Five More ELDs Are Revoked and Your Log Is Evidence

FMCSA pulled five more logging devices on August 6

The Federal Motor Carrier Safety Administration moved five electronic logging devices onto its revoked list on August 6. They are MOONLIGHT ELD, HGRS ELD, HIGHEST ELD, TRUCKFORD ELD and Sparkle ELD, and the stated reason is that the companies behind them failed to meet the minimum requirements set out in Appendix A to Subpart B of Part 395 of the federal regulations. Land Line reported the action on August 7.

If one of those is mounted to your dash, the instruction is narrow. Stop using it, go back to paper logs or logging software to record hours of service, and get a registered device in the truck before October 6. From that date a truck still running one of the five counts as operating without an ELD at all, which is a no record of duty status violation and puts the driver out of service at roadside.

Fifty five devices this year and the list keeps moving

Land Line counted 55 devices revoked in 2026 as of early August, against 953 still sitting on the registered list. Those two numbers together are the actual news. Checking that list is no longer a one time task somebody finished years ago. It is a recurring chore, closer to pulling motor vehicle records, and the operators who get caught are the ones who assumed a device stays approved forever because it was approved the day they bought it.

Transport Topics reported on August 13 that the purge has grown large enough to move the freight market. Werner Enterprises chief executive Derek Leathers told the outlet that enforcement against noncompliant devices is pulling real capacity out of the truckload segment, because a fleet running a device that does not enforce the rules can do more work than the rules allow. In his words the market was saturated because "10 trucks were able to behave like 15." The same reporting notes that the United States lets vendors self certify their own devices, while Canada does not allow self certification and has fewer than a dozen providers as a result. The American Trucking Associations and the Commercial Vehicle Safety Alliance have both backed third party certification here.

Your log is evidence before it is compliance

Here is the part that gets skipped in the compliance write ups. Hours of service records are not only a regulatory artifact. They are among the first documents anybody asks for after a serious crash, usually ahead of maintenance records and often alongside the driver qualification file. If the device that produced them was on the revoked list when the crash happened, you are no longer just showing that the driver had hours available. You are also defending where the record came from.

That is a different and more expensive argument to have. Transport Topics noted that falsification of record of duty status was the second most cited driver violation in last year's roadcheck inspections, which tells you what frame is already sitting on the shelf for opposing counsel. To be clear, nothing about a revoked device makes a driver at fault, and no standard policy excludes the situation. What changes is the cost of defending the claim and the number it eventually settles for, and both of those come out of your commercial auto liability limit. Our piece on what actually happens after an at fault crash walks through which records get read and in what order.

The paper log window is its own exposure

Look closely at what the agency tells you to do between the revocation and the replacement. Go back to paper. That is the correct instruction and it is also exactly where gaps appear, because a driver who has logged electronically for years is suddenly doing arithmetic in a parking lot against 11 hours of driving after 10 consecutive hours off duty. A missing grid discovered six months later is a violation on the record and a hole in the file at the same time. So keep the paper complete for the whole window, replace the device early rather than on the deadline, and save a dated screenshot of the registered list showing whatever you installed. Roadside violations land in the safety data underwriters read at renewal, which our guide to how a CSA score prices into your premium covers in detail.

Tighter capacity sends freight to the carriers whose paperwork holds

The other side of a purge is that the work moves. If devices that let carriers stretch hours are coming out of trucks, available capacity shrinks and loads land with operators whose records hold up. That is good news with a catch, because growth almost always arrives before anybody updates a policy. Taking on new lanes, running a wider radius, or putting a second truck to work all change what you were originally quoted on, and the operation described on the policy is supposed to match the one you are actually running.

Get a truck insurance quote in under a minute and we will look at how you are logging, what your safety data says, and whether your liability limit fits the work you are picking up. Request a quote or call or text 423-264-4255. If you want the pricing picture first, our breakdown of what commercial truck insurance costs covers what really moves the number.