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Recent supply chain disruptions have highlighted the global shortage of truck drivers. Because it is a quintessential “masculine” profession, the proportion of women truck drivers is small, although efforts are underway to recruit and retain women. This research offers a comprehensive and theoretically-driven empirical analysis of women in the US trucking industry.

The research utilizes a detailed longitudinal database of 20 million driver inspections from 2010 to 2019. It is paired with US Social Security Administration data to infer the gender of the driver for each inspection. Descriptive evidence is provided, and a logit model is used to test the hypotheses.

The research finds that female truck drivers make up 3.2% of the inspection sample, but their representation has grown by 23.1% over the last decade. Women are vastly overrepresented in the jobs that are the easiest to get and underrepresented in jobs that offer better pay, more regular hours and more time at home. However, the proportion of women in more desirable truck driving jobs has grown from 2010 to 2019, offering positive news for the industry.

The research offers a more credible and realistic statistic for the proportion of women in the industry, contradicting previous industry figures. The research also highlights policy implications for industry stakeholders.

The truck driving industry is vital for a nation's economic sustainability. Truck driving jobs offer better wages and more opportunity than many non-professional female-dominant jobs. The research emphasizes the path to move into jobs that are better suited for women with domestic or family responsibilities.

The authors document hitherto unknown facts about women in the US trucking industry. Using theoretically driven research in organizational science, this study highlights the interplay of supply-side and demand-side factors that help to explain a nuanced perspective of the workforce composition and discusses potential policies to increase the number of female drivers.

Deregulation shifts the responsibility for mitigation of agency problems from the regulatory parties to the firms' shareholders. We investigate whether and how governance structure changes in response to the dynamics of the new business environment after the Regulatory Reform Act of 1994 for the US trucking industry. We show that deregulation increases market competition in the trucking industry. The deregulated trucking firms not only adjust internal governance structure but also alter antitakeover provisions to adapt themselves to the competitive status of business environment after deregulation.

This paper aims to test the proposition that integrated marketing communications (IMC) practice is lagging in the trucking industry. It stems from the more general proposition extant in the literature that business to business (B2B) IMC practice lags business to consumer IMC practice.

In total, 109 trucking managers attending the American Trucking Association Annual Management Conference are asked which communications tools they use and for which strategic purposes. The new product adoption model (NPAM) provides a means of measuring efficient IMC practice.

Joint space perceptual maps generated by correspondence analysis reveal the association between trucking managers’ IMC mixes and the stages of the NPAM. Inspection shows that trucking managers deploy a relatively large number of traditional and digital tools to support all stages of the NPAM, indicating a sophisticated level of IMC knowledge and practice, contrary to the proposition that IMC practice is lagging in the trucking industry.

This contrary result suggests that IMC practice proceeds at different rates across B2B industries and must be examined on a per-industry basis. In combination with Garber and Dotson’s (2002) trucking IMC study, this study provides a second data point from which the evolution of IMC practice in the trucking industry can be tracked into the future. Additionally, this paper demonstrates the efficacy of the NPAM as a means of measuring the efficiency of IMC mixes, as well as for monitoring and training. Theoretical and managerial implications are discussed.

The term deregulation, in reference to the (US) Motor Carrier Act 1980, has been used to represent significant reductions in government economic restrictions and government agency involvement in the operations of the transportation industry. Although the Act was a giant step toward regulatory reform, a good deal of statutory regulation did initially remain in place. For the purposes of this article, the term deregulation will be used with the understanding that the deregulated industry is not completely without regulation.

One of the distinctive features in Korea and the U.S. trucking industries is the huge difference in the share of owner-operators. While it is around 10~15 percent in the U.S., 80~90% of drivers operate their own truck in Korea. Different from historical explanations of previous researches, this paper deals with this feature theoretically. We examine what brings the difference in asset ownership structures between the Korean and the U.S. trucking industries. Using an analytic framework, we investigate the determinants of truck ownership and the changes in ownership patterns. The model introduces several parameters related to productivities of drivers’ efforts and contractibility to affect drivers’ decision, and values of these parameters in both countries are discussed qualitatively and found to be consistent with the aforementioned characteristics.

This study aims to determine the repurchase intention of food truck products based on perceived risks and perceived benefits by consumers within the context of Malaysia. Recently, the food truck industry has been expanding as customers begin to explore alternatives for food convenience. However, there are not many studies carried out on this topic, especially in Asian countries. This study will fill the gaps on the factors that affect repurchase intention, especially perceived risks and perceived benefits of food trucks products.

A cross-sectional online survey was conducted through Facebook Messenger and WhatsApp on consumers with prior experience in buying food truck products. The partial least square (PLS) modelling using the SmartPLS software was employed to analyse the data.

The results from 294 food truck consumers showed that perceived benefit, food safety, attitude and subjective norm significantly influence food truck products' repurchase intention. On the other hand, perceived risk towards the environment and perceived behavioural control do not substantially affect food truck products' repurchase intention.

The data collected were related only to the food trucker's customer that operates in Malaysia. Thus, the results might be only applicable to similar other Asian or developing countries.

The results provided some managerial indicators to improve the level of business efficiency among food truck operators. Besides, marketers and policymakers can develop effective strategies and policies based on this study to develop this industry further.

The study gives a fresh overview of how the food truck business can improve its services in developing countries. The results offer a competitive advantage and how to strengthen customer retention that can improve business performance.

This study aims to explore the challenges of truck-sharing and effective ways of dealing with those in achieving supply chain collaboration and collaboration in transportation management (e.g. transport collaboration) for transport capacity expansion, and reducing carbon emission and traffic congestion for integrating environmental and social sustainability issues. This paper also reveals insights into successful shared-transportation and a reduction in empty trips.

This exploratory qualitative study was conducted by means of interviewing road carriers from the container transportation industry.

In a truck-sharing initiative, technical issues (e.g. carrying capacity) arise, some of which involve the container truck and some involving constraints that cannot be controlled, such as driving restrictions, seaport operating hours, and the presence of the large number of container categories pertaining to the industry. Therefore, a significant amount of “structural empty running” may always prevail. It should also be noted that some, seemingly vital, constraints can actually be changed, treated, or modified for better truck-sharing outcomes, such as building a foundation of trust and establishing coordination among road carriers.

A probable solution to the problem of increasing hinterland transport capacity is to make appropriate use of the huge number of idle truck slots that exist; this could be achieved by encouraging the acceptance of the challenges of truck-sharing realistically and suggesting an approach to handling them.

To broaden its appeal, truck-sharing initiatives must be able to overcome challenges by combining theoretical insight with an understanding of the practical aspects of such an endeavor. This original research fosters knowledge that is unique and which also has real-life applications in maritime logistics studies and supply chain literature for both port authorities and container road carriers.

Develops and estimates efficiency and productivity measures in the US trucking and warehousing industry in the 48 contiguous states during the years 1994‐2000. The model, estimated via data envelopment analysis, accounts for both desirable outputs and undesirable outputs produced by a given vector of inputs. The model establishes an efficient frontier of operation for each year studied and can be used to determine, on an annual basis, which of the 48 states operate on the frontier. The findings indicate that the trucking and warehousing industry does not operate efficiently in all 48 states during the period studied. If the industry were to operate on the frontier of the feasible output set by using inputs to produce outputs efficiently, it could eliminate three to four fatal traffic accidents per state per year, while simultaneously increasing industry income by between $38 to $47 million per state per year. In addition, finds that traditional techniques of estimating efficiency that ignore traffic fatalities bias estimates of efficiency and total factor productivity growth.

NAFTA established guidelines for creating a seamless trilateral trucking market that has proven problematic to implement. Costs of border delays, traffic congestion, added pollution, and documentation requirements stymie North American policy makers. Use of just-in-time supply chain techniques by shippers exacerbates the inability of border infrastructure to meet time-sensitive traffic demands. This paper reviews NAFTA’s transport provisions and explores Mexican, U.S., and Canadian disputes in the context of continental integration. Progress toward harmonizing labor and equipment standards in the course of instituting NAFTA is investigated. Policies for additional border facilities investments and streamlining procedures are compared to heightened national security concerns.

Rivigo, a new entrant in the trucking business in India, believed that a new paradigm in the trucking/logistics industry could be brought about that would not only improve the quality of service dramatically, but also upgrade a truck driver's lifestyle. While the industry faced driver shortage largely due to long stays away from home, Rivigo hoped to attract drivers by offering them roles which would bring them back home in 24 hours. Drivers would be part of a relay, handing over the truck at pit stops. Further, they leveraged an IT-enabled IoT platform on a fleet of owned trucks. All this revolutionized most of the traditions then followed in the industry. The entrepreneur and his core team comprised professionals from premium institutes of the country, with experience in professional organizations in related domains. By offering services like assured delivery at half the time and full shipment visibility, Rivigo had to charge a premium to market segments that would value this. The case raises the question of sustainability in the future.