The FMCSA has finalized its revisions to the Hours of Service rules on June 1, 2020. The changes to Hours of Service are listed below to help prepare drivers for the new rules.
The changes went into effect on September 29, 2020. Zonar updated its ELD software to reflect the revisions at that time.
For more details on these changes, the FMCSA has also provided a PDF guide.
|Provision||Previous Requirements||Current Requirements|
§395.1(e)(1) or (2)
|Drivers using the short-haul exception are limited to a 100 air-mile radius and may not be on duty more than 12 hours.
Drivers using the short-haul (150 air-mile radius) exception applicable to drivers not requiring a CDL may not drive beyond the 14th or 16th hour on-duty, depending upon the number of days on duty.
|Changes the short-haul exception by lengthening drivers' maximum on-duty period from 12 to 14 hours and extending the distance limit from 100 to 150 air miles.
Drivers must still begin and end their day in the same location.
Permitting this change increases the number of drivers able to take advantage of the exception and shifts work and drive time from long-to short-haul.
|Adverse Driving Conditions
|A driver may drive and be permitted or required to drive a CMV for not more than 2 additional hours beyond the maximum time allowed.
However, this does not currently extend the maximum “driving windows.”
|Modifies the adverse driving conditions exception by extending by 2 hours the maximum window during which driving is permitted.
In addition, The Agency modified the definition of “adverse driving conditions” to clarify the role of the driver in determining when such conditions are identified. The Agency declined to expand the circumstances covered by the original
This change likely increases use of the adverse driving conditions provision.
|Split-Sleeper Berth Provision
|A driver can use the sleeper berth to get the “equivalent of at least 10 consecutive hours off-duty.” To do this, the driver must spend at least 8 consecutive hours (but less than 10 consecutive hours) in the sleeper berth. This rest period does not count as part of the 14-hour limit.
A second, separate rest period must be at least 2 (but less than 10) consecutive hours long. This period may be spent in the sleeper berth, off-duty, or sleeper berth and off-duty combined. It does count as part of the maximum 14-hour driving window.
|Permits drivers to split the required 10 hours off duty into at least 7 consecutive hours in the sleeper-berth and no less than 2 consecutive hours, either off duty or in the sleeper-berth, so long as both periods total at least 10 hours (i.e. 8 hours in sleeper and 2 hours off-duty or in sleeper, OR 7 hours in sleeper and 3 hours off-duty
or in sleeper).
Neither period would count against a driver's 14-hour driving
Potentially increases the use of sleeper berths because drivers using a berth have additional hours to complete 11 hours of driving (by virtue of excluding the shorter rest period from the calculation of the 14-hour driving window).
No anticipated negative effect on fatigue because aggregate drive limits and off-duty time remains unchanged.
|30-Minute Rest Break
|If more than 8 consecutive hours have passed since the last off-duty (or sleeper berth) period of at least half an hour, a driver must take an off-duty break of at least 30 minutes before driving.||Requires a 30-minute break only when a driver has driven for a period of 8 hours without at least a 30-minute interruption. If required, the break may be satisfied by any non-driving period of 30 minutes (i.e. on-duty, off-duty, or sleeper berth).
Increases the on-duty/not driving time by 30 minutes and allows drivers to reach destinations earlier. Minimal impacts on fatigue.
|Split-Duty Day||Did not exist.||Proposed, but ultimately not included.|
Information and impacts taken from FMCSA HOS Final Rule Table 2 “Revised Requirements” FMCSA-2018-0248.