ATA Meal and Rest Break Petition blog California Labor Commissioner Denham Amendment dot Driver Wages Federal Preemption of States Rights FMCSA HOS meal and rest breaks otr trucking Petition from American Trucking Associations sent to FMCSA Administrator Ray Martinez Politics teamsters trucking law

In spite of losing in Courts and Congress FMCSA grants ATA petition

After years of losing in courts and losing in Congress, on September 24th, the ATA made a last try and petition the FMCSA to preempt the California labor laws applying federal Hours of Service laws. On December 21st, the FMCSA introduced that it was granting the ATA petition overriding the Courts and Congress.

In spite of ATA losing in Courts and Congress- FMCSA grants ATA petition towards truckers being offered Meal and Rest Breaks

Read extra:
ATA seeks FMCSA approval to Preempt state legal guidelines which shield trucker wages
Only 2 Days Left to Touch upon ATA Petition towards truckers

ATA Petition to FMCSA
Petitions for Willpower of Preemption: California Meal and Rest Break Guidelines

FMCSA requests feedback on a petition submitted by the American Trucking Associations, Inc. (ATA) requesting a willpower that the State of California’s meal and rest break rules are preempted by Federal regulation. Among other things, FMCSA requests feedback on what effect, if any, California’s meal and relaxation break necessities might have on interstate commerce.
A Information Details to Make Comments to ATA Meal and Rest Break Preemption
Then, less than 3 months later, on December 21st, the FMCSA announced that it was granting the ATA petition. In their ruling, the FMCSA said that CA MRB Rules “are incompatible with the Federal hours of service regulations” and that they “cause an unreasonable burden on interstate commerce.”

FMCSA asserted that carriers should not have to offer drivers with the meal and rest breaks dictated by California’s labor code. The California legal guidelines conflict with federal hours-of-service laws, the company says, and subsequently are outmoded by federal regulation. The agency stated that, regardless of being more stringent, California’s break laws don’t provide higher safety advantages than federal hours laws.

Lawsuits soon filed by Teamsters and California Lawyer Common Xavier Becerra and the California Labor Commissioner’s Workplace

The Worldwide Brotherhood of Teamsters has since asked a federal appeals courtroom to reverse a ruling exempting truckers from California’s obligatory meal and relaxation break rule.

The Teamsters requested the U.S. 9th Circuit Courtroom of Appeals in San Francisco on Dec. 27 to throw out the ruling or present “relief as the Court deems proper.” The ninth Circuit stated in 2014 the California-required break applied to truckers.

“FMCSA’s suggestion that rest break rules negatively impact highway safety is ludicrous,” the Teamsters stated in a press release. “FMCSA’s suggestion that California’s meal and rest break rules negatively impact highway safety is ludicrous. The idea that providing a 10-minute rest break after four hours and a 30-minute meal break after five hours somehow makes the roads less safe is beyond comprehension. This is simply a giveaway to the trucking industry at the expense of driver safety.”

DOT Succumbs To Massive Enterprise, Grants Petition Undermining Drivers

California Lawyer Common Xavier Becerra and the California Labor Commissioner’s Office announced  the filing of a petition with the U.S. Courtroom of Appeals for the Ninth Circuit, difficult the Federal Motor Service Security Administration’s (FMCSA) determination to strike down the state’s extra strict meal and relaxation break rules for truck drivers.

“It is well within a state’s rights to establish standards for the welfare of our workers. Truck drivers, like every other person protected under California’s labor laws across hundreds of different industries, deserve adequate meal and rest breaks.” – California Lawyer Basic Xavier Becerra

California, Teamsters Sue FMCSA To Reinstate Meal And Relaxation Break Guidelines For Truckers

A.G. Becerra contends the FMCSA does not have the authority to preempt state standards and is restricted to assessment of laws and laws on business motorcar safety. Further, Becerra intends to make the case that the provisions targeted by the ATA and the FMCSA are broadly relevant office laws that aren’t legal guidelines and laws on business motorcar safety inside the which means of federal regulation.


So why is the granting of this petition so ludicrous?

For starters, the ATA petitioned the FMCSA 10 years prior to this and it was rejected by the identical authorities company which determined now to grant it.

2008 Rejection of the ATA Petition:

ACTION: Discover of rejection of petition for preemption.

FMCSA broadcasts the rejection of a petition for preemption of California legal guidelines and laws requiring employers to offer staff with meal and relaxation breaks. The petition doesn’t satisfy the edge requirement for preemption beneath 49 U.S.C. 31141(c) because the provisions at challenge usually are not “laws and regulations on commercial motor vehicle safety,” but quite legal guidelines and laws applied usually to California employers.

2018 FMCSA Granting of ATA Petition

FMCSA Order; grant of petition for willpower of preemption.

The FMCSA grants petitions submitted by the American Trucking Associations and the Specialized Carriers and Rigging Affiliation requesting a willpower that the State of California’s Meal and Rest Break rules (MRB Guidelines) are preempted underneath 49 U.S.C. 31141 as utilized to property-carrying business motorcar (CMV) drivers coated by the FMCSA’s hours of service laws. Federal regulation supplies for preemption of State laws on CMV security which are further to or extra stringent than Federal laws if they haven’t any safety benefit; are incompatible with Federal laws; or would trigger an unreasonable burden on interstate commerce. The FMCSA has decided that the MRB Rules are laws on CMV security, that they are extra stringent than the Agency’s hours of service laws, that they haven’t any safety advantages that reach beyond those already offered by the Federal Motor Service Safety Laws, that they are incompatible with the Federal hours of service laws, and that they cause an unreasonable burden on interstate commerce. The California MRB Rules, subsequently, are preempted beneath 49 U.S.C. 31141(c).

The Courts haven’t ruled but on whether or not the FMCSA’s letter may have the pressure of regulation. Instances have been gained claiming a  motion to dismiss where carriers  tried to argue that the case was now moot because of the FMCSA challenge. The courtroom disagreed.

The 9th circuit courtroom of appeals shall be deciding whether or not the FMCSA has the fitting to difficulty a contradictory ruling to its 2008 ruling or by no means.  Different courts will handle associated points resembling whether it’s retroactive.

Word that the US Supreme Courtroom has been questioning whether or not courts should defer to company opinions: Many judges don’t like the thought of courts deferring to businesses in terms of figuring out regulation.

HISTORY OF ATA Struggle towards Meal and Relaxation Break (MLB)

The Courts

For over 100 years California has had a regulation on the books saying staff who work in the state are entitled to 30 minute unpaid meal breaks on or earlier than the 5th and 10th hour of their shifts and 10 minute paid rest breaks for each 4 hours of their shift or main fraction thereof. California additionally requires employers to pay drivers for all non driving work time, corresponding to detention time.

Motor Carriers had claimed and fought in courtroom that State Labor Legal guidelines which shield staff from abuse and being exploited, weren’t in keeping with the 1994 Federal Aviation Administration Authorization Act,   Their argument was that by having to pay drivers for detention time, offering them an optionally available 30 min meal breaks, and offering them with paid 10 min relaxation breaks, that these state labor legal guidelines violated the 1994 Federal Aviation Administration Authorization Act because the Federal Aviation Administration Authorization Act forbid states from enacting legal guidelines that” intrude with prices, routes or service of motor carriers. ”
The ATA claimed that State Labor Laws, which shield ALL staff from wage and safety abuse, have interfered with the motion of the country’s freight, specifically, prices, routes and providers.

The trucking business also argued in the courts that its staff are subject solely to federal regulation, to not local or state legal guidelines.  The business repeatedly misplaced this argument in courts.

Dilts v Penske and Campbell v Vitran have been instances in which the 9th District Courtroom discovered that;

The Courtroom thus held that California meal and rest break legal guidelines usually are not preempted as a result of they are “NOT the sorts of laws ‘related to’ prices, routes, or services that Congress intended to preempt.”. As an alternative, they are “normal background rules for almost all employers doing business in the state of California.”.

The ATA and its members had been struck down in courts once they tried to apply the 1994 F4A as part of their argument.  This included the ninth district courtroom, the CA Supreme Courtroom, and lastly the U.S. Supreme Courtroom, who refused to hear the argument.

The ATA Lost in Courtroom. Misplaced in Congress 5 occasions to move Denham Amendment however FMCSA preempts state labor legal guidelines granting ATA petition towards truckers

Failed in Courts so off to Congress to attempt to change change regulation

After a number of failed makes an attempt in the courts, the ATA then lobbied Congress to include a provision into major bills which would override state labor legal guidelines. The supply created was the Denham Modification, launched by Jeff Denham (R-Ca)

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ATA’s Myths and Information about Denham Amendment Busted

The Denham Amendment was introduced in order to preempt state labor legal guidelines (based mostly on an alternate interpretation of theF4A) Once more, these state labor laws present ( non-compulsory) 30 minute meal breaks and paid 10 minute rest breaks as well as requiring employers to pay staff all the time worked, not simply their piece work wages.  For skilled drivers this included all non driving duties comparable to detention time. In other words, the Denham Modification, if it had passed, said that carriers are only obligated to should pay drivers for his or her miles pushed, nothing more.

So, for the previous few years the ATA has been lobbying Congress to include the Denham Modification, in Transportation bills.  The amendment was first introduced in the 2015 FAST ACT and failed.
ATA continued to reintroduce Denham to five other items of legislation and failed, together with the newest FAA reauthorization invoice.

Denham Modification claims that the true intent of Congress in 1994 FAAAA was  to preempt state legal guidelines corresponding to California and different states who’ve comparable labor laws defending staff.

The Denham Amendment  would have altered the interpretation of the 1994 Federal Aviation Administration Authorization Act,  a federal transportation act governing movement of the nation’s freight.

“Subject to paragraph (2) of this subsection, no State or political subdivision thereof and no intrastate agency or other political agency of 2 or more States shall enact or enforce any law, rule, regulation, standard, or other provision having the force and effect of law relating to intrastate rates, intrastate routes, or intrastate services of any freight forwarder or broker…”

Denham is written in such a means, that if passed, it will have resulted in revised Federal regulation which would relieve carriers from the obligation of having to pay drivers for anything aside from their piece work wages or the miles they drive.

Congress and Courts did not agree with this, so the subsequent step was to return  to the FMCSA….AGAIN….10 years later.
Denham Amendment defeated in FAA invoice BUT it’s not over- ATA sends petition to FMCSA

This time the ATA gained their battle towards truckers and wages. They usually did it in

the identify of…. right here it comes… Safety.

FMCSA concludes that: (1) The MRB Rules are State legal guidelines or laws “on commercial motor vehicle safety,” to the extent they apply to drivers of property-carrying CMVs topic to the FMCSA’s HOS guidelines; (2) the MRB Rules are further to or more stringent than the FMCSA’s HOS guidelines; (three) the MRB Rules haven’t any safety benefit; (four) the MRB Guidelines are incompatible with the FMCSA’s HOS rules; and (5) enforcement of the MRB Rules would trigger an unreasonable burden on interstate commerce. Accordingly, the FMCSA grants the petitions for preemption of the ATA and the SCRA, and determines that the MRB Guidelines are preempted pursuant to 49 U.S.C. 31141. California might not enforce the MRB Rules with respect to drivers of property-carrying CMVs topic to FMCSA’s HOS rules.

So what occurs to the lawsuits pending in courts from all drivers who haven’t had a ruling yet?  These are the lawsuits from drivers who haven’t been paid in response to California labor laws for his or her rest breaks and for non-driving work resembling detention time?

The large question is, how can a authorities agency overrule each the very best courts and Congress on a choice, which even they themselves Rejected 10 years ago?

© 2019, Allen Smith. All rights reserved.

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