CVSA Out-of-Service Criteria and Roadside Inspection Levels
For fleet safety, compliance and customs managers · Understand the problem
CVSA Out-of-Service Criteria and Roadside Inspection Levels: Illustrative plant gatehouse and weighbridge arrival check; not a client facility.
Quick answer: cvsa out of service criteria
CVSA out-of-service criteria are the North American Standard conditions under which an inspector stops a driver or vehicle from continuing, revised by CVSA in periodic editions. Inspections run at eight levels, from Level I full driver-and-vehicle checks to Level VIII electronic checks. After a vehicle order, 49 CFR 396.9 bars operation until repairs and requires certification within 15 days.
TL;DR — what you’ll learn
- An out-of-service order stops the driver or vehicle on the spot; an ordinary violation does not. CVSA's criteria draw that line and are revised in new editions, so keep the current handbook on file.
- Of the eight inspection levels, Level I examines driver and vehicle fully, Level III only the driver and credentials, Level V the vehicle without a driver, and Level VIII is electronic.
- After a vehicle out-of-service order, 49 CFR 396.9 allows only a crane or hoist tow until repairs are done, then requires certification within 15 days and 12 months' retention.
- Driving through an order disqualifies a CDL holder for at least 180 days and exposes the employer to $7,155 to $39,615, far more than a dispatch block costs.
Topics: cvsa out of service criteria · inspection levels · OOS triggers · roadside inspection levels · 49 CFR 396.9 out of service
All quantities, amounts, product codes and events are illustrative teaching examples.
At 15:40 a dispatcher notices that tractor 418 has stopped moving at a fixed scale on an interstate. Forty minutes later the driver calls: a Level I inspection, two brake defects and an audible air leak, and an out-of-service sticker on the tractor. The load misses its 19:00 receiving appointment. Three weeks later the safety manager finds the inspection report in the door pocket of the cab, repaired but never certified.
Roadside out-of-service orders are rarely a surprise in kind, only in timing. A fleet that knows which conditions trigger them, what each inspection level examined and which paperwork clocks start at the scale can turn every order into a repair, a recovered load and a signed certification inside the 15-day window, instead of a missed delivery followed by an audit finding. This guide sits within our logistics and supply chain library.
- What this guide covers: how out-of-service criteria differ from ordinary violations, the eight North American inspection levels, driver and vehicle out-of-service rules in 49 CFR 395.13 and 396.9, and the penalties for ignoring an order.
- What it adds: the dispatch, yard and customer response, a 15-day paperwork trace, a dollar cost of one event with India's legal contrast in rupees, and a readiness checklist for fleets and shippers.
Out-of-service criteria versus ordinary roadside violations
A violation is a rule the inspector saw broken; an out-of-service condition is a violation serious enough that the driver or vehicle may not continue. The North American Standard Out-of-Service Criteria (OOSC), published by the Commercial Vehicle Safety Alliance (CVSA), draw that line for inspectors in the US, Canada and Mexico.
Federal rules tie the two together. 49 CFR 390.5 defines an out-of-service order as a declaration by an authorized enforcement officer of a federal, state, Canadian, Mexican or local jurisdiction that a driver, a commercial motor vehicle or a motor carrier operation is out of service under sections 386.72, 392.5, 392.9a, 395.13 or 396.9, compatible laws, or the North American Standard Out-of-Service Criteria.
- No defect found: the condition meets the regulation, so nothing is written up.
- Violation, not out of service: the defect is recorded, but the California Highway Patrol's inspection manual, for example, tells officers that vehicles with mechanical violations below the OOS criteria shall not be stopped from completing the current trip.
- Out-of-service condition: the driver or vehicle may not move until the condition is corrected or, for hours-of-service orders, until enough off-duty time has passed.
- Operation-level orders: separate FMCSA orders can stop a whole carrier, such as an imminent-hazard order or an out-of-service order after a final unsatisfactory safety rating.
CVSA revises the criteria in periodic editions and sells the handbook rather than publishing it free, so a fleet needs the current copy, or the CVSA app, in the safety office. Quoting an outdated edition's thresholds to drivers is a common cause of arguments at the scale.
Roadside out-of-service orders in the US rest on 49 CFR 390.5, which defines the order by reference to sections 392.5, 395.13 and 396.9 and to the North American Standard Out-of-Service Criteria. CVSA revises those criteria in periodic editions, so a fleet should confirm it holds the current edition before training drivers.
The eight CVSA inspection levels and what each one examines
The inspection level tells the fleet what the officer looked at, and therefore what the report can and cannot prove. A clean Level III report says nothing about brakes; a Level V report says nothing about the driver's hours.
Scroll horizontally to see all columns.
| Level | Name | What is examined | What it tells the fleet |
|---|---|---|---|
| I | North American Standard Inspection | Driver documents and hours plus the full vehicle examination | The most complete result; can produce driver and vehicle OOS orders at once |
| II | Walk-Around Driver/Vehicle Inspection | Driver items and the vehicle items visible without going under the vehicle | Used when location or weather rules out a Level I; under-vehicle brake defects may go unseen |
| III | Driver/Credential/Administrative Inspection | Licence, medical certificate, hours of service records and hazardous materials requirements where they apply | Tests the driver file and the ELD, not the equipment |
| IV | Special Inspection | A one-time examination of a particular item, usually in support of a study or a suspected trend | Often seen during enforcement campaigns |
| V | Vehicle-Only Inspection | The Level I vehicle items without a driver present, at any location, including terminals | Tests the shop's work directly |
| VI | Transuranic Waste and Highway Route Controlled Quantities of Radioactive Materials Inspection | Enhanced inspection of those radioactive shipments by specially trained inspectors | Relevant only to carriers in that trade |
| VII | Jurisdictional Mandated Commercial Vehicle Inspection | A jurisdiction's own programme that does not meet any other level | No CVSA decal is issued |
| VIII | North American Standard Electronic Inspection | Data exchanged electronically or wirelessly while the vehicle is moving, with no direct contact with an inspector | Depends on the jurisdiction's systems being in place |
CVSA decals matter for dispatch planning. Under the CHP manual, vehicles displaying a valid decal should not normally be given another Level I inspection during the decal's month and the following two months, although officers still act on any apparent violation. A mechanical out-of-service violation found on a decal-bearing vehicle means the decal is removed, so the decal is a scheduling convenience, not a pass.
Driver out-of-service orders for hours, records and alcohol
A driver out-of-service order stops the person, not the truck, so another qualified driver can often move the load. The most common federal bases are hours-of-service and record-of-duty-status failures under 49 CFR 395.13 and alcohol under 392.5.
Section 395.13(b) has two criteria: driving after exceeding the maximum on-duty periods, and lacking a record of duty status current for the day of examination and the prior seven days. A driver missing only today's and yesterday's entries, with the earlier six days complete, gets the chance to bring the record up to date instead. Section 395.13(c)(1)(ii) bars dispatching a driver ordered out for a missing record until the required consecutive off-duty hours are served, and sleeper-berth time can count.
- Driver to carrier, 24 hours: under 395.13(d)(3), the driver delivers or mails the out-of-service form to the person or place the carrier has designated within 24 hours.
- Carrier certification, 15 days: 395.13(c)(2) requires the carrier to complete the "Motor Carrier Certification of Action Taken" on the Driver/Vehicle Examination Report and deliver it to the FMCSA Division Administrator or State Director at the address on the form within 15 days; a mailed form counts as delivered on its postmark date.
- Alcohol, 24 hours out of service: 392.5(c) places a driver out of service immediately for 24 hours, and 392.5(d) requires the driver to report the order to the employer within 24 hours and to the licensing State within 30 days unless a review is requested.
The dispatch response depends on the cause. An hours-based order ends when the driver has enough off-duty time to drive legally again, so the planner can usually re-time the delivery or send a relay driver. Our guide to the 14-hour rule shows how to estimate the earliest legal restart before promising the customer a new delivery time.
Vehicle out-of-service orders and the 396.9 repair rule
Under 49 CFR 396.9(c), a vehicle marked out of service may not be operated until every repair listed on the out-of-service notice is complete, and it may only be towed by a vehicle using a crane or hoist. Nobody may remove the sticker before those repairs are done.
Section 396.9(c)(1) lets authorized personnel declare and mark out of service any vehicle or intermodal equipment that, by reason of its mechanical condition or loading, would likely cause an accident or a breakdown. The word "loading" matters to shippers: a badly secured load can stop a mechanically sound tractor, which is why cargo securement at the dock belongs in the same risk review as brakes and tires.
- Two different lines: the OOSC sets the out-of-service thresholds, while the regulations in Part 393 set the everyday standard; a defect can breach the second without reaching the first.
- Front tires, 393.75(b): at least 4/32 inch of tread on the front tires of trucks and truck tractors, measured on a major tread groove.
- Other tires, 393.75(c): at least 2/32 inch of tread in a major tread groove.
- Out-of-service status: a tire below those depths is a violation; whether it is also out of service depends on the current OOSC entry for that condition.
Brakes show why counting matters. The OOSC applies a 20 percent brake calculation across the service brakes on a vehicle or combination, and the CHP manual notes that raised lift axles are left out of that count, while a critical defect on a raised lift axle still makes the vehicle ineligible for a decal. On a five-axle combination with ten service brakes, two defective brakes already equal 20 percent, which leaves very little margin.
- Report to carrier, 396.9(d)(1): the driver delivers the inspection report to the motor carrier, and to any intermodal equipment provider, at the next terminal or facility; if none is due within 24 hours, the driver transmits it immediately.
- Repair before use, 396.11(a)(3): defects likely to affect safe operation are repaired before the vehicle runs again, and the repair is certified on the driver vehicle inspection report.
- Certification, 396.9(d)(3)(i): within 15 days of the inspection, a carrier official signs the "Signature of Carrier/Intermodal Equipment Provider Official, Title, and Date Signed" section.
- Return and retain, 396.9(d)(3)(ii): the completed form goes back to the issuing State agency if that agency asks, and a copy stays at the principal place of business or where the vehicle is housed for 12 months.
Vehicle out-of-service orders under 49 CFR 396.9 run on two clocks: the driver passes the inspection report to the carrier at the next terminal, or transmits it immediately if none is due within 24 hours, and the carrier certifies the corrections within 15 days and keeps the report on file for 12 months.
What an OOS order does to dispatch, the yard and the customer
Most of the cost of an out-of-service order is operational: the stranded load, the recovery, the missed appointment and a repair at someone else's prices. Choose the response within the first 30 minutes, because the options shrink once the receiving window closes.
- Driver out, vehicle sound: send a relay driver if one is within reach; otherwise re-time the appointment to the driver's earliest legal restart.
- Vehicle out, repairable on site: call a mobile mechanic, fix every defect listed on the notice, and photograph the work before the unit moves.
- Vehicle out, needs a tow: only a crane or hoist tow is allowed, so plan a recovery tractor and trailer, and a transload at the nearest facility if the freight is time-critical.
- Load-caused order: re-secure or partly offload at the scale; tell the shipper at once, because the fix may need extra dunnage, straps or a second truck.
For shippers and brokers, the TMS should record an out-of-service event under its own exception code rather than a generic "carrier delay", because the paperwork and the carrier scorecard follow from it. Inspection outcomes also feed the carrier's public safety data, and our article on CSA basics for carrier selection explains how out-of-service rates show up when screening carriers.
When a sealed trailer moves to a recovery unit, record the old and new seal numbers, the time and the witness, and send them to the consignee before the truck arrives. Receivers who meet an unexpected seal number often hold or refuse the load, adding a second delay to the first and turning a mechanical problem into a cargo claim discussion.
From inspection report to certified correction within 15 days
A repaired truck can still produce an audit finding when the paperwork chain breaks, as the trace below shows. Report numbers, times and the unit are illustrative; the clauses are real.
- Day 1, 15:52, inspection: a Level I inspection at a fixed scale produces report OH-26-118842 with two brake defects and an audible air leak; an out-of-service sticker goes on tractor 418.
- Day 1, 18:30, roadside repair: a mobile mechanic replaces a brake chamber, adjusts the brakes and fixes the air line under invoice MR-5531. The driver continues, and the report stays in the cab door pocket.
- Day 3, 07:10, terminal arrival: nobody collects the report. The TMS shows only "late, mechanical" against load 77120, with no link to the inspection.
- Day 17, 08:00, deadline missed: the 15-day certification window under 396.9(d)(3) ended with day 16, unsigned.
- Controlled version: at 16:05 on day 1 the driver photographs the report into the fleet app, the TMS opens exception OOS-0921 with a 15-day task, maintenance attaches invoice MR-5531, and the safety manager signs on day 4 and files the copy for 12 months.
Scroll horizontally to see all columns.
| Record | Created by | Owner at the fleet | Signature or approval | Retention |
|---|---|---|---|---|
| Driver/Vehicle Examination Report | Inspector | Safety manager | Carrier official certifies corrections, 396.9(d)(3)(i) | 12 months, 396.9(d)(3)(ii) |
| Out-of-service sticker | Inspector | Driver until repair | Removed only after listed repairs, 396.9(c)(3) | Not applicable |
| Repair order and invoice | Mechanic or vendor | Maintenance manager | Maintenance manager | Fleet policy; filed with the report |
| Driver out-of-service form | Inspector | Driver, then safety | Certification of Action Taken to FMCSA within 15 days, 395.13(c)(2) | Fleet policy |
| Driver vehicle inspection report noting the defect | Driver | Maintenance | Certification of repair, 396.11(a)(3)(ii) | 3 months, 396.11(a)(4) |
| TMS exception record | Dispatcher | Operations manager | Closed after certification is filed | Fleet policy |
| Customer delay notice | Customer service | Account manager | Not required | Contract terms |
This internal pre-trip side of the same problem, where the driver's own inspection blocks dispatch before an inspector ever sees the truck, is covered in our article on DVIR maintenance locks and gate controls. The present article starts after the roadside inspection, when the order already exists and the regulator's clocks are running.
Penalties and disqualification for driving through an OOS order
Ignoring an out-of-service order costs far more than the defect behind it. A commercial driver's licence holder faces disqualification of at least 180 days for a first offence, and an employer that knowingly allows it faces a civil penalty of at least $7,155.
- Driver disqualification, 383.51(e): Table 4 sets no less than 180 days and no more than 1 year for a first violation while carrying non-hazardous freight, 2 to 5 years for a second and 3 to 5 years for a third or later violation.
- Hazmat or 16-plus passengers: the same table sets 180 days to 2 years for a first violation and 3 to 5 years for later ones.
- Driver civil penalty: Appendix B to Part 386, paragraph (b)(1), sets not less than $3,961 for a first conviction and not less than $7,924 for a second or later one.
- Employer civil penalty: paragraph (b)(2) sets $7,155 to $39,615 for an employer that knowingly allows, requires, permits or authorizes driving during an out-of-service order.
- Alcohol order: paragraph (a)(5) sets up to $3,961 for a first conviction for driving during the 24-hour 392.5 period, and not less than $7,924 for a second or later one.
These figures are the inflation-adjusted amounts in Appendix B to Part 386 as published in the eCFR on 13 November 2026. FMCSA adjusts them periodically, so check the current appendix before quoting amounts in driver training or in a carrier contract.
Driving under an out-of-service order is a disqualifying offence: Table 4 of 49 CFR 383.51 sets 180 days to one year for a first non-hazardous violation, and Appendix B to Part 386 sets employer penalties of $7,155 to $39,615 for knowingly allowing it. Dispatch software should hard-block the unit and the driver.
Costing one roadside OOS event in dollars, with India's contrast
In the illustrative US case below, a vehicle out-of-service order fixed at the roadside costs about $1,900, and about $3,000 when the tractor must be towed. India has no CVSA-style out-of-service criteria, so the nearest comparable event, a vehicle detained for a lapsed fitness certificate, is costed separately under the Motor Vehicles Act, 1988.
Cost of one out-of-service event
C = R + T + (H_d x r_d) + (H_e x r_e) + P + (H_a x r_a) + F
R = repair cost at the roadside or a vendor shop
T = tow or recovery cost (crane or hoist tow for a vehicle OOS)
H_d = driver hours lost; r_d = driver cost per hour
H_e = equipment hours lost; r_e = tractor-trailer cost per hour
P = customer late fee or penalty under the contract
H_a = admin hours (report, certification, claims); r_a = admin rate
F = fine or compounding amount, where one applies
Annual exposure
E = N_oos x mean(C)
N_oos = out-of-service events in the last 12 monthsScroll horizontally to see all columns.
| Cost line | US event (USD) | India event (INR) | Assumption |
|---|---|---|---|
| Repair or fitness re-test | $780 | ₹3,500 | US: mobile brake and air-line repair; India: re-test and fees to renew the fitness certificate |
| Driver time lost | $228 | ₹3,200 | US: 6 hours at $38; India: driver and helper wages for 2 days |
| Equipment time lost | $510 | ₹11,000 | US: 6 hours at $85; India: 2 days at ₹5,500 |
| Freight recovery | $0 | ₹19,000 | India: hired truck and labour to transload the cargo |
| Customer late fee | $250 | ₹4,000 | Contract terms |
| Administration | $90 | ₹2,100 | US: 2 hours at $45; India: 6 hours at ₹350 for the release application |
| Fine | $0 at the scale | ₹5,000 | India: upper end of the section 192(1) first-offence range, State multiplier of 1 assumed |
| Total, repaired on site | $1,858 | ₹47,800 | Sum of lines above |
| Add if a tow is needed | $1,150 | Not applicable | US: crane or hoist tow of about 40 miles; total about $3,008 |
The India column is a contrast, not an equivalent. Section 56 of the Motor Vehicles Act, 1988 says a transport vehicle is not validly registered unless it carries a certificate of fitness, and the Explanation that the 2019 amendment added to section 192 treats use without one as a breach of section 39, punishable under section 192(1) with a first-offence fine of ₹2,000 to ₹5,000. Section 207 lets an authorized officer seize and detain the vehicle, and section 207(2) governs release after documents are verified.
Mechanical defects are handled through section 190(1) instead, which after the 2019 amendment sets a fine of ₹1,500 for knowingly driving a vehicle with a dangerous defect, or ₹5,000 where it causes an accident. Section 210A lets each State apply a multiplier between one and ten to these fines, so the rupee figure for the same event differs by State.
Indian roadside enforcement has no CVSA-style out-of-service criteria; the Motor Vehicles Act, 1988 treats use of a transport vehicle without a valid section 56 fitness certificate as a section 39 breach punishable under section 192(1), with first-offence fines of ₹2,000 to ₹5,000 before any section 210A State multiplier.
Rules the fleet system enforces and judgement left to people
Dispatch blocks, deadline tasks and retention timers are fixed rules and should run in the TMS or fleet maintenance system. Software, including models that read photographed reports, can speed up data entry and spot risky units, but a person confirms every out-of-service flag and every repair decision.
Scroll horizontally to see all columns.
| Task | Fixed rule or assisted | What the system does | Who decides |
|---|---|---|---|
| Blocking dispatch of a unit with an open vehicle OOS event | Fixed rule | Unit unavailable until the repair order closes against the report | Maintenance manager confirms all listed repairs |
| Blocking a driver under an hours or records order | Fixed rule | ELD and TMS compute the earliest legal start | Dispatcher chooses relay or delay |
| Starting the 15-day certification task | Fixed rule | Due date set to inspection date plus 15 days | Carrier official signs |
| Holding inspection reports for 12 months | Fixed rule | Retention timer on the document record | Safety manager approves disposal |
| Reading a photographed inspection report for violation codes and OOS flags | AI assists | Text recognition pre-fills the exception record | Safety clerk checks every field against the image |
| Ranking units likely to fail a brake check | Software assists | Scores units from DVIR and maintenance history | Maintenance lead decides which units to pull in |
| Choosing a tow or a mobile repair | Human decision | Shows vendor arrival times and quotes | Maintenance manager |
| Challenging a disputed violation | Human decision | Gathers the report, photos and receipts | Safety manager |
The text-recognition row needs a warning. Report layouts vary by State and by Canadian province, and a model that misreads an out-of-service flag as an ordinary violation would release the unit back to dispatch. Treat the extracted flag as a hint until a person has matched it to the image, and leave the dispatch block in place until that check is logged.
Roadside readiness checklist for fleets and shippers
Readiness means the conditions inspectors check are already checked at home, and the paperwork path after an order is already wired into the systems. The checklist below gives the evidence an auditor or customer would accept for each item.
Scroll horizontally to see all columns.
| Area | Check | Evidence | Frequency |
|---|---|---|---|
| OOSC handbook | Current edition in the safety office and on supervisors' phones | Edition date on file | Each new CVSA edition |
| Pre-trip inspection | Driver inspection covers brakes, tires, lights, air system and coupling | Signed reports kept 3 months | Every trip |
| Brake adjustment | Pushrod stroke checked at every preventive maintenance visit | Maintenance records | Each service |
| Driver documents | Licence, medical certificate and ELD instruction sheet in the cab | Cab audit sample | Monthly |
| Report capture | Photo of any inspection report in the fleet app within 1 hour | Exception timestamps | Each inspection |
| Certification | Carrier official signs within 15 days | Certification log | Each OOS order |
| Retention | Inspection reports kept 12 months | Document index | Quarterly check |
| Load securement | Securement checked before dock release | Dock release record | Each load |
| India fleets | Fitness certificate and permit expiry alerts 30 days ahead | Registration record check | Monthly |
If you want the inspection report photo, the 15-day certification task and the dispatch block connected across your TMS, ELD and maintenance system, send your current process and system list through our request for proposal page and we will scope the integration with your safety team.
Discuss this workflow
Describe your current systems, the recurring exception and the outcome you need. Keep shipment, customer and financial records out of the initial message.
Common operational questions
Practical answers for operations, engineering, and finance teams working on cvsa out of service criteria in logistics & supply chain.
What are CVSA out-of-service criteria?
How many roadside inspection levels are there?
How long does a carrier have to certify repairs after a vehicle out-of-service order?
Does India use CVSA out-of-service criteria?
References
Sources checked 13 November 2026. US and India statutory authorities and vendor documentation support platform facts; the worked examples and diagrams are original.
- eCFR - 49 CFR 396.9, Inspection of motor vehicles and intermodal equipment in operationParagraphs (c)(1) to (c)(3) and (d)(1) to (d)(3), including the 15-day certification and 12-month retention; current text reflects the amendment at 91 FR 37056 of 22 June 2026. Accessed 13 November 2026.
- eCFR - 49 CFR 395.13, Drivers ordered out of serviceCriteria in (b), carrier duties and the 15-day Certification of Action Taken in (c), driver's 24-hour delivery in (d)(3). Accessed 13 November 2026.
- eCFR - 49 CFR 390.5, definition of out-of-service order; 392.5 alcohol prohibition; 386.72 imminent hazardDefinition referring to 386.72, 392.5, 392.9a, 395.13, 396.9 and the North American Standard Out-of-Service Criteria; 24-hour alcohol order in 392.5(c) and reporting in 392.5(d). Accessed 13 November 2026.
- eCFR - 49 CFR 393.75 (tires) and 396.11(a)(3)-(4) (corrective action and report retention)4/32 inch front tire and 2/32 inch other tire tread minimums; repair certification and three-month retention of driver vehicle inspection reports. Accessed 13 November 2026.
- eCFR - 49 CFR 383.51(e) Table 4 and Appendix B to Part 386, disqualification and civil penaltiesDisqualification periods for violating out-of-service orders; penalty amounts from Appendix B paragraphs (a)(5), (b)(1) and (b)(2) at https://www.ecfr.gov/current/title-49/subtitle-B/chapter-III/subchapter-B/part-386/appendix-Appendix%20B%20to%20Part%20386. Accessed 13 November 2026.
- California Highway Patrol - Highway Patrol Manual 82.6, Chapter 3, Inspection Policies (revised July 2025)Names and use of inspection levels I to VIII, decal practice, trips allowed to continue below OOS criteria, lift-axle exclusion from the 20 percent brake calculation, and California's adoption rule. Used because CVSA's own site refused automated access. Accessed 13 November 2026.
- India Code - The Motor Vehicles Act, 1988 (sections 39, 56, 190, 192 and 207)Base text for sections 56, 192(1) and 207; read with the 2019 amendments listed in the next reference. Accessed 13 November 2026.
- Gazette of India - The Motor Vehicles (Amendment) Act, 2019 (No. 32 of 2019)Section 72 (amounts in section 190), section 74 (Explanation added to section 192 on use without a fitness certificate) and new section 210A (State multiplier of one to ten). Accessed 13 November 2026.
- ASC X12 — EDI Supply Chain & Transportation Transaction Sets (204/210/214/856/940/945)US standard for electronic data interchange across shippers, 3PLs, and motor carriers.
- FMCSA — 49 CFR Part 395 Hours of Service & Electronic Logging Devices (ELD)US federal motor carrier dispatch and driver duty-status compliance mandate.
- ULIP & NIC GST E-Way Bill Portal — Unified Logistics & Rule 138 ComplianceIndian statutory goods-in-transit and multi-modal logistics verification framework.
