Heavy Duty Trucking’s Post

"Tools of fraud and driver oppression.” 🚛 "Designed to ensure failure." 🚛 The Truck Leasing Task Force didn't mince words in its final report on motor carrier lease-purchase programs in #trucking ➡️ https://loom.ly/NH0WG6s #leasepurchaseprogram #leasepurchase #driver

Court data reveals extent of truck lease program abuse 🚚 Recent court data highlights alarming abuse in truck lease programs, exposing how drivers are often locked into unfavorable terms with high financial risk. These leasing schemes, designed for owner-operators, can burden drivers with excessive costs and limited transparency, often leaving them trapped in cycles of debt. As these practices come under legal scrutiny, it's crucial for both industry stakeholders and regulators to implement fairer policies that support drivers rather than exploit them. Reforming these programs is essential for a sustainable, ethical trucking industry. Source: https://lnkd.in/emA3rv_p #TruckLeaseAbuse #TruckingReform #DriverRights #FairLeasing #TransportationIndustry

DRIVER ERROR NOT SOLELY RESPONSIBLE FOR ROLLOVERS While it is true that human error is one of the main causes of truck rollovers, environmental and road factors can also pose a great risk. With the expense of a rollover soaring into the millions, fleet managers cannot overlook all potential high-risk rollover scenarios and provide drivers with skills to handle dangerous situations on the road.   The number of truck crashes is lower than passenger vehicles but garner more notoriety because of the level of tragedy and destruction that results   A truck rollover often results in loss of cargo, repairs or replacement to the rigs with expenses in the millions, time off for injured drivers placing extra pressure on other employees, clean-up following the crash and numerous other expenses that far surpass expenses associated with passenger vehicle crashes. Losses also extend further than this. Considering these serious consequences, no fleet can afford to neglect any scenario that places drivers, vehicles and cargo at risk: 1.   Road conditions According to statistics in the USA, three quarters of truck rollovers occur on rural roads. In the study, rural roads are those without centre barriers. In South Africa rural roads have additional challenges such as potholes, pedestrians and animals on the roadside as well as ineffective road markings and traffic lights often not working. . Rollovers are more likely due to the difficulty to regain control once hitting or trying to avoid an obstacle like a pothole. As a result of the truck’s high centre of gravity, the sudden or over correction of the vehicle is what increases the risk of a rollover. 2.   Off camber verges on roads A research study by the USA’s Transportation Research Board says a rollover is nine times as likely to occur even on a minor slope. Should a driver need to move off the road and encounter a slope, the severity of any resulting crashes is double.   Drivers need to be able to assess the obstacle before them and understand it likely takes much less for a rollover to occur than what they may expect. Even the most experienced drivers need to exercise extreme caution when judging the risk of driving onto a slope. 3.   Weather According to the US’s Federal Motor Carrier Safety Administration, almost 27% of truck crashes occur during adverse weather conditions (it was not stated what percentage is rollovers). USA does, however, experience more adverse weather conditions than South Africa. Extra precautions can provide further protection from this high-risk driving scenario. These include never skipping a pre-trip inspection (particularly of tyres), regular brake checks and securing loads correctly. Rollovers can result from more than just driver error and it is the responsibility of the organisation to ensure drivers can handle whatever challenge is thrown their way.

THE BROKERS AINT THE ONLY FOLKS MARGINALIZING 40-60% PROFITS ON RATES, HAVE YALL BEEN TO THE TRUCK DEALERSHIP LATELY? 80-90% OF PARTS AT THE DEALERSHIP ARE X2 THE ORIGINAL PRICE OF SAME PRODUCT. DEALERSHIP ADD UNNECESSARY SHOP SUPPLIES N FEES THAT NON OF THIS CARRIERS CHALLENGE. MECHANICS NEED CARRIERS TO SURVIVE BUT YET THREAT CARRIERS LIKE THRASH, CHARGE RIDICULOUS RATES THAT NO ONE CAN QUESTION. TRUCK STOPS NEED CARRIERS TO SURVIVE BUT YET IMPOSE ILLEGAL TOWS, INFLATE THE PRICE OF EVERYTHING IN THE STORE x2 AND PROBABLY CURSE YOU OUT FOR ASKING FOR INVOICE 🧾. SHIPPERS AND RECEIVERS NEED CARRIERS TO BREATH BUT YET ABUSE THEM ON ALL LEVEL FROM 1st APPROACH. Ex, long waits to check in/out, unavailable or unhygienic comfort stations, ridiculous n unjustifiable claims, unpaid hours for mechanical n human labor during loading/unloading. Etc. TOW COMPANIES ARE HIGHWAY ROBBERS THAT SEES EVERY TRUCK BREAKDOWN AS AN OPPORTUNITY TO OWN A TRUCK. BY billing you $54000 for a 90miles tow of a 2003 truck that’s probably worth $18,000 SHOULD I REMIND YOU OF HOW THE LOAD-BOARDS MANIPULATE FRIEGHT RATES IN FAVOR OF THE BROKERS? Let’s not go there bcus ASK YOURSELVES WHY IS IT DIFFICULT TO POST THE RATES CUSTOMERS ARE PAYING ON THE BOARDS SAME WAY THEY POST THE RATES CARRIERS ARE RUNNING A LOAD FOR. smh. CIVILIANS ALSO PREY ON CARRIERS, BY INTENTIONALLY ENGINEERING AN ACTS OF ACCIDENT IN OTHER TO GET THE HEAVY CHEQUES. THE FMCSA WHO IS SUPPOSED TO BE THE GOVERNING BODY OF THE SO CALLED INDUSTRY CARE LESS ABOUT CARRIERS GETTING PAID OR NOT. Bcus if they do, hw is it so easy for a broker to declare bankruptcy and 24hrs later the same broker is up and running with a different business name? TODAY, THE FMCSA CLAIMS THEY ARE PUSHING FOR THE SAFETY OF THE HIGHWAYS, REDUCTION OF CRASHES INJURIES OR FATALITY BY HEAVY DUTY TRUCKS. I DOUBT VINN WHITE’S GOT 200MILES BENEATH HIS WAISTLINE, OR SUE LAWLESS EVER BACK UP A DOCK. NOR HAS BRENNA MARRON EVER EXPERIENCED WHAT IT FEELS LIKE TO BE STUCK IN A 50inches of snow FOR 5DAYS ON I80 BUT YET THEY ARE PUSHING FOR AUTONOMOUS TRUCKS. HEHEHE i laugh in Spanish. CARRIERS, O/O, TRUCK DRIVERS ARE BEING EXPLOITED AND NO ONE ABSOLUTELY NO ONE IS DOING ANYTHING ABOUT IT. TRUCKERS THEY SAY ARE THE PILLAR OF THE COUNTRY ECONOMY BUT YET THE PILLAR IS MALNOURISHED AND UNCARED FOR. ANYWAYS IF YOU READ TILL THIS LENGTH, THANKS FOR BEING PART OF A BORED MAN THOUGHT WHO DROVE 859MILES EMPTY BACK HOME BCUS HE VALUES DIGNITY IN HIS HARD LABOR. Lastly pls ignore any typos bcus English is my second language and this was typed without spell checking. #saynotocheapfreight #owneroperator #freight #freightbroker #carrier #FMCSA #trucking #truck #truck driver #truckingindustry #kidfreight #cdldrivers #ltlfreight #loadboard

Government oversight is always unwanted in private business, but carrier lease agreements have become a norm in trucking. While a potential ban may seem destructive to owner-operators, I do think it would benefit the industry more than harm it. It could provide more enforcement and control over the "carrier.inc" type of companies that overutilize owner-operators to stay in business and race such lease drivers in debt. It can also help monitor and enforce free competition among companies that operate legally and properly classify their employees as well as promote fair rates for transportation overall, as at the moment, the trucking "blood-bath" of 2022-2024 has been so long only due to such lease agreements.

The FMCSA has delayed the implementation of truck speed limiter and ELD regulations within the trucking industry until 2025 to allow for further evaluation and discussion. #freight #trucking #truckingindustry #eld #electricvehicles #truckinglife

The FMCSA is now asking truckers to see their leasing agreements to expose predatory companies. What they discover can impact future policies for trucking companies. Here's what they're looking for: https://lnkd.in/eu8GFfae Disclaimer: This information is not legal advice and should not be relied on as such. It is meant only as a general overview and may not apply to your specific situation. For personalized legal guidance, consult with a qualified attorney.

The FMCSA Truck Leasing Task Force has put forth its recommendations on action regarding predatory lease-purchase contracts that have plagued the industry. https://lnkd.in/dV9BTVUc

Interesting topic. Approximately 77% of drivers who enter lease purchase agreements fail, though this statistic may be either inflated or understated. In my opinion, it is more likely understated, as it is based on survey data. It’s generally recommended that any new business have enough capital to cover at least six months of estimated expenses, something many drivers overlook before entering such contracts. To succeed in business, financial responsibility is key. A truck, after all, is a machine, and machines require maintenance to operate efficiently. This means that a portion of earnings must go back into the truck at some point. I believe many drivers fail to account for the true cost of doing business when considering a lease purchase agreement. I’ve personally witnessed drivers repeatedly turning down work due to winter weather, being afraid to drive in mountains, and citing various other reasons—all of which put them further behind while under contract. To make a profit, the wheels have to keep turning. For me, personally, I would never enter into a lease purchase agreement. One major reason is the contractual obligation to stay with the company until the agreement is fulfilled, which limits flexibility. I could see the value in requiring financial business counseling before committing to such a significant purchase. While I agree that there should be standard regulations for these types of contracts—and that some companies may use exploitative tactics—when do we hold the individual who chooses to enter into such agreements accountable? Do we really need more regulation?

Agreed. Large and small carriers abuse drivers with these lease programs, recycling drivers as one quits and another unsuspecting driver signs up. These companies are selling drivers the American Dream, which they know they will never achieve. Most walk away in financial ruin after their failed attempt to be owner-operators via lease programs. If you have the creditworthiness to get a loan, go to a lender; that should be the only way a driver can get into a truck.