FMCSA plans to verify and secure individuals' identity through a verification process known as identity verification. Customers will need to use their mobile devices 

Identity verification provides a comprehensive, secure, and efficient way of managing and monitoring individual identity verification processes, significantly enhancing the safety and regulatory compliance of companies operating in the industry. We believe that this solution is the right balance among security, compliance, and customer experience.  

On June 29^th, 2015, FMCSA published a Federal Register notice (Vol. 80, No.124, p. 37037), “Proposal for Future Enhancements to the Safety Measurement System (SMS)” for public comment.  Any finalized changes to the SMS intervention thresholds will immediately apply to the HMSP program because the enhanced oversight determinations are based on carrier performance under various SMS intervention thresholds.

Last Updated : July 29, 2015

The system will still allow intrastate carriers to obtain a USDOT Number if their State requires it. Those carriers can submit an application for a USDOT Number as intrastate carriers and go through the same identity verification and business verification processes as other system users. Please note that FMCSA will not track or monitor State requirements in the new FMCSA registration system.

A first-time applicant who does not already have a US DOT number and is seeking broker authority must apply for operating authority via the Unified Registration System.

Companies with existing motor carrier authority should include their current USDOT Number on the OP–1 form when they register but leave the MC Number field blank. FMCSA will issue a separate MC Number for the broker authority. Source: 78 FR 54720, Sept. 5, 2013.

Last Updated : December 4, 2015

No. If the business is headquartered in the United States, but is owned or controlled (greater than 55%) by a Mexican citizen or resident alien, you may not apply for Motor Common Carrier of Property Authority to engage in point-to-point transportation within the U.S. However, you may apply for Motor Passenger Carrier Authority and/or for United States-based Enterprise Carrier of International Cargo Authority. 

Background:

The Bus Regulatory Reform Act of 1982, and its Section 6 allows for a Presidential executive order prohibiting the issuance of certificates or permits to motor carriers domiciled in or owned by citizens of a contiguous foreign country (a moratorium}. The change from the moratorium and allowance of Mexican investment in U.S. trucking companies came about first by NAFTA but wasn’t officially allowed until a Presidential Executive Order in June of 2001. A July 27, 2004 internal memo from attorney Suzanne E. Newhouse explains “The Basics of Enterprise Authority:”

Present State of Enterprise Authority

As of January 1, 2004, the NAFTA obligated its participant countries to allow for Enterprise Authority. Enterprise Authority is the ability of investors in one NAFTA country to purchase up to 100% interest in a transportation company domiciled in another NAFTA country. The transportation company may provide passenger carrier services, such as inter-city bus services or tourist transportation services, or property carrier services, such as the transportation of international cargo between points in the domiciled NAFTA country.

Presently, the U.S. complies with this NAFTA obligation. Investment restrictions were lifted in June 2001, thus encouraging Mexican investors to purchase U.S. based carriers and provide transportation of international cargo between points within the U.S. Despite U.S. adherence to the NAFTA mandate for enterprise authority, Mexico has not taken the necessary actions to comply with this NAFTA requirement and U.S. investors cannot enjoy the same benefits Mexican investors have with U.S. companies.

The NAFTA treaty in 1994 allows for Mexican investors and for the transportation of international freight in the US.  In 2001, the Presidential moratorium was lifted to specifically meet the provisions in the NAFTA treaty, but does not expand limits on international cargo only for Mexican investors in US companies.

The issue and extent of safety belt discomfort was reviewed as a factor affecting driver safety belt use in the FMCSA-sponsored 2007 Safety Belt Technology Countermeasures Study.

Last Updated : April 15, 2014

Yes, if you are a resident of Mexico or Canada. Drivers certified in Canada are certified to drive in the United States, providing they meet U.S. requirements. For Mexican drivers, the medical examination is part of the Licencia Federal. It is not necessary for Mexican drivers to carry a separate medical certifying document.

A CMV operator from Canada or Mexico who has been issued a valid commercial driver’s license by a Canadian Province or the Mexican Licencia Federal is no longer required to have a medical certificate. The driver’s medical exam is part of the driver’s license process and is proof of medical fitness to drive in the United States. However, Canadian and Mexican drivers who have epilepsy or who are hearing-and-vision impaired are not qualified to drive CMVs in the United States. Furthermore, Canadian drivers who do not meet the medical fitness provisions of the Canadian National Safety Code for Motor Carriers but who have been issued a waiver by one of the Canadian Provinces or Territories are not qualified to drive CMVs in the United States. Similarly, Mexican drivers who do not meet the medical fitness provision of The Licencia Federal de Conductor but who have been issued a waiver by The Licencia Federal de Conductor are not qualified to drive CMVs in the United States.

Last Updated : February 12, 2020

Once you have your USDOT number, you will be able to operate as a private motor carrier. You will not be able to operate as a for-hire motor carrier until you have operating authority (an active MC number).  For more information on operating authority, click here.

There is a $300 fee for each operating authority requested.

There are several reasons for an error when attempting to complete the identity proofing and verification check. For example, ID’s that are worn or damaged, with scratch marks are difficult to scan. It’s important that the ID is placed on a light, flat surface with good lighting in the room when the picture is taken. Other common errors include low internet signal that “time out” the enrollment session, or that the “selfie” was captured poorly.  

Customers will not be limited to any number of attempts to complete the identity verification process. However, they may need to generate a new QR code by logging out and back into their URS account. If you need assistance or receive errors while attempting to complete the verification process, you may contact the FMCSA Contact Center online by submitting a ticket or calling 1-800-832-5660. Please be ready to provide the reference number (ex: RN9820). 

The FMCSA Contact Center may recommend you visit an Enrollment Center. Staff located at an Enrollment Center can also help troubleshoot common issues.  

Yes. You can dissolve a partnership with an existing MC number by submitting a notarized letter signed by both partners requesting that the partner be removed from the existing authority. 

If the partners cannot agree who should keep the existing MC number:

• They should both file a new application with the required fees and get new MC numbers
• They should request that the existing MC number be voluntarily revoked. See the FAQ “How can I suspend or put my operating authority (MC number) on hold?”

Medical Examiners should follow the most current clinical guidelines; therefore after an MI, drivers should obtain an ejection fraction and ETT before returning to work and because of the CABG keeping the driver off work 3 months (not 2 as for MI) to allow time for sternal wound healing.

Last Updated : April 1, 2014

There is surgery for Meniere's Disease. The FMCSA is now reviewing this issue in relation to certification.

Last Updated : April 1, 2014

This is the Medical Examiner's decision.

Last Updated : April 1, 2014

No. Van trailers, flatbeds, tankers, and other types of trailers owned, leased, and maintained by motor carriers are not intermodal equipment for purposes of the IEP final rule (73 FR 76794) and are not subject to its requirements. Motor carriers are responsible for the systematic inspection, repair, and maintenance of these commercial motor vehicles (CMVs).

Last Updated : April 7, 2014

The IEP, the motor carrier, or designated agent should file a complaint with FMCSA against the party believed to be in noncompliance. They should call FMCSA’s Safety Violation and Consumer Complaint Hotline at 1-888-DOT-SAFT or e-mail the Hotline.

Last Updated : April 7, 2014

An agent should enter the physical address where the motor carrier maintains their safety records. FMCSA will use this address for on-site visits to motor carrier for the purpose of conducting safety audits, compliance reviews, and other activities. For this reason, do not enter a P.O. Box as the principal (physical) address, or processing of the company’s application will be delayed.

Yes, under 49 CFR  § 382.305 question 8, the driver must be in DOT random for each employer they are employed with.

Last Updated : May 20, 2015

IEPs and motor carriers may use FMCSA’s DataQ’s system to electronically file questions or concerns.

Last Updated : April 3, 2014

No. If FMCSA stops issuing MC Numbers, existing MC Numbers will not be replaced by USDOT Numbers. The Moving Ahead for Progress in the 21st Century Act (P.L. 112-141) (MAP-21) requires all FMCSA regulated entities to have a USDOT Number. To comply with MAP-21, FMCSA began assigning USDOT Numbers to brokers, freight forwarders, and motor carriers who operate non-commercial motor vehicles and did not already hold a USDOT Number. Motor Carrier Docket Numbers (MC Numbers) were never a statutory or regulatory requirement. Historically, MC Numbers were used by FMCSA to track proceedings related to a single operating authority registration and not to identify a specific person, employer, operator, motor carrier, broker, or freight forwarder. The need for separate tracking numbers for each type of registration became unnecessary when all operating authorities became nationwide, with the elimination of route-specific and common or contract authorities, and with the newer requirement for all regulated entities to hold a USDOT Number. Rather than being replaced by USDOT Numbers, FMCSA is considering phasing out MC Numbers. Specific types of operating authority registration would instead be indicated by a suffix to the USDOT Number for each type an entity may hold.