Types of truck drivers There are two major types of truck driver employment: Owner-operators (also known as O/Os) are individuals who own the trucks they drive and can either lease their trucks by contract with a trucking company to haul freight for that company using their own trucks, or they haul loads for a number of companies and are self employed independent contractors. Company drivers are employees of a particular trucking company and drive trucks provided by their employer. Job categories Both owner operators/owner driver and company drivers can be in these categories. BOAT haulers work moving boats ranging in size from 10 foot long bass boats to full size yachts up to 60 ft long using a specialized low boy trailer that can be set up for each size of boat. boats wider than 8ft6 wide or 13 ft 6 high have to have a permit to move and are a oversize load Auto haulers work hauling cars on specially built trailers and require specific skills loading and operating this type of specialized trailer. Dry Van drivers haul the majority of goods over highways in large trailers. Contents are generally non perishable goods. Flat Bed drivers haul an assortment of large bulky items. A few examples are tanks, steel pipes and lumber. Drivers require the ability to balance the load correctly. LTL drivers or "less than truck load" are usually local delivery jobs where goods are delivered and unloaded by the driver at multiple locations, usually involving the pulling of double or triple trailer combinations. Reefer drivers haul refrigerated or frozen goods. Local drivers work only within the limits of their hometowns or only to nearby towns. They return home nightly. Household Goods drivers, or Bedbuggers haul personal effects for families who are moving from one home to another. A container truck. Regional drivers may work over several states near their homes. They are usually away from home for short periods. Interstate drivers (otherwise known as "over the road" or "long-haul" drivers) often cover distances of thousands of miles and are away from home for a week or more. To help keep drivers, companies can employ team drivers. Team drivers are two drivers who take turns driving the same truck in shifts (sometimes husband and wife), or several people in different states that split up the haul to keep from being away from home for such long periods. Tanker drivers (in truck driver slang tanker yankers) haul liquids, such as gasoline (petrol), diesel fuel, milk, & crude oil, and dry bulk materials, such as plastics, sugar, flour & cement in tanks. Liquid tanker drivers need special driving skills due to the load balance changing from the liquid movement. This is especially true for milk tankers, which do not contain any baffles and are a single compartment (due to sanitation requirements). Vocational drivers drive a vocational truck such as a dump truck, garbage truck, or cement mixer. Container Intermodal drivers do all of the above, except their cargo containers are lifted on or off the chassis, at special intermodal stations. Drivers working hours European Union Main article: Drivers working hours In the European Union, drivers working hours are regulated by EU regulation (EC) No 561/2006 which entered into force on April 11, 2007. The non-stop driving time may not exceed 4.5 hours. After 4.5 hours of driving the driver must take a break period of at least 45 minutes. however, this can be split into 2 breaks, the first being at least 15 minutes, and the second being at least 30 minutes in length. The weekly driving time may not exceed 56 hours. In addition to this, a driver cannot exceed 90 hours driving in a fortnight. United States Main article: Hours of service In the United States, the Hours of service (HOS) of commercial drivers are regulated by the Federal Motor Carrier Safety Administration (FMCSA). Commercial motor vehicle (CMV) drivers are limited to 11 cumulative hours driving in a 14-hour period, which must then be followed by a rest period of no less than 10 consecutive hours. Drivers employed by carriers in "daily operation" may not drive more than 70 hours within any period of 8 consecutive days. Drivers must maintain a daily 24-hour logbook Record of Duty Status documenting all work and rest periods. The record of duty status must be kept current to the last change of duty status and records of the previous 7 days retained by the driver in the truck and presented to law enforcement officials on demand. Electronic on-board recorders (EOBR) can automatically record, among other things, the time the vehicle is in motion or stopped. The FMCSA is considering making EOBRs mandatory for all motor carriers. Australia In Australia, drivers of trucks and truck and trailer combinations with gross vehicle mass greater than 12 tonnes must rest for 30 minutes every 5 hours and stop for 10 hours of sleep for every 14 hours of work (includes driving and non-driving duties). After 72 working hours (not including time spent resting or sleeping) a driver must spend 24 hours away from his/her vehicle. Truck drivers must complete a logbook documenting hours and kilometres spent driving. Special licences Australia In Australia heavy vehicle licences are issued by the states but are a national standard; there are 5 classes of licence required by drivers of heavy vehicles: A Light Rigid (LR class) licence covers a rigid vehicle with a gross vehicle mass (GVM) not more than 8 tonnes, with a towed trailer not weighing more than 9 tonnes GVM. Also buses with a GVM up to 8 tonnes which carry more than 12 adults including the driver. A Medium Rigid (MR class) licence covers a rigid vehicle with 2 axles and a GVM of more than 8 tonnes, with a towed trailer not weighing more than 9 tonnes GVM. A Heavy Rigid (HR class) licence covers a rigid vehicle with 3 or more axles with a towed trailer not weighing more than 9 tonnes GVM. Also articulated buses. A Heavy Combination (HC class) licence covers semi-trailers, or rigid vehicles towing a trailer with a GVM of more than 9 tonnes. A Multi-Combination (MC class) licence covers multi-combination vehicles like Road Trains and B-Double Vehicles. A person must have a C class (car) licence for 1 year before they can apply for an LR or MR class licence and 2 years before they can apply for an HR, to upgrade to an HC class licence a person must have an MR or HR class licence for 1 year and to upgrade to an MC class licence a person must have an HR or HC class licence for 1 year. United Kingdom In the UK, one or more of the categories of Large Goods Vehicle (LGV) licenses is required. This is still widely known as an HGV or Heavy Goods Vehicle license after its former name. United States Main article: Commercial Driver's License The United States employs a truck classification system, and truck drivers are required to have a Commercial Driver's License (CDL) to operate a CMV with a gross vehicle weight rating in excess of 26,000 pounds. Acquiring a CDL requires a skills test (pre-trip inspection and driving test), and knowledge test (written) covering the unique handling qualities of driving a large, heavily loaded 18-wheeler, and the mechanical systems required to operate such a vehicle (air brakes, suspension, cargo securement, et al.), plus be declared fit by medical examination no less than every two years. For passenger bus drivers, a current first aid certificate and passenger endorsement is also required. A person must be at least 18 years of age to obtain a CDL. Drivers under age 21 are limited to operating within their state of licensing (intrastate operation). Many major trucking companies require driver applicants to be at least 23 years of age, with a year of experience, while others will hire and train new drivers as long as they have a clean driving history. The U.S. Department of Transportation (US DOT) stipulates the various classes of CDLs and associated licensing and operational requirements and limitations. Class A - Any combination of vehicles with a GVWR (gross vehicle weight rating) of 26,001 or more pounds provided the GVWR of the vehicle(s) being towed is in excess of 10,000 pounds. Class B - Any single vehicle with a GVWR of 26,001 or more pounds, or any such vehicle towing a vehicle not in excess of 10,000 pounds GVWR. A tanker truck. Class C - Any single vehicle, or combination of vehicles, that does not meet the definition of Class A or Class B, but is either designed to transport 16 or more passengers, including the driver, or is placarded for hazardous materials. A CDL can also contain separate endorsements required to operate certain trailers or to haul certain cargo. These endorsements are noted on the CDL and often appear in advertisements outlining the requirements for employment. T - Double/Triple Trailers (Knowledge test only) P - Passenger (Knowledge and Skills Tests. Required for Bus drivers.) N - Tank Vehicle (Knowledge Test only) H - Hazardous Materials (Knowledge Test only, also requires fingerprint and background check since the 9/11 terror attacks) X - Combination of Tank Vehicle and Hazardous Materials If a driver either fails the air brake component of the general knowledge test or performs the skills test in a vehicle not equipped with air brakes, the driver is issued an air brake restriction, restricting the driver from operating a CMV equipped with air brakes. Specifically, the five-axle tractor-semitrailer combination that is most commonly associated with the word "truck" requires a Class A CDL to drive. Beyond that, the driver's employer (or shipping customers, in the case of an independent owner-operator) generally specifies what endorsements their operations require a driver to possess. Truck regulations on size, weight, and route designations U.S. Truck drivers are responsible for checking the axle and gross weights of their vehicles, usually by being weighed at a truck stop scale. Truck weights are monitored for limits compliance by state authorities at a weigh station. Commercial motor vehicles are subject to various state and federal laws regarding limitations on truck length (measured from bumper to bumper), width, and truck axle length (measured from axle to axle or fifth wheel to axle for trailers). The relationship between axle weight and spacing, known as the Federal Bridge Gross Weight Formula, is designed to protect bridges. A standard 18-wheeler consists of three axle groups: a single front (steering) axle, the tandem (dual) drive axles, and the tandem trailer axles. Federal weight limits for NN traffic are: 20,000 pounds for a single axle. 34,000 pounds for a tandem axle. 80,000 pounds for total weight. The Federal Highway Administration (FHWA) division of the US Department of Transportation (US DOT) regulates the length, width, and weight limits of CMVs. Interstate commercial truck traffic is generally limited to a network of interstate freeways and state highways known as the National Network (NN). The National Network consists of (1) the Interstate Highway System and (2) highways, formerly classified as Primary System routes, capable of safely handling larger commercial motor vehicles, as certified by states to FHWA. State weight and length limits (which may be lesser or greater than federal limits) affect only operation off the NN. There is no federal height limit, and states may set their own limits which range from 13 feet 6 inches to 14 feet. As a result, the height of most trucks range between 13' and 14'. Truck driver problems (U.S.) Turnover and driver shortage In 2006, the U.S. trucking industry as a whole employed 3.4 million drivers. A major problem for the long-haul trucking industry is that a large percentage of these drivers are aging, and are expected to retire. Very few new hires are expected in the near future, resulting in a driver shortage. Currently, within the long-haul sector, there is an estimated shortage of 20,000 drivers. That shortage is expected to increase to 111,000 by 2014. Trucking (especially the long-haul sector) is also facing an image crisis due to the long working hours, long periods of time away from home, the dangerous nature of the work, the relatively low pay (compared to hours worked), and a "driver last" mentality that is common throughout the industry. Employee turnover within the long-haul trucking industry is notorious for being extremely high. In the 4th quarter of 2005, turnover within the largest carriers in the industry reached a record 136%, which means for every 100 drivers hired, 136 drivers quit their jobs. Time off Due to the high demands of the job drivers are known to work for months at a time, without taking any days off to go home. Some even prefer to forgoe a traditional house, and take up permanent residence within the truck, usually with a large and well-equipped sleeper berth, equivalent to a small RV. Long-haul company drivers typically earn as little as one day off for every week of work, such as working for four weeks and taking four days off. Regional drivers (who often drive dedicated routes between the same locations) usually work five days a week, and receive weekends off. LTL (Less Than Truckload) drivers often work normal hours and do not sleep in their trucks, having nights (or days, depending on the shift worked) and weekends off. Safety From 19921995, truck drivers had a higher total number of fatalities than any other occupation, accounting for 12% of all work related deaths. Truck drivers are five times more likely to die in a work related accident than the average worker. Highway accidents accounted for a majority of truck driver deaths, most of them caused by confused drivers in passenger vehicles who are unfamiliar with large trucks. The unsafe actions of automobile drivers are a contributing factor in about 70 percent of the fatal crashes involving trucks. More public awareness of how to share the road safely with large trucks is needed. ccupational Safety and Health Administration Truck drivers often spend their nights parked at a truck stop, rest area, or on the shoulder of a freeway ramp. Sometimes these are in secluded areas or dangerous neighborhoods, which account for a number of deaths due to drivers being targeted by thieves for their valuable cargo or money. Drivers of trucks towing flatbed trailers are responsible for securing and strapping down their cargo (which often involves climbing onto the cargo itself),and if the load requires tarpping DOES require climbing on the load to spread out tarps witch can weigh up to 100 lbs each and you can have up to 2 tarps per load which accounts for a number of deaths and injuries from falling. Drivers spend long hours behind the wheel, which can cause strain on the back muscles. Some drivers are responsible for unloading their cargo, which can lead to many back strains and sprains due to overexertion and improper lifting techniques. Compensation/Wages Truck drivers are paid according to many different methods. A driver who owns and operates a dump truck locally and works casually or contractually may be paid per hour, and/or per load or ton hauled. Few if any opt to be compensated per mile. A company driver who makes a number of "less than truckload" (LTL) deliveries via box truck or conventional tractor-trailer may be paid an hourly wage and/or a certain amount per mile, and/or per stop (aka "drop" or "dock bump"), and/or per piece delivered, unloaded, or "tailgated" (moved to the rear of the trailer). The main advantage of being paid per mile may be that a driver is rewarded according to measurable accomplishment. The main disadvantage is that what a driver may accomplish is not so directly related to the effort and, perhaps especially, the time required for completion.) 1. Household Goods (HHG) Miles HHG miles, from the Household Goods Mileage Guide (aka "short miles") was the first attempt at standardizing motor carrier freight rates for movers of household goods, some say at the behest of the Department of Defense for moving soldiers around the country, long a major source of steady and reliable revenue. Rand McNally, in conjunction with the precursor of the National Moving & Storage Association developed the first Guide published in 1936, at which point it contained only about 300 point-to-point mileages. Today, the 19th version of the Guide has grown to contain distances between more than 140,000 cities, zip codes, or highway junctions. Therein, if you ask many drivers, lies the inherent unfairness of HHG-based mileage pay; miles are driven point-to-point, not from "city" to "zip code" or "highway junction". Occam's Razor may suggest it is safe to assume that distances provided by the HHG Guide have been thoroughly examined to ensure drivers are not "overpaid" for miles not driven. Given the obvious accuracy limitations of computing mileage between fewer than 150,000 points and the availability of less expensive consumer-grade map and routing software such as Microsoft Streets & Trips many magnitudes more inclusive and therefore accurate than such a crude method, it may also be safe to assume HHG miles are shorter than those of a "real world" practical route. most companies do not us streets and trips but use a program called pc miler as it is set up for trucking using truck routes and tends to be more accurate than the HMG or Microsoft streets and trips. How much shorter is a matter of contention, but it is not uncommon to hear drivers report 5-12 percent, and carriers to claim the miles vary from shorter to longer and it all works out in the end to be a wash, or that drivers are paid more per mile to compensate. Drivers may then point out that not only do they drive more miles, those additional miles require additional time which is extracted from the hours available to the driver for driving permitted by the federal hours of service. The argument continues, but drivers are always free to seek another employer who calculates compensation by the preferred method of the driver, and many do not. 2. Practical Miles "Practical miles" has no clear definition, but can be considered to be a more practical routing and distance estimation than HHG miles, i.e., a little more reasonable than HHG miles. One version of practical miles includes routing shorter toll roads while by SOP prohibiting drivers from using toll roads and/or a policy of not reimbursing the driver for tolls. 3. Hub Miles Odometer miles. "Hub" refers to hubometer, a mechanical odometer mounted to an axle. Pays the driver for every mile; generally limited to no more than 5-10% above the estimates of mileage by the carrier before red flags appear, depending on the generosity of the carrier or how it rates the mileage estimation capabilities of the software used. One version of hub miles includes only those per carrier designated route, i.e., a set number of miles. "Out of route" miles of any incentive are provided by the driver to the carrier for free. 4. Percentage (of load) Pays the driver a set or variable percentage o
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