Truck Tech: ATA Urges Congress to Protect Truck Drivers

Truck Tech: ATA Urges Congress to Protect Truck Drivers

The American Trucking Associations (ATA) is asking Congress to act on several truck tech issues. These issues could affect commercial truck drivers, owner-operators, fleets, and safety teams.

ATA President and CEO Chris Spear spoke before the Senate Commerce Subcommittee on Surface Transportation, Freight, Pipelines, and Safety in a hearing held on June 9. It was titled “The Need for Speed: How Technological Advances are Driving Transportation Innovation.”

While the hearing had a broad focus on transportation technology, Spear’s testimony raised several trucking issues that could matter to drivers. These include the cost of new trucks, ELD fraud, autonomous truck rules, marijuana testing, cargo theft, DEF system failures, and safety technology in commercial vehicles.

This testimony comes at an important time. Congress is preparing to review the next surface transportation bill that could shape federal trucking policy for years.

ATA Says Truck Tech Policy Must Protect Drivers

Spear told lawmakers that trucking companies are already spending money on new technology. He said those tools can help improve safety and make freight movement more efficient.

However, he also warned that new rules must be written with care. Technology can help drivers. It can also create new problems if it is rushed or poorly designed.

A major point in the testimony was that truck tech should support drivers. It should not create confusion, higher costs, or weak mandates that are hard to follow.

Spear said proven safety tools should be encouraged. At the same time, he said policymakers should avoid forcing systems into use before they are ready for real trucking work.

That point matters because trucks are not all the same. A system that works well in a highway tractor may not work the same way in a vocational truck. It may also work differently in a medium-duty truck or a specialized unit.

Drivers know this from daily work. Freight type, road type, weather, and truck design can all affect how a safety system performs.

New Truck Costs Remain a Major Issue

One of ATA’s top requests was the repeal of the 12% federal excise tax on new heavy-duty trucks, trailers, and tractors.

According to Spear’s testimony, the tax adds about $24,000 to the cost of a new truck. It also adds more than $6,500 to the cost of a new trailer.

ATA argues that this makes it harder for carriers and owner-operators to replace older equipment. The group says the tax slows the move to newer trucks.

For drivers, this issue can matter in a direct way. Fleet turnover affects the trucks drivers use each day. Newer trucks may have better safety systems. They may also offer better fuel economy, cleaner emissions systems, and more driver comfort.

For owner-operators, the issue is even more direct. A higher truck price can affect whether a driver can afford to buy or replace equipment.

ATA supports the Modern, Clean, and Safe Trucks Act. That bill would remove the federal excise tax.

Truck Tech and ELD Fraud Could Affect HOS Rules

Spear also called for stronger oversight of electronic logging device providers.

ATA supports ending the current system that allows ELD companies to self-certify their devices. Spear said fraudulent, altered, or noncompliant ELDs have become a growing safety and enforcement concern.

ELDs are meant to give a clear record of a driver’s hours of service. When they work as intended, they can help reduce fatigue-related violations. They also help create fair competition between carriers.

But Spear warned that some devices may be changed or controlled from a distance. He said some systems may allow real-time changes to a driver’s logs. That could happen even after a roadside inspection begins.

That issue could matter to drivers in several ways. Drivers and carriers that follow the rules may face unfair competition from companies using illegal systems. Those systems may allow some operators to hide hours-of-service violations.

At the same time, stronger ELD oversight could lead to more checks on devices, providers, and motor carriers. Fleets may have to review which ELD systems they use. Drivers may also see changes if a device is removed from FMCSA’s approved list.

ATA said FMCSA revoked dozens of noncompliant devices in 2025. The group is asking Congress to support stronger federal oversight of ELD providers.

Autonomous Truck Rules Remain a Major Federal Issue

ATA also urged Congress to create a federal framework for autonomous commercial vehicles.

Spear said autonomous truck technology should not be seen as a simple choice between human drivers and driverless trucks. He said automation covers a wide range of systems. Some may assist drivers. Others may take on more of the driving task in certain settings.

ATA said drivers will continue to play a key role in trucking. The group pointed to the wide range of freight moved by commercial vehicles. This includes liquids, livestock, hazardous materials, construction equipment, and oversize loads.

Roads and weather also vary across the country. So do traffic conditions, terrain, loading needs, and customer sites. ATA said those factors show why driver skill will remain important.

Still, ATA is asking Congress to create clear national rules for autonomous commercial vehicles. Those rules could cover safety standards, liability, and hours-of-service treatment when automated driving systems are in use.

The rules could also affect how much authority states have over autonomous truck operations.

For truck drivers, the key issue is how future rules define the driver’s role. That role may change as automation grows. ATA is trying to frame the change as an evolution of the job, not the end of the job.

Marijuana Testing Remains a Safety Concern

Spear also warned lawmakers about marijuana policy and drug testing for safety-sensitive workers.

According to the testimony, the FMCSA Drug and Alcohol Clearinghouse has recorded more than 345,000 positive drug tests among commercial motor vehicle drivers since it launched in 2020.

Spear said marijuana remains the leading drug violation. He said it accounts for about 60% of positive tests each year. He also said marijuana has been tied to more than 260,000 total positive tests.

ATA said the issue is hard because there is no widely accepted standard for marijuana impairment. There is also no mature roadside test like the tools used for alcohol impairment.

The testimony also raised concerns about possible federal marijuana rescheduling. ATA warned that changes in marijuana policy could create problems for employer testing programs if DOT’s authority is weakened.

For CDL holders, the issue remains important. Marijuana use can still affect commercial driving eligibility under federal drug testing rules.

ATA also called for more progress on oral fluid testing. Spear said oral fluid testing was approved for regulated use in 2023. But no U.S. lab has been certified to perform it.

That means regulated employers still cannot use oral fluid testing. ATA said the method could help in post-crash and reasonable suspicion cases because it can show more recent drug use.

DEF Failures and Derates Remain a Driver Concern

The testimony also addressed a problem man] np=y drivers know well: DEF system failures.

Spear said faulty diesel exhaust fluid quality sensors and emissions system parts have caused problems for safe and well-maintained trucks.

In some cases, those failures can lead to severe derates. They can also put trucks out of service or leave drivers stuck on the side of the road.

ATA supports EPA guidance issued in August 2025 and March 2026. According to the testimony, that guidance gives drivers more flexibility when certain emissions system failures happen.

The guidance allows drivers to move freight to its destination in some cases. It also allows equipment to be moved to a proper service location.

This issue is very practical for drivers. A sudden derate can create long delays. It can also lead to towing costs, missed delivery times, and safety concerns.

ATA said the goal is not to make DEF optional. The group also said it does not support removing emissions systems or making those systems inoperable.

Instead, ATA said drivers need workable rules. Those rules should allow trucks to keep moving safely when a sensor or part fails.

Cargo Theft and Fake Carriers Draw More Attention

ATA also used the hearing to raise concerns about cargo theft, freight fraud, identity theft, and fake carrier activity.

Spear said criminal groups are taking advantage of weak systems and poor identity controls. He said some schemes involve stolen DOT numbers, fake carrier profiles, shell companies, and chameleon carriers.

A chameleon carrier is a company that closes or changes identity after safety or enforcement problems. It may then return under a new name or new credentials.

ATA praised FMCSA’s new Motus registration system, which launched in May 2026. The system is designed to replace an older registration platform.

Motus is meant to improve identity checks, ownership records, and data quality. It is also meant to help FMCSA spot fraud and unsafe operators more quickly.

For legitimate carriers and owner-operators, this issue matters because freight fraud can cause real damage. It can lead to stolen loads, unpaid bills, insurance fights, and lost business.

It can also create unfair competition. A carrier that follows the rules may lose freight to a fake or unsafe operator.

ATA also supports the SAFER Transport Act and the Combating Organized Retail Crime Act. Both are aimed at strengthening federal tools to fight cargo theft and supply chain crime.

Truck Tech Safety Systems Should Assist Drivers

Spear also addressed automatic emergency braking, distracted driving, and underride crash data.

ATA supports automatic emergency braking for heavy-duty trucks. The group called it a proven safety technology.

But Spear warned that federal rules should match how the technology is designed to work. He said AEB should be treated as driver-assistance technology. It should not be treated as a replacement for the driver.

That point matters for commercial drivers. Safety systems can change how a truck responds on the road. Drivers need to trust that a system will help avoid a crash without creating new risks.

ATA also supported stronger efforts to fight distracted driving by all motorists. Spear said distraction is a serious safety issue on the road.

He also said lawmakers should consider how truck drivers use in-cab technology. Many drivers rely on tools inside the cab for work. Those systems must be used safely while also reducing distraction.

Truck Tech Systems Could Face Spectrum Disruption

Another less obvious issue in the testimony involved the Lower 900 MHz wireless band.

ATA opposes a petition from NextNav that would repurpose part of that spectrum. The company wants to use it for a positioning, navigation, and timing system.

ATA said the trucking industry and supply chain partners already use that band for RFID-based systems.

Those systems can support cargo tracking, equipment tracking, tolling, weigh-station bypass, inventory control, and supply chain visibility.

This may sound like a technical issue. But it could affect systems that help trucks move through highways, ports, toll systems, and inspection bypass programs.

ATA warned that interference could create problems for trucking and other industries. Those problems could include added costs, weaker tracking, and more disruption in freight movement.