A Question About Western Express Sliding Pay?

Hey all,

I’m a new driver and I don’t believe everything recruiters say. I know that Western Express has a sliding pay scale so I had a question to anyone who actually drove for WE.

They say when starting out it’s .40cpm but anything over 600 miles is .34cpm.

After 6 months and you start getting paid .48cpm, is it still a sliding pay scale or does it remains at .48cpm for all miles?

Thank you in advance.

I'm not currently a WE driver, but I'm fairly certain it stays a sliding scale pay structure. The reason is to compensate the driver better for shorter runs. Sometimes you may get hung up in an area where they only have short runs available, or maybe they just do some to increase revenue to your truck, but either way your pay is increased to compensate you for less driving and possibly more waiting.

From a business viewpoint, it is smart to mix in short and long hauls. The shorter runs pay more to the company. With the current market trends, every trucking company is doing what they can to increase revenues.

Do you have other options? Are you set on starting at Western Express? I started there many years ago. I built a solid foundation for my future trucking career while working there.

I'm not currently a WE driver, but I'm fairly certain it stays a sliding scale pay structure. The reason is to compensate the driver better for shorter runs. Sometimes you may get hung up in an area where they only have short runs available, or maybe they just do some to increase revenue to your truck, but either way your pay is increased to compensate you for less driving and possibly more waiting.

From a business viewpoint, it is smart to mix in short and long hauls. The shorter runs pay more to the company. With the current market trends, every trucking company is doing what they can to increase revenues.

Do you have other options? Are you set on starting at Western Express? I started there many years ago. I built a solid foundation for my future trucking career while working there.

Makes sense they do it that way.

Western is the only place I believe will accept me. I have a spotless driving record. It’s just that I’ve been working off the books for 3 years driving for my uncle getting paid in cash. So I don’t have any real proof that I worked because I don’t have W2s to prove it.

And I read lots of truck companies want stable work history and not being able to prove it is a dealbreaker.

I read you made 50k in your rookie year at Western when you started. How did you do it? Was there alot of freight back then? I heard freight slowed down now which is depressing.

A real work history is nice BUT, like me, my ex "traffic control" boss write me a letter stating he would rehire me at, anytime......I worked for him 1 year, l had known him for 20....

And my best buddy of 50 years at the time, wrote 1 too. They really just wanna know you weren't being trained to be a terrorist. That was good enough for what they wanted. I'd worked "off the books", most of the time, or for myself, over 15 years (lifetime mechanic)

Best of luck at W.E. at least you found your start

I read you made 50k in your rookie year at Western when you started. How did you do it?

It was tough. I started @ 27 CPM. I did get raises almost quarterly, but that was based on performance. Not many people are going to get quarterly raises anymore. Labor expenses are huge in trucking right now. That's because revenues have plummeted.

I'll try to be brief, but trucking rewards you for being efficient, effective, and consistent. One of the first things I realized at Western Express was how important my communications with my dispatcher were. Forget about phone calls. Use the tablet in your truck. I constantly kept them updated with ETAs (estimated time of arrival), and PTAs (projected time of availability).

I never left a shipper without first giving my dispatcher those two pieces of information. Then I'd make sure it happened just like I said it would. That's important - that's what I mean about consistency. Do what you say you're going to do. That's how you build trust and favor. That's how you get load planners depending on you. All of that takes time and effort. Run like a well oiled machine. Don't be lax or uncooperative.

Understand the log book rules. You are not their slave, you are their master. Make sure you understand the split sleeper rules. You can extend your 14 hour limit when you need it. A lot of drivers handicap themselves by not using their logs to their advantage. You are not required to take 34 hour resets, but I know drivers with 20 years experience who still can't understand how to run recaps. LEARN THE RULES.

Be willing and eager to run whatever they send your way. Don't be afraid of the Northeast. There's a lot of freight there. Learn how to navigate that area. Learn where the parking is and take advantage of every opportunity that comes your way.

You're a driver. Realize that's the lowest position in the chain of command. Embrace that. Don't try to be a dictator. It will not go well. Take the loads given you and make it your goal to outperform any and all expectations your dispatcher has for you. Prove to them daily that you are the best driver they've ever worked with. Drivers like that make bank, and earn favor and respect. Never give up!

That's the short version. If you want an in depth class, go to Amazon.com and type this in the search bar...

Hit The Road, by Dale McClure

Get a copy of that book and learn from it. There's some great stuff in there for helping you succeed at trucking.

I read you made 50k in your rookie year at Western when you started. How did you do it?

It was tough. I started @ 27 CPM. I did get raises almost quarterly, but that was based on performance. Not many people are going to get quarterly raises anymore. Labor expenses are huge in trucking right now. That's because revenues have plummeted.

I'll try to be brief, but trucking rewards you for being efficient, effective, and consistent. One of the first things I realized at Western Express was how important my communications with my dispatcher were. Forget about phone calls. Use the tablet in your truck. I constantly kept them updated with ETAs (estimated time of arrival), and PTAs (projected time of availability).

I never left a shipper without first giving my dispatcher those two pieces of information. Then I'd make sure it happened just like I said it would. That's important - that's what I mean about consistency. Do what you say you're going to do. That's how you build trust and favor. That's how you get load planners depending on you. All of that takes time and effort. Run like a well oiled machine. Don't be lax or uncooperative.

Understand the log book rules. You are not their slave, you are their master. Make sure you understand the split sleeper rules. You can extend your 14 hour limit when you need it. A lot of drivers handicap themselves by not using their logs to their advantage. You are not required to take 34 hour resets, but I know drivers with 20 years experience who still can't understand how to run recaps. LEARN THE RULES.

Be willing and eager to run whatever they send your way. Don't be afraid of the Northeast. There's a lot of freight there. Learn how to navigate that area. Learn where the parking is and take advantage of every opportunity that comes your way.

You're a driver. Realize that's the lowest position in the chain of command. Embrace that. Don't try to be a dictator. It will not go well. Take the loads given you and make it your goal to outperform any and all expectations your dispatcher has for you. Prove to them daily that you are the best driver they've ever worked with. Drivers like that make bank, and earn favor and respect. Never give up!

That's the short version. If you want an in depth class, go to Amazon.com and type this in the search bar...

Hit The Road, by Dale McClure

Get a copy of that book and learn from it. There's some great stuff in there for helping you succeed at trucking.

Thank you so much for taking the time to explain that in full detail. And thanks for the book recommendation.