Image is by German illustrator:Timo Grubing

Out of the approximate four million active truck drivers in the United States, about 1.3 million are long haul truckers.  Comparing studies taken back in 2000 and 2001, I would estimate that the average age of the current over the road truck driver would come in around 52.4 years of age.   As the baby boomers age, we are beginning to see the move by safety advocates and attorneys alike, calling for a mandatory retirement age for the professional truck driver.   They believe that truckers should be required by law to retire at the age of 65.  Their claims have only been intensified by recent headline news:

• In July 2008, a 71 year old trucker ran into vehicles on I-75 in Michigan, killing 19 year old Kara Joan Larivee of Rochester Hills.
• In late 2009, another 70 year old truck driver, again in Michigan, crossed the center line and collided with a Chevy Tahoe.  Three people were killed, including the driver.
• In mid 2009, an elderly truck driver ran into another car in New Jersey, killing five.

When is a professional truck driver too old to drive?  This question is now being raised even more, based on the ruling that airline pilots now have a mandatory retirement at the age of 65.  In a battle that dates back to the 1960’s, commercial airline pilots were to retire at age 60.   The ruling, which took effect in February 2007,  actually raised their retirement age to 65.  Now, many want the same ruling to apply to professional truck drivers.

Armed with studies that verify that age has a direct effect on driving skills such as vision, reflex movement and the processing of information, a safety movement is in motion once again, to call for a mandatory retirement age on truck drivers.   In a past study on how age effects ones driving skills, the study showed that drivers age 65 and older are 16% more likely to cause an accident, while drivers 25 years of age and younger . . . showed a whopping 188% more chance to be the direct cause of a vehicle accident.   This study was based on personal auto driving, so how would it compare with drivers of semi tractor-trailer rigs?

Recent studies by independent research firms such as the Institute of Advanced Motorists’ and Workers Comp Insider, came to the same conclusion:  overall, older drivers proved safer than their younger counter parts.  Older drivers tended to be more cautious, adjusting their speed and so-forth.  Younger drivers showed to be more aggressive and often oblivious to their surroundings.   However, due to the large differences between a 3000 pound vehicle and a 80,000 pound rig . . . should truck drivers be forced to retire at a mandated age?

Depending on the type of pilot certificate held, all pilots are required to pass a medical exam and perform a biennial flight review.  A pilot certificate never expires, but in order to keep it current, certain tests must be performed by the certificate holder.  For example, I have a Private Pilot SEL certificate.  To keep current with FAA rules, I must have a current medical card and meet certain currency requirements, such as performing a certain number of “touch and go” landings or full stop landings to meet night flying requirements, within a particular time frame.  Furthermore, every two years I have to take the BFR and perform certain flying techniques as requested by the flight instructor.  The instructor has to sign off that I have met the requirements of the FAA in order to state that I am current with my flying skills and that I even possess the skills required to carry passengers while flying.  As the type of pilot certificate increases . . . the more restrictions are placed on the pilot in order to maintain their currency.   You can only imagine what airline pilots have to go through in order to stay current.

Although there is much difference between a Freightliner and a 747, should this be the norm for truck drivers?  Should truckers who have reached a certain age, be required to have an efficiency test by a certified, endorsed driving instructor?  Not a driver that has been given the title of “driver trainer” by their company, but one who has gone through a state certified driving instructor course.  The elderly driver being tested would be allowed to continue driving, only if the instructor “signs off” just as in the case of a pilot.   Furthermore, it would have to work as it does with aircraft pilots . . . whatever the instructor says . . . that is how it is.   The FAA and their licensed examiners do not play around, nor do they take anything off of anybody.

More regulations and restrictions on truck drivers?  I would be the first to say that there are already too many, but is there an answer to whether or not older truck drivers should be required to automatically retire at the age of 65?   I know drivers in their seventies who can run circles around me . . . but what is the solution for either stopping or continuing with this issue that is wanting to force professional truck drivers into retirement?

Something to think about . . .

Did you miss our live broadcast on Truth About Trucking “LIVE”?

© 2010, AskTheTrucker. All rights reserved.

: age 65, mandatory, retirement, training, truck drivers, trucking regulations

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By:  Allen Smith

Maneuvering an 18-wheeler through the city streets of Chicago, Detroit or one of the colonial-time cities of New England can test the patience of the most experienced truck driver.  Handling a rig that is 70 feet long, 13 1/2 feet high and weighing 40 tons is tough enough . . . add hundreds of other vehicles into the scenario, along with hundreds of pedestrians and all kinds of various distractions and obstacles . . . it is no wonder that our men and women truckers are referred to as “professional.”   However, does it really require any skill to operate a commercial motor vehicle?  According to the U.S. Department of State and the Wage and Hour Division . . . it does not.

In fact, these departments consider the skill of a professional truck driver, equal to the skills of a janitor and a telephone operator.  No matter what a person’s job is, work is honorable.  Regardless, should the performance of a professional trucker be equal to that of a short-order cook?  As far as the law is concerned, professional truck driving requires no skill.  These laws are contradictory of each other.

To begin with, the term “professional” is defined as:  “A member of a vocation founded upon specialized and educational training.” It further refers to being  “Engaged in one of a learned profession.” CMV drivers are always referred to as a “professional” by trucking companies and trucking organizations alike.  CMV driving jobs are always referred to as “careers” by companies and job placement services.  Thus, we have a profession within a career . . . which equals professional.

The term “unskilled” is defined as:  “Lacking skill or technical training” – “Requiring no training or skill” – “Exhibiting a lack of skill.” It is further described as:  “Not having, showing or requiring special skill or proficiency of any kind.” These two terms, professional and unskilled, contradict each other when we look at the professional truck driver.  Jobs are also considered unskilled when the worker can “Learn to do them in 30 days or less.”

Granted, a person can go it alone and not attend a CDL training school and take the written tests and borrow a friend’s semi rig for the driving test, and achieve the CDL on their own . . . the problem with this is . . . nobody will hire them.  In order to be considered for hiring by the trucking companies, one has no choice but to attend “specialized, educational training.”   Courses often consists of 160 hours of technical training within a minimum of three weeks, followed by further technical training with a professional driver-trainer for another three weeks or longer.   I’m no mathematical genius, but last time I checked, a minimum of  three weeks of CDL training and another minimum of three weeks of real world driver training, equals more than 30 days.  Furthermore, since truck drivers are classified as unskilled workers, why then, is the CMV driving test called a “skills test?”

When you break down the systematic order of a professional truck driving career, you arrive with many variables that only points to one main aspect:  skill.   So why does the Wage and Hour Division label truck drivers as unskilled labor?  For the true answer, one must look at the entire scope of global economics.

The law of supply and demand dictates the survival or non-survival of unskilled workers.  In today’s technological world, companies now consider their most valuable assets as being the knowledge, network and skills maintained by their employees.  This is what is known as “Human Capital.”  Just as machinery became more sophisticated and raised productivity in manufacturing, workers with knowledge and skills raise productivity across the ever expanding world economies . . . at least in theory.

According to U.S. Census data, more than 70% of American adults are classified as unskilled workers.  This large majority of unskilled labor is the driving force in keeping company and corporate expenses low, resulting in higher business profits.  This corporate greed is further expanded through such programs as NAFTA.  By opening the borders into America, the United States would become flooded with more unskilled workers, thus continuing the demand for low wages and cheap labor.  Therefore, all the discussion for increasing trade, is actually an attempt to maintain the usage of unskilled labor which in turn, will lead to further profit making for big business.

By increasing the supply of unskilled labor, wages for workers in the United States will be reduced even further.  These lower wages are a by-product of increasing the unskilled work force.  It is basic economics:  increase the supply of something . . . and you lower its price.   Not only does this help with business profit increase, consumers also benefit from the usage of unskilled workers.  It is a global exploitation of the unskilled laborer.  By classifying professional truck drivers as unskilled, their wages remain low, thus providing higher profit margins for the employer, and helping to stabilize the global economical impact on all developing countries.

In order to present an awe of working to help the unskilled, Congress will step up from time to time and raise the minimum wage.  This in fact, further hurts the unskilled worker.  Lower-skill workers become less employable when the minimum wage rises.  Studies have shown that when the minimum wage goes up, businesses will change what workers will be hired.  If they are now going to be forced to pay higher wages, companies will let their unskilled workers go, and replace them with more highly-skilled workers in order to achieve a higher productivity.  Research consistently demonstrates that higher minimum wages lead businesses to hire skilled workers at the expense of unskilled workers.   Therefore, by raising the minimum wage, the act ends up actually hurting the very people it was meant to help.

Unskilled workers are also subject to a much larger risk of unemployment during recessions than are skilled workers.  Workers classified as unskilled, earn less income and leads to something we see in the trucking industry all the time:  employee turnover.  High turnover can be harmful to a company’s productivity if skilled workers are leaving, but those classified as unskilled labor are seen as employees that can be easily replaced.  If professional truck drivers suddenly left the trucking companies, does the Wage and Hour Division believe that they could be easily and readily replaced?   They possibly could be . . . at the expense of public safety.

As advocates and organizations constantly scream about safety, professionalism and proper educational and technical training, how can the American trucker be classified as unskilled?  It has nothing to do with safety . . . it has everything to do with global economics and the exploitation of cheap labor.

© 2010, AskTheTrucker. All rights reserved.

: cheap labor, training, truck driver, trucker, trucking, unskilled

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Mac Truck has teamed up with MTC Truck Driver Training in Farmington, Missouri, making the partnership the first of its kind between a CDL training program and a junior college in the state.  Providing a 160-hour, three-week training course, the program will be set at a cost of $3,910.

The first class began on May 11th, 2009 with new classes beginning every three weeks.   MTC offers job placement assistance after a graduate successfully achieves his or her CDL certification.   MTC will also offer training for HazMat and other specialty endorsements.

Allen

© 2009, AskTheTrucker. All rights reserved.

: cdl, endorsements, hazmat, mac, mac truck, mtc, mtc truck driver training, training

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We just completed our online radio show with Mr. Jack Martin of A1 Freight Broker Training and it was a big hit with listeners!  Alot of great information and you can “hear” why Mr. Martin is so successful as a freight broker trainer.  Our chat room was full of listeners and questions being asked … had a great time and really enjoyed conversing with Jack.  If you missed the show, you can listen here:

Freight brokerage offers one of the top home based business opportunities in the country.  Mr. Martin offers an online course as well – Regular cost is $750, BUT! if you tell him you heard about it on Truth About Trucking “LIVE” – he will knock off $250 – bringing the cost to ONLY $500 – this offer good until December 31st, 2008.  Also, he offers a Broker Training manual from his site for $49 – and if you say you heard him from the show, he will throw in 2 hours of consultation at NO EXTRA COST!  Only until December 31st, 2008. 

Listen to the show and find out why starting your own freight broker company could be your New Year Resolution – Solution!!

Thanks to all for listening in, our callers, and everyone that made this show a success!

Thanks,

Allen

© 2008, AskTheTrucker. All rights reserved.

: a1 freight broker training, freight broker, jack martin, online radio, training, trucking

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Our previous show, Driving Record – Understanding the DMV Point System, was aired this evening on our online radio program – Truth About Trucking “LIVE.”  This was a pre-recorded broadcast, since we had sound problems with the live show.  You can now listen to the show here:

 I was playing around with the buttons and accidently shut the show off, so there is a short break in the beginning, but then it starts all over again!  But, Hey!  this is live radio…what can I say?!   Also, be sure to catch our next show on Tuesday, December 16th at 7:30 PM EST with our guest, Jack Martin of A1 Freight Broker Training – I promise I won’t hit the wrong button!

See you there!

Allen

© 2008, AskTheTrucker. All rights reserved.

: dmv, driving record, freight, freight broker, training, trucking online radio, truth about trucking

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Having trouble getting your CDL?  Want to be a more successful owner operator?  Having your own freight broker license could be the answer!  Jack Martin of A1 Freight Broker Training will be our special guest on Truth About Trucking “LIVE” – Tuesday, December 16th, 2008 at 7:30 PM EST.  An expert in the field, Mr. Martin will be taking your calls and discussing how having your own freight broker business could very well increase your profits and be the solution to your own home-based business.

Be sure to tune in and have your questions ready . . . we’ll be looking forward to having you there!

Allen

Blog Talk Radio

© 2008, AskTheTrucker. All rights reserved.

: a1 freight broker training, cdl, freight, freight broker, jack martin, license, training, trucking

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