The decision is made by the Medical Examiner. The examiner may request information about the driver’s condition from their treating doctor. In general, certification is permitted if the driver does not have a condition, use medication or receive treatment that impairs safe driving.

Last Updated : April 1, 2014

Currently, only document from the United States, Mexico, and Canada will be accepted. For Mexico, only passports are accepted. 

Interstate movers can legally hold your belongings if you don’t honor your contract and pay on time. However, FMCSA may take enforcement action when a mover or broker knowingly and willfully violates a contract, and fails to deliver household goods at the agreed upon destination when a customer has paid. To learn more, read the FMCSA’s Your Rights and Responsibilities When You Move booklet.

No. License plates and stickers are State matters, and you should contact your State vehicle registration office for the requirements.

An index of state government agencies is available.

Last Updated : April 3, 2014

No, that is not sufficient. The requirement is for the carrier to have on board the vehicle a copy of the complete Certificate of Registration or Operating Authority.

Last Updated : December 12, 2015

For Mexico-domiciled motor carriers, commercial zones are areas along the Southern U.S. border, or locations specified in 49 CFR 372, Subpart B that are exempt from certain regulatory provisions. Some zones are identified by name. The population of the municipality determines those that are not identified in 49 CFR 372, Subpart B. The OP-2 application instructions have a list of the border crossings and associated commercial zones.

Last Updated : December 12, 2015

The rule did not change the methods used to perform roadside inspections, but it did change how some information is recorded.

In highway intermodal operations, different entities are usually responsible for the inspection, repair, and maintenance of the power unit (tractor) and the trailing unit (IME). In most situations, a motor carrier is responsible for the tractor, but an intermodal equipment provider (IEP) is responsible for the intermodal equipment (IME) used to transport intermodal containers. For that reason, FMCSA has changed the Aspen software to include separate fields to record the identification of the power unit and the trailing unit. An inspection official will enter the USDOT numbers and equipment identification numbers for both the tractor and IME trailer.

There are some motor carriers that operate their own IME. For those carriers, enter the USDOT number for the carrier in both fields, and enter the tractor and trailer identification numbers for each unit.

In some situations, motor carriers use a flatbed trailer to transport intermodal containers. In most cases, the flatbed trailer is not an item of IME, and it should be identified as the motor carrier’s unit.

An intermodal container is cargo – it is not part of the IME.

Last Updated : April 3, 2014

As of January 30, 2015, Class A, B, or C commercial drivers which certify as “non-exempted interstate” drivers are no longer required to carry their Medical Examiner Certificate in their possession.

Last Updated : August 20, 2015

The FMCSA's policy is to assign a unique USDOT identification number to each person required to identify themself with FMCSA under 49 U.S.C. 13902, 31134 and 49 C.F.R. 390.19T or 390.200T.  USDOT numbers are not transferable and are assigned to only one person and remain assigned to that person forever.  A person includes an individual, corporation, partnership, or other business organization as authorized by state law.  Each separate and distinct person must have separate registration.

For corporations, partnerships and other business organizations, the USDOT number will remain the same when there is a change in company officials, address or other demographic information, and the corporation, partnership, or other business organization will continue operations as the same legal person/entity. In case of a change in demographic information, the motor carrier is required to file an updated Form MCS-150, Motor Carrier Identification Report, within 30 days of the change. 

We will allow a sole proprietor to maintain its USDOT number when it changes its current form of business, and the new entity will continue to operate virtually the same (absent the form of business change) as before the change.  There would be no change in company officials, address, or other demographic information and the new entity will maintain identical operations, employees and assets.  We will permit a change in the Tax ID number based on the new articles of incorporation.

It is important to note that the regulation has not changed.  The Office of Registration and Safety Information is often asked whether a new USDOT number is or is not required following motor carrier ownership, form of business, or operational changes.  The office recently provided clarification and direction for what must be done when these situations arise.

Depending on the state you are operating in, you may be required to obtain a USDOT number even if you only operate intrastate and your cargo or vehicle never crosses state lines. Some states have their own intrastate regulations that require carriers to obtain a USDOT number, while others may not. It is recommended that you check with your state's Department of Transportation or responsible state agency to determine if you need a USDOT number. Additionally, even if you are not required to obtain a USDOT number, you may still need to comply with other state and federal regulations, such as safety and insurance requirements. 

You may also refer to the FMCSA Registration Page. 

Puerto Rico is subject to the jurisdiction of the Federal Motor Carrier Safety Administration (FMCSA).  Entities engaged in For-Hire (for compensation) and Interstate operations are required to obtain operating authority (MC number).

Even if you're solely operating within Puerto Rico, you may still be required to obtain operating authority (MC number) if the property you're transporting originated from or is destined for another location within the United States. 

Yes. The HM Safety Permit requirements are enacted under the authority of the Hazardous Materials Law, which applies to U.S. Territories.

Materials poisonous by inhalation that meet the definitions in 49 CFR parts 171.8, 173.116(a) and 173.133(a) will require a permit regardless of other hazards the materials may exhibit. Materials will generally not have a subsidiary radioactive or explosive hazard as these hazards would be considered the primary hazard. Liquefied gases must have at least 85% methane content to require a permit, or meet the definitions of materials toxic by inhalation, explosive or radioactive.

Last Updated : April 14, 2014

No, a broker assumes no responsibility for the shipment and does not touch the shipment. A claim must be filed with the appropriate motor carrier, which usually would be the delivering carrier or the carrier causing the loss. Brokers may, however, assist shippers in filing claims with the motor carrier on the shipper’s behalf.

No. Anyone brokering a load must be registered as a broker, which by definition may only arrange -- not perform -- transportation unless the person is also separately registered as a motor carrier. A motor carrier that is performing part of the transportation as an interline operation, however, typically performs that service under its own motor carrier operating authority registration or the operating authority of the originating motor carrier. As a result, the motor carrier arranging the interline service in order to perform the transportation service requested by the shipper would not be brokering the load and would not require broker registration.

Last Updated : May 8, 2014

Yes. As a practical matter, any IEP that sends chassis into the 50 States and the District of Columbia will have to mark those chassis as required by the IEP final rule (73 FR 76794). Otherwise, the motor carrier pulling the chassis/container combination would have violated the marking regulation (§ 390.21).

Because motor carriers are unlikely to accept the risk of fines for transporting unmarked chassis, foreign or non-‘United States’ IEPs that know their equipment will operate within the United States may find it necessary, for business reasons, to file a Form MCS-150C and mark their equipment. FMCSA will accept registration applications from such entities and issue them USDOT numbers. In these cases, however, the assignment of an identifying number does not amount to an assertion of jurisdiction over the foreign or non-United States IEP.

Last Updated : April 7, 2014

Who is eligible to obtain temporary authority?

A motor or passenger carrier wishing to apply for temporary operating authority registration authorizing for-hire commercial motor and passenger vehicle operations, while providing direct assistance supporting emergency relief efforts transporting supplies, equipment and persons into or from the zone where the emergency is taking place.

When is temporary authority available?

Applications for temporary authority require a determination that there is, or soon will be, an immediate transportation need that cannot be met by existing motor carrier service.  49 CFR 365.107T(f). Such applications are only entertained in exceptional circumstances, during natural disasters or national emergencies.  49 CFR 365.107T(g).  In most circumstances, the Agency will only entertain applications for temporary authority when an emergency declaration has been issued, consistent with 49 CFR 390.23.

Where can I find information on current emergency declarations?

Go to https://www.fmcsa.dot.gov/emergency for links to current FMCSA emergency declarations. The temporary authority is only active as long as the emergency declaration is in effect. All temporary authorities will be revoked once the emergency declaration expires.

How can a carrier apply for this temporary authority?

• If a carrier does not have a USDOT number, they must apply for one by submitting a signed MCS-150 form (write “Emergency Temporary Authority” at the top) with their OP-1, rather than filing via URS. To access the MCS-150 form, click here. Carriers that are subject to an FMCSA Out of Service Order are not eligible for temporary authority.
• A carrier must file a signed form OP-1 with “Emergency Temporary Authority” written at the top along with the specific Emergency Declaration found at https://www.fmcsa.dot.gov/emergency-declarations by web form rather than online. To access form OP-1, click here. You can submit a ticket through our website at: ask.fmcsa.dot.gov. Select Inquiry Type: Operating Authority (Docket Number) > Request temporary operating authority due to an emergency declaration – This is the fastest option
• The application fee has been waived.  
• The carrier must also file proof of insurance and have form BOC-3 (Designation of Process Agent) on file with FMCSA. For more information on insurance requirements click here, and for and BOC-3 requirements, click here.
• Pursuant to 49 CFR 365.107T(g), the carrier is also required to provide a statement on why they need temporary operating authority, appended to Form OP-1 for property carriers, Form OP-1(MX) for Mexican property carriers and, Form OP-1(P) for motor passenger carriers.

How long does it take for temporary authority to be granted?

OP-1 applications for temporary authority should be processed within 48 business hours of receipt. However, the authority will not be granted until the carrier’s evidence of financial responsibility (insurance) and BOC-3 form are on file with FMCSA.

The authority is valid for 120 days or until the emergency declaration expires, whichever comes first.

If a carrier wishes to apply for permanent authority, they need to apply using the same MC/USDOT number granted for the temporary authority. The applicant would be required to pay the $300 fee for permanent operating authority registration, as well. For more information, click here.

No.

Last Updated : April 1, 2014

No. There is no fee schedule.

Last Updated : April 1, 2014

The FMCSRs do not apply directly in Puerto Rico, the U.S. Virgin Islands, American Samoa, Guam, and the Northern Mariana Islands because those jurisdictions do not fall within the definition of a "State" in 49 U.S.C. 31132(8). However, those jurisdictions are defined as "States" for purposes of the Motor Carrier Safety Assistance Program (MCSAP) (49 U.S.C. 31101(4)).

Therefore, as a condition of accepting MCSAP funds, Puerto Rico, the Virgin Islands, American Samoa, Guam, and the Northern Mariana Islands must adopt regulations "compatible" with 49 CFR 390-397 (see 49 CFR 350.201(a)). "Compatible" means that "State laws and regulations applicable to interstate commerce and to intrastate movement of hazardous materials are identical to the FMCSRs and the HMRs or have the same effect as the FMCSRs."

An intermodal equipment provider in Puerto Rico or the U.S. Virgin Islands must therefore comply with the "compatible" regulations those jurisdictions adopt to remain eligible for MCSAP funds.

Last Updated : April 7, 2014