ELD exemptions complete guide: Is your fleet really exempt?

Summary: Almost no ELD exemption applies equally across a company or fleet. Each one applies to a vehicle and could change day by day depending on use. Here is every FMCSA ELD exemption a working fleet runs into during 2026, exactly where each one stops and what proves it at roadside.

Read time: 15 minutes

Somebody on your team says your fleet does not need electronic logging devices. Somebody else says you do. They are probably both right.

That is the frustrating part about ELD exemptions. Hardly any of them attach to a company. They attach to a vehicle, on a trip, on a given day. The same truck runs exempt Monday and fully regulated Wednesday, and nothing about it changed except where it went and how long the day ran.

Get it wrong and the news arrives at a scale house, where a driver missing a required record goes out of service for 10 hours and the violation follows your safety record for two years.

This guide covers the FMCSA ELD exemptions a working fleet actually encounters, current as of August 2026. What each one says, where it stops and what proves it during an inspection. Every regulation mentioned links to its official text, and a full citation list runs at the end.

A plain guide to the rulebook

First, let’s look into where the rules are set. The citations in this guide look like license plates. Two minutes here makes the rest of the article readable, and makes you faster the next time an inspector cites something at you.

Federal rules live in the Code of Federal Regulations, or the CFR. Title 49 covers transportation. Inside Title 49, parts 350 through 399 are the Federal Motor Carrier Safety Regulations, or FMCSRs. The Federal Motor Carrier Safety Administration writes them and enforces them.

A citation reads from the outside in. Take 49 CFR 395.8(a)(1)(ii)(A)(4). Title 49, part 395 (hours of service), section 8 (the driver’s record of duty status), then a chain of paragraphs narrowing down to a single sentence. Each layer added on the end gets one step more specific.

The parts that come up in this guide:

• Part 390: General applicability. Who the rules cover and who they skip entirely.
• Part 395: Hours of Service. Driving limits, logs and the ELD requirement all live here.
• Part 383: Commercial driver’s license standards.
• Part 382: Controlled substances and alcohol testing.
• Part 381: The process FMCSA follows when it grants an exemption to a petitioner.
• Part 386: Civil penalties.

Three sources for bookmarking:

• eCFR carries the current official regulation text, updated daily. Cite this when you need to know what the rule says today.
• The Federal Register carries the rulemakings that change the CFR. Go here for effective dates and for the agency explaining, in its own words, what it meant.
• FMCSA guidance interprets the regulation without changing the text. Guidance carries weight with enforcement.

The last bit is worth repeating. Twice in this guide the regulation text and FMCSA guidance point in different directions, and knowing which is which tells you what to keep in the cab.

What is the ELD mandate?

A few terms come up constantly.

ELDs exist because paper was easy to fudge. A tired driver wrote down whatever number kept the truck rolling. An ELD pulls drive time straight from the engine, so the record matches reality.

Do you need an ELD?

Every ELD question resolves in four steps, in this order. Most people jump to step four and get lost.

1. Is the vehicle a commercial motor vehicle operating in interstate commerce? If no, the federal rules stop right here.
2. If yes, part 395 applies, the hours-of-service rules.
3. Part 395 requires a record of duty status unless an exception in 49 CFR 395.1 covers you.
4. A driver who needs a record of duty status needs an ELD unless an exception in 49 CFR 395.8(a)(1)(ii)(A) covers you.

That order matters, because the exemptions sit at two different levels. Short-haul and agricultural operations get out at step three, with no log at all, so the ELD question never comes up. Pre-2000 engines, the 8-day rule and driveaway-towaway get out at step four. Those drivers still keep a log, just on paper.

Exception or exemption?

Two different things share one word. Knowing which one you have tells you whether paperwork exists.

An exception is written into the CFR. Short-haul, the 8-day rule, driveaway-towaway, pre-2000 vehicles. Nothing to file, nothing to renew, no expiry date. You meet the conditions or you fail them, trip by trip.

An exemption is a grant FMCSA issues to a petitioner under Part 381. Each one gets published in the Federal Register, runs up to five years, carries conditions the holder must follow and can be revoked. Short-term truck rentals and motion picture production work this way.

This guide says "ELD exemptions" throughout, because that is the phrase fleets and search engines use. Underneath the phrase, nearly everything covered here is an exception. That is why the answer to "where do I apply" turns out to be that no application exists.

Is your vehicle even a commercial motor vehicle?

Federal regulation sections: 49 CFR 390.5T

A commerical motor vehicle, or CMV, is defined four ways. Any single one is enough:

• 10,001 lbs or more, measured by the greatest of gross vehicle weight rating , gross combination weight rating, actual gross vehicle weight or actual gross combination weight
• Designed or used to carry more than 8 passengers including the driver, for compensation
• Designed or used to carry more than 15 passengers including the driver, not for compensation
• Transporting hazardous material in a quantity requiring a placard

The last two are important if you run light vehicles. The hazmat test carries no weight floor whatsoever. A half-ton pickup with a placardable load qualifies as a commercial motor vehicle.

The weight test reaches past gross weight as well. Hook a 7,000 lb trailer to an 8,500 lb pickup and you are at 15,500 lbs gross combination weight. That vehicle is a CMV, part 395 applies, and an ELD comes with it unless something else gets you out. Hotshot and vocational operators hit this constantly.

In-state driving is exempt

Federal regulation sections: 390.5T and 49 CFR 350.305

Interstate commerce depends on where the freight is going, not where the truck goes. This exemption covers transportation "between two places in a State as part of trade, traffic, or transportation originating or terminating outside the State."

FMCSA guidance puts it this way: interstate commerce turns on "the essential character of the movement, manifested by the shipper’s fixed and persistent intent at the time of shipment," and where that intent is interstate, "even when the route is within the boundaries of a single State, the driver and CMV are subject to the FMCSRs."

In plain terms, final-mile and drayage carriers that never leave the county are frequently in interstate commerce.

For a genuinely intrastate operation, your state rules govern and they vary widely. States may exempt intrastate vehicles under 26,001 lbs, excluding vehicles carrying placardable hazmat and vehicles designed to carry 16 or more people, and may run a 12-hour driving limit with a 16-hour on-duty limit in place of the federal numbers. Check your state. No single national intrastate answer exists.

The FMCSA ELD exemptions written into the rules

These are the self-executing ones. Nothing to file, no approval to wait for.

Short-haul: 150 air miles

Federal regulation sections: 49 CFR 395.1(e)(1), sections 395.8 and 395.11

Or the big one. More fleets sit here than in all the other exceptions combined.

With the "150 air-mile radius driver" exception, the entire logging requirement with the ELD included is exempt, when all of this holds:

• Operates within a 150 air-mile radius of the normal work reporting location. The regulation does the conversion for you: 172.6 statute miles
• Returns to the work reporting location and is released from work within 14 consecutive hours
• Takes at least 10 consecutive hours off between shifts, or 8 for passenger-carrying drivers
• The carrier keeps accurate time records for 6 months showing report time, total on-duty hours and release time

This exception applies to any driver, CDL or not.

A compliance sheet still saying 100 air miles and 12 hours is six years stale. The FMCSA 2020 hours-of-service final rule (85 FR 33396) moved this exception from 100 air miles and 12 hours to 150 and 14, effective September 29, 2020.

A second, narrower version exists.

Federal regulation section: 395.1(e)(2)

Drivers of property-carrying vehicles that do not require a CDL which carries the same 150 air-mile radius, the number the 2020 rule then applied to everyone else, alongside a different duty structure:

• Returns to the work reporting location and is released from work within 14 consecutive hours
• no driving after the 14th hour on 5 days of any 7 consecutive days
• no driving after the 16th hour on 2 days of any 7.
• The carrier keeps accurate time records for 6 months showing report time, total on-duty hours and release time

Treating that as a flat 16-hour day puts a fleet in violation five days a week. A driver using this exemption is expressly ineligible for the former exemption, so pick one.

Short-haul drops the logging requirement, and nothing else. The short haul exempts a driver from the logging requirements alone. The 11-hour driving limit, the 14-hour window and the 60/70-hour rule all still apply in full. Short-haul means you skip the log. Driving 13 hours remains a violation.

Nobody hands you a form for this. No short-haul document exists for a driver to carry. The driver qualifies by meeting the conditions, and the carrier substantiates it afterward with those six months of time records.

This is a daily test. Blow the radius or miss the 14-hour release on a Thursday and you owe a record of duty status for Thursday. Which leads straight into the next one.

The 8-day rule

Federal regulation section: 49 CFR 395.8(a)(1)(ii)(A)(1)

The 8-day rule lets a carrier keep a driver on paper in place of an ELD where the driver operates "in a manner requiring completion of a record of duty status on not more than 8 days within any 30-day period."

Three important details:

• The count tracks RODS days, not work days. A qualifying short-haul day requires no record of duty status, so it never counts toward the eight.
• The window rolls. Per FMCSA, "the 30-day period is not restricted to a single month, but applies to any 30-day period."
• This is the carrier option, not the driver right. The rule says a carrier may allow manual records. Requiring ELDs anyway remains entirely your call.
  

The test rolls: exceed 8 and the paper option goes away, then as days age out of the window and the count falls back to 8 or fewer, the option returns. Most fleets living near that line install the device rather than manage the arithmetic. Here is the FMCSA guidance on the 30-day window.

Now put the two together. A short-haul operation with a few long days a month sits exempt twice over. The same operation in a busy season, with nine RODS days inside a rolling 30, runs an ELD.

Same trucks, same drivers, same routes most of the week.

Pre-2000 engines

Regulation sections: 49 CFR 395.8(a)(1)(ii)(A)(4) and 49 CFR Part 379, Appendix A

Here the regulation text and FMCSA guidance point in different directions. Read this one closely.

The Pre-2000 engine rules allows manual records for a CMV "manufactured before model year 2000, as reflected in the vehicle identification number as shown on the vehicle’s registration." Read literally, that is a VIN test.

FMCSA guidance goes further. A vehicle with a pre-2000 engine requires no ELD "even if the VIN number reported on the registration indicates that the CMV is a later model year." That is the agency covering glider kits and engine swaps.

So the operative test is the engine, and model year 1999 or older is the line:

• 2003 chassis, rebuilt 1999 engine: qualifies
• 1998 chassis, 2004 engine: does not qualify
• Glider kit, brand-new VIN, pre-2000 engine: qualifies

The exception exists for a purely engineering reason. Pre-2000 engines often carry no electronic control module for an ELD to connect to. FMCSA solicited comment on removing it in a 2022 advance notice, which caused a fair amount of alarm, though no proposal to remove it has been published and the agency has since indicated it has no plans to.

Documentation matters more here than anywhere else, precisely because the text and the guidance disagree. Records of engine changes belong at your principal place of business. Drivers carry no obligation to prove engine model year at roadside, though an inspector reading a 2003 VIN next to a paper logbook will ask. Put a copy in the cab.

And this exempts the device, not the log. Paper records of duty status are still required.

Driveaway-towaway

Federal regulation section: 395.8(a)(1)(ii)(A)(2) and (3) and 49 CFR 390.5T

The driveaway-towaway exemption allow manual records where the vehicle being driven forms part of the shipment being delivered, or where the vehicle being transported is a motor home or recreation vehicle trailer. Both depend on the trip first qualifying as a driveaway-towaway operation, and that definition is a closed list. The vehicle must be empty or unladen with wheels on the road, and the move has to be one of these:

• Between vehicle manufacturer facilities
• From a manufacturer to a dealership or purchaser
• From a dealership or other seller or lessor to a purchaser or lessee
• To a terminal or repair facility to repair disabling damage after a crash
• To a terminal or repair facility for repairs after a component or system failure
• By saddle-mount or tow-bar

Driving a new unit from the factory to the buyer qualifies. Driving a retired unit to an auction generally fails, because an auction house acts as an intermediary rather than a purchaser. Repositioning a vehicle you already own for your own use fails as well, and a vehicle loaded with equipment fails the "empty or unladen" condition before you even reach the list.

Same caveat as pre-2000: paper log, not no log.

Agricultural hauling

Federal regulation sections: 49 CFR 395.1(k)

The agricultural hauling switches off all the driving limits and ELD together, during planting and harvesting periods as determined by each state, for drivers transporting:

• Agricultural commodities, within 150 air miles of the source of the commodities
• Farm supplies for agricultural purposes, from a wholesale or retail distribution point to a farm, within 150 air miles of that distribution point
• Farm supplies from a wholesale distribution point to a retail distribution point, within 150 air miles of the wholesale point
• Livestock, within 150 air miles of the final destination

The radius runs from the commodity, not from your terminal. Each subparagraph anchors to a different point, and livestock measures in the opposite direction from everything else.

Planting and harvest windows get set state by state, and several states designate the entire calendar year. A multi-state operation cannot assume one window.

Four more that switch off the driving limits and ELD requirements

All four are full part 395 exemptions: no driving limits, no log, no ELD.

• Utility service vehicles, 395.1(n). "The provisions of this part shall not apply to a driver of a utility service vehicle." Fleets running line trucks, water, sewer, gas or telecom service vehicles need to read the 390.5T definition of utility service vehicle closely, because that definition does all the work.
• Covered farm vehicles, 395.1(s). Broader than the seasonal agricultural exception above and entirely separate from it. Worth checking if you assumed 395.1(k) was the only farm relief available.
• Railroad signal employees, 395.1(r).
• Pipeline welding trucks, 395.1(x).

Others in 395.1 are even more specific. For an unusual operation, read the whole section rather than trusting any article list, this one included.

Emergency declarations

Federal regulation sections: 88 FR 70897, 49 CFR 390.23,

This one got rewritten effective December 12, 2023 Under the current regulation, what you get depends entirely on who declared the emergency:

A governor declaration leaves your ELD requirement fully in place. Before December 2023 regional declarations did grant full relief from parts 390 through 399.

Relief also covers direct assistance only, meaning the immediate restoration of essential services or supplies, and it terminates the moment the driver hauls something not destined for the relief effort. FMCSA posts active declarations as they issue.

In January 2026 FMCSA proposed taking the regional tier back to 30 days in response to petitions for reconsideration (91 FR 940, comments closed March 10, 2026). Nothing has been finalized, so the 14 days above governs today. If it goes final, this table changes.

Two more FMCSA ELD exemptions for school bus and public sector fleets

Federal regulations: in 49 CFR 390.3T(f), 390.3T(f)(1), 49 CFR 390.5T, 391.15(e) and (f), 392.15

For a school district, municipal or agency fleet, two exceptions apply. Both run broader than the ELD rule, excepting you from nearly the whole FMCSR rulebook. Two more deserve a look if they describe you: one covers fire trucks and rescue vehicles in emergency operations, and the other covers vehicles designed to carry 9 to 15 passengers where no direct compensation changes hands, the activity-van case for a lot of districts.)

School bus operations

There is an regulation that excepts school bus operations. The catch is the definition:

"the use of a school bus to transport only school children and/or school personnel from home to school and from school to home."

Two words here are extremely important: only, and home. Students and school staff, nobody else aboard, running between home and school. A parent or a chaperone on the bus breaks the exception just as surely as the destination does.

So a field trip or an athletic trip falls outside coverage, and always did. Nothing gets voided. That trip simply gets evaluated on its own terms, and for most districts the next exception picks it up anyway.

A short list of rules survives the exception regardless: driver disqualification, prohibited driving status for a driver with a Clearinghouse prohibition, and the texting and hand-held phone bans.

Government fleets

Federal regulation sections: 390.3T(f)(2), 49 CFR 383.3(b), 382.103(c)

One part excepts "transportation performed by the Federal government, a State, or any political subdivision of a State, or an agency established under a compact between States that has been approved by the Congress of the United States." A public school district counts as a political subdivision. So does a city, a county, a public works department and a public transit agency.

FMCSA has applied this to student transportation for athletic contests and field trips, and has confirmed that charging a fee to defray costs leaves the exception intact.

Three limits:

• Performed by, not for. A private contractor hauling for a government agency operates as an ordinary motor carrier with none of this cover. A district that contracts out and a district that runs its own buses sit in completely different positions.
• CDL rules still apply. states that the government fleet exemptions "do not apply to this part."
• Drug and alcohol testing still applies

One more wrinkle: Looking up these sections turns up two versions of each. The plain-numbered sections are suspended, and the operative text lives at 390.3T and 390.5T. For the exceptions in the main body paragraph the language is identical, so nothing changes in practice. For a policy document, cite the T sections.

FMCSA-granted exemptions

Federal regulation sections: part 381

Beyond the built-in exceptions, FMCSA grants exemptions to petitioners. Active ones as of August 2026 include:

• Short-term truck rentals (TRALA). Property-carrying CMVs rented for 8 days or fewer, for any reason. Paper records of duty status, and the rental agreement must ride in the vehicle. Runs to October 12, 2027.
• Motion picture production. Drivers transporting to or from a theatrical or television production site. Paper records of duty status, submitted to the carrier within 24 hours in place of the usual 13 days. Runs to January 19, 2028.
• Livestock and insect haulers. Active with no end date, though this one rides on an appropriations rider rather than part 381, so its life ties to federal funding rather than a renewal date.
• Fireworks, seasonally. American Pyrotechnics Association members, June 28 through July 8, for 2025 through 2029.

A practical warning. Do not rely on the FMCSA ELD exemptions and waivers page. That page has not been updated since December 2018 and still shows the TRALA, UPS and motion picture exemptions as expired in 2022 and 2023. All three have been renewed since. Go to the Federal Register grant itself, or to the CVSA active exemptions list, which stays maintained.

Also worth watching, though it changes nothing today: a broad petition from the Federation of Professional Truckers asking FMCSA to let drivers record duty status manually across the board. Comments closed March 11, 2026. The petition remains pending.

Every ELD exemption at a glance

How do you prove you are ELD exempt at a roadside inspection?

First, no ELD exemption form exists. No PDF, no certificate, no number to display. Exempt status describes a set of conditions a specific vehicle and trip either satisfy or fail at the moment an officer asks.

What an inspector wants is evidence. Keep it organized per vehicle and per driver.

Notice, every row describes an ordinary business record you either keep or you do not.

Common myths about ELD exempt trucks

"We are a small fleet, so we are automatically exempt."

Fleet size appears in exactly zero FMCSA ELD exemptions. Not vehicle count, not revenue, not headcount. A one-truck owner-operator and a thousand-truck carrier get measured against identical criteria. Small local fleets do very often qualify for short-haul, which is a different sentence with a different reason behind it.

"There is a form we can file for an ELD exemption."

For the built-in exceptions, nothing exists to file. The part 381 petition process is real, though it covers industry-wide grants, takes a Federal Register comment period and is not something an individual fleet files to escape the mandate.

"Our pickups and vans are under 10,001 lbs, so they are out."

Sometimes. Weight is one of four independent tests, the hazmat test carries no weight floor at all, and towing a trailer brings gross combination weight into play. Check all four before assuming a light vehicle sits outside the rules.

"Exempt from the ELD means exempt from hours of service."

Almost never. Only a handful of exceptions switch off all of part 395:

• agricultural hauling under 395.1(k)
• utility service vehicles, covered farm vehicles
• a Presidential emergency declaration

Everything else leaves the driving limits fully in place. Short-haul drops the log while sections 395.3 and 395.5 stay live. Pre-2000, the 8-day rule and driveaway-towaway swap the device for paper, and a paper log remains a federal record you can be penalized for falsifying.

What changes when you cross into Canada?

Different rulebook, and a compliant U.S. setup does not automatically travel.

The Canadian requirement has been in force since June 12, 2021, with penalties enforced from January 1, 2023. The rule covers federally regulated carriers running trucks over 4,500 kg registered gross weight, rather than GVWR, or buses built for more than 10 people including the driver. Transport Canada maintains the current requirements and certified device list.

Where U.S. fleets get caught:

1. Certification. The U.S. lets vendors self-certify. Canada requires third-party certification through a body accredited by the Standards Council of Canada, and devices do get decertified. A U.S.-registered ELD is not automatically legal in Canada.
2. Pre-2000 runs vehicle-only. Canada exempts a vehicle "manufactured before model year 2000." No engine-based reading exists and no glider-kit accommodation. A glider that runs exempt in the U.S. requires an ELD in Canada.
3. No 8-day rule
4. Short-haul runs to 160 km, and the driver returns to the home terminal each day to begin at least 8 consecutive hours off duty.
5. Rentals of 30 days or less are exempt, though not where the rental gets extended or renewed.

What’s the cost for getting it wrong?

Federal regulation section: 49 CFR Part 386, Appendix B

A missing or false record counts as a recordkeeping violation under the FMCSA penalty schedule, carrying up to $1,584 for each day the violation continues, up to $15,846. Knowing falsification carries up to $15,846 on its own. Those figures hold current, because the annual inflation adjustment was cancelled government-wide for 2026 after the fall 2025 appropriations lapse left BLS without the CPI figure the statutory formula requires.

The money usually ranks as the smaller problem. A driver without a required record gets placed out of service for 10 hours, or 8 for passenger carriers. That is a load sitting on the shoulder and a route that does not run.

Violations also feed the Hours-of-Service Compliance BASIC in CSA, the federal safety measurement system that follows a fleet into future inspections, audits and insurance conversations. Stay skeptical of anyone claiming every ELD violation is catastrophic. Most ELD-specific technical violations carry a severity weight of 1 out of 10. Examples include:

• Unregistered ELD weights 5
• Failure to transfer records to officer weights 3
• Missed 24-hour malfunction notice weights 5
• Operating without a required record weights 5, falsification weights 7
• Out-of-service violation adds 2.

Those are the ones that move a score.

One 2026 change worth noting: the CVSA out-of-service criteria, effective April 1, 2026, added a provision for ELD tampering severe enough that an inspector cannot reconstruct what happened.

Why plenty of exempt fleets run ELDs anyway

None of the above argues against logging. Most fleets that qualify for an exemption find the paperwork is the expensive part.

The reason is mixed operations. Almost nobody runs uniformly exempt. A bus qualifies Tuesday and fails Friday or a pre-2000 unit parks next to one bought last year. Apply one blanket rule to a mixed fleet and you create risk in both directions, either burdening vehicles that need no device or assuming coverage you do not have.

The practical answer is a single source of truth for engine data, trip type and mileage. Zonar V4™, an OEM-grade telematics control unit factory-installed on major chassis, pulls engine data, trip mileage and duty cycle information straight from the vehicle. That is the same data that substantiates an exemption claim, captured automatically in place of reconstructed after the fact.

The V4 feeds into fleet management software, giving a fleet manager a view of which vehicles run exempt, which drivers approach an 8-day threshold and which trips need a documentation check before the wheels turn, in place of a stack of individual paper logs. For the vehicles that do need full compliance, ZLogs handles hours of service directly, and our ELD solutions overview covers how the pieces fit together for commercial fleets and public sector fleets alike.

What to take away

1. Exemption status attaches to a vehicle and a trip on a given day, never to a company. Track it per asset and per driver.
2. Short-haul covers more fleets than every other exception combined, and it drops the log while leaving the driving limits fully in place.
3. The pre-2000 exception follows the engine, per FMCSA guidance, even where the VIN says otherwise.
4. No ELD exemption form exists. Ordinary business records prove every exception in this guide.
5. A governor emergency declaration waives the driving limits and leaves your ELD requirement untouched.

Running a mix of exempt and non-exempt operations? Talk to a Zonar expert about a system that tracks both.

Internal section: sources

eCFR 49 CFR 390.3T: General applicability (school bus and government exceptions)

eCFR 49 CFR 390.5T: Definitions (CMV, interstate commerce, school bus operation, driveaway-towaway)

eCFR 49 CFR 390.23: Automatic relief from regulations (emergency declarations)

eCFR 49 CFR 395.1: Scope of rules in this part (short-haul, agricultural, utility service, covered farm vehicles)

eCFR 49 CFR 395.3: Maximum driving time for property-carrying vehicles

eCFR 49 CFR 395.8: Driver record of duty status (ELD requirement, 8-day rule, pre-2000, driveaway-towaway)

eCFR 49 CFR 383.3(b): CDL applicability

eCFR 49 CFR 382.103(c): Drug and alcohol testing applicability

eCFR 49 CFR 350.305: Allowable variances from the FMCSRs (intrastate)

eCFR 49 CFR Part 381: Waivers, exemptions and pilot programs

eCFR 49 CFR Part 379, Appendix A: Records and periods of retention

eCFR 49 CFR Part 386, Appendix B: Penalty schedule

FMCSA: Electronic logging devices hub

FMCSA: When does the pre-2000 model year exception apply

FMCSA: What time periods determine the 8 days in any 30-day period

FMCSA: Distinguishing intrastate from interstate commerce

FMCSA: ELD exemptions and waivers page (stale, cited as a caution)

FMCSA: Emergency declarations

FMCSA: CSA safety measurement system

Federal Register: ELD final rule, 80 FR 78292 (Dec. 16, 2015)

Federal Register: Hours of Service of Drivers final rule, 85 FR 33396 (June 1, 2020)

Federal Register: Clarification to the Applicability of Emergency Exemptions, 88 FR 70897 (Oct. 13, 2023)

Federal Register: Emergency exemptions, response to petitions for reconsideration, 91 FR 940 (Jan. 9, 2026), proposed not final

CVSA: Active exemptions list

Transport Canada: Electronic logging devices