The important part is knowing what kind of problem an inspector found. A driver issue is not corrected the same way as a vehicle issue, and some violations take much longer to clear than others.

For drivers, understanding the most common out-of-service causes can make it easier to catch problems before they turn into delays during a roadside inspection.

Driver And Vehicle Out-of-Service Violations Are Different

A driver’s out-of-service order means the driver cannot legally operate a commercial motor vehicle until the issue is corrected.

A vehicle out-of-service order means the truck or trailer cannot legally continue until the equipment issue is fixed.

That difference matters. A driver may be fully qualified while the vehicle is parked for a brake, tire, steering, lighting, or cargo securement problem. Another driver may have a truck that is safe to operate but still be placed out of service because of logs, license status, medical certification, or drug and alcohol compliance.

Knowing which side of the inspection caused the order helps determine what happens next.

Hours Of Service Problems

Hours-of-service issues are one of the most common reasons drivers are placed out of service. A driver may be stopped for exceeding driving limits, exceeding on-duty limits, reaching the 60-hour or 70-hour limit, or failing to take required off-duty time.

These violations are usually found through electronic logging records and supporting documents. By the time an inspection begins, the problem may already be visible in the driver’s records.

That is why reviewing available hours before accepting a dispatch can matter just as much as checking them during the trip.

CDL And Qualification Issues

A roadside inspection can also uncover problems with a driver’s authority to operate. A driver may be placed out of service if CDL privileges are suspended or revoked, if the proper endorsement is missing, or if the driver is not qualified for the operation being performed.

These problems often come up during the document review portion of an inspection. They may not have anything to do with how well the driver is operating the truck at that moment, but they can still stop the trip immediately.

Medical Certification Problems

Many commercial drivers must maintain a valid Medical Examiner’s Certificate. If that certification is expired, missing, or not properly maintained, the driver may be placed out of service.

This is one of the more preventable problems because expiration dates are known ahead of time. Trouble usually starts when the date is missed, the record is not updated, or the driver assumes the information has already been handled.

Drug And Alcohol Violations

Drug and alcohol violations can result in immediate out-of-service consequences.

Examples include operating with a prohibited alcohol concentration, refusing a required test, using prohibited controlled substances, or failing to meet applicable drug and alcohol requirements.

These violations can also involve additional return-to-duty steps before a driver can legally operate again.

Vehicle Defects That Can Stop the Truck

A driver can meet every qualification requirement and still be delayed if the vehicle is placed out of service.

Inspectors may stop a truck or trailer for serious defects involving brakes, tires, steering components, lighting systems, or cargo securement.

Some problems can be corrected quickly if parts or roadside service are available. Others require a shop visit before the vehicle can legally move.

That is why pre-trip inspections matter. They give drivers a chance to find obvious equipment problems before enforcement does.

Some Violations Take Longer to Clear Than Others

Not every out-of-service order creates the same delay. A lighting problem may be repaired quickly. A serious brake issue may take longer. A driver with no available hours may need to wait. A licensing, endorsement, medical, or drug and alcohol issue may require updated records or additional compliance steps.

The violation itself determines the timeline. That is one reason two drivers can both receive out-of-service orders and have very different outcomes.

The Inspection Report Still Matters Later

Getting back on the road does not erase the inspection. Out-of-service violations can remain part of safety and compliance records after the immediate issue has been corrected. Those records may matter to carriers, safety departments, future employers, and enforcement agencies reviewing inspection history.

Avoiding preventable violations is not only about saving one trip. It can also help protect a cleaner record over time.

Catching Problems Before the Inspection

Most out-of-service risks are easier to handle before a roadside inspection begins. Drivers can review available hours before accepting a load, check medical and licensing information before the next trip, confirm endorsements before hauling freight that requires them, and report equipment concerns before they become roadside failures.

Not every issue can be predicted. Many preventable out-of-service violations, however, start with something that could have been found earlier.

Frequently Asked Questions

What does an out-of-service order mean?

It means a driver, vehicle, or both cannot continue operating until the violation has been corrected.

Can a truck be placed out of service even if the driver did nothing wrong?

Yes. Serious equipment defects can place the vehicle out of service while the driver remains qualified.

Can a driver be placed out of service if the truck is safe?

Yes. Hours of service, licensing, medical certification, endorsement, and drug or alcohol violations can affect the driver’s legal ability to operate.

What violations often surprise drivers?

Expired medical certification, missing endorsements, log issues, and equipment defects found during inspection can catch drivers off guard.

Can every out-of-service violation be fixed roadside?

No. Some can be corrected quickly, while others require repairs, off-duty time, documentation updates, or additional compliance steps.

Does an out-of-service violation matter after it is corrected?

Yes. Inspection results can remain part of safety and compliance records after the driver or vehicle returns to service.

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: June 10, 2026

The post What Can Place a Truck Driver Out of Service During a Roadside Inspection appeared first on Truck Drivers USA.

The Federal Motor Carrier Safety Administration, working alongside the U.S. Department of Agriculture, has issued a temporary waiver aimed at helping fertilizer products reach farms during a period of supply uncertainty.

Federal officials say the action has been taken to address fertilizer shortages affecting American agriculture while maintaining an equivalent level of safety.

Global Supply Issues Prompt Federal Response

According to federal agencies, the war in Iran and the closure of the Strait of Hormuz have restricted global fertilizer shipments, creating concerns about supply availability during a critical application period for farmers.

In response, the Department of Agriculture has launched what it describes as a government-wide effort to strengthen fertilizer supplies in the United States.

That effort includes reducing shipping costs, expanding fertilizer production, and cutting regulatory barriers that could slow deliveries to agricultural customers. Transportation is a key part of that strategy, which led to this decision.

Certain Hours of Service and ELD Rules Are Suspended

The waiver applies to motor carriers and commercial drivers transporting straight or blended fertilizer products for commercial farming and agricultural purposes.

Under the temporary relief, certain Hours of Service requirements contained in 49 CFR 395.3 are suspended for qualifying operations.

The waiver also temporarily suspends Electronic Logging Device requirements under 49 CFR 395.8(a)(1)(i).

Waiver Remains Active Through August

The emergency relief took effect on May 26 and will remain in place until 11:59 p.m. on Aug. 26.

Drivers and carriers transporting qualifying fertilizer products in covered states may operate under the waiver throughout that period.

States Included in the Waiver

The waiver covers Alabama, Arkansas, California, Delaware, Florida, Georgia, Idaho, Illinois, Indiana, Iowa, Kansas, Kentucky, Louisiana, Maryland, Michigan, Minnesota, Mississippi, Missouri, Montana, Nebraska, North Carolina, North Dakota, Ohio, Oklahoma, Oregon, Pennsylvania, South Carolina, South Dakota, Tennessee, Texas, Virginia, Washington, West Virginia, Wisconsin, and Wyoming.

For drivers involved in agricultural freight, the waiver provides temporary regulatory flexibility as federal agencies work to keep fertilizer moving to farms during a critical part of the growing season.

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 drivers can use.

Last updated: June 3, 2026

Source: Truckers News

The post FMCSA Temporarily Eases Regulations for Fertilizer Shipments In 36 States appeared first on Truck Drivers USA.

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.

FMCSA placed the Safe ELD platform for both iOS and Android, along with the MyLogs ELD, into revoked status after determining the devices failed to meet federal technical requirements tied to ELD regulations.

The removals are part of FMCSA’s ongoing effort to eliminate noncompliant devices from the federal registry.

“Since January 2025, FMCSA has taken decisive action — removing 67 noncompliant devices that failed to meet federal standards — to protect the integrity of the ELD program, and we will continue to identify and remove any device that falls short,” said FMCSA Administrator Derek Barrs.

For carriers and drivers currently using the affected systems, July 7 is the key deadline.

Drivers Must Transition to Compliant Logging Systems

Motor carriers have up to 60 days to replace the revoked devices with compliant ELDs. Until replacements are installed, drivers using the affected systems are required to track hours of service records through paper logs or approved logging software.

FMCSA said enforcement officers are being encouraged not to issue citations for no-logbook violations or for failure to use a registered ELD before July 7, as long as drivers can still provide valid hours-of-service documentation through backup records.

During inspections, officers may request paper logs, logging software records, or ELD display information while carriers complete the transition process.

After July 7, however, drivers and carriers continuing to use the revoked systems may be treated as operating without a compliant ELD during roadside inspections and enforcement actions.

FMCSA Encourages Carriers Not To Wait

According to FMCSA, the devices were removed because the companies failed to meet minimum technical requirements established under federal ELD regulations tied to Part 395 compliance standards.

Questions sent to the ELD providers regarding the revocations and plans reportedly went unanswered as of publication.

FMCSA also noted the devices could potentially return to approved status if the providers correct the identified deficiencies. If that happens, the agency said it would restore the devices to the approved registry and notify the industry.

Still, regulators are encouraging carriers to move forward with replacements now rather than risk future compliance issues tied to revoked systems.

For truck drivers, the latest removals highlight how quickly ELD compliance status can change as FMCSA continues reviewing devices listed on the federal registry.

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 13, 2026

Source: Commercial Carrier Journal

The post Truck Drivers Using These ELDs Have Until July 7 To Replace Them appeared first on Truck Drivers USA.

For more than a decade, parking has remained one of the most persistent problems tied to freight movement. Lost time searching for a safe place to stop cuts into productivity and adds pressure to already tight schedules. The issue has also been linked to serious safety concerns when drivers are left with no option but to park in unsafe or unauthorized locations.

Longstanding Problem With No Quick Fix

The scale of the problem has drawn attention at the highest levels. The National Transportation Safety Board took the unusual step of backing legislative action after investigating a fatal crash involving a truck parked along a highway shoulder.

“It appears that essentially the same obstacles we were facing two decades ago are the same obstacles we’re facing today,” NTSB member Thomas Chapman said. “It’s a funding issue. I’m guessing in some respects, it might be more than funding. It could be available space, but this is a problem that has been around for a long time, and it’s only getting worse.”

Funding Moves Forward but Gaps Remain

A federal spending package signed in February included $200 million dedicated to expanding truck parking. While that investment marks progress, it does not come close to solving the shortage on its own.

Beyond funding, another challenge continues to slow expansion efforts. Many communities and local decision makers still do not fully understand how truck parking impacts safety, freight efficiency, and local economies. Even when awareness exists, projects can face resistance at the local level.

New Study Aims to Quantify the Impact

The Federal Motor Carrier Safety Administration is now preparing a study designed to put hard data behind what drivers already experience on the road.

On April 6, the agency published a notice in the Federal Register requesting input for a study focused on measuring the real world benefits of adding truck parking capacity.

According to FMCSA, “there is a lack of research on the actual precise monetary benefits of new truck parking spaces.” The goal is to build a clearer picture that can support future decisions and funding efforts.

What Drivers Will Be Asked

The study will gather detailed input on how parking shortages affect daily operations. Drivers will be asked about how often and how long they:

• Park in unauthorized locations
• Shut down early to secure a spot
• Leave planned routes to find parking
• Push hours of service limits while searching for space

This level of detail is intended to capture the real cost of the issue, from lost time to safety risks. The results will be combined with other research to help guide where new parking should be built and how those projects are presented to local communities.

Why Participation Matters

The effectiveness of the study depends on how much real world input it receives. Data collected from drivers will shape how the issue is understood by policymakers, planners, and private investors.

Public comments on how the study will be conducted are due May 6. To submit a comment, click here or go to Regulations.gov and enter Docket No. FMCSA-2025-0787.

A Chance to Influence What Comes Next

Parking shortages are not new, and neither are the challenges tied to solving them. What may change is how the issue is documented and presented moving forward.

By contributing feedback, drivers have an opportunity to put real experiences into the data being used to guide future decisions.

The post Federal Push to Address Truck Parking Shortage Turns to Driver Input 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.

Instead of guessing, technology platforms are now mapping real parking behavior from Class 8 trucks across the country and using that information to guide future investment.

Why Smaller Parking Locations May Matter More Than Mega Lots

Chris Oliver, chief marketing officer at Trucker Path, believes the solution is not always massive parking developments.

“A big piece of land with 500 truck parking spaces might knock a tiny dent in the national truck parking crisis in America,” Oliver said. “Then you’re more likely to be where the driver needs you to be when you need to be there. As those hours of service start to weigh down, you’re not always a half hour away from a giant parking location with 500 spots. You’re often in different places, so having smaller pockets more ubiquitously placed across the geography is, in my opinion, the answer.”

That idea lines up with what drivers experience daily. Parking demand is spread out, especially along ramps and corridors where trucks naturally shut down when clocks expire.

Truck Parking Remains a Top Industry Pain Point

The shortage is not anecdotal. Truck parking ranked as drivers’ second biggest concern and carriers’ ninth biggest concern in the American Transportation Research Institute’s most recent Top Industry Issues list.

Data from the Altitude by Geotab platform shows just how widespread the problem is. Between November 1, 2024, and October 31, 2025, there were approximately 330,000 long-duration heavy-duty truck parking events on interstate ramps nationwide. Indiana, Illinois, and Tennessee topped the list by state, while Atlanta, Indianapolis, and the New York Newark area ranked highest among metro regions.

That data is increasingly important as more than 200 million dollars in federal funding has been set aside specifically for expanding truck parking infrastructure.

How Parking Data Is Being Collected and Analyzed

Trucker Path relies heavily on driver participation. The app currently lists about 29,000 truck parking locations. When drivers enter or exit those areas, the app prompts them to report availability.

According to Oliver, drivers digitally visit those locations about 27 million times per month and submit roughly 1.9 million parking availability reports monthly.

“Parking locations and their availability are one of the most clicked upon data points within Trucker Path, and it’s also the most shared crowdsourced information that we have,” Oliver said.

On the analytics side, Altitude by Geotab pulls from more than 100 billion data points across its vehicle ecosystem. Users can filter parking behavior by vehicle class, engine type, operation style, such as long haul or regional, industry segment, road type, and location. Thresholds can even be set to isolate stops lasting eight hours or longer.

“You can get that level of detail and really start pinpointing some of the context, rather than just anecdotally see a lot of trucks at a particular ramp,” said Nathaniel Veeh, associate vice president of business development at Altitude. “Rather than that, they could actually use that, plus the other measurements behind it to understand what’s actually going on and like, ‘okay, this is a smart investment for me.’”

The platform is used by public agencies and private companies to guide parking investments, inform regulations, improve route planning, and support driver retention.

Real-Time Parking Visibility Is Expanding

Another system, Streetline, recently completed its first year working with the Arizona Department of Transportation. During that time, it logged nearly two million parking events and delivered real-time space availability along Interstate 10.

Streetline reports a 95 percent accuracy rate using camera-based artificial intelligence, machine learning, and cloud analytics. The system accounts for changing weather, lighting, and traffic conditions and feeds information directly into transportation and traveler information platforms. It is now active in eight states.

“For truck drivers, reliable access to safe parking isn’t a convenience; it’s a critical necessity,” said Tony Bradley, president and CEO of the Arizona Trucking Association. “Over the past year, the I-10 Truck Parking Availability System has made a real difference by providing drivers with real-time information to schedule their daily breaks, support hours-of-service compliance, and make safer decisions at the end of a long day. We applaud the Arizona Department of Transportation and Streetline for delivering a viable solution that improves safety and gives drivers greater confidence on the road.”

Finding Parking Matters as Much as Building It

Even when parking exists, drivers still need to locate it in time. Oliver pointed to earlier ATRI research showing drivers spend up to 45 minutes per day searching for parking. Trucker Path’s own user survey from late 2025 found that the number dropped to 19 minutes when drivers used the app.

Trucker Path’s free version shows parking within a default radius. Paid users can see likely availability at upcoming locations based on historical patterns.

“There really are two sides to this,” Oliver said. “One is building enough spaces, which you know is happening and will take a while, but the other side is just making them discoverable and understanding if there’s really any parking there. That second side is where we come in … We’re not building parking spaces; we’re just making them discoverable.”

Source: Commercial Carrier Journal

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What Happens During International Roadcheck

International Roadcheck is not a paperwork only stop. Inspectors follow a 37 step Level I inspection process that examines both the driver and the vehicle. Enforcement officers review driver credentials, hours of service records, and safety compliance while also conducting a full mechanical inspection of the truck and trailer. Data collected during the event is later released publicly and helps guide future enforcement priorities.

ELD Tampering Is the Driver Focus for 2026

Each year, Roadcheck highlights one primary driver violation category. For 2026, inspectors are placing special emphasis on electronic logging device tampering, falsification, or manipulation. Inaccurate ELD entries can result from misunderstanding federal regulations or exemptions. In other cases, records are intentionally altered to hide hours of service violations. Some logs have been manipulated to conceal driving time without showing required edit indicators under federal rules. ELD compliance has drawn increased scrutiny over the past year. In December, the Federal Motor Carrier Safety Administration announced a proposal to overhaul the ELD vetting process. While the proposal stopped short of requiring third party certification, it highlighted growing concerns across the industry. Last year, falsification of record of duty status was the second most cited driver violation, totaling 58,382 violations. Five of the top ten driver violations were related to hours of service or ELD compliance.

Cargo Securement Is the Vehicle Priority

On the equipment side, cargo securement is the primary vehicle focus for International Roadcheck 2026. Improper or inadequate securement affects vehicle handling and creates serious safety risks when loads shift, leak, spill, or fall. Inspectors will closely examine tiedowns, dunnage, and load placement throughout the three day blitz. In 2025, 18,108 violations were issued for cargo not secured to prevent leaking, spilling, blowing, or falling. Another 16,054 violations were issued for vehicle components or dunnage that were not properly secured. Cargo securement has been a recurring concern for CVSA and was also a focus area during the 2023 Roadcheck.

What Inspectors Check on the Driver Side

During the driver portion of a Level I inspection, officers verify the driver’s license and qualifications, record of duty status, medical examiner’s certificate, seat belt use, skill performance evaluation certificate when applicable, and Drug and Alcohol Clearinghouse status in the United States. Inspectors also watch for signs of alcohol or drug impairment. If an out-of-service violation is found, the driver is prohibited from operating the vehicle until the issue is corrected.

What Inspectors Check on the Vehicle Side

The vehicle inspection covers nearly every major system, including brake systems, cargo securement, coupling devices, driveline and driveshaft components, fuel and exhaust systems, frames, steering mechanisms, suspensions, tires, wheels, rims, hubs, lighting devices, windshield wipers, and the driver’s seat. If out of service violations are identified, the vehicle cannot be moved until those issues are properly addressed.

CVSA Decals and What They Mean

Vehicles that successfully pass a Level I or Level V inspection without critical violations may receive a CVSA decal valid for up to three months. A valid decal signals to enforcement officers that the vehicle was recently inspected and did not have out of service violations, which may reduce the likelihood of repeat inspections during that period.

Who CVSA Is and Why Roadcheck Happens

The Commercial Vehicle Safety Alliance is a nonprofit organization made up of commercial motor vehicle safety officials and industry representatives from local, state, provincial, territorial, and federal agencies across Canada, Mexico, and the United States. CVSA’s mission is to improve commercial motor vehicle safety and enforcement through education, guidance, and collaboration between regulators and the trucking industry, with the goal of preventing crashes, injuries, and fatalities across North America.

Source: Heavy Duty Trucking

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Tripling Its Driverless Network

The Pittsburgh-based company said it has tripled its driverless trucking network to 10 routes. Aurora’s latest software update allows its Aurora Driver autonomous control system to handle longer lanes, reach customer endpoints directly, and navigate a wider range of adverse weather conditions.

“As expanding across the Sun Belt and introducing customer endpoints enables us to provide our customers with the capacity they need to move goods at a scale that wasn’t possible before,” said Chris Urmson, co-founder and CEO of Aurora. “Being a carrier is a game of margins, and if autonomy can work around the clock, it will be key to growing our customers’ businesses.”

Driverless Lanes Across the Sun Belt

Aurora now operates driverless freight lanes on key southern corridors, including:

• Dallas to Houston
• Fort Worth to El Paso
• El Paso to Phoenix
• Fort Worth to Phoenix
• Dallas to Laredo

The new Fort Worth to Phoenix route, approximately 1,000 miles, exceeds current HOS limits for a single driver. Aurora says operating without mandatory rest breaks allows the Aurora Driver to reduce transit times and increase equipment utilization.

Early Customers and Miles Logged

Companies like Hirschbach Motor Lines are already testing the Fort Worth–Phoenix lane, supporting long-haul freight. Aurora reports more than 250,000 driverless miles as of January 2026 with zero Aurora Driver-attributed collisions.

Aurora is also expanding supervised autonomous deliveries to customer facilities, including:

• Hirschbach Motor Lines – Dallas to Laredo for Driscoll’s
• Detmar Logistics – Midland to Capital Sand’s mining site in Monahans, Texas
• A Phoenix-based facility for one of the largest U.S. carriers

Weather Handling Improvements

The new software update allows Aurora Driver to operate in challenging conditions such as rain, fog, and heavy winds. Aurora noted that weather previously limited driverless operations in Texas about 40% of the time, and this update is expected to boost uptime and vehicle utilization across the varied Sun Belt climate.

Scaling Toward 200+ Trucks

Aurora plans to launch its next-generation hardware kit on the International LT Series platform in Q2 2026, operating without a ride observer. The company expects over 200 autonomous trucks on the road by year-end and reports that commercial truck capacity is fully booked through Q3 2026, highlighting rising demand for autonomous freight.

What This Means for Truck Drivers

While Aurora continues to expand driverless operations, the technology is currently supplementing traditional trucking rather than replacing it entirely. Human drivers remain critical for route supervision, maintenance, and customer interactions, particularly on complex delivery runs.

Source: Trucking Info

The post Aurora Validates 1,000-Mile Driverless Truck Route from Fort Worth to Phoenix appeared first on Truck Drivers USA.

The Federal Highway Administration is conducting a nationwide survey to assess how well states are providing parking and rest facilities for commercial motor vehicles involved in interstate transportation. The effort is aimed at better understanding current capacity, gaps, and limitations related to truck parking infrastructure.

Separate Surveys for Drivers and Carriers

FHWA is collecting feedback through two separate surveys, one designed specifically for truck drivers and another for motor carriers. By separating responses, the agency is seeking clearer insight into how parking availability affects both day-to-day operations and broader fleet planning.

The survey focuses on the ability of states to support required rest periods and safe parking needs tied to hours-of-service compliance.

Deadline and Contact Information

Survey responses must be submitted by February 27.

Anyone with questions about the survey or participation process may contact Walter Satterfield at walter.satterfield@dot.gov.

FHWA’s findings are expected to inform future discussions around truck parking policy, funding priorities, and infrastructure planning at the state and federal level.

Source: Truckers News

The post FHWA Seeks Driver and Carrier Input on Truck Parking Availability appeared first on Truck Drivers USA.