SAFER Transport Act
- Sponsor
- Rep. Knott, Brad [R-NC-13]
- Committees
- Homeland Security Committee (primary)
- Last action
- Apr 15, 2026
Bottom line
The SAFER Transport Act aims to significantly enhance federal efforts to combat freight fraud and theft by modernizing registration systems, improving inter-agency coordination, strengthening driver licensing, and clarifying regulatory enforcement across the transportation sector.
What it actually does
This bill, known as the SAFER Transport Act, establishes a Freight Fraud and Theft Advisory Committee, mandates a memorandum of understanding between the Department of Transportation and the Department of Justice to improve coordination, and phases out MC numbers in favor of USDOT numbers for motor carriers, brokers, and freight forwarders. It also strengthens state commercial driver's license (CDL) requirements for non-citizens, enhances oversight of CDL training providers, implements automated fraud detection in the registration system, clarifies and reinforces cabotage laws, provides for reimbursement to certain freight theft victims, creates new criminal penalties for fraudulent certifications, and defines and regulates foreign dispatch services.
Proponents argue
Proponents argue that this bill is essential to protect the integrity of the American freight transportation system, reduce billions of dollars in losses due to fraud and theft, and ensure fair competition for legitimate businesses. They contend that modernizing outdated systems, closing regulatory loopholes, and increasing enforcement capabilities will lead to a more secure and efficient supply chain, ultimately benefiting consumers and the economy.
Opponents contend
Critics might express concerns that the extensive new regulations and mandates could impose significant administrative and compliance burdens on legitimate businesses, particularly small motor carriers and independent operators, potentially leading to increased operational costs or delays. Some might also argue that certain provisions, such as stricter CDL rules for non-citizens or enhanced cabotage enforcement, could inadvertently exacerbate driver shortages or hinder cross-border trade efficiency.
The bill is moderately complex, requiring careful reading of amendments to existing statutes. The estimated reading time is appropriate for an informed reader to grasp its provisions.
Section 3
Establishment of Freight Fraud and Theft Advisory Committee
This section mandates the Secretary of Transportation to establish an advisory committee within 60 days to gather public input and recommendations on ways to reduce freight fraud and theft. The committee, comprising diverse stakeholders including motor carriers, railroads, ports, brokers, law enforcement, shippers, and insurance companies, will submit a report with its findings and recommendations to the Secretary and Congress within two years, after which it will terminate.
Supporters argue
Supporters argue that this committee ensures a comprehensive approach to freight fraud by incorporating diverse industry perspectives, leading to more effective and practical solutions that are informed by those directly affected.
Critics contend
Critics might argue that advisory committees can be slow, bureaucratic, and may not always lead to concrete action, potentially delaying urgent reforms while consuming agency resources.
Tradeoffs
This provision balances the need for broad stakeholder input and consensus-building against the potential for slower policy implementation due to the consultative process.
Section 4
DOT-DOJ Memorandum of Understanding on Freight Fraud and Theft
This section requires the Secretary of Transportation and the Attorney General to enter into a memorandum of understanding (MOU) within 180 days to address freight fraud and theft. The MOU must outline how the Department of Transportation (DOT) will notify the Department of Justice (DOJ) of identified fraud and theft cases and establish a process for DOJ to receive and handle such information, thereby improving inter-agency coordination.
Section 5(a), (b), (c), (d), (f)
Phasing Out MC Numbers and Transition to USDOT Numbers
This provision prohibits the Federal Motor Carrier Safety Administration (FMCSA) from issuing or renewing MC numbers during a 5-year period, with the goal of phasing out their use entirely. By the end of this period, all motor carriers, brokers, and freight forwarders must exclusively use USDOT numbers for registration, which will become the sole unique identifier issued by the Secretary. The bill also amends existing law to explicitly require freight forwarders and brokers to be issued a USDOT number.
Section 6(a) and (b)
Strengthening State CDL Licensing for Non-Citizens and Monthly Reporting
This section amends 49 U.S.C. 31311(a)(12) to require states issuing Commercial Learner's Permits (CLPs) or Commercial Driver's Licenses (CDLs) to individuals who are not U.S. citizens or lawful permanent residents to confirm the applicant's work authorization, provide this information to the FMCSA Administrator, and align the CLP/CDL expiration date with the work authorization expiration date. Additionally, it adds a new section (31318) requiring states to submit monthly reports to the Secretary of Transportation detailing the number of CLPs, CDLs, foreign non-domiciled CDLs, endorsements issued, and revocations, suspensions, and downgrades.
Section 7
Improvements to Commercial Driver's License Training Provider Registry
This section mandates the Secretary to establish a process to audit CDL training providers listed on the registry, with states potentially assisting in audits or data collection. It allows for the withholding, suspension, or revocation of a provider's registration for failing to disclose relationships with other providers or non-compliant applicants. An expedited process for states to remove providers for fraud or violation of state regulations is also required. New providers must register a 'principal place of business,' and existing providers have one year to do so or face removal. The Administration must also resolve complaints against providers within 180 days.
Section 8
Automated Fraud Detection and Review in Registration System
This section requires the Administrator to develop and implement automated systems within one year to flag suspicious activity in the FMCSA registration system, such as rapid changes to information, unusual registration patterns, or duplicate business identifiers. A process for reviewing 'flagged users' is established, allowing for temporary suspension of registration during review and permanent removal, suspension, or revocation for confirmed fraud. Records updates must be instantaneous and verified. The Administrator must also issue and regularly update guidance to motor carriers and brokers on protecting against fraudulent activities.
Section 9
Strengthening Enforcement of Cabotage Laws
This section requires the FMCSA Administrator and the Commissioner of U.S. Customs and Border Protection (CBP) to enter into an MOU on how FMCSA and state law enforcement will communicate information about violations of cabotage laws. It explicitly amends 49 U.S.C. 13902 to prohibit motor carriers domiciled in Canada or Mexico, or U.S.-domiciled but Mexico-owned/controlled, from providing point-to-point domestic cargo transport within the United States. It also prohibits motor carriers from knowingly using unauthorized alien drivers for domestic point-to-point transport. The Administrator must revise existing regulations to reflect these requirements.
Section 10
Reimbursement of Certain Victims of Freight Theft
This section directs the Commissioner of U.S. Customs and Border Protection (CBP) to reimburse victims of cargo theft (as defined under 18 U.S.C. 659) for fines they may have paid to CBP. These fines would be specifically for containers that were not sealed as required by regulations, where the lack of sealing was a direct consequence of the cargo theft itself.
Section 11
Criminal Penalties for Fraudulent Certifications
This section defines 'fraudulent certification' as any material, knowingly false, fictitious, misleading, or incomplete statement, representation, or omission of fact submitted or used in connection with any FMCSA registration, certification, filing, or compliance requirement. It establishes a criminal penalty for any person who knowingly and willfully submits or uses such a fraudulent certification and, by means of it, engages or attempts to engage in the unlawful transportation of property or passengers in interstate commerce. The penalty includes a fine under title 18, United States Code, imprisonment for not more than 5 years, or both.
Section 12
Definition and Registration of Foreign Dispatch Services
This section adds a new definition for 'foreign dispatch service' to 49 U.S.C. 13102. It specifies that such a service is a person not located in the U.S., Mexico, or Canada, maintaining its principal place of business abroad, acting as a direct licensed agent for motor carriers, receiving compensation, disclosing its role, providing only administrative or support services (like coordinating freight movements without assuming cargo responsibility, and communicating through a broker), and not soliciting shippers. Crucially, it then mandates that any person operating as a foreign dispatch service must register as a broker.
Section 5(e) introduces new definitions for 'convicted,' 'conviction,' and 'covered felony' (including transportation/trafficking of persons/property/firearms/controlled substances, theft/fraud/coercion/extortion in commercial transportation, or transportation in violation of immigration/labor law). Section 5(f) then leverages these definitions to grant the Secretary authority to withhold or revoke USDOT numbers from employers or persons convicted of a 'covered felony.' It also adds a requirement for motor carriers, brokers, or freight forwarders to notify the Administration of any change in ownership within 30 days.
Section 5(e) and (f) amending 49 U.S.C. 31132 and 31134
Why it matters:This is standard legislative practice for amending existing code sections and definitions, but the sheer volume of renumbering and insertion makes it dense and difficult for a casual reader to immediately grasp the full scope of changes.
Case for: Proponents argue that these detailed amendments are necessary to provide clear legal definitions for enforcement actions and to ensure that the USDOT registration system is robust against criminal elements and ownership obfuscation, thereby enhancing public safety and industry integrity.
Case against: Critics might argue that the complexity of these amendments makes it difficult for regulated entities to fully understand their obligations and the new grounds for registration denial or revocation without extensive legal review, potentially leading to inadvertent non-compliance.
Estimated impact: Significant impact on the eligibility of individuals and entities with certain criminal histories to operate in the motor carrier industry, and improved transparency of ownership changes, affecting all regulated entities.
This subsection mandates that the Secretary shall complete all requirements relating to the establishment of the Unified Carrier Registration System (UCR) under section 13908 of title 49, United States Code, not later than 1 year after the date of enactment of this Act.
Section 5(h)
Why it matters:It is a specific administrative directive regarding the completion of an existing, but apparently incomplete, system, rather than a new policy initiative. Its placement is logical within the broader context of registration system improvements.
Case for: Proponents argue that completing the UCR system is crucial for streamlining carrier registration and compliance, which in turn helps combat fraud by creating a more unified, transparent, and efficient database for all regulated entities.
Case against: No direct opposition is typically raised against completing an existing, mandated system. However, some might question why the system has not been completed already and whether the one-year deadline is realistic given potential past delays or resource constraints.
Estimated impact: Potentially significant administrative streamlining and improved data quality for carrier registration, impacting all regulated motor carriers, brokers, and freight forwarders by providing a more functional and comprehensive system.