Every new regulatory regime—whether it’s deregulation, the introduction of hours of service, or the ELD mandate—prompts a fresh wave of creative destruction. Some business models thrive, while others go extinct.
Congress will decide on an amendment to a federal aviation bill that would curtail a state’s ability to set its own rules on HOS, which could end up creating problems for truck drivers.
The ATA and OOIDA are on different sides of this issue.
California is applying meal and rest break provisions to truck drivers that are in conflict with federal hours-of-service regulations, according to many in the industry. That is why so many are pushing to include the Denham Amendment in the FAA authorization bill.
While April 1 turned out not to be the total disaster so many predicted, the hard enforcement date has brought pain to some individual truck drivers and fleets who continue to be tripped up by common mistakes.
To help maximize driver hours, place appointments and schedules around driver sleep patters and preferences
The REST act would only make one significant change in the Hours of Service rule: to extend the day by three hours from its current top limit of 14 hours.
One thing that hasn’t changed (yet) with the ELD mandate is the way drivers get treated at shippers and receivers. The old adage of “hurry up and wait” has never been more apt, especially in the over-the-road truckload sector.
Rep. Babin introduced a bill that will overhaul the hours of service rules and if it passes it will end up making the industry safer.
FMCSA Administrator Ray Martinez heard plenty of complaints from truck drivers over ELDs, hours of service, and parking issues during a Listening Session at Mid-America.
The administrator said he is on an “aggressive listening” tour.
FMCSA’s Joe DeLorenzo took plenty of questions from the audience as he tried to clear up confusion over the ELD rule during a session at the Mid-America Trucking Show.
Crete Carrier had a 400% increase in load turndowns in February and that is just one of the metrics that indicates the current conditions of the freight market.
Even with lower levels of automation, trucks could essentially work around the clock, but what will regulators do about the ELD hours-of-service rule?
Drivers aren’t robots and one size doesn’t fit all, so in the absence of flexibility, wide-awake drivers attempt to sleep in rest stops on 10-hour breaks during the day, which is what makes the 14-hour clock so dangerous.
The Owner-Operators Independent Drivers Association has joined efforts to change the current hours-of-service rules to allow drivers to stop driving when they are tired.
We discuss our list of cities that made up our long-wait times for drivers and our methodology for how we came up with the list
Washington D.C., is often credited with killing the American truck driver and their ability to work. Now, we have ELD data to prove that, in-fact, Washington D.C. is where a drivers available hours go to die!
Back in November, KeepTruckin launched a petition drive asking FMCSA to provide a 2-hour exemption for long-haul drivers delayed at a shipper.
One of the big mysteries around hours of service is personal conveyance. When can a driver use a vehicle for personal reasons without it counting against their driving time? The Federal Motor Carrier Safety Administration is now attempting to clarify that usage through regulatory guidance.
