14 Things You Need to Know Before ELDs Become Mandatory

Complying with the electronic log mandate will take more than just buying an ELD device.

March 2017, - Cover Story

by Deborah Lockridge, Editor-in-Chief - Also by this author

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The clock is ticking. Come Dec. 17, the paper logbooks that truck drivers have been required to use to track their hours of work and rest since the 1930s will be history for interstate trucking operations, used only for emergency backup in case of a malfunction of new, mandatory electronic logging devices.

The ELD mandate was ranked the number-one issue facing the industry in the American Transportation Research Institute’s Annual Survey for 2016, a jump of five places from 2015.

“Uncertainty and apprehension surrounding implementation of the ELD mandate is shaping up to cause a bumpy rollout,” says Marc C. Tucker with transportation law firm Smith Moore Leatherwood. Come December, he says, “scenes of holiday shoppers braving long lines at the local mall in order to buy the latest and greatest holiday gift may be supplanted by carriers rushing at the last minute to locate a certified ELD.”

The Federal Motor Carrier Safety Administration announced the final ELD rule in December 2015. It requires electronic logging devices for all trucks model-year 2000 or newer engaged in interstate commerce. Suppliers of ELDs must conform to technical specifications, certify their ELDs, and register them with FMCSA.

“You can definitely see the wave of ELD adoption moving forward,” says David Heller, vice president of government affairs at the Truckload Carriers Association.

However, the most common mistake fleets make when adopting ELDs is trying to do it too quickly, says Tom Bray, senior editor with safety and compliance product/service provider J.J. Keller. “It takes time to select a good system that is a match for your fleet, develop the compliance culture necessary to operate in the electronic logging universe, train everyone in how to use the system, and roll it out in an orderly fashion,” says Bray.

That’s why he and others are urging fleets who have not already started the process of adopting ELDs to get moving.

The first step fleets need to take to be ready for ELD compliance? “Accept that change is good and that keeping paper logs has become unmanageable, inaccurate and inefficient,” says Tom Kwan, spokesman for ELD provider FleetComplete.

With that in mind, we’ve talked to compliance experts, fleets, ELD providers and others to bring you these 13 things you should be aware of as you prepare for the December ELD deadline.

1. It is highly unlikely that the rule will be set aside or postponed anymore.

The rule has already survived a number of legal challenges, and it’s unlikely the latest legal challenge to the rule brought by the Owner-Operator Independent Drivers Association will succeed. In October, a three-judge panel ruled against OOIDA in its lawsuit against FMCSA, which claimed the rule violated truck drivers’ Fourth Amendment rights of privacy. OOIDA’s latest petition calls for a full court to hear the case.

Avery Vise with TransComply, a compliance support firm for smaller fleets, says he believes there is little chance for OOIDA to prevail. And although ELD opponents are trying to get Congress and a new more regulatory-averse administration on their side, Vise notes that Congress itself mandated ELDs in a Republican Congress. “I don’t see them overturning a safety regulation they put in place.”

2. The “grandfather” provision may not be as much of a reprieve as you think.

The regulatory standard for the optional electronic logs currently in use is for automatic on-board recording devices (AOBRDs). If you are using these, you can continue to use them for two years after the deadline.

What happens if you buy a new truck after the December deadline? If you are replacing a truck with an AOBRD, you can install that existing AOBRD in the new truck, says FMCSA spokesman Duane DeBruyne. “However, you may not purchase and install a new AOBRD in a vehicle after Dec. 18, 2017.”

So if you’re currently running e-logs meeting AOBRD standards, you do have some breathing room, but only until you expand your fleet. “If you’re going to ride both sides of the fence of AOBRD and ELD, depending on how the vendor implements the solution, it will be challenging, on the back end and for the driver,” says Eric Witty, vice president of product for PeopleNet. Not only are some of the rules for ELDs slightly different, but the mandate also creates different workflows involving editing (see below).

Fleets currently on AOBRDs, Witty says, may want to do a terminal-by-terminal or site-by-site ELD adoption once they reach a certain number of trucks with ELDs. The good news is that for many modern AOBRD devices, switching them to ELDs will simply require a software upgrade. In many cases that won’t even be an extra charge.

3. Drivers will have more control over editing.

One big change in the ELD rules is that in order to address concerns and legal challenges about  electronic logs being used to harass drivers, drivers have more control and responsibility over edits.

“The driver can edit the logs now by regulation, and if the back office sends an edit, he can accept or reject it,” explains Tom Cuthbertson, vice president of regulatory compliance for Omnitracs. “If admin creates an edit for that driver’s log, they  have to understand it’s in a pending state until the driver does an action on it. And if he rejects it, there could be a reconciliation process that has to take place operationally.”

It’s a critical change that many fleets may not be aware of, says Pete Allen, executive vice president of sales for MiX Telematics.

“At the end of the day the driver is responsible for hours of service,” he says. “The system maintains it, but they are ultimately responsible for their logs being right.”

A specific technical requirement in the ELD rule requires that the device prompt the driver when he logs in to the system to indicate whether or not he is responsible for unassigned mileage in the system, as well as accepting or rejecting any edits made by the home office.

At regional intermodal carrier BarOle Trucking, a bring-your-own-device ELD system backed by a longtime industry brand made sense for its fleet of 74 trucks.
At regional intermodal carrier BarOle Trucking, a bring-your-own-device ELD system backed by a longtime industry brand made sense for its fleet of 74 trucks.

4. Unassigned vehicle moves need to be accounted for.

Unassigned mileage or unassigned vehicle moves is another key difference in ELDs. If a technician needs to take the truck out for a road test or someone needs to move the truck around the yard, say to take it to the fuel dock, that driving time will be recorded in the ELD and  needs to be assigned to a driver. If it isn’t, the next time a regular driver logs in to the ELD, he or she will be asked if those are his or her hours. If those hours are rejected, the carrier has to reconcile them.

Cuthbertson says carriers can define categories of exempt drivers, which allows those technicians or other people moving the truck around the yard to log in as an exempt driver, and that way the driver and the back office won’t be burdened with reconciling those hours. And make sure you’re reviewing and reconciling those, he says; otherwise it could show up in a DOT audit.

“Examine your operation and see where you’re moving vehicles now, and make two, three or four exempt categories,” he recommends.

5. The transition will probably take longer than you think.

“It usually takes longer to transition fleets to electronic logs than you would anticipate,” says John Diez, president of dedicated transportation solutions at Ryder System.

It’s going to take some time to research and choose a provider. Then it may take several weeks to actually get the equipment in hand, and more time to install and configure it on all your trucks. And don’t forget about training drivers, dispatchers and back office staff.

“If I was a moderate sized fleet I would want to have my plan in place and rolling by June,” says Joel Beal, general manager of ELD provider Loadtrek. “You can easily spend up to four months just picking a system and rolling it out. [Then] you’ve got a bit of a learning curve; there’s no way it’ll take less than a month to get everyone on board and probably two months.”

“It takes a lot longer to implement than you think it’s going to,” especially the driver training, says Karol Smith, director of safety and compliance at BarOle Trucking, a regional intermodal hauler with 74 trucks operating in six states and based in St. Paul, Minnesota, which implemented ELDs late last year.

“If you envision a very smooth transition, think again,” she advises. “Whatever system you choose, make sure you understand it fully before you roll it out. It’s worth paying for the training. Make sure you have enough trained personnel” to handle driver questions and problems. “My first few weeks, I was taking calls at home. Be prepared for things to happen, because the bottom line is, they will.”

At US1 Logistics, a 600-plus-truck agent-based intermodal fleet that is about halfway through its implementation of PeopleNet e-logs, Safety Manager Dan Patterson says if there was one thing he would go back and do differently, it would be to have “started a little sooner.” It took time to get the buy-in from some of the company’s agents and drivers, he notes.

In addition, before you even begin making the transition, it’s a good idea to first get everyone, both drivers and supervisors, operating as close to 100% legal as possible on paper logs, recommends Keller’s Bray. “This will prepare the drivers for the level of compliance that the systems bring, as well as provide a period for operational adjustments.” The more fleets and drivers “fudge” on paper logs, the harder it will be to adopt to electronic ones.

6. The FMCSA does not verify ELD compliance or performance.

One of the most important things to keep in mind as you choose an ELD provider and system is that the agency does not verify that the devices are compliant.

Last September, FMCSA issued an “important note” saying that “prior to purchasing an ELD, carriers and drivers should confirm that the device is certified and registered with FMCSA and listed at this website:

“Devices not vendor-certified by manufacturers and registered with FMCSA may not be compliant with the FMCSRs.”

But in reality, there’s no guarantee that the ones on the list are actually compliant.

“In order to certify their product, ELD manufacturers simply conduct their own tests,” explains Alexis Cappelle, ELD program manager for Continental Corp. “However, the tests may or may not follow FMCSA’s test specifications. As a result, fleets may not know if an ELD registered on FMCSA’s website is actually compliant. A system registered today may be found non-compliant tomorrow and removed from the list.”

As Omnitracs’ Cuthbertson puts it, “It’s a registration process; it’s not a certification process. At this point FMCSA, they’re not vetting documentation.”

There is a predefined list of documents ELD providers must submit to register, such as a user’s manual, an image of the product, a driver user card, instructions on transfer to law enforcement, malfunction and diagnostics, serial numbers, etc.

John Seidl, a longtime commercial enforcement officer who’s now a transportation consultant with Integrated Risk Solutions, puts it more bluntly: To get on the list, “In layman’s terms, you just say, ‘I’m an ELD.’”

Many of the major providers of current electronic logs are not yet on the list. Most tell us they are still testing in order to feel fully confident in their ELD products before registering. Some providers are turning to independent third-party companies that are performing the verification tests, such as PIT Group and TransSafe Consulting.

In short, do your homework; don’t just pick a device off the FMCSA’s list.

7. Choosing the right provider is key.

With the FMCSA taking a “buyer beware” approach to the self-certification of ELD compliance, making sure you have a compliant device is one of many reasons to choose your ELD provider carefully.

Norm Ellis, president of ELD provider ERoad, says with so many new companies coming into the market, “fleets need to make sure their vendor is stable and has the financial wherewithal to be their provider for several years in the future. Someone that has two people in a garage with a cell phone app, are they really going to be here to support me a week, a month, a year later?

It’s extremely important to ask questions about the ELD manufacturer, says Continental’s Cappelle. How long has the company been in business? How long has it been making electronic logs? How many devices from the manufacturer are in use?

Fleets should not only make sure that the products are currently compliant, but that vendors have the ability to stay informed and update their devices in the event of regulatory changes, says Ravi Kodavarti, director of product management for Rand McNally.

If your fleet runs on hours regulations outside the typical over-the-road scenario, such as oil field operations or with a split sleeper berth exemption, you need to make sure the provider you choose understands those operations.

And BarOle’s Smith recommends paying attention to the customer service levels of the providers you’re considering, especially being able to get in touch with someone in an urgent situation. “I don’t want to get a voice message system and I don’t want a 24-hour delay in responses,” she says.

8. Some systems offer much more than electronic logs.

If all you want is a device to comply with the ELD regulation, there are low-cost devices available that will do just that, and nothing else. But many systems offer other benefits for your fleet.

At BarOle Trucking, Smith says, “being able to import all the data for IFTA fuel reporting… is huge for us. That alone I can’t tell you how much time it’s saving in the back office.”

IFTA reporting and electronic driver vehicle inspection reports are two of the most oft-cited additional features that go hand in hand with e-logs. E-DVIRs “give you a validation against your logs that you’re actually doing your inspections,” says PeopleNet’s Witty.

From there, you can move into dispatching, messaging, workflow applications and more. In fact, the variety of additional functions available can be overwhelming.

“If a fleet does not come into the shopping process with a clear vision of what is needed and what are expendable ‘wants,’ it is way too easy to over or under buy,” says Keller’s Bray. “A good idea here is to allow drivers and supervisors to be involved in the needs and wants discussions, as well as provide input when it comes time for system selection. Avoid putting ‘neat bells and whistles’ onto the list just because one vendor has them.”

Beal says while features that do things like reduce idling, improve route planning, improve mpg and reduce accidents can offer “a huge financial payback,” at the same time, “if you’re a smaller fleet or in an operating environment that’s not very complex, maybe a more basic ELD really is what you need.”

If you’re interested in some of these features but feel like it might be a bit overwhelming to deal with those and ELD implementation at the same time, talk to potential providers about how easy it is to start off with a more basic system and add modules later.

9. You need to choose the device that’s right for your fleet.

Beyond making sure it’s compliant, is from a provider you trust, and deciding what features you want beyond electronic logs, there are other questions to consider when choosing the device to use.

“It comes down to different factors that are relevant to a particular fleet,” says Magellan GPS. “For example, other industries they work within, their specific operating thresholds such as temperature, vibration, shock, water, and so forth. Does the fleet require a particular operating system, whether Android, iOS, or Microsoft? Does the business require other essential software components that need to reside on the ELD, in addition to telematics?”

How the ELD integrates with your back office systems is just as important as, if not more important than, what the driver uses in the cab.

“Don’t focus on the hardware in the truck to make a decision,” Seidl says. “Focus on how you’re going to interact with the device and how it’s going to bring value to your organization. If you’re a big company and need cameras and lane deviation and safety technology, research the interface and make sure it’s supporting what you need. If you only have eight trucks and need bare-bones compliance, you’re maybe a guy who dispatches over the phone and barely have a smartphone, then you want that interface to be simple to use.”

Roehl Transport has been 100% on electronic logs since 2012 and in 2015 completed a fleet-wide upgrade to the DriverTech DT4000 for its 1,900 tractors. John Paape, vice president of information technology, recommends you “have a clear understanding of what your solution goals are today and what you feel they may in the future.” Some of the things he recommends considering are pros and cons of device mobility; the ability to support third-party applications such as navigation and safety; ensuring the device has the ability to support your integration needs (such as a camera system); and understanding the data cost model as you expand your use of the device.

10. Phone/tablet based systems offer pros and cons.

Many ELD providers offer lower-cost systems that work via a “BYOD,” or “bring your own device,” smartphone or tablet provided by the user. The mobile device shares information wirelessly with a separate “black box” device that gets information directly from the engine’s electronic control module.

At BarOle Trucking, a system that could work on the same devices it uses for other mobile apps made the most sense, explains Smith. “We use mobile apps and state-of-the art dispatching. Customers are getting real-time updates. We use signature capture when receiving loads, an email and picture goes back to the consignee immediately.” The company also uses Drivewyze scale bypass on its devices. So the XRS platform from Omnitracs made sense for them.

US1 Logistics initially started with Rand McNally hardwired TND 760 devices, but has moved to the HD 100. “It’s tablet-based, so we can put some apps on there that will help our drivers take pictures of bills of lading and shoot them in a PDF right to our agents,” Patterson explains.

However, Integrated Risk Solutions’ Seidl cautions that there are some things to keep in mind before deciding on such a system. Cell phones and consumer-grade tablets, he says, are not as durable as most purpose-built ELD or in-cab computer systems. Some systems require a subscription to the ELD service on top of your regular data plan for the device. How often will you have to buy new batteries and chargers? What happens to your ELD compliance if the battery’s dead, or the driver leaves it on the table at a truckstop? Do you have measures in place to prevent the use of that device while the truck is moving?

“What happens in a dead spot?” asks Mark Haslam, CEO and founder of DriverTech. “If you’re using a portable device that can move with the driver outside the cab, you do have a much higher risk if you lose the device or drop the device and damage it or if your battery goes dead – at that point you might not be compliant.”

11. Fleets should develop policies and procedures.

Before you actually put ELDs in the trucks, recommends Keller’s Bray, take time to develop the company’s policies related to electronic logs. What are you going to require of your drivers, based on the options available? How are you going to audit for false entries or missing information? Who is going to deal with unassigned driving time? Who is going to audit edits? What are you going to do with the first driver caught falsifying (either deliberately not logging in or making an edit that leads to a false record) or tampering (such as breaking a device or using someone else’s log in)? Who is going to counsel, correct, and discipline the drivers if there are problems?

Haslam recommends designating a few people at your fleet who are going to be the lead on ELD implementation. “You want to pick folks in the fleet that have longevity and are going to be there and have a great understanding of how the hours of service works,” he says. “You want to bring them up to speed on the ELD system [so they can train others in the company], but you also want to create a good feedback loop so drivers who are having issues know who to contact at the fleet – and that person at the fleet has a direct line to the ELD vendor.”

12. Drivers may be both harder and easier than you think.

It takes time to train your drivers on ELDs, especially if they’ve only used paper logbooks.

“The first hurdle is driver buy in,” Beal says. “A lot of bigger fleets will tell you their drivers love it, and they’re not lying. It does take work out of the driver’s hands that’s not compensated. It also kind of gives the driver a bit of leverage when dealing with dispatch — you really can’t force me to work 90 hours a week because it’s visible.”

However, there is a learning curve before drivers get to that point.

“The key is to train the drivers on the system as the system is coming on line so there is not a long lag time between the training and the driver actually starting to use it,” recommends Keller’s Bray. The training needs to include normal use, special use, requesting/making edits, common problems (and solutions), what to do if the device fails, and setting the device up for roadside inspection. The training should involve live training using an actual device.

Ohio-based auto hauler Moore Transport implemented electronic logs in the past two years using the Omnitracs 50 in-cab system. Treasure Phillippi, safety supervisor, put together step-by-step instructions on paper, some 30 pages’ worth with screen shots. “After a week or two they don’t have any problems.”

Moore implemented the electronic logs with groups of 10 drivers at a time, running concurrent paper logs and e-logs during the transition period. Some dragged their feet but soon asked if they could quit running paper logs and move entirely to electronic.

While some fleets have had success with phasing in ELDs gradually, Gorilla Safety believes starting with too few drivers can be a mistake. “Too often, we come across a fleet that wants to use ELDs on one or two trucks before they go all-in. To be successful in the integration of a system, the fleets must commit a full location or terminal to the process. This will allow users to learn from one another and build the internal processes necessary for success.”

13. There will be some changes in roadside enforcement.

“Is enforcement going to be ready for this?” asks PeopleNet’s Witty. “I think like every other rules change there’s going to be a period of adjustment…. I think there’s going to a be a learning curve, technology challenges, when you go from four or 10 systems to 25 or whatever the number’s going to be with these vendors coming out of the woodwork.”

ELDs must support one of two options for electronic data transfer of the hours of service information from the ELD to enforcement officials. The first option is a “telematics” transfer type ELD. At a minimum, it must electronically transfer data to an authorized safety official on demand via wireless Web services and email. The second option is a “local” transfer type ELD. At a minimum, it must electronically transfer data to an authorized safety official on demand via USB2.0 and Bluetooth. In addition, a driver must be able to give the officer either a printout of the logs, or be able to hand the officer the ELD display. However, it’s unknown when or how many enforcement officials will be using the electronic transfer functions, especially at first.

Seidl, the former enforcement officer, predicts that while enforcement officials are getting up to speed on ELDs, the biggest hours of service violation at roadside inspections will be failing to have a device instruction card and blank paper log books in the cab as required by the regulation. In addition, the new ELD rule, he says, requires additional information than what was required under the AOBRD rule. “So if you have an old card, you’re going to be in violation for using a card without all the information.”

And what if the ELD quits working? Under the current optional AOBRD rules, a driver can go back to paper logs for as long as it takes to get it repaired or replaced. But if an ELD breaks, the driver has only eight days to repair or replace it.

“They can keep paper logs for eight days, but that’s the max,” Cuthbertson says. “I don’t care if your’e a two-truck fleet or a 1,000-truck fleet, you need a process to get those items repaired within eight days.”

14. You may need to make adjustments to avoid a productivity hit.

“I think the good providers, the ones that execute well, can expect 3% to 5% productivity loss,” says Ryder’s Diez. “Those are carriers that have good programs in place already. But if you’re not prepared you could see in excess of that.”

Carriers we spoke with, however, say once drivers get through the initial adjustment, they can actually become more productive on e-logs.

“Even on paper logs you can still only work 14 hours a day,” Phillippi says. “I actually have drivers who are more productive with electronic logs. Before if they stopped to use the bathroom and it took 7 minutes, it showed 15. Now it only shows 7 minutes.”

“We have actually not seen our productivity drop off a bit,” says US1 Logistics’ Patterson. “It boils down to the operations side working with the driver, going into the portal and seeing when a driver started his day and try to manage his hours better.”

One problem some fleets will have is shippers who are used to fleets fudging on logs and pushing drivers to exceed hours of service to meet customer demands.

“Shippers are a bigger problems than drivers in my opinion,” Beal says. “Now at least the carrier’s got a little bit of backing from the federal government when they say they can’t have this trailer in Little Rock by tomorrow morning.”

TCA’s Heller also believes the ELD mandate will help carriers in pushing customers to work with them on loading and unloading delays. “Detention numbers can’t be fudged anymore,” he says. “When a driver says he’s waiting to get loaded, it’ll show down to the latitude and longitude and amount of time they were there. Obviously the hope is it improves dialogue between shipper and carrier to get drivers to do what they really need to do, and that’s drive.”

CORRECTION: The original print version of this article incorrectly cited 13 points when there are actually 14.


  1. 1. James Callaway [ March 19, 2017 @ 05:44AM ]

    Has anyone seen what is going to happen if you dont run a ELD ?

  2. 2. steve [ March 20, 2017 @ 04:53AM ]

    I think it would be to the country"s benefit to track investments of all politicians their family and friends. So,them first ! Let's track them.

  3. 3. jstephens [ March 20, 2017 @ 05:30AM ]

    The last information I heard was that unless you are running older exempt trucks, the truck will be placed OOS anytime they are caught running without an ELD / AOBRD. That leads to the assumption that an ELD would have to be installed before the truck could move again.

  4. 4. Steve P [ March 20, 2017 @ 05:38AM ]

    They say you have no options. You do have options,just do as some of the rest and tell them To F Off. That is my other option.And I am going to use it.

  5. 5. SAM [ March 20, 2017 @ 07:45AM ]


  6. 6. Kenny Scott [ March 20, 2017 @ 09:01AM ]

    There will be a strike with out a strike. 90 percent of shippers and receivers are worst at getting trucks loaded and empty. The food that counts will get no where. The Fmcsa ignorance will be shown.

  7. 7. Shane [ March 21, 2017 @ 07:01AM ]

    the days of shippers using FCFS, and then sitting drivers for hours, are ending. This is the BEST solution for this specific issue in the industry. Now shippers and receivers had better have the ducks in a row or begin paying detention after the standard 2 hours "free time". I'd guess by June of 2018 drivers will begin to reap rewards of shorter dwell time at the customer, without compensation, but it will also mean, you'd better make damn sure you can prove you were ON TIME for your appointments. Watch out for tricky "check in policy or procedures" as an escape hatch for those attempting to skirt around their own inefficiency!

  8. 8. D Julian [ March 21, 2017 @ 09:55PM ]

    I am so sick and tired of hearing all the whining and crying. All of you never got it through your head if you don't stand together you'll swing separately!! how long is it going to take for you to realize that. You all forgot the reason you started driving a truck in the beginning. do you remember ? Let me try to refresh your memory. Didn't you want your own equipment and the freedom to pick and choose what you do and when you do it. and to be independent standing on your own two feet. Making a good living for your family. And having a bright future. And now Pinocchio you're complaining about all the strings that are tying you up and yet you're the one that put the strings on yourself so I'm sorry I really have no empathy for you you've done it to yourself if you don't stand together you'll swing alone so Pinocchio I'm sorry this is your life now.

  9. 9. Ron [ March 22, 2017 @ 07:25AM ]

    Here's the 15th thing truckers and trucking companies should know:

    This is a huge liberty-stealing overreach by the federal government. Together, we can derail the ELD plot.

    To do so would take some of the same sort of principled courage displayed by our fore-fathers in the transportation industry 250 years ago when they opposed the liberty-stealing Navigation Acts imposed on the American colonists by King George and the English Parliament.

    Most of the tradesmen, sailors and teamsters of that ear banded together in boycott of all trade to and from England. It was inconvenient. It cost them money. It cost some of them their lives.

    But with their sacrifice, they purchased our liberty!

    These men pledged their "Lives, fortunes, and sacred honor." -- and we are the beneficiaries.

    The entire trucking industry has the same opportunity and DUTY to do the same thing today -- for our sake, and the sake of future generations.

    It would not take many days of an industry wide shut-down to convince Congress to repeal the ELD mandate. Even the threat would probably do the trick.

    And if not an industry-wide shutdown, at least refuse to deliver to any government destinations.

    Just do it!

  10. 10. Carlton [ March 22, 2017 @ 11:05AM ]

    this is the biggest BS news article I ever read. I haul farm product and they cannot get enough trucks now and when this comes in effect, most of the people I work with are older folks and say they will quit and I am going to quit also. I wonder if big companies will go to farms and work with them. this will be biggest job killer ever.

  11. 11. Bubba [ March 31, 2017 @ 08:31AM ]

    ELDs should help support a better life for OOs and Drivers. It will reduce capacity and carriers who are running illegal. The guys that run Chicago to NY in one day are just driving down prices/rates. ELDs will put more money in your pockets and provide better quality when in the cab.

  12. 12. gary [ April 15, 2017 @ 08:51AM ]

    bubba drank the coolade , or hes high, or maybe a new breed drive,

  13. 13. Chuck [ April 17, 2017 @ 01:15PM ]

    Apparently, Bubba needs to learn how to do 2nd grade math. Chicago to NYC is about 800 miles. At 65mph that's only about 13 hours. Learn how to do a log book Bubba. That's 23 hours with your break time included.

  14. 14. Clay Wundah [ April 30, 2017 @ 10:46AM ]

    The real problem is the current HOS, which cheats drivers. The solution is is to rewrite them. Instead of irregular days and hours to drive, the work day should be set as 10 hours driving each and every day. Forget the odd 70/8day nonsense. This alone would smooth out the driving day. In addition, the non-paid hours worked per day, no matter how many, need to be paid by the hour, the particular hourly rate to be determined by the rate per mile for an hours travel time divided by 60 minutes. Suddenly, all hours worked in a drivers 14 hour day, are paid for, at the same rate, which immediately establishes a reliable weekly steady income for a driver and removes the pressure of adjusting logs for economic survival. Dang ain't I just the clever one? But then again, Omni and friends couldn't charge air time either. Now, THAT in itself would be worth it.

  15. 15. Oldtimer [ May 02, 2017 @ 06:14AM ]

    Union employee stay at work ( do not want you to loose your job and benefits) and rest of us on Dec 17 stay home till Jan 17 2018. No strike, just a vacation for a month and then you'll see how they change their tune. Question is, how many of you can stay at home for a month without pay? That is a problem that U work from pay check to pay check and that is a shame and that is my proposal will never work. I tried in 1984 deregulation time and nothing happened. We ( drivers ) should be in control off trucking, specially with shortage of drivers, thanx for reading

  16. 16. Russ [ May 30, 2017 @ 08:27AM ]

    In order to comply the ELDs have to have GPS tracking which I don't know how that is still going to be legal when we spend over half of our day out of cell phone coverage so when we login or show a change of Duty status the log shows us about 100 miles away from where we actually are, there are a lot of dead spots out west and throughout the country I don't know how any ELD will meet the criteria for the new law unless they have satellite service, ore ELD service is through omnitracs and it does not keep accurate locations in dead zones

  17. 17. Geoff [ June 20, 2017 @ 05:49AM ]

    according to

    Device specifications

    ELDs that meet the minimum standards spelled out in the rule will not be required to track a vehicle or a driver in real-time. They also will not be required to include driver-carrier communication capabilities.

    They must, however, be able to automatically record date, time and location information; engine hours; vehicle miles; and ID information of the driver using the device.

    The devices must sync with its corresponding vehicle’s engine to record engine on and off time.

    The rule also requires compliant devices to be able to transfer data during roadside inspections “on-demand,” via either a wireless Web-based services, email, USB 2.0 or Bluetooth. The rule also stipulates that the ELDs “present a graph grid of a driver’s daily duty status changes either” on the units themselves or in printouts.

  18. 18. James Rapp [ June 21, 2017 @ 10:59AM ]

    Driver training on ELDs does not have to be difficult for the Fleet manager or the drivers. GuideMe and LiveGuides from Aetherpal can deliver on demand, on device immediate guides to the driver via a small application that also offers remote support (view/control) for the head office to connect to the drivers device when needed for support. LiveGuides overlay your ELD and Mobile APPs in Android and allow an untrained user to complete tasks in APPs they are not familiar with, error free. Give me a call at 732-371-8330 to see which ELDs are offering GuideMe/LiveGuides today or if you would like to test drive for your fleet. We build custom guides in just 10 minutes with access to your APP or ELD. Assemble a library of self help guides for the device, APPs and any other function. Jim Rapp

  19. 19. Bob Carroll [ July 19, 2017 @ 10:57AM ]

    Looking at this all I can see is away for people to make money and not for safety. When NAFTA was passed the government said that all Mexican carriers would have to run on board recorders. But the government paid for them so they owned the data. Now the government wants us to use them and we have to pay for them, so that should make the owner of the device the only one that can accesses the data without a search warrant.

    Now anyone who can make a device can charge you for one and no one can guarantee it is in compliance. They sell a huge number of them make all that money and the owner of the device is responsible if it falls out of compliance. Then just like Idle Air and and the stand alone elec. power they go out of business and you are left having to purchase something

    JJKeller log auditing program when that came out as the Regulations changed, had to pay more every time the rules changed when the government couldn't make up their mind on what the regs were going to be.

    Enforcement will be easier because the cops will only have to go by what the computer says right or wrong. With a paper log they have a problem as to if it is a true an accurate statement, but by the computer that is never wrong they will believe that before they believe a driver.

    Give us the same as polticians who never lie.

  20. 20. Curt [ July 26, 2017 @ 08:58PM ]

    Just corporations buying politicians ATS to kick small out off business

  21. 21. Don [ August 01, 2017 @ 03:50PM ]

    I second the F-OFF. After 39 years there going to push me into ELDs and all the rest of the electronics. I don't think so. Unfortunately there going to push me into early retirement. That's to bad. Trucking Use to be a great job. I'd like to know the real reason the big companies are pushing this garbage. I must have been a thorn in there profits. Good luck you younger people.

  22. 22. Don [ August 01, 2017 @ 03:54PM ]

    Don't forget to take a couple of weeks off on Dec. 17th. At leased!!!

  23. 23. Don [ August 01, 2017 @ 03:55PM ]

    Sorry at least. See perfect example of electronics.

  24. 24. Dennis [ August 06, 2017 @ 02:20PM ]

    To all you old truck drivers out there....thanks for your service. ELD's are easy to work with and force companies and drivers to comply with the law.

    My son was struck head on by a truck driver in Wyoming who had fallen asleep at the wheel. The O/O had "cooked" his logs and had three different books.

    My son is now unable to support his family because of his disabilities. He's 26 years old. His co-driver was killed in the impact.

    Cuss ELD's all you want but it will make the roads safer. The problem is not with the big companies or the drivers it is with the shippers/receivers that hold drivers for hours to load and unload them. The problem is lack of parking across the nation. The problem is cheap freight which causes drivers to push it to the limit just to make a decent living.

    It's not ELD's. For all you old guys out there not willing to conform you will be missed. I appreciate you helping to increase the freight rate so I don't have to run as hard to feed the family.

  25. 25. Kevin F Wilbur [ August 17, 2017 @ 05:00PM ]

    STRIKE..............SHUT IT DOWN.

  26. 26. Raul [ August 19, 2017 @ 09:27AM ]

    Traffic jams and waiting for a load how do i make money working on cpm

  27. 27. Steve [ September 14, 2017 @ 06:38AM ]

    I just participated in a FMSCA Q&A on Sept. 13, 2017. The "fear" of being tracked as so many say is not viable. You aren't being tracked, you just simply will not do a paper log any longer, it will be digitalized in the form of an electronic log. The fight against these Eld's is simply because of drivers "fudging" their paper logs and "cheating" and now they will not be able to do that any more. That's it. There is nothing new no new regulations imposed or anything, its simply an electronic log instead of paper.

  28. 28. Cori Callaway [ September 14, 2017 @ 09:21AM ]

    Has anyone looked into Fleetmatics or Verizon? They keep calling and I haven't had the time to look. Any experience would be appreciated

  29. 29. Jessie W. [ September 18, 2017 @ 05:43AM ]

    Hey all. Although I am not a truck driver, I am very familiar with most aspects of the position. I've been working in payroll for a Trucking Company for a while now. In my spare time, I try to buff up on trucking knowledge through websites like this. I read A LOT. My main concern is the strike aspect... I would HATE to see good hard working people lose their jobs right now. And I say that because I think it's inevitable that a lot of the major corporation customers, will switch to autonomous truck deliveries.
    If and when there is a strike- these business will use that opportunity to switch and test the results. It's already happening with WalMart and even Budweiser deliveries.
    I hate to suggest you all swallow your pride- but I think it's for the best. Autonomous vehicles are going to happen. The wealthier companies will be the ones who can afford to test them first. I don't want you all to give them a reason to do so any earlier than need be.
    Soon after, smaller trucking companies will follow suit should their drivers choose to strike. You would be giving them no choice. Outsourcing our jobs is one things. Being replaced by automated vehicles is another.
    My company is almost fully switched over to ELDs. On my end (the paper-pusher), it does help a lot. Less paperwork, less fault and error in adding and hand tracking logs. Most of the good responses I get from my drivers usually come from our younger drivers. Our older population of employees HATES IT. A few have even chosen early retirement because of the ELDs.
    And this is the second CON I see happening. Our veteran truck drivers will refuse- the younger generation will not. You older more experienced truck drivers should not allow yourselves to be replaced by a less experienced youth. Learn the dumb ELD. Allow yourselves to keep your integrity and save your jobs! Don't complete 3/4ths of the race and give up at the end.
    If you can't do that- expect the young kids and automated vehicles to take those j

  30. 30. Mike B [ September 21, 2017 @ 07:38AM ]

    Think I'll just go fishen ride my horse think about it see what happens if I unloaded tarp chains and straps and put away and reloaded and now I've got a 600 mile run humm OK so now I'm looking at 2 days BS or maybe I'm 100 miles from home been gone for a month now I've got to take a 34 yep I think I'm gonna go fishing

  31. 31. Little Debbie [ September 26, 2017 @ 08:22PM ]

    I wonder if any ELD devices are bilingual? My guess is no. Does this mean I-5 rest areas and all the rural off ramps will turn into a three ring circus? I can hear that womans' electronic voice echoing throughout the rest area; "YOU have ONE minute of DRIVE time!!" "YOU are in VIOLATION!!! YOU have no DRIVE time!!!" Ah yes, Warm Smell Eucalyptus; and YOU HAVE NO DRIVE TIME!! Comprendez?

  32. 32. J Munoz [ October 11, 2017 @ 01:26PM ]

    A computer based system that covers ELD features is a much more reliable option. Its a CapEx solution but if you are looking for just telematics and not video surveillance, something like this could be a fit <a href="">telematics vehicle computers</a>
    Various industry fleets are already using these type of devices with purpose built software

  33. 33. Larry [ October 25, 2017 @ 08:43AM ]

    31 yrs driving on paper log makes me less then eager to join in on this E Log nonsense but as we can see drivers are not being asked just as usual,told you will do this or else. Loose the 14 hr rule and E Logs wd be a great idea. Prime example wd today, my del appointment was 7am 16 miles away is my reload. Arrived at shipper at 8:23am. FREIGHT sitting on the dock but apparently the paperwork won't be completed until 1 pm. So 16 miles driving 27min. And I'm getting royally screwed on my 14 hr rule. TELL ME OLE WISE ONE JUST HOW IS THIS FAIR. I cannot wait until may 18th 2020 and you can shove this job up your ass. On paper this is a grand idea but reality is a bitch,take your suit and tie off and join the working man/woman's world and then tell me how you enjoy being 100 miles from home while you sit for 34 hrs. Then you get to drop n hook and leave again,but as a so call professional you wd have planeed better,Iv heard enough of that stupid statement to last me a life time

  34. 34. Ray [ October 29, 2017 @ 12:17PM ]

    Is this BS a law passed by congress or just made up in the mind of a mental midget in the DOT ?

  35. 35. Christopher Mccoy [ November 05, 2017 @ 04:36AM ]

    Has nothing to do with safety as they would lead you to believe. It's all about control or they would drop the 14 hour rule.

  36. 36. Jeremy Holmes [ November 06, 2017 @ 07:11AM ]


  37. 37. Megan hegler [ November 08, 2017 @ 11:29AM ]

    Corrie Calloway.. I have experience with it. I work for Fleetmatics a Verizon company I would be happy to talk with you!

  38. 38. Alexander Shatravka [ November 18, 2017 @ 06:03PM ]

    US Government wants to help you.

    No! US Government wants to kill me forcing to install ELD on my truck from Desember 18 2017. Now I will have to sleep in the daytime while I can find a parking lot for the truck. However, I can not sleep during the day time. I will be forced to drive the tructor trailer at night, when I want to sleep very much, in bad weather with snow and ice and when it is impossible to find a parking lot.The government wants to kill me and make my track insecure for people on the road. The government calls this ELD a concern for drivers and safety.

  39. 39. Rigoberto Rangel [ November 25, 2017 @ 08:46AM ]

    Now this rules/mandates are way too much control over our trucks and our drivers, how did we allowed this to happen? Unless the government is going to give us a tax cut for assigning those would be unaccounted mileage in the trucks, then they should back off, they have no business snooping around, if the truck needs to be moved? It will be moved there's no reason to assign a driver for 2-3 miles. This is BS

  40. 40. mojones [ November 25, 2017 @ 10:41AM ]

    this is 2 links that describes most of it..

  41. 41. Ryan [ December 05, 2017 @ 05:59PM ]

    BOOOO HOOOOO.. I been on elogs for several years and have had no problem making my loads on time or finding places to park and sleep while still making great money.. Times change and to be honest half u dumb fucks shouldn't even be driving a rig.. Texting on ur damn phone and swerving all over the damn road.. Get over it or get a new job. Tired of hearing u cry babies complaining on the radio... If u run legal u should have no problem running the elogs.

  42. 42. Kent Holcombe [ December 13, 2017 @ 10:11AM ]

    You are some crazy MF. I hope to see you at a truck stop so I can knock you the fuck out

  43. 43. Tammy [ December 15, 2017 @ 07:16AM ]

    I just want to say that if the Fredral is going to run the show! Then the driver should get Fedral pay the people that are making these rules probably haven't even drove a truck!!! WAF JOKE😡

  44. 44. Akashdeep [ December 19, 2017 @ 11:12AM ]

    I want you all to read this message expecially these stupid government get out if your little cabins and come to the real world Why don't you try and be a truck driver you'll see hard it is staying away from your family trying to live a good live, bringing in money so your family doesn't starve to death and you guys say you worked hard for your money my ass truck work there ass off they only way you get your supplies it is by truck drivers if all of the truckING industry goes on strike you all will die of starvation you understand why do u think Obama do this law because he know their were more cons than pros. By putting this eld into trucks and making truck driving life hell you will regret trust me

  45. 45. Bareback [ December 23, 2017 @ 07:33PM ]

    I haul over size loads that sometimes takes hours to load then sit for more hours waiting on permits from the government, so if I start loading at 9:am get loaded by noon and then by 2:pm get my permit and half to be off the road by 5:pm then I have only drove 3 hours today ,start my 10 off .I'm ready to go back on duty at 3:am but can't drive till 6:30 am so please so me how I make money like legal size loads ,someone please show me a eld ,that fits for over size loads ,I'm old school and not good at this

  46. 46. MyOpinion [ January 02, 2018 @ 07:52PM ]

    Tammy it's spelled FEDERAL.

  47. 47. chinaseapirate [ January 04, 2018 @ 04:52AM ]

    small company truck owners just need to buy pre 1980 trucks. simple as that. Infact you can have 1 new truck for every 3 old ones. A "regulated" truck can drive with a permanently broken ELD. It just needs a new driver every 8 days.

  48. 48. chinaseapirate [ January 04, 2018 @ 05:13AM ]

    I meant pre 2000 trucks. I have an 1980 Peterbuilt. I just got confused. Easiest way around log book violations is don't drive into a check station.That way you can restart your 70 or 14 hours anytime you want...This doesn't work to well during your company inspection, but you can still just buy a new MC # for $300 bucks...sometimes only $80. I gave up even attempting compliance when I was told I had to enroll MYSELF into a drug compliance program... like I don't know myself f I am on drugs or not? Fire all Feds and donate their salaries to accident victims. A simplified "safety enforcement program" would be 1 accident your license suspened 3 months. 2nd accident - 2years. 3rd accident -life. double if any injuries or fatalities occur. Existing criminal penalties apply also if DUI or DWI. All the regs are a sham and unrelated to safety. Some drivers can drive 16 hours straight others.The accident suspensions will shape everything up automatically. Why penalize safe drivers just to hire more idiots on the road? Insanity.

  49. 49. Earl Putnal [ February 28, 2018 @ 04:08PM ]

    Buying older trucks. Is a good plan. But what are you gonna use them for when the EPA deregulates pre 2000 trucks? Because right now. They're discussing legislation to eliminate pre 2000 vehicles hauling interstate commerce of any type.

  50. 50. David anderson [ March 19, 2018 @ 10:33PM ]

    I think you people make in this stupid law needs come set and a truck for a month and drive before you start making laws that you don't know nothing about I'm a truck driver I've been driving for 15 years and this is the dumbest law I've ever heard in my life


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