OOIDA and the great lies!

The following is a reply to a letter apparently sent to OOIDA’s Washington office concerning the Mexican Pilot Truck Program. It shows once again, the gross lies and deliberate disinformation that OOIDA and other opponents of this program are throwing before the public.

And why do I say gross lies and misinformation? Because it’s just that. Every point made in this letter has been disputed many times by FMCSA, myself and most importantly, the facts. But why should OOIDA let a little thing like facts and truth stop their agenda?

GOING THE WRONG WAY ON THE HIGHWAY
Mexican trucking program unsafe, unverified, unacceptable

(March 8, 2007, Washington, DC) – American motorists may want to consider remaining off U.S. highways if the Department of Transportation moves ahead with a pilot program to open the Mexican border. Safety, security, driver verification, drug and alcohol testing, hours of service, cabotage, inspections and insurance were just a few issues raised today by the Owner-Operator Independent Drivers Association (OOIDA) today during a congressional hearing.

Charlie Parfrey, President of Parfrey Trucking Brokerage in Spokane, WA, testified on behalf of the Association before a U.S. Senate committee on the proposal to permit Mexican trucks to operate on all U.S. highways. Parfrey pointed the deceitfulness of the DOT, having pushed the program through without open, unrestricted review.

“Their effort has been almost entirely secret and beyond public view or scrutiny. OOIDA
firmly believes that DOT has not complied with Section 350 of the 2002 Transportations Appropriations Act,” Parfrey declared.

Todd Spencer, Executive Vice President of OOIDA, commented on the issue from the Association headquarters stating, “It is simply abhorrent to think that our government would allow Mexican trucks full access to U.S. highways when it’s obvious the DOT has not fulfilled the requirements with regard to safety, economic and homeland security.”

In written testimony, Parfrey and the Association pointed to serious questions the DOT has failed to answer, including the following:

Commercial Driver’s License – No evidence has been shown to prove that the Mexican commercial driver’s license is equivalent to what is in place in the United States.
The proof is shown on Mexico’s SCT website and other Federal websites as to the requirement for a Mexican CDL. But they are not equivalent. The requirements for a Licencia Federal are much more stringent that for a U.S.CDL.
Hours of Service – There is no way of verifying if Mexican truckers have been on the road for two hours or two weeks before they enter the United States.

The is a very good way to verify the Mexican drivers hours of service prior to entering the United States. It’s called common sense. According to FMCSA recent publication of the results of the Pre Authorization Audits, Most carriers are based on the border or within 150 miles of the border. Inland carriers have terminals in most border cities. It stands to reason that the drivers qualified to enter and drive in the U.S. will be kept for this purpose and will be fresh when they enter the U.S. where they will be under FMCSA Hours of Service rules. And remember, after 34 hours off, you have a new 70 hours to work with.
Safety – No evidence was provided showing that Mexican trucks will be held to the same high standards that U.S. trucking firms are federally required to meet. Also, no one could answer what would happen if a Mexican truck driver were to collide with a U.S. motorist.

The evidence is in the law numbnuts! What makes one think that Mexican truckers will be held to a different standard than their American counterpart or a Canadian driver. The law is the law and will be applied equally. If a Mexican trucker is in an accident, he gets treated the same as one of us, They will have U.S. insurance, It is a requirement. Also, each company allowed to travel in the U.S. is required to have a Process Agent in each state. A process agent is the legal representative of a company’s interest. A if the Mexican is cited and misses court? It will be in the system the next time he tries to cross into the U.S. and his credentials are run by ICE.

Enforcement of Cabotage – Current cabotage law prohibits foreign trucks and drivers from moving loads from point to point within U.S. borders. While Mexican trucks will
theoretically not be allowed to make point-to-point hauls within the states, no plan was
outlined as to how this will be enforced.

The cabotage requirements and enforcement protocol is listed in FMCSA documents. Law Enforcement is trained to spot discrepancies in bills of ladings, log books and are very good at tripping a driver up. This is assuming they want to make a big deal out of this. And to me, it is not an issue. 143 Mexican trucks on U.S. highways will not make a blip on anyones radar!

Alcohol & Drug Testing – It is not clear who will oversee the collection of random testing samples of Mexican drivers.

It is very clear if they would look beyond their own B.S. All the drivers to date have been tested in U.S. labs in cities along the U.S/Mexico border.

Parfrey also pointed out that millions of U.S. taxpayer dollars have been spent, and will
continue to be spent, along our southern border, doing what the government of Mexico cannot, or will not do – insure the safety of the Mexican trucking industry by adopting meaningful, compatible regulations.

“It seems to me that the Department of Transportation is bending over backwards to
accommodate Mexican motor carriers, 1,000 Mexican truckers, and the Mexican government. Yet on matters that would significantly help hundreds of thousands of American truckers and advance safety on our country’s highways we often hear from DOT officials that it has limited resources and staff,” said Parfrey.

Spencer added that “Today, Americans have no more assurances than they did in 2002 when the Congress overwhelmingly told the Bush administration that safety had to be assured before the border with Mexico can be opened. It is clear that there remain too many significant questions, with very few, if any answers, that would allow a reasonable person to conclude that this pilot program is not in the best interest of the American public.”

The only significant questions are only significant in the little minds of those who pass the day thinking of irrelevant ways and manners to boost the membership of their organizations and further their agendas. There are answers to all questions if they will extract their heads from their anal region and look.
The Owner-Operator Independent Drivers Association (OOIDA) is the national trade association representing the interests of small-business trucking professionals and professional truck drivers. OOIDA was established in 1973 and is headquartered in the greater Kansas City, Mo. area. The Association currently has more than 149,000 members from all 50 states and Canada

With several million American and Canadian truckers, 149,000 is an minute drop in the bucket of the trucking industry

Ain’t this some ignorant shit?

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