Business
Column: You may be mad at truck drivers, but they’re the victims of an abusive system

Few staff in America have a lousier status simply now than truckers.
Since final fall, when an inflation spike first bubbled into public consciousness, truck drivers have been blamed for contributing to logjams on the ports of Los Angeles and Lengthy Seashore, which account for 40% of the ocean freight coming into the U.S.
Drivers had been blamed for not exhibiting up for work in enough numbers to maneuver backed-up cargo. The office rights they had been granted by California regulation supposedly interfered with the free stream of products, prompting transport corporations to ask Gov. Gavin Newsom, unsuccessfully, to droop these rights at some point of the supply-chain backlog.
Supposedly we’re very expert staff, with a excessive quantity of coaching to do that crucial job. However the pay and the therapy are simply not including up.
Domingo Avalos, port truck driver
Then got here the truck driver blockades at essential Canada-U.S. border crossings, a few of that are nonetheless happening. By no means thoughts that these blockades had been aimed toward protesting authorities COVID vaccination mandates which are supported by majorities in each nations. By no means thoughts that the protests seem like coordinated and financed by far-right activists within the U.S.
Right here’s the reality: Truck drivers, notably the short-haul drivers who carry items from the ports to regional warehouses or different transportation depots, are among the many most abused staff in our economic system.
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They’re not the issue within the port backups. The issue is a system that steals wages by the tens of millions from drivers. The issue is transport corporations that misclassify drivers as impartial contractors regardless of constant rulings through the years by judges and regulators which have decided they’re staff in all however title.
They only don’t get the advantages — entry to employer-owned gear, staff’ compensation and unemployment insurance coverage, employer contributions to Social Safety and minimal wage safety.
They don’t get retirement or healthcare protection, or reimbursement for his or her work bills. Sometimes, they work on 90-day renewable contracts, which implies they’ll successfully be fired at will, with no recourse to the safety in opposition to arbitrary therapy loved by staff. And underneath federal regulation, they’re not eligible to unionize — that’s a proper afforded solely to staff.
Truck drivers are within the information in the present day mainly due to the Canadian protests, however that’s irrelevant to the true points American truckers face. Their work points are older and extra severe.
They’re staff reminiscent of Domingo Avalos, 57. Avalos has been driving for 20 years, the final 10 for XPO Logistics, a significant nationwide transport firm with in depth operations on the ports of Los Angeles and Lengthy Seashore.
Avalos informed me by way of an interpreter {that a} regular workday for him stretches from 5 a.m. to 7 or 8 p.m., typically with out meal breaks. Of that point, 5 to 6 hours are spent ready to be dispatched or for containers to be picked up or offloaded on the port, rail yards or warehouses.
“We don’t receives a commission till the truck begins transferring,” he says. “We don’t qualify for extra time pay, we go with out lunches or lavatory breaks. Supposedly we’re very expert staff, with a excessive quantity of coaching to do that crucial job. However the pay and the therapy are simply not including up.”
Avalos’ expertise with XPO was lined in a case the Teamsters introduced in opposition to XPO earlier than the Nationwide Labor Relations Board in 2015.
Christine E. Dibble, the NLRB administrative regulation decide listening to the case, present in 2018 that the corporate had denied him an $18,000 mortgage to restore his truck; based mostly on firm communications entered into proof, she concluded that the mortgage was denied as a result of Avalos was concerned in union organizing for the Teamsters.
Dibble ordered XPO to make the mortgage and pay Avalos for the interval he had been unable to work, however by the point her order was made remaining final yr, his truck had been repossessed.
Based on an estimate by the Nationwide Employment Regulation Mission, drivers designated as impartial contractors earn almost 20% lower than these designated as staff. In 2014, when the estimate was developed from business analyses and driver surveys, median pretax earnings had been $35,000 for driver-employees, and $28,783
for “impartial contractors.”
That yr, in line with the report, about two-thirds of the 75,000 port drivers nationwide had been misclassified as impartial contractors.
Given a mean work week of 59 hours, the bigger sum works out to about $11.40 an hour, and the smaller sum about $9.40. In California, that wouldn’t qualify as minimal wage in the present day.
A 2019 report by the UC Berkeley Labor Heart discovered that about 30% of long-haul drivers had been additionally probably misclassified. There the divergence of revenue was additionally notable, with long-haul worker drivers incomes a bit greater than a median $53,000 in 2018, and contractors incomes a median $44,520. Driver employment total is about 1.75 million, in line with the Bureau of Labor Statistics.
We’ve written earlier than in regards to the injustices that truck drivers face of their work on the ports.
The overwhelming majority of the roughly 14,000 common truck drivers on the ports of Los Angeles and Lengthy Seashore are labeled by their bosses as impartial contractors. They should shoulder the prices of working and sustaining their autos, together with repairs, tires, gasoline and insurance coverage.
Because of a state rule requiring low-emissions autos on the ports, many have needed to borrow the $80,000 or so wanted to buy new vans, typically taking loans from the transport corporations. That association, driver advocates say, makes them extra subservient to the bosses and locations them in such deep hock to the businesses that some are within the crimson even after a full week of labor.
They’re additionally weak to systematic wage theft. Simply final October, XPO agreed to pay $30 million to 784 drivers to settle federal courtroom class motion lawsuits alleging that two subsidiaries had intentionally misclassified drivers as impartial contractors and paid the drivers less-than-legal wages, did not pay them for missed meal and relaxation intervals, and did not reimburse them for enterprise bills or for waiting-time penalties.
“We imagine our classifications are authorized,” XPO Spokesman Joseph Checkler informed me. He notes that underneath the settlement, the corporate denied all legal responsibility and wasn’t required to reclassify the drivers as staff.
These situations prompted the California Legislature to label the ports’ short-haul drivers “the final American sharecroppers, held in debt servitude and dealing dangerously lengthy hours for little pay.”
The language is embodied within the textual content of a 2021 state regulation that makes transport shoppers, together with main retailers reminiscent of Goal, Dwelling Depot, Lowe’s and Walmart, collectively liable with many transport corporations for things like unpaid wages and unreimbursed bills owed to drivers.
“Individuals say there’s a scarcity of drivers,” says Ron Herrera, director of the port division for the Teamsters, which has fought a protracted battle to unionize drivers. “However there’s a scarcity of excellent jobs.”
The impartial contractor vs. worker debate has been a political shuttlecock for years. To some extent, it dates again to 1980, when the trucking business was deregulated and new corporations — usually nonunion — flooded into the market.
The Obama-era NLRB considerably narrowed employers’ latitude to make use of the dodge. Trump’s NLRB overturned that coverage; and Biden’s NLRB has signaled strongly that it’s returning to the Obama guidelines.
The back-and-forth performed out within the Teamsters’ 2015 case in opposition to XPO. In her 2018 ruling, Dibble took be aware of the ten elements the board mentioned needs to be thought-about in deciding an worker’s standing and located that seven weighed in favor of discovering that the drivers had been staff.
Amongst them had been that XPO exerted important management over the drivers’ work, that the drivers had been performing work central to XPO’s enterprise, and that in most respects XPO unilaterally set drivers’ compensation.
The ruling was essential as a result of it successfully allowed the employees to unionize — impartial contractors, not like staff, aren’t entitled to the unionization rights embodied in federal regulation. The ruling lined about 130 drivers at XPO’s terminal within the Metropolis of Commerce, however as a blow in opposition to the misclassifications or staff as contractors, it was much more important.
When Trump’s NLRB overturned the earlier coverage, Dibble was instructed to rethink her 2018 ruling. She did so, and reaffirmed it.
In California, the 2019 regulation often called AB 5 considerably narrowed the circumstances underneath which staff may very well be labeled as impartial contractors relatively than staff. Rideshare and supply corporations paid closely in 2020 to cross Proposition 22, which exempted them from the principles, however trucking corporations on the port weren’t lined.
That’s why transport corporations and different companies requested Newsom to droop AB 5 “till the availability chain has normalized.” Newsom didn’t chunk.
What’s typically neglected is who pays the prices of misclassification by transport corporations.
“They’re getting cash off the backs of drivers, off the taxpayers, off the excessive highway employers who comply with the regulation,” says Julie Gutman Dickinson, a Los Angeles lawyer who has scored a string of courthouse victories over misclassifying corporations through the years. Drivers are denied truthful wages and job protections; taxpayers lose out on payroll taxes and get caught with the prices of unemployment, incapacity providers and staff compensation; and law-abiding employers should compete with rivals working on a budget.
Misclassification additionally has environmental implications. “This phase of the trucking business has the bottom compliance charges with California’s present clear car laws,” the UC Berkeley report noticed. The report discovered compliance charges of 61% with the state’s low-emission truck and bus laws, “in comparison with 83% for big corporations that instantly make use of truck drivers.”
The burdens of noncompliance falls disproportionately on communities of coloration that are inclined to cluster close to the ports and alongside closely trafficked truck routes, the report acknowledged.
However repeated rulings that drivers meet all of the {qualifications} to be labeled as staff, the transport corporations are nonetheless preventing ferociously to maintain the impartial contractor dodge alive. XPO has requested the NLRB to reject a petition by the Teamsters to signify about 250 drivers in San Diego and Commerce, on the grounds that they’re not staff. The case is being heard by an NLRB administrative regulation decide in Los Angeles.
“We predict the proof will present that XPO Cartage correctly classifies the owner-operators and impartial contractors with whom it contracts,” Checkler says.
Dickinson says that what’s particularly irritating is that staff’ victories in courtroom and earlier than regulators haven’t prompted the businesses to adjust to the rulings. “Each time they lose or settle a case, they flip round and proceed to misclassify.”
The tide could also be turning, nevertheless. The latest XPO settlement hints on the prices that noncompliant corporations might face. California legal guidelines making shoppers liable for his or her transport corporations’ violations might immediate them to put stress on the corporations to conform. The Biden-era NLRB seems inclined to implement a joint-liability commonplace.
“Misclassification has been a pervasive downside for years and years,” Dickinson says. “Now it’s reaching a tipping level.”

Business
FCC commissioner sounds alarms about free speech 'chilling effect' under Trump

Federal Communications Commissioner Anna M. Gomez traveled to Los Angeles this week to sound an alarm that attacks on the media by President Trump and his lieutenants could fray the fabric of the 1st Amendment.
Gomez’s appearance Wednesday at Cal State L.A. was designed to take feedback from community members about the changed media atmosphere since Trump returned to office. The president initially expelled Associated Press journalists from the White House, for example. He signed an executive order demanding government funding be cut to PBS and NPR stations.
Should that order take effect, Pasadena-based radio station LAist would lose nearly $1.7 million — or about 4% of its annual budget, according to Alejandra Santamaria, chief executive of parent organization Southern California Public Radio.
“The point of all these actions is to chill speech,” Gomez told the small crowd. “We all need to understand what is happening and we need people to speak up and push back.”
Congress in the 1930s designed the FCC as an independent body, she said, rather than one beholden to the president.
But those lines have blurred. In the closing days of last fall’s presidential campaign, Trump sued CBS and “60 Minutes” over edits to an interview with then-Vice President Kamala Harris, alleging producers doctored the broadcast to enhance her election chances. CBS has denied the allegations and the raw footage showed Harris was accurately quoted.
Trump-appointed FCC Chairman Brendan Carr, upon taking office in January, revived three complaints of bias against ABC, NBC and CBS, including one alleging the “60 Minutes” edits had violated rules against news distortion. He demanded that CBS release the unedited footage.
The FCC’s review of Skydance Media’s pending takeover of CBS-parent Paramount Global has been clouded by the president’s $20-billion lawsuit against CBS. The president rejected Paramount’s offer to settle for $15 million, according to the Wall Street Journal, which said Trump has demanded more.
Two high-level CBS News executives involved in “60 Minutes” were forced out this spring.
Gomez, in an interview, declined to discuss the FCC’s review of the Skydance-Paramount deal beyond saying: “It would be entirely inappropriate to consider the complaint against the ’60 Minutes’ segment as part of a transaction review.” Scrutinizing edits to a national newscast “are not part of the public interest analysis that the commission does when it considers mergers and acquisitions,” she said.
For months, Gomez has been the lone voice of dissent at the FCC. Next month, she will become the sole Democrat on the panel.
The longtime communications attorney, who was appointed to the commission in 2023 by former President Biden, has openly challenged her colleague Carr and his policies that align with Trump’s directives. She maintains that some of Carr’s proposals, including opening investigations into diversity and inclusion policies at Walt Disney Co. and Comcast, go beyond the scope of the FCC, which is designed to regulate radio and TV stations and others that use the public airwaves.
The pressure campaign is working, Gomez said.
“When you see corporate parents of news providers … telling their broadcasters to tone down their criticisms of this administration, or to push out the executive producer of ’60 Minutes’ or the head of [CBS] News because of concerns about retribution from this administration because of corporate transactions — that is a chilling effect,” Gomez said.
Wednesday’s forum, organized by the nonprofit advocacy group Free Press, was punctuated with pleas from professors, journalists and community advocates for help in fending off Trump’s attacks. One journalist said she lost her job this spring at Voice of America after Trump took aim at the organization, which was founded more than 80 years ago to counter Nazi propaganda during World War II.
The Voice of America’s remaining staffers could receive reduction-in-force notices later this week, according to Politico.
Latino journalists spoke about the difficulty of covering some stories because people have been frightened into silence due to the administration’s immigration crackdown.
For now, journalists are able to carry out their missions “for the most part,” said Gabriel Lerner, editor emeritus of the Spanish-language La Opinión.
But he added a warning.
“Many think that America is so exceptional that you don’t have to do anything because fascism will never happen here,” Lerner said. “I compare that with those who dance on the Titanic thinking it will never sink.”
The White House pushed back on such narratives:
“President Trump is leading the most transparent administration in history. He regularly takes questions from the media, communicates directly to the public, and signed an Executive Order to protect free speech on his first day back in office,” spokesperson Anna Kelly said. “He will continue to fight against censorship while evaluating all federal spending to identify waste, fraud, and abuse.”
FCC Commission Chairman Brendan Carr on Capitol Hill.
(Alex Wroblewski / Bloomberg via Getty Images)
Traditionally, the five-member FCC has maintained an ideological balance with three commissioners from the party in power and two from the minority. But the senior Democrat — Geoffrey Starks — plans to step down next month, which will leave just three commissioners: Gomez, Carr and another Republican, Nathan Simington.
Trump has nominated a third Republican, Olivia Trusty, but the Senate has not confirmed her appointment.
Trump has not named a Democrat to replace Starks.
Some on Wednesday expressed concern that Gomez’s five-year tenure on the commission could be cut short. Trump has fired Democrats from other independent bodies, including the Federal Trade Commission and the Consumer Product Safety Commission.
Gomez said if she is pushed out, it would only be because she was doing her job, which she said was defending the Constitution.
Rep. Raul Ruiz (D-Indio) applauded Gomez’s efforts and noted that he’s long appreciated coordinating with her on more routine FCC matters, such as ensuring wider broadband internet access.
“But now the fight is the survival of the free press,” Ruiz said.
He noted that millions of people now get news from non-journalist sources, leading to a rise of misinformation and confusion.
“What is the truth?” Ruiz said. “How can we begin to have a debate? How can we begin to create policy on problems when we can’t even agree on what reality is?”
Business
Contributor: A Trump deregulator may set us up for a sequel to the 2008 crisis
The movie “The Big Short” — dramatizing the reckless behavior in the banking and mortgage industries that contributed to the 2008 financial crisis — captures much of Wall Street’s misconduct but overlooks a central player in the collapse: the federal government, specifically through Fannie Mae and Freddie Mac.
These two government-created and government-sponsored enterprises encouraged lenders to issue risky home loans by effectively making taxpayers co-sign the mortgages. This setup incentivized dangerous lending practices that inflated the housing bubble, eventually leading to catastrophic economic consequences.
Another critical but overlooked factor in the collapse was the Community Reinvestment Act. This federal law was intended to combat discriminatory lending practices but instead created substantial market distortions by pressuring banks to extend loans to borrowers who might otherwise have been deemed too risky. Under threat of regulatory penalties, banks significantly loosened lending standards — again, inflating the housing bubble.
After the bubble inevitably burst, Fannie and Freddie were placed under conservatorship by the Federal Housing Finance Agency. The conservatorship imposed rules aimed at preventing future taxpayer-funded bailouts and protecting the economy from government-fueled market distortions.
Now, President Trump’s appointee to lead that agency, Bill Pulte, is considering ending this conservatorship without addressing the core structural flaw that fueled the problem in the first place: implicit government guarantees backing all Fannie and Freddie mortgages. If Pulte proceeds without implementing real reform, taxpayers on Main Street are once again likely to be exposed to significant financial risks as they are conscripted into subsidizing lucrative deals for Wall Street.
Without genuine reform, the incentives and practices that led to the crisis remain unchanged, setting the stage for a repeat disaster.
Pulte’s proposal isn’t likely to unleash free-market policies. Instead, it could further rig the market in favor of hedge funds holding substantial stakes in Fannie and Freddie, allowing them to profit enormously from the potential upside, while leaving taxpayers to bear all the downside risks.
A meaningful solution requires Fannie and Freddie to significantly strengthen their capital reserves. The two government-sponsored enterprises still remain dangerously undercapitalized. A report from JP Morgan Chase describes it this way: “Despite steady growth in [their net worth], the GSEs remain well below the minimum regulatory capital framework requirements set by the Federal Housing Finance Agency in 2020.” Imposing robust capital requirements similar to those that govern private banks would oblige the two enterprises to internalize their risks, promoting genuine market discipline and accountability.
Further reforms should address transparency and oversight. Enhanced disclosure standards would allow investors, regulators and the public to better assess risks. Additionally, limiting the types of mortgages these entities can guarantee could reduce exposure to the riskiest loans, further protecting taxpayers. Implementing clear rules that prevent Fannie and Freddie from venturing into speculative financial products would also mitigate potential market distortions.
Critically, the federal government must clearly communicate that future bailouts are not an option. Explicitly removing government guarantees would compel Fannie and Freddie to operate responsibly, knowing that reckless behavior will lead to their insolvency, not to another taxpayer rescue. Clear legal separation from government backing is essential to prevent moral hazard.
The combination of government guarantees, regulatory pressure from policies such as the Community Reinvestment Act and inadequate capital standards created the perfect storm for the 2008 financial crisis. Ignoring these lessons and repeating past mistakes would inevitably lead to a similar disaster.
Proponents of prematurely releasing Fannie and Freddie argue that market conditions have changed and risk management has improved. Yet, history repeatedly demonstrates that without structural changes, financial entities — particularly those shielded by government guarantees — inevitably revert to risky behavior when market pressures and profit incentives align. Markets function best when participants bear the full consequences of their decisions, something impossible under the current structure of these government-sponsored enterprises.
Ultimately, the only responsible approach is removing taxpayers from the equation entirely. Fannie Mae and Freddie Mac should participate in the mortgage market only as fully private entities, without any implicit government guarantees.
The American public doesn’t need a sequel to “The Big Short.” The painful lessons of the 2008 crisis are too recent and too severe to be ignored or forgotten. Market discipline, fiscal responsibility and genuine reform — not government-backed risk-taking — must guide our approach going forward. We can only hope that the Trump administration chooses fiscal responsibility over risky experiments that history has already shown end in disaster.
Veronique de Rugy is a senior research fellow at the Mercatus Center at George Mason University. This article was produced in collaboration with Creators Syndicate.
Business
Palisades Village to reopen with Elyse Walker rebuilding flagship store

Elyse Walker made a bet in 1999: that residents of Pacific Palisades and Brentwood would rather shop for designer fashions in their neighborhood than drive to Beverly Hills.
Her eponymous boutique, initially just 800 square feet, became the cornerstone of a retail empire that now stretches from Tribeca to Newport Beach, drawing celebrities such as Jennifer Garner and Kate Hudson. It also propelled a renewal of downtown Palisades, with new restaurants and boutiques moving in.
That all changed on Jan. 7, when the Palisades fire leveled Walker’s flagship store and thousands of homes and other businesses.
A man rides a scooter past a burning business in Palisades Village on Jan. 8.
(Brian van der Brug / Los Angeles Times)
On Wednesday, Walker proudly announced her next bet on the neighborhood where she raised her two sons.
In downtown Palisades, she and developer Rick Caruso revealed that Caruso’s Palisades Village shopping center will reopen in mid-2026 and that her flagship store, elysewalker, will become its newest marquee tenant.
“I hope that this serves as the catalyst for other retailers and brands and big businesses and small businesses to come back to the Palisades, Malibu, Altadena and Pasadena,” Walker said in an interview. “Twenty-five years ago, we planted seeds in this community, and now we are doing it again.”
Caruso told The Times that later this year, he plans to resume the Palisades Village annual Christmas tree and menorah lighting. He said he will also underwrite the cost of new landscaping and sidewalks in the streets around the shopping center.
The goal, he said, is to create a visible anchor to a town in the midst of a massive recovery and to accelerate the return of a vibrant, bustling community.
“This is a really big deal,” Caruso said. “When a retailer like Elyse opens a store in a community, that’s a powerful voice of confidence that there’s a bright future here. I really do believe with her and our organization, the rebirth of the Palisades is going to be unstoppable.”

The location of Fashion designer Elyse Walker’s former flagship store in Pacific Palisades that was destroyed in the Palisades fire on Jan. 7.
(Myung J. Chun/Los Angeles Times)
The news came during a frustrating and uncertain period as Palisades residents recover from the devastation of the wildfire and grapple with the mass displacement of their community. Thousands have relocated to disparate parts of Southern California or are scattered across the U.S.
“The fact that we have this hub in the middle of town is a ray of hope that we can get back sooner,” said Chris Feil, a Palisades native who moved six times after the fire before settling in a rental in Manhattan Beach. His wife, Mia Feil, said she gets emotional thinking of what was lost in the blaze. The couple is now in the early stages of rebuilding.
“We’re all sort of traumatized by the loss of our community,” she said, listing the impromptu gathering at restaurants, Saturday baseball games, the annual Christmas tree lighting and the Fourth of July parade. “Having all those things back is truly the lifeline and joy in the neighborhood — that’s what makes the Palisades so special. It’s a small town in a big city.”
Walker chose to open her shop on Antioch Street more than 25 years ago so that she could easily walk to her sons’ school.
“We were between three churches, two coffee shops and five schools — it had nothing to do with co-tenancy yet,” Walker said. “We just knew this was a place where people would be walking around.”

Fashion designer Elyse Walker said she trusts Rick Caruso, right, as she announced the reopening of her flagship store at the Palisades Village on Wednesday.
(Myung J. Chun/Los Angeles Times)
Her shop drew well-heeled women from across the region, and she expanded the store’s footprint six times, reaching nearly 6,500 square feet. Her store generated $5,000 per square foot in sales — among the highest in American multi-brand retail. She developed a team of private shoppers and stylists that visited clients in their homes for curated fashions.
Along the way, Walker became an ambassador of sorts to would-be retailers and business owners in the Palisades, such as Cafe Vida, Lemon Nails and Caruso’s Palisades Village, which opened in 2018 and brought a movie theater, Erewhon and Chanel.
“People who live in the Palisades don’t want to leave. It’s a magical place — they nestle into the mountains right by the ocean,” Walker said.
On Jan. 7, Caruso relied on a fleet of private firefighters to prevent the flames from destroying Palisades Village and some nearby properties.
But Walker’s shop was reduced to rubble, the merchandise incinerated by the inferno.
The store had about 30 employees, and Walker said she has been in “sink or swim mode,” trying to keep her staff employed, serve local customers through her shops in Calabasas and Newport Beach and trudge through the arduous task of dealing with insurance.
“The first thing I said to my team: there’s no four walls that can define me, and there’s no four walls that define the magic,” she said.
She recalled the couples who met in the store, the women who learned they were pregnant there, and the local resident whose 3-year-old son had died and who needed a dress for the funeral.
“So much happened in the dressing room of that store, and none of that is gone — those relationships and friendships and trust are still there,” Walker said.
With Walker’s shop opening inside Palisades Village in the spring or summer of 2026, and with new trees, streetscapes and upgraded sidewalks coming to the downtown, Caruso said he hopes the area will be a cradle of redevelopment and a beacon for those vacillating about rebuilding.
“Hopefully, that spurs other landlords to invest in their buildings and spurs other retailers to open up,” he said. “We’re going to be roaring back and before you know it, it’s going to be full of families. These neighborhoods are going to flourish.”
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