The Federal Motor Carrier Safety Administration announced the removals this week as part of its continued review of electronic logging devices that no longer meet federal requirements. The latest action follows three additional ELD removals announced earlier this month.

Motor carriers using the revoked devices must stop relying on them and replace them with compliant ELDs from FMCSA’s registered device list before the deadline. During the transition, carriers may revert to paper logs or logging software to record required hours of service data.

Drivers Using Revoked Devices Could Be Placed Out of Service

FMCSA said drivers who continue using the revoked ELDs on or after July 20 will be considered in violation of 49 CFR 395.8(a)(1), which covers failing to maintain a proper record of duty status.

Those drivers may also be placed out of service under the Commercial Vehicle Safety Alliance out-of-service criteria.

The deadline gives carriers a limited window to replace affected systems, train drivers on the new device, and make sure records can be transferred properly during roadside inspections.

Revoked Devices Could Return if Providers Fix Deficiencies

FMCSA said an ELD provider may be returned to the registered device list if the company corrects all identified deficiencies.

If that happens, FMCSA said it will notify the industry and enforcement personnel that the device has been restored to the list.

Even with that possibility, the agency strongly encouraged motor carriers to begin replacing revoked systems now rather than waiting to see whether a provider corrects the issue before July 20.

What Drivers Should Know Before the Deadline

The main risk for drivers is continuing to rely on a device that enforcement officials no longer recognize as compliant after the deadline.

Drivers using affected ELDs should confirm whether their carrier has a replacement plan, whether paper logs or logging software will be used during the transition, and when the new system will be ready before the July 20 compliance date.

Waiting until the final days could create avoidable problems during roadside inspections, especially if drivers are not familiar with the replacement system or backup logging method.

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: May 25, 2026

Source: Truckers News

Image Source: Truckers News

The post FMCSA Removes 12 More ELDs From Approved Device List appeared first on Truck Drivers USA.

Released March 13, the agency’s message was direct:
“DO NOT Sell, Purchase, or Lease a USDOT Number or Operating Authority (MC Number) online or elsewhere from an unknown person or outside of a legitimate corporate transaction.”

Why USDOT and MC Numbers Matter

For anyone running under their own authority, a USDOT number isn’t just paperwork. It functions much like an identification number that ties your entire operation to a single legal entity. Whether you’re hauling under your own name or operating as a larger carrier, that number is how regulators track safety records, inspections, and compliance.

According to FMCSA, that connection cannot be separated or reassigned informally.

“The USDOT Number belongs to the same legal person forever and may not be sold, transferred, rented or leased,” the agency wrote in the bulletin. “FMCSA will inactivate USDOT Numbers upon discovery that the number is being used by anyone other than the assigned legal person.”

What Happens If You Ignore the Rule

This isn’t a gray area. If FMCSA finds out that a USDOT or MC number is being bought, sold, or leased outside of a proper business transaction, the consequences can shut an operation down fast.

The agency states it will move to deactivate the number and revoke any associated registrations tied to that authority. For drivers and fleets, that means loads stop, revenue disappears, and rebuilding compliance can take time.

Real-World Risk for Owner-Operators

The warning isn’t just theoretical. Industry groups are already seeing the fallout.

Owner-Operator Independent Drivers Association (OOIDA) says improper transfers have created major legal and financial headaches for drivers.

Brittany Murphy, an agent in OOIDA’s Permits and Licensing Department, shared an example of an owner-operator who sold his authority. Years later, a crash involving the carrier operating under that same number led to the original owner being held responsible because the transfer wasn’t completed correctly.

That kind of situation can expose drivers to liability long after they think they’ve moved on from a business.

Understanding Legitimate Transfers

There is a difference between selling a company and trying to sell a number. FMCSA recognizes that operating authority can change hands as part of a legitimate corporate transaction, such as selling a business entity.

The key is that the legal structure must transfer properly. Simply handing off a USDOT or MC number without completing the correct process does not count as a valid transfer in the eyes of regulators.

The agency also outlines differences between sole proprietors and corporations, which can affect how authority is handled during ownership changes.

What Drivers Should Do Now

If you’ve ever transferred or sold your authority, it’s worth double-checking that everything was completed correctly. Even if the deal happened years ago, your name could still be tied to that number if the paperwork wasn’t finalized through proper channels.

OOIDA advises drivers with questions to contact its Permits and Licensing Department at 816-229-5791 for guidance.

Bottom Line for the Industry

Shortcuts around compliance rarely stay hidden for long. As enforcement tightens, regulators are watching more closely for misuse of USDOT and MC numbers.

For drivers, owner-operators, and fleet managers, the takeaway is simple: your authority is tied to your identity. Treat it that way, and make sure any transition is done by the book.

The post FMCSA Issues Warning on USDOT and MC Number Sales: What Drivers Need to Know appeared first on Truck Drivers USA.

Bureau of Labor Statistics data confirms that heavy truck drivers average 2,200 miles weekly, while optimized CDL tanker jobs pros consistently exceed 2,500 through better HOS planning. Tanker jobs reward drivers who master federal flexibility while staying 100% compliant.

How You Can Master the 30-Minute Break Window Perfectly

FMCSA permits starting your mandatory 30-minute break precisely when pulling into shipper racks for petroleum offloads. Typical 45-minute terminal delays pause your ELD driving clock legally while you wait. American Transportation Research Institute confirms this timing eliminates 20-30 minutes daily deadhead time. You can stack one additional short-haul weekly, converting unavoidable delays into paid miles instead of lost clock cycles.

How You Can Secure Advance Log Reviews from Dispatch

You can text your projected Hours of Service remaining immediately after drop-off. Request two-hour advance electronic log reviews before accepting the next dispatch. This prevents momentum-killing mid-week 70-hour resets that wipe out weekend earnings. ATRI studies prove proactive coordination delivers 12% higher driver utilization across tanker fleets. Carriers reward planners who maximize veteran uptime with preferred load assignments.

How You Can Benchmark Your Performance Weekly

You can email simple miles-per-hour reports every Friday against ATRI liquid bulk standards. Industry average sits at 55 mph for 9,000-gallon petroleum haulers in CDL tanker jobs. Consistently beating this benchmark justifies express loading lane requests during volume spikes. Truckload Carriers Association research shows drivers who document superior efficiency secure 10% faster terminal turnarounds monthly.

How You Can Capitalize on Seasonal Volume Surges

You can track weekly totals against fuel prices and predictable summer petroleum surges affecting tanker jobs. Optimized HOS lets you chain runs others must reset, converting efficiency gains into $1,200 monthly increases at standard $0.60 per mile rates. FMCSA compliance audits favor strategic electronic logs, reducing pull-over risk by 25% according to their violation statistics.

How You Can Track Results and Build Your Reputation

You can maintain weekly mile totals in any simple spreadsheet. Note which HOS adjustments delivered the biggest gains alongside seasonal patterns you already recognize. Share one successful tactic monthly during safety meetings. Fleet managers promote drivers who consistently maximize utilization while maintaining perfect compliance. Your dispatch position improves immediately.

You can start tomorrow by timing your first rack arrival perfectly. Next week’s board position reflects your initiative. These steps work because tanker jobs and CDL tanker jobs veterans apply them daily against real FMCSA regulations and terminal realities.

Search “tanker jobs near me”, “CDL tanker jobs near me”, and “tanker companies near me” to find carriers who reward HOS masters with premium pay and priority dispatch.

The post How You Can Maximize Weekly Tanker Miles Through Smart HOS Planning appeared first on Truck Drivers USA.

The agency plans to relaunch the Motor Carrier Safety Advisory Committee, a federal group that advises DOT and the Federal Motor Carrier Safety Administration on trucking safety programs and regulations. With the restart, DOT is actively seeking nominations from across the trucking industry, including small-business carriers, individual drivers, safety advocates, and enforcement officials.

According to a notice scheduled to appear in the Federal Register on Thursday, January 22, the committee will serve as a formal channel between industry voices and federal decision-makers.

“The Department solicits nominations for membership to serve on the Motor Carrier Safety Advisory Committee,” the agency wrote. “MCSAC provides advice and recommendations to the Secretary of Transportation through the administrator of FMCSA about needs, objective, plans, approaches, content and accomplishments of the motor carrier safety programs carried out by the administration and motor carrier safety regulations.”

What the committee does and why it matters

The Motor Carrier Safety Advisory Committee was first launched in 2006. Its role is not enforcement, but consultation. Members review existing safety programs, evaluate proposed regulatory changes, and provide feedback based on real-world experience inside the trucking industry.

While the committee has existed for nearly two decades, it has not met since December 2024. DOT officials say the relaunch is intended to restore regular industry input, with meetings expected to take place twice a year moving forward.

For drivers and carriers, participation offers a rare opportunity to influence federal safety policy before decisions are finalized rather than reacting after new rules are already in place.

Longstanding concerns about regulation and safety outcomes

One of the most consistent voices on the committee has been Todd Spencer, president of the Owner-Operator Independent Drivers Association. Spencer has repeatedly raised concerns about whether growing layers of regulation are actually delivering the safety improvements they promise.

During a June 2023 committee meeting, Spencer questioned the effectiveness of regulation-driven approaches to highway safety.

“Coming from a trucking perspective … we’ve seen lots and lots of regulations,” Spencer said. “And all of these are supposed to improve highway safety and reduce fatalities and crashes and injuries. And, you know, that’s not happening.

“At some point, I think it’s reasonable to determine the effectiveness of what’s been done so far. And if we can’t show that things actually improved as a result of this (regulation), then maybe it’s the time to put that out, that effort, downscale that effort, and move in a different direction based on some kind of real logical information that would be more likely to produce a positive benefit.”

Since those comments were made, FMCSA has signaled a shift in tone, taking steps to remove what it has described as unnecessary regulations from the books. The committee’s return could play a role in shaping how that effort continues.

Who can apply to serve

DOT is encouraging a broad range of applicants. Qualified individuals may nominate themselves or be nominated by another individual or organization. Previous committee members are also eligible to apply again.

Nominations must include specific documentation to be considered complete.

Applicants are required to submit the following:

• Name, title, and relevant contact information
• A letter of support from a company, union, trade association, academic institution, or nonprofit organization, provided on official letterhead and explaining why the nominee should be selected
• A short biography outlining professional and academic credentials
• A written statement confirming that the nominee meets all eligibility requirements for MCSAC membership

DOT is requesting that nominations be submitted within 30 days of the notice being published in the Federal Register.

Why drivers and carriers should pay attention

For truck drivers and motor carriers, advisory committees like MCSAC represent one of the few structured ways to influence federal policy using firsthand experience from the road. Decisions made at this level can shape safety standards, compliance expectations, and enforcement priorities that directly affect daily operations.

With the committee set to resume regular meetings, the next round of members will have an opportunity to weigh in as FMCSA continues reviewing its approach to safety regulation.

Source: Land Line Media

The post DOT Reopens Safety Committee and Asks Trucking Industry to Take a Seat at the Table appeared first on Truck Drivers USA.

The Calm Before a Freight Storm

Right now, trucking feels stuck in neutral. Freight demand is weak, spot rates have cooled, and both carriers and brokers are under strain. Many in the industry describe this moment as the calm before the storm, with indicators pointing toward a major correction that could rival the market chaos of the COVID years.

The warning is clear: if 600,000 drivers leave the market, capacity will tighten quickly and spot rates could skyrocket. Unlike during the pandemic, there will be no surge of new immigrant drivers to fill the gap. That relief valve, once supported by open immigration policies, is now closed. Carriers will have to compete harder for qualified drivers through better pay, sign-on bonuses, and improved working conditions.

What’s Fueling the Freight Downturn

Freight volumes are down 18 percent year over year, hitting carriers of every size. For freight brokers, the challenge is even tougher. With fewer loads to move, margins have evaporated. Some are stuck with contract rates signed too low to stay profitable, forcing them to compete against asset-based carriers while losing money on every run.

Small fleets are feeling the squeeze most. Many have relied on non-domiciled CDL drivers, but new federal regulations around English Language Proficiency are cutting off that supply. On top of that, fraud in load boards and verification systems has exploded. Scammers have found ways to manipulate tools like Highway and RMIS, forcing brokers to be more cautious.

That means even legitimate carriers can be flagged by mistake. Once that happens, they can be locked out of most brokerage freight entirely, which can be a death blow for smaller operations already struggling to stay afloat.

How New Rules Could Wipe Out 600,000 Drivers

This expected capacity purge ties directly to federal regulatory changes and immigration enforcement already underway. According to research from J.B. Hunt, new rules for non-domiciled CDL holders and English Language Proficiency requirements could remove between 214,000 and 437,000 drivers, roughly 5 to 12 percent of the U.S. driver pool over the next few years.

On September 26, 2025, the Federal Motor Carrier Safety Administration issued an emergency ruling that restricts the issuance and renewal of non-domiciled CDLs. Officials estimate that 97 percent of the 200,000 drivers who currently hold those licenses will not meet the new standards and will likely exit the industry within three years. That alone represents 5 percent of all registered CDLs in the country.

Stricter enforcement of English Language Proficiency standards has already led to 23,000 violations, including 5,000 out-of-service orders. Analyst Avery Vise projects that this enforcement could sideline about 20,000 drivers each year.

When combined with limits on undocumented drivers and new hiring restrictions, transport economist Noël Perry estimates that more than 600,000 drivers, about 17 percent of the active workforce, could be removed from trucking.

Carriers that rely heavily on immigrant labor or those unable to comply with the new regulations may not survive this purge.

The Economic Ripple Effect

These rule changes, combined with a long freight recession, are creating a perfect storm for widespread bankruptcies. Both carriers and brokers are tightening budgets and consolidating operations as the industry braces for a market reset.

The shakeout is expected to favor larger, well-capitalized carriers who can handle the new compliance demands and stay profitable through the downturn. Smaller carriers that grew quickly during the post-COVID freight boom may not have the financial cushion to adapt.

As capacity tightens, driver pay is likely to rise. Carriers will need to offer stronger incentives to attract qualified drivers from a shrinking talent pool. The shift could finally bring the market back to a more balanced place where supply and demand set the rates naturally instead of desperation driving them down.

What Comes Next

The road ahead will be rough, but it could lead to a healthier trucking market. Analysts predict that after the purge, spot rates will rise again, contract rates will stabilize, and carriers that survive will see more consistent freight and fairer pricing.

The exact timing of this recovery is uncertain, but the direction is clear. Shippers should prepare for higher rates and tighter capacity, while carriers who manage to weather the storm will be well-positioned when freight rebounds.

As one industry expert put it, “If volumes pop—which doesn’t exist right now—hold on to your hat. It’s going to be one of the best freight markets that carriers have seen in some time.”

It may take time and patience to reach that point, but for those who make it through, the rewards could be worth the wait.

Source: FREIGHTWAVES

The post The Great Capacity Purge: What Truck Drivers Need to Know appeared first on Truck Drivers USA.

The current surface transportation authorization bill, more commonly referred to as the highway bill, is set to expire on September 30, 2026. Although that deadline is still more than a year away, the legislative groundwork is already underway. In July, the DOT invited the public to weigh in, and on August 29, OOIDA submitted a detailed 14-page response.

In its comments, signed by OOIDA President Todd Spencer, the Association praised recent steps by the DOT but stressed the importance of Congress following through.

“OOIDA applauds the U.S. Department of Transportation’s recent actions improving working conditions for professional truckers and enhancing highway safety in a commonsense, cost-effective manner,” Spencer wrote. “Truckers now need lawmakers to embrace the new approach taken by the White House with as much energy and resolve. We believe this can be done in a bipartisan manner that promotes highway safety, improves driver recruitment and retention, and increases supply chain efficiency. Congress can make the next highway bill the most pro-trucker in history, but only if lawmakers commit to prioritizing their needs.”

What Truckers Want in the Highway Bill

Solving the Truck Parking Shortage

The shortage of safe truck parking has been a pressing issue for decades. OOIDA made clear that it will not support any highway bill that ignores this crisis. The Association is pushing for the Truck Parking Safety Improvement Act, which allocates $755 million to create new parking spaces nationwide.

“If the next surface transportation reauthorization fails to provide dedicated funding for truck parking, but authorizes even a single penny of funding for new initiatives, OOIDA will use every tool it has to ensure the legislation is defeated,” the Association wrote.

Restroom Access for Drivers

OOIDA also wants lawmakers to include the Trucker Bathroom Access Act, ensuring drivers can use restrooms at shipper and receiver facilities.

“Having access to a restroom is one of the most basic needs for truckers,” the Association explained. “Most Americans take this need for granted and never worry about being denied restroom access where they work. Truckers, who make their living on the road, often depend on restrooms at facilities where they pick up or deliver freight. Unbelievably, professional drivers are frequently denied restroom access at these locations. While this problem affects all truckers, it is particularly burdensome for female drivers.”

Additional Measures Supported by OOIDA

Beyond parking and restrooms, OOIDA is backing several other policies, including:

• The DRIVE Act to block FMCSA from requiring speed limiters
• Stronger broker transparency rules
• The Household Goods Shipping Consumer Protection Act to fight freight fraud
• Enforcing existing English-proficiency requirements
• Suspending the non-domiciled CDL program
• Raising entry-level driver training standards
• More flexibility in hours-of-service rules
• Ending self-certification for ELD providers
• DataQ reform for fairer enforcement records
• Improvements to the National Consumer Complaint Database
• Cracking down on predatory lease-purchase programs
• Repealing the Unified Carrier Registration system

What Truckers Oppose

OOIDA also detailed several measures that would harm small-business truckers if included in the bill. Chief among them are proposals to increase truck size and weight limits beyond the current 80,000 pounds.

“OOIDA opposes controversial proposals to increase the size and weight of CMVs, which would reduce safety and adversely impact small trucking businesses,” the Association wrote. “In fact, allowing bigger and heavier trucks on our roads would only benefit shippers and a handful of large corporate motor carriers.”

Other policies OOIDA opposes include:

• Lowering the interstate driving age
• Raising minimum liability insurance requirements
• Requiring electronic identifiers or tracking devices on trucks
• Mandating side underride guards
• Truck-only VMT (vehicle miles traveled) fees
• Mandatory hair testing
• Worker classification rules tied to speed limiter mandates
• The AMERICA DRIVES Act

How to Weigh In

The Department of Transportation is still accepting comments through Monday, September 8. Anyone interested can submit feedback through Regulations.gov by entering the Docket No. DOT-OST-2025-0468. As of September 2, nearly 2,500 comments had already been filed.

Source: Land Line Media

Image Source: Jared Murray (Unsplash)

The post OOIDA Pushes for Trucker Priorities in Next Highway Bill appeared first on Truck Drivers USA.

Why Were These ELDs Revoked?

According to the FMCSA, these devices failed to meet the minimum requirements outlined in their functional specification regulations. Gorilla Fleet Safety later confirmed they had self-revoked the registrations for all eight devices in December, citing that the devices were unsupported legacy applications.

Here’s the list of revoked devices, effective May 12:

• AllwaysTrack
• Command Alkon Trackit
• ELDX
• Gorilla Safety Compact ELD
• HCSS ELD
• LB Technologies FleetTrack HOS
• Simplex ELD 2GO
• Trucker Path ELD Pro

Next Steps for Carriers and Drivers

Drivers and carriers currently using any of these devices must replace them with compliant ELDs by July 11, 2025. Until then, FMCSA has provided the following guidance:

• Revert to paper logs or logging software to maintain accurate hours-of-service (HOS) records while making the transition.
• Inspectors are advised not to issue violations for “No record of duty status” or “Failing to use a registered ELD” before the replacement deadline. Instead, they may review paper logs, logging software, or data from the revoked ELD as backup documentation.

Consequences After July 11

After July 11, drivers and carriers who continue to use these revoked devices will face significant penalties:

• They will be considered as operating without an ELD, in violation of FMCSA guidelines (395.8(a)(1)).
• This can lead to out-of-service (OOS) orders as dictated by the Commercial Vehicle Safety Alliance (CVSA) criteria.

Will the Revoked Devices Return?

The FMCSA noted that the devices could be reinstated on its registered list if Gorilla Fleet Safety resolves the issues. However, the company’s statement regarding self-revocation indicates that updates are unlikely.

To remain compliant and avoid disruptions, motor carriers should act swiftly to transition to FMCSA-approved devices.

Source: Overdrive

The post FMCSA Revokes Eight Gorilla Fleet Safety ELDs appeared first on Truck Drivers USA.

This urgent development stems from the Federal Motor Carrier Safety Administration’s (FMCSA) decision in April to remove two chiropractors, Dr. Jenny Le and Dr. Dustin Mai, from its National Registry of Certified Medical Examiners. Both individuals, based in Houston, have been cited for failing to conduct DOT physicals in compliance with Federal Motor Carrier Safety Regulations.

Impact on Drivers

The removal of Dr. Le and Dr. Mai has affected 15,225 commercial motor vehicle operators who received medical examinations from them between March 2023 and March 2025. FMCSA has sent letters to these drivers alerting them to obtain a new medical certificate by May 10, 2025, to avoid their CDL being downgraded. State driver’s license agencies will initiate proceedings to downgrade licenses for drivers who fail to meet this requirement.

FMCSA’s Response

On April 11, FMCSA formally removed Dr. Le and Dr. Mai from the National Registry. The agency emphasized the importance of compliance in medical certifications, saying that the two chiropractors did not adhere to DOT regulations during their examinations.

“FMCSA’s primary mission is to enhance safety on our nation’s roadways,” said FMCSA Chief Counsel Jesse Elison in a statement. “Removing non-compliant medical examiners from the National Registry is a necessary step to maintain the integrity of the medical certification process and ensure that only qualified, properly trained professionals are certifying the physical qualifications of commercial motor vehicle drivers.”

FMCSA also revealed it requested an investigation by the DOT’s Office of Inspector General due to the unusually high volume of medical certifications issued by the pair over several years. The inquiry confirmed that Dr. Le and Dr. Mai had not applied the required medical standards.

What Drivers Need to Know

Drivers impacted by this action must act quickly and schedule a new DOT physical with a certified medical examiner. FMCSA maintains a searchable database of approximately 38,000 certified medical examiners on its official website, helping drivers locate a qualified professional in their area.

Protect Your CDL

To safeguard their livelihoods and comply with federal safety standards, affected drivers are urged to prioritize scheduling a new physical before the deadline. Missing this crucial step could lead to a suspension of driving privileges, impacting their careers and crucial logistics operations nationwide.

Visit the FMCSA website to find certified medical examiners near you and ensure your compliance today.

Source: Land Line

The post Urgent Deadline for Truckers to Renew DOT Physicals Approaching appeared first on Truck Drivers USA.

What is the International Roadcheck?

The CVSA International Roadcheck is an annual initiative designed to enhance road safety. This large-scale operation involves thousands of commercial vehicles and drivers being inspected at weigh stations, inspection sites, and even through mobile units. These inspections focus on verifying adherence to safety regulations, with results collected and shared publicly during the summer.

Each year, the Roadcheck focuses on specific areas of compliance, and this year, the spotlight is on drivers’ records of duty status (RODS) and vehicle tire safety.

What to Expect During the Inspections

CVSA-certified inspectors will primarily conduct the North American Standard Level I Inspection, a comprehensive 37-step procedure. This process ensures compliance with both drivers’ operational requirements and vehicles’ mechanical standards. Additionally, inspectors may vary their approach depending on circumstances, such as weather, using less stringent Level II or Level III inspections if needed.

Spotlight on Driver Safety

For drivers, inspections will include a thorough review of essential documents and compliance checks. Here are some specific areas inspectors will evaluate:

• Licenses and Certificates: Inspectors will review the validity of your license, commercial driver’s license (CDL), medical examiner’s certificate, and skill performance certificate (if applicable).

• Record of Duty Status (RODS): Your hours of service and compliance with the Drug and Alcohol Clearinghouse (in the U.S.) will be closely examined.

• Physical Condition: Inspectors will check for proper seat belt use and signs of drug or alcohol impairment.

Violations in these areas may result in the driver being declared out of service until issues are corrected.

Spotlight on Tires and Vehicle Safety

Inspectors will pay close attention to a vehicle’s tires, as proper maintenance is critical to overall safety. Areas of inspection include:

• Tread Depth

• Inflation Levels

• Visible Damage such as bulges, cuts, or sidewall issues

• Air Leaks or Tread Separation

Beyond tires, the Level I Inspection also evaluates a vehicle’s brake systems, lights, windshield wipers, coupling devices, cargo securement, and more. Additional checks for passenger-carrying vehicles include emergency exits, seat conditions, and electrical systems.

What Happens After an Inspection?

Vehicles that pass Level I or V Inspections without any serious safety violations earn a CVSA decal, valid for three months.

However, if serious violations are discovered, fleet operators and drivers must address these issues before the vehicle can return to service. These violations are classified within the North American Standard Out-of-Service Criteria and must be corrected immediately.

Alternate Inspection Levels

When weather or other conditions make full inspections challenging, inspectors may conduct a Level II Walk-Around or Level III Driver Credential and Administrative Inspection instead. Note, however, that only Level I and V inspections qualify for a CVSA decal.

Source: Truckers News

Image: CVSA

The post Save the Date for CVSA’s 2025 International Roadcheck Event – May 13-15 appeared first on Truck Drivers USA.

“We’re excited to have Lofta supporting the association,” said Megan Magensky, PMTA director of communications. “Their commitment to PMTA shows they are interested in promoting the trucking industry holistically. Their platform is focused on prioritizing driver health and safety, which aligns with PMTA’s mission.”

Prioritizing Driver Health with Lofta Direct

Lofta Direct, the company’s employer-focused solution, plays a key role in this partnership. This initiative demonstrates a joint commitment to supporting trucking professionals’ health, safety, and overall success. Sleep apnea is a significant concern in the trucking industry, affecting about 28% of commercial drivers, according to the Federal Motor Carrier Safety Administration. If untreated, the condition can lead to a fivefold increase in crash risk due to drowsy driving—making streamlined treatment a crucial step for driver safety and compliance.

Comprehensive At-Home Sleep Apnea Solutions

PMTA members now have access to Lofta Direct’s full spectrum of at-home sleep apnea care. The program enables drivers to receive fast and accurate diagnoses without the need for an overnight lab visit. Once diagnosed, ongoing CPAP therapy support is also provided, ensuring drivers remain compliant with federal health regulations, including medical card renewals for commercial drivers.

Lofta has developed a dedicated landing page exclusively for PMTA members, providing streamlined access to its resources. The collaboration also includes educational outreach in the form of email campaigns and health seminars, emphasizing the importance of sleep health to maintain safety on the road.

Learn More

For more details about Lofta Direct’s employer-focused sleep solutions, visit www.lofta.com/direct. To explore the Pennsylvania Motor Truck Association’s efforts in supporting the trucking community, check out www.pmta.org.

Source: The Trucker

The post Lofta Teams Up with PMTA to Simplify Sleep Apnea Care for Truck Drivers appeared first on Truck Drivers USA.