In ’93 when I started out, the industry had already made the changeto the current CDL, though many rumors were flying around about it beingchanged to a federal license instead of a state license. Like mostregulatory/legal topics, it was hotly debated among drivers. In fact, inresearching this I consulted a friend I’ve debated the topic with inthe past. As soon as I mentioned a federal license, he spoke up againstit. Still, it remains something that could be the approach to take iflawmakers are seriously considering bringing 18-year-olds intoover-the-road operations. As I’ve said before, I have no issues withthat if done right, such as with an apprentice-type program.
When I was a Marine I carried a military ID and license for theequipment I operated and was trained on. Yet, I still used and possessedmy driver’s license from Missouri. I never gave up the privilege tohold, carry and use that license. Yes, there are those of us whoremember that holding a driver’s license is a privilege, not a right.It’s something states offer us as long as we use it responsibly — it hadno bearing upon my military license. So, in the interest of winding outa suggestion for lawmakers and regulators, rather than just throwingstones, I feel it is high time the Commercial Driver’s License (which issupposed to be a professional license) became a graduated federallicense, with all the benefits of federal employees offered.
We already have the basic divisions, it would just be a matter oftweaking to make it work. I suggest federal benefits, because while wedo a job that pays the bills for our families we serve the country.Before you go running around screaming, think about it. Federal benefitshave always been cheaper and better than those in the private sector —especially retirement pensions. If we had a federal license and theability to contribute to and access the federal pension system, ourretirement plans could easily follow from one company to another. Sure,we can set up a 401K today that might follow to a point, or use manyother options offered.
But like having union benefits, under a new plan we could pay into onepension fund that would follow us from one to another. Such benefitshave only been available to federal employees, of course, but perhaps itis time to start thinking out of the box, to build the industry andreplenish our ranks.
In the current system as it works (or doesn’t) for most drivers, we mayhave 10 years at this company and 5 at another. It all counts asexperience, but except in increasingly rare cases it by and large doesnot count toward a pension unless a driver has long tenure at onecompany that offers a pension package.
A modest proposal to consider.
As for what a graduated-type license might look like, Here’s a rough cut:
Apprenticeship level
A four-year stepping stone CDL-1a.
First year (training year): At least six months with a trainer — van, reefer, and hoppers only.
Those without the Class B license would be restricted as they are now asfar as weight classification, however can only level up to a CDL-4d(see below) after the four-year mark and a minimum of 200,000 miles.
CDL-2b
Year two: A solo OTR driver will average anywhere from 100,000 to150,000 miles if the company offers two weeks’ paid vacation and theyuse it. At this stage, they can add tanker and flatbed if they wish.
CDL-3c
Year three: Hazmat can now be added to experience level.
CDL-4d
Year four: At each level, it seems right that a pay bump would be therule, and, if offered, an increase in vacation time. End dumps over40,000 lbs. can be added.
By the end of four years a full-time OTR driver probably has in theneighborhood of 500,000-plus miles in the rear-view. With bonusesoffered for accident-free miles, if we’re talking perfect-worldscenarios a wage somewhere between $70K and $90K ought to apply at theend of the apprenticeship stage.
At this point, the entrepreneurs might begin to separate themselves fromthe pack as they consider truck ownership, now having had four years tolearn the industry, learn their freight niche, and possibly take somebusiness courses. This should also help tamp down the prevalence andsuccess of predatory lease programs not uncommon today.
Journeyman level: CDL-JE
At this level, the driver is all in, and therefore should be awarded fortheir commitment just like in any other profession (we’re talking moneyand benefits here). It is only at this point that they can become atrainer if they so desire (with training as a trainer), giving theirlicense a classification of CDL-JET, and more money.
At the ten-year mark you pick up:
Master-Journeyman level: CDL-MJ
Drivers can be trainers if so desired without classification (notwithout training education), because they have reached the Master level.
This is just a simple breakdown of how a graduated license might look –making it federal might also make it easier for the FMCSA to tie ourphysical requirements into the license without making us jump throughhoops to get it done.
Original article provided by: https://www.overdriveonline.com/modest-proposal-outlining-a-federal-graduated-cdl/
