• KW

    Drivers should not need a logbook at all. A trucking company should be responsible to get rid of drivers that drive fatigued. I have been driving for a few different companies the last 20 years and some push you. 100% of the people want to go rest when there tired, not be forced to drive. The fmcsa has the technology to keep the companies under the law and leave the drivers alone. And that goes for keeping equipment safe also.

  • Mike from NC

    When tied up at a shipper for 4 hours and that clock is running, it forces the driver to keep the pedal to the floor even if he/she is needing a bathroom break or something to eat. I’ve spent many times eating Cheez-itz or Flying J pizza while I’m driving because if you stop, you will not be able to deliver on time. When you can’t deliver on time, the appointment often will be scheduled for the next day! Now you will be sitting for 24 hours not getting paid.

    The local drivers have a 16 hour exception they can use once a week. OTR drivers need this rule as well in case they get stuck somewhere in traffic or at a customer. There should also be a rule where if your clock is going to run out 45 minutes or less over your HOS, you should be allowed to make it home. I’ve spent at least 10 days in the last year in the truck 45 minutes away from home because I wasn’t going to make it. Two of those, I was 20 minutes from the yard. It wasn’t worth it to have my girlfriend pick me up because that was an hour away. There needs to me some common sense and flexibility with ELOGS.

    Abolish the 30 minute break as well. It’s costed me from making it home or to an appointment I don’t know how many times. I’m not a driver that wastes time playing video games at the truck stop or sitting and taking long meal breaks in the middle of the day either.

  • Jack Simon

    there are “local” drivers in the company that I work for and they get compensated by the hour by what their elogs show that they are doing. Do you think that their logs show every fuel stop for the actual time they spend and every minute that they are at a dock waiting to be unloaded?
    Would you bet that the company driver, lease operator and owner operator doesn’t put every minute that they are fueling and sitting at a dock, switching trailers, etc on their logs? Just sayin. . . .

  • jojo

    Drivers are conservative with their hours because they need those hours behind the wheel.
    Piece work, miles ran per hour, thats what pays the bills and thats what promotes unsafe behavior.
    E-logs and speed limiters only make this situation worse.
    The government mandated e-log is not what is commonly used today.
    Read this article to better understand whats coming real fast if we don’t act.

    Logging device mandate could come in 2016, outlines hardware spec’s, harassment provisions

  • Jack Simon

    My point was that the hourly paid employees get paid by the on-duty and drive hours that they work. OTR drivers get paid by the mile. I agree that speed limiters and elogs make it hard to make a good living. So does crappy days where you can’t get out of a shipping or receiving dock, traffic, wrecks, bad weather.
    The government has their mind set on the elogs and they will mandate it no matter what anyone says. They can have public comments until we are blue in the face and even if NO-ONE has a nice thing to say, they will pass the law anyway. When enough seasoned drivers quit and there are only rookies out there to run the freight, they will regret the move, but they will never change it. When was the last time you EVER saw the government change their mind about ANYTHING?

  • david

    So of you drive 70 mph you can do 650 in a little under 9.2 hrs. Now your going to complain you should be able to drive 2 more hrs.
    If you drive 55 its going to take you 11.8 hrs.
    Are you sure that your OK to drive almost 12 hrs a day.

    If there going to regulate the hos vehicles and everything else they already regulate.
    Why don’t they regulate training.
    There are no regulations that say how long you have to be a solo driver before becoming a trainer.
    When training, its OK to sleep in the bunk while someone who has never driven out of their own city in behind the wheel and with 80,000 lbs.
    They come up on a citation. What do I do.
    Wake the trainer which takes a few minutes to get oriented and on top of that. Only 2-6 mths behind the wheel themselves.

  • david

    Canada does that because of the weather.
    They randomly close roads up there. When the road opens. They want you to be able to keep going.
    I’m talking the northern half most never see. Where they can’t go any farther until the road has been plowed. a freak storm come through and its snowing so bad the plows can’t keep up.
    Wait 2-3 hrs the storm is gone. Road plowed and trucks need to move because they are blocking.

    Also they are not going to make 2 sets of rules. 1 standard like US for south where the roads are known to be open most of the time and 1 for the north.
    or
    summer rules winter rules.

  • david

    Why don’t you be the 1st. Start a trend. You can get 2 or more drivers to do the same thing.
    You are just all talk and no show.
    If you are not part of the solution. You are part of the problem.

  • safetygirl

    The challenges of driving on roads built for traffic twenty years ago are not less challenging than driving in the Yukon (Not to under value the skilled mountain driver). Both have their own problems. The heavy traffic through cities on the west and east coast of the states has its own challenges, especially now with summer road work on every main thoroughfare and the rush to replace old bridges and install govt funded traffic circles before funding is gone and rains fall. If drivers had the similar flexibility as truckers do in Canada they could pull off from five to seven when passing through a congested area, have a bite to eat, take a nap and look the equipment over. With their schedule laid out by the FMC like that of a factory worker they don’t have that freedom. They cram all the drive hours they can into that 14 hour window and take their 30 minute lunch break at exactly five hours in on some off ramp where they cant even get out to pee. They have to get all the miles in they can before they come up against the 32 off again because their hours are so limited by combination of required breaks and traffic congestion. They cant drive the early morning shift that their body is used to on the first day back. They are left twiddling their thumbs and watching sit coms during the best trucking hours of the day because of the hard breaks in their schedule. They no longer make it home to sleep in their own bed if they are a regional driver due to the change in hours of service which effectively removes a half hours flexibility each day from their drive time. It has been a real fiasco trying to dispatch around the new rules. It takes more drivers or puts the drivers on the road at less productive times of the day for more hours of the day, as well as shortening the available hours in their work week (not popular with hourly paid drivers). I’m wading through more traffic fender benders than we have ever had in the ten years I have done this (three-four times more) A few are attributed to driver error (not always fairly; usually a judgment call in a tight situation created by other motorists). Most have been motorists merging into the truck, right hand squeeze or intersection bumps, but every incident has been during morning and afternoon rush hour.
    Neither the company nor the drivers want any truck on the road for 70 hours each week or 11 of 14 hours each day. We just want flexibility to be on and off the road according to driver need and productivity, a need very similar to the mountain drivers, though the skills and setting are different.

  • safetygirl

    I believe you are probably right. If someone had time to follow the money I would be interested in reading the article.