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Copyright 2026 J. J. Keller & Associate, Inc. For re-use options please contact copyright@jjkeller.com or call 800-558-5011.
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FEATURED NEWS
2026-06-25T05:00:00Z
NewsTransportationEnglishCommercial drivers license CDLBusiness planning - Motor CarrierCMV InspectionsCommercial drivers license CDLIndustry NewsIndustry NewsFederal Motor Carrier Safety RegulationsElectronic logging device (ELD)Electronic logging device (ELD)Daily vehicle inspectionsFleet OperationsFocus AreaUSA
3 new DOT rules target paperwork requirements
The Federal Motor Carrier Safety Administration (FMCSA) has finalized three rule changes to remove what it calls “unnecessary” mandates.
The changes, all effective July 22, 2026, eliminate or scale back paperwork-related obligations for drivers and motor carriers.
ELD user manuals
One rule change removes the requirement that an electronic logging device (ELD) operator’s manual be kept inside the vehicle. The FMCSA says carrying the manual no longer provides a meaningful safety benefit, particularly given that most manuals are accessible online or are built into the devices themselves.
The rule doesn’t change any core ELD obligations, including the need to carry ELD malfunction instructions, data-transfer instructions, and at least eight blank logs.
Roadside inspection reports
Another rule revises how completed roadside inspection reports are handled. Previously, motor carriers were required to return all such reports to the issuing state agency. Under the new rule, carriers only need to return these reports if the issuing state agency specifically requests or requires it.
Most states don’t require roadside inspection reports to be returned, making the federal rule unnecessary.
Motor carriers are still required to fix any defects identified on the report, sign it, and retain it for at least 12 months, even if the state doesn’t want a copy.
CDL self-reporting
Finally, the FMCSA is removing the long-standing requirement that commercial driver’s license (CDL) holders self-report out-of-state traffic convictions to their state of domicile.
The agency concluded that this requirement is now redundant, and has been unnecessary in most cases since 2013. In addition, since 2024, states have exchanged conviction data electronically, ensuring violations are automatically transmitted between licensing agencies. Under 49 CFR 383.31, drivers must continue to report traffic convictions to their employers within 30 days.
Two of the three rule changes were proposed in May 2025 as part of a slate of deregulatory actions by the new Trump administration, most of which have been finalized. The change to roadside inspection reporting was in response to a petition from the Commercial Vehicle Safety Alliance.
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RECENT INDUSTRY HIGHLIGHTS
2026-06-25T05:00:00Z
NewsHazardous WasteIndustry NewsWaste GeneratorsEnglishWasteEnvironmentalIn-Depth ArticleWaste/HazWasteFocus AreaUSA
Hazardous waste episodic events: What to do when a bad month happens
Every generator has that month. A tank clean-out gets scheduled; a forklift punctures a tote, and suddenly you've generated way more hazardous waste than you normally would. If you're a Very Small Quantity Generator (VSQG) or Small Quantity Generator (SQG), that one bad month could technically bump you into Large Quantity Generator (LQG) status, potentially subjecting the facility to LQG requirements such as contingency planning, personnel training, and biennial reporting.
The good news is that EPA built in an escape hatch. The 2016 Generator Improvements Rule added 40 CFR Part 262, Subpart L (the "episodic event" provision), which lets you keep your normal generator category for that month, if you follow the rules in 40 CFR 262.232 exactly.
Scenario 1: The planned tank clean-out
Picture a metal finishing shop that's normally an SQG, generating about 400 kg/month of spent plating solution. They finally get around to cleaning out an old process tank that's been sitting idle for three years. That clean-out produces about 1,800 kg of sludge in one shot and enough to push them into LQG numbers for the month.
Since this is something the facility planned and scheduled for, it's a planned episodic event. Here's what the employer would need to do:
- Notify EPA (or the delegated state agency) at least 30 calendar days before the clean-out starts, using EPA Form 8700-12. Include the start/end dates, why the event is happening, estimated waste types and quantities, and a 24-hour emergency contact.
- Double-check the facility's EPA ID number to make sure it is current.
- Stage the waste properly with compliant containers or tanks and labeled with the episodic event start date.
- Get it manifested and shipped off-site within 60 calendar days of the start date.
- Hang onto every record including the notification, manifests for 3 years after the event ends.
Scenario 2: The unplanned spill
Next, picture a packaging plant. They are a VSQG generating around 80 kg/month. They have a forklift punch a hole in a 275-gallon tote of listed solvent and by the time cleanup is done, they're looking at about 900 kg of contaminated absorbent and solvent residue. Nobody planned this. It's not part of normal operations. That makes it an unplanned episodic event. Here is what they should do:
- They have 72 hours to notify EPA or the state by phone, email, or fax. There will be no time to fill out paperwork first.
- Follow that up by submitting EPA Form 8700-12 after the fact, documenting what happened since you couldn't give advance notice.
- Keep the spill cleanup waste separate from your routine waste streams and label it with the episodic start date.
- The same 60-day shipping window and 3-year recordkeeping requirement apply here too.
The things you can't skip
Whether the event is planned or unplanned, there are a handful of conditions that apply across the board and missing any one of them could cost you the episodic event relief entirely.
- One event per year, period. Both VSQGs and SQGs get exactly one episodic event a year unless they petition the Regional Administrator under 40 CFR 262.233 for a second. That second one must be the opposite type, so if your first was planned, the next must be unplanned.
- The clock doesn't wait. Exactly 30 days out for planned and 72 hours for unplanned are required. Miss either window or you lose the relief entirely, meaning full LQG status kicks in for that period.
- The 60-day shipping clock starts on day one of the event, not when you send the notification, so make sure to track it immediately.
- Manifest the waste properly. Episodic waste can ship under the standard Subpart B manifest rules, even in the same load as your regular waste.
- Write everything down. Three years of solid records such as dates, causes of event, quantities, and where it went is what separates a clean inspection from an enforcement headache.
Keys to remember: The episodic event provision rewards generators who plan, classify the event correctly, notify on time, ship within 60 days, and document everything for three years.
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2026-06-25T05:00:00Z
NewsIndustry NewsIndustry NewsFleet SafetyFederal Motor Carrier Safety RegulationsFederal Motor Carrier Safety Administration (FMCSA), DOTFocus AreaEnglishTransportationBusiness planning - Motor CarrierUSA
FMCSA temporarily suspends USDOT Inactivation
The Federal Motor Carrier Safety Administration (FMCSA) has announced it will be temporarily pausing inactivation of USDOT numbers for carriers that have been unable to complete their biennial updates since June 1. This leniency is FMCSA’s response to the technical difficulties that have occurred during the transition to Motus.
What rule is impacted?
All motor carriers are required to file a Motor Carrier Identification Report (MCS-150) before beginning operations and once every 24 months thereafter. The schedule for updating the MCS-150 information is listed in 390.19(b).
Entities that fail to submit their biennial MCS-150 update as required by 390.19(b) are subject to penalties and deactivation of the USDOT number (390.19(b)(4)). This is what FMCSA is temporarily pausing, with the intention of relieving strain caused by the new system and keeping carriers on roadways while they work on submitting their current MCS-150s.
The key word here is “temporarily.”
FMCSA does still expect carriers to be working toward making their updates when possible. At this time, it’s not known how long this suspension will last, so carriers should use this time wisely and continue trying to file so they will be back in compliance once the deferment ends.
For Motus support, contact the FMCSA support center by calling 1-800-832-5660 or submitting a ticket at https://ask.fmcsa.dot.gov/app/ticket.
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2026-06-25T05:00:00Z
NewsIndustry NewsEnglishFocus AreaIn-Depth ArticleFleet OperationsHeavy vehicle use tax HVUTFleet TaxesFleet taxesTransportationUSA
How the IRS can park your truck
Every year, the Heavy Vehicle Use Tax (HVUT) season opens July 1, and every year the same pattern plays out.
It’s rarely the big stuff that gets carriers into trouble. Most fleets and owner-operators know they need to file Form 2290. They understand the August 31 deadline for vehicles in service in July. The real problems show up in the details.
A single wrong date. A mismatched name. One digit off in a vehicle identification number (VIN). These small errors can trigger IRS rejections, delay your stamped Schedule 1, and create a ripple effect that ends with delayed registrations or parked trucks. Before the season begins, it’s worth taking a closer look at some of the mistakes that cause the most headaches and how to avoid them.
EIN and legal business name
One of the fastest ways to get a Form 2290 rejected is a simple identity mismatch.
The IRS requires the Employer Identification Number (EIN) and legal business name on the return to match exactly what’s on file. Even small discrepancies — extra spaces, punctuation, or using a “doing business as” name — can cause a rejection.
A rejected filing means no Schedule 1 and no proof of HVUT payment when you need it to register the vehicle(s).
Using the wrong “month of first use”
This is one of the most common and costly errors. The filing deadline is based on when the vehicle is first used on public highways, not when it’s purchased or when the registration renews.
For vehicles in service in July, the deadline is August 31. For vehicles added later, the deadline shifts to the last day of the following month.
Here’s where many carriers go wrong:
- Using the purchase date instead of first dispatch,
- Defaulting everything to July, or
- Forgetting that mid-year additions have different deadlines.
Using the wrong date can lead to incorrect tax calculations or late filing penalties.
VIN errors that delay everything
A single incorrect character in a VIN can make your Schedule 1 unusable.
That means even if you paid the tax, you may not be able to use the document for registration until the error is corrected.
This is one of the most common causes of vehicle registration delays at the DMV or IRP office.
Reporting the wrong taxable gross weight
HVUT is based on taxable gross weight and misreporting it can lead to overpaying or underpaying. Some carriers:
- Estimate instead of verifying,
- Use empty weight instead of taxable gross weight, or
- Select the wrong category altogether.
Incorrect weight classification can trigger amendments, penalties, or unnecessary costs.
Assuming “no tax due” means “no filing required”
Even if a vehicle is expected to stay under the mileage threshold (generally 5,000 miles, or 7,500 for agricultural use), a return still needs to be filed to report the tax on that truck as suspended.
Skipping the filing altogether can create compliance gaps later in the year, especially if mileage limits are exceeded.
A simple way to stay ahead
The most effective way to avoid these issues is also the simplest: prepare before July 1 and double-check everything before you file.
A quick pre-season check should include:
- Verify EIN and legal business name.
- Confirm VINs against titles or equipment.
- Document the true first-use month.
- Review taxable gross weight classifications.
Key to remember: Form 2290 problems rarely come from not knowing the rules. They come from small, preventable mistakes that slip through during a busy season.
Getting it right the first time means fewer delays, fewer corrections—and fewer surprises when it’s time to register your vehicles. Because when HVUT season opens, it’s not just about filing a form. It’s about keeping your trucks on the road.
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2026-06-25T05:00:00Z
NewsTransportationEnglishCommercial drivers license CDLBusiness planning - Motor CarrierCMV InspectionsCommercial drivers license CDLIndustry NewsIndustry NewsFederal Motor Carrier Safety RegulationsElectronic logging device (ELD)Electronic logging device (ELD)Daily vehicle inspectionsFleet OperationsFocus AreaUSA
3 new DOT rules target paperwork requirements
The Federal Motor Carrier Safety Administration (FMCSA) has finalized three rule changes to remove what it calls “unnecessary” mandates.
The changes, all effective July 22, 2026, eliminate or scale back paperwork-related obligations for drivers and motor carriers.
ELD user manuals
One rule change removes the requirement that an electronic logging device (ELD) operator’s manual be kept inside the vehicle. The FMCSA says carrying the manual no longer provides a meaningful safety benefit, particularly given that most manuals are accessible online or are built into the devices themselves.
The rule doesn’t change any core ELD obligations, including the need to carry ELD malfunction instructions, data-transfer instructions, and at least eight blank logs.
Roadside inspection reports
Another rule revises how completed roadside inspection reports are handled. Previously, motor carriers were required to return all such reports to the issuing state agency. Under the new rule, carriers only need to return these reports if the issuing state agency specifically requests or requires it.
Most states don’t require roadside inspection reports to be returned, making the federal rule unnecessary.
Motor carriers are still required to fix any defects identified on the report, sign it, and retain it for at least 12 months, even if the state doesn’t want a copy.
CDL self-reporting
Finally, the FMCSA is removing the long-standing requirement that commercial driver’s license (CDL) holders self-report out-of-state traffic convictions to their state of domicile.
The agency concluded that this requirement is now redundant, and has been unnecessary in most cases since 2013. In addition, since 2024, states have exchanged conviction data electronically, ensuring violations are automatically transmitted between licensing agencies. Under 49 CFR 383.31, drivers must continue to report traffic convictions to their employers within 30 days.
Two of the three rule changes were proposed in May 2025 as part of a slate of deregulatory actions by the new Trump administration, most of which have been finalized. The change to roadside inspection reporting was in response to a petition from the Commercial Vehicle Safety Alliance.
Keep reading...Show less
2026-06-25T05:00:00Z
NewsIndustry NewsFleet SafetyRisk Management TransportationRisk Management - Motor CarrierFocus AreaIn-Depth ArticleEnglishTransportationUSA
Can a freight broker defend contracting with your carrier?
Freight brokers may be less likely to use your trucking services if you have a questionable safety record.
A U.S. Supreme Court decision now permits liability claims against brokers for the actions of the trucking companies they use. Consequently, motor carriers, even those with exemplary records, may experience more scrutiny when seeking brokered loads. Brokers will want assurance that you are a safe business using qualified personnel and well-maintained vehicles.
A quick glance at your Safer profile
Brokers and shippers often start the vetting process by checking out the carrier’s Safer website profile.
A cursory glance of the site will show the following about a carrier:
- Active or inactive USDOT number,
- Start date of authority, and
- Nature of the carrier, including:
- Property/passenger carrier
- For-hire/private carrier,
- Broker authority,
- Household good authority,
- Hazmat operation,
- Interstate and/or intrastate designation,
- Number of power units and drivers, and
- Vehicle miles traveled (VMT).
Brokers will use the carrier’s start date to help identify a chameleon carrier. A chameleon carrier is one that creates a new DOT number under the same ownership to hide a poor safety record. This is not permitted under the Federal Motor Carrier Safety Administration (FMCSA) regulations.
Motor carrier insurance is also a priority for the broker. Often, they ask the carrier for proof of insurance through a copy of the MCS-90A.
In addition, the Safer site will show information on the number of CMV crashes and roadside inspections, along with the out-of-service rate. The carrier’s safety rating will also appear on Safer
What does your safety rating say about you?
A motor carrier’s safety reputation hinges on its safety rating. A rating is the result of a compliance review (audit) that looks at the carrier’s whole motor carrier safety program in comparison to FMCSA regulations. The auditor exams the carrier’s compliance records within five regulatory categories. Violations within each are scored to arrive at one of three ratings (conclusions about your company):
- Satisfactory: The motor carrier is considered low risk by having effective safety management controls in place to meet FMCSA’s safety fitness standard.
- Conditional: The motor carrier is considered a higher-risk carrier, even though the carrier has some safety management controls. The safety management controls, however, aren’t adequate to ensure compliance with safety standards. A conditional rating may result in increased scrutiny and higher insurance premiums.
- Unsatisfactory: A motor carrier's safety management controls are severely lacking. Significant safety violations found during the audit may require the carrier to cease operations until they are corrected.
Some carriers may not have a safety rating if they have only experienced a new entrant audit, which doesn’t result in a rating. Most carriers are unrated.
To enhance your brand image, if you have a conditional rating, you always have the option of making the necessary corrective actions and ask FMCSA to consider changing the rating to Satisfactory. Many large brokers don’t use conditional carriers.
CSA: A deeper dive into your safety record
A safety rating doesn’t always tell the whole story. A carrier can appear safe on paper, but actions on the road may show otherwise.
A carrier’s Compliance, Safety, Accountability (CSA) data originates from roadside inspection and commercial motor vehicle (CMV) crash reports. The CSA site’s public view of the Safety Measurement System (SMS) provides a starting point to see the frequency of specific roadside inspection violations and details of crashes. The information far exceeds the Safer carrier overview. Only motor carriers, when logged into the SMS, can see details such as the carrier’s CSA BASIC scores (percentile ranking against peers) and the identity of a driver associated with a specific report.
Even though CSA BASIC scores for property-carrying motor carrier are not publicly available, there is nothing keeping a broker or other customer from asking to see the scores as a term of doing business.
Since SMS damaging information can be a deal-breaker, a motor carrier should review its data routinely to ensure that it’s accurate. Motor carriers should work to get any misinformation corrected. This requires submitting a request to correct the data using the federal DataQs portal. If successful in the challenge, it will aid in lowering your CSA scores for brokers and others to see.
Key to remember: Brokers are now responsible for the actions of the motor carriers they utilize, so they may implement more stringent vetting procedures for those they provide loads.
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Copyright 2026 J. J. Keller & Associate, Inc. For re-use options please contact copyright@jjkeller.com or call 800-558-5011.