David Heller
Key takeaways
- FMCSA’s Motus system aims to modernize carrier registration, strengthen identity verification, and reduce fraud.
- Login problems, account verification steps, and registration errors have complicated the transition for carriers.
- Successful modernization depends on balancing stronger security with usable systems and reliable support for fleets.
Motus rollout highlights challenges in trucking regulatory compliance
We’ve all heard adages like “If at first you don’t succeed, try, try again,” “Nothing ventured, nothing gained,” and “Better to have tried and failed than never to have tried at all.”
I have uttered each of these, and I’m sure you have too. Yet with the Federal Motor Carrier Safety Administration’s (FMCSA) Motus rollout facing issues, these sayings feel truer now than ever.
FMCSA deserves credit for attempting something the trucking industry has needed for years: modernization of its registration systems. The agency’s new Motus platform is intended to replace a patchwork of aging registration tools with a single, secure portal that allows carriers, brokers, and other regulated entities to manage registrations, operating authority, and compliance obligations through one centralized system. According to FMCSA, Motus was designed to strengthen oversight, improve efficiency, reduce fraud, and provide a more user-friendly experience for industry stakeholders.
Those are worthy goals, and the industry fully supports them. In fact, today’s FMCSA has taken an aggressive and welcome approach to enforcement to remove the negative aspects of our industry, with freight fraud and chameleon carriers squarely in the crosshairs.
Unfortunately, the rollout of Motus shows that a good idea isn’t guaranteed to be successfully executed, a pattern time and again with the Clearinghouse, the Medical Registry, and more.
Our industry has long struggled to introduce new systems designed to improve data accuracy and, in the case of Motus, strengthen identity verification to eliminate fraud; however, the rollout has been far from seamless.
The irony is that Motus was intended to make regulatory compliance easier. From the outset, users have faced challenges such as login issues, insurance filings disappearing or changing, inactive operating authority, or the site simply not working. FMCSA itself acknowledges that users must create individual profiles, complete identity verification, and then establish or claim company accounts before registering.
That may sound straightforward on paper. In practice, many trucking companies operate with limited administrative staff and little time to decipher shifting registration requirements. Every additional step creates another opportunity for confusion, delay, or error.
To FMCSA’s credit, Motus is designed to improve data integrity, reduce duplicate records, and provide better visibility into regulated entities. The agency has also highlighted the need for stronger identity verification to combat fraud, a growing concern across the transportation sector, and no reasonable stakeholder would oppose those objectives.
Fraudulent carrier identities and cargo theft schemes have become increasingly serious threats. The industry needs stronger protections, and federal regulators must safeguard the integrity of the registration process. Motus aims to address those vulnerabilities through modern technology and stronger security controls.
But good security must be balanced with usability.
A successful registration platform should not merely satisfy federal requirements; it should work effectively for the people who depend on it every day. Carriers need clear instructions, responsive customer service, and a transition process that minimizes operational disruption. When users struggle to access accounts, verify identities, or understand a new process, the result is frustration, not modernization.
FMCSA still has time to fix this. The agency is openly acknowledging the system’s shortcomings, listening to the entire industry—carriers, brokers, registration service providers, and industry associations—and working to deliver the system as promised.
Modernization is necessary and long overdue. The ultimate measure of Motus will not be the sophistication of its technology or the strength of its security architecture. It will be whether carriers can complete essential registration tasks efficiently, accurately, and without unnecessary obstacles.
The trucking industry supports modernization but cannot afford anything that makes compliance harder rather than easier. The agency is working overtime to correct this process. While it’s easy to criticize the rollout, we should acknowledge that FMCSA and its staff are working diligently to fix the problems.
For an industry with over two million registered motor carriers and a growing network of supporting organizations, fixes with Motus don’t happen overnight; they require a strategic, step-by-step process that can take a long time.
FMCSA launched Motus with the promise of creating a more efficient and secure registration environment. Refining Motus for a seamless user experience will take time.
Law enforcement, regulators and policymakers are cracking down on ELD manipulation and noncompliant devices
Fraudsters are constantly using newer technology to develop methods of evading regulations. (Krista Bussey/Transport Topics)
“Ghost driver” schemes can obscure a driver’s actual time behind the wheel and circumvent HOS limits. (Krista Bussey/Transport Topics)
Mindy Long
Federally mandated electronic logging devices have made driver hours-of-service violations harder to hide than they were during the days of paper logbooks, but bad actors have devised increasingly sophisticated methods to cheat.
Some noncompliant motor carriers have been skirting safety regulations by working with dubious technology vendors to illegally falsify driver records.
In response, federal regulators, law enforcement and elected officials are taking action to clamp down on ELD manipulation.
“The frequency and technical sophistication involved with the tampering has changed significantly,” said Jeremy Disbrow, roadside inspection specialist for the Commercial Vehicle Safety Alliance.
Some schemes involve fictitious driver accounts, sometimes described as “ghost drivers,” created by third-party dispatchers or rogue ELD providers to obscure the driver’s actual time behind the wheel and circumvent HOS limits.
“The problem has become significantly worse as some ELD vendors have advertised that they will manipulate a driver’s records for a monthly service fee,” Disbrow said.
When stopped, a driver can send a text message and, within minutes, the time and location information is changed, making a trip appear compliant.
“Inspectors have seen this work in real time when the data changes while the inspector is actually looking at the device,” Disbrow said.
Industry reporting has shown that some foreign ELD providers are selling devices in the U.S. “with the express aim of helping falsify driver logs, including during roadside inspections, so drivers can stay on the road past the point of safe operation,” said Eric Danko, head of global public policy and government affairs for technology supplier Samsara.
While there have always been drivers and fleets that work around the edges of the HOS rules, this form of ELD manipulation goes further.
“This is an entirely different scenario,” said Kevin Grove, director of safety and technology policy for American Trucking Associations. “This is whole-cloth fabrication of the logs.”
Simpler tactics for manipulating driver records remain as well.
“We regularly see misuse of personal conveyance and yard-move statuses, edits that convert on-duty time to off-duty time, and unassigned-driving events that are never properly attributed to a driver,” said Josh Lovan, an industry business adviser with J.J. Keller & Associates.
A driver could also have multiple driver IDs on the same hardware or more than one ELD application operating on the same device.
“Back in the day, the way to cheat the system was to carry two logbooks,” said Joe Ohr, chief operations and technical officer for the National Motor Freight Traffic Association. “The digital way to do that is to have two logins.”
Tougher enforcement
Most motor carriers comply with the regulations, but ELD falsification remains a significant issue that can be hard to quantify.
“We know some scope from enforcement and what they’ve found at roadside … but their inspection process doesn’t touch every truck every day,” ATA’s Grove said.
False records-of-duty status were the second-most cited driver violation in 2025, with more than 58,000 instances recorded, said Jason Hartwig, associate director of product management at J.J. Keller.
CVSA placed heightened emphasis on ELD tampering, falsification and manipulation during its annual International Roadcheck enforcement blitz in May.
The organization also has expanded training on ELD tampering and strengthened enforcement. Since April, a manipulated logbook violation carries a 10-hour out-of-service penalty.
Those changes have given inspectors more leverage, said Capt. Anthony Gerard with the Arizona Department of Public Safety.
“Our out-of-service rate for drivers having manipulated or tampered logbooks have gone up significantly,” he added.
With ELD tampering harder to detect, inspectors have turned to other sources to verify driver hours, including fuel and meal receipts, bills of lading, toll records and GPS data, but even those can be manipulated.
“We have seen numerous AI-generated shipping papers, registrations, insurance and all sorts of documents that are fake,” Gerard said.
Increasingly, inspectors are utilizing license plate readers to compare a truck’s location with its electronic logs, he said.
Inspectors also are getting better at interviewing drivers about their trips, Gerard added. “They will lock [drivers] down to a story up front, and it eliminates their excuses later on.”
More scrutiny on ELD vendors
In the decade since the Federal Motor Carrier Safety Administration began phasing in its ELD rule in 2016, technology vendors have been registering their devices with FMCSA through a self-certification process with limited oversight.
For the past couple years, though, FMCSA has placed more scrutiny on questionable ELD vendors and has been steadily purging its registry of devices that fail to meet minimum requirements.
As of early August, the agency had delisted 95 devices since January 2025.
“FMCSA is committed to ensuring that electronic logging devices meet the highest standards for accuracy, reliability and compliance,” FMCSA Administrator Derek Barrs said in an Aug. 6 statement. “When devices fail to satisfy the agency’s requirements, we will take appropriate action to protect the integrity of hours-of-service records and support our mission of improving safety on our nation’s roadways.”
FMCSA has also “closed the doors” temporarily on new ELD vendors while it reviews registered devices and determines how to safely allow new devices, ATA’s Grove explained.
NMFTA’s Ohr said the issue is complicated by the prevalence of white-label ELDs. While white labeling isn’t evidence of fraud or noncompliance, it means multiple products can share the same underlying software, cloud infrastructure and administrative tools while being marketed under different names.
NMFTA has reviewed about 75% of ELDs on the federal registry and found that roughly 70% of those were white labeled.
The association grouped providers into “families,” and Ohr said some families have more than 100 entries. “You revoke one, but what about the other 50 in the family?”
Ohr has also seen registry entries with incomplete or questionable company information, including addresses that point to empty lots or brokerages rather than ELD developers.
These types of findings have reinforced calls for more independent review of devices.
ATA’s board voted unanimously in October 2025 to support third-party certification and formed a working group of fleets, ELD providers and other stakeholders to create certification recommendations for FMCSA. It plans to share them during ATA’s 2026 Management Conference & Exhibition in October.
Canada has taken a different approach to device certification. While its ELD mandate largely mirrored the U.S. technical standard, it requires independent third-party certification of the devices.
Melanie Simard, vice president of safety, compliance and technical support for Isaac Instruments and a member of ATA’s working group, said Canada has about 100 certified ELDs, compared with more than 900 devices on FMCSA’s U.S. list.
Ensuring compliance
Compliant ELD providers have safeguards built into their technology to prevent tampering.
Simard said automatically recorded driving time cannot be modified within reputable systems.
“If it was recorded by the ELD, the wheels were spinning and the truck was driving — we can’t change that,” she explained. “No one at Isaac is allowed to go into a logbook and modify it.”
Authorized carrier personnel can, however, make edits to correctly assign that driving time when appropriate. Drivers can easily forget to change duty status or log out, for example.
Simard said those types of corrections are part of normal fleet operations and permitted by the regulations.
Danko said any edit in Samsara’s system creates a new, versioned record rather than overwriting the original, and every event carries a record of who made it and why. A motor carrier administrator can propose certain changes, but the driver must accept or reject them.
Even with those protections in place, compliance takes effort, fleet operators said.
“First and foremost, we use an FMSCA-compliant ELD. We keep the ELD software and firmware current,” said Deen Albert, vice president of operations at Grand Island Express, a refrigerated carrier based in Grand Island, Neb. “We restrict administrative access to authorized personnel only.”
Truckload carrier Boyle Transportation validates drivers’ log hours on a daily, weekly and quarterly basis.
“ELD compliance isn’t something we simply assume because we have an electronic system in the truck,” said Michael Lasko, assistant general manager and vice president at Boyle Transportation. “Technology is an important compliance tool, but it still requires active human oversight.”
Boyle conducts comprehensive audits of its HOS records to detect potential violations or anomalies.
“We also review unassigned drive time daily to verify that our professional drivers are actively logged into the ELD for every mile they are behind the wheel,” Lasko said.
Lori Johnson, a senior consultant with Fleetworthy, said carriers should review unassigned driving reports, edit histories and supporting documents.
Accountability can’t stop with the driver, she said. “It’s accountability to the dispatcher, the supervisor, the manager, all the way up.”
How cheaters prosper
Bad actors within the trucking industry have a strong incentive to circumvent HOS rules. Carriers that illegally create more driving time can move more freight with the same truck and driver, increasing utilization.
“The more miles you run, the more your cost comes down,” said Zach Meiborg, CEO at Meiborg Cos., a truckload carrier and logistics provider based in Rockford, Ill.
Meiborg said his company has lost freight to competitors that cheat on HOS, enabling them to offer lower per-mile rates that compliant carriers can’t match.
“We lost a lot of business to brokers and had shippers flat out tell us, ‘Why would we pay you $2.50 when I can get it for $1.70?’” he said. “There’s an adverse incentive to do the right thing.”
The consequences go far beyond freight transactions.
Albert of Grand Island Express said unsafe practices and fatigue-related crashes contribute to higher insurance costs and greater liability across the industry.
“Drivers who are pushed past legal hours may become fatigued, increasing the risk of crashes and injuries,” he said.
CVSA’s Disbrow said some drivers have told inspectors that carriers pressured them to participate in tampering. Newer drivers can be particularly vulnerable if they enter the industry through carriers that normalize fraudulent practices.
ELD legislation
Congress is also considering ways to reduce the risk of ELD manipulation.
The GHOSTRUCK Act, introduced in the House by Reps. Greg Steube of Florida and Dave Taylor of Ohio, would require ELD edits made by a carrier, dispatcher or other authorized agent to originate from someone physically located in North America.
J.J. Keller’s Hartwig called it “a meaningful, targeted safeguard” against offshore dispatchers. However, many in the industry said it only addresses one form of manipulation and could be hard to enforce.
ATA supports the bill. Ultimately, Grove said the goal is to create more “touchpoints” where fraudulent activity can be detected among ELD providers, fleets, drivers, FMCSA and enforcement and to shorten the window in which a bad device or falsified record can exist without being discovered.
“I think we just need to agree on a path forward and get moving on it,” he said.
Washington is trying everything from oil-reserve releases to longer driving hours for fuel haulers. None addresses all the forces keeping diesel prices high.
Deborah Lockridge
When diesel prices first shot up after the U.S. attacked Iran, many expected the spike to be short-lived. Instead, the war has dragged on, and the fuel market has only gotten more complicated.
Oil may (or may not) be moving through the Strait of Hormuz, but other shipping routes are threatened, tankers are in short supply, refineries are stretched thin, and Russian diesel supplies have been disrupted.
Despite the administration’s promises to lower prices, there’s no quick fix.
National diesel prices hit a new record of $6.51 on September 21, according to AAA.
The status of U.S.-Iran negotiations seems to change almost daily. It doesn’t help that President Trump often appears to announce major policy developments in social media posts, only for Iran to dispute his version of events.
Even the basic question of whether the Strait of Hormuz is “open” has no simple answer. The United States says it is. Iran says it will not fully reopen the waterway until its conditions are met.
As the Washington Post put it, “In a cacophony of data, claims and assertions, the Trumpadministration figures vary significantly from those compiled by commercial maritime tracking organizations.”
What we said in June: Trucking Should Prepare for Long Siege of High Fuel Prices
The U.S. military says it has cleared mines, established a protected corridor, and helped move significant oil volumes through the strait. But Reuters estimates that flows remain about one-third below prewar levels. Some vessels are traveling under military protection, during limited transit windows or with their tracking systems turned off.
In other words, oil is moving — but hardly under normal conditions.
Meanwhile, attacks on Saudi Arabia’s East-West pipeline and growing Houthi influence near the Bab al-Mandab Strait threaten routes designed to bypass Hormuz.
The latest wrinkle is a shortage of the giant ocean tankers that are needed to transport the oil. According to the Wall Street Journal, the shipping cost recently rose to about a quarter of the price of the crude itself. Normally, those costs are a small fraction of the value of a ship full of crude oil.
Washington Has Few Quick Fixes For Diesel Prices
With no clear end to the war in sight, the federal government is looking for other ways to address high fuel prices, but few seem likely to give short-term relief from record diesel prices.
Releases from the U.S. Strategic Petroleum Reservedidn’t appear to have much effect on prices. Earlier this month, the reserve was down to 285 million barrels, nearly 30% below its level a year earlier and close to its lowest point since 1983.
The administration temporarily waived the Jones Act, allowing foreign vessels to carry oil and refined fuels between U.S. ports. Trump extended that waiver in August, with the White House saying it had increased domestic deliveries of gasoline, diesel and jet fuel.
Putting diesel fuel in the tank is getting ever more painful as diesel prices continue to set records.
The measure makes fuel easier and potentially cheaper to move within the country, but analysts expect only a modest effect on pump prices.
The White House negotiated access to Venezuelan oil, including rights to buy part of the production from 17 oil fields at cost. The administration says some of that crude could reach U.S. refineries by the end of 2026, with larger volumes in 2027. But that is not an immediate answer.
Trump has pushed Russia and Ukraine to stop attacking each other’s energy infrastructure. The administration hopes that protecting Russian refineries could restore diesel exports and ease the global shortage, but no durable agreement appears to be in place.
It is considering using the Defense Production Act, regulatory changes, faster permitting and federal investment to expand or improve U.S. refineries. No final plan had been announced as of Sept. 11, and building significant new capacity would take time.
President Trump’s recent emergency waiver relaxing hours-of-service requirements for drivers delivering fuel won’t solve the underlying problem.
The 90-day waiver from the Federal Motor Carrier Safety Administration went into effect on September 16 and will expire on December 16. According to the FMCSA, drivers must still take a six-hour break in the sleeper berth at least once during a 24-hour period, or an eight-hour break if they are in a day cab.
But this isn’t like hurricane relief, where fuel is needed urgently in disaster-devastated areas to run hospital generators and fuel emergency vehicles. Longer driving hours can’t suddenly produce more diesel or lower the cost of crude oil, refining and ocean transportation.
More Crude Doesn’t Mean More Diesel
Getting crude oil out of the Persian Gulf is only part of the problem. More crude won’t do much for diesel prices if refineries can’t turn it into fuel fast enough. U.S. refineries have been running near full capacity, leaving little room to quickly increase diesel production.
But while Russia and the Persian Gulf countries have been building refineries in the past 10 years in pursuit of a bigger share of the global diesel market, the last major U.S. refinery was built in the 1970s.
50 Ways Fleets Can Cut Fuel Costs Now — Without Buying New Trucks
The United States had 130 operable refineries at the beginning of 2026. Several smaller facilities have opened in recent years, including a 45,000-barrel-per-day plant in Galveston in 2022. But the newest large, full-service refinery remains Marathon’s Garyville, Louisiana, facility, which began operating in 1977.
Refineries are very much a “not in my backyard” kind of development. So most new U.S. capacity has come from expanding existing plants. That is generally faster and less contentious than permitting and building a refinery from scratch — but it also limits how quickly the industry can respond to a global diesel shortage.
Meanwhile, U.S. diesel supplies are getting tighter. EIA expects distillate inventories to fall below 100 million barrels and remain below the five-year low through the end of 2026 and most of 2027. The agency says high exports, lower international refinery production and seasonal refinery maintenance will continue putting pressure on diesel prices.
Should the U.S. Be Exporting Diesel Fuel?
Between the U.S.-Iran conflict and the ongoing war between Ukraine and Russia, global markets are looking to the U.S. for diesel and other refined products.
That’s why some politicians are calling for a ban on diesel exports. Although this was something the White House initially rejected, it’s now considering it.
As WSJ reported, a U.S. ban on diesel exports would likely send prices for the rest of the world soaring. And other big diesel exporters such as China and India might follow suit.
Diesel Price Spike Shortens Payback for Natural Gas Trucks, Report Says
While the U.S. banned crude oil exports from 1975 until 2015, refined products like diesel and gasoline were legal to export.
Although diesel was exported for decades, it took the 2006 Clean Diesel Fuel standard, which required sulfur in diesel to be reduced, to make U.S. diesel competitive abroad. Around 2010, the U.S. transitioned into an overall net exporter of petroleum products.
U.S. exports of ultralow-sulfur distillate rose from 32.8 million barrels in January to 47.7 million in May before falling to 36.9 million in June, the latest month available in EIA’s data.
That does not necessarily mean all of it was on-road diesel, but it illustrates how important U.S. refineries have become to the global distillate market.
And an export ban might not lower prices as much as proponents expect.
U.S. refineries are concentrated on the Gulf Coast and set up to serve export markets. Restricting exports could increase domestic supply, but it also could reduce refinery production if plants can’t profitably redirect all that fuel to U.S. markets.
Many of the Trump administration’s “energy dominance” policies are designed to increase crude-oil production. But today’s diesel crunch isn’t just about crude. It is also about disrupted refinery output, scarce tankers, high shipping costs and a global diesel trade thrown out of balance. Producing more U.S. oil alone won’t quickly fix any of that. Click on following link to see video “High Diesel Prices? 3 Ways Fleets Can Save Fuel” https://youtu.be/W5j9jIBsdUo
Awards reached $3.4 billion across 12 cases in 2025, up from $1.4 billion in 2024
Marathon said juries in Texas, California, Florida and Maryland consistently produced large awards, based on 2025 totals. (adamkaz/Getty Images)
Noel Fletcher
Nuclear verdicts against the trucking and automotive industries nearly tripled to $3.4 billion in 2025 as researchers found settlements were becoming harder to reach and juries were more inclined to award larger damages.
Overall, about 200 juries last year delivered verdicts of $10 million or more — the threshold for so-called “nuclear” verdicts — totaling $25.6 billion, a 40.7% increase from 2024.
The findings are detailed in the 2026 edition of Marathon Strategies’ annual report, Corporate Verdicts Go Thermonuclear. The New York-based public relations firm specializes in crisis and issues management.
“For the second consecutive year, juries returned more than 40 ‘thermonuclear’ verdicts exceeding $100 million, including four awards topping $1 billion,” Marathon said. The report defines thermonuclear verdicts as those exceeding $100 million.
The trucking and automotive industries remained among the sectors most affected by large civil litigation awards.
“The sum of verdicts against the trucking and automotive industries nearly tripled in 2025, rising to 12 cases for $3.4 billion, compared with 15 cases for $1.4 billion in 2024,” the report stated. “Marathon’s research has found that these sectors are among the top targets of nuclear verdicts, mainly in wrongful-death and negligence cases.”
The first nuclear verdict involving autonomous vehicle technology litigation occurred last year. A Miami jury awarded $243 million in damages after determining car and truck manufacturer Tesla was partially liable for a fatal crash involving its Autopilot driver-assistance technology.
Marathon said the case could establish legal precedents as more manufacturers incorporate automation into their products, particularly because liability in motor vehicle cases involving corporate defendants often is shared between the company and the vehicle operator.
The 2025 jury awards set a record for the highest annual total since Marathon began publishing the report in 2023. Beverage companies faced the largest total awards at $3.8 billion, followed by pharmaceutical and automotive companies at $2.9 billion each. More than two dozen industries were hit with at least $100 million in nuclear verdicts.
Phil Singer, Marathon’s founder and CEO, said the rise in nuclear verdicts has expanded beyond a narrow group of industries and is occurring in a growing number of jurisdictions.
“These cases are becoming broader, more frequent and increasingly difficult for companies to predict or prepare for. Organizations across virtually every sector should view this as a long-term shift in litigation risk, one that requires not only stronger legal strategies, but also proactive communications planning to mitigate the significant reputational damage these cases can inflict,” Singer said.
Marathon said juries in Texas ($3.4 billion), California ($2.6 billion), Florida ($2.5 billion) and Maryland ($1.7 billion) consistently produced large awards, based on 2025 totals.
Despite Florida’s sweeping tort reform legislation enacted in 2023 to curb frivolous lawsuits, juries there continue to address a record wave of 280,122 civil suits filed before that legislation — House Bill 837 — took effect.
Singer told Transport Topics that Marathon researchers determined most nuclear verdict awards in Florida during 2025 stemmed from 16 of the 20 lawsuits that were already “in the pipeline” before March 24, 2023, when Gov. Ron DeSantis signed the bill into law.
“With some exceptions, the reforms apply to causes of action filed after that effective date. Looking over the cases, we’re looking at an average of 4.4 years to reach a verdict among that set. There could obviously be more cases in the pipeline filed prior to 2023. We’ve seen some cases take a decade or more to reach a verdict, so there will likely be years of lag in assessing how effective Florida’s legislation will be,” he said.
Researchers attributed larger awards to younger jurors, who tend to be more skeptical of U.S. corporations and place greater weight on ethical business issues.
“A shift toward ‘juror activism’ may also become further pronounced as Gen Z and Millennials comprise a larger share of juries,” the report said. “Surveys of corporate counsels indicate that reaching pretrial settlements has become more difficult due to increasing legal costs, regulatory changes and high settlement demands.”
The American Transportation Research Institute (ATRI) is beginning research to develop a framework for assessing the impacts of trucking industry regulations.
The framework development will initially be focused on “Assessing the Costs and Benefits of Hours-of-Service (HOS) and the Electronic Logging Device (ELD) Mandate.”
Industry stakeholders, including motor carriers, truck drivers, and law enforcement, are all encouraged to take the HOS/ELD survey here.
ATRI said its Research Advisory Committee recognized a need to develop a framework for assessing the costs and benefits of regulations governing the trucking industry and identified the framework as a top priority in 2026. The research survey launches as the Federal Motor Carrier Safety Administration pursues a real-world test of possible new flexibilities in the hours regs with participating drivers and carriers.
In the HOS/ELD survey, respondents will assess the overall HOS rules, the ELD mandate, and nine specific provisions of the two regulations:
Respondents will be asked to assess the regulations according to their safety benefit and cost of compliance. The survey will also ask respondents for recommended changes to each of the provisions to improve their safety benefit and lower the cost of compliance, providing a roadmap for policy improvements.
As noted, this first phase and data collection is focused on the HOS and ELD regulations, but the emerging benefit-cost framework is intended to be applied to and evaluate other trucking regulations across safety, workforce, and the environment.
Interested participants are asked to respond by Oct. 16. All responses will be kept entirely confidential, and data will only be presented in an aggregated, anonymized format.
