New Talking Qualcoms

Our elog system (QualComm) logs to the minute. Sounds like that's the way y'all will be going.

I knew a driver who was under Werner's system - she told me there's a number of ways that a driver and the DM can get around their system. There's also some system idiosyncracies that can get a Werner driver in trouble as well - when they're doing nothing but what they're supposed to.

 

There are definitely some glitches in the system. Hubby had parked at at truck stop one night, moved his truck in the morning to a better spot, and it had actually put him on line 3. He had apparently crossed some grid line.

 

Yup... you need to be under 25mph, less than 3 miles. If you're over your 14 and moving to a better location in the truckstop, you need to move off of line 2 onto line 1 (or 5) to not get the thing screaming at you. As long as its under 5 minutes, you can edit the mistake and clear it up. So its not like there isn't a little leeway built into the system. Also, unlike some carriers, you won't be instantly terminated for one mistake - how a carrier applies this tool to personnel matters a lot. Mostly its knowing what the rules of the system are.

OTOH, since we're not on alert for "driver fatigue" - the carrier and DOT doesn't have a problem with us going mty, logging on line 5 - personal use - and moving from the DC to the nearest safe haven while connected. That doesn't mean your preferred truckstop chain. Seems that's a private agreement between the carrier and MoDOT - they've been in and audited the logs since then, and FMCSA didn't have a problem with the way they're doing business. I'd prefer that was an official change to the HOS though. It would be better if FMCSA would ditch these stupid HOS changes and concentrate on what the post-EOBR rules should be.

Really its not that bad - it tightens the envelope some. You do have to be aware of how much longer you have to drive and whether that meets your "mileage production" goal for the day. So I find myself checking GPS miles-to-go and driving time available to see if my current speed is going to work - a number of times per shift. The earlier you spot a problem the easier it is to fix. Also, when approaching the driving time limit, you need to have some options for where to stop - so planning ahead is something that's more essential. Passing a rest area because you "might have the minutes" to get to the truckstop is a bad bet. Finally, before you pick up the load, you should already have an idea how your time is going to play out at the receiver so you can avoid driving around the DC trying not to get in trouble!

Best advantage of elogging: DOT doesn't want to deal with it at the coop. Its a "Pass Go, Collect $200" card. Only been asked by a bear to see my elogs once in the last 9 months - to verify why I'd parked in a "no parking" area at the rest area. Because I'm about ready to fall out of the seat, officer, the last two rest areas were overflowing, and I didn't trust myself to park in the truckstop down the road. I had hours, was there for 20 minutes before being rousted. Told me to move the truck, and have a nice nap - gave the guy on paper logs a parking ticket.

 

Talking qualcoms have been around for the last 5 years.

 

http://www.youtube.com/watch?v=tZXM_g3mqew

 

Awesome! I like that GPS-dude!

 

As I understand it, with e-logs you can still go to line 3 when you are being loaded or unloaded, chart 15 min for pre or post trip, etc and save time on your 11/14. You just can't "rewrite history." I'd like to hear from drivers who have worked with the elogs and have you tell us how it affected your miles and hours versus paper logs.

 

You mean line 4? Line 3 is the drive line - which you can't change.

The QualComm product logs to the minute, so if your pre/post trip takes say 7 minutes, that's what you log. Just change the duty status. If you're careful about how you do your duty status changes, I think you actually end up with more time you can plug into the drive line than with paper logs. My miles and money are just fine since going to elogs, but part of that is how well the rest of the carrier adjusts to elogs.

The load planners have an instant picture of your availability - if they use that properly, you should be dispatched on loads that match the time you have available. Less of the sitting on loads for days phenomenon.

The biggest adjustment you have to make is putting more thought into how you are going to do things. You just can't push the envelope with elogs - its unforgiving of mistakes on your part. You run out of time, and there's no way around that you've run out of time.