News

Thursday, May 29, 2025

More than 50 burdensome regulations were axed from the Code of Federal Regulations

WASHINGTON, D.C. - Secretary of Transportation Sean P. Duffy announced today 52 deregulatory actions across Federal Highway Administration (FHWA), Federal Motor Carrier Safety Administration (FMCSA), and National Highway Traffic Safety Administration (NHTSA). In total, the deregulatory package will rescind, withdraw, or amend burdensome regulations that do not enhance safety. These actions also help streamline the Code of Federal Regulations by deleting over 73,000 words from the Federal Register.  

“Big government has been a big failure. Under President Trump’s leadership, my department is slashing duplicative and outdated regulations that are unnecessarily burdensome, waste taxpayer dollars, and fail to ensure safety,” said U.S. Transportation Secretary Sean P. Duffy. “These are common sense changes that will help us build a more efficient government that better reflects the needs of the American people.” 

These sensible deregulatory actions primarily target redundant and decade-old rules that have no real-life application. This includes cutting duplicative provisions at FHWA for construction contracts and axing an outdated rule under FMCSA which requires a paper copy of an Electronic Logging Device’s operator’s manual even when it can be found online. Another FMCSA change would ensure military technicians – who undergo rigorous military driver trainings – are not unfairly burdened by duplicative civilian commercial driver’s license requirements when operating commercial trucks for military purposes. 

Other common sense changes to help ensure safety for our children include a proposed amendment to use a properly sized crash test dummy in NHTSA’s car seat side impact tests. The proposed amendments will also help car seat manufacturers streamline development and testing to ensure sufficient availability of car seats for children to travel safely. 

Of the 52 deregulatory actions, 43 are at the Notice Proposed Rulemaking (NPRM) stage, seven are final rules, and two are withdrawals of rulemaking actions. All 52 deregulatory actions will increase efficiencies without compromising safety for the American people. 

BACKGROUND: 

The Department reestablished the Regulatory Reform Task Force (RRTF) and has already made progress on numerous key deregulatory rulemakings as part of the Administration’s deregulatory agenda, as provided in Executive Order 14192, Unleashing Prosperity Through Deregulation,” and Executive Order 14219, “Ensuring Lawful Governance and Implementing the President's ‘Department of Government Efficiency’ Deregulatory Initiative.” 

These rules are grouped by subagencies and divided into “Proposed Recissions,” “Other Deregulatory Actions,” or amendments, and “Withdrawals.”  

• Sixteen deregulatory actions were taken at FHWA, including: 
  • RESCINDING:  
    • Rescinding Regulations on Projects of National and Regional Significance Evaluation and Rating: FHWA repeals this part of the Code of Federal Regulations (CFR), which concerns funding proposed Projects of National and Regional Significance, a competitive grant program authorized in 2005 by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) (Pub. L. 109-59). This program was rescinded by section 1105(c) of the Fixing America’s Surface Transportation (FAST) Act (Pub. L. 114-94) in 2015, making the regulations obsolete.   
    • Rescinding Requirements Regarding Bridges on Federal Dams: FHWA proposes to remove 23 CFR part 630, subpart H, which implements 23 U.S.C. 320 as it relates to procedures for Federal agencies to construct and finance public highway bridges over dams constructed and owned by or for the United States. FHWA does not believe that regulations beyond the scope of the requirements in 23 U.S.C. 320 are needed, and further notes that Congress has not appropriated funding for such bridges in decades.  
    • Rescinding Requirements Regarding Required Contract Provisions for Federal-Aid Construction Contracts (Other than Appalachian Contracts): FHWA proposes to remove 23 CFR part 633, Subpart A, which requires that recipients of FHWA financial assistance, contractors, and subcontractors include certain provisions otherwise required by statute and regulation in their construction contracts by physically incorporating Form FHWA-1273. Form FHWA-1273 does not itself impose any additional requirements; it only lists requirements that are found in other statutes and regulations. While FHWA believes that recipients, contractors, and subcontractors can incorporate Form FHWA-1273 voluntarily, FHWA does not believe it necessary to mandate incorporation.  
    • Rescinding Requirements Regarding Federal-aid Contracts for Appalachian Contracts: FHWA proposes to remove 23 CFR part 633, Subpart B, which establishes policies and procedures for projects under the Appalachian Development Highway System. Current regulations are outdated and generally are duplicative of what otherwise exists in statute. Further, FHWA does not believe it necessary to mandate the use of specific language currently contained in Appendices B, C, and D. 
    • Rescinding Requirements Regarding the Forest Highway Program: FHWA proposes to remove 23 CFR part 660, Subpart A, which implements the Forest Highway Program. Prior to the enactment of the Surface Transportation Assistance Act of 1982 (1982 STAA) (Pub. L. 97-424), Congress would appropriate funds directly for the Forest Highway Program under what was then 23 U.S.C. 204. The 1982 STAA combined previously separated programs, including the Forest Highway Program, into the general Federal lands highway program. Subsequently, the Moving Ahead for Progress in the 21st Century Act (MAP-21) (Pub. L. 112-141) replaced the single Federal lands highway program with the Tribal Transportation Program, Federal Lands Transportation Program, and Federal Lands Access Program. While forest roads remain eligible under these programs, FHWA does not believe it necessary to keep regulations geared solely towards such projects.  
    • Rescinding Regulations Regarding Management Systems Pertaining to the National Park Service and the Park Roads and Parkways Program: This part implements a previous version of 23 U.S.C. 204(a)(6), now revised and relocated to 23 U.S.C. 201(c)(5), requiring FHWA and the National Park Service to develop management systems. These regulations are outdated, and FHWA now implements this provision through guidance. Accordingly, FHWA is proposing to remove this rule. 
    • Rescinding Regulations Regarding Management Systems Pertaining to the Forest Service and the Forest Highway Program: This part implements a previous version of 23 U.S.C. 204(a)(6), now revised and relocated to 23 U.S.C. 201(c)(5), requiring FHWA and the Forest Service to develop management systems. These regulations are outdated, and FHWA now implements this provision through guidance. Accordingly, FHWA is proposing to remove this rule.   
    • Rescinding Regulations Regarding Management Systems Pertaining to the Fish and Wildlife Service and the Refuge Roads Program: This part implements a previous version of 23 U.S.C. 204(a)(6), now revised and relocated to 23 U.S.C. 201(c)(5), requiring FHWA and the Fish and Wildlife Service to develop management systems. These regulations are outdated, and FHWA now implements this provision through guidance. Accordingly, FHWA is proposing to remove this rule.   
    • Rescinding Regulations Regarding Management Systems Pertaining to the Bureau of Indian Affairs and the Indian Reservation Roads Program: This part implements a previous version of 23 U.S.C. 204(a)(6), now revised and relocated to 23 U.S.C. 201(c)(5), requiring FHWA and the Bureau of Indian Affairs (BIA) to develop management systems. These regulations are outdated and are no longer relied upon by FHWA and BIA. Accordingly, FHWA is proposing to remove this rule.  
    • Rescinding Preliminary Engineering Project 10-Year Repayment Provision: Prior to the enactment of the Infrastructure Investment and Jobs Act (IIJA) (Pub. L. 117-58), 23 U.S.C. 102(b) required that States pay back preliminary engineering costs if on-site construction or acquisition of right-of-way for a project did not commence within 10 years of the funds being made available for preliminary engineering, known as the 10-Year Repayment Provision. FHWA implemented this provision at 23 CFR 630.112(c)(2). The IIJA, however, rescinded this requirement, and with the authority behind the 10-Year Repayment Provision removed, the regulation is legally inoperative. FHWA will therefore remove it.  
    • Rescinding Regulations on Procedures for Advance Construction of Federal-aid Projects: Currently, 23 CFR 630.705(b) requires that projects using advance construction authority under 23 U.S.C. 115 have their project number be identified in a certain way. This requirement is no longer necessary to identify which projects are using advance construction, and FHWA is proposing to remove it.  
    • National Performance Management Measures; Rescinding Requirements for the First Performance Period: Certain provisions in 23 CFR 490.105 refer to the first performance period for the national performance management measures, which has already ended. For that reason, FHWA is removing these provisions that are currently irrelevant. FHWA implemented this provision at 23 CFR 630.112(c)(2). FHWA will therefore remove it.  
    • State Highway Agency Equal Employment Opportunity Program: FHWA is finalizing a final rule that will remove 23 CFR part 230, Subpart C, which requires State highway agencies to submit to FHWA Equal Employment Opportunity Program plans for FHWA approval, as those regulations are outdated and duplicative of existing law.  
    • Rescinding Requirements Regarding Geodetic Markers: FHWA prescribes procedures for conducting geodetic control surveys using FHWA financial assistance under 23 CFR part 630, Subpart D. Under these regulations, States must conform geodetic marking procedures to the specifications of the National Oceanic and Atmospheric Administration (NOAA). As FHWA believes this regulation largely states that projects need to be compliant with NOAA specifications, which is outside of statutes that FHWA administers, FHWA is proposing to remove it. 
    • Rescinding Requirements Regarding Management and Monitoring Systems: FHWA issued an NPRM on November 13, 2024, that proposed to remove the regulations at 23 CFR part 500 and make revisions to 23 CFR part 515 (89 FR 89506). FHWA will finalize the removal of 23 CFR part 500 and withdraw the proposed changes to 23 CFR part 515. 
  • WITHDRAWING: 
    • Highway Safety Improvement Program: FHWA previously published an NPRM proposing several changes to its regulations regarding the Highway Safety Improvement Program under 23 CFR part 924 (89 FR 13000). FHWA will withdraw this NPRM. 
       
• Twenty deregulatory actions were taken at FMCSA, including: 
  • RESCINDING: 
    • Motor Carrier Routing Regulations: FMCSA repeals this part of the Code of Federal Regulations (CFR), which concerns servicing municipalities and unincorporated communities. This is an obsolete rule left over from the transfer of rules from the Interstate Commerce Commission (ICC) to the Federal Highway Administration (FHWA) in 1995, and carried over to FMCSA in 2000.  
    • Appendix B to 49 CFR Part 386 – Civil Penalties; Paragraph (a)(1) of the Appendix: FMCSA amends the Federal Motor Carrier Safety Regulations (FMCSRs) to remove the reference to rules under the Department of Transportation’s “Procedures for Transportation Workplace Drug and Alcohol Testing Program” from the civil penalty schedule in the FMCSRs. Instead, the civil penalty schedule will refer solely to the part of the Code of Federal Regulations (CFR) where this program is incorporated into the FMCSRs. Because the rule does not impose any new material requirements or increase compliance obligations, it is issued without prior notice and opportunity for comment, pursuant to the good cause exception in the Administrative Procedure Act (APA).  
    • Parts and Accessories Necessary for Safe Operation; Certification and Labeling Requirements for Rear Impact Protection Guards: FMCSA proposes to amend the Federal Motor Carrier Safety Regulations (FMCSRs) to rescind the requirement that the rear impact guard be permanently marked or labeled with a certification from the impact guard manufacturer as required by the National Highway Traffic Safety Administration’s (NHTSA) applicable Federal Motor Vehicle Safety Standard (FMVSS). The certification label or marking provides motor carriers purchasing new trailers or new impact guards to replace damaged devices with a means to determine whether the equipment is certified as meeting the FMVSS. However, the labeling or marking requirement has proven problematic for motor carriers when the label or marking becomes illegible or wears off during the service life of the trailer or guard. This proposal would eliminate an unintended regulatory burden on motor carriers without compromising safety, as this NPRM would not affect the applicable FMVSS. The proposal would also rescind a guidance document pertaining to illegible, incomplete, or missing rear impact guard certification labels. 
    • Parts and Accessories Necessary for Safe Operation; Retroreflective Sheeting on Semitrailers and Trailers: FMCSA proposes to rescind the requirements for retroreflective sheeting on semitrailers and trailers manufactured prior to December 1, 1993, which is the compliance date for the National Highway Traffic Safety Administration’s (NHTSA) conspicuity rules applicable to trailer manufacturers. The retrofitting requirements were adopted by the Federal Highway Administration (FHWA) on March 31, 1999, and require that motor carriers engaged in interstate commerce install retroreflective tape or reflex reflectors on the sides and rear of semitrailers and trailers that were manufactured prior to December 1, 1993, have an overall width of 2,032 mm (80 inches) or more, and a gross vehicle weight rating of 4,536 kg (10,001 pounds) or more. With the passage of more than 30 years since the NHTSA requirements were implemented, FMCSA believes the vast majority of trailers currently in use on the Nation’s highways were manufactured after 1993 so the retrofitting rule is no longer necessary. This proposal would eliminate obsolete regulatory text without compromising safety. 
    • Parts and Accessories Necessary for Safe Operation; Spare Fuses: FMCSA proposes to remove the requirement for commercial motor vehicles (CMVs) to be equipped with at least one spare fuse for each type and size of fuse needed for the parts and accessories of the CMV. This proposed change would remove an unnecessary requirement from the Federal Motor Carrier Safety Regulations (FMCSRs).  
    • Parts and Accessories Necessary for Safe Operation; Liquid-Burning Flares: FMCSA proposes to remove references to liquid-burning flares from the warning device requirements in the Federal Motor Carrier Safety Regulations (FMCSRs). This proposed revision would remove outdated language referring to warning devices that FMCSA believes are no longer used. 
    • Removal of Self-Reporting Requirement: FMCSA proposes to revise its regulations requiring commercial driver’s license (CDL) holders to self-report motor vehicle violations to their State of domicile. With the implementation of the exclusive electronic exchange of violations between State drivers licensing agencies (SDLAs) in 2024, self-reporting is no longer necessary. This action supports the Administration’s deregulatory efforts. 
    • Removal of Obsolete References to “Water Carriers”: FMCSA proposes to remove all obsolete references to “water carriers” in the FMCSA regulations (FMCSRs). FMCSA does not specifically regulate water carriers except to the extent that such carriers also engage in motor carrier operations. In such cases, the existing FMCSRs provide appropriate coverage of the carrier’s motor carrier operations.    
    • Qualifications of Drivers; Vision Standards Grandfathering Provision: FMCSA proposes to amend the Federal Motor Carrier Safety Regulations to remove the grandfathering provision under the physical qualifications standards for interstate drivers operating under the previously administered vision waiver study program, as this regulation is now obsolete. The waiver study program was terminated prior to the adoption of rules in 1998 implementing the Transportation Equity Act for the 21st Century provision concerning waivers, exemptions and pilot programs.  
    • Rescinding the requirement for ELD operator’s manual located in Commercial Motor Vehicles: FMCSA proposes to amend the Federal Motor Carrier Safety Regulations (FMCSRs) to rescind the in-vehicle electronic logging device (ELD) operator’s manual requirement for commercial motor vehicles (CMVs). FMCSA currently maintains a list of the ELD vendors who have self-certified their products including submission of the operator’s manual. Additionally, drivers are required to understand the operation of the ELD on the vehicle. There is no readily apparent benefit to continuing to require that the users’ manual be in the CMV. This proposal would eliminate an unintended regulatory burden on motor carriers without compromising safety.  
  • AMENDING: 
    • Railroad Grade Crossings; Stopping Required: Exception for Railroad Grade Crossing Equipped with Active Warning Device not in Activated State: FMCSA proposes to amend the regulations related to driving a commercial motor vehicle (CMV) at railroad grade crossings. Currently, drivers of certain CMVs (e.g., buses transporting passengers and CMVs transporting certain hazardous materials) are required to stop before crossing a railroad track unless an exception applies, such as when the railroad grade crossing is controlled by a functioning highway traffic signal transmitting a green indication. The Agency proposes to add a similar exception for a railroad grade crossing equipped with an active warning device that is not in an activated state (e.g., flashing lights or crossing gates down, indicating the arrival of a train), provided that the driver has exercised due caution to ascertain that the course is clear before crossing and local law permits the CMV to proceed across the railroad tracks without stopping.  
    • Electronic Driver Vehicle Inspection Reports: FMCSA proposes to clarify the requirement to complete a Daily Vehicle Inspection Report (DVIR), based upon a public comment filed by the National Tank Truck Carriers (NTTC). The DVIR may already be completed electronically, however this NPRM proposes explicit language to make this clear. This will encourage motor carriers and drivers to utilize electronic, cost-saving methods when completing DVIRs. 
    • Driver Vehicle Examination Report Disposition Update: FMCSA proposes to revise the requirement that motor carriers and intermodal equipment providers sign and return a completed roadside inspection form to the issuing State agency. FMCSA is aware that not all issuing State agencies require the return of these reports, and that requiring motor carriers and intermodal equipment providers to submit these reports to a State that does not require, or even request, the return of the form, creates an unnecessary burden. Through this proposed change, completed forms will only be returned to those States that request them. This action is in response to a petition for rulemaking from the Commercial Vehicle Safety Alliance (CVSA). 
    • Parts and Accessories Necessary for Safe Operation; Fuel Tank Overfill Restriction: FMCSA proposes to remove the requirement in the Federal Motor Carrier Safety Regulations (FMCSRs) that a liquid fuel tank manufactured on or after January 1, 1973, be designed and constructed so that it cannot be filled, in a normal filling operation, with a quantity of fuel that exceeds 95 percent of the tank’s liquid capacity. This proposal is in response to a petition for rulemaking from the Commercial Vehicle Safety Alliance (CVSA). The proposed change would remove an unnecessary and outdated requirement from the FMCSRs. 
    • Commercial Driver’s License Standards; Requirements and Penalties: Applicability to the Exception for Certain Military Personnel: FMCSA proposes to amend the Federal Motor Carrier Safety regulations (FMCSRs) to allow dual-status military technicians to qualify for the exception for certain military personnel from the commercial driver license (CDL) standards in part 383. This rule responds to a petition for rulemaking submitted by James D. Welch. 
    • Parts and Accessories Necessary for Safe Operation; Brakes on Portable Conveyors: FMCSA proposes to add an exception for portable conveyors used in aggregate industry operations, and manufactured before 2010, from the requirements that each commercial motor vehicle (CMV) be equipped with brakes acting on all wheels, provided certain conditions are satisfied. This proposal is in response to a petition for rulemaking from the Michigan Aggregates Association (MAA). The proposed change would provide relief from a regulatory requirement for certain portable conveyors without impacting safety. 
    • Parts and Accessories Necessary for Safe Operation; Auxiliary Fuel Tanks: FMCSA proposes to add an exception to the prohibition on gravity and syphon feeds for auxiliary pumps with a fuel tank capacity of less than 5 gallons mounted on the trailer chassis frame or trailer bed, for purposes other than operation of the motor vehicle, that are operational only when the motor vehicle is not in motion. This proposal is in response to a petition for rulemaking from the Truck Trailer Manufacturers Association (TTMA). The proposed change would provide relief from a regulatory requirement without impacting safety.  
    • Accident Reporting: Modification to the Definition of the Term “Medical Treatment": FMCSA proposes to amend the Federal Motor Carrier Safety Regulations (FMCSRs) to revise the term “medical treatment” for the purpose of accident reporting to incorporate revised regulatory guidance issued by the Agency regarding medical treatment away from the accident scene. 
    • Parts and Accessories Necessary for Safe Operation; License Plate Lamps: FMCSA proposes to provide an exception from the lamp and reflective device requirements for license plate lamps on the rear of truck tractors while towing a trailer. This proposed change would remove an unnecessary regulatory requirement without impacting safety. 
    • Parts and Accessories Necessary for Safe Operation; Tire Load Markings: FMCSA proposes to revise the requirements for tires on commercial motor vehicles (CMVs) to clarify that the Federal Motor Carrier Safety Regulations (FMCSRs) do not require tire load restriction markings on their sidewalls. This change would eliminate confusion and clarify the scope of FMCSA’s authority regarding the requirements for tires in the FMCSRs. 
       
• Sixteen deregulatory actions were taken at NHTSA, including: 
  • RESCINDING: 
    • Removing Obsolete Directives from Phase-In Reporting Requirements: NHTSA is proposing to remove obsolete directives from the phase-in reporting requirements in Part 585. 
    • Removing Obsolete Procedures from the Consumer Assistance to Recycle and Save Act of 2009: NHTSA is proposing to remove obsolete regulations related to the Consumer Assistance to Recycle and Save Act of 2009. 
    • Federal Motor Vehicle Safety Standard No. 204; Steering Control Rearward Displacement: NHTSA is proposing to amend Federal Motor Vehicle Safety Standard No. 204, Steering Control Rearward Displacement- Passenger Cars, so that it no longer applies to vehicles that are certified to the frontal barrier crash protection requirements of Federal Motor Vehicle Safety Standard No. 208, Occupant Crash Protection. 
    • Federal Motor Vehicle Safety Standards No. 205, Glazing Materials; No. 205(a), Glazing equipment manufactured before September 1, 2006 and glazing materials used in vehicles manufactured before November 1, 2006: NHTSA is proposing to remove the obsolete Federal Motor Vehicle Safety Standard (FMVSS) No. 205(a), Glazing equipment manufactured before September 1, 2006 and glazing materials used in vehicles manufactured before November 1, 2006. 
    • Federal Motor Vehicle Safety Standards No. 206; Door Locks and Door Retention Components: NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 206, Door locks and door retention components. 
    • Federal Motor Vehicle Safety Standards No. 207; Seating systems: NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standards (FMVSS) No. 207, Seating Systems. 
    • Federal Motor Vehicle Safety Standard No. 210; Seat Belt Assembly Anchorages: NHTSA is proposing to remove unnecessary regulatory text from Federal Motor Vehicle Safety Standard (FMVSS) No. 210, Seat belt assembly anchorages. 
    • Federal Motor Vehicle Safety Standards No. 214, Side impact protection: NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 214, Side impact protection. 
    • Federal Motor Vehicle Safety Standards; No. 216, Roof Crush Resistance; Applicable Unless a Vehicle is Certified to § 571.216a; and No. 216a, Roof Crush Resistance; Upgraded Standard: NHTSA is proposing to remove the obsolete Federal Motor Vehicle Safety Standard (FMVSS) No. 216, related to roof crush resistance. 
    • Federal Motor Vehicle Safety Standard No. 217; Bus Emergency Exits and Window Retention and Release: NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 217, Bus emergency exits and window retention and release. 
    • Federal Motor Vehicle Safety Standards No. 222; School Bus Passenger Seating and Crash Protection: NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 222, School bus passenger seating and crash protection. 
    • Removing Obsolete Regulatory Text from Federal Motor Vehicle Safety Standards No. 301, Fuel system integrity: NHTSA is proposing to remove obsolete requirements from Federal Motor Vehicle Safety Standard (FMVSS) No. 301, Fuel system integrity. 
    • Removing Obsolete Regulatory Text from Federal Motor Vehicle Safety Standards No. 303, Fuel system integrity of compressed natural gas vehicles: NHTSA is proposing to remove obsolete directives from the phase-in reporting requirements for Federal Motor Vehicle Safety Standard (FMVSS) No. 303, Fuel system integrity of compressed natural gas vehicles. 
    • Removing Obsolete Regulatory Text from Federal Motor Vehicle Safety Standards No. 304, Compressed natural gas fuel container integrity: NHTSA is proposing to remove obsolete directives from the phase-in reporting requirements in Federal Motor Vehicle Safety Standard (FMVSS) No. 304, Compressed natural gas fuel container integrity. 
  • AMENDING: 
    • Federal Motor Vehicle Safety Standard No. 213a; Child Restraint Systems – Side Impact Protection; Federal Motor Vehicle Safety Standard No. 213; Child Restraint Systems, Federal Motor Vehicle Safety Standard No. 213b; Child Restraint Systems: This document proposes amendments to the safety standards for child restraint systems (CRSs).  NHTSA is proposing to amend FMVSS No. 213a, “Child restraint systems—side impact protection,” to exempt school bus CRSs from the standard’s requirements as long as they meet specified labeling requirements; to delay the compliance date from June 30, 2025 to December 5, 2026; and to provide that the Child Restraint Air Bag Interaction twelve-month-old (CRABI)-12MO test dummy will not be used to test forward-facing CRSs.  The first two of these amendments are in response to petitions from CRS manufacturers.  NHTSA is also proposing to amend FMVSS No. 213, “Child restraint systems” and FMVSS No. 213b, Child restraint systems; Mandatory applicability beginning December 5, 2026, to exclude school bus CRSs from the requirements to provide attachments for connection to the vehicle’s child restraint anchorage system.   
  • WITHDRAWING: 
    • Federal Motor Vehicle Safety Standards No. 218; Motorcycle Helmets: This action withdraws the Notice of Proposed Rulemaking (NPRM) published in the Federal Register on May 21, 2015 proposing amendments to Federal Motor Vehicle Safety Standard (FMVSS) No. 218, Motorcycle Helmets. The NPRM proposed three main changes to FMVSS No. 218: (1) Adding a definition of motorcycle helmet, (2) Adding preliminary screening requirements, and (3) Adding an alternate compliance process. Based on NHTSA’s analysis of the comments received and other considerations, the Agency has decided to withdraw the rulemaking proposal. 

All roadside inspections will be conducted in English. If the inspector’s initial contact with the driver indicates that the driver may not understand the inspector’s initial instructions, the inspector should conduct an English Language Proficiency (ELP) assessment. The assessment should consist of a (1) driver interview; and (2) highway traffic sign recognition assessment.

• Step 1. Driver Interview – interview is a means of establishing the driver’s ability to respond to official inquiries by speaking English sufficiently. Tools to facilitate communication such as interpreters, I-Speak cards, cue cards, smart phone applications, and On-Call Telephone Interpretation Service should not be used during the driver interview. If the inspector determines the driver is unable to respond to official inquiries in English sufficiently, it is the policy of FMCSA that the inspector cite the driver for a violation. There is no need to progress to Step 2 if the inspector determines that the driver is unable to respond sufficiently to official inquiries as outlined in Step 1 of the ELP Assessment.
• Step 2. Highway Traffic Sign Recognition Assessment – the inspector should evaluate the driver’s ability to understand sufficiently United States highway traffic signs by conducting a Highway Traffic Sign Assessment to include highway traffic signs that conform to the Federal Highway Administration’s Manual on Uniform Traffic Control Devices for Streets and Highways and electronic-display changeable (a.k.a. “dynamic”) message signs the driver may encounter while operating a commercial motor vehicle.

It is the policy of FMCSA that the inspector also take follow-on action including: 1) placing the driver immediately out-of-service once a violation of 49 CFR § 391.11(b)(2) is incorporated into the North American Standard Out-of-Service Criteria; and 2) when warranted, initiating an action to disqualify the driver from operating commercial motor vehicles in interstate commerce.

49 CFR 391.11(b)(2)

Washington— The American Trucking Associations is calling today’s votes in the U.S. Senate nullifying California’s electric vehicle mandates a “monumental victory” for the trucking industry, common sense, and consumers everywhere.

“California is the breeding ground of all bad public policy, and it’s long past time that our nation’s leadership in Washington stop abdicating its responsibility to unelected, cubicle-dwelling bureaucrats in Sacramento who have no understanding of the real world and how it works. Today’s Senate votes send a resounding message nationwide that this is not the United States of California, nor will it ever be,” said ATA President and CEO Chris Spear. “We appreciate the leadership of President Trump, EPA Administration Zeldin, and leaders in Congress who listened to our concerns and acted decisively to reverse these destructive rulemakings, which would have decimated our industry and unleashed a torrent of economic pain on the American families and businesses that we serve.”

The Senate voted today to pass two resolutions that will undo damaging regulations set by California and prevent the Golden State from setting de facto national vehicle policies.  Last month, ATA sent a letter urging Republican congressional leaders in the House and Senate to put these resolutions on the floor for a vote.  The measures were previously passed by the House and now go to the President’s desk for his signature.

The resolution championed by Sen. Deb Fischer (R-Nebraska) will revoke an EPA waiver that allowed California and other states to enforce its Advanced Clean Trucks (ACT) regulation.  ACT, which has been adopted by 11 states, requires medium- and heavy-duty truck manufacturers to sell increasing percentages of zero-emission vehicles from 2024-2035. 
 
The resolution championed by Sen. Markwayne Mullin (R-Oklahoma) will revoke an EPA waiver that allowed California and other states to enforce its Low NOx Omnibus rule.  This rule, which has been adopted by 10 states, imposes stringent emissions standards on new truck sales. 
 
Both mandates are untethered from reality and would have been extraordinarily costly to fully implement.  Even states that adopted the standards are acknowledging reality by scaling back and delaying implementation.

Trucks today produce 99% fewer nitrogen oxide (NOx) and particulate matter emissions than those on the road decades ago, and new trucks cut carbon emissions by over 40 percent compared to a truck manufactured in 2010.  As a result, 60 of today’s trucks emit what just one truck did in 1988. 

“Trucking is an industry of innovators. We don’t need government mandates to tell us how to reduce our environmental impact—we’ve been doing it for forty years with a record to show, all while moving an ever-increasing percentage of the goods that Americans expect and depend on every day,” said Spear.

The resolutions passed by Congress will not only restore EPA’s role as the primary authority empowered to establish achievable, nationwide emissions standards, but they will also block California from issuing similar regulations in the future.

For Immediate Release: May 22, 2025

Contact: Jeanette Hoffman (908) 418-0859

DeGesero: US Senate Vote to Repeal EV Car and Truck Mandates a Win for NJ Consumers

In response to the US Senate voting to repeal California’s electric car and electric truck mandates, which ends New Jersey’s EV mandates, Eric DeGesero, advisor to NJ Motor Truck Association, NJ Propane Gas Association, and Fuel Merchants Association of NJ, issued the following statement:

“The Congress of the United States has voted to repeal California’s EV mandates for electric cars and trucks. It is anticipated President Trump will sign the resolutions. In turn this will end the EV truck mandate that is crippling NJ small businesses and prevent the EV car mandate from taking effect in August 2026.

This is a huge win for affordability, reliability, dependability, and security.

It also sets up a clear choice in this fall’s election for Governor. As of today, the leading candidates for Governor provide a stark contrast regarding mandated electrification.

The leading Republican candidate Jack Ciattarelli has publicly stated he opposes the EV mandates and Governor Murphy’s attempt to force electric heat pumps and electric stoves on us through Senate Bill 249/Assembly Bill 4844. The leading Democratic candidate Congresswoman Mikie Sherrill voted to keep the EV mandates.

EV trucks cost three times more than a regular truck, there is no place to charge them, and everything we buy moves in a truck so these increased costs will be passed along to consumers, the rate of EV car purchases in NJ fell precipitously from 2023 to 2024, and the most expensive way to heat your house winter 2025 was electric heat. Consumers and businesses should have the freedom to choose how we wish to drive, heat, and cook. As it relates to continuing Governor Murphy’s  ‘electrify everything’ agenda after he leaves office, the choice for Governor this fall could not be more stark nor consequential.”

#####

Governor Phil Scott today issued Executive Order 04-25, directing the Agency of Natural Resources to pause enforcement of a multi-state plan requiring vehicle manufacturers to meet certain electric vehicle (EV) sales targets for passenger cars and medium- and heavy-trucks.

“I continue to believe we should be incentivizing Vermonters to transition to cleaner energy options like electric vehicles. However, we have to be realistic about a pace that’s achievable. It’s clear we don’t have anywhere near enough charging infrastructure and insufficient technological advances in heavy-duty vehicles to meet current goals,” said Governor Scott. “We have much more work to do, in order make it more convenient, faster, and more affordable to buy, maintain and charge EV’s. When we do, it’s more likely everyday Vermonters will make the switch.”

Governor Scott remains committed to addressing climate change, including advocating for more charging infrastructure, which is key to supporting Vermonters in making EVs viable and reducing transportation emissions. When it comes to transitioning to a low-carbon future, mandates are not going to be the total answer.  Using common sense and incentivizing technological advancements is necessary to overall success and this compliance flexibility is intended to reflect this reality.

Specific details can be found in the Governor’s Executive Order which can be found by clicking here.

On May 10, 2025, the Pennsylvania Department of Environmental Protection (DEP) announced it is extending its suspension of enforcement of the Pennsylvania Heavy-Duty Diesel Emissions Control Program until January 2, 2028. This applies to diesel-powered vehicles over 14,000 lbs and their engines, covering model years 2022 through 2027. During this period, trucks that comply with federal emissions standards—but lack CARB certification—can continue to be sold, leased, delivered, or registered in Pennsylvania.

NOTICES

DEPARTMENT OF
ENVIRONMENTAL PROTECTION

Suspension of Enforcement of the Pennsylvania Heavy-Duty Diesel Emissions Control Program

[55 Pa.B. 3323]
[Saturday, May 10, 2025]

 The Department of Environmental Protection (Department) announces that the Department will suspend enforcement of 25 Pa. Code Chapter 126, Subchapter E (relating to Pennsylvania Heavy-Duty Diesel Emissions Control Program) until January 2, 2028. The Pennsylvania Heavy-Duty Diesel Emissions Control Program (Program) applies to the manufacturers of new diesel-powered vehicles with a gross vehicle weight rating (GVWR) of greater than 14,000 pounds or new heavy-duty diesel (HDD) engines that are used in vehicles with a GVWR of greater than 14,000 pounds that are sold, leased, offered for sale or lease, imported, delivered, purchased, rented, acquired or received in this Commonwealth. The Program requires that subject vehicles and engines be issued a California Air Resources Board (CARB) Executive Order certifying compliance with CARB emission standards. This suspension of enforcement will allow vehicles and engines subject to the Program that have not been issued a CARB Executive Order and which meet the Federal HDD emission standards to be sold, leased, offered for sale or lease, imported, delivered, purchased, rented, acquired or received in this Commonwealth during the suspension beginning with Model Year (MY) 2022 and ending with MY 2028. This suspension of enforcement supersedes the suspension notice published at 53 Pa.B. 3166 (June 10, 2023).

 In 2002, the Department's Program implemented the then current CARB emission standards for all HDD engines and vehicles that have a GVWR of 14,000 pounds in response to an emissions cheating scandal in the late 1990s, when engine manufacturers installed emission control system defeat devices. See 32 Pa.B. 2327 (May 11, 2002). The Program became effective May 11, 2002, and provided the necessary 2-year lead time to manufacturers as required under section 177(2) of the Clean Air Act (42 U.S.C. § 7507(2)). The Program's emission standards first applied to MY 2005 HDD vehicles and engines.

 The Department has decided to continue to suspend enforcement for the following reasons. First, there is pending litigation challenging certain issues surrounding those standards and associated warranty provisions in American Free Enterprise Chamber of Commerce v. U.S. Environmental Protection Agency, (9th Cir. No. 25-89), which is currently in abeyance for 120 days or until June 12, 2025, given the changes associated with the transition of the new Federal administration. Second, the United States Environmental Protection Agency sent the standards and warranty provisions to Congress for review under the Congressional Review Act (5 U.S.C. §§ 801—808). Those standards and warranty provisions were disapproved by the United States House of Representatives on April 30, 2025, (Roll Call 111, Bill No.: H. J. Res. 87 and Roll Call No.: 112, Bill No.: H. J. Res. 89). The standards and warranty provisions will be considered by the United States Senate (Senate). If disapproved by the Senate, the resolution of disapproval will be presented to the President for signature. If signed, the resolution will prevent the standards and warranty provisions from going into effect. Based on the two events, the Department decided not to begin enforcing the standards and provisions until January 2, 2028, at the earliest.

 The Department will reevaluate this suspension of enforcement no later than July 31, 2027. Manufacturers will be required to meet the Program's requirements beginning with MY 2029 HDD vehicles and engines.

 The Department's exercise of enforcement discretion does not protect a manufacturer, distributor, seller, renter, importer, leaser or owner of a retail outlet from the possibility of legal challenge by third persons under 25 Pa. Code Chapter 126, Subchapter E.

 For more information or questions concerning the requirements of the Program, contact Nicholas Lazor, Director for the Bureau of Air Quality, at nlazor@pa.gov or (717) 787-9702.

[Pa.B. Doc. No. 25-620. Filed for public inspection May 9, 2025, 9:00 a.m.]

Link to Bulletin: https://www.pacodeandbulletin.gov/Display/pabull?file=/secure/pabulletin/data/vol55/55-19/620.html

The New Jersey Motor Truck Association has arrived! They'll be on Capitol Hill all day today for ATA's Call on Washington to talk about ways to strengthen our essential industry.

#NothingWithoutTrucking

Today is the start of the Commercial Vehicle Safety Alliance’s (CVSA) 72-hour International Roadcheck commercial motor vehicle and driver inspection, enforcement, education and data-collection initiative.

From May 13-15, commercial motor vehicles and drivers may be inspected by CVSA-certified inspectors at weigh/inspection stations, temporary sites, mobile patrols and other locations throughout North America to verify compliance with federal regulations.

If an inspector discovers driver or vehicle out-of-service violations as identified in the North American Standard Out-of-Service Criteria, they will place the driver and/or vehicle out of service, restricting further travel until all out-of-service violations have been appropriately addressed.

During International Roadcheck, inspectors primarily conduct the North American Standard Level I Inspection, a 37-step procedure that includes an examination of driver operating requirements and vehicle mechanical fitness.

During the driver portion of an inspection, inspectors check the driver’s documents, license or commercial driver’s license, medical examiner’s certificate and skill performance certificate (if applicable), record of duty status, Drug and Alcohol Clearinghouse status (in the U.S.), seat belt usage, and alcohol and/or drug impairment.

During the vehicle portion of the Level I Inspection, inspectors check the vehicle’s brake systems, cargo securement, coupling devices, driveline/driveshaft components, driver’s seat, fuel and exhaust systems, frames, lighting devices, steering mechanisms, suspensions, tires, wheels, rims, hubs, and windshield wipers for compliance with applicable regulations. Inspections of motorcoaches, passenger vans and other passenger-carrying vehicles also include the examination of emergency exits, seating, and electrical cables and systems in the engine and battery compartments.

A vehicle that successfully passes a Level I or V Inspection without any critical vehicle inspection item violations will receive a CVSA decal, which is valid for up to three months. Generally, a vehicle or combination of vehicles with a valid CVSA decal will not be re-inspected during the validity period. However, nothing prevents the re-inspection of vehicles bearing a valid CVSA decal.

A jurisdiction or an inspector may opt to conduct a limited Level II Walk-Around Driver/Vehicle Inspection or Level III Driver/Credential/Administrative Inspection, instead of a Level I Inspection. Level II and III Inspections are not eligible for a CVSA decal.

Each year, International Roadcheck places special emphasis on a driver violation category and a vehicle violation category. This year, the vehicle focus is on tires. Inspectors will check tire tread depth and proper inflation. They will also look for tire damage, such as air leaks, tread separation, cuts, bulges, sidewall damage and improper repairs. The driver focus is on false records of duty status (RODS). Failure to record, complete or retain the RODS, or knowingly falsifying RODS is a driver out-of-service violation.

Data from the three days of International Roadcheck will be collected and the results will be released this summer.

CVSA is a nonprofit organization comprised of local, state, provincial, territorial and federal commercial motor vehicle safety officials and industry representatives in Canada, Mexico and the U.S. The Alliance aims to prevent commercial motor vehicle crashes, injuries and fatalities and believes that collaboration between government and industry improves road safety and saves lives. Its mission is to improve commercial motor vehicle safety and enforcement by providing guidance, education and advocacy for enforcement and industry across North America.

Today, the American Trucking Associations applauded Congressman Mike Collins (R-Georgia) for continuing to lead the effort to stop the costly and risky practice of criminals purposefully crashing into trucks in an attempt to shakedown motor carriers for a payout.  In a letter to Attorney General Pam Bondi that was co-signed by six of his colleagues, Congressman Collins urged the Trump Administration to form a specialized task force dedicated to investigating and prosecuting staged accident fraud.
 
“When con artists seeking a big payday intentionally collide with commercial motor vehicles, their reckless disregard for safety puts innocent truck drivers and the motoring public at risk.  These unscrupulous individuals perpetuate their selfish actions by filing frivolous lawsuits against honest trucking companies, raising costs for consumer goods and inflating insurance premiums,” said American Trucking Associations Senior Vice President of Legislative Affairs Henry Hanscom.  “ATA strongly encourages Attorney General Bondi to crack down on this dangerous lawlessness by establishing a specialized task force dedicated to holding these criminals accountable, and we thank Congressman Collins for spearheading this effort to protect America's hardworking truckers."
 
A wide range of schemes in recent years have targeted trucking companies, and these sophisticated fraudsters often have ties to organized crime.  This perilous, pervasive phenomenon manipulates the legal system to extort trucking companies for settlements upwards of seven-figures.  One such criminal ring was exposed in Louisiana for staging accidents with unsuspecting commercial trucks beginning in 2011.  To date, 63 people have been indicted in the federal probe into this conspiracy, including plaintiff attorneys who are alleged to have been the masterminds.  
 
To stem the tide, Congressman Collins is recommending that the Attorney General organize the Department of Justice, Department of Homeland Security, Department of Transportation, local police departments, businesses, and the public to help identify and dismantle criminal enterprises.  In addition to Congressman Collins, the letter was signed by Congressmen Lance Gooden (R-Texas), Tony Wied (R-Wisconsin), Tom Barrett (R-Michigan), Glenn Grothman (R-Wisconsin), Tom Tiffany (R-Wisconsin), and Jimmy Patronis (R-Florida).
 
This enforcement initiative would build on a parallel legislative effort.  Last month, Congressmen Collins and Brandon Gill (R-Texas) introduced and ATA endorsed the Staged Accident Fraud Prevention Act, which would make it a federal crime to engineer a crash with a commercial motor vehicle.  Specifically, the bill establishes straightforward criminal penalties not just for the drivers who stage these collisions—but also for the attorneys, physicians, and other co-conspirators who knowingly participate in the fraud to extort victimized motor carriers.  This measure would provide a strong, necessary deterrent to prevent these schemes, while offering critical protections to the motor carriers and drivers who tirelessly power our nation’s economy and supply chain.

The South Jersey Transportation Authority is proposing amendments to its rules and new rules and repeals that would revise, clarify, and modernize certain requirements on the Atlantic City Expressway.

CLICK HERE to view the proposed regulations published in the May 5, 2025, NJ Register.

Some of the proposed changes are as follows:

 The proposed amendments at NJAC 19:2-4.3 remove specific dimensions of vehicles on the Roadway and add a cross reference to the State Law at NJSA 39:3-84.

1. The requirements for the transportation of gasoline and hazardous materials and requirements for cleaning up spills of hazardous materials on the Roadway are added at NJAC 19:2-4.4.
2. New NJAC 19:2-4.4(b) includes a proposed $50.00 processing fee related to all notifications submitted for transporting gasoline and hazardous materials
3. New NJAC 19:2-5.1(b) and (c) define spills of certain non-hazardous materials and requirements for cleaning up such spills on the Roadway.
4. Proposed new NJAC 19:2-6.1(e) provides a mechanism for disputing tolls to the Authority.

Comments are due July 4, 2025. NJMTA is reviewing and preparing comments on the proposal.