In 2022 I worked for a postal contractor and wondered about how many foreign drivers were taking the jobs from American workers. Turns out my guess was right, way too many in all segments of Trucking. I have also trucked through the 48 states carrying refrigerated loads and many illegals must be in that industry too. Try sitting in Ontario California and waiting two days for a load on your own dime. I’m not saying all foreign drivers are illegals but I bet the percentage is high.
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Good thing they run out next month. Let’s go
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If English is the only problem that can be tackled by giving them training on the sites.plus english teachers also get the job.If someone already driving truck and know how to drive he or she will learn english in no time.they already in the field and understand basic english and american culture.We need drivers to run the Economy &Service to American People.These already trained drivers are like a Baked Pizza.Just Heat them at Microwave of english class and eat it.Saves us thousands of dollars we already spent on them by training them to be CDL DRIVER and they also need this job.We were never short of drivers in first place if americans doing it even provided with free training.
Pete Routsolias sounds like a POS. Wonder who’s pilulling his strings to reverse safety and security that quick. ATA maybe?
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Honestly these people are a problem. Been driving as a retirement gig the last ten years where witness these people operating as if still in their third world nation, they do not belong here as they do not follow the rules here.
The main factor is they will drive for pennies compared to US Citizen, they cut throat rates by doing so and essentially steal jobs from the US Workers. May get bargain prices due to that but is costing the markets in other directions severely.
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The death spiral of the American passenger train began when the United States Post Office took its business off of the American passenger train in 1967.
That decision — to move the mail from railcars to trucks and planes — did more than change how letters moved. It dismantled the economic backbone that sustained passenger rail service in America. For over a century, mail contracts had subsidized intercity passenger routes, funded station infrastructure, and guaranteed regular train frequency. When the Post Office Department withdrew those contracts, the railroads lost not just a customer but a stabilizing partner in the national transportation ecosystem.
Nearly six decades later, the consequences are clear. The U.S. freight and passenger systems have diverged into two competing realities: one of railroads struggling to reestablish balance between public service and private efficiency, and another of highways choking under the weight of deregulated trucking, weak enforcement, and growing labor uncertainty. The recent U.S. Postal Service’s failed attempt to ban non-domiciled CDL drivers — a policy reversal that disrupted nationwide delivery operations in less than a week — shows just how fragile the truck-based mail network has become.
When the Postal Service implemented its ban in October 2025, it discovered that tens of thousands of its contracted truck drivers were immigrants operating under “non-domiciled” CDLs — a licensing category now under federal scrutiny. The result was instant gridlock: missed linehauls, delayed sorting, and canceled trips. Within days, USPS rescinded the order, admitting it had underestimated its dependence on this under-regulated labor pool.
This was not an isolated error; it was a symptom of a larger problem. The Federal Motor Carrier Safety Administration (FMCSA) — the agency responsible for commercial carrier oversight — now supervises more than 1.2 million for-hire motor carriers, of which 97 percent have never been rated for safety. That statistic should alarm anyone who depends on the nation’s freight and mail systems — which is everyone. The USPS, like most large shippers, has relied on a federal database that gives the appearance of regulation but not its substance.
The result is a logistics network that is highly efficient on paper and deeply unstable in practice. Carriers appear legitimate, but many have never been audited, verified, or inspected. The same structural weaknesses that fueled the “Great Freight Recession” — oversupply of unvetted capacity and an uncontrolled driver pipeline — now threaten the reliability of mail service itself.
It is time to re-examine the premise that the mail must move by truck. The railroads already provide the most secure, fuel-efficient, and climate-resilient freight corridors in North America. They operate under stringent safety regulation, verified identity management, and continuous federal inspection. Integrating USPS linehaul traffic back into the national rail network — through a combination of long-haul intermodal partnerships and dedicated mail trains — would restore operational predictability and reduce the system’s dependence on an under-regulated trucking base.
Furthermore, ongoing discussions about rail consolidation — such as a potential Union Pacific–Norfolk Southern merger — could create the integrated infrastructure needed to handle high-priority mail more effectively than the fragmented contract trucking model can. The railroads already possess the physical right-of-way, the data integrity, and the institutional accountability that the current mail network lacks.
A modern mail-by-rail system would not mean turning back the clock. It would mean using 21st-century logistics intelligence, scheduling technology, and intermodal coordination to bring discipline back to a system that has lost it. Passenger rail could benefit too, as shared investment in mail service once again makes passenger frequency economically viable along key corridors.
The Postal Service’s brief “truck ban” was a warning shot — a glimpse into a supply chain too brittle to absorb regulatory correction. If we want to preserve both the reliability of mail delivery and the security of national logistics, we must return to the mode that built both: the American railroad.
Reconnecting the USPS with rail is not nostalgia. It’s national strategy — a way to restore stability, oversight, and public trust in how America moves its most fundamental commodity: communication.
Honestly, it seems like you and the rest of these wannabe experts can’t get over the fact that the freight industry isn’t stuck in the 1990s. You don’t get to claim exclusive rights over it, all the while raking shippers and customers over the coals with your delusional rate expectations. The freight market is free and open, meaning competition will force out the bad actors… like yourself. How about build a real business that’s operated well enough to sustain the natural peaks and valleys of business? Sorry to break it to you, but the world is changing and it’s going to run you over if you don’t adapt. @Cale_King @rajeshshivam @Robert_Mcgill @TruckerBrownFamily @James_S @tnoa @Bio_Toxin @Sage
USPS is fully aware of the high quantity, and low quality, of the drivers that brokerages have, and if allowed by law, will continue to transport mail. They simply don’t like the higher rates it would cost to move the mail by Americans, and follow all the laws, rules, and regulations at the same time. Public safety, security of the mail, and on time service are not priorities for USPS any longer. Unless the current Trump administration puts a stop to it, this will continue to destroy an industry that has provided many generations a living wage to support their families that actually live in the United States.
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Posted from Cheap Labor Pvt. Ltd. Mumbai HQ.
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“This ChatGPT write good English!” - ‘Vicky’ aka Ramajamuwmamma in Chennai
Hey Rat. Did the A/C kick on in the trailer this morning?
Now do it legally.
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