Posts belonging to Category Around the World Truckers

 

 

 

 

 

 

The Middle East is probably the richest area in the world with the largest reserves of petroleum and gas. However, as we all know, the entire area is an arid desert. Most agricultural goods, food items and essentials have to be shipped or trucked in and this makes the Middle East area one of the most prosperous and profitable areas for transporters in the entire world. In 1995, the volume of intra-Arab imports amounted to about $11,042 million and the volume of the intra-Arab exports amounted to about $13,185 million and this amount is doubling every year.

But problems do arise for truckers . The demand for American food items, European goods, and Asian edibles is high but almost everything has to be transported over arid sandy land, through treacherous deserts, several country borders and even over small landlocked water bodies.

Road Transportation Concerns for truckers
Roads are very well constructed over most of the Middle East. There are several cross Arab state roads that extend from Mauritania all the way to Oman. The Arab states realized early on that is was necessary to have a reliable and trusted road connection between its member nations and they actively built roads and highways that now cross over through UAE, Saudi Arabia, Algeria, Morocco, Jordan, Egypt, Sudan and over to Europe as well. This well established road network means that the Middle East has always been able to import all of its food and other necessities from other industrialized countries. This trade has definitely increased in the last few years. Although several states do have ports, the desert region makes it necessary to have an extensive road network that will transport the goods to interior cities and settlements. In fact, the Middle East has a higher than average requirement of 31% of trucks and truckers as compared to a global average of 22%. Rapid urbanization, increasing population rates and rapidly developing cities has also increased the demand for truckers who can transport goods into the interiors.

Advantages for Truckers
The extensive demand for goods means that there is always work available for trained truck drivers. Goods may be loaded on at ports located on the Red Sea, the Mediterranean or the Arabian Gulf and then ferried across the Middle East extends as far as Kabul or Karachi or even the other way up to Sudan and Egypt. This may result in longer trips for truckers that are profitable with payments ranging to about $5000 or more. New suspension bridges and better roads are also a huge advantage for truckers and trucks never go empty due to the return traffic in the form of local goods that are shipped to ports for export. There are now plans for more than 28,200 kilometers of new roads, light rail and monorail projects as well so that transportation can be made easy. To deal with the unique weather conditions, truckers also use special trucks like the Mercedes, Scania, Fiat, Volvo Daf, and Mac 10-gear diesel articulated truck-and-trailer transportation trucks that are geared to deal with the shifting sands and sub zero temperatures in the winter.

Problems for Truckers plying in the Middle East
Even though the area is very popular and profitable for transportation companies and truckers, it’s not without its problems. Common headaches for transportation companies include the following –
1. Varying border rules and regulations — The Middle East has always been a very volatile region politically. International rules and local civil problems abound. Local tribes and militant groups also add to the melting pot causing a huge range of problems for solitary truckers plying their trucks in the region. For example, truckers plying from Afghanistan over to the Middle East have to deal with an increasingly militant Taliban which guns down drivers, loots the trucks and then burns the trucks down. Poverty in the interior also encourages the locals to band together and rob trucks that are left unattended by truckers. This problem is much worse for smaller firms which cannot afford to hire two driver trucker teams or to pay off the attackers. Now NATO-based transportation orders have increased but truckers are frequently infidels or sneaks are being hunted or shot down. Frequent border closures are also common resulting in increased delays in transportation and holdups in transportation. Document stamping is also extended at border stations resulting in problems for transportation companies.

2. Extensive toll systems — A few Middle East countries have started tolling stations on their major nodal roadways to recover costs of infrastructure. Although this may seem feasible for local transportation, it does not work out for long distance truckers. For example, long distance truckers may travel a grueling 8000 mile round trip from the Atlantic to Gulf and back again and paying multiple tolls along the way is not at all feasible. For example, Turkey introduced a $800 road tax literally overnight leaving thousands of truckers stranded at the border.

3. Weather problems — The Middle East has its own unique geographical problems. Well developed roads in Ankara, Jordan and Israel are frequently covered with shifting desert sands. This results in a huge problem for heavy duty trucks that are packed with goods. Axle breakdowns, sinking and busted transmissions are common on the barren desert stretches and repair facilities are few and far between for truckers. Soft shifting sands that are covered with a thin crust of mud are also very common resulting in trapped tires. Because of these problems, truckers frequently run out of cash and are forced to leave valuable trucks and goods behind in the desert result in an irreversible loss of property. As the desert has extreme climates, it’s not unusual for temperatures to drop well below freezing at night. Drivers frequently have to light fires below their tanks to prevent the diesel or fuel from freezing up in the subzero winter temperatures.

4. Competition — For truckers, the competition means that they usually get paid better. However, larger trucking firms and smaller firms with a shady reputation have now started to cash in on the local market. As more and more local countries have opened out their borders and their ports, there is heavy competition for the local trucking contracts resulting in cost cutting, agents who bid for contracts and smaller firms.

However, it’s not all bad. Business and shipping in the Middle East are booming. Local conditions are also improved with cessation of internal problems in Lebanon, an open port in Beirut, new barge terminals in Saudi Arabia, new ports in Jiddah, Dammam and Jubail, largest commercial ports in Bandar Abbas, Iran and new ports at Sharjah and Khor Fakkan. The Gulf and Middle East will easily remain the best area for truckers and trucking companies like Aramco and Hungarocamion are expected to hire more than 200 trucks to hit the Asia/Europe/Middle East route in the coming decade.

You can find some of these jobs in my ebook Highest Paying Trucker Jobs
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UK or the United Kingdom is an economically advanced country with the best logistical and infrastructure in the Western world. It has a few of the best roadway systems in the world that extend for about 29,145 miles consisting of main roads, 213,750 miles  of paved roads and about 2,173 miles of freely-drive able motorways.  Apart from roadways, the country also has a substantial network of freight trains and even ports that carry over 558 tons of goods all over the country.

 

 

 

 

 

 

 

Roadways in Great Britain Roadways in the UK are exceptionally good and make up about 0.16% of the total land area. Most of the roads are paved and connected very well to all parts of the UK. Roads are the most popular method of freight followed by rail and shipping. More than 65% of the domestic freight is done by truckers and long carriers on roads. The roads are maintained by local authorities in Great Britain, Scotland and Wales, and they are usually in very good condition. Truckers can reach average speeds of about 60 kmph which is well above average. Toll roads are rare but traffic congestion forms the main problem for road transport. Even though the roadway system is very well maintained, it is considered to be far lesser than countries like Sweden and Austria. As a result, a £11.2 billion road improvement program has been put in to force by the government to deal with congestion on motorways and highways.

 

 

 

 

 

 

 

 

Licensing: Becoming a Trucker in Great Britain At present, there is serious shortage of trained lorry drivers and truckers in the UK. According to the latest statistics, there are over 800,000 truckers in the UK actively plying large trucks and carriers inside the state and to neighboring countries but this amount is falling serious short for local freighting. The government is encouraging interested candidates to enroll for the license but a serious shortage of lorry driving trainers and new licensing regulations have resulted in falling interest. Current licensing regulations were that candidates who are interested in becoming truck drivers had to complete their GED and then apply for a Large Goods Vehicle or a Commercial Driver license to drive trucks that are over 26,000 lbs in weight.

 

 

 

 

 

 

 

 

 

 

There were several categories for the LGV license and they include C1 for lorry that was inbetween 3500kg to about 7500kg in weight to the C+E designated license where drivers were allowed to drive a large vehicle with 750kg or more trailer. Recently, rules for large vehicle driving have been changed. As a result, new truckers have to pass a driving test in the categories C, CE, C1, C1E, D, DE, D1 or D1E that are specifically geared for lorry and bus drivers. The licenses that are issued currently are only valid for five years. Drivers over 45 years of age will have to clear a medical examination. This medical examination report will be linked with your CDL and it now mandatory after the age of 45. Drivers also have to have a Driver Certificate of Professional Competence or a Driver CPC. This is one of the toughest regulations that have been imposed on UK truckers recently but it is necessary for freight drivers who have to cross over in the European Union.

 

 

 

 

 

 

 

 

 

 

According to the new regulations, new truckers will have to 35 hours of compulsory training for passing the Driver CPC. After training, the trucker will have sit for a four part exam which includes a multiple choice theory exam, case studies, practical driving exams and vehicle safety exams. The trucker will also have to complete periodic retesting every 5 years to ensure that they are up to date with road and vehicle safety measures. It’s not all bad news though. These rules have been relaxed for professional drivers and truckers with existing C, C1, C+E and C1+E licenses from 2009 or before do not have to sit for the exam by ‘acquired rights.’

 

 

 

 

 

 

 

 

 

Getting a Trucker Job in the UK: Rules and Regulations It is possible to work independently as an owner/driver or work with an agency on their transport jobs. Along with the license and Driver CPC, most employers will also check the driving record of the trucker.  A clean driving record and no criminal violations are necessary to get a trucking job with a firm. The UK follows European Union rules and regulations for trucker’s times, routes and distances that can be covered in a day. Trucks and freight carriers are not allowed to carry more than 3.5 tons in weight and drivers have to take a break of 45 minutes after driving for 4.5 hours. Breaks of less than 45 minutes are not considered. Truckers are allowed weekly driving limits of 56 hours and maximum driving time over two weeks is restricted to 90 hours. Truckers cannot work for more than 10 hours per day. Truckers are expected to keep a record of their hours of work and an EU-approved Tachograph is used to record driver activity. Failure to comply with any of these rules may result in a file of about 2,500 pounds or more. Please check with the Department of Transport for more information.

 

 

 

 

 

 

 

 

 

 

Current Situation Truckers do have to deal with long lonely journeys but the better roads and GPS tracking and wireless connections ensure that most companies have been able to follow the transportation lorry on its journey. On an average, UK drivers have to remain on the road for a shorter period of time and are paid better than drivers in the US or in Europe. Crime is not common but it does happen on specific routes in the UK. Fuel robbery, driver attacks, petty thefts and hijacking of goods does occur. One recurring problem with truckers has been the hike in fuel prices.  Fuel prices have increased by as much as 63% in the last decade. In the year 2000 and 2008, the trucking industry went on a blockade to protest the hike and only active negotiations were able to start up the truckers again. Truckers again threatened a strike in early 2012 but government intervention was able to stave off the problem.

 

 

 

 

 

 

 

 

 

On the whole, the UK is relatively a good place to find work as a trucker. There is a severe shortage of drivers at present and passing the exam, means that a trained candidate can be absorbed almost immediately. London is hosting the 2012 Olympics and as a result, there is going to be a higher demand for truckers to bring in supplies everyday into the city to deal with one million tourists that are expected for the event.

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Trucking companies in the Philippines are known to be classified according to small, medium and large. The small ones hold a percentage of 43 out of the total, those that are running 1-9 units. On the other hand 39 % for the medium ones owning 10-19 units while 18 % are for the large ones with 20 or more units. They are then called truckers being one of the major employees in the Philippines operating the major mode of public transportation and other means for business mode of transportation either public jeepney or trucks. Confederation of Truckers Association of the Philippines (CTAP) for example claims and has been known to be one of the biggest truckers organizations in the country.

 

 

 

 

 

 

 

 

 

 

 

 

LTO’s statistical data shows that a total of 266,915 trucks widely populate the entire country of the Philippines while a part from those are about 2.3 Million Filipinos employed as drivers, truckers and truck helpers dependent to the said industry. They are expected to pay due remittances to the national government through their annual registration, business permits, franchising and taxes of the earnings. For all the years each has religiously paid, their overall contribution has now reached to as much as P1.5B to the government coffers.

 

 

 

 

 

 

 

 

 

Truck Drivers Contribution to the Country

Other than the annual remittances, the truckers contribute greatly as they are seen in every part of the Philippines may it be at the rural areas or urban areas, on the road to carry and transport cargos. In the Luzon part, the truckers are more concentrated at the areas of CALABARZON, Metro Manila and Central Luzon Provinces. These are usually where the economic centres of manufacturing companies, importers or exporters, poultry or hog raisers, economic zone or plainly ports serviced by trucks.

 

 

 

 

 

 

 

 

 

Trucks are seen operating in any miscellaneous kind of activities such as:

1. Transporting raw materials 2. Manufacturing plants 3. Distributing finished products 4. Exporting and importing products 5. Any mode of delivery activities reaching to various places and venues such as farms or markets, infrastructure projects and other construction sites Registering Public Utility Trucks

There are a number of laws implemented for truckers, trucks ranging from registration down to licensing. First to tackle is application of truck registration because according to the law, all sorts of vehicles other than trucks should be registered.

The Different types of trucks and trailers in the Philippines that needs registration are as follows:

1. 6 wheels – Truck with two axles 2. 10 wheels- Truck with tandem rear axle 3 axles 3. TRUCK WITH TANDEM REAR AXLE 4 AXLES (14 WHEELS) 4. TRUCK SEMI-TRAILER WITH 3 AXLES (10 WHEELS) 5. TRUCK SEMI-TRAILER WITH 4 AXLES (14 WHEELS) 6. TRUCK SEMI-TRAILER WITH 4 AXLES (14 WHEELS) 7. TRUCK SEMI-TRAILER WITH 5 AXLES (18 WHEELS) 8. TRUCK-TRAILER WITH 3 AXLES AT MOTOR VEHICLE & 3 AXLES AT TRAILER (22 WHEELS) 9. TRUCK-TRAILER WITH 3 AXLES AT MOTOR VEHICLE & 2 AXLES AT TRAILER (18 WHEELS) 10. TRUCK-TRAILER WITH 3 AXLES AT MOTOR VEHICLE & 3 AXLES AT TRAILER (22 WHEELS)

Application of registration can be easy as such can be achieved either personally or by registered mail. But in the case of using the mode of registered mail, everything should be prepared carefully along with the registration payment that should be sufficient enough in accordance to the law.

After payments are settled, registration classification then follows. These ranges from public utility trucks, garage trucks, hire trucks and trucks that are owned by custom agents, contractors and custom brokers. Application of registration under such classification are accompanied with a certificate of public convenience or otherwise known as special permit issued by the Public Service Commission.

 

 

 

 

 

 

 

 

 

 

 

 

Getting a Truck Driver’s License

It is the Land Transportation (LTO) that handles any issuances of licenses for drivers in Philippines; included therein are the truck drivers. However, truck drivers have a bit of critical rules in getting one. There are times when truckers have already their own previous license however this could only be either a student or non-professional one. Let us say for example a truck driver’s current license is only non-pro, the question could be if there is a need to upgrade for a professional license or not.

In response to the above issue, truckers’ license is based from the gross vehicle weight. So, if ever the vehicle currently weighs more than 4,500 GVW, and then there is a need to upgrade restriction code from 2 to 3 since non-pro license has restrictions from 1 to 2. When switching to code 3, that is the time it requires already a pro-driving license. This unfortunately provides another set of test license questions from LTO. But remember, these all depends to the GVW.

 

 

 

 

 

 

 

 

 

 

 

 

 

Current Problems Truckers Are Facing in Philippines

The fact that a salary of a trucker or truck driver is just enough to feed the mouths of his children ($7 dollars a day)  plus the house bills and other expenses, here goes fuel that is raising its prices every now and then. That is most likely the typical or should be said as the usual they currently are living with. But the newest problem above all is the unsynchronized truck ban time in Metro Manila. They truck ban must have already been bearable but for it to be unsynchronized is not. Some LGUs in Metro Manila have their very truck ban time that can start from 6:00 – 9:00 AM while 4:00 – 9:00 PM while MMDA is from 6:00 – 9:00 AM and 5:00 – 9:00 PM, such lead the period of trucks travelling and delivery shortened diminishing the possibilities of earning more and as well providing great services to their valued customers. There is however export products that should be delivered to the port earlier than the scheduled departure of airplane or ship thus more and more problems indeed arise.

The towing on the other hand is another noticeable accredited LGUs charging of truckers to about p2,500 – P 8,000. This in turn is another problem added truckers inevitably face.

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Truckers form the backbone of the Mexican transport industry. The country has an average area of about 1,972,550 km square and it depends on its agricultural and export industries to run the economy. Auto manufacturing, electronics in the form of semiconductors, computers, TVs and mobile phones and technological industries are the main export industries of the state. Good roads and expert truckers are required to move the goods from the manufacturing plants to ports and state lines for international transport. Internally, the state has a relatively rocky geography with two mountain ranges spread north-south over the state. This has led to considerably difficultly in connecting mountainous regions of the country. In the last few years, the country has also been improving its local and international trading resulting in an increase in the GDP and a decrease in foreign debt and internal poverty.

 

 

 

 

 

 

 

 

 

 

This has resulted in improved export trading but a few problems have also cropped up with the transportation network inside the country. Roadways in Mexico Mexico is the third largest and the second most populous country in North American and it did develop and extensive road network over the state. However, it has had significant problems linking the main agricultural and manufacturing areas to highways due to the rocky natures of the country. The roads extend about 366,095 km (227,481 mi) and extend all over the country. Most of the highways are in excellent condition and 116,802 km (72,577 mi) are completely paved. Out of these roadways, more than 10,474 km are made up of four-lane expressways while others may have 6-lane expressways. Most of the highways are tolled roads with a large range of emergency features like telephone booths, trucker medical facilities, parking ramps and water wells. These facilities automatically mean that drivers do have to pay a higher toll. In fact, Mexican tolled roads are considered to be the most expensive in the world. However, these highways do not traverse the entire state. Unpaved roads with undivided two lade highways with or without shoulders form the majority of roads in the city and they are commonly referred to carreteras.

 

 

 

 

 

 

 

 

 

 

 

 

Pros for the Mexican Trucking Industry

 

1.   Mexican truckers are in high demand as most local goods are transported via trucks. This has resulted in a 6.9% annual growth in the Mexican truck transport fleet since 1990.

 

 

 

 

 

 

 

 

 

 

 

2.     Over the years, the Mexican authorities and particularly, Mexico’s Communications Transport Department has been approving commercial driving licenses for truck drivers to ensure better transportation. The testing process for the license is quite strict and completely similar to US standards and periodic retesting is required for license renewal. In the last few years, the Department was also issuing discretionary permits that allowed truckers to carry more than 100 tons per trip. However, protests by independent truckers have resulted in these permits being cancelled.

 

 

 

 

 

 

 

 

 

 

 

3. The Obama administration has also approved the long-distance transport of Mexican truckers into the US. There is no limit to the number of trucks that can enter the US. Truckers can apply and get a permit in Mexico and then undergo US inspections for the first three months during their trips to the US. These inspections will decrease within 18 months and a good record will mean that Mexican trucks can works safely within the US. Truckers are also allowed to carry return loads to Mexico and this trade agreement is expected to bring in more than $2 billion in business to the state.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

4.      Another advantage for Mexican truckers is the vast internal auto manufacturing industry. Mexico already has several local and international car companies based inside the state. General Motors, Ford and Chrysler have their manufacturing and assembly plants in the state since the 1930s. Local car manufacturing plants are also clustered around the international companies. Domestic companies like DINA Camiones CA are located in the same region and they make a range of local trucks and buses that are very popular inside Mexico. As a result, trucks drivers can choose from a diverse range of cheap and affordable trucks for local transportation. Hybrid truck models are also available as Vehizero manufactures several models for local use.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Cons for Mexican truckers and the trucking industry

 

 

1. Even though the Obama Administration has approved trading, there has been a vigorous backlash by local US Trucking associations. The future of the agreement remains shaky but Mexican truckers have already started entering the US on approved trading routes.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2.     Most of Mexico is covered with roads but they are not of good quality. Speed limits on these interior roads may be as low as 20kph but it increases to an average of 110kmph on multilane expressways and highways. These interior roads are not well maintained and are frequently potholed, covered with mudslides and other problems.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

3.      The high altitude of the state also means that thin winding roads often traverse lonely roads where hijacking is common. According to the latest statistics, 4.5 truck robberies occur everyday in Mexico with armed gangs robbing the goods in the truck along with the truck or the trailers. In the year 2009, more than 10,000 highway thefts were reported with a 40% hike expected in the next three years. Losses to the industry and to truckers were estimated to about $9 billion annually ranging to about 1% of Mexico’s economic output.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

4.    According to a World Bank report, Mexico still needs to develop its existing transport infrastructure as it is less dense than most advanced countries. In 2008, a World Bank inspection showed that most of the highways required upkeep and highway maintenance needed to be improved. These deficient roadways have resulted in trucking and transportation bottlenecks around cities, manufacturing centers and local ports.

 

 

 

 

 

 

 

 

 

 

 

 

5.     Corruption and bribery is common too. Truckers have reported bribes that have to be paid to warehouse officials, customs personnel and to traffic policemen as well. Collusion between hijackers, customs officials and police personnel were common too resulting in a vicious circle of distrust and bribery. The Mexican Government has been trying to deal with the problems related to trucking and they have been doing an above-average job. However, additional work and support is necessary. With the right maintenance and standardization, the Mexican trucking industry can easily expand to deal with local and international trading.

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The Island country of Japan, home to high-tech robots, the Shinkansen and a leader in eco-friendly cars, has a niche for building things small and sturdy. Which is good in cars, houses and electronics, but when it comes to roads, it becomes a hassle to normal semi-trucks. Having lived in Japan for the past year, I have seen two way roads narrow enough to be considered 4-wheeler trails. However, freight still needs to be shipped from one end of this island to the other and while Japan has over 1000 shipping ports, only 106 of those are considered main ports for big shipments. One of the main methods for shipping freight in Japan is the railways that thread through Japan like Ivy crawling up a Cedar Tree.

 

 

 

 

 

 

 

That however does not exclude semi-trucks from Japan. The railways do not reach every town of Japan, so to get goods from a train station to the final location. a Semi-truck is needed to traverse those short hauls. The typical trucker can deliver the freight and be home in time for supper. Though there are some long hauls for items that can’t be shipped by train. Those truckers might be the lucky ones, because the typical Japan rest area vacation destination for some Japanese who spend their lives in the city.

 

 

 

 

 

 
To be able to drive a Semi in Japan, you will need to obtain a Oogata-kenin-menkyo (CDL) from one of the many Truck driving schools around Japan. The typical course to obtain a simple CDL runs for ten days at an expense of 268,800 Japanese Yen, though you also need a regular license, which can also be obtained at the truck school for 366,800 Japanese Yen and a course load of seventeen days. Once you are done with your training in Japan, the typical salary is in-between 280,000 and 450,000 Japanese Yen a month.

 

 

 

 

 

 
Over the past decade, the price of all fuel has been going up, it is not different here in Japan, it runs around 125 Japanese Yen per liter and 475 Japanese Yen per Gallon. The economic stability of Japan is still strong, though in the next several years the need for Semi-Truck drivers is predicted to decrease by 10%. Currently the Diet is in session to increase the consumption taxes by 5% to bring more money into the Government’s budget from taxation and less from loans from other countries. If they are allowed to do this, then the GDP is predicted to go up in the next decade, which in turn will also bring more openings to the Trucking industry.

 

 

 

 

 

 
Some downfalls of driving a Semi-Truck in Japan comes in the form of tiny roads, where they are not even wide enough to admit two cars at the same time going in different directions. It is almost impossible to fit a full sized truck down one of these roads, but the skilled Japanese drivers are able to get in and drop off their haul and exit without destroying the Semi in the process, which for Japanese truck drivers is an important piece of art. Many of Semi-trucks here in Japan have been decorated with bright colored lights and fine art, far better than any that I have seen on an American Semi.    Zachary Ringler

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