2026 CVSA Roadcheck Results: What Carriers Should Fix

Among the 44,047 Level I, II, and V inspections that involved vehicles, 10,350 vehicles or combinations were placed out of service—a 23.5% rate. Inspectors recorded 13,924 vehicle out-of-service violations because one vehicle may have more than one disqualifying condition.

This was an enforcement event, not a random scientific sample of every commercial vehicle. Inspection locations, selection practices, carrier mix, and regional operations can affect the results. A carrier should not treat 23.5% as its predicted inspection outcome. The useful lesson is that critical defects were common enough to justify disciplined pre-trip checks and documented maintenance.

Brake-system violations were the largest category, with 3,379 out-of-service violations, or 24.3% of all vehicle OOS violations. CVSA separately recorded 2,072 violations under the 20%-defective-brakes criterion. Together, those two brake categories represented 5,451 violations—39.1% of all vehicle OOS violations found during the event.

For carriers, the response should extend beyond checking whether the truck stops. Inspect air lines and chambers, listen for leaks, monitor warning devices, look for contamination and missing or damaged components, and have qualified personnel verify adjustment and lining or pad condition. Trailer brakes belong in the same program as tractor brakes.

Our Brake Safety Week checklist gives a more detailed tractor-and-trailer workflow. Drivers should report defects promptly, and a carrier should not dispatch equipment with an unresolved condition that affects safe operation.

Inspectors identified 2,914 tire-related out-of-service violations, equal to 20.9% of vehicle OOS violations. A practical tire check includes inflation, tread, cuts, exposed cord, bulges, sidewall damage, objects, mismatched duals, valve stems, and evidence of contact or rubbing. The carrier must also confirm that tires are appropriate for their position and load.

Inspect the inside dual and trailer tires instead of viewing only the easiest side. Heat, underinflation, and irregular wear often reveal alignment, suspension, bearing, or brake problems. Record pressure and damage trends so a repeated issue leads to diagnosis rather than another roadside replacement.

CVSA counted 1,724 cargo-securement out-of-service violations—12.4% of the 13,924 vehicle OOS violations. Cargo securement ranked fourth across North America and fifth in the United States. The category covers freight that is not adequately restrained, immobilized, locked, tied down, packed, or monitored.

A closed dry van does not automatically make every load secure. Federal rules require cargo to be contained, immobilized, or secured so it cannot leak, spill, blow, fall, or shift enough to affect stability or maneuverability. Trailer walls, floors, anchor points, straps, bars, dunnage, and other components used as part of the securement system must be strong enough and free from damage that weakens performance.

Before leaving, verify weight distribution, axle limits, pallet condition, void space, blocking and bracing, strap or load-bar condition, anchor-point integrity, and door closure. Commodity-specific rules may apply—for example, to certain metal coils or paper rolls—so a general pallet procedure is not enough for every load.

Under 49 CFR §392.9, a driver generally must inspect cargo and securement within the first 50 miles and make necessary adjustments. The driver must reexamine when changing duty status, after three hours of driving, or after 150 miles, whichever occurs first.

The rule includes exceptions when a sealed vehicle may not be opened or cargo is loaded so inspection is impracticable. A seal does not justify guessing. The driver should document the seal number and shipper restriction, inspect what is accessible, check doors and external equipment, and report a suspected shift or safety problem through dispatch.

CVSA recorded 1,659 lighting-related out-of-service violations, or 11.9% of vehicle OOS violations. Walk around the complete combination with lamps activated: tail, stop, turn, clearance, identification, side marker, license-plate, and required reflective material. Check pigtail seating, wiring, lenses, mounting, corrosion, and intermittent faults.

A functioning light can still be noncompliant if it is obscured by dirt, cargo, equipment, or damage. Verify the trailer after coupling and again after loading because dock contact, wiring movement, and door operation can change the condition.

Of 53,271 Level I, II, and III driver inspections, 3,184 drivers were placed out of service. CVSA listed no medical card as the top driver OOS category, with 1,072 violations, followed by hours of service with 929 and no commercial driver's license with 620.

Medical certification may be electronically linked to a CDL record, but drivers and carriers should still verify the state record, expiration, license status, class, endorsements, and restrictions before dispatch. Build alerts far enough ahead of expiration to allow for an examination, state processing, and correction of any mismatch.

For a broader carrier-file review, use our FMCSA New Entrant safety-audit checklist.

Inspectors issued 146 out-of-service orders associated with ELD tampering, falsification, or manipulation. CVSA says this represented 3.7% of driver OOS violations and ranked seventh among driver OOS categories. Hours-of-service violations and false records of duty status also appeared separately in the results.

Do not overstate the result: 146 OOS orders do not show that 3.7% of all inspected drivers tampered with an ELD. The denominator is reported driver OOS violations, and one driver may have multiple violations.

Carriers should train drivers to certify logs, handle edits transparently, annotate legitimate corrections, manage unassigned driving, and transfer records during an inspection. Dispatch practices must not encourage a driver to conceal driving time or exceed available hours. Also confirm that the device remains on FMCSA's registered list; see our revoked-ELD replacement guide.

CVSA describes a Level I inspection as a comprehensive driver-and-vehicle inspection. Depending on inspection level and applicability, items may include credentials, medical certification, record of duty status, seat belt, brakes, cargo securement, coupling devices, driveline, exhaust, frame, fuel system, lights, steering, suspension, tires, van body, wheels, rims, hubs, and wipers.

A Level II inspection is a walk-around examination and generally covers items that can be checked without physically going under the vehicle. A Level III focuses on the driver, credentials, and administrative requirements. A Level V is a vehicle-only inspection that can occur without a driver present.

Inspection levels help explain why the raw counts are not directly interchangeable. For example, Level III inspections do not produce a vehicle OOS rate because they do not include the mechanical vehicle inspection.

1. 1

   Audit recent roadside reports

   Group violations by brake, tire, light, securement, driver credential, and ELD category. Look for repeat defects.

2. 2

   Inspect tractors and trailers together

   A compliant tractor does not offset a defective trailer. Include leased and interchanged equipment in the dispatch check.

3. 3

   Standardize cargo questions

   Before accepting, confirm commodity, packaging, weight, pallet count, dimensions, special securement, and sealed-load instructions.

4. 4

   Stock usable securement equipment

   Remove cut or weakened straps, damaged bars, and unreliable dunnage. Match equipment and working-load limits to the cargo.

5. 5

   Verify driver status

   Check CDL class, endorsements, restrictions, medical qualification, Clearinghouse status where required, and expiration alerts.

6. 6

   Review ELD exceptions and edits

   Train with the actual device and written policy. Correct mistakes transparently rather than masking driving time.

7. 7

   Close the repair loop

   Document the reported defect, qualified diagnosis, repair, return-to-service decision, and retained record. Do not rely on a verbal “fixed.”