Typical paperwork otr

My day will start out with the log book. I finish out the sleeper or off duty lines up to the midnight line and recap the hours for that day (yesterday) and the week so I know how many hours I have run and have left to run.

Knowing what I worked yesterday, I now pick up the qualcomm and send in my hours worked (and driven combined) to the dispatchers.

If I'm not under a load, I just wait til I get one over the qualcomm. Once that happens I agree to it etc, get the fuel route and directions. Because I'm a company driver, when I fuel I don't need to get the fuel receipts, I just send in a macro on the qualcomm that I did not top off the tanks.

Once I get to the shipper and check in, they will give me paperwork for the load. Take it to the receiver and hand them the papers and they will sign one or both copies and hand one back to me that I can now scan in at a terminal or truckstop so the company will be paid on the load and hence so will I.

At a rail yard you might be asked to put your papers in the front little box on the trailer and drop it in their yard and look for an empty trailer to take before you leave the place.

They have macros on the qualcomm that eliminates a lot of paperwork. Empty calls, Loaded calls, Stop calls, Rail Yard, Dedicateds, Breakdowns, Accidents etc.

 

Hey There,
I am guessing you will end up working for a larger company, and you will do everything the frist poster mentioned. But that is not the only way for things to happen. I work for a small company. I do not sit and wait for loads, I pull our own product. There is always product, when I deliver, if there is no backhaul, I deadhead. I do not have a QC so communications is by cell phone. My calls are taken right away, if I have to layover, or do a restart I get ahotel, and turn in the receipt. I take full responsability for my truck and trailer, I have all the services done on the road, if I have an expense, I pay for it and turn in the receipt. Paperwork: I do a log book and a trip tripreport on the back of an 8X11 enevlope, where I put all my receipts for the trip. When I get in, I turn it in and a check is printed within the hour. We have hired another company who checks my logs, runs the drug screens, and anything else thats anything to do with compliance, safety, or permits.
Sorry to get off topic, So, basically, Log Book ( which is not hard at all) and a trip enevlope.
I wish you luck,

Safe Miles,

Larry

 

I'm speaking as working for a major carrier.

I am on electronic logs so that eliminates a little bit of paperwork. When I get up in the morning and go on line 4, it will send me my logs for the previous day, I can edit and/or approve them. Load assignments will come on the QC with the load description, directions, route, and fuel solution. I fill out one "trip sheet" - basically just a cover sheet with the trip number, shipper/consignee, tractor/trailer numbers, etc. and then another "delivery receipt" with the BOL and PO #s, description of the freight, weight, etc. When the load delivers, someone signs a copy of the BOL and I write their name back on the trip sheet and delivery receipt. Then when I get to a truckstop/terminal I scan the trip sheet, delivery receipt, BOL (in that order) along with any scale receipts, toll receipts, etc. If I drop a load in a yard for another driver to deliver, the BOL and copy of the delivery receipt goes in the box on the front of the trailer, and I just scan the trip sheet and delivery receipt (I note "dropped in yard").

Learning the QC is pretty easy. Like the other poster said you send in macros (canned messages) for arrived/loaded/arrived/unloaded/dropped/etc.

I wouldn't necessarily say there's a LOT of regulations or DOT rules. At least nothing too arcane. Sure you need to understand the HOS regulations, and bridge laws and axle weight limits, but it's nothing to get too worked up about.

Sometimes I'll talk with dispatch on the phone if I have a question or there's some bit of information missing from the QC, but usually loads are pretty straightforward so it's not necessary to call. Sometimes you will need to call customers for directions or to set up appointments but usually that is taken care of as well.

 

I do not understand the idea of "GPS skills".
Use of a GPS is not really a skill. The skill is learning how to use a map properly to do your routing.
The GPS will help with mileage and planning, but it is just one tool. One I have grown use to using, but I can do just as well without it. Just takes a few minutes longer.
The main use for a GPS is that it helps you to guess a proper arrival time and mileage. Some can help with stops on the way also.
A good truckers map is not optional. It will list low clearances, roads that have bridges with weight limits, or other restrictions etc.

For delivery's, once you get into the area of a delivery or pickup I would not count on a GPS for much.
You need your local directions, from your company or the shipper/ receiver.
Many times the address that your GPS goes to will not put you to the docks. They may be on another street where you do not have proper access from the primary address. Your directions will tell you this.

 

here is what the "lack of GPS skills" can cause........

 

Awesome...

 

Yeah, Gps is a nice luxury as far as "helping" but if you can't read a map and know where the low bridges and restricted routes are you are in for a serious awakening. Gps do not show those things. Hell, a lot of times they will turn where the road doesn't! Also when tuning your map skills, guys make sure it is a MOTOR CARRIER ATLAS and that the year on it is the year you are currently driving in! This is another way to get yourself into trouble. Illinois and Idaho are famous for getting rich off of truck drivers that get off the wrong exits! I'm with Chromedome too, as far as gps skills go, if you can push the on button you are now a pro!

 

Isnt that why you get a truck type gps so it routes you around stuff like that

 

Yes. However, none of the trucker gps systems can be relied on for 100% consistent performance in those critical areas. As was mentioned previously, any gps systems which are used by truckers do not replace verification by a paper atlas. YOU HAVE TO HAVE MAP READING AND ROUTE PLANNING SKILLS. A gps only reduces the time it takes to spot the most efficient route, but it takes the driver's skill with map reading, and his local knowledge of an area, to understand whether or not the GPS is recommending the best way to go.