Perdue Transportation Lays Off Midwest OTR Drivers: Implications for the Trucking Industry

In a surprising development, Perdue Transportation, a key division of the agricultural giant Perdue Farms, has laid off 30 drivers from its Midwest Over-The-Road (OTR) Division. This move has sent ripples through the trucking industry, particularly affecting those who rely on Perdue for steady work and contracts. While the company itself remains operational, the layoff highlights broader concerns for truck drivers and motor carriers.

What Happened?

Perdue Transportation made the decision to reduce its workforce by laying off 30 drivers who were part of its Midwest OTR Division. This division was responsible for long-haul routes across the Midwest, transporting Perdue’s products to various locations. The layoffs were sudden, with many drivers reportedly blindsided by the news.

According to reports, the layoffs are part of a strategic shift within Perdue Farms, as the company adjusts its transportation needs and focuses on optimizing its supply chain. However, this decision has left the affected drivers facing an uncertain future, especially given the abruptness of the move.

Impact on Truck Drivers

The 30 drivers who were laid off are now faced with the challenge of finding new employment in a competitive job market. For many of these drivers, the job with Perdue was a reliable source of income, and the sudden loss of employment can have significant financial implications.

Independent owner-operators who worked under contracts with Perdue may find it particularly difficult to replace the lost work. The cost of maintaining their trucks, insurance, and other expenses can quickly become burdensome without a steady stream of income. For these drivers, the layoff means an urgent need to secure new contracts or consider alternative opportunities within the trucking industry.

Company drivers who were directly employed by Perdue are now competing with a growing number of job seekers. While the overall demand for truck drivers remains strong, the influx of experienced drivers into the job market could lead to increased competition and potentially lower wages, at least in the short term.

Concerns for Motor Carriers

Motor carriers that partnered with Perdue’s Midwest OTR Division may also feel the effects of these layoffs. The reduction in Perdue’s transportation workforce could lead to a decrease in the volume of contracts available to these carriers, potentially affecting their revenue and operations.

This situation underscores the risks associated with relying heavily on a single client. Motor carriers that had a significant portion of their business tied to Perdue’s Midwest routes may now find themselves scrambling to replace that lost business. This could involve seeking new partnerships or expanding into other regions to diversify their client base.

Broader Industry Implications

While Perdue’s Midwest OTR Division layoffs are specific to one region and division, the situation serves as a reminder of the volatility that can exist in the trucking industry. Even when a company as established as Perdue Farms remains operational, shifts in strategy or economic pressures can lead to unexpected changes that directly impact drivers and motor carriers.

For the trucking industry as a whole, the layoffs may signal a need for increased vigilance and preparedness. Companies and drivers alike should be aware of the potential for sudden changes and consider strategies to mitigate the risks associated with such events.

Key Takeaways for Drivers and Motor Carriers

  1. Adaptability: Drivers should be prepared to adapt to changes in the job market, potentially exploring different regions or sectors within the trucking industry.
  2. Diversification: Motor carriers should strive to diversify their client base to reduce reliance on any single partner, mitigating the impact of sudden layoffs or changes in business strategy.
  3. Financial Planning: Both drivers and motor carriers should prioritize financial planning to ensure they can weather unexpected disruptions, such as layoffs or loss of contracts.
  4. Industry Awareness: Staying informed about industry trends and the strategic decisions of key partners can provide early warning signs and allow for proactive adjustments.

In conclusion, while the layoffs in Perdue’s Midwest OTR Division are limited in scope, they highlight important considerations for the broader trucking industry. By focusing on adaptability, diversification, and financial preparedness, drivers and motor carriers can better navigate the uncertainties that are an inherent part of this vital industry.

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389 Hood

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5,331 messages 7,413 likes

I remember when you were seriously trucking if you were a chicken hauler.

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Shreck

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1,340 messages 1,474 likes

Or a meat hauler.

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389 Hood

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5,331 messages 7,413 likes

A load of swinging meat was just like driving a shotgun smooth bore. There is an art to that and automatics aren't in it.

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Shreck

Well-Known Member

1,340 messages 1,474 likes

@389 Hood I’ve pulled both years ago and I have never given a thought about doing it with a truck with a automatic.Now you have me thinking.

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Electric Chicken

Well-Known Member

27,574 messages 23,659 likes

My automatic has the smoothest shifting in an automatic I've ever experienced and doesn't do anything I wouldn't do myself. It was in a tanker fleet and it's quite impressive. Even in the random odd situation when I reach out for a button and just before I press it, it does what I was going to do.

It's more skilled than I ever was/am and if I was going to haul gas, I'd use it without question.

I wouldn't want to use the Freightliners from Schneider or US Xpress's Peterbilts though. They were rough and harsh and sometimes made bad decisions and seemed straight up confused.

I've also noticed Sheetz and another company called Holtzman, both hauling fuel, use Macks and Volvos.

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Shreck

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1,340 messages 1,474 likes

Fuel tanks would have compartments or baffles. I am just wondering how an automatic would work with an open bore tank with the product say 18 inches down in the tank.

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Rigjockey

In Gord we trust!

29,259 messages 30,104 likes

There is a guy on YouTube that has a whole thing on you might be a chicken hauler if you ever.......

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389 Hood

Well-Known Member

5,331 messages 7,413 likes

I'll admit, I've only hauled one load of chickens. They came in live and a few hours later were solid blocks of ice in your trailer. Chickens used to be one of the best paying loads out there, because of the time it took to get them and they had to be at the customer before you loaded them.

Refined petroleum tanks all have baffles withing the individual compartments. You really don't feel anything from the product itself. It is a totally different ride from a dead weight on the floor load though. It's smoother because it absorbed the road shocks. Add full air ride and it's a nice ride.

Put 4000 gallons of product that weighs 18 pounds per gallon into a 6500 gallon smooth bore and you learn just when to shift, when to back off and not to do anything that will get that stuff active back there. It takes forever to get it settled back down again.

Back in the days of single platform scales which weighed one axle at a time was fun. You could beat their scale internals to death. But that is another story unto it's own.

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Electric Chicken

Well-Known Member

27,574 messages 23,659 likes

Only large quantity liquids I ever hauled was 275 gallon ecolab totes. It felt weird with the trailer bouncing back there at a stop light. Wasn't too bad actually driving though. I guess that's what a baffled tanker would sort of feel like.

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Shreck

Well-Known Member

1,340 messages 1,474 likes

That’s what I was trying to explain I pulled food grade for 6 years and it would be fun to try it with an automatic.

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389 Hood

Well-Known Member

5,331 messages 7,413 likes

But the autobox wouldn't anticipate the surge forward or rearward. It would shift at the designated RPM and or speed. The art would come in by knowing where the product was in the trailer and which way it was flowing for the shift to take place without it binding in a full shift or split.

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