New Hours Of Service

how do you log ten and five minutes?

 

Tell us how hypocritical an auditor is when he questions you. Doing a posttrip at a customer , showing no On Duty time , then doing a pretrip at another location . Even if the bills have no time and date stamp they give the location of the shipper/receiver and you can't get loaded or unloaded with no On Duty time

 

Never teamed , have you ? You still have to drive as fast as you can if the shipper loads you late . You still have to park to eat , shower , or wait for the next load . Don't expect to be running 24/7 . A lot of teams won't get adequate miles for the drivers to make a decent pay . Expect a lot of changes in codrivers if it isn't a husband/wife team .
Not a very bright future to look forward to . It looks like carriers are moving more toward regional/intermodal freight anyway .

 

You need a remedial reading class. I never said I do not show on duty for a post trip (the night before) or a pre-trip the next day before leaving. I just said I do not show on duty (i.e. start the clock) till I am getting ready to do something, and if you back up thru my posts, I said I show time when I get to the customer the night before. That, or the morning on duty before I leave, covers the load/unload. You can check my e-logs for the last 2.5 years (I have each and every day on my laptop right now) and there has always been some on duty for post trip/pre trip kind of stuff and unloading/loading. I just don't start the clock for the day doing any of this till I am ready to get going for the day. You seem to confuse at the dock, getting bills, pulling away from the dock, etc as starting the day. I don't. I may pull over to the side for a while and do a little route planning, checking for the cheapest fuel points along the way, checking weather, etc before I ever start my on duty time doing a pre-trip.

I can see how e-logs will be a problem for some. If they get mandated, then they will either figure out how to do this or whither on the vine.

 

This is one reason why if the shipper loads me late, I will communicate this to everyone involved and change the delivery time accordingly so I do not have to be the fool trying to make up for their nonsense. I will not sacrifice my safety, my hygiene, etc to some customer that cannot get their act together. And they get charged for the delay if it is beyond two hours. I am not sure, in this day of CSA SMS scores, ambulance chasing lawyers, high costs for fuel and maintenance, etc why some will still do the smokey and the bandit thing and let the customer have total control over how they do their job. The customer does have input in it, and can explain their needs and we can then try and work out something. But making up for a slacker at the beginning is not my game. If the receiver gets his load a little later, then maybe he will reconsider his supplier at the other end. And then maybe that shipper will not be so lax in getting the truck in and out in a timely manner. Why I have to pick up all that slack doesn't make sense, and in most cases, will not happen. Hasn't hurt my business by adhering to this policy.

 

Qualcomm; otherwise using paper log 15/PTI......Fueling = go off duty, then insert on notes "6min Fueling", same for post trip.....log 30min loading, unloading, TIV..... Total daily Line 4 =0.75 min x 6 = 5.25 hrs, minus 70 = 64.75 hrs to drive, times 56mph avg = 3626 miles per week, so driving 2800 shouldnt be a problem - unless you're governed at 62mph or less.

 

Having problems quoting again but Cowpie1 you are the one with the reading problem . I never said you logged Off Duty doing inspections . I said you show no On Duty time between posttrip and pretrip and often do pretrip in a different location after using personal conveyance . Since PC can't be used laden you obviously unloaded .
There is confusion whether getting bills , pulling away from the dock , and closing doors after inspection is On Duty . What do you say we bring in a 3rd party like an FMCSA inspector and accept the opinion of 2 out of 3 .
Whatever . You obviously enjoyed working 80 hours and getting paid for 70 and won't let e-logs stop that from continuing .

 

1) Have your dispatcher figure out your times from dep to arrival at 48mph for total/actual miles, otherwise just send in your ETA using that calculation. "Because you want to run safe n legal".
2) Time it so that you switch during non-busy times (example: dont plan on switching at 4:30 pm on the other side of Dallas when it's 3:00 pm) You dont have to switch at a small T-stop, you can usually find the larger ones within a short distance, dont run 11; drive 510 - 540, with one driver working more than 9.5hrs one day - the other under 9.5 hrs, never more than 10,never less than 8.5./ plan on 2hour switches or one at 4hrs.
3) Most companies pay 0.41 for teams/4800 -5400miles per week ...[4800miles /2drivers= 2400mpw], [2400 x 0.41= $984], [984 x 3.5 weeks a month =$3444], [$3444 x 0.90 savings/401k = $3099.6----$3099.6 x 0.67 taxes/single medical =$2076 a month take home]easy/ wont make you a millionaire , but you can pay bills, especially if you eat out of the cooler 5 days a week.
4) yep, $36k a year aint much....and 4 co-drivers a year aint fun either; but, it does have its rewarding experiences....better find me a working wife.

 

So, when do the new hours of service rules go in effect?

 

I teamed with my brother-in-law. I like my brother in law. I like the money better. I dont like sharing my space that much.