked three deep, just the way I like it. The planners and DMs intuitively know how and when youll run, and it shows. Ive had a couple loads that didnt leave me enough time, but on the shipping end, and with variable windows. I simply communicated as soon as I saw it coming and they simply revised the ETA times. In general though, you should be able to look at the times and dates on your loads and decipher how many miles youll run and what impact it will have on your clock. Using split berth will occur and you need to be fluent with maximizing it at times.

One thing that came to mind is how often we see people feel like they werent specifically told what to do and what to know. If they feel that way at starter companies, it would be infinitely harder at a company that is built on experienced drivers. I cant speak for other companies, but at Knight, there was a ton of information available, all you had to do was know enough to realize that you needed help and subsequently ask for it. The companies that offer training, are preparing the new driver in ways that go on long past the training period, they just dont know it.

The equipment is top notch, Im in a 2024 T680, its got the leather heated and cool drivers seat with more adjustments than I can keep track of, the slide out table, sleeper berth windows, deer killing guard, chain hangers and LED light package. Its governed at 70 on the pedal and cruise, tuned to full power, not on economy. Absolutely amazing how strong the Cummins is when un-neutered. Beautifully has the auto coast turned off, no restrictions on manual mode. No cameras at all, not even an outward facing. All nanny state equipment can be turned off at driver discretion and or set to any levels desired. I typically run with the forward collision warning set on two, and leave the lane warning on as its pretty discreet, just a small audio tone.

So, the things that come to mind on this are that Im actually really grateful that I laid my foundation with all the nanny state equipment on and that my pay check was attached to it, as well as the outward facing camera. Why? Because it led to safe driving habits, it just simply became habit and automatic to leave extra space, to be mindful of braking, to be cautious when passing. It led to professional driving habits. Again, cementing that we recommend starting with large carriers that provide training. Their trucks also train you as you drive them. I know my personality with vehicles, Ive raced anything and everything that has wheels and a motor. I would have gotten myself into trouble and developed bad habits with a truck that was actually capable of doing it when I first started.

Communication is preferred to be messages through our com system, with my DM and I usually having a phone call once a week or so. We will generally chew the fat, bs for a while. He drove for a long time and has been a DM for over a decade. He knows I bust a$$, as he put it, likes the way I run and we gel together as a team. There have been times when I wasnt sure on policy or the companies preferred method, so I simply call or ask through messaging.

Stressing that you and your DM should be a team is something that we preach here and it holds especially true at a smaller company. Everyone knows exactly who you are and how you hold your relationships matter. If you start at even the most mega of companies, every person you interface with there gives you the opportunity to cement a great relationship. Again, Im grateful that I got to make fumbles and learn it where its expected for the new driver to do that.

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The trailer fleet is amazing. Coming from leaf spring only, killing your back trailers that were often in substandard condition with varying levels of abuse, if you could even find one. All the trailers are air release tandems , all are air ride for both dry and reefer. They are all in top shape. If you see damage on one, we report it, take pictures and it gets dealt with. If for some reason, we do have to get it repaired, break down pay is 25.00 per hour and 225.00 per day, so it adequately covers it. Its a smaller company, and you will be held accountable if you pass off bad equipment for the next driver to deal with. No one wants to, we all do our part to help each other out.

I cant say if other companies had issues like we did at Knight with the trailer pool, I can only guestimate that with the size, comes sizeable problems. But you learn problem solving, you learn how to fix things on a trailer and how to get it going when you can. There are some days I almost miss the old stiff rusted landing gear workout that I would get. There is also some thing to be said about driving with leaf spring trailers, they are firmer and handle a bit better. Its a much stiffer ride. Its much better in my opinion to have gone through the hard stuff with trailers before you get cake, because it toughens you up, makes you self reliant and develop key problem solving skills. Im very happy with Hummer, and they in turn are very happy with me. It was a very beneficial decision. Over all, there are some things to consider. Its expected to be at least 12 days out for 2 off. I elected to stay out for almost 4 weeks so I can take 4 off. But in general, its pretty typical OTR , While there are 5 day out, 2 in positions, I didnt even inquire on them. Its expected that you will be putting it to it. That may not be everyones cup of tea. I get the distinct impression that there isnt a whole lot of quibbling about load assignments. Or at least there shouldnt be. If you want to debate your loads or turn them down, probably not going to work out for you. I cant say for sure though, as I just run whatever Im dispatched with no complaints. It seems as though, because we split and T call a lot of loads, that first of the week, you may have a bunch of little local deliveries and then youll get running, you get paid and extra 25 to 50 per local-ish load and 35 per stop, so it can be very lucrative. I did 5 the first time around Omaha. I just did three in PA around philly, it was difficult to say the least.

Pay has been totally accurate, not one error. Ive been very pleased with it. Its very straight forward. I havent had to ask for detention or layover, my DM has hooked me up with it the few times it was present.

Again, at a huge company, theres going to be errors and omissions on checks, its systemic. Learning how to politely get those fixed each week by developing great relationships with payroll and negotiating with your DM is a skill that will serve you well though in many areas in life.

And probably the thing that most want to know about most, the numbers: Ive ran 12,993 miles for the first month and two days. Took a total of 5 days off in that time period. Gross before bonus is 9132.74. Substantially higher volume of miles and gross than previous, so it was a pretty worthwhile switch. Time will tell if its both sustainable and consistent, from what ive seen so far, it appears to be.

Sounds like a great company for a driver who is experienced and motivated to keep the wheels spinning.

Your review highlights the value of starting with a mega and learning the game in order to gain the skills necessary for future success and maximizing earning potential.

Congratulations on finding a company that rewards a motivated driver such as yourself.

Davy, can you elaborate about those loads to Philly and what made them difficult?

Also, as I understand it, Hummer does about 90% dry and 10% reefer. Dry freight is taking the biggest hit in the trucking recession, so how does Hummer keep everyone busy?

On the loads around Philly, just tight roads, off the wall places. I had two smaller DCs up there to hit, both blind sides. Ended up going out to Bristol, a couple times. Then to little old farm roads with tight turns and several non truck friendly roads back down to Gettysburg twice for the Pella plant, then up to Herhsy n back. Back out of Gettysburg I took US 30 up to us 522 to get back on the pike and head out from PA. Had to get traffic to back up to make several turns while re routing around an 11'8 bridge in one of the towns on it. I love the Appalachian hills, beautiful scenery, but not the quickest routes. Parking fills up by 1 pm around Harrisburg. I ended up doing a 34 at the TA there, not a fan of it.

I really don't know how we stay so busy. I've done 3 reefer loads so far. Most of it's dry. We have really long term customers with some furniture places, Pella windows, Target dedicated, I do a lot of General Mills. Interestingly enough, at one of the warehouses for gen mills, they guys there told me that Don Hummer had been there a couple days before and had run a load in. He still drives. They said we have excellent service and top notch drivers. He also said all the drivers really enjoy it there. It's concurrent with every driver I've spoke with so far. It baffles me, though I'm not complaining. They keep me moving. Added bonus for the loads in the NE is that they pay .74 cpm for those, so ten cents more a mile. Makes it worthwhile to go there.