Speed Limiter Mandate Revisited: Bill Aims To Knock It Out

Lawmakers Reintroduce Bill to Block Speed Limiter Mandate

DRIVE Act Aims to Stop FMCSA Speed Limiter Mandate

A bill has been reintroduced in Congress to stop the Federal Motor Carrier Safety Administration (FMCSA) from enforcing a speed limiter mandate on large commercial trucks. The bill, known as the Deregulating Restrictions on Interstate Vehicles and Eighteen-Wheelers (DRIVE) Act, was brought forward again by Rep. Josh Brecheen, a Republican from Oklahoma.

If passed, the DRIVE Act would prohibit the FMCSA from requiring that vehicles weighing more than 26,000 pounds be equipped with any type of speed-limiting device. The FMCSA is currently expected to publish its Notice of Proposed Rulemaking on the speed limiter rule in the spring of 2025.

Background on the Speed Limiter Mandate

The FMCSA’s speed limiter proposal has been in discussion for years. In 2022, the agency issued an advance notice considering a rule that would require commercial vehicles over 26,001 pounds to use speed-limiting technology. A specific top speed was not confirmed, but safety advocates pushed for limits as low as 60 miles per hour.

The proposal drew strong pushback from the trucking community. The FMCSA received over 15,600 public comments in response—most of which were from truck drivers and owner-operators opposing the idea.

Brecheen and others argue that the rule would not improve highway safety. Instead, they believe it would create speed differences between trucks and other vehicles, leading to more traffic interactions and a higher risk of accidents.

Opposition to Federal Control

Rep. Brecheen, who drove semis hauling heavy equipment earlier in his career, believes that speed decisions should remain under state control. He stated that federal mandates ignore the realities of the road and that uniform speed limits do not suit all conditions.

“Safety is enhanced in keeping with the flow of traffic as set by state law, not on a one-size-fits-all regulation enforced by bureaucrats in Washington,” Brecheen said. He also criticized earlier efforts under the Biden administration that considered a 60 mph cap for heavy-duty trucks.

Support for the DRIVE Act Grows

Several national trucking and agricultural organizations are backing the DRIVE Act. Supporters include:

• Owner-Operator Independent Drivers Association (OOIDA)
• National Association of Small Trucking Companies
• American Farm Bureau Federation
• Mid-West Truckers Association
• National Cattlemen’s Beef Association
• United States Cattlemen’s Association
• North American Punjabi Trucking Association
• National Ready Mixed Concrete Association
• Associated Equipment Distributors
• Towing and Recovery Association of America

OOIDA has been especially vocal. The organization represents more than 150,000 small-business truckers and has long opposed speed limiter requirements. In January 2025, OOIDA sent a letter to then President-elect Donald Trump, urging him to halt the FMCSA’s progress on the rule.

Industry Split Over Speed Limiter Technology

While many smaller carriers and independent drivers oppose the rule, several large trucking companies already use speed limiters in their fleets. These companies often set internal limits for safety and fuel efficiency.

The American Trucking Associations (ATA), which represents larger carriers, has supported a speed limiter mandate with certain conditions. The ATA’s stance is that trucks equipped with automatic braking and adaptive cruise control could be limited to 70 mph. Trucks without such technology should be capped at 65 mph.

Critics argue that these limits give larger companies a competitive advantage. They also believe the rule could slow down freight movement and create more stress for drivers who are trying to stay on schedule.

Concerns About Safety and Efficiency

Opponents of the rule say it could have serious effects on both safety and productivity. They argue that forcing trucks to drive significantly slower than the flow of traffic will create congestion and increase the risk of crashes. More time spent on the road could also mean longer work hours for drivers and more pressure to comply with hours-of-service rules.

“This mandate will also literally slow freight movement across the country,” wrote a group of industry organizations in a letter to President Trump. “More trucks will be needed to carry the same amount of freight in the same amount of time, which would increase road congestion.”

Supporters of the DRIVE Act say these added risks and costs outweigh any benefits the speed limiter mandate might bring.

A Repeat Attempt in Congress

This is not the first time Rep. Brecheen has introduced the DRIVE Act. He initially brought it forward in May 2023, gaining support from 43 co-sponsors—all Republicans. A Senate version of the bill was also introduced by Sen. Steve Daines of Montana and backed by 12 Senate Republicans.

The earlier version of the bill failed to pass, but Brecheen is hopeful the reintroduced legislation will have more momentum in 2025—especially with the FMCSA expected to take further action in the coming months.

Looking Ahead at the Speed Limiter Rule

The FMCSA’s upcoming rulemaking will likely reignite the debate between supporters and opponents of speed limiters. While large carriers and safety advocates back some form of regulation, many independent drivers and smaller fleets remain firmly against it.

If the DRIVE Act passes, it would take the speed limiter mandate off the table permanently and prevent future administrations from bringing it back.

For now, the trucking industry continues to watch closely as lawmakers and regulators prepare for next steps.