The platform, called Motus, will eventually handle carrier registrations, USDOT numbers, and required updates through a single interface. FMCSA says the system is intended to modernize a process that many carriers have long described as slow, fragmented, and vulnerable to misuse.

Why FMCSA is replacing the current system

Carriers familiar with the existing registration process know it often involves extensive paperwork, long review timelines, and limited visibility into application errors. FMCSA has also raised concerns about fraud under the current structure, including cases where carriers shut down by the agency reappear under new names.

The move toward a new registration framework was directed by the Moving Ahead for Progress in the 21st Century Act, commonly known as MAP-21, which was signed into law in 2012. While the legislation is often associated with infrastructure funding, it also included reforms aimed at improving oversight and accountability within the motor carrier industry.

Motus represents the next phase of those reforms, building on earlier efforts such as the Unified Registration System, which moved much of the process online.

When carriers can expect access

FMCSA does not expect Motus to be available to motor carriers or brokers until later in 2026 at the earliest. Carriers planning to apply for authority in the near term will still need to follow the current registration process.

During 2026, the new system is being opened to transportation service providers such as insurance companies, sureties, and certain financial institutions. FMCSA says this staged approach will allow those entities to be fully prepared to support carriers once Motus is opened more broadly.

The agency plans to issue a proposed rule in March 2026 outlining how Motus will operate. That proposal will be followed by a public comment period before a final rule is adopted. FMCSA has said carriers will receive advance notice and guidance ahead of any required transition.

What Motus changes operationally

Motus will replace portions of the existing FMCSA portal and the Unified Registration System with what the agency describes as a “single, more secure and user-friendly platform.” The name Motus is not an acronym. According to FMCSA, it is derived from a Latin word meaning “movement” or “motion.”

Under the new system, carriers will manage USDOT number filings and biennial updates through one dashboard. Motus will rely on Login.gov for account access and will incorporate IDEMIA biometric identification tools along with business address validation to reduce fraudulent registrations.

FMCSA says the system is designed to flag errors during the application process rather than weeks later, a common frustration under the current model. The interface is also being built to function across desktop computers, tablets, and mobile devices.

To help users understand how the system works, FMCSA has published a document titled “Supporting Company Job Aid.” While the guide currently applies to entities that can already access Motus, it outlines the general structure of the registration process that carriers can expect once the system opens.

Questions around DOT and MC numbers

One unresolved issue tied to Motus is how FMCSA will handle DOT and MC numbers moving forward. Today, DOT numbers function as safety identifiers used during inspections and enforcement actions, while MC numbers represent a carrier’s authority to operate in interstate commerce.

FMCSA has indicated that it intends to explore phasing out MC numbers as the Motus system evolves. Under that approach, a carrier’s DOT number would remain the primary identifier, with an added suffix indicating the type of operation, such as household goods or brokerage. Those suffixes would not be required to appear on the sides of commercial vehicles, meaning truck markings would display only the DOT number.

Any changes to numbering requirements would be addressed through future rulemaking.

Fees and transition planning

FMCSA has stated that the rollout of Motus will not include registration fee increases. However, the agency has noted that fee adjustments could still be proposed separately through future regulatory actions.

Carriers will need a Login.gov account to access Motus, whether registering for the first time or maintaining an existing registration. Even carriers that already hold DOT or MC numbers will be required to use Login.gov once records are fully managed through the new platform.

Identity verification and principal place of business validation will also be part of the process. For smaller carriers and owner-operators, the principal place of business is often a home address or garage. Larger fleets with multiple locations will need to designate a specific site for FMCSA records.

Paper forms will remain available for now. While FMCSA intends for Motus to streamline online registration and improve efficiency, carriers that prefer paper filings will still have that option during the transition.

A modernization effort years in the making

Motus represents the most significant change to carrier registration since the introduction of the Unified Registration System. FMCSA frames the project as a modernization effort aimed at improving security, reducing fraud, and making compliance easier to manage for carriers of all sizes.

For carriers and industry stakeholders, the system signals a shift toward tighter identity controls and a more centralized registration process, with further details expected as rulemaking moves forward.

Source: The Trucker

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In a notice of proposed rulemaking published Friday, Jan. 9, FMCSA proposed extending the length of automatic emergency relief triggered by a federal emergency declaration from 14 days to 30 days.

The proposal follows multiple petitions asking the agency to reconsider changes made in a final rule issued in October 2023. That earlier rule significantly narrowed both the duration and scope of regulatory relief available during emergencies.

Why FMCSA Is Reconsidering the Timeline

Under the current rule, when an emergency is declared, eligible motor carriers and drivers automatically receive hours-of-service relief for 14 days. After that window closes, carriers must request extensions if emergency conditions persist.

Before the 2023 rule change, emergency declarations triggered a 30-day automatic exemption from all regulations listed in 49 CFR Parts 390 through 399. For local emergencies lasting five days or fewer, the exemption applied only to hours-of-service rules under sections 395.3 and 395.5.

Several organizations challenged the shortened timeline, arguing that 14 days often does not reflect the reality of major emergencies.

OOIDA, the Commercial Vehicle Safety Alliance, the Montana Department of Transportation, and the National Propane Gas Association were among those who submitted petitions.

“In our experience, the current 30-day period provides sufficient time to deliver emergency assistance without negatively impacting safety,” OOIDA wrote in 2023. “We are unclear on exactly why FMCSA is proposing these regulatory changes at this time.”

FMCSA acknowledged that most petitioners focused on the time limitation, stating the 14-day window was too short to address large-scale or prolonged events.

Recent Emergencies Highlight the Challenge

FMCSA cited several real-world situations where relief extended well beyond two weeks, including the collapse of the Francis Scott Key Bridge, wildfires across the western United States, and hurricanes that impacted North Carolina in 2024.

In those cases, freight movement tied to recovery efforts continued long after the initial emergency declaration period expired.

The agency also noted the administrative burden associated with extension requests. Submitting, reviewing, and approving emergency extensions creates added costs and delays for both carriers and regulators during already strained conditions.

What the Proposed Change Would Do

If finalized, the rule would restore a 30-day automatic relief period when a federal emergency declaration is issued. FMCSA has not proposed expanding the scope of the exemptions beyond what is currently allowed, but the longer window would reduce the need for repeated extension requests during prolonged emergencies.

FMCSA notified petitioners in January 2025 that it would formally reconsider the 14-day limit, leading to the proposal released this month.

Current Emergency Declarations Remain Active

As of Jan. 9, emergency declarations were active in several states, including New York, Washington, Connecticut, Maine, and Oregon. FMCSA regional emergency declarations were also in effect in other states dealing with fuel shortages and severe winter weather.

How to Submit Comments

FMCSA is accepting public comments on the proposed rule change through March 10. Stakeholders can submit feedback by visiting Regulations.gov and searching for Docket No. FMCSA-2025-0124.

The outcome of this proposal could shape how effectively the trucking industry responds to future emergencies, particularly those that stretch beyond short-term disruptions.

Source: Land Line Media

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To help fleets build deeper internal expertise, J.J. Keller has launched a new training and certification program designed specifically for safety, compliance, and operations professionals who work with motor carriers.

A Program Built Around Real Fleet Scenarios

The Certified Transportation Regulatory Expert Certification Program focuses on the practical application of the FMCSRs rather than rote memorization. Participants work through live drills, interactive instruction, tabletop exercises, and audit simulations that reflect real-world situations fleets encounter during enforcement activity and internal reviews.

The curriculum covers a broad range of compliance responsibilities, starting with regulatory structure and interpretation, DOT registration requirements, insurance obligations, and recordkeeping standards. It also includes detailed training on driver qualification files, Drug and Alcohol Testing Clearinghouse requirements, and strategies to reduce audit exposure.

Hours of Service compliance and electronic logging device management are addressed with an emphasis on log auditing, applicable exceptions, and preventing falsification. Vehicle maintenance programs, driver vehicle inspection reports, cargo securement, hazardous materials compliance, and the role of advanced safety technologies are also part of the program.

In addition, participants receive training on CSA scoring, safety ratings, and effective responses to Notices of Violation and claims, areas that often present the greatest risk for fleets.

Format and Certification Details

The CTRE Certification Program is delivered as a five-day, in-person course held at J.J. Keller’s corporate headquarters in Neenah, Wisconsin. Small group instruction allows for discussion, hands-on learning, and scenario-based problem solving.

Participants receive access to compliance resources during the program, along with ongoing updates to help them stay current as regulations evolve. The certification is valid for three years, with recertification available through a remote examination.

Supporting Fleet Leaders Under Compliance Pressure

J.J. Keller positions the program as a way for fleets to develop internal leadership and consistency around regulatory compliance rather than relying exclusively on outside consultants.

“Fleet professionals are under constant pressure to maintain compliance while managing operational demands,” said Dustin Kufahl, vice president of consulting and training services at J.J. Keller, in a news release.

“The CTRE Certification Program gives them the tools, knowledge, and confidence to not only meet the regulatory requirements but to excel as leaders in their organizations. On top of that, they earn an industry credential recognizing their achievement.”

Kufahl emphasized the program’s practical value, adding, “This certification is more than a credential; it’s a career accelerator. Participants walk away with practical strategies to reduce legal risk, improve safety practices, and protect their fleets from costly violations.”

What Fleet Operators Should Take Away

For fleet owners and safety leaders, structured compliance education can play a direct role in reducing violations, improving inspection outcomes, and strengthening risk management practices. Building in-house regulatory expertise allows fleets to respond faster to enforcement actions and maintain consistent standards across terminals and regions.

Enrollment is now open for upcoming sessions, with the first scheduled for March 2 through March 6, 2026. Additional information is available at JJKeller.com/CTRE or by calling 833 708 4633.

Source: Heavy Duty Trucking

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According to an FMCSA media release, the device affected is the ROBINHOOD ELD, Model R-Hood, ELD Identifier RHD481. The removal comes as a result of the provider failing to meet the agency’s minimum compliance requirements.

Motor carriers and drivers currently relying on these devices have a 60-day window to transition to a compliant ELD to continue logging Hours of Service (HOS) data correctly.

Drivers and carriers must follow these steps:

• Stop using the revoked ROBINHOOD ELD immediately and temporarily use paper logs or approved logging software to maintain HOS records.
• Replace the delisted device with an FMCSA-compliant ELD from the Registered Devices list before November 18, 2025.

Failure to comply with these instructions could result in HOS violations and regulatory penalties.

This removal serves as a reminder for fleets and drivers to ensure their ELDs remain on the FMCSA Registered Devices list to maintain compliance and avoid operational disruptions.

Source: The Trucker

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On Thursday, August 28, the Commercial Vehicle Safety Alliance (CVSA) shared the results from its annual hazardous materials and dangerous goods inspection effort. The five-day blitz, conducted from June 9 through June 13, aims to “reduce hazardous materials/dangerous goods incidents and encourage uniformity and consistency in the application of the regulations.”

Inspectors examined 4,629 commercial motor vehicles across the United States and Canada during the event. A total of 1,169 hazardous materials violations were found, with 598 of those resulting in vehicles being placed out of service until the issues were corrected.

CVSA reported that 45 jurisdictions participated in the blitz, including 35 U.S. states and 10 Canadian provinces. Vehicles with out-of-service violations were immediately removed from operation to prevent further risk.

“The transportation of HM/DG demands rigorous training and heightened compliance requirements,” CVSA said in a statement. “For motor carriers and drivers, safely transporting HM/DG is imperative to the safety of the driver, the public, and the environment.”

The most frequent violations identified in U.S. inspections were non-bulk placarding 104, bulk package marking 99, and bulk placarding 88.

Meanwhile, 831 vehicles, nearly 18 percent of those inspected, received CVSA decals. These decals indicate that no critical vehicle or specific cargo tank violations were found and remain valid for up to three months. Vehicles displaying a decal are typically not subject to re-inspection during that period.

For context, last year’s safety blitz involved 3,929 inspections, with over 85 percent of vehicles found to have no critical violations, showing consistent compliance improvements within the industry.

Source: Landline Media

Image Source: Jared Murray (Unsplash)

The post Nearly 600 Commercial Vehicles Removed from Service During Hazmat Safety Blitz appeared first on Truck Drivers USA.

What the Declaration Covers

The emergency declaration provides temporary relief from maximum driving time requirements for motor carriers and drivers directly involved in delivering essential fuels. These include heating fuel, propane, natural gas, heating oil, gasoline, and diesel. The order applies to trucking operations across all 48 contiguous states and the District of Columbia.

FMCSA clarifies that “direct assistance” refers to transportation and services directly tied to restoring essential supplies and services. However, it does not cover long-term infrastructure repairs or routine commercial shipments. For example, mixed cargo loads containing only a small quantity of qualifying emergency relief supplies are not eligible under this provision.

Conditions and Restrictions

Motor carriers or drivers under an existing out-of-service order are not permitted to operate under this emergency declaration unless they meet the necessary compliance requirements.

Once the emergency relief efforts are complete, carriers and drivers must adhere to standard hours-of-service regulations. However, drivers may return empty to their terminals or regular work-reporting locations. When transitioning from emergency operations back to standard commercial activities, a mandatory 10-hour rest period is required if total working hours—combining emergency relief and regular operations—reach or exceed 14 hours.

Additional State-Level Relief

While the FMCSA’s order serves as a national measure, individual states may offer additional relief for carriers and drivers. As of Tuesday, January 28, nine states have localized emergency declarations in place to support fuel transportation and other critical needs.

Source: Land Line

The post Emergency Fuel Relief Extended to February 15 – What Truckers Need to Know appeared first on Truck Drivers USA.

The notice details the finalized updates, includes responses to stakeholder feedback, and lays out the steps for implementation.

Current Program Overview

The FMCSA’s Crash Preventability Determination Program reviews 16 specific collision types, with the goal of identifying crashes that are “not preventable” by drivers of commercial motor vehicles (CMVs). Once classified, these determinations are reflected within the FMCSA’s Safety Measurement System (SMS), helping to distinguish between preventable and not-preventable incidents.

Between May 1, 2020, and Dec. 30, 2022, nearly 39,000 data review requests were submitted to the FMCSA under this program. Among those requests, 72.5% were deemed eligible for review under one of the 16 crash categories. Of the eligible submissions, 96% resulted in a determination that the collisions were not preventable.

Expanding the Scope of Eligible Crashes

To broaden its impact, the FMCSA intends to add four new crash types to the program, doubling its capacity to evaluate collisions annually. The newly added crash types include the following scenarios:

1. Side Impact in Same Direction

When a commercial motor vehicle (CMV) is struck on its side by a motorist traveling in the same direction.

1. Entry From Private Driveways or Parking Lots

When a CMV is hit because another motorist was entering the roadway from a private driveway or parking lot.

1. Loss of Vehicle Control by Another Motorist

When another motorist loses control of their vehicle and subsequently collides with a CMV. These incidents were often found in police reports but did not qualify under the original crash types.

1. Video-Confirmed Crashes

Any crash involving a commercial motor vehicle, where video footage clearly shows the chain of events that occurred.

This expansion underscores the FMCSA’s commitment to creating a more comprehensive and equitable framework for evaluating preventable and not-preventable collisions.

Submission Process & Evidence Requirements

The process to determine crash preventability remains driven by submissions from motor carriers, drivers, or their authorized representatives. It falls on the submitter to provide “compelling evidence” to substantiate that the crash was not preventable.

Supporting materials such as videos, photos, or court documentation are highly encouraged to strengthen the case for review. These items help the FMCSA determine whether the crash qualifies as one of the 20 eligible crash types and whether it was not preventable.

For drivers and carriers interested in leveraging the updated program, a complete list of eligible crash types and submission instructions are accessible through the FMCSA’s official portal.

Source: Land Line & FMCSA

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