The Federal Motor Carrier Safety Administration (FMCSA) was established within the Department of Transportation on January 1, 2000, pursuant to the Motor Carrier Safety Improvement Act of 1999 (49 U.S.C. 113). Formerly a part of the Federal Highway Administration, the Federal Motor Carrier Safety Administration's primary mission is to prevent commercial motor vehicle-related fatalities and injuries. Activities of the Administration contribute to ensuring safety in motor carrier operations through strong enforcement of safety regulations; targeting high-risk carriers and commercial motor vehicle drivers; improving safety information systems and commercial motor vehicle technologies; strengthening commercial motor vehicle equipment and operating standards; and increasing safety awareness. To accomplish these activities, the Administration works with Federal, State, and local enforcement agencies, the motor carrier industry, labor and safety interest groups, and others.
Commercial Drivers' Licenses
The Administration develops standards to test and license commercial motor vehicle drivers.
Data and Analysis
The Administration collects and disseminates data on motor carrier safety and directs resources to improve motor carrier safety.
Regulatory Compliance and Enforcement
The Administration operates a program to improve safety performance and remove high-risk carriers from the Nation's highways.
Research and Technology
The Administration coordinates research and development to improve the safety of motor carrier operations and commercial motor vehicles and drivers.
The Administration provides States with financial assistance for roadside inspections and other commercial motor vehicle safety programs. It promotes motor vehicle and motor carrier safety.
The Administration supports the development of unified motor carrier safety requirements and procedures throughout North America. It participates in international technical organizations and committees to help share the best practices in motor carrier safety throughout North America and the rest of the world. It enforces regulations ensuring safe highway transportation of hazardous materials and has established a task force to identify and investigate those carriers of household goods which have exhibited a substantial pattern of consumer abuse.
Updated: Monday, March 31, 2014
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Sam with Enoven Truck Body shows off the custom built equipment
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*Based on U.S. auto manufacturer owner’s mobile apps only. FordPass Connect is an optional feature on select vehicles and is required for certain remote features. Service includes 1-year trial for remote features, excluding Wi-Fi hotspot, that starts with vehicle sales date (after which, fees apply). Connected service and related feature functionality is subject to compatible AT&T-network availability. Evolving technology/cellular networks may affect functionality and availability, or continued provision of some features, prohibiting them from functioning. Certain restrictions, 3rd-party terms or message/data rates may apply.
Fleet rightsizing is a management practice that can help vehicle fleet managers build and maintain sustainable, fuel-efficient fleets. Fleet inventories often grow over time to include vehicles that are highly specialized, rarely used, or unsuitable for current applications. By evaluating fleet size and composition, managers can optimize vehicle use, conserve fuel, reduce emissions, and save money on fuel and maintenance.
Evaluate Vehicle Needs and Use
Fleet managers should understand their fleet's daily vehicle use and needs. Most fleet managers already have a handle on their number and type of vehicles, average mileage, payloads, and fuel economy. Fleet rightsizing combines this information with a critical look at fleet operations to identify opportunities to reduce energy use. When rightsizing, fleet managers should evaluate how important each vehicle is to the fleet’s performance by asking themselves:
What tasks are accomplished by each vehicle? Or, what is the drive cycle?
What is the daily, weekly, or monthly mileage of each vehicle? Or, what is the duty cycle?
Are fleet vehicles the optimal vehicle type, class, and size for the job?
Are there any vehicles that are no longer cost effective to operate or are no longer fulfilling their purpose?
Are there any vehicles that are no longer being used or have experienced a lot of downtime?
What is the fuel consumption of each vehicle? Can any vehicles be replaced by lighter, more fuel-efficient vehicles?
What is the age of the vehicles? Can any vehicles be replaced by newer, more efficient and reliable vehicles?
Are there any alternatives to owning or leasing a vehicle, such as shuttle bus services, motor pool vehicles, sharing vehicles with other offices/agencies, vehicle stipends, public transportation, or short-term rentals when needed?
Considering the answers to the previous questions, what is the optimal composition of the fleet required to properly support the fleet’s needs?
In addition to reviewing telematics or fleet analysis data, fleet managers should consider soliciting input from drivers when conducting a rightsizing review, as they can be very knowledgeable about how vehicles are being used to support operations. Gathering this input also gives drivers a stake in the development of rightsizing recommendations. Fleet managers can solicit input through driver surveys or face-to-face meetings to establish consensus.
A fleet rightsizing strategy should evaluate the business case of each vehicle to determine whether reassigning, replacing, or eliminating the vehicle would reduce fuel and maintenance costs without compromising fleet activities. Fleet managers often need to define evaluation criteria and rank vehicles to complete this analysis. A fleet dominated by sport utility vehicles, for example, may find that mid-size sedans can suffice with a significant reduction in fuel costs.
Fleet managers may develop their own analysis or use existing evaluation tools. The Vehicle Allocation Methodology developed by the U.S. General Services Administration is an evaluation framework that federal agency fleets use to ensure fleets are cost-effective and contain the appropriate number and type of vehicles. Learn more about this methodology in the Comprehensive Federal Fleet Management Handbook (PDF).
Make Smart Vehicle Purchases
Fleet managers may decide to replace older vehicles with more fuel-efficient or alternative fuel vehicles. These purchasing strategies may help fleet managers make decisions that meet operational needs and conserve fuel:
Transition to Smaller, More Efficient Engines: Using smaller engines can help fleets meet operational needs without downgrading vehicle class. Some fleets choose to switch from 6-cylinder to 4-cylinder engines to help reduce fuel use and emissions. In many cases, the new, smaller engine can have nearly the same horsepower as a larger engine. Fleet managers can also improve fuel efficiency by selecting smaller engines with optional gearing for their application.
Choose Lighter Vehicles: When purchasing new vehicles, look for opportunities to reduce vehicle weight. Lightweight materials, such as aluminum frames, and smaller components can reduce rolling resistance and drag, thereby improving a vehicle’s fuel economy. For example, a 10% reduction in vehicle weight can improve fuel economy by 6% to 8%. Also, try to avoid unnecessarily large body configurations and heavy accessories. For more information, refer to the North American Council for Freight Efficiency's Confidence Report.
Use Alternative Fuels and Vehicles: Alternative fuel and fuel-efficient advanced vehicles can reduce a fleet's fuel use, making them economical options for many fleets. Cost savings from vehicle maintenance, operation, and fuel use and price often offset higher purchase prices.
TORONTO, Ont. – Ontario and Quebec introduced a speed-limiter
program for trucks 10 years ago, setting the maximum speed for
heavy-duty vehicles at 105 km/h, or 65 mph.
Now the United States wants to follow suit amid a sharp rise in fatal
accidents involving large trucks. Two U.S. senators have introduced a
bill that would require trucks to be equipped with speed limiters, also
set at a maximum speed of 105 km/h.
Road-safety advocates such as Road Safe America and the Truck Safety
Coalition have been lobbying Congress for months to pass such a
“The majority of trucks on our roads already have speed-limiting
technology built in, and the rest of the technologically advanced world
has already put them to use to ensure drivers follow safe speeds,” said
Republican Sen. Johnny Isakson, who sponsored the bill with Democratic
Sen. Chris Coons.
“This legislation would officially enforce a long-awaited speed limit
of 65 mph on large trucks and reduce the number of preventable
fatalities on our busy roadways.”
The senators noted that the Department of Transportation delayed
action on speed limiters for more than 20 times since it was first
proposed in 2011.
The Trucking Alliance, a safety coalition of transportation and
logistics companies, said it was hopeful Congress would pass the
More than 140,000 people were killed or injured in large truck accidents last year alone, the group said.
Safety advocates also point out that the speed limiters won’t cost
extra money because most trucks already have the technology in place.
An Ontario Ministry of Transportation study revealed that
speed-related, at-fault collisions involving large commercial vehicles
fell by 73% after the legislation took effect, according to the Ontario
The study compared data from 2006-08 to 2010-12, the association said in a report published in 2017.
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