Before the FMCSA, was the organization called the ICC, or Interstate Commerce Commission.  They regulated the routes and decided who could purchase the rights to that specific lane of transport.

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Carriers couldn’t simply continue doing business as usual. They had to apply for rights —or authority—to carry goods in the territory where they already did business. Carriers had to document their prior service in the specific lane they were applying for. And this wasn’t easy since the ICC was very restrictive in their interpretation of proof of service.

Carriers could expand their territories by gaining rights to lanes where no other company already had authority, effectively expanding their territory. But they had to file those requests ahead of time, and other carriers could protest their applications on the grounds that the new service would endanger or impair their own operations.

Carriers could also buy rights from other carriers. But that too was difficult. In a 2005 interview, retired Estes Executive Vice President Thomas Hupp noted that, “When one carrier bought rights from another, they had to come to an agreement and then take it before the appropriate commission to get approval. And you also had to have approval if you wanted to buy another company outright. Essentially everything was controlled by either the appropriate state agency (intrastate) or the ICC (interstate).”

Available lane rights became very expensive. By the 1970s, authority for some routes sold for hundreds of thousands of dollars. And the resulting patchwork of authority often created very inefficient paths that required carriers to go hundreds of miles out of their way.

So Effectively, through the deregulation of the trucking industry they created a more equal playing ground, by seeing the need to increase capacity in order to grow and bolster the countries needs.

The system replacement worked in order to create the true competitive industry we have today.

Now we are seeing the influx of technology, which will bolster the regulations again to automate as much as possible, so the whole requirements are followed and automatically policed effectively by notating on the electronic logs and requirements to notify operators of mandated times for service, through their onboards.  Relieving the burden of time and paperwork.

Good and Bad it has its place.

The downside is being seen is because this electronic logging and actual time they [authorities] didn’t realize before implementing is how much freight the ones forced out actually hauled creating a need to support the industry through a system manipulation to help weaken the system as a whole…..think “squeaky wheel” if you will…….

A True free for all, pencil whipping logs to make your money.  Truckers saw the abundance and hazards of non-regulation; suit after suit from prior acts in order to support the nation.  I personally, remembering drivers making $2500 a week, during the 80s.  RUNNING…..Yes the CAPITALIZATION was there.

Why you think the 80s was trucking song after trucking song?  Think about it, SMOKEY AND THE BANDIT.

We truly are the last American Cowboys!  Outlaw Truckers and all.  No matter the system the vulnerabilities are more to the citizens then anything.  Why?!?  1.  Each City is 3 days to starvation, thank you “just in time.”  2.  Trade and Free Travel is vital to any society, cut one off to trade and a system can cause a nation to crumble.  3.  Without Trucking, if in a “dangerzone” via —natural and unnatural disasters, ect…… Trucking is the only one system who can get in and get the needs delivered, from clearing roads, to pushing through with supply lines……Remember those bad zones you don’t dare to travel, does not mean we do not call them home.

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  1. Pingback: Days of Trucking Past- Remembering History - MAD MOTHER TRUCKER

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