Detour: A View from the Cab
After I gained more experience in trucking and adjusted to the lifestyle, I realized that, as trucking companies go, there are many out there that are far worse than my first company. While I still consider my reasons for leaving to be valid, culture shock played a large role in the decision I made on that day. I had, after all, worked in an entirely different world for the past twenty years.
Trucking is not just a job; it is a lifestyle. For most, the transition to the trucking lifestyle is a difficult one. Once again, this is the reason why the vast majority of CDL school graduates are no longer in the trucking business after three months…or less. They are not prepared for the challenges it presents, or for the days and weeks spent away from home and family.
Ultimately, I never regretted my decision to leave my first company because the next one would be an improvement. I would, however, discover some universal truths about the trucking industry that are not always pretty.
One of the first, and most obvious, is that any company engaged in the trucking business is not going to offer the standard amenities that are taken for granted in most other jobs. For instance, sick leave is non-existent in most trucking jobs. If you don’t work, you don’t get paid…period.
When I worked a "normal" job, it never posed much of a problem if I needed to take half a day off for a doctor’s appointment. In trucking, keeping a medical or dental appointment can often be a roll of the dice. You never know if you are going to be home to keep it. I once lost a crown on one of my front teeth and had to drive around for two weeks looking like I had a mouthful of broken pottery.
A typical job always gave me the comfort of knowing that I would go home at the end of a stressful and harrowing day to sleep in my own bed. In trucking, an OTR solo driver eats alone in his truck or at a truck stop at the end of a long day before retiring to the "comfort" of a small and lonely sleeper berth. Then, he gets up after a few hours rest and does it all over again. I never thought that it would be possible to miss the company of some of my annoying former co-workers, but the loneliness of the road is very real.
Trucking is also one of the most regulated industries in America and continues to grow more restrictive to its drivers as time passes. From anti-idling laws to hours of service regulations and the mandating of electronic logs, the trucking industry becomes more invasive to freedom. From law enforcement officials finding any excuse to issue truck drivers costly tickets to companies invading the privacy of drivers with GPS monitors and, in some cases, even video cameras, the freedom of the road is fast becoming a thing of the past. Apparently, lawmakers believe that piling on more and more regulations and continually increasing restrictions will make the road a safer place. In reality, a troubling side effect of super-regulating the industry is that many veteran drivers are getting out of the business and trucks are being filled with rookies. Soon, they’ll be gone too, and someone else will take their place…rinse and repeat with a new wash of disposable greenhorns.
It often seems that lawmakers and trucking companies forget that trucks are occupied by real, live human beings who have families, and who would like to have a life outside of that truck. A fundamental indifference to a driver’s quality of life can often be seen in the trucking industry and, sometimes, even basic humanity seems to take a backseat to delivering freight. I have experienced it, firsthand. The story goes like this:
Shortly after I arrived in Odessa, Nebraska, my air-conditioning compressor died and it got well above 90º in the truck. I called the breakdown department to tell them that I needed to drop my load at a nearby terminal so that I could have it repaired. The initial reply that I got was, “The Company doesn’t consider air-conditioning to be a valid reason not to complete a run.”
This reasoning probably derives from "the company" not being the one who is trying to get adequate rest in a ninety-five degree truck so they can drive six hundred miles the next day. If the roles were reversed, I’ll bet the pointer on their validity scale would have a dramatic reversal.
I finally had to insist that I would both drop my load at the terminal and get my A/C fixed, or I would turn in my truck at the terminal. Either way, I was going to take this trailer no farther than the terminal. Presented with these options, the company relented and gave me permission to get my A/C repaired.
It boggles my mind when I consider that most people would be prepared to come to blows over having their pet subjected to extreme heat or cold, but many trucking companies and lawmakers pay no heed to a moral thermometer in regard to subjecting truck drivers to sub-standard conditions. This lends support to my assertion that many in the transportation industry appear only to care about the amount of revenue generated—not the welfare of the driver. Despite their sophist rhetoric to the contrary, the reality lies in their actions.
On this occasion, it was necessary to threaten to quit in order to afford myself a fundamental necessity. However, playing the “I’ll quit” card isn’t always a smart option. If a driver quits when he is a long way from home, and then expects the company to provide him with transportation, he is in for another wake-up call. As another driver points out:
“They will bend you over and give it to you with no Vaseline every time…guaranteed!”
The smart option for a company driver is to suck it up and wait until he is routed home and all of his belongings are removed from the truck. The vast majority of trucking companies will not pay to have personal effects shipped either. At the very least, the vehicle should be turned in at a company terminal and the driver should have the financial forethought to provide his own transportation for himself and his belongings. Believe me, if you get mad and quit when you’re in Moose Turd, Ontario, you’d better have a heavy parka and an excellent pair of snowshoes!
When it comes to large trucking companies, there seems to be no way to get past the impersonal nature of it. One of the reasons is that dispatchers are assigned to zones. As a result, the drivers and the dispatchers never get to know one another on an individual basis. To me, the dispatcher in whatever zone I happen to be in is a faceless “John”, and to him, I am merely a truck number. I have encountered a few exceptions to this rule, and I tip my hat to the precious handful that has attempted to insert their own personal touch. But in the end, the grinding cogs of the vast corporate mechanism tend to drown out their tiny voices, and the machine spews out a number.
I have often gotten the distinct impression that many managers and dispatchers actually think that they know what road life is like. Having resided on both sides of the fence, I’ll say that they can understand the trucking life by sitting behind a desk in the same way I can understand what it’s like to be a cowboy by watching a rodeo. I may get a narrow snapshot of what it’s like to be a cowboy, but I still have no inkling of the cowboy life.
While sitting in an air-conditioned office, it is impossible to understand what it’s like to make nightly applications of Tiger Balm on your feet to prevent a painful Charley Horse from springing up in your arches and waking you up in the night because you spent the day working a stiff clutch through a crowded metropolitan area; or the necessity to urinate in a milk jug; or being forced to drive six hundred miles with a toothache; or the need to spray an anti-fungal agent in your crotch to prevent jock itch that can result from countless hours bouncing and sweating in the driver’s seat. Neither, can they understand the need to spend an entire day of precious home time making preparations and re-supplying to go on the road again.
I’ll be the first to admit that my "view from the cab" does not adequately consider the inner workings of a trucking company or the stresses, responsibilities, and headaches contained therein. I also concede that successful management does not always coincide with the desires of employees. Despite my railing, I have a high degree of respect for strong, competent, and ethical business leaders. Like truckers, they do not live in a world where "just anyone" can survive and thrive. My contempt is reserved for those greedy and une
thical business leaders who line their own pockets like a squirrel stuffing acorns into its cheeks with no regard to the hardworking people who make their standard of living possible. These are the people who feast off the sweat of truckers while throwing them a pittance of crumbs and expecting them to be grateful for the pathetic and inhumane gesture. My contempt is for lawmakers who have never spent a day in the life of a trucker, yet dictate every waking moment of their professional lives with no practical understanding of what they go through. My contempt is for law enforcement officials and lawyers who view truckers as a source of revenue.
The trucking industry sheds a bright spotlight on the fact that there are often ethical conflicts between making money and doing the right thing. In my estimation, the trucking industry lags behind in affording the amenities for drivers enjoyed by the majority of the American workforce. Trucking, certainly, is an industry in which you have to stand up for yourself, or you’ll have footprints all over your face.
On a few occasions, people who are considering a career in trucking have asked me about it. The following is my advice to any prospective new truck driver:
Trucking is a lifestyle more than it is a job. If you are not prepared to make a MAJOR lifestyle change, save your time and/or money and forget about it.
Research the companies. Check them out online, talk to experienced drivers and do not be afraid to ask questions. Interview the company. Yes, you heard me right. Prepare a list of questions for a company that you are considering and do not be shy about asking them. Any recruiter worth his salt will be glad to indulge you. If he isn’t…run like the wind! Go to a truck stop and talk to truckers to get straight answers and to separate the wheat from the chaff. A recruiter isn’t going to tell you that the company he is recruiting for has a 130% turnover rate among drivers. If a recruiter’s lips are moving, there’s a good chance that he’s lying. If his lips aren’t moving, there’s a good chance that he’s withholding the truth. However, also be wary of excessive adverse reports of a company from a handful of sources. Disgruntled drivers who were fired or denied employment often give negative reviews about their former employers as a tactic of revenge. Do your homework! Research the companies!
Your first trucking job will probably not be with a blue chip company. The genuinely good companies only hire experienced drivers and many of them do not use recruiters…they don’t need to. All but the most fortunate have to pay their dues before they have a fighting chance to get hired by a decent company that will treat them with respect.
Even the "good" startup companies are going to treat you like a piece of meat. They care about the freight being delivered…period. Your home time, your quality of life, and your job satisfaction are purely secondary concerns. Be prepared for it.
If you are thinking of becoming an owner/operator, educate yourself as to what this entails. In short, it requires being both a small business manager and a driver. I’ve seen plenty of new owner/operators who were desperate to sell their truck after six months because, quite simply, they were drowning in a sea of debt and cluelessness. I’d recommend that anyone start out as a company driver to ensure that trucking is actually what he or she wants to do for a living. I cannot stress it enough…educate yourself!
Having said all this, trucking can still be what you make of it despite its many challenges. Even with the ever-mounting regulations and restrictions, it still affords a freedom and autonomy that most other jobs cannot match. Trucking can still be a rewarding career if you have the right disposition for it, but it doesn’t come without significant sacrifices. If you aren’t prepared to make those sacrifices, don’t waste your time and money.
Right, wrong, or moot, this is my view from the cab.
Week 13: Take this job and…
As I had planned, I had a serious conversation with Mr. Jack Daniels when I got home on Saturday. I was confused and depressed, and I questioned whether I was cut out for a trucking life. At this company, I felt like little more than a mooing piece of cattle. I had already cleaned out my truck when I’d gotten back to Bridgeport, so I think that I had already unconsciously made my decision. Be that as it may, I spent the weekend thinking that, perhaps, I’d just accept getting screwed out of my check and tough it out a while longer. I had only been with this company for about five months, and I didn’t know how difficult it would be to find another job.
On Sunday, I decided not to invite Mr. Daniels over again because it felt like he’d hit me in the head with a sledgehammer the previous night. I spent the day pondering my options and nursing my hangover. When I went to bed Sunday evening, I was still unsure what I would do when I went to talk to my terminal manager on Monday.
When the alarm rang on Monday morning, my decision became crystal clear as soon as I got out of bed. There was no question in my mind that I had absolutely no desire to drive this week. My mind was made up.
I went to the terminal and quit. It was not an ugly scene; I even shook hands with my terminal manager as I left, and he said that he would provide me with an excellent reference. I had already learned a hard lesson in regard to burning bridges in my former career. Also, a trucking company can make it difficult to find new employment if they are so inclined. A vindictive terminal manager or dispatcher might put misleading or false information on the driver’s DAC report. A DAC report is somewhat like a credit report for truckers. Like a credit report, few drivers ever send in for a copy of it, and the employer does not provide one. It is necessary to jump through some hoops to get a copy of the DAC report but, like a savvy consumer, the savvy trucker will always know what is on his DAC report.
Author’s Note: After numerous complaints, (and lawsuits) obtaining a copy of the DAC report is now easier than ever. The company that manages DAC reports is called HireRight, and one need only visit their website to request a free copy of the report. A physical mailing address and a phone number are also provided on the site. While some abuse may still occur, truckers are no longer the helpless victims of false DAC reports like they once were. Here is where to request a copy of the DAC report:
http://www.hireright.com/Consumers-Applicants.aspx
I was glad that my parting had been painless and friendly, but now, my future was uncertain again. As I drove back to Scottsboro from Bridgeport, I reflected on the positive aspects of trucking. I actually liked the smell of diesel as I walked into a truck stop after shutting down for the evening. The rumble of the powerful engines served as an odd lullaby. I often enjoyed sitting at the end of a long day and drinking in the aroma of the night, and watching the traffic pass by as it left only time in its wake. It was relaxing and cathartic to watch the nocturnal activity as the cool wind caressed my face. In rare times like those, no matter where I was, I felt as if there was no place else I’d rather be, or nothing else I’d rather be doing. Like a runner’s high, this was a type of trucker’s high. The manifestation of it is rare but, when it happens, everything just sort of feels right with the world. I realized that I already missed the crazy life that I had left behind only moments ago.
The stark reality of uncertainty interrupted my reminiscence, and the insecurity of being unemployed cast a gloomy shadow over me.
Week 14 and 15: Greener Pastures
After I had quit on Monday, I sat around the house for the rest of the week and gained about ten pounds as I seemed intent on testing the limits of two of the Seven Deadly Sins. My money was running dangerously low, so I knew I’d better get on the fast track to gainful employment.
I went online and put in a single application to multiple companies on a trucking website. Within fifteen minutes of submitting an application, my phone rang. Over the next week, I was bombarded with phone calls and e-mails from no less than two-dozen trucking companies. Despite my limited experience, my fears seemed to be unwarranted. Not only did it appear that getting another job wouldn’t be much of a problem, I’d even get to pick and choose. This was showing me that the demand for truck drivers is real. I would soon learn t
hat if a driver gets some quality experience under his belt and, most importantly, keeps a clean record, the ability to find a job is the least of his worries.
Author’s Note: This experience occurred in early 2006, well before the economic downturn hit its full stride. Following the decline, the experience described above is unlikely to have been replicated. However, as I write the revisions to the 2nd edition in December of 2014, the demand for truckers seems to be as great as it ever was.
I researched some of the companies that had contacted me and narrowed it down to four. I had intended to stay with flatbed, but the flatbed company that I was most interested in could not give me a specific date on which a trainer would be available. Since I had less than six months experience, they would require me to spend two weeks with a trainer. However, my financial situation was becoming dire, and I didn’t have time for the uncertainty of a waiting list. Upon further research, I discovered that the other flatbed company on my short list had a poor reputation among many drivers. Now, two companies remained on my list.
I spoke with representatives from both businesses and ultimately decided on a company based in Lincoln, Nebraska. Because I was switching from flatbed to dry van, my new employer would require me to spend six weeks with a trainer. I wasn’t thrilled at the prospect of riding with a stranger for another six weeks, but I was excited to be going back to work. This was a large company, but they had a good reputation in most trucking forums, and even a rival company had conceded that they had a good reputation. I had no illusion that any trucking company would be a walk in the park, but I felt that I had made the right choice…I certainly hoped so.
Spirit of the Road Page 7