What is the FMCSA medical certificate exemption?

FMCSA has issued a temporary exemption that allows interstate CDL holders, CLP holders, and motor carriers to rely on a paper medical examiner’s certificate instead of immediate electronic verification.

Under this exemption, drivers can use a valid paper certificate for up to 60 days from the date it is issued.

What does this mean for drivers right now?

Drivers should plan for both paper and electronic systems during the transition period.

Key points to follow

• Paper medical certificates are valid for up to 60 days from the issue date
• The exemption runs from April 11 through October 11
• Drivers should carry a paper copy during this period
• Electronic submission is still required

Why is FMCSA allowing paper certificates again?

The exemption is tied to the transition to the National Registry II system. The National Registry II system is a federal program that requires certified medical examiners to submit driver medical certification results electronically to state licensing agencies.

FMCSA said the temporary allowance is meant to support drivers and carriers as state agencies and medical examiners adjust to the new process.

“This action further supports drivers and carriers as State Driver’s Licensing Agencies and certified medical examiners continue to transition to the secure electronic transmission of medical certification data required under the National Registry II final rule,” FMCSA said.

What drivers and carriers need to do

Drivers should continue carrying a paper copy of their medical examiner’s certificate even if their results are submitted electronically.

FMCSA also recommends that certified medical examiners continue issuing paper certificates to drivers along with electronic submissions until further notice.

This reduces the risk of issues during roadside inspections if electronic records are delayed.

How long will the exemption last

FMCSA stated that the exemption will last for six months and does not expect to extend it beyond that period.

“FMCSA does not anticipate granting additional, nationwide NRII waivers or exemptions after the six-month duration of this exemption.”

Drivers and carriers should expect a full transition to electronic verification after the exemption ends.

Frequently asked questions

Q: Can drivers still use a paper medical certificate?
Yes. Drivers can use a paper medical examiner’s certificate as proof of certification for up to 60 days from the issue date during the exemption period.

Q: When does the exemption end?
The exemption runs from April 11 through October 11 and is expected to last six months.

Q: Do drivers still need electronic records submitted?
Yes. Medical examiners are still required to submit results electronically under the National Registry II system.

Q: Should drivers carry a paper copy?
Yes. Drivers should carry a paper certificate during the transition in case electronic records are not immediately available.

Q: Will FMCSA extend the exemption?
FMCSA has stated it does not expect to issue additional nationwide exemptions after this one ends.

FMCSA’s temporary exemption gives drivers and carriers time to adjust while the NRII system is implemented. Drivers should continue carrying paper documentation and be prepared for full electronic verification once the exemption period ends.

Author: Truck Drivers USA Editorial Team

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

Last updated: April 13, 2026

The post FMCSA Allows Temporary Use of Paper Medical Certificates During NRII Transition appeared first on Truck Drivers USA.

These criteria are used by enforcement to determine whether a driver or vehicle poses an imminent hazard. If it does, that unit is placed out of service until the issue is corrected.

A total of 17 changes were approved for 2026. Here is the full breakdown.

Full List of 2026 Updates

• “Part I, Item 2. Operator’s/Chauffer’s License or Permit (Non-CDL) b. and c.” and “Part I, Item 3. Commercial Driver’s License, c. and d. Endorsements and Restrictions” were amended to separate endorsements and restrictions and clarify the violation codes.
• A note on intrastate restriction was added to “Part I, Item 3. Commercial Driver’s License, c. Endorsements and Restrictions.”
• “Part I, Item 8. Intoxicating Beverages, b. Be on Duty or Operate” was amended to state that when the driver has wine or beer with an alcohol content of 0.5% or more, or any distilled spirit, the driver is out of service.
• “Part I, Item 10. Driver’s Record of Duty Status – U.S., a. Property-Carrying Vehicles (6) and (7)” were amended to include situations where the inspector can determine actual driving or rest periods, even if records are false.
• A new out-of-service condition was added under “Part I, Item 10… (8)” for both property and passenger carriers when tampering makes it impossible to determine what events occurred.
• The reference to automatic onboard recording devices was removed from “Part I, Item 10… Footnote 6” due to regulatory changes.
• The note in “Part I, Item 11. Driver’s Record of Duty Status – Canada, h. No Daily Log” was moved to “i. No Previous 14 Days” for better alignment.
• Out-of-service conditions in “Part II, Item 1. Brake Systems” related to defective brakes and air brake hose or tubing were moved into the 20% defective brake threshold section. The term service gladhands was updated to service air connections.
• Hydraulic and electric brake lining measurement language was updated to better align with federal regulations.
• “Parking Brake” now reads “Parking or Emergency Brake” to reflect both functions.
• The ExTe Com90 securement system was added under cargo securement rules for logs.
• A new damage chart was added to the tiedown defect table for wire rope.
• A section specific to countersunk screws was added under upper coupler requirements, including kingpin.
• New language addresses missing pieces of rims, and the previous language about center holes between cracks was removed.
• “Part II, Item 14… Hubs (5)” was removed due to inconsistent enforcement.
• A new out-of-service condition applies when emergency exits are marked but do not include operating instructions.
• Language was added to clarify that missing placards for multiple divisions within the same class can result in an out-of-service condition.
• A new chart outlines seven types of federal out-of-service orders to improve enforcement clarity.

What This Means on the Road

These updates are not minor wording changes. They shape how inspections are handled and how quickly a situation can escalate into an out-of-service violation.

Areas like ELD accuracy, brake condition, and cargo securement continue to be a high focus. At the same time, clearer language around licensing, placards, and equipment standards removes some of the gray area that used to exist during inspections.

Staying Prepared

The full 2026 out-of-service criteria is available through the CVSA online store and as a mobile app.

Knowing these updates before the next inspection can be the difference between rolling through or sitting until a violation is cleared. Staying organized, keeping equipment in check, and understanding how inspectors apply these rules all play into keeping operations moving.

For questions about the criteria, contact Kerri Wirachowsky, CVSA’s director of inspection programs, at kerri.wirachowsky@cvsa.org or call 202-998-1650.

The post CVSA 2026 Out of Service Criteria Now Active Across North America appeared first on Truck Drivers USA.

Federal safety records show 4,587 securement violations yearly, most tied to injuries that proper equipment prevents. Flatbed jobs demand full compliance with 49 CFR 393 standards for every load. These tools deliver proven results that keep you hauling steady.

Ladders and Boots for Safe Deck Access

Falls account for 32% of trucker injuries per Bureau of Labor Statistics data. Flatbed haulers face constant exposure to climbing uneven freight without a stable footing at the shippers’.

A telescoping aluminum ladder rated 375 pounds gives wide rungs and grip feet for secure footing on every climb. It eliminates jumping or stretching to reach tarp edges. Composite toe boots with slip-resistant soles and ankle support grip wet decks where regular shoes fail.

You complete pre-trip inspections faster while avoiding sprains that bench good drivers.

Edge Protectors and Tarps That Hold Through Wind

Sharp freight corners wear through straps fast, causing cargo movement linked to 1,200 crashes annually. Roadside inspections catch these failures and hurt your safety score.

Rubber edge protectors rated 3,000 pounds working load wrap corners to distribute tension evenly. They preserve full strap strength through long runs. Heavy-duty vinyl tarps with D-rings every 18 inches cover completely while allowing airflow against moisture buildup.

This setup withstands 40-mile-per-hour crosswinds so you roll without emergency repacks.

Headlamps and Deck Lights for Night Checks

Regulations require securement checks every three hours or 150 miles, but darkness hides slack that leads to rollovers. Late shippers make visibility essential.

A 600-lumen rechargeable LED headlamp works hands-free with adjustable beams to spot chain wear clearly. Magnetic clip-on deck lights cover the full trailer footprint fast. Class 2 reflective vests with complete strips keep forklifts and traffic from missing you.
You verify everything in 90 seconds, even after sunset, staying fully compliant.

Maintenance That Keeps Gear Reliable

Worn equipment doubles violation risks during audits and stops. Simple care makes quality tools last through hundreds of loads.
Inspect straps for frays, test ladder hinges, and check tarp seams before every trip. Air out wet coverings after hauls and store everything dry. Replace edge protectors after 40 loads or visible wear.

Drivers who maintain like professionals collect clean inspections and stay working.

Search “flatbed jobs near me,” “flatbed jobs,” “flatbed cdl jobs,” “flatbed companies near me,” and “companies hiring flatbed drivers” on Truckdriversus.com to find carriers valuing equipped haulers.

The post Essential Gear Every Flatbed Driver Needs to Cut Injuries and Deck Time appeared first on Truck Drivers USA.

Why the Change Matters

Many states previously allowed CDL tests in multiple languages, even though drivers were still required to demonstrate proficiency in English. For example, California offered tests in 20 different languages. Officials note that some third-party companies hired to administer CDL exams were not consistently enforcing the necessary standards.

Strengthening Oversight

The new English-only rule is part of a broader effort to improve safety in the trucking industry. Federal agencies will now more closely monitor CDL schools, inspect trucking companies, and ensure that drivers meet all qualifications.

Previously, trucking companies could register with minimal verification, and audits might not occur for more than a year. This system sometimes allowed carriers to bypass regulations. The updated approach requires stricter registration checks and more frequent inspections.

Officials emphasize that these changes are intended to support drivers, carriers, and the motoring public by making sure that every commercial driver has the skills needed to operate safely on U.S. highways.

What Truck Drivers Need to Know

• All new CDL applicants must now take their tests in English.
• Third-party CDL examiners will be held to stricter standards.
• States will enforce compliance to make sure drivers meet English proficiency requirements.
• The rule is designed to improve safety and help professional drivers operate with confidence.

Transportation authorities also state that these efforts complement ongoing initiatives to verify CDL school standards, ensure the accuracy of electronic logging devices, and improve the oversight of trucking companies.

By requiring English proficiency, regulators aim to make the highways safer for truck drivers, bus drivers, and all road users while supporting professional standards in the commercial driving industry.

Source: The Trucker

The post All Truckers and Bus Drivers Will Now Take CDL Tests in English appeared first on Truck Drivers USA.

How state weight enforcement actually works

States enforce weight limits through a mix of permanent weigh stations, portable scales, inspection teams, and law enforcement partnerships. Most states operate under the federal gross vehicle weight limit of 80000 pounds on interstate highways, but axle and bridge formulas are enforced at the state level. States also regulate weight limits on non-interstate roads, which are often lower and more aggressively enforced.

Agencies involved typically include state departments of transportation, state police, highway patrol, and, in some regions, agricultural inspection services. Enforcement priorities are shaped by infrastructure protection, safety data, and freight volume.

Common locations where weight enforcement is concentrated

Weight enforcement is not random. Hotspots tend to appear in predictable locations tied to freight movement and infrastructure sensitivity.

Major freight corridors, such as interstate highways with high truck volumes, are frequent enforcement zones. States often focus on corridors connecting ports, rail yards, and distribution centers.

Ports of entry and border crossings are among the most active weight enforcement areas. This includes international borders and state line crossings where trucks transition between jurisdictions.

Agricultural inspection stations in states like California, Arizona, Florida, and Texas frequently check both cargo compliance and vehicle weight, especially for produce and livestock hauls.

Mountain passes and bridge approaches are heavily monitored due to structural limits and safety risks. States with significant elevation changes often enforce axle weights more strictly in these areas.

Urban industrial zones near ports, warehouses, and manufacturing hubs are common targets for mobile enforcement teams using portable scales.

Why do some states enforce weight limits more aggressively

States with older infrastructure tend to enforce weight limits more strictly to protect roads and bridges. Areas with high freight density also see more frequent inspections due to increased wear and safety concerns.

Weather plays a role as well. During spring thaw periods in northern states, temporary weight restrictions are common on secondary roads to prevent damage from soft pavement.

Funding and staffing levels also matter. States with dedicated commercial vehicle enforcement units typically conduct more frequent and detailed inspections.

What drivers are typically checked for during weight enforcement stops

Weight enforcement inspections often go beyond total gross weight. Officers commonly check axle distribution, tandem spacing, and bridge formula compliance. Improper weight distribution is one of the most frequent causes of citations, even when the total weight appears legal.

Drivers may also face checks on load securement, permits for overweight or oversize loads, and compliance with route restrictions tied to issued permits.

Documentation is another focus area. Officers may request bills of lading, permits, and registration information to verify cargo type and authorized weight allowances.

How weight enforcement impacts driver time and pay

Weight inspections can lead to delays ranging from a few minutes to several hours, depending on compliance issues. Out-of-service violations for weight-related problems can result in required offloading, load rebalancing, or towing.

Citations and fines vary by state but can be significant. Repeated violations may affect carrier safety scores, which can impact job stability and future employment opportunities.

Understanding enforcement patterns allows drivers to reduce unexpected delays and avoid situations that lead to unpaid downtime.

Practical steps drivers can take to reduce risk.

Before departure, drivers should verify axle weights using certified scales, not just shipper estimates. Rechecking weight after fuel stops or trailer swaps is especially important.

Route planning matters. Drivers should confirm whether their route includes secondary roads, bridges, or seasonal restrictions that carry lower weight limits.

Permits must be accurate and route-specific. Carrying an overweight permit does not authorize deviation from approved routes.

Staying informed about state-specific enforcement practices helps. Many state departments of transportation publish commercial vehicle enforcement updates and seasonal restriction notices.

Clear communication with dispatch and shippers about weight distribution issues protects drivers from being pressured into unsafe or noncompliant moves.

Why understanding enforcement hotspots matters

Weight enforcement is not about catching drivers off guard. It is a predictable part of freight movement designed to protect infrastructure and improve safety. Drivers who understand where enforcement is concentrated and how inspections are conducted are better positioned to protect their time, income, and record.

As freight volumes continue to shift across regions, enforcement patterns evolve as well. Treating weight compliance as a core operational skill rather than an afterthought helps drivers stay efficient and compliant across state lines.

The post What Truck Drivers Need to Know About State-Level Weight Enforcement Hotspots appeared first on Truck Drivers USA.

The incident occurred on January 4 on Yankee Jim’s Road, a one-lane gravel route between Foresthill Road and Interstate 80. The rig became trapped and required several hours to be removed.

CHP used the situation to caution commercial drivers against relying solely on phone maps or GPS directions.

“If you are a driver of a commercial vehicle (or any vehicle for that matter), please confirm the route your GPS or phone map provides you, especially if you are in a larger vehicle or are towing a trailer.”

Troopers noted the road is unsuitable for large vehicles.

“This (route) is almost impassable in a pick-up truck, let alone a big rig,” CHP said.

Source: Truckers News

The post CHP Warns Drivers to Double Check GPS After Truck Gets Stuck on Placer County Road appeared first on Truck Drivers USA.

The enforcement detail took place on December 11 between Benson and Wilcox, marking the anniversary of Merrill’s death on December 11, 1978. Merrill was struck by a tractor-trailer while performing a traffic stop on I-10 near Benson. His death remains a reminder of the risks faced by roadside officers and drivers alike.

The focus of the detail was enforcement of Arizona’s Move Over Law, along with commercial motor vehicle safety regulations. Interstate 10 is one of the state’s busiest freight corridors, making it a key location for safety enforcement and awareness efforts.

According to the Arizona Highway Patrol, officers conducted traffic stops and commercial vehicle inspections throughout the operation. The results included 81 traffic stops and 48 total citations. Of those, 27 citations were issued for Move Over Law violations, and 18 were classified as hazardous violations. Two arrests were made during the detail.

Commercial vehicle enforcement was also a major component of the operation. Officers completed 30 commercial motor vehicle inspections and documented 134 driver vehicle examination report violations. As a result, nine drivers and four vehicles were placed out of service until violations could be corrected.

For truck drivers and carriers, enforcement efforts like this reinforce the continued emphasis on roadside safety and regulatory compliance, particularly in high-traffic freight corridors. Move Over Law violations remain a frequent enforcement priority nationwide, and citations can lead to fines, points, and increased carrier risk.

The inspection results also highlight the importance of vehicle condition, documentation, and adherence to commercial vehicle regulations. Out-of-service violations can delay loads, disrupt schedules, and increase costs for fleets.

Beyond the enforcement numbers, the detail served as a memorial for an officer whose death continues to shape roadside safety awareness. Officer Merrill’s death in 1978 underscores why Move Over laws exist and why caution is critical during roadside stops. For today’s trucking community, the reminder is straightforward. Awareness, compliance, and respect for roadside safety laws help protect drivers, carriers, and law enforcement alike.

Source: Truckers News

The post Arizona Highway Patrol Conducts I-10 Enforcement Detail to Honor Fallen Officer appeared first on Truck Drivers USA.

The Midwest Commercial Vehicle Safety Summit takes place December 16 and 17 at the Loews Kansas City Hotel. Attendance is free, and organizers want to see a stronger turnout from the men and women behind the wheel.

Why Drivers Are Being Asked to Attend

Past summits have attracted large groups of government officials, law enforcement agencies, university researchers, and insurance representatives. What they have not had is a strong group of working truck drivers sharing real on-the-road experiences.

OOIDA hopes to change that in 2025. Executive Vice President Lewie Pugh says drivers need to be part of the conversations shaping future regulations.

“If you can attend, please come,” Pugh said. “This is a chance for you to listen, ask questions, and give input to DOT and others about the things that need to be done to truly improve highway safety. There is no one more knowledgeable about this topic than the nation’s professional drivers. There are plenty of decision-makers who care about highway safety, but they aren’t always sure about the right approach to take. That’s why the men and women who make their living on the interstate need to point them in the right direction. I can assure you that there will be plenty of safety advocates and others in attendance who will be telling them a much different story about what must be done to improve safety.”

Registration Details

Registration is free and must be completed by the end of the day on Wednesday, December 10. Drivers who want a voice in upcoming safety decisions can secure a spot through the event’s registration page.

What Drivers Can Expect at the Summit

The summit begins at 8:30 a.m. on December 16. FMCSA Administrator Derek Barrs and FMCSA Regional Field Administrator Winsome Lenfert are scheduled to open the event.

Across two days, drivers will have access to multiple breakout sessions focused on safety challenges affecting the industry. Topics include:

• Truck Leasing Task Force
• Technology improvements for CMV safety
• Drug and alcohol prevention
• Crash research
• Market shifts and the trucking economy
• Automation
• Speed prevention strategies
• Human trafficking prevention
• Cargo theft and freight fraud
• The impact of ELDs

OOIDA will be active in several discussions throughout the summit.

OOIDA President Todd Spencer will speak during a session titled “Truck Leasing Task Force: Findings, Impacts and Next Steps” from 1 to 2:30 p.m. on December 16. Spencer will join Steve Viscelli and Steve Rush to talk about how predatory lease-purchase setups can affect safety.

Later that afternoon, OOIDA Foundation Director Andrew King will participate in “Economic Signals, Freight Flows and Safety Outcomes” alongside Mat Leo from C.H. Robinson. The session runs from 3 to 4 p.m. and covers how economic pressure influences safety decisions.

On December 17 at 10:30 a.m., Pugh will sit on another panel with FMCSA officials for a session titled “Fighting Back: Cargo Theft and Fraud in the Freight Supply Chain.” Pugh will address how freight fraud harms small trucking businesses, while FMCSA’s Ken Riddle and others will outline the agency’s actions to combat it.

A full agenda is available here for anyone planning to attend.

Why This Matters for Drivers

Drivers are the ones dealing with real-world conditions every day. When you attend and share your perspective, you help ensure that future safety policies reflect actual road experience rather than assumptions. The summit gives drivers a rare chance to guide discussions that may influence regulations for years to come.

Source: Land Line Media

The post Truck Drivers Encouraged to Attend Kansas City Safety Summit This December appeared first on Truck Drivers USA.

The affected ELDs are:

• Ontime Logs PT – model OTL100; ELD identifier c3ac23; provider Ontime Logs Inc.
• Green Light ELD – model PT30, IOSiX; ELD identifier GLEHOS; provider Green Light ELD LLC
• Sahara ELD – model GDELD1000; ELD identifier SAHELD; provider Sahara ELD LLC
• US FAST ELD – model USFASTELD1; ELD identifier UFE021; provider US FAST ELD
• ELDWISE – model EWS; ELD identifier EWS092; provider NextParse LLC (formerly ELDWISE)

According to FMCSA, these devices no longer meet the minimum requirements outlined in Title 49 CFR Appendix A to Subpart B of Part 395.

If you’re currently using one of the affected devices, here’s what you need to do:

1. Stop using the revoked ELD immediately. Switch to paper logs or compliant logging software to record your hours of service.
2. Replace the device with a registered ELD before January 20, 2026, to stay in compliance.

Staying on top of ELD compliance is crucial. Using an unapproved device can lead to violations during inspections and put your hours of service records at risk. Make sure your replacement device is fully compliant and on the FMCSA’s approved list.

Source: The Trucker

The post FMCSA Pulls 5 ELDs from Approved Device List: What Truckers Need to Know appeared first on Truck Drivers USA.

The DOT has updated the platform to be more user-friendly for drivers, introduced a section for complaints against brokers who violate transparency rules, and renamed the complaint hub. While these changes are a positive step, truckers and fleet managers still see room for improvement.

The Owner-Operator Independent Drivers Association (OOIDA), which has long criticized the National Consumer Complaint Database as “ineffective” and poorly named, says the improvements are noticeable.

“OOIDA members have already noticed a significant improvement in the general display, user interface, and structure of the NCCDB website since the initial changes were announced in September,” the association wrote in comments signed by President Todd Spencer. “These overdue updates will assist drivers navigating the NCCDB and help them accurately file complaints.”

DOT’s Pro-Trucker Initiatives

Back in June, the DOT announced nine “Pro-Trucker” initiatives, one of which focused on modernizing the NCCDB. The goal was to migrate the database to a more modern, mobile-friendly platform, making it easier for drivers to report violations. The first set of updates went live in late September.

One of the most meaningful changes for drivers is the addition of a dedicated section for complaints against moving companies, trucking and bus companies, substance abuse professionals, electronic logging device providers, and property brokers.

Truck drivers have long raised concerns about brokers failing to comply with Regulation 371.3, which requires brokers to maintain transaction records and provide parties with access to those records. The updated system now explicitly allows drivers to report these violations.

“Is your complaint about a property broker? This could include a property broker failing to maintain transaction records or financial accounts with the required information, failing to maintain FMCSA registration or insurance, misrepresenting services, or conducting improper rebating or compensation practices,” FMCSA stated on the website.

OOIDA Pushes for Additional Enhancements

While acknowledging the improvement, OOIDA says there are additional changes needed.

“We especially thank USDOT for expanding the complaint categories to specifically include property brokers,” Spencer wrote. “However, FMCSA must add, ‘Refusing to Provide the Records of the Delivery’ under ‘Additional Details’ in the Property Broker section. We are optimistic these initial changes will contribute to a modern platform that will streamline the filing process, improve response timeliness, and initiate enforcement action when applicable.”

The DOT also announced in October that the NCCDB will be renamed the “FMCSA Complaint Center Records.” OOIDA has long requested a name that is easier for drivers to identify.

“We believe ongoing NCCDB changes can further be supplemented by choosing a more appropriate name for the system,” Spencer wrote. “The proposed new name remains misleading and only signifies a minimal connection to the trucking industry. Possible suggestions for a more logical name would be the National Truck Safety and Compliance Database or the Commercial Trucking Complaint Center. A more identifiable name would help raise the platform’s awareness among professional truckers and improve its utilization.”

The Need for Transparency and Responsiveness

OOIDA also stressed that the system needs to provide drivers with more feedback after filing a complaint. Without confirmation or progress updates, truckers are less likely to report violations.

“FMCSA should provide a confirmation that the complaint has been accepted, as well as real-time updates that monitor the complaint’s progress through the system,” Spencer wrote. “This would help drivers know where their complaint stands and provide a better understanding of FMCSA’s response level.”

While the updates are a step in the right direction, truck drivers and fleet managers continue to urge the DOT to make the complaint platform more transparent, responsive, and fully tailored to the needs of professional drivers.

Source: Land Line Media

The post OOIDA Responds to DOT Updates: Complaint System Improved but Still Needs Work appeared first on Truck Drivers USA.