• ITVI.USA
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    152.800
    1%
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    25.070
    0.290
    1.2%
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    15,447.770
    158.270
    1%
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    0.010
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    -1%
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    1.700
    -0.040
    -2.3%
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    3.020
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  • WAIT.USA
    120.000
    0.000
    0%
  • ITVI.USA
    15,494.200
    152.800
    1%
  • OTRI.USA
    25.070
    0.290
    1.2%
  • OTVI.USA
    15,447.770
    158.270
    1%
  • TLT.USA
    2.700
    0.010
    0.4%
  • TSTOPVRPM.ATLPHL
    2.550
    -0.030
    -1.2%
  • TSTOPVRPM.CHIATL
    3.030
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  • TSTOPVRPM.DALLAX
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  • TSTOPVRPM.LAXDAL
    2.910
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Driver issuesNewsTrucking Regulation

What lawmakers intend to do about driver detention

House Dems request study of detention time, rulemaking to limit unnecessary waiting

U.S. lawmakers have joined with federal watchdogs in pressuring the Federal Motor Carrier Safety Administration (FMCSA) to address driver detention times.

The INVEST in America Act, a $494 billion, five-year reauthorization of surface transportation programs introduced on Wednesday by Democrats on the U.S. House Transportation & Infrastructure Committee, requires that the U.S. Department of Transportation (DOT), through FMCSA, begin collecting data from drivers and carriers on delays during loading and unloading at shipper and receiver facilities and publish the data on a DOT website.

In addition, a rulemaking would be required no later than a year after the INVEST Act became law “to establish limits on the amount of time that an operator of a commercial motor vehicle may be reasonably detained by a shipper or receiver before the loading or unloading [of] the vehicle if the operator is not compensated for such time detained,” according to the bill’s language.

The rulemaking is to consider, among other things, any correlation between time detained and violations of the hours-of-service rules, and whether the effect of detention time on safety differs based on how a driver is compensated as well as on the contractual relationship between the driver and the carrier.

The rulemaking requirement in the legislation follows up on last year’s Request for Information (RFI) by the FMCSA on driver detention time. The RFI, which generated close to 600 comments, was prompted by a 2018 report by DOT’s Office of Inspector General (OIG) urging that FMCSA seek more data to better understand the cause of loading and unloading delays — and whether such delays affect safety. The OIG also highlighted driver detention as a “top management challenge” for FMCSA in 2020.


Related: Fighting detention


Costs attributed to time spent by drivers waiting to load and unload are significant. The OIG’s 2018 report estimated that driver detention can cut earnings for truckload drivers by $1.1 billion to $1.3 billion, with annual net income for carriers reduced by $250.6 million to $302.9 million.

Some respondents to the FMCSA’s 2019 RFI, including the American Trucking Associations and the International Warehouse Logistics Association, support letting the market address operational issues caused by driver detention — through commercial agreements between carriers and their customers — versus a regulatory fix.

Loads lost per month because of detention time
Source: OOIDA Foundation/2018 study

The Truckload Carriers Association (TCA), on the other hand, encouraged FMCSA “to explore its authority … to determine whether enforcement against shippers which consistently force drivers to wait for several hours in detention is a legal remedy for the detention time issue,” TCA stated in response to FMCSA’s RFI. “Because examples of detention can be quickly and easily identified through ELD data, FMCSA must determine its authority to act if these data are provided to the Agency by carriers.”

A study conducted in 2018 and published last year by the Owner-Operator Independent Drivers Association (OOIDA) Foundation found that drivers able to receive detention pay to compensate for lost time collect approximately $50 per hour on average — half of what owner-operators consider to be a fair hourly rate, the foundation asserted.

“Although most drivers and owner-operators are weary of more regulations, several members have recommended introducing language into the federal regulations requiring either penalties for shippers, receivers, and carriers who do not compensate for detention, or establishing a fixed hourly wage, or both,” said OOIDA President and CEO Todd Spencer in comments to FMCSA.

Spencer pointed out that his members believed brokers, shippers and receivers would not honor detention time pay “unless there was some form of motivation or incentive, whether it is through a federally mandated fine or by contracting with other brokers, shippers, and receivers who will ensure detention pay.”

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John Gallagher, Washington Correspondent

Based in Washington, D.C., John specializes in regulation and legislation affecting all sectors of freight transportation. He has covered rail, trucking and maritime issues since 1993 for a variety of publications based in the U.S. and the U.K. John began business reporting in 1993 at Broadcasting & Cable Magazine. He graduated from Florida State University majoring in English and business.

5 Comments

  1. Yea…weary of new regulations that screw us! These kind of regulations are welcome… I personally get screwed out of thousands of dollars every year by brokers who promise it but don’t deliver.. who came up with this 2 hours for free at the shipper and 2 hours at The consignee anyway? How many of these non truckers would show up for work and work for free for two hours and then at the end of the day work 2 more hours for free? Looks like you folks are doing some dumb ass study.. just do it.. detention after 30 minutes.. see above.. who needs a damn study

    No study needed

    1. Ignorant fools use the word free. ^^^^^^
      Business people build loading and unlaoding time into their bids. Brokers and drivers that bought jobs call it free.

  2. Furthermore… every rate con has language that safeguards these brokers from truck drivers collecting detention … you have to literally have them over a barrel to collect anymore

    1. No, you have to make sure you set terms ahead of time like 90+% of the industry.
      Someone that you do a lot of work for and values you as a carrier won’t do that.
      It is a down sound of being a Loadboard Cowboy chasing rates and not providing a service that allows you to build relationships.
      It is your choice to operate in this business model. Accept the issues or change your model.

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