Federal regulators withdrew proposals to require speed limiters on heavy trucks, citing legal conflicts and data gaps
In the wake of growing concern about high‑speed truck accidents, many safety advocates expected federal regulators to impose electronic speed‑limiting devices on heavy trucks. For years, the Federal Motor Carrier Safety Administration (FMCSA) and the National Highway Traffic Safety Administration (NHTSA) have worked on proposals that would have required carriers to install devices limiting the top speed of trucks weighing over 26,000 pounds. The agencies originally floated limits between 60 and 68 mph and sought comments on whether the cap should remain in effect for a truck’s entire service life.
Earlier this summer, those rulemakings were withdrawn. A notice published in the Federal Register on July 24 stated that the agencies were abandoning the 2016 notice of proposed rulemaking and a 2022 advance notice that would have required interstate carriers to equip heavy trucks with speed‑limiting devices. This about‑face means a nationwide mandate is off the table for now. But why did regulators change course, and what does it mean for the safety of our roads?
The long history of speed‑limiter proposals
The federal government has studied speed limiters for decades. By the late 1980s, lawmakers directed the Department of Transportation to examine whether limiting truck speeds could reduce crashes. In 2016, the FMCSA and NHTSA issued a joint notice proposing a rule that would have required manufacturers to install engine control modules on new trucks, which could limit top speeds.
That notice suggested settings of 60, 65, or 68 mph and asked whether the limit should remain locked into the vehicle’s electronic control unit for the life of the truck.
In 2022, the FMCSA issued an advance notice to determine whether interstate carriers should be required to activate existing speed-limiting technology on vehicles already equipped with electronic engine controls.
The proposals attracted mixed reactions. Safety advocates argued that capping speeds could prevent catastrophic crashes and save lives. The agencies estimated that limiting trucks to 65 mph could save between 63 and 214 lives annually and generate annual cost savings of $209 million to $1.56 billion. However, regulators also acknowledged they lacked sufficient data to estimate the overall effect on crash rates. Meanwhile, motor carriers expressed concerns about lower productivity, longer travel times, and the potential safety problems caused by speed differentials between trucks and faster‑moving passenger cars.
Why did regulators scrap the mandate?
The immediate trigger for the withdrawal was an executive order signed by former President Donald Trump that required agencies to abolish two existing regulations for every new one enacted. The FMCSA and NHTSA concluded that their proposals would conflict with the order and with federal law by effectively allowing federal regulators (not states) to set speed limits for heavy trucks.
They noted that many states post speed limits above 68 mph on rural interstates; requiring trucks to operate at lower speeds could “undercut the ability of those states to set the speed limits they have deemed appropriate on their roadways.” The agencies also cited significant data gaps regarding safety benefits and economic impacts. In their withdrawal notice, officials stated that research and public comments did not provide the necessary information to move forward.
In place of speed limiters, regulators pointed to advancements in crash‑avoidance technology. Newer trucks are increasingly equipped with automatic emergency braking (AEB) and forward collision warning systems, which the agencies said could mitigate some of the crashes they had assumed speed limiters would address.
What does this mean for trucking safety?
Federal withdrawal of the mandate doesn't mean speed limiters are banned. Many private fleets already use them voluntarily. According to industry leaders, most major carriers cap their trucks at speeds between 65 and 70 mph to improve fuel efficiency and reduce insurance costs. However, smaller operators may not use speed limiters, and there is no single national standard for speed limiters. This patchwork leaves road safety largely in the hands of individual carriers and state regulations.
Critics worry that without a universal cap, the fastest truckers will continue to operate at highway speeds exceeding 70 mph, increasing the severity of crashes. Proponents of speed limiters argue that slower trucks also give drivers more time to react and reduce stopping distance. Opponents counter that a uniform cap could create dangerously large speed differentials, especially on highways where cars travel at 75 mph or faster.
Until more definitive data emerges, policymakers appear content to let the market decide. The agencies stated that they might revisit the issue in the future if further research clarifies the safety benefits. In the meantime, enforcing existing speed limits, investing in advanced driver-assistance systems, and improving training remain crucial for preventing high-speed truck crashes.
Why do truck crashes still demand attention?
Even without a speed-limiter mandate, large truck crashes pose a significant public safety concern. A fully loaded tractor‑trailer can weigh up to 80,000 pounds, and the mismatch in size between trucks and passenger cars often leads to severe injuries or fatalities. Excessive speed is one of the primary factors in truck wrecks, along with driver fatigue, mechanical failures, and improper cargo securement. With federal regulators stepping back, the responsibility for managing speed largely falls to states and carriers.
This policy shift makes it even more important for crash victims to understand their rights. When a negligent truck driver causes harm, victims may seek compensation not only from the driver but also from the trucking company, maintenance contractors, or manufacturers that contributed to the crash. Determining liability often requires access to onboard data, maintenance logs, and driver records. Without speed‑limiter data, attorneys must rely more heavily on electronic logging devices, surveillance footage, and accident reconstruction experts to show how excessive speed or other violations caused the crash.
Protecting your rights after a truck crash in Arkansas
If you or a loved one has been hurt in a tractor‑trailer crash, you may be facing a heap of medical bills, lost wages, and emotional trauma. An experienced Arkansas truck accident lawyer at McDaniel Law Firm, PLC can fight to hold negligent truck drivers and their companies accountable.
To us, every case is personal. We investigate promptly to preserve electronic data and logbooks before they are lost, negotiate aggressively with trucking companies and insurance providers, and prepare each case for trial. Because we work on a contingency fee basis, you pay nothing unless we recover compensation for you.
To get started, contact us today for a free consultation. Our legal team will listen to your story, explain your options, and fight to get you the justice you deserve.
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