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New PPADS...Ground and Express using the same unit.
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<blockquote data-quote="Ricochet1a" data-source="post: 889010" data-attributes="member: 22880"><p>BBsam has already clarified that what he saw was part of a conveyor system and not floor decking, so no alarm as of yet. I was a bit shocked, since I'm confident that I would've heard that massive orders for decking were being placed by FedEx Corp (access to source in purchasing).</p><p></p><p>On to Myort....</p><p></p><p>Full time Couriers that work in areas with 10:30 P1 commit will be eventually converted to part-time status - it's going to happen, it is all a matter of when FedEx decides to pull the trigger. The business plan has been in existance for years now. FedEx won't suffer a bit from any negative PR - they'll make in the changes in stages and let the Couriers quit on their own. There will still need to be swing Couriers in these stations, along with a few full timers to provide a "base" of experience, but the trend is to slash costs whereever possible. Full-time Couriers for Express are an added liablity for the company - part-timers come and go and have very low expectations of the job. </p><p></p><p>They'd start off by reducing all full-timers that are in affected routes to minimums - 35 hours a week. Most of these Couriers are used to working 45-50 hours a week, so their pay is close to 50-55 hours a week after overtime. </p><p></p><p>How many Couriers would hang around for more than a year taking a 30-35% reduction in their gross? In this economy, they would hang on, still suffering from the delusion that FedEx does indeed "care" about them. Once reality sunk in, they'd start looking for other work. If for some unknown reason they started signing union cards at this time, FedEx would lock them out. Even getting union cards signed is something the Courier craft has been very resistant to, do you really thing they'd organize an illegal walkout (the RLA is specifically crafted to prevent walkouts - illegal strikes - and even has teeth to have court ordered return to work orders). </p><p></p><p>Express would experience a slow but steady natural attrition (voluntary termination), since most Couriers couldn't take such a permanent cut in their compensation. </p><p></p><p>You may have worked in Hub operations, but I can tell you aren't versed in the planning side of logistical movement.</p><p></p><p>Yes, there are plenty of "execeptions" - who ever said that Express would be "prohibited" from delivering non-overnight? What has been repeatedly said, is that the primary (97%+) volume of non-overnight would be delivered by Ground. If the hubs miss a few pieces during the DAY sort (when non-overnight is sorted), then it would merely be forwarded during the night operation and moved to an Express station for delivery attempt - no big problem. Since Express and Ground will be operating identical equipment and software (scanning devices), having an odd piece of non-overnight to handle won't cause any disruption to how the world revolves. </p><p></p><p></p><p>MEMH is (working from memory) the only hub that regularily builds pure cans for destination stations, and during the day sort, very few pure cans are built (I've spent way too much time looking at FDRs). I'd estimate that MEMH builds only about 20% pure positions (station specific), and everything else is mini-sort for the ramps to break down in their PM sorts. </p><p></p><p>Non-Express ops in the lower 48 do NOT use cargo containers. Volume is moved bulk, the trailer is downloaded, sorted and then volume is reloaded into trailers to continue to destination. Air Cargo uses cargo containers for one (primary) reason - TIME. Volume can be sorted and then moved without actually needing a "bucket line" of handlers loading aircraft - having a mass of volume waiting to be bulk loaded. An entire aircraft's volume (excluding 727's) can be sitting and waiting for access to an aircraft. 90,000 pounds of freight can be loaded in the space of an hour and the plane closed up and pushed back - can't possibly do that with bulk loaded volume in air cargo ops. </p><p></p><p>Aircraft can land (MD10/11), be unloaded and reloaded in a little as two hours if needed (done it many times). This is only possible by using cargo containers. Cargo containers add additional weight to an aircraft (about 18-20,000 lbs for a MD10 of just container weight - 18 J's, 8 Demis, 16+LD3s), but the time savings in handling the volume is more than worth the additional penalty in terms of fuel burn and "lost" weight capacity. </p><p></p><p>As far as your last statement - it has already happened. Couriers in overstaffed locations are being sent to locations which are short staffed, and working there (being put up in hotel rooms and given per diem). </p><p></p><p>The writing is on the wall. Whether you choose to realize that Express is about to undergo yet another significant reorganization (DGO side) is up to you. As others on this forum have said, those who know the change are coming have already made alternative plans or resigned themselves that their career is about to come to a close if they are in an affected market (10:30 P1 commit area). What you do, is up to you.</p></blockquote><p></p>
[QUOTE="Ricochet1a, post: 889010, member: 22880"] BBsam has already clarified that what he saw was part of a conveyor system and not floor decking, so no alarm as of yet. I was a bit shocked, since I'm confident that I would've heard that massive orders for decking were being placed by FedEx Corp (access to source in purchasing). On to Myort.... Full time Couriers that work in areas with 10:30 P1 commit will be eventually converted to part-time status - it's going to happen, it is all a matter of when FedEx decides to pull the trigger. The business plan has been in existance for years now. FedEx won't suffer a bit from any negative PR - they'll make in the changes in stages and let the Couriers quit on their own. There will still need to be swing Couriers in these stations, along with a few full timers to provide a "base" of experience, but the trend is to slash costs whereever possible. Full-time Couriers for Express are an added liablity for the company - part-timers come and go and have very low expectations of the job. They'd start off by reducing all full-timers that are in affected routes to minimums - 35 hours a week. Most of these Couriers are used to working 45-50 hours a week, so their pay is close to 50-55 hours a week after overtime. How many Couriers would hang around for more than a year taking a 30-35% reduction in their gross? In this economy, they would hang on, still suffering from the delusion that FedEx does indeed "care" about them. Once reality sunk in, they'd start looking for other work. If for some unknown reason they started signing union cards at this time, FedEx would lock them out. Even getting union cards signed is something the Courier craft has been very resistant to, do you really thing they'd organize an illegal walkout (the RLA is specifically crafted to prevent walkouts - illegal strikes - and even has teeth to have court ordered return to work orders). Express would experience a slow but steady natural attrition (voluntary termination), since most Couriers couldn't take such a permanent cut in their compensation. You may have worked in Hub operations, but I can tell you aren't versed in the planning side of logistical movement. Yes, there are plenty of "execeptions" - who ever said that Express would be "prohibited" from delivering non-overnight? What has been repeatedly said, is that the primary (97%+) volume of non-overnight would be delivered by Ground. If the hubs miss a few pieces during the DAY sort (when non-overnight is sorted), then it would merely be forwarded during the night operation and moved to an Express station for delivery attempt - no big problem. Since Express and Ground will be operating identical equipment and software (scanning devices), having an odd piece of non-overnight to handle won't cause any disruption to how the world revolves. MEMH is (working from memory) the only hub that regularily builds pure cans for destination stations, and during the day sort, very few pure cans are built (I've spent way too much time looking at FDRs). I'd estimate that MEMH builds only about 20% pure positions (station specific), and everything else is mini-sort for the ramps to break down in their PM sorts. Non-Express ops in the lower 48 do NOT use cargo containers. Volume is moved bulk, the trailer is downloaded, sorted and then volume is reloaded into trailers to continue to destination. Air Cargo uses cargo containers for one (primary) reason - TIME. Volume can be sorted and then moved without actually needing a "bucket line" of handlers loading aircraft - having a mass of volume waiting to be bulk loaded. An entire aircraft's volume (excluding 727's) can be sitting and waiting for access to an aircraft. 90,000 pounds of freight can be loaded in the space of an hour and the plane closed up and pushed back - can't possibly do that with bulk loaded volume in air cargo ops. Aircraft can land (MD10/11), be unloaded and reloaded in a little as two hours if needed (done it many times). This is only possible by using cargo containers. Cargo containers add additional weight to an aircraft (about 18-20,000 lbs for a MD10 of just container weight - 18 J's, 8 Demis, 16+LD3s), but the time savings in handling the volume is more than worth the additional penalty in terms of fuel burn and "lost" weight capacity. As far as your last statement - it has already happened. Couriers in overstaffed locations are being sent to locations which are short staffed, and working there (being put up in hotel rooms and given per diem). The writing is on the wall. Whether you choose to realize that Express is about to undergo yet another significant reorganization (DGO side) is up to you. As others on this forum have said, those who know the change are coming have already made alternative plans or resigned themselves that their career is about to come to a close if they are in an affected market (10:30 P1 commit area). What you do, is up to you. [/QUOTE]
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