Pursuant to the amendment to the “Enforcement Decree of the Traffic Safety Act,” large freight trucks weighing 25 metric tons or more and towed special-purpose vehicles weighing 10 metric tons or moreare now required to submit DTG trip records on a monthly basis. This obligation, which previously applied only to certain vehicles such as route buses, has been expanded to include the freight truck sector. (Enforcement Decree Article 45, Paragraph 4; effective October 10, 2024)
Although some time has passed since the regulation took effect, the submission rate remains low. According to data released by the Korea Transportation Safety Authority in June 2025, out of 251,324 freight trucks equipped with DTGs, only 26.8% (67,453 vehicles) actually submitted their driving records. This means that three out of every four trucks are simply accumulating data without submitting it. The Ministry of Land, Infrastructure and Transport has been continuously sending official letters to freight transport associations urging them to strengthen education and outreach for transport companies, and has also expanded the operation of driving record inspection centers. This marks a trend toward full-scale intensification of inspections and guidance and supervision.
This article answers the following four questions:
Finally, we’ll examine how the tachograph system has evolved in the EU and the U.S., and explore integrated solutions that address both DTG compliance and accident prevention at the same time.
The first thing to check is whether your company’s vehicles are subject to mandatory reporting. Vehicles that meet all three of the following conditions are subject to monthly mandatory reporting.
Your vehicle is subject to the requirement if it falls into one of the following categories:
In addition to vehicles that were previously required to submit driving records (such as route buses, intercity buses, charter buses, and general freight trucks), these two categories have been newly added following amendments to the enforcement decree.
The following operators are subject to this requirement:
This applies to all operators holding the above qualifications, regardless of whether they are sole proprietors or corporations.
Vehicles that have been out of service for an extended period or are scheduled for sale may be temporarily excluded under certain circumstances, but all vehicles currently in operation are generally eligible.
Inspection Results
| Inspection Items | Our Company |
|---|---|
| Whether the company owns large freight trucks weighing 25 metric tons or more, or special-purpose towing vehicles weighing 10 metric tons or more | ⬜ |
| Whether the company holds a license as a freight truck transport operator or a transport franchise operator | ⬜ |
| Whether the above vehicles are currently in operation | ⬜ |
If the answer to all three of the above questions is “Yes,” submission is mandatory.
If you are subject to this requirement, you must submit the following on a monthly basis.
Operational data automatically recorded by the DTG—including speed, RPM, braking, GPS location, heading, acceleration, mileage, and traffic accident details.
Submissions are made on a monthly basis. This is based on Article 45, Paragraph 4 of the Enforcement Decree of the Traffic Safety Act.
Submit to theKorea Transportation Safety Authority’s Driving Record Analysis System (ETAS). This system analyzes risky driving behaviors by transportation company, driver, and vehicle, and provides the results.
There are two methods, depending on the type of DTG:
Failure to submit driving records is subject to administrative fines under the “Traffic Safety Act.” Failure to install the device, damage to the device, malfunction, and failure to submit data are all subject to penalties; furthermore, if the absence of driving records is confirmed following an accident occurring during vehicle operation, this may be considered an aggravated violation of safety management obligations.
This is the area that causes the most confusion for transportation company operators. There are three types ofDTGs available on the market, and their ability to submit data automatically varies.
You can determine which model of DTG your company uses in one of the following three ways.
If you currently have a standard DTG, the following options are available.
If you’ve followed along this far, you’ve met the mandatory submission requirements. However, from a transportation company’s perspective, one question remains:
“Is it really enough to just submit this data and call it a day?”
The data recorded by the DTG is not merely administrative documentation. It is an objective record of risky driving behaviors by driver and by vehicle, and it is a crucial asset for accident prevention, driver training, and accident response.
The data recorded by DTG can go beyond mandatory reporting requirements to become a core asset for transportation company operations. Even the same data can have vastly different value depending on how it is utilized.
① Analysis of Driver-Specific Risk Patterns
DTG data is accumulated on a per-driver and per-vehicle basis. It allows for the objective identification of how patterns—such as speeding, sudden acceleration, sudden braking, and rest period violations—differ from driver to driver. Rather than relying on a “gut feeling” about which drivers are risky, you can identify high-risk drivers verified by dataand prioritize safety training and management for those specific drivers.
② Objective Evidence in the Event of an Accident
Speed immediately prior to an accident, the timing of brake application, and compliance with rest periods are all automatically recorded. This data serves as decisive evidence for clearly determining liability in the event of an accident. When the company’s defense—such as “the driver was operating normally” or “rest periods were observed”—is backed by objective data, the company’s position in insurance and legal disputes is significantly strengthened. This goes beyond a simple recording device; it functions as an objective alibi that testifies on behalf of the transportation company.
③ Automatic Monitoring of Rest and Driving Time Compliance
Under the “Traffic Safety Act,” drivers of large freight trucks are required to take a 15-minute break after every 2 hours of driving. When DTG data is automatically recorded, compliance can be checked for each driver in real time or retrospectively. When AI analysis is combined with a connected DTG, it is even possible to issue advance warnings before non-compliance occurs.
④ Proof of Compliance with Safety Management Obligations
In accidents subject tothe Serious Accidents Punishment Act, whether the company fulfilled its safety management obligations is a key criterion for judgment. Drivers’ safety training records, risky driving monitoring records, and follow-up action records—all of these can be objectively verified based on DTG data. Without such data, it is difficult to prove compliance with obligations; however, companies that systematically utilize DTG data can clearly define the scope of their liability exemptions.
⑤ Long-Term Savings on Insurance and Mutual Aid Contributions
A reduction in risky driving leads to fewer accidents, and fewer accidents result in long-term savings on insurance premiums and mutual aid contributions. The cumulative effect can range from tens to millions of won per vehicle, and the benefits increase proportionally with the size of the transportation company. If companies merely submit the required documentation without further action, this value goes entirely untapped.
⑥ Objective Basis for Negotiating Freight Rates and Waiting Times
With the reimplementation of the Safe Freight Rate System in 2026, the significance of DTG data will expand even further. This is because all information—including driving time, waiting time, and actual mileage—is recorded down to the second. When truck owners and transportation companies negotiate freight rates with shippers, or when claiming losses due to loading and unloading wait times, the parties with objective data and those without find themselves in completely different positions at the negotiating table. Unrecorded waiting time cannot serve as a basis for negotiation.
To understand where the driving record system is headed, we must look overseas. While South Korea’s mandatory submission system is still in its early stages, the EU and the U.S. have already institutionalized the use of driving records for safety management and freight rate negotiations.
To understand where the trip log system is headed, we must look abroad. While South Korea’s mandatory submission system is still in its early stages, the EU and the U.S. have already institutionalized the use of trip logs for safety management and freight rate negotiations.
EU — The 4.5-Hour Rule and Remote Enforcement
The EU mandates thattruck drivers must take a break of at least 45 minutes after driving for 4 hours and 30 minutes(EU Regulation No. 561/2006), and fines are imposed for violations. Recently, a remote enforcement systemhas been introduced thatuses roadside readers to receive real-time driving records from moving trucks. For European truck owners, keeping rest records is not only mandatory but also provides data that helps lower insurance premiums.
United States — Converting Downtime into Money
In the United States, Electronic Logging Devices (ELDs) automatically record driving and rest times by synchronizing with the vehicle’s engine. The most significant change brought about by this system is that downtime has become a direct financial cost. According to a report by the American Transportation Research Institute (ATRI), losses due to truck downtime amount to approximately $11.5 billion (about 17 trillion won). While downtime recorded by ELDs serves as a basis for negotiation, unrecorded downtimeis effectively lost as unpaid labor.
Korea’s Direction
South Korea’s mandate requiring large trucks to submit DTG data marks the beginning of this trend. The country is moving beyond simply enforcing speed limits and combating drowsy driving to protecting drivers’ working hours and establishing a data-driven basis for negotiations between shippers and trucking companies. Transportation companies that currently have a driving record management system in place and those that do not will find themselves in completely different positions once the regulations become more stringent.
As you read this far, you might be wondering, “Who, ultimately, is going to do all this analysis?” The answer is: yes, that’s exactly the point. Simply installing a DTG does not automatically generate the five values mentioned above.
It is practically impossible for humans to perform these tasks manually, one by one. That is why AI-powered safe driving solutions—which automaticallyanalyze and visualize DTG data and provide real-time alerts—are rapidly gaining traction in the transportation industry.
A.I.Matics’ aidis an integrated solution that prevents accidents by using AI to analyze and issue real-time warnings about accident risk factors both inside and outside the vehicle; it operates in conjunction with DTG functionality. In other words, it simultaneously addresses the mandatory submission of driving records and AI-based safe driving management using a single device.
Six integrated features provided by aid:
The value for transportation companies is clear. Without having to install and manage separate DTG and AI safe driving systems, a single devicecan simultaneously address mandatory reporting requirements and accident prevention.
Results of a pilot project conducted by the Korea Transportation Safety Authority from June to November 2024 involving 500 route buses:
| Risk Driving Behaviors | Reduction Rate |
|---|---|
| Drowsy Driving | 99.7% reduction |
| Failure to watch the road ahead | 93.4% reduction |
| Traffic signal violations | 87.6% decrease |
| Accident Rate (Overall) | 55% decrease |
Furthermore, in a case study involving the introduction of 2,400 commuter buses by a leading domestic manufacturing conglomerate, a 73% increase in safe driving scores and a reduction in accidents resulted in an averagedecrease ofapproximately 1.47 million won (68%)ininsurance premiums per bus.
These results can be equally applied to freight transport companies. The mechanism for reducing risky driving behaviors works regardless of vehicle type.
To summarize the content so far in a single sentence:
Large freight trucks weighing 25 metric tons or more and special-purpose towing vehicles weighing 10 metric tons or more are required to submit DTG trip records monthly. Check whether your company’s DTG is a model capable of automatic submission, and if replacement is necessary, consider an integrated solution that addresses both regulatory compliance and accident prevention at once.
| No. | Inspection Item | Status |
|---|---|---|
| 1 | Does our company have any large freight trucks weighing 25 metric tons or more, or special-purpose towing vehicles weighing 10 metric tons or more? | ⬜ |
| 2 | Do you regularly submit the operating records for these vehicles to the Korea Transportation Safety Authority on a monthly basis? | ⬜ |
| 3 | Have you verified whether our company’s DTG is a model capable of automatic submission(entry-level or communication-enabled)? | ⬜ |
| 4 | If the model is not eligible for automatic submission, do you have a plan to replace it or use an agency? | ⬜ |
| 5 | Are you using DTG data not just for submission, but also for driver training and accident prevention? | ⬜ |
If you answered “No” to even one of these questions, your system requires inspection and corrective action.
Get a consultation on the DTG·AI Integrated Safe Driving Solution
A. According to Article 45, Paragraph 4 of the “Enforcement Decree of the Traffic Safety Act,” the new mandatory requirement applies to large freight trucks with a maximum load capacity of 25 metric tons or more. Although 18-metric-ton vehicles are not subject to the new mandate, the obligation to install a Data Tachograph (DTG) generally applies to vehicles operated by transportation businesses under the “Freight Vehicle Transportation Business Act.” Even if monthly submission is not required, you may be required to submit data upon request for inspection.
A. There are three ways. First, contact the supplier with the product name and model number to confirm whether automatic submission is possible. Second, visit a nationwide driving record inspection center for a free inspection. Third, directly check your company’s vehicle’s automatic submission history via the Korea Transportation Safety Authority’s ETAS system. The first method is the most efficient way to check quickly.
A. Possessing a standard DTG is not a violation in itself. However, if you fail to comply with the monthly mandatory submission requirement, you will be subject to fines for non-submission. Since standard models do not support automatic submission, it is practical to either perform the manual submission procedure regularly each month or replace the device with a model capable of automatic submission. The government is also promoting the widespread adoption of DTGs with automatic submission capabilities.
A. With the standard model, data is automatically transmitted via a mobile app on the driver’s smartphone, and there are no separate communication fees. With the communication-enabled model, data is transmitted via a communication module built into the DTG itself, and monthly communication fees apply. The communication-based model is advantageous for reducing the risk of data omissions caused by changes in the driver’s smartphone or failure to install the app, while the standard model is preferable for minimizing additional costs. For integrated operation with AI safe driving solutions, a communication-based integrated device is suitable.
A. In the past, they were separate devices. However, solutions that integrate AI safe driving features and DTG functions into a single device have recently emerged. The integrated solution handles all of the following with a single device: ① automatic monthly submission of mandatory driving records, ② real-time detection and warning of risky driving, ③ management of driver-specific safety scores, and ④ automatic preservation of data immediately prior to an accident.
A. A fine is imposed in accordance with the “Traffic Safety Act,” and the amount varies depending on the number of violations and the type of business operator. The exact amount is determined based on the standards in the appendix to the enforcement decree in effect at the time of the violation. More importantly, beyond the mere fine, failure to submit records serves as key evidence in determining whether safety management obligations were violated in the event of an accident. This is because the driving record itself serves as proof of compliance with safety management obligations.
This article is intended to provide general information. The requirements for mandatory submission of driving records, the procedures, and the penalty standards may vary depending on the individual business operator’s circumstances and the latest enforcement decree; therefore, please also refer to the official guidelines from the Korea Transportation Safety Authority and the Ministry of Land, Infrastructure and Transport at the time of actual application.