On September 26, 2025, the US Transport Secretary, Sean Pipyeh, announced an emergency order that the states are required to stop the issuance or renewal of non -Demi Driver’s licenses (CDL). This directive ends a widespread action in many CDL issuance to non -citizens without employment -based visas or expansion beyond the expiration of work visas.
Over the past few years, motor carriers have increasingly hired non -dialy CDL drivers. These drivers have been attractive hires because they often accept wages under their American counterparts and are willing to violate HOS without fear of the consequences.
Many non -Demon CDL owners are otherwise homeless and ready to live in their trucks, because living conditions in their countries are often worse than those in a truck cab. A significant number of these drivers welcome Eastern Europe or the Indian subcontinent.
Transportation agencies, often governed by foreigners, have produced a convincing business model: imports of imports from their home countries pay an average wage and almost non -stop. While these conditions are unpleasant to anyone, they often prefer home -to -home conditions, and its wages are more than drivers can earn there. In addition, since drivers live in their trucks, housing and personal transportation costs are eliminated. This model has been very effective.
While many of the transportation industry has endured its deepest downturn in history, these operators have exploited their desire to prevent regulations and employment in harsh conditions to reduce the price of competitors owned by the United States. The profitability of transport transport is largely redirected by maximizing the use of assets and controlling variable costs, and this approach allows such firms to flourish.
The shipment carried out by these carriers is often caused by brokers without using their methods. Although fewer people confess, the brokers of these companies have loaded the transportation companies because their rates are much lower than what US companies can offer for the same routes. In addition, a solitary driver who wants to run non -stop in a 1000 mile distance can provide similar services for a team operation.
Carriers exploit the rules of abuse
Holders of non -Dumicular CDL have been integrated for many transport transport operations, especially those that are focused on minimizing costs. Industry observers point that these drivers often work with different expectations of American drivers.
As Miranda succeeded in Tmsuccessful (TMSuccessful), “Many carriers who hire non -di -dem -holders have developed a commercial model that can survive that drivers are ready to run more miles in a shorter period (1000 miles in a day … for example … for example … reference to Nudge Nugde).”
This has distorted the market, and brokers are expecting an unrealistic delivery table. The same source highlights the brokers “expect to do 800-900 miles a day,” sometimes even the delivery date to match these expectations.
Federal repression
Considering safety and adaptation issues, the US Department of Transport (Dot) issued an emergency order that countries stop the issuance or renewal of limited CDL legal presence and business learners licenses until new federal standards began.
The Duffy Minister was explicit: “What our team has discovered must disrupt and anger every American. It issued huge and £ 80,000 permits to dangerous foreign drivers-Mullah illegally. This is a direct threat to the security of the entire family on the road.”
States such as California, Oregon, Colorado, Pennsylvania, South Dakota, Texas and Washington have now suspended the issuance of non -Demi CDL. The move is seeking a federal carrier (FMCSA) audit, indicating that more than 25 % of California’s non -CDL CDLs have been incorrectly issued, including years of extension beyond US legal presence.
The law provides a two -year bounty period before losing existing non -tail CDLs, but ultimately inhibits the growth of these operators, especially as it meets the requirements of English skills and other rules. By stopping the new issuance, such drivers are dry.
Operational challenges and bankruptcy risks
This surveillance change creates existential threats for many carriers, especially the small and medium that rely on this pool. Analysts predict that they increase bankruptcy because companies are facing operations without their traditional workforce.
Many firms have made unstable models with full oversight. Miranda succeeded in Trucking: “Due to the lack of a better word, some transport companies will not be alive if they have to follow the law … and this is a big problem.” “If you build your company in Quicksand, there’s only one thing you can make sure: one day, it goes down.”
Economic factors
Economic pressures have fueled these ways. Operational costs for truckers have increased by more than 40 % per mile over the past 5 years, while rates per mile declined by $ 0.30. This pressure has led operators to alternative solutions.
Many running are now losing. To survive, the average carriers hired these drivers, which allowed by government supervision to allow CDL to allow foreign licenses without a US -based test or work permit.
Safety and consequences of market
This repression emphasizes the safety and market inequality concerns. American truckers adhering to HOS rules – limited to 11 hours of driving – usually maximize at 500 miles daily. This makes them disadvantaged against non -compatible competitors.
Non -dipowners often ignore HOS and run without stopping. These are the rules for safety, but they have a disability US truckers who have their jobs and refuse to violate.
If successful, this implementation can end a major recession by reducing the extra capacity of illegal operators, restoring the rule of law and improving market conditions regardless of demand.
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