Under 21 O/O insurance?

@Ridgeline hey, I had to cut my reply because it was too long! Go figure, me too long, never LoL. Here is the rest of my reply.

One last question for you since you are a critical thinker (I really do like your points on most posts) -if large motor carriers are so hot to have under 21 year old drivers allowed to engage in interstate commerce, which we know they are salivating at the thought, and IF as you contend these under 21 year olds could already engage in interstate commerce if they stay wholly within one state, why don't the mega carriers employ these CDL holders at 18-20 years old on local dedicated routes like Home Depot, Lowes or other local distribution routes? Especially the self insured ones that are supporting the DRIVE SAFE Act?

I will answer that one, because they can't under the current regulations. This is a subject near and dear to me both as a compliance consultant and as the Lobbyist Member for The Towing and Recovery Association of America, Inc. (TRAA)

I personally was subject to this discrimination 30 years ago when as a 18 year old class A CDL holder I could not get meaningful work because of this restriction nor could I even operate my father's trucks because of the interstate nature of his operation. Insurance was not an issue, I was approved by the insurance carrier but the motor carrier enforcement shut me down numerous times without ever leaving Pennsylvania. Odd enough, I ended up driving a school bus and crossing state lines daily (PA into NY and back) which is perfectly legal as pupil transportation is exempted from most FMCSRs as a government agency. Go figure, right?

Fast forward to today and I have spent the last three years working with TRAA, their lawyers and lobbyist group Tremont Strategies, to combat this unreasonable and burdensome restriction by supporting the passage of the DRIVE SAFE Act to allow drivers under 21 years old to engage in interstate commerce. We need to capture their interest in towing (as well as other vocational fleets) right out of high school to get them to take a career path as a professional tow operator. We can't legally employ them as tow operators in most cases because of the Interstate Commerce Act and FMCSA restrictions on age and interstate commerce, even wholly within one state. The best we can do is offer them a road service position in a small van or pickup (under 10,000 GVWR) which doesn't pay well and is a high turnover position.

Now, I know young drivers are a sore subject in the trucking industry, and although I was safe and successful at 18 I don't expect every young driver to be the same. That said, I think there is a place for 18-20 year olds in vocational segments of trucking more than OTR and that is why I personally and professionally support the under 21 change. I would even be happy with language restricting the true long haul operations and focusing on these odd circumstances such as presented earlier when I was 18 or the needs of the towing industry.

So, contrary to popular belief, I am not speaking out my arse and have been working on this subject for years. As a compliance consultant it is my job to know this stuff inside and out. I wish what you claim was accurate as it would solve many of my clients problems finding workers.

Lastly, since you are always looking to learn maybe you will find this article interesting. It documents my trip with TRAA to D.C. this March and includes information about this subject and some other legal issues the towing industry is facing including a size and weight issue that I authored the revised bill language for. The article begins on page 36 of the May 2020 issue.
http://digital.olivesoftware.com/Olive/ODN/AmericanTowman/default.aspx

Thanks for keeping this a friendly discussion, I love it when we can present differing view points without being reduced to name calling and other crap.

 

wow, unbelieveable. what a way to deter a business minded individual.

 

The last mile delivery gets away with it because it is a new shipment fron the DC to the customer, not a continuing load. They actually issue a new BOL for the last mile delivery,An item in a Amazon load from Chicago Il to Las Vegas NV, then final stop of Nipton NV. If the last mile Delivery was sent out say from Las Vegas, NV and delivering to Nipton CA, this would now be or still be an interstate load as it is crossing stateline on the new dispatch, but as another item was being sent out as last mile dispatch to Henderson NV, it is now intrastate as its new point of orgin of the new BOL is Las Vegas so its NV to NV. The re dispatch of the individual items in the load become new loads.

 

True when the final destination was unknown at the time the product was received into inventory at the warehouse. Your example is perfect with Amazon or grocery warehouses and the like. If it is a thru shipment then the original intent applies.

Great point though.