There is nothing ‘unskilled’ about driving a truck

The biggest misconception about driving a truck is that it’s “unskilled labor.”

That’s my not-exactly-an-expert opinion, having spent almost a decade covering the industry. People who aren’t in trucking (and even some of those who are, but don’t drive) have this misconception that anybody can drive a truck.

Don’t just take my word for it. Consider how little training it takes to become licensed to operate one.

Prior to the new entry-level driver training rule that went into effect in early February, there was no minimum standard.

Even with the new rule in place, there’s still no minimum requirement for real-world, practical experience on the road. There are no endorsements for or certifications for navigating tough terrain like mountains, or inclement weather, like driving through a whiteout or black ice.

The way we license commercial operators in this country reinforces the attitude that it doesn’t take much to drive a truck.

Which, almost anyone who’s spent time doing the job can tell you, is a load of bull. It takes a tremendous amount of skill to safely pilot tens of thousands of pounds of vehicle and payload safely and securely. It’s a point of great pride among the thousands of drivers I’ve spoken with over the years.

And I agree with them. Not just anybody can do this job.

I’ve often marveled at the disconnect between the way the public perceives airline pilots and truck drivers.

Pilots are generally held in high esteem. Flying planes isn’t considered a job. It’s a career.

It is the sort of thing your grandma might gush about to the ladies in her Sunday school class.

“Did I tell you my grandchild is a pilot now?”

Grandma should be just as proud to say that grandkid drives truck for a living.

Why this disconnect, though? I think it comes back to the training issue.

Pilots undergo rigorous training before they get in the cockpit. And even though today’s airplanes are highly sophisticated, technological marvels capable of a high degree of autonomy, they still rely on human pilots. That is especially in case something goes wrong with all the expensive, high-tech equipment on board.

Not coincidentally, pilots are typically well-compensated.

OOIDA continues to try and steer the conversation about autonomous vehicles along these lines: There is never going to be a substitute for a well-trained professional behind the wheel.

So why aren’t industry voices united in that message? Why does it seem like the drivers – who should be seen as the most indispensable part of the operation – are the most expendable?

Because big carriers want to devalue drivers and the contributions they make to the supply chain.

Devaluing the driver means paying less for wages, investing less in training, and not spending money to retain that well-trained, highly skilled operator.

And the tech companies who are developing this technology figure they can come take that slice of the revenue pie that should be going to drivers, by offering these technology solutions that are long on promise but short on delivering safety benefits which surpass those of an experienced professional.

In the initial push for a driver training rule, OOIDA fought hard for the inclusion of on-road training hours. The new standard is a step in the right direction, but the industry needs to go further. If you believe as the Association does, it’s imperative you join their efforts to continue lobbying for this needed change. LL