This year, federal officials expect to publish proposed rules requiring expensive stability control devices on trucks, as well as a measure that could allow federal officials to better police rogue management employed by interstate carriers.
Federal transportation agencies are not necessarily bound to projected publication dates unless mandated by Congress or courts. Upon further analysis, agency representatives may conclude the rule’s effects would be different than originally believed and the rulemaking should be terminated. Also, department officials routinely encounter rulemaking delays, such as discovering additional coordination is necessary with other agencies.
The National Highway Traffic Safety Administration anticipates publishing separate Notices of Proposed Rulemakings that consider mandating stability control and speed limiters for trucks.
It set a NPRM April 30 publication date to require stability systems, estimated to cost $55 million to $107 million. If it eventually becomes a final rule, this new federal standard would require systems that address rollover and loss-of-control crashes to prevent an annual 304 fatalities and 2,738 injuries.
The National Highway Traffic Safety Administration expects to issue an Aug. 12 notice for proposed rulemaking to mandate speed limiting devices for heavy trucks.
In 2006, the NHTSA received a petition from Roads Safe America and nine carriers, followed by a similar petition from the American Trucking Associations. Both petitions requested a rule requiring devices that would limit speed to 68 mph on new trucks with a gross vehicle weight rating greater than 26,000 pounds.
However, the petition from the carriers and RSA additionally stipulated the devices be required for trucks manufactured 1990 and after.
The next year, NHTSA and Federal Motor Carrier Safety Administration published a request for comments.
In 2011 NHTSA published a notice that feedback had been positive and it would proceed with rulemaking. It estimated one-time costs of $35 million to $50 million to develop tamper-resistant devices and a one-time cost of $150 million to $200 million to develop tamper-proof ones. That excluded additional costs for maximum speed, tire size and drive axle and transmission gear ratio information.
The Owner-Operator Independent Drivers Association and Truckload Carriers Association opposed the measure.
OOIDA cited a 1991 congressional report that stated the devices were unnecessary because high speed crashes represents a small percentage of all truck accidents. TCA commented the mandate would result in a speed differential between trucks and cars that would result in more crashes.
The Federal Motor Carrier Safety Administration projected an Aug. 9 publication date for a NPRM amending regulations to allow it to stop interstate transportation by carriers employing officers with histories indicating a repeated disregard for safety compliance. It would define what constitutes a pattern of compliance avoidance and concealing noncompliance.
The FMCSA expects to publish a June 10 final rule that would remove a mandate that drivers operating intermodal equipment submit driver-vehicle inspection reports, even if unaware of defects.
Postponed publication dates for other rulemaking includes:
The 2005 Safe, Accountable, Flexible, Efficient, Transportation Equity Act: A Legacy for Users mandated the rules regarding diabetes, rogue carrier officials and URS.