Webinar Replay #84: CVSA North American Standard Out-of-Service Criteria for 2026

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Steve Kessler: Good afternoon

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Steve Kessler: Welcome to the Infinity. Fast Forward Webinar Series on this beautiful February day.

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Steve Kessler: I appreciate you all taking some time out to join us this afternoon.

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Steve Kessler: Our topic today, I think, is very important. We’re going to discuss CVSA North American Standard Out-of-Service criteria for 2026,

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Steve Kessler: as I’m sure many of you know, each year members of the CVSA fill out ballots and they make some decisions based on criteria changes for out of service. So, these are the

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Steve Kessler: changes that have been put in place for 2026. And that’s what we’re going to speak about today

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Steve Kessler: before we? We get into the program a couple of housekeeping things.

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Steve Kessler: Those of you that have joined the webinar are muted so we can’t hear you. So, if you want to pose a question or have a comment, you can use the chat box which is available there in the tray in front of you, and, if you’re inclined, you can use the Q&A box which will accomplish essentially the same thing.

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Steve Kessler: We can see those comments and questions on our side. And we’re going to try to hold those questions until the end, just to make sure we can get through all the material we have to present today.

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Steve Kessler: So, if you all don’t mind, why don’t you just jump on the chat? Tell us who you are, where you’re from, what company you’re with, so we can get some idea who’s out there today.

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Steve Kessler: And while you’re doing that, let me introduce Mark Ray.

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Steve Kessler: Those of you that join our webinars each month or a couple times a month. No, mark

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Steve Kessler: Mark’s a consultant in the industry. He’s 35 years, I believe, as a truck transportation. Executive mark is a certified Director of Safety. He still holds a CDL and is very much involved with a number of advisory boards and councils and such around the North Texas area here. And he also was a commissioned army officer.

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Steve Kessler: So, Mark, what do you think about today’s program? People Out-of-Service can be kind of costly in this business.

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Mark Rhea: Out-of-Service are 3 words that are very important to our industry, and there’s a lot of misconceptions, misunderstandings, misinterpretations of what is Out-of-Service and the criteria behind that. And luckily today we’ve got a polished professional that’s going to present

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Mark Rhea: that to us, Officer Mrozinski, from Frisco, Texas, the home of the Dallas cowboy practice facility, I believe. Isn’t that right, Tom?

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Steve Kessler: That is correct.

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Mark Rhea: And you know one of the things I’ve heard from drivers over the years when they get put out of service.

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Mark Rhea: Nobody told me, or I didn’t know. And there’s no excuse for that, I think, sharing this information, exchanging this information through the infinity platform.

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Thomas Mrozinski, Jr.: Okay.

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Mark Rhea: With either the existing content that we have or doing your own custom content. You’ve got to get this information from professionals like officer, Tom, to your drivers in the field, or they’re going to make their own interpretation. So I’m really looking forward to this today.

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Steve Kessler: Yeah, me, too, Mark. So, without any further delay, and thank you all for chiming in on the chat. It’s great to see some of our good customers there. Thank you for joining us. So let me introduce our guest today. Our guest today is Officer Thomas Merzynski. He’s a full-time police officer with the city of Frisco, Texas

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Steve Kessler: police Department has got over 31 years of law enforcement experience, specializing in traffic commercial vehicle, enforcement and collision investigation.

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Steve Kessler: Tom holds a master peace officer license with the Texas Commission of Law enforcement. With approximately 4,000 h of continuing education.

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Steve Kessler: He has investigated hundreds of fatal collisions involving passenger and commercial motor vehicles throughout his career and has presented collision reconstruction cases in court and provided civil depositions regarding his investigations.

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Steve Kessler: Thomas has received extensive classroom training and has participated with controlled live crash testing during collision investigations and reconstruction.

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Steve Kessler: Tom is certified to conduct CVSA. North American Standard. General hazardous materials, cargo, tank and other bulk packaging inspections.

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Steve Kessler: He serves as the agency MCSAP Coordinator. And for those of you that don’t know. That’s a motor carrier safety assistance program and overseas all training and certifications of CDL. Inspectors for the Frisco police department.

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Steve Kessler: He served on several committees within CVSA. As a voting member, and on the Board of Directors with the Commercial Vehicle Safety Alliance as the past locals, membership, vice president and president, and as the current chair of the operation airbrake program with CVSA.

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Steve Kessler: As the only local law enforcement member officer. Morozynski received an appointment from the Acting Administrator, Ann Carlson, of the National Highway Traffic Safety Administration to serve on the Agency’s 6th edition of the Model Minimum Uniform Crash Criteria Committee for the National Highway Traffic Safety Administration for a two-year term.

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Steve Kessler: In addition.

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Thomas Mrozinski, Jr.: I’m sorry.

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Steve Kessler: Tom has received an appointment from the Secretary of Transportation, Pete Buttigieg.

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Steve Kessler: You serve as a law enforcement member on the Department’s Advisory Committee on Underride Protection for a two-year term.

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Steve Kessler: Tom currently serves as a contract instructor for the Commercial Vehicle Safety Alliance for the CMV. Post crash inspection. Course.

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Steve Kessler: he’s an active member of the Dallas-Fort Worth safe the Council of Safety Professionals.

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Steve Kessler: and has presented various instructional topics to the Council.

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Steve Kessler: So, without any further delay, Thomas. Welcome. Thank you, sir, for being here, and

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Steve Kessler: I’ll turn it over to you.

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Thomas Mrozinski, Jr.: Okay. Well, thank you both Mark and Steve. It’s an honor to be back here in front of you, was here a few years ago, presenting with another CVSA colleague. So again, I’m honored to be here in front of you and your

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Thomas Mrozinski, Jr.: customers that you have here to listen to talk about an important topic, such as the on a service criteria so the presentation that I’m going to present today was built by

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Thomas Mrozinski, Jr.: CVSA. It was presented through their webinar system back on January 29.th So if any of you were on that, then you’re going to see the same presentation, but it doesn’t hurt to go over it again. So we’ll go ahead and get started. There are a few updates with the 2026 Out-of-Service criteria and inspection bulletins. And we’re going to go over a few of those just to kind of get started this year’s Out-of-Service criteria handbook highlights, the winner of the 2024 North American Inspectors Championship, Jared Coaster from the Fort Worth Police Department in Texas.

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Thomas Mrozinski, Jr.: This was Jared’s 1st time competing at Nace.

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Thomas Mrozinski, Jr.: Last year he took home the Jimmy K. Ammons, grand champion award. He also took home 3rd place in the hazardous materials. Dangerous good inspection. 1st place in the passenger carrier level. 5. Inspection, and 1st place in the level. One inspection.

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Thomas Mrozinski, Jr.: Please look for his articles in the next few issues of the Guardian Magazine. The 1st quarter article is titled My Journey to Nace and his personal story. I know Jared personally. He’s a phenomenal officer a quick bit about him. He’s only been a police officer about 7 years, and he’s only been a commercial vehicle inspector for about 3 of those. So, this is a tremendous, tremendous honor for him to achieve this in a short amount of time. So, I just want to throw that out there as well.

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Thomas Mrozinski, Jr.: All right. So, we’ll dive into the changes that will take effect on April 1st of 2026, just as a note. They always indicate how the changes in the Handbook are shown

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Thomas Mrozinski, Jr.: with the slide. Here on the screen the asterisk will be at the beginning of each section, subsection and paragraph, so that it is evident what sections have been updated, and the edited section is highlighted in gray.

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Thomas Mrozinski, Jr.: So, we’ll start in part one of the driver.

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Thomas Mrozinski, Jr.: There weren’t very many, but some are significant changes.

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Thomas Mrozinski, Jr.: Sorry about that little lag in my system.

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Thomas Mrozinski, Jr.: The 1st change will come in part one deals with Canadian non CDL license drivers

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Thomas Mrozinski, Jr.: that are transporting dangerous goods or hazardous materials.

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Thomas Mrozinski, Jr.: Canadian drivers are required to present a transportation of dangerous goods certificate when they are transporting dangerous goods.

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Thomas Mrozinski, Jr.: You can see the bullet points on the screen that are required to be on the certificate, and part of the requirement is that that driver is trained in the aspects of handling the dangerous goods for the product they are transporting.

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Thomas Mrozinski, Jr.: For example, this TDG certificate lists the classes of dangerous good that the driver is trained for on the screen we can see that the driver is trained in all

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Thomas Mrozinski, Jr.: TDG categories or classes.

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Thomas Mrozinski, Jr.: However, let’s presume that only the box for class 3 and Class 8 are checked.

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Thomas Mrozinski, Jr.: That would indicate that the driver is not permitted to transport any classes of dangerous goods other than Class 8 and 3.

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Thomas Mrozinski, Jr.: If a driver is transporting any class materials other than class 3 or 8, the driver would be placed down a service.

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Thomas Mrozinski, Jr.: The next changes to item 3 b. 1. Regarding commercials learners permits the previous language simply required the CLP holder to be accompanied by a driver with a valid CDL. The Driver Traffic Enforcement Committee discussed several incidents where the CDL. Holder could possess a valid CDL but not be otherwise qualified to drive a CMV. Because they are prohibited in the drug and alcohol clearinghouse or are medically disqualified.

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Thomas Mrozinski, Jr.: The intent of the CDL holder being the driver is to ensure a fully qualified driver is accompanying the CLP holder. So, the language in red was added.

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Thomas Mrozinski, Jr.: but they must be legally authorized to operate the CMV. If needed. During the stop.

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Thomas Mrozinski, Jr.: FMCSA. Also updated 383.2 5 to reflect the same language.

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Thomas Mrozinski, Jr.: So, for example, if the CDL holder that is accompanying the CLP holder has a valid CDL, they are prohibited in the drug and alcohol clearinghouse. The CLP holder would be placed down a service, since they are not accompanied by a CDL. Holder is authorized to operate the commercial motor vehicle for that trip.

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Thomas Mrozinski, Jr.: and they list that example there by putting this information within the criteria.

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Thomas Mrozinski, Jr.: Let’s go back to the transportation. Dangerous goods for a second

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Thomas Mrozinski, Jr.: we previously discussed that if a TDG certificate lists the dangerous good classes, the driver is only permitted to transport the classes that are listed on the certificate.

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Thomas Mrozinski, Jr.: We already discussed that for non CDL. Holders in section 2-point B, but the same language was added to item 3 C. For Canadian CDL holders as well.

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Thomas Mrozinski, Jr.: So all it does is put the same language in the non. CDL and CDL section again. This is for Canadian drivers only.

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Thomas Mrozinski, Jr.: Now let’s take a minute to cover a pretty significant change to the medical certification section of the Out-of-Service criteria. In Item B. 4,

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Thomas Mrozinski, Jr.: the Driver Traffic Enforcement Committee discussed the fact that the current Out-of-Service criteria places a passenger carrying driver Out-of-Service the 1st time they are inspected without a valid medical certificate, that property carrying drivers are required to have a second offense before being placed out of service.

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Thomas Mrozinski, Jr.: The committee agreed that failing to have a valid medical examination poses an imminent hazard when health conditions are not properly identified. So logically, the driver should be placed on a service on the 1st offense, regardless of whether they operate in a passenger or property carrying vehicle based on that, the committee voted to remove B. 4. That required a subsequent offense and added property carrying to B. 3,

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Thomas Mrozinski, Jr.: and that’s notated with the red information being removed.

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Mark Rhea: So, one strike, and you’re out.

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Thomas Mrozinski, Jr.: Yes, sir.

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Thomas Mrozinski, Jr.: So now, a driver that does not possess a physical or electronic copy of their medical certificate, and their medical certificate is not on file with the State, will be placed down a service on the 1st offense.

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Thomas Mrozinski, Jr.: The committee also discussed the fact that many drivers, especially those without CDLs, may have a medical certificate that simply failed to carry it with them that day.

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Thomas Mrozinski, Jr.: It is not the intent of the committee to place Out-of-Service drivers that are medically certified but simply forgot their card at home.

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Thomas Mrozinski, Jr.: Based upon that, the committee updated operational Policy 15. To allow a driver an opportunity to have a copy of their medical certificate emailed or delivered to the scene during the inspection.

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Thomas Mrozinski, Jr.: This updated policy asks when a driver should be placed on a service for failing to have proof of their medical certification.

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Thomas Mrozinski, Jr.: the answer is that the driver should only be placed Out-of-Service if they cannot provide proof of their medical certification before the completion of the inspection.

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Thomas Mrozinski, Jr.: This allows the driver the opportunity to contact their carrier or someone at home to send them a copy to avoid being placed on a service if they receive it. Before the conclusion of the inspection.

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Thomas Mrozinski, Jr.: To be clear, this policy is only referring to whether the driver should be placed down a service. The policy is not intended to tell inspectors whether a violation should be documented if the driver was not in possession of the medical certificate at the time of inspection, so just to clarify in a case were, like a FedEx or a UPS truck, for example. Non. CDL, holder. In some cases, we’re talking about our delivery folks

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Thomas Mrozinski, Jr.: would be required a medical card if they simply forgot it, and they can get it before the inspection is over. To the inspector. We could still list the violation for not having it, but they would not be placed down a service.

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Thomas Mrozinski, Jr.: and that’s clear guidance to us there in Ops policy. 15.

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Thomas Mrozinski, Jr.: Alright. That’s the end of Part one. We’ll go into Part 2.

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Thomas Mrozinski, Jr.: This is going to cover our vehicle section.

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Thomas Mrozinski, Jr.: Sorry about the delay.

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Thomas Mrozinski, Jr.: Okay, so the 1st update in this policy section of Part 2

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Thomas Mrozinski, Jr.: vehicle committee agreed to update the policy related to when

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Thomas Mrozinski, Jr.: 20% of the breaks in a combination cannot be inspected

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Thomas Mrozinski, Jr.: and the inspection can still be considered a level. One. Inspection and eligible for a CVSA decal.

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Thomas Mrozinski, Jr.: The policy did read. If more than 20% of pushrod travel on exposed pushrods cannot be measured, then a CVSA decal should not be applied.

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Thomas Mrozinski, Jr.: It now reads, sorry about that.

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Thomas Mrozinski, Jr.: Sorry. My computer is having a little delay on this folks. I apologize.

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Thomas Mrozinski, Jr.: It now reads if more than 20% of the breaks

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Thomas Mrozinski, Jr.: are not inspected, then a CVSA decal should be issued. So, we removed the exposed pushrod, obviously due to disc brakes and other brake components.

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Thomas Mrozinski, Jr.: This allows for this policy to be used regardless of what type of brakes are being inspected.

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Thomas Mrozinski, Jr.: The old policy was restricted to air brakes with exposed push rods to measure. And there’s a couple examples up there on the screen is what we’re talking about that are exposed. Push rods would not be there

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Thomas Mrozinski, Jr.: next, we have a change that affected 2 areas in the Brake section. The Vehicle Committee discussed a situation where a combination is declared Out-of-Service for inoperative brakes due to an electrical line that is disconnected like you see in this picture

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Thomas Mrozinski, Jr.: or a service. Glad hand hose that is disconnected from the trailer. Historically, violations were documented for each individual inoperative break on the trailer, and the issue request received was to treat this situation the same as a disconnected pigtail for lamps on the rear of the trailer.

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Thomas Mrozinski, Jr.: The 1st amendment for an electric brake trailer with the unplugged electrical cord was added to the 20% brake section

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Thomas Mrozinski, Jr.: for hydraulic and electrical breaks include indicating that this situation be treated the same as an unplugged electrical connection for trailer lamps and be recorded as one Out-of-Service violation only rather than one violation for each break and an additional Out-of-Service violation.

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Thomas Mrozinski, Jr.: A note was also added to remind inspectors to reconnect the electrical cord and inspect the brakes to ensure they are operational.

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Thomas Mrozinski, Jr.: There was a second note, as well, reminding inspectors that in the case of the electrical cord to also go to lighting devices when an electrical cord is unplugged to ensure they document the lighting violations as well.

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Thomas Mrozinski, Jr.: So, in this case the unplugged electrical cord was would result in 2 different Out-of-Service conditions, one for brakes and one for lighting.

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Thomas Mrozinski, Jr.: The second Amendment was in the Air Brake section for the disconnected service, glad hand that would also result in all brakes on the trailer being inoperative.

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Thomas Mrozinski, Jr.: This also this will also be treated the same as the unplugged electrical connection for trailer lamps and be recorded as one Out-of-Service violation rather than one violation for each break.

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Thomas Mrozinski, Jr.: Again. In this instance, once the connection is reestablished, the brakes will be inspected, and if additional violations are found in the brakes at that time, for example, breakout of adjustment, contaminated brakes, etc. Those violations will be recorded, and if applicable, an additional Out-of-Service condition may be noted.

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Thomas Mrozinski, Jr.: The next update related to kinked and or crimped airlines like the ones you see here on the slide.

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Thomas Mrozinski, Jr.: The issue of how crimped or kinked an airline needs to be to restrict airflow has come up several times in the past.

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Thomas Mrozinski, Jr.: Interpretation at roadside can be from. It’s good until the brake doesn’t function to anything less than its full diameter is restricted.

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Thomas Mrozinski, Jr.: Due to this varying degree of interpretation. The end of service is not being applied. Uniformity

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Thomas Mrozinski, Jr.: brake manufacturers. Members of TMC and SAE have been consulted on this issue through the Vehicle Committee several times, and it has always remained an unsolved issue.

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Thomas Mrozinski, Jr.: Maintenance documents produced during these discussions indicated that anything less than 65% of the diameter should be replaced. However, the brake manufacturers emphasized that this measurement is a maintenance standard and does not necessarily reflect an imminent hazard.

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Thomas Mrozinski, Jr.: They also indicated that, depending on the location of the airline, the severity of the air restriction can vary.

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Thomas Mrozinski, Jr.: It was also discussed that there were some brake line fittings that will result in the inside diameter of the airline being decreased by up to 40% when the fitting is installed, and that is perfectly acceptable.

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Thomas Mrozinski, Jr.: They further indicated that a crimped airline will likely affect the release of the brake more than the actual application.

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Thomas Mrozinski, Jr.: Through discussion, it was clarified that even though a hose may be found with a kink or crimp in it that does not necessarily mean that it is an imminent hazard and out of service.

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Thomas Mrozinski, Jr.: So, through the operation airbrake program and the Vehicle Committee. We both agreed to remove the Out-of-Service conditions from the criteria. It can still be documented as a violation under 393, 45 in the Us. Or NSC. Standard 11 B. In Canada, which will require the airline to be replaced before next dispatch. As both the Us. Regulations and NSC. Standard reference kinked crimped airlines.

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Thomas Mrozinski, Jr.: However, the criteria will only reflect.

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Thomas Mrozinski, Jr.: damaged by heat or broken airlines as indicated here.

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Thomas Mrozinski, Jr.: So, this was a pretty significant change for us, and it has been discussed both in the operation, airbrake and Vehicle committee. For quite some time now

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Thomas Mrozinski, Jr.: the new section was added, based upon a situation that came in on an issue request that indicated that a truck tractor, semi-trailer combination that was in collision in a collision, had a rubber hose labeled Fuel Emissions, fluid

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Thomas Mrozinski, Jr.: with brass fittings, brass in fittings to supply a brake chamber. This hose had failed which caused the tractor to lose air pressure.

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Thomas Mrozinski, Jr.: Brake manufacturers agreed that the use of hoses is not intended for air brakes.

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Thomas Mrozinski, Jr.: use should not be used, and suggested wording for the Out-of-Service criteria, which was approved by the Vehicle Committee, indicating that if a hose is labeled for a different application other than air brakes. It is out of service. This does not mean that all lines used for air brakes must have markings on them.

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Thomas Mrozinski, Jr.: So, I’ll just kind of reiterate that this was a big point of discussion as well. We’re not saying that every line that you put on there must be marked. However.

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Thomas Mrozinski, Jr.: if it’s used within the air brake system, and it’s marked for other use than air brake, then it will constitute out of service

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Thomas Mrozinski, Jr.: the same amendment was made to the Hydraulic Brake Section, as the theory would be the same for those hoses and lines.

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Thomas Mrozinski, Jr.: So same wording was placed within that section

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Thomas Mrozinski, Jr.: vehicle. Next change. The vehicle committing operation airbrake program discussed the concern from now service language related to the trailer supply valve when it when it’s requirement to shut off the air supply before 20 psi.

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Thomas Mrozinski, Jr.: The guidance in the bulletin and the Out-of-Service indicated that if the primary or secondary system went below 20 psi. The vehicle was Out-of-Service as indicated in the picture. You have the primary at 10 psi, and the secondary at 60 psi. So that would have been out of service.

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Thomas Mrozinski, Jr.: A new truck was tested and had a dual circuit air brake system which all current air brake systems have, and one system closed below 20 psi, while the other system closed and stayed above 20 psi.

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Thomas Mrozinski, Jr.: The brake manufacturers and FMCSA. Provided information that the 20 to 45 psi requirement in the FMCSA and the NSC. Standard 11 B. Was based on the single circuit brake system prior to the requirements for a dual circuit air brake system in FMCSA. 121,

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Thomas Mrozinski, Jr.: due to the dual circuit brake system. One system can go below 20 psi. If the other system stays above 20, it was determined that the Out-of-Service criteria should be amended to reflect both systems needing to be below 20 psi before the vehicle is declared out of service.

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Thomas Mrozinski, Jr.: So now the truck is on the left

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Thomas Mrozinski, Jr.: does not indicate an Out-of-Service condition, because one system is still above 20 psi. But the vehicle on the right would be out of service, because the gauge indicates both the primary and secondary systems are below 20 psi, which is out of service.

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Thomas Mrozinski, Jr.: So that change was made.

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Thomas Mrozinski, Jr.: In addition to that, the inspection bulletin 30. I’m sorry. 2010. 0, 1 was also updated to reflect the same language.

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Thomas Mrozinski, Jr.: The next update was simply to change in reference to the hydraulic brake system inspection bulletin. It was updated to the new title of Hydraulic Electric Surge brake system and light duty trailer inspection procedure

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Thomas Mrozinski, Jr.: as a reminder. This title was changed, based upon the addition of the light duty trailer hitch information for mismatch ball hitches that was modified in April of 2024.

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Thomas Mrozinski, Jr.: If you missed it or require more details on those updates, you can go into the CVSA learning and go through. The inspector focused title, ball, hitches, inspector Bulletin, 2012 0, 4, found on the vehicle inspections, dashboard, dashboard.

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Thomas Mrozinski, Jr.: The next update was a minor update, and only applies to the Us.

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Thomas Mrozinski, Jr.: So, our Canadian folks can take a break on this one.

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Thomas Mrozinski, Jr.: It is related to a note added to the violation reference for 392.9 a 2 in relation to the securement of vehicle components and dunnage.

147
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Thomas Mrozinski, Jr.: This note was added to clarify that loose dunnage, vehicle components, etc., should be listed as a vehicle violation, even though 3 92.9 a 2 is a driver. Violation in the regulation.

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Thomas Mrozinski, Jr.: There has been confusion during training as to whether the Out-of-Service condition should apply to the driver or to the vehicle based upon where the violation code is in the regulation.

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Thomas Mrozinski, Jr.: This clarification was simply added in the reference for training purposes.

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Thomas Mrozinski, Jr.: There was also an addition made to the operational policy. 15. Reference for the curtain, sided trailers, guidance that came out in April of 2024.

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Thomas Mrozinski, Jr.: If you missed it or require more details for those updates. Again, you can log on to the CVSA. Learning that information is under the operational policy. 5 decals, inspections and operational policy 15. It’s covered in cargo securement section for a short focus course. If you’re interested

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Thomas Mrozinski, Jr.: all right in the lighting device section, there was an addition due to the update that was made to the April 2024 Out-of-Service criteria for headlamps and tail lamps, indicating that the vehicle is not placed out of service. If the lamps are inoperative solely to do due to the driver not turning them on

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Thomas Mrozinski, Jr.: when the update was made to the title by adding the information in the parentheses

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Thomas Mrozinski, Jr.: does not include lamps that are not turned on the amendment unintentionally affected. The Out-of-Service condition for projecting loads in paragraph 3

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Thomas Mrozinski, Jr.: overhanging loads can operate in a variety of ways and are not necessarily switched on off like headlamps and tail lamps. It was determined that projecting load lamps should be in their own section, and if not operative or missing, etc. Be Out-of-Service regardless of the reason. This amendment also changed. Clause B for lamps at any time, day or night, to clause C,

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Thomas Mrozinski, Jr.: so just added that section for the lamps on projecting load, and just moved

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Thomas Mrozinski, Jr.: the B down to C for the lamps anytime, day or night.

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Thomas Mrozinski, Jr.: There was also a note added to the lighting section under the criteria for the unplugged pigtail that we discussed earlier. This was a reminder note that was discussed when the language was created for the disconnected electrical cord for the electric brakes. This note serves as a reminder for inspectors

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Thomas Mrozinski, Jr.: to refer back to the brake system. If they have inoperative electric brakes due to the electrical plug to ensure, they take consideration the Out-of-Service for brakes as well as the lamps.

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Thomas Mrozinski, Jr.: All right. These pictures were shown of a vehicle with a cracked bottom plate between the U-bolts. The amount of service criteria was considered confusing, so some did not feel it was 100% clear that this should be placed out of service. The Vehicle Committee agreed that this condition was hazardous as cracked or loose U-bolt, and the section was amended to make it clear in the language that a U-bolt bottom plate that is cracked is out of service

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Thomas Mrozinski, Jr.: under Part 2 item 11 DA diagram of the Equalizer suspension was added to the criteria last year to help clarify what Out-of-Service criteria section should be used for various conditions.

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Thomas Mrozinski, Jr.: Further clarification was requested to differentiate between the bushings and the bolts where the arrows were pointing for additional arrows were added to the diagram, and a note was added to help clarify that bushings are referenced in D 2 of the Out-of-Service criteria and the bolts are referenced in d 1.

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Thomas Mrozinski, Jr.: So, it just made a little bit easier for roadside inspectors and your maintenance people to

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Thomas Mrozinski, Jr.: clarify what we are looking at.

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Thomas Mrozinski, Jr.: The next amendment to the Out-of-Service criteria in reference to an issue that was submitted and discussed to add a note to the Out-of-Service criteria in both the steering tires and all other tires section.

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Thomas Mrozinski, Jr.: This issue had been dealt with before in 2014, indicating that rubber mud flaps, contacting the tire should not be out of service, but no action was taken in the Out-of-Service criteria.

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Thomas Mrozinski, Jr.: Further discussion was around. Mud flaps that are harder compound, or may potentially have brackets, and should they be included if the bracket and or harder plastic compound mud flaps are contacting the tire.

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Thomas Mrozinski, Jr.: The language was developed to only include the exemption for rubber mud flaps, contacting the tire, as you can see in those pictures, so if it’s got a frame around it, or if it’s a rigid, harder plastic, then no, if it’s in contact, then we’re going to consider that out. But if it’s simply a rubber mud flap. Then we’re not.

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Thomas Mrozinski, Jr.: and that was included both in the steer and all other tire section.

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Thomas Mrozinski, Jr.: Although the note was added the steering axle tire section. The bulk of these situations will be referenced under 12 b. 5. This situation is commonly found roadside where the mud flap has tucked up under the top of the tire. In this case the note prevents this condition from being placed down a service. As you can see from an example in the picture.

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Thomas Mrozinski, Jr.: The next amendment is related to an update. Last year a new criterion was put into the tire section for automatic tire inflation systems or ATIS with leaks in the tread area

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Thomas Mrozinski, Jr.: a new section was added, indicating that if there is a leak in the tread area of a tire equipped with ATIS, but it wasn’t significant enough to reduce the tire inflation pressure, and the ATIS was keeping up with the leak. The tire was not out of service.

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Thomas Mrozinski, Jr.: The new wording inadvertently eliminated Out-of-Service conditions for leaks in the sidewall, on tires equipped with ATIS because it was not specifically addressed

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Thomas Mrozinski, Jr.: so, to ensure the sidewall leaks are treated differently than the tread area leaks 12 b. 1 was amended to specifically address tires not equipped with ATIS, that have leaks in the tread area

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Thomas Mrozinski, Jr.: 12 B 2 was left the same, addressing a tire that is equipped with an automatic tire inflation system that has a leak in the tread area.

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Thomas Mrozinski, Jr.: and then 12 B. 3 was added to address leaks in the tire sidewall, regardless of whether the tire is equipped with an ATIS or not. Any tire with a leak in the sidewall is going to be out of service.

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Thomas Mrozinski, Jr.: so just help there.

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Mark Rhea: Excuse me, is there any criteria for a qualified tire inflation system.

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Thomas Mrozinski, Jr.: Not. I don’t think that was discussed Mark, during any of the meetings that I was in.

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Thomas Mrozinski, Jr.: It’s going to be pretty standard. That’s installed, more than likely from your original OEM systems.

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Thomas Mrozinski, Jr.: It. I don’t recall it being specifically discussed, though. For any additional add-ons.

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Thomas Mrozinski, Jr.: All right, there were some changes more really, just to clean up some language. So, we’re going to cover some changes in the tire section related to radial and bias tires.

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Thomas Mrozinski, Jr.: This amendment to the criteria was more housekeeping than anything. The tire criteria has always had 2 different Out-of-Service sections for biased ply and radio ply tires. However, the criteria are the same. You will see in 7 and 8. In both cases, if more than one ply is exposed in the sidewall, and the area exceeds 2 square inches or 12.9 square centimeters of vehicles out of service.

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Thomas Mrozinski, Jr.: Also, in the dual tire section. Although worded differently, the result is the same for bias and radial tires. The bias ply says when more than one ply is exposed and radio indicates 2 or more, which is the same.

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Thomas Mrozinski, Jr.: So, to eliminate confusion and to clean up the Out-of-Service criteria. 2 sections were deleted, and the remaining sections were renumbered and both sections applied to all types of tires, and the criteria no longer differentiate between radio and bias ply tires. There’s no impact on when either type of the tires Out-of-Service as they were both the same conditions.

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Thomas Mrozinski, Jr.: So just shorten it by about a page and a half.

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Thomas Mrozinski, Jr.: Okay, that’s all. For part 2 vehicle section.

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Thomas Mrozinski, Jr.: We’ll move into Part 3 for the hazardous materials, dangerous goods. And you’ll be happy to know that there’s no updates. So, we’re going to move as directed on that one. So, no updates for there

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Thomas Mrozinski, Jr.: the next few slides just go over some changes’ additions to the other information that’s in the Out-of-Service criteria. One here deals with Canadian Dl. Charts. Other updates to the handbook include the Canadian driver’s license charts and pictorial

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Thomas Mrozinski, Jr.: updates were made to the charts for British Columbia, Alberta, Saskatchewan, Manitoba, and Ontario.

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Thomas Mrozinski, Jr.: If you do not have the handbook you can go into your digital library.

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Thomas Mrozinski, Jr.: find the Operations Manual, find the Canadian driver’s license reference guide folder. Then you will see the English and French version, and you can download a Pdf. Of that particular guide.

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Thomas Mrozinski, Jr.: In addition, there were 20 new Out-of-Service pictures added the updated pictures in the A 2026 out of service, criteria, handbook range from Out-of-Service conditions related to brakes, cargo, securement coupling devices, frame suspension tires, wheels and hubs. And I also ask if you see something that’s a little more updated from a picture standpoint, please send it into CVSA, and they will be glad to get it added into the pictorial.

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Thomas Mrozinski, Jr.: All the pictures in the Pictorial in the Handbook are now found in the CVSA. Learning on the main page for download, you will find the out of service. Criteria, violations, photo button on the lower left side of the page. From the main page the pictures for each

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Thomas Mrozinski, Jr.: Critical inspection items are in folders available for downloading to use for any of your training, any needs you may have within your State Providence Territory or Company. So, if you need something. One of these pictures to go in and put within your presentation. They are available there for your download

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Thomas Mrozinski, Jr.: jurisdictional watermark copies of the 8 and a half by 11 version they’re sent out to our inspector. Lead agencies. Excuse me. Back in December.

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Thomas Mrozinski, Jr.: Other versions of the Out-of-Service criteria will be available for purchase in February throughout the website. I know I just ordered ours yesterday

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Thomas Mrozinski, Jr.: on the homepage of the website. Just click on the store.

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Thomas Mrozinski, Jr.: In addition.

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Thomas Mrozinski, Jr.: once you’re in the store you’ll see different versions of the criteria for purchase. There is a handbook or the electronic version of the Handbook, the Spanish Edition. English, Spanish Edition. French Canadian Edition, and the English French Edition.

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Thomas Mrozinski, Jr.: Also, a Bulk Discount Prices for Handbook members. The Enforcement Local member or Trucking Association members. There’s Wendy’s contact that if you do wish to place some type of bulk order, submit it directly to her. She’s very responsive, and she’ll get you taken care of.

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Thomas Mrozinski, Jr.: They also have an app available through the Apple store or Google play

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Thomas Mrozinski, Jr.: with the app. You get access to the search criteria Handbook.

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Thomas Mrozinski, Jr.: You also have access to historical and a service that you may have purchased throughout the app. In the past.

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Thomas Mrozinski, Jr.: You can easily navigate through the Out-of-Service criteria from the table of contents. You can also access inspection procedures, bulletins, the Canadian Dale charts, policies, and the emergency declarations portal. Among several other handy reference items.

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Thomas Mrozinski, Jr.: So that’s it on the Out-of-Service criteria. The next few slides just kind of go over some of the inspection bulletins that may have been updated since last year.

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Thomas Mrozinski, Jr.: They’re highlighted 3 pages in the Out-of-Service criteria handbook outlining the new and updated inspection bulletins.

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Thomas Mrozinski, Jr.: There was one new

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Thomas Mrozinski, Jr.: one, new one, and 9 bulletins were amended during 2024, and one amended for April one of 2026,

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Thomas Mrozinski, Jr.: and you can see those changes on the slide there.

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Thomas Mrozinski, Jr.: CVSA also publishes a UCR Enforcement guidance Bulletin annually. Bulletin is published and released on January first, in the outline that enforcement is imminent or immediate. For the 2026 UCR fees.

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Thomas Mrozinski, Jr.: fees of 2026 contain approximate 25% increase in fees across all 6 tiers.

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Thomas Mrozinski, Jr.: The Bulletin was also updated to contain a note that indicates if a State does not have a supporting regulation

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Thomas Mrozinski, Jr.: 3 92.2 charge can be cited to an interstate carrier that may need UCR fees in another state.

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Thomas Mrozinski, Jr.: There is an inspector focus catalog on the vehicle inspections dashboard of the CVSA learning tab in your member portal. If you want to go in and use any of that information.

216
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Thomas Mrozinski, Jr.: remember the combined inspection bulletin Pdf. It is also available for downloading.

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Thomas Mrozinski, Jr.: in the Operations Manual. As we previously discussed.

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Thomas Mrozinski, Jr.: the new version will be posted on April 1st of 2026.

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Thomas Mrozinski, Jr.: When the updated 2015 to 4. Enforcement of medical examiner certificate integration with the commercial driver’s license is posted reflecting the new medical card information. So be sure to download that in April.

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Thomas Mrozinski, Jr.: all right, there were a couple changes to operational policy. 15. Update related to the rear impact guard and the requirement for the certification label in the Us. Regulations. During the fall conference it was announced that CVSA had received the denial letter

221
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Thomas Mrozinski, Jr.: from FMCSA. To their petition, requesting the removal for the requirement for a certification label on a rear impact guard from the FMCSA.

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Thomas Mrozinski, Jr.: Due to the denial letter. The vote the Board voted to remove this guidance from operational Policy 15, which would potentially result in violations being cited for a missing or illegible label.

223
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Thomas Mrozinski, Jr.: However, the removal was postponed until October 15th to allow time for CVSA and other associations to have a meeting with FMCSA.

224
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Thomas Mrozinski, Jr.: My computer catches up here. As a result of that meeting in December, FMCSA. Posted this regulatory guidance, indicating that an eligible, incomplete or missing rear impact guard certification label is not a violation.

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Thomas Mrozinski, Jr.: This mimics the guidance and operational policy 15 so Ops. 15 will remain, as is CVSA. Does plan to repetition the agency to have the certification label requirement removed permanently. So just a note for the carriers that are on the call from an inspector. Know that this information is there.

226
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Thomas Mrozinski, Jr.: so that if you’re receiving a violation on a roadside inspection for this certification label to be there. This would be your grounds for a data queue to have it removed because it’s no longer something that we’re going to look at

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Thomas Mrozinski, Jr.: another update wanted to share with was operational policies related to the roadside inspection are now available on the public side of the website on the inspection tab. I think this is also great for our carriers that are on the call

228
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Thomas Mrozinski, Jr.: you will see the items on the left-hand side on the operational policy. 5, 14, and 15 there are. They’re there for you, and you can download them. So previously you would have to log into your member portal

229
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Thomas Mrozinski, Jr.: and then go in and download your operational policy. 1514, or 5, which is really what we as roadside inspectors and Us. Carriers should be looking for uniform data on our inspection reports, our roadside inspection operational policy 15. So, I think it’s great that they’ve moved it

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Thomas Mrozinski, Jr.: to their homepage and not have to log in to get it.

231
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Thomas Mrozinski, Jr.: Another update. Let’s see. Nope, that’s the same one that’s there.

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Thomas Mrozinski, Jr.: So, it’s under the operational policies as well.

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Thomas Mrozinski, Jr.: And that is it. Believe it or not.

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Steve Kessler: Hey?

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Steve Kessler: Oh, that was fantastic. We do have a few, a few questions, Thomas, I believe, back towards the beginning you were talking about one of the criteria related to medical cards.

236
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Steve Kessler: and Willie has asked, I thought the driver did not have to have their physical med card on their person if it is self-certified with the State.

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Steve Kessler: Can you.

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Thomas Mrozinski, Jr.: So that is.

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Steve Kessler: Okay.

240
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Thomas Mrozinski, Jr.: Sure, that is partly true. If you are one of the States that that currently attaches that medical certificate to your CDL. Your state issued. CDL. And we can view that within the CDL system. No, you do not have to have it.

241
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Thomas Mrozinski, Jr.: I would recommend, for the time being, that you still carry that just in case there are still states that do not require or do not attach, that medical certificate. I believe that will go into effect sometime in 2026, mandating that all States do that.

242
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Thomas Mrozinski, Jr.: that is, for the CDL. Holders for non CDL holders. Remember, if you require a medical card, you still need to have that, because we have no way to look that up electronically.

243
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Steve Kessler: Okay.

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Steve Kessler: Here’s another question from Charles

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Steve Kessler: says, for the combination connections, if disconnected, would the truck or trailer be placed out of service, or both?

246
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Thomas Mrozinski, Jr.: So that the Out-of-Service condition would only apply to your trailer as long as there. There’s not another Out-of-Service condition for the tractor.

247
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Thomas Mrozinski, Jr.: So, in the in the example, whether it’s an electrical pigtail or the service side, glad hand. Yes, that Out-of-Service condition would apply only to your trailer.

248
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Thomas Mrozinski, Jr.: again, unless there’s something that is Out-of-Service for the tractor as well.

249
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Steve Kessler: Okay question here from Shane? He’s asking, will these changes be reflected in Standard 13 schedule one.

250
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Steve Kessler: I don’t know what that means.

251
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Thomas Mrozinski, Jr.: And you got me that one I’m assuming since you referenced standard. That’s possibly a Canadian standard.

252
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Thomas Mrozinski, Jr.: And I, to be honest, I don’t know that. Answer. Everything that we’ve discussed here will go into effect April 1st

253
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Thomas Mrozinski, Jr.: of 2026, and that will be for North America. So, Canada would be included. But I don’t know the specific answer for Standard 13.

254
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Steve Kessler: Okay, very good

255
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Steve Kessler: any other questions. While we got a couple of minutes here, one thing I wanted to throw out is, obviously, what we’ve been talking about. Shane is responding. NSC is a Canadian standard. So that clarified that you know, when we talk about out of service, and it’s obviously a costly issue for.

256
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Thomas Mrozinski, Jr.: Company.

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Steve Kessler: Whether it’s a driver or the truck being out of service. That is still important to train your employees to understand what the violations are that can put them out of service. Obviously, that’s a big part of what we do here at the infinity workforce solutions.

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Steve Kessler: So, I’m going to pop a little poll up here. If you’re interested in getting a demo of what our system is, and how it might be able to assist in that, we’d love to have a chance to talk to you.

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Steve Kessler: and, for those of you out there that are certified directors of safety under the NATMI program. Please let us know if you need a certificate of attendance, and we’ll provide that for you, so you can make claim of your recertification points.

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Steve Kessler: So, if there are not any other questions, mark, did you have any final comments.

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Mark Rhea: Yeah. One. Just one quick clarification. The pictures that are on.

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Mark Rhea: I’m just system in the in the bulletins. Those can be downloaded.

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Mark Rhea: Is there any approval requirements, or that, could those be used for custom content for the carriers.

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Thomas Mrozinski, Jr.: They can be used for custom content. Obviously, you must be a member to get into the member portal to get them. But yes, they can be used for

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Thomas Mrozinski, Jr.: custom content within their organization.

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Mark Rhea: Okay, thank you. I I now certainly would suggest that that would be a pretty good

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Mark Rhea: support document for some custom content. The only other thing is I’d like everybody’s to send out a thank you to the officer Mrozinski, for all he’s done for our industry. We’re very proud of the

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Mark Rhea: collaboration with industry and enforcement in the State of Texas as well as other States. But

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Mark Rhea: this is a clear example of the industry, saying, Here’s the rules, guys and gals, and it’s your responsibility to educate your driving staff. But we really do appreciate your

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Mark Rhea: outreach and networking, and efforts to get us up to date on everything.

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Thomas Mrozinski, Jr.: Well, you’re welcome again, just like I mentioned in the beginning. It’s an honor to be here in front of you and your group, and you know, thank you to all the carriers down here, mechanics, shop personnel, owners, operators, whatever level you are within your organization, thank you for being here. It says that you’re committed to safety, as we all are. And, as Mark said, you know, we’re fortunate here in Texas we have a very, very outstanding working relationship with our

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Thomas Mrozinski, Jr.: industry folks here and look for every opportunity to collaborate with them. And,

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Thomas Mrozinski, Jr.: you know, stand right alongside them to make our road safer. So, it again. Thank you for having me. Thank you for the questions, they have my contact information. Should anybody need to get a hold of me.

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Thomas Mrozinski, Jr.: feel free to reach out. I’ll be glad to to help in any way I can.

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Steve Kessler: Very good, Thomas. Thank you, sir, appreciate you very much. It was great information. Those of you that are still logged in will be sending out a link via email with the link to the replay. So, if you didn’t get it all the 1st time you can rewatch it, you can share it with your

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Steve Kessler: associates there, if some of you didn’t get a chance to join the webinar live. So, having said that, Thomas thank you again for great information, thanks to everybody for joining our webinar today, and we’ll look forward to having you on a program again in the future. Thomas. Thank you, sir. I appreciate you very much.

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Thomas Mrozinski, Jr.: Look forward to it. Thank you all and stay safe.

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Steve Kessler: Okay. Thanks. Everyone.