|Application by Certain Mexico-Domiciled Motor Carriers to Operate Beyond U.S. Municipalities and Commercial Zones on the U.S.-Mexico Border||The international agreement would change regulations that govern applications and would require additional information on the applicant’s business and operating practices.||Undetermined. Delays attributed to unanticipated issues requiring further analysis.|
|MAP-21 Enhancements and Other Updates to the Unified Registration System||Would implement several provisions of MAP-21 as they relate to the Unified Registration System. Would update and codify the agency’s procedures for granting, suspending, and revoking registration. The intent is to allow for greater uniformity, transparency, efficiency and predictability in those processes, according to the FMCSA.||Undetermined. An NPRM was published on September 20, with comments accepted through November 22.|
|Consumer Complaint Information||Would require carriers of household goods to submit quarterly reports of complaints received.||Undetermined. Delays attributed to lack of resources and lack of staffing.|
|Financial Responsibility for Motor Carriers, Freight Forwarders, and Brokers||Would increase minimum insurance requirements for freight and passenger motor carriers.||ANPRM. The FMCSA accepted comments through last fall on several key regulatory issues related to this rule.|
|New Entrant Safety Assurance Process||Would improve methods to ensure new applicant carriers are knowledgeable about safety requirements.||Undetermined. Delays attributed to additional coordination needs.|
|Safety Monitoring System and Compliance Initiative for Mexico-Domiciled Motor Carriers Operating in the United States||This international agreement would implement a system to evaluate the safety fitness of Mexico-domiciled carriers within 18 months of being granted authority to operate in the U.S. Would also establish suspension and revocation procedures.||Undetermined. Delays attributed to unanticipated issues requiring further analysis.|
|Heavy Vehicle Speed Limiters||This rule would require the installation of speed limiting devices on heavy trucks.||NPRM was published on 9/7/16 and ended on 11/7/16.|
|Amendments to Motor Carrier Safety Assistance Program||Proposes amendments to address changes in the Agency’s grant programs resulting from Fixing America’s Surface Transportation (FAST) Act.||NPRM. This rule has seen delays because it’s awaiting the development of additional data.|
|Safe Integration of Automated Driving Systems-Equipped Commercial Motor Vehicles||The FMCSA has requested public comment about the current Federal Motor Carrier Safety Regulations (FMCSRs) and whether they’ll need to be updated, modified or eliminated to make the safe introduction of automated driving systems on our nation’s roadways easier.||ANPRM was published in late May with comments accepted through the end of August.|
|Hours of Service of Drivers of Commercial Motor Vehicles; Transportation of Agricultural Commodities||In an effort to create a clearer definition of the term “Agricultural commodity,” the FMCSA is seeking public comment and data on the issue.||ANPRM. Comments were open through September 27.|
|Controlled Substances and Alcohol Testing: State Driver’s Licensing Agency Downgrade of CDL||The FMCSA is proposing that all State Driver’s Licensing Agencies remove commercial driving privileges from anyone who violates the current drug or alcohol regulations. Privileges would not be reinstated until the return-to-duty process is complete.||NPRM. No further information is available.|
It’s hard to tell how ELDs contribute to increased CMV safety, and safety on our highways in general. Yes they help HOS compliance – we have hard data.
To develop a set of best practices and guidelines focused on minimizing cyber risks for aftermarket electronic systems intended for use in the commercial motor vehicle (CMV) industry.
Heavy vehicle fleet operators routinely integrate a variety of aftermarket electronic systems into the trucks and buses they operate. Such systems include telematics units, navigation, infotainment, vehicle diagnostics, cargo monitoring and vehicle anti-theft systems, as well as a variety of driver monitoring, crash avoidance and other systems that may aid in compliance or operation of the vehicle. Often, these devices and systems are integrated into the vehicle’s electrical architecture including potential linkages with the vehicle’s CAN databus, driver display systems, or other electronic sub-systems on the vehicle. Further, the aftermarket/telematic devices themselves will often incorporate a wireless or wired connection, (or perhaps a manual input interface) that allows for connecting the device to its intended interface entity. Such interfaces, with their integration into the vehicle’s electronic systems, offer a potential cyber vulnerability or a “point of entry” that may allow “bad actors” to gain access first to the aftermarket system, and then subsequently to the vehicle’s control sub-systems, including driver interface, braking, throttle and or steering systems. Such connections may possibly be “hacked” to allow malicious attacks such as retrieving propriety data stored on the vehicle, or creating congestion on the vehicle networks such that normal and safe operation of the vehicle is compromised. As telematic and related aftermarket electronic devices and systems continue to proliferate the heavy vehicle marketplace, such cyber threats are of a growing concern to the Federal Motor Carrier Safety Administration (FMCSA), the National Highway Traffic Safety Administration (NHTSA) and the heavy vehicle industry.
For this joint project with NHTSA, the contractor will build on existing heavy vehicle cybersecurity research to more narrowly focus on cyber threats and vulnerabilities associated with the integration and use of a variety of aftermarket and telematic systems intended for heavy vehicle application. The output of this research will be a set of best practices and guidelines for both the design and integration of aftermarket electronic systems focused on minimizing cyber risks. To this extent, the output of this work may be used by both the suppliers of such systems as well as by end users.
Perhaps – not as safe as you think. Read the FBI report on ELD cyber security here.
Operating costs were up across the board last year, costing fleets an average of $71.78 per hour to run freight, according to the American Transportation Research Institute’s latest Operational Costs of Trucking report.
The 2019 update to ATRI’s report looked at trucking industry operating costs during 2018 which saw a robust economic environment for carriers and drivers. While times were good for fleets overall, the economic boom also put upward pressure on nearly every line-item cost center experienced by carriers, according to ATRI.
ATRI found that a good economy, difficulties in finding and keeping drivers, and increased fuel and insurance prices all contributed to year-over-year cost increases. The average marginal cost per mile, which includes costs due to fuel, equipment, maintenance, insurance, permits, licenses, tires, tolls and driver wages and benefits, increased 7.7% in 2018 to $1.82 per mile.
Costs went up in every category except tires, and fuel costs saw the largest increase at 17.7%. Not far behind fuel cost increases, were insurance costs at 12%. Driver wages and benefits continued to make up the largest portion of operating costs and 2018 was a year of substantial driver pay increases industry wide.
Driver wages and benefits increased 7.0% and 4.7% respectively as a strategic response to the severe driver shortage that existed in 2018, according to ATRI. On an hourly basis, average costs due to driver wages increased from $21.97 to $23.50 in a single year. Benefits increased from $6.78 to $7.10 per hour. Wages and benefits represented 43% of all marginal costs in 2018.
Repair and maintenance costs increased 24% since 2012 to 17.1 cents per mile on average.
These numbers represent an average of the trucking industry, however ATRI’s report also analyzes costs by sector which can have varying costs due to the type of activity. Specialized carriers have the highest cost per mile at $2.02, with additional factors such as HazMat and OS/OW permit costs, complex maintenance requirements and higher driver compensation contributing to increased costs.
Truckload carriers have the lowest operating cost per mile at $1.71, despite a 14.8% increase from the previous year, mostly attributed to driver pay increases.
This newsletter by Scopelitits Garvin Light Hanson & Feary discusses;
• Unassigned Miles and Managing AOBRD and ELD Data
• FMCSA Exemptions to the ELD Mandate
• AOBRD v. ELD
• ELDs Present Unique Opportunities and Challenges for Shippers and Intermediaries
• Spotlight on Regulatory Compliance Practice Area’s ELD Review and Audits