Why I stay with USA Truck

I'm rapidly approaching my 2 year mark with USA Truck. I honestly didn't think I would stay this long when I started. To tell the truth, it was so miserable with ratty equipment at the beginning that I didn't even think I would complete a year and had actually started to feel like it would be worth paying the school debt and finding other work. Gradually things turned around until they've reached a new high point this week. Over the last 2 years I have met many people, made friends, and seen many faces come and go. To my knowledge, I'm the last of my C1 class still employed here and one of only 3-5 out of my final orientation group of 40+ still employed here.

I have trolled these forums probably far more than I've posted and the one thing that is always resoundingly clear from many veteran truck drivers is that the goal of any rookie for the long-term should be to eventually become an O/O, or if you prefer to stay company then ditch the megacarrier launch pad and find a small outfit. Well, I took that advice in hand this week when I went home for some court issues. There is a small trucking company in my home town (200-300 trucks) that I had always had my eye on. I've known several friends who worked there over the years and they employ quite a few of the local O/Os in addition to their company fleets. I went over and put in an application and had an interview with one of the ladies from Safety Dept.(who also happens to be a recruiter). They operate a dry van fleet, flat-bed fleet, pneumatic, container, and logging fleet. I was most interested in dry van but they were pushing towards flatbed or container.

As it turns out, I was not impressed with their equipment nor their pay/benefits. At USA Truck I currently make $.34/mile with $.37/mile on HAZMAT loads. HAZMAT is important to me and it continues to be a great portion of my loads throughout the year, often keeping me moving when other drivers are sitting. This carrier offered me their standard starting rate of $.32/mile and they do not carry any type of HAZMAT. When I asked about mileage, I was told that the driver average for OTR was 1500-3000/week. Thats the most definitive answer the recruiter would give me. At USA Truck, I currently average about 2650/week. Quite a risk to take for reduced pay with no opportunity to earn HM. I was also told that I would be eligible for a $.01/mile increase after 6 months depending on performance. Home time at USA Truck is 1 day earned for ever week out with minimum 2 weeks/2 days off. I routinely stay out 4 weeks and take 4 (sometimes 5) days off. When I asked about home time policy, the recruiter said they didn't have a "defined" home time policy but they encouraged you to stay out at least 2 weeks. Ultimately it was up to your dispatcher depending upon freight and location. Too nebulous for me.

Equipment was mixed. Dispatch with this company is telephonic versus QC with USA. Many older drivers still resist QC dispatch but I find it convenient. However, they did say that due to many of their O/Os trying to run "outlaw" that they were beginning a 2 year transition to E-logs. Ugh. USA has stated several times to drivers that they will maintain paper logs until mandated otherwise. At USA Truck I currently run a 2012 Cascadia with a 70 inch sleeper and an APU. This company is entirely a Peterbilt fleet which may be impressive to some but is not to me. The trucks are 385s, 386s, some 387s, and some 379s. The year models run from 2005-2009. Aside from the 387 condos, the trucks mostly have 48inch sleepers with the exception of the 379s which have coffin sleepers. I believe their 379s are mainly used for the logging fleet though so I guess a large sleeper is unneccesary. Two plusses on this end is that the trucks are all governed at 65MPH which I was told is about to increase to 68 or possibly 70 due to Texas speed limits increasing to 75. USA Truck fleet standard is 63 (mine is set at 65 due to being on a special program though). They also allow drivers to idle the trucks during sleep periods. Whether or not that would be appealing to me I don't know. I've actually become accustomed to the quiet hum of the APU and I've become almost obsessive with saving fuel. Trailer and equipment maintenance has earned the full attention of DOT unfortunately and she told me that the company does not run Prepass unless individual drivers get their own accounts. She said they were on a 1 year turnaround program and have mandated safety inspection lanes and its now company policy for drivers passing terminals to stop for inspection and repairs if necessary. While that sounds like a good attitude, I'm not sure if I want to put my clean MVR and CSA score of 14 at risk for a currently high profile carrier.

Ultimately, although I passed the interview and was told I would be passed to the GM for final approval before given an orientation date, I told the recruiter that I would prefer to wait until May before I made a decision. Bottom line is, I don't think I will be leaving USA Truck for this carrier. While USA Truck has its flaws (as does any other commercial carrier I'm sure), they have improved enough to warrant my staying on at least another year for now. Additionally, my FM was able to route me home for court on short notice this week by way of a 1000 mile HAZMAT load from Indiana to Houston. I was off for 2 days and then returned to work yesterday to pick up a 1300 mile HAZMAT load from Houston to Detroit which will delliver Monday morning and fall within the same pay week. Once again a good reminder of why I choose to continue climbing into a big white truck with an Air Force logo on the door each day! Happy trails guys!

 

You are probably absolutely right. I had considered that. However, most of the companies I've looked at lately that are interested in me for HAZMAT are specialty carriers. Tanker outfits mainly. While they do pay significantly more, I just guess I've also become conditioned to the dry van lifestyle. General freight has made me mentally lazy I suppose. Not that I'm physically lazy, just that I guess I'd need the right excuse to move on besides potential higher earnings. I can't really complain about my treatment here. Well, I suppose I could. I'm like everybody else....I'd love to be home every night or every weekend but its just not in the cards right now. Hell, Borden Dairy wanted me to run local either combination or straight truck out here. Harder work and less pay but home every night (or day if night shift). I guess everything is a trade off. We shall see.

 

Also correct. I've told many a new hire at USA that before. Ran out of toes and fingers for each time a new driver has been outside a terminal lounge griping about low or no miles, having to drive nights, or something else. Then when I ask how long they'd been here it was usually 2-4 months. They often don't understand that they 1.) Are a rookie with all the reputation that rookies have with dispatchers, 2.) Are a name and truck number on a screen with 40 other names and truck numbers for a dispatcher. He hasn't even had the time to memorize their name, let alone get to know them or where they are from, habits, etc. 3.) Have not even proven to planners that they can time manage or deliver critical loads in adverse conditions with delays and other things yet they are demanding loads from Florida to California. 4.) Complain about getting grocery warehouse loads instead of drop and hooks when the best backing they can do is at 1500 straight backing in the far rear row of the truck stop by themselves.

Its all about paying dues with the c r a p. I learned that early on. Its not about earning the respect of other drivers, which I think too many newbies (myself included at the time) think they are trying to do. Its about earning a self respect of the dangers and difficulties of this job every single day in all conditions. Many have an inflated image of what a trucker is. Its like "Alright I graduated CDL school! Now I can put on a stetson, boots, and a duster and ride around the interstate chasing waittresses and talking like CW McCall on the radio!"

 

I called somebody on the 1-855-MILK-JOB that they are broadcast advertising on radio in Houston area. They wouldn't commit to anything firm without me coming in but they said it would range from $12-15/hour depending on type of truck and route. I told them I would get back with them.