Trucking Regulations in 2025: Gear Up with Nova Lines’ Insights

2024 FMCSA Updates: Key Rule Changes Rolling into 2025

Highway trucking transportation is no joke, especially when it comes to trucking regulations in 2025.
The Federal Motor Carrier Safety Regulations (FMCSR) impact everything from driver qualifications and hours of service to vehicle maintenance and drug testing. Staying updated on these regulations is critical, especially with new rules coming in 2025. While these updates have not been confirmed, staying informed on possible changes could be valuable for maintaining a strong focus on incentivizing safety.

Big Changes for Trucking Industry in 2025

2024 was a busy year for the Federal Motor Carrier Safety Administration (FMCSA), with several pending rule changes rolling over into 2025. Let’s dive into some of the big ones.

Drug Testing in 2025 Trucking Regulations

A significant change in trucking for 2025 involves new drug testing regulations. In May 2023, the U.S. Department of Transportation (DOT) announced that oral fluid testing will be added to the previously exclusive urine tests for drug screening.

Oral fluid testing offers several advantages: it’s less invasive, quicker, and provides more immediate results, making it easier to detect recent drug use. Additionally, it’s expected to reduce cheating, as the process is directly observed, helping ensure drivers are sober and fit for duty.

Before this testing can be standardized, the Department of Health and Human Services (HHS) must certify at least two laboratories for conducting these tests. Experts anticipate this certification could be completed by mid to late 2024, enabling broader implementation by 2025.

Mandatory Speed Limiters in 2025 Trucking Regulations

Next, let’s discuss speed limiters. This topic has generated significant debate over the past year. The FMCSA initially intended to implement speed limiter rules in December 2023, but that did not occur.

The joint notice from the National Highway Traffic Safety Administration and the FMCSA regarding mandatory speed limiters for heavy trucks received over 4,000 comments. The official proposal expected in December 2023 never materialized, and there’s been discussion in Congress about preventing the agencies from proceeding with this rule.

Concerns have been raised about the safety implications of “speed differentials,” where trucks travel significantly slower than surrounding traffic, especially in states like Texas with high speed limits.

This isn’t the first time the federal government has considered speed limiters; a previous attempt in 2016 did not result in any final regulations. Despite criticism from Congress and many truckers, the agency, along with the NHTSA, may still advance some proposals in 2024. Currently, the FMCSA plans to propose a rule for heavy-truck speed limiters by May 2025, although it appears unlikely to gain traction. Stay tuned for updates.

Automatic Emergency Braking Systems in 2025 Trucking Regulations

Automatic emergency braking (AEB) systems are gaining attention in the trucking industry. Last June, a joint rule proposal suggested that all newly manufactured heavy trucks and buses be equipped with AEB technology.

The proposal to require automatic emergency braking on commercial trucks aligns with the Bipartisan Infrastructure Law, which mandates that NHTSA and FMCSA propose mandatory AEB systems for new commercial vehicles over 10,000 pounds.

The final rule will “require and/or standardize equipment performance for automatic emergency braking systems on heavy trucks,” according to the regulatory agenda. The comment period closed in September 2023, and while the agenda initially indicated a “final action” expected in April 2024, it has since shifted to January 2025.

Incorporating driver training into the AEB mandate is crucial. Even without a requirement, trucking companies should note that plaintiffs’ attorneys often target those not using the latest safety tech. The comment period has closed, and the rule is expected to finalize in 2025.

Crash Preventability Determination Program in 2025 Trucking Regulations

The Crash Preventability Determination Program (CPDP) will undergo significant changes in 2025, making it a key focus in trucking regulations. The FMCSA launched this program in 2012 to ensure that drivers don’t face unfair penalties for crashes beyond their control. It provides a fairer evaluation of their safety records.

Since its inception, the program has expanded to cover a wider range of crashes. Currently, the CPDP includes 16 specific types of crashes, ranging from collisions with stopped or parked vehicles to accidents involving animals or infrastructure damage, such as falling trees. In these incidents, a driver’s preventability could come into question.

Beginning in 2025, the FMCSA will expand the program to include five new crash categories, bringing the total to 21 types. This update aims to improve fairness in crash evaluations, considering the changing road conditions drivers encounter.

Trucking companies and drivers should stay informed about how these changes might affect their safety records, insurance premiums, and overall operations in the long term.

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The Big Three Changes of FMCSA’s Enforcement Programs, CSA Scores, Safety Ratings, and Data CU

Let’s discuss the three key changes related to FMCSA’s enforcement programs: CSA scores, safety ratings, and data CU. In early 2023, FMCSA proposed changes to how it calculates CSA scores. Although these changes haven’t been implemented yet, they have launched a preview website for motor carriers to view the potential impact.

Safety Rating System for Carriers

FMCSA is rethinking its safety rating system for carriers. In August, the Federal Motor Carrier Safety Administration (FMCSA) asked for comments to help develop a new approach for determining when a motor carrier is unfit to operate commercial vehicles, known as a safety fitness determination. This was a pre-rule advance notice of proposed rulemaking.

When the agency issued a notice about potential changes to the safety rating process over a year ago, they held listening sessions, asking questions such as:

• Should the current three-tier rating system (Satisfactory, Unsatisfactory, Conditional) switch to a single rating only assigned if a carrier is found Unfit?
• How could inspection data and the Safety Measurement System (SMS) be utilized for safety ratings?
• Should driver behavior be included in the safety fitness determination?
• Should the list of violations used in ratings be revised?
• What about adjusting the weight of certain violations, such as giving more weight to unsafe driving?

The out-of-service violation rates vary greatly by state, impacting how roadside inspection data applies. Nationally, equipment violations stand at 20%. In Mississippi, the rate is 10%, while in Nebraska, it’s 43%. For drivers, the national rate reaches 6%. California’s rate is 3%, and Arizona’s is 12.5%. It’s unclear how the feds will address these differences in safety ratings.

Public comments have come in, and the agency may move away from the current three-tier system. It might tie safety ratings directly to CSA scores. Lastly, FMCSA plans to establish an independent appeals board for data correction requests.

Why Is The Regulatory Process So Hard?

The safety fitness proposal is currently on hold. Many FMCSA initiatives are also paused due to the upcoming elections. Congress and the new presidential administration can review and discard regulations finalized by the previous administration. As a result, the rulemaking process has stalled. The White House Office of Management and Budget must review regulations before finalization. However, officials hesitate to approve anything that might be scrapped soon.

FMCSA rulemaking frustrates many in the trucking industry. Regulators often lack a deep understanding of the field, and political appointees complicate matters. Some staff members gain valuable knowledge over time, but this learning is inconsistent. It typically takes nearly a year for a new administrator to grasp the industry. Frequent changes make it hard to achieve progress. Additionally, safety advocates and trucking professionals constantly balance their differing needs.