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Using the wrong placard or using it at the wrong time

One of the most common mistakes I see is using a placard that doesn’t match the material being transported. This usually happens when someone relies on memory instead of verifying the hazard class, or when subsidiary risks get overlooked. Even experienced employees fall into this habit when things start moving too fast.

I also see situations where the placard is technically correct but used at the wrong time. A placard might be left on from a previous load or put on in anticipation of a future shipment. Placards aren’t general warnings. They need to reflect exactly what’s in the vehicle at that moment.

Failing to remove placards

Another issue I run into a lot is failing to remove placards when the hazard is no longer present. This tends to happen when equipment is reused frequently or when operations are trying to keep things moving. It may seem like a small detail, but it creates real risk.

If a placard is displayed, responders are going to assume the hazard is there. That can impact how they respond in an emergency and lead to unnecessary precautions. From a compliance perspective, displaying a placard that doesn’t match the contents of the vehicle is a violation and usually draws unwanted attention during inspections.

Misunderstanding when placards are required

Placarding decisions aren’t always straightforward, especially when packaging types and quantities vary. I usually see teams assume that placards are always required any time hazmat is present. That approach can lead to over-placarding and send the wrong message.

On the other side, I also see required placards get missed because quantities aren’t evaluated correctly. Smaller packages can still trigger placarding when they’re combined. Taking a few extra minutes to verify packaging type and total quantity can make all the difference.

Placement and visibility issues

Even when the right placards are selected, they’re not always displayed properly. Placards need to be clearly visible and in good condition, but this is something I see get overlooked in day-to-day operations. Dirt, damage, and equipment can all block or reduce visibility.

If a placard can’t be easily seen, it’s not doing its job. I always recommend building placement and condition checks into routine inspections, not just focusing on whether the correct placard was chosen. This becomes even more important in environments where equipment sees heavy use.

What this means in the real world

When I look at placarding overall, I don’t see it as just a basic requirement. It’s a real-time communication tool that people rely on to make decisions. Every incorrect, missing, or unnecessary placard sends the wrong message and increases risk.

The good news is that most of these mistakes are preventable. Clear procedures, consistent training, and routine checks go a long way. When teams start treating placarding as an active part of hazard communication instead of just another requirement, I see better decisions and fewer mistakes.

Brake violation statistics

During Brake Safety Day 2026:

• 4,021 inspections were conducted.
• 3,447 commercial vehicles did not have brake-related out-of-service (OOS) violations.
• 574 commercial vehicles had brake-related OOS violations.
  • 313 vehicles had 20-percent brake violations.
  • 193 vehicles had “other” brake violations (inoperative tractor protection system, hydraulic or electric brake violations, inoperative parking/emergency brake, inoperative low-air warning device, etc.).
  • 121 vehicles had brake violations related to brake hoses and/or tubing.
  • 47 vehicles had steering axle OOS violations.
• 26 (out of 349) performance-based brake testers (PBBT) inspections failed to meet the 43.5-percent minimum required braking efficiency standard and were placed OOS.

What’s Brake Safety Day?

Brake Safety Day is an unannounced, one-day annual inspection blitz conducted by the Commercial Vehicle Safety Alliance's (CVSA's). During that day, CVSA-certified inspectors conduct routine roadside inspections with an extra focus on brake systems and parts. The brake violation data collected from the blitz is then sent back to CVSA to glean more about regulatory compliance and enforcement standards and general safety on the roads.

Brake drum/rotor data

The 2026 Brake Safety focus was brake drums and rotors, which may cause violations or OOS conditions that can impact a motor carrier’s safety rating if not working properly. Inspectors found:

• 24 rusted rotor violations (all for air disc brakes),
• 9 broken drum violations (all for s-cam brakes),
• 8 broken rotor violations (all for air disc brakes), and
• 2 metal-to-metal contact violations (one from air disc brakes and one from hydraulic brakes).

Overall, there were 43 total violations in all four categories, 21 of which were OOS violations.

Key provisions

The House Transportation & Infrastructure Committee released a draft version of the legislation in May, and it’s due to be finalized by October. The following are some key provisions related to motor carrier safety.

Expanded record retention: Carriers could be required to retain post‑crash drug and alcohol test records for five years (instead of the current one year for negative results), increasing documentation burdens and audit exposure.

Renewed attention on truck parking: The bill would require a federal study on truck parking availability, continuing momentum from 2012’s Jason’s Law. It would also allocate $150 million per year for truck parking development.

PSP reports: The bill would allow motor carriers to obtain pre-employment screening program (PSP) reports for existing drivers, not just applicants.

Qualifications for brokers and forwarders: The FMCSA would be directed to develop new rules on the experience and qualifications of freight broker and forwarder personnel, a notable shift toward raising professional standards.

Lease-purchase program scrutiny: The legislation would mandate disclosures and outreach related to lease‑purchase programs and direct regulators to prohibit predatory arrangements.

Bathroom access for drivers: The bill would require access to restroom facilities for drivers at shipping and receiving locations.

Pulsating brake lights: The legislation would require the DOT to study whether to allow pulsating brake lights, something the agency is already working on.

ELD oversight and exemptions: The bill would require FMCSA to verify contact information and technical specifications of electronic logging device (ELD) certification applicants but falls short of calling for third-party certification. It would also codify an existing ELD exemption for livestock haulers.

Hair testing and specimen collectors: The DOT would be required to adopt hair testing for drugs within one year after federal health guidelines are issued. In addition, the agency would need to issue new guidance on who may act as a specimen collector under Part 40.

Training Provider Registry (TPR) enforcement: The FMCSA would have to remove noncompliant training providers from the TPR within 90 days of a valid complaint, tightening oversight of entry‑level driver training programs.

Going beyond compliance: The bill would require the FMCSA to issue a “Beyond Compliance” program within 2 years, to give credit to motor carriers that take extra steps to ensure safety.

Data-challenge labeling: The bill would require the FMCSA to add a label to any safety violation that is undergoing a challenge — such as when a motor carrier or driver challenges a roadside violation — until the review is complete.

Autonomous truck regulations: The bill calls for safety regulations within two years for commercial vehicles equipped with automated driving systems (ADS). As part of the effort, the FMCSA will need to allow cab-mounted warning beacons in place of reflective triangles for stopped vehicles and establish a driver workforce development program for drivers replaced by ADS.

Skills testing: The bill directs the FMCSA to issue a rulemaking to allow a CDL applicant to take the driving skills test in any state, regardless of where they live.

Exemption terms: The bill would require drivers to carry proof (from the FMCSA) that they are eligible to be using an exemption. (The FMCSA already makes this a condition for some but not all of its special exemptions.)

Other provisions: The bill also calls for easing some licensing restrictions, tightening rules for household goods shippers, and establishing an advisory committee on cargo theft.

The “Building Unrivaled Infrastructure and Long-term Development for America’s 250th” (BUILD America 250) Act is more than a funding bill; it’s a roadmap for the next phase of federal motor carrier policy. As Congress moves toward finalizing the legislation, the trucking industry may want to watch closely for the compliance, operational, and safety changes that may follow.

Key to remember: Congress is working to finalize a major piece of legislation that will impact motor carrier safety for years to come.

Why it matters to your operation

That creates real risk for your operation. Your employees are the ones unloading trailers, opening packages, and placing materials into storage. If a hazardous product is undeclared, it can easily end up stored with incompatible materials or handled without the right precautions.

If something goes wrong, your team doesn’t have the information they need to respond quickly or safely. Even if responsibility sits with the shipper on paper, the exposure sits with you.

Spotting red flags

The good news is that most undeclared hazmat can be caught with some basic awareness. Receiving teams don’t need to be hazmat experts, but they should be comfortable recognizing when something doesn’t look right.

That might be a package with no labels that feels heavier than expected, has a strong odor, or looks unusual for what it’s supposed to contain. Damaged or leaking containers are another clear warning sign. Vague descriptions like “parts” or “supplies” can also raise concern, especially when paired with products that commonly fall under hazmat regulations, like batteries, liquids, or aerosols. If the paperwork doesn’t match what’s actually in the shipment, that’s another sign something may have been missed.

Practical ways to reduce risk

Reducing this risk doesn’t require a complicated process. It starts with setting clear expectations, so suppliers understand that regulated materials must be fully compliant before they ship.

From there, it helps to build simple screening into your receiving process. If something doesn’t match expectations, pause and take a closer look. Training should stay focused on awareness, so employees know what to watch for and what to do when something seems off. Just as important, your team should feel comfortable speaking up and escalating concerns without hesitation.

Key to remember: Inbound freight is where undeclared hazmat shows up the most, and it’s where your team has the least control. A little added awareness and a few practical checks can go a long way toward closing that gap and making sure your employees aren’t caught off guard by something they were never told was hazardous.

Where the funding is focused

A large portion of the funding is being directed toward training first responders and improving how communities prepare for hazmat and pipeline-related incidents. This includes helping responders better recognize hazards, understand the risks they’re dealing with, and respond effectively under pressure. In addition, safety education programs are being expanded to improve awareness at the community level, especially in areas where hazardous materials frequently move through or are stored.

The funding also supports the development of new safety technologies and provides resources for state, tribal, and local partners who play a role in oversight and enforcement. When you look at these focus areas together, a clear theme begins to stand out. The goal isn’t just better response capability, it’s making sure people at every level are more prepared and more informed before an incident ever occurs.

What this means for day-to-day operations

Even though these grants don’t typically go directly to shippers or carriers, the message still applies across the industry. PHMSA is putting real emphasis on the idea that hazmat safety depends on awareness, communication, and preparation long before something goes wrong. That makes sense with what we see in day-to-day operations, where many issues don’t come from complex regulatory breakdowns. They usually come from missed information, limited visibility, or someone not recognizing a risk early enough.

Why prevention continues to be the priority

One of the biggest takeaways from this announcement is the continued focus on prevention. Once an incident happens, response becomes critical, but options are limited and risks are already in play. Identifying a hazard early, before it moves through the supply chain, gets stored incorrectly, or is handled the wrong way, has a much bigger impact on overall safety.

That same idea applies across most hazmat programs. Catching an issue at the classification stage, during packaging, or while a shipment is still being planned is far more effective than trying to manage it later when it’s already in transit or on-site.

Bringing it back to your operation

From an operational perspective, this really comes down to reinforcing the fundamentals. Clear communication, proper classification, and making sure employees understand what they’re handling continue to be the most effective ways to reduce risk. When the people closest to the work have enough awareness to recognize when something doesn’t look right, it creates an opportunity to stop a problem before it grows.

It also shows the importance of consistency. Small gaps in understanding or communication can lead to larger issues later on, especially when hazardous materials are involved.

Key to remember: This latest round of PHMSA funding is a good reminder that hazmat safety doesn’t start when something goes wrong. It starts with awareness, training, and communication long before an incident ever happens.