Truck Driver Shortage Persists, Even After a Year of Wage Gains

December 20, 2018 by Alan Adler, @AlanAdler

While truckers are collecting record pay increases this year, those higher wages are having little effect on the industry’s shortage of drivers.

Truckers work long hours in isolation for pay that rises and falls based on how many miles they drive and the type of load they haul. With low unemployment, potential new drivers gravitate to other industries that offer better pay and stable working conditions.

The shortage of drivers and trucks was so great earlier this year that some carriers temporarily turned away orders.

Hundreds of trucking firms surveyed quarterly by the National Transportation Institute found that 85 percent do not link higher pay to attracting driver candidates. Nearly 99 percent said they need to pay more than the competition just to keep the drivers they have.

Attrition among drivers at large long-haul fleets rose to 98 percent in the second quarter this year, up 4 percentage points from the April-June 2017 period and the highest since 2015, according to the American Trucking Association’s Trucking Activity Report.

Race to the Bottom

Since the deregulation of the trucking industry in 1980, driver pay has trended lower because of increased competition. Drivers today earn about twice as much as the typical service-sector employee. Before deregulation, it was four times as much, said Kenny Vieth, president of ACT Research.

Deregulation “set off a race to the bottom,” said Todd Spencer, president of the 160,000-member Owner-Operators Independent Trucking Association.

“It’s a perpetual hunt for the least expensive labor and flies in the face of seniority or tenure,” Spencer told Trucks.com.

Some private fleet drivers earn upward of $80,000 a year, and they stay with their companies. For-hire drivers at large motor carriers in 2017 earned around $53,000, according to the ATA’s Driver Compensation Study published in March.

Truckers work 55 to 65 hours a week, compared with 42.8 hours for the average full-time worker, according to the U.S. Bureau of Labor Statistics. The labor bureau pegs trucking at roughly $21 an hour, but the actual rate is lower because the workweek is longer.

Many drivers are on the road for days or weeks at a time. Bad weather that prevents driving and time lost to mechanical trouble cost drivers.

Freight-hauling demand pushed wages higher rapidly this year, said Gordon Klemp, president of the NTI. Many firms raised driver pay at least twice.

The typical driver will earn a record 11 percent to 11.5 percent more this year than in 2017, Klemp said. Wages should go up 7 percent to 10 percent in 2019,1500 depending on the strength of the economy, he said.

Average wage growth for all workers in the U.S. rose 1 percent from November 2017 and November 2018, according to the Bureau of Labor Statistics.

Crete Carrier Corp. advertises that its drivers are earning 17 percent more this year than a year ago. The top 25 percent of drivers earn more than $80,000 a year.

Following the Money

Five-figure signing bonuses lead some drivers to jump from carrier to carrier. This also drives the high attrition figures.

“I’m like a mercenary,” said Luke Foster, who drives for United Road, a car-hauler based in Romulus, Mich. He has driven for more than a dozen companies in 36 years. “They gave me a $12,000 sign-on bonus. I do it for the money.”

But drivers who chase cash bonuses will miss out on accrued benefits like vacation pay and matches to pretax savings, Klemp said.

Federal regulations also affect driver pay.

Hours-of-service rules digitally monitored by electronic logging devices cut into how much drivers earn because a truck’s ELD ticks down time when drivers are waiting for a dock or for cargo unloading. That reduces miles driven. Drivers can no longer edit driving logs like they could when they were on paper.

 

Electronic logging devices cut into truckers’ earnings because they record hours waiting to load or unload as driving time. (Photo: Brian Hadden/Trucks.com)

The driving portion of the workday now averages 6.5 hours at Knight-Swift Transportation, a mega-carrier with 19,000 trucks.

“Fifteen years ago, I was making $1,500 a week getting paid 30 cents a mile,” said Carla Dickey, who drives for Bulkley Trucking in Brashear, Texas. “Now I’m making $1,200 a week and getting 50 cents a mile.”

Salaries and Incentives

Some carriers are experimenting with paying drivers a weekly salary plus bonuses for extra miles driven.

Roadmaster Group in Glendale, Ariz., saw its driver attrition fall from 130 percent to as low as 28 percent after starting a hybrid salary plan in 2012, John Wilbur, the trucking company’s chief executive, told Trucks.com.

“How are you supposed to run your life if you have no clue how much you are going to make?” he asked.

Daseke Inc., a holding company that owns 18 flatbed and specialty transport companies including Roadmaster, is testing a salary-plus-bonus plan at two of its other companies.

“In an environment where you’ve got full employment and a shortage of qualified drivers, you’ve got to do some different things,” said Don Daseke, founder and chief executive.

Other carriers are testing guaranteed pay that sets a floor on how much drivers will make in a week based on their availability. Those amounts range from $700 to $1,200, depending on the type of freight, the region of the country and other factors, Klemp said.

In September, U.S. Xpress began offering free tuition to a driver and one dependent child or two dependent children to earn bachelor’s or master’s degrees from online Ashford University.

“It’s not that much money,” said Jason Seidl, a trucking industry analyst with Cowen Inc., of the tuition offer. “Everyone out there is trying to recruit and retain. The demographics are against the industry.”

Read next: Truckers Died in Record Numbers on the Job in 2017

10 Responses

  1. Phil Ramos

    I blame the drivers for agreeing to cheap pay these companies like Werner heartland xpress n swift are getting rich on the backs of these drivers .im local now get paid by the hour n ot after 8 wouldnt go back to none of those greedy companies.

    Reply
    • daniel soto

      Exactly, same thing with mechanics accepting crap pay and ruining it for the good mechanics. Now there’s a shortage of drivers and mechanics.

      Reply
  2. Jason Hughes

    Stupid rules, like making drivers take a 30 min. Break, which we could be driving that time making money, making us stay “on the clock” while we sit in a traffic jam or at a shippers for hours, and if we move our truck to get something to eat our clock starts even though we may eat for 30 minutes, our clock is still running! Get the government out of trucking now!!! Also there is barely any parking out there for us. So it forces us to move when we park where were not allowed and then that puts us in violation because we moved when we’re supposed to be on break!

    Reply
    • Greg Walker

      Jason Hughes
      Many truckers have the same time-related issues you describe: long wait time at shippers, traffic congestion, etc.
      Have you considered asking your employer to pay you for those delays? Some employers will pay, as it’s cheaper than losing drivers.

      Reply
  3. Michael F Thomas

    BIGGEST LOAD OF BULL. The are NOT PAYING DRIVERS ENOUGH.
    I made more money driving for Uber in 4 hours, then I did driving for Pritchett all day for 11 hours or any other company. Thats a fact, and i still do.

    1. LOW PAY for dangerous hard work and the main cost of transporting goods has to do with the cost of FUEL! On average x2 to x3 times the money goes into fueling the truck for the day, v.s. paying the truck driver.
    2. COMPANY GREED. Thats a fact, on top of the company being greedy and ripping off their drivers every day. We all know it, so why do they try and keep pushing, but they keep trying to push garbage propaganda articles on us. NO ONE BELIEVES IT! They think writing this crap will get new drivers to join or old drivers to stay. Not happening you thieves. Let their company doors close and let them die.
    3. Bonus are a freaking joke, we all know it. Promising thousands of dollars in sign up bonuses that you don’t even notice on your paycheck because their spread out over a year or more, but also because they find excuses to keep them from you, with blaming you for things.
    4. Current drivers that have been with one company for years are just waiting to retire, and many of them can’t even pay their bills month to month still. While new driver last about a week to 60 days before quiting once they figure out how they are getting robbed.
    5. All any driver has to do is divide their hours by their pay check. They will figure out their making only minimum wage, or less, to $10 and hour. Dollar store money.
    6. Companies are raising rates and using the driver shortage as an excuse. More greed.
    LET THE CLOSE THEIR DOORS AND DIE OFF. THE HELL WITH THEM.

    Reply
  4. B, Starkey

    What really killed the trucking industry is the nonunion driver .In my day we where all union .If it had more than four tires it was union . This is what the big shippers wanted, deregulation . Break the unions and now look at what we have ., They can thank Kennedy and Carter . Shame on them and to think they were Democrats .

    Reply
    • Jeffrey

      yea , because we all want to pay a union boss a 6 figure income to sit on his fat ass and do nothing when the actual worker only make a fraction of what a union boss gets .

      Reply
  5. Alan Cleland

    I dont know where they get this data,my pay is at all time lows. I made more in 1987 than i made last year. The only shortage is pay. Brokers are raping drivers there is no need for brokers with current technology.

    Reply

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