Since new rules by FMCSA have been implemented, drivers now have flexibility to split their sleep two separate rest periods i.e.- 7 and 3 or 8 and 2 hours. At least 7 consecutive hours should be in sleep and at least 2 consecutive hours could be either in off duty or sleeper berth. When combined these two rest periods should equalize to at least 10 hours.

Split sleep is only to use leftover hours not to gain shift reset.

For example:

1. A driver drove 11 hours (maximum driving hours) then took 7 consecutive hours of sleep. The driver will not gain back any hours here as he has used his maximum allowed driving hours. To gain the driving hours back the driver needs to take 10 consecutive hours off.

2. A driver drove 9 hours then took 7 consecutive hours of sleep. After this consecutive sleep period the driver will have 2 hours of driving, unused balanced from maximum driving hours

Remaining driving balance = Maximum hours – hours used before off period
11 hours – 9 hours = 2 hours

After driving his/her remaining driving balance the driver needs to take his second break period of 3 consecutive hours in sleep or off duty to regain his/her driving hours.

3. Continuing example 2 to calculate driving balance after second rest period – 3 hours.
After driving the remaining 2 hours the driver took 3 hours off. The driver will only gain 9 hours of driving hours, his/her remaining balance but not shift reset. As the 10 hours off duty is split so will be shift hours.

Remaining driving balance = Maximum hours – hours used between two off period
11 hours – 2 hours =9 hours

*Neither of these off periods will be counted against the 14-hour driving window.

Disclaimer- The rules and regulations are subject to change any time. Readers must verify with the authority, FMCSA / MTO and must not rely on the contents of this blog.

FMCSA has provided more flexibility to drivers by revising the current hours of service regulation. The updated HOS rules will lighten up the burdens on the drivers to reach their destination leading to enhanced road safety. This new regulation will be effective from September 29, 2020.

Key Revisions:

1. 30-minute break: 30-minute break is required after 8 hours of driving time instead of on-duty as before. Also, this break now qualifies to be a part of any non-driving events (on-duty, sleeper berth or off-duty) instead of off-duty. Neither of the rest period count as part of the 14-hour driving window.

2. Split Sleep: Minimum 10-hour off-duty requirement can be met by spending at least 7 hours in sleeper instead of 8 hours and at least 2 hours in sleeper berth or off-duty. The drivers will have the flexibility to split their 10 hours minimum off-duty requirement into two separate periods—an 8/2 split or a 7/3 split. The two periods total should be at least 10 hours and neither period will be counted against the 14-hour driving window.

3. Short Haul: Extended the short haul exception radius from 100 to 150 air-miles with 14 hours of work shift instead of 12 hours

4. Adverse Driving: Adverse driving allows driver to drive 2 additional hours during adverse driving conditions – snow, fog, sleet ice or unusual road and traffic condition. Previously, the regulation allowed to use 2 additional driving hours withing 14 hour driving window. The revised regulation expands this 14-hour driving window by up to 2 hours.

Revised hours of services do not increase driving time and will continue to prevent truckers from driving for more than eight consecutive hours without at least a 30-minute break.

Disclaimer- The rules and regulations are subject to change any time. Readers must verify with the authority, FMCSA / MTO and must not rely on the contents of this blog.

ELD devices regularly examines its compliance with ELD technical requirements and detect data inconsistencies related to power, data synchronization, missing data, timing, positioning, data recording, data transfer and unidentified driver records requirements. Visual indicators are also sent to the drivers during the event of data diagnostic and remains effective until data diagnostics events are cleared from ELD. Some of these events get cleared by automatically and some will only get cleared once the ELD device is repaired.

1. “Power Data Diagnostic” events.

“Power data diagnostic events” occur when an ELD is not powered or fully functional within one minute of the vehicle’s engine power up and does not remain powered in sync to vehicle’s engine power time.

2. “Engine Synchronization Data Diagnostic” events

“Engine synchronization data diagnostic events” occur when an ELD loses its connectivity to ECM to record updated values for engine power status, vehicle motion status, miles driven, and engine hours within five seconds of the need.

3. “Missing required data elements” data diagnostics event

A “missing required data elements data diagnostic event” occurs when any required data field is missing at the time of its recording.

4. “Data Transfer Data Diagnostic events”

A “data transfer data diagnostic event” occurs when the operation of the data transfer mechanism(s) is not confirmed.

5. “Unidentified driving records data diagnostic event”

An “unidentified driving records data diagnostic event” occurs when more than 30 minutes of driving time for an unidentified driver is recorded within a 24-hour period.

“Unidentified driving data diagnostic event” gets cleared when unidentified driving time for the current 24-hour period and previous 7 consecutive days drops to 15 minutes or less.

Disclaimer- The rules and regulations are subject to change any time. Readers must verify with the authority, FMCSA / MTO and must not rely on the contents of this blog.

ELD devices has a mechanism of self-monitoring its compliance with ELD technical requirements. The devices monitor its compliance on regular basis and detect malfunctions related to power, data synchronization, missing data, timing, positioning, data recording and data transfer. Record of each malfunction is maintained with its “malfunction cleared” event in the logs of all driver.

1. “Power Compliance” malfunctions.

“Power compliance malfunctions” occur when an ELD is not powered with vehicles motion of total 30 minutes or more in a 24-hour period across all driver profiles including unidentified driver profile.

2. “Engine Synchronization Compliance” malfunctions.

“Engine synchronization compliance malfunctions” occur when ECM fails to provide updated values of required parameters such as engine power status, vehicle motion status, miles driven, and engine hours for more than 30 minutes during a 24-hour period combined across all driver profiles including unidentified driver profile.

3. “Data Recording Compliance” malfunction

A “data recording compliance malfunction” occurs when an ELD fails to record or maintain required events or retrieve recorded logs that are not kept remotely by the motor carrier.

4. “Data Transfer Compliance” malfunctions

A “data transfer compliance” malfunction occurs when the ELD stays in the unconfirmed data transfer mode following the next three consecutive monitoring checks.

5. “Timing Compliance” malfunction

A “timing compliance malfunction” occurs when the ELD is not able to record Coordinated Universal Time (UTC), where ELD time must be synchronized with UTC and should not exceed an absolute deviation of 10 minutes at any time.

6. “Positioning Compliance” malfunction

When an ELD fails to record a valid position measurement within 5 miles of the commercial motor vehicle movement for more than 60 minutes over a 24-hour period, a “position compliance malfunction” will be recorded in the data diagnostic.

7. “Data Transfer Compliance” malfunctions

ELD monitors its compliance with data transfer mechanism at least once in every 7 days. A “data transfer compliance” malfunction occurs when the ELD fails to confirm the working status of this mechanism. At this point ELD enters the unconfirmed data transfer mode and stays in this mode for following next three consecutive monitoring checks.

The malfunction cleared event is based on different factors depending on which type of malfunction took place.

You can also check the FMCSA frequently asked questions on Malfunction for more details.

Malfunction – https://www.fmcsa.dot.gov/hours-service/elds/eld-malfunctions-and-data-diagnostic-events

Disclaimer- The rules and regulations are subject to change any time. Readers must verify with the authority, FMCSA / MTO and must not rely on the contents of this blog.

As per 49 CFR § 395.1(k), drivers transporting agriculture commodities (including livestock, bees, fiber, non-processed food and any other commodity defined under § 395.2) within 150 air- mile radius from the source of the commodities are exempt from HOS rules during planting and harvesting periods, as determined by each state. It also applies to drivers who transport farm supplies for agricultural purposes from either a wholesale or retail distribution point to the location where the supplies will be used or from a wholesale distribution point to a retailer. Under this exemption the time used working within the 150 air-mile radius does not count toward the driver’s daily and weekly limits.

Exemption does not apply:

Once the driver goes past the 150 air- mile radius, the HOS regulation applies. He/she must maintain logs using an ELD unless they meet any other ELD exemption.

How to use?

Our ELD covers this exempt as “ag exemption” operation. The drivers can use this feature with a click of button without effecting their remaining on duty and driving hours. The time spent within 150 air mile radius is calculated as a part of off duty.

Disclaimer- The rules and regulations are subject to change any time. Readers must verify with the authority, FMCSA / MTO and must not rely on the contents of this blog.

As per FMCSA regulations, starting December 16, 2019, all motor carriers and drivers currently using AOBRDs must switch to ELDs.

How to upgrade?

The upgrade is simple and free. Call or e-mail us when you are ready to upgrade before December 16,2019. AikSphere’ s AOBRD devices are ELD compatible. The users just need to click on a button on their phones or tablets to download new ELD settings as shown in the image.

Note: All accounts will be switched automatically to ELD on December 16^th. Once the switch happens, all the drivers need to click on the refresh button on top right of login screen as shown in the image to update their settings.

A rolling/floating means as you move to the next day without a 34/36 hour reset, every day you regain the hours from the beginning of the cycle. For the 60/7 cycle, this means that on the Day 8, the driver would regain on-duty hours that were spent 8 days back as newly available driving hours. In other words, the current day (Day 8) would be the newest day of your 7-day period and the hours that been used eight days ago would drop out of the calculation. Same framework applies to 70/8 cycle, on the Day 9 the driver will regain hours that were spent 9 days back.

Let’s illustrate with an example:

On Tuesday Day 1, the driver began a new 70/8 cycle after having 34-hour reset. His on-duty hours, both driving and non-driving, are subtracted every day from the 70 hours allotted over the 8-day window. On Wednesday, Day 9, the driver regained 11 hours of on-duty hours. The 8 hours he regained from Day 1, plus the 3 hours he still had remaining in his 70-hour cycle, gave him a total of 11 hours available as an on-duty hours, during which he can drive.

Limitations:

1. You cannot to drive a commercial motor vehicle after you’ve been on duty for 70 hours in any 8 consecutive days. You can only drive until the 70-hour limit is dropped. Take 34 hours reset to regain the hours. Same condition applies to 60/7 cycle and Canadian Cycles – Cycle 1 and 2.
2. In Canada, a driver needs to take at least 24 consecutive hours of off-duty time in the preceding 14 days before continuing his driving.

Try our user friendly AOBRD or ELD, these will automatically calculate remaining hours of service and will warn the drivers about the potential violations.

Disclaimer- The rules and regulations are subject to change any time. Readers must verify with the authority, FMCSA / MTO and must not rely on the contents of this blog.

Getting trucking insurance is more complicated than getting home and auto insurance. A good insurance will protect you from loses arising from vehicles and cargo. It is important to be knowledgeable of transportation insurance coverage in respect to geographical area, type of cargo, insured amount, and what type of systems may help you in getting better rates.

How to find a right policy?

The key is to find a right insurance agent who can create the most appropriate policy for your organization that serves your requirements.

All insurances consist of three aspects – vehicle, general liability and cargo. Types of insurance/ policy depends on several factors, such as type of vehicles, cargo, size of the organization, and operating radius. Driver records, CVOR and company accident stats will affect the rates as well.  A clean driving record and better safety histories easily qualifies for lower rates.

Best practices for lowering the rates

Company’s performance and safety practices are in hand of the carriers which can be easily enhanced by implementing good systems. Having electronic device onboard (Telematics) vehicles is one of the best and most efficient ways to record and maintain vehicle maintenance and driver’s logs.  Telematics system can be used to implement driver behavior policies, control accidents, vehicle thefts, and have real-time location of your fleet.

We invite you to check out our user-friendly Telematics System to help you improve your safety and compliance.  Our ELD and Fleet Management System proactively warns drivers and dispatchers of the upcoming violation by giving pre-violation warning and alerts and maintain all records.

Disclaimer- The rules and regulations are subject to change any time. Readers must verify with the authority, FMCSA / MTO and must not rely on the contents of this blog.