Hours of service: log book question

Nothing, you can close it even after 15 min on duty, take 10 hours break and start another 16 hours window. You don't have to do your driving in 16 hours windows, this is just the Maximum legal time frame for 14 hours work( driving +on city not driving) allowed in 24 hours circle.
If the HOS are not clear for you ,try to keep 7 days recap in Canada or 8 if you drive both .

 

It doesn't matter what time you start your day. It doesn't matter if you use 1 or all 14 hours of your on-duty hours. Once you finish a 10 hour break at the end of your shift, you get a "new" 14 hour clock.

You could start at 1 am and work for 3 hours end at 4 am. At 2 pm you would be starting a "new" 14 hour duty shift.

 

Yes, you can drive again after your 10 hours rest (or 8 if you have taken the other 2 during the day in blocks of no less than 30 minutes) to the extent allowed by your 70/7. However, you cannot exceed 13 hours in a "day." A day is defined as "a 24-hour period that begins at the hour designated by the motor carrier for the duration of the driver's cycle." Typically this coincides with the calendar day.

Similarly, your 16-hour work-shift restarts when you start work so long as you have had at least 8 consecutive hours off- duty and/or sleeper berth.

In your first example you're fine to drive your full 13 again the next day. Where you cannot is if your "day" is the same as a calendar day and you drive over midnight until 1 AM, then take your 10-hours rest. In theory you again have 13 hours driving available, but in fact you can only drive a maximum of 12 so as to not exceed 13 hours in a "day."

 

It would be difficult to drive more than 13 hours in 24.
If you consider 15 min pretrip and 15 min post trip + 13 hours = 13.5.
13.5+ 10 hours = 23.5 Do your pretrip to begin again and that is 23.75. You would be over by 15 minutes had you worked like in this example. Good luck sustaining that kind of driving routine though.

 

Under Canadian federal rules, there only has to be one inspection every 24 hours of undetermined length, but which must satisfy Schedule1 (this excludes any load securement inspections). Further, the driver has the availability of using the Deferral which can move 2 of the 10 hours of required rest to the following day. As I said, a driver may have more than 13 hours of time in a day available to drive, but to do so would be a violation.

Nobody said anything about trying to sustain such a schedule either.

All of the above also excludes any scenario whereby a driver may fall under permit exemption.

 

The 24 hour day you refer to is one log book sheet. It's usually from midnight until midnight though your carrier can use any 24 hour period.

During that 24 hour day you can drive as many as 13 hours and work as many as 14 hours.

The day is separate from the work shift. The work shift is a 16 hour period in which you can also work as many as 14 hours and drive as many as 13.

When the two overlap it can get a little confusing. Especially when 8 hours off duty will give you a new work shift.

So let's say you use the standard midnight to midnight 'day' and finish your work shift by driving from midnight until 3:00 AM. After 8 hours off duty you have a full work shift available but you only have 11 hours that you can work and ten hours that you can drive in the 13 hour period from 11:00 until midnight that is remaining in the 'day'.

So at 11:00 AM you do 1/2 hour on line 4, drive for 4 hours and then do another 1/2 hour on line 4 while unloading. It's now 4:00 PM. You have used 4 hours of driving and 1 hours of on duty not driving from you 14 hours that you can be on duty during the work shift. That leaves 9 hours available in the work shift. However, with the 3 hours you drove after midnight you have worked 8 hours in the 'day' and only have 6 left that you can work before midnight.

This leaves you a couple of options. Although the 8 hours off duty reset the work shift you are still required to have 10 hours off duty during the 'day'. The other two hours can occur any time during the day but must be taken in blocks of at least 30 minutes to qualify as part of the 10 hours required. A 15 minute break doesn't count towards the 10 off duty.

So you take an hour break and get back to work at 5:00 PM. You drive until 11:00 PM. Now you driven a total of 13 hours during the day and worked a total of 14. You've only used up 10 driving hours and a total of 11 hours of your work shift though. You can take another hour break and once midnight comes around drive for another 3 hours. That would bring you to 3:00, your 16 hour work window would be full, you 14 hours work shift would be full and your safety guys would be happy.

But say you don't want to stop at 11:00 PM for an hour. This is where the off duty exception comes in. You can defer up to 2 hours of you off duty time for the day. Therefore you could have skipped the hour break from 4 to 5 PM also and worked right through. The off duty exception does not allow you to extend your work shift, you can only drive as many as 13 hours in a shift and work as many as 14. It does allow you to work more than 14 in a 'day' and drive more than 13 in a 'day'. Any of the time deferred must be made up the next 'day' with extra berth time.

To sum it up, the day and the work shift are two separate things. Understanding the difference is the key to making understanding the HOS.

 

The answer is yes..

 

this is the correct answer

 

Use of the Deferral provision (Standard 9 Section 16) does not allow a driver to drive more than 13 hours or work more than 14 hours in a "day" (south of 60° latitude).

Except for the above.

 

I disagree. Check out the example in the second link. I did forget to mention the totals for the 2 days combined cannot exceed 26 hours driving/28 hours on duty or that it cannot be used in combination with the split berth option.

If you still think I'm wrong then what does the deferral allow for?

http://laws-lois.justice.gc.ca/eng/regulations/SOR-2005-313/page-3.html
http://www.transportation.alberta.ca/Content/docType276/Production/Module_7.pdf