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BAD NEWS FOR TRUCKERS
Anonymous
3 years ago
|
Hot!
PART 1
Border opening about two months away
Friday, Feb. 23, 2007 – After years of roadblocks that all but
prevented Mexico-domiciled trucks from operating throughout the U.S.,
the border will be opening to 100 Mexican motor carriers in two short
months.
One of the biggest sticking points keeping the border closed to
Mexican-domiciled trucks has been who will inspect the trucks and
where they will be inspected before they are allowed into the states.
On Thursday, Feb. 22, U.S. Secretary of Transportation Mary Peters
announced that U.S. officials would be inspecting the Mexican motor
carriers in Mexico.
Shortly after Peters announced the inspection program, officials at
the Owner-Operator Independent Drivers Association learned that the
pilot program was moving full-steam ahead, and that 100
Mexican-domiciled motor carriers were going to be allowed to operate
freely within the U.S.
That information was confirmed when Peters spoke at a press conference
Friday morning in El Paso, TX.
The on-site inspections of Mexican motor carriers that have applied
for operating authority in the U.S. aren't being done at random.
OOIDA officials learned the Department of Transportation already has a
pretty good fix on 100 motor carriers for possible approval into the
program.
Of the 100 motor carriers, 70 already operate in the U.S. commercial
zone – leaving 30 Mexican-domiciled carriers being considered with no
experience operating on U.S. soil.
In what could be considered an ironic twist, U.S.-domiciled motor
carriers won't be allowed into Mexico for a few months after Mexican
trucks begin operating in the U.S.
Peters said U.S. inspection teams will visit Mexican trucking
companies to ensure their trucks and drivers meet the same safety,
insurance and licensing requirements that apply to all U.S. truckers.
She added the inspectors will evaluate truck maintenance and driver
testing for compliance with U.S. requirements.
The inspection teams also will check whether drivers have a valid
commercial driver's license, have a current medical certificate and
can comply with U.S. hours-of-service rules.
The teams will review driving histories for each driver the company
plans to use to operate within the U.S. and verify the company is
insured by U.S.-licensed firms.
Finally, each inspection team will verify that every U.S.-bound truck
has passed a comprehensive safety inspection. Trucks lacking required
documentation will be subject to a "hood to tail-lamps" inspection by
the teams.
Border opening about two months away
Friday, Feb. 23, 2007 – After years of roadblocks that all but
prevented Mexico-domiciled trucks from operating throughout the U.S.,
the border will be opening to 100 Mexican motor carriers in two short
months.
One of the biggest sticking points keeping the border closed to
Mexican-domiciled trucks has been who will inspect the trucks and
where they will be inspected before they are allowed into the states.
On Thursday, Feb. 22, U.S. Secretary of Transportation Mary Peters
announced that U.S. officials would be inspecting the Mexican motor
carriers in Mexico.
Shortly after Peters announced the inspection program, officials at
the Owner-Operator Independent Drivers Association learned that the
pilot program was moving full-steam ahead, and that 100
Mexican-domiciled motor carriers were going to be allowed to operate
freely within the U.S.
That information was confirmed when Peters spoke at a press conference
Friday morning in El Paso, TX.
The on-site inspections of Mexican motor carriers that have applied
for operating authority in the U.S. aren't being done at random.
OOIDA officials learned the Department of Transportation already has a
pretty good fix on 100 motor carriers for possible approval into the
program.
Of the 100 motor carriers, 70 already operate in the U.S. commercial
zone – leaving 30 Mexican-domiciled carriers being considered with no
experience operating on U.S. soil.
In what could be considered an ironic twist, U.S.-domiciled motor
carriers won't be allowed into Mexico for a few months after Mexican
trucks begin operating in the U.S.
Peters said U.S. inspection teams will visit Mexican trucking
companies to ensure their trucks and drivers meet the same safety,
insurance and licensing requirements that apply to all U.S. truckers.
She added the inspectors will evaluate truck maintenance and driver
testing for compliance with U.S. requirements.
The inspection teams also will check whether drivers have a valid
commercial driver's license, have a current medical certificate and
can comply with U.S. hours-of-service rules.
The teams will review driving histories for each driver the company
plans to use to operate within the U.S. and verify the company is
insured by U.S.-licensed firms.
Finally, each inspection team will verify that every U.S.-bound truck
has passed a comprehensive safety inspection. Trucks lacking required
documentation will be subject to a "hood to tail-lamps" inspection by
the teams.
Anonymous
3 years ago
|
Hot!
PART 2
OOIDA officials aren't putting a lot of stock into these on-site
safety audits.
"They can't confirm whether they are safe or not. The documentation
doesn't exist on driver experience, drug testing or anything else,"
OOIDA President Jim Johnston said.
Peters told press in El Paso, TX, that in "about 60 days" when the
initial safety audits are done and proof-of-insurance verified, the
first Mexican trucks will begin traveling beyond the border areas.
"We are ready with modern inspection facilities (at the U.S.-Mexico
border), and we have hired and trained hundreds of inspectors," Peters
said. "All told, 540 federal and state inspectors are already on the
job, standing by to screen trucks coming across the border."
Peters contends those inspections at the border will guarantee safe
operation of the Mexican motor carriers, based on current experience.
"Our records show that Mexican trucks currently operating in the
commercial zone are as safe as the trucks operated by companies here
in the United States," she said. "We know this because federal and
state inspectors are already screening the trucks crossing into our
country from Mexico."
The Association doesn't have a lot of faith in those statements, either.
Utilizing FMCSA data, OOIDA officials determined the agency shows
there were more than 4.65 million incoming trucks to the US from
Mexico in 2005. Those 4.65 million trucks represent the entire vehicle
population that could be subjected to an inspection.
Simple math indicates that the inspection rate of the entire available
vehicle population is 3.9 percent. To put it another way, a Mexican
truck has a 96.1 percent of not being inspected at any border crossing
in the country.
"Outrageous is the best way to describe the U.S. Department of
Transportation' s nearly simultaneous announcements that all safety and
security issues with Mexican motor carriers have been resolved, and
that 100 of these trucking companies will now be given U.S. DOT's
blessing to operate throughout the United States," said OOIDA
Executive Vice President Todd Spencer.
Spencer said the safety and security of U.S. motorists and truckers
sharing American highways with trucks from Mexico can no more be
assured now than it could in 2002 when Congress overwhelmingly told
the Bush administration that safety had to be assured before the
border opens.
"While some of the safety shortcomings of trucks from Mexico have seen
improvement since then, many others have not," he said. "While DOT has
maintained for at least a decade that the licenses used in Mexico to
drive trucks are the equivalent of the American CDL, that's never been
true."
Spencer said not only are U.S. regulations on Americans more stringent
in terms of verifying that a driver has been tested, but U.S. licenses
can also be verified to show driving history, violations and
compliance of any vehicle driven going back even a decade or longer.
When enforcement officials run a Mexican CDL, the only information he
can access will be that of previous operation in the U.S., not Mexico
where a driver might have a rap sheet as along as your arm.
Mexico has never had specific drug testing regulations or
hours-of-service rules for its drivers that could be verified or
enforced and still doesn't.
"There is simply no way anyone can know whether a truck driver coming
from Mexico entering the U.S. has been awake two hours or two weeks
when they clear the border," he said. "And if the safety and security
shortcomings still remaining at the border aren't enough to set off
alarm bells – once a truck from Mexico clears the border, enforcement
of rules covering international shipments and authority are non-existent. "
Spencer pointed out while Congress directed that states adopt laws on
trucks with international shipments, few have done it and not a single
state enforces these laws nor have their law enforcement officers ever
been trained on what to enforce and how to assure compliance with U.S.
law.
"Not only has the administration largely ignored the intent of
Congress when specific criteria for Mexican trucks were spelled out in
the 2002 legislation, it has totally ignored lawmakers admonishment
that no taxpayer funds be spent in reviewing or processing
applications of Mexican trucking companies," he said.
"Clearly, the agency has reviewed hundreds and Congress is still
waiting on verification of safety systems that are up and running."
The Association is taking a long hard look at ways the pilot program
can be reined in.
"We're looking at options now, Spencer said. "We feel DOT is
over-stepping its bounds with this pilot project and they may very
well be over-stepping Congressional mandates.
"We're going to look at all other options we can to put a stop to this."
– By Jami Jones, senior editor
ja
OOIDA officials aren't putting a lot of stock into these on-site
safety audits.
"They can't confirm whether they are safe or not. The documentation
doesn't exist on driver experience, drug testing or anything else,"
OOIDA President Jim Johnston said.
Peters told press in El Paso, TX, that in "about 60 days" when the
initial safety audits are done and proof-of-insurance verified, the
first Mexican trucks will begin traveling beyond the border areas.
"We are ready with modern inspection facilities (at the U.S.-Mexico
border), and we have hired and trained hundreds of inspectors," Peters
said. "All told, 540 federal and state inspectors are already on the
job, standing by to screen trucks coming across the border."
Peters contends those inspections at the border will guarantee safe
operation of the Mexican motor carriers, based on current experience.
"Our records show that Mexican trucks currently operating in the
commercial zone are as safe as the trucks operated by companies here
in the United States," she said. "We know this because federal and
state inspectors are already screening the trucks crossing into our
country from Mexico."
The Association doesn't have a lot of faith in those statements, either.
Utilizing FMCSA data, OOIDA officials determined the agency shows
there were more than 4.65 million incoming trucks to the US from
Mexico in 2005. Those 4.65 million trucks represent the entire vehicle
population that could be subjected to an inspection.
Simple math indicates that the inspection rate of the entire available
vehicle population is 3.9 percent. To put it another way, a Mexican
truck has a 96.1 percent of not being inspected at any border crossing
in the country.
"Outrageous is the best way to describe the U.S. Department of
Transportation' s nearly simultaneous announcements that all safety and
security issues with Mexican motor carriers have been resolved, and
that 100 of these trucking companies will now be given U.S. DOT's
blessing to operate throughout the United States," said OOIDA
Executive Vice President Todd Spencer.
Spencer said the safety and security of U.S. motorists and truckers
sharing American highways with trucks from Mexico can no more be
assured now than it could in 2002 when Congress overwhelmingly told
the Bush administration that safety had to be assured before the
border opens.
"While some of the safety shortcomings of trucks from Mexico have seen
improvement since then, many others have not," he said. "While DOT has
maintained for at least a decade that the licenses used in Mexico to
drive trucks are the equivalent of the American CDL, that's never been
true."
Spencer said not only are U.S. regulations on Americans more stringent
in terms of verifying that a driver has been tested, but U.S. licenses
can also be verified to show driving history, violations and
compliance of any vehicle driven going back even a decade or longer.
When enforcement officials run a Mexican CDL, the only information he
can access will be that of previous operation in the U.S., not Mexico
where a driver might have a rap sheet as along as your arm.
Mexico has never had specific drug testing regulations or
hours-of-service rules for its drivers that could be verified or
enforced and still doesn't.
"There is simply no way anyone can know whether a truck driver coming
from Mexico entering the U.S. has been awake two hours or two weeks
when they clear the border," he said. "And if the safety and security
shortcomings still remaining at the border aren't enough to set off
alarm bells – once a truck from Mexico clears the border, enforcement
of rules covering international shipments and authority are non-existent. "
Spencer pointed out while Congress directed that states adopt laws on
trucks with international shipments, few have done it and not a single
state enforces these laws nor have their law enforcement officers ever
been trained on what to enforce and how to assure compliance with U.S.
law.
"Not only has the administration largely ignored the intent of
Congress when specific criteria for Mexican trucks were spelled out in
the 2002 legislation, it has totally ignored lawmakers admonishment
that no taxpayer funds be spent in reviewing or processing
applications of Mexican trucking companies," he said.
"Clearly, the agency has reviewed hundreds and Congress is still
waiting on verification of safety systems that are up and running."
The Association is taking a long hard look at ways the pilot program
can be reined in.
"We're looking at options now, Spencer said. "We feel DOT is
over-stepping its bounds with this pilot project and they may very
well be over-stepping Congressional mandates.
"We're going to look at all other options we can to put a stop to this."
– By Jami Jones, senior editor
ja
Anonymous
3 years ago
|
Hot!
PART 3
The Coming Perfect Storm, or why the American Owner Operator may become as
extinct as the dinosaur.
Because I do not believe Owner Operators can accomplish any good for
themselves by reacting to the growing pressure being placed upon them by
going on strike, I think it is time, as a group, for us to identify as many
as possible of the coming pressures and seek a way to solve the problems we
are about to face, or at least identify those possible courses of action we
can take to prevent our extinction. As a first step we have to identify each
problem individually and while we are still able to seek to minimize it's
effect upon us.
The number one topic of discussion in the last week has been the sudden
decision of the FMCSA to commence within 60 days a pilot program allowing
100 hand picked Mexican carriers to commence operation in the United States.
On the face of it, this sudden reversal of policy appears to be the opening
for a floodgate of low cost, at least in labor terms, trucking operators
which will reverberate throughout the USA, causing downward pressure on
American operators through the increased competition for the remaining
freight movement.
Mexican drivers are already hauling freight in the United States. Some
illegally, but many legally. There are entire trucking companies located in
the southern border region of the USA. Many of them are servicing the
automobile manufacturing industry, using green card drivers being paid low
wages. These drivers have been running from Texas to the automotive plants
in Ohio and Michigan for more than a year. The number of trucks and drivers
that will be working for the 100 chosen carriers will turn this trickle into
a raging flood of lower paid drivers from the maquiladoras to their
customers all over the United States. No longer will they simply be hauling
parts in the manufacturing chain. They will be hauling imported products
directly to the distribution centers for the major retailers all over the
United States.
In anticipation of this entire ports are being planned with travel corridors
and railroad lines to service them to remove a great percentage of the
freight from American based carriers and rail roads and transfer them to
Mexican based carriers. This will insure the flood of lower paid drivers to
be ever increasing as freight moves south to cheaper ports, and those raw
materials and parts normally shipped from California ports move cheaper to
Mexican ports for shipment over seas.
My intent here is to point out the problem from an Owner Operators or
American company drivers point of view. I will make no judgment in this
discussion of the quality or safety or practical feasibility of using these
Mexican drivers nor do I intend to discuss the effect opening the border
will have on the security of this nation. Those topics might be apropos in a
discussion of how to prevent this flood of low paid workers from entering
our industry here in the United States. As truck drivers, we must recognize
the impact of these low wage workers and the effect that massive shift in
hauling freight to and from the border region to both manufacturers and
retail end users is going to have on the volume of and rates offered us for
the remaining freight left to American driver to haul.
This pressure of a decreasing need for our services will be a major part of
the coming storm. It is not necessarily even the most serious pressure we
may face in the next 12 to 24 months. The pressure of increased operating
expenses may be far greater.
Fuel is becoming the number one worry about operating expenses. Our fuel
problems are not just about cost. Thanks to the Environmental Agency the
American diesel engine and even the fuel it burns are being made less and
less efficient. Fuel mileage on a new truck is lower and in the next 2 years
the effect of that lower mileage will result in less money while the
maintenance costs to operate the newer diesels are headed up at rates for
which there is no historical comparison. Those of us operating older
equipment face the possibility of finding ourselves forced to buy newer
equipment because our paid for older equipment may begin to have
catastrophic failures caused by the inability of our older motors to sustain
themselves through the expected lifetime burning the new fuel. This new fuel
may have unforeseen maintenance consequences.
A second aspect of fuel costs may be politically oriented rather than
mechanically. The conflict in the Middle East shows signs of becoming global
in more than ways than just the war of terrorism. The 14,000 year old battle
between differing groups of Moslem's and the profound arrogance of both
western civilization toward Moslem's and Moslem's for the entire rest of the
world combined with the leftover remnants of the Cold War competition
between Capitalism and Communism is leading to a strange alliance of
everyone against us. This is the result of Americas emergence as the sole
superpower from the Cold War and the natural reaction of all those other
people toward Americas arrogant dominance of world events.
T
The Coming Perfect Storm, or why the American Owner Operator may become as
extinct as the dinosaur.
Because I do not believe Owner Operators can accomplish any good for
themselves by reacting to the growing pressure being placed upon them by
going on strike, I think it is time, as a group, for us to identify as many
as possible of the coming pressures and seek a way to solve the problems we
are about to face, or at least identify those possible courses of action we
can take to prevent our extinction. As a first step we have to identify each
problem individually and while we are still able to seek to minimize it's
effect upon us.
The number one topic of discussion in the last week has been the sudden
decision of the FMCSA to commence within 60 days a pilot program allowing
100 hand picked Mexican carriers to commence operation in the United States.
On the face of it, this sudden reversal of policy appears to be the opening
for a floodgate of low cost, at least in labor terms, trucking operators
which will reverberate throughout the USA, causing downward pressure on
American operators through the increased competition for the remaining
freight movement.
Mexican drivers are already hauling freight in the United States. Some
illegally, but many legally. There are entire trucking companies located in
the southern border region of the USA. Many of them are servicing the
automobile manufacturing industry, using green card drivers being paid low
wages. These drivers have been running from Texas to the automotive plants
in Ohio and Michigan for more than a year. The number of trucks and drivers
that will be working for the 100 chosen carriers will turn this trickle into
a raging flood of lower paid drivers from the maquiladoras to their
customers all over the United States. No longer will they simply be hauling
parts in the manufacturing chain. They will be hauling imported products
directly to the distribution centers for the major retailers all over the
United States.
In anticipation of this entire ports are being planned with travel corridors
and railroad lines to service them to remove a great percentage of the
freight from American based carriers and rail roads and transfer them to
Mexican based carriers. This will insure the flood of lower paid drivers to
be ever increasing as freight moves south to cheaper ports, and those raw
materials and parts normally shipped from California ports move cheaper to
Mexican ports for shipment over seas.
My intent here is to point out the problem from an Owner Operators or
American company drivers point of view. I will make no judgment in this
discussion of the quality or safety or practical feasibility of using these
Mexican drivers nor do I intend to discuss the effect opening the border
will have on the security of this nation. Those topics might be apropos in a
discussion of how to prevent this flood of low paid workers from entering
our industry here in the United States. As truck drivers, we must recognize
the impact of these low wage workers and the effect that massive shift in
hauling freight to and from the border region to both manufacturers and
retail end users is going to have on the volume of and rates offered us for
the remaining freight left to American driver to haul.
This pressure of a decreasing need for our services will be a major part of
the coming storm. It is not necessarily even the most serious pressure we
may face in the next 12 to 24 months. The pressure of increased operating
expenses may be far greater.
Fuel is becoming the number one worry about operating expenses. Our fuel
problems are not just about cost. Thanks to the Environmental Agency the
American diesel engine and even the fuel it burns are being made less and
less efficient. Fuel mileage on a new truck is lower and in the next 2 years
the effect of that lower mileage will result in less money while the
maintenance costs to operate the newer diesels are headed up at rates for
which there is no historical comparison. Those of us operating older
equipment face the possibility of finding ourselves forced to buy newer
equipment because our paid for older equipment may begin to have
catastrophic failures caused by the inability of our older motors to sustain
themselves through the expected lifetime burning the new fuel. This new fuel
may have unforeseen maintenance consequences.
A second aspect of fuel costs may be politically oriented rather than
mechanically. The conflict in the Middle East shows signs of becoming global
in more than ways than just the war of terrorism. The 14,000 year old battle
between differing groups of Moslem's and the profound arrogance of both
western civilization toward Moslem's and Moslem's for the entire rest of the
world combined with the leftover remnants of the Cold War competition
between Capitalism and Communism is leading to a strange alliance of
everyone against us. This is the result of Americas emergence as the sole
superpower from the Cold War and the natural reaction of all those other
people toward Americas arrogant dominance of world events.
T
Anonymous
3 years ago
|
Hot!
PART 4
Middle Easterners are aligning with Socialist South Americans with the sole
axis of their alignment being to join together in fighting against
America/Europe. Our political leaders are only too happy to couch everything
in terms of freedom and authoritarian rule. It is not my intention in this
discussion to examine the politics but only the results that flow from it.
Our fuel supply is as precarious today as the Japanese Militarists
experiences in the late 1930's. At any given time if our avowed enemies can
develop the ability to survive without selling their fuel to us, our
economic crisis has a deadline of 120 days. In truth, the deadline is much
shorter than that. The industrialization of China and other nations both
increases their demand on the world oil supply, but also gives our suppliers
a market to divert the oil to. Government rationing of fuel in case of a
shutoff by Venezuela and the Middle East would probably begin in less than
30 days. We, today, like the Japanese in 1940 would probably see no way out
except to force them through "force of arms" to resume shipping to us. The
strategic reserve is a joke.
However, for the purposes of this discussion, if our enemies simply reduced
their shipments to us by 15 or 20%, the crisis in fuel cost and availability
would put most Owner Operators in a parking lot somewhere unable to make a
living.
It is foreseeable that just the rumor of an actual economic action against
us could double the price of diesel fuel overnight. No matter how many laws
to prevent price gouging are in place the true price of retail fuel is more
affected by the action of speculators who to a large extent are the
desperate money managers of the increasingly bankrupt retirement systems.
Among the costs of operations factors, insurance rears it's ugly head as one
of the points of pressure in the coming storm. The cost of health insurance
is rising so high so quickly that a large percentage of American truck
drivers are no longer insured. If liability and cargo insurance premiums
begin to rise at anywhere near the same levels drivers
Middle Easterners are aligning with Socialist South Americans with the sole
axis of their alignment being to join together in fighting against
America/Europe. Our political leaders are only too happy to couch everything
in terms of freedom and authoritarian rule. It is not my intention in this
discussion to examine the politics but only the results that flow from it.
Our fuel supply is as precarious today as the Japanese Militarists
experiences in the late 1930's. At any given time if our avowed enemies can
develop the ability to survive without selling their fuel to us, our
economic crisis has a deadline of 120 days. In truth, the deadline is much
shorter than that. The industrialization of China and other nations both
increases their demand on the world oil supply, but also gives our suppliers
a market to divert the oil to. Government rationing of fuel in case of a
shutoff by Venezuela and the Middle East would probably begin in less than
30 days. We, today, like the Japanese in 1940 would probably see no way out
except to force them through "force of arms" to resume shipping to us. The
strategic reserve is a joke.
However, for the purposes of this discussion, if our enemies simply reduced
their shipments to us by 15 or 20%, the crisis in fuel cost and availability
would put most Owner Operators in a parking lot somewhere unable to make a
living.
It is foreseeable that just the rumor of an actual economic action against
us could double the price of diesel fuel overnight. No matter how many laws
to prevent price gouging are in place the true price of retail fuel is more
affected by the action of speculators who to a large extent are the
desperate money managers of the increasingly bankrupt retirement systems.
Among the costs of operations factors, insurance rears it's ugly head as one
of the points of pressure in the coming storm. The cost of health insurance
is rising so high so quickly that a large percentage of American truck
drivers are no longer insured. If liability and cargo insurance premiums
begin to rise at anywhere near the same levels drivers
Anonymous
3 years ago
|
Hot!
MY PERSONAL CONCERNS:
What worries me the most about this is the fact that even now I question the ability of some of the "foreign" drivers that are out here already to be able to speak and read english. I have seen too many drivers at shippers and recievers struggle to communicate and it is not good! Then you have road signs, for example, just a couple of days ago there was a very long area of construction I went through. There was 2 large signs on each side of the highway at the beginning of the construction that said "Trucks use Left Lane only" but yet there was a truck in the right hand lane. The truck and trailer had a spanish name on it. I fear there are going to be accidents caused by drivers that cannot read the signs along the highways and this is not going to be a good situation at all! I personally think all drivers on our highways MUST be able to read and speak english or be kept off our roads! They should be required to take a test proving they can speak, read and understand english before they can drive here! What about Hazmat loads? Are these drivers going to be able to commumicate, are they going to know what to do in case of an emergency and do they know the rules for complying with the regulations for hauling such loads? What about the condition of their equipment? Are they going to be allowed to use trucks that are not up to our standards? What about passengers? Is there going to be anybody checking these trucks for the possability of drivers trying to bring in illegals? All of this really concerns me, things are not going to be very good once these Mexicans are allowed on our highways !
What worries me the most about this is the fact that even now I question the ability of some of the "foreign" drivers that are out here already to be able to speak and read english. I have seen too many drivers at shippers and recievers struggle to communicate and it is not good! Then you have road signs, for example, just a couple of days ago there was a very long area of construction I went through. There was 2 large signs on each side of the highway at the beginning of the construction that said "Trucks use Left Lane only" but yet there was a truck in the right hand lane. The truck and trailer had a spanish name on it. I fear there are going to be accidents caused by drivers that cannot read the signs along the highways and this is not going to be a good situation at all! I personally think all drivers on our highways MUST be able to read and speak english or be kept off our roads! They should be required to take a test proving they can speak, read and understand english before they can drive here! What about Hazmat loads? Are these drivers going to be able to commumicate, are they going to know what to do in case of an emergency and do they know the rules for complying with the regulations for hauling such loads? What about the condition of their equipment? Are they going to be allowed to use trucks that are not up to our standards? What about passengers? Is there going to be anybody checking these trucks for the possability of drivers trying to bring in illegals? All of this really concerns me, things are not going to be very good once these Mexicans are allowed on our highways !
Anonymous
