People often say the trucking industry is one of the most regulated industries in the country. From the inside, it really feels that way. The problem is not that we have laws. We need rules and we need safety. The problem is that it feels like certain rules do not translate well into everyday reality, while some important safety improvements take longer to reach the road. Below are a few examples of how it looks from our side.

HOURS OF SERVICE: RESTING VS REAL REST

Logbooks and HOS rules are important. We agree that drivers need limits and structure.
But in practice, the current system can feel awkward.
For example:
- The rules require a 10 hour break to rest and sleep.
- Sometimes you simply cannot sleep when the clock says you should.
- You finish your 10 hours more tired, not less.
- Later, when you are actually tired, the rules say you must drive.
So, you might end up:
- Sleeping when you are not tired.
- Driving when you are tired.
From our point of view, HOS rules need to be adjusted so that:
- Drivers can prove they rested that day.
- But they are not forced into a fixed sleep pattern that does not match real life.
We think DOT and safety experts could work on solutions that keep drivers safe on the road in a more flexible way, focused on real rest, not just on the clock.

BRAKE SYSTEMS: DRUMS AND SHOES

Many trucks and trailers still use drums and shoes for braking. For example, in Europe, that type of system is less common now because of safety concerns, fire risk and slower braking performance.
In our experience:
- Drums and shoes can overheat and, in some situations, catch fire more easily.
- Disc brakes and pads can offer better and quicker braking, but they are more expensive.
- Not many mechanics are fully comfortable or trained to work on disc systems yet.
At the same time:
- We can get a lot of points and violations for problems on drum brake systems.
- There is less focus on helping fleets move to safer and more modern braking technology.
A long-term safety solution might be:
- Encouraging or requiring manufacturers to move away from drums and shoes on new trucks and trailers.
- Supporting mechanics and fleets with training and cost effective ways to upgrade

AUTOMATIC BRAKE ASSIST SYSTEMS

We believe all trucks should have some form of automatic emergency braking assist as standard, not as an expensive optional extra.
This kind of system can:
- Help a truck stop if traffic stops suddenly.
- Save lives in rear end or unexpected situations.
We think this feature should come included on new trucks as a basic safety requirement. Older trucks could be adapted where possible with retrofit solutions. The goal is not to add complicated gadgets, but to give drivers an extra tool that can prevent serious accidents. Automatic brake system is not for the people behind us, but for the ones in front who can die because we can’t stop that fast. The ones behind the truck are okay because they have time, but the ones in front are the ones who die.

TIRES AND PRESSURE

Tires and tire pressure have a huge impact on safety. Problems come from:
- Tire quality in some cases.
- Drivers not checking tire pressure often enough.
The truth is, many drivers do not check all 18 tires regularly with a gauge, sometimes because of time pressure, sometimes out of habit.
Usually, drivers check the tires with the hammer but that is wrong. A simple improvement could be a basic tire pressure monitoring system installed from the factory. It does not need to automatically keep the pressure, just show real time values, like on regular cars today. With 18 tires, it is easy not to feel that one tire is going low, especially if you pick up a nail. A clear pressure reading helps prevent blowouts and accidents.

ENFORCEMENT AND ROADSIDE INSPECTIONS

Sometimes it feels like roadside inspections focus more on catching small mistakes than on helping us improve.
We often get tickets, points and violations for things that seem minor, for example:
- A mud flap that is a bit too short or too high from the ground.
- A GPS on the windshield that slightly blocks the view.
- One small clearance light not working out of many.
These things do matter, and we understand they need attention. But they could often be handled with a warning, not a full violation. On the other hand, serious problems like bad brakes or unsafe tires are truly critical. For those, strong action and even putting the truck out of service is correct.
From our side, it sometimes feels like we pay more for small issues than for the big safety risks that really matter.

MECHANIC WORK AND WARRANTY

Mechanic work and inspections are another sensitive area. If we leave a mechanic shop right after repair and get a violation a mile down the road, all the responsibility is on the driver and the company. In extreme cases, the driver can even risk losing their CDL, while the mechanic has no consequences.
We believe there should be more protection for carriers and drivers:
- If a mechanic worked on a system, there should be clear warranty and accountability for that job.
- If we just passed an annual DOT inspection and get pulled over 30 minutes later, that inspection should still mean something.
We are not asking to avoid accountability. We are asking for a system where good faith efforts by carriers and drivers are recognized and supported.

TRUCKING COMPANIES AND DRIVER RESPONSIBILITY

When something happens on the road, the trucking company usually carries most of the consequences.
- The company faces fines, higher insurance, and damage to its reputation.
- The driver can often move to another company. Even with a weaker record, some carriers will still hire him.
In serious accidents, a driver can face jail in extreme cases, but in day-to-day reality, most of the long-term financial pain stays with the company.
We believe responsibility should be shared more fairly, especially when the company:
- Hire drivers with clean MVRs
- Maintains equipment.
- Follow the rules and safety procedures.
If a driver receives, for example, 25% of the load, it seems fair that he also shares part of the responsibility for how that load is handled. Owner operators who receive a higher percentage also carry a higher share of responsibility.
The main point is simple: If a company does everything by the book, it should not carry all the blame for decisions a driver makes on the road. The company cannot control every choice a driver makes behind the wheel.

OUR FINAL THOUGHTS

We all want the same three things:
- Safer roads.
- Fewer accidents.
- A system that feels fair for everyone.
Our goal with this article is not to attack any group, but to share how things look from inside a trucking company.
If regulators, enforcement, mechanics, insurance providers, companies and drivers can listen to each other more, we believe we can build:
- Rules that improve safety.
- Technology that is affordable and effective.
- A fair balance of responsibility between all players.
Until then, we encourage every carrier and driver to stay informed, compliant and keep pushing for common sense improvements.

Disclaimer: This article reflects our personal opinions and day-to-day experience in trucking. It is not legal advice, and it is not meant to blame any specific person, company or institution.