WASHINGTON, D.C. — Legislative resistance to the Federal Motor Carrier Safety Administration’s (FMCSA) speed limiter proposal is intensifying as the DRIVE Act (HR3039) secures 30 co-sponsors in the U.S. House of Representatives. Recent support from Representatives Zachary Nunn, Chuck Edwards, and Doug LaMalfa signals a growing bipartisan effort to strip the agency of its authority to mandate speed-capping technology on heavy-duty trucks weighing 26,001 pounds or more.

The push to regulate truck speeds has been a point of contention since the FMCSA initiated its advance notice of supplemental proposed rulemaking in 2022. While initial discussions floated speed caps between 60 and 68 mph, the agency has yet to finalize a specific limit. For the professional CDL-A driver, the threat of a federal mandate represents an unnecessary intrusion that ignores the practical realities of highway safety and traffic flow, particularly in regions where passenger vehicles travel at speeds reaching 85 mph.

Representative Josh Brecheen of Oklahoma, who introduced the legislation in May 2025, has been vocal about the dangers of creating massive speed differentials on the nation’s highways. During discussions regarding the bill, Brecheen highlighted the catastrophic risks of a high-speed collision involving a truck restricted to a lower speed, noting that a 30-mph disparity between commercial vehicles and surrounding traffic creates an environment ripe for rear-end accidents. These concerns are shared by thousands of drivers who submitted public comments opposing the FMCSA regulations, citing increased congestion and the frustration that leads to risky maneuvering by passenger cars.

What This Means for Drivers

For the average owner-operator, a federal speed mandate would effectively strip away the ability to maintain pace with traffic, directly impacting fuel efficiency and delivery schedules. Many drivers argue that the mandate would force trucks to bunch together in the right lanes, creating rolling roadblocks that increase traffic density and decrease overall road safety. As trucking companies are hiring across the country, prospective employees are increasingly asking how these potential changes will impact their daily routes and earnings potential.

Industry Reaction

The Owner-Operator Independent Drivers Association (OOIDA) remains the primary advocate for the DRIVE Act, leveraging its 150,000-member base to pressure lawmakers to sign on. OOIDA President Todd Spencer has consistently maintained that the physics of highway safety are clear: limiting trucks to speeds below the flow of traffic increases dangerous interactions between vehicles. By lobbying for the DRIVE Act, the association aims to keep speed control in the hands of states rather than federal bureaucrats.

Key Points

• The DRIVE Act (HR3039) currently has 30 co-sponsors in the U.S. House of Representatives.
• FMCSA has considered capping commercial vehicle speeds at levels ranging from 60 to 68 mph.
• Public feedback on the proposal includes over 15,000 comments, with a significant portion of the OTR truck driver population voicing strong opposition.
• Safety advocates and industry groups warn that a 30-mph speed gap between cars and trucks increases the risk of high-speed rear-end collisions.

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