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“It is my understanding that Mr. Trescott is interested in the position of FMCSA Administrator. Upon reviewing his resume, I believe you will agree with my analysis that Mr. Trescott has unique qualifications.”— Presidential Candidate Ron Paul, United States House of Representatives, Washington DC.
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THE REAL REASON OBAMA'S SUPREME COURT NOMINEE DID NOT GET A HEARING
by William B. Trescott
In a blatant case of media bias, major news outlets
ignored President Obama's cover up of the judicial corruption that torpedoed
his Supreme Court nomination while branding President Trump a racist for
defending protesters at the University of Virginia who chanted "Jews will
not replace us" after they learned that half of the justices who overturned
their Governor's conviction by a majority Christian jury of receiving $175,000
in gifts were Jewish.
As billboard lawyers charged extravagant fees to compensate victims of crashes that would never have occurred if modern trucks were legal, President Obama nominated a lawyer to head the head the Federal Motor Carrier Safety Administration in violation of the Motor Carrier Safety Improvement Act. This required him to appoint “an individual with professional experience in motor carrier safety.”
T. F. Scott Darling III had never driven a truck for a living, much less met the minimum standard for employment in the motor carrier safety profession—an above average safety record driving 18 wheelers. Nor did he publish articles, videos, or patent applications demonstrating expertise designing trucks or testing safety devices as any reasonable person would expect of an individual with professional experience in motor carrier safety.
In 2006, President Bush appointed his Assistant to sit on the Court of Appeals for the District of Columbia Circuit despite having no prior experience as a judge. When Darling's predecessors refused to allow trucks to have modern safety features like cars have such as stronger roofs and crash absorbent bumpers, this former assistant dismissed my litigation to legalize them, then denied my appeal even though judges aren't allowed to hear appeals of their own decisions. In a letter to the National Highway Traffic Safety Administration, the American Trucking Associations and Owner Operator Independent Driver Association agreed that fatal injuries to truckers could have been reduced 23% if cab structural integrity was improved sufficiently to prevent crushing in rollover crashes. This decision cost the lives of several hundred truckers and several thousand motorists over the last ten years, forcing many to leave the industry.
In another case to prevent truckers from being overworked, the President's former assistant ordered our pleadings to be edited to half the length of those of our employers. After I filed a motion accusing the court of bias, he was replaced by a former assistant of a governor who had collaborated in dismissing my safety devices case. This new judge ruled that we truckers lacked standing to challenge a trucking regulation.
Judges are supposed to be assigned to cases randomly so that a corrupt judge cannot impose a predetermined outcome by suppressing evidence. Because the chances of each of the DC Circuit's 14 judges sitting on a particular three judge panel were one in five, the odds of President Bush’s former Assistant being randomly assigned to three consecutive panels in every truck safety case and a second judge being assigned to two panels and both judges having been former assistants of politicians are less than one percent.
The FBI investigated several House and Senate committee chairmen to determine why a bill that I wrote, Presidential Candidate Ron Paul’s 'Safer Truck Act', never received a hearing. Senator Ted Stevens, a Chairman of the Senate Committee who confirmed one of Darling's equally unqualified predecessors without a hearing, was convicted of failing to report gifts from an oil company. The co-chairman not convicted owned a trucking company that distributed beer. The Chairman of the House Transportation Committee agreed to retire after failing to report owning stock in a truck manufacturer. His predecessor was defeated by one of our Tea Party candidates. The Tea Party gets its name from a 1973 trucker strike that shut down the nation's highways on the 200th anniversary of the Boston Tea Party.
Like the Virginia Governor, despite being found
guilty by a jury of his peers, charges against Stevens were abruptly
dropped after I filed a
with the FBI alleging that a dozen
truckers killed in Texas had a greater than 50-50 probability
of being victims of wrongful death. The chief of the section that
processed my complaint resigned from the FBI a month later and Senator
Stevens died in a mysterious plane crash—not unlike the Presidents of
Poland, Rwanda, Panama, and Pakistan when they knew too much. The
Attorney General who dismissed the charges was held in contempt of Congress
in an unrelated cover up.
On December 16th 2015, the 242nd anniversary of the Boston Tea Party, Darling promulgated a regulation requiring trucks to be equipped with tracking devices so that prototypes of modern intermodal vehicles could be searched without search warrants leaving us truckers with no means of protecting our trade secrets. The Owner-Operator Independent Drivers Association (OOIDA) filed suit the very next day.
On January 7th 2016, I filed a Motion to Intervene claiming that Mr. Darling lacked the right to promulgate this type of rule because he had not been confirmed by the Senate.
A week later on January 14th 2016, the Acting Chief Judge of the District of Columbia Circuit dismissed my complaints of judicial misconduct that were preventing Darling’s confirmation which alleged that chief judges covered up my complaints of non random panel assignments. The Senate Commerce Committee announced a confirmation hearing for Mr. Darling on the same day.
On January 20th 2016, The Judicial Council of the DC Circuit refused to release the acting chief judge’s opinion until ten minutes after Mr. Darling’s hearing ended. To suppress evidence that the tracking devices were recording inaccurate information, Darling filed an Opposition to my Motion to Intervene on the same day.
On March 15th 2016, the Judicial Council of the DC Circuit upheld the opinion of the acting chief judge.
As a reward for covering
up his violations of the Motor Carrier Safety Improvement Act, President
Obama nominated the chief judge who recused himself to become an
associate justice of The Supreme Court the very next day on March
The overly coincidental coordination of the Judicial Council, the Senate Commerce Committee, the President, and The Department of Justice could not have been achieved without corrupt communication contrary to the principle of Constitutional separation of powers—strongly supporting former Federal Motor Carrier Safety Administrator and head of the Indiana Department of Homeland Security John Hill’s allegations that “political people tell the appointed people what they’re going to do” and that Darling’s predecessor was “getting marching orders.”
Although the Senate Judiciary Committee agreed to stop President Obama's Supreme Court nomination for obvious reasons, on Halloween 2016 the 7th Circuit Court of Appeals denied our petition. On Memorial Day 2017, the Supreme Court denied my separate appeal to the 5th Circuit and the OOIDA's appeal to the 7th Circuit two weeks later—thus legalizing government spying on truckers' trade secrets, giving weight to Edward Snowden's allegations that the Obama Administration was spying electronically on Americans.
One would think President Obama would have been eager to legalize safer trucks. While a senator in Illinois, Barak Obama collaborated with convicted Governor George Ryan to ban capital punishment. Ryan received six years in prison for causing the deaths of several children after issuing commercial driver’s licenses to unqualified truck drivers in exchange for campaign donations. Violating his pledge not to appoint lobbyists to head government agencies, Obama appointed Anne Ferro, former President of the Maryland Motor Truck Association, to be his first Motor Carrier Safety Administrator even though as the State of Maryland’s Motor Vehicle Administrator she regularly issued licenses to unqualified truck drivers with as little as two weeks of training.
Like Darling, Anne Ferro had never driven a truck for a living, much less had experience designing trucks and testing safety devices as required by the Motor Carrier Safety Improvement Act. There is only one possible motive for an unskilled person lacking scientific or technical qualifications to impersonate a safety professional—that is to profit from the deaths of innocent people.
It is difficult to imagine how the head of Maryland’s driver’s license office could have become president of Maryland’s trucking association without granting special favors like Governor Ryan did when he was head of Illinois’ driver’s license office. The president of a trucking association would normally be the owner of a successful trucking company—not a driver’s license office. According to the University of Michigan, Maryland reported only one truck crash after Ferro took over, making members of her Association appear safer than trucking companies in other states. The Department of Transportation also reported that trucks drove exactly one third more miles under Ferro than was published previously. Obviously, if crashes are under-reported and miles driven are exaggerated, an administrator with no apparent qualifications can appear to improve safety.
A sober motorist is twice as likely to be killed by a heavy truck as by a drunk driver. To protect themselves, motorists purchased 160% more gas guzzling SUV's with bumpers the same height as truck bumpers in 2002 than they did in 1995. After 2002, pickups and SUV's continued to get larger and heavier as motorists strove to protect themselves from unqualified truck drivers. High gas prices resulting from a shortage of refinery capacity caused by these gas guzzlers triggered the 2008 recession by popping the housing bubble in outlying suburbs that were no longer economical to commute to.
When motorists switched to Diesel powered pickups to get better fuel economy, the price of Diesel fuel spiked to more than $4 per gallon, doubling the cost of shipping freight by truck. Efficiency improvements in container ships, such as steam turbines to generate power from waste heat, made it cheaper for big box retailers to import goods from from China than to ship them across the United States—destroying American manufacturing and turning a short term recession into a long term depression. As with safety features, size and weight limits intended to protect the roads from overweight trucks prohibit installing more efficient engines even though additional axles and heavier advanced suspension systems actually reduce highway damage.
Even without including the costs of global warming, the Government Accountability Office estimated that the pollution, accident, and congestion costs of trucks are six times that of trains. Even the noise of trucks causes people to use more air conditioning than they otherwise would. According to a study by the Federal Railroad Administration, intermodalism is up to five times more fuel efficient than trucking. Even on short trips, ships and trains are twice as efficient as trucks. If either Presidential Candidate Ron Paul’s 'Safer Truck Act' or my related litigation had received a fair hearing, intermodal vehicles could have prevented the 2008 recession by capping the price of Diesel fuel at well below $2 per gallon.
Crashes resulting from
the ban on modern safety features caused insurance rates to skyrocket and
Obamacare to fail. These fatalities cannot be considered accidents. Sooner
or later, the President will have to reissue our patents and waive sovereign
immunity so those responsible for covering up these preventable deaths
can be prosecuted.
Much pollution and many additional crashes could have
been prevented if motorists did not have to drive long distances
between cities and to and from airports. The problem with high speed
rail is that a misaligned switch can derail a train and kill hundreds
of people. The only safe way of getting freight on or off of a high
speed track is with an intermodal vehicle. Without freight to supplement
passenger revenue, high speed tracks have not proven economical.
The main benefit of intermodal vehicles is actually not safety or efficiency, but their ability to deliver freight absolutely anywhere without a loading dock. 18 wheelers carry their cargo high above the ground, making them dangerous for small businessmen to load and unload. If intermodal vehicles replaced long haul trucks, entrepreneurs could compete on a level playing field with giant corporations and farmers could sell produce directly to consumers over the internet at half supermarket prices.
Inner city neighborhoods are like third world countries within our country filled with vast numbers of unemployed that could be put to work if only they had access to transportation. Half of all trips are shopping trips. If people could buy directly from home industries and do most of their shopping at home over the internet, there would be fewer car crashes, less pollution, less highway congestion, cars would last longer, and prices and insurance rates would be lower. Needless to say, the trucking, oil, auto, food, insurance, and retail industries are all against it.
If intermodal vehicles were allowed to deliver freight a mere five miles around industrial areas, demand for rail transportation would dramatically increase and track electrification would become economical—further reducing noise and pollution. Like most nations, the US has a surplus of nighttime generating capacity that could be used to power trains. A trucker with a modern intermodal truck that traveled less than five miles could use plug in power and never buy a drop of Diesel fuel again. This is why a United States Senator was convicted of receiving gifts from an oil company.
How much does our obsolete long haul trucking industry cost taxpayers? According to the Government Accountability Office, unrecovered pollution, accident, and congestion costs of trucks exceeded 112.2 billion dollars in 2007.