Ask The Trucker

Raising the Standards of the Trucking Industry

CPAP America assists driver Sleep Apnea needs without exploiting

Ed Frost CPAP America


CPAP America News of the Week- Their Ribbon-Cutting Ceremony at the Gloucester County Chamber Of Commerce- Ribbon-Cutting Ceremony takes place at their flagship location (943 Kings Highway West Deptford, New Jersey) on
Friday, June 17, 2016 at 10 am

Truck Driver Fatigue

For many drivers, Truck Driver Fatigue is code word for “more regulations” and is many times further disguised by combining the words, “increase highway safety.”
Finally, when all is said and done, you can almost guarantee that the outcome for drivers will end up “costing them”.

The fact is professional drivers have a demanding lifestyle and work well over the 40 hour work week, far more than that of most other professions.
A professional driver may work a legal 70 hour work, however, the way the laws are written, most over the road truck drivers can “legally” work 100+ hours. Read more
ELD’s DO NOT keep truckers from working more that 70 hours/week

Whenever there is a problem which can compromise safety, the pressure to resolve and identify the cause of the issue becomes greater. This is definitely the case with Truck Driver Fatigue. There seems to be the need to place “blame” in order to divert attention from the major causes of Truck Driver Fatigue.

Sleep Apnea -Truck Driver Fatigue

For over 10 years, Obstructive Sleep Apnea (OSA) has steadily become a focus for the trucking industry and FMCSA.  Make no mistake OSA is a real and serious disease which does affect millions of Americans. The FMCSA explains, Driving when you have Sleep Apnea. 

With the greater focus on Sleep Apnea, including FMCSA guidelines, rules, and the latest Advanced Notice of Proposed Rule Making (ANPRM),  professional drivers more than ever must confront OSA.

As of now, if a DOT Medical Examiner suspects that a driver may have Obstructive Sleep Apnea, the driver must go for a Sleep Study Test.  If the test comes back positive for moderate to severe for  OSA, the driver is more than likely going to have to have treatment, usually a CPAP mask.
Please read more, written by DOT Medical Examiner Dr Randolph Rosarion – Trucking Controversy- Determining who is at risk for Sleep Apnea

NOTE: Many companies will require drivers to move forward with OSA treatment even if OSA study results show only MILD sleep apnea.
( FMCSA does not require treatment for drivers with MILD sleep Apnea)

On May 26th  The American Transportation Research Institute (ATRI)  released the results of its sleep apnea survey, which highlights a number of issues related to truck driver screening and treatment of Obstructive Sleep Apnea (OSA.  Read more

Sleep Apnea-one more way to exploit drivers

One of the biggest concerns for drivers who are told they need to be tested for OSA, is out of pocket costs, especially for those without health insurance or who have high deductibles.
Many drivers also believe that Sleep Apnea has become a “money maker” for companies profiting off of the testing and equipment services they are providing truckers.

After all,  in order for drivers to be able to continue driving, they MUST follow the advice of the Certified Medical Examiner if  told they need to be tested for OSA. If not, they will not receive their medical card and their driving career can very well end.

With that being said, there are companies who can and sometimes do, exploit this situation that drivers face.

We are grateful to have have found a company that has come to the forefront AGAINST unethical practice and instead offers AFFORDABLE, QUALITY, and compliant OSA services for professional drivers.   The company is  CPAP America.
I can’t tell you enough how impressed I am with the dedication they have displayed when it comes to serving the Truck Driver Community, including those who do not have Health Insurance.

CPAP America  “one-stop-shop” for Affordability & Quality of:
sleep apnea relief, education, CPAP equipment, and Home Sleep Testing

CPAP America utilizes the latest technology, the best interfaces, and dependable yet affordable devices, putting the company at the forefront of the CPAP retail market.
Their customers get personalized care from experienced, passionate clinicians who will help them not only manage their disorder, but improve their overall quality of life. The company offers a full line of reliable CPAP machines and accessories that are easy to use.  For unbiased solutions at the best prices, customers can rest easy with CPAP America.

CPAP America News of the Week- Their Ribbon-Cutting Ceremony  at the Gloucester County Chamber Of Commerce- Ribbon-Cutting Ceremony takes place at their flagship location (943 Kings Highway West Deptford, New Jersey) on
Friday, June 17, 2016 at 10 am

Please RSVP at

Meet Edwin Frost
President and Chief Clinical Officer of CPAP America.

Edwin Frost is the President and Chief Clinical Officer of CPAP America. Frost is a Registered Respiratory Therapist and has managed 27 sleep labs. He currently sits on the New Jersey State Board of Respiratory Care and is a speaker for A&T Lectures, LLC. Frost is also the President of Aeris Consulting and Management. With over 60 facilities throughout the East Coast, Aeris is quickly becoming the leader of respiratory services in the country.

Live Sleep Apnea Q&A!! LIVE NOW!

Posted by CPAP America on Friday, June 10, 2016

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What It Really Costs to Own a Commercial Truck


What It Really Costs to Own a Commercial Truck

 Truck Cost

Truckers often dream of the day when they can purchase their own Class 8 and become independent contractors or better, owner-operators. However, commercial vehicles are not cheap, which is why many truckers continue to lease vehicles from their employers. In fact, trucks cost much more than their initial asking price, but the advantages to ownership are not insignificant. If you are struggling to decide whether you should invest in your own commercial rig, here are some facts and figures to consider.


Initial Price

Obviously, what you initially pay for your shiny new (or used) truck depends on a few variables. Your desired make and model will influence a seller’s asking price, as will the age of the vehicle and its amount of wear and tear. Almost every trucker has a distinct preference for one style of big rig over all others, and though it is wise to buy the cab you are comfortable in, you might end up paying more for certain brands. For example, Peterbilt and Volvo have reputations for luxurious trucking, whereas Mack trucks are highly regarded for their enduring toughness on the road.

Additionally, individual sellers could have vastly different prices on identical trucks. Because vehicle sales remain somewhat negotiable, unscrupulous dealers will often inflate their prices to profit as much as they can from individual sales. Finding a vendor you can trust is crucial to securing a reliable, affordable price on the truck you need.

Essentially, you should expect to pay over $100,000 for your first commercial vehicle. On average, a brand-new day cab costs about $113,000 and a sleeper will set you back about $125,000. On top of this, new trailers usually add an extra $50,000 as long as you are looking for a standard rig; specialty trucks like loggers or long-combinations will certainly cost more. Already, these numbers may seem huge, but actually, the purchase price of a truck is only a fraction of the total costs of owning a commercial vehicle.

Lifetime Price

Every new car buyer must know that purchasing the car is just the beginning of car-related payments, and that fact is even more true with commercial trucks. Estimates suggest that a big rig costs about $180,000 to operate for a single year  or $1.38 per mile on the road and that does not include the initial asking price. Independent contractors and owner-operators must be able to budget for serious recurring expenses, such as:

  • Fuel is the largest operating cost for truckers. While the average four-wheeler will consume around 500 gallons of gasoline every year, your 18-wheeler drinks at least 41 times that, which is easily more than $70,000 annually.
  • Truck repair is another significant expense. A driver’s worst nightmare is seeing smoke, and all those hours on the road will eventually put your truck in the shop. Regular maintenance adds up to roughly $15,000 per year.
  • Insurance is a mandatory expense. Fortunately, truck insurance can be surprisingly affordable. For $6,500 yearly, you can protect your investment as well as your client’s goods from dangerous accidents.
  • Licenses, permits, and tolls are often forgotten expenses. Truckers need special licenses and permits to operate their equipment, and tolls on roads throughout the U.S. will add up fast.

Ownership Benefits

Truck Cost

Admittedly, it is difficult to read these numbers, add them up, and still be eager to buy a commercial vehicle of your own. However, the benefits of owning your own truck certainly make up for the expenses.

As with homes, cars, furniture, clothes, and any other rentable commodity, ownership is ideal. By purchasing a truck of your own, you are investing in yourself, allowing you to build worth and increase your profitability.

Leasing may be a good option for companies or drivers that do not expect to remain in the transportation business for long, but if you love the industry and want to stay, owning a truck will allow you to be financially independent in the field. Plus, contractors usually earn higher wages than standard transportation employees, so the costs of the ownership will seem less when compared to your increased income.

Large motor carriers are equipped to handle the expenses of truck ownership, but that doesn’t mean individuals are incapable of gaining independence by buying their own big rigs. Though the numbers are daunting, the possibilities from owning your commercial vehicle are outstanding. Still, as you shop for your first big rig, you should keep the lifetime costs in mind, so you won’t end up buying more truck than you can afford.

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Truckers Fighting Speed Limiter Regulation


Truckers Fighting Speed Limiter Regulation

Speed Limiter

Speed Limiter

Speed Limiter






If drivers do not want Speed Limiters on heavy trucks from becoming another law, then they will need to do something.

As professional truck drivers, we are aware of how unsafe speed limiters can be. Now, it’s our job as professional drivers to educate and inform others:

  1. Speed limiters are unsafe when sharing our highways with motorists, specifically, concerns with car–truck speed differential.

2. We need to request additional Speed Limiter Studies which would address the major concerns professional drivers have with SL’s.  So far it does not appear that adequate studies addressing  safety risks of speed limiters have been conducted.

Speed Limiter Review

Heavy Truck Speed Limiting Devices  Agency: National Highway Traffic Safety Administration (NHTSA)



OOIDA-Speed Limiters It has been concluded that the data utilized in FMCSA’s study did not find a statistical significance in reduction of crashes due to speed limiters.

2008 Safety Impacts of Speed Limiter Device Installations on Commercial Trucks and Buses

2012 Research on the Safety Impacts of Speed Limiter Device Installations on Commercial Motor Vehicles: Phase II

Today we are facing efforts to place into law a DOT final rule for Speed Limiters. If drivers sit back and DO NOTHING, they will have to accept the outcome and not complain.

MAY 2016-Speed Limiters- Where we are NOW

  • H.R.2577 Transportation, Housing and Urban Development, and Related Agencies Appropriations Act, 2016

    Sen. Johnny Isakson, R-Ga., introduced an amendment to the Senate version of the transportation funding bill that, if signed into law, would direct the Department of Transportation to produce a final rule mandating speed limiters on trucks within six months of the bill being signed into law.

    U.S. Senator Johnny Isakson, R-Ga

    U.S. Senator Johnny Isakson, R-Ga

    The amendment is part of the Senate version of the Transportation, Housing and Urban Development appropriations bill.

    Amends: H.R.2577 , S.AMDT.3896
    Sponsor: Sen Isakson, Johnny [GA] (submitted 5/18/2016) (proposed 5/18/2016)

    To direct the Secretary of Transportation to issue a final rule requiring the use of speed limiting devices on heavy trucks not later than 6 months after the date of the enactment of this Act.


    The following feedback was sent to me on Facebook by Ricky Brown, Owner of Ricky Brown Trucking, regarding Speed Limiters. I’d like to share it with everyone.

    Regulating Truck Drivers Through Speed Limiters

    Ricky Brown of Ricky Brown Trucking

    Ricky Brown of Ricky Brown Trucking

    There are 5,600,000 tractor trailers on the roads in the US. Imagine all 5,600,000 not capable of running over 65 mph. Some carrying 5,000 lbs, some carrying 45,000 lbs. This will create a logjam on Interstate highways, making it very difficult to pass. Cars are going to love this. Trucks as far as the eye can see. Running side by side for miles.

    Georgia Senator Johnny Isakson tacked an amendment onto a routine spending bill that would require the Department of Transportation to issue a rule mandating all commercial trucks be mechanically speed limited within six months of the bill’s final passage. As Owner Operator Independent Drivers Association (OOIDA) has previously reported, a proposed speed limiter rule has been stuck within the Administration potentially because the numbers surrounding speed limiters simply aren’t adding up. There is no sound science indicating they make highways any safer. Additionally, there is reason to believe the costs of the potential rule far outweigh any benefits.


    The Isakson amendment actually undermines safety, as all leading highway research shows that speed limiters create dangerous speed differentials on our nation’s highways. They also cause drivers to have less control of the truck during critical times when speed is needed to prevent certain types of crashes.

    The measure sets a dangerous precedent since there has not been a hearing in the Senate or House of Representatives on speed limiters. Furthermore, the recent passage of the FAST Act requires that all proposed Federal Rules must be based on the best science available, examine the impact on various segments of the industry including small businesses, and consider cheaper alternatives.

    In addition to the lack of evidence that supports the necessity of this bill to improve safety, there will be a financial burden to the trucking industry that will inevitably be passed on to consumers.

    I urge you to consider or reconsider this Amendment in the most stringent light and vote NO. Every bill passed by Congress often has negative unintended consequences that are never even considered during the debate process. The potential negative consequences of this Bill over-ride the effect that the bill is attempting to correct.

    Easier than Ever to Write your Representatives 

    This amendment tack-on is another prime example of why bills should be independently submitted, debated, and passed or vetoed. I urge you to take a responsible step in championing this change in procedures so that the American people will not be railroaded by cleverly hidden amendments that become Law by being passed on the back of larger legislation.

    Ricky Brown- Ricky Brown Trucking

    United States Senate Committee on Appropriations

    Subcommittee Members: Transportation, Housing and Urban Development, and Related Agencies

    Congressional phone number
    You can call the Capitol switchboard operator at 202-224-3121 to be transferred to any representative’s or senator’s office. All you have to do is provide the operator your home ZIP code.

    Write your Representatives 



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To Repair or to Replace: When Commercial Vehicles Break Down


To Repair or to Replace: When Commercial Vehicles Break Down


Truck1-Blog -PostA truck in your fleet has started billowing more black smoke than usual, or the lifting arm on your excavator just doesn’t lift like it used to. The time has come to make a decision: Do you spend time and resources attempting to fix your existing equipment, or do you scrap the damaged goods and spend the cash for something shiny and new?

Your business depends on your vehicles, so having a reliably functioning fleet is absolutely imperative. Repairing and replacing are both expensive and exhausting activities, but each has its own advantages in certain situations. Knowing what action to take when will help you save time and money, keeping your business booming. Hopefully, this guide will help you determine whether it is worthwhile to repair or to replace your broken-down vehicle.

Typical Maintenance and Repair Expenses

Just like personal vehicles, commercial trucks need regular checkups to remain operational. A truck contains millions of moving parts that are integral to the function of the machine, and by following a strict maintenance schedule, you can reduce the likelihood of a catastrophic failure that prevents you from transporting goods and making money.

Tire maintenance is one of the most grueling expenses, in terms of both time and money. Tires easily see the most wear, and as a result, most truckers find that 3 percent of their vehicle’s expenses are devoted to maintaining the rubber on the road. On average, a single commercial tire costs about $250 ? which means the cost of new tires for all 18 wheels totals more than $4,500. Regular tire retreading can cut that number in half, but it is still a significant annual expense.

Some estimates suggest that repair and maintenance costs for a single truck can exceed $15,000 per year. This is because commercial vehicles require special skills and parts that not every mechanic has. As a result, labor fees for commercial trucks are high; shop time with such specialized mechanics usually costs well over $100 per hour, making routine maintenance tasks, like changing filters, a thousand-dollar ordeal.

With any luck ? and with religious adherence to your maintenance schedule ? your truck won’t have any serious repairs for a few years. However, any machine that sees as much use as a big rig will definitely need some patching up eventually.

Ways to Cut Costs

Ways to Cut Costs

There are a number of products available that help trucks remain in good condition longer. For example, diesel exhaust fluid Peak BlueDEF helps convert engine waste into harmless nitrogen and water, reducing gunk build-up as well as harmful emissions. During especially cold months, weatherizing trucks with appropriate equipment, like snow tires or chains, and chemical fluids will prevent unnecessarily dangerous conditions during the winter. Even hot months require extra care, as the bright sun can desiccate the outside and inside of big rigs, demanding expensive repairs. In the summertime, you should be prepared with custom window shades.

Perhaps most importantly, the way you drive can influence how much you spend on maintenance and repairs. Here are some unknown ways to treat your truck better and increase its lifespan:

  • Allow the engine to warm up without revving for about 10 minutes.
  • Avoid idling, which reduces a trip’s miles per gallon by one-third and wears engines twice as fast as normal use.
  • Drive at the most fuel-efficient speed for your vehicle, which is usually around 65 miles per hour, and in wet conditions, reduce your speed by one-third.

Replacement Value

Many truck owners decide it is time to replace their rigs when the cost of a single repair exceeds the value of their vehicle, but in truth, this is not the optimal way to replace a commercial truck. An old, completely worn-out truck has depreciated to the point of worthlessness, and you will earn nothing from reselling it or trading it in.

The best course of action is to perform an economic lifecycle analysis to determine when you will have attained the optimum value from your purchase. The calculations for this analysis are quite complex, and require data such as vehicle purchase cost, past maintenance and repair expenses, fuel expenses, downtime costs, depreciation expenses, and salvage values. Fortunately, there are a few online tools to help you understand the best time to replace.

By being smart and safe with maintenance and repairs, you can extend your commercial vehicle’s life ? but not indefinitely. Eventually, every truck needs to be replaced, but replacing too soon or too late will cost you. Before your big rig starts smoking again, you should consult your costs to determine whether now is the time to replace ? or whether you can get away with another few repairs.

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ELD’s DO NOT prevent truckers from working more than 70 hrs/wk


 Truck ELD

ELD’s DO NOT keep truckers from working more that 70 hours/week

Has the General Public and Safety Advocacy Groups been Duped?

THE BIG LIE: ELD’s keep drivers from working more that 70 hours/week and thus have the ability to reduce Truck Driver Fatigue?

Fact is:  Truck ELD ‘s are just a smokescreen pretending to create Safer Highways as they LEGALLY reduce a drivers available hours to drive, therefore pushing drivers to work additional hours without pay.

For many years it has been an objective of the FMCSA, Safety Groups and a host of government agencies to create safety by introducing and mandating a continuous onslaught of regulations onto  drivers as a way to create safer highways.
Ironically, many of the rules within the FMCSA create more stress  including the Hours-of-Service (HOS) and the ELD ( Electronic logging device) which measure and records the Hours of Driver Drive Time, keeping drivers HOS compliant with the 14 hour clock. But does it really?

Purpose of the ELD  Final Rule

According to the FMCSA The electronic logging device (ELD) rule is intended to help create a safer work environment for drivers, and make it easier, faster to accurately track, manage, and share records of duty status (RODS) data.

Theoretically the ELD is to address and prevent: “Cheating” on Logs which would allow drivers to drive more hours, thus reducing Truck Driver Fatigue. In the minds of many this would logically create safer highways.  Although an ELD can accurately measuring a drivers drive time, it does not automatically monitor hours logged.
In other words, the device does not ensure a drivers hours are logged correctly, but rather will permit drivers to work many times in excess of 100 hours/wk

But how can that be?
An ELD synchronizes with a vehicle engine to automatically record driving time, for easier, more accurate hours of service (HOS) recording.

Additionally, whatever the driver enters, is what it records. The only thing the ELD can measure  relatively accurately, is when the truck is moving, or logged, “On Duty Driving”
Once the Truck is disengaged ( turned off or stopped) it no longer “automatically” logs what the driver is doing. The driver still manually enters either: Off  Duty, Sleeper Berth, Driving, On Duty Not Driving

 The FMCSA issued a Final Rule for ELD in December 2015.

Before we continue, these are some well known facts among the driving community

1) Most Truckers are paid by the mile with little or no compensation for their other jobs performed or “extra hours”
2) Drivers are mandated by FMCSA to a 14 hour clock, allowed to drive 11 hours within a 14 hour work period.
3) Drivers are held to a 70 hour work week
4) Drivers Log those hours according to the following in order to remain compliant
a) Line 1- Off Duty
b) Line 2 sleeper birth
c)  Line 3-On Duty Driving
d) Line 4-On Duty Not Driving
5) Most TL Drivers are not paid for detention time.
These hours readily eat up the 14 hour clock and 70 hour work week
6) Drivers will log either Line 1 ( Off Duty)  or Line 2( Sleeper Berth) to preserve their 70 hours while waiting at loading docks
7) Drivers often work 100+ hours /week
8) Drivers are not paid for as many as 40 hours/week of their time spent waiting and/or doing other tasks. Again, many times drivers log Line 1 or 2 to preserve their hours.

Map 21 -FMCSA – In 2012, the United States Congress enacted the “Moving Ahead for Progress in the 21st Century” bill, or, more commonly referred to as MAP-21. That bill, which also outlined the criteria for highway funding, included a provision requiring the FMCSA to develop a rule mandating the use of electronic logging devices (ELDs)

There is a possibility however, that the change in interpretation of CFR 395.2 in 2012 (from April of 1997), without public comment I might add, could “muddy the waters” as to define when it is “legally“allowed to log waiting at docks, Off Duty/Sleeper Berth, no matter how long the delay. How can that be? Aren’t drivers “at work” while waiting at the docks? Shouldn’t they be paid for waiting? Or could this change any hope for that?

Why do drivers log line Off Duty or Sleeper Berth when they are actually “On Duty not Driving”?  Is that Legal?
Shouldn’t they be logging line 4?What about  when waiting at docks?

Every driver reading this knows EXACTLY why this is…. Because as stated in Fact 1- Drivers get paid by the miles THEY DRIVE ONLY… NOT for their TIME.  This means that ANYTHING other than driving will not be compensated:  waiting time at docks ,weather, paperwork, looking for parking, eating, etc… This is “expected free time”  without pay that drivers accept as part of “their job”

Do ELD’s make roads safer?

Theoretically, ELD’s will monitor a drivers  11 hour drive time, determining when the truck moves. ELD’s do not monitor ANYTHING else however.
Example: A driver could drive 11 hours, shut down, manually log off duty while waiting at a dock for 10 hours (not sleeping) and then go on to their next load. No one would know.

On Paper ELD’s Seem like the perfect solution to safer roads, right?
But is it? The ATA, Safety Groups, and even Congress seems to think it will. But what do drivers say

Before we answer this, let’s talk about  the 70 hour work week?  Will ELD’s be able to monitor this?  Are they really only working 70 hours? Do drivers even  know or care that they are working over 70 UNPAID hours?
Fact is, ELD does not monitor what the driver is actually doing, even if logged Sleeper Berth,  they can still be working. Unless there is a probe connected to the driver or a camera watching EVERY move to ensure they get his/her rest, absolute assurance that a driver is “resting” is impossible.
Are we to expect Biometrics to follow?

The myth and Lie of ELD’s


1)Drivers have been conditioned to believe that THEIR TIME IS NOT VALUABLE. They believe only the hours they drive are valuable.
2) Drivers get paid by the mile, not for their time
3) Drivers Wages have remained stagnant for decades
4) Drivers believe that the only way they can make more money is to drive more miles
5) Drivers believe that logging off duty or sleeper birth is “legal” if they are waiting at a loading dock. They do this to preserve their 70 hour clock, which means they are working  70 hours plus 30+ hours extra waiting at shippers and receivers. They log this way to have more time to drive in order to make more money.

FMCSA: Definitions, Rules, and Guidance

Part 395

Interstate Truck Driver’s Guide to Hours of Service

DEPARTMENT OF TRANSPORTATION Federal Motor Carrier Safety Administration

49 CFR Part 395 July 12th 2013 Update from April 4th 1997
Hours of Service for Commercial Motor Vehicle Drivers; Regulatory Guidance Concerning Off-Duty Time

What Is Off-Duty Time?
By understanding the definition of on-duty time, you will get a good idea of what is considered off-duty time. In order for time to be considered off-duty, you must be relieved of all duty and responsibility for performing work. You must be free to pursue activities of your own choosing and be able to leave the place where your vehicle is parked.

On-Duty Time In a Commercial Motor Vehicle-  On-duty time means all time from the time a driver begins to work or is required to be in readiness to work until the time the driver is relieved from work and all responsibility for performing work. On-duty time shall include:

The Federal Motor Carrier Safety Administration (FMCSA) excludes from the definition of on-duty time, any time resting in a parked commercial motor vehicle, with the driver relieved of all responsibility for the vehicle. Also excluded to be considered on duty, is up to 2 hours in the passenger seat of a moving commercial motor vehicle, immediately before or after 8 consecutive hours in the sleeper berth. This rule continues to require drivers to take 8 consecutive hours in the sleeper berth, and allows them to take an additional 2 hours in the passenger seat when the vehicle is moving, without artificially confining them to the sleeper berth for the entire 10-hour period.

Drivers already know that ELD’s will not create safer roads, but the media, general public, and safety groups unfortunately have all been given a false sense of security, believing that ELD’s and HOS are the answer to Safer Highways, eliminating Truck Driver Fatigue, and preventing fatal crashes… All of which are a cover up, designed to keep wages down and to keep drivers working harder to chase that carrot hanging down.


Here is a comment on a FaceBook Thread that veteran driver Pat Hockaday made in response to an ELD article by another veteran driver, Bob Caffee You can read ALL other Driver comments also HERE


Pat Hockaday Comment:
Time has value! We are governed by the clock, not the number of miles we may run!
In order to run miles, we must have Available Hours to do so. In order to run miles, Mandated Breaks Must Have Been Taken! Mandated breaks deny us the use of our time, possession of our time has been taken away from us. Are we expected to just donate our time to the Job????
“Relieved of All Responsibility” implies that the Driver has the freedom to do as they please. OK, I want to mow my grass but my grass is a thousand miles away! NOW I Have to Hire Somebody to do “As I Please”.
If the Driver is “Relieved of All Responsibility” who has assumed the responsibility?? If the carrier, shipper or receiver has relieved a Driver from “All Responsibility” aren’t they responsible to return “All Responsibility” back to the Driver with the equipment in the same condition as it was when they accepted “All Responsibility”?
An employee Driver may leave the truck in the possession of the carrier when they go home but when you or I go home, aren’t we still responsible??
In order to be technically “Off Duty” the Driver must be relieved of duty and all responsibility to preform work and to be in readiness to preform work while being “Relieved of All Responsibility” for the truck, trailer and cargo.
HOLD ON A MINUTE, that’s how the definitions were written BUT the definitions have changed in 2013.

“Through the revision of the regulatory guidance, FMCSA makes clear that the motor carrier need not provide formal guidance, either verbal or written, to drivers with regard to the specific times and locations where rest break may be taken. The revised guidance also emphasizes that periods of time during which the driver is free to stop working, and engage in activities of his/her choosing, may be recorded as off-duty time, irrespective of whether the driver has the means or opportunity to leave a particular facility or location.”…/FR-2013-07-12/pdf/2013-16687.pdf

Any OO or Independent worth two cents know that they must price themselves by considering the amount of time needed to do the job. Of course we must work within the prevailing labor rate that the market has set. Hmm, if we must compete against a labor force who’s value has been set for them by only considering the production that may be performed, the value of OUR Time has been established by the market, A Controlled Market, as is evident in this amendment to Part 395.2 that reads;

On-Duty Time In a Commercial Motor Vehicle
Effective February 27, 2012, the Federal Motor Carrier Safety Administration excluded from the definition of on-duty time any time resting in a parked commercial motor vehicle, with the driver relieved of all responsibility for the vehicle.
Combine this with the previous definition of “Relieved of All Responsibility” and it may be interpreted that Drivers may legally log “Off Duty” while waiting.
This goes against Part 395.2 that reads;

On-duty time means all time from the time a driver begins to work or is required to be in readiness to work until the time the driver is relieved from work and all responsibility for performing work. On-duty time shall include:
(1) All time at a plant, terminal, facility, or other property of a motor carrier or shipper, or on any public property, waiting to be dispatched, unless the driver has been relieved from duty by the motor carrier;
(2) All time inspecting, servicing, or conditioning any commercial motor vehicle at any time;
(3) All driving time as defined in the term driving time;
(4) All time in or on a commercial motor vehicle, other than:
(i) Time spent resting in or on a parked vehicle, except as otherwise provided in § 397.5 of this subchapter;
There is a lot to be considered that affects Drivers pay. ELD’s can be utilized by Drivers to increase the Safety of the Roadways only if they can AFFORD to operate in full compliance of the HOS.
How do the Drivers put these boxes to work For The Drivers????



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Driver Productivity Increases as Wages Plummet


Driver Productivity Increases as Wages Plummet


Transportation Veteran Jerry Fritts of American Overland Freight

Transportation Veteran Jerry Fritts of American Overland Freight


The contemporary economic theory that “enhancing ones’ productivity, enhances ones’ value”, is the path to ones’ enhanced prosperity.

Evidently, todays’ truckload driver is the exception to the rule. The study by Cass Information Systems in 1999 for the ATA, shows the average truckload driver earned about $41,600. Bob Costello, VP
& Economist for the ATA revealed that last year, the average truckload driver earned about $39,000.
That is a 5% drop in actual dollar bills since 1999 (Not adjusted for inflation). By the way, in 1980 an LTL
driver earned about $28,000 per year and a truckload driver earned about $2,000 less. Year 2000 the LTL driver is at $72,000 and in 2015 the truckload drivers’ pay fell to $39,000.

But the real human resource catastrophe in the truckload sector is revealed when the productivity numbers are considered over the 35 years since the inception of a lie””regulation.

  •  1980 drivers pull 45′ long, 96″ wide trailers
  • 2015 drivers pull 53′ long 102.3″ wide trailers
  •  A 15% increase in volume in just length, not considering the 6%
    gain in width with full loads.
  •  1980 maximum national gross weight limit: 73,280 Ibs.*  2015 maximum national gross weight limit: 80,000 Ibs.
  • 8% increase in productivity per load

*   1980 –  Driver was only allowed to log 10 Hr driving before taking
his required 8 hr break.

*   2000 –  Driver now has 11 Hr driving before break.

  •  A 10% increase of productivity per shift

*   1980– Driver maintained his 70 hr 8 day log recap which only
allowed him a legal maximum of 70 Hr over 8 days “On Duty” time
to work.

*   2000- Driver now has the 34Hr restart rule. This rule now allows a
driver approximately 84 Hr of legal “On Duty” time to work in the
same 8 days.

  •  17% increase in productive work hours per week.

1980 a majority of the nations’ drivers work under a national
Teamster contract requiring all work/time performed on the job
be compensated. The maximum hours a driver could work was 70
hrs in 8 days.   Also, these employers required all this time to be
legally logged as “On Duty Driving” or “On Duty Not Driving” as
required by CFR 395.  Violations for falsifying logs-TERMINATION

Driver Pay

$38,618 annually in 1980. When adjusted to 2015 dollars = over $111,000

2015 Truckload drivers paid only miles run. A study in 1998 by
Martin Labbe Assoc commissioned by the Truckload Carriers Assoc. reveals truckload drivers spend about 40 Hrs. per week waiting loading and unloading.
Logging Hours- Todays’ trucking management calls this “resting in the truck time”, therefore, “Off Duty”.
The safety and driver health tragedy is that this 40 Hrs is now in addition to the 84 hrs of legal “On Duty” time.  Not only that, but the truckload driver donates (ie. NOT PAID) this 40 Hrs and more, because there are other “On duty Not Driving Chores/Time” that at the direction of truckload management a driver also logs “Off
Duty“, “Sleeper Berth” to the economy.


  •   Now we have proven that in 2015, using the truckload industries
    own numbers, that todays’ drivers are working at the direction of
    their employers 44% more hours per week in 1980.

1980Again national speed limit 55 mph. Can only log 50 mph average.

2015 – Variety of speed limits anywhere from 55mph to 80 mph.
Think California is only remaining 55 mph state. Oregon soon
going to 65.  Just a guess, but just watching truck traffic, I believe
we could assume about a 65 mph log average.  I often log avg 65
mph, but I do employ the higher horsepower equipment to
comfortably achieve this average. Fuel mileage is offset by higher
per hour revenue. Safety, as always, when conditions permit. (I
have over 5 million miles safe driving in 50 yrs). This 65 mph avg
of course does not include the large truckload carriers that often
employ minimally experienced drivers.

Another 23% increase in per log hour productivity.
Let’ s analyze this value.

  • 1980 – Old 50 mph avg X 70 log hrs per week = 3,500
    miles per week of capital utilization.
  • 2015 – New 65 mph avg X 84
    log hrs per week = 5,460 miles of capital utilization.

No not done yet! Truck Driver Productivity still increasing for Lower wages

  • 1980 – Running 250 hp engines obtaining 3 mpg fuel mileage.
  • 2015 – Running 500+ HP engines obtaining 7 mpg fuel mileage

 A 233% increased fuel efficiency!

If the answer to increasing ones’ prosperity is to be more productive then Americas truck drivers are more than earning their way! But where is the prosperity for the productivity?

Unless! The human resources that are manning todays trucks are_
 nothing more than human collateral in a commodity market!

Then this increase in productivity is really an increase in the availability of human capacity relative to demand!

” If this is true, and I believe it is then there is no honest respect for the human resource, much less the professional recognition because in a commodity driven business, the so called professional driver has no more value than a bale of hay!”

Jerry Fritts
50 year Safe Driver
Cordova, Tn


Truck Stop: How One of America’s Steadiest Jobs Turned Into One of Its Most Grueling

How Trucking Went From One of the Best Jobs in America to One of the Worst

Trucker pay has plummeted in the last 30 years, analyst says


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Truck Parking for OSA Listening Session


 Truckers for a Cause


Truck Parking for Obstructive Sleep Apnea (OSA) Listening Session


There is interest from over the road drivers in attending the FMCSA listening sessions on Obstructive Sleep Apnea scheduled May 12, 17 and 26, 2016.

FMCSA and FRA to Host Public Listening Sessions on Obstructive Sleep Apnea among Commercial Motor Vehicle Drivers and Rail Workers –

Unfortunately all three of the locations are downtown and none has truck parking in the area. HOWEVER
Truckers for a Cause, a support group for drivers with Sleep Apnea, has researched available truck parking and access via public transportation to the listening sessions. Information for all three sites is available at There is a Share a Ride sign up option on the site.

There also is a Facebook Group 2016 CMV Listening Session 4 Obstructive Sleep Apnea established to allow drivers to exchange information on ride, taxi, or Uber sharing.
This information is the best available from drivers familiar with the area.
It is NOT approved or provided by FMCSA.
For more information contact.
Bob Stanton (630) 715-1319
Bob Stanton
(just a truck driver with sleep apnea)
(630) 715-1319
Those who cannot attend the meeting in person can view a live webcast and will be given a chance to submit comments online that will be read aloud at the sessions. FMCSA will post specific information on how to participate via the webcast .




This Proposed Rule document was issued by the Federal Motor Carrier Safety Administration (FMCSA)

Evaluation of Safety Sensitive Personnel for Moderate-to-Severe Obstructive Sleep Apnea; Public Listening Sessions


FMCSA and FRA announce three public listening sessions on May 12, 17, and 25, 2016, to solicit information on the prevalence of moderate-to-severe obstructive sleep apnea (OSA) among individuals occupying safety sensitive positions in highway and rail transportation, and of its potential consequences for the safety of rail and highway transportation. FMCSA and FRA (collectively “the Agencies”) also request information on potential costs and benefits from possible regulatory actions that address the safety risks associated with motor carrier and rail transportation workers in safety sensitive positions who have OSA. The listening sessions will provide interested parties an opportunity to share their views and any data or analysis on this topic with representatives of both Agencies. The Agencies will transcribe all comments and place the transcripts in the dockets referenced above for the Agencies’ consideration. The Agencies will webcast the entire proceedings of all three meetings.


The listening sessions will be held on:

  • Thursday, May 12, 2016, in Washington, DC;
  • Tuesday, May 17, in, Chicago, IL; and
  • Wednesday, May 25, in Los Angeles, CA.

All sessions will run from 10 a.m. to noon and 1:30 p.m. to 3:30 p.m., local time. If all interested parties have the opportunity to comment, the sessions may conclude early.

For more info and to comment (Comment period ends June 8th)

The 20 questions in FMCSA’s sleep apnea ANPRM ( as a guideline only)
What is the prevalence of moderate-to-severe Obstructive Sleep Apnea (OSA) among the general adult U.S. population? How does this prevalence vary by age?

2. What is prevalence of moderate-to-severe OSA among individuals occupying safety sensitive transportation positions? If it differs from that among the general population, why does it appear to do so? If no existing estimates exist, what methods and information sources can the Agencies use to reliably estimate this prevalence?

3. Is there information (studies, data, etc.) available for estimating the future consequences resulting from individuals with OSA occupying safety sensitive transportation positions in the absence of new restrictions? For example, does any organization track the number of historical motor carrier or train accidents caused by OSA? With respect to rail, how would any OSA regulations and the current positive train control system requirements interrelate?

4. Which categories of transportation workers with safety sensitive duties should be required to undergo screening for OSA? On what basis did you identify those workers?

5. What alternative forms and degrees of restriction could FMCSA and the Federal Railroad Administration (FRA) place on the performance of safety-sensitive duties by transportation workers with moderate-to-severe OSA, and how effective would these restrictions be in improving transportation safety? Should any regulations differentiate requirements for patients with moderate, as opposed to severe, OSA?

6. What are the potential costs of alternative FMCSA/FRA regulatory actions that would restrict the safety sensitive activities of transportation workers diagnosed with moderate-to-severe OSA? Who would incur those costs? What are the benefits of such actions and who would realize them?

7. What are the potential improved health outcomes for individuals occupying safety sensitive transportation positions who would receive OSA treatment due to regulations?

8. What models or empirical evidence is available to use to estimate potential costs and benefits of alternative restrictions?

9. What costs would be imposed on transportation workers with safety sensitive duties by requiring screening, evaluation, and treatment of OSA?

10. Are there any private or governmental sources of financial assistance? Would health insurance cover costs for screening and/or treatment of OSA?

11. What medical guidelines, other than those the American Academy of Sleep Medicine guidance the Federal Aviation Administration currently uses, are suitable for screening transportation workers with safety sensitive duties that are regulated by FMCSA/FRA for OSA? What level of effectiveness are you seeing with these guidelines?

12. What were the safety performance histories of transportation workers with safety sensitive duties who were diagnosed with moderate-to-severe OSA, who are now successfully compliant with treatment before and after their diagnosis?

13. When and how frequently should transportation workers with safety sensitive duties be screened for OSA? What methods (laboratory, at-home, split, etc.) of diagnosing OSA are appropriate and why?

14. What, if any, restrictions or prohibitions should there be on transportation workers’ safety sensitive duties while they are being evaluated for moderate-to-severe OSA?

15. What methods are currently employed for providing training or other informational materials about OSA to transportation workers with safety sensitive duties? How effective are these methods at identifying workers with OSA?

16. What qualifications or credentials are necessary for a medical practitioner who performs OSA screening? What qualifications or credentials are necessary for a medical practitioner who performs the diagnosis and treatment of OSA?

17. With respect to FRA, should it use Railroad MEs to perform OSA screening, diagnosis, and treatment?

18. Should MEs or Agencies’ other designated medical practitioners impose restrictions on a transportation worker with safety sensitive duties who self-reports experiencing excessive sleepiness while performing safety sensitive duties?

19. What should be the acceptable criteria for evaluating the effectiveness of prescribed treatments for moderate-to-severe OSA?

20. What measures should be used to evaluate whether transportation employees with safety sensitive duties are receiving effective OSA treatment?

 If you need Sleep Apnea testing or equipment, Truth About Trucking fully endorses CPAPAmerica .
Their quality, compliance, and affordability is second to none.

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Senator Boxer urges Appropriations Committee not to add “Denham Language” in THUD


Don't Give UP

Driver Wages continue to be attacked-  Provisions to overturn state laws designed to protect truckers began to first appear in the 2015 Highway bill- FAST ACT–  The provision, slipped in at the 11th hour, was called the Denahm Amendment. There was outrage among the Trucking Community and it was defeated, never making it into the final bill.
Related Post: How to Ensure Fair Trucker Wages in the 2015 Transportation Bill

After the Denham amendment failed in the transportation bill, the American Trucking Associations, the 50 ATA-affiliated state trucking associations, the National Private Truck Council, the Truckload Carriers Association and the Truck Renting and Leasing Association placed pressure on the House Committee on Transportation and Infrastructure to include this wage damaging “Denham Language in the FAA Reauthorization bill,.  Again, with the help of others, including  those within the truck driving community, the Denham Language was not included.
Related Post: ATA urges TIC to include provision in AIRR Act keeping trucker wages low

Read the Denham original language which was attempted to be added to both the Highway bill and the FAA Reauthorization bill.

Now it’s the Transportation, Housing and Urban Development, and Related Agencies (THUD) appropriations bill which will be the target for this dangerous truck driver wage provisions. The markup is expected this month.
Senator Barbara Boxer (D-CA) however, appears to be a step ahead of those who are trying just one more time to keep drivers from earning a fair wage.

Senator Barbara Boxer (D-Ca)

Senator Barbara Boxer (D-Ca)

Press Release:  U.S. Senate Committee on Environment and Public Works
04/14/2016 | Press release | Distributed by Public on 04/14/2016 19:56

Senator Barbara Boxer Sends Letter to Appropriations Committee on Meal and Rest Breaks Provision (US Senate Committee on Environment and Public Works)

(Source: US Senate Committee on Environment and Public Works) Washington, D.C. – Today, Senator Barbara Boxer (D-CA), Ranking Member of the Environment and Public Works Committee, sent a to leaders on the Appropriations Committee urging them to oppose efforts to include a provision in the Transportation, Housing and Urban Development, and Related Agencies (THUD) appropriations bill that would overturn state laws that protect truck drivers from being docked for meal and bathroom breaks.

Read Letter to Appropriations Committee-PDF

Dear Chairmen Cochran and Collins, Vice Chairwoman Mikulski and Ranking Member Reed:

I understand that the Senate Appropriations Committee plans to markup the Fiscal Year 2017 Transportation, Housing and Urban Development, and Related Agencies (THUD) appropriations bill in the near future. I applaud your efforts to move this important spending bill in a bipartisan manner.

I am writing to urge you to oppose any efforts to attach to the THUD appropriations bill an outrageous provision that would dock the pay of truck drivers by attacking state laws that protect their pay during bathroom or lunch breaks, or when performing necessary activities like loading or unloading a truck. This provision is a poison pill and I will use every tool at my disposal to oppose any legislation that includes it.

If anyone told us to dock our employees when they take a meal or bathroom break, we would think it was outrageous. Yet, that is exactly what this provision in would do to truck drivers. Truck drivers get paid for meal and bathroom breaks under the laws of 20 states. But truck drivers in all 50 states would be affected by this dangerous provision because their states would be barred from passing laws that protect them from being docked not only for bathroom and meal breaks, but for ‘non-driving’ responsibilities, such as loading the truck. This provision overturns court decisions reaching all the way to the Supreme Court.

This terrible anti-safety provision is a poison pill and including it in the THUD appropriations bill would end any chance of the bill moving swiftly in the Senate and I urge that it not be included in this legislation.


Barbara Boxer
Ranking Member

It will now be up to us to continue to fight for something that one would think would be unthinkable to have to fight for. FAIR WAGES.
Keep posted, we’ll have more info on this subject

Additional Related Posts

The Truth About Trucking Network says NO to the Denham Amendment
Truth behind trucker wage theft and FAA bill Section 611
Is the ATA the voice for truck drivers?
The Denham Method. Will it Take Money Out of Your Pocket??? by Pat Hockaday

AskTheTrucker “Live” 2 Crucial Trucking Topics for drivers

Trucking Open Forum- Blocking Fair Wages for Truckers

The Denham Amendment MUST Be Defeated!! by Hal Kiah








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Trucker Issues Circulate via Video and Social Media

Trucker Advocacy video contest- Making a Difference

Trucker Advocacy video contest- Making a Difference

Announcement for All drivers who want their voices heard about the topics concerning them within the trucking Industry.


We want to invite you to be a part of a unique Video Advocacy campaign using Social Media and Video to share the truth about driver experiences within the trucking industry.

It is our goal to share the facts and reality through video regarding many of the vital issues that face the industry, specifically the issues which affect the professional driver

The media does not always accurately share much of the circumstances which include truck drivers. Many times this is because they are unaware of the truth involving a lot of the reality that face professional drivers, and only hear what “Big Industry” and or lobbyists tell them.  This holds true for those in Congress also, who many times are surprised when they hear the “different side of the story.”  It’s up to us to educate everyone.

Let’s make them aware.

Trucker Advocacy video Contest

Rate Trucking Advocacy Videos~ Cash Prizes!

Trucking Social Media (TSM) is running a Truck Driver Video Advocacy Campaign, inviting all truckers to submit their video on the TSM. Videos will be categorized in the Video Contest Category and will be shared through Social Media.  Prizes will be given to winners, and videos are judged by piers.  The videos with the most “thumbs up” will be awarded cash prizes.  Most importantly, the messages in these videos will be shared via Social Media.
Comments made on submitted videos (on contestant video page) will also be taken into consideration.
We ask that when you rate or comment on a video, you take into consideration:

a) The topic and content
b) How well the message came across and was articulated
$500.00 in Prizes

Truck Driver Advocacy Video Contest - Cash Prizes Awarded

Truck Driver Advocacy Video Contest – Cash Prizes Awarded-1st Place awarded by

Contest Ends August 31st
Announcement of Winners will be Labor Day weekend and will be announced On FaceBook Social Media Pages and Groups,, and AskTheTrucker ‘Live” internet radio.

Trucker advocacy video contest

Videos from YouTube are accepted.  Just submit the YouTUbe URL in one of 3 ways.

1)Submit directly  to the Trucking Social Media Website. Upper Right Corner – Click Submit and fill out short form
2) Send a message on the Contact Us page – Include the Video URL, Your Name, Website, and Title of your video
3) Contact us at  Send an email and Include the Video URL, Your Name, Website, and Title of your video

If you already have Advocacy Videos you have posted on YouTube, you may use them. Just submit the YouTUbe link

Video Topic suggestions:  Regulations, Driver Image, Sleep Apnea, Driver Wages, Detention Time, Truck Parking, No Idling, CSA Scores, Shippers and Receivers, Trucker Health, Brokers and Load Boards, Hours of Service, ELD’s, Speed Limiters, ANYTHING TRUCKING

It is our goal to share these videos to the Social Media platforms, therefor exposing the truth to everyone regarding the topics that no one seems to know about nor talk about, at least from the perspective of the driver.



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Is the ATA the voice for truck drivers?

Allen Smith

Thursday 2-25-16 6PM ET “Is the ATA the voice for the Professional driver?” 347-826-9170

There has recently been a strong divide going on within the trucking industry, one that could forever change the future for professional CDL truck driver wages. The ATA insists they are looking out for truckers as they attempt to convince drivers to vote YES on a provision in SEC 611 in the FAA reauthorization bill.

In a recent radio interview,the Chairman of the ATA, Pat Thomas, made the statement that the ATA is not only the voice of the trucking industry, but more importantly the voice to Congress and Lawmakers as well as those in charge for regulations.

The American Trucking Associations is the nation’s largest trucking industry lobbying group

Yes, regulations! You know the ones, Speed Limiters, ElD’s, CDL training standards and Carrier  exemptions!

To get to the point, a provision ( introduced in part by the ATA) is presently waiting to be approved in the FAA Reauthorization bill,. The FAA ( Federal Aviation, Administration) addresses the concerns of the Aviation Community.
However, slipped into the FAA bill is a provision hidden deep within, under “miscellaneous” which would affect the United States trucking industry, specifically the way wages are paid to CDL drivers. Among those who have placed pressure on the House Committee on Transportation and Infrastructure to include this wage damaging provision are:

American Trucking Associations, the 50 ATA-affiliated state trucking associations, the National Private Truck Council, the Truckload Carriers Association and the Truck Renting and Leasing Association.

Make no mistake, the ATA is desperately trying to get Section 611, the truck driver wage provision, in the FAA reauthorization bill!
Read more ATA urges TIC to include provision in AIRR Act keeping trucker wages low Is the ATA the voice of truck drivers?

The ATA is misleading drivers, telling them that if section 611 is not to be included in the FAA bill, that drivers will be forced to take 10 minute breaks which would disrupt their ability to maximize their “piece work only” wages …. which the industry itself has not only created, but has conditioned truck drivers to accept as fair. What they don’t tell them however is the broader part in the bill which would prevent drivers from receiving pay for all the other work they do. ( drivers can waive the breaks and just take the money)

Listen to the replay and know the truth about Section 611 and how it will affect driver wages.

Is the ATA your voice to Congress and Regulatory Law Makers?
If they are not then you must do the following:
Say “NO” TO Low Wages and Sec 611 of FAA bill (AIRR ACT) Call Switchboard 202-224-3121 for your Senator and Representative. When connected, Tell them to say NO to the Provision in the FAA Reauthorization bill in Section 611 on pages 256-258. Tell them this bill would eliminate the possibility for Truckers to ever be paid for all their time and would only assure MINIMUM WAGE for all their time. This would worsen already low wages for Truck Drivers and destroys any hope to be paid for all time.

FAA Reauthorization Bill
Aviation Innovation, Reform, and Reauthorization (AIRR) Act

Title VI Miscellaneous
Section 611 Federal Authority – pages 256-258

NOTE: These organizations (American Trucking Associations, the 50 ATA-affiliated state trucking associations, the National Private Truck Council, the Truckload Carriers Association and the Truck Renting and Leasing Association.) state that the provision they want included in the FAA bill, would “clarify” the Congressional intent of the. FAA Authorization Act of 1994.
Our question is, would it “clarify” or actually modify the original Congressional intent, partly to protect drives.
And what was the intent of the FAA Authorization Act of 1994?
The Federal Aviation Administration Authorization Act forbids states from enacting laws that interfered with prices, routes or service of motor carriers –Nothing about how drivers are paid! which a Federal Appellate Court agreed with in July 2014.

Remember, the ATA and others tried to get this provision in the FAST ACT highway bill under the Denham Amendment, and it was rejected. Drivers called their representatives and told them NO to the Denham Amendment. Opponents said then and now that the provision could derail efforts by unions and other trucker advocacy groups to reform things like driver pay and excessive detention time. OOIDA strongly opposed the Denham Amendment as well as their present opposition to the provision in the FAA reauthorization

If you feel the ATA represents you the driver, then do nothing and allow their lobbying efforts to include section 611 in the FAA bill, which will affect your wages.
If you do not believe the ATA is your voice, then call your representative and tell them no to Section 611 in the FAA bill.

Thursday 2-25-16 6PM ET 347-826-9170 on AskTheTrucker ‘Live” listen here  Is the ATA the voice for the Professional driver?’ 

Additional Related Posts

The Truth About Trucking Network says NO to the Denham Amendment
Truth behind trucker wage theft and FAA bill Section 611
Is the ATA the voice for truck drivers?
The Denham Method. Will it Take Money Out of Your Pocket??? by Pat Hockaday

AskTheTrucker “Live” 2 Crucial Trucking Topics for drivers

Trucking Open Forum- Blocking Fair Wages for Truckers

The Denham Amendment MUST Be Defeated!! by Hal Kiah

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