On Wednesday, Jan. 8, FMCSA shared its plan to conduct a “Study of Warning Devices for Stopped Commercial Motor Vehicles” by publishing a notice in the Federal Register. The goal? To analyze whether warning devices significantly impact drivers’ behavior in scenarios involving parked or disabled CMVs—and, if they do, to determine how and to what extent.

“It is an experimental study that requires data collection for evaluating whether warning devices meaningfully influence crash-relevant aspects of human performance in the presence of a parked or disabled commercial motor vehicle, and if so, how and to what extent,” FMCSA explained in its announcement.

The study is set to involve a sample group of 256 drivers.

Current Regulations on CMV Warning Devices

Under existing rules, all commercial motor vehicles are required to carry warning devices. When a vehicle is stopped on the road or the shoulder—not including cases where traffic conditions prevent it—these devices must be deployed following specific guidelines. Placement depends on various factors, such as whether the roadway is straight or curved.

“These requirements follow from the basic notion that increasing the conspicuity of a parked or disabled commercial motor vehicle makes it easier to see and recognize, thereby reducing the risk of a crash involving passing motorists,” the FMCSA stated.

However, the growing presence of autonomous vehicle (AV) technology has prompted new scrutiny of these longstanding regulations.

Autonomous Vehicles and the Warning Device Debate

Back in December 2024, FMCSA rejected a request from Waymo and Aurora to exempt autonomous trucks from the current warning device requirements.

The companies proposed outfitting their autonomous trucks with mounted warning beacons on the truck cab as an alternative to deploying traditional devices like reflective triangles or flares.

FMCSA declined the application, describing the request as overly broad. Nonetheless, the agency left the door open for exemption applications focused on narrower aspects of the regulation.

Now, the FMCSA is doubling down by launching a formal investigation to determine how effective the current warning device regulations truly are.

Using Modern Tools for a Deeper Analysis

Advancements in technology are providing FMCSA with new ways to measure how drivers respond to warning devices. Tools such as sensors and eye-tracking systems can offer valuable insights into reaction times and levels of driver attention.

“FMCSA plans to implement these modern tools in a controlled experiment at a closed-course, state-of-the-art driving research facility,” the agency said. “This setup will enable the most comprehensive study of warning device effectiveness conducted to date.”

The findings could have far-reaching implications, potentially shaping future regulations around warning devices. Additionally, the data may assist FMCSA in responding to exemption requests for alternative solutions, such as those proposed by Waymo and Aurora.

“FMCSA plans to implement these modern tools in a controlled experiment at a closed-course, state-of-the-art driving research facility that will allow the most comprehensive examination of the effects of warning devices to date,” the agency wrote. “The results of the study may support future rulemaking related to warning devices and provide baseline data necessary to inform agency decisions on exemption applications for alternative warning device products.” FMCSA concluded.

Source: Land Line

The post Are Warning Devices on Stopped Trucks Really Preventing Accidents? FMCSA Launches Study! appeared first on Truck Drivers USA.

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

The post Proposal for Speed Limiters on Commercial Vehicles Extended to May 2025 appeared first on Truck Drivers USA.

“I’m a farmer and a small-business owner,” Finstad said. “I’ve seen firsthand and heard numerous stories of the negative effects of government overreach when it comes to overly protected regulations and the rulemaking process.”

The primary objective of this legislation is to shield small businesses from government overreach and excessive regulation by compelling federal agencies to assess the impact of their regulatory actions on small enterprises.

“What does the rule say? How do we comply with this rule? How do we meet this regulation? What we’ve found is that it’s costing Americans billions of dollars each year,” Finstad said. “Since 2009, it’s estimated that it’s over $730 billion and over 480 million hours in paperwork time added to our small businesses.”

While the Prove It Act has broad implications for various industries, its resonance is particularly strong among small-business truckers, constituting 96% of motor carriers in the United States.

“The owner-operator or farmer or small independent business owner who is the most adversely affected in this regulatory climate,” Finstad said. “Because they don’t have the HR department. They don’t have the regulatory department. They don’t have the lawyers. They don’t have the staff to help them navigate the rules and regulations.”

The Owner-Operator Independent Drivers Association (OOIDA) lends its support to the Prove It Act, recognizing the overwhelming regulatory burden faced by small-business truckers.

“It’s always changing,” said Finstad, who holds a commercial driver’s license. “Just when you think you’ve caught up to the new climate of the new regulations and rules to comply with, there’s another harebrained idea coming at us tomorrow. It’s just so hard to keep up, especially if you’re that small independent.”

A notable example of regulatory excess, as highlighted by Finstad, is the Federal Motor Carrier Safety Administration’s (FMCSA) proposal to mandate speed limiters on most commercial motor vehicles.

“This is another harebrained idea that comes from folks who have never been in a semi,” he said. “To restrict speed and to have government intrusion right into our business office creates an unsafe environment.”

To counter this, Finstad has joined as a co-sponsor of the DRIVE Act, a legislative measure aimed at preventing the FMCSA from advancing any rulemaking that mandates speed limiters on heavy-duty trucks.

Despite the vocal opposition from thousands of truck drivers against mandatory speed limiters, FMCSA is expected to unveil a formal proposal in May. It’s important to note that Congress has not enacted any law requiring speed limiters, and the agency is attempting to push through this regulation independently.

“I’m one of the few members in Congress who has a Class A CDL, so it brings a little street cred to that conversation,” Finstad said. “When the bureaucrats tell me how things should or shouldn’t work, I can ask them if they’ve been behind the wheel. ‘Have you ever had to drive a truck with a 53-foot trailer? Have you ever had to haul a thousand bushels of corn to market?’ If the answer is no, you better start talking to the people who do it.”

With the recent addition of Representative David Rouzer, R-N.C., as a co-sponsor on Feb. 28, the House version of the DRIVE Act now boasts 37 co-sponsors. OOIDA actively encourages its approximately 150,000 members to advocate for the DRIVE Act by reaching out to their lawmakers. Truck drivers can conveniently contact their representatives through OOIDA’s Fighting For Truckers website.

Source: Land Line

The post U.S. Congressman Campaigns for Small Trucking Businesses, Says More Regulations Hurts Them appeared first on Truck Drivers USA.

Understanding the 34-Hour Reset Rule:

The 34-hour reset rule is a regulation imposed by the Federal Motor Carrier Safety Administration (FMCSA) in the United States. According to this rule, drivers must take a continuous, uninterrupted break of at least 34 hours before resetting their weekly driving limit. This reset allows drivers to start a new workweek with a fresh set of hours, ensuring they are well-rested and better equipped to handle the demands of the road.

The most surprising thing about the 34-hour reset rule is that it isn’t mandatory. Many drivers take it without really being aware; if you have a set route, and you’re home every weekend, you take a 34-hour reset incidentally. You just call it your weekend.

If It’s Not Mandatory, Why Do We Need It?

Consider a scenario where you anticipate driving 50 hours from Monday to Friday, and an additional 22 hours by the following Monday. If you adhere strictly to the mandated 10-hour breaks between shifts, there’s a risk of surpassing the 70-hour limit sometime over the weekend, resulting in a violation of Hours of Service (HOS).

However, there’s a strategic alternative. Opting for a 34-hour off-duty period from 6 p.m. on Friday to 6 a.m. on Sunday can create a situation that keeps you well-rested as well as in compliance with HOS regulations. This extended break allows your hours to reset to zero, essentially initiating a new eight-day working week starting that Sunday. With this reset, you now have the flexibility to complete your remaining 22 hours of driving on Sunday and Monday – a feat that would have been impossible without the break, all while ensuring compliance with HOS regulations. This example demonstrates how the 34-hour reset serves as a valuable tool for drivers, enabling them to strategically manage and distribute their weekly drive time.

Hours Of Service Limits for Truck Drivers

• 11 total hours of driving per shift
• No driving after the 14th consecutive hour of the shift (which includes both driving and non-driving activities)
• At least 10 hours of off-duty time between shifts
• Required 30-minute breaks after eight hours of cumulative driving
• 60 hours of driving within each seven-day period, or 70 hours of driving within each eight-day period

Best Practices for Navigating the 34-Hour Reset

Plan Strategically
To maximize the benefits of the 34-hour reset, plan your schedule wisely. Aim to take your reset during a period that aligns with your natural circadian rhythm, ensuring a more restorative break.

Utilize Amenities
When taking your reset at a truck stop or rest area, take advantage of available amenities. Quality sleep is crucial, so invest in blackout curtains, earplugs, and other accessories to create a comfortable sleeping environment.

Stay Active
Use the reset period to engage in light physical activities. Stretching, walking, or doing simple exercises can alleviate stiffness and promote overall well-being.

Healthy Eating
Opt for nutritious meals during your reset. A balanced diet can positively impact your energy levels and cognitive function, helping you stay alert and focused on the road.

Making the Most of Downtime

Personal Development
Consider using the 34-hour reset to engage in personal development activities. Audiobooks, podcasts, or online courses can be valuable companions during this downtime, offering both entertainment and learning opportunities.

Vehicle Maintenance
Conduct routine checks on your truck during the reset. Addressing minor issues early can prevent major breakdowns on the road, ensuring a smoother and safer journey.

Communication
Stay connected with family and friends during the reset. Socializing and maintaining a support network can positively impact your mental well-being, reducing the stress associated with long hours on the road.

The 34-hour reset rule is not just a regulatory requirement but an opportunity for truckers to prioritize their well-being and enhance overall efficiency. By planning strategically, incorporating healthy practices, and making the most of downtime, truckers can navigate this rule successfully. Remember, a well-rested driver is a safer driver, contributing to a more secure and sustainable trucking industry.

The post What Truckers Need to Know About the 34-Hour Reset Rule appeared first on Truck Drivers USA.

Alabama:

Permitted when safety demands due to snow, rain, or slippery conditions.

Alaska:

Chains prohibited from May 1 to Sept. 15 north of 60 North Latitude and from April 15 to Sept. 30 south of 60 North Latitude. Special permit needed for certain areas.

Arizona:

Allowed for safety during snowy or icy conditions.

Colorado:

Chains required on I-70 from Sept. 1 to May 31 between mile marker 259 and mile marker 133, with fines for non-compliance. Two levels of chain laws apply.

Idaho:

Chains required in certain unsafe conditions on specified routes.

Montana:

Traction device recommendations based on conditions.

Nevada:

Traction devices, chains, or snow tires required under icy conditions based on vehicle weight.

Oregon:

Chains required in designated areas during specified weather conditions.

South Dakota:

Chains allowed for safety in snowy or icy conditions.

Utah:

Chains required on designated highways from Oct. 1 to April 30 under adverse weather conditions.

Vermont:

Chains allowed for safety, with specific requirements for semitrailers or trailers.

Wyoming:

Two levels of chain laws based on hazardous conditions, with fines for non-compliance.

All other states:

Allowed for safety during snowy or icy conditions.

While safety always comes first in the world of professional truck driving, having an understanding of what each state outlines in its chaining mandates is important as well.

Source: The Trucker

The post A State-By-State Overview of Chain Regulations appeared first on Truck Drivers USA.