Latest Industry News Briefing Courtesy of PMTA

ATA Expresses Disappointment In Hair Testing Guidelines

 
Arlington, VA…  American Trucking Associations President and CEO Chris Spear issued the following statement regarding the Department of Health and Human Services’ announced guidelines on the use of hair samples for government-mandated drug testing:

“As currently written, today’s proposal by HHS on hair testing is a tremendous disappointment for the trucking industry. President Trump and his Administration have successfully tackled difficult, contentious regulatory challenges with environmental and labor issues, yet on a top-tier priority for highway safety, the Administration allowed HHS to deliver a weak and misguided proposal more than three years late.

“Sadly, the positive impact this rule could have had to make both highways and truckers safer will have to wait.  ATA will be working again with Congress to fix what HHS has failed to do – it’s job.”

ATA Welcomes FMCSA Pilot Proposal for Under-21 Commercial Drivers
Arlington, VA… Leaders at the American Trucking Associations thanked the Trump administration, including Secretary Elaine Chao, and the Federal Motor Carrier Safety Administration for moving ahead with a proposed pilot program to allow in-state licensed commercial drivers between the ages of 18 and 20 to operate commercial vehicles across state lines.

“This is a significant step toward improving safety on our nation’s roads, setting a standard for these drivers that is well beyond what 49 states currently require,” said ATA President and CEO Chris Spear. “This is an amazing block of talent with unlimited potential. If our freedom can be defended from tyranny around the world by our men in women in uniform, many well below the age of 21, then it’s quite clear that we can train that same group how to safely and responsibly cross state lines in a commercial vehicle.”

FMCSA’s announced pilot program is modeled on the bipartisan DRIVE Safe Act,  legislation strongly supported by ATA and more than 90 other industry groups and currently co-sponsored by 144 congressmen and 34 senators. 

“For years, ATA has made the case to the Transportation Department and lawmakers that trucking can safely bring these younger professional drivers into our industry fully,” said ATA Executive Vice President for Advocacy Bill Sullivan. “With strong support from both sides of the aisle and on and off the Hill, it is clear that moving forward with a pilot program is an important step to bringing 18-, 19- and 20-year-olds into our industry safely and responsibly.”

“As an industry, we need to find new ways to connect with potential new drivers,” said ATA Chairman Randy Guillot, president of Triple G Express and Southeastern Motor Freight. “By providing young people the opportunity to fully participate in the financially rewarding and dynamic world of trucking, we will be in a better position to bring in a new generation of valuable talent to our industry.”

“Using good data, not emotions, is an important part of good policymaking,” Spear said. “We appreciate Secretary Chao and Deputy Administrator Deck proposing this pilot program and asking for comments on their proposal so we can have good data on this important issue.  The proposal has a 60 day comment period, and ATA will be providing supportive comments on FMCSA’s proposal.”

Extension of the Modified Expanded Emergency Declaration No. 2020-002 Under 49 CFR § 390.25

 The Federal Motor Carrier Safety Administration (FMCSA) hereby declares that the continuing national emergency warrants the extension of Emergency Declaration No. 2020-002.  This extension continues the exemption granted from Parts 390 through 399 of the Federal Motor Carrier Safety Regulations (FMCSRs) for the fifty States and the District of Columbia as set forth below.  This notice extends the exemption through December 31, 2020, subject to the restrictions and limitations set forth in this Extension.

Emergency Declaration No. 2020-002 was issued following the declaration of a national emergency by the President pursuant to 42 U.S.C. § 5191(b) in response to the Coronavirus Disease 2019 (COVID-19), the public health emergency declared by the Health and Human Services Secretary, and the immediate risk COVID-19 presents to public health and welfare.  Emergency Declaration No. 2020-002 was previously set to expire on September 14, 2020.  FMCSA is continuing the exemption because the presidentially declared national emergency remains in place, and because a continued exemption is needed to support direct emergency assistance for some supply chains.  FMCSA is extending the modified expanded Emergency Declaration No. 2020-002 and associated regulatory relief in accordance with 49 CFR § 390.25.  This extension addresses national emergency conditions that create a need for immediate transportation of essential supplies, and provides necessary relief from the FMCSRs for motor carriers and drivers.    

By execution of this extension of Emergency Declaration No. 2020-002, motor carriers and drivers providing direct assistance in support of relief efforts related to the COVID-19 public health emergency are granted emergency relief from Parts 390 through 399 of the FMCSRs, except as restricted herein.  Direct assistance means transportation and other relief services provided by a motor carrier or its driver(s) incident to the immediate restoration of essential services (such as medical care) or essential supplies related to COVID-19 during the emergency.

The extension of Emergency Declaration No. 2020-002 provides regulatory relief for commercial motor vehicle operations providing direct assistance in support of emergency relief efforts related to COVID-19 and is limited to transportation of (1) livestock and livestock feed; (2) medical supplies and equipment related to the testing, diagnosis and treatment of COVID-19; (3) supplies and equipment necessary for community safety, sanitation, and prevention of community transmission of COVID-19 such as masks, gloves, hand sanitizer, soap and disinfectants; and (4) food, paper products and other groceries for emergency restocking of distribution centers or stores.  Direct assistance does not include routine commercial deliveries, including mixed loads with a nominal quantity of qualifying emergency relief added to obtain the benefits of this emergency declaration.   In its modification of Emergency Declaration No. 2020-002 effective June 15, 2020, FMCSA concluded that there was no longer a need for emergency relief with respect to the other categories of supplies, equipment, and persons covered by the May 13 extension and expansion of Emergency Declaration No. 2020-002, and modified the Emergency Declaration to remove those categories.  Effective August 15, 2020, FMCSA reinstated emergency relief for emergency restocking of food, paper products and other groceries at distribution centers or stores.  This extension continues the relief granted in Emergency Declaration 2020-002 as modified on June 15, 2020 and August 15, 2020.      

Emergency Declaration Restrictions & Limitations

By execution of this extension of the modified expanded Emergency Declaration No. 2020-002, motor carriers and drivers providing direct assistance to the national emergency are not granted emergency relief from, and must continue to comply with, the following Federal Motor Carrier Safety Regulations and conditions: 

1. 49 CFR § 392.2 related to the operation of a commercial motor vehicle in accordance with State laws and regulations, including compliance with applicable speed limits and other traffic restrictions. 

2. 49 CFR § 392.3 related to the operation of a commercial motor vehicle while a driver's ability or alertness is so impaired, or so likely to become impaired, through fatigue, illness, or any other cause, as to make it unsafe for him/her to begin or continue to operate the motor vehicle. 

3. Motor carriers shall not require or allow fatigued drivers to operate a commercial motor vehicle.  A driver who informs a carrier that he/she needs immediate rest shall be given at least ten consecutive hours before the driver is required to return to service.

4. 49 CFR §§ 392.80 and 392.82 related to the prohibitions on texting while driving and using a hand-held mobile telephone while driving. 

5. A motor carrier whose driver is involved in a crash while operating under this emergency declaration must report any recordable crash within 24 hours, by phone or in writing, to the FMCSA Division Office where the motor carrier is domiciled.  The carrier must report the date, time, location, driver, vehicle identification, and brief description of the crash. 

6. Nothing in the Emergency Declaration or this Extension shall be construed as an exemption from the controlled substance and alcohol uses and testing requirements (49 CFR Part 382), the commercial driver’s license requirements (49 CFR Part 383), the financial responsibility (insurance) requirements (49 CFR Part 387), the hazardous material regulations (49 CFR Parts 100-180), applicable size and weight requirements, or any other portion of the regulations not specifically exempted under 49 CFR § 390.23.

7. Motor carriers or drivers currently subject to an out-of-service order are not eligible for the relief granted by this declaration until they have met the applicable conditions for its rescission and the order has been rescinded by FMCSA in writing. 

8. Direct assistance terminates when a driver or commercial motor vehicle is used in interstate commerce to transport cargo or provide services that are not in support of emergency relief efforts related to COVID-19 or when the motor carrier dispatches a driver or commercial motor vehicle to another location to begin operations in commerce.  (49 CFR § 390.23(b)).  Upon termination of direct assistance to emergency relief efforts related to COVID-19, the motor carrier and driver are subject to the requirements of 49 CFR Parts 390 through 399, except that a driver may return empty to the motor carrier’s terminal or the driver’s normal work reporting location without complying with Parts 390 through 399.  When a driver is moving from emergency relief efforts to normal operations a 10-hour break is required when the total time a driver operates conducting emergency relief efforts, or a combination of emergency relief and normal operations, equals 14 hours. 

In accordance with 49 CFR § 390.25, this extension of Emergency Declaration No. 2020-002 is effective at 12:00 A.M. (ET), September 15, 2020 and shall remain in effect until 11:59 P.M. (ET), December 31, 2020, or until the revocation of the Presidentially declared COVID-19 national emergency, whichever is sooner. 

FMCSA Proposes New Under-21 Commercial Driver Pilot Program

 WASHINGTON – The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA) today announced that it is proposing and seeking public comments on a new pilot program to allow drivers aged 18, 19, and 20 to operate commercial motor vehicles (CMVs) in interstate commerce.

“This action will allow the Agency to carefully examine the safety, feasibility, and possible economic benefits of allowing 18 to 20-year-old drivers to operate in interstate commerce. Safety is always FMCSA’s top priority, so we encourage drivers, motor carriers, and interested citizens to review this proposed new pilot program and share their thoughts and opinions,” said FMCSA Deputy Administrator Wiley Deck. 

FMCSA’s Federal Register notice requests comments on a new pilot program that would allow younger drivers to operate in interstate commerce.  The Agency proposes a pilot program to allow drivers to participate if they fall within two categories: 1) 18 to 20-year-old commercial driver’s license (CDL) holders who operate CMVs in interstate commerce while taking part in a 120-hour probationary period and a subsequent 280-hour probationary period under an apprenticeship program established by an employer, or 2) 19 and 20-year-old commercial drivers who have operated CMVs in intrastate commerce for a minimum of one year and 25,000 miles. The study group drivers would not be allowed to operate vehicles hauling passengers or hazardous materials or special configuration vehicles.

Currently, 49 states and the District of Columbia already allow 18 to 20-year-old CDL holders to operate CMVs in intrastate commerce—meaning under-21 drivers may currently drive within state borders, such as from Houston to El Paso or from Miami to Tallahassee. 

In July 2018, FMCSA announced the details of a Military Commercial Driver Pilot Program, which allows certain 18 to 20-year-olds with military training to operate CMVs in interstate commerce.

To view this Federal Register Notice and learn more about the proposed pilot program, visit: https://www.fmcsa.dot.gov/registration/commercial-drivers-license/proposed-pilot-program-allow-persons-ages-18-19-and-20.

Meal Allowance Change: Government of Canada Invests and Supports Canada’s Commercial Truck

 The Canadian Trucking Alliance is applauding Transportation Minister Marc Garneau’s announcement that the Government of Canada will be providing needed relief by increasing the federal meal allowance for commercial truck drivers grappling with soaring food costs as a result of the Covid-19 crisis. 

“The ongoing COVID-19 pandemic has changed the day-to-day lives of truck drivers while choking off many affordable and healthy meal options available to them on the road,” said CTA President Stephen Laskowski. “Today’s announcement by Minister Garneau to increase the meal allowance rate for truck drivers is yet another example of how Ottawa is showing incredible support for the trucking industry and its workforce throughout the COVID crisis.”

The simplified method (flat rate) for meal allowance will now increase from $17 to $23 per meal. The new policy is effective immediately and retroactive to January 1, 2020. To learn more about this policy change click here.

Prior to COVID-19, truck drivers had many more options to rest and eat, including cost-efficient, full-menu or buffet-style establishments where they could pick and choose a variety meal options based on price, value and dietary needs. The constrained supply of restaurants has left drivers with less healthy and more expensive options, which have only escalated in price since the outbreak of COVID-19 – especially in the more remote areas many truckers find themselves while on the road.

“The meal allowance policy change will assist our essential workers who continue to move our nation’s domestic and two-way trade with the United States. These positive changes to the meal allowance policy is an investment in securing the Canadian supply chain and is a symbol of the value and respect cabinet – and Minister Garneau, particularly – has for our nation’s commercial truck drivers,” added Laskowski. 

 

OOIDA Petitions

The Honorable Jim Mullen Deputy Administrator

Federal Motor Carrier Safety Administration

U.S. Department of Transportation 1200 New Jersey Avenue, SE Washington, D.C. 20590

 

Re: Docket # FMCSA-2018-0248, “Hours of Service of Drivers” – Petitions for Reconsideration

 

Dear Deputy Administrator Mullen:

The Owner-Operator Independent Drivers Association (OOIDA) is the largest trade association representing the views of small-business truckers and professional truck drivers. OOIDA has more than 160,000 members located in all fifty states that collectively own and operate more than 240,000 individual heavy-duty trucks. OOIDA’s mission is to promote and protect the interests of its members on any issues that might impact their economic well-being, working conditions, and the safe operation of commercial motor vehicles (CMVs) on our nation’s highways.

For many years, our members have repeatedly told lawmakers and the Federal Motor Carrier Safety Administration (FMCSA) that the existing Hours of Service (HOS) rules are not sensible for today’s trucking industry. They are overly complex and provide virtually no flexibility for drivers. They effectively force drivers to be on the road when they are tired, during busy travel times and hazardous weather and road conditions, or when they simply are not feeling well. The unyielding 14-hour clock also pressures truckers to drive faster when they’re running short on available time. Additionally, drivers are routinely at the mercy of shippers and receivers in regard to loading and unloading their truck, which consumes between 11 and 20 hours in an average week. Consequently, today’s HOS requirements have not resulted in statistical improvements to highway safety – in fact, we would argue they jeopardize highway safety.

Since the HOS rulemaking process began in 2018, we applauded the Agency’s approach which solicited input from the actual men and women who have to work and live by the regulations. This outreach, through public comment, listening sessions, and direct stakeholder engagement, resulted in a final HOS rule that represents a welcomed shift toward developing regulations that better reflect the realities of trucking and improve safety for all highway users. The data and feedback from real truckers combined with the roughly 200 studies submitted to the docket provided ample justification for the Agency’s final rule.

We support the final rule which will improve efficiency without compromising safety by providing flexibility for drivers in four areas without changing the maximum allowable driving time. These reforms will provide drivers more opportunities to rest when they are tired, to stay off the road during adverse driving conditions, and to maintain greater control over their own schedules. These changes will help reverse the rising crash rates highway users have experienced since the inception of existing HOS standards. Because the final HOS rule will improve highway safety, OOIDA encourages FMCSA to implement the improvements on September 29th, 2020, as proposed.

As the rulemaking repeatedly explains, the HOS rule does not increase available driving time. None of the revisions will give drivers more driving time beyond the 11-hours allowed in the current HOS regulations or the 13-hour limit provided under the current adverse driving conditions exceptions. Other than the adverse driving conditions provision, none of the changes permit drivers to operate a CMV after accumulating 14 hours of on-duty time during a work shift. None of the revisions allow the use of multiple or intermittent off-duty breaks to extend the work day. Also, the weekly 60/70-hour limits concerning the maximum number of on-duty hours that may be accumulated before driving is prohibited are unchanged.

1. Split Sleeper-Berth

OOIDA supports the Agency’s modification of the split sleeper-berth provision. This additional flexibility will improve drivers’ rest and alertness. It makes far more sense to allow alert drivers to leave the sleeper-berth and begin to drive with the option to obtain additional rest later in the day, rather than forcing drivers to idly wait for their driving clock to begin again, which can essentially cause a trucker to drive when tired and rest when alert.

There have been various studies concluding that truck drivers should be permitted to split their off-duty time in order to “sleep when sleepy and drive when alert.” Included within the findings of FMCSA’s 2012 study entitled Investigation of the Effects of Split Sleep Schedules on Commercial Vehicle Driver Safety and Health1 were:

* The research states “if consolidated nighttime sleep is not possible, a split sleep opportunity appears to be a better choice with respect to effects on sleep than a consolidated daytime sleep opportunity. While any single study is not definitive, the present study is congruent with the literature on shift work and provides support for allowing greater flexibility in the sleeper-berth rule for CMV drivers, including permitting CMV drivers to split their sleep more evenly than the currently permitted 8/2 split of off-duty time.”

* “Results of the present study suggest that when consolidated night sleep is not possible, split sleep is preferable to consolidated daytime sleep in that split sleep yields more total sleep time and less subjective sleepiness. The study looked for but did not find strong support for

1 Federal Motor Carrier Safety Administration (FMCSA), Investigation of the Effects of Split Sleep Schedules on Commercial Vehicle Driver Safety and Health. Report Number FMCSA-RRR-12-003. December 2012.

differential effects of nighttime versus split versus daytime sleep on performance, mood, and blood pressure.”

* “With respect to the FMCSA regulations pertaining to CMV driver use of sleeper-berths, the study findings suggest possible benefits—in the form of increased total sleep time and decreased sleepiness—of a more flexible sleeper-berth rule, allowing for a greater splitting of sleep opportunity than is currently permitted.”

Other studies have confirmed that there is no one-size-fits-all prescription for restorative sleep. Sleep requirements are highly individualized and depend on age, weight, physiology, genetic makeup, driver health, eating habits, activity levels during waking hours, and quality of the sleep.2

The split sleeper-berth reforms will be a major benefit to OOIDA members, as it will permit them to rest when needed without being penalized by the HOS regulations. The additional split sleeper option will allow drivers to operate more safely and efficiently. Drivers will also feel less pressured to operate while tired under the change, and will have less stress because they will have the option to rest in the sleeper and would still have available hours left to drive and work. Thus, changing the split sleeper rule would give them more power to choose how they would complete their driving time and still make their appointments.

2. 30-minute Break Requirement

The current rule, which requires a driver to take a 30 minute off-duty break if more than 8 consecutive hours had passed since the last off-duty or sleeper-berth period of at least half an hour, was implemented without any evidence that the break would reduce crashes and we have not seen any statistics since then proving a reduction in crashes. Furthermore, there are many operational situations where the 30-minute rest break requires drivers to stop when they simply do not need to, making the mandate either impractical or unsafe. Too often, drivers are unable to find a safe and legal parking space, which forces them to park on road shoulders or other unsafe locations, simply to satisfy the rule. In other words, the current HOS rules are forcing drivers to comply with a regulation that we know is unsafe.

The Agency’s proposal to make the 30-minute break requirement applicable only in situations where a driver has driven for a period of 8 hours without at least a 30-minute non-driving interruption improves upon the current requirement. During the course of their daily schedules, drivers already have opportunities to take breaks at their own discretion or when routine maintenance requires them to do so. These stops include purchasing food and fuel, using the restroom, and/or performing necessary inspections such as checking load securement and vehicle equipment.

The majority of our members expect to use the additional flexibility provided by the rule to more efficiently utilize their on-duty time. While their total miles might increase on a given day, the final rule does not increase their daily driving time as they are still restricted to the 11-hour rule.

2 Aeschbach, D., et al., A Longer Biological Night in Long Sleepers Than in Short Sleepers, Journal of Clinical Endocrinology & Metabolism 88, pp. 26-30 (2003); www.sleepfoundation.org/article/how-sleep-works/how-much-sleep-do-we-really-need.

Many drivers have also expressed that more flexibility would allow them to complete their day more quickly and get home sooner.

The modification of the 30-minute break requirement will also help drivers stay on schedule and help them better plan their routes and trips. Giving drivers the choice to take the break in the sleeper-berth or on-duty not-driving will allow them to fulfill the break during the normal course of their day when they are inspecting their cargo, fueling the truck, or stopping to eat. Again, the provision will also help eliminate instances where drivers are compelled to make unnecessary stops or forced to pull over in unsafe locations.

3. Adverse Driving Conditions

OOIDA supports the proposal that would allow a driver up to a 16-hour driving window and applying the exception to the 14-hour duty period will achieve the most practical benefits.

This change would permit truckers to drive safer, not further, in adverse conditions. Drivers can choose to stop and avoid continuing through adverse or unforeseen circumstances altogether.

Under the proposal, drivers would feel less pressure to continue operating in unsafe road conditions or to drive faster than is prudent for those conditions.

Extending the driving window will provide more flexibility for drivers to stop when it doesn’t make sense or is less safe to drive. Truckers do not necessarily want to drive more hours; rather, drivers and owner-operators prefer more flexibility to wait out adverse driving conditions rather than drive out of them. We believe this change will also help drivers who were previously hesitant to use the exception because law enforcement personnel often use their own subjective evaluation to determine whether the exception is appropriate.

4. Short-haul Operations

Extending the short-haul exception will provide short-haul drivers additional flexibility to complete their trips and return home if they encounter unforeseen delays during their work schedules. As long as short-haul drivers do not exceed 11 hours of on-duty driving time, then they should have an equal number of working hours in their daily schedules. Additionally, exempting these operations from the electronic logging device (ELD) mandate would create cost savings for more carriers and drivers. FMCSA estimated, “the typical carrier will likely be required to spend about $584 per CMV to purchase and install ELDs. In addition to purchase costs, carriers will also likely spend about $20 per month per CMV for monthly service fees.” These cost savings would be significant without compromising safety since merely installing ELDs does not achieve any safety benefits.

As the final HOS rule is implemented, OOIDA reminds the Agency that drivers must have sole discretion about how and when to use these provisions. Drivers have the best understanding of when they should take a break, when road conditions are too dangerous, and when they should rest. We also recommend that FMCSA ensure that these HOS improvements are not used to exacerbate detention times currently experienced by drivers. Detention time is both a safety and financial concern for small-business truckers and professional drivers. In addition to the lost hours and wages, there are other hidden costs throughout the supply chain that are detrimental to highway safety and the economics of the profession. Logistical uncertainties from detention time prevent drivers from accurately planning trips, finding safe places to park, and making it in time to pick-up their next load. This contributes to increased driver dissatisfaction and turnover which undermines the overall safety and efficiency of the industry.

Moving forward, we hope FMCSA will continue exploring other ways of amending HOS regulations to further improve highway safety. OOIDA believes additional study is warranted regarding 6/4 and 5/5 split sleeper options. We would support a federal pilot program examining the feasibility of these alternatives.

The final HOS rule will provide drivers more opportunities to rest when they are tired, to stay off the road during adverse driving conditions, and to maintain greater control over their own schedules. As the rulemaking repeatedly makes clear, these HOS reforms will not increase available driving time. The changes will help reverse the rising crash rates highway users have experienced since the inception of existing HOS standards. Because the final rule will improve highway safety, OOIDA encourages FMCSA to implement the improvements on September 29th, 2020.

Thank you,

Todd Spencer President & CEO

Owner-Operator Independent Drivers Association, Inc.

U.S. Senator Steve Daines: Don’t Break The Backbone Of Our Country! - Small-Business Truckers Get Congressional Backing In Battle Against Higher Insurance Rates

 

Washington, DC…  A group of U.S. Senators have said that small-business truckers and other industries that rely on trucking cannot bear the financial burden of a policy that could end up in the next transportation reauthorization bill. The Owner-Operator Independent Drivers Association commends U.S. Senator Steve Daines (R-MT) for encouraging his colleagues to sign a letter opposing an unnecessary increase in federal liability insurance requirements for motor carriers. 

The letter was sent to leaders of the Senate Committee on Commerce, Science and Transportation in response to a provision added to House Democrat’s version of a highway bill (H.R. 2) that would increase the liability insurance requirement from $750,000 to $2 million per truck.

“The only thing this would do is destroy small trucking businesses,” said Lewie Pugh, Executive Vice President of OOIDA, who spent 22 years as an owner-operator. “Trial lawyers are simply trying to increase their payouts at the expense of those deemed essential, including truckers, farmers and manufacturers.”

The letter points out that current insurance requirements adequately cover 99.4 percent of crashes.

“Increasing insurance rates on our hard working folks who transport goods across our nation would destroy jobs in our transportation industry,” Daines said. “During these challenging times, we must promote economic recovery and growth for our truckers, farmers, and manufacturers, not burden them by increasing insurance rates further.” 

This summer, OOIDA also led a coalition of 62 trade associations that sent a letter to Senate transportation leaders contending that higher insurance levels would significantly increase operational costs while doing nothing to improve highway safety. 

Contrary to proponents of an increase, the diverse and growing coalition justifies its position based on data and research. In fact, the coalition letter points out that there is no reputable research to suggest an increase of any amount would help reduce crash rates, and even cites an FMCSA-commissioned study which concludes that “…the vast majority of CMV-caused crashes have relatively small cost consequences, and the costs are easily covered with the limits of mandatory liability insurance.”      

OOIDA will continue to work with industry stakeholders and lawmakers to promote economic recovery and growth.

“This is the time we should be helping those on the front lines,” said Pugh. “Congress is great at lip service.  Lawmakers are quick to praise truckers and refer to them as essential during times of crisis, then they support policies that would put many out of business.  Unfortunately, this sort of mentality is common inside the Beltway.”  

Oregon Now Compliant With Federal Real ID Act

 

SALEM, OR… The Department of Homeland Security notified Gov. Kate Brown on Monday that Oregon is in compliance with the federal Real ID Act.

As of Oct. 1, 2021, the Transportation Security Administration will require identification that complies with the Real ID Act to pass through airport security when boarding a domestic flight. This date was moved forward one year due to the COVID-19 pandemic.

The October 2021 federal ID requirements also will apply when entering a secure federal facility, such as a military base.

You can continue to use your standard Oregon driver license or ID card for domestic air travel and other secure federal locations until October 2021. Even after that, your standard Oregon license or ID card will continue to be valid for everything else that you use it for today.

You may already have what you need to board domestic flights in October 2021 and beyond – such as a passport or other ID acceptable by the Transportation Security Administration. Find out what is acceptable ID for air travel at TSA.gov.

 How to get Real ID

First, find out if you want the Real ID option with DMV’s decision tool at Oregon.gov/RealID. If you do want the option, the website has a second tool explaining the requirements and producing a checklist of documents you’ll need to bring with you when you visit a DMV office.

The Real ID option also has an additional fee of $30 – in addition to an original application, renewal or replacement fee.

If you want the Real ID option, please consider delaying your visit to DMV as long as possible or getting a passport and/or passport card instead. Due to the COVID-19 pandemic, there is a long backlog of customers and it will take months to catch up.

You will need an appointment for any type of driver license or ID card issuance, including Real ID. You can schedule an appointment online at DMV2U.Oregon.gov. To keep customers safe, DMV offices are open only for services that require in-person visits. This limits the number of people inside an office to help maintain safe social distancing.

You cannot get a Real ID card online because the act requires you to bring certain documents with you and for you to get a new photograph for your card. You cannot use DMV’s card replacement option online to change to a Real ID card or to make any other change to your card.

 Six things to know if you want the Real ID option

1. If your card's expiration is a year or more ahead, please consider waiting as long as possible to get the Real ID option. Airport security checkpoints will not require additional ID until October 2021.

2. Consider getting or renewing a passport instead. It’s valid for 10 years. If you already have a passport, you can get a passport card that fits in your wallet for a lower cost than a Real ID license or ID card.

3. If you want the Real ID option, please be aware that your appointment will be weeks away due to the COVID-19 backlog at DMV offices.

4. Once you have an appointment, please use the document checklist tools at Oregon.gov/RealID so you are prepared for your appointment with everything you need.

5. If you need to call DMV, please be aware that the number of calls is overwhelming the phone system. If you get a busy signal, please try again after a while. Please do not use autodial because that is part of the reason the phone system is overwhelmed.

6. If you need a drive test, you cannot schedule one at DMV at this time. You can find third-party drive test services here: Oregon Class C Drive Testing Businesses

 Learn more about Real ID on our website at Oregon.gov/realid

U.S. Department of Transportation Requests Public Comment on a Pilot Program for Additional Hours of Service

 

 WASHINGTON – The U.S. Department of Transportation’s Federal Motor Carrier Safety Administration (FMCSA)  announced that it is seeking public comment on a pilot program to allow additional hours of service regulatory relief by allowing participating drivers to pause their on-duty driving period with one off-duty period up to three hours. 

 “Truckers are American heroes - they keep our supply chain moving; they carry essential goods we need to maintain our daily lives.  The Department is seeking public comments on providing additional flexibility for truckers as they work to serve our country during this public health crisis,” said U.S. Transportation Secretary Elaine L. Chao.

 FMCSA requests public comments on a new pilot program to allow drivers one off-duty break of at least 30 minutes, but not more than three hours, that would pause a truck driver’s 14-hour driving window, provided the driver takes 10 consecutive hours off-duty at the end of the work shift. Participation in this pilot program would be limited to a certain number of commercial driver’s license (CDL) holders who meet the criteria specified for participating. This pilot program—scheduled to operate for three years or less—would gather statistically reliable evidence to analyze the safety and feasibility of such a modification to the hours-of-service rules.

 “FMCSA wants to hear directly from drivers about the possibility and safety of an hours-of-service pause pilot program. The Agency remains committed to exploring ways to improve safety on our roadways, while increasing flexibility for truckers. We encourage drivers, motor carriers, and interested citizens to review the proposed pilot program and provide substantive public comments for FMCSA to review,” said FMCSA Deputy Administrator Jim Mullen.

 Under Secretary Chao’s leadership, FMCSA has worked to improve safety and add flexibility for commercial drivers.  In May 2020, the Agency published a final rule updating existing hours-of-service regulations to provide greater flexibility, allow drivers more control over their work days, and reduce regulatory burdens by $273 million annually. The updated hours-of-service rules will go into effect on September 29, 2020. 

 The comment period will be open for 60 days.  To review the proposed pilot program, please visit: https://www.fmcsa.dot.gov/regulations/hours-service/hours-service-drivers-pilot-program-allow-commercial-drivers-pause-their.