ELD Compliance for Construction Vehicles: Regulations and Best Practices

Key Takeaways

• Any construction vehicle with a GVWR over 10,001 pounds operating in interstate commerce and required to maintain Records of Duty Status must use an FMCSA-registered ELD under 49 CFR Part 395.
  
• FMCSA has removed 67 ELD devices from the registered list since January 2025, with nearly 30 of those removals happening in 2026 alone, confirmed by FMCSA Administrator Derek Barrs on May 7, 2026.
• Safe ELD and MyLogs ELD were removed from the FMCSA registered list on May 7, 2026; carriers have until July 7, 2026 to replace those devices before out-of-service orders begin.
• Construction operators whose drivers stay within a 150 air-mile radius and return to their home terminal each day may qualify for the short-haul exemption under 49 CFR 395.1(e)(1), which removes the ELD requirement entirely for those days.
• FMCSA’s maximum civil penalty for an HOS violation is up to $19,246 per violation for motor carriers and up to $4,812 for drivers, under 49 CFR Appendix B to Part 386, with amounts adjusted annually for inflation.
• Vehicles powered by a pre-2000 engine are exempt from the ELD requirement under 49 CFR 395.8(a)(1)(iii), though paper logs are still required when RODS must be kept.
• Medium-duty construction vehicles in the 10,001 to 26,000-pound range are receiving greater roadside attention in 2026, meaning lighter service trucks and utility vehicles your fleet may have overlooked are worth reviewing for compliance.
• CVSA Roadcheck ran May 12 to 14, 2026 with a primary focus on ELD tampering and log integrity, a direct signal that construction and mixed-use fleets face the same roadside scrutiny as over-the-road carriers.

Introduction

If you run a construction fleet, you probably think of the ELD mandate as something that belongs to the over-the-road trucking world. Your dump trucks are hauling dirt to a nearby site. Your mixer trucks are staying local. Your lowboy is just moving equipment between projects a few miles apart. That thinking is what gets construction fleets cited at roadside inspections, put out of service, and hit with penalties that can reach up to $19,246 per violation for motor carriers, under 49 CFR Appendix B to Part 386.

The ELD mandate under 49 CFR Part 395 applies to any commercial motor vehicle driver who is required to maintain Records of Duty Status, regardless of what industry they work in. That includes construction. If your vehicle has a GVWR over 10,001 pounds, operates in interstate commerce, and your drivers need to keep RODS, your trucks need a registered ELD unless a specific exemption applies. The rule does not make an exception because your drivers are hauling gravel instead of furniture.

What has changed in 2026 is the intensity of enforcement. FMCSA has removed 67 ELD devices from its registered list since January 2025, with nearly 30 of those revocations happening in 2026 alone, according to FMCSA Administrator Derek Barrs on May 7, 2026. Medium-duty vehicles in the 10,001 to 26,000-pound range are seeing increased roadside attention this year. CVSA Roadcheck, which ran May 12 to 14, 2026, focused specifically on ELD tampering and log integrity. Construction fleet managers who have been running on assumptions rather than verified compliance are discovering that assumptions are expensive.

This article covers which construction vehicles need an ELD, which exemptions actually apply to construction operations, what your drivers need to know about HOS on job sites, how to verify your device is still registered, and what to look for when selecting the right ELD for a mixed construction fleet. Everything here is written for the construction fleet owner or operator who wants a clear, practical answer, not a regulatory textbook.

Who Actually Needs an ELD on a Construction Fleet?

The short answer is that any driver of a commercial motor vehicle over 10,001 pounds GVWR who is required to keep Records of Duty Status must use an FMCSA-registered ELD unless a specific exemption applies. The ELD mandate under 49 CFR Part 395 does not have a construction industry carve-out. It is based on the vehicle, the driver, and the nature of the operation, not the industry name on the side of the truck.

FMCSA defines a commercial motor vehicle under 49 CFR 390.5 as any vehicle operating in interstate commerce with a GVWR of 10,001 pounds or more, or any vehicle designed to carry nine or more passengers for compensation. For construction fleets, that threshold captures a wide range of vehicles. A dump truck, a water truck, a lowboy hauling equipment, a flatbed carrying materials, and a service truck sending a mechanic across state lines can all qualify. The purpose of the trip being a construction project rather than a freight delivery, does not change the legal classification of the vehicle.

Where construction fleet managers get tripped up most often is on the interstate commerce definition. Interstate commerce is not just about physically crossing state lines. FMCSA considers a vehicle to be in interstate commerce even when it never leaves the state if it is part of a trade, traffic, or transportation chain that crosses state lines at some point in the supply chain. If your materials were sourced from out of state, or your equipment rental agreement crossed state lines, FMCSA has interpreted that as interstate commerce in enforcement contexts. If you are ever uncertain whether a vehicle qualifies, the safe position is to treat it as subject to the mandate and verify the exemption, not the other way around.

What Construction Vehicle Types Fall Under the ELD Rule?

Dump trucks, mixer trucks, lowboys, flatbeds, water trucks, and service vehicles are all potential CMVs under the ELD mandate when they meet the weight and commerce thresholds. The vehicle’s work purpose does not determine ELD applicability. Weight, commerce classification, and Records of Duty Status obligation do.

Heavy-duty construction CMVs over 26,001 pounds, including Class 7 and Class 8 dump trucks, ready-mix concrete trucks, and lowboy trailers used to move heavy equipment, have the most straightforward ELD requirement when they operate in interstate commerce and drivers must keep RODS. These vehicles are well above the 10,001-pound threshold and typically require a CDL, which puts them squarely inside the mandate.

The vehicles that cause the most confusion in construction fleets are medium-duty trucks in the 10,001 to 26,000-pound GVWR range. A service truck carrying tools and spare parts, a crew cab pickup with a utility bed, a skid-steer hauler, or a water tank truck at the lighter end of the range may all qualify depending on how they are used and whether they are in interstate commerce. Vehicles in this weight class are receiving increased roadside scrutiny in 2026. If you have been assuming these lighter trucks do not need an ELD, that assumption is worth verifying before a roadside stop does it for you.

Off-road construction equipment such as excavators, bulldozers, backhoes, and cranes operating entirely on a job site and never traveling on public roads under their own power are generally not subject to the ELD rule for that on-site operation. The rule applies to vehicles operating on public highways. The moment that equipment gets loaded onto a lowboy and transported over the road, the lowboy driver’s ELD obligation kicks in for that trip.

What ELD Exemptions Apply to Construction Operations?

Several built-in exceptions to the ELD rule can apply to construction fleets, but each one has conditions that must be met on every single qualifying day. Assuming a general exemption applies without verifying the specific conditions on a given day is what leads to citations at the roadside.

The most commonly applicable exemption for construction operations is the short-haul exemption under 49 CFR 395.1(e)(1) for CDL drivers. A driver who operates within a 150 air-mile radius of their normal work reporting location, returns to that location at the end of every duty period, and does not exceed driving time limits, is not required to keep RODS at all, which means no ELD is required for those days. For many construction fleets where drivers report to a yard and work locally, this exemption covers daily operations. The 150 air-mile radius is measured in a straight line, not road miles, which means 150 air miles is approximately 172 road miles.

The 8-in-30 exemption under 49 CFR 395.8(a)(1)(ii) applies when a driver keeps Records of Duty Status for no more than eight days in any rolling 30-day period. For a construction fleet operator who occasionally sends a driver on a longer trip outside the short-haul radius, this exemption may cover those infrequent runs. The moment the driver exceeds eight RODS days in a 30-day window, an ELD is required. Your back office needs to track this count actively, not estimate it.

Vehicles powered by a pre-2000 engine are exempt under 49 CFR 395.8(a)(1)(iii). Construction fleets tend to run older equipment. If your dump truck has an engine manufactured before the 2000 model year, it does not need an ELD, but the driver still needs to keep paper logs when RODS are required. The exemption is tied to the engine model year, not the truck’s registration year or VIN. If the engine has been swapped for a newer one, the exemption may no longer apply, and you need documentation on file to prove the engine year during an inspection.

There is a formal exemption process through FMCSA under 49 CFR Part 381 where certain specialized industries can apply for relief from the ELD rule. Construction operations have historically been cited as a category where limited exemptions or waivers may be considered. An exemption application is not an exemption. Your fleet must operate under the mandate until FMCSA formally grants the exemption and publishes it in the Federal Register. Do not operate as though you are exempt because you have read that construction waivers exist.

Does the Short-Haul Exemption Actually Work for Construction Drivers?

For construction drivers who report to a fixed yard and work within a 150 air-mile radius every day, the short-haul exemption under 49 CFR 395.1(e)(1) is real and removes the RODS obligation entirely on qualifying days. The exemption only holds if the conditions are met on every single day it is claimed.

The CDL short-haul exemption requires three things every day: the driver operates within a 150 air-mile radius of the work reporting location, the driver returns to the same location at the end of the duty period, and the driver stays within driving time limits. If any of those three conditions fail on a given day, the exemption does not apply for that day and the driver needs a RODS entry. One long detour that stretches beyond 150 air miles loses the exemption for that entire day, not just the portion of the trip that went over.

Non-CDL drivers who meet the short-haul conditions under 49 CFR 395.1(e)(2) can also qualify. Many medium-duty construction vehicles, particularly service trucks and lighter material haulers, fall into the non-CDL category if they are under 26,001 pounds GVWR and not carrying hazardous materials. These drivers operate under a slightly different set of conditions, and your back office should understand which regulation applies to each driver in your fleet.

The practical problem for construction fleets is mixed-duty days. A driver who works locally Monday through Thursday but takes a materials pickup run on Friday that goes 200 road miles from the yard needs a RODS entry for Friday. If your back office is not tracking which drivers go outside the radius on a given day, you are creating uncovered days. One uncovered day without a log is a citation under 49 CFR 395.8(a)(1) and a potential out-of-service order, whether the driver is hauling gravel or refrigerated goods.

What Does the Pre-2000 Engine Exemption Mean for Older Construction Trucks?

If your construction truck runs a pre-2000 engine, it is exempt from the ELD requirement, but your drivers still need to keep paper Records of Duty Status on days when RODS are required. The exemption removes the electronic device obligation, not the hours of service obligation.

A 1995 dump truck with a pre-2000 diesel engine is exempt under 49 CFR 395.8(a)(1)(iii). The driver uses paper logs when RODS are required. The exemption is based on the engine model year, not the truck’s model year, not its registration, and not its VIN year. FMCSA’s position is that pre-2000 vehicles typically lack the standardized ECM, OBD-II, or J1939 diagnostic ports that an ELD needs to connect to the engine. A vehicle with a newer registration year but a pre-2000 engine is still exempt as long as the engine is original.

Where construction fleets run into problems is when engines are replaced or trucks are rebuilt. If a truck originally ran a pre-2000 engine but was later fitted with a 2002 engine during a rebuild, the vehicle is no longer exempt. Keep engine documentation, including build sheets, at your principal place of business. Drivers operating older trucks with pre-2000 engines should carry enough documentation to verify the engine year during a roadside inspection if asked.

Our ELD hardware connects via J1939, J1708, or OBD-II, so for newer construction trucks that do require an ELD, installation works across all three common port types found in a mixed fleet. You can review the hardware options for your trucks through our ELD products store.

How Do HOS Rules Apply to Drivers Working on Job Sites?

HOS rules under 49 CFR 395.3 apply when a driver is operating a CMV on public roads, not when equipment is running on a private job site. Construction drivers spend significant time in both settings during the same duty day, and that combination is where HOS tracking matters most.

A driver who clocks in at the yard, drives a dump truck to a job site, works on the site, drives back to the yard, and then drives again to a second site accumulates driving time on every one of those road segments. The 11-hour driving limit and 14-hour on-duty window under 49 CFR 395.3 apply to the total of all driving time during that duty period. Time spent on the job site waiting, loading, or operating equipment off the public road is generally on-duty not driving time, which counts against the 14-hour window but not the 11-hour driving limit.

The 30-minute break requirement under 49 CFR 395.3 applies after 8 cumulative hours of driving. For a construction driver making multiple short trips between a yard and job sites throughout the day, that 8-hour mark can arrive faster than it feels like it should. HOS violations rose from 410,000 in 2023 to more than 500,000 in 2025, according to RigDig data cited by Overdrive in April 2026. Local and construction drivers are part of that number.

If your drivers qualify for the short-haul exemption and stay within the radius, the 30-minute break requirement does not apply on qualifying days because they are not required to keep RODS at all. If a driver loses the short-haul exemption for any reason on a given day, the full HOS rules including the break requirement apply immediately. Our ELD platform tracks duty status changes and driving time automatically so your back office can see where your drivers stand without waiting for a paper log at the end of the shift.

What Has Changed About ELD Enforcement in 2026?

The biggest change in 2026 is not a new rule. It is the speed and volume of ELD device revocations combined with FMCSA making clear that using a revoked device is treated identically to running with no logs at all. For a construction fleet manager, that means the device on the dashboard needs active verification, not a one-time setup and forget.

FMCSA has removed 67 ELD devices from the registered list since January 2025, with nearly 30 of those removals coming in 2026 alone, confirmed by FMCSA Administrator Derek Barrs on May 7, 2026. Safe ELD and MyLogs ELD were removed on May 7, 2026. Carriers using either device have until July 7, 2026 to replace them. After that date, any driver still running those devices will be cited under 49 CFR 395.8(a)(1) for no record of duty status and placed out of service on the spot.

A revoked ELD does not give you a warning. The driver can have full logs showing clean hours and zero violations, but if the device that produced those logs is on the revoked list, the officer treats it as no logs. That is not a technicality. That is how enforcement works. You can verify whether your device is currently registered at eld.fmcsa.dot.gov. This check should happen on a schedule, not just when you first install the device.

CVSA Roadcheck ran May 12 to 14, 2026 with a primary focus on ELD tampering and log integrity. Level VIII electronic inspections are also expanding nationwide in 2026. Construction fleets that previously saw minimal roadside scrutiny are going to encounter inspections more frequently. FMCSA’s Safety Measurement System tracks HOS violations as part of your fleet’s compliance record, and repeated citations across your construction vehicles can trigger a compliance review regardless of fleet size. You can read more about what to expect on our FAQ page or talk to us directly through support if you want help confirming your current compliance position.

How Do You Confirm Your ELD Device Is Still Registered?

Check the FMCSA registered devices list at eld.fmcsa.dot.gov on a regular schedule and confirm your device appears on the active list, not the revoked list. One check at purchase is not enough in 2026.

As of May 2026, the FMCSA registered ELD list includes approximately 1,050 devices. The revoked list now carries over 250 devices, with 67 revocations coming in the 16 months between January 2025 and May 2026. That pace means a device that was registered when you installed it may not be registered today. FMCSA sends industry emails when revocations happen, but if you are not on the subscriber list or the email lands in a spam folder, you may not find out until a roadside officer tells you.

When FMCSA revokes a device, motor carriers receive a 60-day grace period to replace it. During the grace period, officers are directed to request paper logs rather than issuing citations. After the 60-day window closes, any driver still using the revoked device is cited under 49 CFR 395.8(a)(1) and placed out of service. For a construction fleet with trucks running active job sites, an unexpected out-of-service order is not just a compliance problem. It is a scheduling and financial problem that affects everyone downstream on that project.

Our ELD is registered with FMCSA and you can confirm that through the official FMCSA-registered devices list. If you want to understand what compliance costs for your fleet size, our price calculator gives you a clear number based on your actual fleet. If you have questions about whether your current setup is covered, our support team is available 24 hours a day, seven days a week.

What Records Does a Construction Fleet Need to Keep?

Your construction fleet must retain ELD Records of Duty Status data for six months under 49 CFR 395.8(k)(1), and those records must be available for roadside inspection and DOT compliance reviews. Record retention is not optional and being a local construction company is not a defense during an audit.

Under 49 CFR 395.8(k), motor carriers must maintain driver records in a way that protects driver privacy and keeps a backup copy separate from the original storage device. The six months of data your ELD captures needs to be accessible not just on the device but backed up somewhere your back office can retrieve if needed. If a device fails and you have no backup, you have no records.

Supporting documents under 49 CFR 395.8(k) also apply to construction operations. Toll receipts, fuel receipts, dispatch records, and bills of lading from construction deliveries are all supporting documents FMCSA can request to cross-reference against driver logs. If your driver’s log shows they were off duty at 2:00 PM but a fuel receipt places them at a truck stop at 3:30 PM two counties away, that is a falsification risk under 49 CFR 395.8(e)(1), which carries a maximum civil penalty of up to $15,846 under 49 CFR Appendix B to Part 386.

Driver Vehicle Inspection Reports under 49 CFR 396.11 are required for CMVs in your construction fleet. Pre-trip and post-trip DVIRs are not just an ELD feature. They are a standalone federal requirement. In 2026, FMCSA has tightened scrutiny on DVIR timestamps and signature verification. A DVIR that cannot be read, was clearly not completed, or lacks proper mechanic sign-off on reported defects is treated as a missing document during inspection. Our platform covers both ELD compliance and DVIR management in a single connected system so your construction drivers are not managing two separate paper trails.

ELD vs. Paper Logs for Construction Vehicles: A Comparison

Questions to Ask Before Choosing an ELD for Your Construction Fleet

What connection types does the ELD support?

Construction vehicles span multiple connection standards. Older trucks may use J1708, newer ones J1939, and lighter-duty service vehicles may use OBD-II. Make sure the ELD you select supports all three. Our hardware connects via J1939, J1708, or OBD-II, which covers the range of vehicles typically found in a mixed construction fleet without needing different hardware for each truck type.

Is the device currently on the FMCSA registered list and not on the revoked list?

This is not a one-time check at purchase. With 67 devices removed since January 2025 alone, you need to verify current registration status before you buy and check the FMCSA-registered devices list periodically after installation. A registered device today can be a revoked device six months from now.

Does the ELD handle mixed-exemption fleets?

Construction fleets often have some trucks on ELD, some drivers claiming the short-haul exemption on certain days, and some older trucks on paper logs. The ELD you choose needs to support exempt driver accounts so your back office can manage who is required to log electronically and who is not, without creating unidentified driving time errors in the system.

What happens when the device malfunctions on a job site?

If an ELD malfunctions, your driver must switch to paper logs, note the malfunction in their records, and your fleet has a defined window to repair or replace the device. Ask any provider what their malfunction protocol looks like and how quickly they can get a replacement to a driver sitting on a remote job site. Our 24-hour, seven-day technical support means someone is reachable at any time your driver needs help.

What does the hardware cost and is there a trial period?

Understand both the hardware cost and the ongoing service cost before you commit. Some providers bundle hardware with monthly subscriptions; others charge separately. We back our hardware with a 30-day money-back guarantee so you are not locked into a decision based on a spec sheet alone. Use our price calculator to see the numbers for your specific fleet size before you order.

Does the platform support DVIR management alongside ELD logs?

For a construction fleet, having ELD and DVIR in the same system matters. If your ELD platform and your inspection records live in separate places, your back office is doing double data entry and your compliance records are fragmented. A combined platform means your logs and inspection reports are in one place when a DOT officer asks to see them.

Is the tablet or hardware certified for rugged or mobile environments?

Construction vehicles operate in conditions that office-grade hardware does not survive. Dust, vibration, temperature swings, and moisture are daily realities on a job site. Our tablet is SAE J1455 certified, which covers mobile environmental standards for temperature, vibration, and shock, so the hardware is built for the conditions your drivers actually work in.

Can the system support drivers who operate across both exempt and non-exempt days?

Your construction drivers may qualify for the short-haul exemption four days a week and need a full ELD log on the fifth. The system you buy should handle that without manual workarounds or putting the driver in a position where they cannot log correctly at the start of a non-exempt day. You can review how our platform handles mixed fleets through our electronic logging device page.

Your ELD Questions Answered

Construction Vehicle ELD Basics

Do construction trucks need an ELD?

Yes, if they operate as commercial motor vehicles in interstate commerce, exceed 10,001 pounds GVWR, and drivers are required to keep Records of Duty Status. The ELD mandate under 49 CFR Part 395 applies based on vehicle weight, commerce classification, and duty status requirements, not the industry the vehicle operates in. Construction trucks, dump trucks, mixer trucks, and lowboys all fall under the mandate when those conditions are met.

Does the short-haul exemption apply to construction drivers?

It can, and for many construction operations, it is the most practical path available. A CDL driver under 49 CFR 395.1(e)(1) who stays within a 150 air-mile radius of their home terminal, returns there each day, and stays within driving time limits is not required to keep RODS for qualifying days, which removes the ELD requirement. The exemption must be verified day by day, not treated as a permanent standing qualification.

Are off-road construction vehicles like excavators and loaders subject to the ELD rule?

Not while they are operating exclusively on a private job site and never traveling on public highways under their own power. The ELD and HOS rules apply to vehicles on public roads. When that equipment is loaded onto a lowboy and transported on public highways, the lowboy driver is subject to all applicable ELD and HOS requirements for that trip.

What is the fine for running a construction truck without an ELD?

FMCSA can assess up to $19,246 per HOS violation for motor carriers and up to $4,812 for drivers, as maximum civil penalty amounts adjusted annually for inflation under 49 CFR Appendix B to Part 386. Operating with a revoked device is treated as having no record of duty status under 49 CFR 395.8(a)(1) and results in an immediate out-of-service order in addition to the citation.

Does a pre-2000 dump truck need an ELD?

No, under 49 CFR 395.8(a)(1)(iii), vehicles with a pre-2000 engine are exempt from the ELD requirement. If the driver is required to keep RODS on a given day, they must do so using paper logs. The exemption covers the device requirement, not the hours of service rules. Engine documentation should be kept on file and available during roadside inspections.

What is the 8-in-30 rule and how does it apply to construction fleets?

Under 49 CFR 395.8(a)(1)(ii), drivers who maintain Records of Duty Status for no more than eight days in any rolling 30-day period are not required to use an ELD. For a construction fleet where most drivers qualify for the short-haul exemption but occasionally need RODS for longer trips, this exception can cover those infrequent runs. Once a driver exceeds eight RODS days in the rolling 30-day window, they need an ELD for all subsequent RODS days until the count drops back below the threshold.

Device Registration and Enforcement

How do I know if my ELD is still registered?

Check the live FMCSA registered devices list at eld.fmcsa.dot.gov and confirm your device appears on the active list, not the revoked list. The list is updated as revocations happen. With 67 revocations since January 2025, verifying your device status should be a recurring back-office task, not a one-time purchase confirmation.

What happens if my ELD gets revoked?

FMCSA gives carriers a 60-day grace period from the revocation announcement to replace the device. During the grace period, officers are directed to request paper logs rather than issuing citations. After the grace period ends, any driver using the revoked device is cited under 49 CFR 395.8(a)(1) for no record of duty status and placed out of service immediately. That 60-day window is shorter than it sounds once you factor in ordering, installation, and driver training.

What did CVSA Roadcheck focus on in 2026?

CVSA Roadcheck ran May 12 to 14, 2026 with a primary focus on ELD tampering and log integrity. Officers were specifically looking for altered records, falsified logs, and devices that did not meet FMCSA technical standards under Appendix A to Subpart B of Part 395. Construction fleets are subject to Roadcheck inspections the same as any other motor carrier operating on public roads.

Does a medium-duty service truck at 12,000 pounds GVWR need an ELD?

Yes, if it operates in interstate commerce, the driver is required to keep RODS, and no specific exemption applies. Vehicles in the 10,001 to 26,000-pound range are seeing increased roadside attention in 2026. A service truck at 12,000 pounds that crosses state lines or is part of an interstate commerce supply chain meets the CMV threshold and is subject to all applicable HOS and ELD requirements.

Can I use one ELD device across multiple construction vehicles?

Some portable ELD devices can be moved between vehicles, but the device must be mounted in a fixed position and visible to the driver from a normal seated driving position during CMV operation, per 49 CFR 395.22(g). Moving a device between trucks means the previous truck’s unidentified driving time needs to be reconciled. For a construction fleet with many vehicles, dedicated per-vehicle hardware is the cleaner compliance position. Visit our ELD products store to see per-vehicle hardware options built for mixed fleets.

What connection types does a construction ELD need?

Pre-2008 heavy trucks often use J1708. Post-2008 heavy trucks typically use J1939. Lighter-duty service trucks commonly use OBD-II. An ELD that only supports one connection type will not work across a mixed construction fleet without workarounds. Our hardware covers J1939, J1708, and OBD-II so one hardware solution works across the range of trucks your construction operation typically runs.

Conclusion

Running a construction fleet without a clear understanding of ELD requirements in 2026 is a compliance risk that shows up fast and costs real money. The mandate under 49 CFR Part 395 applies to your dump trucks, lowboys, mixer trucks, and medium-duty service vehicles when they operate as CMVs in interstate commerce, and your drivers are required to keep RODS. Exemptions exist, but they have daily conditions that need to be tracked, not assumed.

The 2026 stakes are real. Sixty-seven ELD devices have been removed since January 2025. Medium-duty vehicles are receiving increased roadside scrutiny. HOS violations exceeded 500,000 in 2025, according to RigDig data cited by Overdrive in April 2026. A revoked device means an out-of-service order, regardless of how clean the logs look. These are not distant risks for over-the-road carriers. They apply to your trucks moving between your yard and your job sites right now.

If you want to confirm your current setup covers your fleet or get a straight answer on what compliance looks like for your mix of vehicles, reach out through our contact page. You can also review ELD options on our electronic logging device page and get a fast cost estimate through our price calculator.