TIME | It’s hard to imagine another profession where people don’t get paid for hours they spend at work—unless it’s gig economy jobs where Uber drivers don’t get paid for the time they spend waiting for a passenger to order a car. Some of the problems in trucking arose because the job essentially went from a steady, well-paid job to gig work after the deregulation of the trucking industry in the 1980s, says Steve Viscelli, a sociologist at the University of Pennsylvania and the author of the book The Big Rig: Trucking and the Decline of the American Dream.
Deregulation essentially changed trucking from a system where a few companies had licenses to take freight on certain routes for certain rates into a system where just about anyone with a motor-carrier authority could move anything anywhere, for whatever the market would pay. As more carriers got into trucking post-deregulation, union rates fell, as did wages. Total employee compensation fell 44% in over-the-road trucking between 1977 and 1987, he says. Today, drivers get paid about 40% less than they did in the late 1970s, Viscelli says, but are twice as productive as they were then.
Now that truck drivers are gig workers, the inefficiencies of the supply chain are making the jobs worse and worse, as Grewal has discovered. “So much of this is about the inefficient use of time. Is there a shortage of truck drivers? Probably not. But they are certainly being used less and less efficiently,” Viscelli says. “That’s the long term consequence of not pricing their time.”
Ironically, the louder the narrative becomes about the “shortage” of truck drivers, the more resources pop up to funnel people into driving. In 1990, the trucking industry figured it needed about 450,000 new drivers and warned of a shortage; in 2018, before the pandemic, the industry said it was short 60,800 drivers.
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