As enforcement tightened on long-haul trucking, marginal operators did not leave the business. They moved into hotshot and auto transport, where the rigs are smaller, the inspections fewer, and the insurance cheaper.

Commercial auto has lost $4.9 billion in a single year. Fourteen consecutive years of underwriting losses. Crash rates are actually falling. So why is the industry bleeding? It stopped doing the one thing insurance was designed to do.

A Freightliner Cascadia operated by Amritsar Trans Inc., a five-truck carrier out of Manteca, California, rear-ended three vehicles on Highway 99 near Lodi on May 19, 2026, killing two young men. The driver fled on foot. The carrier sits inside a web of 267 carriers clustered across residential addresses in the same ZIP code, and 10 involuntary revocation actions.

FMCSA removed 12 more electronic logging devices from the registry today, bringing the total to 79 revocations since January 2025. The registered list is bleeding devices faster than the market is adding them. At this rate, the agency may be building a de facto third-party certification standard without ever formally adopting one.

Safe isn’t always exposure-free or risk-free. Compliant isn’t always safe. What “safety” means doesn’t matter. A carrier can be all three of those things on paper and still bury everyone who touched the load in exposure. This is a working primer on how risk professionals actually vet, qualify and screen a carrier.

The BUILD America 250 Act changes broker qualification rules, overhauls the DataQs violation dispute process, and puts a federal clock on hair drug testing. Here is what those three provisions mean for brokers, motor carriers, insurance renewals and driver capacity

The BUILD America 250 Act creates the first federal framework for autonomous commercial trucks. It is not a green light. DOT has 2 years to write the safety standard; the liability question stays in front of a jury; and the bill funds retraining for drivers in the cab today.

The Supreme Court just told 28,000 freight brokers that they owe a duty of ordinary care in carrier selection. The question every broker, shipper, and 3PL should be asking is not whether they need a carrier vetting process. That question was answered on May 14. The question is: what technology are they using to build one that a jury will believe?

The Supreme Court just opened the courthouse doors to negligent-hiring claims against brokers. The only federally required financial backstop is a surety bond designed to make sure carriers get paid. It was never meant to cover a wrongful death.

The Supreme Court ruled unanimously today that state negligent-hiring claims against freight brokers are not preempted by the FAAAA. Twenty-eight thousand brokers just woke up in a different legal universe.

The American trucking industry built its workforce narrative on a myth, and the modern driver, who wants to be home by Friday and isn’t interested in sleeping in a cab for two weeks, is the one exposing it.

An investigative analysis of the security gaps in American commercial trucking, from terrorism to trafficking and how CVSA Roadcheck plays an important role.

COVID nearly killed the motorcoach industry. Hantavirus is not COVID but the lessons still apply. Here is what passenger carriers should be doing right now without losing their minds.

FMCSA revoked two more electronic logging devices today, bringing the total to 67 noncompliant devices removed since January 2025. Carriers using Safe ELD or MYLOGS ELD have until July 7, 2026, to replace them or face out-of-service orders.

An investigation found 195 active motor carriers clustered along a few miles of East Dublin Granville Road in northeast Columbus; the same corridor was just exposed for a billion dollars in Medicaid fraud. Federal inspection data shows those carriers have been involved in 275 crashes, including 4 fatal and 74 injury crashes. The world’s largest retailer appears in 175 inspections across 44 of those carriers with a 20.6% out-of-service rate.

We have a carrier-quality problem with a specific geographic signature, an enforcement problem documented for decades, and a financial problem for American carriers competing against operators who pay their drivers 35 cents a mile to do work that American drivers expect 78 cents a mile to perform.

We have never seen a twelve-month period in which the White House, the Department of Transportation, and FMCSA moved as aggressively, as comprehensively, and as effectively on the specific safety failures that haunt our highways and our industry. Before we sit down with Derek Barrs on Monday, here is the year that got us here.

Every year, roughly the same time, the Commercial Vehicle Safety Alliance runs its International Roadcheck. Three days. Thousands of inspectors. Tens of thousands of trucks. The dates get announced months in advance, the focus areas get published, and somehow, fleets still get caught off guard.

The rate is the rating. When the cheapest available carrier becomes the default selection criterion, the safety rating nobody actually checks becomes irrelevant anyway. The Supreme Court will decide by June whether brokers face any liability for that calculus at all.

On April 23, a State Department spokesperson confirmed that commercial truck driver visa processing has resumed under strict new standards. Now the question is whether the states tasked with running the new system have the institutional capacity to maintain what federal audit pressure forced them to fix.

The single most common-sense safety reform available to the trucking industry right now is to acknowledge that a regulation based on annual snapshots of a driver’s licensing status is inadequate for an industry where licenses can be suspended, revoked, or downgraded at any time.

A CDL driver disappeared from a Florida rest stop on April 17 with multiple vehicles missing from his hauler. Cargo theft is at record levels and the pipeline moving stolen American vehicles out of the country has never been more active.

This week the agency announced that new Clearinghouse registrants will have to prove their identity before gaining SAP-level access to a federal database that 38 million queries have trusted since 2020.

The Trump administration rescheduled marijuana yesterday. Not all marijuana. Not recreational marijuana, but state-licensed medical marijuana and FDA-approved products containing marijuana moved from Schedule I to Schedule III of the Controlled Substances Act effective April 23, 2026. For the cannabis industry, it is a landmark. For the 3.8 million CDL holders in America and the broader population of CMV operators who never needed a CDL to begin with, the immediate practical answer is the same as it was Tuesday.

89 agents control process agent relationships for 1.67 million American carriers, several of those agents cannot be verified as legally incorporated entities in any state, In 2019, the FMCSA said enforcement personnel were reporting an inability to complete service of process when the agent on file simply refused to answer.

Gord Magill has been behind the wheel since high school. So was his father. So was his grandfather. That lineage gives “End of the Road: Inside the War on Truckers” something most books about trucking fundamentally lack: the credibility that comes only from someone who actually lived it.

FMCSA confirmed today that $73,502,543 in federal highway funding has been withheld from New York after the state refused to revoke non-domiciled commercial driver’s licenses that its own DMV system issued illegally. More than half of the records audited violated federal law. Decertification of New York’s entire CDL program remains explicitly on the table.

The federal government just rewired the system carriers use to challenge erroneous violations and crash data. Most truckers still do not know it exists. That needs to change, because your SMS scores, your insurance premiums, and your ability to keep working may depend on what you do next.

On Nov. 30, 2022, a delivery driver put Athena Strand in the back of a branded van and strangled her. The company that hired him was seven months old. Its owner had never worked a day in the trucking industry. The box was checked. The FBI has linked more than 850 murders to commercial truck drivers since 2004 and is tracking 450 active suspects right now. This is a hiring problem. It has always been a hiring problem.

The war with Iran moved diesel up nearly 50 percent in five weeks and analysts are modeling $6 and higher if the Strait of Hormuz stays disrupted into summer. Carriers are repricing surcharges, shippers are absorbing new fees and everyone is looking for relief. The biggest lever most fleets have on their fuel budget is not an aerodynamics package or a new engine spec. It is the driver.

A data-driven investigation into the risk retention groups insuring America’s most dangerous carriers, the factoring companies keeping them cash-flowing, and what happens to crash victims when the whole thing collapses.

One Indianapolis suburb has 1,000 newly registered trucking carriers. One neighborhood inside that suburb has more than 300 active carriers covering roughly 250 homes. The CDL crackdown is real, starting today in Indiana

A Denver-papered, Chisinau-operated freight broker dispatched a truck owned by a carrier with 10 fatalities on its federal record, driven by a man with a temporary CDL. Seventeen people and their families paid for it in Beaumont, Texas.

America’s highways became a testing ground for unqualified drivers long before anyone in Washington was paying attention. Now, with Transportation Secretary Sean Duffy shuttering thousands of sham CDL schools and placing unqualified truckers out of service, he emphasized to the frontline at the Mid-America Trucking Show that drivers’ day has finally come.

One in eight return-to-duty clearances in the FMCSA Clearinghouse may be fraudulent. This is the network that made it possible.

The $750,000 federal minimum set in 1980 has lost 70% of its purchasing power and covers a fraction of what a serious crash costs today.

No federal law requires an insurer to evaluate a carrier’s safety record before issuing a commercial trucking policy and that’s creating a significant safety gap.

The difference between what a driver should catch on the pre-trip and what a PM program should catch before the truck ever leaves the shop tells two completely different stories about where the failure lives

How a cocaine-positive truck driver exploited a federal self-certification loophole to clear 1,000 prohibted Clearinghouse violations

Rates, liability, legal chaos and insurance exposure are colliding in real time. Most carriers are not prepared for it.

Part two of a two-part series on how Dragos Sprinceana, while carrying $889,630 in unpaid federal fines, became a self-described envoy to Trump’s inner circle.

Part one of a two-part series that highlights 150 crashes, 10 fatalities, $889,630 in unpaid federal fines, and a dead man running a Mar-a-lago linked trucking company

FMCSA just put the industry on formal notice of the sale of MC authorities and DOT numbers.

For the first time, legislation introduced in the 119th Congress would require every motor carrier, subcontractor, and owner-operator hauling Department of Defense freight to certify they have no ties to Chinese military companies, and back that certification up with their signature.

A driver gets his permit in Hawaii, boards a plane to New Jersey, trains Sunday through Thursday, passes a skills test on Friday, flies home Saturday, and walks out of a DMV with a commercial driver’s license. Federal law allowed all of it. That’s the problem.

Diesel prices have spiked to $5.96 per gallon in premium markets as escalating Middle East tensions collide with America’s crumbling refinery base. The surge comes at a critical inflection point for trucking, with tender rejection rates climbing and capacity tightening after a brutal four-year freight recession, raising questions about whether the industry can capitalize on the recovery when fuel costs threaten to erase margin gains.

America sits on more oil than it can refine. While the Strait of Hormuz burns, the real chokepoint is between the wellhead and the truck stop.

A firsthand, frontline reality of how freight moves from broker, carrier, spot, shipper direct, interlined and non-commodity freight to the crash scene.

New bills, new enforcement actions, and a September deadline that turns every stalled bill into a live round.

A dangerous driver is still in a truck with his own DOT number, operating under someone else’s authority.

The seventh installment in FreightWaves’ investigation into America’s trucking insurance crisis reveals that the apparent diversity of the commercial truck insurance market is an illusion. Behind dozens of subsidiary names filing BMC-91s with FMCSA sit a small number of Fortune 500 holding companies. The concentration of risk is worse than anyone in the industry realizes.

The Entry-Level Driver Training regulations took effect in February 2022 after years of development and industry lobbying. The result was a federal training standard that requires no minimum hours of instruction, relies on self-certification at every checkpoint, and leaves every meaningful decision about actual driver competency to the fifty states, each operating in fifty different ways. The fraud factories did not slow down.

The Supreme Court ruled 6-3 that IEEPA does not authorize the President to impose tariffs. Within hours, the White House invoked Section 122 of the Trade Act of 1974 to impose a new 10% global surcharge, later raised to 15%. Up to $175 billion in collected duties now sits in legal limbo. Section 232 tariffs on steel, aluminum, and heavy trucks remain untouched. For the freight industry, the ruling didn’t end the trade war. It changed the weapons.

When a truck kills someone, we ask who was driving. We never ask who insured them. That question tells you more about what went wrong than anything else in the crash file.

Executive orders, rulemakings, legislation, and court challenges all operate on different timelines with different powers and different guardrails. Yesterday’s historic Duffy-Barrs press conference was the biggest enforcement announcement in a generation, and it still has to survive the process. Here’s why, and what comes next.

Our investigation reveals that 5% of carriers, as identified by their insurers, account for nearly a third of all truck crashes. No federal or state law requires insurers to review a single page of safety data before binding a policy.

The 287(g) program has turned local law enforcement into immigration officers across 40 states. Compliant hiring is not defensible hiring. Here’s the difference, and why it matters now more than ever.

You can’t own a fishing boat, fly an airplane, broadcast a radio signal, split an atom, or drill for oil in America without proving you’re an American. But you can operate an 80,000-pound commercial motor vehicle on every highway in every state in the nation without being a citizen of this country, or even setting foot in it. Welcome to the American trucking industry, where the door isn’t just open. It’s been taken off the hinges.

For decades, insurance was the one thing you couldn’t fake your way past to start a trucking company. That’s no longer true. As instant-issue coverage and $300 authority fees make it easier than ever to place 80,000 pounds on public highways without verification, a scalable, pre-authority risk-control model could restore the gate the industry lost without adding a single federal employee to the payroll.

My investigation found 76 Risk Retention Groups insure nearly 30,000 motor carriers linked to more than 6,300 fatal crashes, all without state guaranty fund protection for crash victims. The findings come as reports indicate that major insurers, including Chubb and AmTrust, are exiting the Chicago trucking market, funneling high-risk carriers into RRGs that have already incurred $199 million in unpaid losses and multiple insolvencies.

It’s a win.
The non-domicile CDL final rule eliminates EADs as a pathway to a commercial license and restricts eligibility to H-2A, H-2B, and E-2 visa holders. With 97 percent of the current 200,000 non-domiciled CDL holders unable to qualify under the new standard, expect 30,000 to 40,000 drivers removed from the commercial pool every year.

Thirty people are dead. At least 17 fatal crashes in 2025 alone involved non-domiciled commercial drivers who should never have been behind the wheel of an 80,000 pound truck. That’s ends today. People should be asking why it took this long to put American Trucking and American Motorists First.

42 investigative article links covering CDL mills. Chameleon carriers. Fraudulent examiners. Bought legislators. Exposed vehicles. Every failure point in America’s deadliest supply chain crisis, exposed by an 25 year industry veteran.

Less than 1% of insurer-carrier relationships are tied to 6% of the crashes and fatalities in America. The scorecard shows exactly who. The fix isn’t just regulation. It’s insurers taking ownership of their books and investing in risk-control professionals who actually know trucking.

The Stop Underrides Act 2.0 is back. Should trucking companies be forced to spend billions armoring their trailers against crashes that are overwhelmingly caused by the other driver? The bill’s sponsors say at least 300 people die annually in underride crashes. Meanwhile, distracted driving kills more than 3,200 people a year and is a contributing factor in the very side-impact crashes this bill claims to address.

The question people always ask is, “Where did they get the money to grow to 500 trucks?” It’s all in the model, and it’s often rinse, reuse, repeat.

A fatal Indiana crash has exposed a pipeline stretching from Kyrgyzstan to Chicago to Philadelphia, chameleon carriers sharing trucks and DOT numbers, a CDL school with no public footprint, an ELD allegedly built with a backdoor, and a driver whose immigration status passed a federal database check. Secretary Duffy is investigating. Will the investigation follow the money?

The agency confirmed investigators visited the carrier linked to a deadly Indiana crash and a massive chameleon network. But the enforcement pathway matters more than the headline.

A Mexican licencia federal de conductor can be obtained without a behind-the-wheel road test. Third-party brokers advertise mail-order processing for as little as $200. Under existing reciprocity agreements, that license can be converted to an American CDL in states that accept foreign credentials, and at least six of those states have been flagged by FMCSA for failing to verify the legal presence of non-domiciled applicants.

On Tuesday afternoon, a 30-year-old truck driver from Philadelphia named Bekzhan Beishekeev failed to stop for slowed traffic on State Road 67 in Jay County, Indiana. He swerved into oncoming traffic and killed four Amish men from the Bryant community: Henry Eicher, 58, his sons Menno, 33, and Paul, 31, and Simon Schwartz, 22.

On Tuesday afternoon, a 30-year-old truck driver from Philadelphia named Bekzhan Beishekeev failed to stop for slowed traffic on State Road 67 in Jay County, Indiana. He swerved into oncoming traffic and killed four Amish men, a father, two of his sons, and a family friend.

GenLogs provides a visual, objective source of truth. You can put your eyes on what a carrier is actually doing: where they’ve been, when they last hauled freight, whether they ever hauled freight, and for whom. Instead of asking carriers what they claim to do, GenLogs shows you what they actually do.

11 rate hikes, 26 months of manufacturing contraction, driver wages falling behind inflation, while the Fed blamed workers for price increases. Kevin Warsh’s nomination signals a fundamental shift in how Washington thinks about monetary policy , and trucking stands to benefit.

When a driver or carrier challenges bad data through FMCSA’s DataQs system, the appeal often goes right back to the same officer who issued the violation. That’s about to change. The Motor Carrier Safety Screening Modernization Act finally brings independent review to the challenge process, and that’s the real game changer buried in this bill.

FMCSA and its state partners conduct 3.3 million roadside inspections annually, placing nearly a million vehicles and drivers out of service, but states are measured on inspection volume, not enforcement outcomes. The inspectors’ own alliance wants to eliminate the requirement that carriers confirm they fixed the problems. There are 800,000 carriers and 12,000 audits a year. Texas has a state law that conflicts with federal ELP requirements, so drivers get licensed there and are placed out of service elsewhere. We’re counting inspections. Nobody’s counting compliance.

The D.C. Circuit stayed FMCSA’s non-domiciled CDL rule in November. The agency asked to place the litigation on hold while it works on a final rule. FMCSA is still seeking three-year approval for the information collection requirements, states must retain ID documents and SAVE queries for two years, and produce them within 48 hours of request.

Arizona lawmakers just passed a bill out of committee that would let cops seize a commercial truck on the spot if the driver is here illegally with a fake CDL. Welcome to the new reality of trucking legislation, where highway safety and border enforcement are colliding in ways that will reshape how carriers operate.

Nearly 88,000 trucking companies closed in 2023. Fraud losses topped $455 million in 2024. Carriers filing claims against $75,000 surety bonds are discovering that the pot’s already been split 50 ways. As the Supreme Court prepares to rule on whether brokers can be held liable for hiring bad carriers, it’s time to ask: who really bears the risk in freight, and is the system rigged against the people actually moving the loads?

The National Weather Service is forecasting a “significant East Coast winter storm threat” for this weekend, with a coastal low forming Friday and rapidly intensifying into a bomb cyclone as it tracks up the Eastern Seaboard. If you’re running freight anywhere from the Carolinas to Boston over the next five days, you need to pay attention right now.

The Florida Senate Transportation Committee voted 6-3 on Tuesday to advance legislation requiring law enforcement to detain commercial truck drivers in the country illegally, impound their vehicles, fine owners $50,000, and ban the carrier from operating in the state. This is the tip of the spear now aimed at CDL programs nationwide.

The favorite argument from those supporting the ATA’s teen trucker push is “if they can go to war at 18, they can drive a truck at 18.” Military service transforms young people into disciplined, responsible adults who understand that their decisions affect others. That’s why military-trained drivers have 42% fewer accidents. The solution isn’t younger drivers; it’s requiring the standards that make military drivers safer. We’ve lost something fundamental in how we raise our young people, and the highway data proves it.

The ATA wants FMCSA to extend a failed pilot program that produced 42 graduates out of a planned 3,000. Meanwhile, we’re handing CDLs to drivers who can’t pass basic safety screenings, and carriers who kill people on our highways are walking away with slaps on the wrist. Lowering the age requirement doesn’t solve a labor problem; it creates a safety catastrophe.

A viral dashcam video and a puzzling lawsuit showcase what the trucking industry has known for decades: Distraction kills, and for CDL holders, it kills careers too.

When Harjinder Singh made an illegal U-turn on Florida’s Turnpike on Aug. 12, 2025, killing three people, he exposed what many in the industry have known for years: the American commercial driver licensing system is fundamentally broken. Singh failed his CDL written exam 10 times. He held licenses from two states simultaneously. He couldn’t read road signs or communicate with law enforcement. And yet, he was legally permitted to operate a 40-ton truck on our nation’s highways. This isn’t just an immigration story. This is a licensing standards story.

Secretary Duffy has moved beyond funding threats. He’s now openly discussing pulling California’s ability to issue commercial driver’s licenses to anyone, a move that would effectively ground 700,000 CDL holders and create supply chain chaos that would make the 2021 port backups look like a minor inconvenience.

If you got an email from FMCSA this week telling you to prepare for Motus, you might have rolled your eyes. Another promise to modernize. We’ve heard this song before. This one actually matters.

The Federal Motor Carrier Safety Administration is seeking public comment on renewing its commercial motor vehicle marking requirements. While the FMCSA documents over 153,000 marking violations in 2024 alone, an underground economy of swapped placards helps chameleon carriers and Carrier Identity thieves stay one step ahead of investigators.

A credit card and fifteen minutes can now put an unvetted operator behind the wheel of 80,000 pounds, with full legal authority to share the road with your family. The underwriting standards that once kept dangerous carriers off the highway have collapsed, and everyone from crash victims to taxpayers is footing the bill.

In December 2025, Waymo recalled 3,067 robotaxis after its vehicles ran red lights and blew through school bus stop signs at least 20 times in Austin alone, including one incident that occurred moments after a child crossed in front of a vehicle. Meanwhile, Aurora’s autonomous trucks have completed over 100,000 driverless miles in Texas without a single school bus incident. The difference is methodology, and understanding that difference might just save your life.

The freight industry moved $14 trillion in goods last year. It cannot function without trust, trust that the carrier picking up your load is who they claim to be, trust that the broker paying you will actually pay, and trust that the load you accepted exists. That trust has been systematically exploited for decades. At its root, every form of freight fraud, chameleon carriers, double brokering, cargo theft, identity spoofing, comes down to one question: Are you who you say you are?

Dartanyan Gasanov, co-owner of Westfield Transport, is scheduled to stand trial on March 2, 2026, in Springfield, Massachusetts, on federal charges related to the June 2019 crash that killed seven Jarheads Motorcycle Club members. He reportedly rejected a no-time plea agreement and chose to fight the charges at trial. Meanwhile, the driver who killed seven people was acquitted, remains free under an immigration supervision order, and becomes eligible to petition for his license back in June 2026.

That ELD mounted in your cab? It needs cellular. Your AI dashcam uploading safety footage to the cloud? Cellular. Real-time GPS tracking? Cellular. Wednesday’s Verizon outage was a reminder that modern trucking’s entire technology stack rides on infrastructure we don’t control, and can’t fix when it fails.

The Trump administration’s decision to drop its appeal that tied billions in transportation funding to immigration enforcement represents a significant legal setback, but don’t mistake this tactical retreat for surrender. For motor carriers employing non-domiciled CDL holders, the regulatory battlefield has only shifted, not cleared.

A stolen 39,000-pound front loader became a weapon against Nevada police this week, and the incident underscores an industry losing up to $1 billion annually to equipment theft with only a 20% recovery rate.

CVSA’s five-day Human Trafficking Awareness Initiative kicks off today across the United States, with law enforcement and carriers conducting coordinated outreach at truck stops and weigh stations through Jan. 16. Since Truckers Against Trafficking launched in 2009, the organization has trained over 1.8 million transportation professionals, generating thousands of hotline calls and identifying more than 1,200 potential victims.

A five-year-old Maine boy was dragged nearly 300 feet and run over by his own school bus after his arm became trapped in the closing doors. The NTSB investigation comes as national data shows approximately 16 children die annually in school bus loading zones, a number that has persisted for decades despite available technology to prevent such tragedies.

When a commercial vehicle operator is charged with killing three people and walks out of jail on bond following a hearing that doesn’t appear on the public court docket, questions need to be asked. El Hadji Karamoko Ouattara’s January 7 bond hearing is on the docket, but after nearly three weeks since the crash, no one has identified the motor carrier he was hauling for.

A 35-year-old Mexican national working for an Arizona-based trucking company was arrested at the border after allegedly targeting middle school girls and multiple women during a single night in Ellensburg, Washington. The case fits a disturbing pattern the FBI has tracked since 2004 through its Highway Serial Killings Initiative, which has linked more than 850 murders to long-haul truck drivers and currently tracks 450 active suspects.

Tennessee has notified approximately 8,800 CDL holders that they must provide proof of citizenship or lawful presence by April 6 or face an automatic downgrade to a standard driver’s license. The move follows Transportation Secretary Sean Duffy’s escalating enforcement campaign that has already frozen California’s non-domiciled licensing program and threatened multiple states with the loss of federal highway funds.

The Chinese American Truckers Association filed suit against FMCSA and California DMV this week, challenging an indefinite licensing freeze that has stranded qualified drivers in bureaucratic limbo.