DC Velocity - November 2015

72 DC VELOCITY NOVEMBER 2015 www.dcvelocity.com
USING THE TRADITIONAL TRAILER PLACARDS TO ADVER-
tise for qualified truck drivers is no longer enough. Trucking com-
panies have resorted to renting highway billboard space to attract
prospective drivers. As one wag put it, “The next step is for the
carriers to get down on their knees and beg.”
If current trends continue, supplication may become necessary.
Last month’s report from the American Trucking Associations
(ATA) showing that the long-haul truckload segment is short
nearly 48,000 drivers—the biggest deficit on record—and could
be short a lot more in the next one to two years even if the econ-
omy just marginally improves, reaffirms what we’ve known for
years. The fact that the report got play in the
popular press reflects a broader awareness of
what it means for the nation to lack drivers.

That may get some previously unaware (and unemployed) people interested.

But increased media exposure won’t move the needle any more than what’s already been tried. Higher wages haven’t done it, and likely never will in a meaningful way. Promises of more home time won’t do it; in fact, ATA said that fleets have probably gone as far as they can to reduce lengths of haul and, by extension, increase home time.

It’s time to rethink the game plan and to take small bites that, when aggregated, could make a difference. After all, the shortage of drivers is a means to an end. The challenge is ensuring companies get their goods to market even with a shrinking work force.

For example, if each of the nation’s 3. 4 million drivers could boost their productivity by 30 minutes a day, that would add 1. 7 million miles to the road. That won’t come from government fiat. It will come from better planning and scheduling by shippers.

Fleets could give their drivers more skin in the game. Shouldn’t drivers have more say in the type of equipment that carriers buy or lease? And why can’t company-employed drivers accompany salespeople on customer calls? It would make drivers feel more engaged and would drive home the point to customers that the carrier was committed to a true partnership.

Other steps (on which we’ve reported) include federal legislation to extend the length limit on twin trailers by five feet each, which would yield an 18-percent increase in cube for each run.

Another modest improvement would be to allow
people between ages 18 and 21 to operate a com-
mercial vehicle in interstate commerce, providing it
is reciprocal between neighboring states and is close-
ly supervised; folks between those ages today can
obtain a commercial driver’s license to drive within
the states where they reside, but they cannot operate
across state lines. This means a young driver can run
500 miles from Los Angeles to San Francisco, but
not 132 miles from Sacramento to Reno, Nev.
Still another is legislation in the House of
Representatives to allow
doctors from the Veterans
Administration to perform
Department of Transportation
(DOT)-sanctioned medical
exams on honorably discharged
or released military veterans
looking to become truck driv-
ers, providing the physicians are
familiar with federal commercial
driving fitness requirements and
have never fraudulently award-
ed a medical certificate. Current
federal regulations allow practi-
tioners to perform DOT physi-
cals only after they’ve undergone
a costly and time-consuming
certification process. Only a fraction of otherwise
qualified physicians have completed the certifica-
tion process, forcing applicants of all stripes to sit
in limbo. Given that ATA is pushing the trucking
industry to hire 100,000 veterans over the next year,
such a change is sensible and necessary.

Each change, on its own, won’t flood the market with qualified drivers. Yet taken together, they will better leverage the driver work force we have and give the industry a chance to slowly reverse what now appears to be an irreversible trend.