The biggest aspect that is often overlooked by carriers when training drivers is a psychological one. Hiring a driver should be based upon their good decision making skills. Some driving skills are acquired through previous experiences and others through age and maturity. Insurance companies use statistical data for a reason and a good driver uses his/her head to avoid becoming a statistic.

Developing a great driver starts with an effective trip plan that will allow for safe and professional practices. When a driver recognizes fatigue an adjustment should made to the trip plan to stop and rest. Maintaining the original schedule has to be secondary. The trip plan also factors movement at a pace that will avoid rush hour traffic when possible to reduce his risks of accidents, lost productivity, and wasted resources (fuel, etc.) This must be taught drivers do not bring this knowledge to the table!

A great driver makes defensive driving decisions to protect his/her space and avoid the risk of an accident. He/she also is not pressured by traffic or other circumstances to take unsafe risks. He/she does not overdrive (push) the equipment or themselves beyond safe practices. This must be taught!

A great driver is courteous to all others and recognizes that he to is imperfect and doesn't let minor mistakes by others affect his judgment. It would be unrealistic to say that a good driver doesn't make mistakes considering the hours worked/miles traveled but a great driver reflects upon those mistakes and uses those moments to improve. This must be taught!

A great driver will drive in the best manner to conserve fuel cost. This manner of driving can solve many problems for both drivers and carriers today. Drivers who are paid for fuel savings performance after being taught efficient driving techniques can help control most of the issues drivers and carriers face today with CSA. Data shows drivers that drive with the mission in mind to conserve energy do not face the everyday problems of driving such as crashes, speeding and fatigued driving.

The focus of getting from A to B is now focused to concentrate on getting from A to B the most efficient way possible. For this to happen his/her equipment must be well maintained, their full attention must be on driving and the road in front of them and they will have a planned path of least resistance to get where they are going. Make sense? Drivers have to be taught this and rewarded for making it happen!

There are a couple of companies who teach fuel saving driving in America. The ones who base fuel savings on the performance of the driver and let the drivers share in the savings seem to be the most effective. Pay a driver for fuel savings and fuel cost will drop, idling rates will be reduced, and equipment repair will be reduced. Engage a driver psychologically and performance increases. It all fits hand in hand.

Normal fuel savings a carrier can expect from implementing fuel savings plans range from 5 to 15 percent according to industry data. Fuel savings are really in the hands of drivers and currently carriers just pay the price of driver ignorance every time a truck leaves their yard. Billions of dollars a year are wasted in lost fuel efficiently.

In past years before CSA it was better to drive fast so you could deliver fast than worry about fuel economy. Today it is different. Drivers have to drive slower and the need to be more efficient. Paying drivers to save fuel while the company saves money on fuel is a win win for both parties.

Manufactures who have their own delivery teams do a lot better at driver retention, driver pay and benefits. They run their trucking departments just like they run their companies. Carriers on the other hand employ the run and gun system for drivers. Run them hard and run them as needed and if they don't like the setup they know where the door is. The FMCSA has now set out to change all that in trucking with CSA and run and gun has become costly. This year, 2012 run and gun will become less important as fewer carriers have to compete for increased amounts of freight.