The GOT Truckers Act seeks to amend the Fair Labor Standards Act of 1938, mandating overtime pay for truckers who exceed 40 working hours per week. Originally, the exemption was intended to discourage excessively long working hours; however, it inadvertently led to many drivers working up to 70 hours a week for a base salary similar to a typical 40-hour workweek.

While the bill specifically targets company drivers, the Owner-Operator Independent Drivers Association (OOIDA) argues that its passage would compel shippers and receivers to place greater value on truckers’ time, fostering industry-wide improvements.

“America’s truckers keep our nation’s economy moving, and without the hard work of these men and women, our supply chain would grind to a halt,” OOIDA President Todd Spencer said. “Unbelievably, trucking is one of the only professions in America that is denied guaranteed overtime pay. We are way past due as a nation in valuing the sacrifices that truckers make every single day. This starts with simply paying truckers for all of the time they work.”

Introduced by Rep. Jeff Van Drew of New Jersey, the House version of the legislation still seeks broader support. Van Drew emphasizes the essential role that truckers play in the national supply chain, advocating for a fairer compensation structure as a basic acknowledgment of their contributions.

Initially co-sponsored by Rep. Mark Takano of California, the bill now sees further alignment with Salinas’ endorsement, signaling potential progress in its legislative journey. Parallel efforts are underway in the Senate, with Sen. Alex Padilla of California introducing a corresponding bill, S3273, backed by five co-sponsors.

For those interested in promoting the GOT Truckers Act, visit FightingForTruckers.com for more information on how to engage your lawmakers and support this pivotal initiative.

Source: Land Line

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Truck Parking Funding and Eligibility

Eligible entities for these grants include states, metropolitan planning organizations, tribal authorities, and local governments. These funds must be used for projects on federal-aid highways or locations with reasonable access to such routes or freight facilities.

The USDOT will evaluate grant applications based on several key criteria:

• The extent of commercial vehicle parking shortages in the project’s corridor.
• Consultation with motor carriers, drivers, public safety officials, and parking providers.
• The potential impact on parking availability, freight efficiency, highway safety, traffic, and air quality.
• The demonstrated capability of the entity to maintain and operate the facility.

Addressing Trucking Industry Concerns

Beyond truck parking, the House funding bill also addresses other trucking industry concerns. It reinforces the Safe Driver Apprenticeship Pilot Program and opposes a California waiver that could disrupt uniform meal and rest break regulations. Additionally, the bill aims to restrict the Federal Highway Administration from introducing greenhouse gas emissions performance measures and prevent congestion tolling initiatives, such as New York City’s suspended plan.

The Urgent Need for Truck Parking

For decades, the trucking sector has faced a shortage of safe parking. A USDOT study found that 98% of truck drivers regularly struggle to find safe parking spaces. Research by the American Transportation Research Institute indicates that this shortage results in an average loss of 56 minutes of driving time per day, leading to annual wage losses of $6,813 per driver.

The new truck parking investment builds on progress made by the Bipartisan Infrastructure Law, which has already funded the creation of approximately 2,000 truck parking spaces. Hailey Betham, a government affairs manager at the Truckload Carriers Association (TCA), emphasizes the group’s focus on government efforts in this area.

Future Legislative Efforts: Truck Parking Safety Improvement Act

In addition to the June funding proposal, the Truck Parking Safety Improvement Act is advancing through Congress. If enacted, it could allocate $755 million over three years for parking expansion. “Currently, there are many variations of the truck parking bill,” Betham explained. “We have The Truck Parking Safety Improvement Act (HR 2367 and S 1034), which we hope to see more movement, as the Senate bill currently resides in the Senate Committee on Environment and Public Works, and we are actively trying to garner more co-sponsors to see more movement.”

Betham noted that the Senate’s version of the funding bill lacks this provision but expressed hope for similar allocations in future revisions. “If we see the $200 million towards truck parking projects in both FY25 THUD funding bills, this will be a victory for our industry as it is a step forward to seeing more movement for HR 2367 and S 1034,” she noted.

Impact on the Trucking Industry

This legislation could have a significant impact on the trucking industry. “The need for truck parking is not just important, it’s urgent,” Betham emphasized. “An increase in truck parking will not only prevent road accidents but also provide safety for our nation’s drivers, especially our women drivers. Drivers will be protected in an area with accessible restrooms and lighting, free from fear even when they sleep through the night.”

Chris Spear, president and CEO of the American Trucking Associations, echoed Betham’s sentiments, supporting the initiatives to expand parking capacity. “The severe shortage of truck parking places an enormous burden on truck drivers, who often don’t know if they will be able to find a safe place to sleep when they finish their shift,” Spear said. “This significant investment to expand parking capacity would help alleviate stress on truck drivers, move freight more efficiently, and make the roadways safer for all motorists.”

Spear also expressed gratitude to the House Transportation Appropriations Subcommittee members for prioritizing this funding, specifically acknowledging Congressman Womack’s pivotal role in securing the provision.

Source: The Trucker

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The Owner-Operator Independent Drivers Association (OOIDA) has raised serious concerns with the Federal Motor Carrier Safety Administration (FMCSA) regarding the urgent need for clarity and fairness in third-party towing costs. In a formal letter submitted on August 1, OOIDA spotlighted the alarming trend of exploitative towing practices that are affecting truck operators within the industry.

“If they need a tow, our members and all drivers just want to be treated fairly and respectfully,” OOIDA stated. “However, there’s a major problem when a tow bill that should not exceed a thousand dollars turns into an invoice for tens of thousands.”

Issues Arising from Nonconsensual Towing

Nonconsensual towing happens when law enforcement calls a local towing business to remove a tractor-trailer after an accident, stripping drivers of their ability to select the towing service or negotiate associated charges. This often leaves motor carriers stuck with the costs set by the next company in line on law enforcement’s rotation.

OOIDA’s Executive Vice President, Lewie Pugh, shared a troubling account with a House subcommittee about a member who was assessed a staggering $60,000 towing fee, which included an outrageous $9,000 charge for heat and humidity.

“During a nonconsensual tow, there is usually no opportunity for motor carriers to negotiate services or compare prices among multiple towing operators,” OOIDA noted. “Unfortunately, truck drivers are routinely held responsible for towing bills that are blatantly inflated by tens of thousands of dollars, and there is hardly ever any effective or efficient recourse. This financial impact on small-business truckers can be devastating.”

FMCSA Initiates Dialogue on Towing Fees

In an effort to tackle these challenges, FMCSA convened a meeting earlier this year to explore ways to enhance the transparency surrounding towing charges for motor carriers. Transportation Secretary Pete Buttigieg recognized the issue, stating that certain towing businesses take advantage of unfortunate circumstances by levying “exorbitant fees.”

In November, the Federal Trade Commission (FTC) announced a proposed rulemaking aimed at curbing unfair or misleading practices concerning service fees.

“FMCSA believes FTC’s proposed regulation may significantly benefit the agency’s regulated community, specifically as it relates to the predatory towing practices that have a substantial financial impact on CMV owners and operators,” the agency stated in a recent notice.

Source: Land line

The post OOIDA Fights for Equitable Towing Practices with FMCSA appeared first on Truck Drivers USA.

On Wednesday, July 31, the committee approved the provision via voice vote.

Currently, the Transportation Security Administration (TSA) often necessitates separate applications for credentials such as the Transportation Worker Identification Credential (TWIC) and Hazardous Materials Endorsements (HME). Even though a Security Threat Assessment (STA) is performed for each program, the process remains fragmented.

The Owner-Operator Independent Drivers Association (OOIDA) has expressed support for the act. Doug Morris, OOIDA’s Director of Safety and Security Operations, stated, “This commonsense legislation streamlines the procedures for small-business truckers seeking background checks for several endorsements in one streamlined process, as well as one, lower fee, for TWIC, Hazmat and Pre-Check.”

Similarly, the American Trucking Associations (ATA) are in favor of the act. ATA President Chris Spear commented, “Subjecting essential supply chain workers to the same exact background check multiple times in order to receive different credentials from the same agency does nothing to enhance security.”

Bipartisan Support

The standalone bill, S3959, was initially introduced in March by Senators Roger Wicker (R-Miss.), Angus King Jr. (I-Maine), Deb Fischer (R-Neb.), and Jon Tester (D-Mont.). A corresponding House version, HR5840, was introduced by Representative Garret Graves (R-La.) in September 2023.

Supporters of the legislation emphasize its goal to simplify the application process, pointing out that applicants often have to submit multiple applications for various security programs, despite using the same background-check information and incurring the same fees.

Senator Wicker highlighted the bill’s intent in a news release, stating, “This legislation will cut through the red tape and streamline the process so workers can get back to moving goods across America, not wasting time and money.”

Source: Land Line

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Shared Features of Senate and House Proposals

While differences exist between the two bills, several common attractions unite their proposals:

• Increased Truck Parking Funding: Both versions instruct the DOT to leverage discretionary grants to support truck parking initiatives.

• Exemptions for Electronic Logging Devices (ELDs): The allocation of funds is restricted from mandating ELD usage for livestock and insect haulers, preserving their statutory exemption.

• Restrictions on Inward-Facing Cameras and Apprenticeship Program Registrations: The bills ensure that no funds will be used to enforce the use of inward-facing cameras or to mandate registration with the Department of Labor for participation in the Safe Driver Apprenticeship Program.

• Collaborative Cargo Theft Reporting: The legislation mandates the DOT to work with the FBI, Department of Justice, and other agencies to monitor cargo theft trends and devise an effective strategy for prevention.

• Guidelines for Towing Practices: A direction is provided for the FMCSA to engage with various stakeholders to establish fair towing and recovery regulations and fee structures.

Chris Spear, President and CEO of the American Trucking Associations, emphasized the association’s commitment by stating, “we will continue to push the Senate to back up its clear statements of support for truck parking and cargo theft with robust funding, and we will seek to ensure that the final conference agreement addresses trucking’s priorities.”

Moving Forward: What Lies Ahead for Both Bills

The House and Senate bills are now awaiting full chamber votes. Should they both progress without amendments, a conference committee will be established to harmonize any discrepancies in the legislation.

Source: Commercial Carrier Journal

The post Senate Appropriations Committee Advances Transportation Funding Bill with Strong Majority appeared first on Truck Drivers USA.

The law specifically targets the driver in control of the vehicle during the violation, ensuring they are accountable for any penalties upon conviction. Col. Tim Cameron with the Wyoming Highway Patrol stated, “We hope these new penalties will be a better deterrent for drivers who otherwise may decide to test their luck and chance the wind closures to save some time.” He emphasized that risky decisions often lead to accidents, injuries, and road closures for cleanup, which disrupts everyone’s schedules.

Not only commercial trucks but also RVs, campers, moving vans, utility trailers, and other large vehicles fall under the classification of light and high-profile under this legislation. Subsection (d) also indicates that the fines apply to other weight-based restrictions not related to wind. “Even on highways without strong wind restrictions, like Wyoming Highway 22/Teton Pass, drivers who willfully disregard weight restriction signage will be subject to these steeper penalties,” added Cameron.

Source: The Trucker

The post WYDOT Alerts Drivers to New Fines for Ignoring Weight-Based Road Closures appeared first on Truck Drivers USA.

Previously announced, the regulation will require all newly manufactured vehicles exceeding 10,000 pounds in weight to be outfitted with AEB and electronic stability control (ESC) systems.

Key Takeaways of the Proposal:

• Class 7 and 8 Vehicles: Heavier trucks weighing over 26,000 pounds must comply with AEB standards within three years after the rule is implemented.

• Class 3 to 6 Vehicles: Lighter trucks, weighing between 10,001 and 26,000 pounds, are required to meet both AEB and ESC criteria within four years.

• Small-Volume Manufacturers: Granted an extended deadline, they have five years to fully comply.

• Existing Vehicles: There is no mandate for retrofitting current heavy-duty vehicles with the new systems.

For the heavy-duty sector, “the rulemaking is expected to establish performance standards and motor carrier maintenance requirements for AEB systems on heavy trucks and accompanying test procedures for measuring the performance of the AEB systems in NHTSA compliance testing,” the DOT summarized.

Industry Reactions

During the public comment period, various stakeholders voiced their concerns. The Owner-Operator Independent Drivers Association and numerous truck drivers pointed out issues relating to the current AEB technologies, particularly false activations enacted by external factors like shadows from overpasses or guardrails on curved roads.

Meanwhile, the auto industry expressed reservations about the NHTSA’s AEB mandate for light-duty vehicles. The Alliance for Automotive Innovation, representing car makers such as Ford and General Motors, described NHTSA’s final rule as “practically impossible” in a letter from June 24. According to the letter, “In several respects, the final rule establishes requirements that are not objective, not practicable or neither of these… Moreover, the final rule failed to address some significant comments raising serious concerns related to feasibility, practicability and unintended consequences.”

As of now, NHTSA has finalized its regulation requiring AEB systems to be standard on all passenger vehicles and light trucks by September 2029. While the regulation for heavy-duty vehicles is slated for announcement in January, it remains pending review by the White House Office of Management and Budget, a process known to extend over several months or even longer.

Source: Land Line

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Assembly Bill 8582

In a decisive move, the Assembly recently voted 143-1 to advance Assembly Bill 8582, proposed by Assemblyman Angelo Santabarbara, D-Rotterdam. The legislation seeks to mitigate this issue by requiring GPS systems to display the heights of bridges, tunnels, and underpasses on planned routes. The bill now awaits Senate approval.

“The primary objective is to mitigate the rising number of bridge strikes in New York due to ineffective warnings from GPS systems,” notes the bill memo.

Santabarbara pointed out that the surge in traffic directed by GPS systems has contributed to the increase in bridge collisions. Despite the presence of warning signs, many drivers, especially those new to the area, continue to hit low-clearance bridges.

“This bill will help drivers see these dangers on their GPS, keeping everyone safer on the road,” Santabarbara stated. “Warning signs alone aren’t enough, so putting these alerts right where drivers are already looking will make a big difference.”

The proposed law mandates that GPS navigation and digital maps show the legal clearance heights for bridges and overpasses on planned routes. This includes displaying height information on routes and alerting drivers about their duty to follow vehicle height and weight restrictions as well as other traffic regulations.

2023 Law

A year prior, Gov. Hochul signed legislation requiring the New York State Department of Transportation to compile and publish bridge strike data. The law also tasks the department with identifying preventive measures against vehicle collisions with low-clearance bridges.

The bill’s sponsor highlighted that truck drivers are often unaware of these height restrictions until it is too late, leading to collisions. In November, the state conducted a week-long campaign to raise awareness about the issue.

North Grand Island Bridges

Earlier this year, the governor announced the completion of a $1.9 million initiative aimed at reducing bridge strikes at the North Grand Island Bridges in Niagara Falls. The project incorporates electronic over-height detection systems on three approaches: Niagara Scenic Parkway, LaSalle Expressway, and Interstate 190.

Over the past decade, vehicles have struck the eastbound and westbound bridges 28 times.

“Bridge strikes create dangerous situations, and it’s imperative that we do all we can to prevent them,” Hochul stated.

Source: Land line

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The Spring 2024 Unified Regulatory Agenda’s release highlights yet another postponement in the controversial rulemaking process, which has received notable resistance from truck drivers, lawmakers, and industry organizations.

In 2022, the Federal Motor Carrier Safety Administration (FMCSA) revived a 2016 proposal by issuing an advance notice of supplemental proposed rulemaking for speed-limiting devices on commercial motor vehicles exceeding 26,001 pounds.

This notice in 2022 amassed over 15,000 comments, with the majority coming from truck drivers opposing the mandate. The Owner-Operator Independent Drivers Association (OOIDA), which advocates for small-business truckers, contends that such a rule could undermine safety by causing hazardous speed differentials, thereby increasing the risk of collisions between cars and trucks.

Despite the pushback, FMCSA is resolute in its mission to push forward a formal speed limiter proposal, which will stipulate a maximum speed limit. However, the proposal has seen multiple delays. Initial timelines suggested release dates around June 2023, December 2023, and May 2024. The current aim is for a release in May 2025.

“FMCSA intends to proceed with a motor carrier-based speed limiter rulemaking by preparing a supplemental notice of proposed rulemaking to follow up on the National Highway Traffic Safety Administration’s and FMCSA’s jointly issued Sept. 7, 2016, notice of proposed rulemaking on this subject,” as stated in the DOT’s regulatory agenda. “The new rulemaking in subsequent consultation with NHTSA, will consider whether additional regulatory actions should be taken concerning CMV manufacturer requirements.”

The DOT notes that the rulemaking will be directed at commercial motor vehicles weighing over 26,001 pounds that operate in interstate commerce and have an electronic engine control unit.

Previous notices did not specify a maximum speed, though truck safety advocates have recommended speed caps for heavy-duty trucks at 60 mph. Other proposed limits include 65, 68, and 70 mph.

Opponents argue that such speed limits may create dangerous speed differentials, given that some U.S. highways have speed limits up to 85 mph. Additionally, interstate traffic often exceeds posted limits, potentially causing cars to travel up to 30 mph faster than trucks.

“Studies and research have already proven what we were all taught long ago in driver’s ed classes – that traffic is safest when vehicles all travel at the same relative speed,” emphasized OOIDA President Todd Spencer. “Limiting trucks to speeds below the flow of traffic increases interactions between vehicles, which can lead to more crashes.”

There is also legislative resistance to the speed limiter mandate. The DRIVE Act, which aims to prevent FMCSA from enacting any speed limiter rules, has been introduced in both the House and Senate. An appropriations bill also includes a provision to obstruct the rulemaking process.

In addition to OOIDA, the DRIVE Act has garnered support from groups such as the American Farm Bureau Federation, the Livestock Marketing Association, the National Association of Small Trucking Companies, the National Cattlemen’s Beef Association, and the Western States Trucking Association.

Source: Land Line

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Buttigieg commented at the Federal Motor Carrier Safety Administration’s (FMCSA) forum. “This department has been clear in our support of protections against predatory towing junk fees. Truckers often have to travel far from home to deliver the goods that everyone depends on,” Buttigieg said. “In the event that their truck gets towed, they may not have any relationship or familiarity with the towing company that moves their vehicle. Until they get that vehicle back, their job and really their livelihood is put on hold. Tow truck drivers also play an essential role in keeping our roads safe by removing disabled vehicles. But in some cases, some players in the towing space recognize and exploit the vulnerability of these situations. Of course, there are necessary and fair costs associated with the towing of a commercial vehicle. But some companies have seen an opportunity to charge exorbitant fees.”

The Owner-Operator Independent Drivers Association (OOIDA) has been at the forefront of this issue for a long time. Truckers who experience nonconsensual towing by third-party services have minimal control over the selection of the towing company or the negotiation of fees, often left at the mercy of the company assigned by local authorities. Instances reported by OOIDA show that towing and recovery costs for semi-trucks have sometimes surpassed $100,000.

“Let’s not just check a box and say we had another meeting,” Morris said. “Let’s do something about it.” he insisted. Morris also pointed out that while there are many reliable towing companies, the goal is to eradicate the unscrupulous ones.

Bill Johnson, president of the Towing and Recovery Association of America, pointed out the challenges faced by towing professionals, noting that workers are on call 24/7, 365 days a year.

Last November, the Federal Trade Commission proposed new regulations to ban unfair or misleading fee practices for goods and services. “FMCSA believes FTC’s proposed regulation may significantly benefit the agency’s regulated community, specifically as it relates to the predatory towing practices that have a substantial financial impact on CMV owners and operators,” the agency mentioned.

For those who couldn’t attend the meeting, written feedback can be submitted at Regulations.gov using Docket No. FMCSA-2024-0124.

Source: Land Line

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