Ask The Trucker

Raising the Standards of the Trucking Industry

Anti-Trucker wage language in 2 bills to ensure cheap labor and high profits


Anti-Trucker wage language in 2 bills to ensure cheap labor and high profits

I can’t express the seriousness of 2 bills which are in the process of being voted on in the next few days, and the effects that will result for truck driver wages.
The time to action NOW.

FAA and Thud bill

 The ATA, (Lobby Group that represents the carriers)  has stated openly that their main priority for 2017, was to have the Denham “anti trucker wage” language inserted into bills, designed to negatively affect how drivers are paid.  They’ve managed to achieve this by getting lawmakers to put them into not just ONE (1), but TWO (2) bills.  FAA and THUD bill

If the amendments, provisions, or language that has been introduced into the THUD or FAA bills are allowed to remain, the results  will drastically result in truckers’ inability to be paid for all their time working. ( detention time, paper work, and all non driving time working) To summarize: Motor Carriers would legally not be obligated to pay drivers anything other than miles driven. Period.

The ATA’s primary goal is to keep YOU running hard, as many hours as you can, because they know that right now, most of you only earn while the wheels are rolling.  PIECE WORK WAGES

ATA wants Federal Laws- Truckers Say NO! Give states the power

This new language, amendments, or provisions in both the THUD and FAA bill will keep it that way!! and  will remove any legal obligation from carriers to have to pay drivers for all time.  READ more about this concept here.  The more unpaid hours you work, the less valued you are

The dangerous language we are referring to,the Denham language, authored by a California Congressman named Jeff Denham, who is from the rural agricultural region of California called Modesto. The ATA and their carriers have invested over $111,000 in Jeff Denham making him their#4 political investment.

If either of the bills are passed to include the Denham language the results will be:

  • It will mean that the word “truck driver” will be synonymous with the word cheap labor
  • It will mean that you will never, by law, be entitled to be paid for ALL your time working.
  • In essence it means that truckers are only worth what they can produce ( while fighting a 14 hour clock) and that ALL other time they spend working is not valued.

We are asking for your help. Please take 15 minutes to call, email, tweet and/or Facebook your State US Senators and tell them to remove the anti worker language on page 38 & 39 Section 134 of the THUD Bill.

Also, tell them to VOTE NO on the FAA Reauthorization anti trucker wage amendments.

Here is a link to every U.S. senator email and phone #

Here is a link to every U.S.Representative
Or you can just call the U.S. Switchboard. 202-224-3121

This language was originally included as the Denham amendment in the Fast Act of 2015.
HOW did YOUR Congressman VOTE? 
Fortunately, there were members of Congress who saw the ill affects it would cause to truckers and their families, and it was removed from the final  FAST ACT bill.

The ATA and their lobbying efforts did not stop. The toxic Denham language,( intended to injure  truckers and increase company bottom lines), was tried again in the FAA and THUD in 2016.

It is now in Both the FAA bill and the Thud bill.  VIDEO
“NO” to Anti-Trucker Wage Amendments

This anti trucker language aims to reverse and close the door on modernizing the way truck drivers are paid. It would allow companies to continue a practice of not paying for detention time among other things and reverse State laws which protect truck drivers,  recognizing that traffic and being delayed for loading and unloading can create a burden on truck drivers who are not being paid fairly for their time.

Not paying truck drivers for all of their work hours defies safety, is anti worker and anti American.

We do not want “government to interfere”- We’re asking Congress and the government to stay out of states affairs.
There are states who have laws and believe that truckers should be paid for all their work, in addition to their miles driven.  We’re telling government not to pervert laws which were meant to deregulate freight ( 1994 FAAA ACT). These laws were not meant to preempt states labor laws so that drivers wages could be regulated.

It is the ATA and other of trucking industry  who have vowed to change and distort the true intent of existing FAAA law. The circuit Courts agreed and the Supreme Court has refused to hear their cases.

Now the trucking industry has gone to Congress to CHANGE laws for the sole purpose of ensuring truckers are not paid for the time they work.
So much for Federal Government “staying out of trucking”

Just a note:  70% of truck drivers voted for the majority party that said they were going to fight for workers and this language definitely breaks that promise.


Vast majority of truckers voted for GOP who introduced anti trucker wage language in FAA &THUD bill.

Many truck drivers are only paid when the wheels are turning which means some work unpaid hours up to 35 a week of their 70 allotted hours. This is especially true in the agriculture sector where Congressman Jeff Denham, his family & friends have agriculture & logistics business interests.

The language also seeks to be retroactive which means that truck drivers who have won wage theft lawsuits against carriers could have those decisions reversed.


Another weak excuse offered by ATA and others is , besides the altering of intent of the 1994 Federal Aviation Administration Authorization Act, is that it would be too difficult to keep up with different states labor law.

Well here’s a thought for you, If you want to eliminate confusion regarding  “different states labor laws,” then the logical conclusion would be to PAY TRUCKERS FOR ALL TIME! Problem Solved.
MAKE THE CALL  202-224-3121 Example of what you can say.


“As a trucker, I’m against the Denham amendment and the Fischer amendments to the FAA bill and the Denham Preemption language in the THUD bill 23 Section 134 under FEDERAL AUTHORITY.
These anti trucker amendments and language  will nullify state laws that require trucking companies to pay for rest breaks, detention time, and all time working. These amendments work against the interests of trucker rights to be paid for all time worked and are also anti state’s rights and anti safety.”

Important Links

 Read enitre THUD BILL
below is the section pertaining to anti-trucker Denham Language

24 (a) IN GENERAL.—Section 14501(c) of title 49,
25 United States Code, is amended—
VerDate Nov 24 2008 13:43 Jul 10, 2017 Jkt 000000 PO 00000 Frm 00038 Fmt 6652 Sfmt
July 10, 2017 (1:43 p.m.)
H:\FY 18\BILL\THUDFY18_07.10.17.XML
1 (1) in paragraph (1) by striking ‘‘paragraphs
2 (2) and (3)’’ and inserting ‘‘paragraphs (3) and
3 (4)’’;
4 (2) by redesignating paragraphs (2) through
5 (5) as paragraphs (3) through (6) respectively;
6 (3) by inserting after paragraph (1) the fol7
9 ‘‘(A) IN GENERAL.—A State, political sub10
division of a State, or political authority of 2 or
11 more States may not enact or enforce a law,
12 regulation, or other provision having the force
13 and effect of law prohibiting employees whose
14 hours of service are subject to regulation by the
15 Secretary under section 31502 from working to
16 the full extent permitted or at such times as
17 permitted under such section, or imposing any
18 additional obligations on motor carriers if such
19 employees work to the full extent or at such
20 times as permitted under such section, 21including
 any related activities regulated under part
22 395 of title 49, Code of Federal Regulations.
ing in this paragraph may be construed to limit
25 the provisions of paragraph (1).’’;
VerDate Nov 24 2008 13:43 Jul 10, 2017 Jkt 000000 PO 00000 Frm 00039 Fmt 6652 Sfmt
July 10, 2017 (1:43 p.m.)
H:\FY 18\BILL\THUDFY18_07.10.17.XML
1 (4) in paragraph (3) (as redesignated) by strik2
ing ‘‘Paragraph (1)—’’ and inserting ‘‘Paragraphs
3 (1) and (2)—’’; and
4 (5) in paragraph (4)(A) (as redesignated) by
5 striking ‘‘Paragraph (1)’’ and inserting ‘‘Paragraphs
6 (1) and (2)’’.
7 (b) EFFECTIVE DATE.—The amendments made by
8 this section shall have the force and effect as if enacted
9 on the date of enactment of the Federal Aviation Adminis10
tration Authorization Act of 1994 (Public Law 103–305).

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

Truckers call reps to REMOVE FAA bill’s Anti Trucker wage amendments

House panel unveils spending bill to ensure funding for Northeast tunnel project
The House Appropriations Committee released its fiscal 2018 spending bill for transportation and housing that includes $17.8 billion in discretionary funding for the Department of Transportation (DOT)
House bill shields carriers from court-ordered payouts to drivers, exempts livestock haulers from ELD mandate

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ELD mandate leads to driver protest


As time gets closer to the ELD mandate taking effect, the conversations and debates about the rule are becoming more intense.  What is it about this rule which has created such intense outpouring of rage, opinion, and defiance?  And what about those who “love their e-logs”?
How could professional drivers have such extreme views?

For those  AGAINST the ELD mandate, who believe ELD’s are unsafe or infringe upon  privacy, keep the date for protest in mind.  Oct 3-7-2017

Let’s define the ELD, electronic logging device.  An ELD synchronizes with a vehicle engine to automatically record driving time, for easier, more accurate hours of service (HOS) recording.


In other words no more paper logs. So what’s not love about ELD’s?  It going to make a drivers life easier? Right?
Theoretically, drivers would no longer have to worry about taking time to log their miles, and when their allowed hour are up, they just “stop”. No more paper work, No more log book violations, no more forced dispatch.
Trip planning might need a little more attention however, especially when the lack of truck parking continues to be one of the bigger challenges for drivers.

Truck Parking and the 14 hour rule

So why are drivers so passionately against ELD’s?

#The 1 reason is the 14 hour rule and racing the clock.

HOS states that a driver can drive 11 hours/day and work 14hrs/day.  They must take 10 consecutive hours off duty in order to drive again.
And then the 60/70-Hour Limit:
A driver may not drive after 60/70 hours on duty in 7/8 consecutive days. A driver may restart a 7/8 consecutive day period after taking 34 or more consecutive hours off duty.

Let’s not forget, drivers are paid by the mile and ruled by the clock.  You are given x amount of time to produce your miles and no matter what obstacle comes up ( weather, truck, traffic, delays at dock,  need a nap) you will not be paid unless those miles are achieved.

What happens if you hit bad weather, have a maintenance issue, or they way too common long delay at the shipper/receiver?
What happens if you run out of hours with paper logs? You can “fix” your paper logs.
What happens if you run out of hours with ELD’s? You can’t “fix” ELD’s. 

The 14 hour rule– The ELD  enforces this 14 hour rule! Even if you got rid of the ELD mandate, drivers are still going to have to fight the clock, being paid by the mile while governed by time.
With all the challenges that drivers face, with all the obstacles and unforeseen circumstances that arise daily beyond ones control, why would the government put you in a situation that has you racing time? Why should drivers have to “fix logs” just to:
Be safe, find parking, or earn a living?

In order to win the argument for ELD’s, you would need to explain the danger of the HOS rule that they enforce.  Truckers earn a living based on the amount of miles they drive. They keep strict appointments to their customers. When the ability to drive miles to meet obligations are interfered with and time runs out, ELD’s can cause stress,  unsafe situations, and low wages ( which equals more stress).

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.
Again, ELD’s enforce Hours-of-Service regulation. (HOS). Let that sink in.

One common agreement seems to be for most drivers, whether they love their e-logs or hate them, most drivers have an aversion for the 14 hour clock, the basis of the HOS rule.


That rule is the 14 hour clock. Remove that one rule and production increases because we can drive and sleep as our body needs not as the clock dictates.

Posted by Allen Smith on Friday, May 26, 2017

We asked drivers on Facebook why do drivers rush with an ELD?  Read the replies by clicking the blue”F”

Question: Why do you think #drivers rush more with an #ELD ? Is it to get more miles? Pushed by dispatch?

Posted by Allen Smith on Thursday, May 25, 2017


Shot in the arm for the ELD fight: Mr. Justice joins Mr. Reed, others with sights on D.C.

ELD or Me

Support the event ELD or Me Online Store 2017

Here are some comments on the ELD or ME Facbook group page. There are hundreds of comments, I just chose a few.  I suggest you go to the page and join if you are anti ELD.  The group was started by Scott Reed and Tony Justice just a few short weeks ago and has around 16,000 people in it already.

Angel Sturgill I didn’t run straight out illegal. But having that flexibility that you could fix the logs was a lot less stressful than watching your various clocks tick off. It changes your mentality. Just like it is proven that you spend more money using plastic than you do if you hand over cash. It changes your mentality.

ELD’s do the same thing. For some reason it amps up the stress level. I began to drive more aggressively and became more stressed. The horrible feeling that you feel when a dispatcher is constantly interrogating you about your time. All adds to the stress. The paper logs added that flexibility when you needed to park someplace safe and didn’t want to start your clock. We are miles driven pay, but we work in hourly increments. If the government is going to force us to run hourly, then they also need to force our pay to be hourly.

But as with hourly employees, the culture/mentality/work ethic begins to change. It is sad.

John Taylor This the only industry that begs and pleads  to work harder and harder. Just to work themselves into a grave 10 years sooner. Just to make a few cents more.

Jeff Clark The sad thing is that if we expand the 14 hour rule is that we will just end up giving it away to the docks that will waste it. For years we have complained about these docks. We have falsified our logs more to cover for these people than to slow down or make more money.

Scott Jordan I run ELD’s but am strongly opposed to Forced ELD’s. I have stated strong opinions on both side. Scott M. Reed even disagreed with a couple. I think they are doing the best they can with the rapid growth. Here is an idea, we either jump on board and support this cause for freedom or just hand them our keys. PRO-ELD or No -ELD either way, forced ELD and inflexible HOS is the issue at hand.

Join Scott and Tony on AskTheTrucker Live  July 1st 2017 6PM et   Call in # 347-826-9170

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Truckers call reps to REMOVE FAA bill’s Anti Trucker wage amendments















Tell your Reps to SAY NO to FAA reauthorization bill’s Anti Trucker wage amendment (State preemption,meal & rest break Amendment)
No Fisher or Denham Amendments!
Call Your Reps Government Switchboard.
Tell them to SAY NO TO FAA (F4A) bill with Anti-Trucker Wage Preemption Amendment (Denham language) 202-224-3121

This is what we should say when we call our Representatives
 As a trucker, I’m against the Denham amendment and the Fisher amendments to the FAA bill which will nullify state laws that require trucking companies to pay for rest breaks, detention time, and all time working. These amendments work against the interests of trucker rights to be paid for all time worked and are also anti state’s rights and anti safety.

The U.S. Senate Committee on Commerce, Science and Transportation voted onJune 29 to advance FAA reauthorization legislation.
The House bill that was approved by committee on June 28th.

The bad news for truckers is that The Senate Commerce Committee passed Senator Deb Fischer’s (R-Neb) amendment which contained an anti trucker language;  state preemption with meal & rest language. This amendment will prevent drivers from ever being paid for all time. The amendment was accepted by voice vote.
The FAA reauthorization legislation was later passed and will now be reported to the Senate floor where it will be taken up after the July 4 recess.  That’s just days away!

On Tuesday, the House Transportation & Infrastructure Committee (T&I) passed its FAA bill after a long  9 hour markup. The bill, the 21st Century AIRR Act (H.R. 2997), was approved by the House Transportation and Infrastructure Committee with a 32-25 vote and will now be considered for a vote on the floor of the House.

This bill, which will be brought up by the FULL HOUSE after the July 4 recess,
is also expected to have the anti-trucker language.  Congressman Jeff Denham (R-California)  is expected to once again offer his poison amendment, which will add the F4A preemption, to prevent any hope for driver wage reform.
If you remember, it was Jeff Denham who first introduced the Denham Amendment in the FAST ACT where it failed to pass.  Read more about this poison amendment
“How to Ensure Fair Trucker Wages in the 2015 Transportation Bill”

T&I Chairman Shuster is expected to give Denham his support for the amendment when offered on the floor. CALL YOUR REPS

As ATA pushes to keep driver wages down. What will you do drivers?

WANT TO KNOW MORE ABOUT  the Anti Trucker wage bill?






InfoGraphic-STOP New Legislation-Truck Driver Wages at Risk

Video 1 #TruckDrriverWages : Say “No” to additional Federal Law to Preempt State Labor Laws #ELD #HOS #Detention

Video 2 Say NO to Section 134, HR-5394

Congressional Law could further hurt driver wages IF no action is taken Infographic post

ATA wants Federal Laws- Truckers Say NO! Give states the power

F4A Trucker Wages Video: No Preempting State Labor Laws

Trucker Wages: The Devastating affects if Congress amends F4A

Truck Driver Pay Under Siege

The ATA Plays Off of the Ignorance of Drivers ( by Pat Hockaday)
PDF Version

FaceBook Page Kill Federal Overreach on Trucker Wages

“ATA counting on driver apathy to get Anti-Trucker Wage bill passed”

2017 FAA bill

Call your Reps!! Say NO to the 2017 FAA anti trucker wage preemption amendment

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The Great American Trucking Show Partners with Charities to Improve Trucking


The Great American Trucking Show is partnering with three industry charities – Truckers Against Trafficking, TruckersFinalMile.Org and the St. Christopher Trucker’s Relief Fund – to help improve trucking.

For every trucking professional that registers for GATS before July 4th, GATS will make a $1.00 donation to one of these charities. Registrants will choose which charity they want to receive the donation during the registration process.

The Great American Trucking Show Partners with Charities to Improve Trucking

TUSCALOOSA, Ala. – Registration is now open for the Great American Trucking Show (GATS). This year, attendees can make a difference in the trucking industry by registering for GATS before Independence Day.

For every trucking professional* who registers before July 4, GATS will donate $1 to one of three charities. GATS is proud to partner with Truckers Against Trafficking, TruckersFinalMile.Org and the St. Christopher Trucker’s Relief Fund to raise money through registrations. During the registration process, registrants can choose the charity to which they want GATS to donate.

“GATS is committed to improving trucking, and we’re excited to partner with these organizations that we believe are equally committed to the industry,” said Stacy McCants, vice president of events for Randall-Reilly. “Our goal with this campaign is to bring awareness to and support the wonderful and impactful work they do within the trucking industry.”

St Christopher Fund

Truckers Against Trafficking





To register for GATS, visit

*A trucking professional is an owner-operator, company driver, fleet executive, trucking equipment dealer, trucking parts distributor, truck mechanic or truck driving student


GATS, Randall-Reilly’s award-winning trade show will be held at the Kay Bailey Hutchison Convention Center in Dallas, Texas, August 24-26. With over 500,000 square feet of exhibitor space and a full calendar of events designed to improve the trucking industry, GATS is one of the foremost trucking conventions in the country. For more information or to register, visit


Randall-Reilly offers comprehensive marketing solutions through a complete network of data and research, publications, online content and advertising programs and events. Randall-Reilly serves its clients by providing insights into specific market segments, then providing the targeted platforms and marketing services to engage those audiences.


Truckers Against Trafficking (TAT) is a 501(c)(3) that exists to educate, equip, empower and mobilize the trucking industry to combat human trafficking as part of their regular jobs. TAT seeks to saturate trucking and related industries with TAT materials, partner with law enforcement and government agencies to facilitate the investigation of human trafficking and marshal the resources of our partners to combat this crime.

ABOUT TRUCKERSFINALMILE.ORG is a charity organization that will assist in the immediate travel, lodging and ground transportation needs of truck drivers and their immediate families, whether to the truck driver’s location or for the driver to travel home in such a case.

Additionally, in the event of loss of driver’s life, TruckersFinalMile.Org will pay the transportation of his/her remains home.


The St. Christopher Trucker’s Development and Relief Fund (SCF) is a 501(c)(3), truck driver charity that helps semi-truck drivers whose medical problems occurring within the last two years have led to financial hardship. The SCF is also working to provide programs that will benefit professional drivers and the trucking industry.


Cole Lanier

Marketing Coordinator

Great American Trucking Show

(205) 248-1152

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Truckers are their own “lobbyists”


One of the biggest challenges for truck driver advocates is the ability to have their voices heard effectively, reaching those in power who can make the changes they so urgently need.

Most of the time there are opposing groups within the trucking industry challenging truckers, and many times these groups are at a much bigger advantage.
Why? They have lobbyists.

Definition for Lobbying (aka Persuasion) is the act of attempting to influence the actions, policies, or decisions of officials in their daily life, most often legislators or members of regulatory agencies.

A few examples of opposing issues: ELD’s, Size and Weight limits, Speed limiters, Truck Driver Wages, HOS, Truck Parking, and additional trucking regulations.

A lobbyist usually revolves around compensation.  Most states define a lobbyist as someone who receives any amount of compensation or reimbursement to lobby.  “5 Facts About of lobbying”




All states recognize certain exceptions for activities that might otherwise be construed as “lobbying.” These activities include testifying at committee hearings, meetings, writing letters and casual conversations.  In some states, interagency communications between state employees are outside the statutory definition of lobbyist
Read more “How States Define Lobbying and Lobbyist”

The American Trucking Associations is the nation’s largest trucking industry lobbying groupTotal 2016 Lobbying Expenditures: $1,830,000

What is troubling is that The American Trucking Associations are thought of by the general public as representing the entire industry, including truckers.
Truckers do not agree, mainly because they do not.

Is the ATA the voice for truck drivers? 

Did you know…. “Largest US trucking lobby hails electronic logging rule” ???

So the question is, how do drivers compete with the million dollar+ trucking lobby?

Drivers themselves are fighting for one another by being proactive; understanding issues affecting truckers, writing letters to lawmakers, making phone calls, supporting one anothers’ efforts, and joining organizations which lobby for them, such as OOIDA, RWIT, and SBTC.

In some cases it means being your own “lobbyist” Here’s  2  highlighted examples of truckers taking control and being proactive.
There are many more, and many more needed.

scott reed- the trucking advocate

Scott Reed- Trucking Advocate

Scott Reed, an owner operator, has started a Facebook page called “Scott Reed the Trucking Advocate”




His goal is to stand up against the well funded trucking lobbyists and fight for truckers. He travels to Washington on his dime, talking to lawmakers and hoping to make a difference in truckers lives and concerns!

Scott values communicating with drivers, sharing each others thoughts about the issues plaguing them. Our hats are off to Scott, he is indeed an inspiration to many.  You can read more about Scott and his objectives here.
The Trucker Advocate

Clifford”Chappy” Peterson is a drivers who has done his part many times.  He researches the issues most important to drivers and wants his voice heard.
He decided to go to the top and write Pres Trump a letter.

I believe it is the responsibility of every driver to stay informed about current topics and issues within the industry, and I believe it is just as much a responsibility of every driver to step up and make their voices heard, call their Senators, their state Representatives, and yes even the president if necessary. Below is a portion of a letter I sent to President Trump soon after he took office. It is much like letters or phone conversations I have had with my state representatives, and until common sense wins out the day, or the Lord calls me home, they and my fellow drivers can expect I will continue to make my voice heard. –Clifford “Chappy” Petersen

Clifford “Chappy” Petersen

Clifford “Chappy” Petersen

Dear President Trump,
I am not sure if you know about the ticking time bomb set go off during the last part of your first year in office, so perhaps I should elaborate. Your predecessor pushed congress and the FMCSA (Federal Motor Carrier Safety Administration) to mandate the use of ELDs (Electronic Logging Devices) for all drivers by December 2017. Before you get the wrong impression, I currently use an ELD with the company I work for, and I in fact enjoy it for the most part. However, there are some issues that make using it challenging, and the same issues could prove to be detrimental to the industry, and really should be addressed before such a mandate takes place.

The first of which is the dire need for truck parking. According to a report published by ATRI (American Transportation Research Institute) in December 2016, “Safe, legal truck parking has historically been a major issue for motor carriers and commercial drivers, but the problem is now reaching a critical juncture. State budget woes have led to the elimination of many hundreds of public truck parking spaces. Evolving supply chains and truck operational changes have moved the truck parking “sweet spot” form many urban areas. Even planning issues such as zoning, property condemnation and “livable communities” have had a major impact on the quantity and location of critical truck parking. Among truck driver respondents, “truck parking” was the third highest ranked issue in 2016.”

This report corroborates The Jason’s Law report released in 2015 and confirms what DOT (Department of Transportation) officials have stated. According to their numbers, “59 percent of states have truck parking shortages in public rest areas and 31 percent have truck parking shortages in private truck stops.”

An ELD will automatically record truck movements if a driver must move a truck because they are forced to do so by law enforcement, shippers, consignees or weather. If a driver is out of drive time for that designated period, this will automatically give the driver and HOS (Hours of Service) violation and could result in a fine and termination from a company. Yet often drivers are forced to do so. However, part of this problem can be easily addressed by giving drivers back their clock. What I mean by that is currently HOS regulations dictate that a driver cannot stop the 14-hour clock once it is started unless said driver takes an 8-hour sleeper berth rest period.

This means that once our day is started we have 13.5 hours to get our 11-hour driving period done. We do not actually get to work 14 hours, because we are forced to take an off-duty, often unpaid 30-minute break within an 8-hour period. This means that myself and, per ATRI’s survey, many other drivers lose anywhere from 30 minutes to an hour and a half of productivity every day just looking for parking. We must be parked before our drive time runs out, and if by chance there is no space at our first choice, we must go to plan B. At the same time, it can take up to 30 minutes to park once we find a spot, depending upon how busy the area is (i.e. waiting for other trucks to get parked or out of the way). By allowing drivers to stop their 14-hour clock when the need arises, many times such issues can be avoided. Which brings me to my second topic: “Congestion.”

Because drivers are forced to continue once started, many of us find ourselves spending more time sitting in traffic jams (again affecting productivity), that could have been avoided by simply stopping our clock and taking a short break during rush hour traffic. Of course, there are times when our clock is dictated by shipping and receiving appointment times.

However, even those times can be adjusted to some degree, due to traffic volume in certain areas. Still, per another report by ATRI in April of 2016, congestion has a cost. Their research shows that over 728 million hours are lost every year due to congestion, which is the same as 264,781 commercial drivers sitting still for an entire year, and causing an operational cost increase of over 49.6 billion dollars. [4] Most of that in fuel, which intern causes more environmental issues.

Every driver understands the need for regulated time and safe practices. I have more than 18 years’ experience now, and I remember how drivers abused HOS and paper logs. If asked, every driver can see the need for a 14-hour workday limit. Nevertheless, if asked, every driver will tell you their productivity and safety would be better addressed if they could start and stop their clock when the need arises. There is no reasonable excuse to take that ability from a driver. Drivers are even forced to drive in bad weather, when their instincts tell them they should stop, creating more unsafe conditions.

I know it is hard to find in government entities, but where is the common sense? Why can’t the FMCSA simply place a 14-hour limit within a 24-hour period. That way drivers are still limited to only 14 working hours per day, but have the ability to split that up, to better enhance their own productivity and safety.

Personally, I have discovered that the loss in productivity between parking issues and congestion costs me anywhere from 1 to 2 loads a month, which in turn might cost me anywhere between $1,000 and $5,000 a month as an owner-operator, or about $500 a week out of my paycheck as a company driver.

To give you another example: not long ago I worked as an end dump driver for a small 30-truck company. Because I had never done end dumps I had a trainer for about three weeks. During that three-week period my trainer and I chased another of their drivers around the country picking up and dropping our loads with the same customers. Yet by the end of the three-week period, the driver still on paper logs picked up two more loads than we did. Knowing what the loads paid, I did some estimated figures and discovered that once all their trucks are on ELDs each truck will lose about two loads a month, which equals about $250,000 of lost revenue to the company per month. You’re a business man — I think you can see that companies cannot afford to lose that kind of money every month. This is not because drivers are cheating on paper logs. This is because on paper logs we have 7.5 minutes of wiggle room, because they are broken down to 15-minute increments. So if in the morning I must log 15 minutes for fueling, but it only takes me 7 minutes to actually do it, then at night I can make up that time if it takes me a little longer to find a parking space.

All of that said, I would like to bring up another issue which seems to have not been addressed in any way. That is the potential for hacking. Every truck built from the year 2000 and on (and some earlier models) are controlled by a computer, what we in the industry call an ECM (electronic control module). This is why the mandate for ELDs only applies to trucks built in model year 2000 or later. These ECMs control everything from speed to fuel consumption and engine braking. At the same time, ELDs are by and large monitored by companies in the home office, which means they are connected to the internet. This opens the door for possible intrusions, and may allow for hackers to gain control over a truck, determining how fast it will go, even completely shut a truck down if they wish. Think of it, a tanker hauling jet fuel purposely shut down in the middle of rush-hour traffic, say on the George Washington Bridge in New York, creating a very unsafe condition for accidents, or worse — potential terrorist attack. We are already seeing trucks being hijacked and used in such attacks around the world. Sir, I am a Marine, I proudly served my country and take pride in continuing to do so as a trucker. I pray that neither I nor one of my fellow drivers is ever put in that position. This is a concern that needs immediate attention if this mandate is to proceed.

While this is just one issue the trucking industry is currently facing, it is the most crucial. Another issue currently pressing upon us by those in government, are the desires of certain people and entities to place limits on how fast a truck should be governed. Yet once again they do not take into consideration the drivers ability and need to control their truck, nor how it will affect productivity, or congestion. If they do, they simply brush it off, so they can push through their own agendas. Mr. President, the ATA (American Trucking Associations) do not have the best interest of truckers at heart. Please do not let them fool you — they are only lobbying for the major mega carriers. Only the OOIDA (Owner Operator Independent Drivers Association) looks out for the individual driver, and they are a resource you can trust. Not only do they want a safe environment for drivers, but they also want what is fair for all, small and big alike.

Driver pay is another major issue in our industry, but in the interest of keeping this letter as short as possible I will not get into it deeply now. However, just to give some idea of what is going on, twice in the last year the ATA and others have tried to piggyback and push piece pay (that is pay per-mile) into at least two bills, thereby forever setting in stone how drivers should be paid. Sir, it was determined years ago that piece count pay systems were unconstitutional [for many workers], yet it still goes on in our industry. Driver pay and wages are in dire need of reform — drivers have not had a cost of living increase in 33 years, and today make less for more work, than our fathers and grandfathers did as drivers. Another reason they are trying to push it through is to protect some mega carriers from law suits currently being fought over. I am all for someone having a dream and making it pay off, but there comes a point when greed takes over and tramples the dreams of others. Did you know that drivers often sit at loading or unloading docks for 2 hours or more, and never get compensated for their time? You want safe roads and drivers, designate them as skilled labor, pay them by the hour for all of their time, and drivers will slow down because they will not have to push to make up lost time and wages.


Thank you Clifford and Scott and all those who have dedicated their time for the benefit of others.

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Contact: Andrew Gordon, Esq. (847) 580-1279 and Affiliates Move to File Counterclaim Against the Federal Trade Commission (“FTC”) for Defamation and Tortious Interference

FTC building
March 21, 2017 – Fort Lauderdale, FL – Corporate Plaintiffs, Inc.,, Inc., Excelsior Enterprises International, Inc., and JPL Enterprises International, Inc. and Individual Plaintiffs James P. Lamb, and Uliana Bogash (collectively, the “Plaintiffs”) announced today that they have moved the court for leave to file a counterclaim against the Federal Trade Commission (“FTC”) alleging defamation and tortious interference (CIVIL ACTION NUMBER: 0:16-cv-62186-WJZ) in the United States District Court for the Southern District of Florida.

According to court documents filed on Monday, March 20, 2017, the Plaintiffs have moved to file an action for declaratory and injunctive relief against the FTC to correct press releases, blog posts, scam alert listings, and public comments by the FTC and/or its designated representatives, that are alleged to have severally injured the reputation and revenue of the Individual and Corporate Plaintiffs. The Counterclaim also asserts a cause of action for the FTC’s tortious interference with Corporate Plaintiffs’ business relationships.

This suit arises from the FTC’s original September 2016 allegations that and its affiliates were engaging in deceptive online advertising practices in violation of Section 5(a), of the Federal Trade Commission Act (“FTC Act”), 15 U.S.C. § 45(a) and Section 4 of the Restore Online Shoppers’ Confidence Act (“ROSCA”), 15 U.S.C. § 8403. is a fifteen year old motor carrier registration business that helps interstate commercial carriers remain compliant with the slew of complex and rapidly-changing State and Federal regulations. Despite pre-existing disclaimers on’s marketing materials, websites, and shopping carts that stated the company is a third party and “not the Department of Transportation,” the FTC has alleged that engaged in deceptive businesses practices by misleading consumers into believing was affiliated with a governmental entity.

On September 15, 2016, the FTC obtained an ex parte temporary restraining order without’s knowledge, freezing the personal and business assets of and its owner James Lamb, and imposing a court-appointed receiver to wrest control of the business away from Lamb during the pendency of the proceedings. and Lamb were thus placed in the position of having to defend themselves without access to any funds for legal fees or business records – records and funds that were necessary to mount a legal defense at the subsequent hearing.

Two weeks later, on September 29, 2016, the Federal court took witness testimony from Lamb and heard arguments from’s counsel, all of which highlighted the facts that: (i) the FTC’s ex parte request for an asset freeze and receivership was improvident; (ii) the FTC acted inappropriately by implying that exigent circumstances existed when, in fact, no emergency ever existed; and (iii) was an established, bona fide business that was both legitimate and helpful to hundreds of thousands of customers nationwide who relied on for their interstate common carrier registrations and annual permits. prevailed at the hearing, and the asset freeze and receivership were immediately lifted by the Federal Judge. A greatly modified preliminary injunction still issued; however, the restrictions of the injunction were entirely acceptable to and, in fact, were previously offered to the FTC by prior to the evidentiary hearing.

In specific,’s March 20, 2017 Counterclaim against the FTC alleges that the FTC engaged in a “twisted campaign to damage the [Plaintiffs’] business and personal reputations . . . .” See Counterclaim at 3. The Counterclaim further asserts that several of the FTC publications at issue falsely characterized Plaintiffs as “scammers” and “crooks,” and inappropriately opine on Plaintiffs’ culpability in the absence of a final judgment.

According to one of the members of’s legal team, Attorney Andrew Gordon:

“The FTC’s publications at issue in the Counterclaim collectively mischaracterize the substance of the September 29, 2016 Preliminary Injunction Order, causing proximate and irreparable injury to the Defendants’ reputations and revenues.”

The FTC is represented by attorneys Karen S. Hobbs, Danielle Estrada, Connell McNulty and Collot Guerard.

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More Flexibility or Higher Wages for Truck Drivers?


More Flexibility or Higher Wages for Truck Drivers?

More Flexibility or Higher Wages for Truck Drivers?


Dr. Michael Belzer, an economist, recently told me that if Drivers wages increased 20%, the price of goods on the shelf would only increase about one half of 1%.
That’s .50 cents on a $100 grocery bill.

Our economy is only paying for Distance Traveled NOT the Time It Takes to Travel Distance. Our economy is NOT Paying for the inefficiencies of the HOS, the Drivers are and this is why the Drivers ignorantly want more “Available Working Hours”.

Have we seen our wages go up Any Other Time we were given “More Flexibility”?
No we haven’t because the Laws of Supply and Demand dictate that an overabundance of anything has less value.

The HOS does not prevent Drivers from taking naps or stopping while traffic settles. Pick up and delivery schedules do.
The need to keep the wheels turning places us in the position to keep Drivers Schedules Tight!
In other words, “drivers can’t afford to run legally” and truck drivers can’t afford anything but a Tight Schedule.

While the HOS are problematic, the biggest problem drivers have are the deplorable wages.

If the economy was paying for the regulations that are in place and it was found that the regulations created too much of a burden on the economy, do you think they would keep piling more and more regulations upon drivers?

Is the 14hr rule unsafe or is it how we apply the 14hr rule trying to keep our Schedules tight that is unsafe?
We Need To Be Able to Afford To Operate In Full Compliance,  however our wages at the rate they are now, combined with the 14 hour clock, AND the fact that we wait for hours at the docks, has created a sense of urgency.  Why? To earn more money. Truckers are forced to work more hours (drive more) making up for hours they lost doing their “other unpaid work”. Truck drivers work more hours making up for unpaid time.

READ MORE  “Driver Productivity Increases as Wages Plummet”

Flooding the market with “Available Working Hours” ( waiting for free, doing paper work, inspections, etc..) goes in the WRONG DIRECTION.
This is what is keeping truck wages low! Working for “free” 30-40 hours/week

Read MORE  “The more unpaid hours you work, the less valued you are”

Has every driver “earned” exemptions from the HOS or just the Experienced Drivers?
Do we want All Drivers exempt from the 14hr rule?
I believe that only Experienced Drivers should be exempt from the 14hr rule.

We have fought regulations unsuccessfully for years.
I think it’s time to start fighting for a wage fitting the 24/7 job so that we can afford to give “We The People” the services they expect while operating within the regulations that “We The People” have demanded be put in place!

Cheap Freight Relies on Cheap Labor!
Safety Comes At a Price!

We Can’t Continue Paying the Price for What “We The People” Want and Demand From US!
Governed by the Clock and Paid by the Piece is an UNSAFE Contradiction!

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Self insurance in the competitive trucking market


Self Insurance. The Deck is Stacked in Trucking

Photo courtesy of: Maren Guse,

I got a phone call from Tilden Curl earlier. It seems that Bloomberg News has become aware of his paper calling for the elimination of a carriers ability to self insure. This is great news as the public needs to be aware of how the deck is stacked!


Here is an excerpt from Tilden’s Paper:
Any company purchasing insurance coverage must have a risk assessment completed by the insuring company to determine the risk exposure of the insured party. This creates a three party scenario; the insurer, the insured, and the claimant. This system functions well because the risk assessment and settlement is made by a third party (the insurer). When the insurer and the insured are the same entity, a claimant is forced to negotiate directly with the offending party.

Some large self-insured companies in the trucking industry are considered “Training Companies”. For this reason, a risk assessment should be determined by a third party and not by the company holding the financial responsibility for the actions of its drivers. The fairest method is to require insurance company professionals make that evaluation to maintain an industry standard.

To further understand how the carrier’s ability to self insure affects the trucking industry
read the entire PDF-  Tilden’s paper on self insuring

Tilden Curl

OOIDA Life Member Tilden Curl testifying before the Small Business subcommittee

You will realize, there is an unfair advantage that the self insured carriers have.

It’s like sitting in on a poker game and everybody has $5.00 but one guy has $50.00. We know who is going to walk away the winner.

Self insured carriers have underwriters just as insurance companies, as I understand it. They have to work with the underwriters to establish terms of responsibility, who is responsible for what, for how much and under what conditions. The underwriters position is very much like an insurance companies position but on a much larger scale.

Consider it to be like your auto insurance policy. The higher the deductible, the more risk you assume. A higher deductible relieves the insurance company of risk meaning they can charge you less. You are one customer, possibly with several vehicles, doing business with a large company that has many customers like you. The insurance company has their risk spread out over many customers who have few vehicles each.

The self insured part of this is comparable to the carriers having a HUGE deductible. By setting things up this way, the carriers have assumed the role of the “Settling Party” for they, themselves, the “Offending Party”.

We have all heard nightmare stories of the mega carrier who inflicted costly damages only to not pay out a dime or only a small percentage of the damage they inflicted.
The claimant or the claimant’s insurance company does not have opportunity to work with the offending parties insurance company so that the details of a just settlement are compromised upon. The self insured carriers ARE the offending party AND the insurance company.

The underfunded small guy is up against a well funded FAT CAT who has time on their side when a claimant goes up against a self insured carrier. There is too much power in the hands of the “Offending Party”.

The self insured carriers are the guy at the poker game with $50.00, they are in position to bluff and hold out.

By eliminating the third party insurance companies from their business model, the self insured carriers have positioned themselves to influence higher insurance cost on all other carriers because they, the self insured, do not contribute to the overall insurance pool from which claims are paid.

At a savings of say, $800.00 per unit per month in insurance cost, a carrier of 1,000 trucks has $800,000 dollars a month less overhead allowing them to bid freight at approximately .08 cpm less than the average carrier.

Being self insured also permits these carriers to hire those who may not yet be competent drivers at a lower pay rate. In effect, the self insured carriers have positioned themselves to hire inexperienced, unproven, Novice Drivers at a Rock Bottom Labor Rate. This in and of itself gives these carriers the ability to set the minimum labor rate for ALL Drivers

Some suggest that the Sherman Antitrust Act of 1896 has been breached by enabling self insurance to exist at the level of the corporations.
The ability to self insure places to much power in the hands of a few to influence the going market rate and this Directly Affects the Value of All Drivers.

Lower operating cost and lower labor cost place the mega self insured in position to dictate lower market rates that we must all compete within.
Don’t forget, it was the self insured carriers that supported a 400% increase in OUR liability insurance.  I wonder why?

You can read Tilden’s paper on this subject:…/self-insurance-paper-1-20.pdf

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ATA counting on driver apathy to get Anti-Trucker bill passed


URGENT:   STOP New Legislation-Truck Driver Wages at Risk!!

UPDATED– 7-17-17   The “anti-trucker” wage language spoken of in this article has been now been introduced in the FAA Reauthoriztion bill and the THUD bill. They will be voted on to in the Senate and the House, July/August 2017. CALL TO REMOVE State Preemption language designed to Federally regulate driver wages so Carriers do not have to pay them for ALL time.  Read more

Truckers call reps to REMOVE FAA bill’s Anti Trucker wage amendments

There’s not a lot of time to CALL Your Senators and Reps.   202-224-3121













 The American Trucking Association is counting on drivers to focus their conversations, debates, quarrels, and complaints on Social Media RATHER THAN make their phone calls to Washington.
US Capitol Switchboard  202-224-3121

Denham Language, now referred to as “Federal Authority” language or FAAAA (F4A) Preemption language was thought to be included in the THUD bill.
The section of the THUD bill with the “poison language” would preside in FEDERAL Authority SEC 134 of the bill.

Update _ The 2017 FAA bill with poison anti trucker wage language  was passed in both the Senate and House subcommittees in late June 2017 and will be voted on in both the House and Senate in July 2017.  Deb Fisher( R-Neb) introduced the amendment to the Senate Subcommittee and Jeff Denham ( R-CA) is expected to add it to the FAA bill when it arrives on the House Floor.

There’s not a lot of time to CALL Your Senators and Reps.   202-224-3121

FACT: Certain state laws assert that employees must be paid for ALL working time as well as rest breaks. (drivers do not have to take these rest breaks, but they are paid for them)

ATA (American Trucking Association- Representing Trucking Companies)  has stated they  will continue to push hard, lobbying Congress to include FEDERAL preemption of  states’ labor laws in a major bill.
ATA goal is to prevent drivers from being paid for ALL working TIME.

The ATA has openly  stated that it is their PRIORITY to Preempt state labor laws, preventing  states from including truckers in their labor laws, exempting truckers from being paid for all time.

The legislation  which the ATA is attempting to get passed into law, is an attempt to override Federal Judges rulings.  Federal Judges have ruled that F4A does not preempt state labor laws and States have a Right to protect employees, including truckers, ensuring payment for ALL working time, such as detention time.

The trucking industry itself has determined that drivers work 30-40 hours extra/week without being compensated.

The trucking industry has been a solid supporter of Republicans for the last two decades, regularly giving more than 75 percent of its contributions to the party and its candidates.
The industry’s biggest spender on lobbying in 2014 and in many past years was the American Trucking Association, the largest trade association in the trucking arena. In the last five years, the ATA spent over $9 million to have its interests heard in Washington.

Anti-Truckers amendments included in FAA bill. Call to STOP 202-224-3121

BUT a majority of drivers also voted and Supported President Trump and the GOP. Truckers are depending on the newly elected GOP Congress to relieve them of over bearing regulations which interfere with anything that will prevent them from earning a FAIR WAGE.  If the GOP includes the FAAAA Preemption clause into the 2017 FAA Reauthorization bill,  and if it becomes law, this will be perceived as a huge act of betrayal among professional drivers.

If this law is allowed to pass, it will affect drivers the same way as the Fair Labor Standards Act (FLSA) has affected them. This would be ONE MORE EXEMPTION against drivers’ wages!

This New Law which the ATA is trying to pass will PREVENT Drivers from any hope of trucker pay reform, including EVER being paid for anything more than Cents per Mile (CPM) or piece work wages. It’s worse than any regulation could be for drivers.

FAAAA Insertion in Thud bill Preempts States Rights

Trucker Wages: The Devastating affects if Congress amends F4A

The Poison language has continuously been attempted to be included, will most likely be in the 2017 THUD bill.

Already voted on in 2016,  THUD (H.R. 5394), was approved in 2016, Federal Authority SEC 134 included, by the House. It will need to be voted on again in the House in 2017, then the Senate Appropriations will have its own version, and then. The 2 bills will be reconciled, and eventually signed by the president into law…. with or without the FEDERAL AUTHORITY preemption.

Truckers might not have millions in lobbying money like the ATA does, but we are over 3 million strong!!!


Who will Congress listen to?  The ATA or the Drivers?  The Answer is…. THE LOUDEST VOICE. That includes ALL who believe that Professional Truckers should not be exploited and deserve to be paid for ALL their working hours.

A significant number of drivers have prevented this language 2 times from being included in a bill. Once in the FAST ACT and once in the  2016 FAAA reauthorization bill. It’s time to do it again.

Yes, they’re active on Social Media PLUS make phone calls.

It is Imperative once again that we ALL call our Representatives and tell them not to pass language in any bill   which will Preempt STATES RIGHTS to pay truckers for their working time.
Drivers deserve to be paid a FAIR WAGE. They are making same wages as the 1980’s.
Vote NO to Denham and Fisher Amendments in 2017 FAA bill.

What to say when you call:

As a trucker, I’m against the Denham amendment and the Fisher amendments to the FAA bill which will nullify state laws that require trucking companies to pay for rest breaks, detention time, and all time working. These amendments work against the interests of trucker rights to be paid for all time worked and are also anti state’s rights and anti safety.
CALL NOW and OFTEN  US Capitol Switchboard  202-224-3121

Understanding FAAAA Preemption provision, the ATA motive, and the court decisions

U.S. Congress enacted a statute

(now codified at 49 U.S.C. § 14501 (c)(1)) that controls over state and local law:

General rule .—Except as provided in paragraphs (2) and (3), a State, political subdivision of a State, or political authority of 2 or more States may not enact or enforce a law, regulation, or other provision having the force and effect of law related to a price, route, or service of any motor carrier (other than a carrier affiliated with a direct air carrier covered by section 41713 (b)(4)) or any motor private carrier, broker, or freight forwarder with respect to the transportation of property

The ATA expresses that the language in the FAAAA (F4A) preemption should include the preempting of states’ labor laws for truckers.

The Ninth Circuit Court Disagreed and  held that “generally applicable background regulations that are several steps removed from prices, routes, or services, such as prevailing wage laws, are not preempted, even if employers must factor those provisions into their decisions about the prices that they set, the routes that they use, or the services that they provide.”.

Want to listen to the replay of what will happen if we don’t make our phone calls?


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D.C. Memorial Procession to honor 500 slain workers in interstate transportation


As yet another trucker is murdered in Houston, TRUCKER LIVES MATTER declares September 5th, 2017 is “DAY WITHOUT A TRUCKER”

Day without a trucker

Trucker Lives Matter- Day Without A Trucker Protest 9-5-17

Michael’s Law Amendment to 18 U.S.C. 926A -Fact Sheet

Traditionally, the day after Labor Day represents the first day back to work after the holiday weekend, and an unofficial end to Summer vacations. But this year, that may be different for many members of the trucking industry…

Just as the rest of America will be returning to work on Tuesday, September 5th, 2017, including members of Congress– who return from Summer recess and formally go back into session that day, interstate truckers who have joined and support the TRUCKER LIVES MATTER (TLM) movement, which is sponsored by the Small Business in Transportation Coalition (SBTC), a 501(c)(6) industry trade group, are planning to take that day off and drive instead to Washington, D.C. to publicize the need for them to be able to carry firearms nationwide to protect themselves while living and working on the road.

Slain Trucker Michael Boeglin and his wife, Ashley to be honored in D.C. Memorial Procession

Dubbed by TLM as a “DAY WITHOUT A TRUCKER” –an obvious pun on today’s “Day Without a Woman” celebration, this TLM event is being billed by TLM leaders as a “memorial procession” to honor and remember the 500 workers in interstate transportation slain over the past decade, a statistic cited by U.S. Department of Labor, like over-the-road, interstate trucker Michael Boeglin, who was killed and burned in his truck in Detroit in June of 2014, an incident that sparked the beginnings of the TLM movement.

“We are today establishing a planning committee and will seek the assistance of law enforcement so that the memorial procession, which will have a religious component to it in furtherance of truckers’ First Amendment rights, does not unreasonably impede traffic, create havoc for people trying to enter or exit the interstate, or encourage tail-gaiting. We would encourage residents of Washington, D.C. to consider taking public rail transportation to get to work on September 5th as we do not know how many truckers will respond to the call to join our national memorial procession,” SBTC President and TLM Spokesman James Lamb said today.

A TLM poll conducted over the past few days shows overwhelming support for the event and suggests that hundreds of truckers are already planning on making the trip to Washington, D.C. More than 80% of 850 trucker respondents have indicated they would likely attend.

Currently, the patchwork of state laws and lack of nationwide reciprocity for firearms permits puts truckers in precarious if not dangerous life threatening-situations. Lamb has therefore sent requested legislation to Senator Marco Rubio’s (R-FL) office as SBTC is based in Fort Lauderdale, FL. According to this SBTC document, which was sent to all members of Congress on Monday, March 6th, 2017, Rubio’s staff members are currently drafting a bill for introduction into the Senate and have asked SBTC to help them find a sponsor for a companion bill in the House of Representatives. With respect to interstate travel among the states, the bill seeks to endorse the Second Amendment as a matter of “Constitutional Carry” for all Americans and pre-empt the states from regulating firearms carried into, out of, or through their states. Lamb said more than 6,000 members of his group have petitioned the NRA to support his bill but the NRA-ILA remains silent to date.

Today’s announcement comes on the heels of the latest murder of a Houston-based trucker named Wilmer Erazo who was found shot to death in a truck yard earlier this week. Sadly, Erazo, the latest victim of gun violence directed against truckers, leaves behind three children.

TLM has scheduled a dial-in press conference to discuss the event for 10:00 AM Eastern time on Friday, March 24th, 2017 to coincide with the industry’s largest annual truck show event being held in Louisville, KY. The conference call number is (712) 775-7031 and the access code is 495-071-244.

Truckers and other interested parties can connect with TLM on Facebook or through the group’s website

The SBTC is a network of transportation professionals, associations, and industry suppliers that is on the front lines when it comes to issues that affect transportation professionals in small business. We seek to promote and protect the interests of small businesses in the transportation industry. We support teamwork, cooperation, transparency, and partnerships among truckers, carriers, brokers, and shippers and seek to promote ethical business practices and do business with the utmost integrity.

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