You must complete the required entry-level driver training for the class of CDL to which you are upgrading before you will be permitted to take the CDL skills test.
You must complete the required entry-level driver training for the endorsement(s) for which you are applying before you will be permitted to take the S or P skills test or H knowledge test.
You must complete the required entry-level driver training before you will be permitted to take the CDL skills test, the S or P skills test, or the H knowledge test.
You must complete the required entry-level driver training before you will be permitted to take the CDL skills test.
What are the Entry-Level Driver Training regulations?
The ELDT regulations set the minimum Federal requirements for training that entry-level drivers must complete before being permitted to take certain commercial driver’s license (CDL) skills or knowledge tests on or after February 7, 2022.
Who is considered an entry-level driver? Individuals applying to:
Obtain a Class A CDL or Class B CDL for the first time;
Upgrade an existing Class B CDL to a Class A CDL;
Obtain a school bus (S), passenger (P), or hazardous materials (H) endorsement for the first time.
The ELDT requirements apply to individuals who obtain a commercial learner’s permit (CLP) on or after February 7, 2022.
The ELDT regulations are not retroactive; individuals who were issued a CDL or an S, P, or H endorsement prior to February 7, 2022 are not required to complete training for the respective CDL or endorsement.
ELDT Exceptions
The ELDT regulations do not apply to individuals excepted from the CDL requirements under 49 CFR part 383.
The mandate, the study concluded, did not result in any reduction of accidents. Its implementation correlated, rather, with an increase in both accidents and in recorded unsafe driving incidents, specifically speeding.
Researchers found that compliance with federal hours of service regulations has significantly improved since the ELD mandate took effect in December 2017, especially for small carriers and independent owner-operators the researchers viewed as most impacted by the mandate. Large carriers, researchers assumed, had been using ELDs or their predecessor, the automatic on-board recording device, long before the mandate.
Despite higher levels of hours of service compliance, researchers found that the number of accidents increased for most carriers after the ELD mandate took effect. That was especially true for independent owner-operators, who saw an 11.6% increase in accidents, and small fleets of between two and 20 trucks, with a 9% increase, the study found.
An analysis of unsafe driving violations for different sizes of carriers showed an increase compared to violations before the mandate took effect. This was true for all sizes of carriers, the researchers said, but the increases were greater for small- and medium-sized carriers who had not been using ELDs prior to the mandate.
“Our results indicate the electronic logging device mandate did not immediately achieve its goal of reducing accidents,” said Andrew Balthrop, research associate in the Sam M. Walton College of Business at the University of Arkansas. “Drivers have reacted in ways the FMCSA has not fully anticipated, and these behaviors should be accounted for as the FMCSA revisits their hours-of-service policies.”
ince the mandate was handed down, FMCSA has responded in some measures to operators’ calls for hours of service flexibility by adding a 7/3 sleeper berth split in addition to the previously-allowed 8/2 split; adding the ability to pause the 14-hour on-duty clock for up to three hours a day via those split regs; and allowing drivers to take their 30-minute break in on-duty, non-driving status within the first eight hours of drive time rather than the first eight hours of on-duty time in off-duty status; and more.
The ELD mandate coincided with an increase in unsafe driving and speeding citations among truck drivers, and this likely caused an increase in accidents, Balthrop added. Researchers concluded that the stricter hours of service enforcement seems to have led more drivers to try to compress their routes into the time allotted.
Final Reminder: Mobile carriers are sunsetting 3G. Have you checked to see if your ELD is affected?
As we shared via email on November 1, 2021 and November 19, 2021, mobile carriers are shutting down their 3G networks to make room for more advanced network services, including 5G. As a result, many older cell phones and other mobile devices will be unable to use data services.
Once a 3G network is no longer supported, it is highly unlikely that any ELDs that rely on that network will be able to meet the minimum requirements established by the ELD Technical Specifications, including recording all required data elements and transferring ELD output files.
Therefore, any ELD that requires 3G cellular connectivity to perform its functionality will no longer be in compliance with the technical specifications in the ELD rule after the 3G network it relies on is sunset. When in an area that does not support 3G, a 3G device will register a malfunction. In accordance with 49 CFR 395.34, the carrier has 8 days to get the malfunction resolved, in this case by replacement, unless an extension is granted.
The announced sunset dates are below.* These are dates for completing the shutdowns. Mobile carriers are planning to retire parts of their networks sooner.
AT&T 3G: February 22, 2022
Sprint 3G (T-Mobile): March 31, 2022
Sprint LTE (T-Mobile): June 30, 2022
T-Mobile 3G: July 1, 2022
Verizon 3G: December 31, 2022
Note: Many other carriers, such as Cricket, Boost, Straight Talk, and several Lifeline mobile service providers, utilize the AT&T, Verizon, and T-Mobile networks.
*Sunset dates are subject to change. Contact your mobile carrier for up-to-date information.
What actions do motor carriers need to take?
Confirm whether your ELD relies on a 3G network
If you are unsure if your ELD relies on a 3G network, contact your ELD provider. If your ELD does not rely on 3G, and meets all minimum requirements, no further action is needed.
Ask your provider for their upgrade or replacement plan
If your ELD relies on a 3G network, ask your ELD provider about their plan for upgrading or replacing your device to one that will be supported after the 3G sunset, and to complete the necessary actions as soon as possible.
The earliest announced sunset completion date is February 22, 2022. See all announced dates listed above and plan accordingly to avoid service disruptions and compliance issues. FMCSA strongly encourages motor carriers to take the above actions as soon as possible to avoid compliance issues, as portions of carrier 3G networks will be unsupported in advance of the announced sunset dates.
Any ELD or telematics device that requires 3G cellular connectivity will cease to operate in 2022. An ELD that uses 3G to perform its functionality will no longer be in compliance with the technical specifications in the ELD rule after the 3G network it relies on is sunset. When in an area that does not support 3G, a 3G device will register a malfunction. In accordance with 49 CFR 395.34, the carrier has 8 days to get the malfunction resolved, in this case by replacement, unless an extension is granted.
The announced sunset dates are below. Mobile carriers are planning to retire parts of their networks sooner.
The new Drug & Alcohol Clearinghouse was launched.
Motor carriers must query the database for all new drivers and annually for all existing CDL drivers, and must ensure that violations are reported to the Clearinghouse.
Jan. 15
FMCSA launched a new Large Truck Crash Causal Factors Study.
When complete in roughly two years, the study should shed light on ways to prevent truck and bus crashes.
Feb. 4
The compliance deadline for new entry-level driver training rules was pushed back two years to February 7, 2022.
Motor carriers need to continue complying with the new-driver training rules in Part 380 for at least another year. The 2022 rules will require drivers to obtain training as a prerequisite to getting a new CDL or endorsement.
Feb. 28
FMCSA launched a study of the problem of harassment and assaults against minority and female truckers.
The study, scheduled for completion this year, could lead to recommendations for preventing driver harassment and assaults.
March 13
FMCSA began issuing a series of waivers and exemptions for drivers impacted by the COVID-19 pandemic. Many of these were eventually extended through the end of 2020.
TSA issued a final rule requiring security training for motorcoach drivers operating on fixed routes into or out of 10 major metro areas.
Though the rolling compliance deadlines have been delayed (training programs are now due by March 22, 2021), affected bus companies will still need to comply with the new rules in 49 CFR Part 1570.
April 1
Drivers found with violations in the Drug & Alcohol Clearinghouse began being placed out of service.
Motor carriers may never use a driver who is listed in the Clearinghouse as being “prohibited” from driving.
April 28
FMCSA issued a proposed rule to require states to downgrade CDL drivers’ licenses whenever a drug or alcohol violation is added to the Clearinghouse.
The FMCSA could issue the final rule at any time, though implementation by the states will take time.
May 6
FMCSA launched an enhanced Crash Preventability Determination Program.
Motor carriers and drivers can use DataQs to challenge the preventability of 10 types of reportable crashes.
May 19
Due to the pandemic, FMCSA began conducting off-site compliance reviews.
Motor carriers are being audited from a remote location and asked to upload compliance documents via an online portal. They can even receive a safety rating without ever seeing the auditor.
June 1
Four key provisions in the hours-of-service rules were revised, adding needed flexibility for truck and bus drivers.
As of Sept. 29, 2020, drivers can take advantage of new flexibility related to 30-minute breaks, short-haul operations, sleeper-berth usage, and adverse conditions.
Aug. 17
A new version of the Federal Drug Testing Custody and Control Form (CCF) was approved for use.
The new form must be used for all drug tests starting no later than August 30, 2021.
Aug. 17
FMCSA removed the requirement that bus drivers complete no-defect DVIRs.
Bus drivers are now exempt from needing to complete post-trip inspection reports when there are no defects to report.
Sept. 3
FMCSA launched a pilot program to study whether drivers should be allowed to pause the 14-hour clock with rest breaks of up to 3 hours.
If the study is a success, the FMCSA may change its rules to allow all truck drivers to pause the 14-hour clock.
Sept. 10
The Department of Health proposed new guidelines for hair testing.
If finalized, the DOT and FMCSA will need to amend their drug testing rules to allow hair testing in place of urine.
Sept. 25
FMCSA updated the list of violations tracked in its CSA program.
Most changes involved an expansion of existing violations and were insignificant. In all, 63 new violations were added, 4 were removed, the 34 received new descriptions.
Oct. 8
FMCSA issued an exemption allowing pulsating brake lights on tanker trucks to help prevent rear-end crashes.
The five-year exemption allows motor carriers to install pulsating red or amber brake lights on tankers.
Nov. 24
FMCSA issued a new rule clarifying the definition of agricultural commodity, effective December 9.
New definitions in §395.2 expand the number of carriers eligible for two agriculture-related hours-of-service exceptions.
FMCSA is proposing to revise the regulatory guidance concerning recording time operating a commercial motor vehicle as a “yard move.” This guidance applies to all commercial motor vehicle (CMV) drivers required to record their hours of service.
The Agency requests public comments on the proposed guidance, which includes examples of properties that are and are not “yards.” Movements of CMVs in “yards” would be considered “yard moves” and could be recorded as on-duty not driving time rather than driving time.
