Out-of-Service Rate: What the Numbers Mean When You Are Vetting a Carrier

Published March 2026 · 4 min read

When you pull a carrier's safety data from FMCSA, one of the most important numbers you will see is the out-of-service (OOS) rate. The carrier out-of-service rate on FMCSA tells you how often a carrier's vehicles or drivers were found to have violations serious enough that an inspector pulled them off the road. It is one of the most concrete, data-driven indicators of a carrier's safety performance — if you know how to read it.

The Two OOS Rates

There are two separate out-of-service rates tracked by FMCSA: the vehicle OOS rate and the driver OOS rate. They measure different things and should be evaluated independently.

The vehicle OOS rate reflects the percentage of vehicle inspections that resulted in a vehicle being placed out of service. This typically means the inspector found mechanical defects — brake problems, tire issues, lighting failures, or other equipment violations — serious enough that the vehicle was not allowed to continue operating until repairs were made.

The driver OOS rate reflects the percentage of driver inspections that resulted in a driver being placed out of service. Common reasons include hours-of-service violations, operating without a valid CDL, failing a drug or alcohol test, or medical certificate issues. A driver placed out of service cannot drive until the violation is resolved.

The National Averages

To interpret a carrier's OOS rates, you need a benchmark. The national average vehicle OOS rate is approximately 20.7%. The national average driver OOS rate is approximately 5.5%. These numbers are published by FMCSA and updated regularly based on inspection data from across the country.

These averages are your baseline. A carrier's OOS rate means very little in isolation — 15% sounds high until you realize the national average for vehicles is over 20%. Conversely, a 30% vehicle OOS rate might not sound alarming on its own, but it means the carrier's vehicles are failing inspections at nearly 50% above the national rate. Always compare, never evaluate in a vacuum.

Interpreting Carrier OOS Rates vs the National Average

A carrier with OOS rates at or below the national average is performing as well as or better than most carriers on the road. This is a positive signal, especially when combined with a reasonable number of inspections. A carrier significantly below the national average — say, a 10% vehicle OOS rate and a 2% driver OOS rate — is demonstrating consistent safety performance.

A carrier significantly above the national average warrants a closer look. A vehicle OOS rate of 35% or higher means that more than a third of the time their trucks are inspected, they are found to have equipment serious enough to be pulled off the road. That is a maintenance problem, a management problem, or both. Similarly, a driver OOS rate well above 5.5% suggests systemic issues with compliance, whether it is hours-of-service management, driver qualifications, or substance testing.

The Caveat About Low Inspection Counts

Here is where brokers sometimes get fooled: a carrier with 2 inspections and 0% OOS rate looks perfect on paper. But two inspections provide almost no statistical significance. That 0% could become 50% with one bad inspection. Conversely, a carrier with 200 inspections and a 15% OOS rate is giving you a meaningful data set — that rate is stable and reliable.

The gold standard is a high inspection count with a low OOS rate. This tells you the carrier is frequently inspected (which often correlates with high mileage and active operations) and consistently passes those inspections. When you see low inspection counts, treat the OOS rate as unreliable and rely more heavily on other vetting criteria — time in business, adverse news, and sanctions screening.

What to Do with a High OOS Carrier

A high OOS rate is not automatically disqualifying, but it demands investigation. Look at what types of violations are driving the rate. Are they mechanical issues (brake adjustments, tire tread) that suggest deferred maintenance, or are they more serious structural problems? Is the rate trending up or down over time? A carrier that had a bad year but has improved significantly is different from one whose rate is climbing.

Also consider the context of your load. A carrier with a high vehicle OOS rate might be acceptable for a short, low-value haul but would be a poor choice for a long-distance, high-value, or time-sensitive load where a roadside out-of-service event would cause significant problems. Match the risk to the assignment.