Trucking industry regulators have re-introduced enforcement of English language proficiency requirements for drivers. The re-introduction includes the addition of roadside inspections and the inclusion of English proficiency to inspectors’ out-of-service criteria.
How do fleets feel about the development?
A recent FleetOwner survey found that industry readers overwhelmingly support the ELP out-of-service criteria but have mixed views on where enforcement responsibility should go.
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Over 190 readers answered last week’s survey to share their thoughts on ELP enforcement. Here is what they said.
Is English proficiency a safety issue?
Almost all respondents believed that non-English-proficient drivers pose a safety problem for the industry today. While 95% identified it as a safety issue, about 75% said it was “a big problem” and 19% said it was “a minor problem.” Only 6% said it was not a safety problem.
“It is important for a driver to be able to communicate under emergency conditions and situations,” said one reader. “There are times when things need to be communicated outside of the regular road and highway DOT signs. I am in favor of allowing earpiece translators that Bluetooth to cell phones as a viable solution to the verbal communication requirement.”
Should ELP be out-of-service criteria?
Slightly fewer respondents thought that ELP should be part of the out-of-service criteria: 90% supported the addition to OOS criteria, while 10% said it should not be an OOS violation.
“ELP should be enforced to ensure the safety of others on the road. If someone cannot read, understand, and speak English, they should not be qualified to operate a motor vehicle safely,” one reader said.
“Issue citations and fines, don’t put trucks out of service,” another said.
Adding English proficiency to CDL tests
Readers agreed most on this topic: 93% said that English proficiency should be added to CDL tests.
According to one respondent, “This needs to be done at the CDL testing stage because so few vehicles are ever pulled over for inspections that enforcement will be minimal once the non-ELP person has the CDL and is driving on the road.”
Who should be responsible for enforcing ELP?
Interestingly, respondents differed most on who should enforce ELP. Slightly under half (39%) said that CDL testers should be responsible for enforcement, 34% chose motor carriers, and 15% chose roadside enforcement. About 4% of respondents thought drivers themselves should be responsible for ELP. Roughly 9% chose “other,” most of whom wrote in “everyone” or “all of the above.”
“I think if a company hires the person who cannot speak, read, or write English, the company should be FINED first offense, second offense authority REVOKED!” one reader said.
