FMCSA denies truck driver learner’s permits for 17-year-olds

WASHINGTON — Regulators have ruled that 17 is too young – at least as far as federal regulations go – to get a commercial learner’s permit.

The Federal Motor Carrier Safety Administration issued a notice on Friday blocking Connell High School (CHS), a school in eastern Washington, from allowing students participating in the school’s CDL training program to get a CLP at age 17.

“CHS believes that granting the exemption will allow students to obtain a CDL at 18 years of age and, upon graduation from CHS, immediately enter the local workforce with stable, well-paying employment,” school officials told FMCSA last year in seeking the five-year exemption from federal driver training regulations.

“CHS also believes that the exemption could have a positive impact on the local communities and alleviate the current commercial driver shortage.”

However, even though CHS provided research and data in support of its exemption, the agency “is unable to determine that the exemption would achieve a level of safety equivalent to, or greater than, the level obtained by complying with the regulation,” FMCSA stated, based on the information provided by the applicant as well as from public comments opposing the exemption.

CDL drivers hauling interstate cargo must be at least 21, but most states allow intrastate commercial truck drivers to be as young as 18. In 2016, Congress authorized states that had rules in place before 2011 that allowed those as young as 16 to drive within the state – as is the case for Maine – to continue as long as they’re hauling nonhazardous materials.

FMCSA received 32 comments, mostly from individuals, which were roughly split between those supporting and those opposing the exemption.

One supporter pointed out that students “would [still] have to pass their physical, drug testing, and written exam for their permit and only those with their permit would be allowed to drive within a restricted location and under the direct supervision of a licensed and approved trainer.”

However, another stated that FMCSA doesn’t have the personnel to oversee CDL schools – and as a result “too many CDL schools have no oversight to review their performance. Granting the waiver would open the flood gates for other high schools to apply for the same waiver.”

Commented another: “These kids have not even learned to drive a car yet. They are truly irresponsible with cell phones and self-discipline when driving.

“We true truck drivers earned what we have the old school way … paying your dues and proving yourself to honest law enforcement, and CDL school training that would actually fail you if you did not deserve it.”

Regarding Maine allowing those as young as 16 to obtain a CLP – which CHS cited as evidence that safety can be maintained – FMCSA ruled that the existence of that program “does not support granting CHS’s application.”

Related articles:

• Covenant’s CDL exemption approved over trucker objections
• OOIDA: Can under-21 truck drivers get insurance?
• Feds reject industry advice for under-21 truck driver program

Click for more FreightWaves articles by John Gallagher.

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Tariffs could mean the end of the line for the model railroad industry

The beloved hobby of model railroading, a cornerstone of American culture for generations, faces an existential threat. As the toy and hobby industry grapples with potential new tariffs, small and mid-sized businesses find themselves on the brink of collapse. The proposed up to 145% tariff increase could spell doom for an entire sector, reducing it from a vibrant niche to a relic of the past.

At the heart of this crisis lies the unique economic structure of the model train industry. Unlike mass-market products, model trains operate on razor-thin margins, typically 15-20%. The industry relies heavily on pre-selling, with 95% of products sold months before arrival. This leaves no room for sudden price adjustments when shipments arrive, making the proposed tariff increase catastrophic.

The nature of model train production further compounds the problem. These are not mass-produced items but highly specialized, low-volume products. The costs of tooling and engineering are spread across small production runs, meaning there’s no economy of scale to offset the tariff’s impact. Whether a company produces 2,000 or 10,000 units, the fixed costs remain high, making any significant tariff increase devastating to the pricing structure.

Some might suggest moving production domestically, but this solution is neither economically viable nor logistically feasible. Labor and compliance costs in the U.S. are 5-10 times higher than in Asia. More critically, the specialized infrastructure required for model train production—including tooling, mold-making, and specialty die-casting—no longer exists in the United States. Decades of outsourcing have left the country without the plants, parts, or trained labor to match the precision and efficiency of Asian manufacturers.

It’s crucial to understand that these tariffs miss their intended target. Model trains and similar hobby products are not subject to dumping or unfair subsidies, nor do they pose a threat to national security. These legacy products, deeply embedded in American culture, were previously distinguished by the Section 301 exclusion process, but its removal now lumps them with mass-market imports that operate on much larger volumes and margins.

The consequences of this tariff threat are already unfolding. Inventory is frozen, orders for future seasons are being canceled, and production lines have ground to a halt. Small importers find themselves unable to clear containers or finance future shipments. Retailers are not receiving pre-ordered stock, and entire product lines are being shelved indefinitely.

If this tariff increase stands, it won’t just lead to temporary price hikes. It threatens to eradicate a uniquely American subculture, leading to permanent closures and the disappearance of generational brands that have been fixtures in the hobby for decades.

The model railroad industry isn’t seeking a bailout or special treatment. Rather, it’s calling for the reinstatement of the Section 301 exclusion process—a targeted tool that recognizes the economic scale, cultural significance, and trade harmlessness of this industry. Without such recognition and action, a cherished piece of American life may soon vanish, taking with it not just businesses and jobs, but a rich tradition of creativity, craftsmanship, and community.

As one industry insider poignantly stated, “If this stands, it’s not a temporary price hike—it’s the end of a uniquely American subculture.” The clock is ticking, and without intervention, the model railroad industry may indeed face its final stop.

Read more about model railroading from Firecrown brand, Model Railroader.

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Building a Carrier Packet That Wins You Freight

Let me paint a picture.

You’re cold calling shippers. You finally get someone on the line who doesn’t hang up. You give them your pitch. They say, “Sure, send me over your carrier packet.”

Your palms get sweaty. Because what you have… is not a carrier packet—it’s a collection of documents. No direction. No cohesion. Just a W-9, your insurance cert, and your MC certificate… maybe a safety score if you’re feeling fancy.

And guess what happens?

Nothing.

That potential customer never calls you back.

Why? Because you didn’t show up as a business. You showed up as a truck.

In today’s freight market, building a strong carrier packet isn’t just about being “compliant.” It’s about being compelling. It’s your first impression. It’s your handshake. It’s your opportunity to prove you’re not just another truck with a DOT number—you’re a solution.

So let’s talk about how to build a carrier packet that doesn’t just get filed—it gets you freight.

And yes, by the end of this, I’m going to encourage you to join the Playbook Masterclass. Not because it’s cute. Because it’s critical. Because the exact structure, templates, and pitch strategies we teach inside are the difference between “No thanks” and “When can you start?”

Why Most Carrier Packets Fail

Let’s keep it real—most carrier packets fail before they even get opened.

Why? Because they’re:

• Unorganized
• Incomplete
• Poorly designed
• Focused on compliance, not confidence
• Lacking storytelling and structure

Here’s the truth no one tells you: shippers aren’t just looking at whether your documents are in order—they’re sizing you up. They want to know:

• Can I trust this company with my freight?
• Do they understand my needs as a shipper?
• Do they look like a company that has their stuff together?

A solid carrier packet answers all three—before you ever get on the phone.

Real Talk: First Impressions Happen in a PDF

Let me give you a real scenario from a student in the Masterclass.

He reached out to a small CPG shipper in Georgia. They loved the call, liked his equipment, said they might have regional lanes for him. They asked him to send over a packet. He forwarded what he thought was acceptable.

The shipper never responded.

He circled back a week later, and here’s what they told him:

“Honestly, your email felt rushed. The documents were separate files. No branding, no real intro. We had other carriers submit way more professional packets. So we moved forward with them.”

That’s how you lose without knowing you lost.

But when we helped him clean up his packet—tighten the presentation, add a branded intro letter, and include key KPIs and safety info—he re-sent it to a different shipper and was onboarded that week.

Anatomy of a Winning Carrier Packet

If you’re serious about securing freight directly from shippers or getting better attention from brokers, here’s what your packet needs to include—no exceptions.

1. Cover Page / Intro Letter

Think of this as your elevator pitch in written form. It should:

• – Briefly explain who you are
• – What you specialize in (equipment type, region, load types)
• – Why you’re reaching out
• – What makes your company stand out
• – Include contact info and branding

You’d be surprised how many carriers don’t include this, and how much it helps frame the rest of your packet.

Tip: Keep this one page, short paragraphs, and brand it with your logo.

2. Company Overview Sheet

This is your company’s resume. Include:

• – Business name and DBA (if applicable)
• – MC / DOT / EIN numbers
• – Years in business
• – Number and types of equipment
• – Service regions
• – Safety and compliance programs
• – Any certifications (minority-owned, veteran-owned, etc.)

Pro tip? Make this easy to skim. Use bold headers and bullet points.

3. W-9 and Certificate of Insurance

This part’s basic—but don’t just attach it raw.

Label it clearly. Ensure your COI includes:

• – Liability coverage
• – Cargo insurance
• – Trailer interchange (if needed)
• – Policy limits and expiration dates

And please, for the love of the freight gods—make sure your COI matches your business name exactly. I’ve seen deals stall for days over this avoidable mistake.

4. MC Certificate and Safety Snapshot

This proves you’re authorized and gives transparency on your record.

Use the FMCSA snapshot PDF, but don’t stop there. Write one short paragraph that frames your safety performance in a positive light.

Example:

“With over 250,000 safe miles logged and zero DOT-reportable accidents in the past 12 months, we pride ourselves on putting safety first. Our drivers are ELD compliant and trained on equipment-specific protocols to protect your freight.”

5. Shipper-Facing Testimonials or References (Optional, but Powerful)

Got a broker you’ve worked with consistently? Ask them to write a quick reference or testimonial. This turns you from a stranger into a trusted carrier.

If you don’t have any yet? Create a simple “Client Promise” one-pager that outlines your commitment to punctuality, communication, and load protection.

6. Load Performance Stats (Even If They’re Self-Reported)

If you’re running under your own MC and you’re tracking your KPIs—include them.

Stats like:

• – On-time percentage
• – Average RPM
• – Claims rate
• – Empty miles %

This builds trust. Even if you’re just getting started, showing that you track your data puts you ahead of 90% of other carriers.

7. Professional Design and Delivery

Now this is where most folks fall apart.

Don’t just send your docs as attachments thrown together in an email. Use a branded template. Combine everything into one PDF file. Title it professionally (i.e., “[Your Company Name] Carrier Packet.pdf”).

Write a short, respectful email with a clear subject line like:
“Carrier Packet – Available Regional Capacity – [Your Company Name]”

That email is your digital handshake. Make it count.

Common Mistakes That Kill Deals

Let’s talk about what not to do. Because I see these all the time.

• Sending unbranded, disorganized files
  
• Using Gmail or Yahoo instead of a business email domain
  
• No voicemail or a full voicemail box
  
• Spelling errors in your cover letter
  
• Sending incomplete or expired documents
  

If you’re serious about building long-term shipper relationships, you’ve got to treat your packet like a sales asset—not a checklist.

This is your resume. Dress it up.

“But Adam, I’m Just One Truck…”

I hear this all the time. But let me tell you something:

Shippers don’t care if you’re one truck if you operate like a company.

They care about:

• – Professionalism
• – Communication
• – Reliability
• – Consistency
• – Safety

You can win lanes over 100-truck fleets if you show up with clarity and confidence. I’ve seen it happen. Many of our Playbook Masterclass students are one-truck operations who now run recurring lanes because they presented themselves like pros—and delivered like pros.

If You’re Ready to Step Into the Room

Let me give you a mindset shift.

Your carrier packet isn’t just a “thing you send.” It’s a door opener. It’s a sales tool. It’s the thing that lets you walk into rooms that you’ve been shut out of before.

But here’s the truth: Most carriers don’t know what to include, how to format it, or how to pitch it.

That’s why we teach the full framework inside the Playbook Masterclass. We’ve got students who’ve used our exact templates and scripts to land local food distributors, packaging companies, and even dedicated lanes for Amazon overflow. It’s not a theory. It’s execution.

If you’re tired of being ghosted after “send me your packet,” it’s time to learn the sauce.

Final Word

You’re not just a driver. You’re not just a dispatcher. You’re the CEO of a freight company.

Start acting like it.

A strong carrier packet is your first step into the next level of this business. Don’t treat it like homework. Treat it like an investment.

Because shippers are watching. Brokers are watching. And every interaction is either building your reputation—or breaking it.

Part 2 of this series will walk you through how to pitch your packet once it’s built—and how to follow up without sounding desperate. Until then:

Take this seriously.
Get your docs in order.
And start running your back office like a business.Want help building it? Join the Playbook Masterclass and let’s do it together.

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