DRIVE-SAFE Act

Bill Number

H.R. 5563

Origin Chamber

House

Congress

119th Congress, Session 1

Policy Area

Labor and Employment

Status

Introduced

Latest Action

2025-12-01: Referred to the Subcommittee on Highways and Transit.

Last Updated

2026-04-29T08:07:12Z

AI-Generated Summary

Purpose

The DRIVE-SAFE Act (H.R. 5563) aims to address shortages in the commercial trucking workforce by creating a structured apprenticeship program that allows safe, supervised training for individuals under 21 to obtain experience driving commercial motor vehicles (large trucks used for interstate commerce) while holding a commercial driver's license (CDL). It promotes responsible entry into the profession without lowering overall safety standards.

Key Provisions

• Apprentice Definition and Eligibility: An "apprentice" is an employee under 21 with a valid CDL who can drive interstate commercial motor vehicles only during or after completing the program. They must still meet all standard CDL requirements.
• Apprenticeship Program Structure:
• Phase 1 (120-Hour Probationary Period): Requires 120 hours of on-duty time (work time, including non-driving tasks), with at least 80 hours of actual driving. Apprentices must demonstrate competence in basic skills like safe driving in various conditions (e.g., city traffic, rural roads), speed management, lane control, turns, mirror use, and hours-of-service logging (rules limiting work hours to prevent fatigue).
• Phase 2 (280-Hour Probationary Period): Follows Phase 1 and requires 280 hours of on-duty time, with at least 160 hours of driving. Focuses on advanced skills like backing maneuvers, vehicle inspections, fueling, load weighing, coupling trailers, and trip planning (e.g., route navigation and permits).
• Safety Restrictions During Training:
• Apprentices must drive vehicles equipped with automatic transmissions, collision avoidance systems (tech that alerts or brakes to prevent crashes), and forward-facing cameras for recording events.
• An "experienced driver" (age 26+, 2+ years CDL experience, clean record with no major violations or preventable accidents in the past year) must accompany the apprentice in the cab at all times.
• Incident Response and Completion: If an apprentice has a reportable accident (one that must be disclosed to the government) or a "pointed moving violation" (a traffic infraction that adds penalty points to a license), they must receive extra training until competent. Program completion occurs after Phase 2, allowing unsupervised interstate driving.
• Employer Duties: Companies must keep records of training progress, as required by the Secretary of Transportation. Employers cannot permit under-21 drivers in interstate commerce without this program and may add their own stricter rules or vehicle tech.
• Implementation: The Department of Transportation (DOT) must issue regulations within one year of enactment. The program does not waive CDL requirements.

Significant Changes to Existing Law

• Current federal law (under 49 U.S.C. § 31136 and related regulations) prohibits CDL holders under 21 from driving commercial motor vehicles in interstate commerce (across state lines), limiting them to intrastate (within one state) operations. This bill introduces a supervised exception for interstate driving via the apprenticeship, potentially expanding job opportunities for 18- to 20-year-olds while maintaining age-21 minimums for unsupervised roles.
• It adds new training mandates and vehicle technology requirements not previously specified for under-21 drivers, enhancing safety protocols without altering core CDL testing or general hours-of-service rules.

Potential Impacts

• Government Agencies: The DOT will face new regulatory responsibilities, including rulemaking, oversight of programs, and record audits, which could increase administrative costs but help enforce safety in a high-risk industry.
• Citizens: Young aspiring truck drivers (18-20) gain a pathway to early career experience and higher-paying jobs, potentially easing the national driver shortage (estimated at over 80,000). However, it introduces risks if training is not rigorously followed, though safeguards aim to mitigate this.
• International Relations: Minimal direct impact, as the bill focuses on domestic interstate commerce; it could indirectly support U.S. supply chains by bolstering trucking capacity for goods transport.
• Broader Economy: May reduce logistics delays and costs for industries reliant on trucking (e.g., retail, agriculture), but could strain smaller employers if compliance adds burdens.

Main Stakeholders Affected

• Young Drivers (Apprentices): Primary beneficiaries, gaining supervised experience to build skills and enter the workforce sooner.
• Trucking Employers: Must implement and document programs, hire experienced mentors, and equip vehicles, affecting hiring practices and costs for companies like freight haulers.
• Experienced Drivers: Eligible to serve as mentors, potentially creating new paid roles but requiring clean records.
• Department of Transportation (DOT) and Regulators: Responsible for enforcement, inspections, and safety monitoring.
• General Public and Road Users: Indirectly impacted through potential changes in road safety from more trained young drivers versus risks of inexperience.

Notable Legal, Constitutional, or Political Implications

• Legal: Reinforces federal authority over interstate commerce (under the Commerce Clause of the U.S. Constitution) by standardizing training without preempting state CDL laws. It balances economic needs with safety via mandatory remediation for violations, but could lead to litigation if accidents occur during apprenticeships, testing employer liability.
• Constitutional: No major challenges anticipated, as it regulates commercial activity and does not infringe on rights like free movement; it upholds equal protection by applying uniformly to eligible under-21 drivers.
• Political: Addresses bipartisan concerns over driver shortages amid aging workforce and e-commerce growth, with sponsors from both parties. It may spark debate on youth safety versus economic vitality, potentially influencing future labor and transportation policies without altering minimum wage or union rules.

This summary was generated by AI and may contain inaccuracies. Refer to the official source document for the authoritative text.

Sponsor

Rep. Crawford, Eric A. "Rick" [R-AR-1]

Cosponsors (28)

Rep. Golden, Jared F. [D-ME-2], Rep. Westerman, Bruce [R-AR-4], Rep. Carbajal, Salud O. [D-CA-24], Rep. LaHood, Darin [R-IL-16], Rep. Perez, Marie Gluesenkamp [D-WA-3], Rep. Hinson, Ashley [R-IA-2], Rep. Estes, Ron [R-KS-4], Rep. Bost, Mike [R-IL-12], Rep. Harris, Andy [R-MD-1], Rep. Mann, Tracey [R-KS-1], Rep. Balderson, Troy [R-OH-12], Rep. Gonzalez, Vicente [D-TX-34], Rep. Harrigan, Pat [R-NC-10], Rep. Guest, Michael [R-MS-3], Rep. Loudermilk, Barry [R-GA-11], Rep. Craig, Angie [D-MN-2], Rep. Latta, Robert E. [R-OH-5], Rep. Moore, Barry [R-AL-1], Rep. Fitzgerald, Scott [R-WI-5], Rep. Van Duyne, Beth [R-TX-24], Rep. Guthrie, Brett [R-KY-2], Rep. Womack, Steve [R-AR-3], Rep. Taylor, David J. [R-OH-2], Rep. Rogers, Harold [R-KY-5], Rep. Timmons, William R. [R-SC-4], Rep. Ezell, Mike [R-MS-4], Rep. Donalds, Byron [R-FL-19], Rep. Barrett, Tom [R-MI-7]

Recent Actions

• 2025-12-01: Referred to the Subcommittee on Highways and Transit.
• 2025-09-26: Referred to the House Committee on Transportation and Infrastructure.
• 2025-09-26: Introduced in House
• 2025-09-26: Introduced in House

Bill Versions

• Developing Responsible Individuals for a Vibrant Economy Act — issued 2025-09-26 — PDF (8 pages)