FMCSA ELD revocation wave [What It Changes]

TL;DR

• An FMCSA ELD revocation wave is a published purge of self-certified logging apps from the registered list, paired with a hard swap date after which a driver on a stripped device is treated as having no record of duty status.

• As of July 9, 2026, FMCSA named ten devices — including Ontime Logs iosix, Porter ELD, and Zee HOS Compliance — and told carriers to be on a listed device before September 8, 2026.

• After that date, inspectors cite 49 CFR 395.8(a)(1) and apply CVSA out-of-service criteria; property-carrying drivers have historically been parked for 10 hours.

• A two-truck shop, a 10-person agency with a leased straight truck, or a clinic running a 10,001-pound courier box is in the same roadside line as a mega-fleet: the app on the dash is the record, and a dead app stops the load.

Key Takeaways

• Match model number and ELD identifier, not brand name; the registered list still carries other products from vendors who lost a single model.

• Paper logs are a 60-day bridge after a revocation notice, not a permanent substitute; after the hard date they are treated as no record of duty status if you are still on the stripped app.

• Hours-of-service limits do not move when an ELD is revoked. You still live inside the 11-hour driving / 14-hour window rules.

• A malfunction is an 8-day repair clock under FMCSA ELD FAQs. A revocation is a 60-day fleet swap. Do not mix the two playbooks.

• Put the current list, the September 8 clock, and the in-cab packet (manual, transfer sheet, malfunction sheet, eight days of blank grids) on one recurring job so the swap is a vendor change, not a policy rewrite.

What an FMCSA ELD revocation wave actually is

An FMCSA ELD revocation wave is a dated notice that strips named electronic logging devices from the Federal Motor Carrier Safety Administration registered list because the provider failed the technical minimums in 49 CFR Part 395, Appendix A, then gives motor carriers a fixed number of days to move every affected truck onto a device that is still listed.

If you run two HVAC box trucks, a 10-person marketing shop that leases a 26,000-pound straight truck for trade-show freight, or a solo clinic that shuttles equipment between offices in a 10,001-pound van, this is not a mega-carrier story. The officer at the scale does not ask how many tractors you own. The officer asks whether the app in the windshield is on the self-certified list. If it is not, the driver can be placed out of service on the spot and the load sits.

That is the operational meaning of the term. Cheap logging apps that never had to pass a government lab test — they self-certify — get pulled in batches when FMCSA finds they do not meet Appendix A. Each batch is a wave: a notice, a named set of models, a paper-log bridge, and a hard date. Miss the date and the record of duty status is treated as missing, which is a driving-stop issue, not a paperwork slap.

The rest of this hub walks the July 9, 2026 wave in plain language: what was pulled, how the 60-day clock works, what still applies under hours of service, who is actually exempt, and how a small desk should run the swap without rebuilding dispatch.

What happened on July 9, 2026

According to FMCSA's ELD News and Events page, the July 9, 2026 notice removed 10 ELDs from the registered list and told carriers to replace them before September 8, 2026. FMCSA removed 10 ELDs on July 9, 2026. The named models were Ontime Logs iosix (OTL101 / 24b11f, ONTIME LOGS INC), LAST MINUTE ELD (360-LM / LMN932), Porter ELD (Porter 1 / POR247), Zee HOS Compliance (TTELD101 / F594EF, Zee App), EV ELD IOSIX formerly EVO ELD IOSIX (EV 2 / G711H3), Light and Travel ELD (LNTRA / LNT780), PREMIERRIDE LOGS (1RIDE / PRD391), 2BRO ELD (2BRO002 / 2BRELD), 305 ELD (305002 / 2BR305), and TT ELD 40 (PT40 / TTAH49, TT ELD Inc).

The legal hook on that notice is the same sentence used on the later waves: the companies failed the minimum requirements in Title 49 CFR Appendix A to Subpart B of Part 395. Carriers were told to stop using the revoked apps, revert to paper logs or logging software for hours-of-service data, and be on a device from the Registered ELDs list before September 8, 2026. Carriers have until September 8, 2026 to swap. After that date, continued use is a 395.8(a)(1) "No record of duty status" violation and the driver is placed out of service under the CVSA Out-of-Service Criteria.

FMCSA also said that if a provider later fixes the deficiencies, the device can return to the list. The same notice tells carriers not to wait on that hope. That is the wave pattern: a list purge, a 60-day runway, and an explicit warning not to bet the fleet on a vendor patch.

This was not a one-off. The same News and Events page, as fetched for this hub, also posted a May 7, 2026 removal (Safe ELD Android, Safe ELD iOS, MYLOGS ELD) with out-of-service as of July 7, 2026; a May 20, 2026 removal of 12 devices with out-of-service as of July 20, 2026; a June 23, 2026 removal of TRUCKSTAFF ELD with out-of-service as of August 23, 2026; and an August 6, 2026 removal of five more devices (MOONLIGHT ELD, HGRS ELD, HIGHEST ELD, TRUCKFORD ELD, Sparkle ELD) with a replacement deadline of October 6, 2026. The ELD home page still banners the August 6 five-device cut.

Brand is not the unit of compliance. The registered list still shows other TT ELD Inc products, including "!TT ELD Hours of Service" model TT 50 with identifier TTELD5. A shop that rips out every device with "TT" on the bezel may throw away a listed model, and a shop that keeps "the TT app" may keep the revoked TT ELD 40. Check model number and ELD identifier against the live list.

Sources: FMCSA ELD News and Events; ELD home page.

How the 60-day clock and a roadside stop actually work

The mechanism is administrative, not mysterious. Providers self-certify that a device meets Appendix A and then appear on the public list. FMCSA does not endorse those devices; the list page says so in the first paragraph. When the agency later finds a failure to meet the minimums, it removes the row and starts a clock.

During the clock, the July 9 notice tells carriers to discontinue the revoked ELD and record hours of service on paper or with logging software. That paper period is a temporary bridge so you can keep moving freight while you buy, install, and train on a listed device. It is not a new exemption from the ELD rule.

On the hard date, the bridge ends. Safety officials who see the revoked app, or paper logs used improperly after the deadline, are told to cite 395.8(a)(1) and place the driver out of service. According to the Commercial Vehicle Safety Alliance's April 1, 2018 ELD out-of-service notice, property-carrying CMV drivers operating without a required registered ELD are placed out of service for 10 hours. Property-carrying out-of-service lasts 10 hours. Passenger-carrying drivers in that 2018 notice were parked for 8 hours. After the 8 or 10 hours, the driver may continue to the original destination on a paper record with a copy of the inspection report; a new dispatch without a compliant ELD repeats the out-of-service process.

The North American Standard Out-of-Service Criteria are the pass-fail rules inspectors use, updated each April 1. The 2026 edition is sold as the current handbook. The revocation notices point at those criteria, not at a new hours-of-service number.

What the officer is looking at is not your safety rating narrative. It is whether the file that comes off the device can be opened in Web eRODS, the Electronic Record of Duty Status viewer used by safety officials. A revoked app is, after the deadline, treated as no file. That is why a 2-truck HVAC run to a condensing-unit swap can die at a weigh station even when the installer is 40 miles from the job.

Enforcement partners are told to use eRODS, to log in for the enforcement view, and to consult the registered list including revoked devices. Your defense at the window is a listed identifier, a working transfer path, and a packet the officer can use if the radio dies.

Why the list breaks in waves, and why the July 9 cut landed now

The constraint that broke is not a new hours-of-service statute. It is the gap between self-certification and later technical review. MAP-21 told FMCSA to require electronic logging; the December 16, 2015 final rule (80 FR 78292, effective February 16, 2016, compliance December 18, 2017) built a market in which vendors register devices themselves. According to the 2015 Electronic Logging Devices final rule hosted by the Government Publishing Office, the adopted option was estimated to avoid 1,844 crashes a year, with 562 injuries avoided and 26 lives saved, and about $1,174 million in annualized net benefits at a 7 percent discount rate (2013 dollars). The ELD home page still quotes those 1,844 crashes, 562 injuries, and 26 lives.

That rule did not create a pre-market government lab for every app. It created a list, a transfer spec, and a removal path. Cheap smartphone-plus-dongle products can appear next to full fleet platforms. When FMCSA later finds that a product does not meet Appendix A, the removal is public and batched, because the list is public and batched. That is the wave.

The About ELDs page is the plain-English spec: the device must sync to the engine and record power status, motion, miles, engine hours, driver/vehicle/carrier identity, and duty status; the driver certifies the record; transfer is either telematics (web services and email) or local (USB 2.0 and Bluetooth), with a screen or printout as backup. ELD providers must offer at least one complete transfer option set. A product that cannot do that, or that fails other Appendix A tests, is what a revocation wave is for.

The implementation timeline was three phases. The carrier checklist still states the historic dates: voluntary use before December 18, 2017; AOBRD grandfathering through December 16, 2019; ELDs required after that. We are years past the mandate. The 2026 waves are not "ELD is new." They are "the list is being policed."

For a small desk, the practical tell is price and support. Devices that compete on a low monthly fee and a thin support line are the ones that show up in these notices. You do not need a market-share study to act: if your model string matches a row on the July 9 table, you are in the wave, and September 8, 2026 is the date that matters.

The hours-of-service rules did not move

An ELD records the clock. It does not rewrite the clock. The ELD overview is explicit: the ELD final rule does not change the basic hours-of-service rules or exceptions. According to FMCSA's summary of hours-of-service regulations, property-carrying drivers may drive a maximum of 11 hours after 10 consecutive hours off duty, may not drive beyond the 14th consecutive hour after coming on duty, must take a 30-minute break after 8 cumulative hours of driving, and may not drive after 60/70 hours on duty in 7/8 consecutive days.

Source: FMCSA Summary of Hours of Service Regulations.

According to the June 1, 2020 Hours of Service final rule on govinfo, FMCSA expanded the short-haul exception from 100 air-miles to 150 air-miles and stretched that exception's duty period from 12 hours to 14 hours, with a September 29, 2020 effective date. The current HOS page still points at those 2020 changes and, as of March 26, 2026, also describes spring/summer 2026 pilot tests (18 drivers across Flexible Sleeper Berth and Split Duty Period designs). Those pilots do not pause ELD revocations.

49 CFR Part 395 (eCFR display current through August 31, 2026) is the binding text, including the 150 air-mile short-haul exception in § 395.1(e)(1) that drops §§ 395.8 and 395.11 when the driver returns and is released within 14 consecutive hours and the carrier keeps six months of time records. If you truly live inside that exception every day, you may not need an ELD at all. If you break the radius or the 14-hour return even a few times a month, you may need RODS — and then the ELD rule, and then a listed device.

FMCSA's ETHOS tool will flag potential 11-hour, 14-hour, 30-minute-break, and sleeper issues on a sample log. It does not cover the 60/70-hour weekly cap. Use it to train dispatchers, not as a compliance system.

Who is actually required to carry a listed ELD

The drivers and motor carriers page states the default: most motor carriers and drivers who must keep records of duty status are in, including commercial buses and Canada- and Mexico-domiciled drivers unless an exception applies. The HOS page defines the commercial motor vehicle trigger as 10,001 pounds (weight or rating), 16 or more passengers not for compensation, 9 or more for compensation, or placarded hazardous materials.

The exceptions and waivers page lists the rule's built-in outs: drivers who use paper logs no more than 8 days in any 30-day period; driveaway-towaway operations where the vehicle is the commodity (or a motor home / RV trailer with a set of wheels on the ground); and vehicles manufactured before model year 2000. That 8-in-30 threshold is the one that catches a shop that is "usually local" and then runs a long interstate recovery.

Agricultural and personal-property fact sheets add more edge cases: non-business transportation of personal property can fall outside the FMCSRs entirely, and the 10,001-pound and 26,001-pound lines still decide whether HOS/ELD and CDL questions even open. If your clinic van is under 10,001 pounds, this wave may not touch you. If that van is a 14,000-pound box used in interstate commerce for the practice, it might.

Canada/Mexico operations in the United States still need U.S. evidence for the current 24 hours plus the previous 7 days, per the ELD FAQ set. A revoked U.S. app does not become legal because the tractor is plated in another country.

If you are choosing a replacement, start with the live registered list and the carrier checklist, then read a same-industry comparison of ELD options for small trucking fleets rather than a vendor landing page. Pair the hardware choice with how you already run logistics automation workflows and, if you also sit on a TMS, how that TMS passes driver and load files in AscendTMS versus McLeod.

A revocation is not a malfunction

Shops mix these two clocks and then miss both.

On a malfunction, the FAQ is specific: the driver must tell the carrier within 24 hours; the motor carrier has 8 days to repair, service, or replace; if the device cannot record and present HOS data, the driver uses paper logs or another recording system during that window. Under 49 CFR 395.34, a carrier that needs more time may request an extension within 5 days after the driver notifies the carrier, signed and sent to the FMCSA Division Administrator for the State of the principal place of business. The field map lists four service centers (Eastern in Baltimore at (443) 703-2240, Midwestern in Matteson, IL, Southern in Atlanta, Western in Lakewood, CO) plus a division office in each State.

On a revocation, the clock is the 60 days printed on the notice. There is no 8-day repair, because the product is no longer a listed ELD. Paper is allowed only until the notice's hard date. After September 8, 2026, paper used because you stayed on Ontime Logs iosix or Porter ELD is what the July 9 notice calls a 395.8(a)(1) problem.

The in-cab packet is the same either way. The carrier checklist still requires a user's manual, a transfer instruction sheet, a malfunction instruction sheet, and a supply of blank grid graphs for at least 8 days. Those four items can be electronic. Keep them with the truck, not in a back-office folder.

Supporting documents stay in force while you swap. The 2015 rule lowered the daily cap to 8 supporting documents and gave drivers 13 days to submit RODS and documents to the carrier. The checklist tells carriers to keep not more than 8 documents per driver per day, retain them 6 months, and keep ELD data and backup data on separate systems for 6 months. A wave is a bad week to discover those files live only inside the revoked vendor's cloud.

Data transfer still has to work on the new device. Providers must support telematics (web services and email) or local (USB and Bluetooth). If your lanes are rural, the Industry page's own warning applies: many portable or BYOD units need a cellular path. A listed device that cannot transfer at a Montana scale is a listed device that still gets you a citation.

USTA analysis: 31 named rows, and 10 hours against an 11-hour day

USTA analysis. This block uses only figures already cited above; it is arithmetic, not a new measurement.

Inputs: (1) the five 2026 notices on ELD News and Events name 3 + 12 + 1 + 10 + 5 = 31 device rows; (2) CVSA parks a property-carrying driver 10 hours for operating without a required registered ELD; (3) FMCSA's HOS summary caps property-carrying driving at 11 hours after 10 hours off duty.

10 ÷ 11 = 0.91, so one out-of-service hit consumes about 91 percent of a legal driving day on that unit. For a two-truck HVAC shop, that is not a warning letter. It is the difference between finishing the condensing-unit change and paying a second-day crew after the officer parks the truck.

Sources: FMCSA News and Events; CVSA ELD OOS notice; HOS summary. 31 and 10/11 are USTA arithmetic from those inputs.

A 10-person agency that runs one leased straight truck to a two-day conference has the same math: if that truck is still on Zee HOS Compliance on September 9, a single inspection can erase the driving day that was supposed to get the booth home. The clinic box truck is the same unit of risk. Headcount is not a defense.

What a small fleet should run this week

Print the July 9 table. Walk each truck. Record the ELD name, model number, and identifier on the device, not the invoice nickname. Compare those three strings to the live list and to the July 9 rows. If you match a revoked row, schedule the uninstall and the listed replacement so the new device is in the truck, with driver accounts, before September 8, 2026.

While you wait on hardware, run paper the way the notice describes, and keep the eight-day grid supply in the cab. Do not treat paper as a plan for September 9.

Rebuild the in-cab packet on the new device: manual, transfer sheet, malfunction sheet, blank grids. Test a transfer the way an officer will ask for it — web service or email, or USB/Bluetooth — and open the file in Web eRODS so you see the same grid the scale house sees.

A two-truck shop that already routes inspection packets and vendor swaps through US Tech Automations can treat the registered-list check as another scheduled job, not a new system. Put a monthly (or weekly, during a wave) compare of in-cab identifiers against the downloaded list, a September 8 countdown on the July 9 models, and a packet checklist on the same board you use for registration and insurance expirations.

Dispatchers who keep the current registered list and the September 8 clock on a US Tech Automations workflow will see the swap as a model change, not a rebuild of hours-of-service policy. The HOS numbers stay. The vendor row changes. That is the whole job.

Harassment and coercion rules do not pause for a wave. The harassment page defines harassment as a carrier action, using ELD or related technology, that the carrier knew or should have known would produce an HOS or 49 CFR 392.3 (ill/fatigued) violation; drivers have 90 days to file a written complaint. The coercion page is broader — shippers and brokers are in scope — and also uses a 90-day filing window. Do not use the new ELD's ping to push a driver through the 14-hour window so you can "make up" days lost to the swap.

If you are still designing the desk, the same pattern shows up outside trucking: a small shop that already automates recurring office work can hang a compliance clock on that rail instead of inventing a new binder. The public site for that rail is https://ustechautomations.com/.

Signal vs Speculation

Demonstrated fact (sourced): On July 9, 2026, FMCSA removed ten named ELDs and set a September 8, 2026 replacement date. Other 2026 notices on the same page used the same 60-day pattern. After the hard date, the agency tells officers to cite 395.8(a)(1) and apply CVSA out-of-service criteria. The 2015 ELD rule estimated 1,844 crashes avoided a year under the adopted option. Property-carrying HOS remains 11 hours driving inside a 14-hour window. Self-certification is still how a device gets on the list. FMCSA does not endorse listed devices.

Our read: If the 2026 notice cadence holds, small and mid-size fleets should treat the registered list as a living vendor-risk file for the next 12 to 36 months, not as a one-time purchase decision. Cheap apps that cannot fund Appendix A maintenance will keep falling off in batches. The winners for a 2- to 25-truck shop are not "more features." They are a listed identifier, a transfer path that works without cell service, a vendor that still answers the phone when FMCSA emails a deficiency, and a desk that can swap a model without rebuilding dispatch. We also read the overlapping HOS pilots on the current HOS page as a reminder that the clock rules and the recording rules can move on different calendars — do not wait for a sleeper-berth pilot to save a revoked app.

What we are not claiming: we have no sourced count of how many small carriers were on the July 9 ten, no sourced dollar cost to swap, and no sourced probability that any of those ten will be reinstated before September 8. If a provider is reinstated, FMCSA said it will say so. Until that notice exists, plan as if it will not.

Glossary

• FMCSA ELD revocation wave: A dated list purge of self-certified logging devices plus a fixed swap deadline, after which a stripped app is treated as no record of duty status.

• ELD (electronic logging device): Hardware and software that syncs to the CMV engine and records hours of service to Appendix A of 49 CFR Part 395, Subpart B.

• Registered list: The public catalog of self-certified ELDs at eld.fmcsa.dot.gov/List; FMCSA does not endorse the products on it.

• RODS (record of duty status): The driver's log — electronic on an ELD, or paper when a rule or a notice allows it.

• Out of service (OOS): A CVSA pass-fail stop that keeps the driver, vehicle, or cargo from moving until the defect is cleared; for a missing required ELD, historically 10 hours (property) or 8 hours (passenger).

• Self-certification: The provider attests that the device meets Appendix A; that attestation, not a government lab stamp, is what puts a row on the list.

• Short-haul exception: Operating inside 150 air-miles and returning within 14 hours, with time records, so §§ 395.8 and 395.11 (and therefore the ELD rule) may not apply.

• eRODS: The viewer safety officials use to open an ELD output file; Web eRODS is the public training version.

FAQs

What is an FMCSA ELD revocation wave?

An FMCSA ELD revocation wave is a public notice that removes named logging devices from the registered list and starts a swap clock, usually 60 days, after which those devices no longer count as a record of duty status. The July 9, 2026 wave named ten models and ends on September 8, 2026.

What happens if I am still on a revoked ELD after September 8, 2026?

Inspectors are told to cite 49 CFR 395.8(a)(1) and place the driver out of service under CVSA criteria. For property-carrying CMVs, that out-of-service period has been 10 hours, after which the driver may continue the original trip on paper with the inspection report in hand.

Do hours-of-service limits change when an ELD is revoked?

No. You still have an 11-hour driving cap and a 14-hour window on property-carrying operations, plus the 30-minute break and the 60/70-hour weekly caps. The ELD is the recorder. Revoking it does not add hours.

Can I keep using paper logs after a revocation?

Yes, during the notice's runway — for the July 9 wave, through September 8, 2026 — as a bridge while you install a listed device. After the hard date, paper used because you stayed on the revoked app is what FMCSA describes as no record of duty status. Separate from a wave, the 8-days-in-30 exception still exists for drivers who rarely need RODS.

Who is exempt from the ELD rule during a wave?

The same people who were exempt before the wave: 8-in-30 paper-log users, driveaway-towaway in the listed facts, pre-model-year-2000 vehicles, qualifying short-haul and agricultural operations, and vehicles that are not CMVs under the 10,001-pound / passenger / hazmat tests. A wave does not create a new small-fleet exemption.

How is a revocation different from an ELD malfunction?

A malfunction gives you 24 hours to notify the carrier and 8 days to repair, with a possible extension filed within 5 days to the State division office. A revocation gives you the notice's 60-day swap and then treats the old app as illegal. You cannot "malfunction" your way past September 8 on a stripped model.

Does matching the vendor name keep me legal?

No. Match model number and ELD identifier. TT ELD Inc still has other devices on the registered list while TT ELD 40 was on the July 9 removal table. Officers read the identifier, not the brand painted on the cable.

Teams that already move driver files and roadside packets through US Tech Automations will attach the new user manual and malfunction sheet to the same packet they already carry. That is a file-swap on an existing path.

If you want that path on an agentic workflow instead of a shared inbox, start at the agentic workflows platform and hang the registered-list check, the September 8 clock, and the in-cab packet on one job. More of the same playbook sits on the US Tech Automations homepage.