Industry-controlled Truck Driver Retention Rate

The American Trucking Association provides the latest report when the truck driver turnover rate rises, explaining that it is a good sign for the industry. The reason most often given is due to higher transport volumes and tighter regulations such as CSA, leading to the need for more qualified drivers.

In industries where driver turnover is above 100%, the current fourth quarter figure shows a decline, coming in at 88% on the grounds that the economy is still trying to recover. However, this percentage is expected to increase as volume changes and regulations continue.

ATA and motor operators believe that a higher driver turnover rate is a good thing. This shows a stronger increase in shipments and proves to FMCSA and Washington bureaucrats that further hino semarang regulations are needed such as NAFTA, to compensate for the lack of qualified drivers in the United States. National media, who have no understanding of real-world trucks, believe in all the rhetoric and publish it as serious trucking news.

The rate of change among professional truck drivers, especially those operating in the long term, is also said to be verified because evidence of the driver leaving the work of one motorbike carrier to find a better job position with the others. The media was told that drivers are looking for other operators that offer better salaries, better mileage, more time at home, etc., thus creating a problem of driver shortages, which in turn results in a problematic driver retention rate. For drivers, this change is often referred to as "churning" and "job hopping." The problem, however, is that almost all major motor carriers operate the same way, so for the driver, grass is rarely greener on the other side.

For example, as required by the US Department of Labor, so that cross-border trucking initiatives come into play and so that US motorboats can apply for Foreign Workers' Certification, they must first demonstrate that there are not enough UStruck drivers who meet the available conditions and want to do work with current wages. This is easily achieved by motor operators who pay low wages, use new students and drivers as a source of cheap labor, causing drivers to sit without paying for goods and driving time lost by drivers who sit for hours without being paid at the sending and receiving dock. .

When the driver leaves the position, the industry can point to the driver's disappearance as a confirmation of the driver's shortcomings, and when the CSA comes into force, this rule can be used as evidence of a driver's poor retention rate because many experienced drivers leave the industry well; actually not because of CSA, but for the motor-carrying action mentioned above. All that needs to be done, is a large trucking organization announcing to the media that the United States is now facing a shortage of drivers and a storage crisis.

Truck news outlets, both published and online, are always eager to share important news in the crisis related industry. The problem is that many of these outlets are controlled by organizations spewing rhetoric. The media, at the national level, runs the stories, does not have real world expertise in OTR truck operations inside. They listen to the wrong messenger.

The truck driver's retention rate has become so real to many, that the main news sources continue to
dump truck hino react to what they believe is the actual problem caused by the driver. Business articles are written to find real solutions to driver retention problems. One article states:

"Substitution is voluntary and not voluntary, but the problem is voluntary departure. It is important to know what causes the driver to get on the job and then determine how the truck can stop this huge waste of energy and money." (Source: Business Library - Driver Retention Solution)