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

A friend at FFE says they do that. They call with a load, he'll say he doesn't have enough hours, they'll tell him they'll take care of the hours and for him to just worry about the load.

My company is on paper, the majority of our 'violations' are logbook errors. I had a level 2 a month ago, got pulled in for a level 1 2 weeks later, told/showed him the no violation level 2 I just had, he took DOT number and said he'll run that and decide. Came back and said no way with our logbook violations so I had to go thru it. My stuff is always tight, I got a sticker!

Interesting topic though, I was one that thought the electronic logs avoided most of those problems, not using them, I had no clue.

 

It depends on the management culture... if the "cheating" is ingrained at the top management levels, it will filter down to the operational level. Thus the situation at FFE... and that's what got Warner on electronic logs in the first place.

When the FMCSA comes in for a compliance review at a large carrier... they don't want to look at the paper trail. They're interested in how the electronic time stamping and GPS location tags match up with the electronic logging database. When they show at FFE, the location data won't match with the doctored log database. It's just a matter of when the government gets around to it.

 

Ironpony is right, but for some reason their so many believers in TTR that think " oh the company cant do this with those E'logs, they cant change it, no way, E'logs are sound proof, blah blah blah blah...... Money talks in this Industry and when it comes down to the compliance review when it does eventually happen, the big players in this industry ( FFE and KLLM ) can afford to pay the fines... That's all... The little guy who doesn't have much of a backbone when he gets his compliance review and is slapped with a hefty fine that no longer enable's him to keep his head above water is the one who will be out of business... Money talks BS walks....

 

There has been virtually no change in anything for me between when I was running paper and now running Elogs for over 2 years. Primarily, because I didn't go around tearing out sheets, erasing stuff and drawing new lines, etc, etc. when I was on paper. I do save some time with Elogs, in that before, on paper, I had to show a 15 min per the carrier for a fueling. Now, I go to on duty when I run the card at the pump and go back to off duty when I hang up the hose. Lots of times, barely use 5-7 minutes. Maybe that is the beauty of having only 100 gallon tanks. When I get to a shipper/receiver, I go to on duty when checking in and backing to the dock. As soon as I pop the air, I go to off duty. I am not doing anything, I am not responsible for the load at that point, etc. so off duty is appropriate. There is NO REGULATION that ALL the time at the shipper or receiver be on duty, only when actually doing work, or waiting to do work, etc. I have taken full breaks at customers many times. I book my loads based on being able to legally do it. If someone at operations can't work with that (never happens), then I would just refuse the load. Same for the customer. I have plenty of options on loads, so I don't need to do stupid stuff to placate a moronic customer. I can't tell UPS or Fedex the exact time (maybe the day based on the shipment choice when I ordered something, but not the time of day) to deliver a package to my house, and no shipper/receiver will dictate the time I will be at their location if it means I have to play games with logs and risk a violation. We will all be adults and act like it, or find another truck to pull the load.

Like I stated, nothing much has changed between paper or Elogs for me. I logged in on paper pretty much the way it happened, and Elogs do the very same thing. The only thing that has messed things up a little, has been the new HOS regulations that kicked in last year. And that has nothing to do with using paper or Elog.

 

The new proposal will put an end to the editing and personal conveyance. Drivers should take the time and read it.


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.

•
To be integrally synchronized to the
engine.
•
To provide the same basic
information as is required on an
AOBRD, including the identity of the
driver, the USDOT number, and the
CMV’s identification.
•
To record the distance traveled and
the driver’s duty status.

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.

 

Oh...So DOT wants us to become Robots.....

 

how could anybody want this,are you afraid of working,can you not think for yourself,you dont know when your tired and need to nap.are there no real truck drivers left,some days 1000 miles no problem other not so much.yes e logs do cost you because your on road longer away from home.36 years on paper no accidents i dont need this like so many fools on here do

 

You have to clarify the "1000 Miles in a day" thing....
Some of us know how to do it and do it legally....But some here think that's driving straight through....