浪潮改變

張貼在10-06-2008

一篇好文章從密爾沃基。

在網上JS ：到處需要的卡車司機

載重汽車運輸公司在威斯康辛和再在全國範圍內奮鬥用司機填裝他們的船具在對運輸的發展中的經濟和強烈的需求之中。

那聽起來足够合理從什麼我們聽見。對問題的答復在同一篇文章上。

當前司機短缺仍然是離激發迅猛增長很遠在90年代看的薪水。但薪水， 2000年停滯起點，再在上升，數據從St. 路易斯經紀商A.G。 edwards & Sons ・ Inc. 展示。

并且這裡太-

給短缺加油， A.G.說。 Edwards分析員Donald Broughton，是二個因素被栓到照亮的經濟。

首先是移動貨物的越來越高的要求。通過4月， 2003年卡車運載的噸位上升了7%同一個期間-非常強的容量，根據Costello。

其次，改善的經濟提供潛在的卡車司機其他工作機會。并且對許多，那些比採取他們從家為長的舒展的工作有吸引力。

「經濟開始再加熱的分鐘，并且他們可以得到再雇用在植物或建築工作，他們將去回到那」， Broughton說。

如果交換被支付並且植物或建築工作，那裡是沒有原因回去。除了長時間和是在家每晚。交換將必須與其他產業競爭為人。反而從失業者、福利和H1B移民群。

密爾沃基的Dawes Transport Inc. 如果它可能，將增加另外20個司機隊。貂有限公司，一個基於Mondovi的被冷藏的載體運輸與2,300個司機，能使用另外50到125。

授予，隊是更加堅韌的發現。我上星期得到了`隊』裝載，因為他們不可能找到隊，他們必須為唯一安定。它，一天以後，仍然到那裡，但它那裡。特別是與在HOS上的變化統治，隊為海岸是可貴對海岸產物。

JDC Logistics Inc.，富蘭克林載體，在產業支持它的六成員吸收的職員以二新的聘用，其中一人將設定商店在印第安納卡車停留站設法誘使司機從其他公司-普遍做法。

它是普遍做法，導致轉交問題公司有。如果他們支付了 更好的薪水 他們不會必須嘗試和竊取有一壞天的司機。

Nationally, truck drivers of all experience levels averaged $43,000 last year, the ATA’s Costello said.

That beats the average annual pay for all U.S. workers of about $37,000. But truckers’ pay comes at a cost. Beyond the extended stretches away from home for many, a 1997 University of Michigan study found that the typical driver worked almost 3,000 hours a year - half again as much as an ordinary full-time employee.

Let me quote the same University of Michigan study that they quote. AGAIN. Okay, not the actual study, I do have the study on order from Amazon.com - Sailors of the Concrete, see my sidebar on the left. This is from an interview from Dr. Belman, the prof that did the study.

Will we see driver shortages again in the future?

Dr. Dale Belman: “Our research indicates that much of what’s been going on in the trucking industry in the past is more what we might call ‘churning.’ It’s not that there aren’t enough drivers, but that drivers aren’t staying with any given fleet very long.

“The result is that fleets are constantly losing drivers and constantly spending resources to recruit and train new ones. But what’s really happening is that their previous drivers are simply going to other fleets and their new drivers are coming from other fleets.

“If there truly were a driver ‘shortage,’ we would have expected to see wages rising and tractors sitting idle. And we really didn’t see that.”

Still, driver wages have gone up, haven’t they?

“They have, but not at a very high rate. While truck drivers earned three times the wages of fast food workers in the late 1970s, they now earn only twice what fast food workers earn.

“During the last recession, several of the largest trucking companies reduced the entry wages of truck drivers. This contrasts to most of the economy where wages don’t fall during recessions. There is even a famous economics book entitled Why Wages Don’t Fall During Recessions.

“Trucking has seen smaller wage increases than most of the economy, particularly the lower wage parts of the economy.”

Back to the original article.

So if demand for trucking continues to rise - and the ATA predicts it will - wages likely will have to rise, too.

Roehl boosted pay by 6% to 8% in February. Schneider raised pay around the same time to make up for drivers’ losses under the new federal work rules and is always considering compensation increases, Nightingale said. Marten Transport, which chairman and president Randy Marten said is among the country’s leaders on wages, is looking at bumping bonus pay.

Raising pay to make up for losses under the new rules, puts drivers back to the same place they were. Compensation increases are usually things like fuel bonuses, safety bonuses, longevity. But not the basic wages. Most bonus programs I’ve seen are unrealistic and are only handed out to a few. Raise compensation for detention on a dock, loading and unloading or layover waiting for a load. That’s where the real problem with pay is.