
# DOT and FMCSA Just Declared War on Unsafe Trucking. Here's What Fleet Operators Need to Know.

Transportation Secretary Sean Duffy and FMCSA Administrator Derek Barrs didn't mince words. In a joint press conference, they laid out the most aggressive federal enforcement agenda the trucking industry has seen in decades. CDL mills are being gutted. Chameleon carriers are being hunted. English proficiency is no longer optional. And three new rulemakings are on the way.

If you run a fleet, manage safety, or dispatch loads, the rules of the road are changing fast.

---

**In this article:**

- [The problem DOT is trying to fix](#the-problem-dot-is-trying-to-fix)
- [7,000 CDL schools shut down](#7000-cdl-schools-shut-down)
- [Chameleon carriers are in the crosshairs](#chameleon-carriers-are-in-the-crosshairs)
- [English proficiency enforcement is getting teeth](#english-proficiency-enforcement-is-getting-teeth)
- [Three new rulemakings, plus the end of self-certification](#three-new-rulemakings-plus-the-end-of-self-certification)
- [Operation SafeDRIVE and ongoing enforcement](#operation-safedrive-and-ongoing-enforcement)
- [ELD fraud and the new MOTUS registration system](#eld-fraud-and-the-new-motus-registration-system)
- [What this means for your fleet](#what-this-means-for-your-fleet)

---

## The problem DOT is trying to fix

Secretary Duffy framed the issue bluntly. Under the prior administration, CDL training schools were allowed to self-certify that they met federal safety standards. No in-person audits. No verification of whether instructors were qualified, whether trucks existed for hands-on training, or whether any meaningful curriculum was in place.

The result? Thousands of "CDL mills" popped up across the country. Some had no trucks. Some had no curriculum at all. You could pay $800 to $1,000, skip actual training, and walk away with a certificate saying you'd completed the schooling requirements to sit for a CDL test.

Testing wasn't much better. In states that outsourced CDL exams to third-party testers, FMCSA found some of those testers were part of the scam. States were supposed to audit these testers and run covert operations to verify they were properly administering skills and knowledge tests. According to Duffy, many weren't doing that.

He pointed to specific numbers. In California, 20,000 foreign driver's licenses were issued unlawfully. In New York, 50% of CDLs were issued in violation of federal standards. In Illinois, the figure was 20%.

The bottom line: people who had no business operating an 80,000-pound vehicle were getting behind the wheel.

## 7,000 CDL schools shut down

FMCSA hasn't been waiting around. Duffy announced that the agency has shut down 7,000 CDL training schools and taken them out of service.

Barrs added detail on the most recent enforcement push. FMCSA went into 1,500 driver training schools and found that over 550 were cutting corners. Some lacked a curriculum entirely. Others had only a partial curriculum. Some didn't even have trucks or buses to train students with.

Self-certification is what made all of this possible. Any person could open a CDL school, certify themselves as qualified, and start issuing training certificates. Barrs announced that FMCSA will initiate a rulemaking to end the self-certification process entirely.

His message to non-compliant schools was direct: "If you're not following the rules, we're going to put you out of business."

## Chameleon carriers are in the crosshairs

One of the most alarming parts of the press conference was the focus on chameleon carriers. These are trucking companies that cycle through DOT numbers to dodge enforcement. When one entity racks up too many violations, it shuts down on paper and reopens under a new name and DOT number, often with the same drivers and equipment.

Barrs cited two recent crashes in Indiana to illustrate the problem.

Just two days before the press conference, a preventable crash involving a non-domiciled driver took the life of Terry Schultz. And in Jay County, another preventable crash claimed four innocent lives from an Amish community. The driver in that crash held a non-domiciled CDL, was trained by a non-compliant school, and worked for a motor carrier that was part of a chameleon network designed to evade enforcement and compliance.

FMCSA investigators placed three carriers connected to that network out of service in what Barrs described as "record time."

Duffy announced that DOT would begin verifying physical locations for all carriers. No more registering 200 DOT numbers to a P.O. box. No more operating out of an apartment while claiming it as a principal place of business. He pointed to the Indiana case as an example: the carrier behind the crash had multiple DOT numbers registered to a location that was "not necessarily the place of business."

FMCSA is restoring principal place of business enforcement, requiring carriers to maintain safety records that can be produced within 48 hours.

## English proficiency enforcement is getting teeth

Under previous administrations, English language proficiency requirements existed on paper but carried no real consequences. A driver who couldn't speak English well enough to read road signs or communicate with law enforcement would get cited, but the penalty was nothing. They'd get back behind the wheel and keep driving.

That changed. Drivers who fail ELP assessments now get placed out of service immediately. FMCSA has placed over 14,000 individual drivers out of service for ELP violations since enforcement ramped up. California alone has placed over 600 drivers out of service during roadside inspections.

But Duffy wants to go further. He's asking states to disqualify the CDLs of drivers who can't demonstrate English proficiency, rather than just issuing temporary out-of-service orders. He acknowledged he doesn't have the unilateral power to revoke CDLs (that authority rests with the states), but the direction is clear.

FMCSA is also initiating a rulemaking to require all CDL knowledge and skills tests to be administered in English only. Right now, California alone allows drivers to take their CDL exam in 20 different languages. Under the proposed rule, there would be one language: English.

Duffy credited California Governor Gavin Newsom for beginning to enforce ELP requirements, but noted the state hasn't gone far enough on revoking non-domiciled CDLs that were issued unlawfully.

## Three new rulemakings, plus the end of self-certification

Barrs announced three new rulemakings during the press conference.

**1. Enhanced procedures for granting, suspending, and revoking operating authority.** The goal: make it harder for bad actors to game the system by cycling through DOT registrations.

**2. Safety knowledge requirements for new entrant carriers.** Before a new carrier can begin operating, they'll need to demonstrate a thorough understanding of safety regulations and application requirements. Barrs called it "a long-standing process that we should have actually been putting into place a long time ago."

**3. Broker qualification and testing.** Right now, $300 gets you a carrier authority to run interstate commerce. That's the entire barrier to entry. This rulemaking raises that bar by requiring brokers to be qualified and tested as part of the registration process.

Separately, FMCSA will initiate a rulemaking to end the self-certification process for CDL training schools entirely.

## Operation SafeDRIVE and ongoing enforcement

Barrs highlighted Operation SafeDRIVE, a multi-state enforcement initiative where FMCSA partnered with state law enforcement to pull unsafe drivers and vehicles off the road. He described it as "just one initiative" that FMCSA is working on with state partners, and said similar operations will be "recurring, widespread, and unpredictable."

Duffy emphasized the challenge of scale. FMCSA doesn't have a massive team of law enforcement officers to deploy around the country. They rely on state partnerships, and he acknowledged that some states are better partners than others. But the message was clear: DOT will set the standards and push states to enforce them. Duffy specifically mentioned that states who aren't cooperating could face consequences, noting that DOT had already conducted a nationwide audit exposing states for issuing CDLs unlawfully.

FMCSA is also developing a new criminal interdiction training curriculum for state law enforcement. This expands beyond the older Drug Interdiction model to cover human trafficking and other criminal activity that uses commercial motor vehicles as a cover. The training applies to both cargo and drivers.

## ELD fraud and the new MOTUS registration system

Electronic logging devices were supposed to prevent drivers from fraudulently exceeding hours-of-service limits. FMCSA has found widespread fraud here too.

Barrs revealed that FMCSA has removed 42 non-compliant ELDs from its approved list. The agency also blocked 238 new ELD providers that tried to enter the market through the self-certification process. A rulemaking to strengthen the vetting process and end self-certification for ELD devices is in the works.

On the registration side, FMCSA's carrier registration system hasn't been modernized in roughly 40 years. That's changing with a new system called MOTUS. Barrs described it as "protecting our front door," ensuring that when a company enters the system, FMCSA actually knows who they are. Under the old system, a single individual could obtain multiple DOT numbers with minimal verification. MOTUS is designed to close that gap.

## What this means for your fleet

If you're running a compliant operation, most of this is good news. The carriers cutting corners are the ones getting squeezed.

But here's what to pay attention to right now. Your driver qualification files need to be airtight. An incomplete DQ file isn't just a paperwork problem; it's a liability that could put your trucks out of service during the next enforcement blitz. Your ELD devices need to be on the approved list (FMCSA is actively purging non-compliant ones). Your pre-trip and post-trip inspections need to be documented and defensible. And if you're hiring drivers, verify everything: the CDL, the training school, the testing process, the language proficiency.

The era of self-certification and lax oversight is ending. The carriers that come out ahead will be the ones who built compliance into their operations before enforcement came knocking.

---

*RaiseDash helps fleet operators stay ahead of FMCSA compliance with AI-powered safety tools, digital DVIR inspections, driver training management, and real-time shipment tracking. [Learn more at raisedash.com](https://raisedash.com).*


DOT and FMCSA Just Declared War on Unsafe Trucking. Here's What Fleet Operators Need to Know.


# How a Single Password Destroyed a 158-Year-Old Trucking Empire

One weak password. That's all it took to destroy 158 years of business.

In June 2023, attackers guessed an employee's password at KNP Logistics Group, one of the UK's largest privately owned logistics companies. Three months later, the company entered administration (the UK equivalent of bankruptcy). Nearly 730 employees lost their jobs. Hundreds of trucks stopped rolling. The Akira ransomware gang had encrypted everything, including the backups.

KNP had cyber insurance. They followed industry-standard IT protocols. They'd survived world wars and economic recessions. None of it mattered once attackers owned that one credential.

Here's what this post covers: why trucking has become a prime target for ransomware, the real costs that go far beyond ransom payments, and what separates the companies that survive from the ones that don't.

---

## The Pattern: Why Trucking Has Become a Prime Target

KNP's collapse isn't an outlier. Ransomware attacks on the transportation and logistics sector have accelerated, and the consequences are severe.

**Ward Transport (March 2024):** The DragonForce ransomware gang claimed responsibility for attacking this major trucking company, causing operational disruption. Third-party researchers reported significant data exfiltration. DragonForce has since gained prominence as one of the more active ransomware-as-a-service operations, targeting transportation companies globally with double-extortion tactics.

**Forward Air (December 2020):** A ransomware attack (believed to be the Hades gang, with possible links to Evil Corp) forced this trucking giant to suspend electronic data interfaces with customers. The result: $7.5 million in lost LTL revenue in a single quarter. Operations were disrupted for at least a couple of weeks as the company worked to recover.

**ORBCOMM (September 2023):** This attack hit an ELD vendor, not a trucking company directly, but the downstream impact was significant. Some of the country's largest freight transportation companies lost the ability to track fleets and inventory. The Federal Motor Carrier Safety Administration had to issue emergency waivers allowing drivers to use paper logs. An attack on one vendor rippled through its customer base.

The lesson? You don't have to be the direct target to become a victim.

---

## The Cost: What Ransomware Actually Takes From Transportation Companies

IBM's 2024 Cost of a Data Breach Report found the global average breach cost reached $4.88 million, a 10% jump from the previous year and the largest increase since the pandemic. Healthcare saw the highest costs ($9.77 million average), but breach costs across industrial and infrastructure sectors consistently exceed the global average.

But the dollar figure understates the real damage. Consider what a ransomware attack actually destroys:

**Operational continuity.** When systems go down, trucks don't move. Freight doesn't ship. Customers don't get served. Forward Air couldn't release freight for weeks. ORBCOMM's customers lost fleet visibility entirely.

**Recovery time.** IBM's research found that only 12% of breached organizations fully recovered, and for those that did, recovery took more than 100 days. KNP never recovered at all.

**Reputation and relationships.** Customers and partners don't wait around while you rebuild. The trucking companies that depended on ORBCOMM had to scramble to paper logs and manual processes. Some of those relationships don't survive.

**Insurance limitations.** KNP had a £1 million cyber insurance policy. It wasn't enough. Insurance can cover some costs, but it can't restore encrypted data, rebuild damaged systems, or bring back lost customers.

---

## The Speed Problem: Why Traditional Security Responses Can't Keep Up

Modern ransomware attacks move fast. According to CrowdStrike's 2025 Global Threat Report, the average "breakout time" (the gap between initial access and lateral movement to other systems) dropped to just 48 minutes. The fastest observed breakout time was 51 seconds.

That's how long attackers need to go from "we're in" to "we're everywhere."

Manual incident response doesn't work at these speeds. By the time your IT team realizes something's wrong, attackers have already accessed multiple systems, established persistence, and located their targets. CrowdStrike recommends the 1-10-60 rule: detect threats within one minute, investigate within ten minutes, and respond within sixty minutes. Most organizations can't meet that standard.

The KNP attack illustrates what happens when response is too slow. The Akira group gained initial access through a compromised password, deployed ransomware, and encrypted critical systems, including backups. The company faced a ransom demand it couldn't pay. Three months of paralysis led to administration.

---

## Why Trucking Is Especially Vulnerable

The transportation sector presents an attractive target for several reasons:

**High operational pressure.** Trucking companies can't afford extended downtime. Every day a fleet sits idle costs money. This pressure makes companies more likely to consider paying ransoms. Attackers know this.

**Distributed operations.** Unlike a traditional office environment, trucking operations span thousands of endpoints: trucks, terminals, mobile devices, ELD systems, warehouse management systems. Each endpoint is a potential entry point.

**Critical infrastructure status.** Trucks move approximately 70% of the nation's freight by weight. Disrupting trucking disrupts the entire supply chain. This criticality makes the sector a target for both financially motivated criminals and nation-state actors.

**Vendor interdependency.** The ORBCOMM attack demonstrated how a single vendor compromise can cascade through an entire ecosystem. Trucking companies depend on ELD providers, TMS systems, dispatch platforms, and countless other third-party services. Each one represents supply chain risk.

**State-sponsored targeting.** The FBI, NSA, and CISA have issued multiple advisories warning that Russian military cyber actors specifically target transportation systems as critical infrastructure. These aren't opportunistic attacks. They're strategic operations.

---

## What Separates the Survivors From the Casualties

Some organizations recover from ransomware. Others collapse. The difference usually comes down to preparation, not luck.

### Offline backups that actually work

KNP's backups were encrypted alongside their primary systems. This is depressingly common. Backups only help if they're isolated from your main network, tested regularly, and actually restorable.

The test: When was the last time you actually restored from backup and verified everything worked? If you can't answer that question, your backup strategy is theoretical.

### Network segmentation

When attackers gained access to KNP's network, they were able to encrypt everything. This suggests limited segmentation. Once they were in, they had access to critical systems.

Strong segmentation means a breach in one area doesn't automatically become a total compromise. Your email system shouldn't have a direct path to dispatch. Your accounting software shouldn't live on the same network segment as your ELD systems. Segmentation creates barriers that slow attackers down and limit damage.

### Pre-established incident response partnerships

Ward Transport had cybersecurity partnerships in place before they were attacked. When the incident occurred, they knew who to call. They had contracts already signed, relationships already built. This allowed them to respond quickly rather than scrambling to find help mid-crisis.

Contrast this with organizations that try to negotiate incident response contracts while their systems are burning. The difference in recovery time is substantial.

### Vendor risk assessment

When ORBCOMM went down, their affected customers felt the pain immediately. But how many of those customers had conducted serious vendor risk assessments? How many had contingency plans for ELD system failures?

Know which vendors are critical to your operations. Understand their security posture. Have backup plans for when (not if) something goes wrong.

### Multi-factor authentication

The KNP attack started with a password that attackers guessed. MFA wouldn't have made the company invulnerable, but it would have made that initial access significantly harder to achieve.

Too many organizations still rely on passwords alone for critical systems. Given that stolen or compromised credentials remain one of the most common initial access vectors, MFA represents basic hygiene that too few companies implement consistently.

---

## The Real Entry Points: Where Attacks Actually Start

Understanding how attackers get in is the first step toward keeping them out. The most common entry points aren't sophisticated zero-day exploits. They're failures of basic security hygiene.

**Compromised credentials.** The KNP attack started with a weak password. CrowdStrike's research shows that stolen or compromised credentials remain one of the top initial access vectors. Attackers don't need to hack your systems if they can just log in with legitimate credentials.

**Phishing and social engineering.** Vishing attacks (voice phishing) increased 442% between the first and second half of 2024. Attackers call IT helpdesks pretending to be employees, request password resets, and gain access. No technical exploit required.

**Unpatched vulnerabilities.** Initial access techniques accounted for 52% of vulnerabilities observed by CrowdStrike in 2024. Many of these are known vulnerabilities with available patches that organizations simply haven't applied.

**Third-party compromise.** The ORBCOMM attack showed how vendor compromises cascade to customers. Attackers increasingly target the supply chain rather than the ultimate victim directly.

---

## Building Real Resilience: A Practical Framework

Security isn't a product you buy. It's a capability you build. Here's what that looks like for trucking and logistics operations:

### Identity and access management

Implement MFA across all systems, starting with the most critical. Use strong, unique passwords and consider passwordless authentication where possible. Regularly audit who has access to what, and revoke access immediately when employees leave or change roles.

### Network architecture

Segment your network so that compromising one system doesn't mean compromising everything. Separate operational technology from IT systems. Limit what any single credential can access.

### Backup strategy

Maintain offline backups that can't be reached from your production network. Test restoration regularly. Actually restore from backup, don't just verify the backup exists. Know how long full restoration takes so you can plan accordingly.

### Incident response planning

Have a plan before you need it. Know who you'll call, what your first steps will be, and who makes decisions during a crisis. Conduct tabletop exercises to practice response. Build relationships with incident response firms before an incident occurs.

### Vendor management

Assess the security posture of critical vendors. Understand what happens to your operations if they go down. Build redundancy where possible, and have contingency plans where it isn't.

### Employee training

Your people are both your biggest vulnerability and your first line of defense. Train them to recognize phishing attempts. Create a culture where reporting suspicious activity is encouraged, not punished. Make security everyone's job.

---

## The Question Every Fleet Operator Should Ask

After KNP collapsed, their director revealed he never told the employee whose password was compromised. Think about that: one person made a mistake that ended a 158-year-old company, and they don't even know it.

This isn't about blame. Everyone makes mistakes. The question is whether your organization is structured to survive those mistakes, or whether a single weak password can bring everything down.

RaiseDash was built on the principle that safety, compliance, and security are interconnected. When you're tracking assets, managing inspections, and monitoring driver safety across dozens or hundreds of vehicles, you can't afford to piece together risk from five different systems while the clock is ticking. Unified visibility isn't just convenient. It's how you catch problems before they become catastrophes.

The trucking companies that will survive the next decade aren't the ones hoping they won't be targeted. They're the ones building resilience now, before they need it.

Because the only thing worse than a ransomware attack is a ransomware attack you weren't prepared for.

---

## Key Takeaways

**Ransomware can end established businesses.** KNP operated for 158 years before a single compromised password led to bankruptcy. Size and history don't protect you.

**Speed matters.** With breakout times measured in minutes, traditional manual response can't keep up. Organizations need automated detection and pre-planned response procedures.

**Third-party risk is your risk.** The ORBCOMM attack showed how vendor compromises cascade through the supply chain. Know your critical vendors and have contingency plans.

**Basics beat complexity.** Most attacks don't start with sophisticated exploits. They start with weak passwords, phishing emails, and unpatched systems. Get the fundamentals right first.

**Preparation determines outcome.** The difference between recovery and collapse often comes down to whether you had backups, segmentation, and incident response plans in place before the attack.

---

*RaiseDash provides fleet safety and compliance technology that helps trucking operations protect their cargo, drivers, and business. Learn more at [raisedash.com](https://raisedash.com).*


How a Single Password Destroyed a 158-Year-Old Trucking Empire


# CSA Scores Under Pressure: How Compliance Failures Put Your Fleet at Risk

One bad inspection can take many clean inspections to dilute. For small fleets especially, the math is brutal.

That's because CSA scores are percentile-based and weighted by severity and recency. A single brake violation doesn't just add points. It shifts your position relative to every other carrier in your peer group. The worse the violation and the more recent it happened, the harder it is to climb back out.

Your CSA score follows you everywhere. It affects your insurance premiums. It affects whether brokers will work with you. It affects how the Inspection Selection System (ISS) flags your trucks at weigh stations. And FMCSA has approved major methodology updates that will change how all of this gets calculated once the new system goes live.

This isn't another article telling you compliance matters. You already know that. Instead, we're going to break down how the scoring actually works, where carriers keep getting burned, and what the fleets with clean records are doing differently.

---

## What Your CSA Score Actually Measures

The Compliance, Safety, Accountability program launched in 2010 to help FMCSA identify high-risk carriers and prioritize them for intervention. Think of it as the agency's way of deciding who gets the spotlight. Your CSA score is a percentile ranking from 0 to 100 across seven categories called the BASICs.

Lower is better. Zero means you're at the bottom of the risk pile. A hundred means you're at the top.

The categories cover unsafe driving, crash history, HOS compliance, vehicle maintenance, controlled substances, hazardous materials handling, and driver fitness. Every roadside inspection, every violation, and every crash gets recorded and weighted based on two factors: severity and recency.

Here's where it gets interesting. Violations and inspections from the past six months carry more weight than those from 6 to 12 months ago, which in turn carry more weight than anything from 12 to 24 months ago. A brake failure citation counts more than a marker light issue. The data stays on your record for two years, but the weighting shifts constantly as new inspections come in.

Climb too high in certain categories and FMCSA may prioritize you for interventions, often starting with warning letters or targeted inspections. The thresholds vary by category and carrier type. For Unsafe Driving, Crash Indicator, and HOS Compliance, the general threshold is 65 percent. For hazmat carriers, it drops to 60 percent. For passenger carriers, it's 50 percent. Other categories like Vehicle Maintenance and Driver Fitness have thresholds at 80 percent for general carriers, with lower thresholds for hazmat and passenger operations.

One carrier we talked to had a single driver rack up three HOS violations in a two-month period. Their HOS Compliance percentile jumped from 42 percent to 71 percent. They spent the next eight months digging out.

---

## The SMS Methodology Changes and What They Mean for Your Fleet

FMCSA has approved major updates to the Safety Measurement System and is implementing them now. The Prioritization Preview shows how your results may look once the updated methodology goes live. The current SMS is still being used to prioritize carriers until that happens.

The changes represent the most significant shift in carrier safety measurement in years. The BASICs are being restructured into new compliance categories that correlate better with actual crash risk. Translation: the metrics are getting smarter at predicting who's dangerous.

One of the biggest changes involves how certain violations get classified. "Operating while Out-of-Service" violations will move into the Unsafe Driving category. Separately, violations that result in an OOS condition will carry heavier weight in their respective categories. So a brake defect that puts your truck out of service is still fundamentally a Vehicle Maintenance violation, but it hits harder than before.

Vehicle Maintenance itself is being split into two categories: items observable in walk-around inspections (what a driver should catch before departure) and everything else. This change actually helps carriers who do thorough pre-trips. If your driver catches a problem before departure, it won't show up in the same bucket as something an inspector finds during a full crawl-under.

The percentile calculations are changing too. For certain categories in the new methodology, percentiles will only be calculated when a carrier has violations within the last 12 months. If your record has been clean recently, old data won't artificially inflate your ranking.

The Utilization Factor is expanding from 200,000 to 250,000 vehicle miles traveled per average power unit. This better reflects crash risk for high-mileage operations. Small carriers running serious miles get a fairer shake.

Here's what you should do right now: check the FMCSA's Prioritization Preview site. It shows how your fleet looks under the new methodology. If you haven't done this yet, you're making decisions with outdated information.

---

## Where Bad Scores Actually Hurt Your Business

Most articles talk about CSA scores in abstract terms. Let's get specific about where this costs you money.

Insurance is the big one. Underwriters use CSA data to evaluate carrier risk. High scores mean higher premiums. In some cases, they mean no coverage at all.

In our experience, carriers can face premium increases of 20 to 40 percent after a string of bad inspections. For some fleets, insurance costs have become the deciding factor in whether they can stay operational. When premiums become unaffordable, businesses close.

Brokers and shippers check scores before awarding contracts. A conditional or unsatisfactory safety rating disqualifies you from working with most legitimate partners. Even borderline scores cost you loads. That high-paying contract goes to a competitor with a cleaner record, and you're left fighting for scraps.

Here's the part most people miss: regulatory attention compounds the problem. The Inspection Selection System uses your BASIC percentiles to generate recommendations for roadside and weigh-station targeting. High-risk carriers face more frequent inspections. More inspections mean more opportunities to accumulate additional violations. One bad quarter turns into a bad year because every time your truck gets pulled over, you're rolling the dice again. It's a cycle that feeds on itself.

Common audit findings often involve inadequate hiring practices, maintenance tracking failures, and poor records management. Notice what's not on that list? Complex technical issues. These are operational discipline problems. Paper trails that don't exist. Background checks that didn't happen. Maintenance schedules that exist on paper but not in practice.

---

## Why Pre-Trip Inspections Are Your Cheapest Insurance Policy

Vehicle maintenance violations are among the most common compliance failures. They're also among the most preventable.

A thorough inspection before every trip catches problems that turn into citations at roadside checks. A loose brake connection. A burnt-out marker light. A cracked windshield. These are things your driver can spot in five minutes. They're also things that show up on inspection reports and stay on your CSA record for two years.

Here's what the regulations actually require. Drivers must perform pre-trip checks and be satisfied the vehicle is in safe operating condition. They must also review the last DVIR if one was prepared. For post-trip inspections, drivers must complete and submit DVIRs when defects are found. Carriers must retain required records and repair certifications when defects are reported.

What the regulations don't require is a daily form when no defects are discovered. FMCSA eliminated the "no-defect DVIR" requirement for property-carrying vehicles in 2014 and for passenger carriers in 2020. But here's the catch: if you can't prove the inspection happened, you can't prove the vehicle was safe to operate. When something goes wrong, that gap becomes a liability.

This is where digital solutions help. Drivers complete standardized inspections on mobile devices, and every required item gets checked every time. No skipping steps because the form is in the cab and the driver's running late. When a defect gets flagged, automated workflows route the issue to maintenance teams before trucks leave the yard. Safety managers gain visibility into inspection completion rates and defect trends across the entire fleet.

The math favors prevention. One out-of-service violation for a brake defect can shift your percentile significantly, especially for smaller fleets. A digital inspection system that catches that defect in the yard costs a fraction of what you'll pay in score damage, towing fees, and delivery delays.

---

## Training That Actually Changes Driver Behavior

Unsafe driving behavior is the leading cause of trucking accidents. Undertrained drivers represent serious liability exposure. But the problem isn't just what drivers do behind the wheel.

It's also what they don't know.

Compliance requirements change. Hazmat handling procedures have specific rules that vary by material. Hours of service regulations have exceptions and edge cases that catch people off guard. Accident prevention isn't intuition. It's a set of learned responses to specific situations.

Gaps in training create violations. A driver who doesn't understand the 14-hour rule will log incorrectly. A driver who wasn't taught the right way to secure a load will get cited for it. These violations damage your CSA scores and expose your company to liability in ways that go far beyond the citation itself.

Here's an example. A mid-size fleet in Texas had three different drivers get cited for the same HOS violation over six months. The issue wasn't the drivers. The issue was a confusing company policy about split sleeper berth provisions. Once they revised the policy and ran a 30-minute training session explaining the change, the violations stopped.

Structured learning management systems provide consistency that informal training lacks. Drivers complete mandatory courses on schedule, with completion tracked and documented. Certifications stay current. When someone's hazmat endorsement is about to expire, the system flags it before it becomes a problem.

Safety managers can identify which drivers need additional training based on their violation history. If one driver keeps getting HOS citations, that's not bad luck. That's a training gap. Address it before it shows up on your next audit.

The documentation matters as much as the training itself. When regulators or insurers ask for proof of your safety program, audit-ready records demonstrate ongoing commitment. Fleets with documented training programs negotiate better insurance rates. They face less scrutiny during compliance reviews. They have something to point to when lawyers start asking questions after an accident.

---

## Building the Culture That Makes Compliance Stick

Technology enables compliance. Culture sustains it.

The carriers with consistently strong CSA scores treat safety as an operational priority, not an administrative burden. There's a difference. Administrative compliance means checking boxes. Operational priority means your maintenance team knows that cutting corners creates problems that cost more to fix later. It means drivers understand that inspections protect them as much as they protect the company.

Regular review of inspection data reveals patterns before they become crises. If HOS violations are creeping up across your fleet, it signals scheduling pressure that needs addressing. Maybe dispatchers are pushing drivers to meet unrealistic deadlines. Maybe drivers are taking loads they shouldn't accept. The data tells you where to look.

If the same vehicle defects keep appearing, equipment needs attention. A trailer that keeps failing brake inspections probably needs more than another adjustment. Maybe it's time to replace components. Maybe it's time to replace the trailer.

Hiring practices matter too. Pre-employment screening through FMCSA's PSP program shows driver violation history for the past three years and five years of crash data. Carriers who skip this step bring other people's problems into their own CSA scores. That driver with three OOS violations at their last company? Those habits came with them.

One fleet manager told us about a driver they almost hired. Clean interview. Good references. But the PSP report showed a pattern of brake-related violations at two previous carriers. They passed. Six months later, they heard the same driver had been involved in an accident at another company. The PSP check cost $10. It probably saved them six figures.

The goal isn't perfect compliance. Perfect doesn't exist. The goal is continuous improvement. Carriers who track their metrics, address issues promptly, and document their efforts build safety records that protect them when problems do occur. Because problems will occur. The question is whether you have the documentation to show you were doing everything right when they happened.

---

## Taking Control of Your Safety Profile

Your CSA score isn't something that happens to you. It's something you build, day by day, through operational decisions that either strengthen or weaken your safety position.

Check your scores monthly through the FMCSA's Safety Measurement System website. Don't wait for intervention letters. Look for trends before they become alerts. If one BASIC is climbing, dig into the underlying violations and fix the root cause.

Challenge inspection data that's incorrect through the DataQs process. Errors happen. Inspectors make mistakes. Violations get recorded against the wrong carrier. Legitimate disputes can remove violations from your record. It takes time, but it's worth it when the alternative is carrying someone else's citation on your score for two years.

Invest in the systems that prevent violations: digital inspection tools, driver training platforms, maintenance tracking software, and real-time compliance monitoring. The technology exists to catch problems before they become citations. It's cheaper than dealing with the aftermath.

The carriers who thrive under the updated methodology will be those who treat compliance as a competitive advantage. Better scores mean lower costs, better contracts, and fewer regulatory headaches. The investment in getting there pays returns across every part of the operation.

---

## Common Questions About CSA Scores

**How often should I check my CSA scores?**

Monthly, at minimum. FMCSA updates scores on a rolling basis as new inspections and violations are recorded. Waiting until you receive an intervention letter means you've already lost valuable time to address the underlying issues. By then, the damage is done.

**Can I dispute incorrect violations on my record?**

Yes. The DataQs system allows carriers and drivers to challenge inspection data they believe is incorrect. Common grounds for dispute include clerical errors, violations that were corrected on-scene, or citations issued in error. Not every dispute succeeds, but legitimate errors do get removed. It's worth the effort.

**How long do violations stay on my CSA record?**

Two years from the inspection date. However, the weighting decreases over time. Violations from the past six months carry the most weight, while older violations have progressively less impact on your score. This is why consistent clean inspections matter. You're not just avoiding new violations. You're letting old ones age off while building a buffer.

**What's the fastest way to improve a bad CSA score?**

Clean inspections. Every inspection that shows no violations improves your percentile ranking relative to your peer group. Focus on the categories where you're closest to intervention thresholds and address the root causes of recurring violations. Make sure your drivers know exactly what inspectors look for and how to pass.

**Do owner-operators have separate CSA scores?**

Yes. Owner-operators with their own authority have their own CSA scores. However, when an owner-operator drives under a motor carrier's authority, violations can affect both the driver's PSP record and the carrier's CSA score, depending on how the inspection is recorded. This is why carriers need to screen owner-operators carefully before bringing them on.

---

## Ready to Protect Your Fleet?

RaiseDash combines AI-powered threat detection, real-time visibility, digital compliance tools, and driver training into a unified platform. We built it to protect your cargo, your drivers, and your business from the compliance failures that damage CSA scores and cut into profitability. See how proactive security and compliance management can reduce your risk.


CSA Scores Under Pressure: How Compliance Failures Put Your Fleet at Risk


# Cargo Theft in 2025: The Numbers Fleet Managers Can't Ignore

A single cargo theft can cost more than a quarter million dollars. That's not a worst-case scenario. It's the average.

CargoNet's year-end report put 2025 losses at an estimated $725 million, with the average theft value climbing to $273,990. For owner-operators running on tight margins, one bad day can end the business.

The problem isn't getting better. Overhaul tracked 645 cargo thefts in Q3 2025 alone, a 29% jump from the same quarter last year. CargoNet recorded 884 supply-chain theft events in Q2, up 13% year-over-year. This post breaks down where the numbers stand, which states and products are getting hit hardest, and what actually works to protect your fleet.

## Key Takeaways

| What You Need to Know | The Number |
|----------------------|------------|
| Estimated 2025 cargo theft losses | $725 million |
| Average value per theft | $273,990 |
| States accounting for most thefts | California (38%), Texas (18%) |
| Strategic theft increase since Q1 2021 | 1,500% |
| Most targeted products | Electronics and food/beverage (16% each) |
| Copper theft increase in Q1 2025 | 85% |

## What cargo theft is actually costing the industry

The headline numbers tell part of the story. Department of Homeland Security and National Insurance Crime Bureau estimates put annual losses between $15 billion and $35 billion when you factor in everything: direct losses, insurance claims, investigation costs, delayed deliveries, and supply chain disruptions.

That range is wide because most incidents go unreported. Carriers don't want the insurance hit. Shippers don't want the hassle. So the official numbers undercount reality.

Here's some context on the scale. The Association of American Railroads reported approximately 65,000 railroad cargo thefts in 2024. That's rail alone, and it represents roughly a 40% spike in a single year. The pattern holds across trucking, warehousing, and last-mile delivery.

| Metric | 2025 Data | Source |
|--------|-----------|--------|
| Annual estimated losses | $725 million | CargoNet |
| Average theft value | $273,990 | CargoNet |
| Q3 2025 thefts (U.S. only) | 645 incidents | Overhaul |
| Q2 2025 thefts (U.S. + Canada) | 884 incidents | CargoNet |
| Year-over-year increase (Q3) | 29% | Overhaul |

These aren't random opportunists grabbing what they can. The people stealing cargo run organized operations. They track shipments, identify routes, exploit communication gaps, and disappear before anyone realizes what happened.

## Where thieves are hitting hardest

Geography determines risk. According to Overhaul's Q2 2025 data, California accounts for 38% of all U.S. cargo theft incidents. Texas follows at 18%, down slightly from 21% in Q1. Illinois, Florida, and Washington round out the top five.

The pattern makes sense when you look at a map. These states have major freight hubs, dense metropolitan areas, and in some cases, proximity to international borders. The Dallas-Fort Worth area has become a particular hotspot because its dense logistics infrastructure creates multiple opportunities for theft rings.

| State | Share of U.S. Cargo Theft |
|-------|---------------------------|
| California | 38% |
| Texas | 18% |
| Illinois | Top 5 |
| Florida | Top 5 |
| Washington | Top 5 |

Timing matters too. Q4 shipping season and holiday weekends see predictable spikes. More cargo moving means more targets. The most common theft locations remain truck stops, parking lots, distribution centers, and rest areas along major highways.

## What products are getting stolen

Electronics and food/beverage products each account for 16% of theft incidents, making them the most targeted categories. Home and garden products follow at 13%.

The interesting shift in 2025 has been metals. CargoNet reported copper theft jumped 85% in Q1 compared to the previous year. With copper prices hitting record highs, thieves are specifically targeting loads containing the metal. They impersonate legitimate carriers to intercept shipments before anyone knows something's wrong.

The U.S. Department of Energy estimates metal theft costs American businesses approximately $1 billion annually. A significant portion of copper wiring for new construction gets lost to theft each year.

| Product Category | Share of Theft Incidents |
|------------------|-------------------------|
| Electronics | 16% |
| Food & Beverage | 16% |
| Home & Garden | 13% |
| Metals (especially copper) | 85% increase in Q1 2025 |

Criminals know what loads are worth taking. They research shipment values before deciding which trucks to target. High-value, easily resold goods get priority.

## Strategic Theft Has Risen 1,500%

Physical break-ins are the old model. The new model is strategic theft: fraud, impersonation, and digital manipulation.

According to testimony submitted to the Senate Judiciary Committee, strategic theft has increased 1,500% since Q1 2021. That number deserves attention.

Strategic theft works like this. Criminals steal carrier identities, create fake companies, manipulate load boards, and intercept shipments through business email compromise. They understand trucking terminology. They know what to say to drivers and dispatchers. They operate like legitimate businesses until the freight vanishes.

The ATA described one case to Congress where criminals brokered loads under a legitimate company's name. Truckloads of Red Bull got diverted to warehouses in California and shipped out of the country. The investigation involved insurance providers, law enforcement, and Homeland Security. The fraudsters used VPNs and domain spoofing to stay untraceable.

This type of theft is harder to detect and harder to prosecute than someone cutting a padlock.

## What this means for insurance

Insurers are responding by tightening underwriting standards. Carriers running high-risk lanes, particularly in Southern California and the Texas Triangle, are seeing cargo premiums climb and deductibles increase. Electronics loads face the steepest hikes.

Some specialty insurers now offer fraud-loss riders that cover double-brokering scams. The catch: you only qualify if you can demonstrate strong security practices. That means active GPS tracking, tamper-alert door locks, and documented protocols.

For carriers with weak security practices, coverage is getting harder to find at any price.

## What actually works for protection

The tools exist to fight back. The question is whether fleet operators treat security as a core function or an afterthought.

### Start with visibility

You can't protect what you can't see. Real-time GPS tracking with automated exception alerts catches route deviations and unauthorized stops before theft occurs. Geofencing creates virtual perimeters that trigger notifications when trucks enter or exit designated areas.

When loads deviate from planned routes, stop in unauthorized locations, or experience unexpected delays, your team should know immediately. Continuous visibility eliminates the blind spots criminals exploit.

### Vet every carrier, every time

Verify MC numbers. Check FMCSA records. Confirm insurance coverage is active and matches. Be skeptical of unusually good rates or carriers who accept loads without hesitation.

If contact details don't match official records, dig deeper. Emails from free domains like Gmail or Yahoo should trigger scrutiny. Phone numbers that differ from FMCSA listings need verification before any load gets booked.

### Train your team to recognize red flags

The people answering phones and booking loads are your first line of defense. They need to know what suspicious activity looks like.

What should raise concerns? Requests for payment through Zelle or CashApp, pressure to book quickly without standard verification, contact information that doesn't match carrier records, and brokers who can't answer basic questions about their operation.

### Document everything at pickup

Require driver IDs, truck numbers, and timestamped photos at every pickup. This creates an evidence chain that supports insurance claims and law enforcement investigations when things go wrong.

Good documentation habits cost nothing and can make the difference between a successful recovery and a total loss.

## The takeaway for fleet operators

Cargo theft isn't slowing down. The criminals are organized, sophisticated, and constantly adapting. The old approach of locks, seals, and hope doesn't work anymore.

The carriers who avoid losses will be those who treat security as a core operational function. That means real-time visibility, rigorous carrier vetting, trained staff, and documented procedures.

The question isn't whether your fleet will be targeted. It's whether you'll catch it before the cargo disappears.

---

## FAQs

### How much does cargo theft cost the U.S. economy annually?

Estimates from DHS and the National Insurance Crime Bureau put annual losses between $15 billion and $35 billion. That includes direct losses, insurance claims, investigations, delayed shipments, and supply chain disruptions. The true cost is difficult to measure because many incidents go unreported.

### Which states have the highest cargo theft rates?

According to Overhaul's Q2 2025 data, California leads with 38% of U.S. cargo theft incidents. Texas follows at 18%. Illinois, Florida, and Washington round out the top five. These states contain major freight hubs and large metropolitan areas that make them attractive to organized theft rings.

### What is strategic cargo theft?

Strategic theft uses fraud, impersonation, and digital manipulation rather than physical break-ins. Criminals steal carrier identities, create fake companies, manipulate load boards, and intercept shipments through email compromise. According to Congressional testimony, this type of theft has increased 1,500% since Q1 2021 because it's harder to detect and prosecute.

### What products are thieves targeting most?

Electronics and food/beverage products are tied at 16% each as the most targeted categories. Home and garden products follow at 13%. Metal thefts, particularly copper, jumped 85% in Q1 2025 due to record commodity prices. Thieves increasingly research load values before targeting specific shipments.

### What steps can protect my fleet from cargo theft?

Start with real-time GPS tracking and geofencing to maintain visibility. Vet every carrier by verifying MC numbers, checking FMCSA records, and confirming insurance. Train staff to recognize fraud red flags like free email domains and mismatched contact information. Document every pickup with driver IDs, truck numbers, and timestamped photos.


Cargo Theft in 2025: The Numbers Fleet Managers Can't Ignore


# ELD cybersecurity: What fleet managers need to know about truck hacking risks

Security researchers recently stopped a truck from accelerating. They did it by hacking its ELD. The whole attack took about 30 seconds.

If you run a fleet, this isn't theoretical anymore. The same devices that keep you DOT-compliant are creating security gaps that most operators don't even know exist. And unlike a data breach at your office, a compromised ELD could physically disable your trucks. Or put drivers at risk.

This post breaks down what the researchers found, why it matters for your operations, and five things you can do this week to reduce your exposure.

## What the Colorado State researchers actually discovered

Here's the backstory. In early 2024, a team at Colorado State University bought an ELD off a popular e-commerce site and took it apart. Associate Professor Jeremy Daily led the research.

What they found should make every fleet operator uncomfortable.

The device had a Wi-Fi connection that wasn't documented anywhere. Not in the user manual. Not in the reseller documentation. Nothing. And the password protecting that connection? Weak and predictable. A default that hadn't been changed.

Once the researchers connected, they had access to the truck's Controller Area Network. That's the internal system that controls everything from acceleration to braking to sensor data. They could send arbitrary messages to the truck's systems. They could upload malicious firmware directly to the ELD.

Then they demonstrated it. On a 2014 Kenworth T270.

They uploaded firmware that blocked acceleration commands. The driver floored the pedal. The truck sat there. Thirty seconds from first connection to full control.

Here's the part that should keep you up at night: the attack only required being close enough for a Wi-Fi signal. Think about how many times your trucks park next to other trucks at fuel stops, distribution centers, or rest areas.

The team also modeled what they called a "truck-to-truck worm." They showed how one infected vehicle could spread malware to nearby trucks with the same vulnerabilities. Picture a company yard where 40 trucks sit overnight. One gets compromised. By morning, all 40 could be infected.

## Why this problem is bigger than one bad device

You might be thinking: okay, one ELD had security issues. That's the vendor's problem.

It's not that simple.

When the researchers examined devices from multiple vendors, they found something troubling. Many ELDs share nearly identical architectures. Some devices from different brands are essentially clones with different logos. A vulnerability in one likely exists in others.

ELDs aren't optional for most carriers. The mandate took effect December 18, 2017. Full compliance was required by December 16, 2019. The U.S. has over 14 million registered medium and heavy-duty trucks. Most HOS-regulated operations must use these devices.

That's a lot of connected vehicles. And those vehicles all have devices that bridge the truck's internal network to the outside world.

Urban Jonson, Senior VP of IT and Cybersecurity at Serjon (a firm that specializes in fleet transportation security), puts it bluntly. The real risk isn't someone stealing your data. It's someone sending malicious CAN messages that disable your vehicles entirely.

## What this actually looks like for your business

Let's get specific about the risks.

**Ransomware.** Someone disables your fleet and demands payment. You're choosing between writing a check or watching revenue disappear while you figure out what happened. There's no workaround. You can't just disconnect the ELD and keep running because you need it for compliance.

**Operational disruption during critical windows.** Your trucks lock up on the busiest day of the quarter. Deadlines get missed. Customers lose trust. Penalties pile up. One fleet manager I spoke with said a single day of downtime costs them $12,000 per truck in lost revenue and penalties.

**Targeted cargo theft.** An attacker uses the ELD to track a high-value load. They know exactly where it is, where it's going, and when the driver stops. They act on that information.

**Safety incidents.** Bogus sensor data gets sent to vehicle systems. A driver thinks everything is fine when it isn't. Now you've got liability exposure on top of everything else.

The ransomware scenario is particularly ugly. It exploits the same federally mandated devices you're required to install. There's no easy escape hatch.

## Five things you can do this week

**First, find out what's actually connected to your trucks.**

This sounds obvious. It's not.

Many fleet operators don't have a complete inventory of the telematics devices on their vehicles. They know about the ELD. But what about the GPS tracker the previous owner installed? The fuel monitoring device someone added three years ago? The cellular module that came with the trailer lease?

Create a list. For every device, document what network access it has, what data it transmits, and whether the credentials have ever been changed. This baseline lets you understand your real exposure and spot anomalies later.

**Second, change default passwords. Today.**

The Colorado State researchers got initial access through a default password. This feels embarrassingly basic. It also works, which is why attackers use it constantly.

If your ELD devices have configurable credentials, change them now. Not next week. Now. If your devices don't allow credential changes, call your vendor and ask why. Their answer will tell you a lot about their security posture.

**Third, start asking your vendors hard questions.**

The National Motor Freight Traffic Association developed something called the Telematics Security Requirements Matrix. It's specifically designed to help fleets evaluate vendor security during procurement. Start using it.

Here are the questions that matter:

What security testing do you perform on your devices before they ship? How do you distribute firmware updates, and how quickly? Have you addressed CVE-2024-28878?

That last one is important. CVE-2024-28878 is a flaw identified in the IOSIX IO-1020 Micro ELD that allows code execution without proper origin verification. If your vendor can't speak to specific CVEs, that tells you something about how seriously they take security.

**Fourth, build firmware updates into your maintenance schedule.**

The researchers noted that the manufacturer was working on a fix. Great. But fixes don't help if they never get installed.

Make firmware version tracking part of your standard maintenance process. When trucks come in for service, check what version they're running. Keep a spreadsheet if you have to. Automated is better, but manual tracking beats no tracking.

**Fifth, watch for weird behavior.**

If a truck suddenly shows unexpected location data, throws communication errors, or generates strange diagnostic codes, don't ignore it. These could be early signs of compromise.

Some fleet management platforms flag anomalies automatically. If yours does, actually look at the alerts. If it doesn't, build in regular spot-checks. Even 15 minutes a week looking for patterns is better than nothing.

## What the industry is doing (and where the gaps are)

The 2026 NMFTA Transportation Industry Cybersecurity Trends Report names telematics devices as a continuing threat vector. The report notes that while telematics have become indispensable to modern fleet operations, their remote connectivity creates opportunities for wireless attacks on tractors and trailers.

Here's the gap: FMCSA mandates ELD functionality. They rely on self-certification for compliance. There are no hard cybersecurity requirements. Standards are driven by industry guidance and voluntary best practices.

That means the responsibility falls on you. Waiting for regulations to catch up isn't a strategy. By the time mandatory cybersecurity standards exist (if they ever do), the threat landscape will have evolved again.

## The bottom line

Your trucks are computers on wheels. They need to be secured like any other connected asset in your operation.

The good news? The steps aren't complicated. Inventory your devices. Change default credentials. Ask vendors real questions. Keep firmware current. Watch for anomalies.

None of this requires a dedicated cybersecurity team. It requires attention and discipline. Both are achievable for fleets of any size.

## Next steps

The NMFTA offers cybersecurity resources at nmfta.org/cybersecurity. They're designed for fleets of all sizes and can help you assess your current exposure.

If you're looking for a unified platform to manage your safety and compliance data, RaiseDash can help you maintain visibility across your fleet operations.

---

## Frequently asked questions

### Can hackers really control my trucks through an ELD?

Yes. The Colorado State researchers demonstrated exactly this. They gained wireless access to a truck's CAN network through a commercially available ELD. They prevented acceleration despite the driver flooring the pedal. The attack required Wi-Fi proximity, but the vulnerability is real and affects devices from multiple manufacturers.

### Are all ELD brands vulnerable?

Not necessarily all of them. But the research found that many ELDs share similar architectures. Some devices from different brands are essentially clones with different labels. A vulnerability discovered in one device often exists in others. Ask your vendor directly about their security practices and whether they've addressed CVE-2024-28878.

### What's the first thing I should do to protect my fleet?

Change default passwords and update firmware. Then create a complete inventory of all telematics devices connected to your trucks. Many fleet operators don't actually know everything that's plugged into their vehicles' networks. You can't secure what you don't know about.

### Is FMCSA addressing this?

Not directly. FMCSA mandates ELD functionality but relies on self-certification. Cybersecurity baselines are being driven by industry groups like NMFTA through voluntary standards rather than hard regulatory requirements. Don't wait for regulators. Take action now.

### Could one infected truck spread malware to my entire fleet?

The researchers modeled this scenario. They demonstrated how a "truck-to-truck worm" could propagate in locations where vehicles park together. Think truck stops, distribution centers, or your own company yard. While they didn't release a working proof-of-concept on real ELDs, the threat model is concerning enough that you should have monitoring and rapid response capabilities in place.

### How do I know if my ELD has been compromised?

Watch for anything unusual: unexpected location data, communication errors, strange diagnostic codes, or vehicles behaving differently than expected. Some fleet management platforms flag anomalies automatically. Regular manual checks are valuable too. If something feels off, investigate. Trust your instincts.


ELD Cybersecurity: What Fleet Managers Need to Know About Truck Hacking Risks


# Driver Onboarding Software for Trucking: Training Made Simple

If you own a trucking company, you know how hard it is to train new drivers. There is a lot of paperwork. Spreadsheets can get messy. Somewhere in the folders, certificates get lost. And when a DOT audit comes up, you have to go through your files to make sure everything is in order.

It doesn't have to be this way.

Meet Raisedash Shift, a platform for trucking companies to hire drivers that was made from scratch. This platform helps you train drivers, keep track of their progress, and stay compliant without all the trouble, whether you have 10 trucks or 500.

## The Real Problem with Training Drivers Today

To be honest, Most trucking companies are still training their drivers the old-fashioned way. Safety managers have to deal with emails, spreadsheets, and sticky notes all at once to figure out who has finished their training and who is behind. Someone else has to make a certificate by hand when someone finishes a course. Then put it away. Then, months later, they will remember where they put it.

Does this sound familiar?

And this is the thing. You have to train. FMCSA and DOT say that carriers must keep records of their safety training programs. During compliance reviews, inspectors want to see proof that your drivers got the right training. They want time stamps. They want more information. They want records that show exactly what was taught, when it was taught, and who finished it.

If you can't give this paperwork, you could face fines, higher insurance costs, and in very bad cases, threats to your right to operate.

## What Makes Raisedash Shift Unique

There are other places to get training. But most of them weren't made for trucking. They are general systems that try to work for all types of businesses. What happened? Drivers who are angry because they can't figure out how to finish a simple training module and call dispatch because the interfaces are confusing and they don't need the features.

Raisedash Shift was made just for trucking companies. Every feature, workflow, and piece of content was made to fit the way carriers really do business.

This is what makes it different.

### Made for Drivers Who Aren't Good with Technology

This is a big deal. Not every driver is good with technology. Many people have had trouble with training software that was hard to use in the past. The main goal of Raisedash Shift was to be simple.

Drivers get an email with a link in it. They click on the link. They can see their training. They finish it. No menus that are hard to understand. No downloading apps. You don't need to know anything technical.

Drivers can finish their training on a phone during a break without needing help because the interface is so easy to use. It's that easy.

### Works on Any Device, Anywhere

Drivers are out on the road, not at their desks. Raisedash Shift works great on computers, tablets, and phones. The mobile experience is smooth enough that it feels like a native app, but you don't need to download anything.

A driver can finish their training at any time that works for them, whether they are at a rest stop, waiting for a shipper, or home for the weekend.

### Automatic Certificates That Are Real

When a driver finishes a course and passes the quizzes, they automatically get a professional certificate. No work by hand is needed. No more running around to get signatures.

You can check these certificates. Auditors, insurers, and other people can check that the training was finished. Every certificate has information about when it was completed, and the platform keeps them safe so you can get to them whenever you need to.

### Documentation that is ready for an audit from day one

This is where Raisedash Shift really stands out. Every training session is automatically recorded with all the information. You can see exactly what each driver learned, when they learned it, how long they spent on each module, and how well they did on quizzes.

You don't have to go through old emails or file cabinets when DOT calls. Bring up the dashboard, make a report, and show them everything they need to see. It only takes a few seconds.

## A Huge Library of Pre-Made Courses

It takes a long time to make training materials from scratch. That's why Raisedash Shift has a huge library of ready-to-use courses that cover everything carriers need.

The course catalog has training on a lot of things, like Hours of Service rules, ELD compliance, drug and alcohol testing awareness, CSA scores, inspections before and after a trip, defensive driving, securing cargo, HazMat safety, and more.

There is also state-specific sexual harassment prevention training that meets the requirements in California, New York, Illinois, and other states that have laws about training.

You can also make your own training modules if you need something specific. Upload videos from your company, embed YouTube videos, write lessons in text, and make quizzes to see how much drivers know. The platform changes to fit your needs.

## Four Training Solutions for Different Fleet Needs

Not everyone can use Raisedash Shift. It gives you targeted solutions based on the needs of your fleet.

**Small Fleet Training** gives carriers with smaller budgets the same level of safety training that big companies get. You get the same full curriculum that big carriers use, but the prices are better for fleets with fewer than 50 trucks.

**Sexual Harassment Prevention Training** helps carriers follow the strict rules set by the state. The courses are for transportation companies and meet the requirements for training in several states.

One of the main reasons drivers leave their jobs is bad communication, which is what Driver and Dispatcher Training deals with. This program helps drivers and dispatchers work together better, which makes operations run more smoothly and keeps more drivers on the job.

**Entry-Level Driver Training** covers the theory that new CDL applicants need to know before they can take their skills test. It helps people who want to drive trucks pass their written tests and start their careers.

## Works with the tools you already have

Raisedash Shift is not a stand-alone thing. It works with ELD providers like Samsara and Motive, as well as TMS platforms and HR systems. There is full API and webhook support to connect with your existing workflows if you need custom integrations.

This keeps your data in sync between systems. No entering twice. No transfers by hand. Everything works well together.

### Get Started in Just One Day

One of the best things about Raisedash Shift is how quickly you can get started. Within 24 hours, most carriers are ready to go. You can start by making an account, adding your drivers, and giving them the training courses they need.

Drivers get emails with links that let them start training with just one click. No complicated process for getting started. No long setup calls. It's as easy as signing up and getting trained drivers.

And help is always available if you need it.

## Why Trucking Companies Are Switching to Raisedash Shift

Raisedash Shift is already being used by carriers all over the country to make their training programs easier. They are saving time, making it easier to follow the rules, and finally getting their driver paperwork under control.

The platform is the best option on the market right now because it is the easiest to use, the cheapest, and the most stable. People who work in trucking built it for people who work in trucking.

There is a better way if you are sick of messy spreadsheets, missing certificates, and being afraid of audits. Raisedash Shift puts everything together on a clean, modern platform that your team can actually use.

Your drivers should have access to training software that is easy to use. Give your safety managers tools that help them do their jobs better. And your business needs compliance documents that keep you safe when it matters most.

Raisedash Shift gives you all of that and more.

---

## Frequently Asked Questions About Driver Onboarding Software

**What is software for onboarding truck drivers?**

Trucking companies use driver onboarding software to teach new drivers about company rules, safety procedures, and DOT compliance requirements. It keeps track of training progress, makes certificates automatically, and keeps all the paperwork in order for audits. Raisedash Shift was made just for trucking companies, which speeds up and simplifies the whole onboarding process.

**How does Raisedash Shift help you follow the DOT rules?**

Raisedash Shift helps carriers meet DOT and FMCSA training requirements by giving them pre-made compliance courses, automatic documentation, and full audit trails. Every training session is recorded with timestamps that show what was taught, when it was finished, and how well the driver did. You can make reports in seconds when auditors ask for proof of training.

**Do truck drivers have to download an app to use Raisedash Shift?**

No. You can use Raisedash Shift on any device with a web browser. Drivers can get training by clicking a link in their email. You don't have to download any apps, install anything, or set anything up. The platform was made for drivers who aren't very good with technology, so anyone who can use a smartphone can finish their training.

**What kinds of training classes are there?**

Raisedash Shift has a full library of pre-built courses that cover a wide range of topics, such as Hours of Service rules, ELD compliance, defensive driving, pre-trip inspections, cargo securement, HazMat safety, preventing sexual harassment, and more. Carriers can also make their own training modules by uploading videos, adding text, and making quizzes.

**How long does it take to get Raisedash Shift up and running?**

Most trucking companies are ready to go and running within 24 hours. You make your account, add your drivers, and give them the training courses they need. Drivers get an email inviting them to training. They click the link and start right away. Support is available 24/7 if you need help setting up.




Driver Onboarding Software for Trucking | Raisedash Shift


# Pre-Trip Inspection Software: Modern DVIR Solutions for Fleet Management

## The Issue: Moving Away from Paper and Clunky Forms

For logistics companies, the Daily Vehicle Inspection Report (DVIR) represents the lifeline to safe fleet operations; however, technology has yet to catch up with this core operational process. Many truck fleet operators have identified the Daily Vehicle Inspection Report (DVIR) as the only thing the vehicle operator(s) can provide or use for their fleet safety—in essence making the DVIR the "Heart" of fleet safety. Consequently, many trucking fleets experience delays associated with the daily vehicle inspection report process whether it is due to a lost paper form or a poorly designed digital component that the drivers cannot properly enter data into and will lead to downtime or incomplete records.

To maintain your fleet road-ready as well as in compliance with the general safety standards set forth by your country's Department of Transportation (DOT) and also perform a proper pre-trip and post-trip vehicle inspection, you require the following type of tool that makes your life easier instead of more difficult.

Therefore, RaiseDash is the software application developed specifically for trucking fleets to modernize the daily vehicle inspection process for their North American fleets by providing the company with a cloud-based solution.

## 1. Mobile DVIR App: "Zero-Friction" Driver Experience

The most effective software does not require training or explaining how it works; therefore, we built the RaiseDash mobile App with this in mind with the end goal of creating an environment for drivers that allows for the least amount of resistance to performing the daily vehicle inspection, thereby eliminating the likelihood of drivers skipping or hurrying through the process.

With the removal of the most significant pain point for drivers who forget their password, drivers can now log in to our platform by either leveraging their existing Google account or by using one-click access through an Apple account, which allows them to log in from anywhere at any time.

Smart VIN Search allows drivers to search for their truck or trailer by entering only the last 4 digits of their VIN instead of typing out a long string of characters, allowing them to quickly find what they're looking for and start using the workflow.

## 2. Video-Based Fleet Inspections: Eliminating Pencil-Whipping

The introduction of video-based fleet inspections has particularly addressed the issue of pencil-whipping (ticking off boxes on the inspection sheet without actually looking at the part being inspected), which has caused significant problems for fleet managers and drivers alike. The majority of inspections conducted on the RaiseDash platform today are completed via a video; this provides true visual verification of each inspection carried out on a truck or trailer.

During a video inspection, drivers are required to use their phone cameras to film the walk-around of the vehicle. That way, there is clear physical verification that an inspection was conducted and visual proof for fleet managers to view.

Drivers are often better able to perform a walk-around video inspection documented on their phone instead of having to tap through one long list of components. In addition, video inspections will also provide visual proof for drivers to show to their supervisors in the event of a discrepancy.

## 3. Electronic DVIR Featuring Customization (Checklists)

Fleets that need specific data in their DVIRs have the ability to customize their DVIR according to the unique needs of their fleet. Rather than build a generic DVIR template, fleets have the ability to create a DVIR that is tailored to their specific maintenance needs.

**Photo Evidence:** A driver can take a photograph of an identified defect—such as a worn tire or engine warning light—and attach it directly to the data they are entering.

**Data-Rich Inputs:** Your inspection system can do more than tell you "Pass/Fail." It allows drivers to input specific values including tire pressure readings for each wheel, providing maintenance teams with granular data.

## 4. Integrated Fleet Maintenance Software (Slack and Telegram)

Most of today's dispatchers are using chat apps to dispatch their drivers in real-time. Your inspection software shouldn't interrupt that workflow.

RaiseDash is one of the few platforms that provides a deep integration with Telegram, Slack, and WhatsApp.

**Stay in Your Workflow:** Managers can receive and review inspection reports and update inspection results directly in the messaging apps they use to manage their drivers.

**Faster Response Times:** By integrating the inspection data into the communication hub for maintenance teams, it provides immediate response times to the issues reported by drivers.

## 5. The Fleet Manager Dashboard: Provides Comprehensive Insight into This Area

RaiseDash provides fleet managers with a complete overview of their operations while empowering their drivers via the application.

**Monitoring Frequency:** The item displays the exact time of when a driver has completed his or her pre-trip inspection and when they completed their post-trip inspection.

**Notifications via Automated Messaging:** The application will notify the driver directly, via the mobile device, when it’s time for both inspections to be performed and completed.

**Exported Reporting Capabilities:** Reports are produced by RaiseDash for use by fleets to evaluate their fleet's overall health as well as to create organized documentation for use by fleet safety personnel.

---

## Frequently Asked Questions About Pre-Trip Inspection Software

### Q: Is RaiseDash available for both iOS and Android?
Yes. The product was created to be platform-agnostic and can be used on both the iPhone and on Android.

### Q: Can RaiseDash assist fleets in maintaining their respective DOT and FMCSA compliance workflows?
Yes. RaiseDash provides a means of capturing and retaining Motor Carrier safety records including DVIR (Driver Vehicle Inspection Report) documentation, which is vital to maintaining compliance with DOT and FMCSA regulations.

### Q: How do fleets get started using RaiseDash?
RaiseDash is providing assistance to fleets throughout North America in upgrading their business models.


Blog