Channel 19

Todd Dills

Could EOBRs solve the detention dilemma?

| May 04, 2012

Tom Blake certainly thinks so. The small fleet owner — he still trucks himself in the pictured 2005 Peterbilt 379, powered by a 500-hp Cummins and an 18-speed transmission — installed PeopleNet Blu-model electronic onboard recorder units in every one of his fleet’s five current trucks, plus one owner-operator’s truck running under his authority.

That includes the Pete he drives. He paid $1,400 apiece up front for the units, plus a monthly service fee that was well lower than other, less-expensive models he looked at. The units not only automatically track hours, but they save the small fleet owner-operator loads of time auditing logs in the back office, dealing with trip sheets, and computing and reporting fuel taxes.

“I paid for the owner-operator’s unit” in addition to the others, he says, and “I figure it’s a wash for the man-hours I had to put into figuring out trip sheets and fuel taxes and auditing all the logs – if you figure it costs me $50 a month for that unit in his truck, I guarantee you it’s a wash the time that I’m saving.”

More time, he says, he can spend hustling container freight — since he transitioned from a longtime leased operation, first with Highway Carrier Corp, beginning in 1991. About the time Highway “got bought out by Schneider,” he says, “I went to another smaller fleet, flatbedded for Great Plains Trucking out of Salina, Kan. I decided I wanted to be an owner-operator and bought my first truck, had it leased on to them.”

After a time, he wanted to be back at home more often and got his own authority, contracting with a particular container shipper for regular short runs of mostly 20-ft. containers, expanding slowly over the years and adding trucks and drivers. Today, the Thomas Blake Trucking fleet operates primarily within 160 miles of Kansas City, Mo., rail yards.

His move to electronic onboard recorders was instigated by a friend he had in a DOT investigator who alerted him to his ranking in the Fatigued Driving BASIC of the Compliance, Safety, Accountability (CSA) program. His numbers were verging on alert status, which would trigger an intervention from FMCSA. All of his problems had to do with simple log errors part and parcel of the paper log environment and basic human nature.

“I’ve never had a driver put out of service for a log-book violation,” he says. Rather, violations like logs not current, math errors on hours totals, and etc., had pushed his scores up into the red. He brought the problem up with his drivers and, after six months, though he could see no new roadside problems, his self-audit of his logs uncovered the same old patterns.

Meanwhile, FMCSA was beginning to send warning letters out to carriers whose rankings in the CSA BASICs were above the intervention threshold. Facing the possibility of an investigation, Blake felt he had to make a stark choice, which he presented to his drivers: “I said, ‘I’ve got two options. Either I install recorders or I’m going to have to shut my doors.”

The problem, in the end, was a lack of attention to log detail, and “EOBRs eliminated that problem 100 percent.” Not quite a year after his implementation of EOBRs, his ranking in Fatigued Driving has fallen to the intervention threshold of 65, and over time, he believes, it will continue to fall, as older “form and manner” log violations fall out of the system. Audited on-site by FMCSA last September, furthermore, his move to electronic logs convinced the inspector he was dealing with the problem sufficiently.

The EOBRs yielded other unexpected benefits, too. One of his drivers, reflecting a widely held feeling among drivers and owner-operators throughout the industry, felt that the device would hamper his ability to keep up his current income level, given delays at rail yards and pickup facilities. Today, Blake says, “that driver’s averaging $300 more a week” in income.


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Two reasons for that, Blake says.

1. The driver in question managed his time better.
2. EOBRs gave Blake himself a powerful tool with his customers and the shipping/receiving facilities he dealt with relative to detention time. Given that stopped time and location is easily retrievable with the systems, he says, he now has ready-made documentation to prove detention time to the shipper, beyond just his and/or his drivers’ word.

On the latter point, Blake believes if all carriers had EOBRs, an industry standard would quickly develop for detention pay in customer contracts. “If the government ever decided to make it mandatory to have EOBRS, every trucking company would have a tool to show the delay and where it’s happening – either they could raise the freight rate to adjust for that time so that overhead is still being met and drivers are being paid a higher rate, or you could charge detention on the dock.”

What do you think?

Any other small fleets or independents out there running EOBRs?

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Blake says he can feel the criticism coming, but wants readers to know that, at first, he was against the devices himself: “I was definitely pretty well against them beforehand. But like I say, when you’re looking at what minor violations can do to your scores — with DOT doing everything they’re doing with CSA and coming after carriers — I basically decided I had to make a choice if I wanted to stay in the trucking business. It’s either adapt and go with the changes, or close the doors. Now that I’m running this way, there are instances where we’ve been getting loaded and something’s gone haywire. I can send my customer a printout of the time the driver’s been sitting at the dock instantly. If every trucking company did that, I believe, they would start getting compensated for that time. Drivers would not be forced to fudge anymore.”

Blake sees it from both an owner and driver’s perspective, too. On the latter point, “I love being able to hop in the truck, pop in the computer, and I don’t have to worry about my logbook in a weigh station. It’s kind of peaceful, knowing that.”


PS: Blake is looking for drivers for a few other trucks — he’s had a couple drivers retire in the recent past and keeps running into snags with new applicants, fyi. Find more about this fleet via this page.

  • Midwest DOT

    Congrats on getting below the threshold. I know it let’s you breathe easier. We are in the business of keeping carrier’s scores below the “Alert” threshold and making sure they are DOT compliant should the DOT come knocking. visit us as

  • Pingback: Detention/Pay Forcing Drivers to “Cheat” Hours of Service…Are EOBRs the Solution? « Road Scholar Transportation

  • Pingback: Detention/Pay Forcing Drivers to “Cheat” Hours of Service…Are EOBRs the Solution? | Road Scholar Awareness Trucks

  • Gordon A

    This is how the EOBR can work for some and depending on the companies application to service. It may not work for the majority of carriers /drivers. Blake’s company is short haul. A stark difference between his and a majority of other carriers that run the contingent 48 states.
    This also shows that his decision to install the EOBR was not to reduce accidents ( he had none) but to stay in business. His company had a very good safety rating. It was logging paper work that required him to do this. Another small carrier that got caught up in the Govt’s mumbo jumbo.
    Honest mistakes in logging times or numbers is a mistake not a falsification. Dot inspectors are perfect. They never make a mistake.

  • Thomas Blake

    Hi Gordon, We run and scheduale numerous loads per truck a day, trucks average 520- 660 miles a day with 2-3 drop & hooks, and 1 live load each day. Time mangament is very important. My life would be easier if I were still doing long haul.

  • g

    Yippee..sounds real exciting…being monitored by cops 24/7 and the Pay is still Crap.

  • g

    Yep he was Intimidated by cop agencies to Install Monitoring devices….some are forced to install driver Monitoring Cameras!! cops have no time to arrest illegal alien truckers who are busy taking OUR loads cheaply and taking OUR jobs….

  • g

    Comply, Obey, Conform…..more rules each day..and illegal aliens running wild driving 18 wheelers?? Something wrong with this picture??? Dictatorship??

  • g

    D.O.T. is happy to have MORE boot lickers…welcome aboard Sellout….next they can install a Camera in Your bedroom to see if You are “compliant”…??

  • g


  • Max Log

    BS, it only complicates the job and will cause for more and more ppl getting out of business, and the ones left behind, forget about making money with the truck, move on.

  • jay

    This don’t work for every body. It’s no doubt in my mind this is a move to get the small man out the way for those cheap paying big companies!!

  • Joe Ammons

    This will work for the entire industry if and only if the FLSA exemption is revoked/abolished. Then all companies big and small would be in a position where they would charge detention to cover the time that must be paid to driver. AND owner operators would benefit the trickle down with in 6 months.

    As it was originally mandated the FLSA exemption was under the direction of the Secretary of Transportation, I believe it still is and could be lifted by the Secretary without congressional action.

    It is time people, you can sign the petition on

  • Sasha Renfrow

    IT SHOULD BE AN OPTION NOT A REQUIREMENT! strives to maintain an open forum for reader opinions. Click here to read our comment policy.