We are looking for experienced Class A CDL- OTR drivers.
Hook and Drop!
Flexible driving schedule
OWNER OPERATORS WELCOMED
312-546-7557 ext 201
We are looking for experienced Class A CDL- OTR drivers.
OWNER OPERATORS WELCOMED
312-546-7557 ext 201
Looking for the top 10 reasons to become a truck driver? Look no further. If you are thinking about becoming a truck driver this list will help you make a decision. You will be entering a career that has a lot of benefits that other jobs just don’t offer.
Truck driving is a unique, proud profession, that has a lot of camaraderie among drivers. If you are still undecided on whether or not you should become a truck driver this article will help you make a decision by highlighting 10 reasons to start driving today!
In order to be a truck driver, you have to enjoy driving. Your office is basically your truck/tractor. If the thought of being on the road for extended periods of time is something you look forward to then becoming a truck driver is the profession for you. You are given the freedom to make your own decisions on the road and not have to worry about a boss micromanaging everything you do. Being a truck driver requires a lot of driving which means you have to also be good at driving. The training you receive will prepare you for driving the commercial vehicle and knowing what else truck driving entails.
You don’t look forward to going to work every day and sitting in an office or cubicle from 9am to 5pm. As a matter of fact, you despise this type of job. If you don’t want to sit behind a desk and computer all day trucking is a great fit for you. You are always on the go and are always going to see something new while driving. No two days are the same for truck drivers.
According to the United States Department of Labor Statistics, the median pay in 2016 for truck drivers was nearly $41,000 per year. There are not many jobs that you can complete training for in a matter of weeks and be on the road making a $41,000 income. Most jobs require longer training and more money to complete training. Along with making a good amount of money as a truck driver, you will also have job security. From 2014 to 2024 employment for truck drivers is expected to grow 5% according to the US Department of Labor Statistics. As long as you get the proper CDL training and keep a clean driving record there is no reason why you couldn’t have a truck driving career that lasts a long time.
How many jobs can you think of that allow you to see so many parts of the United States? Not many. Truck drivers tend to be adventurous people that like to see all parts of this country. As a truck driver, you will have a chance to see so much of the countries landscape that most people will probably never get to. The stories that you will be able to share and the videos you record are going to be priceless.
While driving your truck you are the Boss. Every decision you make while on the road is your decision. By being a truck driver you won’t have someone constantly looking over your shoulder checking to see what you are doing. As a truck driver, you won’t have to deal with annoying customers or bosses on a daily basis. This is truly one of the highlights of becoming a truck driver. Sure, there are many responsibilities to being a truck driver but they are not as constant as working behind a desk answering emails all day.
If you have ever had an opportunity to talk to a truck driver you know that they meet a lot of interesting people on the road. The camaraderie that the trucking industry has is real. Truck drivers have a respect for one another that many fields lack. They understand one another and are always willing to help one another out. As a truck driver, you will meet some interesting people and build meaningful relationships that will last a lifetime.
The cost of CDL school is usually between $3,000 and $7,000. Whether you decide to get a loan, scholarship, pay it in cash, or opt for free truck driver training the cost to complete your training is not very high. Most professions require you to spend way more money in order to get a degree or certification. Trucking is one of the few careers that allow you to complete your training without being in debt and will get you on the road making money in a matter of weeks or a few months. How many jobs offer training that lasts several weeks and allows you to earn nearly $40,000? Not many.
You might start off as a truck driver but you will have opportunities to advance your career. Some options include becoming a driver manager, taking on an executive position, becoming a commercial driver instructor, or a trucking company recruiter. Note: There is even the option of buying your own truck/tractor at some point. We in Maybach group will help you.
As a trucker, you will also have access to good benefits such as health insurance and retirement options. Trucking companies usually offer health, dental, life, and vision insurance for you and your family. Some of the better companies will give you the most time at home and have updated equipment for you to use while you are driving for them. If you have a family or are planning on having children in the future then health insurance should be on the top of your priority list.
The need for truck drivers is high throughout the country which means you will have a good chance of finding your first job quickly. According to the United States Department of Labor Statistics, there is going to be a 5% increase in the number of trucking jobs from 2016to 2024. The demand for goods and online ordering is increasing which means more drivers will be needed. Take advantage of this opportunity and get started as soon as possible with your CDL training.
I don’t want to mislead you, though there are a lot of pros for becoming a truck driver the job is still challenging. Not everyone is able to handle truck driving and its expectations. You have to do your research before entering the field so that you know what you are getting yourself into. I am here to help make that transition and decision easier for you and encourage you to take a look around so that you can make informed decisions.
Another way to determine if trucking is right for you is to talk to an experienced driver so that you can get a better idea of what it is like driving and being on the road for extended periods of time. Listen to what they have to say and put yourself in their position. Think about if you would be able to do what they are doing and describing. I highlighted the pros of being a truck driver but as with any profession truck driving also has its cons. Becoming a trucker is an important decision because you will be training for a new career that you will find rewarding for a long time.
View & Verify all loads being hauled before leaving the loading dock!!
If your driver isn’t allowed to view product / be on the loading dock then you need to
contact your broker to get it writing showing the driver was unable to verify the
shipment. Though it may not completely absolve your company from liability to damage
it would certainly help your argument if the freight isn’t loaded properly or if the
product being shipped isn’t good when delivered to the receiver.
Amazon has quietly launched an app designed to help truck delivery drivers get in and out of warehouses faster.
The app, called Relay, rolled out late last month and is available on Apple and Android devices. Drivers enter cargo information into the app, allowing them to check in with a QR code and get through the security gate, avoiding the manual process of badging in. At some facilities, Amazon has built special Relay lanes, according to the app page.
A relay is Amazon’s first attempt at automating the truck delivery process, which is error-prone due to its reliance on phone calls and paperwork. About 80 percent of cargo in the U.S. is transported via truck, which makes the market a big target for tech companies like Uber and start-ups such as Convoy and Trucker Path. According to Convoy, the trucking market is worth $800 billion.
While Relay may have a narrow application today, it serves as the first connection point between Amazon and potentially millions of truck drivers, a job that’s become one of the most common in the U.S. Amazon is reportedly looking into other services as well, including an app that would match truck drivers with cargo shippers.
Amazon has made no secret about its quest to become a logistics and transportation juggernaut. Over the past couple years, it has purchased thousands of trailer trucks, dozens of cargo planes and minority stakes in two cargo airlines for its Prime Air service. It’s also launched new delivery services like Amazon Flex to do package shipping on its own.
Amazon often launches new services without a public notice to test them before expanding more aggressively. For example, the company has dozens of pop-up stores and private label brands, as well as a thriving merchant lending business — all of which launched without big, splashy announcements.
Amazon may be keeping quiet about Relay to fix some technical glitches. Its Android app has fewer than 5,000 downloads and a mere 3.5-star rating, with one reviewer saying it has “a lot of glitches.”
We are looking for experienced Class A CDL- OTR drivers.
312-546-7557 ext 110 George
or ext 201 Tammy
Starting today, the “soft enforcement” period for the electronic logging device (ELD) mandate begins as roadside enforcement personnel throughout the U.S. start documenting violations of the rule, according to the Commercial Vehicle Safety Administration (CVSA)
“At a jurisdiction’s discretion, they may issue citations to commercial motor vehicle drivers operating vehicles without a compliant ELD,” noted CVSA Executive Director Collin Mooney in a statement.
“Enforcement personnel has been trained in anticipation of the ELD rule and now that it is in effect, inspectors will be verifying hours-of-service compliance by reviewing records of duty status requirements electronically,” he added. “And on April 1, 2018, inspectors will start placing commercial motor vehicle drivers out of service if their vehicle is not equipped with the required ELD.”
[More information regarding enforcement of the new rule is available at the Federal Motor Carrier Safety Administration’s ELD implementation website]
CVSA also pointed out that fleets and drivers may continue using “grandfathered” automatic onboard recording devices (AOBRD) that meet the requirements of 49 CFR 395.15 until Dec. 16, 2019, which is when they, too, must switch over the ELDs.
CarrierLists has been polling fleets for several months on ELD preparations ahead of the mandate. As of early December, about 75% fleets said they were ELD ready, up from around 50% in October.
Kevin Hill, the founder of CarrierLists, said it is no surprise to see the sharp increase ahead of the deadline, but the last-minute push will likely lead to initial confusion due to a lack of training and practice time.
Overall, ELD rates among regional haulers lagged other fleets, with tank and bulk carriers ranking the least compliant, according to the company’s data Reefer carriers were most compliant at about 90%, while dry van carriers were second with 75%.
ELDs will help “fix areas that have been in blind spots for a long time,” especially shippers not respecting truckers’ hours. He also expressed some skepticism drivers will be so quick to turn in their vehicles and turn to the construction sector with a strong freight market and rising rates.
BIRMINGHAM, AL – Federal officials have taken another step to make the transition to mandatory electronic devices less painful.
If drivers are cited at the roadside for not complying with the ELD rule come the Dec. 18 deadline, the citation will be a “no points cite” that will not affect the Safety Measurement System that feeds into CSA (Compliance, Safety, Accountability) scores – through April 1.
Federal Motor Carrier Safety Administration officials shared this news during the Southern Regional Road Show event Wednesday.
In late August, FMCSA and the Commercial Vehicle Safety Alliance announced a phased-in approach to the ELD mandate and said it would delay implementing out-of-service criteria related to ELDs until April 1, 2018, and that each jurisdiction would have discretion as to whether they actually issue citations in the beginning.
As it has become increasingly obvious that much of the trucking industry, as well as the enforcement community, are not fully ready for the Dec. 18 ELD mandate deadline, the agency apparently felt it needed to go further.
Jon Dierberger, FMCSA field administrator, told the room full of enforcement officials and a smattering of fleet and insurance representatives that for violations cited at roadside for not having an ELD through April 1, there will be no SMS points impact. He confirmed to HDT that this was in a recent internal memo.
Anne Collins, associate administrator, FMCSA field operations, confirmed to HDT that this was a recent “corollary” to the previous announcement that ELD citations would not result in out of service orders, in order to be “clear and consistent nationwide.”
Lane Kidd, managing director of The Alliance for Driver Safety & Security, pointed out in an email response to HDT that this doesn’t mean there won’t be repercussions for not having an ELD.
“Tickets may not levy points against the driver, but the fines attached to those tickets will likely cost the drivers more than the price of an ELD, so I’d hardly call this announcement a win for anybody holding out on buying an ELD.” The Trucking Alliance, as it’s known, is a proponent of ELDs and other truck safety technologies, such as collision mitigation and speed limiters.
Officials reiterated that there would be no extension of the ELD mandate deadline, noting that the rule has been out there for nearly two years now, and that it is “supported at the highest levels.”
However, as part of an ELD implementation panel discussion at the roadshow, Derek Barrs, Florida’s chief of commercial vehicle enforcement, asked for a show of hands among the state enforcement people in the room if they were ready for the ELD mandate. Not a single hand was raised.
Dierberger told the room that the eRODS software that enforcement officials will use to “read” the data from ELDs at roadside is still in final testing and is scheduled to be released by the end of November. The FMCSA has been conducting “train the trainer” programs, and those trainers are now in the process of training enforcement officials in their jurisdictions, along with a not-final version of the software.
Fleet comments as part of the discussion indicated problems with not being able to get ELDs – and the problem extends to the AOBRDs, or automatic onbaord recording devices, that would allow for grandfathering for an additional two years. Safety staff from one fleet said while it has AOBRDs installed in half of its fleet, it’s been trying for six months to get them installed in the remaining half; its provider says it has been “overwhelmed” with orders.
Barrs emphasized the importance of fleets making sure drivers are prepared for the roadside encounter with the enforcement official. Drivers need to know how to handle the data transfer, and if they need to show their logs on the device itself they need to be able to show the enforcement officer how to navigate through the ELD. They need to have the required instructions available, and be able to answer questions such as whether they have and AOBRD or ELD, or why they are exempt, such as in the case of trucks with older non-electronic engines.
“Our folks are going to be learning as well; that’s a cold hard fact,” Barrs said. “We have a learning curve just like your drivers are. It’s going to take a partnership between the roadside officer and the driver to push this forward at the end of the day.”
With the start of a new federal rule requiring digital tracking of the number of driving hours truckers log only weeks away, drivers critical of the regulation are launching sporadic protests and hoping for a last-minute congressional reprieve.
But most in the industry believe the mandate — which will force truckers to comply with a federal hours-of-service rule limiting driving to no more than 11 hours a day — will go into effect as planned Dec. 18.
HR 3282, a House bill to delay the deadline for two years by Republican Rep. Brian Babin of Texas, has been parked in the House Committee on Transportation and Infrastructure since the day it was introduced in July.
Truckers support the bill, but they know its passage is unlikely before the December deadline. That’s left truckers suggesting that their only hope of halting the regulation is a nationwide strike.
“I drove a truck in the 1970s and remember some of the strikes back then,” Gary Graham, a 45-year trucking veteran from Lamar, Mo., told Trucks.com. “I feel like there is going to be another shutdown [prior to the December deadline] and it may not be so peaceful.”
In early October, Graham shut down his trucking operation for a week, painting signs opposing the ELD mandate on the side of his trailer. Graham, a flatbed trucker, said that cost him about $2,000 in earnings.
However, the history of trucker protests and the very nature of getting independent drivers to agree on a plan of action makes that a longshot.
Work stoppages aren’t an effective means to protest the impending ELD mandate because independent truckers lack the economic resources to shut down for long periods of time, said Steve Viscelli, a University of Pennsylvania sociologist and author of the book “The Big Rig: Trucking and the Decline of the American Dream.”
Drivers also are unlikely to work together to create a massive labor action.
“They don’t have the ability to stick together — and really change the capacity of the industry by voluntarily withholding their services,” he told Trucks.com. “They also don’t have an effective means to coordinate it.”
Their self-reliant nature works against presenting a unified front.
“Independent truckers who can’t get out of their own mindset and work together are their worst enemies,” Scott Jordan, the owner of a small trucking company in Peculiar, Mo., told Trucks.com.
Independent truckers also lack any meaningful market power, Viscelli said.
But while protests won’t likely have an economic impact on the trucking industry, they could have a symbolic impact, he said. “That’s the only way it could go down well for them.”
Previous nationwide strike attempts, including one in February 1983, resulted in violence as truckers protested legislation to increase federal fuel taxes and user fees. Independent truckers argued that they would not be able to pass on resulting higher fuel costs to their customers.
Independent truckers waged an 11-day strike in February 1974 over higher fuel prices, resulting in violence that left two truckers dead. A settlement reached with the federal government included a 6 percent freight rate surcharge to allow truckers to recoup increased fuel expenses.
“We always support lawful protests, especially those that facilitate further discussions with lawmakers,” said Norita Taylor, spokeswoman for the Owner-Operator Independent Drivers Association, a trade group with more than 150,000 members.
But others in the trucking industry, including the American Trucking Associations, support the regulation.
“ATA is firm in its belief that there will be no delay in the Dec. 18 deadline to implement electronic logging devices,” Sean McNally, spokesman for the trade group, told Trucks.com. “This rule has been upheld by FMCSA, by Congress and by the courts, and we see no reason for it to be delayed.”
Stephen Burks, professor of economics and management at the University of Minnesota, questioned the efficacy a national shutdown would have and whether there are enough drivers “willing to stop work to make a significant difference over a long enough period to have a large impact.”
“I suspect [it’s] not enough to have the kind of impact the truckers, who are upset, would like,” Burks, who supports the ELD mandate, told Trucks.com.
Drivers in interviews with Trucks.com said they don’t want to be digitally tracked.
“I don’t want a computer telling me when to drive and when to sleep,” Bahtiyor Sultan, an owner-operator from Plainfield, Ill., told Trucks.com.
Drivers believe the devices will limit driving time and cut their earnings. They say battling the 14-hour clock every day will force them to drive when tired. They are concerned about overcrowding at rest areas and truck stops and the difficulty of finding safe truck parking as they shut down each day.
“I may see how it goes,” Sultan said. “If I am forced to stop because the 14-hour clock tells me to when I am miles from home, I will stop trucking.” Sultan said such a scenario will cut into the time he has to spend at home.
After shutting down his one-truck operation for a week in early October to protest the mandate, Robert Rueden of Abbotsford, Wis., said he is “holding out hope” that it will be delayed.
“I don’t believe in the government tracking my every move,” Rueden told Trucks.com.
He’s also considering a workaround. Trucks with engines built before 2000 are exempt from the regulation, so he might buy an older engine for his rig.
For frustrated truckers, their only hope looks to be a last-minute appeal to the White House.
“I am hoping President Trump steps in and does something to stop it,” Graham said.
But he may be disappointed.
Raymond Martinez, Trump’s nominee for administrator of the Federal Motor Carrier Safety Administration, said in recent Senate testimony that he would not delay implementation of the ELD regulation.