Reduced to Functions: A Social Metaphysical Analysis of Truckers

Truckers and the trucking industry are crucial to the U.S. economy. They are the primary means of transporting goods in many industries, including food, medicine, manufacturing, retail, and many more. Yet, despite this, truckers are a group of people we don’t normally notice. Of course we see them drive by every day, delivering anything from packages, mail, to food. But we only notice the trucks, not the people driving them; we see the trucks as only functions serving us, and barely of the human beings working 11 hours a day to get our packages delivered. Even when we do hear of one who drives a truck as a job, we stereotype them into being fat, dirty, uneducated, rude and having no other skill to make a living.

Truckers are subject to maltreatment on many levels. At the civilian level, many drivers don’t respect the ‘space’ of a big truck, not knowing the danger distracted and dangerous driving could pose on their lives. Trucker’s companies also fail to treat their own drivers, making them do extra duties, intentional short-scheduling, and force deliveries earlier than they are actually due. Additionally, many billboards and attorney commercials advertise lawyers for truck accidents, claiming that they can win you “big money” if you have gotten hit by a truck.

But stereotypes are often untrue, and maltreatment is often unjustified. Though data shows that truck drivers are more likely to be obese, to have less formal education, and to be older than the average worker, not all drivers match this ‘generic’ description. These statistics also do not justify trucker’s daily maltreatment and exploitation—never should one be mistreated due to their physical shape, education, or age. Furthermore, truckers could not be blamed entirely to be the causes of their stereotypes and maltreatment. Instead, it is the structural design of the job itself which predisposes drivers to stereotypes and maltreatment.

Layer 1: The structure itself

Social ontology, also called social metaphysics, is the study of the nature and structure of the social world, including the existence and definition of social groups, and their relationship to the human mind and action. An analysis of the social metaphysics of the group, ‘truckers’, yields insight on the structural issues of the trucking industry. The lack of social interaction, the lack of time and opportunity for advocacy, and the potential for exploitation predisposes truckers to stereotypes, unfair treatment, and physical and mental health issues.

According to Brian Epstein, a social group can be analyzed and characterized with four complementary profiles, the “construction” profile, the “extra essentials” profile, the “anchor” profile, and the “accident” profile. In short, The construction profile tells us what makes the group exist, the extra essentials profile tells us what it is set up to do, the anchor profile tells us why it has those powers or properties, and the accident profile tells us its contingent, descriptive features.

Construction profile:

• A collective group of professional truck drivers

• Exists because of the necessity for the transportation of goods

• Membership: an active driver with a CDL (Commercial Driver's License)

Extra essentials profile:

• Delivering and transporting goods on time across the country

• Holds little social and political power despite being essential to economy

• Subject to stereotypes and maltreatment

• Long work time + limited social time

Anchor profile:

• Functional roles/rules:

  • Deliver goods for the economy

  • Follow traffic rules

• Defined by:

  • Labor laws

  • CDL Licensing

  • Employment structures

  • Public perception

Accident profile:

• Stereotypes/Demographics: On average, older, more obese, disproportionally male

Layer 2: Direct influences

This simple analysis shows that the social group, truckers, come into existence because of their economic function, which also anchors the group socially. The importance of their economic function reduces individuals within the group to replaceable work units rather than unique individuals with physical and mental needs.

Furthermore, long work times, combined with limited social time, reduces the social influence of truckers. Since many companies employ the pay-by-mile policy, most drivers try to maximize distance over the time they are allowed to work. These long work-periods result in a low amount of social and family time, since it is impossible to participate socially while driving.

Layer 3: Consequences

The disproportionate relationship between the economic and the social influence of truckers subject them to exploitation, stereotypes, and maltreatment. Exploitation is common in the trucking industry due to the large economic benefits it could provide while being low-risk due to the rather limited influence truckers have.

Stereotypes also form easier when the population has a rather limited path to hear about or interact with truck drivers. Many times, what a regular person learns or even hears about truckers are in the news, on television, or on billboards.

Data shows that 80% of Americans think truckers "play a crucial role in the economy," while 43% believe that truckers “frequently” encounter unsafe or aggressive driving behaviors from other motorists; 33% believe truckers are not adequately compensated for their work.

In addition to maltreatment, stereotypes, and exploitation, the social and industrial structure of the industry predisposes drivers to physical and mental health issues as well. Long periods of sitting, combined with a high chance of malnutrition from food on the road result in a much higher chance of growing weight and obesity, while long-term confinement and loneliness result in higher rates of mental health issues.

In defining the industry, we lose the individual, and in looking at the individual, we oversee the industry and structure which heavily influenced the way they are and how they are treated.

Conclusion

In the end, the structure of the trucking industry causes individual truckers to be reduced to economic functions under the group, truckers. This, combined with their limited social and political influence, subject them to stereotypes, maltreatment, and exploitation.

The first and simplest effort is to make truckers and their voices be heard more widely. For the rest of us, the least we could do is to respect truckers, especially on the road. But if we truly want to solve problems, then challenging traditional assumptions about the trucking industry is important. After all, structural problems require structural solutions.

The change starts now, with us.