Has any one in here ever managed to get that 82 hours? I don't think it is very common. That is just their excuse. Safety is NOT what they are after. Making harder for independents to survive is. Fewer independents, more Teamsters.
New HOS start today - figure out how to make it work
- Thread starter TeamCaffee
- Start date
Has any one in here ever managed to get that 82 hours? I don't think it is very common. That is just their excuse. Safety is NOT what they are after. Making harder for independents to survive is. Fewer independents, more Teamsters.
I was talking to some at a Pilot today... Usually the whole fueling process from beginning to end takes them anywhere from 30-45 min. So they log 15 minutes to fuel and do the 30 on the remainder
No matter how you do it, it is 30 minutes, or more lost, per run. More wasted fuel. The fueling/break ONLY works if there are spots to park, not a given by any means.
Individual practices vary greatly among drivers. It is very rare for Diane or I to take more than 15 minutes to complete a fuel stop. It might take longer if there is a shift change going on at the fuel desk or some other similar mess develops. We usually fuel during non-peak times so lines at the pumps are seldom an issue. A 45 minute fuel stop would be viewed as a failure by us.
But for someone who does a lot of business at a truck stop and maybe buys food, a 45 minute fuel stop may be normal and for that driver, the 30 minute break would be exactly that, provided that it occured at the right part of his or her work day.
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Agreed ...individual drivers will just have to wiggle it in where they can. I am glad I don't have to deal with it anymore.
Did Canada amend their logging rules as well tomatch?
Did Canada amend their logging rules as well tomatch?
Great question, I have not heard. It won't make any difference though, our electric nanny runs our lives the same in Canada as it does in the US.
ATeam's mention of combining the break with a fuel stop highlights one of my concerns: big truck drivers will simply take the 30 minute break while parked in the fuel aisle, because looking for a parking spot can easily double the downtime.
Another concern is the focus on number of hours worked as the only cause of fatigue, something we all know is not accurate. It's not even the primary cause - that would be stress, such as adverse driving conditions, such as poor weather and/or rush hour traffic. Those conditions wear one out much quicker than easy miles on flat, dry interstate will, but the Agency continues to legislate as if all that matters is how many hours we drive and work each day. As if one day is the same as the next.
When the underlying assumption is wrong, the resulting 'solution' is also.
Another concern is the focus on number of hours worked as the only cause of fatigue, something we all know is not accurate. It's not even the primary cause - that would be stress, such as adverse driving conditions, such as poor weather and/or rush hour traffic. Those conditions wear one out much quicker than easy miles on flat, dry interstate will, but the Agency continues to legislate as if all that matters is how many hours we drive and work each day. As if one day is the same as the next.
When the underlying assumption is wrong, the resulting 'solution' is also.
Usually both countries managed to whizzz their drivers off LOL
Governments are the same every where. They all just plain old suck.
paullud
Veteran Expediter
If they are taking 30-45 minutes to fuel then someone needs to take their CDL away and put them in a group home.
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Just a note about timing and documenting a fuel stop.
I don't know how other carriers do it so you may want to check. With our carrier, the system notes the time of the fuel stop not when the pump is started but when it is turned off. At that instant, they know a fuel stop happened. When they check your logs against your fuel card transactions, if the fuel stop time is well outside the on-duty fueling time, you will likely hear about it.
With the new rules, you will want to make sure that your 30 minute break time does not overlay a fuel stop time as shown on your fuel card.
I don't know how other carriers do it so you may want to check. With our carrier, the system notes the time of the fuel stop not when the pump is started but when it is turned off. At that instant, they know a fuel stop happened. When they check your logs against your fuel card transactions, if the fuel stop time is well outside the on-duty fueling time, you will likely hear about it.
With the new rules, you will want to make sure that your 30 minute break time does not overlay a fuel stop time as shown on your fuel card.
ATeam's mention of combining the break with a fuel stop highlights one of my concerns: big truck drivers will simply take the 30 minute break while parked in the fuel aisle, because looking for a parking spot can easily double the downtime.
Another concern is the focus on number of hours worked as the only cause of fatigue, something we all know is not accurate. It's not even the primary cause - that would be stress, such as adverse driving conditions, such as poor weather and/or rush hour traffic. Those conditions wear one out much quicker than easy miles on flat, dry interstate will, but the Agency continues to legislate as if all that matters is how many hours we drive and work each day. As if one day is the same as the next.
When the underlying assumption is wrong, the resulting 'solution' is also.
Problem: Hours are the only thing the government can do much about. No amount of lawmaking can change the weather or big-city rush hour driving.
I live near Chicago, "I feel your pain" about rush hour. The major expressways around here are just about impossible during certain hours of the day, and if you throw bad weather into the mix-- fergeddaboudit.
Getting back to the "making it work" part of this topic, today is July 4. The new rules went into effect on July 1. We deadheaded one day and ran one load under the new rules. With our schedule now known through July 12, we can continue to figure out how to make it work.
That said, I don't like having to do so. Under the old rules figuring out how to make it work was unnecessary because the questionable requirements of the new rules did not exist.
The effects of the new rules on our deadhead day and completed run are described above. Looking ahead, we have a long weekend, a reset and two runs to consider.
The new rules allow only one reset per week and it must include two time periods of 1 a.m. to 5 a.m.
We delivered yesterday (Wed.) morning. Diane drove until 3:00 a.m. and went off the books (into sleeper) at 3:15 a.m., after her post-trip inspection. I completed the run, delivery and my post-trip at 7:45 a.m. We parked nearby and have been here since.
We are laid over now (Thursday), waiting for Sunday's pick up. Under the old rules, Diane would have reset 34 hours after she came off the books on Wed., which would be Thursday afternoon. Now, under the new rules, she will not reset until Friday morning. I will reset at the same time.
To earn that reset, we must not move the truck until Friday morning. Before, we could have Diane reset and drive the truck after Thursday afternoon, while I logged sleeper time to reset my log book hours. Resets will be more difficult to come by under the new rules.
Having said that, it is also the case that we are not prohibited from moving the truck. We do not need a reset at this time. There is enough time on our log books to complete our two runs next week.
How valuable are these resets really? Should we use them or ignore them? These are questions each driver will have to consider under the new rules.
Looking ahead at the week and the 30 minute break requirement, it is difficult to plan exactly because we have no idea what circumstances we will run into while running. Based on what little experience we have had so far under the new rules, the practical effect may be to keep us on the road longer between pick up and delivery, which means we get less restorative sleep in a non-moving truck when we otherwise could, and we are exposed by additional stops to the security risks stopped trucks incur while under load.
On an emotional note, I'm getting tired of *****ing and carping about the new rules. I can't change them so what do I do? TeamCaffee is embracing them with great joy, but I don't like that approach either because to do so is to live a half-truth and half-lie.
On the positive side, attitude does make a difference and looking on the bright side of the new rules is a worthy and beneficial thing to do. But Linda, there is a negative side too which rounds out the other half of the story. If you told the full story, instead of enthusiastically gushing over half of it, reading your posts would trigger less often the desire to barf.
The same might be said of my negative emphasis regarding the new rules, and with that in mind, I pledge a more balanced approach.
That said, I don't like having to do so. Under the old rules figuring out how to make it work was unnecessary because the questionable requirements of the new rules did not exist.
The effects of the new rules on our deadhead day and completed run are described above. Looking ahead, we have a long weekend, a reset and two runs to consider.
The new rules allow only one reset per week and it must include two time periods of 1 a.m. to 5 a.m.
We delivered yesterday (Wed.) morning. Diane drove until 3:00 a.m. and went off the books (into sleeper) at 3:15 a.m., after her post-trip inspection. I completed the run, delivery and my post-trip at 7:45 a.m. We parked nearby and have been here since.
We are laid over now (Thursday), waiting for Sunday's pick up. Under the old rules, Diane would have reset 34 hours after she came off the books on Wed., which would be Thursday afternoon. Now, under the new rules, she will not reset until Friday morning. I will reset at the same time.
To earn that reset, we must not move the truck until Friday morning. Before, we could have Diane reset and drive the truck after Thursday afternoon, while I logged sleeper time to reset my log book hours. Resets will be more difficult to come by under the new rules.
Having said that, it is also the case that we are not prohibited from moving the truck. We do not need a reset at this time. There is enough time on our log books to complete our two runs next week.
How valuable are these resets really? Should we use them or ignore them? These are questions each driver will have to consider under the new rules.
Looking ahead at the week and the 30 minute break requirement, it is difficult to plan exactly because we have no idea what circumstances we will run into while running. Based on what little experience we have had so far under the new rules, the practical effect may be to keep us on the road longer between pick up and delivery, which means we get less restorative sleep in a non-moving truck when we otherwise could, and we are exposed by additional stops to the security risks stopped trucks incur while under load.
On an emotional note, I'm getting tired of *****ing and carping about the new rules. I can't change them so what do I do? TeamCaffee is embracing them with great joy, but I don't like that approach either because to do so is to live a half-truth and half-lie.
On the positive side, attitude does make a difference and looking on the bright side of the new rules is a worthy and beneficial thing to do. But Linda, there is a negative side too which rounds out the other half of the story. If you told the full story, instead of enthusiastically gushing over half of it, reading your posts would trigger less often the desire to barf.
The same might be said of my negative emphasis regarding the new rules, and with that in mind, I pledge a more balanced approach.
Tennesseahawk
Veteran Expediter
Wow... thread closed on a count of it was made for duh-nuh-nuh... positivity. Swami guru shwarma must've confined us to this cell, because we was makin comments, or such other.