Truck Driver Shortage worsens

[Anonymous]

QUOTE: Originally posted by Sterling1

QUOTE: Originally posted by daveklepper

Both FEC and NS (as I have said a dozen times) are well-managed freight railroads. I am hoping that UP can take lessons from NS, and the Triple Crown service to the Twins is a beginning.

I'm not a trucker but I remember from looking at the pictures from the 60's , 70's , 80's of this UP slogan "We can handle it"

I guess that they can't handle it any more . . . arrogance or ignorance . . .
At least UP is using an icepick to clean itself out instead of waiting . . .

That UP slogan died quite a while back after the UP-SP fiasco.

NS likes to use "Bring it on" unofficially, of course. At least they can handle some of it. Even they won't help the small customer.

LC

[Sterling1]

QUOTE: Originally posted by daveklepper

Both FEC and NS (as I have said a dozen times) are well-managed freight railroads. I am hoping that UP can take lessons from NS, and the Triple Crown service to the Twins is a beginning.

I'm not a trucker but I remember from looking at the pictures from the 60's , 70's , 80's of this UP slogan "We can handle it"

I guess that they can't handle it any more . . . arrogance or ignorance . . .
At least UP is using an icepick to clean itself out instead of waiting . . .

[daveklepper]

Both FEC and NS (as I have said a dozen times) are well-managed freight railroads. I am hoping that UP can take lessons from NS, and the Triple Crown service to the Twins is a beginning.

[greyhounds]

QUOTE: Originally posted by DTomajko

As far as the railroads ignoring new business or expansion, I can only site a couple of local cases. ...They (NS) also created train 24K to serve the Pittsburgh ramp Mon thru Fri evenings and pickup any eastbound cars. This traffic formerly rode on 24M every evening, which still works Pitt on Sat & Sun, and the eastbounds went with 22W every morning. These trains were becoming extremely large and difficult to handle. For example, 22W on a Sunday in Nov 2004 came into Pitt at 10,500 feet long, with 4700 feet to set off, and was blocking the WING interlocking to the west, keeping 21Q from going west and possibly outlawing. These may be small things, but I think it shows NS is trying to keep and increase it business share.

This is pretty significant. Pittsburgh east is certainly "short haul" intermodal. In the past, a lot of railroads wouldn't have messed with it. They would have just raised the rates to shift the traffic to truck instead of investing in terminal facilities and, shudder, adding a train to handle such traffic. If a railroad can be profitably competitive on a "short" haul like this in the intermodal business, things have changed for the better.

Another example of rail intermodal expansion into the "short haul" market was the fairly recent establishment of a new intermodal terminal at Ft. Pierce, FL by the FEC. This facility was targeted on service to a Wal-Mart distribution center, but it will serve other customers.

It's a scant 242 miles from Jacksonville to Ft. Pierce. The FEC aparently believes they can turn a buck on a 242 mile intermodal haul. I know south Florida is a "special case" becuse the truckers have to come back north empty. But still, if the railroad can earn money on a 242 mile rail haul in competition with trucking from a Jacksonville ramp, or even direct over the road trucking, it's a good sign.

[Kurn]

Low wages,loooong hours,impossible schedules,four wheelers trying to kill you,DOT,traffic jams,can't get loaded/unloaded,no home or social life,and the list goes on and on.Not many people are lining up for this kind of job.I've been out here 35 yrs and it just keeps getting worse.But then,I did get to see a 20 unit Espee power move(all running) a few years ago,and a whole lot of the country,so some of its been pretty cool.

[DTomajko]

As far as the railroads ignoring new business or expansion, I can only site a couple of local cases. In 2004 NS added a third track & crane to the Rutherford Intermodal ramp near Harrisburg and moved an electrical substation at the Pittsburgh ramp. Before, during, and since this work, various engineers & railroad officials have been studying the Pittsburgh ramp for expansion,( and there are a lot of times in the past year when it could have really helped!). I won't state it as a sure thing until the dozers show up. The other example from late 2004 is that NS expanded Pittsburgh Division local C46,(former WALA for the CR folks), 7-day / 2-shift local based out of Pitcairn yard east of Pitt, to handle increased demand and some new customers. They also created train 24K to serve the Pittsburgh ramp Mon thru Fri evenings and pickup any eastbound cars. This traffic formerly rode on 24M every evening, which still works Pitt on Sat & Sun, and the eastbounds went with 22W every morning. These trains were becoming extremely large and difficult to handle. For example, 22W on a Sunday in Nov 2004 came into Pitt at 10,500 feet long, with 4700 feet to set off, and was blocking the WING interlocking to the west, keeping 21Q from going west and possibly outlawing. These may be small things, but I think it shows NS is trying to keep and increase it business share.
As far as driver shortages, I agree with Highiron that trucking is a tough life. I spent 19 years with a steel hauler as a mechanic and driver, and frankly don't miss the 3:00 am calls, roadcalls, long days keeping everything running and chasing accidents & missed load appointments. I still fix intermodal equipment and gladly never have to leave the ramp now, avoiding having to play "tag" with the DOT, the Law, or the increasingly insane or incompetent car drivers. By the way, the hours on the ramp can be equally long, but the pay is definately better. And we also have our share of "Speaka-no-English" drivers, most from east coast ports, though it's the minority that are completely unreasonable or difficult to deal with, and there are a few "Local" drivers that are much more uncooperative, despite better language skills. Good luck and stay safe.

[Anonymous]

Do those commericals promise good miles, good hometime, good respect, good equiptment etc etc etc?

HAH!. They been promising the same stuff for 50 years. Any truckstop has a back room FULL of recruiting booklets no one wants to read anymore.

In fact. that Back room is empty because no one has time to do anything except gulp down a hot cup of coffee, bad food and perhaps purchase a 10.00 box of toothpaste.

I wanted to insert also that truckstops are no longer being built to cater to the driver. before you get worked up and mad listen to what I am saying.

Here is a example. A Flying J truckstop in Lancaster TX (South of Dallas) They are full service, have everything. Usually have to get past the bums, whores and soliticators to and from the buildings. The Lancaster Police is among the most diligent in chasing these people who are breaking the law. Just be prepare to stand aside when the officer comes charging thru.

Now across the freeway some distance away is a brand new TA Truck stop. Big fine beautiful facility. Except for these changes:

No sit down restraunt. They dont want you there longer than necessary.
Everything arrange in a way to ensure you cannot go anywhere without tripping or working around the merchandise for sale.
One stop MC donalds or similar vendors with minimal crew and food that will not sustain you.

"Not sustain?" A proper Breakfast is Western Omlette with everything and cheese. Some form of potato, green and orange juice as well as plenty of coffee.

That will carry you 500+ miles and then some.

A mcdonalds vendor in the TA I told you about will make you hungry again within the hour. There is just not enough content in the food to keep you strong. Prices? Almost as much as that full service truckstop I told you about.

The so called business model of that TA as explained to me was to discourage the "Undesireables" that plaque the Flying J establishment nearby. And was faster to build, easier to license without the burden of a full restraunt etc...

With the many truck stops now staffing resteraunts with just a cook, waitress and cashier most hours of the day to save on wage costs and having it constantly full of 30 people grumbling about poor service.

No wonder we cook and eat food in our rigs with 1500 watt Inverters and other appliances for much less trouble. Might as well make that waiting time useful.

I know I said I wont post today. But issues like this cannot keep me out of the fray for too long. =)

Be safe out there.

[CSXrules4eva]

QUOTE: Originally posted by HighIron2003ar

Railroads have in the last 30 years:

Abandoned Rights of way
Abandoned full crews. They now seek permission to operate just one man crews
Abandoned industries that produce just 1-10 cars a day

Signed contracts for unit trains and focus on intermodal.
Acquired each other until BIGRAIL USA is the only company remaining in the USA.
Lost the ability to get into little towns to glean several loads a day to make up trains that will cross the country.

Fed Ex, UPS, ABF, Roadway continues to chip away at the small package delivery.

In my town I counted about 8 sidings that are pernamently disconnected from the railroad. It will take a great deal of work and money to reactivate the industries. And for what? 10 cars a day? It will actually cost money and time to send a local out to get these cars.

Trucking can take these 10 cars and have them 3 states away by the time the local crew gets to my town with that train.

You are absolutly positively correct on this issue. It seems to me that more and more railroads today are looking to scrap lines, than to build new line or expand upon what they have. I guess the main reason is like you sad it simply costs too much money. Plus why would the railroads invest in up keep of a little branch line industral spur when, trucking companys already deliver to these companys? The railroads can also make more money at a bulk transfer facilities, loading trailers onto intermodel trains. This seems cpeeper than actually deliveing to the specific companies.

On anthor matter. Because of the truck driver shortage. I've been seeing lots of comercials geared towards careers in the trucking industry. One of the main commercials I see is All State. I wish some of the class 1 or shortlines, or any railroad would start puting commercials out about careers in the railroad industry. I'm sure they would see a lot more people line up for those jobs, than in the trucking industry. Many people that don't know what they want to do haven't even given working for a railroad a thought.

[SALfan]

QUOTE: Originally posted by Valleyline

During the Conrail buyout period, NS expressed the view that they could have a major impact on I-81 truck traffic with some help in the form of public investment. I know that the stateof Virginia originally expressed interest in this idea, but I haven't heard anything about it lately.

If anyone knows the status of NS's efforts, please let the rest of us know. Driving I-81 is about as much fun as walking barefoot on broken glass.

[nslakediv]

Highiron has a good sense of humor. I call the bad english Spanglish. I also see a lot of Russian and Mid-East drivers, usually container haulers out of The Windy City. I will tell the driver to go wait in your truck and someone will be out to get you in a little bit, next thing you know they have backed into any old dock they feel like and demand to be loaded/unloaded. That's what makes the world go round I guess. Bottom line: you get what you pay for (low wages~low quality employee) no disrespect meant, they are trying to make a living, better than the bread line. Over.

[Anonymous]

This is my last post on this thread for today, I dont want to be seen as a spammer..

Regarding english. There are already drivers standing at the payphone shouting at the computerized phone menus many companies deployed to prevent being bothered by callers while they work.

Revised this post to indicate many payphones are being removed due to the dominance of cell phones and internet.

Used to be voice mail. Now you get shuttled from menu to menu until you give up. Turn around and tell the dispatcher you cannot get thru and he or she is talking to a live human within minutes at the VERY SAME company you wasted an hour trying to contact.

At least with a cell phone you can put away 40 miles during that hour of menu hopping at 70 mph.

Drivers used to be considered "Agents of the Carrier" whose word is the same as one of the company officers to a shipper or reciever. Now they are viewed as people who are incapable of conducting themselves in a manner appropriate to the work place.

Tell me, whose workplace is that dock? The man in the pressed shirt and tie with a college education speaking corperate language that means nothing to a driver interested in only this:

What is the gross weight?
How many pallets is cargo on?
When can you get me loaded and rolling?
What day and time does this cargo need to be at customer?

Today's smarter drivers buy laptops, GPS and map programs that shows EVERY SINGLE alleyway and street in the USA. They then overlay Low Clearance information along with notes regarding places to stop, eat etc...

They buy cell phones, rely on satellite communication and stays away from the comchek.

It is the best way to keep up with the dispatcher.

Introduce drivers who only understand spanish or non-english languages then you will have a mess on your hands.

The ATA can also infer from the foreign workers who are driving our trucks as being viewed as "Second Class" citizens who are not worthy of our gratitude for everything we see in the grocery store or walmart.

No wonder there is a turnover.

See you all on the flip side.

[Anonymous]

Railroads have in the last 30 years:

Abandoned Rights of way
Abandoned full crews. They now seek permission to operate just one man crews
Abandoned industries that produce just 1-10 cars a day

Signed contracts for unit trains and focus on intermodal.
Acquired each other until BIGRAIL USA is the only company remaining in the USA.
Lost the ability to get into little towns to glean several loads a day to make up trains that will cross the country.

Fed Ex, UPS, ABF, Roadway continues to chip away at the small package delivery.

In my town I counted about 8 sidings that are pernamently disconnected from the railroad. It will take a great deal of work and money to reactivate the industries. And for what? 10 cars a day? It will actually cost money and time to send a local out to get these cars.

Trucking can take these 10 cars and have them 3 states away by the time the local crew gets to my town with that train.

[Anonymous]

QUOTE: Originally posted by nslakediv

the average longhaul driver sits in the dock 40 hours a week, usually giving up the first 2 hours for free twice a day, then probably is paid $10/hr, then has to be 700 miles by morning or the rest of the week is screwed and he is deemed an incompetent driver. I drove OTR for 5 years, dealt with a lot of BS, felt like quitting at least once a week. Any way, new DOT reg will be aimed at the foreign drivers, stating any driver that can not clearly speak, understand or read the english language will be deemed a hazard and can be put out of service. I manage a large whse for the same company I drove OTR for and we deal with 30 to 50 trucks a day and a good majority of the drivers do not understand a word your speaking to them. Where is the next bulk of drivers gonna come from? only the shadow knows.

I personally can attest to the lack of english. I once can stand with a driver 10 years ago and talk to him or her in a langauge that is VERY expressive (Sometimes graphic) and have that driver understand PERFECTLY what I am talking about. (Usually no children hear this)

Today's drivers think I am talking a language that is offensive or somewhat degrading to the trucking industry. And I cannot make him or her understand what is required of that truck.

Example:

"Back your trailer into door # 4 and we will load you after lunch."

You need this:

"Carro trasero en la puerta 4, le cargaremos después de almuerzo"

I used a online translator to get spanish, I have no way of knowing if that spanish it spit out is accurate in anyway to the intent.

[gabe]

A common theme I see among the above posts is that rail could capture a lot of this revenue if they just invested properly. Something that is not being said is the most important reason such investment is not taking place--the money simply isn't there.

You could argue that CN has the money. However, simplification of their system and turning away customers is what led them to their current financial strengths--it is unlikely that they are going to do an about face now. BNSF might have the money, but I have a feeling every cent they can spend will be in the LAX corridor.

UP, NS, and CSX are still recovering from merger/buyouts and don't have the money to make the necessary investments--albeit, my understanding is limited.

I would love to see more regional railroad/short line spin-offs. I think that might help things on both ends.

Amateurishly yours,

Gabe

[nslakediv]

the average longhaul driver sits in the dock 40 hours a week, usually giving up the first 2 hours for free twice a day, then probably is paid $10/hr, then has to be 700 miles by morning or the rest of the week is screwed and he is deemed an incompetent driver. I drove OTR for 5 years, dealt with a lot of BS, felt like quitting at least once a week. Any way, new DOT reg will be aimed at the foreign drivers, stating any driver that can not clearly speak, understand or read the english language will be deemed a hazard and can be put out of service. I manage a large whse for the same company I drove OTR for and we deal with 30 to 50 trucks a day and a good majority of the drivers do not understand a word your speaking to them. Where is the next bulk of drivers gonna come from? only the shadow knows.

[Anonymous]

Rule #1 You will always need a truck to get the stuff to and from a train. (Not 100% of time but betcha majority of time)

Rule#2 With the demands bordering on the insane imposed on the drivers in the current age of "Equiptment Usage", "Service Failures" and "Hours of Service" being the three biggest problems.

Rule#3 No human alive will endure the conditions occasionally encountered on the road for whatever amount of money that they pay today. That 2000.00 paycheck is not worth anything when you have a week's worth of laundry rotting away and in bad need of several good meals, personal hygene and sleep -not necessarily in that order.

Churn is directly related to finding greener grass at another company. The first 4 of my jobs is considered "Churn" Here is the reasons

1- Work Local sleep at home every night (End up being out 24 hours dependance on caffine pills)

2- Powered steering and better cabs (Older trucks are for those who are "New" and are expendable)

3- Sleeper Berth (Daycabs just cannot keep rested unless only out 8-14 hours a day)

4- Pay more pay and recruiting bonus.

When I started off, pay was premium .16 a mile, day wages on the clock at least 14.00 hour and other forms of pay made you money every week. Food was about 3.00 or less each fine meal. You actually have time every day to take care of yourself.

When I finsihed, pay was .42 a mile for the cream of crop, rest expect .27 or so, trucks far advanced, meals 12.00 and sometimes more, no time to take care of yourself and if anything interrupts delivery schedule driver is usually "deemed" responisble.

I edited and reedited this post as it turned into a endless list of reasons why there is a shortage. Let me sum it up this way...

1- there will be continued increases in driver shortages until the long haul is actually threatened with extinction.

For the attention to detail, every second of demanding alertness and prepardness for a variety of emergencies, brutal and demanding schedules and extensive time away from home that threatens the very fabric of Family life and marriages.

Marriage? If I leave my wife and go truck, there will be divorce papers 3 weeks from today because it takes two to run a household. You cannot get any work done in just three weeks or less. And this is from a wife that drove with me as second seat for a year.

I rather be a airline pilot if I was going to put up with all of the issues related to work. The pay is fantastic, people very respectful, rules very clear cut and schedules easily met within limits of rules. And only work 40 hours a month instead of only sleeping 40 hours a month.

The losses in the drivers will worsen until the very ability of America to execute "Long Hauls" is a lost art alongside wooden sail-driven ships.

[Valleyline]

Norfolk Southern's latest TV ad exploits the truck vs. train issue. Whether or not they are investing sufficient funds to meet this opportunity is another issue. During the Conrail buyout period, NS expressed the view that they could have a major impact on I-81 truck traffic with some help in the form of public investment. I know that the stateof Virginia originally expressed interest in this idea, but I haven't heard anything about it lately.

[Anonymous]

We have a saying where I work: "Its the worlds greatest opportunity to screw up the worlds greatest opportunity."

That's where the RR's seem to be right now. There is a tremendous amount of freight available right now, but the RR's are largely tapped out on capacity and are practicing aggressive yield management to raise prices before spending siginficantly to add capacity. It makes perfect sense for them to want to improve their returns, but after years and years and years of complaining and moaning about taking share back from the truckers, here's the greatest opportunity in decades, and they suddenly change their tune about market share. The RR's got what they wished for, and now they no longer want it.

By the way, some large truckers are seeing driver availability as being significantly better this year vs. last and are seeing turnover rates WELL below the # cited by ATA.

[Anonymous]

Truck-driver shortage worsens

The American Trucking Associations says there are 1.3 million long-haul truck drivers on the road today, 20,000 short of the number needed to meet current demand. And the shortage could grow to 110,000 by 2014, warns Global Insight, an economic consulting firm that prepared a new report, U.S. Truck Driver Shortatge: Analysis and Forecasts, released May 25 by the ATA.

“The driver market is the tightest it has been in 20 years,” said ATA President Bill Graves. “It's a major limitation to the amount of freight that motor carriers can haul. It's critical that we find ways to tap a new labor pool, increase wages, and recruit new people into the industry that keeps our national economy moving.”

The ATA noted that while the current shortage is set at 20,000 drivers, “it seems larger to the industry because of a high degree of driver 'churning,' or moving from carrier to carrier. Large truckload carriers reported an average turnover of 121% last year.”

From Railway Age Site