Regulatory Compliance News & Updates
Keep up to date on the latest
developments affecting OSHA, DOT,
EPA, and DOL regulatory compliance.
Copyright 2026 J. J. Keller & Associate, Inc. For re-use options please contact copyright@jjkeller.com or call 800-558-5011.
FEATURED NEWS
2026-03-12T05:00:00Z
NewsIndustry NewsHuman ResourcesHR GeneralistFocus AreaIn-Depth ArticleUSAHR ManagementEnglishDisabilities and ADADisabilities and ADAReasonable Accommodations
Yes, employers may reevaluate remote work accommodations
During the COVID-19 pandemic, employers sent many employees home to work. This strategy was effective for several years. As the disease risks faded, though, employers began requiring employees to return to the physical workplace. As a result, employees began — and continue — to ask to work from home as an accommodation under the federal Americans with Disabilities Act (ADA). Employers might wonder if they must keep providing such accommodations.
Not necessarily, but employers must tread carefully.
Reassess the need for accommodation
After employers grant an accommodation, they may assess whether there continues to be a need for the accommodation based on individualized circumstances, including whether alternative accommodations might meet the employee’s needs.
Employers have the discretion to choose between effective accommodations. This means employees aren’t necessarily entitled to their preferred accommodation forever. Employers may, therefore, reevaluate a previously granted remote work accommodation and replace it with an effective, reasonable one. When there are several reasonable and effective options, employers may choose an accommodation other than remote work.
Don’t hide under a blanket
Employers shouldn’t take a blanket approach to rescind and deny all remote work accommodations. In some cases, employees will continue to need remote work as an accommodation. Employers need to look at each situation individually, based on its own merits.
When to reassess the type of accommodation
Employers should occasionally reevaluate accommodations in response to changes, such as changes to:
- An employee’s condition,
- Job requirements,
- Operational needs, and
- A related law.
Employers might also, for example, find it helpful to reevaluate a remote work accommodation once a year to confirm the accommodation remains effective and manageable.
After reassessment
If supported by an individualized assessment, employers may allow the employee to continue to work remotely if doing so is necessary to ensure continued compliance with the ADA.
If, however, reevaluation and individualized assessment demonstrate that an employee no longer needs remote work as an accommodation, employers may replace it with a reasonable and effective in-office option (or combination of options). This can include, but isn’t limited to, assistive devices, modified equipment, environmental modifications (sound, smell, light, etc.), job restructuring, modified or flexible work scheduling, etc. It can also include reducing remote work, combined with in-office accommodations, provided the result is still reasonable and effective.
Key to remember: Employers may review whether employees continue to need remote work accommodations. Employers may rescind remote work accommodations if they no longer suit employee or company needs, but they might have to provide an alternative solution.
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RECENT INDUSTRY HIGHLIGHTS
2026-03-12T05:00:00Z
NewsIndustry NewsEnglishFleet SafetyCMV Parts and MaintenanceParts and Accessories - Motor CarrierWarning devicesFocus AreaIn-Depth ArticleUSAEnforcement - DOTRoadside InspectionsTransportationRear bumper
3 key trucking rule changes coming soon
Drivers and motor carriers should face fewer citations starting later this month, once some important rule changes go into effect.
Vehicle-related requirements that have long frustrated fleets and enforcement officials alike are being revised or eliminated as of March 23 and April 20, 2026. While their impact is relatively narrow, carriers should understand what’s changing and how to protect themselves if roadside enforcement isn’t up to speed.
1. Rear-impact guard labels
The Federal Motor Carrier Safety Administration (FMCSA) is removing the requirement that rear-impact guards be permanently labeled. Under current rules, trailers are required to have a label certifying that the rear underride guard met federal manufacturing standards at the time it was built.
Though the label is applied by the manufacturer, motor carriers and drivers were expected to ensure it remained in place, a sometimes-frustrating task stretching over the lifetime of the vehicle.
Why the change? The bumper label requirement has been controversial for years. Enforcement agencies and industry groups repeatedly pointed out that the labels frequently fade, wear off, or are removed during repairs, even though the guard itself remains structurally compliant.
Compounding the problem, most manufacturers will not issue replacement certification labels or “re-certify” guards once they leave the factory. As a result, carriers were often cited for a condition they had no practical way to correct.
Although FMCSA previously issued guidance instructing inspectors not to cite missing or illegible labels, confusion persisted at the roadside. Eliminating the requirement altogether resolves that enforcement disconnect without altering the underlying safety standards for rear-impact guards.
What should carriers do?
- Continue inspecting rear-impact guards for structural integrity, mounting, height, and width as required under 49 CFR 393.86 and the annual inspection standards in Appendix A to Part 396.
- Don’t remove existing labels, but understand that their presence (or absence) will no longer determine compliance.
- Update inspection checklists and training materials to remove label verification as a compliance item.
2. Tractor license-plate lamps
Truck tractors will no longer be required to have a functioning rear license-plate lamp while towing a trailer. The lamp will still be required when the tractor is operating without a trailer, however.
Why the change? When a tractor is coupled to a trailer, the rear license plate and its lamp are typically obscured and serve no practical enforcement or safety purpose. The FMCSA concluded that requiring carriers to maintain a lamp that isn’t visible or relevant during normal operations added unnecessary maintenance costs without a safety benefit.
What should carriers do?
- Review maintenance policies to ensure tractors still have operational license-plate lamps when operated bobtail.
- Ensure drivers and maintenance personnel understand when a functioning license-plate lamp is required.
3. Emergency equipment
Drivers will no longer be required to carry spare fuses starting April 20, and they will no longer have the option to use liquid-burning flares as warning devices after March 23. Reflective triangles and/or solid-fuel flares will still be required, as will fire extinguishers.
The rule change for fuses is significant because over 10,000 drivers were cited in 2025 for failing to have them.
Why the change? The spare‑fuse requirement has remained in the regulations for decades, even as vehicle electrical systems have improved. The FMCSA concluded that:
- Blown fuses rarely occur during normal operation and, when they do, the repair is typically handled by maintenance personnel rather than drivers. Nevertheless, spare fuses are widely available at truck stops.
- Other regulations already prohibit operation of a vehicle when required electrical equipment isn’t functioning properly, regardless of whether spare parts are carried.
Similarly, liquid-burning flares are widely considered obsolete and are rarely used in modern fleet operations. Their continued presence in the regulations caused confusion.
What should carriers do?
- Verify that emergency-equipment kits contain at least three compliant reflective triangles or six flares, as appropriate.
- Update driver inspection checklists to remove spare fuses as required items and liquid-burning flares as an option. Motor carriers are free to continue having their drivers carry spare fuses, however.
- Remind drivers that vehicles may not be operated if required electrical systems are inoperative, regardless of whether a spare fuse is available.
- As with the changes described above, use DataQs to challenge any spare-fuse violations cited after April 20, unless still required by state law.
What if you’re cited?
Roadside enforcement practices don’t always change overnight. In addition, states that enforce the FMCSA regulations may adopt different effective dates for rule changes. Motor carriers and drivers should be vigilant about reviewing roadside inspection reports and challenging any citations that were issued improperly.
Bearing in mind that state requirements may vary, motor carriers should use the online DataQs system to challenge any erroneous bumper label or license-plate lamp violations cited after March 20, and any spare-fuse violations cited after April 20.
Key to remember: On March 23 and April 20, 2026, three important rule changes go into effect. Be sure your drivers, maintenance personnel, and others know the impact.
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2026-03-12T05:00:00Z
NewsAir QualityIndustry NewsIndustry NewsStationary Emission SourcesAir EmissionsEnvironmental Protection Agency (EPA)CAA ComplianceEnvironmentalFocus AreaEnglishAir ProgramsAir ProgramsUSA
EPA finalizes emission standards for large municipal waste combustors
On March 10, 2026, the Environmental Protection Agency (EPA) finalized emission regulations for large municipal waste combustors (LMWCs). The final rule revises nearly all emission limits for new and existing LMWCs.
Who’s impacted?
The final rule applies to LMWCs that combust more than 250 tons per day of municipal solid waste and are covered by the:
- New Source Performance Standards (NSPS) for new LMWCs, or
- Emission Guidelines (EGs) for existing LMWCs.
EPA established new subparts for the amendments at 40 CFR Part 60, including:
- Subpart VVVV for the NSPS, and
- Subpart WWWW for the EGs.
What are the changes?
Generally, stricter emission limits apply. For all LMWCs (new and existing), the rule revises the emission limits for:
- Cadmium,
- Hydrogen chloride,
- Lead,
- Mercury,
- Particulate matter,
- Polychlorinated dibenzodioxins and dibenzofurans, and
- Sulfur dioxide.
For all new LMWCs, the final rule revises the emission limits for carbon monoxide (CO) and nitrogen oxides (NOx). The final rule also amends the CO and NOx limits for all existing LMWCs, except for the CO limits for two subcategories of combustors and the NOx limits for two subcategories of combustors for new municipal solid waste incinerators.
Other major changes include:
- Removing certain exclusions and exemptions for startups, shutdowns, and malfunctions (requiring LMWCs to meet emission standards at all times);
- Removing the NOx emissions averaging compliance alternative for existing LMWCs;
- Amending recordkeeping and reporting requirements; and
- Eliminating Title V operating air permit requirements for qualifying air curtain incinerators that burn only wood waste, yard waste, and clean lumber.
What’s the compliance timeline?
When EPA updates EGs, states must revise their State Implementation Plans (SIPs) to incorporate the changes. States have to submit revised SIPs by March 10, 2027. Once EPA approves the SIP, facilities with existing LMWCs must meet the new standards either within 3 years of the SIP’s approval date or by March 10, 2031, whichever is earlier.
New LMWCs must comply with the amended NSPS by September 10, 2026, or upon startup, whichever is later.
Key to remember: EPA finalized stronger emission limits for new and existing large municipal waste combustors and made other changes to the standards.
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2026-03-12T05:00:00Z
NewsIndustry NewsIndustry NewsFleet SafetyEnglishFocus AreaHighway use - Mileage taxFleet TaxesFleet taxesTransportationUSA
New York pricing program to continue
On March 3, a federal judge ruled that New York’s Congestion Pricing Program would remain in effect after the program was challenged by the Secretary of the DOT. The court ruled that actions to end the pricing program were unlawful and not under the authority of the Trump administration.
The goal of the program is to reduce traffic congestion during peak hours and raise money for New York City’s public transportation. Funds for this project are primarily raised through tolls, charging certain vehicles different amounts depending on the location and time of entry to the city.
Background
According to the U.S. District Court, the Congestion Pricing Program was created in 2019 to “ensure a safe and efficient mass transit system within the city of New York and to protect the public health and safety of New York residents.”
Since the program began in January 2025, it has reduced traffic (60,000 fewer vehicles enter the congestion zone daily), improved air quality, and net revenue by October 2025 was at $467.8 million, according to data from New York City’s Metropolitan Transportation Authority (MTA).
Secretary of the DOT Sean Duffy expressed concerns in early 2025, stating that New York lawmakers didn’t have the authority to increase tolling pricing, and that he was rescinding approval for the project.
The lawmakers of New York initiated a lawsuit against this action shortly after, stating that this termination was arbitrary, unlawful, and a violation of the 5th Amendment.
Recent developments
In January 2026, the president expressed plans to continue combating the pricing program. The Court noted that since the president is not party to the lawsuit, it cannot stop him from making public comment. Secretary Duffy has not objected to the Court’s declaration.
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2026-03-11T05:00:00Z
NewsIndustry NewsFleet SafetyDefensive drivingCMV drivingFocus AreaIn-Depth ArticleFleet OperationsEnglishTransportationUSA
Smart driving in severe conditions
Spring marks the start of severe weather season. For the professional driver, maintaining a high level of awareness and being prepared can go a long way in ensuring safety while on the road.
Thunderstorms
Severe thunderstorms can develop quickly. The following actions can help ensure safety if approaching or already in a storm.
- Turn on the vehicle’s headlights, slow down, and allow extra braking distance.
- Pull off the road and find a safe area to park, avoiding trees, poles, or any other items that could fall on the vehicle.
- Stay in the vehicle as it provides better protection against lightning than being in the open.
- If able to safely park before the storm strikes, seek shelter in a sturdy building, staying away from windows.
Once the storm has let up and travel has continued, watch for downed power lines, trees, and other debris that may have blown onto the road.
Tornados
Tornados are considered nature’s most violent storms. A tornado’s winds can reach 300 miles per hour and can create a path of damage in excess of one mile wide and 50 miles long.
If in an area where a tornado warning is issued, safely park and seek shelter immediately, preferably a basement or the interior of the lowest floor of a sturdy building or storm shelter.
If outside with no shelter, lie flat in a nearby ditch or depression and cover your head with your hands. Also be aware of the potential for flooding, as heavy rain can cause low spots to quickly flood. Do not seek shelter under a highway overpass. Winds blow stronger under an overpass due to the wind-tunnel effect.
Watch for flying debris. Most tornado-related deaths and injuries are caused by flying debris. And never try to outrun a tornado.
Watches and warnings
The National Weather Service issues severe weather watches and warnings. Understanding the following terms can assist in identifying weather hazards.
Watch. A watch is issued when the risk of hazardous weather has increased significantly, but its occurrence, location, and/or timing is uncertain. Watches are normally issued well in advance of the occurrence of severe weather to provide lead time so the public can be prepared.
A severe thunderstorm watch is issued when conditions are favorable for the development of severe thunderstorms in and close to the watch area.
A tornado watch is issued when conditions are favorable for the development of tornados in and close to the watch area.
Warning. A warning is issued when hazardous weather is occurring, imminent, or has a high probability of occurring. Warnings are used for conditions posing a threat to life or property.
A severe thunderstorm warning is issued when a severe thunderstorm is indicated by radar or spotter reports. A severe thunderstorm includes hail that is one inch in diameter or larger and/or winds of at least 58 miles per hour.
A tornado warning is issued when a tornado is indicated by radar or sighted by spotters. The warning will include where the tornado is located and what communities are in its path.
Key to remember: Spring weather can be unpredictable, but informed drivers who remain alert and take appropriate precautions are far better equipped to handle what Mother Nature delivers.
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2026-03-11T05:00:00Z
NewsIndustry NewsIndustry NewsSafety & HealthMiningSpecialized IndustriesEnglishMine SafetyFocus AreaUSA
MSHA warns of freeze-thaw hazards in recent safety alert
The Mine Safety and Health Administration (MSHA) recently issued a safety alert cautioning miners about the dangers posed by freeze-thaw cycles. These cycles can cause highwalls to become unstable and create slippery ground conditions, raising the risk of slips, trips, and incidents involving equipment.
Due to freeze-thaw cycle risks, MSHA recommends that miners closely inspect highwalls, banks, slopes, and roadways after major temperature shifts, and check equipment for safe operation. Miners should also:
- Scale hazardous material from a safe location.
- Barricade and post unsafe areas until hazards are corrected.
- Maintain clean catch benches and rockfall areas.
- Update and follow all Ground Control Plan procedures.
The full alert can be found at msha.gov.
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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.