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How Will the Hours of Service Changes Impact You?

Hours of Service Changes

Hours of Service (HOS) changes announced in December 2011 are scheduled to go into effect on July 1, 2013. As this date gets closer, here is a summary of the impending changes:

-Within the 34 hour restart, a driver will only be able to use the restart once a week.

-Similarly, the 34 hour restart will need to include two 1 a.m. to 5 a.m. time periods.

There are two court cases that have a small chance of delaying the implementation of the HOS changes, but FMCSA has indicated they would like to see these changes occur on schedule.

It is important to note that there will be no change to the number of daily or weekly hours of available driving time. The daily limit will remain at 11 hours of consecutive driving time per day. Attached is a link to the summary of changes directly from the FMCSA website. Some changes to the HOS rules took place already in February 2012. This includes a change to allow some time spent resting in a parked CMV to count as off duty time.

We have found that most customers are looking for a simple answer to how this will impact their transportation network. How will this effect rates? Will single day transit time be reduced? The reality is that there is not a one-size-fits-all-supply-chains answer. Since on the road drive time remains the same, individual load by load transit times could be unchanged.

It is clear that the potential impacts could be relatively narrow. For example, repetitive deliveries and pickups that occur daily between 1 a.m. and 5 a.m. are more likely to be disrupted than shipments that occur during daylight business hours.  Beyond that, calculating HOS impacts on irregular lanes will remain extremely difficult to predict, since each load, driver, and their current HOS status is unique and ultimately the responsibility of the driver to monitor and communicate to the shipper or third party provider.

The change in HOS is an opportunity for customers to review how their own facilities are performing as it relates to being flexible with appointment schedules and actively trying to reduce or eliminate unexpected and unscheduled delays and detention. It is always industry best practice to efficiently load and unload carriers.

Any potential change in overall capacity from HOS changes could get drowned out by what happens in the overall economy and seasonality. Looking back a year from now, it may be hard to separate which changes to the market were a result of HOS changes and which could be attributed to the overall economy and market forces of the marketplace.

If you are unfamiliar with the current HOS rules, attached is a link to the current HOS guide from FMCSA.

We encourage you to read this in order to better understand the process and complexity that drivers currently face and will continue to face as it relates to HOS.

Comments

kelly frey

Thanks for covering this topic. There is a lot of uncertainty amongst fleet operators and drivers about the HOS rules changes coming on July 1, 2013. BigRoad has conducted a customer survey of fleets using our electronic logs on smart phone devices and well over 40% of drivers and 25% of fleet operators are either unaware of the changes or the impact it will have on their business. At the very least we know that it will require better planning - and this planning should include all of the supply chain partners including shippers, receivers and logistics providers - it ain't just the truckers problem!

5.21.13

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josephwill1967@gmail.com Williams

It amaze me to see how one person within the government sector can go to bed and wake up the next day and set out to ruin the many lives of our trucking men and women, who are keeping the industry going.

Unfortunately we are treated similarly like our troops back in the days. They would go to war and defend our great nation and upon returning home, instead of being recognized for their effort, some how rejected and n most case became homeless and broke. I guess being the backbone of our country means to suffer by the hands of our government officials and special interest groups, who for one sad reason, Dessie truck and truckers for that matter.

What else will they o to us, take away our income and work us for free, whie we still have to figure out how to pay our truck note and more so feed our family like. I do agree with safety within the trucking industry. Thus, you cannot take or deprive us the privileges to be truck drivers and to enjoy the fruit of our labor. the job we do is not not just like the average Mc Donald or Wal Mart work environment, so why try to demote our earning potential in this regards.

HOS is mportant, but can be better structured in a waythat does not deived us the privelege to enjoy being trucke drivers and more so abe to enjoy the financal benefits that comes with the job, through hard work as prfessional drivers.

8.22.13

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Robert Murphy

120 hours is 5 days working with Two days off.right to a day off. Not 168 hours 7 days 8day off.or you can recap hours with no days off. Truck driver shortage. I wonder why when you have a slave to disbatch.thats why I left wallmart 2 months with out a day off. #1 reason driver leaving a company is days off.

8.24.13

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Steven Dix

In my opinion, the business industry may be suffering preventable economic damage due to over regulation.

Researchers admit the 34 Hour restart "should not" not be necessary in the Federal Register, when drivers obtain regular sleeping patterns (they are forced to comply with daily 10 hr breaks, preventing the problem of sleep deprivation).

I am requesting pubic comment at my website to prepare a submission to affirm FMCSA Hours of Service regulations, by requesting an exemption of independent truck drivers for a period of two years from mandatory 34 hour restart breaks, that in my opinion, are not necessary.

1.2.14

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