Trucking industry in the United States

The trucking industry serves the American economy by transporting large quantities of raw
materials, works in process, and finished goods over land—typically from manufacturing plants to
retail distribution centers. Trucks are also used in the construction industry, two of which require
dump trucks and portable concrete mixers to move the large amounts of rocks, dirt, concrete,
and other building materials used in construction. Trucks in America are responsible for the
majority of freight movement over land and are tools in the manufacturing, transportation, and
warehousing industries.[1]

A common property-carrying commercial vehicle in

the United States is the tractor-trailer, also known as
an "18-wheeler" or "semi".

Driving large trucks and buses requires a commercial driver's license (CDL) to operate. Obtaining
a CDL requires extra education and training dealing with the special knowledge requirements and
handling characteristics of such a large vehicle. Drivers of commercial motor vehicles (CMVs)
must adhere to the hours of service, which are regulations governing the driving hours of
commercial drivers. Drivers must be at least 21 years old to drive on the interstates, with efforts
being made to reduce the age to 18.[2] These and all other rules regarding the safety of interstate
commercial driving are issued by the Federal Motor Carrier Safety Administration (FMCSA). The
FMCSA is a division of the United States Department of Transportation (USDOT), which governs
all transportation-related industries such as trucking, shipping, railroads, and airlines. Some other
issues are handled by another branch of the USDOT, the Federal Highway Administration (FHWA).

Developments in technology, such as computers, satellite communication, and the Internet, have
contributed to many improvements within the industry. These developments have increased the
productivity of company operations, saved the time and effort of drivers, and provided new, more
accessible forms of entertainment to men and women who often spend long periods of time
away from home. In 2006, the United States Environmental Protection Agency implemented
revised emission standards for diesel trucks (reducing airborne pollutants emitted by diesel
engines) which promises to improve air quality and public health.

History

A "Victory Oil" semi-trailer truck from

1943

The trucking industry[3] has affected the political and economic history of the United States in the
20th century. Before the invention of automobiles, most freight was moved by train or horse-
drawn vehicle.

Trucks were first used extensively by the military during World War I.[4] With the increase in
construction of paved roads, trucking began to achieve a significant foothold in the 1930s. Public
safety concerns made it necessary to implement various government regulations (such as the
1965 hours of service rule, later revised with a compliance date of July 1, 2012) of how long
drivers were allowed to work and drive each day/week. In 1956, Taxpayers provided funds to build
the Interstate Highway System, an extensive network of highways and freeways that linked major
cities across the continent.[5] The addition of Interstate Highway System also made it possible for
the trucking industry to grow substantially in the late 1950s and early 1960s and trucking has
come to dominate the freight industry in the latter portion of the 20th century.

Trucking achieved national attention during the 1960s and 70s when songs and movies about
truck driving were major hits. Truck drivers participated in widespread strikes against the rising
cost of fuel, during the energy crises of 1973 and 1979. Congress deregulated the trucking
industry with the passage of the Motor Carrier Act of 1980.[6]
1990s-present

Advances in modern technology have enabled significant improvements within the trucking
industry. Trucks are commonly equipped with satellite communication features, automatic
transmissions are gaining in popularity, and truck stops featuring WiFi Internet access are now
commonplace.[7]

Exhaust emissions

The Interstate Highway system

(2007)

Estimated average annual daily truck

traffic for Interstate and major US
Highways (1998)

Components of diesel exhaust were confirmed as an animal carcinogen in 1988 by the National
Institute for Occupational Safety and Health, and by 2002, the U.S. Environmental Protection
Agency (EPA) considered it "likely to be carcinogenic to humans".[8] The particulate matter of
diesel exhaust has been linked to (among other health effects) lung cancer, chronic bronchitis,
and aggravated asthma; it has also been identified as a greenhouse gas. "[9] For these and other
reasons, alternatives and improvements to standard diesel fuel have been developed.

Biodiesel (in its pure form) is a non-toxic, biodegradable form of diesel fuel made from vegetable
oil, usually soybean oil or recycled restaurant grease. Biodiesel promises a reduction in some
exhaust emissions,[10] as well as reduced dependence on foreign petroleum supplies.[11]
Starting in June 2006, petroleum refiners were required by the EPA to begin producing ultra-low
sulfur diesel (ULSD) fuel, which has 97% less sulfur than the previous low sulfur diesel fuel.[12]
When fuel containing sulfur is burned, sulfur dioxide is produced, a main component of acid
rain.[13] ULSD, together with new air pollution control technologies required in trucks (starting with
model year 2007), will reduce harmful emissions by 90%.[12]

By the time the action is fully implemented, the EPA estimates that 2.6 million tons of smog-
causing nitrogen oxide emissions will be eliminated each year. Soot or particulate matter will be
reduced by an estimated 110,000 tons a year. The reduction in sulfur will also prevent an
estimated 8,300 premature deaths, 5,500 cases of chronic bronchitis and 17,600 cases of acute
bronchitis in children. In addition, an estimated 360,000 asthma attacks and 386,000 cases of
respiratory symptoms in asthmatic children will also be avoided every year.[14]

When not driving, truck drivers need to idle their engines to maintain climate control within the
truck cab (interior), as well as provide electricity for appliances. Engine idling is inefficient and
only adds to the problem of air pollution.[15] This unnecessary idling can be remedied with shore
power (which is a term and idea borrowed from the shipping industry), or Truck Stop
Electrification.[16] When ships are docked in a port, they connect to a land-based power supply to
provide electricity and eliminate the need to idle their engines. The idea of shore power was
transferred to the trucking industry, and now there are companies such as IdleAire[17] and
Shorepower[18] which provide electricity to diesel trucks, which eliminates the need for the driver
to idle the engine. IdleAire also provides access to the Internet, cable television, and land line
phone services. IdleAire promises to eliminate one-eighth of nitrogen oxide pollution through
"electrified parking", however, particulate pollution may increase in those areas where the
electricity is provided by coal burning power plants.[19] Some drivers are also experimenting with
hydrogen fuel cells, which provide clean and silent power for appliances when trucks are not
running.

Fuel efficiency

With the fuel price increases of the 2000s, the EPA and many companies have sought to increase
diesel truck fuel economy. One such example is the hydraulic hybrid vehicle, which stores energy
in hydraulic tanks and hydraulic motors (as opposed to the electric hybrid vehicle which uses
batteries and regenerative brakes).[20] Electric hybrid vehicles are another option, with savings of
35% to 60% over traditional vehicles.[21] Drivers themselves may improve fuel efficiency by using
a method called progressive shifting, in which the driver shifts through the gears (typical trucks
may have between 10 and 18 gears) in such a manner as to optimize the power range of the
engine.

Pure electric trucks that claim zero emissions are also being increasingly deployed in US fleets
across industries. These trucks run purely on electric power without any dependence on fossil
fuels. As of February 2022, there were over 1,000 all-electric trucks deployed in the United States
from manufacturers such as Hyundai, Orange EV, MAN Truck & Bus, and E-FORCE ONE.[22] The
braking system in these trucks are designed to put the energy that is normally lost as heat in the
brake pads and drum back into the battery by using the motor as a generator.[23]

Fuel consumption

According to research from a survey conducted by students from the University of Michigan in
cooperation with ATRI (American Transportation Research Institute), as of 2015 "54 billion
gallons of fuel were consumed by trucks for business purposes—39 billion gallons of diesel fuel
and 16 billion gallons of gasoline. Combination vehicles, which are powered nearly exclusively by
diesel fuel, accounted for 75 percent of this diesel fuel consumption."[24]

Technology

Like many other industries, the trucking industry has benefited from the use of computers and
the Internet. The Internet helps firms explore new opportunities by aggressive sales and
marketing. The incremental cost of conducting business transactions on the Internet is as little
as one-fifteenth as expensive as paper transactions.[25]

Given the limitations on truck weight and size, increased productivity in the industry comes from
two sources: fewer empty miles and less time waiting between loads.[25] U.S. Department of
Transportation figures indicate that empty routes have continued to account for 29% of single-
unit truck traffic;[26][27][28] this has been equated to an annualized 15 billion gallons of gasoline,
$30 billion cost, or 149 million tons of excess carbon emissions.[29][30] Traditional freight brokers
acted as intermediaries to manage the coordination of freight, helping independent drivers or
companies match loads with available empty trucks. Increasingly, computerized brokers are
threatening the future of traditional human brokers by offering increased efficiency. In addition,
shipper-driven brokerage over the Internet enables shippers to post loads and solicit bids directly
from carriers. Instead of relying upon traditional freight brokers, shippers function as their own
brokers, dealing directly with freight companies.[25]
 The satellite communications link (a
white dome-shaped plastic shell) can
be seen on top of the truck cab.

Developments in satellite technology have fostered increased communication and productivity

within the trucking industry.[31] Drivers may input the information from a bill of lading into a
simple text-only dot matrix display screen (commonly called a "Qualcomm", for its ubiquitous
OmniTRACS system).[32][33] This allows the driver to communicate with their dispatcher, who is
normally responsible for determining and informing the driver of their pick-up and drop-off
locations. Drivers are no longer required to find the nearest public phone in order to relay
information regarding their load status, it can be done without leaving the truck cab.[31]

The driver inputs the information, using a keyboard, into an automated system of pre-formatted
messages known as macros. There are macros for each stage of the loading and unloading
process, such as "loaded and leaving shipper" and "arrived at final destination". This system also
allows the company to track the driver's fuel usage, speed, gear optimization, engine idle time,
location, direction of travel, and amount of time spent driving.[31] According to trucking industry
technologist, Phil Callaghan, in the United States every truck is like "a note on the system" and
this digital transparency is driving a standards change globally [34]

Trucks equipped with GPS satellite navigation units have enabled drivers to forgo a traditional
paper-based map, saving time and effort.[7] Drivers willing to pay for satellite radio or who work
for a company that pays for it[35] can listen to commercial-free music, sports, news, and talk radio
coast-to-coast without interruption of signals between cities (as terrestrial radio signals are
limited to a certain radius from the broadcasting tower). Digital satellite television allows smaller
dish sizes, which means truck drivers are not limited to free terrestrial broadcast television and
have more options about what they watch during their off-duty periods.[36]

Automatic transmissions

Increasingly, companies have been equipping their trucks with automatic transmissions for a
variety of reasons. Operating a manual transmission requires more skill and attention of the
driver, partly due to the unsynchronized transmission found in heavy-duty trucks. Companies
have found that automatic transmission has many benefits, including higher fuel efficiency,
higher driver retention (drivers frustrated by a manual transmission may quit his/her job), lower
wear of transmission gears (inexperienced drivers sometimes grind the gears if they do not
follow proper shifting techniques), lower driver fatigue, and fewer accidents (manual
transmissions require more attention from the driver, thus increasing the chances for an
accident). All of these factors reduce costs for the company.[37]

Top US trucking firms

As of May 2015, over 90.0% of companies in the United States long-distance freight trucking
industry are owner-operators.[38] Therefore, even the top corporate operators only hold a small
share of the total market. According to the industry market research firm IBISWorld, J.B. Hunt
Transport Services holds an estimated 2.5% market share, YRC Worldwide holds 1.8%, FedEx
holds 1.6%, United Parcel Service of America owns 1.5%, and Con-way holds 1.4%.[39]

Top 10 trucking companies by revenue in 2015:[40]

Primary Public/ Revenue (millions)

Parent company
service Private (2015)

UPS Freight Parcel Public $29,829

FedEx Freight Parcel Public $19,827

J.B. Hunt FCL Public $6,188

YRC Worldwide LTL Public $4,832

Swift Transportation FCL & FTL Public $4,229

Hub Group FCL Public $3,526

Schneider National FCL & FTL Public $3,423

Landstar System FTL Public $3,364

XPO, Inc. FCL & LTL Public $3,273

Old Dominion Freight Line LTL Public $2,788

Economic impact

The importance of trucking is communicated by the industry adage: "If you bought it, a truck
brought it."[7][41] Retail stores, hospitals, gas stations, garbage disposal, construction sites, banks,
and even a clean water supply depends entirely upon trucks to distribute vital cargo.[42] Even
before a product reaches store shelves, the raw materials and other stages of production
materials that go into manufacturing any given product are moved by trucks.[25]

Commercial Freight Activity in the US by Mode of Transportation

Estimates in millions Relative shares in percents

Transportation mode
Value Tons Value Tons

Truck $9,075,000 11,712 69.5 60.1

Rail $392,000 1,979 3.0 10.2

Water $673,000 1,668 5.2 8.6

Pipeline $896,000 3,529 6.9 18.1

Other modes (incl. air, intermodal) $2,015,000 600 15.4 3.0

Total $13,052,000 19,847 100.0 100.0

Source: 2002 estimate by the Bureau of Transportation Statistics[43]

Note: Weights listed are measured in short tons.

Today, railroads are primarily used to haul bulk quantities of cargo over long distances.[44] Unless
a manufacturing or distribution facility has a direct connection to the railroad, the remainder of
the trip must be handled by truck.[7] Recent implementation of "just in time" strategies have
resulted in the increased use of trucks to help satisfy businesses' fluid inventory needs. Using
this strategy, businesses gain the ability to reduce the costs associated with excess inventory
and larger warehousing facilities by requiring more frequent deliveries.[45][46][47] According to an
industry group, many retail, commercial, and government services require daily or weekly
deliveries to keep supplies or merchandise on hand. Many hospitals have also moved to "just in
time" inventory systems. The nation's busiest gas stations require deliveries of fuel several times
per day, while the average station receives fuel every two to three days. Grocery stores require
deliveries of perishable food items every two to three days.[42]

Trucks are vitally important to U.S. industry, however, measuring the impact of trucking on the
economy is more difficult, because trucking services are so intertwined with all sectors of the
economy. According to the measurable share of the economy that trucking represents, the
industry directly contributes about 5 percent to the gross domestic product annually. In addition,
the industry plays a critical support role for other transportation modes and for other sectors of
the economy such as the resource, manufacturing, construction, and wholesale and retail trade
industries.[25]
Within the energy industry, approximately 4 percent of crude oil and petroleum products were
shipped by truck in 2012.[48] These shipments are handled by oil and gas logistics firms, which
are midstream service providers that also handle transport by pipeline, rail, and barge. Dominant
companies in this space include Aux Sable, Bridger Group, DCP Midstream, Enbridge Energy
Partners, Enterprise Products Partners, Genesis Energy, Gibson Energy, Inergy Midstream, Kinder
Morgan Energy Partners, Oneok Partners, Sunoco Logistics, Targa Midstream Services,
TransCanada, and Williams Companies.

Agricultural products totaling $118,832,000, or 82.7 percent, were shipped by truck in 2007
(excluding animal feed, cereal grains, and forage products).[49][50] About half of that agricultural
freight was shipped by for-hire trucks and half by private trucks.[49] More than 92 percent of
prepared foods, including dairy products and prepared fruit, vegetable, and nut products, were
moved by truck in 2007.[49][50]

Within the health care industry, trucking moved $501,445,000 worth, or 65 percent of the total
value, of pharmaceutical products in 2007.[49]

Lumber and other wood products totaling $168,913,000 were shipped by truck in 2007,
accounting for 91.9 percent of this class of product.[49]

Over 80 percent of all communities in the US rely exclusively on trucks to deliver all of their fuel,
clothing, medicine, and other consumer goods. The trucking industry employs 10 million people
(out of a total national population of 300 million)[51] in jobs that relate directly to trucking. The
trucking industry is the industry of small business, considering 93 percent of interstate motor
carriers (over 500,000) operate 20 or fewer trucks.[52]

Rules and regulations

A division of the U.S. Department of Transportation, the Federal Motor Carrier Safety
Administration (FMCSA) regulates nearly all aspects of the trucking industry.[53] In 2018, 885
large truck occupants died, while 4,678 people died in collisions with large trucks.[54] Truck
drivers are limited by the number of daily and weekly hours they may drive, the roads and
highways they may drive upon, and a lower legal definition of drunkenness. The Federal Highway
Administration has established 0.04 percent as the blood alcohol concentration (BAC) level at or
above which a CMV driver is deemed to be driving under the influence of alcohol.[55] States
maintain a BAC level between 0.08 and 0.10 percent for non-CMV drivers. In some states, trucks
also have special speed limits, in addition to restrictions on driving in certain lanes (normally the
far right lanes of multi-lane highways).[56]
Commercial driver's license

Trucks come in many different sizes, creating the need for a truck classification system. Truck
drivers are required to have a commercial driver's license (CDL) to operate a CMV carrying more
than 16 passengers, carrying a certain amount of hazardous materials, or weighing in excess of
26,000 pounds (12,000 kg).[57] Acquiring a CDL requires a skills test (driving test), and knowledge
test (written test) covering the unique handling qualities of driving a large, heavily loaded 18-
wheeler (e.g., backing maneuvers), and the mechanical systems required to operate such a
vehicle (e.g., air brakes and vehicle inspection procedures).[58] It costs thousands of dollars to
attend a CDL school.[59] One ATA survey found that 86% of truckload carriers had a formal
relationship with a noncarrier CDL school; 88% of those had a relationship with a private, for-profit
CDL school. Critics cite these relationships as evidence that CDL schools are driver mills for
trucking companies.[59]

Hours of service

Drivers are required to keep track of driving hours in

a log book, using a time grid for each day along with
information identifying the vehicle, driver, and
company.

The FMCSA defines a CMV as a single or combination (truck and trailer) vehicle with a gross
weight of 10,001 pounds (4,536 kg) or more, or a vehicle used to transport hazardous materials in
quantities requiring the vehicle to be marked or placarded under the hazardous materials
regulations.[60] The length of time a driver may spend operating a CMV is limited by a set of rules
known as the hours of service (HOS). These laws are designed to protect the general motoring
public by reducing accidents caused by driver fatigue.

The first version of the HOS was enacted in 1938, and four revisions have been made since.[61]
The more recent revisions have relied on research into the human circadian rhythm (the tendency
for humans to follow a natural 24-hour cycle with 8 hours of uninterrupted sleep).[61] As of July 1,
2013, a driver operating under federal property carrying regulations is limited to 11 hours of
actual driving within a 14-hour period, and requires a 30-minute break during the first 8 hours of
on duty time. After which drivers must rest for 10 hours.[62] The rules do not explicitly require that
a driver must sleep, only that a driver must take a period of "rest" within the sleeper berth or off
duty (i.e., at home). Distinct regulations exist for passenger carrying drivers as well as vehicles
designed specifically for oilfield operations as well as construction related activities. Some US
States also allow for special intrastate regulations to be followed if the vehicle is operating
entirely within the bounds of the given state.

Keeping track of a driver's HOS requires the use of a log book.[63] A truck driver's log book is a
legally defined form containing a grid outlining the 24-hour day into 15-minute increments.
Drivers must specify where and when stops occur between driving shifts, what duties were
performed (if any), along with the driver's name, truck number, company info, and other
information. The driver must also present his or her log book to authorities upon request, for
inspection. In lieu of a log book, a motor carrier may substitute an electronic on-board recorder to
record the driver's hours.[64]

On December 16, 2019 a new (Electronic Logging Device) Mandate[65] will come into full force.
This new mandate requires that drivers utilize specifically designed electronic logging equipment
which records driving time based upon a direct communication link with a vehicles engine. Once
a vehicle reaches a speed of 5 mph it is considered to be "driving" and a vehicle must remain at a
speed of zero mph in order for a driving event to be ended automatically.

Weight, size, and route restrictions

The FMCSA regulates the length, width, and weight limits of CMVs for interstate commercial
traffic. Interstate commercial traffic is generally limited to a network of interstate freeways, U.S.
highways and state highways known as the National Network (NN). Provided the truck remains
on the NN, they are not subject to the state limits. State limits (which can be lower or higher than
federal limits) come into effect for intrastate commercial traffic, provided the vehicle is not on the
NN.[66]

There is no federal height limit, and states may set their own limits which range from 13 feet
6 inches (4.11 m) (mostly on the east coast) to 14 feet (4.3 m) (west coast).,[66] As a result, the
majority of trucks are somewhere between 13 feet 6 inches (4.11 m) and 14 feet (4.3 m) high.
Truck drivers are responsible for checking bridge height clearances (usually indicated by a
warning sign) before passing underneath an overpass or entering a tunnel. Not having enough
vertical clearance can result in a "top out" or "bridge hit," causing considerable traffic delays and
costly repairs for the bridge or tunnel involved.[67][68]

The federal gross weight limit for a Class 8 truck is 80,000 pounds (36,000 kg) (combined weight
of truck, trailer, and cargo) with axle weights limited to 12,000 pounds (5,400 kg) (steering axle)
and 34,000 pounds (15,000 kg) (tandem axles). Truck drivers are responsible for checking their
own vehicle's weight, usually by paying to be weighed at a truck stop scale. CMVs are subject to
various state and federal laws regarding limitations on truck length (measured from bumper to
bumper), and truck axle length (measured from axle to axle, or fifth wheel kingpin to axle for
trailers). The relationship between axle weight and spacing, known as the Federal Bridge Gross
Weight Formula, is designed to protect bridges.[69] Truck weights and sizes are checked by state
authorities at a weigh station or port-of-entry.

Types of vehicles used in trucking

Tractor

The cab and drive axle portion of a large capacity truck and trailer. Since the primary purpose of
the cab is to pull the trailer, it is rightly referred to as a tractor. The various kinds of tractors are
yard, day, and sleepers.

When a tractor is operated without a trailer attached, it can be referred to as a bobtail.[70]

Flatbed

The flatbed is essentially a trailer without the enclosed portion on the back. The back or bed is
flat and open.[71] These are often referred to as stake beds.

Dry van

An enclosed trailer 53 feet (16 m) long, although they can be shorter.[72]

Reefer

A refrigerated container is an insulated enclosed trailer typically 53 feet (16 m) in length. They
have a stand-alone engine (usually ThermoKing or Carrier) unit mounted at the front or underside
of the trailer to cool the cargo. They also have their own fuel tank as to not rely on a tractor for
power. They can keep frozen down to −20 °F (−29 °C)

Panel van

The panel van comes in various sizes. As small as a mini-van and up to having a fairly large box
on the bed of a truck. These are seen as box trucks.

Hotshot

Hotshot trucking is a more downsized version of semi trucking. In semi-trucking, most

companies are larger sized companies with multiple trucks, trailers, drivers, etc., whereas,
Hotshot trucking is typically single person companies run and operated by the driver themselves.
Most hotshots are run using larger 1 ton and heavier Pickup trucks (ex,Ram 3500, Ford F-350,
Chevrolet Silverado 3500). These are typically paired with larger fifth wheel trailers such as made
by Big-Tex, PJ Trailers, Gatormade and Diamond-C. Most Hotshots run mixed freight and or
vehicles, as do semi trucks. One big upside to Hotshot trucking is a Commercial Drivers License
(CDL) is not required by law, so long as the Gross Vehicle Weight (GVW) does not exceed 26,000
total pounds (13 tons).[73]

Truck drivers

Definition

Truck drivers are persons employed as the operator of a CMV. CMVs can be of varying shapes
and sizes, from 10,000-pound (4,500 kg) pickup trucks assigned to haul specialized or small
quantities of freight, all the way up to 105,500-pound (47,900 kg) semi-trailer trucks. Trucks are
assigned a class rating based upon the gross vehicle weight rating (GVWR). The facts in this
section refer to drivers of "heavy duty" trucks (with a GVWR of at least 26,000 pounds (12,000 kg),
which require a commercial driver's license to operate).[57]

Working environment

Truck drivers spend up to 11 hours per day driving, and up to 14 hours per day in driving, fueling,
paperwork, vehicle inspections and repairs.[74] Long-haul drivers often spend weeks away from
home, spending their time off and sleeping at truck stops or rest areas. Driving is relatively
dangerous work, as truck drivers account for 12% and the highest total number of all work-related
deaths, and are five times more likely to die on the job than the average worker.[75] Drivers lead
generally risk-prone lifestyles due to smoking, lack of exercise, unhealthy eating and work-related
injuries.[76] A survey by the National Institutes of Health found 67% of long-haul drivers were
smokers or former smokers.[77] A global meta-analysis found that a large proportion of long-haul
truckers take amphetamines to get through long shifts. Results varied by country, but in one
study 30% of long-haul truckers admitted to amphetamine use while driving. A study that
employed drug-testing found that 8% of the drivers tested positive for amphetamine use.[78]

Turnover

In 2006, the U.S. trucking industry employed 1.8 million drivers of heavy trucks.[79] A major
problem for the long-haul trucking industry is that a large percentage of these drivers are aging,
and are expected to retire. Very few new hires are expected in the near future, resulting in a driver
shortage. As of 2005, within the long-haul sector, there is an estimated shortage of 20,000
drivers. That shortage was projected to increase to 111,000 by 2014,[80] however the actual
shortage of truck drivers in 2014 was around 38,000.[81] The trucking industry (especially the
long-haul sector) is also facing an image crisis due to the long working hours, long periods of
time away from home, the dangerous nature of the work, and lower earnings than other labor (for
example, 1% lower than construction in 2004).[80]

Employee turnover in long-haul trucking is notorious for being high. In the 4th quarter of 2005,
turnover for the largest carriers in the industry reached a record 136%,[82] which means that for
every 100 new employees hired, 136 quit their jobs. This results in a "revolving door" within most
long-haul trucking companies, as drivers are constantly switching jobs or leaving the industry. In
the short-haul and less-than-truckload (LTL) sectors, driver turnover is only around 15%,[83] mainly
due to the better working conditions, higher pay, and unionized workers. One study suggests that
larger companies with irregular routes, longer average haul, and older equipment experience
much higher rates of driver turnover.[83] Some believe that the turnover benefits trucking
companies by causing wages to be mostly entry-level.[59]

Serial killings

In 2009, the Federal Bureau of Investigation (FBI) released the results of a five-year-long study
(the Highway Serial Killings Initiative) investigating the unsolved murders of prostitutes,
hitchhikers, and stranded motorists.[84] Over 500 female victims have been compiled in a
database, most of whom were killed or discarded at truck stops, hotels, and roadsides. The FBI
has speculated that many of these victims were murdered by long-haul truck drivers, some of
whom may be serial killers. Investigators speculate that the easy access to potential victims,
mobility, and lack of supervision enjoyed by long-haul truck drivers have contributed to this
phenomenon. The head of the initiative, Michael Harrigan, says most of the victims lead high-risk
lifestyles (e.g., prostitution) which left them particularly vulnerable. In 2004, the FBI began
investigating a string of murders in which the victims were found along the Interstate 40 corridor
in Oklahoma and several other states, which sparked the creation of the Highway Serial Killings
Initiative.[85]

In response to the investigation, the executive vice president of the Owner-Operator Independent
Drivers Association, Todd Spencer, said "Truckers are just absolutely outraged that various media
sources or the FBI would draw the conclusion that truckers are over-represented in the ranks of
serial killers".[86]

Trade groups

Women In Trucking Association, Inc

Owner-Operator Independent Drivers Association

NorthAmerican Transportation Association

Trucking organizations

Teamsters Union

National Motor Freight Traffic Association

American Trucking Associations

See also

Commercial driver's license

Transport portal
DAT Solutions (a.k.a. Dial-a-truck)

Glossary of trucking industry terms

List of electric truck makers

Long combination vehicle

 Oversize load

Self-driving truck

Semi trailer

Semi-trailer truck

Truck manufacturers in the United States

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External links

Federal Motor Carrier Safety Administration (http://www.fmcsa.dot.gov/)

National Freight Transportation Statistics and Maps (https://web.archive.org/web/20041228070

446/http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/nat_stat.htm)