What Roadcheck Week Means for the Freight Market
International Roadcheck is a 72-hour period when members of the Commercial Vehicle Safety Alliance (CVSA) conduct a heightened period of inspections on commercial vehicles. Since 2022, they have designated two primary areas of focus — one for the driver and one for the vehicle. Its impact on the domestic trucking market varies from a non-event (2020 did not produce a strong noticeable move in spot rates) to sharp 6-8% spikes in spot rates. This year’s period starts May 12 and focuses on ELDs and cargo securement.
Scale and Enforcement of Roadcheck
The CVSA states that International Roadcheck inspects nearly 15 trucks and motorcoaches every minute during the 72-hour period throughout North America, making it the largest targeted enforcement program on commercial motor vehicles in the world.
Inspection Data and Violation Trends
Last year, there were 56,178 inspections with a vehicle out-of-service (OOS) rate of 18.1% and a driver OOS rate of 5.9%. The vehicle inspection focus was tires, which accounted for 21.4% of vehicle OOS violations, while hours of service (HOS) — though not a focus area — led driver OOS violations at 32.4%. The falsified logs focus accounted for 10% of total driver OOS violations.
For context, Roadcheck week tire violations accounted for roughly 4.5% of the entire year’s tire violations in just three days. False RODS violations accounted for roughly 5% of the year’s total false log violations in less than 1% of the calendar year. The 56,000 inspections represent approximately 1.4% of total annual inspections across North America.
Market Impact and Capacity Reduction
So while this period does not represent a large share of annual OOS violations, the elevated OOS rate, heightened visibility, and concentrated enforcement do influence the market — as many drivers choose to avoid certain areas or take the week off, temporarily reducing capacity.
Differential Impact on Carriers
Roadcheck week does not affect all carriers equally. Larger fleets are generally more motivated to maintain compliance given the increased liability exposure they carry. Their scale makes them more susceptible to litigation when drivers or vehicles are found non-compliant. Smaller carriers and owner-operators carry less payout potential and are less likely to be involved in nuclear verdicts.
Tender data skews toward larger fleets given its reliance on electronic transmission infrastructure, which smaller carriers are less likely to have. So while tender rejection rates have increased just over a percentage point on average in recent years, this is driven more by the pull of elevated spot rates and increased load availability than by an actual reduction in capacity.
Recent Performance and Rate Trends
Last year’s inspection period started May 13 and produced one of the stronger increases in tender rejection rates for the period, with an approximately 117 basis point increase during the week. Rejection rates continued to climb heading into Memorial Day weekend, which complicates a clean analysis of Roadcheck’s standalone impact. Rejection rates increased from 4.48% on May 11 and peaked at 6.25% on May 25, with Memorial Day falling on May 26.
- Dry van spot rates were the least responsive last year, increasing roughly 7%, including the Memorial Day effect.
- Reefer had the strongest response at just under 9%.
- Flatbed came in around 7.5% higher.
Separating Roadcheck’s influence from Memorial Day’s is difficult given the proximity of the two events.
Focus Areas and OOS Scope
It should be noted that not all inspection focus areas generate OOS violations — ABS systems in 2023 being one example. One of this year’s focus areas, cargo securement, has a relatively limited scope in terms of what can result in an OOS order.
Source: FreightWaves
Compiled from international media by the SCI.AI editorial team.
