Non-Domiciled CDL – Can You Get a CDL Without Being a U.S. Resident?

When people ask whether you can get a Commercial Driver’s License (CDL) without being a U.S. resident, they are usually trying to answer a much bigger question: is trucking in the United States even an option for me? The short answer is yes – in certain situations, non-U.S. residents and non-citizens can obtain a CDL and work as truck drivers. But the long answer matters much more, because the rules are strict, highly technical and, in 2025, under unusual political and legal pressure.

Can you get a CDL without being a U.S. resident?

If you read nothing else, remember this:

• You do not have to be a U.S. citizen to get a CDL.
• You must be legally present in the United States and authorized to work, and you must meet all the same testing and safety standards as any other CDL holder.
• If your permanent home – your domicile – is outside the United States, you cannot get a standard resident CDL, but you may qualify for a non-domiciled CDL instead.
• Canadian and Mexican citizens are a special case. FMCSA has determined that commercial licenses issued by Canadian provinces and territories and by Mexico meet U.S. standards. As a result, Canadians and Mexicans are not eligible for U.S. non-domiciled CDLs and must drive in the U.S. on valid commercial licenses from their home country.

Under the currently reinstated FMCSA guidance (originally published in 2019 and now revived by the court’s stay):

• A foreign driver with an Employment Authorization Document (EAD), or
• An unexpired foreign passport with an approved I-94 Arrival/Departure Record,

may obtain a non-domiciled CDL if they meet all other CDL requirements. That same driver cannot obtain a resident CDL because they are not “domiciled” in any U.S. state as defined in 49 CFR § 383.5.

So the door is open – but it is not wide open. Your immigration status, your documentation and the state you apply in all matter a great deal.

Resident CDL vs. non-domiciled CDL in one glance

To understand where you might fit, it helps to compare the two main categories side by side. This is a simplified overview, but it captures the core differences under the current (pre-IFR) framework.

Why non-domiciled CDLs are suddenly in the spotlight (2025 overview)

FMCSA’s 2025 crackdown on non-domiciled CDLs – what triggered it?

Non-domiciled CDLs have existed for years, but they were a relatively niche category. That changed in 2025, when FMCSA completed a nationwide review of how states issue CDLs to drivers whose domicile is outside the United States.

According to the U.S. Department of Transportation and FMCSA’s own fact sheet, this audit revealed systemic non-compliance in several state driver licensing agencies, including California, Colorado, Pennsylvania, South Dakota, Texas and Washington. The problems were not minor paperwork issues. FMCSA found that:

• States issued non-domiciled CDLs to drivers who were never eligible under federal law.
• Some license records showed CDL expiration dates beyond the driver’s lawful period of stay in the United States.
• Basic quality-control measures were weak, and staff training on non-domiciled rules was inconsistent.

Even more troubling from a safety standpoint, FMCSA’s review and crash data highlighted a “troubling series of fatal crashes” involving non-domiciled CDL holders – including crashes where later file reviews suggested licensing errors or lapses in oversight.

From a trucking employer’s perspective, this combination is toxic:

• Enforcement agencies questioning whether some drivers should ever have been licensed, and
• High-profile crashes drawing public attention to the weakest parts of the licensing system.

The agency’s conclusion was blunt: the system for issuing non-domiciled CDLs needed to be tightened quickly and aggressively.

The “Restoring Integrity” interim final rule – what FMCSA tried to do

In response, FMCSA issued an interim final rule (IFR) titled Restoring Integrity to the Issuance of Non-Domiciled Commercial Drivers Licenses (CDL), published in the Federal Register on September 29, 2025 (90 Fed. Reg. 46,509).

The purpose of this emergency-style rule was straightforward: close the gaps that allowed states to issue non-domiciled CDLs and CLPs to ineligible drivers, and to keep licenses active well beyond a driver’s lawful stay in the United States. The fact sheet accompanying the rule describes it as a way to “tighten eligibility, strengthen safeguards, and make clear when these licenses must be canceled or revoked.”

In practice, the IFR would have:

• Sharply narrowed eligibility for non-domiciled CDLs and CLPs.
  • Only drivers lawfully present in the U.S. under specific visa categories (H-2A, H-2B, and E-2) would remain eligible for non-domiciled commercial credentials.
• Limited license validity to a maximum of one year, and in all cases no longer than the driver’s authorized period of stay as shown on Form I-94.
• Required in-person issuance and renewal of non-domiciled CDLs and CLPs, ending remote or mail renewals for this category.
• Directed states to verify immigration status through the Department of Homeland Security’s SAVE system every time a non-domiciled CDL or CLP is issued, upgraded, or renewed.
• Required states to clearly mark these credentials as “non-domiciled” and keep additional documentation to prove compliance during FMCSA audits.
• Instructed states to revoke non-domiciled CDLs that had been unlawfully issued under prior practices – a step that could have removed thousands of drivers from the road in a short time.

To ensure states took these obligations seriously, FMCSA also signaled that non-compliant jurisdictions could face withheld federal highway funds until they fixed their CDL programs.

From the viewpoint of non-U.S. drivers and their employers, the message was clear: under this IFR, it would become much harder for most foreign-domiciled individuals to obtain or keep a U.S. CDL, even if they were legally present and authorized to work.

Court stay in November 2025 – what rules actually apply today?

The emergency rule triggered immediate legal challenges. Several groups – including states and industry associations – argued that FMCSA had gone too far, too fast, and that the IFR would unlawfully strip many work-authorized non-citizens of their ability to hold a CDL.

On November 10, 2025, a three-judge panel of the U.S. Court of Appeals for the D.C. Circuit issued an administrative stay, temporarily blocking the rule’s implementation. A few days later, on November 13, the court converted that into a stay pending review, halting the IFR until the court issues a final decision on the merits.

FMCSA formally acknowledged this in its own notice:

• The interim final rule “is prevented from taking effect until further notice.”
• Because of that, the regulations and guidance that were in effect immediately before September 29, 2025 are currently back in force. That includes the widely cited 2019 FMCSA Q&A about foreign drivers with Employment Authorization Documents (EADs).

That means that, even though the old federal framework technically applies again, your real options can still vary from state to state:

• Some jurisdictions are actively issuing non-domiciled CDLs under the pre-IFR rules.
• Others have kept a self-imposed pause while they clean up their systems.

In the rest of this article, we will therefore distinguish clearly between:

• “What FMCSA tried to change” in the 2025 IFR, and
• “What the law is today” under the reinstated pre-September 2025 rules – with practical guidance for non-U.S. residents who want to build a trucking career in the United States.

Key Concepts – Domicile, Legal Presence, and Non-Domiciled CDLs Explained

Understanding how the federal government distinguishes between domicile, legal presence, and the specific category of non-domiciled commercial credentials is essential before anyone attempts to obtain a U.S. CDL as a non-resident. These terms are not interchangeable, and confusion between them is the main reason many applicants believe they qualify when they do not.

What does “domicile” mean under CDL rules?

Federal CDL law is built around the concept of state of domicile, a regulated term appearing in 49 CFR § 383.5 and used throughout CDL issuance rules. According to this definition, a person is domiciled in a state only if:

• Their true, fixed, and permanent home is located in that state, and
• They intend to return there whenever they are away.

Two elements must exist at the same time: a physical home and a clear intent to keep that home as a long-term base. Following these rules, a person’s domicile can only be in one place at a time, and a CDL must be issued by the state where that domicile exists.

This is why someone who is only temporarily in the United States on a work permit or limited stay visa usually does not qualify for a resident CDL. Even if they rent an apartment, hold a social security number, or work full time, their legal permanent home remains outside the United States unless they have taken steps that show they intend to reside here permanently. Because of that foreign domicile, they cannot lawfully receive a standard U.S. CDL.

In other words, temporary presence and employment are not the same as establishing domicile.

What exactly is a non-domiciled CDL or CLP?

A non-domiciled CDL (or CLP) exists specifically for people whose domicile is in another country but who are legally present and authorized to work in the United States. This credential is authorized by 49 CFR § 383.23, which permits states to issue commercial driving privileges to eligible foreign-domiciled individuals as long as those drivers meet every testing requirement and present appropriate immigration documentation.

A non-domiciled CDL is not a lesser CDL. There is no difference in how the driver is tested:

• The same knowledge exams are required.
• The same skills test must be passed.
• The same medical qualification standards apply.

The differences lie in eligibility, documentation, and labeling. A non-domiciled CDL must be clearly marked as such, and the driver’s underlying immigration status controls whether it may be issued, renewed, or must be revoked.

Legal presence, work authorization, and the Employment Authorization Document (EAD)

To obtain a non-domiciled CDL under the rules currently in force, a driver must show both legal presence in the United States and authorization to work. These are two separate requirements.

• Legal presence means a person is lawfully admitted into the United States under a recognized immigration category.
• Authorization to work means the immigration category permits that individual to engage in employment while present.

A driver may be legally present but not authorized to work, in which case they cannot qualify for a CDL. Conversely, a driver who is authorized to work must still prove legal presence through specific documents.

Under currently reinstated FMCSA guidance, there are two main ways a foreign driver can document these conditions for a non-domiciled CDL application:

1. A valid Employment Authorization Document (EAD), formally known as Form I-766.
2. An unexpired foreign passport accompanied by an approved I-94 Arrival/Departure Record showing lawful presence and authorization to work.

This is where many applicants misunderstand the process. The EAD or passport-plus-I-94 shows immigration eligibility, but it does not create domicile in any U.S. state. Immigration eligibility allows access to a non-domiciled CDL; it does not make the applicant eligible for a resident CDL.

A person can be legally present, authorized to work, fully test-qualified, and still be barred from obtaining anything other than a non-domiciled CDL because domicile remains abroad.

How Non-Domiciled CDLs Worked Before the 2025 Rule (And Still Do, For Now)

With the emergency rule paused by a court order, the United States currently returns to the same regulatory framework that existed before September 29, 2025. The most important part of that framework is a federal guidance document answering a question that arises constantly among aspiring commercial drivers.

FMCSA’s 2019 guidance that is currently back in force

The decisive question in the 2019 regulatory guidance was simple:

May a foreign driver with an Employment Authorization Document obtain a CDL to operate a commercial motor vehicle in the United States?

The answer was: yes, under specific conditions. The guidance clarified that:

• A foreign driver who holds an EAD, or
• A foreign driver who holds a valid passport with an approved I-94,

may obtain a non-domiciled CDL if all testing and eligibility rules are satisfied.

The same guidance emphasizes two limits:

• Drivers in that category cannot obtain a resident CDL, because they are not domiciled in any U.S. state as defined by federal regulations.
• Citizens of Canada and Mexico are not eligible for non-domiciled CDLs, because the United States recognizes commercial licenses issued by their home jurisdictions as compliant with federal standards. They must drive using a valid CDL issued by their home country, not a U.S. CDL.

These exact rules are in effect today because the 2025 interim rule attempting to replace them is blocked pending judicial review.

Typical documents a state would require for a non-domiciled CDL

Non-domiciled CDL applicants must meet the same knowledge, medical, and skills testing requirements as any other CDL applicant. The difference lies only in the documentation needed to establish eligibility.

Under the reinstated framework, states typically require:

• Employment Authorization Document (EAD) Form I-766, or
• Unexpired foreign passport plus I-94 Arrival/Departure Record, demonstrating lawful presence and work authorization
• Proof of identity, as required of all CDL applicants
• Social Security number, if one has been issued (some states require proof of ineligibility where it has not)
• Medical Examiner’s Certificate, meeting federal qualification standards
• Passage of standard CDL knowledge and skills tests, identical to U.S. resident applicants

States may require additional supporting proof, but none may lawfully issue a resident CDL to a foreign-domiciled individual.

Where Canadians and Mexicans fit in

Unlike most foreign drivers, Canadians and Mexicans generally do not apply for any U.S. CDL at all. Instead, their home-country commercial driver’s licenses are treated as fully compliant with U.S. standards. They use those credentials to operate commercial motor vehicles across the border.

Because of this recognition system, citizens of Canada and Mexico are not eligible for non-domiciled U.S. CDLs. A Canadian or Mexican driver who lives or works temporarily in the U.S. must maintain their commercial license from their home jurisdiction.

Their commercial credentials function the same way a U.S. CDL functions abroad: the qualification stays with the home licensing authority, not the nation of temporary residence.

The Court’s Emergency Stay – What It Means for Drivers and Fleets Right Now

The D.C. Circuit’s stay: back to the pre-September rules (for now)

When FMCSA published the “Restoring Integrity” interim final rule in September 2025, it was written to take effect almost immediately. States began preparing to narrow eligibility, shorten non-domiciled CDL terms, and revoke improperly issued licenses.

Then the legal challenges came.

In November 2025, the U.S. Court of Appeals for the District of Columbia Circuit granted an emergency stay. In plain language, a stay is a legal pause button. The court did not decide whether FMCSA’s rule is ultimately valid or invalid; instead, it concluded there were serious enough questions, and significant enough potential harms, that the rule should not take effect while the case is being reviewed.

For drivers and fleets, the practical consequences are:

• The September 29, 2025 interim final rule is blocked from taking effect “until further notice.”
• The federal regulations and official guidance that were in force immediately before that date are back in effect.
• That includes the 2019 FMCSA guidance allowing non-domiciled CDLs for certain foreign drivers with an EAD or passport plus I-94, and excluding Canadians and Mexicans from non-domiciled eligibility.

In other words, we are temporarily back under the old rules. States may continue issuing non-domiciled CLPs and CDLs under the previous framework, as long as they follow the existing regulations and FMCSA guidance correctly.

However, this does not mean that FMCSA has stepped back. Oversight remains intense. The same audits and compliance concerns that triggered the emergency rule are still in play, and the agency has made it clear that it will continue inspecting state practices, demanding corrections, and using its enforcement tools even while the court case is pending.

States under corrective action plans – an important exception

An important nuance is often missed in short news summaries. Before the court issued its stay, FMCSA had already completed investigations in several states and negotiated corrective action plans with them.

In those plans, some states formally agreed to:

• Pause issuance of non-domiciled CDLs and CLPs altogether, or
• Limit issuance to very narrow circumstances,

until they can prove that their systems comply with federal requirements, even under the old rules.

The court’s stay does not automatically undo those state-level commitments. If a state agreed with FMCSA that it would stop issuing non-domiciled CDLs as part of a corrective plan, that agreement remains binding until FMCSA releases the state from its obligations. The state cannot simply say “the rule is paused, so we are going back to business as usual.”

For non-resident drivers and their potential employers, this means:

• Two individuals with identical immigration status and identical qualifications may face different outcomes depending on the state where they apply.
• In some states, the DMV or licensing agency will still accept non-domiciled CDL applications under the pre-September 2025 framework.
• In other states, front-line staff may tell foreign-domiciled applicants that the state is “not issuing non-domiciled CDLs at this time,” even though federal guidance theoretically allows it.

The only way to understand the current reality is to treat eligibility as state-specific, even when the federal law is the same. Anyone considering a non-domiciled CDL should check not only federal rules, but also the latest public guidance from the state DMV where they intend to test.

Why this legal fight matters if you’re planning a trucking career

If you are a non-U.S. citizen or non-resident planning a trucking career in the United States, it is tempting to ignore the legal details and focus on practical steps: choose a school, complete ELDT theory, pass your tests, start earning money.

The court case makes that mindset risky.

There are three reasons why this legal fight should shape your planning:

1. The rules could tighten again
   The court has not struck down the 2025 interim rule. It has only paused it. If FMCSA ultimately prevails, a version of that rule – or a modified final rule – could take effect later, bringing back narrowed eligibility (H-2A, H-2B, E-2 only), one-year terms, and systematic revocations. A path that is open today may become closed, or significantly narrower, in a year or two.
2. Non-domiciled status is structurally fragile
   Even under the old rules, non-domiciled CDLs depend on a delicate combination of immigration status, state licensing practice, and federal oversight. Any change in those inputs – a change in status, a new state audit, a revised guidance memo – can quickly affect whether you remain eligible. Planning your life around a non-domiciled CDL without a backup plan is risky.
3. Employers are rethinking their hiring strategies
   Fleets that rely heavily on non-domiciled CDL holders are reassessing their exposure. Many are:
   • Auditing their driver rosters for non-domiciled credentials
   • Tracking immigration and CDL expiration dates more aggressively
   • Implementing tighter pre-hire screening to avoid onboarding drivers whose eligibility could vanish if the rule returns

For you as a candidate, that means hiring managers will pay closer attention to your documentation and long-term eligibility. A driver who can demonstrate clear status, thoughtful planning, and a realistic appreciation of these legal risks will often be more attractive than someone who has not considered them at all.

The bottom line: if you are building a trucking career as a non-U.S. resident, assume that the regulatory environment may change again and design your path so that you can adapt rather than be caught by surprise.

Who Can Realistically Get a CDL as a Non-U.S. Citizen in 2025?

The next logical question is: given everything above, who actually has a realistic path to a CDL in 2025? The answer depends on how your immigration status interacts with the concepts of domicile and work authorization.

Lawful permanent residents (green card holders)

Lawful permanent residents occupy one of the clearest categories. A green card holder typically:

• Has been admitted to the United States as a permanent resident, and
• Intends to make a home in a particular state, rather than maintain primary domicile abroad.

Because of this, most lawful permanent residents will be able to establish a state of domicile. Once that is done, they apply for a regular resident CDL in that state, not a non-domiciled CDL. In practical terms:

• They follow the same process as U.S. citizens: establish residency, provide identity and lawful presence documents, take knowledge and skills tests, and pass a medical exam.
• Their CDL is issued as a standard state CDL rather than a special non-domiciled credential.

There are two important nuances for this group:

• State residency rules still apply. Each state has its own residency requirements for driver licensing (for example, a minimum period of living in the state or specific documentation of address). Green card holders must satisfy these just as citizens do.
• Certain endorsements, especially hazardous materials (Hazmat), are restricted. Under TSA security regulations, many Hazmat endorsements are limited to U.S. citizens and certain categories of lawful permanent residents or specific visa holders. Not every green card holder will automatically be eligible; the details depend on TSA guidance in force at the time of application.

In most cases, though, a permanent resident who has established domicile in a state and meets all other requirements is on essentially the same footing as a citizen for purposes of obtaining a CDL.

Foreign drivers with EAD or passport + I-94 (non-domiciled route)

The classic non-domiciled CDL path is built around the combination of:

• A valid Employment Authorization Document (EAD), or
• An unexpired foreign passport with an approved I-94 showing lawful presence and work authorization.

People in this category may include:

• Certain work visa holders who receive an EAD
• Asylees and refugees with employment authorization
• Some Temporary Protected Status (TPS) holders
• Certain DACA recipients and other categories authorized to work

Under the currently reinstated FMCSA guidance, these drivers:

• May qualify for a non-domiciled CDL or CLP if they meet all testing and medical requirements, and
• May not obtain a resident CDL, because they remain domiciled in a foreign country under the federal definition.

The practical challenges for these drivers are significant:

• Immigration law is complex and fact-specific. The same label (“EAD holder”) can cover many different categories with different rules, renewal windows, and long-term prospects.
• State DMVs interpret federal guidance differently. One state may be familiar and comfortable with non-domiciled CDL applicants in a particular category; another may be more hesitant, especially if it is operating under a corrective action plan.
• Small documentation issues can have big consequences. A lapse in EAD validity, an I-94 error, or a mismatch in DHS databases can prevent a license from being issued or renewed, or trigger a downgrade.

For these reasons, anyone pursuing the non-domiciled route should consider:

• Consulting an immigration attorney or accredited representative before investing heavily in training and testing.
• Contacting the state licensing agency in advance to understand its current position on non-domiciled CDLs.
• Planning for contingencies, such as changes in status or the potential return of a narrower federal rule.

Canadians and Mexicans – cross-border drivers with home-country CDLs

Canadian and Mexican drivers are in a distinct category of their own.

FMCSA has determined that:

• Commercial licenses issued by Canadian provinces and territories, and
• Commercial licenses issued in Mexico

are substantially equivalent to U.S. CDLs. Because of that, Canada and Mexico participate in a reciprocal system with the United States.

The implications are straightforward:

• Citizens of Canada and Mexico who wish to operate commercial motor vehicles in the United States generally do so using their home-country CDL, not a U.S. CDL.
• They are not eligible for U.S. non-domiciled CDLs.
• Their home licensing authorities remain responsible for issuing, renewing, restricting, or revoking their commercial credentials.

For fleets that operate cross-border, this means driver qualification files must contain proof of a valid Canadian or Mexican CDL and any additional documentation required by cross-border agreements and U.S. regulations, but the underlying commercial license remains foreign.

Visitors, tourists, and undocumented individuals – who cannot get a CDL

At the opposite end of the spectrum are individuals who cannot realistically obtain a CDL, regardless of their driving skill or experience.

This group includes:

• Tourists and short-term visitors admitted under B-1/B-2 visas or similar categories
• Travelers admitted under the Visa Waiver Program (ESTA)
• Individuals who are undocumented or out of status
• Anyone who is present in the United States but not authorized to work

The current rules require both:

• Lawful presence, and
• Authorization to work in the United States.

Tourist or visitor status does not provide employment authorization. Visa Waiver travelers under ESTA are also barred from employment. Undocumented presence, by definition, fails the lawful presence requirement. None of these groups can lawfully be issued a CDL or CLP.

The consequences of ignoring these rules are serious:

• For the driver, operating a commercial motor vehicle without proper licensing and work authorization can lead to immigration consequences, fines, and disqualification from future benefits.
• For the carrier, knowingly or negligently putting such a driver behind the wheel exposes the company to civil penalties, potential criminal liability, and severe damage to its safety rating and reputation.

Trucking offers strong earning potential, but it is not a shortcut around immigration law. Any path that relies on ignoring status requirements is both unsafe and unsustainable.

H-2A, H-2B, and E-2 workers – why FMCSA focused on them

The 2025 interim rule, although paused, gives a strong signal about where FMCSA expects non-domiciled CDLs to fit if the agency ultimately prevails in court.

The rule proposed to limit eligibility to:

• H-2A temporary agricultural workers
• H-2B temporary non-agricultural workers
• E-2 treaty investors and employees of treaty investors

Why these categories?

From a regulatory perspective, these visas share characteristics that are attractive to FMCSA:

• They are tightly defined in federal law and easier to verify through DHS systems.
• Their underlying employment relationships are usually well-documented and time-limited.
• The programs already involve employer obligations and oversight that can complement safety regulations.

By contrast, categories like asylum, TPS, and DACA involve more complex, evolving legal frameworks and often less predictability regarding long-term presence.

It is crucial, however, to distinguish between:

• What the interim rule would have done (if it had taken effect), and
• What the law is today under the reinstated pre-rule framework.

As of now:

• H-2A, H-2B, and E-2 workers may qualify for non-domiciled CDLs, but they are not the only categories that can do so.
• Other lawfully present, work-authorized individuals with EADs or passport-plus-I-94 can still be eligible under the reinstated FMCSA guidance.
• That could change if the court ultimately upholds some or all of the emergency rule, or if FMCSA issues a new final rule in response to litigation.

For anyone in these visa categories, the message is mixed: they are clearly within FMCSA’s preferred model for non-domiciled CDLs, but the regulatory ground under their feet is still shifting.

Step-by-Step – How to Get a Non-Domiciled CDL if You’re Not a U.S. Resident

For many readers, the key question is practical: how do I actually move from my current status to holding a non-domiciled CDL? The steps below assume you are not a U.S. resident but may have, or be able to obtain, work authorization that fits the current framework.

What Fleets and Employers Need to Know About Non-Domiciled CDLs

The legal and regulatory scrutiny surrounding non-domiciled CDLs is not just a driver issue. Carriers face increasing exposure to audits, penalties, and reputational harm if they mismanage hiring, documentation, or retention for foreign-domiciled employees.

Why FMCSA is watching non-domiciled CDLs so closely

Recent FMCSA audits revealed systemic problems in how some states issued non-domiciled CDLs. Alongside those findings, FMCSA linked multiple serious crashes to improperly issued credentials, including drivers who held commercial licenses that extended beyond the validity of their immigration authorization. These incidents raise three core risks for fleets:

• Civil penalties and fines for employing drivers who are not legally authorized to hold or maintain CDLs.
• Safety rating impacts if disqualified or ineligible drivers appear on roadside inspections or crash reports.
• Reputational damage with shippers, insurers, and regulators when a compliance failure results in impaired operations or public incidents.

In short, fleets that treat non-domiciled CDLs lightly may find themselves under intense scrutiny, even if the drivers involved meet the technical requirements for licensure.

5-step compliance checklist for fleets

To remain compliant during a period of legal uncertainty, carriers can adopt the following structured process:

1. Audit your current drivers for non-domiciled CDLs.
   Identify which employees hold non-domiciled credentials and confirm the documentation supporting their eligibility.
2. Confirm visa categories and work authorization.
   Flag drivers in immigration categories that would be excluded if FMCSA’s 2025 rule eventually takes effect. Build contingency plans for these workers.
3. Track CDL, passport, and I-94 expiration dates together.
   Store these dates in one system. A CDL remains valid only if the underlying immigration authorization also remains valid.
4. Strengthen Driver Qualification Files (DQFs) and monitor MVRs continuously.
   Ensure that every non-domiciled driver’s file contains up-to-date proofs of identity, work authorization, medical certification, and training. Use MVR monitoring to catch suspensions or revocations before trucks roll.
5. Consider partnering with a compliance provider or legal advisor.
   Rules are changing quickly, and relying on internal staff alone increases the risk of errors. Outsourcing some compliance tasks can protect the fleet and expedite audits.

Carriers that follow these steps show regulators, insurers, and shippers that they take safety and eligibility seriously, making them more competitive when bidding for clients.

Hiring non-domiciled drivers without creating legal or safety problems

Hiring non-domiciled drivers responsibly is possible, but it requires careful planning. Best practices include:

• Clear job postings stating whether the company hires non-domiciled drivers, and under what conditions.
• Documented onboarding procedures that verify status and endorsements before any driving duties.
• Transparent company policies that explain what will happen if a driver’s immigration status changes or is not renewed on time.
• Active communication channels so drivers know how to report changes in immigration or licensing before they result in disqualification.

The goal is not to avoid hiring non-domiciled drivers, but to hire them intelligently, with full awareness of the regulatory landscape.