[Federal Register Volume 85, Number 82 (Tuesday, April 28, 2020)]
[Proposed Rules]
[Pages 23670-23698]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2020-08230]
[[Page 23669]]
Vol. 85
Tuesday,
No. 82
April 28, 2020
Part III
Department of Transportation
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Federal Motor Carrier Safety Administration
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49 CFR Parts 382, 383, 384, et al.
Controlled Substances and Alcohol Testing: State Driver's Licensing
Agency Non-Issuance/Downgrade of Commercial Driver's License; Proposed
Rule
Federal Register / Vol. 85 , No. 82 / Tuesday, April 28, 2020 /
Proposed Rules
[[Page 23670]]
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DEPARTMENT OF TRANSPORTATION
Federal Motor Carrier Safety Administration
49 CFR Parts 382, 383, 384, 390, and 392
[Docket No. FMCSA-2017-0330]
RIN 2126-AC11
Controlled Substances and Alcohol Testing: State Driver's
Licensing Agency Non-Issuance/Downgrade of Commercial Driver's License
AGENCY: Federal Motor Carrier Safety Administration (FMCSA), DOT.
ACTION: Notice of proposed rulemaking; request for comments.
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SUMMARY: FMCSA proposes to prohibit State Driver's Licensing Agencies
(SDLAs) from issuing, renewing, upgrading, or transferring a commercial
driver's license (CDL), or commercial learner's permit (CLP), for
individuals prohibited under current regulations from driving a
commercial motor vehicle (CMV) due to controlled substance (drug) and
alcohol program violations. The CMV driving ban is intended to keep
these drivers off the road until they comply with return-to-duty (RTD)
requirements. FMCSA also seeks comment on alternate proposals
establishing additional ways that SDLAs would use information, obtained
through the Drug and Alcohol Clearinghouse (Clearinghouse), to increase
compliance with the CMV driving prohibition. Further, the Agency
proposes to revise how reports of actual knowledge violations, based on
a citation for Driving Under the Influence (DUI) in a CMV, would be
maintained in the Clearinghouse. These proposed changes would improve
highway safety by increasing compliance with existing drug and alcohol
program requirements.
DATES: Comments on this document must be received on or before June 29,
2020.
ADDRESSES: You may submit comments identified by Docket Number FMCSA-
2017-0330 using any of the following methods:
Federal eRulemaking Portal: http://www.regulations.gov.
Follow the online instructions for submitting comments.
Mail: Docket Operations, U.S. Department of
Transportation, 1200 New Jersey Avenue SE, West Building, Ground Floor,
Room W12-140, Washington, DC 20590-0001.
Hand Delivery or Courier: West Building, Ground Floor,
Room W12-140, 1200 New Jersey Avenue SE, Washington, DC, between 9 a.m.
and 5 p.m., Monday through Friday, except Federal holidays.
Fax: 202-493-2251.
To avoid duplication, please use only one of these four methods.
See the ``Public Participation and Request for Comments'' portion of
the SUPPLEMENTARY INFORMATION section for instructions on submitting
comments, including collection of information comments for the Office
of Information and Regulatory Affairs, OMB.
FOR FURTHER INFORMATION CONTACT: Juan Moya, Compliance Division,
Federal Motor Carrier Safety Administration, 1200 New Jersey Avenue SE,
Washington, DC 20590-0001, by email at [email protected], or
by telephone at 202-366-4844. If you have questions on viewing or
submitting material to the docket, contact Docket Services, telephone
(202) 366-9826.
SUPPLEMENTARY INFORMATION:
This notice of proposed rulemaking (NPRM) is organized as follows:
I. Public Participation and Request for Comments
A. Submitting Comments
B. Viewing Comments and Documents
C. Privacy Act
D. Waiver of Advance Notice of Proposed Rulemaking
II. Executive Summary
A. Purpose and Summary of the Proposal
B. Summary of Major Provisions
C. Costs and Benefits
III. Legal Basis for the Rulemaking
IV. Background
A. MAP-21 Mandates
B. AAMVA's Petition
V. Discussion of Proposed Rulemaking
A. The SDLAs' Role in the Clearinghouse
B. Impact of the NPRM on SDLAs
C. Compliance Date
D. Impact of MAP-21 and the NPRM on State Laws
E. Impact on CLP/CDL Holders
F. Roadside Enforcement of the CMV Driving Prohibition
G. Foreign-Licensed Drivers
H. Privacy Act Applicability
I. Fair Credit Reporting Act (FCRA) Applicability
J. Major Issues on Which the Agency Seeks Comment
VI. International Impacts
VII. Section-by-Section Analysis
VIII. Regulatory Analyses
A. E.O. 12866 (Regulatory Planning and Review), E.O. 13563
(Improving Regulation and Regulatory Review), and DOT Regulations
B. E.O. 13771 Reducing Regulation and Controlling Costs
C. Congressional Review Act
D. Regulatory Flexibility Act (Small Entities)
E. Assistance for Small Entities
F. Unfunded Mandates Reform Act of 1995
G. Paperwork Reduction Act
H. E.O. 13132 (Federalism)
I. Privacy
J. E.O. 13783 (Promoting Energy Independence and Economic
Growth)
K. E.O. 13175 (Indian Tribal Governments)
L. National Technology Transfer and Advancement Act (Technical
Standards)
M. Environment (National Environmental Policy Act)
I. Public Participation and Request for Comments
A. Submitting Comments
If you submit a comment, please include the docket number for this
NPRM (Docket No. FMCSA-2017-0330), indicate the specific section of
this document to which each comment applies, and provide a reason for
each suggestion or recommendation. You may submit your comments and
material online or by fax, mail, or hand delivery, but please use only
one of these means. FMCSA recommends that you include your name and a
mailing address, an email address, or a phone number in the body of
your document so that FMCSA can contact you if there are questions
regarding your submission. The Agency specifically invites comment on
the 13 issues identified below in section V.J, ``Major Issues on Which
the Agency Seeks Comment.''
To submit your comment online, go to http://www.regulations.gov,
enter the docket number, FMCSA-2017-0330, in the keyword box, and click
``Search.'' When the new screen appears, click on the ``Comment Now!''
button and type your comment into the text box on the following screen.
Choose whether you are submitting your comment as an individual or on
behalf of a third party and then submit.
If you submit your comments by mail or hand delivery, submit them
in an unbound format, no larger than 8\1/2\ by 11 inches, suitable for
copying and electronic filing. If you submit comments by mail and would
like to know that they reached the facility, please enclose a stamped,
self-addressed postcard or envelope.
FMCSA will consider all comments and material received during the
comment period and may change this proposed rule based on your
comments. FMCSA may issue a final rule at any time after the close of
the comment period.
Confidential Business Information
Confidential Business Information (CBI) is commercial or financial
information that is both customarily and actually treated as private by
its owner. Under the Freedom of Information Act (5 U.S.C. 552), CBI is
exempt from public disclosure. If your comments responsive to this NPRM
contain
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commercial or financial information that is customarily treated as
private, that you actually treat as private, and that is relevant or
responsive to this NPRM, it is important that you clearly designate the
submitted comments as CBI. Please mark each page of your submission
that constitutes CBI as ``PROPIN'' to indicate it contains proprietary
information. FMCSA will treat such marked submissions as confidential
under the Freedom of Information Act, and they will not be placed in
the public docket for this rulemaking. Submissions containing CBI
should be sent to Mr. Brian Dahlin, Chief, Regulatory Analysis
Division, Federal Motor Carrier Safety Administration, 1200 New Jersey
Avenue SE, Washington, DC 20590. Any comments FMCSA receives that are
not specifically designated as CBI will be placed in the public docket
for this rulemaking.
B. Viewing Comments and Documents
To view comments, as well as any documents mentioned in this
preamble as being available in the docket, go to http://www.regulations.gov. Insert the docket number, FMCSA-2017-0330, in the
keyword box, and click ``Search.'' Next, click the ``Open Docket
Folder'' button and choose the document to review. If you do not have
access to the Internet, you may view the docket online by visiting
Docket Operations in Room W12-140 on the ground floor of the DOT West
Building, 1200 New Jersey Avenue SE, Washington, DC 20590, between 9
a.m. and 5 p.m., e.t., Monday through Friday, except Federal holidays.
C. Privacy Act
In accordance with 5 U.S.C. 553(c), DOT solicits comments from the
public to better inform its rulemaking process. DOT posts these
comments, without edit, including any personal information the
commenter provides, to www.regulations.gov, as described in the system
of records notice (DOT/ALL-14 FDMS), which can be reviewed at
www.dot.gov/privacy.
D. Waiver of Advance Notice of Proposed Rulemaking
Under the Fixing America's Surface Transportation Act (FAST Act)
(Pub. L. 114-94), FMCSA is required to publish an advance notice of
proposed rulemaking (ANPRM) or conduct a negotiated rulemaking ``if a
proposed rule is likely to lead to the promulgation of a major rule''
(49 U.S.C. 31136(g)(1)). As this proposed rule is not likely to result
in the promulgation of a major rule, the Agency is not required to
issue an ANPRM or to proceed with a negotiated rulemaking.
II. Executive Summary
A. Purpose and Summary of the Proposal
The NPRM would assist enforcement and improve compliance with
existing regulations prohibiting CMV drivers who violate FMCSA's drug
and alcohol from operating a CMV or performing other safety-sensitive
functions until completing RTD requirements set forth in part 40,
subpart O. In effect, the CMV driving prohibition has been largely
self-enforcing; FMCSA relies primarily on drivers themselves, and their
employers, to comply (49 CFR 382.501(a) and (b)).\1\ The reason is
that, before the Clearinghouse was established, the Agency did not have
real time access to drug and alcohol program violations of CDL holders.
The Clearinghouse final rule addressed that information gap so that,
based on violations reported to the Clearinghouse, FMCSA can now
provide certain State enforcement personnel real-time notice of the
driver's prohibited driving status. However, the information gap still
exists with regard to the SDLAs. This NPRM would establish how, and
when, SDLAs would access and use driver-specific information from the
Clearinghouse to keep CMV drivers who violate drug and alcohol use
testing rules off the road until they complete RTD requirements.
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\1\ 49 CFR 382.501(a) prohibits a driver from performing safety-
sensitive functions, including operating a CMV, if the driver has
engaged in drug or alcohol-related conduct prohibited by part 382,
subpart B, or violated the drug and alcohol rules of another DOT
agency. Section 382.501(b) states that no employer may permit a
driver to perform safety-sensitive functions, including driving a
CMV, if the employer has determined that the driver violated this
section. Section 382.503 prohibits any driver who violates drug and
alcohol program rules from performing safety-sensitive functions
until completing the RTD requirements of part 40, subpart O that
enable the individual to resume operating a CMV and other safety-
sensitive functions. Under Sec. 382.503, no employer is permitted
to allow the driver to resume safety-sensitive functions until the
driver has completed RTD.
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In the final rule titled ``Commercial Driver's License Drug and
Alcohol Clearinghouse'' (Clearinghouse) (81 FR 87686 (Dec. 5, 2016)),
FMCSA implemented the MAP-21 requirement to establish the Clearinghouse
as a repository for drivers' drug and alcohol program violations. The
final rule primarily addressed how motor carrier employers and their
service agents will interact with the Clearinghouse by accessing and
adding drug and alcohol testing information to a driver's record. While
the final rule did incorporate the statutory requirement that SDLAs
check the Clearinghouse prior to renewing or issuing a CDL, the rule
did not otherwise address the SDLAs' use of Clearinghouse information
for drivers licensed, or seeking to become licensed, in their State.
This proposal responds to operational questions and legal issues
identified by SDLAs, individually and through the American Association
of Motor Vehicle Administrators \2\ (AAMVA), following publication of
the final rule.
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\2\ See AAMVA Petition for Reconsideration of the Commercial
Driver's License Drug and Alcohol Clearinghouse Final Rule (June 29,
2017), Docket No. FMCSA-2011-0031.
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B. Summary of Major Provisions
Non-Issuance
As noted above, the Clearinghouse regulations require that SDLAs
check a driver's status by querying the Clearinghouse prior to issuing,
renewing, upgrading or transferring a CDL.\3\ When an SDLA's required
query to the Clearinghouse indicates the driver is prohibited from
operating a CMV, the NPRM would require the SDLA to deny the licensing
transaction, resulting in non-issuance. A driver whose licensing
transaction is denied would need to re-apply after completing RTD
requirements. The manner in which SDLAs would electronically request
(``pull'') and receive information from the Clearinghouse in connection
with the required queries (e.g., via CDLIS or other electronic means)
is discussed below in section V.A., ``Impact on SDLAs.''
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\3\ See 49 CFR 383.73(b)(10; (c)(10); (d)(9); (e)(8); and
(f)(4). MAP-21, as codified in 49 U.S.C. 31311(a)(24), explicitly
requires that States query the Clearinghouse.
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In addition to non-issuance, FMCSA proposes alternative ways in
which SDLAs would use Clearinghouse information to further aid in the
enforcement of the CMV driving prohibition.
Preferred Alternative--Mandatory Downgrade
This alternative would require that SDLAs remove the CLP or CDL
privilege of any driver subject to the CMV driving prohibition
(mandatory downgrade), after receiving a ``push'' notification from the
Clearinghouse that the driver is prohibited from operating a CMV.
Currently, most States are not aware when a CDL holder licensed in
their State is prohibited from driving a CMV due to an alcohol or drug
testing violation. Consequently, there is no Federal requirement that
SDLAs take any action on the license of drivers subject to that
prohibition. As a result,
[[Page 23672]]
a driver can continue to hold a valid CLP or CDL, even while prohibited
from operating a CMV under FMCSA's drug and alcohol regulations. The
proposed downgrade would align a driver's CLP or CDL status with his or
her CMV driving status under Sec. 382.501(a), thus closing the current
regulatory loophole that allows these CMV drivers to evade detection.
SDLAs would accomplish the mandatory downgrade by changing the
commercial status on the CDLIS driver record (as defined in 383.5) \4\
from ``licensed'' to ``eligible'' for CDL holders, and changing the
permit status from ``licensed'' to ``eligible'' for CLP holders. This
proposed mandatory downgrade procedure is identical to the process
SDLAs currently use to record the removal of the CLP/CDL privilege on
the CDLIS driver records of individuals whose medical certification
standing changes from ``certified'' to ``not certified,'' as required
under Sec. 383.73(o)(4).\5\
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\4\ Sec. 383.5 defines ``CDLIS driver record'' as ``the
electronic record for the CDL driver's status and history stored by
the State-of-Record as part of the Commercial Driver's License
Information System (CDLIS) established under 49 U.S.C. 31309.''
\5\ See, AAMVA CDLIS State Procedures Manual, Release 5.3.3
(Dec. 2015), at 95; AAMVA CDLIS Technical Specifications Manual,
Release 5.3.3 (Dec. 2015), at pp. 669-70; 683.
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Under this alternative, FMCSA also proposes to revise the
definition of ``CDL downgrade,'' as set forth in Sec. 383.5, and add a
new definition of ``CLP downgrade'' to specifically set forth how
removal of the CDL/CLP privilege is recorded on the CDLIS driver
record. FMCSA proposes these definitional changes to ensure clarity and
consistency in the downgrade process.
FMCSA prefers this alternative because it would enable effective
and uniform enforcement of the CMV driving prohibition, minimize
disruption at the State level by largely relying on existing processes,
and take into account the SDLAs' preference for clear direction from
the Agency concerning their use of Clearinghouse information.
Alternative #2--Optional Notice of Prohibited Status
This alternative would permit, but not require, SDLAs to receive
``push'' notifications from the Clearinghouse whenever CMV drivers
licensed in their State are prohibited from driving due to a drug or
alcohol testing violation (optional notice of prohibited status). SDLAs
opting to receive this information through the Clearinghouse would also
be notified when the driver is able to resume operating a CMV following
completion of the RTD process, in accordance with Sec. 382.503. Under
this optional notification alternative, the State would determine
whether, and how, to use the information to enhance enforcement of the
driving prohibition. For example, the State could make the CLP or CDL
holder's ``prohibited'' status more accessible to roadside enforcement
officers,\6\ or, under State law, use the information to initiate an
action on the driver's license, such as suspending the CLP or CDL
privilege while the driving prohibition is in effect. This approach
would afford maximum flexibility to the States.
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\6\ The means by which roadside enforcement officers, including
non-MCSAP personnel, will be able to access the driver's prohibited
status is explained in section V.E., ``Roadside Enforcement.''
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Application to CLP Holders
The Clearinghouse final rule required that SDLAs query the
Clearinghouse before issuing, renewing, upgrading, or transferring of a
CDL. However, CLP holders are currently subject to drug and alcohol
testing under part 382 and the Clearinghouse final rule, and therefore
subject to the driving prohibition. Accordingly, the NPRM would include
CLP holders within the scope of the States' query required in Sec.
383.73, meaning that SDLAs would check the Clearinghouse before
issuing, renewing, or upgrading a CLP (CLPs cannot be transferred). In
addition, CLP holders would also be subject to non-issuance and
mandatory downgrade (removal of the CLP privilege) if they are
prohibited from driving under Sec. 383.501(a).
Addition of Driving Prohibition to Part 392
In order to receive MCSAP funding, a State must, among other
things, adopt and enforce safety regulations comparable to those set
forth in parts 390-397 (Sec. 350.201(a)). The NPRM would add the CMV
driving prohibition now set forth in Sec. 383.501, to part 392,
subpart B, ``Driving of Commercial Motor Vehicles,'' as well. The
purpose of this proposed amendment is to facilitate States' enforcement
of the driving prohibition. Currently, 49 States and the District of
Columbia receive MCSAP funding.
Actual Knowledge Violations Reported to the Clearinghouse--Issuance of
Citation for DUI in a CMV
The NPRM would revise how an employer's report of actual knowledge
of a driver's drug or alcohol use to the Clearinghouse, based on the
issuance of a citation to the employee-driver for DUI in a CMV, are
handled. First, the employer's report would remain in the
Clearinghouse, regardless of whether the driver is ultimately convicted
of the offense. The reason is that a driver violates part 382, subpart
B, when he or she receives a citation for DUI in a CMV; \7\ a
subsequent conviction carries separate consequences under part 383.\8\
Second, drivers who are not convicted of the offense of DUI in a CMV
could petition FMCSA to add documentary evidence of that fact to their
Clearinghouse record.
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\7\ FMCSA, when adopting the current definition of ``actual
knowledge,'' noted: ``Actual knowledge `includes' knowledge that the
driver has received a traffic citation for driving a CMV while under
the influence of alcohol or controlled substances. A CMV driver who
receives a traffic citation while in a CMV is considered to have
violated subpart B.'' (66 FR 43103, 43097, 43099 (Aug. 17, 2001))
\8\ Any driver convicted of that offense is, under 383.51(b),
disqualified from operating a CMV for a minimum of one year.
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These proposed changes, explained more fully below, would ensure
compliance with the statutory requirement that all violations
identified in part 382, subpart B, be reported and retained in the
Clearinghouse (49 U.S.C. 31306a(g)(1) and (6)), and would provide
fairness to drivers and full disclosure to employers.
C. Costs and Benefits
The Agency proposes two ways that SDLAs could use Clearinghouse
information. Alternative #1 would require SDLAs to initiate a mandatory
downgrade of the CLP and CDL driving privilege. Drivers would be
required to complete the RTD process and comply with any State-
established procedures for reinstatement of the CMV driving
privilege.\9\ Under Alternative #2, SDLAs would be provided optional
notice of a driver's prohibited status from the Clearinghouse. The
States would decide whether, and how they would use the information
under State law and policy to prevent a driver from operating a CMV
without a valid CLP or CDL.
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\9\ The cost incurred by drivers to complete the RTD process
were accounted for in the Regulatory Impact Analysis (RIA) published
with the Clearinghouse final rule.
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After completing the RTD process, a driver might incur an
opportunity cost in the form of forgone income between the time he or
she completes RTD requirements that permit the driver to resume
operating a CMV and the point at which the SDLA reinstates the
privilege to operate a CMV. Motor carriers might incur opportunity
costs in the form of forgone profits due to the loss of productive
driving hours during the same period. Alternative #1 would require the
States to rely on their own
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established procedures to accomplish the downgrade and any subsequent
reinstatement. The loss of productive driving hours and the associated
costs would be the result of the proposed rule.
Under Alternative #2, in addition to determining when and how an
SDLA would use Clearinghouse information, the States could establish
reinstatement procedures that would follow drivers' completion of the
RTD process. Were States to establish reinstatement procedures, any
opportunity costs or reinstatement costs that drivers would incur to
comply with such procedures would be the result of a State action, not
the proposed rule. Any associated motor carrier opportunity costs would
also be the result of a State action, not the proposed rule.
Under Alternative #1, the procedures States establish for
reinstating the CMV driving privilege could vary significantly. The
Agency bases this assumption on the variations in downgrade procedures
the States have established to reinstate CMV driving privilege
following a medical certification-related mandatory downgrade pursuant
to Sec. 383.73(o)(4).
Based on currently available information, under existing State
procedures, a number of States would likely reinstate the CMV driving
privilege upon receiving Clearinghouse information that a driver has
completed the RTD process, but require no reinstatement fee; other
States would restore the CLP or CDL to the license upon payment of the
reinstatement fee; and other States would require the driver to retake
knowledge and/or skills test prior to reinstatement. All States
imposing a retesting requirement do so only after a defined period of
time has elapsed between the time of the downgrade and reinstatement,
ranging from six months to a year or more. One State requires full
retesting if more than 90 days has passed.
The Agency believes that, based on established downgrade
procedures, drivers will incur minimal opportunity costs and
reinstatement costs for a number of reasons. First, the vast majority
of drivers (82 percent) would be referred by substance abuse
professionals (SAPs) to two-day education programs, as part of the RTD
process. This finding is based on results substance abuse treatment
survey performed by Substance Abuse and Mental Health Service
Administration (SAMHSA).\10\ Given the short duration of these
programs, the Agency expects that drivers would complete the RTD
process before a downgrade would be recorded on their CDLIS record (the
NPRM proposes that the downgrade be recorded within 30 days of the
SDLA's receiving notification of the driver's prohibited status through
the Clearinghouse). Thus, they would incur neither opportunity costs
nor reinstatement costs. The Agency expects that downgrades will be
recorded on the CDLIS records of drivers referred by SAPs to intensive
outpatient treatment programs (IOT) because of the length of these
programs, many of which last for a minimum of 90 days. As noted above,
the Agency reviewed current State reinstatement procedures for
restoring the CMV privilege for drivers downgraded due to invalid
medical certification.
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\10\ The report is titled National Survey of Substance Abuse
Treatment Services (N-SSATS): 2017. Data on Substance Abuse
Treatment Facilities. SAMHSA. The report is available at https://www.samhsa.gov/data/report/national-survey-substance-abuse-treatment-services-n-ssats-2017-data-substance-abuse, Table 5-1a
(accessed June 16, 2019).
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Assuming that States would apply these procedures, described above,
to drivers downgraded due to drug or alcohol program violations, the
Agency anticipates that drivers in most States would complete the RTD
process before having to retest in order to have the CMV driving
privilege restored. All but one State imposing retesting requirements
do so no earlier than 6 months following the downgrade, which would
allow ample time to complete most RTD programs. The remaining States
require only that drivers provide a new medical certificate, and in
some cases, pay a reinstatement fee to have the CMV driving privilege
restored. Reinstatement fees would be a transfer payment. Thus, the
Agency finds that the only opportunity costs and reinstatement costs
that drivers would incur is the value of their time and the expense to
travel to and from the SDLA, if they are licensed in a State that
requires the driver to appear in person, and the Agency assumes this
would be accomplished in one day. Since many States permit drivers to
pay reinstatement fees electronically, many drivers will be able to
complete the process in less than one day.
The Agency requests comments on the reinstatement procedures an
SDLA would institute under Alternative #1, and the time it would take
for a driver to comply with the requirements for reinstatement.
The Agency proposes two IT solutions, (referred to as Method #1 and
Method #2) for transmitting Clearinghouse information to the SDLAs. The
costs include IT system development costs and annual operating and
maintenance expenses (O&M) incurred by the SDLAs and FMCSA. Method #1
uses the existing CDLIS platform to interface with the Clearinghouse.
The Agency included these costs in the Regulatory Impact Analysis
prepared for the Clearinghouse final rule. Therefore, only the SDLAs
would incur costs under Method #1. Method #2 uses a web-based service
call to transfer Clearinghouse information. SDLAs and FMCSA would incur
IT development and O&M expenses under Method #2. Table 1 shows two cost
estimates for Alternative #1 and Alternative #2. The totals include IT
development and annual O&M expenses, driver opportunity costs and
reinstatement costs and motor carrier opportunity costs. Driver
opportunity costs and reinstatement costs, and motor carrier
opportunity costs are included in Alternative #1 costs only. This is
because these costs would only be incurred under Alternative #2 by
drivers and motor carriers if SDLAs choose to initiate a downgrade
based on receiving optional notification from the Clearinghouse that a
driver has tested positive. Undiscounted costs are expressed in 2016
dollars. The total costs for the 10-year analysis period and the
annualized costs are also estimated at a 7 percent discount rate. The
Agency estimates the cost of Alternative #1, with Clearinghouse
information transmitted using Method #1 at $44.0 million over the10-
year analysis period. The annualized cost is estimated at $4.4 million.
At a 7 percent discount rate, the 10-year cost of the proposed rule is
estimated at $32.8 million, with an annualized cost of $4.7 million. If
Clearinghouse information is transmitted using Method #2, the cost of
Alternative #1 is estimated at $25.5 million over the 10-year analysis
period, and the estimated annualized cost is $2.5 million. At a 7
percent discount rate, the 10-year total cost is estimated at $18.5
million. The estimated annualized cost is $2.6 million.
[[Page 23674]]
Table 1--Comparison of the Cost of Options for Transmitting and Using Clearinghouse Information
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Option Undiscounted (2016 $ million) Discounted at 7% ($ million)
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10-year total 10-year total
Clearinghouse information transfer method cost Annualized cost Annualized
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Alternative #1
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Method 1: CDLIS Option.......................... $44.0 $4.4 $32.8 $4.7
Method 2 Web Services Option.................... 25.5 2.5 18.5 2.6
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Alternative #2
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Method 1: CDLIS Option.......................... 28.0 2.8 21.5 3.1
Method 2 Web Services Option.................... 9.4 0.9 7.2 1.0
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Under Alternative #2, with Clearinghouse information transmitted
using Method #1, the 10-year total cost of the proposed rule is
estimated at $28.0 million. The estimated annualized cost is $2.8
million. At a 7 percent discount rate, the 10-year total cost is
estimated at $21.5 million. The estimated annualized cost is estimated
at $3.1 million. If Clearinghouse information is transmitted to SDLAs
using Method #2, the 10-year total cost of Alternative #2 is estimated
at $9.4 million, and the annualized cost is estimated at $0.9 million.
At a 7 percent discount rate, the 10-year total cost is estimated at
$7.2 million, and the annualized cost is estimated at $1.0 million.
The NPRM would improve the enforcement of the current driving
prohibition by requiring that States not issue, renew, transfer or
upgrade the CLP or CDL of affected drivers. Removal of the commercial
privilege from the driver's license (mandatory CLP or CDL downgrade),
as proposed in FMCSA's preferred alternative, would ensure more
consistent roadside enforcement against drivers who continue to operate
a CMV in violation of the prohibition. The Agency also believes that
the mandatory downgrade would further reduce drug and alcohol testing
violations, since a driver's loss of the commercial privilege directly
impacts his or her ability to obtain employment that involves operating
a CMV. The Agency's preferred alternative would also permit the Agency
to use its enforcement resources more effectively. The NPRM's costs and
benefits are addressed further below in section VIII.A, of ``E.O.
12866''.
III. Legal Basis for the Rulemaking
Title 49 of the Code of Federal Regulations (CFR), sections 1.87(e)
and (f), delegates authority to the FMCSA Administrator to carry out
the functions vested in the Secretary by 49 U.S.C. chapter 313 and 49
U.S.C., chapter 311, subchapters I and III, relating to CMV programs
and safety regulations.
The ``Commercial Driver's License Drug and Alcohol Clearinghouse''
final rule (81 FR 87686 (Dec. 5, 2016)) implements section 32402 of the
Moving Ahead for Progress in the 21st Century Act (MAP-21) (Pub. L.
112-41, 126 Stat. 405, codified at 49 U.S.C. 31306a), which requires
that the Secretary establish a national clearinghouse for records
relating to alcohol and controlled substances testing by CMV operators
who hold CDLs. As part of that mandate, MAP-21 requires that the
Secretary establish a process by which the States can request and
receive an individual's Clearinghouse record, for the purpose of
``assessing and evaluating the qualifications of the individual to
operate a commercial motor vehicle'' (49 U.S.C. 31306a(h)(2)). Section
32305(b)(1) of MAP-21, codified at 49 U.S.C. 31311(a)(24), requires
that States request information from the Clearinghouse before renewing
or issuing a CDL to an individual. This NPRM proposes the processes by
which the Agency and the States would implement these statutory
requirements.
FMCSA also relies on the broad authority of the Commercial Motor
Vehicle Safety Act of 1986 (the 1986 Act) (Pub. L. 99-570, Title XII,
100 Stat. 3207-170, codified at 49 U.S.C. chapter 313). Section 31308
requires the Secretary, through regulation, to establish minimum
standards for the issuance of CLPs and CDLs by the States. This
proposal would establish the requirement that States could not issue a
CLP or CDL to an individual prohibited, under 49 CFR 382.501(a), from
operating a CMV due to a drug or alcohol testing violation. The NPRM
would also establish standards for the States' removal and
reinstatement of the CLP or CDL privilege from the driver's licenses of
such individuals, proposed under the Agency's preferred mandatory
downgrade alternative. Additionally, section 31305(a) requires the
Secretary to establish minimum standards for, among other things,
``ensuring the fitness of an individual operating a commercial motor
vehicle.'' This NPRM will help ensure the fitness of CMV operators by
requiring that States do not issue, renew, transfer, or upgrade a CDL,
or issue, renew, or upgrade a CLP, for any driver prohibited from
operating a CMV due to a drug or alcohol program violation. Under the
Agency's preferred alternative, States would remove the CLP or CDL
privilege from the driver's licenses of individuals who violate the
Agency's drug and alcohol program requirements until those drivers
complete the RTD requirements established by 49 CFR part 40, subpart O.
In order to avoid having Federal highway funds withheld under 49 U.S.C.
31314, section 31311(a)(1) requires States to adopt and carry out a
program for testing and ensuring the fitness of individuals to operate
CMVs consistent with the minimum standards imposed by the Secretary
under 49 U.S.C. 31305(a).
The Department's drug and alcohol use and testing regulations are
authorized by the Omnibus Transportation Employee Testing Act of 1991
(OTETA) (Pub. L. 102-143, Title V, 105 Stat. 917, at 952, codified at
49 U.S.C. 31306). Among other things, OTETA authorizes the Secretary to
determine ``appropriate sanctions for a commercial motor vehicle
operator who is found to have used alcohol or a controlled substance''
in violation of applicable use testing requirements (e.g., 49 CFR parts
40 and 382) (49 U.S.C. 31306(f)). As explained further below, FMCSA
believes that non-issuance, as well as the proposed mandatory
downgrade, are appropriate sanctions which will improve compliance with
existing drug and alcohol program requirements.
[[Page 23675]]
Additionally, this NPRM is based on the authority of the Motor
Carrier Safety Act of 1984 (the 1984 Act) (Pub. L. 98-554, Title II, 98
Stat. 2832, codified at 49 U.S.C. 31136), which provides concurrent
authority to regulate drivers, motor carriers, and vehicle equipment.
Section 31136(a) of the 1984 Act requires the Secretary to prescribe
safety standards for CMVs which, at a minimum, shall ensure that: (1)
CMVs are maintained, equipped, loaded, and operated safely; (2) the
responsibilities imposed on CMV operators do not impair their ability
to operate the vehicles safely; (3) the physical condition of the CMV
operators is adequate to enable them to operate vehicles safely; (4)
CMV operation does not have a deleterious effect on the physical
condition of the operators; and (5) CMV drivers are not coerced by a
motor carrier, shipper, receiver, or transportation intermediary to
operate a CMV in violation of the regulations promulgated under 49
U.S.C. 31136 or 49 U.S.C. chapters 51 or 313 (49 U.S.C. 31136(a)).
This NPRM would help ensure that CMVs are ``operated safely'', as
mandated by section 31136(a)(1), and that the physical condition of CMV
operators is adequate to enable their safe operation, as required by
section 31136(a)(3). The proposed mandatory downgrade alternative,
requiring that States remove the CLP or CDL privilege from the license
of an individual who engages in prohibited drug and/or alcohol-related
conduct would promote the safe operation of CMVs. Specifically, it
would improve compliance with current regulatory requirements set forth
in 49 CFR 382.501(a) and 382.503, which prohibit a CLP or CDL holder
from operating a CMV, or performing other safety-sensitive functions,
after engaging in conduct prohibited by FMCSA's drug and alcohol
testing and use program, until the driver has completed the RTD
requirements established by 49 CFR part 40, subpart O. The NPRM does
not directly address the operational responsibilities imposed on CMV
drivers (section 31136(a)(2)) or possible physical effects caused by
driving (section 31136(a)(4)). FMCSA does not believe this NPRM would
result in the coercion of CMV drivers by motor carriers, shippers,
receivers, or transportation intermediaries (section 31136(a)(5)), as
these proposed regulatory changes concern only the transmission of
Clearinghouse information between FMCSA and the States and the use of
that information by the SDLAs. The Agency notes, however, that the
Clearinghouse final rule prohibits employers from submitting false
reports of drug or alcohol violations to the Clearinghouse, which could
have coercive effects on drivers.\11\
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\11\ See 49 CFR 382.723
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The 1984 Act also requires that, before prescribing regulations,
FMCSA must consider their ``costs and benefits'' and ``State laws and
regulations on commercial motor vehicle safety, to minimize their
unnecessary preemption'' (section 31136(c)(2)). Those factors are
addressed below.
IV. Background
A. MAP-21 Mandate
The Clearinghouse final rule implemented the Congressional mandate,
set forth in section 32402 of MAP-21 requiring the establishment of a
national Drug and Alcohol Clearinghouse containing CDL holders'
violations of FMCSA's drug and alcohol testing regulations set forth in
49 CFR part 382. MAP-21 identified the purposes of the Clearinghouse as
twofold: To improve compliance with the drug and alcohol testing
program applicable to CMV operators and to improve roadway safety by
``reducing accident and injury involving the misuse of alcohol or use
of controlled substances'' by CMV operators (49 U.S.C. 31306a(a)(2)).
Accordingly, the Clearinghouse regulations will enable FMCSA and motor
carrier employers to identify drivers who, under 49 CFR 382.501(a), are
prohibited from operating a CMV due to drug and alcohol program
violations. The NPRM would help ensure that such drivers receive the
required evaluation and treatment before operating a CMV on public
roads, as required by Sec. 382.503.
Additionally, MAP-21 required that SDLAs be provided access to the
Clearinghouse records of individuals applying for a CDL in order to
determine whether that person is qualified to operate a CMV and that
SDLAs request information from the Clearinghouse before renewing or
issuing a CDL to an individual (49 U.S.C. 31311(a)(24)). This NPRM
further addresses those requirements.\12\ The Clearinghouse information
would allow the SDLA to determine whether the applicant is qualified to
operate a CMV (49 U.S.C. 31306a(h)(2)(B)(ii)).
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\12\ See 49 CFR 382.725; 49 CFR 383.73(b)(10), (c)(10), (d)(9),
(e)(8), and (f)(4); and 49 CFR 384.235.
---------------------------------------------------------------------------
In the preamble to the Clearinghouse final rule, FMCSA noted that
information in the Clearinghouse ``may have a direct impact on the
ability of the individual to hold or obtain a CDL,'' and that if an
applicant is not qualified to operate a CMV, ``that driver should not
be issued a CDL.'' \13\ However, as explained above, although drivers
who incur drug and alcohol program violations are prohibited from
operating a CMV until achieving a negative result on a RTD test, there
is no current regulatory requirement that SDLAs take any specific
licensure action if the driver's Clearinghouse record shows a violation
of the Agency's drug and/or alcohol prohibitions in part 382.
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\13\ See 81 FR 87686, 87708 (Dec. 5, 2016).
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Following publication of the Clearinghouse final rule, AAMVA, as
well as some individual States, noted that the rule did not provide any
direction to SDLAs should they become aware of a driver's drug or
alcohol violation after conducting the required check of the
Clearinghouse. AAMVA also raised a number of other questions and
concerns. The NPRM is intended to address those issues by clarifying
how SDLAs would use Clearinghouse information.
B. AAMVA's Petition
AAMVA's petition for reconsideration of the Clearinghouse final
rule raised concerns related to the requirement, as set forth in Sec.
383.73, that SDLAs request information from the Clearinghouse prior to
the issuance, renewal, transfer, or upgrade of a CDL.\14\ AAMVA
asserted that FMCSA should not expect States to play any role in the
Clearinghouse process, noting that ``states cannot be expected to take
action on a license as the result of a query against the Clearinghouse
even if that process is integrated seamlessly.'' \15\ Concluding that
``[t]he authority for taking action based on federal clearinghouse
records should remain solely with the employer and FMCSA,'' AAMVA
requested that ``SDLAs be removed from the process as described in the
final rule.'' \16\
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\14\ See AAMVA Petition for Reconsideration of the Commercial
Driver's License Drug and Alcohol Clearinghouse Final Rule (June 29,
2017), Docket No. FMCSA-2011-0031. AAMVA petitioned for
reconsideration of the Clearinghouse final rule; however, it did not
submit the petition within 30 days after publication of the rule in
the Federal Register, as required by 49 CFR 389.35(a). Therefore, in
accordance with 49 CFR 382.35(a), the Agency considers AAMVA's
submission to be a petition for rulemaking submitted under 49 CFR
389.31.
\15\ Ibid., at 2.
\16\ Ibid., at 3.
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As noted above, MAP-21 requires the States to access Clearinghouse
information in order to avoid a loss of funds apportioned from the
Highway Trust Fund (49 U.S.C. 31311(a)(24)). As explained in the
Agency's response to
[[Page 23676]]
AAMVA's petition,\17\ FMCSA therefore has no discretion to ``remove''
the States from the Clearinghouse process. Further, although a Federal
statute required that the CDL program be established, and the program
is governed in part by Federal regulations, the Agency does not have
authority to issue or rescind CDLs. Under the current regulatory
scheme, only States may act on a commercial license. As discussed
further below, FMCSA believes Congress intended that States, as the
issuers and administrators of CDLs and CLPs, should exercise their
commercial licensing authority to help keep drug and alcohol program
violators off the road until they are legally permitted to operate a
CMV.
---------------------------------------------------------------------------
\17\ See Letter from Raymond Martinez (FMCSA) to Anne Ferro
(AAMVA) (April 12, 2018), p. 2, Docket No. FMCSA-2011-0031.
---------------------------------------------------------------------------
AAMVA also asserted that various operational questions related to
the States' role in the Clearinghouse process were not addressed in the
final rule. These concerns included: What does FMCSA intend that the
States do with information they receive from the Clearinghouse; what
specific information would States receive in response to a request for
information about an individual CDL holder or applicant; what privacy
and data controls will be applied to the transmission of Clearinghouse
information to SDLAs; how would an erroneous Clearinghouse record be
corrected; to what extent would foreign-licensed drivers be included in
the query and reporting process; and what are the cost implications for
the SDLAs. AAMVA also cautioned FMCSA against requiring SDLAs to take a
licensing action based on information received from the Clearinghouse,
noting the direct impact of such action on an individual's livelihood.
This NPRM responds to the SDLAs' questions and concerns, as
identified by AAMVA. The Agency explains how the NPRM addresses these
issues in section V, ``Discussion of Proposed Rulemaking,'' below. The
NPRM's estimated cost impact on the States, noted above in section
II.C, ``Costs and Benefits'', is discussed further below in section
VIII.A, ``Regulatory Analyses, E.O. 12866.''
V. Discussion of Proposed Rulemaking
A. The SDLAs' Role in the Clearinghouse
While the MAP-21 requirements pertaining to the SDLAs' role in the
Clearinghouse are straightforward, the intent of these provisions is
less clear and thus subject to interpretation. The Agency therefore
relies on its authority, delegated by Congress through the Secretary,
to interpret and implement the MAP-21 requirements summarized above.
First and foremost, FMCSA views the Clearinghouse provisions in
MAP-21 as remedial, intended to address the risk to public safety posed
by CLP and CDL holders who commit drug or alcohol testing violations,
but continue to operate a CMV without completing RTD requirements. This
NPRM is part of FMCSA's effort to address that problem. According to
the National Highway Traffic Safety Administration's Fatality Analysis
Reporting System (FARS), the number of large truck drivers involved in
fatal crashes who tested positive for drug use increased 48.2 percent
between 2012 and 2017.\18\
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\18\ The FARS data is available at https://www-fars.nhtsa.dot.gov/QueryTool/QuerySection/SelectYear.aspx, (accessed
August 19, 2019).
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FMCSA, proceeding under accepted standards of statutory
construction, interprets the Clearinghouse requirements in a way that
will achieve Congress's remedial purpose as stated in MAP-21:
Increasing compliance with current drug and alcohol program
requirements and improving highway safety (49 U.S.C. 31306a(a)(2)). The
Agency starts with the assumption that Congress intended that the
separate statutory requirements pertaining specifically to States and
to SDLAs be read as a whole, and therefore in harmony with one
another.\19\ The provision requiring States (through SDLAs) check the
Clearinghouse before issuing or renewing a CDL (49 U.S.C. 31311(a)(24))
does not indicate the specific purpose of that request for information.
The provision does, however, expressly cross-reference the
Clearinghouse provisions in 49 U.S.C. 31306a. FMCSA therefore views
these statutory sections, both enacted as part of MAP-21, as two parts
of an integrated whole.
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\19\ This interpretation differs from the Agency's views
expressed in the Clearinghouse final rule; see 81 FR 87686, 87708
(Dec. 5, 2016). In discussing the two statutory provisions, both of
which contemplate that SDLAs would have access to Clearinghouse
information, FMCSA characterized section 31311(24) as requiring
access and 31306a(h)(2) as permitting such access. FMCSA concluded
the separate requirements were therefore contradictory. As explained
above, the Agency now views the two provisions as part of an
integrated statutory scheme.
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With this in mind, the Agency reaches the following conclusions.
First, the required check of the Clearinghouse is intended to provide
SDLAs with information about the driver's qualifications to operate a
CMV (49 U.S.C 31306a(h)(2)(B)(ii)). Second, Congress included SDLAs in
the process because they are the only authorized user of the
Clearinghouse with authority to take action on a driver's license, such
as issuance or renewal.\20\ Third, SDLAs should use their licensing
authority to enforce the existing CMV driving prohibition in
382.501(a). The Agency acknowledges that a licensing action, based on
information from the Clearinghouse, is not an explicit statutory
requirement. However, to assume that Congress required that States
(SDLAs) query the Clearinghouse to assess the driver's qualifications
to drive a CMV and then take no action if the query discloses that the
driver is prohibited from operating a CMV would ascribe to Congress an
irrational purpose, plainly contrary to the stated goals of the
statute, noted above.
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\20\ 49 U.S.C. 31306a(m)(2) defines ``chief commercial driver's
licensing official'' as the State official authorized to ``maintain
a record about commercial driver's licenses issued by the State''
and ``take action on commercial driver's licenses issued by the
State.''
---------------------------------------------------------------------------
Having concluded that Congress intended SDLAs to use their
licensing authority to further the goals of MAP-21, FMCSA proposes to
require SDLAs ``act'' on the license by denying the requested issuance,
upgrade, renewal or transfer of the CLP or CDL, as applicable, if the
Clearinghouse query results in notice that the individual is prohibited
from operating a CMV. For purposes of the NPRM, FMCSA considers non-
issuance to be the minimum licensing action required by MAP-21.
However, in FMCSA's judgment, it would be contrary to public safety
to infer that non-issuance is the only license action authorized under
MAP-21.\21\ Drug and alcohol information reported to the Clearinghouse
will make it possible to identify current CLP or CDL holders subject to
the driving prohibition. But non-issuance applies only to a subset of
that group: Individuals seeking a specified license transaction. For
example, the non-issuance requirement would preclude a current CDL
holder from adding an endorsement to their license if the SDLA's
Clearinghouse query disclosed that the individual is subject to the
driving prohibition and therefore not qualified to operate a CMV. If
denying the upgrade is the only action taken by the SDLA, however, that
driver would continue to hold a valid CDL, which may not expire for
years. FMCSA does not believe Congress intended that
[[Page 23677]]
result, because these drivers pose an obvious risk to highway safety. A
driver not qualified to add an endorsement to their license due to a
drug or alcohol testing violation is also not qualified to hold that
license until he or she complies with RTD requirements that will allow
the commercial driving privilege to be reinstated.
---------------------------------------------------------------------------
\21\ As discussed in Section III, ``Legal Basis'', in addition
to MAP-21, the NPRM is also based on the concurrent statutory
authorities of the Commercial Motor Vehicle Safety Act of 1986 and
the Motor Carrier Safety Act of 1984.
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The Agency therefore proposes alternate means to further effectuate
Congress's intent and increase compliance with the driving prohibition.
FMCSA's preferred alternative, ``mandatory downgrade'' would require
that SDLAs downgrade the license of any CLP or CDL holder subject to
the CMV driving prohibition, whether the driver is actively pursuing a
commercial licensing transaction or not. Under this approach, SDLAs
would receive ``push'' notifications from the Clearinghouse, in
addition to ``pulling'' driver status information through the query
process.
Under the second proposed alternative, ``optional notice of
prohibited status,'' States would decide whether, and how, they would
use the information to enforce the CMV driving prohibition in
accordance with State law or policy (e.g., suspend the CLP or CDL
privilege until the driver can operate a CMV in accordance with Sec.
382.503, and/or make the driver's prohibited status more widely
available to traffic safety enforcement officers in their State). This
alternative would allow, but not require, SDLAs to identify all
individuals in their State subject to the CMV prohibition by choosing
to receive ``push'' notifications.
B. Impact of the NPRM on SDLAs
Non-Issuance
The Clearinghouse regulations require that SDLAs request (``pull'')
information from the Clearinghouse prior to issuing, transferring,
renewing, or upgrading a CDL (Sec. 383.73(b)(c)(d)(e)(f)). The NPRM
proposes that if, in response to that request, the SDLA is notified
that the applicant is prohibited from operating a CMV due to a drug or
alcohol testing violation, the SDLA must not complete the licensing
transaction (non-issuance). The driver would need to re-apply after
complying with RTD requirements that permit him or her to resume
safety-sensitive functions, such as driving a CMV.
Application to CLP Holders
The Clearinghouse final rule did not require that States request
information from the Clearinghouse for CLP applicants. The NPRM
addresses this apparent oversight by proposing that SDLAs must check
the Clearinghouse prior to issuing, renewing or upgrading a CLP. FMCSA
believes it is appropriate that SDLAs query the Clearinghouse for
information pertaining to CLP applicants, because the driver may have
previously held a CLP or CDL from another State, and a drug and alcohol
program violation may have been reported to the Clearinghouse during
that licensure period. In accordance with 382.103, CLP holders are
subject to the requirements of part 382 and are therefore subject to
the driving prohibition in Sec. 382.501(a). Accordingly, States could
not issue, renew, or upgrade the CLP of an applicant prohibited from
operating a CMV under Sec. 382.501(a). The proposed mandatory
downgrade would also apply to CLP holders.
Mandatory Downgrade
Under the Agency's preferred alternative, FMCSA proposes that, in
addition to non-issuance, SDLAs also would be required to downgrade the
driver's license of CLP and CDL holders who violate FMCSA's drug and
alcohol program rules. As discussed above, the proposed downgrade
requirement is based on a simple premise: An individual prohibited from
operating a CMV due to a drug and alcohol program violation should not
hold a valid CLP or CDL until they are legally permitted to operate a
CMV. As previously noted, and discussed further below, the NPRM would
add the CMV driving prohibition to part 392, so that States receiving
MCSAP funds would be required to adopt and enforce a comparable
provision.
SDLAs would accomplish the downgrade by changing the commercial
status from ``licensed'' to ``eligible'' on the CDLIS driver record,
thereby removing the CLP or CDL privilege from the license. The
downgrade would be initiated following notification from FMCSA that,
under Sec. 382.501(a), the CLP or CDL holder is prohibited from
operating a CMV. SDLAs would learn of the driver's prohibited status by
``pulling'' the information from the Clearinghouse prior to a requested
license transaction, and by receiving a ``push'' notification whenever
a violation is reported to the Clearinghouse for a CLP or CDL holder
licensed in that State. The SDLAs would rely on their respective State
laws and processes to downgrade the license and to reinstate the CLP or
CDL privilege to the license following ``push'' notification of the
driver's completion of RTD requirements. Pushing notifications to SDLAs
is necessary to address the situation under which drivers who are
prohibited from operating a CMV continue to possess a valid CDL or CLP,
enabling them to avoid detection while driving unlawfully.
Under this alternative, SDLAs must complete and record the
downgrade on the CDLIS driver record within 30 days of the date the
State received notification from FMCSA that the driver is prohibited
from prohibited from operating a CMV. FMCSA understands that immediate
licensing action may not be feasible in all States. The Agency believes
that the 30-day period would allow SDLAs sufficient time to take the
required action, taking into account any State-imposed due process
requirements, such as providing notice of the pending downgrade to the
affected driver.\22\ However, the NPRM would not prohibit SDLAs from
completing the downgrade before the end of the 30-day period. FMCSA
requests comment on the proposed 30-day time frame for SDLAs to
complete and record the downgrade on the CDLIS driver record.
---------------------------------------------------------------------------
\22\ However, FMCSA, notes that affected drivers would
nevertheless remain subject to en route enforcement of the driving
prohibition during the period before the downgrade is recorded on
the individual's driving record. See, section V.F, ``Roadside
Enforcement,'' infra.
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The Agency prefers the mandatory downgrade alternative because (1)
it could be implemented through the States' existing downgrade
processes; (2) would ensure more consistent treatment of drivers
subject to the CMV driving prohibition; and (3) it would strengthen
enforcement of the prohibition by making the driver's status readily
available to all roadside enforcement personnel, not just those
specifically trained through MCSAP funding to enforce the Federal Motor
Carrier Safety Regulations (FMCSRs). This issue is discussed further
below in section V.F., ``Roadside Enforcement of the CMV Driving
Prohibition.'' Other benefits of the proposed mandatory downgrade are
discussed in section VIII.A., ``E.O. 12866.''
FMCSA requests comment on the mandatory downgrade alternative. The
Agency invites SDLAs to identify any specific operational issues
associated with implementing the downgrade, as proposed.
Reinstatement of the CLP/CDL Following RTD Completion
Under the mandatory downgrade alternative, FMCSA would ``push''
notice to the SDLAs when a driver's negative RTD test result is
reported to the Clearinghouse, thereby informing
[[Page 23678]]
them that the driver is no longer prohibited from operating a CMV. If
the SDLA receives that notification before the downgrade is recorded,
FMCSA would require that, subject to applicable State law, SDLAs
terminate the downgrade process, since the CLP or CDL holder is no
longer prohibited from driving a CMV. If the SDLA receives notice from
FMCSA that the driver is no longer prohibited from operating a CMV
after completing and recording the downgrade, the driver would be
eligible for reinstatement of the CLP or CDL privilege to their license
in accordance with State law and procedures. However, if the downgrade
has been recorded on the CDLIS driver record, the driver could not
operate a CMV until the CLP or CDL privilege is reinstated to the
driver's license by the State. The NPRM would amend Sec. 382.503 to
make this clear.
FMCSA believes the reinstatement should be as efficient as possible
so that drivers can resume their operation of a CMV as soon as they are
qualified to do so. The Agency requests information on current
reinstatement processes, including how long it takes to reinstate the
CLP or CDL privilege to the driver's license.
Notice to Drivers of Downgrade/Reinstatement
The NPRM does not require that States notify the CLP or CDL holder
that the downgrade process, proposed under the preferred alternative,
is underway. (Such notice is currently required prior to the downgrade
of a driver's license due to a change in medical certification status
(Sec. 383.73(o)(4)(i)(A)). The Agency, by implementing its own
notification procedures required by the Clearinghouse regulations,
would like to relieve SDLAs of the administrative burden of directly
notifying a CLP or CDL holder of the licensing action (i.e., downgrade
or reinstatement). Pursuant to Sec. 382.707(a), FMCSA must notify
drivers whenever information about them has been added to, revised, or
removed from the Clearinghouse. When notifying the driver that a
violation has been reported to the Clearinghouse, the Agency intends to
let drivers know that FMCSA has informed their SDLA of the driver's
prohibited operating status, and that the State must downgrade of the
driver's license within 30 days. In addition, as part of FMCSA's
required notification to the driver that a negative RTD test result has
been reported to the Clearinghouse, the Agency would also inform
drivers that FMCSA has notified their SDLA that the driver is no longer
subject to the driving prohibition. FMCSA would notify drivers through
first-class mail, or through electronic mail if the driver has
registered in the Clearinghouse and selected that option. FMCSA
requests comment on whether its intended method of notice to drivers,
as described above, would satisfy existing State-based driver
notification requirements.
Impact of Removing the CLP or CDL Privilege From the Driver's License
In its petition, AAMVA cautioned the Agency against requiring the
SDLAs to take a licensing action that could affect the individual's
livelihood. In response, FMCSA notes that a person's ability to earn a
living can be impacted anytime an SDLA removes or restricts a driver's
license, for any type of vehicle. Taking away the privilege to drive
has serious consequences to the affected individual; that is the
essence of the States' licensing authority when exercised to protect
the public by keeping unsafe drivers off the road.
Further, SDLAs are already required to downgrade the CLP or CDL of
any driver not having valid medical certification (Sec. 383.73(o)(4)).
That requirement is intended to keep drivers from operating a CMV until
they are medically certified to do so, as required under Sec.
391.41(a)(1)(i). Similarly, the proposed licensing actions related to a
drug or alcohol program testing violation (i.e., non-issuance and
mandatory downgrade) would improve compliance with current regulations
(Sec. 382.501). Individuals who obtain the CLP or CDL credential are
responsible for knowing the associated regulatory requirements, as well
as the consequences of noncompliance. CMV drivers can therefore avoid
the threat to their livelihood, posed by non-issuance or a downgrade,
by complying with FMCSA's drug and alcohol program.
AAMVA's petition also asked whether licensing action would be in
the form of a downgrade or a disqualification. FMCSA notes that CMV
drivers subject to downgrade are not ``disqualified'' under part 383.
Driver disqualifications under Sec. 383.51 require that the individual
be convicted of a specified traffic violation. Drivers prohibited from
operating a CMV due to a drug or alcohol testing violation do not meet
that criteria for disqualification.\23\ Further, violation of FMCSA's
drug and alcohol use testing regulations do not necessarily indicate
impairment while driving.\24\ Therefore, while a positive drug or
alcohol test, or other program violation certainly raises safety
concerns, such violations do not inherently constitute a basis for
disqualification under Sec. 383.51.
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\23\ Driver disqualifications under part 383 are required by
statute (49 U.S.C. 31310).
\24\ Under Sec. 383.51(b), persons convicted of driving under
the influence of drugs or alcohol are disqualified from operating a
CMV for a minimum of one year.
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Alternative #2--Optional Notice of Prohibited Status
Under the second proposed alternative, the push notifications
described above would also be available to SDLAs so that they could
choose whether to receive the information and how to use it. As
discussed above in section II.B, ``Summary of Major Provisions,'' the
NPRM would add the driving prohibition, currently set forth in Sec.
382.501, to part 392, thereby requiring States that receive MCSAP
funding to adopt and enforce a comparable prohibition under State law.
This would enable roadside enforcement by providing law enforcement
personnel with electronic access to the CMV driver's prohibited
operating status. However, as explained below in section V.F.,
``Roadside Enforcement of the CMV Driving Prohibition,'' traffic
enforcement officers who are not funded through the MCSAP program may
have limited electronic access to that information.
Under this optional notification alternative, SDLAs choosing to
receive ``push'' notifications of a driver's prohibited status could
use the information to enhance their enforcement efforts in a number of
different ways, consistent with MAP-21 \25\ and State law or policy.
Although the Agency would not require SDLAs to take action on CDLs,
they would have the option to receive push notifications of a CLP or
CDL holder's prohibited operating status. The SDLA would then choose
how to use the information to facilitate enforcement of the driving
prohibition, as required by MCSAP funding. States would remain
responsible for enforcing the driving prohibition, but would have the
flexibility to determine how to comply with that requirement.
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\25\ MAP-21 requires that States ensure information in the
driver's Clearinghouse record ``is not divulged to any person not
directly involved in assessing and evaluating the qualifications of
the individual to operate a commercial motor vehicle'' (49 U.S.C.
31306a(h)(2)(B)(ii)).
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For example, SDLAs could make the driver's prohibited CMV operating
status more accessible to non-MCSAP law enforcement at roadside,
depending on their technological capability to do so. States opting to
receive ``push'' notifications could also enact a law to suspend the
commercial privilege from the driver's license until he or she
completes RTD requirements, as three
[[Page 23679]]
States have already done.\26\ Under this proposed alternative, it would
be up to the State to determine whether, and how, to use the
information.
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\26\ The ways in which States currently use information of
driver violations of FMCSA's drug and alcohol program is described
below in section V.C, ``Impact of MAP-21 and the NPRM on State
Laws.''
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The Agency invites comment on the optional notification proposal.
Would States opt to receive the CMV driver status information if FMCSA
did not require a downgrade? Why or why not? How would States choosing
to receive driver notification specifically use that information to
enhance enforcement of the driving prohibition? If FMCSA did not
require a downgrade, should SDLAs be required to receive the
information, rather than having the option to do so? Why or why not?
Content of Driver-Specific Information Provided to SDLAs
The driver-specific information that would be provided to SDLAs,
through both ``push'' and ``pull'' notifications, would indicate only
that the driver is prohibited from operating a CMV. Because FMCSA would
not disclose any specific information concerning the details of the
driver's drug and alcohol program violation (e.g., whether the driver
tested positive or refused a test), SDLAs would not need to interpret
drug or alcohol test results or other Clearinghouse data. After a
negative RTD test has been reported to the Clearinghouse, FMCSA would
``push'' a notification to the SDLA that initially received
notification of prohibited status, indicating the driver is no longer
prohibited from operating a CMV.
Proposed Methods of Transmitting Driver-Specific Information to SDLAs
FMCSA expects to notify the SDLAs of the driver's status, either by
``pull'' or ``push'', through either the existing CDLIS platform, a web
services call, some combination of the two, or other automated
electronic means. The Agency invites comment concerning the preferred
method for FMCSA's automated electronic transmission, by ``push'' or
``pull'', of the CLP or CDL holder's Clearinghouse information to the
SDLAs, including associated costs and benefits. For example, if the
existing CDLIS platform is utilized, what new data elements or fields
would be required? Would a new AAMVA Code Dictionary (ACD) code be
required? As noted below in the discussion of the estimated costs of
the NPRM, if States ``pulled'' notification of a driver's CMV operating
status from the Clearinghouse via the CDLIS platform, the Agency
intends that, under this option, the information would be provided as
part of the CDLIS driver record check already required under Sec.
384.205. Under this approach, SDLAs would not be required to perform a
separate query of the Clearinghouse; they would receive relevant
Clearinghouse information along with any other driver-specific data,
such as medical certification status, provided in response to the CDLIS
record check.
Alternatively, the Agency requests comment on whether a web service
call should be used to transmit information between the Clearinghouse
and SDLAs. As noted above, this option would presumably require FMCSA
to establish an interface between the SDLAs and the Clearinghouse.
Should SDLAs have the option to determine which electronic transmission
format best suits their needs, or is a uniform system of Clearinghouse
data transmission preferable? How would the NPRM affect States that
permit drivers to complete commercial license transactions online?
C. Compliance Date
The Agency generally allows States three years to achieve
compliance with new requirements imposed on them under parts 383 and
384. Accordingly, the NPRM proposes that States come into compliance
with the proposed requirements no later than three years following
publication of a final rule. FMCSA acknowledges, however, that the time
needed for implementation of the proposed data transmission options,
identified above, may vary. FMCSA therefore requests comment on the
time necessary for SDLAs to implement changes to their information
technology systems in order to electronically request and receive
information from the Clearinghouse, once the technical specifications
are made available. To the extent possible, commenters should estimate
the length of time needed to comply, depending on how the Clearinghouse
information would be transmitted (i.e., through the existing CDLIS
platform, a web-based service, or some other electronic means). For
example, can one method of transmission be implemented more quickly
than another?
The Agency previously extended the date by which States must comply
with the query requirement established by the Clearinghouse final rule.
The initial compliance date of January 6, 2020, was extended to January
6, 2023 (84 FR 68052). As FMCSA noted at the time that change made, the
extension was necessary because the way in which SDLAs would
electronically receive Clearinghouse information, as well as the way
SDLAs would be required to use that information, has not yet been
determined. This NPRM addresses those factors. The current compliance
date of January 23, 2023 will, if necessary, be replaced by the date
established by the final rule resulting from this NPRM; however, the
Agency does not expect the ``final'' compliance date to occur before
January 23, 2023.
D. Impact of MAP-21 and the NPRM on State Laws
Reporting Requirements
MAP-21 expressly preempts State laws and regulations that are
inconsistent with the Clearinghouse regulations, including State-based
requirements for ``the reporting of violations of valid positive
results from alcohol screening tests and drug tests,'' as well as
alcohol and drug test refusals and other violations of part 382,
subpart B (49 U.S.C. 31306a(l)(2)). Once the Clearinghouse is
operational, drug and alcohol testing violation information must be
reported to the Clearinghouse in accordance with Sec. 382.705
(``Reporting to the Clearinghouse''). The Agency interprets 49 U.S.C.
31306a(l)(2) to mean that State-based reporting requirements
inconsistent with the requirements in Sec. 382.705 would be preempted.
FMCSA is aware that at least eight States (Arkansas, California,
New Mexico, North Carolina, Oregon, South Carolina, Texas, and
Washington \27\) currently require that CDL holders' positive test
results and/or test refusals be reported to the State. States uncertain
about whether their reporting requirements are inconsistent with the
Clearinghouse statute (49 U.S.C. 31306a) or the Clearinghouse final
rule may request a determination from the Agency.
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\27\ See A.C.A. section 27-23-205; Ann. Cal. Vehicle Code
sections 34520(c), 13376(b)(3); N.M.S.A. section 65-13-14(B); O.R.S.
section 825.410(3); 37 T.A.C. section 4.21(a).
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State Actions on the Commercial Driver License or Driving Record
MAP-21 specifically excepts from Federal preemption State
requirements relating to ``an action taken with respect to a commercial
motor vehicle operator's commercial driver's license or driving
record'' due to violations of FMCSA's drug and alcohol program
requirements (49 U.S.C. 31306a(l)(3)). Several States currently take
such licensing actions based on certain violations of FMCSA's drug and
alcohol testing program. At least three States (North Carolina, South
Carolina, and Washington) currently disqualify CDL
[[Page 23680]]
holders who test positive for drugs or alcohol, or refuse to submit to
a test, from operating a CMV until completing RTD requirements.\28\
Some States take additional licensing actions related to drug and
alcohol program violations. For example, in Washington State, persons
disqualified from driving a CMV due to a positive drug or alcohol
confirmation test under the DOT testing program, more than twice in a
five-year period, ``are disqualified for life.'' \29\ In North
Carolina, drivers testing positive for drugs or alcohol, or refusing to
test, under 49 CFR part 382 are disqualified from operating a CMV for a
minimum of 30 days and until completion of RTD requirements.\30\ Based
its interpretation of 49 U.S.C. 31306a(l)(3), the Agency believes that
State-based requirements such as these would likely fall within the
scope of the exception because they relate to an action taken on a CDL.
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\28\ N.C.G.S.A. section 20-17.4(l); S.C. Code Ann. section 56-1-
2110(G); Wash. Rev. Code section 46.25.090(7).
\29\ Wash. Rev. Code 46.25.090(7).
\30\ N.C.G.S.A. section 20-17.4(l).
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The exception in 49 U.S.C. 31306a(l)(3) also applies to State
actions related to a CMV operator's driving record resulting from an
individual's violation of FMCSA's drug and alcohol program. The NPRM's
sole impact on the driving record is the requirement, proposed in
FMCSA's preferred alternative, that the downgrade of the CLP or CDL be
recorded on the CDLIS driver record for the downgrade to take effect.
FMCSA does not propose that the reason for the downgrade, or the
individual's prohibited CMV driving status, be posted on a CMV
operator's driving record, though the NPRM does not prohibit States
from doing so. Nor does the Agency propose any time limit for how long
posted violation information may be retained on the driving record.
Accordingly, the NPRM complies with Congress's intent, as expressed in
MAP-21, to accord States the flexibility to record drug and alcohol
violation information on the driving records of CLP and CDL holders as
they deem appropriate.
States should, however, be aware of the MAP-21 privacy protection
requirements applicable to SDLAs, including the need to ``ensure that
the information in the [Clearinghouse] record is not divulged to any
person [who] is not directly involved in assessing and evaluating the
qualifications of the person to operate a commercial motor vehicle.''
\31\ Further, State-maintained records of a driver's status and history
are subject to the requirements of the Federal Driver's Privacy
Protection Act of 1994.\32\ State laws and procedures must therefore
comply with these statutory requirements.
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\31\ 49 U.S.C. 31306a(h)(2)(B)(ii). See also 49 CFR 382.725(c).
\32\ See 18 U.S.C. 2721-2725 (1994 & Supp. IV 1998), amended by
Public Law 106-69, section 350, 113 Stat. 956, 1025-26 (1999).
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E. Impact on CLP/CDL Holders
Proposed Commercial Licensing Actions
As discussed above, pursuant to Sec. 382.501(a), CLP and CDL
holders are currently prohibited from operating a CMV if they engage in
drug or alcohol-related conduct prohibited by subpart B of part 382, or
if they violate the drug and alcohol requirements of another DOT
agency. Once the CLP or CDL holder has met the RTD evaluation and
testing requirements of part 40, the driver is eligible to resume
operating a CMV, in accordance with Sec. 382.503.
FMCSA proposes to enforce those requirements by prohibiting SDLAs
from issuing, renewing, upgrading, or transferring a CDL, or issuing,
renewing or upgrading a CLP, of any driver subject to the CMV driving
prohibition in Sec. 382.501(a).
Additionally, under the Agency's preferred mandatory downgrade
alternative (#1), SDLAs would be required to downgrade the driver
license of individuals prohibited from operating a CMV, resulting in
the removal of the CDL or CLP privilege by changing the commercial or
permit status from ``licensed'' to ``eligible'' on the CDLIS driver
record. In this way, a driver's commercial license status would be
aligned with his or her CMV driving status under Sec. 382.501(a).
Simply put, FMCSA believes that an individual prohibited from operating
a CMV due to a drug and alcohol program violation should not hold a
valid CLP or CDL until they are legally permitted to operate a CMV.
This proposed approach is consistent with the Agency's current
requirement that SDLAs downgrade the CDL or CLP of drivers who do not
comply with FMCSA's medical certification requirements.\33\
---------------------------------------------------------------------------
\33\ See 49 CFR 383.73(o)(4).
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Under the optional notice of prohibited status alternative (#2),
States would have the flexibility to decide whether to receive notice
of the driver's prohibited status in order to enhance roadside
enforcement of the prohibition or to suspend the CDL/CLP privilege in
accordance with State law.
Driver-Specific Notifications to SDLAs
FMCSA proposes to notify the SDLA that a CLP or CDL holder is
prohibited from operating a CMV, pursuant to Sec. 382.501(a), and,
when applicable, that the driver is no longer prohibited from operating
a CMV, in accordance with Sec. 382.503. The Agency notes that, while
the notification that a driver is prohibited from operating a CMV would
be based on specific violation information reported to the
Clearinghouse (e.g., a verified positive drug test result), the Agency
would not disclose that information to the SDLA. FMCSA believes the
proposed limited disclosure of an individual's CMV driving status under
Sec. 382.501(a) would provide the States with the information they
need to take commercial licensure actions (non-issuance; mandatory
downgrade) required under the NPRM, while also reasonably accommodating
the privacy interests of drivers.
Economic Impact of Proposed Mandatory Downgrade
Under FMCSA's preferred alternative, States must complete and
record the downgrade on the CDLIS driver record within 30 days of
receiving notice from FMCSA that the driver is prohibited from
operating a CMV. Depending on the State, a driver whose license is
downgraded may be required to pay a reinstatement fee, re-apply for a
CLP or CDL, and/or repeat applicable skills or knowledge tests before
the State would reinstate the CLP/CDL privilege to the driver license.
Potential reinstatement-related costs on drivers are addressed in
sections II.C., ``Costs and Benefits,'' and VIII. A., ``E.O. 12866.''
Under Sec. 383.23(a)(2), no person may legally operate a CMV
without possessing a valid CDL; under Sec. 323.25(a), a CLP is
considered a valid CDL for purposes of behind-the-wheel training on
public roads. Therefore, drivers who complete the RTD requirements
after the downgrade is recorded by the SDLA could not drive a CMV until
the CLP or CDL privilege is reinstated. The Agency acknowledges that
this outcome could be viewed as inconsistent with Sec. 382.503, which
currently states that drivers may resume safety sensitive functions,
including driving a CMV, once the driver satisfies the RTD requirements
of part 40, subpart O.\34\ In order to clarify this issue, the
mandatory downgrade proposal would amend Sec. 382.503 to make clear
that a valid CLP or CDL is required before the driver can operate a CMV
after complying with RTD requirements. FMCSA notes, however, that the
driver could perform other
[[Page 23681]]
safety-sensitive functions that do not involve driving a CMV, such as
loading or unloading a vehicle, since those functions do not require a
valid CLP or CDL.
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\34\ Under 49 CFR 40.305(b), an employer cannot return an
employee to safety-sensitive duties until the employee has a
negative result on a RTD drug or alcohol test.
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FMCSA is aware that a CDL holder, otherwise qualified to operate a
CMV by completing RTD requirements, may lose driving-related income
while waiting for the CDL privilege to be reinstated. Similarly, a
driver's behind-the-wheel training on public roads could not be
completed until the CLP privilege is restored following completion of
RTD requirements. The Agency requests comment on these potential
economic impacts.
As discussed further below in section VIII.A. ``E.O. 12866,'' the
Agency anticipates that most drivers could complete RTD requirements
within 16 hours if the substance abuse professional (SAP) refers the
driver to an outpatient education program. If the SAP refers the driver
to an intensive outpatient treatment program, the time to complete the
RTD is estimated at 108 hours. For drivers referred to an outpatient
education program, it is possible the driver would complete the RTD
process before the SDLA records the downgrade on the CDLIS driver
record. The proposed rule would allow SDLAs 30 days to complete the
downgrade. Under the proposed mandatory downgrade, SDLAs, consistent
with applicable State law, would be required to terminate the downgrade
process if FMCSA notifies the SDLA that the driver is no longer
prohibited from operating a CMV before the SDLA has recorded the
downgrade on the driving record. Because no licensing action would be
taken in that situation, drivers would be qualified to operate a CMV
upon completing the RTD requirements.
Licensing Actions Based on Inaccurate Clearinghouse Information
The Agency recognizes that CLP and CDL holders may be concerned
that non-issuance or a license downgrade could occur due to erroneous
information reported to the Clearinghouse. AAMVA's petition also noted
the potential impact of inaccurate Clearinghouse information on the
commercial licensure process. FMCSA understands the importance of
maintaining the accuracy and privacy of driver information in the
Clearinghouse. The Agency notes, for example, that in response to
drivers' concerns about the potential for false reports of actual
knowledge of drug or alcohol use (other than actual knowledge that the
driver received a citation for operating a CMV under the influence of
drugs or alcohol) or test refusals to the Clearinghouse, the final rule
requires specified supporting documentation, such as an affidavit, to
prevent false reporting of these violations.\35\ Further, as part of
its Clearinghouse implementation protocol, FMCSA intends to ensure that
the required documentation has been provided before releasing the
actual knowledge or test refusal violations from the Clearinghouse in
accordance with Sec. 382.701, and before relying on those reports as a
basis for notifying the SDLA that the driver is prohibited from
operating a CMV.
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\35\ See 49 CFR 382.705(b)(3) and (4).
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Further, due to the extensive and time-tested procedures for
verifying the accuracy of positive drug and alcohol test results, as
set forth in 49 CFR part 40, FMCSA expects that the reporting of
inaccurate test results to the Clearinghouse will be exceedingly rare.
However, the reporting of inaccurate driver information to the
Clearinghouse may occur, despite the Agency's best efforts to prevent
it.\36\ In such cases, incorrect information could result in non-
issuance (i.e., the SDLA would not process the requested license
issuance, renewal, upgrade, or transfer). Under the Clearinghouse
regulations, if FMCSA corrects driver information, or removes it from
the Clearinghouse, the driver must be notified (Sec. 382.707(a)).
Therefore, if non-issuance occurred due to inaccurate information
subsequently corrected or removed from the Clearinghouse, the driver,
after receiving notice of correction or removal, would return to the
SDLA to complete the licensing transaction.
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\36\ The Clearinghouse regulations provide for the timely
correction of inaccurate information, as do the Privacy Act
regulations. See 49 CFR 382.717(e)(2); 49 CFR 10.43.
---------------------------------------------------------------------------
Under the proposed mandatory downgrade alternative, if a driver's
license is downgraded based on erroneous information subsequently
corrected or removed from the Clearinghouse, FMCSA would notify the
SDLA that the driver is not subject to the CMV driving prohibition. The
SDLA should reinstate the CLP or CDL privilege as fairly and
efficiently as possible after receiving such notification. In addition,
if an SDLA chooses to enter drug or alcohol testing violation
information on a CMV operator's driving record, and FMCSA later
determines the information is inaccurate and removes it from the
Clearinghouse, the SDLA should also remove it from the individual's
State-based driving record. FMCSA requests comment from drivers and
SDLAs on whether a mandatory corrective action process should be
included in the final rule resulting from this NPRM, and, if so, what
the elements of that process should be.
CMV Driving Prohibition Adopted Under State Law
The NPRM proposes that the CMV driving prohibition in Sec. 382.501
be added to part 392, so that States receiving MCSAP funds would be
required to adopt and enforce a comparable provision. As discussed
further below, the proposed change would enable roadside enforcement of
the prohibition. Drivers who operate a CMV in violation of the
prohibition would therefore be subject to appropriate intervention by
safety enforcement personnel in these jurisdictions.
Actual Knowledge Violation Based on Citation for DUI in a CMV
Finally, drivers could be impacted by proposed changes to the way
in which an actual knowledge violation, based on the employer's
knowledge that the driver was issued a citation for DUI in a CMV, would
be maintained in the Clearinghouse. Section Sec. 382.717(a)(2)(i)
states that, when the DUI citation does not result in the driver's
conviction, the driver can petition FMCSA to remove the employer's
report of the actual knowledge violation from the Clearinghouse. As the
Agency then explained: ``Prohibiting a driver from performing safety
sensitive functions when a citation does not result in a conviction
contravenes fundamental principles of fairness.'' \37\ This provision
was based on the erroneous assumption that drivers issued a citation
for DUI in a CMV, but not convicted, do not have to complete RTD
requirements.
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\37\ 81 FR 87686, 87706 (Dec. 5, 2016).
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Under the NPRM, drivers would no longer be permitted to request
removal of the actual knowledge report if the DUI citation did not
result in a conviction. The proposed change is necessary for two
reasons. First, as explained above in section II.B., ``Summary of Major
Provisions,'' when an employer is aware that a driver received a
citation for DUI in a CMV, that employer has actual knowledge that a
driver engaged in the prohibited use of drugs or alcohol (Sec.
382.107). The driver therefore has violated FMCSA's drug and alcohol
program requirements (Sec. 382.501(a)). The violation occurs whether
the driver is ultimately convicted of the offense or not. Consequently,
the Agency erred in stating that drivers not convicted of DUI in a CMV
are not required to complete
[[Page 23682]]
RTD requirements. If an employer reports an actual knowledge violation
to the Clearinghouse, based on the issuance of a citation for DUI in a
CMV, the driver must not perform safety-sensitive functions until
complying with RTD requirements, as required by Sec. 382.503.
The second reason is that MAP-21 requires all violations of part
382, subpart B, be reported to the Clearinghouse, and that reported
violations remain in the Clearinghouse for five years.\38\ These
statutory requirements therefore preclude the Agency from removing the
actual knowledge violation report from the Clearinghouse, based solely
on evidence that the driver was not convicted of DUI in a CMV.
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\38\ See 49 U.S.C. 31306a(g)(1)(C); 31306a(g)(6).
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The Agency believes that, in the interest of fairness, a driver who
is not convicted of the offense of DUI in a CMV should be permitted to
request that FMCSA add documentary evidence of non-conviction to their
Clearinghouse record. The information, if accepted, would be available
to employers who subsequently check the driver's record in accordance
with Sec. 382.701(a) or (b). Making the information available to
employers would allow them to assess the relevance of non-conviction
when deciding whether to hire or retain the driver.
F. Enforcement of the CMV Driving Prohibition
Under FMCSA's current regulations, a CLP or CDL holder who engages
in prohibited drug or alcohol-related conduct cannot lawfully operate a
CMV until complying with RTD requirements (Sec. 382.501(a)). The
driving prohibition applies as soon as the drug or alcohol testing
violation occurs. Ideally, traffic safety enforcement officials
conducting roadside interventions should be able to determine whether a
CMV driver is subject to the prohibition as soon as possible after the
violation occurs. Today, however, the Agency's State and local
enforcement partners have limited ability to identify drivers who pose
a safety risk by continuing to drive CMVs in violation of FMCSA's drug
and alcohol rules. As discussed above, only three States currently
suspend the CDL of drivers who violate FMCSA's drug and alcohol
program. Consequently, most individuals prohibited from driving a CMV
due to a drug or alcohol testing violation can still hold a valid CLP
or CDL.
The Clearinghouse will help close this knowledge gap. Based on
violations reported to the Clearinghouse, FMCSA will be able to provide
its State-based roadside enforcement partners notice of the driver's
prohibited CMV operating status in real time by making the information
available after a driver violation is reported to the Clearinghouse.
(The Agency emphasizes that traffic safety personnel would not have
access to the Clearinghouse, and would not receive any specific
violation information about a CLP or CDL holder.) Additionally, the
NPRM proposes to add the CMV driving prohibition to part 392, thereby
requiring States receiving MCSAP funding to adopt and enforce a
comparable provision, in accordance with Sec. 350.201(a). The combined
effect of these actions will improve highway safety by increasing the
roadside detection of drivers who hold a valid CLP or CDL, but continue
to operate a CMV in violation of the prohibition.
FMCSA will exercise its existing enforcement authority to make the
driver's prohibited CMV operating status available to CMV safety
enforcement personnel authorized to enforce highway safety laws.
Incident to a traffic stop, or inspection at a roadside check point
(e.g., a CMV weigh station), highway traffic safety officers trained
under FMCSA's Motor Carrier Safety Assistance Program (MCSAP) have
access, through cdlis.gov, to the CLP or CDL holder's driving record
through FMCSA's electronic enforcement tools. Nationwide, there are
approximately 12,000 MCSAP officers, who have specialized knowledge and
experience related to CMV safety. In addition, there are more than
500,000 safety personnel authorized to enforce traffic laws throughout
the United States. Some non-MCSAP enforcement officers are currently
able to access FMCSA's data through cdlis.gov or National Law
Enforcement Telecommunication System (Nlets), and would therefore be
aware of the driver's prohibited status. However, this information is
not consistently and widely available to non-MCSAP enforcement
personnel, due to resource limitations, or the inability to access an
electronic database at roadside. Consequently, these traffic safety
officers would not necessarily know the CMV driver's prohibited status.
However, at a minimum, all traffic safety enforcement officers,
including non-MCSAP personnel, initiate a license check on any driver
stopped for a traffic violation. Under the proposed mandatory downgrade
alternative, drivers unlawfully operating a CMV would be detected
through a license check if the CLP or CDL privilege had been removed
from the license when the check is made. FMCSA believes that the
downgrade requirement would therefore strengthen enforcement of the
driving ban because it would enable all traffic safety officers, not
just those trained and funded under MCSAP, to detect drivers prohibited
from operating a CMV (i.e., drivers whose license is downgraded due to
a drug or alcohol testing violation).
FMCSA invites comment, particularly from traffic safety
stakeholders, on the Agency's intended enforcement protocol, as
described above. FMCSA also seeks comment on whether the proposed
downgrade would further improve highway safety by enabling more
extensive roadside detection of drivers not qualified to operate a CMV.
G. Foreign-Licensed Drivers
FMCSA's drug and alcohol program requirements apply to drivers
licensed in Canada and Mexico who operate CMVs in commerce in the
United States, and to those who employ such drivers.\39\ Accordingly,
pursuant to Sec. Sec. 382.501(a) and 382.503, if a drug or alcohol
violation is reported to the Clearinghouse for a driver licensed in
Canada or Mexico, that individual cannot operate a CMV in the United
States until completing RTD requirements.
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\39\ See 49 CFR 382.103(a)(2) and (3).
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As the Agency acknowledged in the preamble to the Clearinghouse
final rule, Canadian and Mexican licensing authorities will not have
direct access to the Clearinghouse because MAP-21 authorized such
access only for SDLAs in the 50 States and the District of Columbia.
FMCSA noted, however, that it would explore other ways in which drug
and alcohol information in the Clearinghouse could be made available to
foreign licensing authorities and to U.S. enforcement personnel.
Accordingly, FMCSA intends to rely on the following enforcement
protocol when a drug or alcohol violation by a foreign-licensed driver
is reported to the Clearinghouse. The Agency intends to ``push'' a
notification from the Clearinghouse to the Foreign Convictions and
Withdrawal Database (FCWD) indicating that, under Sec. 382.501(a), the
driver is prohibited from operating a CMV in the United States.
Enforcement personnel who use CDLIS to electronically initiate a
foreign-licensed driver status request will also receive notifications
provided to the FCWD and would thus be informed that the driver is
prohibited from operating a CMV in the United States. The foreign-
licensed driver could
[[Page 23683]]
be subject to citation for violating the driving prohibition.\40\
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\40\ The NPRM proposes to add the CMV driving prohibition to
part 392, so that States receiving MCSAP funds would be required to
adopt and enforce a comparable provision.
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FMCSA would also notify the foreign-licensed driver (and the
relevant foreign licensing authority) that the driver is prohibited
from operating a CMV within the borders of the United States until he
or she complies with RTD requirements, as required by Sec. 382.503.
When the driver's negative RTD test is reported to the Clearinghouse, a
similar notification would be ``pushed'' to the FCWD, and FMCSA would
also notify the driver and foreign licensing authority that the
individual is no longer prohibited from operating a CMV in the United
States. Under this process, foreign-licensed drivers who commit drug
and alcohol program violations would, in effect, be treated no
differently than their U.S.-licensed counterparts.
The Agency notes that these notification procedures are based on
FMCSA's existing enforcement authority; therefore, no revision to 49
CFR parts 382, 383, or 384 is necessary. However, FMCSA intends to
provide additional guidance on this enforcement protocol prior to its
implementation.
H. Privacy Act Applicability
MAP-21 requires that the ``release of information'' from the
Clearinghouse comply with the applicable provisions of the Privacy Act
of 1974 (49 U.S.C. 31306a(d)(1)). The Privacy Act prohibits the
disclosure of information maintained in a Federal system of records,
except to the extent disclosures are specifically permitted by the
Privacy Act, or pursuant to a written request by, or with the prior
written consent of, the individual to whom the record pertains.\41\
Section (b)(3) of the Privacy Act permits disclosure of information
from a system of records when the disclosure is a ``routine use.'' As
defined in 5 U.S.C. 552a(7), ``the term `routine use' means, with
respect to the disclosure of a record, the use of such record for a
purpose which is compatible with the purpose for which it was
collected.'' Under the Privacy Act, each routine use for a record
maintained in the system, including the categories of users and the
purpose of such use, must be included in a System of Records Notice
(SORN) published in the Federal Register.
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\41\ See 5 U.S.C. 552a(b). The Clearinghouse final rule requires
the individual's prior written consent for the release of certain
Clearinghouse records to employers. See 49 CFR 382.703.
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The Agency's proposed SORN for the new system of records titled
``Drug and Alcohol Clearinghouse (Clearinghouse),'' was published on
October 22, 2019 (84 FR 56521). The SORN described the information to
be maintained in the Clearinghouse and the circumstances under which
the driver's consent must be obtained prior to the release of
information to a current or prospective employer. The proposed SORN
also identified the general and specific routine uses applicable to the
Clearinghouse, including the disclosure of a driver's CMV operating
status (prohibited or not prohibited) to an SDLA.
I. Fair Credit Reporting Act (FCRA) Applicability
In the preamble to the 2016 Clearinghouse final rule, the Agency
briefly discussed how the FCRA would apply to FMCSA's administration of
the Clearinghouse.\42\ The Agency takes this opportunity to clarify its
position. The FCRA, among other things, imposes certain obligations on
``consumer reporting agencies'' as that term is defined in the
statute.\43\ Because the Agency does not fall within FCRA's definition
of ``consumer reporting agency,'' it is not subject to those
obligations. Consequently, the FCRA requirements imposed on ``consumer
reporting agencies'' do not apply to the Agency's administration of the
Clearinghouse regulations, including these proposed requirements.
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\42\ See 81 FR 87686, 87691 (Dec. 5, 2016).
\43\ See 15 U.S.C. 1681a(f). This statute defines ``consumer
reporting agency'' as ``any person which, for monetary fees, dues,
or on a cooperative nonprofit basis, regularly engages in whole or
in part in the practice of assembling or evaluating consumer credit
information or other information on consumers for the purpose of
furnishing consumer reports to third parties, and which uses any
means or facility of interstate commerce for the purpose of
preparing or furnishing consumer reports.''
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J. Major Issues on Which the Agency Seeks Comment
1. The NPRM proposes that SDLAs be prohibited from completing
certain CLP or CDL transactions if the driver is subject to the CMV
driving prohibition in Sec. 382.501(a), resulting in non-issuance. Do
you agree with that proposal? Why or why not?
2. In addition to non-issuance, should SDLAs be required to
downgrade the license of CMV drivers subject to the driving
prohibition, as proposed in FMCSA's preferred alternative? Why or why
not?
3. How would SDLAs choosing to receive notice of a driver's
prohibited CMV driving status, as proposed in the second alternative,
use the information to enforce the prohibition? For example, would the
State enact a law to suspend the CLP or CDL of affected drivers?
4. The Agency's preferred alternative proposes that SDLAs must
complete and record the downgrade on the CDLIS driver record within 30
days after receiving notice that a driver is prohibited from operating
a CMV due to a drug and alcohol program violation. Does 30 days allow
sufficient time to complete and record the downgrade? If not, please
explain why more time would be needed.
5. If the SDLA removes the CLP or CDL privilege, or takes other
action on the license or driving record, based on information that
FMCSA subsequently corrects or removes from the Clearinghouse, should
FMCSA determine how States would reinstate the privilege and/or amend
the driving record, or should that process be left to the States? Do
SDLAs currently have established processes to correct errors on an
individual's license or driving record?
6. Based on SDLAs' experience with the medical certification
downgrade requirements currently in effect under Sec. 383.73(o)(4),
how long does it take to reinstate the CLP or CDL privilege to the
driver's license?
7. If a driver's license is downgraded, he or she may incur costs,
including fees associated with license reinstatement; time spent
complying with reinstatement requirements; or the inability to earn
income from driving during the period after RTD is completed, but
before the license is reinstated. FMCSA invites comment, including
quantitative data, addressing the economic impact of the proposed
downgrade.
8. How would the proposed non-issuance and downgrade rules impact
SDLAs and drivers in States allowing commercial licensing transactions,
such as renewals, upgrades and transfers, to be completed online?
9. How can FMCSA electronically transmit Clearinghouse information
to the SDLAs most efficiently (e.g., by using the existing CDLIS
platform, a web-based service, or some other automated means)? What are
the pros and cons of these transmittal options?
10. How would the two options proposed for electronically
transmitting Clearinghouse information (i.e., CDLIS or a web-based
alternative) impact the States in terms of cost? Please be as specific
as possible when answering this question, and include, for example,
one-time development costs, as well as the cost of ongoing operation
and maintenance, if applicable.
11. In addition to IT-related costs, driver and motor carrier
opportunity
[[Page 23684]]
costs, and the cost incurred by drivers to have their CLP or CDL
privilege reinstated, are there other costs to SDLAs that the Agency
should consider in evaluating the regulatory impact of the proposed
requirements?
12. How much time do the SDLAs need to adapt their IT systems and
implement related processes to request, receive, and act on information
from the Clearinghouse, as proposed in this NPRM? Please indicate
whether the amount of time needed would vary according to the method of
electronic transmission (i.e., CDLIS or web-based), and whether the
proposed downgrade would impact the time needed to make IT system
changes.
13. Can the SDLAs that, under State law, currently disqualify CDL
holders from operating a CMV due to violations of FMCSA's drug and
alcohol program, provide quantitative or qualitative data addressing
the safety benefit of those requirements?
VI. International Impacts
The specific impact of this NPRM on foreign-licensed drivers
operating a CMV in the United States is discussed above in section V.E.
VII. Section-by-Section Analysis
This section includes a summary of the regulatory changes proposed
for 49 CFR parts 382, 383, 384, 390, and 392, organized by section
number.
A. Proposed Changes to Part 382
Part 382 establishes controlled substances and alcohol use and
testing requirements for CLP and CDL holders and employers of such
persons. FMCSA proposes to amend part 382 in the following ways.
Section 382.503
This section currently states that drivers who violate drug or
alcohol use or testing prohibitions cannot resume safety-sensitive
functions, including driving a CMV, until completing RTD requirements.
Under the mandatory downgrade alternative, the section would be revised
by designating the current provision as new paragraph (a). New
paragraph (b) would be added to clarify that drivers whose licenses
were downgraded due to a drug or alcohol testing violation cannot
resume driving a CMV until the CLP or CDL privilege has been
reinstated.
Section 382.717
Under Sec. 382.717(2)(i), drivers may request that FMCSA remove
from the Clearinghouse an employer's report of actual knowledge based
on the issuance of a citation for DUI in a CMV, if the citation did not
result in the driver's conviction. This sub-paragraph would be revised
by deleting the reference to removal of the employer's actual knowledge
report from the Clearinghouse and providing instead that the driver may
request that FMCSA add documentary evidence of non-conviction of the
offense of DUI in a CMV to the driver's Clearinghouse record.
Section 382.725
This section would be revised to require that SDLAs request
information from the Clearinghouse for CLP applicants. A driver
applying for a CLP would be deemed to have consented to the release of
information from the Clearinghouse.
B. Proposed Changes to Part 383
Part 383 sets forth the requirements for the issuance and
administration of CLPs and CDLs. FMCSA proposes to amend part 383 in
the following ways.
Section 383.5
Under the mandatory downgrade alternative, the definition of ``CDL
downgrade'' would be revised to clarify that the CDL privilege is
removed from the driver license by changing the commercial status from
``licensed'' to ``eligible'' on the CDLIS driver record. A new
definition of ``CLP downgrade'' would be added, clarifying that the CLP
privilege is removed from the driver license by changing the permit
status from ``licensed'' to ``eligible'' on the CDLIS driver record.
Section 383.73
Paragraph (a): Sub-paragraph (3) would be added to paragraph (a) to
require that States request information from the Clearinghouse prior to
CLP issuance, renewal or upgrade, beginning on the date established by
the final rule resulting from this NPRM. If, in response to that
request, FMCSA notifies the SDLA that the driver is prohibited from
operating a CMV, the SDLA would not complete the CLP licensing
transaction. Further, under the proposed mandatory downgrade
alternative, if the applicant holds a CLP from that State at the time
of the requested transaction, SDLAs would be required to initiate the
downgrade process at that time, as set forth in new paragraph (q).
Paragraphs (b)(10); (c)(10); (d)(9); (e)(8) and (f)(4): These
paragraphs address the issuance, transfer, renewal, or upgrade of a
CDL, and the issuance, renewal, upgrade, or transfer of a non-domiciled
CDL or CLP, respectively. Paragraph (f)(4) would be revised to include
non-domiciled CLPs. Paragraphs (b)(10), (c)(10), (d)(9), (e)(8), and
(f)(4) would each be revised to require that, beginning on the date
established by the final rule resulting from this NPRM, States request
information from the Clearinghouse incident to the specified licensing
transaction. If, in response to that request for information, FMCSA
notifies the SDLA that, pursuant to Sec. 382.501(a), the individual is
prohibited from operating a CMV, the SDLA would not complete the
specified CDL, non-domiciled CDL, or non-domiciled CLP transaction.
Under the mandatory downgrade alternative, the State would be required
to initiate the downgrade process at that time, as set forth in new
paragraph (q).
New paragraph (q): Under the preferred alternative, this new
paragraph specifies the actions that SDLAs would be required to take
upon receipt of information from the Clearinghouse, as proposed under
the mandatory downgrade alternative. SDLAs, upon receiving notification
from FMCSA that the driver is prohibited from operating a CMV due to a
drug and alcohol program violation, would be required to initiate
established State procedures to downgrade the license. States would be
required to complete and record the CLP or CDL downgrade on the CDLIS
driver record within 30 days of receiving notification from FMCSA that
the driver is prohibited from operating a CMV. If FMCSA notifies the
SDLA that the driver completed the RTD process before the SDLA
completes and records the downgrade on the CDLIS driver record, the
SDLA, if permitted by State law, would terminate the downgrade process
at that point. Drivers who complete RTD after the downgrade is
completed and recorded by the SDLA would be eligible for reinstatement
of the CLP or CDL privilege to their driver license. Under Alternative
#2, States who elect to receive push notifications from the
Clearinghouse would be required to use such information in accordance
with Sec. 382.725(c).
C. Proposed Changes to Part 384
The purpose of Part 384 is to ensure that the States comply with
the provisions of section 12009(a) of the Commercial Motor Vehicle
Safety Act of 1986 (49 U.S.C. 31311(a)). FMCSA proposes to amend part
384 in the following ways.
Section 384.225
Under the mandatory downgrade alternative, this section would be
revised by adding new sub-paragraph
[[Page 23685]]
(a)(3) to require the State to post and maintain, as part of the CDLIS
driver record, the removal of the CLP or CDL privilege from the driver
license in accordance with Sec. 383.73(q).
Section 384.235
This Agency has proposed, in a separate rulemaking, that the State,
beginning December 13, 2019 (84 FR 68052) must request information from
the Clearinghouse in accordance with Sec. 383.73. The section would be
amended by replacing the current compliance date with the date
established by the final rule resulting from this NPRM, and by adding
that the State must comply with the provisions of Sec. 383.73
applicable to non-issuance. Under the mandatory downgrade alternative,
additional text would be added to require compliance with those
requirements. Under Alternative #2, additional text would be added to
require States to adhere to the permissible use of information received
from the Clearinghouse.
Section 384.301
This section sets forth the general requirements for the State to
be in substantial compliance with 49 U.S.C. 31311(a). New paragraph (m)
would be added to require that the State be in substantial compliance
with the requirements in Sec. Sec. 383.73 and 384.235 no later than
the compliance date established by the final rule resulting from this
NPRM.
D. Proposed Changes to Part 390
This part, entitled ``Federal Motor Carrier Safety Regulations;
General'', establishes general applicability, definitions, general
requirements and information as they pertain to persons subject to 49
CFR chapter 3. FMCSA proposes to amend Sec. 390.3T(f)(1) to add the
newly proposed Sec. 392.13, described below, to the list of provisions
that remain applicable to school bus operations as defined in Sec.
390.5T. FMCSA also proposes to amend Sec. 390.3(f)(1) in the same way;
this amendment would become effective on the date that Sec.
390.3T(f)(1) is no longer in effect.
E. Proposed Changes to Part 392
This part, entitled ``Driving of Commercial Motor Vehicles'', sets
forth requirements pertaining to the management, maintenance, operation
or driving of CMVs. New section 392.13, ``Driving prohibition,'' would
be added to prohibit any driver subject to Sec. 382.501(a) from
operating a CMV.
VIII. Regulatory Analyses
A. E.O. 12866 (Regulatory Planning and Review), E.O. 13563 (Improving
Regulation and Regulatory Review), and DOT Regulations
Under E.O. 12866, ``Regulatory Planning and Review'' (issued
September 30, 1993, published October 4 at 58 FR 51735, as supplemented
by E.O. 13563 and DOT policies and procedures, FMCSA must determine
whether a regulatory action is ``significant'' and therefore subject to
Office of Management and Budget (OMB) review. E.O. 12866 defines
``significant regulatory action'' as one likely to result in a rule
that may: (1) Have an annual effect on the economy of $100 million or
more or adversely affect in a material way the economy, a sector of the
economy, productivity, competition, jobs, the environment, public
health or safety, or State, local, or Tribal government or communities.
(2) Create a serious inconsistency or otherwise interfere with an
action taken or planned by another Agency. (3) Materially alter the
budgetary impact of entitlements, grants, user fees, or loan programs
or the rights and obligations of recipients thereof. (4) Raise novel
legal or policy issues arising out of legal mandates, the President's
priorities, or the principles. OMB has determined that this proposed
rule is not a significant regulatory action under Executive Order
12866, Regulatory Planning and Review.
As described above, the proposed rule prohibits SDLAs from issuing,
renewing, upgrading, or transferring the CDL, or issuing, renewing, or
upgrading the CLP, of any driver who is prohibited from operating a CMV
due to drug and alcohol program violations. Additionally, under the
Agency's preferred alternative, SDLAs would be required to downgrade
the CLP or CDL of drivers who are prohibited from operating a CMV due
to drug and alcohol program violations. Depending on which of the
alternatives for the use of Clearinghouse information, and which method
for transmitting Clearinghouse information to the SDLAs is selected,
the proposed rule would result in differences in the costs, as well as
the extent to which all or some of the entities would be affected by
the rule (i.e., SDLAs, drivers, motor carriers and FMCSA). The FMCSA
also believes that the proposed rule would result in an increase in
safety benefits. These factors are discussed below.
Need for Regulation
The Clearinghouse final rule included the MAP-21 requirement that
SDLAs check the Clearinghouse prior to renewing or issuing a CDL.
However, the rule did not address how SDLAs should use Clearinghouse
information for drivers licensed, or seeking to become licensed, in
their State. Therefore, under the current rule, a driver who violates
the drug and alcohol program can continue to hold a valid CLP or CDL,
even though they are prohibited from operating a CMV until completing
RTD. These drivers, who are illegally operating a CMV, are thus able to
evade detection by roadside enforcement personnel. The Agency considers
this result a form of market failure caused by ``inadequate or
asymmetric information,'' as described in OMB Circular A-4.\44\ The
NPRM would address this failure by improving the flow of information to
SDLAs and enforcement officials from the Clearinghouse.
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\44\ Office of Management and Budget, CircularA-4: Regulatory
Analysis, September 17, 2003, pp.4-5. Available at https://www.whitehouse.gov/sites/whitehouse.gov/files/omb/circulars/A4/a-4.pdf, (accessed August 1, 2019).
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Costs
The RIA published with the Clearinghouse final rule assumed that
SDLAs would incur no costs to query the Clearinghouse using CDLIS.
However, the final rule RIA did not include SDLAs' IT development costs
or operating and maintenance expenses (O&M) associated with the
interface that would connect the Clearinghouse and CDLIS. Hence, they
are accounted for in the estimate of the costs associated with the
proposed rule.
The estimated cost of the proposed rule varies based on the
alternative the Agency ultimately selects for the licensing action
SDLAs would take in response to a positive test reported in the
Clearinghouse. The estimated cost also depends on the method used to
electronically transmit information from the Clearinghouse to SDLAs.
The choice of two alternatives for SDLA use of Clearinghouse
information, and the choice of two methods to transmit Clearinghouse
information to SDLAs, results in four options the Agency is
considering. The Agency notes that the non-issuance requirement
pertaining to SDLAs' query of the Clearinghouse prior to completing a
licensing transaction would apply to both Alternative #1 and
Alternative #2, and thus, applies to the four options the Agency is
considering.
The Agency estimates the cost of Alternative #1 (mandatory
downgrade), transmitting Clearinghouse information to the SDLAs using
Method #1 (CDLIS), at $44.0 million over 10 years with an annualized
cost of $4.4 million. At a 7
[[Page 23686]]
percent discount rate, the 10-year cost is estimated at $32.8 million,
with an annualized cost at a 7 percent discount rate is estimated at
$4.7 million.
Alternative #1 (mandatory downgrade) using Method #2 (web services/
API) is estimated to cost $25.5 million over the 10-year analysis
period. The annualized cost is estimated at $2.5 million. At a 7
percent discount rate, the 10-year total cost is estimated at $18.5
million. The annualized cost is estimated at $2.6 million.
The Agency estimates the cost of Alternative #2 (optional notice of
prohibited status), with data transmitted using Method #1 (CDLIS), at
$28.0 million. The annualized cost is estimated at $2.8 million. At a 7
percent discount rate the 10-year total cost is estimated at $21.5
million. The annualized cost is estimated at $3.1 million. The
estimated costs of Alternative #2 with data transmitted using Method #2
over the 10-year analysis period is estimated at $9.4 million. The
annualized cost is estimated at $0.9 million. At a 7 percent discount
rate, the estimated 10-year cost is $7.2 million. The annualized cost
is estimated at $1.0 million.
Although the alternatives addressing the SDLAs' use of
Clearinghouse information and the method by which the information would
be electronically transferred vary, they all include consideration of
SDLA and FMCSA IT development costs, and annual operating and
maintenance (O&M) expenses. Driver opportunity costs and reinstatement
costs, and motor carrier opportunity costs, are considered under
Alternative #1 only, because they would be incurred because of the
proposed rule. With respect to Alternative #2, the States would
determine whether to receive the Clearinghouse information to enforce
the driving prohibition. Thus, State law or policy, and not the
proposed rule would cause drivers to incur opportunity costs and
reinstatement costs.
Electronic Transmission Method #1: Information Transfer via CDLIS
Method #1 would transmit Clearinghouse information to the SDLAs
using the existing CDLIS technology platform. SDLAs, in conducting the
required query, prior to issuing, renewing, upgrading or transferring a
commercial license, would check the CDLIS driver record in order to
ensure that the driver has not been disqualified in another State and
that other regulatory requirements have been met. The proposed rule, by
electronically linking the CDLIS pointer system to the Clearinghouse,
the record check would electronically capture relevant Clearinghouse
information (i.e., a driver's prohibited status) along with other
driver-specific data, such as moving violations or medical
certification status. Thus, the Agency intends that SDLAs would comply
with the requirement that they request information from the
Clearinghouse by initiating a check of the CDLIS driver record. No
additional query or request by the SDLA would be required at the time
of the licensing transaction.
Because SDLAs already perform CDLIS driver record checks when
engaging in a commercial license transaction, FMCSA finds that SDLAs
would not incur labor costs to ``pull'' Clearinghouse information
through CDLIS by performing a query.\45\ The Agency also assumes that
AAMVA would not charge SDLAs additional CDLIS-related costs to receive
driver-specific violation information ``pushed'' to the SDLAs by FMCSA,
because CDLIS already provides daily updates of licensing information
to the SDLAs. FMCSA intends that Clearinghouse information would be an
additional data element included in the daily transmission. According
to AAMVA's October 1, 2018 Product & Services Catalog-Government Rate
Schedule, AAMVA allocates the cost of Program Services and Technology
Services based on the ratio of State population to national population
using Census Bureau data.\46\ Thus, the Agency finds that SDLAs would
not incur transaction-specific CDLIS costs. FMCSA requests comment on
whether either ``pull'' or ``push'' notifications would result in
additional costs to the SDLAs.
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\45\ SDLAs' CDLIS-related labor costs for licensing transactions
were accounted for in the Agency's Final Regulatory Evaluation
published with the final rule ``Commercial, Driver's License Testing
and Commercial Learner's Permit Standards,'' 76 FR 26853, (May 11,
2011). The current information collection request (ICR) for that
rule estimates, SDLAs on average, perform 6.5 million licensing
transactions per year that include renewals, transfers,
endorsements, disqualifications and establishing new driver records.
The Agency estimates that the proposed rule would result in 77,600
transactions per year, many of which would be among the of the 6.5
million transactions estimated in the current ICR. For example, some
renewal transactions in the 6.5 million would be denied, resulting
in a non-issuance. The current ICR was approved by OMB on December
31, 2018. The ICR is available at https://mobile.reginfo.gov/public/do/PRAViewDocument?ref_nbr=201810-2126-001 (accessed June 21, 2019).
\46\ AAMVA, Product & Services Catalog-Government Rate Schedule,
October, 1 2018. The catalogue is available at https://www.aamva.org/NetworkServices_government/ (accessed June 21, 2019).
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By using the existing CDLIS platform, Method #1 would result in
costs to SDLAs for initial system development and to make the needed
upgrades and modifications, as well as ongoing O&M expenses. The Agency
reviewed four SDLA grant applications submitted in 2017 for IT system
upgrades needed to interface and receive information from the National
Registry of Certified Medical Examiners (NRCME) database and used the
grant application requests as a proxy for the IT development costs
SDLAs would incur under Method #1. The four States requested grant
funds ranging from $64,000 to $549,993 for the system upgrades, with an
average value of just over $200,000 in 2017 dollars ($196,000 in 2016
dollars). IT development costs vary because of individual differences
in the SDLAs' IT systems. The FMCSA accounted for this variation by
estimating the average of the four grants the upfront/initial system
development costs. Multiplying this cost by the number of SDLAs (51)
resulted in a total of $10 million ($196,000 x 51, rounded to the
nearest million) in SDLA initial/upfront development costs. This one-
time cost would occur in the first year of the 10-year analysis period.
The Agency assumed that SDLAs' annual O&M expenses would be equal
to 20 percent of the upfront costs, or $39,200 ($196,000 x 20%).
Multiplying the O&M expense rate by the number of SDLAs resulted in
$2.0 million of annual O&M expenses ($39,200 x 51 SDLAs, rounded to the
nearest million). The Agency assumed that SDLAs would incur O&M
expenses in the second year of the 10-year analysis period. O&M
expenses over the 10-year analysis period are estimated at $18.0
million ($2.0 million x 9 years).\47\
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\47\ If IT development costs would vary plus or minus 10 percent
above the average, undiscounted initial IT development costs would
change plus or minus $996,600. Total O&M expenses over the 10-year
analysis period would change plus or minus $1.8 million.
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The sum of Method #1 undiscounted IT development costs and O&M
expenses over the 10-year analysis period is estimated at $28.0 million
($10.0 million IT development costs + $18.0 million O&M expenses). At a
7 percent discount rate, the 10-year total cost is estimated at $21.5
million. The annualized cost is estimated at $3.1 million.
Under Method #1, the Agency would not incur system development cost
or O&M expenses. This annual cost was accounted for in the RIA
published with the Clearinghouse final rule. The Agency estimated its
annual cost to develop, operate and maintain the Clearinghouse at $2.2
million.
[[Page 23687]]
Electronic Transmission Method #2: Information Transfer via a Web-Based
Services Call (AKA: Application Program Interface (API))
Method #2 involves the transmission of information from the
Clearinghouse to the SDLAs using a web-based services call, which
relies on cloud-based technology. The capacity for this alternative
would reside within the DOT's Amazon Web Service (AWS) cloud. By using
the DOT AWS cloud, FMCSA would be able to make efficient updates to the
system on an as-needed basis.
In order to implement Method #2 FMCSA would develop an interface
between the Clearinghouse and the SDLAs. FMCSA envisions that the API
would connect seamlessly to the existing State interface so that when a
State employee initiates the CDLIS driver record check, the State
system would simultaneously query the Clearinghouse. FMCSA would
provide the API code and work with the States to integrate the API into
their existing technology platforms. In developing this interface,
FMCSA would leverage the current FMCSA web-based services calls, such
as Query Central, to reduce development costs wherever possible. In
addition to the initial development cost, FMCSA would incur costs for
annual O&M expenses.
Under Method #2, SDLAs would incur costs for initial modification
of their systems to interface with the Clearinghouse, and annual O&M
expenses. FMCSA expects that SDLAs' costs to implement the interface
specifications would vary based on the characteristics of their
individual IT systems. The Agency's IT staff estimated a representative
initial/upfront cost taking into account that some States currently use
a mainframe application and others use an existing web interface. The
initial development costs for each method to interface with the
Clearinghouse were estimated based on the man hours it would take a
programmer to develop an application for use in a mainframe environment
and in a non-mainframe environment. Developing a web interface in a
mainframe environment is estimated to take 1,080 hours. Developing a
web interface in a non-mainframe environment is estimated to take 360
hours. These hours were monetized in 2016 dollars using the United
States Department of Labor, Bureau of Labor Statistics (BLS) $38.39 per
hour median wage for a computer programmer.\48\ The hourly wage is
adjusted for a 70 percent fringe benefit rate obtained the from the BLS
June 2016 ``Employer Cost of Employee Compensation News Release.'' \49\
The resultant labor cost is $65.42 per hour. At that hourly rate, the
cost for a programmer to develop an interface in a non-mainframe
environment is estimated at $23,551 (360 hours x $65.42 per hours,
rounded to the nearest dollar) and $70,654 (1,080 hours x $65.42 per
hour, rounded to the nearest dollar) in a mainframe environment. The
average of these two cost estimates results in an initial IT
development of $47,100 per SDLA (rounded to the nearest hundred).
Multiplying this cost by the number of SDLAs results in $2.4 million
($47,100 x 51) of initial IT development costs in the first year of the
10-year analysis period.
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\48\ This hourly wage is for the BLS-SOC 15-1131 computer
programmer. See https://www.bls.gov/oes/2016/may/oes151131.htm
(accessed June 21, 2019)
\49\ BLS, ``Employer Cost of Employee Compensation 2nd Quarter
News Release,'' Table 4-State and Local Employees, available at
https://www.bls.gov/news.release/archives/ecec_09082016.pdf
(accessed June 21, 2019). The fringe benefit rate is the ratio of
hourly wage for average hourly wage for State and local government
administrative personnel and the associated hourly benefit rate (70
percent = $13.13/$18.65).
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The Agency estimates an SDLA's annual O&M expenses equal to 20
percent of the initial IT development cost, or $9,420 ($47,100 x 20%).
The total annual O&M expense for the 51 SDLAs is estimated at $480,420
($9,420 x 51). SDLAs would begin incurring O&M expenses in the second
year of the 10-year analysis period. Total O&M expenses over the 10-
year analysis period are estimated at $4.3 million ($480,420 x 9).
Under Method #2, the undiscounted cost SDLAs would incur over the 10-
year analysis period is estimated at $6.7 million consisting of $2.4 in
initial IT development costs, $4.3 million of O&M expenses. The
undiscounted annualized cost is estimated at $0.6 million. It consists
of $0.2 million of IT development costs and $0.4 million of O&M
expenses. At a 7 percent discount rate, the total cost SDLAs would
incur over the 10-year analysis period is estimated at $5.1 million
that consists of $2.2 million of IT development costs and $2.9 million
of O&M expenses. The annualized cost is estimated at $0.7 million,
which consists of $0.3 million in IT development costs and $0.4 million
of O&M expenses.
The Agency estimates that under Method #2, FMCSA would incur
initial IT development costs of nearly $1.0 million in 2016 dollars in
the first year of the 10-year analysis period. Annual O&M expenses are
estimated at $192,000 ($0.96 million x 20%, rounded to the nearest
million) beginning in the second year of the 10-year analysis period.
Over remaining nine years of the analysis period, the Agency would
incur $1.7 million of O&M expenses ($192,000 x 9 years, rounded to the
nearest hundred). The sum of initial IT development costs and annual
O&M expenses results in FMCSA incurring total undiscounted costs of
$2.7 million over the 10-year analysis period ($1.0 million + $1.7
million). At a 7 percent discount rate, the Agency is estimated to
incur $2.1 million IT development and O&M expenses over the 10-year
analysis period. The annualized cost at a 7 percent discount rate is
estimated at $0.3 million.
Table 2 compares total and annualized costs, undiscounted and at a
7 percent discount rate, that SDLAs and FMCSA would incur to transmit
Clearinghouse information using Method #1 and Method #2. The total cost
estimate for Method #1 would be the same under Alternative #1 and
Alternative #2. Likewise, the total cost estimated for Method #2 would
be the same under Alternative #1 and Alternative #2. FMCSA does not
incur any IT development or annual operating and maintenance expenses
under Method #1 because they have been accounted for in the
Clearinghouse final rule RIA. However, the SDLAs' IT development and
annual O&M expenses are greater under Method #1. Thus, the undiscounted
10-year overall cost of Method #2 is $21.3 million less than Method #1
($28.0 million-$9.4 million).
The Agency requests comments on the feasibility and the estimated
cost of allowing the SDLAs the flexibility to receive Clearinghouse
information by choosing either method of electronic transmission.
[[Page 23688]]
Table 2--Comparison of Cost to Transmit Clearinghouse Information
----------------------------------------------------------------------------------------------------------------
Undiscounted (2016 $ million) Discounted at 7% ($ million)
---------------------------------------------------------------------------
10-year total 10-year total
cost Annualized cost Annualized
----------------------------------------------------------------------------------------------------------------
Electronic Transmission Method #1 (CDLIS Platform)
----------------------------------------------------------------------------------------------------------------
SDLA Initial IT Development Costs... $10.0 $1.0 $9.3 $1.3
SDLA System Operating and 18.0 1.8 12.2 1.7
Maintenance Expense................
---------------------------------------------------------------------------
Method #1 Total................. 28.0 2.8 21.5 3.1
----------------------------------------------------------------------------------------------------------------
Electronic Transmission Method #2 (Web Service Call)
----------------------------------------------------------------------------------------------------------------
Initial IT Development Costs:
Government...................... 1.0 0.1 0.9 0.1
SDLAs........................... 2.4 0.2 2.2 0.3
System Operating and Maintenance
Expense:
Government...................... 1.7 0.2 1.2 0.2
SDLAs........................... 4.3 0.4 2.9 0.4
Method #2 Total Cost........ 9.4 0.9 7.2 1.0
----------------------------------------------------------------------------------------------------------------
Totals are subject to rounding error.
Driver Opportunity Cost and CLP/CDL Reinstatement Cost
Under Alternative #1 (mandatory downgrade), a driver could incur an
opportunity cost equal to the income forgone between the time he or she
is eligible to resume operating a CMV (i.e., when an employer reports a
negative RTD result to the Clearinghouse) and when the SDLA reinstates
the driver's privilege to operate a CMV. Drivers may also incur
reinstatement costs attributed to SDLA requirements for removing the
downgrade. These reinstatement procedures could include payment of a
reinstatement fee, and partial or full retesting.\50\ The Agency finds
mandatory downgrade required by Alternative #1 would cause drivers to
incur modest opportunity costs and reinstatement costs. As discussed
above in section II.C, ``Costs and Benefits'', the States have
established a broad spectrum of procedures for reinstatement of the
CLP/CDL privilege to the driver's license following a downgrade due to
invalid medical certification. Thus, the Agency expects that the States
will rely on existing procedures established for downgrading a CLP/CDL
for invalid medical certification, as required by 383.73(o)(4). Any
time drivers would spend to comply with State procedures for
reinstatement would be a cost of the proposed rule under Alternative
#1.
---------------------------------------------------------------------------
\50\ A requirement to retake the knowledge and skills test would
cause the driver to forego income during the 14-day waiting period
required before taking the skills test.
---------------------------------------------------------------------------
Under Alternative #2, the States would determine whether to receive
the Clearinghouse information to enforce the driving prohibition under
State law. Thus, any opportunity costs and reinstatement costs a driver
would incur to comply with State procedures under Alternative #2 would
be the result of State law or policy, not the proposed rule.
The estimate of opportunity costs drivers might incur under
Alternative #1 would be a function of the number of drivers that SAPs
refer to outpatient education programs versus intensive outpatient
treatment (IOT) programs. In the RIA published with the Clearinghouse
final rule, the Agency assumed an education program would be completed
in 16 hours and an IOT program would be completed in 108 hours over 12
weeks. Alternative #1 would require SDLAs to record a downgrade on the
driver's CDLIS record within 30 days. If the driver completes the RTD
process before the SDLA records a downgrade in CDLIS, the SDLA would be
required to terminate the downgrade, consistent with State law. A
driver referred to a 16-hour education program by a SAP would likely
complete the RTD process before the SDLA records the downgrade in
CDLIS. In this case, a driver would be qualified to operate a CMV
without having to comply with State-established procedures to reinstate
the CMV driving privilege. Under these circumstances, drivers would not
incur opportunity costs or reinstatement costs.
In the RIA published with the Clearinghouse final rule, the Agency
assumed that 75 percent of drivers that violated the drug or alcohol
program would be referred to a 16-hour education program. The remaining
drivers would be referred to a 108-hour IOT program. In July 2018, the
Substance Abuse and Mental Health Service Administration (SAMHSA),
published a report titled National Survey of Substance Abuse Treatment
Services (N-SSATS): 2017. Data on Substance Abuse Treatment Facilities.
SAMHSA reported that 82 percent of individuals in outpatient programs
participated in education programs. The remaining 18 percent
participated in IOT programs.\51\
---------------------------------------------------------------------------
\51\ The report is available at https://www.samhsa.gov/data/report/national-survey-substance-abuse-treatment-services-n-ssats-2017-data-substance-abuse, Table 5-1a (accessed June 16, 2019).
---------------------------------------------------------------------------
The Clearinghouse final rule RIA estimated that 53,500 drivers
would test positive and be required to complete the RTD process. Of
these, 24,100 drivers would complete the RTD process.\52\ Based on
SAMHSA's most recent survey, the Agency estimates that 82 percent, or
19,762 of the 24,100 drivers who would complete the RTD process before
a downgrade would be recorded by SDLAs. These drivers would not incur
opportunity or reinstatement costs. The remaining 4,338 drivers (24,100
drivers x 18 percent) presumably would be referred to an IOT program.
Based on the proposed requirement that SDLAs record a downgrade within
30 days of receiving notice of the driver's prohibited status, the
Agency assumes that a driver's license would be downgraded before he or
she completes an IOT program and related RTD requirements. Therefore,
[[Page 23689]]
these drivers would have to comply with any reinstatement procedures
established by the State that could cause a driver to incur opportunity
costs and reinstatement costs.
---------------------------------------------------------------------------
\52\ Federal Motor Carrier Administration, ``Final Rulemaking
Regulatory Impact Analysis,'' November 2016, p. 32, available at
https://www.regulations.gov/document?D=FMCSA-2011-0031-0183
(accessed August 6, 2019).
---------------------------------------------------------------------------
As noted above, FMCSA reviewed current procedures used by the
States for drivers whose CLP or CDL has been downgraded for failure to
maintain their medical certification. The Agency is aware that about
half of the States require knowledge and/or skills retesting before
removing a downgrade. However, in these States retesting would be
required only if a driver is not able to present a new medical
certificate before the expiration of a prescribed grace period. None of
these States have a retesting grace period less than six months.
In the RIA published with the Clearinghouse final rule the Agency
conservatively assumed that it would take a driver 12 weeks to complete
a 108-hour program based on one 9-hour session per week. Thus, the
Agency finds that drivers referred to IOT programs would complete the
IOT program and the RTD process without having to retest to have the
CLP or CDL privilege restored to their license.
To reinstate CMV driving privileges, SDLAs may require a driver to
pay a reinstatement fee that would be a transfer payment. Additionally,
a driver could be required to appear in person at the SDLA to complete
the reinstatement process that could require the driver to incur
opportunity costs for the time to travel to and from the SDLA. Some
SDLAs allow the transaction to be completed by email or over the
internet. For purposes of this analysis, the Agency conservatively
assumes that drivers would need to complete the transaction in person.
The Agency assumes that it would take one day for a driver to travel to
an SDLA and complete the reinstatement process. Thus, drivers would
incur opportunity cost for time spent traveling and out of pocket
travel costs.
The estimated of driver opportunity costs and reinstatement costs
are based on the following assumptions:
1. One day to travel to and from the SDLA and complete the
reinstatement process.
2. 10 hours of lost wages.
3. 4,338 drivers subject to mandatory downgrades.
4. The $31.00 per hour wage to estimate income foregone.
5. $0.557 per-mile cost for use of private vehicle.\53\
---------------------------------------------------------------------------
\53\ The mileage rate is the General Services Administration
current reimbursement rate for use of private vehicles expressed in
2016 dollars using the Bureau of Economic Analysis 2018 GDP price
deflator. The mileage rate for private vehicle use is available at
https://www.gsa.gov/travel/plan-book/transportation-airfare-rates-pov-rates/privately-owned-vehicle-pov-mileage-reimbursement-rates
(accessed August 9, 2019).
---------------------------------------------------------------------------
Based on these assumptions, the upper bound of annual opportunity
costs for one day spent traveling and completing the reinstatement
process is estimated at $1.3 million in 2016 dollars (10 hours x 4,338
drivers x $31.0 per hour) and $13.4 million over 10 years. Annual
travel costs are estimated at $120,800 in 2016 dollars (4,338 drivers x
50 miles x $0.557 per mile, rounded to the nearest hundred) and $1.2
million over 10 years. Thus, the total annual cost to drivers to have
their CMV privilege restored is $14.7 million over 10 years. At a 7
percent discount rate, the 10-year cost is estimated at $10.3 million
and the annualized cost is estimated at $1.5 million.
Motor Carrier Opportunity Costs
Motor carrier opportunity costs are estimated for Alternative #1,
because drivers subject to reinstatement would not be eligible to
resume safety-sensitive functions, such as driving, until the SDLA
restores the CLP or CDL privilege to the driver's license. This
represents a change from current requirements in parts 382 and 40,
which permit resumption of safety-sensitive functions immediately
following a negative RTD test result. Thus, motor carriers may also
incur opportunity costs under Alternative #1 based on the profits
forgone from the loss of productive driving hours between the time the
driver completes the RTD process and State reinstatement. The Agency
estimates that a motor carrier will lose 10 hours of productive driving
time while a driver completes the reinstatement process. FMCSA bases
this estimate on current processes the States employ to reinstate a CLP
or CDL privilege following a downgrade of the driver's license due to
invalid medical certification. The Agency requests that States comment
on the time needed to reinstate a CLP or CDL privilege to a downgraded
license, including the extent to which a driver can be reinstated
without appearing in person at the SDLA.
The Agency uses a typical motor carrier's marginal hourly cost to
operate a CMV as a measure of profit margin. The Agency estimates that
motor carriers would lose 43,380 hours of productive driving time
(4,338 drivers x 10 hours) while a driver completes the reinstatement
process.
The FMCSA used an estimate of the marginal cost to operate a
vehicle reported in ``An Analysis of the Operational Costs of Trucking:
2017 Update,'' published by the American Transportation Research
Institute.\54\ The Agency used this as the base from which it estimated
an hourly profit margin. The elements of marginal operating costs
consist of vehicle-based costs (e.g., fuel costs, insurance premiums,
etc.), and driver based-costs (i.e., wages and benefits). The ATRI
survey found that marginal operating costs were $63.60 per hour in
2016, rounded to $64 per hour in this analysis.
---------------------------------------------------------------------------
\54\ The ATRI report presents industry operating data for the
10-year period ending in 2016. The report is available at https://atri-online.org/wp-content/uploads/2017/10/ATRI-Operational-Costs-of-Trucking-2017-10-2017.pdf (accessed August 10, 2019).
---------------------------------------------------------------------------
Profit is a function of revenue and operating expenses. The ATA
defines the operating ratio of a motor carrier as a measure of
profitability based on operating expenses as a percentage of gross
revenues. Armstrong & Associates, Inc. (2009) states that trucking
companies that cannot maintain a minimum operating ratio of 95%
(calculated as Operating Costs / Net Revenue) will not have sufficient
profitability to continue operations in the long run. Forbes reported
the average profit margin for general freight trucking companies at 6
percent in 2017, with annual profit margins ranging from 2.5 percent to
4 percent since 2012. Based on this range, the Agency assumed a 5
percent profit margin.\55\
---------------------------------------------------------------------------
\55\ Mary Ellen Biery and Sagework Stats, Forbes, ``Trucking
Companies Hauling in Higher Sales,'' available at https://www.forbes.com/sites/sageworks/2018/03/04/trucking-companies-hauling-in-higher-sales/ (accessed June 25, 2019).
---------------------------------------------------------------------------
Applying the assumed 5 percent motor carrier profit margin to the
$64 per-hour marginal operating cost noted above yields an hourly
operating profit of $3.20 per-hour. Based on the loss of 43,380 hours
of product driving hours, the Agency estimates motor carrier
undiscounted opportunity costs at $1.4 million over the 10-year
analysis period ($3.20 per hour x 43,380 hours x 10 years, rounded to
the nearest one hundred thousand). The annualized cost is estimated at
$138,816. At a 7 percent discount rate, motor carrier opportunity costs
are estimated at $1 million (rounded to the nearest million) over 10
years. The annualized cost is estimated at $1 million (rounded to the
nearest million). The Agency did not estimate motor carrier opportunity
costs for
[[Page 23690]]
Alternative #2, because any downgrade/reinstatement procedures States
might choose to establish would not be required by the proposed rule.
Summary of the Estimated Cost of the Proposed Rule
Table 3 compares the total and annualized costs estimated for the
four pairings of Alternatives #1 (non-issuance/mandatory downgrade) and
Alternative #2 (optional notice of prohibited status) with electronic
transmission Method #1 (CDLIS) and Method #2 (web services/API).\56\
---------------------------------------------------------------------------
\56\ The Agency notes that the CDL Program Implementation
(CDLPI) grant program provides financial assistance to States to
achieve compliance with 49 CFR parts 383 and 384. States would
therefore be eligible to apply for CDLPI funds to help offset the
cost of SDLA IT system upgrades necessary to comply with the CLP/CDL
downgrade requirement, as proposed.
Table 3--Estimated Cost of Proposed Rule
--------------------------------------------------------------------------------------------------------------------------------------------------------
2016 $ million Costs discounted at 7%
-------------------------------------------------------------------------------------------------------
Option Motor
State Driver carrier FMCSA Total Annualized Total Annualized
--------------------------------------------------------------------------------------------------------------------------------------------------------
Alternative #1 with Method #1................... $28.0 $14.7 $1.4 $0 $44.0 $4.4 $32.8 $4.7
Alternative #1 with Method #2................... 6.7 14.7 1.4 2.7 25.5 2.5 18.5 2.6
Alternative #2 with Method #1................... 28.0 0 0 0 28.0 2.8 21.5 3.1
Alternative #2 with Method #2................... 6.7 0 0 2.7 9.4 0.9 7.2 1.0
--------------------------------------------------------------------------------------------------------------------------------------------------------
The total cost estimates over the 10-year analysis period range
from $9.4 million to $44.0 million in 2016 dollars. Annualized costs
range from $0.9 million to $4.4 million. At a 7 percent discount rate,
the 10-year total cost estimates from $7.2 million to $32.8 million.
Annualized costs at a 7 percent discount rate range from $1.0 million
to $4.7 million. Alternative #1 cost estimates are larger than
Alternative #2 because neither drivers nor motor carriers would incur
opportunity costs and reinstatement costs because of the rule. SDLA IT
costs are also larger under Alternative #1. Alternative #2 does not
require the States to implement downgrade/reinstatement procedures.
States are not precluded from acting on the optional notice of a
driver's prohibited status. However, any costs incurred by drivers and
motor carriers because of a State-initiated action would not be a cost
of the proposed rule. The States will still incur IT development and
O&M expenses under Alternative #2 because they are required to query
the Clearinghouse when performing a licensing transaction.
Benefits
The Clearinghouse final rule required States to request information
from the Clearinghouse when processing specified licensing
transactions. This NPRM builds on that requirement by proposing that
SDLAs could not issue, renew, upgrade, or transfer the CDL, or issue,
renew or upgrade the CLP, of any driver prohibited from operating a CMV
due to drug and alcohol program violations. The Agency's preferred
alternative proposes that, in addition, SDLAs downgrade the driver
licenses of individuals prohibited from operating a CMV due to drug and
alcohol program violations. SDLAs would rely on applicable State law
and procedures \57\ to accomplish the downgrade and any subsequent
reinstatement of the CLP or CDL privilege. FMCSA believes these
proposed requirements would improve highway safety by increasing the
detection of CLP or CDL holders not qualified to operate a CMV due to a
drug or alcohol testing violation. The safety benefits attributable to
the increased distribution of information about the driver's prohibited
status must be viewed in the context of the current regulatory scheme,
as explained below.
---------------------------------------------------------------------------
\57\ Under 383.73(o)(4), States are currently required to
downgrade the license of CLP and CDL holders not in compliance with
medical certification requirements, by changing the commercial
status on the driver's license from ``licensed'' to ``eligible'',
thereby removing the CLP or CDL privilege from the license.
Accordingly, States have established procedures to implement those
downgrade requirements.
---------------------------------------------------------------------------
The current CMV driving prohibition is largely self-enforcing in
that it relies on motor carrier employers to prevent non-compliant
drivers from operating. The Agency is aware, through motor carrier
compliance reviews, targeted investigations, and other forms of
retrospective compliance monitoring, that non-compliance with the
driving prohibition occurs. Non-compliant drivers evade detection
because, although subject to the driving prohibition, these drivers
continue to hold a valid CLP or CDL in 47 States and the District of
Columbia. Consequently, during a traffic stop or roadside checkpoint
inspection, traffic safety enforcement officers have no way of knowing
the driver is not qualified to operate a CMV. The Clearinghouse will
change that by making the information available to certain highway
safety enforcement officers in real time at roadside through FMCSA's
electronic enforcement tools, thereby increasing the detection of
drivers not qualified to operate a CMV. MCSAP personnel would be able
to immediately place these drivers out of service.
The mandatory downgrade, as proposed in Alternative # 1, would
further strengthen roadside detection of drivers not qualified to
operate due to a drug or alcohol testing violation. The reason is that
not all traffic safety enforcement officers have reliable access to
FMCSA's electronic enforcement tools that, after the Clearinghouse is
operational, would make the driver's prohibited status available at
roadside. While the 12,000 officers who are trained, and certified
under MCSAP would have consistent roadside access to a CMV driver's
prohibited status, most of the 500,000 non-MCSAP enforcement officers
likely would not. Accordingly, if a driver subject to the prohibition
holds a valid CLP or CDL at the time of a traffic stop, non-MCSAP
personnel would not have access to the driver's prohibited operating
status. However, all traffic safety officers have access to the
driver's license status; a check of the license is conducted whenever
there is a roadside intervention. Therefore, a driver whose license is
downgraded due to a drug and alcohol program violation would be
detected, through a routine license check, as not qualified to operate
a CMV. The proposed downgrade, by increasing the detection of
individuals unlawfully driving a CMV, would therefore improve public
safety.
Just as a driver's prohibited status is not currently available to
traffic safety personnel, most SDLAs cannot currently identify drivers
who are subject to the prohibition. Both alternatives would address
this information gap by making the driver's prohibited status known to
SDLAs at the time of a driver's requested licensing transaction. Under
this approach, if the SDLA's mandated
[[Page 23691]]
Clearinghouse query results in notice that the driver is subject to the
CMV driving prohibition in Sec. 382.501(a), the SDLA would not
complete the transaction, resulting in non-issuance. This proposed
requirement would strengthen enforcement of the CMV prohibition by
ensuring that these drivers complete RTD requirements before obtaining,
renewing, transferring, or upgrading a CLP or CDL, as applicable.
As described above, both alternatives would allow improved SDLA and
traffic safety enforcement officer enforcement of the CMV driving
prohibition. In that sense, the prohibition would no longer be self-
enforcing. As a result, FMCSA expects that, by ``raising the stakes''
of non-compliance, some CLP and CDL holders would be deterred from
drugs or alcohol misuse, though the Agency is unable to estimate the
extent of deterrence. FMCSA invites comment on this issue.
Finally, this proposal would permit the Agency to use its
enforcement resources more efficiently. Currently, FMCSA generally
becomes aware that a driver is operating a CMV in violation of Sec.
382.501(a) during the course of a compliance review of a motor carrier,
or through a focused investigation of a carrier or service agent. The
process for imposing sanctions on a driver who tested positive for a
controlled substance, but continued to operate a CMV, is a lengthy one
that involves outreach to the driver to determine whether RTD
requirements have been met, issuance of a Notice of Violation, the
driver's possible request for a hearing (and potentially a subsequent
request for administrative review), and possible issuance of a Letter
of Disqualification (LOD) to the driver, based on Sec.
391.41(b)(12).\58\ FMCSA may then forward the LOD to the SDLA,
requesting that the driver's CDL be downgraded. Under current
regulations, the SDLA is not obligated to comply with that request. The
proposed downgrade requirement will obviate the need for this time-
consuming and labor-intensive process, thus enabling the Agency's
enforcement resources to be deployed more effectively elsewhere.
---------------------------------------------------------------------------
\58\ Section 391.41(b)(12) applies only to the use of controlled
substances; alcohol use, test refusals, and actual knowledge
violations are not a basis for disqualification under this
provision.
---------------------------------------------------------------------------
Table 4 summarizes information on the cost to the Agency to conduct
different types of investigations. It provides a measure of the costs
the Agency would avoid due to the availability of driver-specific
information, in real time, in the Clearinghouse. The average cost of an
investigation is $2,012. This cost savings was not included in the
Clearinghouse final rule RIA.
Table 4--Cost Comparison of Investigations With and Without Future Enforcement Slated for Comprehensive and
Onsite Focused Investigations
----------------------------------------------------------------------------------------------------------------
Investigation type Enforcement Cases Average cost
----------------------------------------------------------------------------------------------------------------
Offsite..................................... No................................ 31 $1,088
Offsite..................................... Yes............................... 5 1,495
Onsite Comprehensive........................ No................................ 302 2,424
Onsite Comprehensive........................ Yes............................... 108 2,866
Onsite Focused.............................. No................................ 652 1,965
Onsite Focused.............................. Yes............................... 2172 2,236
-------------------------------------------------------------------
Average................................. .................................. .............. 2,012
----------------------------------------------------------------------------------------------------------------
B. E.O. 13771 Reducing Regulation and Controlling Regulatory Costs
This rule is not subject to the requirements of E.O. 13771 because
it has been designated a non-significant regulatory action.
C. Congressional Review Act
Pursuant to the Congressional Review Act (5 U.S.C. 801, et seq.),
the Office of Information and Regulatory Affairs designated this rule
as not a ``major rule,'' as defined by 5 U.S.C. 804(2).
D. Regulatory Flexibility Act (Small Entities)
The Regulatory Flexibility Act of 1980 (RFA) (5 U.S.C. 601 et
seq.), as amended by the Small Business Regulatory Enforcement Fairness
Act of 1996 (SBREFA) (Pub. L. 104-121, 110 Stat. 857, (March 29, 1996),
requires Federal agencies to consider the impact of their regulatory
proposals on small entities, analyze effective alternatives that
minimize small entity impacts, and make their analyses available for
public comment. The term ``small entities'' means small businesses and
not-for-profit organizations that are independently owned and operated
and are not dominant in their fields, and governmental jurisdictions
with populations under 50,000 (5 U.S.C. 601). Accordingly, DOT policy
requires an analysis of the impact of all regulations on small
entities, and mandates that agencies strive to lessen any adverse
effects on these entities. Therefore, FMCSA is publishing this initial
regulatory flexibility analysis (IRFA) to aid the public in commenting
on the potential small business impacts of the proposals in this NPRM.
FMCSA invites all interested parties to submit data and information
regarding the potential economic impact that would result from adoption
of the proposals in this NPRM. FMCSA will consider all comments
received in the public comment process when deciding on the final
regulatory flexibility assessment.
An IRFA must include six components (5 U.S.C. 603(b) and (c)). The
Agency discusses each of the components below.
1. A description of the reasons why the action by the agency is
being considered.
The Agency is taking this action to respond to operational and
legal issues identified by individual SDLAs and AAMVA following
publication of the Clearinghouse final rule.
2. A succinct statement of the objectives of, and legal basis for,
the proposed rule.
Title 49 of the Code of Federal Regulations (CFR), sections 1.87(e)
and (f), delegates authority to the FMCSA Administrator to carry out
the functions vested in the Secretary by 49 U.S.C. chapter 313 and 49
U.S.C., chapter 311, subchapters I and III, relating to CMV programs
and safety regulations.
The ``Commercial Driver's License Drug and Alcohol Clearinghouse''
final rule (81 FR 87686 (Dec. 5, 2016)) implements section 32402 of the
Moving Ahead for Progress in the 21st Century Act (MAP-21) (Pub. L.
112-41, 126 Stat. 405, codified at 49 U.S.C.
[[Page 23692]]
31306a), which requires that the Secretary establish a national
clearinghouse for records relating to alcohol and controlled substances
testing by CMV operators who hold CDLs. As part of that mandate, MAP-21
requires that the Secretary establish a process by which the States can
request and receive an individual's Clearinghouse record, for the
purpose of ``assessing and evaluating the qualifications of the
individual to operate a commercial motor vehicle'' (49 U.S.C.
31306a(h)(2)). Section 32305(b)(1) of MAP-21, codified at 49 U.S.C.
31311(a)(24), requires that States request information from the
Clearinghouse before renewing or issuing a CDL to an individual. This
NPRM proposes the processes by which the Agency and the States would
implement these statutory requirements. A full explanation of the legal
basis for this rulemaking is set forth in Section III.
3. A description, and, where feasible, an estimate of the number of
small entities to which the proposed rule will apply.
``Small entity'' is defined in 5 U.S.C. 601(6) as having the same
meaning as the terms ``small business'' in paragraph (3), ``small
organization'' in paragraph (4), and ``small governmental
jurisdiction'' in paragraph (5). Section 601(3) defines a small
business as a ``small business concern'' under section 3 of the Small
Business Act (15 U.S.C. 632(a)), which mean a business that is
independently owned and operated and is not dominant in its field of
operation. Section 601(4) defines small organizations as not-for-profit
enterprises that are independently owned and operated, and are not
dominant in their fields of operation. Additionally, section 601(5)
defines small governmental jurisdictions as governments of cities,
counties, towns, townships, villages, school districts, or special
districts with populations of less than 50,000.
This proposed rule would affect SDLAs, CDL, or CLP applicants,
interstate motor carriers, interstate passenger carriers, and
intrastate hazardous materials motor carriers. However, drivers do not
meet the definition of a small entity in section 601 of the RFA.
Specifically, CMV drivers are considered neither a small business under
section 601(3) of the RFA, nor are they considered a small organization
under section 601(4) of the RFA. SLDAs do not meet the definition of a
small entity because they are governmental entities with statewide
jurisdiction over licensing CMV operators.
FMCSA used data from the 2012 Economic Census to determine the
percentage of motor carriers with annual revenue at or below the Small
Business Administration's (SBA) thresholds.\59\ The SBA thresholds are
used to classify a business as a small business for purposes of
determining eligibility to participate in SBA and Federal contracting
programs.\60\ The Economic Census sums the number of firms classified
according to their North American Industry Classification System
(NAICS) code by ranges of annual revenue. The range with the high end
closest to the SBA thresholds was used to determine the percentage of
motor carriers that meet the definition of an SBA small business. FMCSA
used the Economic Census as the basis for estimating the number of
small entities affected by the proposed rule. As discussed below, the
Agency estimates that 98.7 percent of trucking firms and 95.2 percent
of passenger carriers are classified as small businesses.
---------------------------------------------------------------------------
\59\ U.S. Census Bureau, 2012 Economic Survey, Table
EC1248SSSZ4-Summary Statistics by Revenue and Size of Firm.
Available at https://factfinder.census.gov/faces/tableservices/jsf/pages/productview.xhtml?src=bkmk# (accessed April 24, 2019).
\60\ The SBA regulation defining small business size standards
by North American Industry Classification System codes is set forth
in 13 CFR 121.201.
---------------------------------------------------------------------------
The Economic Census aggregates the Truck Transportation industry
under the NAICS Code 484-Trucking Firms. Survey respondents are
categorized in one of 10 revenue ranges. The range with the high end
closely aligned with the SBA $27.5 million threshold that includes
trucking firms with annual revenue up to $24.9 million. Of the trucking
firms surveyed that operated for the entire year, 98.7 percent had
revenues less than or equal to $24.9 million. The Agency finds that
this 98.7 percent is a reasonable proxy for the number of trucking
firms with annual revenue, equal to or less than the $27.5 million SBA
threshold.
The Agency used the same methodology to determine the percentage of
passenger carriers that qualify as an SBA small business. The SBA
threshold for Transit and Ground Transportation firms (NAICS Code 485)
is $15 million. For purposes of determining the percentage of passenger
carriers with annual revenue less than or equal to $15 million, the
Agency considered the number of passenger carriers in three NAICS Code
subsectors: Charter Bus; Interurban Transportation and Rural
Transportation; and School and Employee Transportation subsectors.\61\
The Economic Census revenue range closest to the SBA $15 million
threshold includes passenger carriers with revenue ranging from $5
million to $9.9 million. Passenger carriers with revenue less than or
equal to $9.9 million accounted for 95.2 percent of survey respondents
within the three subsectors. Thus, the Agency finds that 95.2 percent
of passenger carriers with revenue less than or equal to $9.9 million
is approximately the same percentage of those with annual revenue less
than the $15 million SBA threshold.
---------------------------------------------------------------------------
\61\ Commuter rail, public transit systems, taxi, limousine, and
special needs transportation that are included in Subsector 485 are
excluded from the analysis.
---------------------------------------------------------------------------
4. A description of the projected reporting, recordkeeping, and
other compliance requirements of the proposed rule, including an
estimate of the classes of small entities that will be subject to the
requirement and the types of professional skills necessary for
preparation of the report or record.
The purpose of the proposed rule is to develop the information
technology platform through which the States would query the
Clearinghouse when initiating a licensing transaction. If the
Clearinghouse transmits information that a driver is prohibited from
operating a CMV because of a violation the drug and alcohol program,
the SDLA would be required to deny the transaction, resulting in a non-
issuance. Once a transaction is denied, a driver would need to reapply
after completing the RTD process. The proposed information technology
platform would provide for transmission of Clearinghouse information on
a real-time. In light of the capability to electronically transmit
Clearinghouse information to the SDLAs, the Agency is proposing
alternative uses of the Clearinghouse data by the SDLAs to improve the
States' enforcement of the prohibition of the use of drugs and alcohol
by CMV drivers. The SDLAs are the only entities with reporting and
recordkeeping requirements under the proposed rule.
The SDLAs would incur IT development costs and annual O&M expenses
for an interface with the Clearinghouse. FMCSA would also incur costs
IT development and annual O&M expenses for one of the proposed methods
for transmitting Clearinghouse information to the SDLAs. The SDLAs are
not small entities. As discussed in Item 3, motor carriers are small
entities that would be affected by the proposed rule. However, the
propose rule does
[[Page 23693]]
not impose reporting or recordkeeping on motor carriers.
5. An identification, to the extent practicable of all relevant
Federal rules that may overlap, duplicate or conflict with the proposed
rule.
The Agency is proposing this rule in furtherance of the MAP-21
requirement that the Agency establish the Clearinghouse. The Agency
finds that no other Federal rules exist that would be duplicative,
overlap or conflict with the proposed rule.
6. A description of any significant alternative to the proposed
rule which accomplish the stated objections of the applicable statutes
and which minimize significant economic impact on small entities.
The Agency did not identify any significant alternatives to the
proposed rule that would minimize the impact on small entities.
E. Assistance for Small Entities
In accordance with section 213(a) of the SBREFA, FMCSA wants to
assist small entities in understanding this proposed rule so that they
can better evaluate its effects on themselves and participate in the
rulemaking initiative. If the proposed rule will affect your small
business, organization, or governmental jurisdiction and you have
questions concerning its provisions or options for compliance; please
consult FMCSA point of contact, Mr. Juan Moya, listed in the For
Further Information Contact section of this proposed rule.
Small businesses may send comments on the actions of Federal
employees who enforce or otherwise determine compliance with Federal
regulations to the Small Business Administration's Small Business and
Agriculture Regulatory Enforcement Ombudsman and the Regional Small
Business Regulatory Fairness Boards. The Ombudsman evaluates these
actions annually and rates each agency's responsiveness to small
business. If you wish to comment on actions by employees of FMCSA, call
1-888-REG-FAIR (1-888-734-3247). DOT has a policy regarding the rights
of small entities to regulatory enforcement fairness and an explicit
policy against retaliation for exercising these rights.
F. Unfunded Mandates Reform Act of 1995
The Unfunded Mandates Reform Act of 1995 (2 U.S.C. 1531-1538)
requires Federal agencies to assess the effects of their discretionary
regulatory actions. In particular, the Act addresses actions that may
result in the expenditure by a State, local, or tribal government, in
the aggregate, or by the private sector of $165 million (which is the
value equivalent of $100,000,000 in 1995, adjusted for inflation to
2018 levels) or more in any 1 year. Though this proposed rule will not
result in such an expenditure, the Agency does discuss the effects of
this rule elsewhere in this preamble.
G. Paperwork Reduction Act
This proposed rule would call for no new collection of information
under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520). The
current ICR will expire on January 1, 2020, and is being renewed
through the established process.
H. E.O. 13132 (Federalism)
A rule has implications for federalism under section 1(a) of
Executive Order (E.O.) 13132 if it has ``substantial direct effects on
the States, on the relationship between the national government and the
States, or on the distribution of power and responsibilities among the
various levels of government.'' FMCSA analyzed this proposed rule under
that Order and determined that it has implications for federalism. In
accordance with section 6(c)(2) of E.O. 13132, the Agency's federalism
summary impact statement follows.
MAP-21 (49 U.S.C. 31306a(l)(1) and (2)) specifically preempts State
laws and regulations inconsistent with the establishment of the
Clearinghouse and Federal regulations implementing the Clearinghouse
mandate, including State-based requirements pertaining to the reporting
of violations of FMCSA's drug and alcohol use and testing program. In
addition, this NPRM imposes minimum requirements for the issuance of
CLPs and CDLs by the States, consistent with the Agency's authority
under the Commercial Motor Vehicle Safety Act of 1986 (1986 Act)
(codified at 49 U.S.C. chapter 313). In accordance with sections 4(e)
and 6(c)(1) of E.O. 13132, FMCSA consulted with the National Governors
Association, the National Conference of State Legislatures, and the
American Association of Motor Vehicle Administrators (AAMVA) early in
the process of developing the proposal to gain insight into the
federalism implications of the NPRM.
The States' representatives requested that the NPRM delineate the
States' role and responsibilities regarding the Clearinghouse, as well
as the potential cost implications for the States, as clearly as
possible and in a manner consistent with Congressional intent. They
also requested that the preemptive effect of MAP-21 on existing State
drug and alcohol program violation reporting requirements be
specifically discussed, and that FMCSA allow States the time they need
to enact laws or regulations implementing Federal regulatory
requirements related to the Drug and Alcohol Clearinghouse. AAMVA
suggested that the Agency disqualify drivers who commit drug or alcohol
violations before requiring the SDLAs to take action on the commercial
license. The Agency addresses these issues above, in section II
(Executive Summary), subsection C (Costs and Benefits); section III
(Legal Basis); section V (Discussion of Proposed Rulemaking),
subsections B (Impact on SDLAs), C (Compliance Date) and D (Impact of
MAP-21 and the NPRM on State Laws); and below in section VIII,
subsection A (E.O. 12866 (Regulatory Planning and Review), E.O. 13563
(Improving Regulation and Regulatory Review), and DOT Regulatory
Policies and Procedures (Benefits)). Additionally, as discussed in
section IV (Background), subsection B (AAMVA's Petition), the NPRM
responds, in part, to a petition for rulemaking submitted to FMCSA by
AAMVA in June 2017. The petition, available in the docket of this
rulemaking, raised questions and concerns about the extent and nature
of the States' role in the Clearinghouse; the NPRM addresses those
issues directly. Finally, the Agency notes that, while the 1986 Act
grants broad authority to the Secretary to prescribe regulations on
minimum uniform standards for the issuance of commercial drivers'
licenses and learners' permits by the States, the CDL program itself
does not have preemptive effect. It is voluntary; States may withdraw
their participation at any time, although doing so could would result
in the loss of certain Federal highway funds, pursuant to 49 U.S.C.
31314.
I. Privacy
Section 522 of title I of division H of the Consolidated
Appropriations Act, 2005, enacted December 8, 2004 (Pub. L. 108-447,
118 Stat. 2809, 3268, note following 5 U.S.C. 552a), requires the
Agency to conduct a Privacy Impact Assessment of a regulation that will
affect the privacy of individuals. The assessment considers impacts of
the rule on the privacy of information in an identifiable form and
related matters. The FMCSA Privacy Officer has evaluated the risks and
effects the rulemaking might have on collecting, storing, and sharing
personally identifiable information and has evaluated protections and
alternative information handling processes in developing the rule to
mitigate potential privacy risks. FMCSA preliminarily
[[Page 23694]]
determined that this proposed rule would not require the collection of
individual personally identifiable information beyond that which is
already required by the Clearinghouse final rule.
Additionally, the Agency submitted a Privacy Threshold Assessment
analyzing the rulemaking and the specific process for collection of
personal information to the DOT, Office of the Secretary's Privacy
Office. The DOT Privacy Office has determined that this rulemaking does
not create privacy risk.
The E-Government Act of 2002, Public Law 107-347, sec. 208, 116
Stat. 2899, 2921 (Dec. 17, 2002), requires Federal agencies to conduct
a Privacy Impact Assessment for new or substantially changed technology
that collects, maintains, or disseminates information in an
identifiable form. No new or substantially changed technology would
collect, maintain, or disseminate information because of this proposed
rule.
J. E.O. 13783 (Promoting Energy Independence and Economic Growth)
E.O. 13783 directs executive departments and agencies to review
existing regulations that potentially burden the development or use of
domestically produced energy resources, and to appropriately suspend,
revise, or rescind those that unduly burden the development of domestic
energy resources. In accordance with E.O. 13783, DOT prepared and
submitted a report to OMB that provides specific recommendations that,
to the extent permitted by law, could alleviate or eliminate aspects of
agency action that burden domestic energy production. This rule has not
been identified by DOT under E.O. 13783 as potentially alleviating
unnecessary burdens on domestic energy production.
K. E.O. 13175 (Indian Tribal Governments)
This rule does not have Tribal implications under E.O. 13175,
Consultation and Coordination with Indian Tribal Governments, because
it does not have a substantial direct effect on one or more Indian
Tribes, on the relationship between the Federal Government and Indian
Tribes, or on the distribution of power and responsibilities between
the Federal Government and Indian Tribes.
L. National Technology Transfer and Advancement Act (Technical
Standards)
The National Technology Transfer and Advancement Act (15 U.S.C. 272
note) directs agencies to use voluntary consensus standards in their
regulatory activities unless the agency provides Congress, through OMB,
with an explanation of why using these standards would be inconsistent
with applicable law or otherwise impractical. Voluntary consensus
standards (e.g., specifications of materials, performance, design, or
operation; test methods; sampling procedures; and related management
systems practices) are standards that are developed or adopted by
voluntary consensus standards bodies. This rule does not use technical
standards. Therefore, FMCSA did not consider the use of voluntary
consensus standards.
M. Environment (National Environmental Policy Act)
FMCSA analyzed this NPRM for the purpose of the National
Environmental Policy Act of 1969 (42 U.S.C. 4321 et seq.) and
determined this action is categorically excluded from further analysis
and documentation in an environmental assessment or environmental
impact statement under FMCSA Order 5610.1 (69 FR 9680, March 1, 2004),
Appendix 2, paragraphs (6)(t)(2). The Categorical Exclusion (CE) in
paragraph (6)(t)(2) covers regulations ensuring States comply with the
provisions of the Commercial Motor Vehicle Act of 1986, by having the
appropriate information technology systems concerning the qualification
and licensing of persons who apply for and persons who are issued a
CDL. The proposed requirements in this rule are covered by this CE, and
the proposed action does not have the potential to significantly affect
the quality of the environment. The CE determination is available for
inspection or copying in the regulations.gov website listed under
ADDRESSES.
List of Subjects
49 CFR Part 382
Administrative practice and procedure, Alcohol abuse, Drug abuse,
Drug testing, Highway safety, Motor carriers, Penalties, Safety,
Transportation.
49 CFR Part 383
Administrative practice and procedure, Alcohol abuse, Drug abuse,
Highway safety, Motor carriers.
49 CFR Part 384
Administrative practice and procedure, Alcohol abuse, Drug abuse,
Highway safety, Motor carriers.
49 CFR Part 390
Highway safety, Intermodal transportation, Motor carriers, Motor
vehicle safety, Reporting and recordkeeping requirements.
49 CFR Part 392
Alcohol abuse, Drug abuse, Highway safety, Motor carriers.
In consideration of the foregoing, FMCSA proposes the following
amendments to 49 CFR chapter III, parts 382, 383, 384, 390, and 392 for
each alternative to read as follows:
Regulatory Text for the Preferred Alternative--Mandatory Downgrade
PART 382--CONTROLLED SUBSTANCES AND ALCOHOL USE AND TESTING
0
1. The authority citation for part 382 is revised to read as follows:
Authority: 49 U.S.C. 31133, 31136, 31301 et seq., 31502; sec.
32934 of Pub. L. 112-141, 126 Stat. 405, 830; and 49 CFR 1.87.
0
2. Revise Sec. 382.503 to read as follows:
Sec. 382.503 Required evaluation and testing, reinstatement of
commercial driving privilege.
(a) No driver who has engaged in conduct prohibited by subpart B of
this part shall perform safety-sensitive functions, including driving a
commercial motor vehicle, unless the driver has met the requirements of
part 40, subpart O, of this title. No employer shall permit a driver
who has engaged in conduct prohibited by subpart B of this part to
perform safety-sensitive functions, including driving a commercial
motor vehicle, unless the driver has met the requirements of part 40,
subpart O, of this title.
(b) No driver whose commercial driving privilege has been removed
from the driver's license, pursuant to 382.501(a), shall drive a
commercial motor vehicle until the State Driver Licensing Agency
reinstates the CLP or CDL privilege to the driver's license.
0
3. Amend Sec. 382.717 by revising the section heading and paragraph
(a)(2)(i) to read as follows:
Sec. 382.717 Access by State licensing authorities.
(a) * * *
(2) Exceptions. (i) Petitioners may request that FMCSA add
documentary evidence of a non-conviction to an employer's report of
actual knowledge that the driver received a traffic citation for
driving a commercial motor vehicle while under the influence of alcohol
or controlled substances if the citation did not result in a
conviction. For the
[[Page 23695]]
purposes of this section, conviction has the same meaning as used in 49
CFR part 383.
* * * * *
0
4. Amend Sec. 382.725 by revising paragraphs (a) and (b) to read as
follows:
Sec. 382.725 Access by State licensing authorities.
(a) If a driver has applied for a commercial driver's license or a
commercial learner's permit from a State, to determine whether the
driver is qualified to operate a commercial motor vehicle, the chief
commercial driver's licensing official of a State must have access to
information from the Clearinghouse in accordance with Sec. 383.73 of
this chapter.
(b) By applying for a commercial driver's license or a commercial
learner's permit, a driver is deemed to have consented to the release
of information from the Clearinghouse in accordance with this section.
* * * * *
PART 383--COMMERCIAL DRIVER'S LICENSE STANDARDS; REQUIREMENTS AND
PENALTIES
0
5. The authority citation for part 383 is revised to read as follows:
Authority: 49 U.S.C. 521, 31136, 31301 et seq., and 31502; secs.
214 and 215 of Pub. L. 106-159, 113 Stat. 1748, 1766, 1767; sec.
1012(b) of Pub. L. 107-56, 115 Stat. 272, 297, sec. 4140 of Pub. L.
109-59, 119 Stat. 1144, 1746; sec. 32934 of Pub. L. 112-141, 126
Stat. 405, 830; and 49 CFR 1.87.
0
6. Amend Sec. 383.5 by:
0
a. Revising paragraph (4) of the definition of ``CDL downgrade; and
0
b. Adding a definition for ``CLP downgrade'' in alphabetical order.
The revision and addition read as follows:
Sec. 383.5 Definitions.
* * * * *
CDL downgrade means either:
* * * * *
(4) A State removes the CLP or CDL privilege from the driver's
license by changing the commercial status from ``licensed'' to
``eligible'' on the CDLIS driver record.
* * * * *
CLP Downgrade means a State removes the CLP privilege from the
driver record by changing the permit status from ``licensed'' to
``eligible'' on the CDLIS driver record.
* * * * *
0
7. Amend Sec. 383.73 by:
0
a. Adding paragraph (a)(3);
0
b. Revising paragraphs (b)(10), (c)(10), (d)(9), (e)(8) and (f)(4); and
0
c. Adding paragraph (q).
The additions and revisions read as follows:
Sec. 383.73 State procedures.
(a) * * *
(3) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter, and if, in response to the request, the State
receives notification that pursuant to Sec. 382.501(a) of this chapter
the applicant is prohibited from operating a commercial motor vehicle,
the State must not issue, renew, or upgrade the CLP. If the applicant
currently holds a CLP issued by the State, the State must also comply
with the procedures set forth in paragraph (q) of this section.
(b) * * *
(10) Beginning [compliance date], the State must request
information from the Drug and Alcohol Clearinghouse in accordance with
Sec. 382.725 of this chapter. If, in response to that request, the
State receives notification that pursuant to Sec. 382.501(a) of this
chapter the applicant is prohibited from operating a commercial motor
vehicle, the State must not issue the CDL.
* * * * *
(c) * * *
(10) Beginning [compliance date], the State must request
information from the Drug and Alcohol Clearinghouse in accordance with
Sec. 382.725 of this chapter. If, in response to that request, the
State receives notification that pursuant to Sec. 382.501(a) of this
chapter the applicant is prohibited from operating a commercial motor
vehicle, the State must not transfer the CDL.
(d) * * *
(9) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter. If, in response to that request, the State
receives notification that pursuant to Sec. 382.501(a) of this chapter
the applicant is prohibited from operating a commercial motor vehicle,
the State must not renew the CDL and must comply with the procedures
set forth in paragraph (q) of this section.
(e) * * *
(8) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter. If, in response to that request, the State
receives notification that pursuant to Sec. 382.501(a) of this chapter
the applicant is prohibited from operating a commercial motor vehicle,
the State must not issue an upgrade of the CDL and must comply with the
procedures set forth in paragraph (q) of this section.
* * * * *
(f) * * *
(4) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter. If, in response to that request, the State
receives notification that pursuant to Sec. 382.501(a) of this chapter
the applicant is prohibited from operating a commercial motor vehicle,
the State must not issue, renew, transfer or upgrade a non-domiciled
CLP or CDL.
* * * * *
(q) Drug and Alcohol Clearinghouse. Beginning [compliance date],
the State must, upon receiving notification from the Drug and Alcohol
Clearinghouse that pursuant to Sec. 382.501(a) of this chapter the CLP
or CDL holder is prohibited from operating a commercial motor vehicle,
initiate established State procedures for downgrading the CLP or CDL.
The downgrade must be completed and recorded on the CDLIS driver record
within 30 days of the State's receipt of such notification.
(1) If, before the State completes and records the downgrade on the
CDLIS driver record, the State receives notification from the Drug and
Alcohol Clearinghouse that pursuant to Sec. 382.503(a) of this chapter
the CLP or CDL holder is no longer prohibited from operating a
commercial motor vehicle, the State must, if permitted by State law,
terminate the downgrade process without removing the CLP or CDL
privilege from the driver's license.
(2) If, after the State completes and records the downgrade on the
CDLIS driver record, the Drug and Alcohol Clearinghouse notifies the
State that pursuant to Sec. 382.503(a) of this chapter a driver is no
longer prohibited from operating a commercial motor vehicle, the driver
must, if permitted by State law, be eligible for reinstatement of the
CLP or CDL privilege to the driver's license.
PART 384--STATE COMPLIANCE WITH COMMERCIAL DRIVER'S LICENSE PROGRAM
0
8. The authority citation for part 384 is revised to read as follows:
Authority: 49 U.S.C. 31136, 31301, et seq., and 31502; secs.
103 and 215 of Pub. L. 106-159, 113 Stat. 1748, 1753, 1767; sec.
32934 of Pub. L. 112-141, 126 Stat. 405, 830; sec. 5524 of Pub. L.
114-94, 129 Stat. 1312, 1560; and 49 CFR 1.87.
0
9. Amend Sec. 384.225 by adding paragraph (a)(3) to read as follows:
[[Page 23696]]
Sec. 384.225 CDLIS driver recordkeeping.
* * * * *
(a) * * *
(3) The removal of the CLP or CDL privilege from the driver's
license in accordance with Sec. 383.73(q) of this chapter.
* * * * *
0
10. Revise Sec. 384.235 to read as follows:
Sec. 384.235 Commercial driver's license Drug and Alcohol
Clearinghouse.
(a) Beginning [compliance date], the State must:
(1) Request information from the Drug and Alcohol Clearinghouse in
accordance with Sec. 383.73 of this chapter and comply with the
applicable provisions therein; and
(2)(i) Comply with the provisions of Sec. 383.73(q) of this
chapter upon receiving notification from the Drug and Alcohol
Clearinghouse that pursuant to Sec. 382.501(a) of this chapter the CLP
or CDL holder is prohibited from operating a commercial motor vehicle;
and
(ii) Comply with the provisions of Sec. 383.73(q) of this chapter
upon receiving notification from the Drug and Alcohol Clearinghouse
that pursuant to Sec. 382.503(a) of this chapter the CLP or CDL holder
is no longer prohibited from operating a commercial motor vehicle.
0
11. Amend Sec. 384.301 by revising paragraph (m) to read as follows:
Sec. 384.301 Substantial compliance--general requirements.
* * * * *
(m) A State must come into substantial compliance with the
requirements of subpart B of this part and part 383 of this chapter in
effect as of [EFFECTIVE DATE OF FINAL RULE] as soon as practical, but,
unless otherwise specifically provided in this part, not later than
[compliance date].
PART 390--FEDERAL MOTOR CARRIER SAFETY REGULATIONS; GENERAL
0
12. The authority citation for part 390 continues to read as follows:
Authority: 49 U.S.C. 504, 508, 31132, 31133, 31134, 31136,
31137, 31144, 31149, 31151, 31502; sec. 114, Pub. L. 103-311, 108
Stat. 1673, 1677; secs. 212 and 217, Pub. L. 106-159, 113 Stat.
1748, 1766, 1767; sec. 229, Pub. L. 106-159 (as added and
transferred by sec. 4115 and amended by secs. 4130-4132, Pub. L.
109-59, 119 Stat. 1144, 1726, 1743; sec. 4136, Pub. L. 109-59, 119
Stat. 1144, 1745; secs. 32101(d) and 32934, Pub. L. 112-141, 126
Stat. 405, 778, 830; sec. 2, Pub. L. 113-125, 128 Stat. 1388; secs.
5403, 5518, and 5524, Pub. L. 114-94, 129 Stat. 1312, 1548, 1558,
1560; sec. 2, Pub. L. 115-105, 131 Stat. 2263; and 49 CFR 1.81,
1.81a, 1.87.
0
13. Amend Sec. 390.3 as follows:
0
a. Lift the stay of the section;
0
b. Revise paragraph (f)(1); and
0
c. Stay Sec. 390.3 indefinitely.
Sec. 390.3 General applicability.
* * * * *
(f) * * *
(1) All school bus operations as defined in Sec. 390.5, except for
the provisions of Sec. Sec. 391.15(e) and (f), 392.13, 392.80, and
392.82 of this chapter;
* * * * *
0
14. Amend Sec. 390.3T(f)(1) to read as follows:
Sec. 390.3T General applicability.
* * * * *
(f) * * *
(1) All school bus operations as defined in Sec. 390.5T, except
for the provisions of Sec. Sec. 391.15(e) and (f), 392.13, 392.80, and
392.82 of this chapter;
* * * * *
PART 392--DRIVING OF COMMERCIAL MOTOR VEHICLES
0
15. The authority citation for part 392 is revised to read as follows:
Authority: 49 U.S.C. 504, 13902, 31136, 31151, 31502; Section
112 of Pub. L. 103-311, 108 Stat. 1673, 1676 (1994), as amended by
sec. 32509 of Pub. L. 112-141, 126 Stat. 405-805 (2012); and 49 CFR
1.87.
0
16. Add Sec. 392.13 to read as follows:
Sec. 392.13 Prohibited driving status.
No driver, who holds a commercial learner's permit or a commercial
driver's license, shall operate a commercial motor vehicle if
prohibited by Sec. 382.501 of this subchapter.
Regulatory Text for Alternative #2--Optional Notice of Prohibited
Status
PART 382--CONTROLLED SUBSTANCES AND ALCOHOL USE AND TESTING
0
17. The authority citation for part 382 is revised to read as follows:
Authority: 49 U.S.C. 31133, 31136, 31301 et seq., 31502; sec.
32934 of Pub. L. 112-141, 126 Stat. 405, 830; and 49 CFR 1.87.
0
18. Revise Sec. 382.503 to read as follows:
Sec. 382.503 Required evaluation and testing, reinstatement of
commercial driving privilege.
(a) No driver who has engaged in conduct prohibited by subpart B of
this part shall perform safety-sensitive functions, including driving a
commercial motor vehicle, unless the driver has met the requirements of
part 40, subpart O, of this title. No employer shall permit a driver
who has engaged in conduct prohibited by subpart B of this part to
perform safety-sensitive functions, including driving a commercial
motor vehicle, unless the driver has met the requirements of part 40,
subpart O, of this title.
(b) No driver whose commercial driving privilege has been removed
from the driver's license, pursuant to 382.501(a), shall drive a
commercial motor vehicle until the State Driver Licensing Agency
reinstates the CLP or CDL privilege to the driver's license.
0
19. Amend Sec. 382.717 by revising the section heading and paragraph
(a)(2)(i) to read as follows:
Sec. 382.717 Access by State licensing authorities.
(a) * * *
(2) Exceptions. (i) Petitioners may request that FMCSA add
documentary evidence of a non-conviction to an employer's report of
actual knowledge that the driver received a traffic citation for
driving a commercial motor vehicle while under the influence of alcohol
or controlled substances if the citation did not result in a
conviction. For the purposes of this section, conviction has the same
meaning as used in 49 CFR part 383.
* * * * *
0
20. Amend Sec. 382.725 by revising paragraphs (a) and (b) to read as
follows:
Sec. 382.725 Access by State licensing authorities.
(a) If a driver has applied for a commercial driver's license or a
commercial learner's permit from a State, to determine whether the
driver is qualified to operate a commercial motor vehicle, the chief
commercial driver's licensing official of a State must have access to
information from the Clearinghouse in accordance with Sec. 383.73 of
this chapter.
(b) By applying for a commercial driver's license or a commercial
learner's permit, a driver is deemed to have consented to the release
of information from the Clearinghouse in accordance with this section.
* * * * *
PART 383--COMMERCIAL DRIVER'S LICENSE STANDARDS; REQUIREMENTS AND
PENALTIES
0
21. The authority citation for part 383 is revised to read as follows:
Authority: 49 U.S.C. 521, 31136, 31301 et seq., and 31502;
secs. 214 and 215 of Pub. L. 106-159, 113 Stat. 1748, 1766, 1767;
sec. 1012(b) of Pub. L. 107-56, 115 Stat. 272, 297, sec. 4140 of
Pub. L. 109-59, 119 Stat. 1144, 1746; sec. 32934 of Pub. L. 112-141,
126 Stat. 405, 830; and 49 CFR 1.87.
0
22. Amend Sec. 383.73 by:
[[Page 23697]]
0
a. Adding paragraph (a)(3);
0
b. Revising paragraphs (b)(10), (c)(10), (d)(9), (e)(8) and (f)(4); and
0
c. Adding paragraph (q).
The additions and revisions to read as follows:
Sec. 383.73 State procedures.
(a) * * *
(3) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter, and if, in response to the request, the State
receives notification that pursuant to Sec. 382.501(a) of this chapter
the applicant is prohibited from operating a commercial motor vehicle,
the State must not issue, renew, or upgrade the CLP.
(b) * * *
(10) Beginning [compliance date], the State must request
information from the Drug and Alcohol Clearinghouse in accordance with
Sec. 382.725 of this chapter. If, in response to that request, the
State receives notification that pursuant to Sec. 382.501(a) of this
chapter the applicant is prohibited from operating a commercial motor
vehicle, the State must not issue the CDL.
* * * * *
(c) * * *
(10) Beginning [compliance date], the State must request
information from the Drug and Alcohol Clearinghouse in accordance with
Sec. 382.725 of this chapter. If, in response to that request, the
State receives notification that pursuant to Sec. 382.501(a) of this
chapter the applicant is prohibited from operating a commercial motor
vehicle, the State must not transfer the CDL.
(d) * * *
(9) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter. If, in response to that request, the State
receives notification that pursuant to Sec. 382.501(a) of this chapter
the applicant is prohibited from operating a commercial motor vehicle,
the State must not renew the CDL.
(e) * * *
(8) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter. If, in response to that request, the State
receives notification that pursuant to Sec. 382.501(a) of this chapter
the applicant is prohibited from operating a commercial motor vehicle,
the State must not issue an upgrade of the CDL.
* * * * *
(f) * * *
(4) Beginning [compliance date], the State must request information
from the Drug and Alcohol Clearinghouse in accordance with Sec.
382.725 of this chapter. If, in response to that request, the State
receives notification that pursuant to Sec. 382.501(a) of this section
the applicant is prohibited from operating a commercial motor vehicle,
the State must not issue, renew, transfer or upgrade a non-domiciled
CLP or CDL.
* * * * *
(q) Drug and Alcohol Clearinghouse. Beginning [compliance date],
States may elect to receive automatic notification from the Drug and
Alcohol Clearinghouse that, pursuant to Sec. 382.501(a), of this
chapter a CLP or CDL holder is prohibited from operating a commercial
motor vehicle. The State's use of such information must be in
accordance with Sec. 382.725(c) of this chapter.
PART 384--STATE COMPLIANCE WITH COMMERCIAL DRIVER'S LICENSE PROGRAM
0
23. The authority citation for part 384 is revised to read as follows:
Authority: 49 U.S.C. 31136, 31301, et seq., and 31502; secs.
103 and 215 of Pub. L. 106-159, 113 Stat. 1748, 1753, 1767; sec.
32934 of Pub. L. 112-141, 126 Stat. 405, 830; sec. 5524 of Pub. L.
114-94, 129 Stat. 1312, 1560; and 49 CFR 1.87.
0
24. Revise Sec. 384.235 to read as follows:
Sec. 384.235 Commercial driver's license Drug and Alcohol
Clearinghouse.
Beginning [compliance date], the State:
(1) Must request information from the Drug and Alcohol
Clearinghouse in accordance with Sec. 383.73 of this chapter and
comply with the applicable provisions therein; and
(2) Comply with the provisions of Sec. 383.73(q) of this chapter
if the State elects to receive automatic notification from the Drug and
Alcohol Clearinghouse that, pursuant to Sec. 382.501(a) of this
chapter, a CLP or CDL holder is prohibited from operating a commercial
motor vehicle.
0
25. Amend Sec. 384.301 by revising paragraph (m) to read as follows:
Sec. 384.301 Substantial compliance--general requirements.
* * * * *
(m) A State must come into substantial compliance with the
requirements of subpart B of this part and part 383 of this chapter in
effect as of [EFFECTIVE DATE OF FINAL RULE] as soon as practical, but,
unless otherwise specifically provided in this part, not later than
[compliance date].
PART 390--FEDERAL MOTOR CARRIER SAFETY REGULATIONS; GENERAL
0
26. The authority citation for part 390 continues to read as follows:
Authority: 49 U.S.C. 504, 508, 31132, 31133, 31134, 31136,
31137, 31144, 31149, 31151, 31502; sec. 114, Pub. L. 103-311, 108
Stat. 1673, 1677; secs. 212 and 217, Pub. L. 106-159, 113 Stat.
1748, 1766, 1767; sec. 229, Pub. L. 106-159 (as added and
transferred by sec. 4115 and amended by secs. 4130-4132, Pub. L.
109-59, 119 Stat. 1144, 1726, 1743; sec. 4136, Pub. L. 109-59, 119
Stat. 1144, 1745; secs. 32101(d) and 32934, Pub. L. 112-141, 126
Stat. 405, 778, 830; sec. 2, Pub. L. 113-125, 128 Stat. 1388; secs.
5403, 5518, and 5524, Pub. L. 114-94, 129 Stat. 1312, 1548, 1558,
1560; sec. 2, Pub. L. 115-105, 131 Stat. 2263; and 49 CFR 1.81,
1.81a, 1.87.
0
27. Amend Sec. 390.3 as follows:
0
a. Lift the stay of the section;
0
b. Revise paragraph (f)(1); and
0
c. Stay Sec. 390.3 indefinitely.
Sec. 390.3 General applicability.
* * * * *
(f) * * *
(1) All school bus operations as defined in Sec. 390.5, except for
the provisions of Sec. Sec. 391.15(e) and (f), 392.13, 392.80, and
392.82 of this chapter.
* * * * *
0
28. Amend Sec. 390.3T(f)(1) to read as follows:
Sec. 390.3T General applicability.
* * * * *
(f) * * *
(1) All school bus operations as defined in Sec. 390.5T, except
for the provisions of Sec. Sec. 391.15(e) and (f), 392.13, 392.80, and
392.82 of this chapter.
* * * * *
[[Page 23698]]
PART 392--DRIVING OF COMMERCIAL MOTOR VEHICLES
0
29. The authority citation for part 392 is revised to read as follows:
Authority: 49 U.S.C. 504, 13902, 31136, 31151, 31502; Section
112 of Pub. L. 103-311, 108 Stat. 1673, 1676 (1994), as amended by
sec. 32509 of Pub. L. 112-141, 126 Stat. 405-805 (2012); and 49 CFR
1.87.
0
30. Add Sec. 392.13 to read as follows:
Sec. 392.13 Prohibited driving status.
No driver, who holds a commercial learner's permit or a commercial
driver's license, shall operate a commercial motor vehicle if
prohibited by Sec. 382.501 of this subchapter.
Issued under authority delegated in 49 CFR 1.87.
James A. Mullen,
Acting Administrator.
[FR Doc. 2020-08230 Filed 4-27-20; 8:45 am]
BILLING CODE 4910-EX-P