so, you think your safe with the elog and hos.

I have gone over the major relevant two pages of the proposal and there is so much misconception going on about it. All it does is record the location of the truck whenever you start or stop the engine, and when the duty status changes, and at 60 minute intervals even if the truck is doing nothing. Of course, it records the locations on drive line. Just for starting the truck, it does not put anyone on duty and there is no requirement for the driver to be logged in at that time. The driver will be allowed to edit any information, except driving line, and if the carrier edits any info, the driver will be required to confirm the edit. Sure, when you edit the info, the original is still recorded, but you put in a comment notation why the edit is being made and the edit is also recorded. Just because the info before the edit was recorded, does not negate the edited information. It is just a tracking move to show that the information was edited, when, and by whom.

In other words, the very same thing that most on Elogs now deal with. Really not much different, including the fear of those that have never dealt with this stuff. Anyone who has experience with Elogs will experience virtually nothing different.

 

That sit and move stuff for miles in a traffic jam... that is what the off duty selection on the Elog is. Sure, the 14 will still be ticking away, but I won't be using any of the 70 at that point. I have done this several times since being on Elogs for about 2 1/2 years. Compliant? Of course not. But those doing goofy things with paper have no standing to point it out. This is just information on how one can at least make those traffic backups not a total waste when using Elogs. Just like there is such a thing as "creative logging" on paper, one can be a little creative with the Elog, except when the truck is actually moving on driving line. And then, it doesn't kick on to that line unless the truck exceeds a set distance or a set speed.

 

why are people on elogs so hell bent on everybody being on them.paper has served me well for 36 years,no accidents

 

Feel free to post them and point out the difference between presented and opinion.


2013 ELD SNPRM

Integral synchronization with the CMV engine,* to automatically capture engine power status,
vehicle motion status, miles driven, engine
hours.
* For MY 2000 and later, interfacing with engine
ECM.

Require automated entry at each change of duty
status, at 60-minute intervals while CMV is in
motion, at engine-on and engine-off instances,
and at beginning and end of personal use and
yard moves.

An ELD must be able to present a graph grid of
driver’s daily duty status changes either on a
display unit or on a printout.

‘‘Unassigned driving time/miles’’ warning pro-
vided upon login.

On-duty driving, when CMV has not been in-mo-
tion for 5 consecutive minutes, and driver has
not responded to an ELD prompt within 1
minute.
No other non-driver-initiated status
change is allowed.

ELD time must be synchronized to UTC, abso-
lute deviation must not exceed 10 minutes at
any point in time.

Primary:
Wireless Webservices or Bluetooth 2.1
or Email (SMTP) or Compliant Printout.
Backup Wired/Proximity:
USB 2.0 * and (Scan-
nable QR codes, or TransferJet *)
* Except for ‘‘printout alternative.’’

An ELD must not permit alteration or erasure of
the original information collected concerning
the driver’s ELD records or alteration of the
source data streams used to provide that infor-
mation. An ELD must support data integrity
check functions.

An ELD must have the capability to monitor its
compliance (engine connectivity, timing, posi-
tioning, etc.) for detectable malfunctions and
data inconsistencies. The ELD must record
these occurrences.

 

In addition they require:

ELDs would need to incorporate a
standardized, single-step, driver
interface for the transfer of data to an
authorized safety official at roadside.
Under this proposal, the enforcement
officer would be able to read the ELD
data without entering the CMV. The
uniform process for the transfer of data
would allow standardized review of
ELD data by authorized safety officials
using eRODS software.

The Agency anticipates that some
motor carriers would use technology or
devices that include both an ELD
function and communications function.
To protect a driver using such a device
from unwelcome communications
during rest periods, the proposed rule
would require that, if a driver indicates
sleeper berth status, the device must
either allow the driver to mute or turn
down the volume on the
communication feature or turn off this
feature, or that the device do one of
these things automatically.
To protect the driver’s data, the rule
proposes to require that any changes
made by a motor carrier would require
the driver’s approval. Furthermore, the
rule proposes to ensure that a driver has
a right to access the driver’s ELD data
during the period a carrier must keep
such records without requesting the
data from the motor carrier if those
records are on the ELD or can be
retrieved through the ELD.
12

•
To automatically record the date,
time, and location of the CMV at each
change of duty status and at intervals of
no greater than 60 minutes while the
CMV was in motion.
•
To ensure the security and integrity
of the recorded data by conforming to
specific information processing
standards.
•
To meet certain communications
interface requirements for hardwired
and wireless transfer of information.
•
To allow drivers to annotate the
ELD record while requiring the ELD or
its support system to maintain the
original recorded information and track
the annotations.
•
To be resistant to tampering by
protecting both input and output. It
would have identified any amendments
or annotations of the record, including
who made them and when.
•
To provide a digital file in a
specified format for use by enforcement
officials that could be read using non-
proprietary software. This would have
included the ability to generate a graph-
grid on an enforcement official’s
computer, rather than on the ELD itself.
•
To provide certain self-tests and
self-monitoring. It would have
identified sensor failures and edited or
annotated data. The ELD would also
have provided a notification 30 minutes
before the driver reached the daily on
duty and driving limits.

 

My whole company is on Elogs, I have no problem with you being on paper if that's what you want. IMO, Elogers are NOT saying YOU have to switch to Elogs, I think what they are saying is, It's inevitable, so you might want to look into it sooner rather than later.

Hell, for all I care, do them on a Subway napkin.

 

I never said I was fined. I indicated that I had been written up for not having DUPLICATES. Then he went off with "who told you that blah blah blah". Read the dialouge.

 

How could you have been written up for not having the duplicates?

Or were you written up for not having current logs?

 

Bottom line is WCP doesn't have duplicates in ANY form and technically he is illegal.

 

Note the bold.....Seriously?....Anytime the "Clock Ticks" your 70 is being deducted....Unless you can "Roll Over" your time which btw....Can one "Roll Over" on ELOGs or....Are you required to take a "34" each week no matter what?....