A Quick Call - 21/10/25

I actually enjoy my role with Miers.

It's a nice easy number. Wagon preloaded. The forklift op knows what he's doing. I haven't has an issue with how the wagon is loaded. This it telling because its a flatbed and the load is exposed. The positioning is good. I can strap/secure everything. The goods are wrapped properly.

Compare this with those dudes at the other place who think they know what they are doing but don't and I prefer Miers hands down.

Miers forkies are not as good as CCF but if they joined the CCF team it wouldn't take much for them to be on par. 

Moving over to Calor will be more intense. This is a definite when I am starting out. It was the same when I learned how to use a moffett. It took time for it to click and become second nature. It took a good 12 months for the moffett to become an extension of myself to the point I could almost operate it blind folded - both loading and unloading a wagon. I've gotten pretty good even if I do say so myself.

The gas tank is a different level of driving. There is a lot of fluid sloshing around in the tank and it transfers into the handling of the vehicle. The bouncing and heeling to one side makes for bum clencing journeys.

As far as Calor goes, being associated with the brand is bound to be career changing and highly rewarding. Having a blinding reference from this company as well as 6-12 month experience is going to open doors. Between now and then there is going to be a fairly steep learning curve.

I've had to exercise skills in the mud lately whilst driving for Miers. Thankfully I did not become stuck. The word at one location was 4 wagons had already been stuck that day and  needed rescue. That news didn't fill me with confidence. I've been stuck on a site once and had to be pulled out before. Since then I've tried not to land the truck anywhere it's going to encounter difficulty getting out. Other times it is inevitable that I will have to go in the mud due to the nature of the job.

Deliveries are largely to construction projects. Since the types of materials being sold mainly go to groundworkers, you can imagine that none of the above construction has begun, so sites are filthy. It's either muddy in the winter, or dusty in the summer with very little in between. 

This week, I almost got stuck on a site in Gloucester because I entered at the wrong end. I then drove into a field and was going to turn around. I could feel the wheels digging in and about to start spinning in the mud. The idea is to not keep spinning the wheels at this point and instead go in the other direction, even if its deeper into a field. Once the truck gets on a patch of land it can get traction, and once speed can be built up in the correct direction, it's just a matter of maintaining that speed to get out instead of speeding up and slowing down and steering too much. It's a lot like driving in snow.

Emma called me. She said she had spoken to Richard and it seems promising that I may get the job.

There are three other applicants to interview, and in the word of fairness they should be subjected to the same as me.

What are the chances the next few applicants are better than me?

I can't be the worst of the bunch.

A lad at Galaxy is a new driver and a new ADR ticket holder. Between me and him, he wouldn't get it. How hopefully can I be that two of the applicants are new drivers and new ADR passes? 

I guess there is a reasonable chance of this.

I should keep in mind my peers on the course were already employed, some needed a refresher, some were Class 1, and really there wasn't much in the way of competition from the standpoint that everyone was in the room for different reasons - coming at it from different angles.

I'm not even thinking about what I would do if this doesn't happen the way I want.

On the basis I have aa ADR/Class1 plan, I think it would be a good idea to head in the direction of Class 1 right away and aim for 12 months or more experience. There is no point staying comfortable with Class 2. It's chillen driving rigids but it's not helping me reach the desired goals.

Chris was mentioning the struggle to turn an artic around when a wrong turn ahs been taken. I added that this was part of the reason I'd opt to do regular RDC trunk runs that I can set my watch to. No messing about, only there for the money and to ensure I have 12 months driving experience under my belt. I'm not that interested in being thrown into super challenging situations and becoming stuck. Any future Class 1 roles are not going to be complicated store deliveries or pissing about trying to find a farm or some shit. I'm only interested in major roads, motorways and wide open spaces on industrial estates.

I thought DHL lost the JLR contract.

I emailed Rapier and some plonker has emailed me back 

I assume he means he's not working in the driving division

Well...

In fact scratch that, their office just called and said they definitely want Class 1 drivers and have been supplying Class 1's for over 6 years

This role isn't for me the moment, but a couple years ago when I passed Class 1 doing easy runs in and out of JLR would have been great experience 

That's enough, time to end this one...

Reminder to self:: If I cannot wrap these entries up in a single sitting, I am typing way too much shit