Truck drivers from various states are trying to stage a new strike, starting on Sunday (25), to protest against the successive increases in diesel and demand other guidelines in the category, such as inspection of freight prices.
Leaders seek mobilization, but part of the drivers say they will wait to see if the act gains traction. Some strike attempts in 2019, a year after the historic May 2018 strike, brought together drivers from specific locations, without nationwide coverage or major traffic jams.
This time, the organization was headed by the CNTRC (National Council for Road Cargo Transport), headquartered in Paraná, which calls for the end of the PPI (Import Parity Price Policy) applied by Petrobras and the guarantee of the minimum freight floor , instituted by law after the 2018 strike.
“PPI reaches many sectors, we are paying for cooking gas, diesel oil and gasoline in dollars. It is no longer able to work”, says Plínio Dias, the entity’s CEO. The idea is for truck drivers to stop at gas stations and raise lanes to draw people’s attention.
Dias was a candidate for federal deputy for the Patriot in 2018.
Still unable to measure the participation of drivers, José Roberto, president of ANTB (National Association of Transport in Brazil Freedom and Work), which also supports the act, says that the agenda should be embraced by other sectors of transport, such as motoboys.
“If it happens in the way we are seeing in the groups, the population will be mobilized by the price of fuel, and we will gather the people involved in the application”, he says. Some Uber drivers also manifest themselves in WhatsApp groups.
The leaders want the protest to start on Sunday, São Cristóvão Day, considered the patron saint of drivers, and continue in the following days.
Some truck drivers who participated in other specific manifestos of the category in recent years claim that they will wait for the movement on Sunday to decide whether to stop the activities. Marconi França, a truck driver from Recife (PE) who has already pushed for mobilization in his state, says the protest needs to start strong in São Paulo. Otherwise, it is impossible to guarantee mobilization from other regions.
“This time I’m going to wait for it to happen. If it doesn’t start in São Paulo, through Baixada Santista, it won’t take hold,” he says.
The self-employed supporter of the strike and says that the most difficult part has already been acquired —referring to the freight price policy—, but that there is no political will of the Jair Bolsonaro government (no party) to listen to the category and supervise the law .
Most of the truckers “made their trucks mobile advertising cars” for Bolsonaro, who “turned his back on the category,” he said.
Daniel de Oliveira, known as Queixada and from an active group in 2018, who managed to communicate with the government at the time, says that he has not yet accepted the mobilization because he is persona non grata in the groups he tried to join. You must also wait for the rhythm of the stops to make a decision.
“There may be a strike, I’m seeing mobilization, but [como a de] 2018, it doesn’t happen anymore. There’s a lot of politics, people who just want to get rid of the government, but who have to talk to in order to achieve things?”, he says.
Abrava (Brazilian Association of Motor Vehicle Drivers), led by Wallace Landim, known as Chorão, a political figure in the category, will speak out about joining the strike on Friday (23). The entity met with class leaders on Wednesday to deliberate on support.
The agenda, for him, needs to involve more segments of the economy, such as commerce, civil construction, drivers and metallurgists. In addition to the end of the PPI, Chorão says there is a need to inspect freight prices and asks Bolsonaro to “listen to Brazil”.
In a statement, the Ministry of Infrastructure says that CNTRC “is not a representative class entity to speak on behalf of the autonomous road freight transport sector and that any declaration made in relation to the category corresponds only to the isolated position of its leaders”.
The folder adds that it is necessary to understand the “diffuse and fragmented character” of the sector’s representativeness and that “no isolated association can claim to speak on behalf of the autonomous road freight carrier”.