MTO has posted a progression of proposition to the Regulatory Register to address mechanical headways in vehicle gear and parts just as further fitting Ontario’s loads and measurements routine with neighboring wards. “OTA has worked in close meeting with MTO in the course of recent years in supporting for the utilization of shrewd lift axles on trailers and for longer tractors to be utilized with multi-hub semi-trailers. Speaking at the CCJ Symposium in Birmingham, Ala., Klemp said driving a truck isn’t an alluring activity by the present models, with pay and a workday structure that frequently don’t contrast positively and different jobs all competing for similar candidates. “We have new contenders that are paying really great wages for occupations that drivers may have been keen on before.” says National Transportation Institute Founder and President Gordon Klemp. “Driver supply is extreme and it is by all accounts getting littler. We have, at the present time, more hands on employment opportunities than we have jobless industrial workers.”eased that MTO is proposing to pursue its arrangement to move these things from a license framework set up before into guideline,” said Geoff Wood, OTA’s senior VP, Policy. Moving from a grant routine to guideline is a sensible movement for keen lift axles and longer tractors and diminishes the administrative weight for bearers to embrace progressively productive innovation upheld by industry. “Being able to propose changes to guidelines, back those proposition up with sound and successful research and business cases, while as yet working inside the standards of SPIF indicates MTO is tuning in and that they are open for business and focused on lessening formality for consistent trucking activities, ” Wood said. OTA will work with its enrollment over the coming a long time to survey the subtleties of the proposition and give extra input to the Ministry.
Truckload driver turnover is stranded near 100 percent. Capacity is out-stripping supply but a lack of qualified drivers is holding back expansion.
Klemp says nearly 60 percent of all drivers are over the age of 45 and to-date the industry has been unable to entice Generation X and Millennials to the trucking workforce. Trucking paychecks can swing wildly, and Klemp says delays at the loading dock or stuck in traffic hinder a driver’s ability to make consistent money. Sign-on bonuses and guaranteed pay, he says, has helped to remove some of the payday “lumpiness” and recruit and retain drivers.“If you’re going to do it, it has to be meaningful and available,” he says. “No smoke and mirrors. Simple to understand and it has to be paid immediately. If you can’t take the lumpiness out of the pay … you really haven’t accomplished very much.” Additionally, Klemp says increases in driver wages haven’t kept pace with other segments. From 2007 to 2018, driver pay jumped nearly 19 percent. Meanwhile, minimum wage climbed 47 percent and McDonald’s increased employee pay more than 113 percent. Despite mounting concern that autonomy could wipe out driving jobs, the ratio of offers extended to driver applicants is on a 5 year downward curve, and Klemp says hair sample drug testing will uncover a significant amount – he says upwards of 10 percent – of drivers are not qualified to hold a commercial license. Klemp says women represent the largest identifiable potential untapped labor force for new drivers. While ladies make up more than 42 percent of the U.S. workforce, they make up only 8 percent of the trucking driver force. “They crash less, they collaborate more, they put more effort into choosing a company and they stay longer,” he says.