Latest news with #CommercialVehicleSafetyAlliance
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
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
12-05-2025
- Automotive
- Yahoo
Preparing for Roadcheck 2025: What carriers and drivers need to know
The Commercial Vehicle Safety Alliance's International Roadcheck is here once again, and carriers across North America need to prepare for this annual three-day inspection blitz. With thousands of roadside inspections scheduled for May 13-15, motor carriers and drivers should understand what to expect in order to avoid costly violations and out-of-service orders. Roadcheck is an intensive three-day enforcement initiative where as many officers as possible conduct roadside inspections across North America. The event primarily emphasizes Level I inspections, which involve a comprehensive examination of both driver credentials and vehicle condition. For 2025, inspectors are focusing heavily on two specific areas: False logs and tire conditions. These focus areas inform carriers where enforcement officials will be directing extra attention, but inspectors will still be checking for all potential violations. The 2024 Roadcheck resulted in 48,761 inspections, providing valuable insights into common compliance issues. Of those inspections, 9,345 vehicles (23%) and 2,290 drivers (4.8%) received out-of-service orders. The top vehicle violations from 2024 included defective service brakes (25% of out-of-service violations), tire issues (20.8%), other brake system violations (18.3%), lights (11.6%) and cargo securement (9.6%). Notably, tire violations alone accounted for one in every five out-of-service orders issued, while brakes, tires, and lights collectively represented 75% of vehicle out-of-service violations. For drivers, the primary violations centered around hours of service compliance, operating without a required CDL, missing medical cards, false logs and suspended licenses. These statistics highlight the importance of focusing not only on the annual emphasis areas but also on perennially problematic areas like brakes and hours of service. Ensuring vehicles are properly maintained is critical before Roadcheck. Carriers should: Verify all vehicles are current on scheduled maintenance and annual inspections Implement a vehicle maintenance tracking system, such as J.J. Keller's Encompass® Fleet Safety & Compliance System Pay special attention to tire inspections, given this year's focus area: Check tread depth to ensure it exceeds the minimums required Inspect for condition issues like exposed cord, cuts, or gouges Verify proper inflation using an accurate gauge when tires are cold Drivers need refresher training on vehicle inspections, particularly focusing on: Conducting thorough pre-trip, en-route, and post-trip inspections Properly documenting defects on driver vehicle inspection reports Specifically examining tires for tread depth, condition issues, and proper inflation This preparation requires a coordinated training and communication effort from carriers to ensure all drivers understand inspection expectations and procedures. With driver qualifications commonly resulting in violations, carriers should: Verify all driver qualification files are complete and up-to-date Confirm drivers have the correct license class and endorsements Ensure drivers have current medical certificates Remind drivers to carry all required credentials during operation Implementing a back-office tracking system like Encompass can help carriers manage these compliance requirements more effectively. With false logs being a 2025 focus area, carriers should: Refresh drivers on hours of service regulations Audit driver logs prior to Roadcheck to identify and correct falsification issues Pay special attention to common falsification tactics: Driving while logged out of the ELD Ghost co-drivers Improper edits that shorten or eliminate driving time Misuse of personal conveyance Paper log mileage discrepancies or dropped trips Recording on-duty activities as off-duty time Using exception reports and conducting supporting document comparisons can help identify and address falsification before inspectors do. The consequences of performing poorly during Roadcheck extend far beyond the immediate violations and out-of-service orders. Carriers face: Lost revenue and increased costs from delays and unscheduled repairs Downgraded CSA scores from accumulated violations Potential for triggered compliance reviews or audits due to poor safety data Risk of receiving Conditional or Unsatisfactory safety ratings Potential loss of customers who require carriers to maintain satisfactory ratings The ripple effects of violations during Roadcheck can impact a carrier's operations for months or even years afterward. Thorough preparation for Roadcheck 2025 requires a systematic approach to vehicle maintenance, driver qualifications and hours of service compliance. By understanding the focus areas and addressing common violation causes before inspections occur, carriers can significantly reduce their risk of penalties and operational disruptions. Remember that while Roadcheck lasts only three days, the habits and systems developed in preparation should become standard practice for year-round safety and compliance. The post Preparing for Roadcheck 2025: What carriers and drivers need to know appeared first on FreightWaves.
Yahoo
12-05-2025
- Automotive
- Yahoo
Is English proficiency enforcement the right focus for safer roads?
In a controversial return to past policy, the Trump administration and Secretary of Transportation Sean Duffy have reestablished lack of English language proficiency (ELP) as an out-of-service (OOS) violation for commercial drivers. 'My Administration will enforce the law to protect the safety of American truckers, drivers, passengers, and others, including by upholding the safety enforcement regulations that ensure that anyone behind the wheel of a commercial vehicle is properly qualified and proficient in our national language, English,' said the executive order. The move reverses a 2016 decision by the Federal Motor Carrier Safety Administration and a 2014 vote by the Commercial Vehicle Safety Alliance (CVSA), which had removed ELP from the list of OOS offenses due to a lack of evidence linking limited English skills to highway safety. The 2016 FMCSA decision provided enforcement officers with discretion, enabling them to assess the severity of the violation and determine the appropriate response. As a result, drivers with limited English proficiency could continue operating their vehicles, provided the violation did not pose an immediate safety risk. This policy aimed to balance regulatory compliance with practical considerations, especially in regions with significant populations of non-native English-speaking original removal was supported by studies from both the FMCSA and the National Transportation Safety Board, which failed to demonstrate a strong causal connection between English deficiencies and crash risk. Critics of the reinstatement argue that this new directive is more political than practical and risks diverting attention from more pressing safety issues on American highways. So, what does the data really say? And is language proficiency the right battle to fight if the goal is safer roads? According to a recent analysis by FTR Intelligence and data provided by Carrier Details, over the past two years, approximately 15,134 ELP violations have been recorded in the FMCSA's database, impacting an estimated 13,000 unique vehicles based on VIN data. Broken down by state license plates, trucks registered in Texas accounted for 16% of all violations. California followed with 9.8% of the total, and Illinois, New Jersey, and Florida each hovered around 7.5%. Interestingly, trucks with Mexican license plates represented only 3.4% of violations, though this figure is somewhat misleading. Carriers based in border towns like Laredo, Texas, home to the largest U.S. trucking port of entry, accounted for nearly 13% of all ELP violations. The top seven ELP-offending carriers were all based in Laredo, further highlighting the region's concentration of such patterns also showed inconsistencies across the country. Pennsylvania issued the most ELP citations, followed by Arizona, Tennessee, New York and Kansas. Federal border inspection ranked sixth, while Wyoming — the least populous state — surprisingly ranked eighth. Looking back further, ELP enforcement has seen a steep decline since the early 2010s. In 2013, inspectors cited approximately 83,000 ELP violations, 3,700 of which led to OOS orders. In 2014, the final year before CVSA dropped ELP as an OOS violation, over 100,000 violations were reported, with more than 3,900 of them resulting in OOS orders. However, by 2018 and 2019, inspectors were citing the ELP standard only about 9,000 times annually. That figure dropped further to about 7,500 citations by 2024. This decline likely resulted from the FMCSA's 2016 guidance, which allowed inspectors to accept alternative compliance aids such as cue cards, smartphone translation apps and interpreters, tools that may be discouraged or prohibited under the new directive. Approximately 40% of these ELP-violating carriers are intrastate operators, limiting the national freight market impact. Additionally, it remains unclear whether language barriers directly contributed to those crashes or if they are correlated with other factors such as poor compliance practices or lack of regulatory awareness. To understand what truly causes unsafe highways, one must look beyond language. The most recent FMCSA safety study identified the most common driver-related out-of-service violations. Hours-of-service (HOS) violations ranked highest, with fatigued driving remaining a critical issue. Drivers exceeding maximum drive time or failing to maintain accurate logs are frequently flagged. False logs and failure to maintain logs also continue to be significant safety and compliance problems, often tied to external pressures from carriers or shippers. Driver qualification issues, including expired CDLs, lapsed medical certifications or disqualified drivers operating commercial vehicles, are also prominent. Drug and alcohol violations, particularly post-accident or random testing results, reveal a troubling pattern of impaired driving. In the American Transportation Research Institute's (ATRI) 2022 Crash Predictor report, an analysis of over 583,005 drivers, the same unsafe-driving violations were found to yield high likelihoods of future crashes. Reckless driving violations top the list, increasing crash likelihood by 114%. Close behind are convictions for failure to signal or improper signaling, which raise crash risk by 89%, and a prior crash history, which correlates with an 88% higher chance of future incidents. Violations for failure to yield the right of way follow at 85%, while improper or erratic lane changes round out the list with a 79% increased likelihood of a future crash. These findings reinforce that high-risk driving behaviors, not peripheral compliance issues like English proficiency, are the most reliable indicators of future safety outcomes on the than pouring resources into ELP enforcement, the FMCSA and CVSA have been pushing several more impactful safety measures in recent years. One major initiative is the expansion of the Drug & Alcohol Clearinghouse, which has become a powerful tool for identifying impaired drivers. In 2024 alone, over 62,000 violations were reported, most commonly for marijuana and cocaine use. The FMCSA has also focused heavily on electronic logging devices. The ongoing push for ELD compliance aims to address hours-of-service violations and reduce driver fatigue. The latest efforts ensure ELDs are tamper-proof and accurately maintained. While it's clear that English proficiency violations correlate with a higher crash rate, causation remains murky. Much of the concern from state inspectors and federal investigators centers on misunderstandings of regulatory requirements rather than driving ability itself. According to a NTSB report, 'Investigators stated that their major concern was that owners and operators with limited or no English language skills often violated regulations due to a lack of knowledge of the regulatory requirements. The investigators stated that a large part of their focus during compliance reviews of such carriers was educating them about regulatory requirements.' The same report noted that while carriers still had ELP concerns,'compliance rates were higher among carriers that had been in business for a longer time and had received prior interventions from the FMCSA or state enforcement personnel.' These logistical frustrations, while legitimate, are arguably better addressed through education, multilingual access services and supportive technology addressed in the 2016 precedent of the ELP out-of-service notice. By focusing too heavily on ELP, the FMCSA risks sidelining more impactful safety concerns. Revoking translation tools and issuing OOS orders to drivers without a proven link to crash risk may reduce trust in enforcement and create unnecessary operational hurdles. Reinstating English language proficiency as an out-of-service violation may satisfy calls for stricter compliance, but the data suggests it's a distraction from far more pressing safety challenges. The FMCSA and CVSA are tackling a full slate of safety issues, including impaired driving, falsified logs and outdated driver qualifications, each requiring consistent, nationwide enforcement. Compounding the challenge, the FMCSA reports that 94% of its 793,577 regulated carriers lack a safety rating, underscoring the urgent need to expand compliance reviews across the industry. The data appears to show that addressing language barriers, which are certainly relevant to some compliance scenarios, is less vital to enhancing highway safety than some other approaches. Articles by Grace Sharkey Cyberthreats surge against US logistics infrastructure Aurora goes driverless with partners Uber Freight, Hirschbach 20 company reactions — good and bad — to Trump's tariff war The post Is English proficiency enforcement the right focus for safer roads? appeared first on FreightWaves.
