Truckers/American to strike
- Thread starter j911brick
- Start date
just like most politicians, they were for it before they were against it
Regulation created many problems. Unfortunately, deregulation has resulted in the industry being more regulated than ever, with no sign of the regulations slowing down.
Freight rates may not be regulated, but everything else is.
Rigjockey
In Gord we trust!
Yeah Right! Today You are fired! Show up on Monday or for sure your fired!
If Monday works for you!
I don't know I was just spit balling it. Or hey see how you feel about it on Monday,
Beeeeep! Dispatch here, Call us.
Tim
U.S.Constitution
I've been on strike for a month.........where have you been?
The trucking industry is deregulated. How do you figure its more regulated now then it was in 1980?just like most politicians, they were for it before they were against it
Regulation created many problems. Unfortunately, deregulation has resulted in the industry being more regulated than ever, with no sign of the regulations slowing down.
Freight rates may not be regulated, but everything else is.
SweetDaddy
Well-Known Member
Yeah if you go block the GW,Brooklyn bridge or the Lincoln or Holland tunnels I will believe your on strike then
SweetDaddy
Well-Known Member
Okay strike on your doing your part
This is what happened in 1980.
http://en.wikipedia.org/wiki/Motor_Carrier_Act_of_1980
This is only a partial history of what's happened since........Add to that NAFTA in 1993 and Homeland Security after 9/11/2001 and the list is quite long.
http://www.cash4truckers.com/blog4t...ory-of-trucking-regulation-part-ii-1982-1999/
By Timothy D. Brady
So for the first 97 years or so, there weren’t that many trucking regulations set into place. But then, after ‘deregulation’ in 1980, all kinds of regulations began to proliferate.
1982:
The Surface Transportation Act of 1982 set uniform size and weights limits for the trucking industry nationwide. Under this law, trucks that use interstate highways may not weigh in excess of 80,000 lbs. This changed the way the railroads had controlled the weight and size of trucks along the Mississippi River; whereby the railroad lobby had influenced the respective legislatures to limit trucks to 73,280 lbs in those states, making it illegal for an 80,000 pound truck to travel east coast to west coast or vice versa. It was also the beginning of the reduction in the use of COE (Cab Over Engine) tractors to the longer conventionals we’re accustomed to today.
1985:
In 1985, the Southern Motor Carriers Rate Conference, wanting to continue setting and controlling their hauling rates, challenged the Motor Carrier Act of 1980 by taking the U.S. Government to court. The U.S. Court of Appeals for the Eleventh Circuit stated regulation of motor carriers under the I.C.C. and the rate-making rules set in 1935 “discouraged competition.” The Circuit Court called the rate-setting regulation “unyielding” and noted that ratemaking tended to prop up even the weakest of motor carriers.
1986:
The Commercial Motor Vehicle Safety Act of 1986 was signed into law on October 27, 1986. Its goal was to improve highway safety by ensuring that drivers of large trucks and buses are qualified to operate those vehicles, and to remove unsafe and unqualified drivers from the highways. The act retained each state’s right to issue a driver’s license, but established minimum national standards which the states must meet when issuing Commercial Drivers Licenses (CDL). It was a victory for professional truck and bus drivers, as Congress finally recognized driving certain commercial motor vehicles requires special skills and knowledge. Truckers have been required to have a CDL in order to drive certain Commercial Motor Vehicles since April 1, 1992.
1989:
In December 1989, the government began to require urine sample drug testing. Motor carriers were required to perform several types of drug tests:
•A pre-employment test
•A ‘reasonable suspicion’ test is ordered when a trained supervisor has a reasonable suspicion that a certain driver is using drugs.
•Random tests of a percentage of a carrier’s drivers also had to be completed, using a lottery-type selection system.
•During the trucker’s required DOT physical
•After any accident resulting in a fatality, injury that requires medical attention, or the towing of a vehicle.
1990:
The 1990 Federal Omnibus Truck Safety Bill contained a provision that allowed vehicles with a width of 102 inches to use any highway with 10-foot-wide travel lanes. It also standardized the 48-foot trailer as the maximum trailer length that is not required to use the designated Truck Access Highway system. 53-foot trailer combinations, which are not Surface Transportation Assistance Act (STAA) vehicles, were restricted to the Qualifying and Access Highway system.
1991:
The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). This froze the weights of truck tractors with two or more trailing units operating on the Interstate System at the limits actually and lawfully in effect for such vehicles in each state on June 1, 1991. ISTEA also froze the maximum length of the cargo-carrying units of Commercial Motor Vehicles at two such units on the National Network.
1995:
The Interstate Commerce Commission Termination Act of 1995 brought an end to the government commission that regulated motor carriers. It eliminated all economic control of motor carriers and disbanded the I.C.C.. From 1995 onward, the vast majority of motor carriers only needed to register with the Department of Transportation and meet minimum financial, insurance, and safety requirements in order to exist.
1997:
In February 1997, the Office of Motor Carriers of the Federal Highway Administration in the Department of Transportation announced a new national system of selecting motor carriers for on-site safety inspections, concentrating on a carrier’s safety performance to identify and prioritize carriers that were classified “at risk.” Called SafeStat (for Safety Status), the new system would focus on carriers posing the highest potential risk to highway safety, making it possible for the Office of Motor Carriers to better utilize its limited resources.
- See more at: http://www.cash4truckers.com/blog4t...ation-part-ii-1982-1999/#sthash.YQ7FNzTP.dpuf
Continuing into the 21st century........these are longer than the first link I copy/pasted......
http://www.cash4truckers.com/blog4t...ry-of-trucking-regulation-part-iii-2000-2006/
http://www.cash4truckers.com/blog4t...-of-trucking-regulation-part-iv-2006-present/
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gearjammer
jammer
what we should be striking for is some blowbama help,
blowbama phones to keep in contact with FMCSA to find out the new regulation of the day
blowbama fuel so we can keep compliant with blowbama's EPA,
blowbama health care exemptions so we can keep trucking without healthcare we cannot afford anyway
a blowbama cash for clunker trucks to replace them nasty 3 year old trucks that cannot be made compliant per CARB or any other entity that thinks a truck older than 6 months is not green
blowbama welfare for the truckers that decide that it would be easier than actually working
blowbama food stamps to pay for the overpriced crap offered in place of real food at truck stops
blowbama tax credit to put at least 2 illegal aliens in the back of the trailers to take care of the loading and unloading
blowbama phones to keep in contact with FMCSA to find out the new regulation of the day
blowbama fuel so we can keep compliant with blowbama's EPA,
blowbama health care exemptions so we can keep trucking without healthcare we cannot afford anyway
a blowbama cash for clunker trucks to replace them nasty 3 year old trucks that cannot be made compliant per CARB or any other entity that thinks a truck older than 6 months is not green
blowbama welfare for the truckers that decide that it would be easier than actually working
blowbama food stamps to pay for the overpriced crap offered in place of real food at truck stops
blowbama tax credit to put at least 2 illegal aliens in the back of the trailers to take care of the loading and unloading
THBatMan8
Well-Known Member
I will start my strike on Monday, and wrap it up by Wednesday........
Unless my employer calls me in for overtime.
Getting "likes" on FaceBook does not reflect actual participation.
You can buy those likes very cheap these days.
And how does likes gauge the likelihood that anything is going to happen?
You can have every driver in the world but you will never get enough drivers to take any chance to harm their families I don't care what anyone says, in essence if you go on strike then you're putting your lively hood and your family in harms way, is that worth it to you and the other drivers that strike? If that is the case stop driving and go to work in a factory or KMART. Now I am done with this subject and will not respond again.
If your livelihood and your freedom are not worth fighting for then you deserve neither.
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