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60 Minutes didn’t just spotlight a problem on America’s highways – it exposed a network of loopholes that enable unsafe trucking operations to evade regulatory responsibilities and hit “reset” instead of facing the consequences of their actions. 

These “chameleon carriers” rack up serious safety violations, then dissolve and reappear under a new name and USDOT number as if they were an entirely different entity. Same trucks. Same people. Same dangerous behavior. Just a different identity on paper. 

Other chameleon carriers “stack” USDOT numbers to disperse violations across those unique identifiers to avoid suspicion.  

That shell game puts the public at risk and punishes the vast majority of professional drivers and motor carriers who do things the right way. America’s trucking industry was built by professionals who invest in compliance, training, and safety culture, and they deserve a system that holds everyone to the same standard. Safety isn’t optional, and it shouldn’t be erasable.  

That’s why �Ͼ�Ʒ�� has long been pushing to shut down chameleon carriers and restore accountability to the system. The good news is that the solutions are clear. Now is the time for action. 

Locking the Front Door 

The fastest way to stop chameleon carriers is to block them before they get (or regain) operating authority. If an operator has been shut down for safety failures, they shouldn’t be able to slap a new name on the door and get right back on the road. 

�Ͼ�Ʒ�� has worked on several pieces of legislation to address this threat. The Securing American Freight, Enforcement, and Reliability in Transport (SAFER Transport) Act, introduced by Senator Todd Young (R-IN) and Congressman Brad Knott (R-NC) would modernize and secure FMCSA’s registration system and strengthen fraud detection tools. The bill would also introduce new enforcement mechanisms and criminal penalties for fraud and providing false information to USDOT during the registration process, as well as close regulatory loopholes involving foreign dispatch services that can be involved in complex chameleon carrier schemes, which were mentioned during the story. 

Additionally, the Safety and Accountability in Freight Enforcement (SAFE) Act, introduced by Congresswoman Harriet Hageman (R-WY), takes square aim at chameleon carriers by strengthening FMCSA’s ability to detect and stop suspicious registrations. Congress should move it forward, and regulators should keep modernizing the registration system so that safety history follows the operator, not the paperwork. 

�Ͼ�Ʒ�� has also advocated for stronger scrutiny of new motor carriers seeking federal operating credentials, recently urging Congress to bolster FMCSA’s New Entrant Safety Assurance Program. Today’s framework gives new entrants into the industry too long to operate before meaningful review from regulators, and too often relies on off-site or virtual audits that can miss warning signs of fraud or unsafe operations that would otherwise be detected in-person and on-site.  

More robust onsite audits would stop the shell game that chameleon carries use to hide in the shadows. 

High-Tech Cheating Can’t Win 

Roadside Enforcement only works when the systems behind it can be trusted. In recent years, noncompliant electronic logging devices have become a rapidly evolving threat. As 60 Minutes showed, cheating has gone high-tech – including tools that can falsify driver logs, fabricate documentation to disguise hours-of-service violations, and mask other safety and regulatory violations. 

That’s not just unfair to compliant carriers who play by the rules. It's dangerous.  

�Ͼ�Ʒ�� supports efforts underway at USDOT to strengthen ELD certification, and we have called for an end to the “self-certification” process that has allowed shady ELD providers to evade scrutiny, and we’re calling for mandatory third-party certification of ELDs to eliminate non-compliant devices from the marketplace 

Resource the Watchdogs 

The 60 Minutes investigation also underscored a reality that rarely makes headlines: you can’t enforce safety at scale without the people and systems to do it. Administrator Derek Barrs noted that only 350 FMCSA investigators are overseeing roughly 700,000 trucking companies operating on America’s roads. That mismatch isn’t sustainable—especially when sophisticated bad actors are deliberately exploiting gaps in oversight. 

Barrs said FMCSA is trying to hire 40 additional investigators and is working to replace a registration system that’s 40 years old. Those are important steps, but they require Congress to do its part, too. Appropriators must provide USDOT and FMCSA the funding needed to hire and retain investigators, modernize systems, and carry out the agency’s safety-critical mission. Otherwise, reforms on paper will be undermined by resource bottlenecks.  

It’s why �Ͼ�Ʒ�� urged Congress to invest in the capacity behind the safety oversight—specifically, the resources needed to strengthen FMCSA’s New Entrant Safety Assurance Program; shorten or eliminate the current window before a safety audit; and support more in-person audits that can detect fraud and noncompliance earlier. 

Shutting down chameleon carriers isn’t just about better rules – it's about giving enforcement the tools and manpower to make those rules real. 

A Clear Road Map—and a Clear Choice 

The 60 Minutes investigation showed Americans exactly what is at stake when chameleon carriers and other rogue operators are allowed to slip through the cracks. 

The loopholes are well known, but so are the solutions. What’s missing now is the urgency to match the risk. Every day these gaps remain is another day unsafe operators put lives in jeopardy and undermine the integrity of an industry that depends on trust.  

Congress and regulators have a clear choice: allow this dangerous status quo to persist or take decisive action to shut it down. The trucking industry has helped put forward a roadmap—tighter entry standards, stronger enforcement, and real accountability. Now it’s time to follow through.  

Because when it comes to safety on America’s highways, half measures don’t cut it.