The trucking industry's many moving parts appear to be in
dire need of oiling as the sector struggles to align itself in
a way that will best meet current and expected future demand. A
recent trucking squeeze brought about by economic factors is a
major issue-one that has few short-term solutions, according to
trucking and logistics analysts.
Although manufacturing activity is said to be on the rise,
trucking capacity historically has lagged production recovery
and the resulting growth in carrier demand. This tendency has
been especially pronounced in the recent upturn as the severity
of the recession, as well as the reluctance of carriers to
bring more capacity back online in the face of continued
economic uncertainty, has resulted in an apparent domestic
Shipments via truck, which account for 68 percent of the
tonnage carried via all modes of domestic freight
transportation, has climbed steadily this year. Unfortunately,
the number and availability of carriers hasn't followed
The American Trucking Associations (ATA), Arlington, Va.,
told AMM in June that its seasonally adjusted for-hire
truck tonnage had risen for six of the past seven months. The
flatbed trucking sector, which handles the bulk of large metal
orders, has seen a strong improvement in demand as tonnage
ticked up at the start of the summer to its highest level since
September 2008. But while transportation demand has increased,
carrier quantity hasn't, creating difficulties in all parts of
the metals supply chain.
And carrying capacity hasn't simply been taken offline-in
many cases, it simply no longer exists.
"One of the reasons we're seeing things tighten up so much
is that we had a huge reduction on the supply side during the
recession-trucking companies were going out of business and the
surviving carriers were downsizing," ATA staff economist Tavio
Headley said. And many carriers exported their trucks out of
the U.S. market entirely.
There has been a huge drop-off in Class A truck sales,
Headley said, and as credit remains tight carriers aren't
planning to buy new trucks until sometime next year. "At this
point, the carriers don't need them and they can't really
afford them," he said, adding that even if carriers look to
build capacity, it would take several months to process the new
A lack of trucks isn't the only problem plaguing the
domestic transportation sector-truck drivers also are becoming
increasingly hard to come by, according to a report from the
Council of Supply Chain Management Professionals (CSCMP) in
The CSCMP report said that an aging truck driver population
coupled with a reduction in trucker pay of roughly 6.6 percent
between the third quarter of 2007 and the first quarter of 2010
has had an adverse impact on driver availability. Adding
drivers isn't a straightforward process, and in many cases the
cost of hiring and training can be quite high. This means that
shippers will hold off on actively recruiting or raising wages
to attract drivers.
"The shortage isn't due just to a lack of bodies. It's also
an HR (human resource) and pipeline issue of getting people
funneled into trucks," Eric Starks, president of Nashville,
Ind.-based logistics consulting firm FTR Associates, told
AMM. "It's not just that there aren't people, it's
that the companies can't hire fast enough." In many cases
companies have done away with trucking schools and recruiters
they depended on for staffing and training needs when times
were good, he added.
New regulations on truck drivers could serve as another
barrier to the expansion of trucking capacity. The U.S.
Transportation Department's Federal Motor Carrier Safety
Administration has modified safety and compliance rules to
identify and intervene with drivers and carriers who aren't in
compliance with safety rules.
The review program fixes the problem of drivers who avoid
safety regulations by transferring to a new carrier. Under the
old system, employers were unaware of any past safety issues;
under the new approach, carriers will be provided with data
about drivers' work with previous employers, simplifying the
removal of unsafe drivers from the trucking labor pool-a
positive for safety, but nonetheless an extra strain in a
driver shortage, sources said.
Lack of truck and driver availability aside, Starks sees one
other factor behind the backlog margins. "The carriers and
fleets don't really have incentives to expand-if they can keep
things tight, they can get better margins," he said.