Even for those who are well qualified, doing payroll for a trucking company is a tough job. The industry has some wrinkles that other businesses don't and that can make the job an extreme challenge. For instance, in the late 1970s during the fuel crisis and prior to deregulation, trucking rates were still frozen. When the price of diesel fuel went from 19 cents per gallon to a dollar per gallon, the change raised havoc within the industry, and it forced some companies out of business.
Eventually, the federal government stepped in and introduced the federal fuel surcharge, which was levied against certain types of commodities and hauling. The surcharge was a percentage based on the average fuel price, and it changed from week to week. For drivers paid on percentage--for contract drivers and owner/operators leased to carriers--it meant their checks might include a 4 percent surcharge one week and a 6 percent surcharge the next. Payroll and bookkeeping had to check hauling dates, log books, and all sorts of information before payroll checks could be cut. These were the days when the lights burned late in the windows of many trucking offices across the country.
In addition to handling regular paychecks, another major function of the payroll department is advances. It is standard policy for most companies to supply cash advances to their drivers on the road. This may be done in a number of ways, ranging from a company credit card for fuel purchases only to a system of "instant" checks that are issued via a code when the driver calls in and requests more operating capital. Most companies have a set policy on how much money drivers can draw in a given time period, or against their load. Often someone in payroll is responsible for issuing these advances and for keeping track of them.
Working in the offices of a trucking company can be a fast-paced experience. There are order writers, switchboard operators, and the usual assortment of file clerks and secretaries. In addition, larger companies have a position that is rapidly growing in importance as the driver shortage grows more acute: recruiters.
Recruiters and Instructors
Recruiters do exactly what their name implies; they recruit new people to the company. At times, and in some operations, they may never leave the office. Or, they may travel constantly, attending career days at community colleges or visiting with driving schools across the country. Usually, the recruiter is the first person you talk to when you contact the company, and most will act as a guide for you as you reach a career decision and begin the long process of interviews, paperwork, and tests. In a sense, the recruiter is the public relations arm of the industry, and many of the top recruiters come from other divisions of the business, including driving.
Some trucking companies entrust the recruiters with contractual negotiations with driving schools and drivers. Many schools are contracted to carriers, and the recruiter is something of a go-between between the company and the school. It is very likely that the paperwork you fill out when you enter a driving school will be scrutinized by a recruiter, and it's equally possible that your progress as you move through the school will be monitored as well.
Other positions exist in companies that perform some or all of their own training in-house. Instructors are hired to teach students everything from how to back a trailer to how to operate the load locks to how to spot a potential claim. Some companies even have a group of drivers who will run first-seat of a team operation with a new driver the first few times he or she is dispatched out, just to see that beginners learn the proper techniques.
High-Tech Innovations
As the world of computers invades the workplace, the trucking industry is rapidly taking advantage of new innovations and ideas. Computer programmers and operators are always in demand, and more and more companies are moving into specialized computer applications that call for highly trained people.
For example, systems now exist that allow companies to track and locate individual loads through a network of satellite uplinks. These systems are so accurate that they can pinpoint a truck's location within a hundred feet. In addition, for refrigerated loads, the computer operator can adjust the refrigeration unit's temperature setting, check oil and fluid levels, monitor load temperatures and engine temperatures, implement two-way communication with the driver, and even ascertain whether the trailer doors are open or closed. The system works something like the LORAN radio location system used for airline navigation, and it can even be used to detect theft. Obviously, it takes a skilled computer operator to work the system.
Another innovation is the custom designed voice mail-- another computerized system--that cures the old headache a driver and dispatcher often had of being unable to reach each other during peak phone traffic periods. It's basically a private recorded number assigned to each driver--usually by truck or employee number. The system is programmed so that the driver may call in to receive messages--such as where to pick up the next load--or the driver can send messages such as notifying dispatch that he or she is empty or running late. In larger companies on-board computers, fax machines, direct keyboard communication, cell phones, and more are becoming the rule rather than the exception. Skilled workers are needed to run the computers and maintain these systems.
Warehouse
A great many companies maintain their own warehousing systems. The way most systems work is that a local truck will pick up a shipment or part of a shipment, bring it to the terminal and drop it at the company warehouse. It is held there until an over-the-road truck is empty and ready to roll again, then the shipment is reloaded into the trailer and sent on its way. Warehouse workers, forklift operators, and billing specialists are all needed to maintain the efficiency of this type of operation. Just keeping track of what comes in and what leaves can be a major headache, and, in a larger operation, there may be a dozen trucks loading and unloading at once. Inventory and control become a major concern in this type of atmosphere.
It should be noted that if you are interested in the driving end of the trucking business, but are not yet old enough to become a driver, the warehouse is one of the best and easiest places to begin your career. Here you'll get an idea of what the drivers haul, how it's hauled, and whether trucking is really what you want to do for a living.
Other Specializations
Another specialized area within larger companies is the retrieval of equipment or cargo after breakdowns or accidents. Major fleets often maintain their own mini-fleet of vehicles and specially trained teams to handle accidents or breakdowns. These teams drive to the site and either retrieve the salvage or drop off a replacement vehicle, and they tow the disabled truck back to the terminal for repair.
Finally, there is the position of buyer. Major haulers set up contracts across the country for everything from fuel to tires. As the market changes, it is someone's responsibility to see to it that the company obtains the best price possible. The savings of one or two cents a gallon for fuel alone can amount to tens of thousands of dollars for a major carrier. Buyers will also set up fleet maintenance contracts in areas where they do not maintain a terminal to handle breakdowns, tire repairs, or even something as simple as a truck wash. Being a buyer may sound a bit like a professional shopper's job, but it takes a great deal of business savvy to compile the best overall deals.
Whatever position you select in the trucking industry, the challenges and rewards will be great. The business offers endless possibilities, and new recruits are needed every day!
