According to FTR’s latest report using Truckstop data, overall load activity held nearly steady. Available truck postings slipped 0.3%, nudging the ratio of loads to trucks higher.

How Rates Changed

The latest figures reported by Truck Driver News show:

• Dry van: Rates rose 4.5 cents to $2.78 per mile.
• Refrigerated: Rates dropped 7.3 cents to $3.49 per mile.
• Flatbed: Rates edged up slightly less than 1 cent to $3.32 per mile.

Dry van rates improved across all regions, with the largest gains on the West Coast and in the Mountain Central region. Refrigerated load activity fell 9.2%, while flatbed loads increased 1.7%.

Diesel Declines, but Remains Expensive

The U.S. Energy Information Administration reported a national diesel average of $6.382 per gallon for September 28, down 14.7 cents from the previous week.

That decrease provides some breathing room, but diesel still costs $2.628 more per gallon than during the same period last year.

For drivers evaluating loads, the practical takeaway is to consider fuel expenses alongside the offered rate. Higher revenue per mile does not automatically mean a better return after operating costs.

What to Watch Next

FTR notes that seasonal patterns typically favor dry van and flatbed rate increases during week 39, while refrigerated rates usually decline. Those patterns offer context, rather than a guarantee of what any individual load will pay.

As October begins, changes in regional demand and diesel prices will remain useful signals for drivers planning their next haul.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 2^nd 2026

The post Dry Van Rates Rebound as Reefer Rates Slide and Fuel Costs Stay High The latest spot market update shows mixed results across equipment types, while a decline in diesel prices offers some relief at the pump. appeared first on Truck Drivers USA.

U.S. Rep. Brandon Gill of Texas introduced Barron’s Law on September 28. His office says the legislation would strengthen driver eligibility requirements, require English-language testing, address fraud, and increase consequences for motor carriers that knowingly use ineligible drivers.

For CDL holders, the proposed testing requirement is one of the most direct potential changes. According to a legislative description reported by The Dallas Express, applicants would need to pass an FMCSA-approved, standardized English assessment when obtaining or renewing a CDL.

English proficiency is already part of federal driver qualification standards. 49 CFR § 391.11 requires covered drivers to read and speak English sufficiently to communicate with the public, understand highway signs, respond to official inquiries, and complete reports and records. The bill would make a standardized assessment part of the licensing process.

The reported proposal also places additional responsibility on carriers. Companies that knowingly employ or contract with an ineligible operator could face civil penalties of at least $25,000 per offense, rising to at least $100,000 if the conduct results in serious injury or death.

Cross-border freight operations are another focus. FreightWaves reports that knowing violations involving unauthorized domestic hauling by foreign-domiciled carriers could carry penalties of up to $100,000 per vehicle for each day of violation. This practice is commonly called illegal cabotage.

The legislation would also address “chameleon carriers,” companies that use new identities or affiliated businesses to evade sanctions or unfavorable compliance histories. Reported provisions include registration restrictions and penalties for deliberately concealing those relationships. A separate pilot program would use GPS, electronic logging data, and geofencing at selected land ports of entry to help identify unauthorized domestic freight movements.

Drivers and fleets should watch the bill’s progress before treating any of these provisions as new requirements. FreightWaves reported that the detailed legislative text had not been publicly posted as of September 30 morning. The reported descriptions outline the proposal, but its final wording, implementation details, and prospects for passage remain unresolved.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 2^nd, 2026

The post Barron’s Law Would Add CDL English Tests and Tougher Trucking Penalties The newly introduced proposal addresses driver eligibility, carrier accountability, and unauthorized domestic freight movements. It has not become law. appeared first on Truck Drivers USA.

Those records cover different parts of your time behind the wheel. A roadside inspection may appear in federal safety data without showing up as a traffic conviction, while a license suspension or moving violation may be found through the state. Understanding those differences gives drivers a better picture of the information that can follow them when they change trucking jobs.

Your State Driving Record Covers More Than Your Current License

As part of the hiring process, a carrier must request a motor vehicle record from each state where the driver held a motor vehicle license or permit during the previous three years. That matters for drivers who have recently moved because the review is not necessarily limited to the state that issued their current license.

The information available on an MVR varies by state, but it can include license status, convictions, suspensions and other actions maintained by the licensing agency. The carrier must place the required records in the driver’s qualification file after obtaining them.

Roadside Inspections Are Tracked Separately

A state driving record does not provide the complete picture of a driver’s commercial roadside inspection history. Carriers participating in FMCSA’s Pre-Employment Screening Program can request a PSP report with the driver’s written consent.

PSP includes three years of roadside inspection history and five years of FMCSA-reportable crash information. An inspection can appear even when the driver was not placed out of service, which is one reason a PSP report can look different from a state driving record.

PSP does not contain an individual driver safety score. FMCSA describes it as a record of crash and inspection history rather than a personal CSA score.

Five Years of Reportable Crashes Can Appear on PSP

The crash history available through PSP reaches farther back than its inspection history. A new carrier using the program can see five years of FMCSA-reportable crashes associated with the driver.

The report can include details such as the date and location of the crash, the carrier involved and whether injuries, fatalities or a towaway were reported. A crash appearing on PSP should not automatically be interpreted as a finding that the driver caused it, since the record itself is not a determination of fault.

Drivers can obtain their own PSP report if they want to see the same crash and inspection history available through the program. If qualifying FMCSA information appears incorrect or incomplete, DataQs provides a process for requesting a review.

Previous Carriers Are Part of the Review

Federal hiring requirements also call for a carrier to investigate a driver’s safety performance history with DOT-regulated employers from the previous three years. That inquiry is separate from obtaining a state driving record or ordering a PSP report.

The investigation includes employment verification and certain crash information from previous employers. Drivers also have a process under federal regulations to request access to previous-employer safety performance information and seek a correction or submit a rebuttal when they believe information provided by a former employer is inaccurate.

For CDL drivers, the employment application itself can look farther back. FMCSA requires applicants to list employers from the previous three years and, when applicable, employers for whom they operated a commercial motor vehicle during the preceding 10 years.

Drug and Alcohol History Has Its Own System

Drug and alcohol information for CDL and CLP holders is handled through the FMCSA Drug and Alcohol Clearinghouse rather than PSP or an ordinary state driving record. Before allowing a new CDL driver to perform safety-sensitive work, an employer must complete the required pre-employment Clearinghouse query.

Since January 2023, that query also satisfies the federal requirement to investigate previous FMCSA-regulated employers for drug and alcohol violations during the applicable three-year period. Previous work covered by another DOT agency can still require a separate inquiry because those records are not reported to FMCSA’s Clearinghouse.

A pre-employment query that requires access to detailed Clearinghouse information involves driver consent. The resulting information can affect whether the driver is permitted to perform safety-sensitive work.

The Records Do Not Always Tell the Same Story

A driver can have no recent traffic convictions on an MVR and still have roadside inspections listed on PSP. Someone can also have a crash on PSP that does not represent a finding that the driver caused the crash.

That is why the different records should not be treated as interchangeable. State agencies maintain licensing and driving-record information, FMCSA maintains the crash and inspection data used by PSP, previous employers provide required safety performance information, and the Clearinghouse handles federally reported drug and alcohol violations.

For drivers changing jobs, knowing those distinctions can make the hiring process less confusing when a carrier asks about something that does not appear on the record they expected.

Frequently Asked Questions

Can a carrier see inspections where no violation was found?

Yes. PSP contains roadside inspection history, so an inspection can appear even when it did not result in an out-of-service order.

Does a crash on PSP mean the driver was at fault?

No. The presence of a crash on the report does not by itself establish responsibility. PSP reports qualifying crash information maintained in FMCSA’s safety data.

How far back can a carrier review previous trucking employment?

Federal safety performance investigations generally cover the previous three years. CDL applicants must also provide additional employment information covering employers for whom they operated a commercial motor vehicle during the preceding 10 years.

Can drivers see their own PSP information?

Yes. Drivers can request their own PSP report directly through FMCSA’s program and review the crash and roadside inspection history associated with them.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 2^nd, 2026

The post What Your Driving History Looks Like to a New Carrier appeared first on Truck Drivers USA.

That means a load running from Ohio to Texas, for example, may travel under several different permits before reaching the customer. Each one can establish its own route, travel times, escort requirements and other conditions, so the paperwork for the entire trip needs to be reviewed together rather than one state at a time after the truck is already moving.

Start With the Full Permit Package

A multi-state move can require separate authorization for every state along the route. Each permit is tied to the vehicle or load being moved and is valid only for the conditions established by the issuing agency.

Before departure, compare the permits side by side. Pay attention to where one authorization ends, where the next begins and whether any conditions change at the border. Travel dates, approved highways, escort requirements and permitted dimensions should all match the trip that has actually been planned.

The load information matters as well. A permit can become invalid when the actual dimensions, weight or configuration do not match what was approved, so final measurements should be consistent with the paperwork carried for the move.

Build the Trip Around the Approved Route

For an oversize load, route planning is not simply about finding the fastest road between two points. The route on the permit may have been selected around bridge capacity, overhead clearances, construction, roadway width or other conditions that affect whether the load can safely pass.

That makes an unplanned detour much more complicated than it would be on an ordinary freight run. A navigation app may show another highway nearby, but it cannot confirm that the alternate road was evaluated for the permitted dimensions or weight.

If construction, a crash or another closure blocks the approved route, the permitting agency should be contacted before the move continues on a different road. The agency that issued the permit is the one that can authorize a change.

Watch the Clock as Closely as the Route

Permitted travel hours can change during the same trip. One jurisdiction may allow movement throughout most of the day, while the next limits an oversize load during rush hour, at night or during certain weekend and holiday periods.

Those windows affect more than the day’s driving schedule. They can determine where a load needs to stop before crossing a border and whether an overnight break will put the truck in position to continue when the next travel window opens.

Reviewing those times before departure also makes it easier to spot a permit that does not line up with the overall schedule. Discovering at the border that movement cannot resume for several hours can throw off escorts, appointments and the rest of the trip.

Escort Needs Can Change Along the Way

Pilot-car requirements are controlled at the state level rather than through one nationwide federal standard. The number of escorts, where they travel in relation to the load and the equipment or qualifications required can therefore change during a multi-state move.

Some loads may also require law-enforcement assistance. The conditions depend on the dimensions, route and jurisdiction, so an escort setup that is acceptable for one portion of the trip should not automatically be carried into the next.

This is another reason to review the full route before leaving. If an additional pilot car or law-enforcement escort is required farther along, arranging it before the load reaches that point can prevent an avoidable stop.

The Last Few Miles May Need Their Own Approval

A state-issued permit may cover the highway portion of the trip without authorizing travel on locally controlled streets. FHWA guidance notes that city or municipal permission can be required separately.

That can become important near the pickup or delivery point, where the route leaves the state highway system and moves onto local roads. A manufacturing plant, construction site or other destination may be only a few miles from the permitted highway, but those final miles can involve a different authority.

Local streets can also present the tightest conditions on the entire move. Turning space, overhead utilities, traffic control and street width may all need to be considered before the truck leaves the main route.

Treat Every Border as a Change Point

The truck and load may look exactly the same after crossing a state line, but the operating conditions can change immediately. A different permit can bring a new route, a different travel window or another escort requirement.

For that reason, the most useful preparation happens before the trip starts. Organizing permits in route order and marking the major changes between jurisdictions makes the paperwork easier to follow once the load is moving.

The goal is not simply to have a permit for every part of the trip. It is to know what each one requires before reaching the point where those requirements take effect.

Frequently Asked Questions

Can one permit cover more than one state?

Oversize and overweight permitting is generally handled by individual states, so carriers commonly need authorization for each state included in the move. Some jurisdictions participate in regional permitting arrangements, but coverage should be confirmed before relying on one authorization across multiple states.

What happens if the actual load is larger than the dimensions listed on the permit?

The move should not proceed under paperwork that does not accurately describe the permitted vehicle or load. The permitting agency should be contacted so the authorization can be corrected or replaced before travel continues.

Do weather conditions affect an oversize permit?

They can. Individual permits or state rules may restrict movement during conditions such as poor visibility, snow, ice or high winds. The applicable permit and issuing agency’s current instructions determine whether the load can continue.

Can an oversize load travel through a city using only the state permit?

Not necessarily. Locally controlled streets may require separate authorization even when the state highway portion of the trip is properly permitted. This is especially important around pickups, deliveries and routes that leave the state highway system.

Are pilot-car requirements the same in every state?

No. Pilot and escort vehicle requirements are established by the states and can vary according to the dimensions of the load, the route and other conditions of the move.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

Last Updated: October 2^nd, 2026

The post The Multi-State Oversize Load Permit Guide for Truck Drivers appeared first on Truck Drivers USA.

Job openings totaled approximately 7.08 million, down from a revised 7.34 million in July, according to the Bureau of Labor Statistics’ Job Openings and Labor Turnover Survey, released September 29. Although the count declined by 256,000, BLS described the monthly change as statistically little changed.

Employers hired approximately 5.2 million people during August. Layoffs and discharges totaled about 1.6 million, while roughly 3.1 million workers voluntarily left their jobs. BLS characterized each of those measures as largely unchanged, suggesting that employers were maintaining relatively steady staffing activity.

Job openings and hiring measure different parts of the labor market. Openings reflect positions available at the end of the month, while hires count people added to payrolls throughout the month. A decline in openings therefore does not automatically mean employment is falling.

The separate August employment report showed that the economy added 162,000 net jobs and unemployment remained at 4.1%. Transportation and warehousing employment changed little during the month.

For drivers, the national headline needs context. Job openings in the broader transportation, warehousing, and utilities category increased from 314,000 in July to 338,000 in August. That category includes many occupations beyond truck driving, so it does not establish whether CDL job opportunities increased.

Meanwhile, Americans became more cautious about the economy. The Conference Board’s Consumer Confidence Index fell to 81.9 in September from a revised 88.6 in August. Respondents expressed weaker views of current conditions and greater concern about the outlook for business and employment.

Together, the reports suggest a job market that is holding relatively steady even as confidence weakens. Drivers considering a career move can use these figures as background, while evaluating the specific pay, routes, home time, and hiring requirements attached to each opportunity.

The next federal employment report, scheduled for October 2, will provide a clearer picture of September’s hiring and unemployment trends.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

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The Trucking Association Executives Council’s Trucking Resurgence initiative calls for stronger oversight across those areas. Its recommendations address CDL integrity, freight fraud, carrier safety data, and electronic logging devices, with an emphasis on coordination between federal regulators, state agencies, and law enforcement.

Recent federal actions show how that oversight is taking shape. In December 2025, the U.S. Department of Transportation announced the removal of nearly 3,000 training providers from FMCSA’s Training Provider Registry and placed another 4,500 on notice for potential noncompliance. The department cited problems including inaccurate training records, inadequate curriculum, and failures to meet instructor or facility requirements.

A separate round of inspections produced additional findings. In February 2026, DOT reported that 1,426 on-site investigations resulted in 448 notices of proposed removal and 109 providers voluntarily leaving the registry. Investigators found issues such as instructors without the appropriate credentials, unsuitable training vehicles, and incomplete student assessments. Proposed removal is a step in the enforcement process, rather than confirmation that a provider has already been removed.

The effort also extends to the technology drivers use to record their hours. FMCSA continues to remove electronic logging devices that fail to meet federal technical requirements. Drivers and carriers can check the agency’s registered and revoked device lists to confirm a device’s status and review any applicable replacement instructions.

Funding is supporting broader enforcement and workforce efforts. DOT announced a $217 million investment in trucking and bus industry programs aimed at improving roadway safety, strengthening oversight, and expanding workforce opportunities.

Industry organizations argue that lasting progress will require better information sharing and more reliable ways to identify repeat offenders. The Trucking Resurgence plan recommends connecting licensing databases, tracking training quality, and improving detection of carriers that reopen under new identities to escape their safety histories. These remain policy recommendations, and their implementation depends on further agency and legislative action.

For drivers, the practical value of these efforts will depend on whether they produce consistent enforcement and safer roads. Industry leaders view the recent actions as progress toward a system that better supports the drivers and carriers who meet their responsibilities every day.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

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The post Trucking Safety Reforms Gain Ground as Industry Pushes for Lasting Change Stronger oversight of driver training, carrier operations, and electronic logs is part of a broader effort to protect professional drivers and improve accountability. appeared first on Truck Drivers USA.

FMCSA created the six-month exemption to prevent drivers with valid medical certifications from being affected by delays in the National Registry II electronic system. It allows drivers and motor carriers nationwide to rely on a paper certificate for up to 60 days after it is issued. FMCSA has said another nationwide extension is not expected.

What Changes After October 11

For CDL and CLP holders in states using National Registry II, the electronic record is the official proof of medical certification. Examination results are sent from the medical examiner through FMCSA to the driver’s state licensing agency and posted to the CDLIS driving record.

The current exemption provides extra time when that process is delayed. Unless FMCSA takes additional action, that 60-day allowance ends with the exemption on October 11.

Drivers do not need a new physical because the exemption expires. A valid medical certification keeps its normal expiration date.

Check That Your Medical Certification Reached the State

Drivers getting a DOT physical should make sure the information provided to the medical examiner matches their license. Errors involving a name, date of birth, licensing state or license number can prevent the electronic examination record from matching the state record.

If the certification does not appear, FMCSA directs drivers to contact the medical examiner first. The examiner can check the National Registry for an error message and correct information that prevented the record from matching. The driver can then contact the state licensing agency to see whether the certification has posted.

If those steps do not resolve the problem, FMCSA provides National Registry technical support for additional help.

Keep a Copy of the Medical Certificate

Paper certificates are not disappearing when the exemption ends. FMCSA strongly recommends that medical examiners continue giving drivers a paper copy of Form MCSA-5876 until further notice.

For drivers in states using National Registry II, that copy is useful if something goes wrong with the electronic transmission, but it is not normally the official medical certification record. Drivers can request a copy at the time of the examination and keep it with their records.

Through October 11, the current exemption gives that paper copy an additional purpose by allowing qualifying CDL and CLP holders to use it as proof of certification for up to 60 days after issuance.

Alaska and Louisiana Still Use Paper Submission

Alaska and Louisiana are currently the only states FMCSA lists as not having implemented National Registry II. CDL and CLP holders licensed in either state still need to submit a paper Medical Examiner’s Certificate to their state licensing agency.

Medical examiners must also report those examination results to the National Registry. Until each state implements NRII, drivers there should continue following the paper submission instructions provided by their licensing agency.

Frequently Asked Questions

How can a driver check whether a medical certification was added to the driving record?

The process for accessing a driving record varies by state. Drivers can check with their state driver licensing agency for the available online or record-request options and confirm that their current medical certification status is reflected correctly.

What should a driver bring to a DOT physical?

FMCSA requires CDL and CLP applicants and holders to provide the medical examiner with information needed to identify their state driving record. Bringing the current driver’s license also gives the examiner the information needed to submit the examination accurately.

Does National Registry II apply to non-CDL commercial drivers?

The electronic FMCSA-to-state process covered here applies to CDL and CLP applicants and holders. Non-CDL interstate commercial drivers who require medical certification continue to receive a paper Medical Examiner’s Certificate when they qualify.

What happens if Alaska or Louisiana implements NRII after this article is published?

FMCSA maintains a current list of states that have not implemented National Registry II. Drivers licensed in Alaska or Louisiana should check FMCSA’s NRII Learning Center or their state licensing agency for the latest instructions before submitting a new medical certificate.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

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The Federal Motor Carrier Safety Administration has agreed to consider a change to its drug regulations after inspectors identified a gap in how certain out-of-service orders can be enforced. The agency granted a petition from the Commercial Vehicle Safety Alliance (CVSA) on September 17, but no rule has changed yet.

Under 49 CFR § 392.4, a driver cannot be on duty while possessing, using, or being under the influence of specified drugs or other substances. The regulation does not contain language that expressly prohibits a driver from violating an out-of-service order issued under that section. The neighboring alcohol regulation does: it specifies a 24-hour out-of-service period and says drivers must not violate the order.

CVSA’s petition describes a case in which a driver was placed out of service for 24 hours after an inspection in Mississippi found marijuana. The driver was later stopped in Alabama while the order was still active. CVSA says a second stop can be difficult to address under § 392.4 when an officer seized the substance during the first inspection and there is no longer contraband in the vehicle.

CVSA wants the drug regulation to spell out when the 24-hour period begins and explicitly prohibit driving in violation of the order. The proposed wording would bring those provisions closer to the existing alcohol rule.

For drivers, the key distinction is where the process stands: FMCSA has agreed to start rulemaking, not adopted CVSA’s requested language. The agency says it will consider information gathered during that process, including public comments, before deciding whether to issue a final rule. Drivers should continue to follow any out-of-service order they receive; the regulatory gap identified by CVSA is not permission to resume driving.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

Last Updated: September 30, 2026

The post FMCSA to Review Drug-Related Out-of-Service Rules for Truck Drivers appeared first on Truck Drivers USA.

Freight rates and shipping volumes did not move in the same direction across August’s major industry reports. That distinction matters for drivers and fleets trying to judge whether the trucking market is entering a lasting recovery.

The American Trucking Associations’ For-Hire Truck Tonnage Index fell 0.5% from July to August and was 1.6% below its August 2025 level. The index tracks the weight of freight hauled by for-hire carriers, so its decline points to continued weakness in that part of the market.

A separate measure offered a more encouraging reading. The Cass Freight Index showed shipments rising 5.6% from July and 2.1% from a year earlier. That was its first annual increase since January 2023. Cass cautioned that the gain largely offset declines in the preceding months, making it too early to call it a major improvement in freight demand.

Pricing presents a clearer picture of a tighter market. Cass reported that its truckload linehaul index rose 11.3% year over year in August. The Logistics Managers’ Index also showed transportation prices rising while transportation capacity continued to contract.

Together, these reports suggest that reduced available capacity is helping support rates, even though freight volumes have not shown consistent growth. For drivers, that means headlines about improving rates may not reflect the number of loads available in every market or freight segment.

Consumer spending remains another factor to watch. The Conference Board’s Consumer Confidence Index slipped to 89.4 in August, while its measure of expectations for the next six months fell to 68.2. Consumer confidence does not directly measure freight, but spending decisions can influence future shipment volumes.

For now, higher rates alone do not tell the full story of trucking’s recovery. Sustained growth in shipments would offer a stronger sign that demand is improving alongside pricing.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

Last Updated: September 30, 2026

The post Freight Rates Are Rising, but a Demand Recovery Remains Unclear appeared first on Truck Drivers USA.

The basic federal requirements apply nationwide, while documents, fees and individual transfer procedures are determined by each state. For someone who depends on a commercial license for work, the important parts of the move are knowing what carries over, what may require additional steps and what should be checked once the new credential is issued.

The 30-Day Transfer Window

A commercial license is tied to your state of domicile, meaning the state you consider your true, fixed and permanent home. Once that changes, federal regulations require you to apply for the appropriate license in the new state within 30 days.

You cannot keep the previous license active and obtain another one in your new state. Federal rules generally allow a person to hold only one driver’s license, so the old credential must be surrendered as part of the transfer.

What you need to establish domicile varies by state. Checking the licensing agency’s requirements before visiting an office can help you arrive with the correct identification, residency documents and payment for any applicable fees.

Your Driving History Moves with You

Changing states does not reset your commercial driving record. Before issuing the new license, the state checks its own records along with the Commercial Driver’s License Information System and National Driver Registry.

The review also reaches beyond your current credential. The licensing agency must obtain your driving record from every jurisdiction where you were licensed during the previous 10 years and add that information to its file.

That means previous violations and disqualifications can continue to affect your driving privileges after a move. If the new state discovers a qualifying disqualification that should have been imposed previously, federal rules require it to take the appropriate action.

Pay Attention to Endorsements and Restrictions

Drivers who rely on endorsements for work should make sure they appear correctly on the newly issued license. The same applies to restrictions that determine which vehicles or configurations a person is permitted to operate.

Some endorsements can require additional steps during a move. Hazardous materials endorsements are subject to federal security requirements, while states may have their own requirements for school bus drivers. Checking with the new licensing agency beforehand is especially important when an endorsement is necessary for your current position.

Once the transfer is complete, compare the new credential with the one you surrendered. The license class, endorsements and restrictions should accurately reflect the qualifications you need before you return to commercial driving.

Make Sure Your Medical Status Transfers Correctly

Interstate drivers who are subject to federal physical qualification requirements should also verify their medical certification after changing states. Under National Registry II, medical examination results are transmitted electronically from FMCSA’s National Registry to state licensing agencies and added to the driver’s record in states that have implemented the system.

Even with electronic reporting, it is worth confirming that the new state shows the correct medical status and expiration date. An error in the licensing record can affect commercial driving privileges even when the underlying medical examination is current.

The National Registry II transition also creates an additional consideration in 2026. As of September, Alaska and Louisiana had not yet implemented the system and continued to rely on paper Medical Examiner’s Certificates. FMCSA has a temporary exemption through October 11, 2026 that allows interstate drivers and motor carriers to rely on a paper certificate for up to 60 days after it is issued when needed because of electronic reporting delays.

For that reason, medical certification is one area where checking the new state’s current procedure is particularly important during a move.

Don’t Overlook Your Self-Certification

Commercial drivers also self-certify the type of operation they perform. The categories distinguish between interstate and intrastate commerce and whether federal medical qualification requirements apply.

That information becomes part of the state licensing record and needs to remain accurate after a transfer. Someone operating in interstate commerce, for example, should make sure the new state has the correct category and associated medical information on file.

This is not necessarily something visible on the front of the physical license, which makes it easy to overlook. Confirming it along with your medical status can catch a record problem before it affects your ability to drive commercially.

Finish the Transfer by Checking the New Record

Federal regulations establish the framework for moving a commercial license between states, but there is no single nationwide checklist for completing the process. Each licensing agency determines the documents it accepts to establish domicile, the fees it charges and any additional administrative steps.

Review those requirements before going to the licensing office, particularly if you depend on a specialized endorsement. Waiting until the end of the 30-day transfer window leaves less time to resolve missing documents or additional state requirements.

After the new license is issued, check more than your name and address. Review the class, endorsements and restrictions, and confirm that your medical qualification and self-certification are correctly recorded. Your driving history follows you to the new state, but your new credential should also carry forward the qualifications you need to keep working.

Frequently Asked Questions

How long do truck drivers have to transfer their license after moving?

Federal regulations require commercial drivers to apply for a license in their new state of domicile within 30 days after establishing domicile there.

Can I keep my old commercial license after moving?

No. Federal rules generally prohibit a person from holding more than one driver’s license. The credential from your previous state must be surrendered as part of the transfer.

Does my driving record follow me to the new state?

Yes. The new licensing state must obtain your driving record from every jurisdiction where you were licensed during the previous 10 years. Moving does not remove previous violations or applicable disqualifications from your history.

Will my endorsements transfer to the new state?

Endorsements you remain qualified to hold should be reflected on the new credential, but some may involve additional federal or state requirements. Hazardous materials and school bus endorsements are two areas worth checking before completing the move.

Do I need another DOT physical when I move?

Moving to another state does not, by itself, create a federal requirement for another DOT physical. Drivers subject to medical certification requirements should instead verify that their current qualification is correctly reflected in the new state’s record.

Where can I find the transfer requirements for my new state?

Check the official driver licensing agency for the state where you are establishing domicile. It will provide the current requirements for identification, proof of domicile, fees and other documents needed to complete the transfer.

The TDUSA editorial team creates practical, driver focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real world experience, industry developments, and information drivers can use on and off the road.

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