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A driver’s perspective on the state of trucking

I have been writing a blog on the transportation industry for five years. During this period I have received hundreds of postings and e mails from readers. Every now and then I receive an e mail that stands out. I recently received a thoughtful and interesting e mail and article from a truck driver, David Robson. In the article, he shares his thoughts on what trucking companies can do to improve driver retention and increase trucking company profits. With permission, here is an edited version of his story.
The Future of the Professional Driver
“I was looking up the top 50 trucking companies and reviewed a few of the well-known companies CSA scores from the FMCSA website. I was surprised and disappointed with what I saw. Many of these carriers advertise on the backs of their trailers, “We hire only safe and professional drivers.” If you saw their CSA scores I would think that the owners would be embarrassed to display those signs. Perhaps the owners are not aware of their scores.
The first thing I noticed was that many were near the 60% intervention score. The other common factor involved “Subject to Placardable HM Threshold.“ I found some violations that were commonly high among most of the carriers.
Driver Fitness:
 383.23(a)(2) Operating a CMV without a CDL
 383.51(a) Driving a CMV (CDL) while disqualified
 391.11(b)(4) Driver lacking physical qualification(s)
 391.41(a) Driver not in possession of medical certificate
 391.45(b) Expired medical examiner’s certificate
Fatigued Driving:
 395.3(a)(2) Requiring or permitting driver to drive after 14 hours on duty
 395.3(a)(1) Requiring or permitting driver to drive more than 11 hours
 395.3(b) 60/70- hour rule violation
 395.8 Log violation (general/form and manner)
 395.15(b) Onboard recording device information requirements not met
 395.15(c) Onboard recording device improper form and manner
 395.15(f) Onboard recording device failure and driver failure to reconstruct duty status
 395.15(g) On-board recording device information not available
Unsafe Driving:
 392.16 Failing to use seat belt while operating CMV
 392.2C Failure to obey traffic control device
 392.2FC Following too close
 392.2LC Improper lane change
 392.2T Improper turns
 392.2-SLLS2 State/Local Laws – Speeding 6-10 miles per hour over the speed limit
 392.2Y Failure to yield right of way
 392.6 Scheduling run to necessitate speeding
 392.60(a) Unauthorized passenger on board CMV
 392.71(a) Using or equipping a CMV with radar detector
 397.13 Smoking within 25 feet of HM vehicle
Vehicle Maintenance:
 392.22(b) Failing/improper placement of warning devices
 392.7(a) Driver failing to conduct pre-trip inspection
 393.11 No/defective lighting devices/reflective devices/projected
 393.19 Inoperative/defective hazard warning lamp
 393.207(b) Adjustable axle locking pin missing/disengaged
 393.25(e) Lamp not steady burning
 393.25(f) Stop lamp violations
 393.45 Brake tubing and hose adequacy
 393.45(a)(4) Failing to secure brake hose/tubing against mechanical damage
 393.47(e) Clamp/Roto-Chamber type brake(s) out of adjustment
 393.53(b) Automatic brake adjuster CMV manufactured on or after 10/20/1994— air brake
These are only a few of the 670 violations that can be given to a carrier through CSA. All of these violations can be avoided with a proper pre-trip inspection and driving skills training.
These avoidable violations, if left un-addressed can put a company into expensive fines, intervention and possibly suspension of their dot licensing. All of these can be avoided with proper driver training and updating. I would like to question the violators and verify if the drivers were reckless, or just unaware of how to prevent these violations.
As I continued looking through the CSA scores, I noticed a great number of small carriers (50 power units or less) were faring better than the carriers with more than 500 power units. This I believe is because the larger the carrier, the harder it is to monitor, educate and train drivers. Smaller carriers can better control the safety and compliance of their entire fleet.
These scores are showing me there is a great need for companies to restructure their safety policies and training. Corporate staff is going to require additional education to better train and educate drivers on a practical level. No longer will reciting the rules and regulations at drivers meetings (if the company has them at all), be sufficient to create safe and compliant drivers. Drivers I have talked to have said they asked their Safety Department for help and come away more confused about their issue.
Carrier Image
Customers can access a carrier’s CSA scores and violations history. If the CSA is a marketing tool like the CTPAT program, carriers are going to find it hard to get accounts. ABC carrier might be on the top 50 list but when the customer views their CSA and discovers they are flagged for interventions due to Driver Fatigue, they may reject the carrier’s bid. I believe many carriers are going to carry on until intervention strikes, and then they will cry the blues.
Prevention is the best medicine
Carriers should be on top of these scores and intervene with the drivers before the FMCSA intervenes with the company. Drivers CSA scores should be monitored regularly. Drivers should be made to explain themselves for each violation (re-trained if necessary) and reprimanded for each repeated violation.
Driver training should be implemented on a one to one basis if needed. If the driver is new to trucking, he may be uninformed and require further education. If he is a veteran driver, he may have to be reminded or shown how to break old unsafe habits.
In the end, it requires the carrier to step up and protect their scores and public image with training, internal monitoring and enforcement.
Fleet Driver Trainers
Fleet driver trainers can be a great advantage to carriers of 50 drivers or more. These are experienced drivers that have excelled in their driving skills. They are fully knowledgeable about both Federal regulations and company policies. Driver trainers are knowledgeable and practice defensive driving, possess full knowledge of log books, Fleet Smart practices, vehicle pre-trips and preventative vehicle maintenance.
From a trucking company’s perspective, these driver trainers will be fully trained on all company driver policies. They will be the eyes and ears of the company, and the resource for drivers to help them become productive and safe employees.
With a driver trainer as part of the driving fleet, drivers can access this resource on the road. As a driver trainer on the corporate site, the individual is available to drivers visiting the yard and free to do driver analyses and in-class instruction if required.
Out in the cold
Many drivers I have talked to feel left out in the cold when it comes to having access readily to available information or training. When and if they can contact the Safety Department, the personnel are too busy to sit with them and discuss their needs, because of their responsibility to corporate issues.
When they do get information, many drivers leave confused, or feeling they didn’t get the answers they were looking for. A driver trainer helps immensely in this area because he has been there, done that, and can better relate to the driver’s issues than someone who has been out of touch with the driving environment for a while. The driver trainer can help the driver with other issues such as Human Resources policy because he is a long term employee and can instruct the driver how to better comply with company policy.
Using your best resource for optimal results
If I were a company owner, it only makes sense to me to use every available resource to build a company that is professional in the eyes of the Federal regulators, customers, general public and of course my most profitable assets called drivers.
If you want professional drivers, does it not make sense to have them monitored and trained by professional drivers (Driver Trainers)? It costs less than insurance hikes, repeated fines, lost customers, and the expense of driver turnover in the end? The driver trainer can be the company’s link to driver problems and opinions. The drivers feel more at ease with one of their own kind, so to speak, and more openly provide feedback. This useful information, when given to the company, allows them to better analyze, restructure and adjust for optimum operation.
The CSA scores and Canadian CVORs tell a story. Apparently companies aren’t reading the book. If they are, perhaps they can’t see the plot. If they value their future, changes need to be made before they lose all their profits. I believe driver trainers, if used effectively, can improve the quality of life for their drivers and improve the bottom line for their owners.”
Written by David Robson
Professional Driver and Certified Fleet Driver Trainer

Dan Goodwill

Dan Goodwill

Dan Goodwill, President, Dan Goodwill & Associates Inc. has over 30 years of experience in the logistics and transportation industries in both Canada and the United States. Dan has held executive level positions in the industry including President of Yellow Transportation’s Canada division, President of Clarke Logistics (Canada’s largest Intermodal Marketing Company), General Manager of the Railfast division of TNT and Vice President, Sales & Marketing, TNT Overland Express. Goodwill is currently a consultant to manufacturers and distributors, helping them improve their transportation processes and save millions of dollars in freight spend. Mr. Goodwill also provides consulting services to transportation and logistics organizations to help them improve their profitability.
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26 Comments » for A driver’s perspective on the state of trucking
  1. Stephen Large says:

    Hi Dan. I mostly agree with David Robson’s observations and opinions above. However, there is no mention of the one thing that is missing from almost all trucking companies, big or small. Hourly pay! Many of the violations listed can be partly linked to the way that drivers get paid! I have been driving since the fall of 1983 and doing pre-trip inspections every day since then, even before Canadian truck drivers were required to run log books. I have found that in order to do a thorough pre-trip inspection on a tractor-trailer, a driver would have to put their coveralls on and spend well over an hour to check ALL the things that are to be checked every day before driving the truck. At best, even if you spent an hour, you would just be quickly looking at each of the parts of the truck that are to be checked, not carefully inspecting/checking/measuring/testing every part that is supposed to be done. A mechanic would certainly spend more than an hour checking all those parts and would be paid approximately $30.00/hour to do it. The truck driver gets paid $0.00. Is there any wonder that drivers do not complete their pre-trip properly? If there IS a problem with the truck, say a leaky wheel seal, the mechanic will get paid about 4 hours at $30.00/hr = $120.00. The driver will get paid 4 hrs @ 0 mph = 0 miles X 30 cents/mile = $0.00. Now, the load is LATE! The driver, if he has done his pre-trip and waited to get the repairs done to the truck, has spent over 5 hours at work and has not earned one penny! The load is LATE! The driver will be under the gun to make up the four hours that the truck was getting the repairs done, so in order to provide customer service, and more likely to earn money to feed his family, he will speed, follow too close, change lanes improperly, and not have time to stop and get out and stand 26 feet away from the truck each time he wants to smoke! Now, the driver misses the unloading appointment and has to wait all night to unload. 5:01 pm – 8:01 am = 15 hours @ 0 mph X 30 cents/mile = $0.00. Every day could be the same, and after a week or so, the driver has spent most of his time earning $0.00, but still at work, away from home! In order to have some quality time with family, he takes his young son with him in the truck (unauthorized passenger on board CMV). After any amount of this horrible lifestyle, he will either lose his house or his family or both. Instead, some drivers quit and then the company hires ‘drivers’ without a CDL or with a disqualified CDL or with no medical certificate(“because there is a shortage of drivers”). These ‘drivers’ will not know the rules and will not have much experience, and the dispatchers will be able to push them to drive after 14 hours on-duty, drive more than 11 hrs, or drive more than the 60/70 hrs per week. If companies would just pay the driver for ALL of the time that they are doing anything for the trucking company and therefore can not be at home, there would be far less violations and way more drivers want to work for them!

  2. Martin Cowie says:

    Hi Dan.
    I have to agree strongly with Stephen. In all my years of driving a rig I could never understand why I am working for a company, doing a trip inspection, and not being paid for the work completed. The Pre-Trip is a vital part of being a truck driver. Trip Inspections saves the drivers a lot of grief as well as the company due to fines or worse.
    I do know of a company that wants its drivers to do a Trip Inspection and then pick up the loaded trailer which sits at the warehouse 2.3 km’s down the road and do it for zero pay. So, no pay for the trip inspection and no pay to pick up the load down the road. I did not take the position with this company.
    At one time, drivers may have been a “dime a dozen” however, now a driver who can complete at trip inspection, implements defensive driving, knows Hours of Service USA and Ontario, plans his/her route, follows the law of the land…etc. is almost impossible to find. Just ask any recruiter…
    On another note: I have been training drivers for over 11 years now and have not found one driver who does not want to be informed and educated. Whether it be HOS, Defensive Driving, TDG, Trip Inspection form and manner, Down Hill Braking, they all want to be educated with the information in regards to Legislation, Acts, Regulations or Laws. I too have worked for a large company and have to agree with David as well, when it comes to their violations and scores on their BASIC or CVOR, sometime a larger company has to remember that the Safety and Compliance Manager is there to keep those scores down and educate the drivers. While employed as a S&C, I would arrive at work at 7am, the drivers would be lined up at my down to question me on their Logs to get a better understanding of them.
    Well written David.
    Martin Cowie CDS.

  3. Jim McCrank says:

    You have posted an article that I have been bugging my company about, the lack of driver training. Very good and informative . I will take this in and show them and with luck they will see their way clear to follow the suggestions here. Thank You Dan and David for a well written article.

  4. Larry Kiser says:

    I have been a CDLA for 21 years and have seen all kinds of crazy things on the road one of the nicest things that has come along is my invention of lighting up the rear tandems so you can see where those puppies are going, saving all kinds of predicaments. All drivers have been in spots where you ran over something on a dark rainy night and your stuck, if only you could have seen the object or hole stopping you from driving over it. Any one interested in the product can see it at or YOUTube under SLS, Safety Lighting System

  5. Darin Sherwood says:

    Since moving from the UK six years ago,I am constantly amazed at what trucking companies in Canada can get away with .
    Paying drivers by the mile only encourages them break all rules in order to earn more money,especially when time is lost through delays.This is not legal in the UK .I know several drivers here in Canada and in fact they often tell me how they managed to change their log books in order to get the job done, or in fact to get home to see their families .
    So it comes as little surprise when I hear on the local news here in Calgary, the percentage of tickets handed out when the DOT set up random inspections on trucks and drivers .
    Trucks in the UK have to have a full inspection every 6 weeks by a qualified mechanic, its a major compliance of operating a trucking company .I cant help but think, this is partly done as drivers are paid by the hour.They do get paid for their daily vehicle checks,and therefore companies do not want to pay drivers more time than necessary to carry out this task and keep the faults found to a minimum .There are obvious benefits, improved safety for drivers and other road users , improved reliability and less down time for their fleets .Let alone customer service and time table compliance.
    I cannot see anything improving here until pay by the mile is dropped , the sooner companies and the distribution industry as a whole see that the better , till then driver quality,safety standards and overall image of the trucking industry will continue to decline. Good luck recruiting !!!!!!!!!!!

  6. Cliff Kostiuck says:

    You make a lot of good points, it might help to illustrate that the problem goes a lot deeper than just pay, as we all see the problems in the oil and logging industries, where drivers are being paid by the hour and a lot more than the highway drivers.
    It is the attitude towards the professional driver industry as a whole that has hurt us, this is driven by the public perception that “anyone” can drive truck. We all know that this is not true as not everyone is a Professional driver just because they have a Class one license.
    Some of us do a great job and have earned the Professional driver designation while a lot of us out there still have not done so, which is shown by poor driving habits and negative attitude towards other people on the roads.
    This perception and attitude is driven by the “Profit at any cost” and that “drivers are a dime a dozen” mentality, which is coming to a head, as we see more drivers (people) who are leaving the industry and young people are not entering the industry.
    Both management and customers need to treat drivers fairly, acknowledge their driving skills, show and give respect where it is deserved as well as pay fairly.

  7. Stephen Large says:

    Good comments Cliff! The way that companies treat their drivers (especially those with years and years of excellent work and no accidents) needs to change! Trucking companies are extremely guilty of treating drivers according to how well the driver does what he is told by the office, whether it is good or bad or in many cases, really stupid. Gone are the days where the office people ask the most experienced drivers for some input when making decisions! Why not let the people who have hauled your freight problem free for millions of miles have some input as to how could we do this better. Instead, the office people, who usually have limited experience or knowledge in actually what it takes to do a good job, assume that the poorest driver in the company sets the bar and all drivers get treated the same! Soon, the best drivers get tired of being treated the same as the worst piece of crap drivers and then they quit and that`s right, you are stuck with a bunch of crap and the good drivers will be working elsewhere! They will still be good drivers, they just won`t be working for you….they will be working for someone else…against you!

  8. G. Paul Langman says:

    For my comments just read Stephen Large above!! Stephen, I have read your comments in various places and just have to say that I don’t think there’s anyone I agree with more. When I first heard about EOBR’s I thought their supposed ability to track everything a driver was doing, and so record when he was working or not, would be the gateway to hourly pay. I have been sadly disappointed as I learn that the only thing EOBR’s really can tell is when and where the truck is moving. When the truck is stopped “On duty not driving” “off duty” “sleeper berth” is still entered by the driver. Nobody has gained anything. A driver not getting paid is going to enter one of the off duty options!!!!
    I’d love to meet you sometime Stephen.

  9. Stephen Large says:

    Hello G. Paul Langman! I thank you for your supporting comments above! I have also read some of your comments in other places and, likewise, I always agree with your statements. I would enjoy the chance to meet you also…I have been out here, trucking around since 1983 and back then, I listened a lot to the old timers who had been driving for many years and I was also taught to drive truck by guys like that. Since then and after about 3 million miles hauling several types of loads all over the continent, I have noticed that those “old hands” have all but disappeared! They have been mostly replaced by a constant revolving door of ‘drivers’ who just don’t seem to get it! There used to be a time when, if you stopped along the road for any reason, whether to tighten your straps or chains or wipe off your tail lights, another driver would stop to see if you were alright! It didn’t matter if he was hauling a D8 Cat on a jeep and lowbed, or a load of cattle, or a load of milk, or oil, or whatever, he would get out and walk over with a huge smile on his face and offer any assistance that you may or may not need! You seem to me to be like those guys, and different from what today’s “drivers” are like! I find that the “drivers” today are nearly opposite to those good ol’ boys who used to have the respect of nearly everyone. We all know how much respect people have for the truck drivers of more recent times! I would like for people to compare me to the guys who drove back in the 70’s and 80’s and were appreciated by those who depend so much on them. I don’t put a lot of miles on my 22 and 32 year old trucks anymore, but I still make a living, hauling mostly construction and farm equipment and some oilfield service equipment around east central Alberta and western Sk, exclusively charging by the hour, from my yard and back to my yard. Occasionally, I have hauled loads to Mb, BC and Mt and ND border…still hourly. I will continue to do it for now because I love to drive truck! However, at the rate that things are deteriorating in this industry, it may not last long….I hate all the unnecessary policies and procedures and rules and regulations, all supposedly in the name of SAFETY!??? IT IS LESS SAFE ON THE ROADS NOW THAN IT HAS EVER BEEN!!! The ONLY way to improve safety is to retain good, experienced drivers and get them involved in hiring and teaching newer drivers. Then, leave them alone so they can do what they do best….drive millions of miles, problem free. Now that would be what I call improving safety! Feel free to call me 780 842 0663 or e-mail : if you are near this area and I would try to meet you!

  10. Dick Ireland says:

    Great comments. Another aspect of the indutry is the quality and experience of the dispatchers and systems that they use to support them. Planners and dispatchers used to be there to support the driver not dictte to them. they are more frequently not having driving experience, are not educated in the professionalism of the trucker occupation and have little empathy for situations. when being awareded a significant saftey award, I told the 100 plus staff people ” IF YOU GET A PAYCHECK FROM A TRUCKING COMPANY, REMEMBER IT WAS BROUGHT TO YOU BY A TRUCKER!!!” Staff and dispatch functions linked to customer service need to respect the driver as the “captian of his ship”. The driver needs to take that attitude and not get forced into unsafe and illegal situations. It is his fine and livelihood on the line. But most important, is that executive management needs to foster that attitude into the company culkture from the top down!! Finde the guy doing something right and reward him, while reprimand those who do not. Too many drivers do not tke charge of their ship, nor do staff functions support them, including executives.

  11. joey says:

    I read allot of post here and i must say that it all boils down to is $$$$$$!! i used to have my old truck for 15yrs and i had better conditions back then compare working as a driver, back then when i ran my own truck,.before i would pick up a load i would call and ask when they needed if they wanted a day earlier. i would tell them to find someone else! end of story,. now its like you gotta get there cause the client is been waiting for it, ya but i been up since 8:00am and its 9:00pm and i tired and want to chill out,”B.S” we are under pay no IQ needed for that, i notice in the past 10yrs we are getting more immigrants that are driving trucks like a bat of hell! if there boss tells them to jump, they would ask “how high”? this folk’s is another never ending war story like the middle eastern war that would never end?, there is to much small company’s out there that want’s you to run harder and spend not more then 2days at home, so they can keep there costumer, they are giving away permits out like food samples like you find in the supper market! B.S.they should stop giving these permits out, Company out there are stabbing each other in the back for work,.. i worked quit a few Company that are run by (these) immigrants that they want you to run 750miles a day and they expect you to eat crap in the truck and take no showers WTF

  12. Rob Smith says:

    As someone that used to be in the trucking industry in Ontario for thirty years I can honestly say I am so thankful to be out of it.I cannot imagine another line of work with so much responsibility with so little pay. When you work out the hours into the amount paid many drivers work for less than minimum wage.
    I have since moved back to the UK and find it discouraging that Canadian carriers are recruiting here and hiring drivers to work under draconian conditions in such a low wage industry. I do my best to discourage people of thinking of taking up these offers but unfortunately some do. Let’s face it,if these were good jobs there would be no need for Canadian carriers to recruit in the UK.

  13. John H says:

    I believe that the wages are a major factor in attracting drivers to the industry. In 1987, while working for Liquid Carbonic in Oakville Ont.,starting wage was 15 per hour,time and a half after 8,and double time after 10. Something is drastically wrong with this industry. I would not encourage anyone to get into trucking.

  14. John says:

    Untill a company is forced to have qualified Fleet driver trainer it will not change. I have 28 years of accident free driving in every type of equetment on the road plus have completed the OSL fleet driver trainer course, And yet most companies will not hire me because in the words of one we can get any driver to do it for much cheaper. I think I am worth 60K a year the best offer I have had is 45K no benifits.

  15. John says:

    392.6 Scheduling run to necessitate speeding, This is the one that worries me as this means dispatch/Management is coercing drivers buy some sort of threat to make impossible schedules. Drivers will in the real world bend and break rules but this charge says the company is forcing me to do this.Management/dispatch should be charged problem would go away, I spend most of the ’80’s in the ton/mile sand and gravel trucking and we normally ran 3-6 tons (6-12,000 lbs) overloaded every trip. One day the MTO whent to the gravel pit and charged the scalemaster with the overload ticket. whithin one week the computer system at the pit was changed so that it was not possible print an oveloaded ticket. If shippers and or management was charged directly and had to pay for it rates and schedules will change. New drivers go to a reputable school for training and are taught the proper rules and regulations then on there first load are told to ignore all the rules and get the delivery done. Unless we train drivers to reality or run trucks to the rules we will never be out of a driver shortage. As it is a problem created by the industry until the industy decides to correct it, there will be no change. Change starts at the top not the bottom but for some reason in this industry we expect the drivers(bottom of pile) to make the changes and bear the costs of those changes BEFORE management will change.
    On the above post we see all of the charges these companies are getting yet they are the same ones that want electronic logs, If they get electronic logs the driver will be the ones that pay the price while management figures out how to invoice for it. A good example is waiting time most companies tell drivers IF the shipper pays we will pay my question is how is it drivers problem he did the work and cannot even invoice for it. When the company becomes laible for the costs suddenly things change if we adopt a european style pay scale companies and shippers would solve the problems but in the present system the drivers pay.

  16. meslippery says:

    Thing is John Uk Hourly rates below are low.
    Re: Stobarts rate of pay
    Postby Kirk Ella 71 » Sun Oct 02, 2011 11:21 pm
    This is what’s on there to save having to look
    We have a number of flexible driving vacancies for professional LGV C + E (Class 1) casual drivers to support the business across the UK.
    We have various shifts available at this time paid at the below hourly rates:
    Monday-Friday Days – £9.50
    Monday-Friday Nights – £10.50
    Saturday Day shift – £11.50
    Saturday Nights – £13.50
    Sunday – £12.50
    UK£ 9.50 = 15.0205942 Canadian dollars
    Rates provided for information only – see disclaimer. More about currency conversion.
    So if we get hourly @ $15.02 per hour its like 1987

  17. George says:

    I agree 100% Kevin.
    If MTO/DOT, Safety departments and company owners demand the driver submit a legitimate, non-falsified log book with all the I’s dotted and T’s crossed as we are legally obligated I say let’s give them what they ask for.
    To my fellow Truck Drivers who have talked about an industry strike, (Please Do Not STRIKE) just follow your Log Book. Ensure you document every minute of your day. Include everything such as; (circle check, loading/unloading times, border crossing, waiting times, and traffic.)
    The Industry as a whole says we have a shortage of safe qualified driver’s. Truck Driver’s by following your logbook and the laws you will become a safe and Professional Driver. By doing so we will perpetuate the driver shortage issue, maybe then the industry will follow the demand for labour and wage determination, as dictated by Labour Economic theory.
    Trucking Companies, dispatch, shippers, customers, and regulatory body’s treat and talk to Truck Driver’s as sub-human and pay us accordingly. The above mention people’s love to nickel and dime us, and consider our profession unskilled. It is it is so let’s play by their rules and logic.
    Truck Driver’s follow your LOG BOOK. In doing so you will redefine the industries J.I.T business model and Bottle Neck there supply chain.
    This will increase their: Marginal expense and decrease profits.
    Their storage cost will go up. Their marginal cost per unit of good will go up. Their Labour cost will go up. Their accounts receivables will go up in turn increase their borrowing cost.
    FOLLOW YOUR LOG BOOK. When the cost of goods go up/and there is a shortage of said goods the public will demand change. You are just following the law.

  18. Silvester de Bruin says:

    Dear Madam, Sir,
    Globaljobs is a recruitment agency, based in the Netherlands and specialized in recruitment of personnel for the logistics branche.
    From truck drivers to transport planners and from forklift drivers to logistics managers. With more than 25 years of experience in the world of transport and logistics, we can make the ideal match between the right candidate and our customer’s vacancy.
    Due to the economical recession in Europe our database contains multiple truck drivers, who were interviewed face to face by Globaljobs and whose references are checked with former employers. Many of these candidates are willing to work on a temporary base in Canada. Some are also considering a permanent emigration. Together with our visa partners in the destination countries we can arrange temporary or permanent visa. We can also work with your partner to arrange the required visa.
    We like to get in contact with the HR manager within your organization to discuss your possible interest in hiring European drivers. In case you are not the responsible manager for this, It is appreciated if you would forward this message to the responsible manager or share his/her contact details with us.
    Kind Regards,

  19. meslippery says:

    Silvester look back at Rob Smiths post.
    He said.
    Let’s face it,if these were good jobs there would be no need for Canadian carriers to recruit in the UK.
    That from a UK driver.

  20. meslippery says:

    Dan perhaps you would like to pay us to be a quasi mechanic.
    Instead of wanting it for free.
    These are only a few of the 670 violations that can be given to a carrier through CSA. All of these violations can be avoided with a proper pre-trip inspection and driving skills training.

  21. Jeff Robertson VP Operations Capacity Transport says:

    Wake up Canada, BIG BROTHER has found out that the CASH COW (Trucking Industry) is there bread and butter, 105 speed limiters, now banning cb radios? whats next manual transmissions? rear view mirrors? 490.00 log book fines for not flagging the border, 2 490.00 violations for speed, although the truck was set at 105? it has got to stop, they cant fix the roads in toronto, but they have a crew of 100 men working on the PUTNAM SCALEHOUSE? and the wages are the same since 1989. this my friends sucks a** WAKE UP!!!

  22. Henry vr says:

    Wow!! Lots of desgruntled people here! I own a small trucking company and found that most of the reason for my violations are due to lack of knowledge when it comes to the rookies only. It does take a lot of time and resources to get them up to speed and they need to make an income too, so we try to get them in the truck as soon as possible. Something will always come up because it takes a long time to be able to understand all the possible senerios of the regulations. I have many experiences also of excellent seasoned drivers that rarely get their names on my records and some, unfortunately, that seem to think they know better how to “play the game” and get stung. I remember one guy we were orientating, told me we didn’t need to go over hours of service reg’s with him because he has 15yrs of experience and knows everthing there is to know. So I asked him if he knew the differences between Canada & USA reg’s and he said perfectly, I’ve never had a violation. His first trip out he got nailed in New York and had to reset because he didn’t have 10hours off on his last rest time before crossing into the US. We don’t take experienced drivers word for it any more, they are required to go through the whole oreintation regardless of their experience. I have had a number of expereinced drivers refuse and walk out with us never knowing if they know it all or are too embarased to show us what they don’t know.
    As for the wages, I would love to be able to get away with paying long haul drivers $15/hr for their time. We pay piece work/plus/plus which averages our top guys anywhere from $16 to $22 depending on your performance and can’t seem to find qualified drivers or enough of them.

  23. Stephen Large says:

    Hi Henry vr! I agree that new drivers need to start sometime, somewhere and can’t possibly know all the rules before they go out on the road and that some of the most ‘seasoned’ drivers will get caught once in a while, but honestly, I have been doing this since the fall of 1983(well before we had all the unnecessary ‘rules and regulations’) and I still, for the life of me, can’t figure out all the scenarios of the regulations! There are rules that contradict other rules and it is always open for each officer’s interpretation of those rules. Driving a truck, pulling a van trailer, for instance, is pretty straight forward, but try driving something like, say a tri-drive oilfield winch tractor, pulling a 16 wheel jeep, 24 wheel trailer and 8 wheel booster and have a mix of highway, gravel roads, oilfield roads and some off-road, on-site work, getting towed by a cat, some daytime stuff and a bunch of work in the middle of the night! When you try to fill out your paperwork, there is very little chance that you could enter all that information in a log book and have it all work out legal! You would be out of hours before you got back to the highway! Then, when you get stopped by a roadside officer/inspector, the officer hasn’t got a clue what it is that you are driving, how it is supposed to work, what is the intended purpose of the truck/trailer combination, or anything else about it, yet they will try to enforce ‘the rules’!?? Anyway, I think that there can never be a set of rules where one size fits all! As for paying $16/hr+ and can’t find qualified drivers….About 3 years back, I was in Peace River or Grande Prairie, Ab and Tim Horton’s was paying $16.00/hr and there are no log books, no lying dispatchers, no ignorant border agents, no arrogant forklift operators, and the only enforcement people you have to deal with are the ones who come in for donuts!!

  24. Phantom 309 says:

    What i get from reading all this? Same as always,.
    So many rules and regulations, so many people involved that couldn’t tell the front of a truck from the back if the headlights and backup lights were on at the same time.
    Government and trucking industry still trying to create the perfect drivers.
    Newborns would be their best chances of that,.
    The system is stacked against the driver.
    Work all day, then get raked over the coals for wrong paperwork,and lose two days wages, and be villified for the next 5 yrs! Making a driver a pariah and effectively limiting his ability to secure employment.
    Truck driving doesn’t pay worth a damn for the responsibilities involved,.but exists on promises and old dinosaurs with diesel in their blood, and shippers turning a blind eye to everything.
    I can envision a future where brand new inexperienced drivers are worth a premium because they have no history,……oh wait,..Isn’t that why there are so many companys now willing to hire newbs,.operating skills are now secondary,.its all about the CSA ratings,.
    `Sorry“ we can`t hire you, you`ll bring down our csa rating,.“
    Drive on driver.

  25. Nat1977 says:

    One thing is for sure as well. Most of the companies tell their employees to cheat their log books and work over their hours and days while exhausted. Trying to stay awake with energy drinks. If the employees won’t do it, the company will replace them fast. One buddy talks to another and then the employee can no longer find a job because he tried to protect himself. Even though it’s the employees life that’s ruined they can’t stand up to fight the crooked ones. Someone needs to do an enquiry on how the trucking/oil field companies over work their employees, without employee being fined for it. They should be allowed to give anonymous answers. If not, the truth about the faults will never be shared.

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