LATE Air epidemic in center

[bumped]

your dispatcher is sloppy, lazy, or just bad

It's like you know my dispatcher.

 

[burrheadd]

one or two air pieces is NBD to be brought out by a supervisor; if you're talking a tote or more, that's pretty exceptional and isn't going to be handled by an air driver anyways

the ground shuttling shouldn't be happening at all; the preload or the dispatch is failing there

In what case would it be ok for a supe to bring a pkg out to a driver sounds like easy money to me

 

[Northbaypkg]

If you can start at 9:15-9:30 and still get all your air delivered by 10:30 you must not have a lot of air stops. I average 14 a day and there's no way I'd be able to get them all off starting at that time. Hell our start time is 8:45 and they allow me to clock in at 8:30 so I can spend 15 minutes straighting out the 60 or so pieces of air that my preloader bulk loads in sections 1 and floor 1.

As for the OP, there were times where I felt like our center was the same way. They pushed our start time to 9am at one point and at that time I averaged at least 4 late air stops per day. I didn't get in trouble or anything. I'd ask for air help in the morning and of course, they'd say there was no one available and to just 'minimize the damage'. Meaning deliver all the bulk stops with multiple next day air packages and leave the resi onesies to be late. Different drivers have different feelings about late air. Some just do what they can and feel no problem whatsoever delivering a ton of air late. But myself, I take pride in servicing my customers correctly. So although I know it isn't my fault I'm showing up late with their air, I still feel embarrassed. So I have no problem clocking in early to give myself a better chance of being on time.

 

[burrheadd]

If you can start at 9:15-9:30 and still get all your air delivered by 10:30 you must not have a lot of air stops. I average 14 a day and there's no way I'd be able to get them all off starting at that time. Hell our start time is 8:45 and they allow me to clock in at 8:30 so I can spend 15 minutes straighting out the 60 or so pieces of air that my preloader bulk loads in sections 1 and floor 1.

As for the OP, there were times where I felt like our center was the same way. They pushed our start time to 9am at one point and at that time I averaged at least 4 late air stops per day. I didn't get in trouble or anything. I'd ask for air help in the morning and of course, they'd say there was no one available and to just 'minimize the damage'. Meaning deliver all the bulk stops with multiple next day air packages and leave the resi onesies to be late. Different drivers have different feelings about late air. Some just do what they can and feel no problem whatsoever delivering a ton of air late. But myself, I take pride in servicing my customers correctly. So although I know it isn't my fault I'm showing up late with their air, I still feel embarrassed. So I have no problem clocking in early to give myself a better chance of being on time.

You must be new here

 

[km3]

I know this is gonna sound crazy but, why not get them on the car before the drivers leave?

Late air trailers, sorters who don't follow the methods, missorted pieces that end up in the wrong center (and the supervisor there is more concerned with getting his own area wrapped up), hazmats/leakers that cause the package to need to be processed by the responder, etc.. Too many things that do or can go wrong in any given day.

one or two air pieces is NBD to be brought out by a supervisor; if you're talking a tote or more, that's pretty exceptional and isn't going to be handled by an air driver anyways

This is literally the reason exception drivers exist. And yes, it is going to be handled by an air driver if the center manager says it is.

 

[Northbaypkg]

You must be new here

New at brown cafe or at UPS? Been at UPS 19 years so definitely not new there. Brown cafe only been around for about a year so kinda new here. Its just my work ethic man. I take pride in doing the best I can in anything I'm doing. Like I said in my previous post, different drivers have different attitudes and there's nothing wrong with any attitude. Some prefer to do as little as possible. As long as their employer doesn't mind, more power to them.

 

[TearsInRain]

So you can see where a driver could become very irritated that they are the ones to end up getting blamed? That's where a lot of attitude begins

yah i mean late airs can be anybody's fault, it really depends on the center, day, people involved, weather, etc.

In what case would it be ok for a supe to bring a pkg out to a driver sounds like easy money to me

good luck with that one because it's exceptional

This is literally the reason exception drivers exist. And yes, it is going to be handled by an air driver if the center manager says it is.

sure but unless it can't fit into a car, they'd be dumb not to have the sups run it out; wasted hours, and much slower

air drivers aren't "exception drivers"

 

[Nothing by 1030 anymore]

one or two air pieces is NBD to be brought out by a supervisor; if you're talking a tote or more, that's pretty exceptional and isn't going to be handled by an air driver anyways

the ground shuttling shouldn't be happening at all; the preload or the dispatch is failing there

Clueless about what happens

 

[TearsInRain]

Clueless about what happens

are you saying that leaving packages behind is a success?

 

[Nothing by 1030 anymore]

are you saying that leaving packages behind is a success?

Clueless about what really happens clueless.

 

[km3]

air drivers aren't "exception drivers"

We have bids go up for "air exception driver" all the time.

I don't care either way, but running an air driver seems cheaper than the grievances involved for sups running packages out.

 

[TearsInRain]

Clueless about what really happens clueless.

mfw your posts

 

[TearsInRain]

We have bids go up for "air exception driver" all the time.

I don't care either way, but running an air driver seems cheaper than the grievances involved for sups running packages out.

that's not a thing anywhere i've seen; maybe if you live in Uniontown USA i dunno

whoever posts your bids is a mongoloid, there is literally no such thing

 

[Nothing by 1030 anymore]

mfw your posts

Still clueless about what actually transpires. Humans make mistakes,you included

 

[km3]

that's not a thing anywhere i've seen; maybe if you live in Uniontown USA i dunno

That's a thing everywhere according to the contract. Article 3, Section 7. Abbreviated version: The Employer agrees that the function of supervisors is the supervision of Employees and not the performance of of the work of the employees they supervise.

There are certain exceptions to the above, but none of them apply in the situation you're describing. Maybe acts of god if the trailer is late because of weather or something.

whoever posts your bids is a mongoloid, there is literally no such thing

National Master Agreement, Article 40, Section 1, Sub-section H.

 

[TearsInRain]

That's a thing everywhere according to the contract. Article 3, Section 7. Abbreviated version: The Employer agrees that the function of supervisors is the supervision of Employees and not the performance of of the work of the employees they supervise.

There are certain exceptions to the above, but none of them apply in the situation you're describing. Maybe acts of god if the trailer is late because of weather or something.

National Master Agreement, Article 40, Section 1, Sub-section H.

i think you're misunderstanding the situation i'm describing; also you meant sub-section G, but the point is an air exception driver is not a job, it's a work-category that is performed occasionally under exception circumstances

being on an "air exception list" is like an FSP being on an EAM call list, but it's not a separate job class

 

[Nothing by 1030 anymore]

That's a thing everywhere according to the contract. Article 3, Section 7. Abbreviated version: The Employer agrees that the function of supervisors is the supervision of Employees and not the performance of of the work of the employees they supervise.

There are certain exceptions to the above, but none of them apply in the situation you're describing. Maybe acts of god if the trailer is late because of weather or something.



National Master Agreement, Article 40, Section 1, Sub-section H.

I rest my case, tears is clueless about everything from his computer screen down

 

[km3]

i think you're misunderstanding the situation i'm describing

What is the situation you're describing then? It's understood around here that supervisors working means progressing packages through the system. Driving air out to a driver seems to fit that definition. Easy grievance money, for those so inclined.

also you meant sub-section G, but the point is an air exception driver is not a job, it's a work-category that is performed occasionally under exception circumstances

being on an "air exception list" is like an FSP being on an EAM call list, but it's not a separate job class

(h). In my building, it is a job but it isn't. It carries no guarantee whatsoever, but they separate the exception drivers from the Saturday drivers so they know who they can rely on to say "yes" during the week (and are subsequently expected to do so). In short, an exception air driver isn't necessarily a Saturday air driver, and vice-versa. However, most Saturday air drivers are asked if they want to do exception work during the week as needed.

The fact that they use these drivers for other things is another conversation entirely (and I agree that they shouldn't be used for shuttling ground, but apparently the local union and management decided it's mutually beneficial to do so).

 

[UpstateNYUPSer(Ret)]

If you can start at 9:15-9:30 and still get all your air delivered by 10:30 you must not have a lot of air stops. I average 14 a day and there's no way I'd be able to get them all off starting at that time. Hell our start time is 8:45 and they allow me to clock in at 8:30 so I can spend 15 minutes straighting out the 60 or so pieces of air that my preloader bulk loads in sections 1 and floor 1.

As for the OP, there were times where I felt like our center was the same way. They pushed our start time to 9am at one point and at that time I averaged at least 4 late air stops per day. I didn't get in trouble or anything. I'd ask for air help in the morning and of course, they'd say there was no one available and to just 'minimize the damage'. Meaning deliver all the bulk stops with multiple next day air packages and leave the resi onesies to be late. Different drivers have different feelings about late air. Some just do what they can and feel no problem whatsoever delivering a ton of air late. But myself, I take pride in servicing my customers correctly. So although I know it isn't my fault I'm showing up late with their air, I still feel embarrassed. So I have no problem clocking in early to give myself a better chance of being on time.

You must be new here

I have 28 years in and agree 100% with @Northbaypkg.

My only concern is that he says that he runs off "bulk stops with multiple next day air packages" and then has late ground. He should be running straight air only and then going back to start his run over again.

 

[Over 70]

Unless his loader buries the air in with the bulk stops....