Truck drivers across the country are noticing a trend: They’re running fewer miles than they used to. This change has sparked confusion and concern, especially for drivers who remember the days of consistently hitting 3,000 miles (or more) each week. If you’re one of those drivers wondering why this is happening, you’re not alone.
When talking to a new company, a majority of drivers ask recruiters how many miles they’ll be expected to run each week. It’s an important question to ask, but the answer often prompts drivers to ask even more questions.
- Why are the miles so low?
- Will my pay be affected?
- Can I run even more miles and earn more?
There are a few reasons behind this shift in miles, and they’re not all as straightforward as you might think. From changes in driver behavior and advances in technology to evolving industry practices and even the rise of rail transport, a variety of factors are at play.
I’ve spent the better part of two decades in the trucking industry. The factors I’ve watched influence miles include:
Understanding these changes can help you set realistic mileage expectations and adjust your driving strategy to maximize earnings.
5 Reasons Truck Drivers Run Fewer Miles Today
A few years ago, drivers were running 3,000 miles a week — easy. Today, that simply isn’t the case. Here’s why:
Reason #1: Driver Behavior
It might seem surprising, but one of the main reasons drivers are running fewer miles today is because they’re earning more per mile. It’s human nature — when you’re making more money per load, the pressure to run more miles decreases. This trend became especially apparent during the COVID-19 pandemic when freight rates soared. Many drivers — most notably independent contractors and owner-operators — found they could make the same (or even more) money running fewer miles than before.
Drivers who were used to running hard to make ends meet suddenly found they didn’t need to work as many miles to earn the same paycheck. As rates increased, the average number of miles drivers ran each week began to drop.
This isn’t just about trucking — it’s human behavior. If you could work less but earn more, wouldn’t you?
When earnings are high, people naturally gravitate toward working less while maintaining their income level. When drivers can make more by driving less, they often choose to do exactly that. Again, many of us would do the same.
Reason #2: E-Logs and Hours of Service Regulations
Before electronic logging devices (ELDs) became mandatory, drivers used paper logs to track their hours. Paper logs offered more flexibility, allowing drivers to fudge their hours — thus squeezing in more drive time and more miles. Some drivers would even juggle more than one logbook.
Now, let’s be clear here: They weren’t driving an extra 10 hours each day and pulling all-nighters just to burn more rubber. It was more like they’d squeeze out a few extra minutes a day here and there or ignore logging time for things like traffic delays.
However, the switch to ELDs brought a new level of accuracy and accountability. The devices plug into the vehicle’s onboard diagnostics port and pull data from the engine, including fuel consumption and mileage. This level of precision holds drivers accountable and ensures compliance with hours of service (HOS) rules.
That means every mile, every minute is now tracked electronically, making it nearly impossible to push beyond legal limits. Many believe this is the catalyst for the change in driver miles.
While ELDs were invented in the 1980s, it wasn’t until the Federal Motor Carrier Safety Administration rolled out the ELD Final rule in 2015 that all carriers started rolling them out to their fleets. As of December 16, 2019, all carriers had to use ELDs.
The rule requires qualifying drivers to use FMCSA-certified ELDs and carry supporting documentation (instruction sheets and a user manual) about the ELDs in their trucks. Drivers must also carry a paper logbook in their trucks at all times. This ELD mandate ensures drivers remain within their legal HOS.
As a result, the total number of miles a driver can legally run each week is more limited than it used to be.
Reason #3: Warehousing and Regionalization
Warehousing and regionalization in the last few decades have also caused a shift in driver miles. It has caused the nature of trucking itself to change.
Recognizing they could reduce distribution costs and organize their inventory by strategically placing distribution centers closer to key markets, companies like Walmart started adopting a warehousing model. This model optimizes their shipment process and distribution efficiency, but it also means shorter trips for truck drivers.
With regional distribution centers, the length of each haul decreases. Instead of long cross-country trips, drivers are now making shorter regional runs, resulting in fewer miles per trip.
This trend isn’t limited to retailers. Manufacturers have also adjusted their strategies, building plants closer to distribution hubs. As a result, the demand for long-haul trucking has decreased, contributing to the decline in overall miles driven by truckers.
Reason #4: Changing Carrier Business Models and Dedicated Routes
Closely tied to warehousing is a shift in carrier business models. To remain competitive and profitable, trucking companies have adjusted their business models, focusing on regional and dedicated routes. These shorter hauls are more efficient but also result in fewer miles for drivers.
The increase in dedicated freight has contributed to the decline in mileage. Dedicated routes typically involve shorter trips but offer drivers consistent schedules and reliable pay.
The industry is evolving to meet customer demand for faster delivery times.
Reason #5: The Rise of Rail
The rise of rail transport has also played a role in reducing long-haul trucking miles. Rail is often more cost-effective for shippers moving freight over long distances, leading to a decrease in demand for long-haul truck drivers. For example, shipping freight from California to Illinois is much cheaper via rail than it is to pay a truck driver to haul it.
As more long-haul freight moves to rail, truck drivers are left with shorter regional hauls. This shift has started to eat up long-haul commodities and significantly impacts the number of miles a driver can run each week.
While rail transport has impacted long-haul trucking, it hasn’t completely replaced it.
The Myth of Speed Limiters Affecting Mileage
There’s a common belief among drivers that speed limiters are responsible for reduced mileage. However, speed limiters have been around for decades, primarily to improve fuel efficiency. Even with speed limiters in place, drivers were still hitting high mileage numbers in the past.
For example, in the 1990s and early 2000s, speed limiters were already in use, yet drivers consistently ran 3,000 miles or more each week. The truth is, speed limiters have only a minor impact on total mileage. They were designed to save fuel, not to reduce the number of miles a driver can cover.
While speed limiters can slightly reduce the top speed, they don’t significantly affect the total number of miles a driver can run in a day. The main factors impacting mileage are more closely related to changes in industry practices and regulations than to speed limiters.
How Many Miles Do Truck Drivers Average Per Week?
In today’s landscape, the average number of miles run per week is dependent on the carrier’s business model. A long-haul trucker is typically running about 1,500 to 2,500 a week. However, this is heavily dependent on how regional the carrier is.
A decade or so ago, that number was probably about 3,000 miles or more.
Does that mean drivers are earning less money today? No, not necessarily.
The key thing to understand here is that more miles don’t always equal a higher paycheck anymore. Rather than focusing on how many miles you’ll average each week, talk to carriers about how you’re paid. Plenty of carriers pay well but don’t require you to run a ton of miles.
If you’re determined to run a lot of miles each week — some drivers prefer this! — find a carrier that hauls commodity types that require longer hauls. For example, a lot of flatbed freight still requires drivers to run longer hauls.
Just be sure to ask yourself if you want a lot of miles or a big paycheck. If it’s miles you’re after, then try to find that miles-driven carrier. But if it’s just money you’re interested in, remember that in today’s trucking world, more miles don’t always equate to a higher paycheck.
Secure a High-Paying Trucking Job
The trucking industry has changed, and so have the miles drivers like you run each week. While it might seem concerning at first, the reality is that fewer miles don’t always mean less money. Changes in driver behavior, technology, warehousing, dedicated routes, and rail transport have all contributed to this shift.
Today, the golden standard of 3,000 miles per week is becoming less common. You should expect to run between 2,000 and 2,500 miles per week on average.
Instead of focusing solely on mileage, prioritize understanding pay structures, freight types, and carrier business models to maximize earnings. Whether you prefer long hauls or steady regional routes, there are opportunities to build a successful trucking career in today’s industry. The key is knowing what you want and finding the right fit to achieve it.
Learn more about different types of pay structures.
If you’re looking to maximize your earnings, check out this list of the highest-paying trucking jobs. You’ll find that most of them don’t require you to run high miles!