Latest news with #CVSA
Yahoo
02-06-2025
- Automotive
- Yahoo
A Practical Guide to CVSA Brake Safety Week 2025
Every year thousands of trucks are pulled off the road during the Commercial Vehicle Safety Alliance's Brake Safety Week by inspectors across the U.S., Canada and Mexico, who in 2023 conducted 18,875 inspections. Of those, 2,375 trucks or 12.6%, were placed out of service for brake-related violations. This year's spotlight is sharper than ever, especially if you have rotors cracking under heat stress, pigtails dragging across your catwalk or drums coated in grime. For 2025, inspectors are narrowing their focus, zeroing in on the visible signs of neglect and homing in on disc brake components, drums and rotor condition. If you're hauling heavy, you're in the crosshairs. Let's be clear: This isn't about passing inspection by luck or charm. It's about understanding what CVSA looks for and what you can control. The rise of disc brakes across Class 8 and vocational trucks has brought new advantages and vulnerabilities. Disc setups run hotter, and with heat comes trouble. Rotor cracks are a growing reason for out-of-service violations. These cracks often show up on heavier trucks – think trash haulers, log trucks or any rig doing short-haul, stop-start runs where brakes never really get a chance to cool. If you're using disc brakes, consider investing in cryogenic-treated rotors. These rotors are heat-tempered to reduce internal stress fractures, buying you longevity and lowering your risk of an expensive (and embarrassing) roadside failure. More importantly, keep your brakes clean and regularly inspected. Heat check discoloration, spider-webbing cracks and glazing should never be to enough seasoned inspectors and they'll tell you: They're not in the business of pulling in a spotless 2025 Peterbilt with stainless steel fenders and a high-polish rig. Unless it's to say, 'Nice truck.' They're looking for low-hanging fruit: visibly neglected equipment that screams, 'I don't care.' Dragging pigtails, bald tires, mismatched lights and hoses zipped together with duct tape are the visual cues that trigger deeper inspections. When they go deep, they start with the brakes. That's why your first line of defense is soap, water and a walkaround. Here's what they'll be looking for and what you should be double-checking right now:Brake hoses: Not kinked, cut, swollen or leaking. Fittings: Secure and leak-free. Brake chamber: Properly mounted with no dents, rust or air leaks. Slack adjuster: Pins secured; adjusters straight, not broken. Push rod: No more than 1 inch of movement with brakes applied. Brake drum: No cracks, holes or contamination. Brake linings: At least a quarter-inch thickness, no chips and dry. Rotors/discs: Free of deep heat checks or cracks; smooth and uniform. Air system: Pressure builds to 120-plus PSI, holds steady under application. Air loss test: No more than 4 PSI loss in one minute under applied pressure. Buzzer and pop test: Alarms at 60 PSI, valves pop at 20-40 PSI as required. You can and should perform a full pre-trip brake check daily. Before CVSA Brake Safety Week, go even deeper. Use a creeper. Get under there. If you're unsure, take photos and send them to your maintenance lead. Better yet, visit a shop for a midyear brake tuneup. Remember, electronic driver vehicle inspection report (DVIR) systems can allow you to take time-stamped photos of violations and defects to assist in challenging them later in the Data Q system. Too many drivers think the goal is to avoid inspection altogether. That's flawed thinking. The better goal is to pass one confidently and let word get around. A clean inspection can earn you praise and incentive bonuses, and even improve your carrier's Inspection Selection System score with the Federal Motor Carrier Safety Administration. Keep your paperwork ready and clean. Maintain logs, ELD data and DVIRs and ensure everything from med cards to International Fuel Tax Agreement stickers is in order. Sloppy paperwork invites deeper inspections, while organized drivers move faster. Enforcement resources are limited. Inspectors know that pulling a clean, well-maintained fleet truck is rarely fruitful. So their energy is focused where it counts: Trash trucks: Urban routes, disc brakes, heavy wear, poor cooling. Log trucks: Off-road use, exposed rotors, weather stress. Vocational and municipal fleets: Older equipment, frequent starts/stops. Dirty or visibly poorly maintained vehicles: Your rig will not get a pass if it looks like it was recovered from a swamp. If your truck looks like it hasn't been washed in six months, your odds of getting waved in for a Level 1 go up fast. While Brake Safety Week is the headline, here are other CVSA initiatives for the year: Operation Safe Driver Week: July 7-13 – Focus on driver behavior. Hazmat Road Blitz: Sept. 9-13 – Targeting placards, shipping papers and packaging. Roadcheck 2025 recap (already passed): May's Roadcheck targeted tractor protection systems, ABS and coupling devices. Expect similar intensity for Brake Safety Week, especially since brake issues were among the top reasons for out-of-service orders during Roadcheck. Keep Your Truck Right and Your Paperwork TighterYou can't control every outcome, but you can control how your truck looks and its brakes' function. Use this Brake Safety Week not as a nuisance, but as a reminder: Your brakes are all that stand between you and disaster. Maintain them like your life depends on it, because it you need help checking these systems, download a pre-trip checklist, implement electronic DVIR programs like Motive or Fleetio and talk to your mechanic or contact fleet consultants like Trucksafe that can help guide you or your team. The post A Practical Guide to CVSA Brake Safety Week 2025 appeared first on FreightWaves.
Yahoo
20-05-2025
- Automotive
- Yahoo
How to improve safety during Distracted Driving Awareness Month
Chris Hayes, Risk Control Assistant Vice President for Workers' Compensation and Transportation for Travelers Insurance, sat down with FreightWaves' Timothy Dooner on the April 21st episode of What the Truck?!? to discuss the Distracted Driver Awareness month as well as the risks and effects of distracted driving. Distracted driving remains a prevalent safety issue, with many incidents each year caused by cell phones and other distractions. 'In bumper-to-bumper traffic the other day, I looked at the car next to me and thought, 'that's a good episode of that TV show,' and then I realized that this person was watching television on their phone while driving in traffic,' Hayes said. 'If I can recognize the show from another car, that just shows how distracting that behavior really is.' Ultimately, safety is in the hands of every driver. Until all cars are self-driving, carriers will still need drivers. Even with technology like autonomous trucks, someone will need to be present in those trucks for the foreseeable future. 'Statistic after statistic shows that drivers are the cause of roughly ninety-five percent of accidents,' Hayes said. More often than not, Hayes says, it's the passenger vehicle that's the primary cause of the accident when it comes to light vehicle/heavy vehicle collisions. 'Either way, it's still people that typically make these things happen,' he said. When it comes to safety, distracted driving compounds with every other thing that a driver is doing. 'Being distracted while you're in your sleeper doesn't matter, of course, but when you're on a crowded highway going sixty miles an hour and it's raining, every one of those factors makes it more dangerous,' Hayes said. Distraction erodes all of those skills that a driver should have, according to Hayes. 'The most important thing is to be able to see where you're going and maintain the right space between you and the vehicles around you,' he said. Every year, the CVSA hosts a program called Operation Safe Driver, which involves focused enforcement over the course of a week in July. 'Many drivers may not appreciate dealing with the extra enforcement, but it's an important cause and encourages safe driving behaviors,' Hayes said. Last year, between July 7th and July 13th, the CVSA pulled over more than 11,000 vehicles, including both commercial and passenger vehicles. The most common infraction for commercial drivers was speeding. 'Cutting down on speeding is absolutely the key to maintaining safe roads,' Hayes said. 'Close to 12,000 people die in speeding-related crashes out of the 40,000 who die on the road every year.' * Speed affects nearly every aspect of road safety – necessary following distance, a driver's ability to react in time, and the severity of an impact. 'Speed is everything, especially when you're driving a commercial vehicle,' Hayes said. Surprisingly, failure to wear a seatbelt was the second highest infraction found during 2024's Operation Safe Driver. 'A lot of people think that wearing a seatbelt only affects them and their safety,' Hayes said. 'If you're in a collision, though, the thing that keeps that collision from getting much worse is your natural reaction to grab the steering wheel and hit the brakes to get control of your vehicle, which you can't do if you get bounced into your passenger seat,' he said. 'If you've seen videos of crashes from interior cameras, you know that a driver without a seatbelt never stays in that seat,' Hayes said. 'Wearing a seatbelt is not just about your safety. It also can keep other people in your vicinity safer in the event of an accident because you can be in a better position to keep your vehicle straight, steady, and stopped.' It's also worth noting that not wearing a seatbelt is actually a bigger violation than speeding in many states. For Distracted Driving Awareness Month, Travelers wants to remind all drivers that their main job on the road is to get their vehicles to their destination safely. 'Any secondary task you have to do is well below that in importance,' Hayes said. It's vital that office staff participate in avoiding distractions too, says Hayes, because many carriers are far too apt to call drivers while on the road. 'There are many other ways to communicate safely with drivers now,' Hayes said. 'When I started in trucking, drivers would call dispatch twice a day, and somehow the economy still kept turning.' There is nothing more important than the driver's ability to stay focused on the task of driving, because otherwise too many people can be hurt. 'As an industry, we have to pull out of the sense that we need to be connected at all times,' Hayes said. From the perspective of safety professionals, according to Hayes, there is still a lot of work to be done. 'I've been trying to find ways to make telematics improve safety since 2009, and I'm still working at it,' Hayes said. For many carriers, trying to examine and respond to every single alert of a safety issue is impractical. In speaking with one customer, Hayes learned that their fleet received 3,000 alerts every morning between 5 a.m. and 7 a.m. 'In a situation like that, it's difficult to know which alerts to look at,' Hayes said. Some carriers, he says, are even concerned that they may be in more trouble if they neglected to address something crucial. 'What we're helping our customers do is focus on something we call 'metrics that matter,'' Hayes said. 'With the wealth of data you get from cameras, telematics, engines and GPS, you can focus on which stats actually make the most impact in safety for you right now, and you can turn that into methods for coaching your drivers,' he said. Instead of simply reprimanding a driver for an individual incident, for instance, carriers can show them how they compare to other drivers and examine the patterns of what they do right and wrong. 'Don't forget to work with your telematics provider,' Hayes said. 'You don't want to report every minute for every driver. What would be better is to see on a regular basis who is performing and who is not so you can provide a straightforward scorecard and help drivers understand where they are.' Knowing who to coach and provide feedback to, Hayes says, is a key factor for fleets to improve their overall safety. 'It can be a huge help and a tremendous motivating factor to know that your speed is too high and that you have harsher usage of the brakes than anyone else in the fleet,' Hayes said. 'For the most part, everyone is out there trying to do a good job every day, but we just need information in order to improve sometimes,' Hayes said. Click here to learn more about Travelers Risk Control. *Source: The post How to improve safety during Distracted Driving Awareness Month appeared first on FreightWaves.
Yahoo
19-05-2025
- Automotive
- Yahoo
Roadcheck effects persist as truckload market still tightening
The Commercial Vehicle Safety Alliance's (CVSA) annual International Roadcheck inspection blitz has come and gone, but its effects on the trucking industry are proving more persistent than in recent years, revealing a market that may be more vulnerable to disruption than previously thought. The three-day enforcement initiative, which took place last Tuesday through Thursday, saw inspectors across North America conducting comprehensive examinations of both driver credentials and vehicle conditions. While Roadcheck week traditionally causes temporary market tightening as drivers opt to sideline their trucks, this year's aftermath suggests deeper structural issues in the freight market. During the inspection period itself, truckload capacity tightened noticeably, with the Outbound Tender Rejection Index (OTRI) increasing by over half a percentage point in just a few days. National tender rejection rates jumped from 5.21% on May 11 to 6.48% by Sunday. Simultaneously, the National Truckload Index (NTI), which tracks aggregated dry van spot rates, rose approximately 4.5% – from $2.19 a mile to $2.29 a mile – over the same period. What makes this year's Roadcheck response particularly notable is that these elevated rejection rates have persisted beyond the inspection period itself. The sustained tightening indicates this is potentially the most vulnerable the truckload market has been in years, despite broader economic historical context highlights just how unusual this year's reaction has been. In 2021, Roadcheck had minimal market impact as spot rates were already climbing 1%-2% weekly, creating strong financial incentives for drivers to remain operational despite inspection risks. The 2022 event was similarly muted, despite a collapsing demand environment, due to the sheer volume of carriers still on the road during that transitional market phase. Last year marked a more significant response to Roadcheck than previous years, though still relatively marginal and complicated by the Memorial Day holiday. This year's more dramatic and sustained market reaction suggests a fundamental shift in the balance between supply and demand. The current market conditions help explain this heightened sensitivity. Spot rates had declined by 8% over the previous three months, reflecting broader stagnation across the economy and freight sector. In this challenging environment, many carriers are operating with minimal financial cushion, simply trying to cover basic operational costs. A key insight from the SONAR data is that the surge in rejections wasn't driven by increased demand. The National Outbound Tender Volume Index (OTVI) showed stable tender volumes from shippers to carriers throughout the period, confirming that the tightening stemmed exclusively from the supply side of the year also introduced a variable that likely contributed to the market dynamics: the enforcement of an existing rule requiring drivers to speak and read English. While it's unclear if this was a focal point in this year's inspections, it potentially contributed to an increased number of drivers choosing not to operate, further constraining available capacity. For freight brokers and carriers, the lingering effects of Roadcheck could signal challenging conditions ahead. If this summer follows typical seasonal patterns, shippers will likely have an increasingly difficult time securing capacity, especially considering that current rejection rates are already approaching last year's summer peak levels. In 2023, rejections climbed from Roadcheck levels to 6.59% by early July, ahead of the Independence Day holiday. Looking ahead, while Roadcheck week alone won't fundamentally alter the difficult conditions facing the industry, its magnified impact this year serves as an important indicator of underlying market fragility. Additional potential disruptions loom on the horizon, including a recent surge in import bookings following the Trump administration's softening stance on tariffs with China. This could trigger a wave of inbound freight and contribute to a summer uptick in demand. The transportation industry may be approaching the catalyst it has been anticipating. While the immediate effects of Roadcheck will fade, the combination of evolving trade conditions, potentially low inventory levels and the demonstrated sensitivity to capacity disruptions suggests the market may be at an inflection point. The post Roadcheck effects persist as truckload market still tightening appeared first on FreightWaves.
Yahoo
15-05-2025
- Automotive
- Yahoo
Freight Is Moving — But So Is the Line Between Safe and Sorry
The Commercial Vehicle Safety Alliance (CVSA) is gearing up to formally request a big change: a federal time cap on personal conveyance use by truck drivers — specifically, limiting it to no more than two hours per day. Why? Because the data's in — and it doesn't look good. After reviewing more than 41,000 roadside inspections, CVSA found that 38% of drivers are using personal conveyance incorrectly. In plain terms, that means nearly 4 in 10 drivers are stretching the rule beyond what it was designed for — and that misuse may be contributing to more crashes and a higher rate of out-of-service violations. This isn't just a technicality. According to federal crash records reviewed during the study, companies where personal conveyance is misused are four times more likely to be involved in a conveyance is meant to allow drivers to use their truck off duty — for things like: Driving to grab a meal. Heading to a hotel or rest stop. Moving the truck to a safer parking spot. Running a personal errand after hours. It's not a license to drive another two hours on the back end of your day to get closer to your delivery — but that's exactly how it's often being used. And inspectors know it. As one CVSA official put it: 'Drivers are either confused, or they're using the rule as a loophole. Either way, it's being abused.'In the coming weeks, CVSA plans to file an official petition with FMCSA that includes several proposed updates: Cap personal conveyance use at two hours per day. Exclude personal conveyance from counting as 'off-duty' time. Clarify that drivers cannot use personal conveyance to get to a 'safe haven' after running out of hours. Draw a clearer line between personal use and business use. Prohibit using personal conveyance to travel home or from home for business purposes. Define what actually qualifies as a 'yard move.' Their argument is simple: The current guidelines are vague and inconsistent, and they leave too much room for interpretation — which opens the door for misuse. If you're a small fleet operator or an independent driver, this hits home in two ways: Misuse of conveyance can lead to major violations, even if you thought you were within the rules. Crashes tied to conveyance abuse impact your BASIC scores, which affects your insurance, your broker relationships and your DOT reputation. It also puts more pressure on you to train your drivers properly, document everything and ensure logbook discipline, especially during roadside inspections or blitz events like the CVSA International Roadcheck. If FMCSA moves forward with CVSA's proposal, the way carriers use personal conveyance will change — fast. But even before a rule hits the books, it's clear the scrutiny is already here. Take a look at how your drivers are using PC status. If it feels gray, it probably is. Get ahead of it now — because enforcement is coming with data, not guesses. If you've been watching the personal conveyance debate heat up, then you already know what's coming: 'I couldn't find parking' isn't going to cut it anymore. With CVSA pushing for stricter limits on personal conveyance, and FMCSA considering tighter enforcement guidance, how and when drivers park is about to become more than just a daily headache — it's becoming a legal for small fleets and owner-operators, this lands right in your lap. Let's talk facts: Truck parking in this country is broken. Depending on where you're running, there's either no space, no lighting, no safety or no legal options — and sometimes all four at once. Drivers who time out under hours-of-service regs are often forced to: Park illegally on ramps or shoulders. Take the risk and drive a few more miles to a safer spot. Flip over to 'personal conveyance' just to get somewhere they can rest. And now, CVSA wants to crack down on that last one. CVSA's proposal includes a direct request to FMCSA: Make it clear that using personal conveyance to reach a 'safe haven' is not allowed once a driver hits the HOS limit. That means: No more logging PC time just to go find parking. No more stretching it 10 or 20 miles down the road 'just this once.' No more hiding behind vague logbook notations. And when the blitz weeks roll around, don't be surprised if this becomes a focal point — especially for ELD and logbook reviews during Level 1 and Level 3 inspections. We can't fix the parking shortage overnight, but you can control how your team deals with it. Here's how smart fleets are staying compliant without putting their drivers in a bind: Trip Plan with Parking in MindDon't just plan loads — plan parking. Use apps like Trucker Path, truck stop networks or dispatcher support to lock in stops early. Teach Your Drivers What Counts (and What Doesn't)Make sure every driver knows the difference between a personal move and a business move. You can't drop a load, flip to PC and drive 45 minutes toward the next shipper. That's a violation waiting to happen. Build Parking Time into Load AssignmentsIf a driver's window is already tight, assume the driver will need 30-45 minutes just to secure safe parking at day's end. Encourage Early Stops in Hot ZonesIf they're headed into urban areas or known parking deserts (like the I-95 corridor or California metros), plan for parking before 7 p.m. — or risk getting boxed out. Document EverythingIf a driver genuinely can't find legal parking and must move, log the search. ELD notes, photos, fuel receipts, anything. It won't guarantee protection — but it may help during review. What used to be an annoying part of the job is now a compliance target. And when CVSA, FMCSA and enforcement officers are all looking in the same direction, that's your cue to get proactive. Personal conveyance isn't the problem. Misusing it because of a broken parking system is. And while we all know the real fix is more truck parking infrastructure, until that shows up, your best defense is better planning and smarter logs. Is the Market About to Flip? Here's What the Numbers Are Telling Us We've been in a grind for a long time now — low rejection rates, flat volumes and everybody fighting for scraps on the spot boards. But if you look closely, this week brought a few signals that something might finally be shifting. And it starts overseas. After months of economic strain on both sides of the ocean, the U.S. and China announced a temporary pause on new tariff hikes. The decision follows backchannel talks in Geneva and signals a cooling-off period in what's been a freight-strangling trade war. Why does that matter? Because Chinese goods = = port activity = inland freight. With tariff pressure temporarily lifted, expect a rush to move goods into the U.S. before the window closes — especially high-volume consumer products, electronics and machinery. In short: Freight demand might be about to catch a tailwind. Take a look at the Van Outbound Tender Volume Index chart you see above. As of now, we're sitting around 7,239. That might not seem massive, but it's been inching up the past few weeks. Compare that to the dip we saw in March and early April, and the trend is clear: More loads are entering the system — even if it's not a full-on surge just yet. Now combine that with what we're seeing in van tender rejections, currently at 5.23% and climbing slightly. That's still relatively low, but it's a step up from early May when we were hovering just above 4%. And here's what that really means: Volume is starting to increase. Carriers are starting to say 'no' a little more often. That combo = upward rate pressure is coming. According to a report this week, brokerages and large carriers are already bracing for a rate spike tied directly to this tariff pause. Here's the logic: Importers want to move fast before tariffs possibly return. That means a volume burst hitting ports and rail yards. Which leads to increased demand for trucks to clear that freight inland. That's not just a load board theory — it's what we've seen in every previous tariff window. Fleets that had the ability to pivot into port or drayage opportunities cashed in. Fleets that didn't? They chased table scraps. If you're running dry van or intermodal lanes, especially anywhere near port markets like LA and Long Beach, California; Savannah, Georgia; or Newark, New Jersey, this is your time to get in position. Here's how to play it smart: Start watching load counts and rate shifts daily, not weekly. Get back in touch with brokers who move import-heavy freight. Consider short-term flexibility over long-term commitment for the next 30-45 days. If you're running regional — get tight on your deadhead and try to align with shippers prepping for back-to-school inventory movement. The tariff pause might only last a few weeks. But the freight that comes with it? That's very it might be the first true volume surge we've seen in 2025. Small carriers that move fast, stay visible and price smart could ride this pocket of demand into a much-needed Q2 win. Walmart dropped two big announcements this week. First: The company's Q1 sales came in It's about to start raising prices, and the reason why is no surprise — tariffs. Despite landing $165 billion in revenue last quarter, Walmart says the cost of doing business is rising, and the company is not going to be able to absorb it all. That means the low-price model that Walmart has built its brand on is about to get tested. And if Walmart's saying it out loud, you can bet every other big-box retailer is thinking it too. Here's what's happening behind the scenes: The Trump administration recently paused some of the harshest tariffs for 90 days. Importers are rushing to bring in goods from China before that window closes. Retailers — especially ones that rely on global supply chains — are passing those added costs down to consumers. And while Walmart sources a lot of groceries from within the U.S., the categories under tariff pressure include toys, clothing, automotive parts and electronics — all freight-heavy lanes. That 'pause' may be helping load volumes rise temporarily (like we covered in Section 3), but it's also setting the stage for price inflation and logistics cost pressure in the second half of the year. If you run contract or retail freight, especially through companies that distribute general merchandise, here's what you need to watch for: Load consistency could spike in the short term as retailers restock inventory before the next round of tariffs. Rates may go up slightly — but so will input costs (fuel, port congestion, insurance). If tariffs return at full strength after the 90-day pause, Q3 could bring another slowdown if consumer spending dips under pressure. Walmart also hinted that shipping costs are on the rise due to limited vessel space and increased demand for port slots. That kind of congestion means longer lead times, more drayage bottlenecks and a likely shift in delivery expectations from some shippers. Walmart doesn't raise prices unless it has to. But now it has to — and that's a flashing red light for the rest of the supply chain. Carriers that stay nimble, control costs and pivot to stable freight segments will weather that overextend on volatile lanes tied to tariff-sensitive imports? They'll feel the pinch hard. This past week, tragedy struck in East Ridge, Tennessee, where a multivehicle crash involving a tractor-trailer claimed two lives and left several others — including young children — with severe injuries. The driver behind the wheel is facing over a dozen charges, including reckless homicide, felony endangerment and aggravated assault. Reports say he was swerving through lanes at high speed, failed to brake when traffic slowed and caused a deadly chain reaction. His truck was branded with the Amazon logo — but he wasn't an Amazon was a contracted owner-operator working under a small Florida-based carrier. And now, every part of that supply chain is under scrutiny. While the carrier's owner claims the company has 'no crash history,' FMCSA records tell a different story. Recent violations against the carrier include: Falsified logs. Unauthorized passengers. Speeding violations. Incorrect license endorsements. These aren't paperwork errors, they're signals — signals that something was off in the operation's safety culture long before the crash ever happened. This story highlights something many small fleets deal with every day: When you outsource freight, you're still tied to the behavior of the person in that truck. It doesn't matter if they're a 1099 contractor, an owner-op leasing your authority or a sub-brokered carrier — if they mess up, your name is going to get pulled into the spotlight. And if that trailer says Amazon on the side? Multiply the attention tenfold. This isn't just a warning for enterprise-level freight networks. It's a reality check for any carrier putting someone else behind the wheel. If you're running your authority — especially if you work with contractors — here's what to take away from this: You can't just distance yourself after the fact.'He's a grown man' isn't a legal defense when that man's in your operating structure. CSA violations are your warning Endorsement gaps. Logbook issues. These aren't random — they're your early indicators of risk. You're judged by your public doesn't separate you from the guy wearing your DOT number — and neither will the FMCSA or a courtroom. Every contractor should meet your checks, safety briefings, insurance verification, logs audit — even if they're not 'your employee,' they're your responsibility. The crash on I-75 is a reminder of just how fast things can go wrong — and how long the consequences can last. Two people lost their lives. Children were burned. And now, a carrier, a shipper and a driver are all caught in a storm of legal and moral accountability. If you're building a business in this industry, build it with safety, systems and ownership at its core — or risk having everything undone by one moment behind the wheel. This week's stories have a common thread: accountability. Whether it's personal conveyance abuse, unsafe subcontractors or rising prices from tariff fallout, the trucking industry is showing once again that you can't afford to look the other way. If you're a small carrier or owner-op, these moments aren't just headlines — they're warnings. Warnings to tighten up your books, your partnerships, your safety practices and your daily decisions behind the wheel. Because whether it's FMCSA enforcement, a courtroom or a mother watching a horrific scene on I-75, nobody cares whose name is on the truck. They care who took responsibility. Stay sharp. Watch the signs. And don't just move freight — move right. The post Freight Is Moving — But So Is the Line Between Safe and Sorry appeared first on FreightWaves.
Yahoo
07-05-2025
- Automotive
- Yahoo
What a Level 1 Inspection Looks Like (And How to Pass)
Yahoo is using AI to generate takeaways from this article. This means the info may not always match what's in the article. Reporting mistakes helps us improve the experience. Yahoo is using AI to generate takeaways from this article. This means the info may not always match what's in the article. Reporting mistakes helps us improve the experience. Yahoo is using AI to generate takeaways from this article. This means the info may not always match what's in the article. Reporting mistakes helps us improve the experience. Generate Key Takeaways Sometimes it's easier to avoid a roadside inspection than to survive one. And I don't mean ducking scales or pulling illegal U-turns, I mean giving inspectors no reason to stop you in the first place. A clean truck, proper paperwork and professional presence go further than most realize when it comes to passing, or avoiding, enforcement during CVSA blitzes. Next week, from May 14-16, the annual CVSA International Roadcheck begins. Thousands of inspectors across the U.S., Canada and Mexico will pull trucks for full Level 1 inspections. If you're behind the wheel or managing a first truck under your authority, this is one of those moments when preparation meets pressure. So here's what a Level 1 inspection looks like, and how to come out clean. What is a Level 1 Inspection? The Level 1 inspection is the gold standard — and the most thorough. It's a 37-step process where the driver and the vehicle are scrutinized from top to bottom. Inspectors are looking for violations that can get you parked, fined or even placed out of service on the spot. Think of it like a DOT exam for your truck and logbook, only with more paperwork, less sympathy and higher stakes. A Level 1 inspection includes checks on the following: Driver credentials: CDL, medical card, hours-of-service logs, record-of-duty status (RODS) (if applicable) and proof of insurance. Vehicle condition: brakes, steering, suspension, tires, lights, fuel system, exhaust, windshield wipers, emergency equipment, securement, and just about anything and everything in between. Hazmat (if applicable): paperwork, placards and proper containment. It's not a 'pop the hood and peek around' type of exam. They're crawling under the truck, checking brake adjustment, looking at air lines, and checking for leaks, loose fittings and anything that could compromise road safety. If you think you'll slide through on charm and a smile, you won't. How to Actually Pass Start with the obvious. A clean, well-kept truck tells inspectors you take pride in your equipment. Dirty windshields, missing mudflaps and trash on the dashboard are visual red flags. They'll assume you don't maintain systems if you can't maintain appearances. While a clean truck that appears well maintained isn't guaranteed to keep you sheltered from a roadside inspection, it won't draw unnecessary attention to yourself that says, 'Pull me over.' Pre-trips matter. The No. 1 way to avoid violations is through solid, consistent pre- and post-trip inspections. If you have electronic driver vehicle inspection reports (DVIRs), use them. Systems like Motive, Fleetio and others can help you track defects, fix them fast and prove they've been addressed. Logbooks don't lie, but they better be legal. The number of HOS and RODS violations that happen during Roadcheck is staggering. Make sure your ELD is synced and accurate and that exemptions are documented if you're operating under short-haul or ag rules. If you operate under an exemption, make sure you can articulate how you operate and why you don't have an ELD. Keep in mind: Hours-of-service violations are double-weighted. Check the brakes and tires. Many out-of-service orders come from worn brake components and bad rubber. Make sure your tire tread is above 4/32 on the steer and 2/32 on the drives. Listen for air leaks, check slack adjusters, and don't assume your shop or your technicians 'got to it.' As a driver, you are responsible for inspecting the vehicle and deciding whether the vehicle gets put on the highway. Carry your paperwork like a pro. Keep your CDL, med card, registration, cab card, insurance, bill-of-lading and hazmat credentials organized, accessible and ready to present. You might turn a quick inspection into a deep dive if you stumble, fumble or argue. Act like a professional. Be polite, transparent and cooperative. Arguing about the rules won't get you anywhere. Inspectors are more likely to escalate than empathize when you push back or get combative. You might not like the process, but how you show up for it can make or break the outcome. What Happens if You Fail? If your truck is placed out of service, that's a load not delivered, money not made and a stain on your Compliance, Safety and Accountability profile. Fail enough inspections, and your Inspection Selection System score climbs, making you more likely to get stopped repeatedly. Insurers watch these scores. So do brokers. So does FMCSA. Next week CVSA's Roadcheck kicks off, and there's never been a better time to prepare for a possible roadside inspection. Passing an inspection is about preparation. In this industry, preparation is how you protect your revenue, reputation and fleet. The post What a Level 1 Inspection Looks Like (And How to Pass) appeared first on FreightWaves.
