If those numbers hold, it would mark the 15th straight quarterly decline and stand as one of the largest drops recorded under the Fatality Analysis Reporting System.

More Travel, Fewer Fatalities

What makes the data stand out is that the decline comes at a time when travel is increasing. Preliminary figures from the Federal Highway Administration show more vehicle miles traveled, not less.

Even with that added volume, fatalities still moved lower. The decrease was not isolated either. It showed up across most of the country, with 39 states, along with Washington, D.C., and Puerto Rico, reporting fewer deaths.

Where Officials Are Pointing

Federal agencies have tied the shift to a mix of enforcement and broader safety efforts. Increased coordination with law enforcement has been a key part of that approach, along with targeting high-risk driving behaviors.

“In the past year alone, we’ve partnered with our incredible law enforcement officers to get dangerous foreign truck drivers off the roads and educate the public about the dangers of distracted driving, drunk driving, and driving without a seat belt,” U.S. Transportation Secretary Sean Duffy said.

There has also been attention on identifying unqualified drivers and keeping them off the road.

Continued Focus on Behavior

Alongside enforcement, agencies continue to push messaging around behaviors that lead to serious crashes. Distracted driving, impaired driving, and failure to wear a seat belt remain consistent factors in fatal incidents.

“NHTSA is doing our part by doubling down on safety strategies that reduce risky driving behaviors before they cost lives,” said NHTSA Administrator Jonathan Morrison.

What the Numbers Suggest

These are still estimates, but the direction is clear. Fatalities are trending down even as traffic levels rise. That combination points to changes in how safety is being managed and enforced.

Whether that trend continues will depend on how those efforts hold up over time, especially with more vehicles on the road and ongoing pressure on the system.

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The DOT has updated the platform to be more user-friendly for drivers, introduced a section for complaints against brokers who violate transparency rules, and renamed the complaint hub. While these changes are a positive step, truckers and fleet managers still see room for improvement.

The Owner-Operator Independent Drivers Association (OOIDA), which has long criticized the National Consumer Complaint Database as “ineffective” and poorly named, says the improvements are noticeable.

“OOIDA members have already noticed a significant improvement in the general display, user interface, and structure of the NCCDB website since the initial changes were announced in September,” the association wrote in comments signed by President Todd Spencer. “These overdue updates will assist drivers navigating the NCCDB and help them accurately file complaints.”

DOT’s Pro-Trucker Initiatives

Back in June, the DOT announced nine “Pro-Trucker” initiatives, one of which focused on modernizing the NCCDB. The goal was to migrate the database to a more modern, mobile-friendly platform, making it easier for drivers to report violations. The first set of updates went live in late September.

One of the most meaningful changes for drivers is the addition of a dedicated section for complaints against moving companies, trucking and bus companies, substance abuse professionals, electronic logging device providers, and property brokers.

Truck drivers have long raised concerns about brokers failing to comply with Regulation 371.3, which requires brokers to maintain transaction records and provide parties with access to those records. The updated system now explicitly allows drivers to report these violations.

“Is your complaint about a property broker? This could include a property broker failing to maintain transaction records or financial accounts with the required information, failing to maintain FMCSA registration or insurance, misrepresenting services, or conducting improper rebating or compensation practices,” FMCSA stated on the website.

OOIDA Pushes for Additional Enhancements

While acknowledging the improvement, OOIDA says there are additional changes needed.

“We especially thank USDOT for expanding the complaint categories to specifically include property brokers,” Spencer wrote. “However, FMCSA must add, ‘Refusing to Provide the Records of the Delivery’ under ‘Additional Details’ in the Property Broker section. We are optimistic these initial changes will contribute to a modern platform that will streamline the filing process, improve response timeliness, and initiate enforcement action when applicable.”

The DOT also announced in October that the NCCDB will be renamed the “FMCSA Complaint Center Records.” OOIDA has long requested a name that is easier for drivers to identify.

“We believe ongoing NCCDB changes can further be supplemented by choosing a more appropriate name for the system,” Spencer wrote. “The proposed new name remains misleading and only signifies a minimal connection to the trucking industry. Possible suggestions for a more logical name would be the National Truck Safety and Compliance Database or the Commercial Trucking Complaint Center. A more identifiable name would help raise the platform’s awareness among professional truckers and improve its utilization.”

The Need for Transparency and Responsiveness

OOIDA also stressed that the system needs to provide drivers with more feedback after filing a complaint. Without confirmation or progress updates, truckers are less likely to report violations.

“FMCSA should provide a confirmation that the complaint has been accepted, as well as real-time updates that monitor the complaint’s progress through the system,” Spencer wrote. “This would help drivers know where their complaint stands and provide a better understanding of FMCSA’s response level.”

While the updates are a step in the right direction, truck drivers and fleet managers continue to urge the DOT to make the complaint platform more transparent, responsive, and fully tailored to the needs of professional drivers.

Source: Land Line Media

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This proposal stems from the drug testing procedures rule that went into effect on June 1, 2023. The update was introduced to address compliance challenges tied to the implementation of oral fluid testing.

The DOT explained that its goal is to resolve “unforeseen circumstances rendering it impossible to comply with requirements” outlined in its previously finalized rule allowing oral fluid drug tests. Last month, the department had already issued an amended rule addressing other complications identified in the 2023 guidelines.

Background on the Drug-Testing Rule

By regulation, some drug testing scenarios mandate a directly observed collection. These include instances in which the original sample was invalid without medical justification or during “return-to-duty” testing.

The 2023 final rule specified that oral fluid tests should be used in certain situations where directly observed collections were necessary. However, oral fluid testing has faced delays due to the U.S. Department of Health and Human Services (HHS) not certifying sufficient facilities to perform these tests. According to protocol, no oral fluid drug tests can take place until HHS approves at least two laboratories—one primary lab and one for split specimen analysis.

Temporary Solution Proposed by the DOT

Given the unavailability of oral fluid testing, the DOT has outlined a temporary measure requiring directly observed urine collections for scenarios where oral testing is mandated.

“We intend this provision to require directly observed urine tests in situations where an oral fluid collection is required, but is not yet available,” the DOT clarified. The department emphasized that this amendment is meant to be “a temporary, short-term solution because there are currently no certified oral fluid laboratories.”

Sunset Clause for the Interim Rule

The DOT’s proposal includes a sunset clause. The temporary provision will expire one year after HHS announces in the Federal Register that it has certified the second oral fluid drug testing lab. The DOT will release its own Federal Register notice with the specific certification date once HHS confirms the lab meets requirements.

Conditions for Oral Fluid Testing During the Interim Period

During the interim period, if an oral fluid collection becomes feasible—such as when at least two labs have received certification, and both qualified collectors and conforming collection devices are available at a site—oral fluid testing must be conducted instead of urine collection.

Public Comment Period

The Federal Motor Carrier Safety Administration (FMCSA) is actively seeking public comments on the proposed rule. Feedback will be accepted until January 8, 2025. Stakeholders are encouraged to provide input during this period.

For more information or to submit a comment, visit the FMCSA’s website.

Source: Commercial Carrier Journal

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This month, the U.S. Department of Transportation is anticipated to reveal a final rule mandating automatic emergency braking systems on heavy trucks. According to the DOT’s latest Significant Rulemakings Report, the Federal Motor Carrier Safety Administration (FMCSA) and National Highway Traffic Safety Administration (NHTSA) are expected to take final action on the rulemaking in April.

However, the final rule has yet to be submitted to the White House Office of Management and Budget (OMB) for review, a necessary step before publication in the Federal Register. OMB reviews can often extend for months; for instance, NHTSA’s final rule for light vehicle automatic emergency braking, submitted on Jan. 18, is still pending clearance.

Last year, FMCSA and NHTSA jointly proposed a regulation mandating automatic emergency braking (AEB) systems and electronic stability control (ESC) systems on new vehicles weighing over 10,000 pounds. Under the heavy vehicle proposal, all Class 7 and 8 vehicles (weighing over 26,000 pounds) would need to meet AEB standards within three years of the rule’s enactment.

Similarly, all Class 3 to 6 vehicles (10,001 to 26,000 pounds) would need to meet AEB and ESC requirements within four years. Small-volume manufacturers would have a grace period of five years after the final rule takes effect, and no retrofit requirements would be imposed on existing heavy vehicles.

Despite the proposed mandate, many truck drivers oppose it, citing issues with existing AEB technology, particularly false activations.

“I am a current truck driver with this system already in use on company trucks,” Joe Hoffman said. “I have had many false positives, and brakes were jarringly applied, almost causing accidents on every single one. One of the false positives almost sent me into a wall going through Philadelphia. Other false positives have almost caused people to hit me from behind. Is this a technology for new drivers just starting? Yes, but only once the technology has been significantly improved.”

Numerous truck drivers have expressed their concerns through comments, highlighting the challenges they face with AEB systems. The Owner-Operator Independent Drivers Association (OOIDA), representing small-business truckers, has emphasized the prevalence of false activations and their adverse impact on drivers’ operations.

“The notice of proposed rulemaking mandates AEB systems without sufficiently addressing false activations, properly consulting with professional truck drivers or completing ongoing research programs,” said Todd Spencer, OOIDA president.

Source: Land Line

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“The horrors of human trafficking are far reaching, but together, we have the power to detect and prevent them,” Buttigieg said. This spotlight coincided with National Human Trafficking Prevention Month in January.

“We’re empowering America’s transportation workforce and the traveling public — hundreds of millions strong — to be the eyes and ears of a collective effort to combat trafficking,” Buttigieg said.

As part of the initiative, the Department of Transportation outlined mode-specific indicators related to human trafficking. For the trucking industry, these indicators encompass sites with unusually high security measures, out-of-place vans near truck areas, vehicles dropping off and picking up individuals by trucks, and unsupervised travel by minors.

Stakeholders like Truckers Against Trafficking and the American Trucking Associations actively contribute resources to combat human trafficking. The ATA is part of the Transportation Leaders Against Human Trafficking initiative, engaging in training, education, policy development, public campaigns, and networking forums.

“Members of the trucking, bus and energy industries are invaluable in the fight against this heinous crime. As the eyes and ears of our nation’s highways, you are in a unique position to make a difference and close loopholes to traffickers who seek to exploit our transportation system for their personal gain,” said Truckers Against Trafficking.

On Capitol Hill, lawmakers, such as Reps. Brian Fitzpatrick (R-Pa.) and Bill Keating (D-Mass.), are continually working on legislation to address this societal issue. The recently introduced End Banking for Human Traffickers Act aims to enhance collaboration between the private sector and law enforcement to combat financial crimes associated with trafficking. The bill also seeks to improve training and examination procedures for detecting transactions linked to human trafficking by the Federal Financial Institutions Examination Council.

“Traffickers utilize the services of banks, credit card companies and money transfer businesses around the world to launder illegal funds. Our bipartisan End Banking for Human Traffickers Act would strengthen collaborative efforts to keep these criminals from being able to use the global financial apparatus for their heinous activities,” Fitzpatrick said. “I am grateful for Rep. Keating’s partnership in this critical effort to both halt traffickers’ access to financial institutions and the ability to exploit their victims. … The End Banking for Human Traffickers Act is vital legislation which will close loopholes and direct regulators to work with law enforcement to combat the use of the financial system by human traffickers.”

Highlighting the severity of the issue, the International Labour Organization reported that in 2021, nearly 50 million people were living in modern forms of slavery.

Source: Transport Topics

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During a five-hour meeting on Jan. 18, the task force initiated an in-depth examination of contract terms that could impede owner-operators from covering maintenance costs for vehicles leased or purchased from motor carriers.

Regulators have tasked the members of the task force with investigating leasing agreements within the motor carrier industry to identify potential inequitable terms that “the frequency and quality of maintenance performed on subjected vehicles” and may adversely affect owner operators.

While the prevalence of such predatory lease-purchase agreements is yet to be established by the task force, a yearlong study by a U.S. government financial consumer group highlighted the widespread risk of truckers hastily signing agreements without a clear understanding of the incurred costs.

“Our problem is not necessarily always the language of the agreements themselves,” said Paul Cullen, an attorney and member of the task force. “The problems that occur also are with the motor carriers or the leasing companies’ failure to abide by the agreements.”

Certain lease-purchase agreements stipulate that the lease-purchaser is responsible for all repairs, maintenance, service, and upkeep, according to Jim Jefferson, Supervisor of Regulatory, Compliance, and Consumer Protection for the Owner-Operator Independent Drivers Association.

“All that responsibility falls on them to make sure that the truck is maintained,” Jefferson said.

The complexity of these agreements poses a significant challenge, especially for younger truck drivers who may lack familiarity with lease terms, expected income, potential deductions from their pay, or the inclusion of maintenance fees.

Committee members emphasize the need to differentiate between dishonest business practices and fair agreements that provide drivers with a genuine opportunity to establish their businesses.

“ATA believes that unscrupulous actors in our industry should be addressed, but painting all lease agreements as deceptive or worse is simply an inaccurate picture of industry business practices,” said Nathan Mehrens, vice president of workforce policy. “Efforts to root out deceitful lease agreements should not preclude carriers and drivers from entering into arrangements that preserve individuals’ opportunities to pursue their careers in the manner they choose.”

The task force is encouraging owner-operators and carriers to share their experiences and agreements related to maintenance challenges during a dedicated session at the Mid-America Trucking Show in late March.

Key questions the task force is seeking answers to include:

• Did you have sufficient time to read and comprehend the lease agreement?
• Were you given an opportunity to inspect the equipment covered in the agreement?
• Did you receive information about the vehicle’s history of damages?
• Was a lease-purchase your sole option?
• Were your responsibilities clear in case of a major breakdown?
• What are the primary challenges in your relationship with motor carriers?
• What aspects would you change about your relationship with your motor carrier?

“We have hit onto something very big,” said Steve Rush, task force chairman founder, and chairman of New Jersey-based Carbon Express. “No matter how you shake it out, the maintenance is critical to the safety of the highways and to the safety of everyone around a truck.”

Source: Transport Topics

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Scheduled to deliver the keynote address on Jan. 10 at the Washington, D.C., conference, Secretary Buttigieg will discuss the ongoing implementation of the $1.2 trillion Infrastructure Investment and Jobs Act passed in 2021, which includes the significant Bridge Investment Program. Recently, the Department of Transportation (DOT) announced the availability of funding for bridge projects through this program.

“When a bridge closes, it costs Americans time and money, disrupts supply chains across the region, and sometimes cuts off entire communities from vital resources,” Buttigieg said Dec. 20. “Thanks to President [Joe] Biden, we are making the largest investment in America’s bridges since the construction of the interstate system, and these grants will help repair bridges in communities of all sizes, so we can get people and goods safely to where they need to be.”

Secretary Buttigieg will also participate in a panel at TRB titled, New Materials for Infrastructure: Reinventing the Roadway, Runway, and Railway. The topic of discussion will include a “focus on innovative, durable materials, including green and low embodied carbon infrastructure materials, bioengineered materials, and other topics related to decarbonizing the infrastructure supply chain.”

“These new and innovative technologies can reduce emissions from infrastructure and construction, while making infrastructure more resilient to the impacts of climate threats. The workshop will highlight advances in durable and low-carbon material technologies and will bring together a group of industry experts and research leaders to discuss opportunities for collaboration and deployment,” according to TRB.

The conference, spanning Jan. 7-11 at the Walter E. Washington Convention Center, will address various transportation modes, along with themes such as climate change, equity, public health, artificial intelligence, electric vehicles, and alternative fuels. The event will also recognize the outstanding contributions of transportation officials nationwide.

Shailen Bhatt, administrator of the Federal Highway Administration, is slated to take part in a January 7 panel discussion titled Designing the Transportation Agency of the Future. This session will set about to answer “How must transportation agencies evolve to meet changing customer needs? How can they leverage technology and innovation? Will the future [DOT] focus on system management, mobility or strategic development? How can DOTs work with other public and private partners to carry out this mission?”

TRB will feature panels and workshops focused on safety, with Deputy Transportation Secretary Polly Trottenberg participating in a Jan.  8 panel examining the process for reducing highway fatalities.

DOT’s safety strategy emphasizes a comprehensive approach to reducing fatalities on highways, roads, and streets. According to the National Highway Traffic Safety Administration, nearly 43,000 individuals lost their lives in motor vehicle traffic crashes in 2022.

“Key to our strategy is recognizing that people make fmistakes, and, as good stewards of the transportation system, we should put in place safeguards to prevent those mistakes from being lethal. Zero is the only acceptable number of deaths and serious injuries on our roadways, and that is our ultimate goal,” Buttigieg wrote in the 2023 Progress Report on the National Roadway Safety Strategy.

The TRB meeting provides a platform for leaders to share insights, discuss critical issues, and work toward innovative solutions in the realm of transportation.

Source: Transport Topics

Photo: Transport Topics

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Comprising 27 carefully selected members, the TTAC boasts a diverse range of perspectives across various sectors, geographies, and areas of expertise. The committee’s composition includes experts from academia, think tanks, the public sector, labor, and industry. These individuals bring their insights to bear on crucial topics such as automation, cybersecurity, safety, accessibility, law, government, entrepreneurship, privacy, and equity.

“We are living in a time filled with unprecedented opportunity and unprecedented challenges in transportation,” said Transportation Secretary Pete Buttigieg. “The deep expertise and diverse perspectives of this impressive group will provide advice to ensure the future of transportation is safe, efficient, sustainable, equitable, and transformative.”

Members of the TTAC will serve two-year terms, demonstrating a commitment to continuity and the development of long-term strategies. Additionally, there is the possibility of reappointment. It’s worth noting that membership in the TTAC is an unpaid position, underscoring the dedication of these individuals to advancing transportation innovation.

The inaugural meeting of the TTAC is scheduled for Jan. 18. Among the key focus areas are pathways to safe, secure, equitable, environmentally friendly, and accessible deployment of emerging technologies. The committee will also delve into integrated approaches to promote cross-modal integration, particularly in the application of automation.

Policies that encourage innovation, support a safe and productive U.S. workforce, and foster economic competitiveness and job quality are essential components of the committee’s agenda. Additionally, the TTAC will tackle the development of approaches and frameworks that facilitate the secure exchange and sharing of transformative transportation data. This includes technologies and infrastructure across public and private sectors, aligning with core policy decisions across DOT’s strategic goals.

The TTAC will also explore ways the Department can identify and elevate cybersecurity solutions. Privacy protection across transportation systems and infrastructure will be a critical consideration in their discussions.

Source: The Trucker

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This policy makes clear that in cases where a state court forwards a conviction involving the use of a commercial truck in the commission of felony sexual assault, the driver must face disqualification “for the time periods set forth in 49 CFR 383.51(b), Table 1, item (6).”

In practical terms, this implies that, in most instances, drivers must undergo disqualification for a duration ranging from one year to a lifetime, depending on the number of offenses committed. The policy recognizes the varying terminologies different states use concerning sexual assault convictions.

The policy was signed by FMCSA Administrator Robin Hutcheson and was made public on Dec. 7.

“The safety of CMV operators is a critical aspect of FMCSA’s safety mission,” said the policy. “Sexual assaults have occurred at truck stops, fueling stations, and in connection with CMV driver training. Truck drivers whose personal safety is at risk cannot devote their complete attention to the safe operation of a CMV and the performance of other safety-sensitive functions.”

The policy does not disregard state rates and makes clear its understanding of terminology around sexual assault convictions varies from state to state. The policy clearly states that this applies to “any nonconsensual sexual act proscribed by state law, including when the victim lacks capacity to consent.”

The definition of “using a CMV” in the commission of such a crime is outlined with three examples by Hutcheson:

1. Felony sexual assault occurring in or upon a CMV or towed unit
2. Use of a CMV to transport a victim to a site where felony sexual assault is committed
3. Use of a CMV to conceal a felony sexual assault, where the CMV acts as a shield from public view during the assault.

The DOT clarified that the rule could extend to other scenarios and even apply when the victim is not another truck driver or a trainee. Addressing concerns surrounding sexual assault, the Women of Trucking Advisory Board and FMCSA have been actively involved in initiatives such as the “Crime Prevention for Truckers” report in 2022.

Desiree Wood, President of Real Women in Trucking and a sexual assault survivor herself, applauded the step forward. She urged victims of sexual assault to come forward and report the crimes while advocating for fleets to take responsibility for administering effective training programs.

“While this notice of enforcement is a step forward, convictions are difficult in the current culture. The truth is we must encourage those affected to report offenses promptly to law enforcement rather than be discouraged,” she said. “We also must educate law enforcement to take these reports seriously since they have difficulties understanding why we are living on trucks with someone we hardly know in the first place. In addition, a robust, comprehensive code of conduct must be implemented that protects everyone involved in these cohabitation training environments.”

Source: Commercial Carrier Journal

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The Build America Bureau is pivotal in assisting communities across the nation by offering Transportation Infrastructure Finance and Innovation Act (TIFIA) loans and various financing opportunities, expediting infrastructure initiatives, and mitigating project expenses.

Spanning Chesapeake, Franklin, Hampton, Newport News, Norfolk, Poquoson, Portsmouth, Suffolk, Virginia Beach, and Williamsburg, Hampton Roads is set to undergo a comprehensive $445 million project within the framework of the Hampton Roads Express Lanes Network—an extensive 45-mile system of uninterrupted express lanes along I-64.

“This project will eliminate a key regional supply chain bottleneck and has vast economic and job creation potential by providing a consistently reliable connection to Virginia’s port system, the third largest on the East Coast,” said Polly Trottenberg, deputy transportation secretary. “Additionally, the project will enhance safety by improving the emergency evacuation route for the region.”

Focused on “Segment 4C,” a critical 2.5-mile stretch from LaSalle Avenue to Settlers Landing Road, the endeavor is primed to introduce a full-time express lane, a part-time express lane, and two general-purpose lanes in both directions. Notably, Hampton Road Transit buses will have dedicated lanes, contributing to reduced carbon emissions and expedited travel times, which are expected to range from 10 to 15 minutes in both express and general-use lanes.

“Virginia’s innovative financing approach is helping to deliver these overdue improvements at a lower cost,” said Morteza Farajian, Build America Bureau executive director. “Additionally, with over 80,000 active-duty military personnel at eight installations in Hampton Roads, improving regional mobility is critical to national security.”

Source: The Trucker

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