• Speed Limiter Scrapped: Dive into the trucker‑friendly reforms that killed the decade‑old speed‑limiter mandate—and the data gaps that sealed its fate.
• $275 Million Parking Fix: Find out where the first 917 federally funded truck‑parking spots will appear and how they attack the nation’s truck‑parking shortage.
• Flexible HOS Pilots: See how 6/4 sleeper splits and a 3‑hour on‑duty pause could transform hours‑of‑service flexibility for professional drivers.

$275 million in federal grants make truck parking a declared national priority.

In late June 2025, the U.S. Department of Transportation (DOT) rolled out a package of “trucker-friendly reforms” aimed squarely at easing professional truck drivers’ daily challenges. This sweeping initiative, unveiled by U.S. Transportation Secretary Sean Duffy, delivers on a presidential executive order to improve truckers’ working conditions. The reforms include withdrawing a controversial speed limiter mandate, directing hundreds of millions of dollars toward truck parking expansion, piloting flexible hours-of-service rules, maintaining an ELD exemption for older trucks, and cracking down on freight broker fraud – all measures designed to provide relief and flexibility for drivers.

These actions mark a significant shift in federal trucking policy, earning praise from industry groups for reducing burdens while prompting some safety advocates to urge caution. In an industry long frustrated by one-size-fits-all mandates and infrastructure shortfalls, the DOT’s moves have been broadly welcomed as a positive, data-driven course correction, even as stakeholders continue to debate the potential safety impacts.

For more news and updates on the U.S. Department of Transportation’s (DOT) initiatives impacting truckers, explore our DOT news page.

Inside the DOT’s Pro-Trucker Reform Package

Secretary Duffy’s “Working for Truckers” agenda (part of a broader executive order on commonsense trucking regulations) encompasses nine major initiatives addressing truckers’ top concerns. These include: 1) increasing truck parking capacity nationwide, 2) formally withdrawing the proposed speed limiter rulemaking on heavy trucks, 3) launching pilot programs for hours-of-service (HOS) flexibility, 4) improving the DOT’s driver resource websites, 5) reforming the DataQs system for citation appeals, 6) modernizing the National Consumer Complaint Database, 7) tackling unlawful broker practices like double-brokering, 8) affirming the ELD mandate exemption for pre-2000 engines, and 9) scrapping “needless” regulatory text. Below, we break down the most impactful elements of these trucker-friendly reforms and what they mean for truck drivers and the industry.

Speed Limiter Mandate Scrapped After Years of Debate

DOT grounds the long‑debated speed‑limiter mandate after finding key data gaps.

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One of the most headline-grabbing moves was the termination of the federal speed limiter mandate proposal. DOT officially withdrew its rulemaking that would have required speed-limiting devices on all heavy-duty trucks, citing insufficient data and safety justification. This rule had been dormant since 2016 and widely opposed by many drivers and small carriers. By formally nixing the speed limiter mandate, regulators acknowledged that the 2016 proposal and a 2022 revival lacked clear evidence that it would improve safety.

In a Federal Register notice published July 24, 2025, the agencies noted “significant data gaps” in the research and an unclear cost-benefit case for governing truck speeds. Essentially, the government could not definitively prove that forcing trucks to cap their speed (e.g., at 65 mph) would reduce crashes, and so it decided not to move forward.

Truckers, especially independent owner-operators, cheered the withdrawal of the speed limiter rule as a victory for common sense and driver professionalism. The Owner-Operator Independent Drivers Association (OOIDA), which had rallied hard against speed limiters, welcomed the decision. “Studies and research have already proven what we learned in driver’s ed – traffic is safest when all vehicles travel at the same speed. Limiting trucks below the flow of traffic increases interactions and can lead to more crashes,” OOIDA President Todd Spencer noted. Major industry groups argue that experienced drivers should be trusted to adjust speeds to conditions, rather than be constrained by a one-size-fits-all device.

For more on how OOIDA is advocating for truckers’ interests on issues like these, explore our OOIDA news page.

However, safety advocates voiced concern over this rollback. The National Safety Council (NSC) pointed out that DOT’s own data indicated speed limiters set at 65 mph could save over 200 lives and prevent 5,000 injuries annually. NSC CEO Lorraine Martin called the withdrawal “a disappointing rollback of a decades-long effort” and warned it “will cost lives”, urging DOT to reconsider. This reflects a broader tension: while driver groups praise the regulatory relief, some highway safety organizations worry that loosening any rules – whether speed governors or hours-of-service – could exacerbate risks on the road.

The DOT, for its part, emphasized that available evidence did not justify the mandate and that it prefers solutions respecting driver input and real-world data over prescriptive rules. Moving forward, it remains to be seen if improved data or technology (such as collision mitigation systems) might revive the speed limiter debate, but for now, truckers will not face a federal speed governor requirement.

Q: Why did FMCSA withdraw the speed limiter rule?

A: FMCSA withdrew the speed limiter rule because the analysis failed to show a clear safety benefit and had significant data gaps. The proposal lacked compelling evidence that capping truck speeds would reduce crashes, and over 15,000 public comments (mostly from truck drivers) opposed the mandate. Regulators decided that without solid data or industry buy-in, imposing a one-size-fits-all speed limit could do more harm than good, so they officially dropped the rulemaking. Safety proponents disagree, but the agency concluded it couldn’t justify the costs or effectively enforce such a rule at this time.

For more news on the ongoing speed limiter debate and its safety implications, explore our speed limiters news archive.

Tackling the Truck Parking Shortage with Funding and Priority

FMCSA zeroes in on unlawful double‑brokering to shield carrier revenues.

Another cornerstone of the DOT’s reform package addresses the chronic truck parking shortage – a daily headache for drivers nationwide. The Department announced it is delivering over $275 million in grants to expand truck parking capacity across the country. Crucially, $180 million of that funding is earmarked for Florida to create 917 new truck parking spaces along the busy I-4 corridor in central Florida.

This significant investment, one of the most considerable federal boosts for truck parking to date, targets an area where safe truck stops are in woefully short supply. By adding nearly 1,000 spots on I-4 – a highway corridor that connects major freight hubs – the project aims to provide relief in a state that has been especially hard-hit by parking scarcity.

The focus on truck parking marks a significant shift in treating this issue as a national safety priority. DOT will issue a memo affirming that truck parking is a “national priority” under Jason’s Law. (Jason’s Law, enacted in 2012 after the tragic murder of trucker Jason Rivenburg during an unsafe parking stop, directed federal attention to the parking shortage.) By officially elevating truck parking under Jason’s Law, the DOT can unlock additional grant programs and resources to expand rest areas and parking facilities. The $275 million announced is expected to fund numerous projects beyond Florida, signaling to states and private truck stop operators that Washington is finally putting real money behind expanding parking.

For truck drivers, this is welcome news and, frankly, long overdue. Surveys have shown drivers often waste an hour or more daily just searching for a safe parking spot, and many have to settle for highway shoulders or isolated lots when legal driving hours run out. By expanding capacity, the DOT aims to improve safety (well-rested drivers, fewer rigs parked in hazardous areas) and quality of life for truckers.

“Alleviating the truck parking shortage has been the top safety concern for American truckers for more than a decade,” OOIDA Executive VP Lewie Pugh told Congress earlier in 2025. Industry leaders widely applauded the grants: “For years, truckers have urged Washington to address the severe shortage of truck parking… This shows they were heard,” said OOIDA’s Todd Spencer.

It’s worth noting that Florida’s big $180 million project was initiated earlier (as part of a 2024 infrastructure grant), but had stalled in bureaucracy. The new administration highlighted and pushed it forward, effectively fast-tracking those 917 spaces on I-4. With this jumpstart and additional projects to come, drivers should start seeing new parking options being constructed in key corridors over the next few years. The goal is to ensure that truckers can find a safe, legal spot when they need to rest, reducing stress and the temptation to drive beyond allowable hours.

While $275 million won’t solve the nationwide shortfall on its own, it is a “big step in the right direction,” according to advocates, and hopefully a sign of more to come.

Q: How is the DOT fixing the truck parking shortage?

A: The DOT has committed over $275 million in new funding to build truck parking facilities nationwide, including a massive $180 million project creating 917 parking spots along Florida’s I-4 corridor. By declaring truck parking a national priority under Jason’s Law, DOT is unlocking more grants and working with states to add capacity. These investments will create new rest area spaces so truck drivers have safe, reliable places to park and sleep, instead of wasting hours searching or parking in unsafe spots.

For additional coverage on efforts to address the truck parking shortage, visit our truck parking news page.

New Flexibility in Hours-of-Service: Pilot Programs for Rest Breaks

Drivers may soon pause the 14‑hour clock for up to three hours.

Recognizing that rigid hours-of-service (HOS) rules can sometimes hinder safety by forcing driving at the wrong times, DOT is introducing pilot programs to test more flexible HOS options. Two pilot programs will be launched by the Federal Motor Carrier Safety Administration (FMCSA) to study potential updates to HOS regulations that could give drivers greater control over their schedules:

• Flexible Sleeper Berth Pilot: This pilot will allow participating truck drivers to split their required 10-hour off-duty sleeper berth time into two periods in more varied ways than currently permitted. Right now, HOS rules generally require at least seven consecutive hours in the sleeper berth (with an option for a 7/3 or 8/2 split). Under the pilot, drivers could test splitting sleeper time into 6/4 or even 5/5 hours. For example, a driver might sleep 5 hours, drive a while, then take another 5 hours off – if that better fits their natural rest patterns. The aim is to see if such flexibility can improve alertness and productivity without increasing fatigue-related risk.
• 14-Hour “Pause” Pilot (Split-Duty Period): The second pilot program will allow drivers to pause their 14-hour on-duty clock for one off-duty period of up to 3 hours. Normally, once a driver starts their day, a 14-hour window to work and drive counts down continuously (aside from mandatory breaks). Many drivers have wished they could temporarily stop that clock – for instance, to wait out rush-hour traffic or take a long rest mid-day – without it eating into their work time. This pilot would grant that flexibility: participating drivers could take an off-duty break of 30 minutes to 3 hours, which would not count against the 14-hour limit. After the break, the clock would resume, effectively extending the shift by the length of the break (still adhering to daily driving limits).

These pilots represent a potentially significant change in HOS policy. By testing them with a limited group of drivers under study conditions, FMCSA will gather data on how flexibility impacts safety, driver health, and operations. Many in the industry believe that allowing drivers to schedule sleep and breaks more naturally – for example, napping when tired or avoiding traffic jams – could enhance safety and reduce stress, compared to rigid rules that might force driving when fatigued or parking when wide awake. “For years, our members have told lawmakers that existing hours-of-service rules are too inflexible and don’t reflect real-world demands,” OOIDA’s Lewie Pugh noted in advocating for these changes. Now, those ideas are being put to the test.

To stay informed about FMCSA’s latest safety initiatives and rulemakings, visit our FMCSA news archive.

It will likely be many months or years before results are in, but if successful, these pilots could pave the way for permanent HOS rule changes benefiting drivers. Not everyone is entirely on board – safety groups want to ensure any increased flexibility won’t encourage excessive driving or abuse of the pause. But with electronic logging devices monitoring the details, the pilots will provide hard evidence to inform the debate. DOT’s goal is simply to see if a bit more flexibility can yield better-rested, safer drivers without compromising safety. If so, future truckers might have more choices in how they split their work and rest hours.

For an in-depth look at hours-of-service (HOS) regulations and flexibility efforts, check out our HOS news coverage.

ELD Mandate Exemption for Older Trucks Remains Intact

In a nod to small business truckers and enthusiasts with older rigs, the DOT made clear it is keeping the current electronic logging device (ELD) exemption for trucks with pre-2000 engines. Since the ELD mandate took effect in late 2017, commercial vehicles with engines manufactured before model year 2000 have been exempt (because many lack the electronic control modules needed for ELDs, and also due to their small share of operations).

There had been hints under the previous administration that this exemption might be eliminated, which worried owner-operators who drive classic trucks. However, Secretary Duffy’s package explicitly states that no changes will be made to the pre-2000 truck ELD exemption. This assures vintage truck owners that they can continue using paper logbooks instead of being forced to install electronic logs in rigs not built for them.

Pre‑2000 rigs keep paper logs as the ELD exemption stays in place.

OOIDA, which has long opposed the ELD mandate broadly, praised this decision to leave the exemption in place. The association argues that ELDs have not demonstrably improved safety since their implementation (they simply record hours) and that older trucks are often owner-operated and run limited miles. For those drivers, avoiding the cost and hassle of an ELD is significant. “Our members have vigorously opposed the ELD mandate since its inception… the agency still lacks data demonstrating any positive safety results since its full implementation,” OOIDA wrote in comments defending the exemption.

The DOT’s stance indicates that unless there’s compelling evidence to do otherwise, it will spare pre-2000 trucks from the ELD requirement going forward. This is a relatively minor tweak in the grand scheme. Still, it’s another signal that regulators are focusing on practical safety outcomes and relief from unnecessary burdens, rather than forcing technology for technology’s sake.

For the latest updates on electronic logging devices (ELDs) and related policies, visit our ELD news section.

Cracking Down on Broker Fraud and Cutting Red Tape

Beyond easing rules, the DOT also vowed to “crack down on bad actors” in the freight market, specifically targeting unlawful broker and dispatch practices that hurt truckers. Chief among these is the problem of double brokering fraud, where a broker (or sometimes a rogue carrier) illegally re-brokers a load to another carrier without the shipper’s consent or the initial carrier’s knowledge. Such scams can result in carriers not getting paid or cargo theft, and they’ve been proliferating in recent years, taking advantage of gaps in oversight.

Secretary Duffy’s announcement put brokers on notice that FMCSA is renewing its focus on combating “unlawful double brokering”, recognizing it as a practice that directly harms drivers and honest carriers. While specifics are still emerging, DOT officials hinted that ongoing rulemakings and enforcement initiatives will be leveraged. One clue is the broker transparency rulemaking FMCSA proposed in late 2024, which seeks to tighten brokers’ record-keeping and disclosure requirements.

By enforcing transparency (so carriers can see the financial transactions on loads) and stricter broker registration rules, the agency aims to make it harder for fly-by-night operators to engage in fraud. Additionally, FMCSA may impose civil penalties more aggressively on offenders (it has the authority to levy fines for brokers operating without authority or bond, for example).

For truckers, a crackdown on fraud is welcome news. Many small carriers have been burned by “phantom” brokers or identity thieves posting loads, only to disappear with the payment, leaving the trucker holding the bag. Cleaning up the marketplace and enforcing existing broker regulations will help ensure carriers get paid for the loads they haul and brokers who play by the rules aren’t undercut by scammers. It’s essentially a “fairness” initiative, complementing the other reforms.

For more stories on efforts to combat double-brokering scams and broker fraud, check out our double brokering news coverage.

Flexible 6/4 sleeper‑berth splits enter real‑world testing under FMCSA pilot.

At the same time, DOT is looking inward at regulations to cut out clutter. FMCSA identified 18 provisions – totaling some 1,800 words – in the Federal Motor Carrier Safety Regulations to eliminate or streamline. These are described as “needless” or outdated rules that can be removed without compromising safety. While the agency hasn’t listed all of them in the announcement, examples could include simplifying specific inspection record requirements, paperwork, or deregulating minor technicalities that no longer apply.

By pruning 1,800 words of regs, DOT estimates it will save truckers time and money on compliance. This is part of the “slash red tape” pledge: the administration is actively seeking regulations that may be on the books but don’t meaningfully improve safety, and scrapping them to reduce hassle.

For a broader perspective on trucking regulations and reforms, explore our trucking regulations news section.

Industry Reaction and Outlook for Trucking Safety

The trucking industry’s response to these reforms has been overwhelmingly positive. Both large carrier representatives and independent driver groups see the DOT’s actions as validating long-standing requests. “We thank the administration for focusing on issues that impact truckers’ daily lives,” said ATA President Chris Spear, noting that data-driven measures reducing burdens will strengthen the supply chain. OOIDA’s Todd Spencer went further, calling the reforms “transformational actions” that finally address what drivers have been telling Washington for years – from parking to speed limiters to hours-of-service control. Indeed, many of the initiatives tick items off the “trucker wish list” that OOIDA and others have pushed: more parking, no speed governors, HOS flexibility, less paperwork.

By contrast, some safety and public advocacy groups remain cautious. They acknowledge the parking investments as a safety win for everyone, but worry that relaxing rules like speed limits or HOS could backfire if not carefully implemented. The rise in truck-involved fatal crashes in recent years is often cited as a reason to strengthen safety standards, not loosen them.

For example, fatal crashes involving large trucks have trended upward through the late 2010s, and advocates like NSC argue that proven interventions (like speed limiters or stricter oversight) should not be abandoned. The DOT will have to balance these concerns by relying on solid research, which is precisely what the pilot programs and data-driven approach intend to do. If the pilots show that safety can be maintained (or even improved) with more flexible rules, it will be harder to argue against them.

Eighteen outdated regulations trimmed—1,800 words of red tape erased.

From a broader perspective, these trucker-friendly reforms signal a regulatory climate focused on practicality and partnership with drivers. As Secretary Duffy put it, the goal is “getting Washington out of your trucks and your business” – in other words, remove unnecessary obstacles so truckers can do their jobs safely and efficiently. For at least the second quarter of 2025, federal trucking policy clearly tilted toward relief and flexibility for drivers, in line with the administration’s priorities. Moving forward, observers will be watching how these measures are implemented:

• Will the truck parking funds translate quickly into real spaces on the ground? (The industry will be tracking construction of new lots in states like Florida and beyond.)
• How soon will FMCSA launch the HOS pilot programs, and will enough carriers volunteer to generate meaningful data? Results likely won’t come until 2026 or later, but any interim reports will be of high interest.
• Will the crackdown on broker fraud produce visible enforcement actions or new rules? Carriers hope to see bad actors shut down and possibly a database to identify chameleon carriers or serial fraudsters.
• Which “needless” regulations get removed? Stakeholders may get to weigh in if formal rulemaking is needed to repeal specific provisions, and they’ll want to ensure genuinely harmful rules aren’t cut.

In summary, the USDOT’s mid-2025 reform package represents one of the most driver-focused federal efforts in years, addressing both physical infrastructure needs (parking) and regulatory burdens (speed limiters, HOS, ELDs, etc.) in trucking. It’s a response to long-standing driver complaints, made possible by a receptive administration. While generally seen as positive and pro-safety by those behind the wheel, the actual impact will depend on execution and continued oversight.

By engaging in pilot programs and measured rule changes, the DOT is effectively saying: “We hear you, drivers – now let’s prove these ideas out and ensure they work as intended.” It’s an approach that tries to blend impartial data analysis with real-world driver input, and that combination could set a new tone for how trucking regulations are crafted.

Only time will tell how these trucker-friendly reforms play out on America’s highways, but for now, most in the industry are encouraged to see Washington taking a hard look at what helps (and what hinders) the men and women who keep our supply chains moving. The hope is that a safer, more efficient, and more driver-friendly trucking environment will emerge – one where regulations make sense, drivers have what they need to do their jobs safely, and everyone on the road benefits as a result.

Key Developments — 2025 DOT Trucker‑Friendly Reforms

• Formal withdrawal of the proposed speed‑limiter mandate for heavy trucks
• Allocation of $275 million in truck‑parking grants, including 917 new spaces on Florida’s I‑4 corridor
• Launch of two FMCSA pilot programs testing HOS flexibility: 6/4 or 5/5 sleeper‑berth splits and a single up‑to‑3‑hour pause of the 14‑hour clock
• Confirmation that the ELD mandate exemption for pre‑2000 engines remains intact
• Intensified FMCSA enforcement against freight‑broker fraud and double‑brokering schemes
• Designation of truck parking as a national priority under Jason’s Law, unlocking additional funding channels
• Streamlining of 18 obsolete FMCSR provisions, eliminating roughly 1,800 words of regulatory text
• Modernization of DataQs and the National Consumer Complaint Database to cut red tape for drivers
• Ongoing collaboration with driver groups and safety advocates to assess the reforms’ real‑world safety impact

Authoritative Resources for More on DOT Trucker‑Friendly Reforms

• Learn the full scope of the department’s plan in the USDOT press release on the 2025 Pro‑Trucker Package.
• Review the legal text behind the rollback in the Federal Register notice formally withdrawing the speed‑limiter rule.
• See where new parking is coming online in the FMCSA announcement detailing the $275 million truck‑parking grants.
• Get a concise overview of every initiative in the FMCSA “Supporting America’s Truck Drivers” fact sheet (PDF).
• Explore national parking data and maps via the FHWA Jason’s Law truck‑parking program hub.
• Examine pilot‑study parameters in the FMCSA brief on Flexible Sleeper‑Berth and Split‑Duty HOS tests.
• Confirm who is exempt from e‑logs in the FMCSA ELD exemption/faq fact sheet.
• Track anti‑fraud efforts in the FMCSA broker‑transparency rulemaking aimed at curbing double‑brokering.
• Get practical guidance on scams from the FMCSA resource page on broker & carrier fraud prevention.
• Read industry reaction in the OOIDA press release applauding the DOT’s reforms.