Motor carriers traveling through the Pittsburgh region should prepare for multi-day, phased road closures as the city hosts the 2026 NFL Draft from April 23–25. Unlike a typical event, these restrictions will roll out in stages, gradually limiting access to key truck routes in and around Downtown and the North Shore.

At the center of the impact area are Acrisure Stadium and Point State Park, where draft activities will take place. As event infrastructure is built and security zones expand, the surrounding road network will tighten in phases—making early planning critical for carriers.

Details, including a phased map, are available here: https://www.visitpittsburgh.com/nfl-draft-pittsburgh/nfl-draft-central/nfl-draft-pittsburgh-transportation-guide/nfl-draft-road-closures-traffic-changes/

Understanding the Phases

Phase 1: Early Setup (Beginning Several Days in Advance)
Initial closures begin in the days leading up to the draft as staging, equipment, and security preparations ramp up. During this phase:

• Select streets near Point State Park and the North Shore begin to close
• Lane restrictions start appearing on key Downtown corridors
• Traffic patterns begin to shift, with early congestion forming

For trucking companies, this is the first signal to start avoiding the immediate area where possible.

Phase 2: Expanded Closures (Early Draft Week)
As the event approaches, closures expand significantly and access becomes more limited:

• West General Robinson Street and Art Rooney Avenue (North Shore) close to traffic
• Fort Duquesne Boulevard and Commonwealth Place (Downtown/Point area) are restricted or closed
• Additional lane reductions on Liberty Avenue, Penn Avenue, and Sixth Avenue

At this stage, trucks attempting to move through Downtown will face delays, detours, and reduced reliability.

Phase 3: Full Event Operations (April 23–25)
During the draft itself, the area operates as a controlled event zone:

• Roberto Clemente Bridge is fully closed to vehicles and used for pedestrian traffic
• Roads surrounding Acrisure Stadium and Point State Park are largely inaccessible
• Heavy congestion spreads to nearby bridges and arterial routes

There will be no practical through-route for truck traffic in the immediate Downtown/North Shore area during this phase.

Phase 4: Breakdown & Reopening (Post-Event)
After the draft concludes, roads will reopen gradually, not all at once:

• Some closures may remain in place for teardown
• Residual congestion and detours may continue for a short period

Carriers should not assume normal traffic patterns will resume immediately on April 26.

What This Means for Trucking Operations

The phased approach means disruption begins before the draft and lingers after it ends. For carriers, this creates a multi-day window where routing through Pittsburgh’s core becomes increasingly difficult and eventually impractical.

Practical Routing Guidance

The most effective strategy is to plan around the city, not through it.

• Avoid Downtown Pittsburgh and the North Shore starting early in the week
• Use regional highways and belt routes for through traffic
• Coordinate closely with customers if pickups or deliveries are inside the affected area
• Consider shifting delivery schedules outside the peak closure window

Bottom Line

The NFL Draft will not just bring crowds—it will systematically close down key freight corridors in phases, culminating in a full event zone that is largely inaccessible to truck traffic. Carriers that recognize the phased timeline—and adjust early—will be in the best position to avoid delays and maintain service.

By Rebecca Oyler - Pennsylvania Motor Truck Association

National Work Zone Awareness Week (NWZAW) is just around the corner—are you ready to help raise awareness as work zone season begins?

Work zones can be especially challenging for all drivers, particularly those operating large trucks and buses. Changing traffic patterns, reduced speed limits, and narrow lanes demand extra attention and caution to keep everyone safe.

This year’s national kickoff event will be hosted by the Connecticut Department of Transportation on April 21, 2026. Throughout the week, FMCSA will join partners across the country to remind drivers that simple actions—like slowing down and planning routes ahead—can help protect roadway workers and everyone traveling through work zones. Explore NWZAW activities and access outreach materials to help share this important message in your community.

Work Zone Safety Outreach Resources

The Federal Motor Carrier Safety Administration (FMCSA) issued a temporary exemption allowing interstate commercial driver’s license (CDL) holders, commercial learner’s permit (CLP) holders, and motor carriers to continue relying on a paper copy of the medical examiner’s certificate as proof of a driver’s medical certification for up to 60 days after the date the medical examiner’s certificate is issued. The exemption is in effect April 11, 2026 – October 11, 2026. The full contents of the exemption can be found here.

This action further supports drivers and carriers as State Driver’s Licensing Agencies and certified medical examiners continue to transition to the secure electronic transmission of medical certification data required under the National Registry II (NRII) final rule. FMCSA does not anticipate granting additional, nationwide NRII waivers or exemptions after the six-month duration of this exemption.

FMCSA also recommends that certified medical examiners continue issuing paper medical examiner’s certificates (Form MCSA-5876) to drivers, in addition to submitting examination results electronically, until further notice. 

For more information and resources related to NRII, visit the FMCSA NRII Learning Center: 
https://nationalregistry.fmcsa.dot.gov/nriilearning-center 

The American Transportation Research Institute (ATRI) today called on motor carriers to participate in a survey that will help identify industry telematics applications for data-driven performance metrics.

This data collection is part of a study – Capitalizing on Telematics – that was identified by ATRI’s Research Advisory Committee (RAC) in 2025 as a top priority. The research seeks to document current industry best practices, and assess emerging capabilities and different uses of telematics data by trucking fleets.

The result of this research will be a best practices guide for leveraging telematics data to improve overall performance, with a focus on safety, operations and maintenance metrics.

Motor carriers are invited to participate in the confidential survey here.

The survey will remain open through Friday, April 17, 2026.

Starting today, the Commercial Vehicle Safety Alliance’s (CVSA) 2026 North American Standard Out-of-Service Criteria are now in effect. The 2026 out-of-service criteria replace and supersede all previous versions.

Certified commercial motor vehicle enforcement personnel utilize the out-of-service criteria to determine whether or not drivers or vehicles present an imminent hazard and should be placed out of service. The federal regulations, together with CVSA’s out-of-service criteria, provide the standards that drivers, motor carriers and law enforcement personnel use to ensure the commercial motor vehicles and professional drivers operating on North America’s roadways are safe and compliant.

Last year, the voting members of the Alliance approved 17 changes to the out-of-service criteria. The out-of-service criteria are updated annually, effective April 1 of each year.

The following changes were made to the out-of-service criteria:

1. “Part I, Item 2. Operator’s/Chauffer’s License or Permit (Non-CDL) b. and c.” and “Part I, Item 3. Commercial Driver’s License, c. and d. Endorsements and Restrictions” were amended to separate endorsements and restrictions and clarify the violation codes.
2. A note on intrastate restriction was added to “Part I, Item 3. Commercial Driver’s License, c. Endorsements and Restrictions.”
3. “Part I, Item. 8. Intoxicating Beverages, b. Be on Duty or Operate” was amended to state that when the driver is in possession of wine or beer with an alcohol content of 0.5% or more, or any distilled spirit, the driver is out of service.
4. “Part I, Item 10. Driver’s Record of Duty Status – U.S., a. Property-Carrying Vehicles (6) and (7)” were amended regarding false records of duty status and tampering with an electronic logging device to include situations where the inspector is able to determine when the driver was driving or resting. In addition, a new out-of-service condition was added to “Part I, Item 10. Driver’s Record of Duty Status – U.S., a. Property-Carrying Vehicles (8)” and “Part I, Item 10. Driver’s Record of Duty Status – U.S., b. Passenger-Carrying Vehicles (6), (7) and (8)” for the driver or motor carrier that tampers with an electronic logging device, making it impossible to determine what events have occurred.
5. The reference to automatic on-board recording devices was removed from “Part I, Item 10. Driver’s Record of Duty Status, U.S., Footnote 6” due to the removal of § 395.15 regarding automatic on-board recording devices from federal regulations.
6. The note in “Part I, Item 11. Driver’s Record of Duty Status – Canada, h. No Daily Log/Record of Duty Status” was moved to “i. No Previous 14 Days” where it is more applicable.
7. The out-of-service conditions in “Part II, Item 1. Brake Systems, a. Defective Brakes (2)” and “h. Air Brake Hose/Tubing (7)” were moved to the 20% defective brakes criterion section. In addition, the term “service gladhands” was changed to “service air connections” as it could be a different type of coupler.
8. “Part II, Item 1. Brake Systems, a. Defective Brakes (7) Hydraulic and Electric Brakes” and “b. Front Steering Axle(s) Brakes, (4) Hydraulic Brakes – (Front Steering Axle)” were amended to better align lining thickness measurements on hydraulic and electric brakes with the federal regulations.
9. “Emergency” was added to the heading “Part II, Item 1. Brake Systems, e. Parking Brake” to reflect both possible applications of the brake. It now reads “Parking/Emergency Brake.”
10. The ExTe Com90 securement system was added to “Part II, Item 2. Cargo Securement, g. Logs.”
11. A damage chart for wire rope was added to “Part II, Item 2. Cargo Securement, Tiedown Defect Table.”
12. A section specific to countersunk screws was added to “Part II, Item 3. Coupling Devices, b. Upper Coupler (Including Kingpin).”
13. Language was added to “Part II, Item 14. Wheels, Rims and Hubs, b. Rim Cracks” and “c. Disc Wheel Cracks (1)-(2)” for missing pieces of rims, and language was removed regarding center holes from the cracks between two holes.
14. “Part II, Item 14. Wheels, Rims and Hubs, i. Hubs (5)” was removed because enforcement of this out-of-service condition was inconsistent.
15. An out-of-service condition for exits marked as emergency exits with no operating instructions was added to “Part II, Item 16. Buses, Motorcoaches, Passenger Vans or Other Passenger-Carrying Vehicles – Emergency Exits/Electrical Cables and Systems in Engine and Battery Compartments/Seat (Temporary and Aisle Seats), a. Emergency Exits (2).”
16. Language was added to “Part III, Item 2. Placarding, a. Placards Displayed on a Transport Vehicle (1)” to clarify that if a transport vehicle is missing placards for multiple divisions within the same class of material, the vehicle should be placed out of service.
17. A chart was added to “Part IV, Item 4. U.S. Federal Out-Of-Service Orders” outlining the seven types of federal out-of-service orders.

The above-listed changes have been incorporated into inspection bulletins, inspection procedures, operational policies and training materials.

There are different formats (print, electronic, French, Spanish, etc.) of the 2026 out-of-service criteria available for purchase through the CVSA online store. It’s also available for purchase as an app by searching “CVSA Out-of-Service Criteria” in the App Store or Google Play.

CVSA hosted a webinar in February outlining the changes to the out-of-service criteria. The webinar is available to CVSA members at any time in the CVSA member portal.

In accordance with the CVSA Bylaws, proposed changes were communicated to the voting members of the Alliance on Oct. 6, 2025, and ratified on Oct. 17, 2025. CVSA makes the letter sent to its membership outlining the latest changes to the out-of-service criteria publicly available.

The ATA-MSC wrote to Major General Lance Curtis, urging refinement of the Fuel Rate Adjustment (FRA) methodology under the Defense Personal Property Program (DP3), in light of the current global fuel market disruption resulting from ongoing conflict in the Middle East. Read the full letter from the ATA-MSC below.

Upon discovery of attempts to sell, purchase, or lease a USDOT Number or Operating Authority outside of a legitimate corporate transaction, FMCSA will initiate proceedings to inactivate the USDOT Number and revoke all related registrations, including safety registration required under 49 U.S.C. 31134 and any operating authority registration required under 49 U.S.C. 13901-13905.

USDOT Numbers are like a driver’s license or identification card number, and they identify who a motor carrier, broker, freight forwarder, or other entity is. The USDOT Number belongs to the same legal person forever and may not be sold, transferred, rented, or leased. FMCSA will inactivate USDOT Numbers upon discovery that the number is being used by anyone other than the assigned legal person.

Sole Proprietor: If a motor carrier is a sole proprietor (e.g., John Doe d/b/a Doe Trucking), John Doe will always be the owner and only one who can ever use his USDOT Number. If John decides to sell his business, the buyer will need their own USDOT Number because no one else can ever “become” John Doe. If you attempt to purchase, rent, or lease, and use John’s USDOT Number, FMCSA is authorized to inactivate your number and revoke the safety registration associated with the USDOT Number.

Corporation (or any legal Business Organization): If John, however, forms a corporation (e.g., John Doe, Inc.), John can sell the company and the USDOT Number goes with the company – John Doe, Inc., is a separate legal person from John Doe.  The new corporate owners should update FMCSA records immediately to note the change in ownership, and any other demographic information that might change as a result of the corporate ownership change.  If John Doe, Inc., merges with Jim Smith, Inc., or is acquired by Jim Smith, Inc., the status of John Doe, Inc.’s USDOT Number depends on how the parties decide to continue business operations. If John Doe, Inc. continues operations as a corporation after the transaction, the USDOT Number stays with John Doe, Inc. If, however, John Doe Inc., is dissolved under state law and all operations only continue under Jim Smith, Inc., or another new combined company like Jim and John, Inc., then the continuing company requires its own USDOT Number and may not use the USDOT Number assigned to John Doe, Inc.  John Doe, Inc.’s USDOT Number should be deactivated on Form MCS-150 using the reason “out-of-business.”

Operating Authority (MC Number) is required to perform specific for-hire transportation operations by motor vehicle in interstate commerce. Under the Interstate Commerce Commission, operating authority was often transferred because it was limited, i.e., only a certain number of motor carriers were authorized to provide a specific type of transportation along a specific route. With the sunset of the Interstate Commerce Commission, Congress removed the limitations on operating authority, allowing motor carriers, brokers, and freight forwarders to hold interstate operating authority – meaning separate authority was no longer required for specific routes. Once a carrier holds operating authority, they are permitted to operate along any route across the country. Because of this change, transfers of operating authority are of little benefit and are less common, but there are some circumstances where FMCSA will still record a transfer following a legitimate business transaction.

Sole Proprietor: If a sole proprietor (i.e., John Doe d/b/a Doe Trucking) sells his business, FMCSA may require the purchaser to obtain separate operating authority or may record a transfer of operating authority, depending on the details of the transaction. In every instance, however, John Doe will be required to file an out-of-business notification. FMCSA will initiate proceedings to revoke operating authority, despite the intent of the parties, for failure to make filings to update the company record.

Corporation: In corporate transactions, FMCSA will record a transfer of operating authority only if motor carrier operations will continue with the same safety management oversight and controls after the corporate transaction. In many cases, following a corporate transaction, motor carriers are only required to report ownership or corporate officer changes – no transfer is required. In other cases, if a new entity is formed, a transfer may be recorded or new operating authority may be required. FMCSA will initiate proceedings to revoke operating authority, despite the intent of the parties, for failure to apply for new authority or record a transfer.

If you fail to follow these rules and sell, purchase, or lease a USDOT Number or Operating Authority outside of a legitimate corporate transaction, FMCSA will initiate proceedings to inactivate the USDOT Number and revoke all related registrations, including safety registration required under 49 U.S.C. 31134 and any operating authority registration required under 49 U.S.C. 13901-13905.

The New Jersey Motor Vehicle Commission (NJMVC) recently announced that the State of New Jersey has implemented the National Registry II (NRII). This enhancement allows for the electronic transfer of a medical examiner’s certification, required for commercial drivers, directly from medical providers to the NJMVC. It ensures a more efficient and seamless exchange of information for CDL holders.

“We are pleased to announce the implementation of NRII in New Jersey,” said Acting NJMVC Chief Administrator Rosalie Johnson. “The new system and procedures will streamline CDL medical certification handling, reduce errors and increase processing speeds by shifting to electronic transmission instead of relying on paper documents, and bolster highway safety by ensuring that only medically qualified commercial drivers are on the road.”

Under the new system, medical providers are now responsible for submitting the results of medical examinations directly into the Federal Motor Carrier Safety Administration’s (FMCSA) National Registry. The NJMVC will no longer accept paper medical certificates from holders of commercial driver licenses (CDLs) or commercial learner permits (CLPs). Instead, NJMVC staff will check the registry to verify all compliance and safety standards are met by commercial drivers. Additionally, commercial drivers will have to contact their medical provider directly if any information regarding their medical certification is missing or incorrect, so that it can be updated within the registry.

New Jersey joined NRII following the successful completion of a comprehensive NJMVC system upgrade. This upgrade, which will also improve driver record processing and transaction times, was accomplished without causing any disruption to in-person services at NJMVC facilities statewide.

For more information on commercial driver requirements and NJMVC services, please visit NJMVC.gov.

FMCSA currently seeks 18 drivers to help the agency test and fine-tune two upcoming hours-of-service pilot programs. Over the course of six weeks, these drivers will help us make sure the study plans, training materials, and data collection tools are clear, practical, and ready for broader rollout.

This short, pre-testing phase is an important step in developing the Flexible Sleeper Berth and Split Duty Period pilot programs. Both efforts are part of the U.S. Department of Transportation Secretary Sean P. Duffy’s Pro-Trucker Package and support President Donald Trump’s Executive Order 14286, Enforcing Commonsense Rules of the Road for America's Truck Drivers.

The goal of these programs is to test alternatives to the current hours-of-service requirements which have the potential to improve the lives and working conditions of American truck drivers through greater flexibility, while simultaneously maintaining equal or greater levels of safety.

FMCSA is working with researchers at Virginia Tech Transportation Institute (VTTI) to develop and carry out these hours-of-service pilot programs. To vet the research designs and identify any issues with data collection tools, FMCSA needs drivers to sign up for the six-week pre-tests with VTTI.

The Agency is seeking nine drivers who currently use “split sleeper berth” options (either “8/2” or “7/3”) and, most importantly, who want to test regularly using one or both of these new split options (“6/4” and “5/5”) for six weeks.

FMCSA also needs nine drivers whose schedules currently and regularly require them to drive up to the end of their 14-hour “driving window” and would also like to test the option to “pause” the window for 30 minutes minimum and up to 3 hours maximum by taking an extra break either:

(a) off-duty or in the sleeper berth in any location, or,

(b) on-duty (not driving) at the location of a pickup or delivery of cargo

If you are a driver and would like to apply to participate in the limited pre-testing, visit FMCSA’s Hours-of-Service webpage or follow the links below.

Flexible Sleeper Berth Online Screening Questionnaire

Split Duty Period Online Screening Questionnaire

The American Transportation Research Institute (ATRI) today called on for-hire motor carriers to participate in its annual Operational Costs of Trucking report.

ATRI’s Operational Costs of Trucking is trusted by thousands of industry decisionmakers every year as a key barometer of freight market conditions and is the leading public benchmarking tool for motor carriers of all sectors, from owner-operators to 10,000+ truck fleets. 

The report tracks cost metrics such as driver pay, equipment expenditures, and insurance premiums as well as key performance indicators such as non-revenue mileage, driver utilization, mileage between breakdowns, and revenue per truck per week.

All participating motor carriers receive a customized report that compares their costs and operations to an anonymized peer group of the same sector and size. New in 2026, customized reports for multi-year participants will also include year-over-year comparisons to more directly evaluate trends over time.

“There are signs of growing opportunities for trucking in 2026, but only if fleets can maintain disciplined, nimble operations,” said Hirschbach Motor Lines Chief Financial Officer Andrew Hadland. “ATRI’s Operational Costs of Trucking and the customized report we receive as participants are important inputs for ensuring healthy performance in our costs and operations despite economic headwinds.”

For-hire motor carriers are invited to participate by Friday, April 24, 2026. Data for the year 2025 can be submitted online or by PDF: both forms are available on ATRI’s website along with a sample customized report and other helpful information for participants. All confidential data is protected and published only in anonymized averages.