ELDs That Were Removed

FMCSA announced that the following devices have been moved to the revoked list:

• PSS ELD (Model Number PRS, ELD Identifier PRS271)
  • Black Bear ELD (Model Number BRS, ELD Identifier BRS254)
  • RT ELD Plus ACCURATE ELITE (Model Number RT ELITE BLE3647, ELD Identifier RTEL47)

Any carrier or driver using these devices must take steps to remain compliant with hours-of-service regulations.

Replacement Deadline

Carriers have until February 7 to replace the revoked ELDs with a unit listed on the FMCSA’s current list of approved devices. After that date, running one of the revoked units will be treated as having no record of duty status. This can result in being placed out of service.

Until a replacement device is installed, FMCSA directs drivers using any of these three units to use paper logs or logging software to record their hours of service.

Why the Devices Were Revoked

FMCSA states that the devices were removed for “failure to meet the minimum requirements” in Title 49 CFR Appendix A to Subpart B of Part 395. The agency did not specify which requirements were not met.

Manufacturers can be reinstated to the approved list if they correct the issues identified by the agency. FMCSA advises carriers to prepare for the possibility that the deficiencies may not be corrected.

Part of a Larger Pattern

These three devices join others that have been removed this year. FMCSA has now placed 34 ELDs on the revoked list in 2025.

FMCSA Administrator Derek Barrs stated,
“If an ELD isn’t meeting federal requirements, it’s taken out of service, plain and simple. We’ll keep making clear, fair decisions that put safety first and support everyone who shares America’s roadways.”

Changes Coming to the ELD Approval Process

FMCSA recently announced a complete overhaul of the ELD vetting process. Since 2017, manufacturers have been permitted to self-certify their products. According to the agency, this made it possible for non-compliant or previously revoked devices to be registered again.

FMCSA said the updated process will include an initial review, fraud detection, and categorization into approved, information requested, further review, and denied. The agency has not provided additional details on how the new system will operate or whether self-certification will continue.

Barrs stated, “By strengthening our review process for ELDs, we are ensuring the industry can rely on trusted equipment and that hardworking drivers are prioritizing their health and well-being, so they are best prepared to keep driving America’s economy forward.”

Source: Land Line Media

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In a recent letter to leaders of the House Committee on Transportation and Infrastructure and the Senate Committee on Commerce, Science, and Transportation, OOIDA President and CEO Todd Spencer didn’t mince words.

“Simply put, far too many individuals are entering the trucking industry without the basic skills necessary to safely operate a commercial vehicle,” Spencer wrote. “Additionally, inconsistent and improper licensing processes among states have permitted hundreds of thousands of unqualified drivers to work on our nation’s roads, which has needlessly resulted in numerous fatal crashes.”

What OOIDA Wants to See Change

OOIDA is calling for stronger, more consistent oversight across the entire licensing and training system. In its letter, the association outlined several key areas where federal lawmakers can make a real difference:

• Tighten Entry Level Driver Training (ELDT) requirements so that every new driver receives hands-on, practical instruction, not just classroom hours.
• Ensure the FMCSA’s Training Provider Registry is actively used to weed out bad actors and unqualified training schools.
• Increase audits for new entrants to confirm compliance before they’re fully operating.
• Add tougher accountability for third-party CDL testing sites to prevent unqualified drivers from slipping through.

Pushing Back on the “Driver Shortage”

While some in the industry still talk about a nationwide “driver shortage,” OOIDA says that’s not the real issue. In fact, they argue there are too many drivers, not too few, just not enough who are properly trained or supported to stay in the job long term.

“The trucking industry has suffered from an overcapacity of truck drivers, which has helped drive the longest-running freight recession in decades,” the letter stated. “To be clear, there is no ‘driver shortage’ in trucking. Instead, there is tremendous driver turnover as undertrained drivers are put into a new job they are unprepared for.”

OOIDA is also warning Congress not to make things worse by pushing legislation like the DRIVE Safe Act, which would allow younger, less experienced drivers to haul interstate freight. “Rather than making it easier for unsafe drivers to enter our industry, Congress should take aggressive action that will strengthen training, licensing, and qualification protocols for commercial truck drivers,” the association wrote.

Supporting Stricter Oversight

OOIDA is also backing the return of English Language Proficiency violations to the out-of-service criteria. The group supports the new Interim Final Rule on non-domiciled CDLs and is urging Congress to lock it in by passing Rep. David Rouzer’s Non-Domiciled CDL Integrity Act.

The group says these steps are critical to improving safety and protecting the reputation of skilled, compliant drivers.

Raising the Bar for the Industry

In closing its letter, OOIDA emphasized that while it appreciates steps already taken by the U.S. Department of Transportation, Congress still has more work to do.

The letter concludes, “We believe Congress must do more to prevent bad actors from ever operating on our nation’s highways.”

For America’s professional truckers, this push from OOIDA represents a long-overdue call for higher standards, something many behind the wheel say the industry desperately needs.

Source: Truckers News

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In its October 9 statement, Aurora said the DOT’s decision allows the company to move forward with flashing beacons mounted on the cab to alert other drivers when a truck is stopped on the shoulder. According to the company, the beacons function similarly to the warning lights used by construction and emergency vehicles and are intended to serve the same purpose as reflective triangles in breakdown situations. FMCSA has not yet posted the exemption in the Federal Register or commented publicly.

Under current federal rules, truck drivers must place three warning devices on the road when stopped on the shoulder. The first must be positioned about 10 feet from the vehicle on the traffic side. The second must be placed roughly 100 feet behind the truck in the lane or on the shoulder in the direction of approaching traffic. The third must be set about 100 feet ahead of the truck in the same lane or shoulder, facing away from approaching traffic. Since autonomous trucks are designed to operate without a driver onboard, physically placing these triangles is not possible. For that reason, Aurora and Waymo filed requests last year for an exemption that would allow the use of cab-mounted warning lights in place of traditional devices.

FMCSA denied that request in December 2024, stating it was too broad and didn’t include the necessary oversight to guarantee safety. The Owner-Operator Independent Drivers Association opposed the exemption at the time and raised concerns that the warning beacons would not be effective in certain conditions, such as when a truck is parked within 500 feet of a curve. OOIDA pointed out that reflective triangles and flares don’t depend on truck electronics and continue to work when technology fails. The group also questioned how these autonomous systems would handle situations where the beacons themselves malfunction or lose power.

Aurora has continued to expand its driverless testing, even as it navigates regulatory hurdles. In April, the company began operating vehicles without a driver behind the wheel on Interstate 45 between Dallas and Houston. At first, some test runs had someone seated in the back or no one on board at all. By mid-May, Aurora added a human driver back into the front seat after a request from its partner, Paccar. Since then, the company has extended routes to Phoenix, Fort Worth, and El Paso.

Aurora is not the only one pushing for rule changes. In August, Emergency Safety Solutions asked FMCSA for a five-year exemption from the same triangle placement requirement so it could use its own warning light technology in breakdown situations. OOIDA opposed this request as well, and FMCSA has not yet issued a decision. The public comment period ended in late September.

For now, Aurora’s approval from the DOT marks a major step in how autonomous trucking companies may handle roadside emergencies without a driver present. Truck drivers across the industry will be watching closely to see how federal regulators address safety concerns and whether exemptions like this become more common as more driverless trucks enter the highways.

Source: Land Line Media

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This year’s numbers show both progress and areas that still need attention. CVSA inspected 30,060 vehicles through Level 1 inspections, placing 7,289 trucks out of service and 1,706 drivers off the road. That calculates to 24.2 percent of vehicles and 5.7 percent of drivers failing, though many trucks and drivers had multiple violations, so percentages don’t tell the whole story.

It’s important to remember that the inspection sample isn’t a perfect reflection of every truck on the road. Local jurisdictions select which trucks to inspect based on their own criteria. Some inspect every tenth truck, others focus on older trucks or certain fleet types, such as logging trucks or garbage haulers.

Still, Roadcheck 2025 sheds light on recurring safety concerns:

• Tires: 2,899 trucks were taken out of service due to tires being unsafe for the road. Despite months of notice that tire inspections would be emphasized, bad tires still accounted for 21.4 percent of out-of-service orders, an easy problem to catch with pre-trip checks
• Brakes: Brake system violations led the out-of-service list at 24.4 percent. Some brake checks are simple, like gauges and trailer gladhand inspections, but other components under the truck require more attention
• Lights: Lighting issues caused 12.8 percent of out-of-service orders. In the U.S., the rate was 13.9 percent, while Canadian inspections logged 6.3 percent and Mexican inspections 8.8 percent. Another reminder to include lights in daily pre-trip routines
• Driver credentials: Hours of service violations accounted for 1,076 out-of-service orders, or 32.4 percent of driver removals, with log falsification alone responsible for 332 cases. Additionally, 810 drivers (24.4 percent) were out of service for not holding a valid CDL, 493 (14.9 percent) for missing medical cards, and 170 (5.1 percent) for suspended licenses
• Hazardous materials: Hazmat violations included 51 out-of-service orders for improper cargo securement, 36 for shipping paper issues, 32 for placarding, and 30 for lack of hazmat training certificates in Canada
• Seatbelts: While not an out-of-service violation, 726 drivers were cited for not wearing seatbelts, highlighting ongoing safety gaps

The good news is that 11,411 tractors and 5,043 trailers passed with flying colors, earning CVSA inspection decals with no critical violations. That still represents only about 81.6 percent of vehicles, showing there’s room for improvement.

Whether you see Roadcheck as a hassle or a wake-up call, it serves a crucial role in trucking safety. Taking unsafe trucks and drivers off the road not only protects your rig and livelihood but also keeps everyone on the highway safer. Pre-trip inspections, proper maintenance, and following regulations aren’t just paperwork; they’re lifesaving steps for truckers everywhere.

Source: The Trucker

The post Roadcheck 2025 Highlights Vehicle and Driver Safety Issues Across North America appeared first on Truck Drivers USA.

Published on April 23, the final rule raises the salary threshold for exempting salaried employees from overtime compensation. Initially set at $35,568, this threshold will climb to $43,888 by July 1 and further to $58,656 by Jan. 1, 2025.

Beginning in 2027, the threshold will be adjusted every three years based on relevant wage data. These adjustments are expected to impact approximately 4 million workers, necessitating businesses to either meet the threshold or compensate employees for overtime hours beyond the standard 40-hour work week.

The Wage and Hour Division of the DOL proposed these changes last September, undergoing scrutiny through over 33,000 public comments before its official finalization.

“This rule will restore the promise to workers that if you work more than 40 hours in a week, you should be paid more for that time,” said Julie Su, the Department of Labor’s acting secretary. “Too often, lower-paid salaried workers are doing the same job as their hourly counterparts but are spending more time away from their families for no additional pay. That is unacceptable. The Biden-Harris administration is following through on our promise to raise the bar for workers who help lay the foundation for our economic prosperity.”

OOIDA submitted comments in November urging the administration to amend the Fair Labor Standards Act of 1938 to ensure that employee truck drivers are eligible for overtime pay. Currently, the FLSA exempts motor carriers from paying their truck drivers time-and-a-half for hours exceeding 40 in a week.

“The FLSA motor carrier exemption was originally enacted in 1938 to prevent truckers from working excessive hours but now prevents them from receiving adequate compensation in the modern trucking industry,” OOIDA wrote. “Ironically, this exemption is now part of the reason why drivers regularly work more than 40 hours a week.”

Despite truck drivers being excluded from the final rule, OOIDA played a role in crafting the Guaranteeing Overtime for Truckers Act. This legislative proposal, introduced in both the House and Senate, seeks to eliminate the overtime exemption for motor carriers.

“While denying guaranteed overtime pay is first and foremost unfair to truckers, the motor carrier exemption also contributes to supply chain inefficiency,” OOIDA wrote. “For far too long, the trucking industry has generally only offered compensation for detention time if waiting times exceed two hours. But even this pay is not provided to all drivers. As a result, entities throughout the supply chain, including shippers, receivers and others, lack a financial incentive to load and unload trucks in an efficient manner.”

Representative Jeff Van Drew, R-N.J., who introduced the bipartisan bill in the House, emphasizes its commitment to fairness.

“Let’s be fair,” Van Drew said. “Truckers are breaking their backs. They sincerely are what makes America move. Our country would be in a whole lot of trouble if we didn’t have truckers working for us every single day. When people don’t work hard, that’s up to them, and maybe they don’t deserve to make a lot of money. But truckers do, and they deserve to be treated fairly and make a decent income.”

OOIDA is actively encouraging its members to rally support for the bills by reaching out to their lawmakers through OOIDA’s Fighting For Truckers website.

Source: Land Line

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“After a company files for Chapter 11, as we all know, employees risk losing their livelihoods, health benefits [and] pensions through no fault of their own. These are things that workers have worked hard for and have earned,” Sen. Klobuchar said during the hearing. “This issue has become relevant in a big way to my state because just last month, Yellow Corp., one of the largest LTL carriers in the country, filed for bankruptcy. This bankruptcy jeopardizes the livelihood and health benefits of many hardworking Minnesotans, including 480 Minnesota Teamsters.”

Melissa Jacoby, the Graham Kenan Professor of Law at the University of North Carolina at Chapel Hill, discussed the purpose of Chapter 11 proceedings during her testimony before the committee, specifically addressing Klobuchar. She emphasized that the primary goal of these proceedings is to facilitate company restructuring while also safeguarding workers and preserving employment opportunities.

“One thing that I worry about is that workers can be used to ask for justification to ask for things that aren’t actually in the bankruptcy code,” said Jacoby, “that this quick sale will save jobs. That agreeing to a loan at a very high interest rate will save jobs, and yet there’s often no guarantee. I think there should be more examination of jobs and the quality of those jobs in that kind of scenario, and we need to look at employment as well as the union context.”

The recent hearing did not focus on Yellow. Instead, it aimed to encourage productive discussions concerning Chapter 11 bankruptcy and various companies, such as Johnson & Johnson and 3M, faced criticism from lawmakers for their past use of Chapter 11.

Following the meeting, the International Brotherhood of Teamsters (IBT) called on Senators Dick Durbin and Bernie Sanders to investigate Yellow Corp.’s bankruptcy proceedings. The IBT urged them to hold hearings before the Senate Committee on the Judiciary and the Health, Education, Labor, and Pensions (HELP) Committee.

The Fall of Yellow

Yellow filed for Chapter 11 bankruptcy on August 6, finally resolving the speculation about its financial troubles. Currently, it is in the process of liquidation, with Estes Express Lines and Old Dominion Freight Line competing to buy its assets with bids over $1 billion each. The current leader is Estes Express Lines with a $1.525 billion bid for 169 Yellow terminals, as stated in court records.

The proceeds from the sale will primarily go to cover Yellow’s outstanding debt of over $2.5 billion. Unfortunately, the Teamsters believe that the quick nature of the process leaves little hope for salvaging jobs through asset acquisition and re-establishing operations.

The Teamsters union has made significant concessions to Yellow since 2009, sacrificing over $5 billion in wages and benefits to support the struggling carrier. However, their resistance to Yellow’s transformation into a more efficient “super-regional carrier” has ultimately led to the downfall of both parties. The Teamsters’ membership at Yellow accounted for roughly half of their overall membership in the industry.

“Yellow is trying to fast track liquidation. Meanwhile, more than 22,000 union workers are out of work after sacrificing more than $5 billion over the past 14 years through wage and benefit concessions, a fact the company would prefer to conceal from the American public and the bankruptcy courts,” said Teamsters General Secretary-Treasurer Fred Zuckerman. “We haven’t had bankruptcy reform in this country for nearly two decades. We need to take this opportunity to right the wrongs at Yellow and prevent them from happening again.”

Yellow has taken legal action against the IBT by filing a lawsuit worth $137 million. The company claims that the delay in implementing Yellow’s business overhaul has resulted in significant losses. Despite filing for bankruptcy, Yellow is still determined to pursue the lawsuit. The company has also stated that the inflexible stance of the union has played a major role in their financial difficulties.

Source: CCJ Digital

The post Teamsters Demand Inquiry into Yellow’s Bankruptcy appeared first on Truck Drivers USA.

“I am proud to reintroduce legislation that supports our nation’s truckers,” Nehls said June 6. “Due to the COVID-19 pandemic, facilities across the country have shut down their bathrooms, which have caused essential employees, like our truckers, not to have access to use the restroom at work. Truckers are this nation’s backbone, and we owe them for the tireless contributions they continue to make to keep our country moving.

“I am glad to once again partner with Rep. Houlahan on this common-sense legislation to allow our nation’s truckers access to bathrooms while they are transporting goods on the road.”

Truck drivers make our economy run smoothly, but recruitment and retention pose constant challenges. According to Houlahan, addressing these obstacles is crucial for keeping our economy on track.

“One unique and unnecessary challenge these drivers face is lack of restroom access at delivery points while on the road. This is especially difficult for female drivers, which are a growing demographic of truckers who helped power our economic recovery from the pandemic,” she said.

“I’m proud to reintroduce this bipartisan legislation to ensure every truck driver has the certainty that a restroom is accessible as they do their jobs. There’s no reason truckers shouldn’t have the same rights that other employees experience in their own workplaces,” she added.

The bill would require businesses to provide restroom access for truck drivers that is comparable to what customers and employees have. This new bill is being supported by groups like the American Trucking Associations and has been referred to a committee for further consideration.

“Truck drivers are the heartbeat of our economy and critical to supply chain continuity,” ATA President Chris Spear said. “When they stop to make pickups or deliveries — which can take hours on end while the truck waits to be loaded or unloaded — drivers should have access to restroom facilities. Such basic accommodations are more than just common courtesy; this is about ensuring the dignity of drivers and supporting the men and women who do the heavy lifting to provide for everyone in this country. It can also help reduce a major barrier to retaining and recruiting more truck drivers, particularly women, at a time when they are desperately needed.”

Spear added, “ATA appreciates the leadership of Reps. Nehls and Houlahan in addressing this challenge faced by professional truck drivers, and we look forward to working with them to ensure that drivers’ most basic needs are met while they do the important work of delivering the nation’s goods.”

“Over 70% of America’s freight is exclusively carried by trucks, yet every single day, men and women truck drivers are forced to ‘hold it’ because they aren’t allowed access to the restroom when picking up or delivering freight,” said Todd Spencer, CEO of the Owner-Operator Independent Drivers Association. “OOIDA and our 150,000 members thank Reps. Nehls and Houlahan for showing tremendous leadership on this issue, and we look forward to working with them and our coalition partners to get this common-sense, bipartisan legislation signed into law.”

Source: Transport Topics

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Iowa Attorney General Brenna Bird and her peers have filed a 51-page lawsuit against the EPA and its administrator, Michael Regan, in the U.S. Court of Appeals of the District of Columbia.

The states joining the lawsuit include Alabama, Arkansas, Georgia, Kansas, Kentucky, Indiana, Louisiana, Mississippi, Missouri, Montana, Nebraska, North Dakota, Oklahoma, Ohio, South Carolina, Utah, West Virginia and Wyoming.

“Iowa isn’t going to take a back seat as the EPA and California try to regulate truckers out of business. We’re pushing back,” Bird announced. “The EPA and California have no right or legal justification to force truckers to follow their radical climate agenda.”

Currently, only 2% of heavy trucks sold in the United Sates are electric.

“America would grind to a halt without truckers who deliver our food, clothes and other necessities. But rather than support our hard-working truckers, Biden continues to empty their wallets and force them to drive electric trucks for his radical climate change agenda,” Bird said.

On March 9, 2022, it was announced that the EPA has reinstated California’s ability to set its own greenhouse gas emissions standards and a mandate for zero-emission vehicle sales. This decision opens up the opportunity for other states to adopt similar regulations and reinforces California’s important role in reducing pollution from cars and trucks. Regan stated that the EPA is proud to stand behind California’s leadership in this critical issue.

“Our partnership with states to confront the climate crisis has never been more important. With today’s action,” he said, “we reinstate an approach that for years has helped advance clean technologies and cut air pollution for people not just in California, but for the U.S. as a whole.”

On April 28 of this year, the California Air Resources Board passed a regulation that requires diesel medium- and heavy-duty on-road vehicles weighing over 8,500 pounds to be gradually replaced by zero-emission vehicles. This mandate could have far-reaching implications, as eight other states have already adopted California’s truck ban, and more may follow suit.

“Costs for electric trucks already start at about $100,000 and can reach the high six figures. And even worse — California’s new regulations are setting the standard for the rest of the country. That makes California a major decision-maker for the future of the national trucking industry,” she said.

EPA’s actions backing California’s diesel truck ban also “will not only increase costs, but it will devastate the demand for liquid fuels, such as biodiesel, and cut trucking jobs across the nation,” Bird predicted. “Iowa’s trucking industry currently provides almost 100,000 jobs — that is almost one in 13 jobs in the state.”

Biodiesel, a renewable fuel made in the United States from environmentally friendly sources like vegetable oils and animal fats, is gaining popularity as a viable option for lower diesel truck emissions. Iowa is a major biodiesel producer, with other states also increasing their quantities. This replacement not only benefits the environment but also supports American farmers. Most heavy-duty diesel vehicles can run on biodiesel blends, with B5 being approved by all original equipment manufacturers and B20 being the most commonly used.

However, the attorney generals from 19 states are challenging California’s Advanced Clean Trucks regulation, claiming it violates the Clean Air Act and other federal laws. The lawsuit is now requesting the court to review the EPA’s actions in this matter.

“Biden’s EPA is attempting to use the California truck ban to force his radical climate change agenda onto the rest of the country. This disastrous Biden policy would devastate Kansas industries, destroy Kansas jobs and dramatically increase the cost of consumer goods for Kansas families,” said state Attorney General Kris Kobach.

He noted 70,000 Kansas jobs depend on the trucking industry. “California’s truck ban is reckless, and that’s why I am once again challenging a Biden policy,” Kobach said June 7.

Utah’s Attorney General, Sean Reyes, emphasized the significance of his state’s trucking industry to over 21,000 local jobs. Meanwhile, South Carolina’s Attorney General, Alan Wilson, expressed his disapproval of the diesel truck ban with firm words.

“There were more than 13 million trucks on U.S. roads in 2020, carrying the goods we all buy. Either we won’t be able to get the things we need, or the cost of those goods will be astronomical. This ban is another example of prioritizing the climate change agenda above everyday people,” Wilson said June 8. “If you think prices have been bad during the Biden administration because of inflation, imagine how crippling they’ll be if this illegal truck ban is allowed to stand.”

Source: Transport Topics

The post Iowa Leads 19-State Lawsuit Against EPA Over California’s Heavy Truck Phaseout appeared first on Truck Drivers USA.

Initially, the Iowa Senate limited non-economic damages to $2 million in February, but the Iowa House increased the cap to $5 million due to conflicting interests and lack of political support. Starting in 2028, this new law will adjust compensation depending on inflation. Additionally, the House has also made changes to employer liability, specifically regarding freight carriers hiring unsafe drivers.

“While many said it was a bridge too far for the Iowa Motor Truck Association and trial attorneys to come together and support — support tort reform, commonsense tort reform,” Iowa state Sen. Mike Bousselot reportedly said. “I think the goal of this amendment is protecting Iowans who are injured while lowering and protecting predictability and stability for critical components of our supply chain.”

Nuclear verdicts are becoming increasingly common and are hitting trucking operations and manufacturers hard. News outlets frequently report on large truck accidents, which raises questions about whether truckers are being unfairly portrayed or if the compensation for non-economic damages is excessive. Regardless, the verdicts are substantial, with a recent one coming in at $280 million in Muscogee County, GA.

These large awards are driving up the cost of trucking insurance, making it more difficult for businesses to operate. The challenge is finding a balance between providing fair compensation for victims and keeping the trucking industry sustainable.

Sen. Adrian Dickey, chairman of the Iowa Motor Truck Association, is pushing back on claims that state truckers enjoy low insurance rates, seeking fairness for all involved parties.

“Trucks in the construction industry experience much less liability risk than over-the-road semis. That’s why their insurance is cheaper,” Dickey reportedly said. “Our rates have increased 75 percent based on the nuclear verdicts and settlements, and less than 25 percent of the increase is actually due to the factors that they should be based on.”

In the past, lawsuits related to medical malpractice had a limit of $2 million, with hospitals being held liable for up to $1 million for non-economic damages. However, this cap does not apply to accidents involving trucks, and drivers under the influence are subject to a higher liability threshold.

Source: Truckers Report

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Truck Parking Safety Improvement Act

This new bill aims to address the shortage of safe truck parking spots on the nation’s roads. The legislation proposes a competitive grant program to fund truck parking projects across the country. The bill was previously introduced and passed in the House Committee on Transportation and Infrastructure before lawmakers adjourned in January.

The need for more truck parking is critical as there is currently only one spot available for every 11 drivers on the road, forcing drivers to spend an estimated 56 minutes each day looking for a safe place to park. In fact, finding a parking space is the biggest issue facing drivers that is not related to their employer, according to a survey of more than 800 leased owner-operators and company drivers.

A report from the U.S. Department of Transportation shows that 98% of drivers regularly experience difficulties finding safe parking, and nearly 70% have been forced to violate federal driving rules due to lack of parking options.

Reps. Mike Bost, Angie Craig, Daniel Meuser, Troy Nehls, Eric Swalwell, Nancy Mace, Pete Stauber, and Brian Babin introduced the bill, which has bipartisan support.

LICENSE Act

This bill, previously introduced last year, aims to make some important changes to the licensing and testing process for commercial drivers. The main goal is to improve the application process for CDLs and provide more flexibility for new drivers.

As part of this effort, the bill proposes making two DOT waivers permanent. The waivers have already been extended several times during the pandemic, with no evidence that they compromise safety.

Among other things, the waivers would allow skills test examiners to administer the CDL knowledge test and driving skills test to applicants from any state or training background.

The bill was introduced by a bipartisan group of representatives, including LaHood, Cuellar, Johnson, Balderson, Costa, and Harder.

CARS Act

This bill provides a 10% weight tolerance for stinger-steered automobile transporters delivering heavier hybrid and electric cars, this legislation aims to reduce the number of trips made by heavy-duty trucks while staying under federal bridge weight limits. This means fewer miles traveled and less wear and tear on our roads.

Propelled by Rep. Lance Gooden (R-Texas), the bill ensures that transporters can make the most of each haul without exceeding weight limits.

Dry Bulk Weight Tolerance Act

The bill gives a 10% weight allowance for dry bulk carriers traveling at or below federal weight limits to compensate for the movement of cargo during transit. By allowing flexibility, this bill boosts the efficient transportation of dry bulk goods such as agricultural produce while avoiding any unnecessary penalties for shifting weight during braking or other standard events.

The bill was co-sponsored by Representative Rick Crawford (R-Arkansas) and Representative Salud Carbajal (D-California).

H.R. 3447

This bill seeks to provide a 2,000-pound weight exemption for hydrogen-powered vehicles, similar to what is currently allowed for battery-electric and natural gas-powered heavy-duty trucks. The goal is to promote cleaner fuel technology advancements and reduce harmful emissions, while ensuring fair and equal regulatory treatment for companies investing in such vehicles.

Source: CCJ Digital

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