What OTR trucking looks like

Over-the-road driving involves long-distance routes that keep drivers out for extended periods. Most OTR positions include trips lasting one to three weeks at a time, pay based on miles driven, higher weekly mileage compared to other route types, and less frequent home time.

What regional trucking looks like

Regional routes cover a defined area, usually several states, and operate on a more predictable schedule. These roles typically include trips lasting a few days to a week, more consistent home time than OTR, and steady mileage without extended time away.

What local trucking looks like

Local driving keeps routes close to a home base, with drivers returning daily. These positions usually involve hourly or per-load pay, more stops throughout the day, and tighter delivery schedules in higher traffic areas.

How does pay usually compare

Pay varies by company, freight type, and experience level, but general patterns exist. OTR roles are commonly tied to mileage, which can result in higher weekly totals depending on the distance driven. Regional roles tend to offer steady pay tied to consistent miles. Local jobs often use hourly pay, which can provide a predictable income based on hours worked.

How home time differs

Home time is one of the biggest differences between these options. OTR requires extended time away from home, regional routes usually provide time at home every week, and local jobs allow drivers to return home daily.

What new drivers often underestimate

Each route type comes with tradeoffs that are not always obvious at the start.

• OTR can involve long periods away from home with limited flexibility once dispatched
• Regional routes can still vary week to week depending on freight demand
• Local jobs often include more stops, tighter delivery windows, and physical work such as loading or unloading

These factors affect the daily workload more than the route type itself.

What each option is best suited for

Each path fits a different type of schedule and work preference.

• OTR fits drivers who are comfortable staying out for extended periods and want consistent miles
• Regional fits drivers who want a balance between time on the road and regular home time
• Local fits drivers who want to be home daily and prefer structured shifts

Where each option fits early in a career

OTR roles typically involve higher mileage, which can help build driving experience quickly. Regional roles offer a balance between long-distance driving and more consistent schedules. Local roles focus on shorter routes and structured daily routines, though some positions may require prior experience depending on the employer.

Frequently asked questions

Q: Which option pays the most for new drivers?
Pay varies, but OTR roles are often tied to higher mileage.

Q: Which option offers the most home time?
Local jobs provide daily home time.

Q: Is regional a good starting point?
Regional roles provide a balance between mileage and time at home.

Q: Do local jobs require experience?
Some local positions require experience, though entry-level roles are available depending on the employer.

Q: What affects which job is the best fit?
Schedule, pay structure, and route type all affect which option works best.

Choosing between OTR, regional, and local trucking comes down to how you want to balance time on the road, income structure, and daily workload. The right choice is the one that matches the schedule and routine you can maintain consistently.

Author: Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry topics, job trends, and real-world decisions that impact drivers at every stage of their careers. Each article is written to provide clear, accurate information that drivers can use.

Last updated: April 20, 2026

The post OTR vs Regional vs Local Trucking: What New Drivers Need to Know Before Choosing appeared first on Truck Drivers USA.

Start with the engine compartment.

The engine area is where early warning signs show up. Oil level, coolant, belts, hoses, and wiring should all be checked with a focus on leaks, wear, and anything loose. Issues found here should be addressed before moving the truck.

Move to the front of the truck.

The front inspection is about visibility and signaling. Headlights, turn signals, and marker lights need to be fully operational, not intermittent. The windshield, wipers, and mirrors should also be checked for anything that affects visibility or secure mounting.

Work down one side without breaking your pattern.

Consistency prevents missed items. Following the same path every time makes it easier to catch changes from the previous trip. Along the side, focus on fuel tanks, battery boxes, steps, exhaust components, and the frame. Any sign of damage, leaks, or loose parts should be addressed before moving.

Pay closer attention to tires and wheels.

This is one of the most common areas for violations. Tire condition, tread depth, sidewalls, and lug nuts should be checked carefully. A quick visual pass is not enough here. Anything that looks worn, damaged, or underinflated should be treated as a problem before it becomes a violation.

Verify the trailer connection before anything else

The coupling area is one of the most critical checks. The fifth wheel should be locked, the kingpin secure, and there should be no gap between the tractor and trailer. Air and electrical lines should be properly connected and free of damage. This is not an area to rush.

Finish the outside with the trailer and rear.

The trailer body, doors, landing gear, and rear lighting should all be checked before moving on. Lights and reflectors must be visible and working, and anything related to load security should be confirmed before leaving.

Complete the in-cab inspection.

Inside the cab, is where system checks confirm the truck is ready to operate. Air pressure build, leak tests, warning systems, and brake function should all be verified. Gauges, steering response, and required equipment like the horn, wipers, and seatbelt should also be checked before moving.

End with a brake and movement check.

Before pulling out, confirm the truck responds correctly. A proper check includes

• Service brake response
• Parking brake hold
• Trailer brake engagement
• Load securement

This final step confirms the truck is ready to operate safely.

Where inspections usually break down

Missed issues are rarely random. They usually come from rushing, changing the inspection order, or relying only on visual checks without confirming function. Staying consistent and physically checking key components is what prevents small issues from being overlooked.

Frequently asked questions

Q: What areas are most likely to cause violations?
Brakes, tires, and lighting are among the most common.

Q: What gets a truck placed out of service?
Brake failures, unsafe tires, steering defects, and major leaks.

Q: Why follow the same inspection order every time?
Consistency reduces the chance of missing critical items.

Q: How detailed should the brake check be?
It should include a full air system test and warning checks.

Q: What should always be confirmed before moving?
Brakes, trailer connection, and load securement.

A consistent pre-trip routine that prioritizes high-risk components helps prevent violations and keeps the truck moving without interruption.

Author: Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry news, regulations, and real-world topics that impact drivers on and off the road. Each article is written to provide clear, accurate information that drivers can use.

Last updated: April 15, 2026

The post Catch DOT Violations Before They Happen with a Smarter Pre-Trip Routine appeared first on Truck Drivers USA.

What DataQs is and why it matters

DataQs is the system used by the Federal Motor Carrier Safety Administration that allows drivers, motor carriers, and other stakeholders to request a review of federal or state safety data they believe is incomplete or incorrect. Inspection results, crash records, and violations can affect how a driver or carrier is viewed, and incorrect information that remains on record can create issues that are difficult to address later.

What changed in the DataQs process

The new requirements create a more standardized process for states that receive Motor Carrier Safety Assistance Program funding. States must now follow clearer deadlines, provide more detailed explanations, and use an independent review structure when handling Requests for Data Review.

How the new review process works

A required three-stage review structure is now in place. The process includes

• An initial review, where a denial cannot be based only on the judgment of the issuing officer
• A reconsideration stage handled by independent subject matter experts not involved in the initial decision
• A final review completed by a senior decision maker or an independent panel to provide an unbiased determination

Disputed records are required to move through multiple levels of review under this framework.

How quickly must states respond

Specific timelines are now required for each stage. States must complete

• Initial reviews within 21 days
• Reconsideration decisions within 21 days
• Final reviews within 45 days

What states must include in their decisions?

Responses must now include more detail, especially when no correction is made. Required information includes

• Evidence reviewed
• Reason for the decision
• Next steps in the process

This ensures each response is documented and traceable.

What records can still be challenged

The updated requirements apply to

• Crash data
• Inspection data
• Violations

States are required to review requests submitted within three years of an inspection and within five years of a crash.

Why these changes matter when a record is wrong

The updated rules establish a more structured process with defined timelines and independent review steps. In 2024, DataQs processed more than 71,000 requests, including at least 8,300 tied to crash data.

Administrator Derek Barrs said, “Accurate data keeps our roads safe. America’s hardworking truck drivers deserve a system that treats them fairly. These updates guarantee due process by ensuring drivers who challenge an inspection or crash record receive an independent, unbiased, and completed review promptly.”

What else are states required to do

States must

• Designate points of contact for crash and inspection requests
• Participate in program reviews
• Follow established policies, including those tied to adjudicated citations

Lead agencies receiving Motor Carrier Safety Assistance Program funding must also submit implementation plans explaining how they will meet the new requirements, address backlogs, and prevent delays. Approved plans will be made public through the DataQs system.

What to take away from the update

Challenging inaccurate safety data now involves a process with defined timelines, required explanations, and multiple levels of review. This creates a clearer path for submitting and tracking a request.

Frequently asked questions

Q: What is DataQs?
DataQs is the system used to request a review of crash records, inspection data, and violations that may be incomplete or incorrect.

Q: What is the biggest change in the new rules?
The biggest change is the required three-stage independent review process, along with set deadlines for decisions.

Q: How long do states have to complete an initial review?
States must complete initial reviews within 21 days.

Q: Can drivers challenge old records?
States are required to review requests submitted within three years of an inspection and within five years of a crash.

Q: Do the new rules guarantee a correction?
No. The new rules do not guarantee a record will be changed, but they do require a structured review process.

A structured review process with defined timelines provides a clearer way to challenge and track disputed safety records.

Author: Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry news, regulations, and real-world topics that impact drivers on and off the road. Each article is written to provide clear, accurate information that drivers can use.

Last updated: April 15, 2026

The post How the New DataQs Rules Could Help Truck Drivers Fix Safety Records Faster appeared first on Truck Drivers USA.

What are chameleon carriers, and how do they work

Chameleon carriers are trucking companies that change their name and federal registration to avoid enforcement tied to safety violations. Instead of correcting issues, one company is dissolved, and another is created with a new identity and a clean record.

“Chameleon carriers are basically a network of companies, and they constantly reincarnate, and the idea is we are revenue-focused, we are going to start this trucking company, we are going to run it into the ground to make as much money as we possibly can,” said trucking safety consultant Rob Carpenter.

This process removes prior violations, crashes, and compliance history from public view.

Why is this a growing issue in trucking

The scale of chameleon carrier activity is significant based on industry estimates.

Carpenter said that out of approximately 700,000 trucking companies, an estimated 10 percent to 20 percent may be operating somewhere along the spectrum of chameleon carrier behavior.

This allows companies with repeated violations to continue operating without long-term accountability.

How companies can restart so quickly

Starting a new trucking company requires minimal time and cost.

“You can start it from anywhere in the world. $1,000, pay online, say you are who you say you are, and you’ve got a trucking company,” Carpenter said.

In some cases, a new company can be operational in a matter of weeks with a new Department of Transportation number and no visible safety history.

What drivers reported about working conditions

Drivers connected to these operations described conditions that raised safety concerns.

Daniel Sanchez, a driver who worked within one of these networks, said, “They’d have me go out and do anything to get the money, no matter what the risk.”

He also described being pushed to continue driving beyond safe limits, including extended hours behind the wheel.

How pay and contracts were described by drivers

Drivers involved in ongoing legal action described multiple pay-related concerns.

These included

• Deductions for leases, insurance, and repairs
• Changes to rate confirmation documents that reduced pay
• Situations where drivers reported finishing pay periods with little or no earnings

In one case, Sanchez said he returned home with “negative” pay after expenses.

How safety records can be reset

Chameleon carriers avoid enforcement by resetting their safety record through new registrations.

This can involve

• Changing company names
• Assigning trucks to new DOT numbers
• Continuing operations with the same drivers and equipment

This process allows prior violations and crash history to be disconnected from the new company identity.

Why enforcement remains limited

Oversight resources remain limited compared to the size of the industry.

The Federal Motor Carrier Safety Administration has approximately 350 investigators overseeing around 700,000 trucking companies.

Regulators have stated that improving how companies enter the system is a key focus moving forward.

What drivers and industry stakeholders should watch for

Drivers and companies can reduce risk by identifying patterns associated with these operations.

Warning signs may include

• Frequent company name or ownership changes
• Unclear or changing pay structures
• Pressure to exceed legal driving limits
• Lack of transparency in contracts

Recognizing these patterns early can help drivers avoid higher-risk operations.

What this means for the industry

Chameleon carriers highlight ongoing challenges in enforcement and oversight within the trucking industry.

Regulators are working to improve systems and increase oversight, but the issue remains tied to how easily companies can reenter the system after violations.

Frequently asked questions

Q: What is a chameleon carrier?
A chameleon carrier is a trucking company that changes its identity to avoid safety violations and enforcement actions.

Q: Why are chameleon carriers a concern?
They can continue operating after serious violations, increasing the risk on the road.

Q: How do they avoid detection?
They register new companies with new DOT numbers that do not reflect past violations.

Q: Can drivers be affected financially?
Yes. Drivers have reported pay deductions and contract issues in some cases.

Q: What should drivers do before joining a company?
Drivers should review the company history, contracts, and pay structure carefully.

Chameleon carriers are a safety and enforcement issue that directly affects drivers, carriers, and the public. Understanding how these operations work helps reduce risk when evaluating job opportunities or partnerships.

Author: Truck Drivers USA Editorial Team

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry news, regulations, and real-world topics that impact drivers on and off the road. Each article is written to provide clear, accurate information that drivers can use.

Last updated: April 15, 2026

The post How Chameleon Carriers Are Evading Safety Rules and Putting Truck Drivers at Risk appeared first on Truck Drivers USA.

If those numbers hold, it would mark the 15th straight quarterly decline and stand as one of the largest drops recorded under the Fatality Analysis Reporting System.

More Travel, Fewer Fatalities

What makes the data stand out is that the decline comes at a time when travel is increasing. Preliminary figures from the Federal Highway Administration show more vehicle miles traveled, not less.

Even with that added volume, fatalities still moved lower. The decrease was not isolated either. It showed up across most of the country, with 39 states, along with Washington, D.C., and Puerto Rico, reporting fewer deaths.

Where Officials Are Pointing

Federal agencies have tied the shift to a mix of enforcement and broader safety efforts. Increased coordination with law enforcement has been a key part of that approach, along with targeting high-risk driving behaviors.

“In the past year alone, we’ve partnered with our incredible law enforcement officers to get dangerous foreign truck drivers off the roads and educate the public about the dangers of distracted driving, drunk driving, and driving without a seat belt,” U.S. Transportation Secretary Sean Duffy said.

There has also been attention on identifying unqualified drivers and keeping them off the road.

Continued Focus on Behavior

Alongside enforcement, agencies continue to push messaging around behaviors that lead to serious crashes. Distracted driving, impaired driving, and failure to wear a seat belt remain consistent factors in fatal incidents.

“NHTSA is doing our part by doubling down on safety strategies that reduce risky driving behaviors before they cost lives,” said NHTSA Administrator Jonathan Morrison.

What the Numbers Suggest

These are still estimates, but the direction is clear. Fatalities are trending down even as traffic levels rise. That combination points to changes in how safety is being managed and enforced.

Whether that trend continues will depend on how those efforts hold up over time, especially with more vehicles on the road and ongoing pressure on the system.

The post Highway Safety Improves as Fatal Crash Numbers Drop Across the U.S. appeared first on Truck Drivers USA.

Motus is expected to replace parts of the current process with what FMCSA describes as a more streamlined, mobile-friendly system for handling registration activity.

What Motus Will Change

According to FMCSA, the new system will function as a centralized dashboard where carriers and other registered entities can manage their information and complete required actions.

FMCSA said Motus will be a “single, secure, and mobile-friendly online dashboard for registration actions” that is rolling out in 2026 for all users.

The shift is part of a broader push to simplify how registration data is managed and accessed.

What Carriers Need to Do Now

Before the system officially launches, FMCSA is asking carriers to take a few specific steps inside the existing FMCSA Portal to avoid issues during the transition.

“To facilitate the transition into the new system, motor carriers and other registered entities should ensure their FMCSA Portal account is active, the correct Portal Company Official is listed, and business information is updated,” the agency said.

The agency outlined the following actions

• Make sure your FMCSA Portal account is active by logging in here. If no account exists, create one
• Confirm the correct Company Official is listed in the Portal. This must be the person authorized to act on behalf of the business
• Use the same Login.gov email for both the FMCSA Portal and Motus to ensure access carries over
• Update company records by completing a Biennial Update using the MCS 150 form in the Registration tab

Why This Step Matters

The Company Official listed in the Portal will be responsible for claiming the USDOT number once Motus goes live. If that information is incorrect or outdated, it could delay access to the new system and slow down registration-related tasks.

Keeping company records current also allows existing data to transfer into Motus more smoothly, reducing setup time once the system is active.

Additional Resources Available

FMCSA has also put together a Registration Modernization Resources Hub that includes frequently asked questions, fact sheets, and other materials to help carriers understand what to expect and how to prepare.

What to Expect Next

The rollout is expected to take place in 2026, and preparation now will determine how smooth that transition is for individual carriers.

Taking a few minutes to confirm account access, verify contacts, and update records can prevent delays once the system goes live and becomes the primary way to manage registration.

The post FMCSA Tells Carriers to Get Ready for Motus Registration System Rollout appeared first on Truck Drivers USA.

The operation ran from March 29 through April 3, targeting rural state roads in and around the Clayton area through a mix of patrol activity and temporary inspection sites.

“Strike Team officers, K9 officers, and transportation inspectors worked together to perform saturation patrols and establish temporary inspection sites on rural state roads throughout the Clayton area,” the report stated. “Everyone involved put in long days and countless hours to promote roadway safety and reduce commercial vehicle crashes impacting the flow of commerce in northeastern New Mexico.”

Enforcement Results From the Operation

Over the course of the week, officers and inspectors logged the following activity

• 698 commercial vehicle safety inspections
• 59 vehicles placed out of service
• 32 drivers placed out of service
• 175 cargo checks completed
• 286 moving violation citations issued
•  10 equipment violation citations issued
•  301 total CMV citations
• 285 transportation enforcement inspections
• 2 overweight violations
• 112 portable weight checks conducted

Increased Presence on Rural Routes

The operation focused on rural corridors where permanent inspection infrastructure is limited. By combining mobile inspection setups with active patrols, enforcement teams were able to cover a wider area and increase contact with commercial vehicles moving through the region.

Coordinated Enforcement Approach

Multiple units took part in the effort, bringing together inspection personnel, patrol officers, and K9 teams. This approach allowed enforcement to address both vehicle compliance and broader safety concerns during the same operation.

Ongoing Focus on Compliance and Safety

Operations like this are used to identify violations, remove unsafe vehicles or drivers from service when necessary, and maintain safer conditions across key freight routes. The volume of inspections and out-of-service orders reflects a concentrated enforcement window in northeastern New Mexico during that timeframe.

The post New Mexico CMV Enforcement Operation Brings High Inspection Volume to Clayton appeared first on Truck Drivers USA.

On April 2, the agency confirmed that the HERO ELD, identified under model number HRS with ELD identifier HRS205, has been placed on the revoked list. This means the device no longer meets federal standards required for compliance.

According to the agency, the device was removed due to a “failure to meet the minimum requirements” outlined in Title 49 CFR Appendix A to Subpart B of Part 395. These regulations define the technical and functional standards all electronic logging devices must follow. Officials did not provide additional details about the specific deficiency that led to the removal.

Carriers currently using the HERO ELD have a limited window to make changes. FMCSA is allowing up to 60 days to transition to a compliant device. During that time, operators must ensure they remain in compliance with hours of service rules.

Drivers and fleets using the affected unit are expected to take immediate steps. This includes stopping use of the revoked device and switching to paper logs or approved logging software to record hours of service. A replacement ELD must be installed before June 2 using a device that appears on the FMCSA’s registered list.

The issue also brings renewed attention to how ELDs enter the market. When the mandate first took effect, manufacturers were allowed to self-certify their devices rather than going through a formal approval process. That approach made it easier for new technology to roll out quickly, but it also raised concerns about quality and compliance.

Recent comments from FMCSA leadership suggest those concerns are now being addressed more aggressively. Speaking at the Mid America Trucking Show in Louisville, Kentucky, FMCSA Administrator Derek Barrs said roughly 430 ELD companies attempted to self-certify within the past six months. The agency is now taking steps to ensure those devices are properly vetted.

Barrs has also pointed to broader issues tied to self-certification across multiple areas of the industry, including entry-level driver training programs and medical examiners.

“The issue is that it opens the door up for a lack of oversight, which opens the door for potential fraud occurring,” Barrs said. “People are not following the rules because no one is watching. I use the no one’s minding the story type of analogy. If nobody’s watching, then I’m going to find a way to skirt the system, which then compromises safety.”

With another device now removed from the approved list, the message is clear that compliance standards are being enforced more closely. Fleets relying on electronic logging devices should verify that their equipment meets current requirements to avoid disruptions and stay aligned with federal regulations.

The post FMCSA Pulls HERO ELD From Approved Device List appeared first on Truck Drivers USA.

According to the Pennsylvania Department of Transportation, the new spaces are already available at 24 locations across the Commonwealth. These sites include Interstate on ramps, weigh stations, and other state-owned properties that can be used quickly without waiting for long-term construction projects. For drivers dealing with packed rest areas and limited hours of service flexibility, the additions offer immediate relief in high traffic corridors.

Why These New Spaces Matter to Drivers

Finding safe and legal parking has become one of the most consistent challenges for professional drivers. Congested freight lanes, tight delivery windows, and hours of service limits often leave drivers searching late in the day with few options. PennDOT says the newly opened locations were selected to address those pressure points while allowing drivers to meet federal rest requirements without risking violations or unsafe parking.

“As a commercial driver’s license holder, I know how critical safe parking options are for the people who keep goods moving to and through Pennsylvania,” said Mike Carroll. “The Shapiro Administration is wasting no time in making good on this commitment to give them more options to meet their federal rest requirements. This is a commonsense approach to enhance safety, and the department is looking at ways to add even more spaces.”

Locations Where New Truck Parking Is Now Available

Before the end of 2025, PennDOT completed truck parking additions at the following locations:

• Interstate 99 on ramps in Bellwood, Blair County
• I-79 northbound and southbound weigh stations in Butler County
• Route 100 northbound weigh station in Chester County
• Four I-79 on ramps in Erie County
• I-81 northbound and southbound weigh stations in Franklin County
• Location off I 70 in Fulton County
• I-380 northbound and southbound weigh stations in Lackawanna County
• Location off Route 315 in Luzerne County
• Route 9404 William Penn Highway Park and Ride in Northampton County
• Location off Route 6 in Pike County
• I-81 northbound and southbound weigh stations in Schuylkill County
• Two locations off U.S. 11 in Snyder County
• I 79 southbound weigh station in Washington County
• I-83 northbound and southbound weigh stations in York County

These locations were chosen because they could be activated quickly and are already positioned along heavily traveled freight routes.

How Drivers Can Find These Parking Spots

To make the new spaces easier to locate, PennDOT added a Public Truck Parking feature to the 511PA system. Drivers can view available parking on www.511PA.com or through the 511PA mobile app. The map shows both existing truck parking and newly designated locations, with updates added as more sites open.

What Comes Next for Pennsylvania Truck Parking

The 339 spaces are only part of PennDOT’s long-term plan. The agency has stated it is continuing to evaluate additional state-owned sites and weigh stations where more parking can be added quickly. These early openings are intended to reduce immediate pressure while larger expansion projects move forward.

For drivers moving freight through Pennsylvania, the added parking means fewer last-minute decisions, less stress at the end of the day, and more opportunities to stay compliant while staying safe.

Source: Truckers News

The post PennDOT Opens 339 New Truck Parking Spaces Across Pennsylvania appeared first on Truck Drivers USA.

PremierRide Logs was one of four ELDs removed from FMCSA’s registered devices list on January 13. With this action, it becomes the second device from that group to regain approval, following the reinstatement of the DSG Elogs device on January 15.

What FMCSA has confirmed

FMCSA has not released details explaining why PremierRide Logs was originally revoked or what specific steps were taken to restore its certification. The agency has only confirmed that the device is once again listed as compliant under the federal ELD program.

Carriers and drivers who rely on PremierRide Logs are now permitted to use the system again to track and record hours-of-service data in accordance with federal regulations.

ELD enforcement changes remain in effect

The reinstatement comes amid a broader shift in how FMCSA oversees electronic logging devices. On December 1, the agency announced a “complete overhaul of the vetting process” for ELDs as part of an effort to address tampering and fraud concerns.

Since that announcement, FMCSA has revoked self-certifications for nearly a dozen ELDs that had previously appeared on the agency’s registered list. Of those devices, two have now been reinstated.

What this means for carriers and drivers

For motor carriers, the reinstatement provides clarity for fleets that were forced to transition away from PremierRide Logs earlier this month. For drivers, it restores an option that can now be used without risking compliance violations.

FMCSA’s recent enforcement actions signal that scrutiny of ELD providers remains high. Carriers are encouraged to continue monitoring FMCSA updates to ensure any device in use remains on the registered list as the agency’s revised vetting process continues.

The PremierRide Logs reinstatement marks another development in what has become an active period of change for ELD compliance across the trucking industry.

Source: Overdrive

The post FMCSA Restores PremierRide Logs ELD to Approved Device List appeared first on Truck Drivers USA.