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.
Safety & Compliance News
FEATURED NEWS
2026-03-31T05:00:00Z
NewsTier II Inventory ReportingIndustry NewsCERCLA, SARA, EPCRACommunity Right to KnowEmergency Release PlanningEnvironmental Protection Agency (EPA)EnvironmentalIn-Depth ArticleEnglishSARA ComplianceFocus AreaUSA
EPCRA inventory reports: A case study in federal, state, and local collaboration
Environmental regulations require many facilities to report annual inventories of the hazardous chemicals they use or store. Have you ever considered the impact that this information has beyond regulatory compliance? Reporting facilities, whether they realize it or not, serve an essential role in local emergency response planning.
The Environmental Protection Agency’s (EPA’s) Hazardous Chemical Inventory Reporting program under the Emergency Planning and Community Right-to-Know Act (EPCRA) offers a prime example of how collaboration among the federal, state, local, and facility levels supports safer communities.
What’s EPCRA's inventory reporting program?
The Occupational Safety and Health Administration (OSHA) requires facilities to keep Safety Data Sheets (SDSs) for any hazardous chemical used or stored in the workplace. Facilities that use or store the chemicals on-site at or above certain thresholds at any one time are subject to EPCRA’s Hazardous Chemical Inventory Reporting program. Regulated facilities must report information about the hazardous chemicals to the:
- State Emergency Response Commission (SERC),
- Local Emergency Planning Committee (LEPC), and
- Local fire department.
What’s reported?
EPA’s EPCRA inventory program consists of two reporting requirements under Sections 311 and 312 of EPCRA.
SDSs/lists
Section 311 of EPCRA requires facilities to submit the SDSs for or a list of the hazardous chemicals used or stored on-site at or above the reporting thresholds to the SERC, LEPC, and local fire department.
SDSs usually include comprehensive information, such as:
- The composition of ingredients,
- Physical and health hazard information, and
- First aid and firefighting measures.
If a facility opts to list the chemicals, it must group them by hazard categories and include each chemical’s name and any hazardous components as identified by the SDS. This is generally a one-time submission for each hazardous chemical. However, if a facility submits an SDS for a hazardous chemical and later discovers significant new information about it, the facility has to send an updated SDS to the SERC, LEPC, and local fire department.
Annual inventories
Under Section 312 of EPCRA, facilities must also submit an annual inventory (known as the Tier II inventory report) of the hazardous chemicals used or stored on-site at or above the reporting thresholds to the SERC, LEPC, and local fire department by March 1.
Facilities should check state regulations to confirm Tier II reporting thresholds, as they may be more stringent.
The Tier II inventory report requires information on the covered hazardous chemicals used or stored at the facility during the previous calendar year, including:
- The locations of the chemicals,
- The amounts of the chemicals, and
- The potential hazards of the chemicals.
How do inventories support emergency planning?
Inventory reports provide information that’s vital to effective emergency response planning. Specifically, the inventories tell state and local officials about where hazardous chemical releases may occur and the risks that such releases may pose. Equipped with an accurate view of these hazards, officials can build and maintain effective emergency response plans for their communities.
Each participant in the emergency planning effort plays a distinct role:
- Reporting facilities provide the SERCs, LEPCs, and local fire departments with the information they need to build effective response plans, such as the types of chemicals on-site and their quantities, locations, and possible hazards.
- SERCs designate local emergency planning districts and appoint and supervise LEPCs. They also establish the inventory reporting procedures, review local emergency response plans, and process information requests from the public.
- LEPCs use inventory reports to develop and update emergency response plans that address each community’s unique risks.
- Local fire departments use the inventory reports to understand the potential chemical-related risks they may encounter at specific facilities. By knowing where the chemicals are and the potential hazards they pose, fire departments can improve personnel training and identify the most appropriate ways to respond to chemical emergencies.
Ultimately, reporting facilities aren’t just meeting a compliance requirement; they’re also supporting safer communities.
Key point: EPCRA’s hazardous chemical inventory requirements provide an example of effective collaboration between EPA, state and local officials, and facilities to prepare communities for chemical emergencies.
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RECENT INDUSTRY HIGHLIGHTS
2026-03-31T05:00:00Z
NewsIndustry NewsFleet SafetyEntry-Level driver trainingEntry-level driver trainingFocus AreaIn-Depth ArticleFleet OperationsEnglishTransportationUSA
Short on time? Try a mini-training session
Ongoing driver training is essential to maintaining a safe and compliant fleet, yet it often gets postponed or delayed by other business priorities. Mini-training sessions are a simple way to combat this issue without disrupting daily operations.
How do these sessions work?
Much like toolbox talks in the construction industry, these brief sessions take about five to fifteen minutes and focus on a single issue or a portion of a larger topic, making it easy to integrate learning into even the busiest schedules.
For example, a specific aspect of the hours-of-service rule, such as the definition of on-duty time or how the 14-hour duty rule works, could be addressed during one of these short training sessions.
Other topics that work well in a mini-training session format include:
- Hazard perception,
- Safety belt use,
- Road construction/work zone safety,
- Lifting techniques, and
- Severe weather safety.
Use a mix of instructional techniques
When preparing your mini-training session, consider incorporating a mix of instructional techniques to help convey your message. Use of multiple methods during the same training session aids in retention and reinforces key takeaways. Examples of techniques that can be used in this time-sensitive training format include:
- Handouts covering the session’s main points,
- Question and answer session,
- Demonstration,
- Discussion, and
- Drills or exercises that include class participation.
Key to remember: Mini‑training sessions provide a quick, effective way to deliver ongoing driver education without disrupting daily operations.
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2026-03-31T05:00:00Z
NewsIndustry NewsCompliance reviews - Motor CarrierFleet SafetyEnglishFines and penalties - Motor CarrierFocus AreaIn-Depth ArticleEnforcement - DOTTransportationUSA
Coming soon: New FMCSA enforcement playbook
The DOT is soon expected to issue a new rule that will affect how the Federal Motor Carrier Safety Administration (FMCSA) writes new guidance and runs enforcement cases. Though it may sound like inside-baseball, for motor carriers it could change the outcome of audits, investigations, and even settlement talks.
According to the DOT, the new “rule on rules” is aimed at making the enforcement process more fair, well-documented, and based on clear legal authority, not a game of “gotcha.” The rule was proposed a year ago and recently got the White House’s stamp of approval, clearing the way for final publication.
No fishing
As proposed, the rule directs the FMCSA and other DOT agencies to avoid “fishing expeditions” without enough evidence in hand to support an enforcement claim. It also spells out what an enforcement notice should include — what rule you allegedly violated, the key facts, and what rights you have to challenge it and “avoid unfair surprise.”
Transparency is another key component. The rule will require agencies to share potentially exculpatory evidence — basically, information in the government’s hands that could help you defend yourself or reduce the penalty. The proposed version of the rule states that “making affirmative disclosures of exculpatory evidence in all enforcement actions will contribute to the [DOT’s] goal of open and fair investigations and administrative enforcement proceedings.”
The rule is also expected to reinforce the fact that guidance documents — including interpretations issued by the FMCSA and often published along with FMCSA regulations — are not legally binding. In addition, agencies will need to take additional steps in the guidance development process, such as doing cost-benefit analyses and legal review, and getting public input.
Many of the changes in the proposed rule were in place prior to 2021 but were rescinded by the previous administration.
A new era for enforcement
One of the most intriguing changes in the rule will allow motor carriers to petition the DOT to argue that their staff violated procedural requirements. If the carrier wins, the proposed remedies go beyond a scolding for the investigators. They could include:
- Removing the enforcement team,
- Excluding certain issues or evidence,
- Ordering certain factual findings, or
- Restarting the enforcement action from the beginning or from an earlier point in the proceedings.
FMCSA enforcement cases dropped dramatically last year even without the new rule; the future may hold even fewer once the proposed changes go into effect.
Key to remember: A new “rule on rules” from the DOT is expected soon, and it could change the FMCSA’s enforcement playbook.
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2026-03-31T05:00:00Z
NewsIndustry NewsFleet SafetyPassenger vehiclesPassenger carriersFocus AreaIn-Depth ArticleEnglishTransportationUSA
Is your shuttle bus legal? 5 questions every operator should ask
Small shuttle bus vehicles often fly under the regulatory radar — until there’s a crash. Many vans designed for 9–15 passengers, for example, are regulated as commercial motor vehicles (CMVs) subject to the Federal Motor Carrier Safety Regulations (FMCSRs). This exposes unsuspecting operators to citations, penalties, and litigation risk.
5 questions to address
Motor carriers and operators who drive small vehicles should work through the five questions below to determine whether federal or state regulations apply — and whether it’s time to dig deeper or seek professional guidance.
1. Does the vehicle operate interstate or intrastate?
Interstate commerce includes transportation that’s part of a larger trip that begins or ends in another state. Prearranged transportation to or from an airport is one example, even if the vehicle itself never leaves the state.
Intrastate commerce, by contrast, stays entirely within one state and isn’t connected to an interstate journey. Intrastate shuttle operations, however, may still be regulated under state motor carrier safety rules that closely mirror federal requirements.
2. How many passengers is the vehicle designed to carry?
In interstate commerce, the FMCSRs apply to vehicles designed or used to transport 9–15 passengers, including the driver, when compensation is involved. Vehicles designed to carry more than 15 passengers, including the driver, are considered CMVs regardless of compensation.
Importantly, removing seats doesn’t change the vehicle’s original design rating.
3. What is the vehicle’s weight?
Weight can trigger regulation even when passenger count or compensation doesn’t. If a vehicle has a gross vehicle weight rating (GVWR) or actual weight of 10,001 pounds or more, it may be subject to the FMCSRs regardless of passenger capacity or whether anyone is paying for the ride.
States differ in how weight thresholds are used for intrastate regulation, so operators should confirm how state CMV definitions apply to their fleets.
4. Is it a ‘for-hire’ operation?
For‑hire passenger carriers transport passengers for direct or indirect compensation as follows:
Direct compensation: This includes fares, tickets, or payments made on the passenger’s behalf, including donations.
Indirect compensation: This occurs when transportation is bundled into a larger service or package, such as lodging, tours, or event admissions.
For interstate vehicles designed for 9–15 passengers, compliance obligations are as follows:
Operations involving direct compensation or vehicles weighing 10,001 pounds or more must:
- Register with the FMCSA;
- Display a USDOT number; and
- Comply with driver qualification, hours‑of‑service, and maintenance rules.
Operations involving indirect compensation only using vehicles under 10,001 pounds must:
- Register and display a USDOT number,
- Maintain accident records, and
- Comply with texting and handheld mobile phone prohibitions.
5. Is the shuttle operation private?
Private motor carriers of passengers (PMCPs) don’t charge fees, but are divided into two categories:
- PMCP Business: These are companies that operate employee shuttles and must comply with most FMCSRs but are exempt from federal insurance requirements.
- PMCP Non Business: These include such groups as churches or charities. They must operate safely and meet basic FMCSR requirements but are exempt from many recordkeeping and administrative rules.
- These exemptions include:
- Insurance requirements;
- Driver qualification files;
- Medical examinations (while still meeting minimum physical standards);
- Logs, though hours‑of‑service limits still apply; and
- Maintenance records and driver vehicle inspection reports.
- These exemptions include:
From awareness to action
To confirm if the FMCSRs or state safety regulations apply to a shuttle operation, these steps can reduce risk:
- Consult a regulatory expert.
- Conduct an audit internally or through a third party.
- Develop an action plan, assign ownership, and reassess compliance regularly.
Key to remember: Knowing when federal or state rules apply to a shuttle operation is essential to minimizing enforcement exposure, liability risk, and operational disruption.
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2026-03-30T05:00:00Z
NewsIndustry NewsFleet SafetyRisk Management ProgramRisk Management ProgramFocus AreaIn-Depth ArticleFleet OperationsEnglishTransportationUSA
From day one to trusted pro: How safety mindset grows across a trucking career
Safety in trucking isn’t just a set of rules to follow. It’s a mindset that develops over time, shaped by experience, awareness, and responsibility.
From a driver’s first day behind the wheel through decades on the road, each phase of a career influences how risks are managed and decisions are made. Understanding how safety culture evolves helps both drivers and fleets support habits that protect people, equipment, and freight throughout an entire career.
New drivers: Laying the foundation
For new drivers, every mile brings something unfamiliar. Inspections, backing, traffic flow, weather, and trip planning all require focus and learning. Because everything is new, most drivers pay close attention to instructions and best practices. This early caution is valuable and should be reinforced.
The first months on the road are the ideal time to establish routines that last a lifetime. Thorough pretrip inspections, proper following distance, defensive driving, and smart rest planning begin to feel natural when practiced consistently. New drivers who ask questions, seek feedback, and accept coaching build confidence faster and reduce the risk of avoidable mistakes. A supportive environment encourages growth and strengthens early safety habits.
This stage also teaches drivers to recognize personal limits. Long hours and changing schedules can challenge both energy and focus. Learning to identify fatigue, manage stress, and speak up when rest is needed builds a sense of responsibility that carries forward for years.
Midcareer drivers: Staying sharp
Midcareer drivers bring valuable experience and familiarity with the job. They’ve handled difficult routes, tight schedules, and changing conditions. While experience builds confidence, it can also introduce risk if attention slips.
When tasks become routine, it’s easier to skip steps or assume situations will turn out as expected. A rushed inspection or moment of distraction may seem minor but can lead to serious consequences. This phase of a career calls for renewed awareness and a return to the fundamentals learned early on.
Midcareer drivers also serve as examples for newer team members. Their habits are observed closely. By staying consistent, following procedures, and keeping up with new regulations and technology, they help reinforce a strong safety culture across the fleet.
Veteran drivers: Leading with experience
Veteran drivers have faced nearly every scenario the road can offer. Their calm approach and ability to anticipate trouble are powerful tools. Still, experience alone does not guarantee safety.
The most respected veteran drivers treat every trip as unique. They remain alert to changing traffic patterns, equipment updates, and evolving best practices. Many also take on a mentoring role, sharing knowledge and reinforcing safe habits among less experienced drivers.
Key to remember: A successful driver is measured not only by miles traveled but by the ongoing commitment to safety that makes every mile possible.
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2026-03-30T05:00:00Z
NewsIndustry NewsIndustry NewsSafety & HealthInjury and Illness RecordkeepingConstruction SafetyGeneral Industry SafetyAgriculture SafetyMaritime SafetyUSAEnglishFocus AreaInjury and Illness Recordkeeping
Nonfatal workplace injuries, illnesses down 3.1 percent from 2023
Data from the Bureau of Labor Statistics (BLS) show nonfatal workplace injuries and illnesses decreased in 2024, down 3.1 percent from 2023. This is largely due to a 26 percent overall drop in illness cases, which in turn stemmed from a 46.1 percent decrease in respiratory illnesses, the lowest level since 2019.
The incident rate was 2.3 cases per 100 full-time equivalent workers, down from 2.4 in 2023. Cases involving days away from work, job restriction, or transfer (DART) also decreased.
Of the 2.5 million nonfatal injuries and illnesses reported by private employers, the majority were in healthcare and social assistance, retail trade, and manufacturing.
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