Download PDF Version of: Logbook Examples | Driver's Daily Log Table of ContentsHours
of Service Logbook Examples. Property-Carrying
CMV Examples. Passenger-Carrying
CMV Examples. Introduction. Property-Carrying
Vehicles. Logging
Example #1. Logging
Example #2. Logging
Example #3. Logging
Example #4. Logging
Example #5. Logging
Example #6. Logging
Example #7. Logging
Example #8. Logging
Example #9. Logging
Example #10. Logging
Example #11. Logging
Example #12. Logging
Example #13. Logging
Example #14. Logging
Example #15. Logging
Example #16. Logging
Example #17. Logging
Example #18. Logging
Example #19. Logging
Example #20. Logging
Example #21. 60/70-hour
rule example (Property and Passenger-Carrying) Passenger-Carrying
Vehicles. Logging
Example #22 (Passenger-Carrying
Vehicles) Logging
Example #23 (Passenger-Carrying
Vehicles) Logging
Example #24 (Passenger-Carrying
Vehicles) Logging
Example #25 (Passenger-Carrying
Vehicles) Refer to the following tables to find a logging example
based on a particular topic: Topic | To find a logging example(s) that includes: | Refer to example(s): |
---|
10-hour off-duty rule | 10 hours off duty
using combination of consecutive off-duty and sleeper-berth time | 2, 6, 7 | failing to obtain
10 hours off duty | 3, 4, 5, 18 | 11-hour driving limit | 11-hour rule
violations | 6, 7, 8, 11, 13, 14,
15, 16, 21 | more than 11 hours
driving per day | 17, 19, 21 | on-duty time after
11-hour limit | 1, 6, 7, 20 | returning to
compliance after violation | 7, 20, 21 | 14-hour rule | 14-hour rule
violations | 3, 4, 5, 7, 9, 11,
12, 13, 14, 15, 16, 18, 19 | effect of multiple
short breaks | 9, 16, 18, 19 | on-duty time after
14-hour limit | 1, 5, 6, 7, 20 | returning to
compliance after violation | 7, 18, 19, 20, 21 | effect of 8-hour
sleeper-berth period | 8, 9, 10, 11, 12, 21 | Sleeper berth | sleeper-berth
provision: proper use | 10, 12, 14, 16, 17,
19 | sleeper-berth
provision: improper use | 11, 13, 15, 20 | sleeper-berth
periods of less than 8 hours | 7 | single
sleeper-berth period of 8 or more hours | 8 | multiple 8-hour
sleeper-berth periods | 21 | multiple short
breaks | 16, 20 | failing to obtain
at least 8 consecutive hours in sleeper berth | 5, 7, 13, 20 | 60/70-hour rule | explanation of
60/70-hour rule | Page 27 |
Topic | To find a logging example(s) that includes: | Refer to example(s): |
---|
8-hour off-duty rule | 8 hours off duty
using combination of consecutive off-duty and sleeper-berth time | 22 | off-duty periods
of less than 8 hours | 23 | 10-hour driving limit | 10-hour rule
violations | 25 | more than 10 hours
driving per day | 22 | 15-hour rule | 15-hour rule violations | 24 | effect of multiple
short breaks | 24, 25 | on-duty time after
15-hour limit | 23, 24 | 60/70-hour rule | explanation of
60/70-hour rule | Page 27 |
Listed below are 25 examples
of the Federal hours-of-service rules in action. Each example includes: - One or two
completed grids from a driver's Record of Duty Status (log) (where there
are two consecutive logs, the labels Day 1 and Day 2 are used to tell
the two days apart);
- A brief
description of any violations that may exist;
- An in-depth explanation
of the hours-of-service rules as they apply to the sample log(s); and
- For some of
the examples, a discussion of what the driver could have done differently
to avoid the violation(s).
Each blue horizontal
line drawn within each log grid is labeled with the number of consecutive hours
the driver spent in that duty status: ![Log grid close-up](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image002.gif)
A red flag,
labeled with a particular hours-of-service rule, is used to indicate the point
at which the driver went into violation of that rule. The violation continues
until the driver stops driving a commercial motor vehicle (CMV): ![Log grid close-up](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image004.gif) Finally, an arrow
labeled CP is used to indicate various Calculation Points, such as CP#1,
CP#2, etc. A calculation point is the time of day at which a driver of a
property-carrying CMV would begin to
count his or her driving and/or on-duty time so as to calculate compliance with
the driving and/or on-duty limits. A calculation point would normally appear
after a 10-hour break or equivalent: ![Log grid close-up](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image006.gif)
When reviewing the following
examples, you can assume that the driver had at least 10 consecutive hours off duty before the start of each Day 1 or
standalone log. The examples are
divided into two sets: some for drivers of property-carrying vehicles and some
for drivers of passenger-carrying vehicles. For more information
on the hours-of-service rules or how to complete a log, refer to the Interstate Truck Drivers Guide to Hours of
Service or the Interstate Motorcoach
Drivers Guide to Hours of Service. NOTE: The
following log examples focus on the 11- and 14-hour rules for drivers of
property-carrying CMVs and the 10- and 15-hour rules for drivers of
passenger-carrying CMVs. They do not address any exceptions or special
circumstances that may affect how those rules are applied. Except for one, the
examples also do not address violations of the 60- or 70-hour limits, which require
drivers to stop driving a CMV upon accumulating 60 or 70 on-duty hours over a
period of 7 or 8 consecutive days, respectively. You must take these rules into
consideration when reviewing actual logs. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image008.gif)
Violations: There are no violations. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver was eligible to drive for up to 11 hours beginning at 4:00 a.m. (CP#1). The
driver drove only 6 hours, within the limit. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the driver
had 14 hours available beginning at 4:00 a.m. (CP#1). The driver stopped
driving a commercial motor vehicle (CMV) upon reaching the 14-hour limit at
6:00 p.m., so there are no violations. NOTE: You may
continue to work and/or drive a non-commercial motor vehicle after reaching the
14-hour limit, as long as you do not drive a CMV. After 6:00 p.m., this driver
would need 10 consecutive hours off duty before again driving a CMV. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image010.gif)
Violations: There are no violations. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver was eligible to drive for up to 11 hours beginning at midnight (CP#1). The
driver drove for 5 hours before obtaining 10 consecutive hours off duty (using
a combination of consecutive off-duty
and sleeper-berth time). This 10-hour break moves the calculation point to 3:00
p.m. (CP#2), at which point the driver had another 11 hours available. Because
the driver then drove for only 9 hours, there are no violations. NOTE: A driver may
accumulate 10 consecutive hours of rest using any combination of sleeper-berth
and off-duty time, as long as all the time is consecutive. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the driver
had 14 hours available beginning at midnight (CP#1). The driver accumulated
just 5 on-duty hours before going off duty for another 10 consecutive hours.
The calculation point then moves to 3:00 p.m. (CP#2), and after that point the
driver accumulated 9 hours on duty, within the limits. NOTE: A driver may
accumulate 10 consecutive hours of rest using any combination of sleeper-berth
and off-duty time, as long as all the time is consecutive. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image012.gif)
Violations: There is a 14-hour rule violation from 9:00 p.m. 10:00 p.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver was eligible to drive for up to 11 hours beginning at 2:00 a.m. (CP#1). The
driver drove for just 1 hour. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the driver
had 14 hours available beginning at 2:00 a.m. (CP#1). Because the 14-hour
calculation includes all off-duty time of less than 10 consecutive hours, all
of this drivers time between 2:00 a.m. and 10:00 p.m. is included in the
calculation. The driver reached the 14-hour limit at 4:00 p.m. and violated the
14-hour rule at 9:00 p.m. by driving a CMV past the 14-hour duty limit. NOTE: Even though
this driver had 10 hours off duty during the day and only drove for 1 hour,
that hour of driving was done in violation of the 14-hour rule. The driver did
not obtain another 10 consecutive hours off duty, so the calculation point does
not change and the 9-hour break must be included in the calculation of the
14-hour limit. After 10:00 p.m., the driver must be off duty for at least 10 consecutive
hours, or in a sleeper berth for at least 8 consecutive hours, before driving
again. To remain in compliance: The driver should not have driven after 4:00
p.m., the 14-hour limit. If he or she had gone into a sleeper berth for the
9-hour break, that break would have been excluded from the 14-hour calculation
and the driver would have remained in compliance. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image014.gif)
Violations: There is a 14-hour rule violation from 5:00 p.m. 10:00 p.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver had 11 hours of driving time available at 2:00 a.m. (CP#1). The driver
completed 11 hours of driving by 10:00 p.m. and went off duty, so there were no
violations of the 11-hour rule. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the
driver had 14 hours available at 2:00 a.m. (CP#1). The driver reached the
14-hour limit at 4:00 p.m. and violated the rules by driving an additional 5 hours without first obtaining either: - 10
consecutive hours off duty; or
- 8 consecutive hours in a sleeper berth.
To remain in compliance: The driver should have either: - Obtained one
additional hour off duty or in the sleeper berth in the middle of the day
(for a total of 10 consecutive hours off duty), or
- Remained in
the sleeper berth for 8 consecutive hours, rather than only 7.
Had the driver
remained in the sleeper for 8 consecutive hours, that 8-hour sleeper period
would have been excluded from the 14-hour calculation and the driver would have
remained in compliance. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image016.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image018.gif)
Violations: There is a 14-hour rule violation from 5:00 a.m. 8:00 a.m. on Day 2. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver was eligible to drive for up to 11 hours at 5:00 a.m. on Day 1 (CP#1). Before
obtaining another 10-consecutive-hour break (beginning at 9:00 a.m. on Day 2),
he or she drove for only 7 hours, well within the limit. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the driver
had 14 hours available at 5:00 a.m. on Day 1 (CP#1). The 14-hour
calculation includes: - All off-duty
time of less than 10 consecutive hours;
- All
sleeper-berth time of less than 8 hours; and
- All on-duty
and driving time.
Therefore, the
driver reached the 14-hour limit at 7:00 p.m. on Day 1, and the violation began
when the driver drove a CMV at 5:00 a.m. on Day 2. NOTE: Although
this driver had 15½ hours off duty between 9:00 a.m. on Day 1 and 1:00 a.m. on
Day 2, that off-duty time was interrupted by a period of 30 minutes on duty
(3:00 p.m. on Day 1). Therefore, both the 6-hour sleeper-berth period and the 9½-hour
off-duty period are included in the 14-hour calculation (the calculation point
does not change from CP#1). In addition, note that the driver can legally work
after reaching the 14-hour limit, but cannot drive a commercial motor vehicle. To remain in compliance: The driver should not have gone on duty from
3:00 p.m. 3:30 p.m. on Day 1, or should have remained off duty from 1:00 a.m.
1:30 a.m. on Day 2, in order to get 10 consecutive hours of off-duty time. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image020.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image022.gif)
Violations: There is an 11-hour rule violation on Day 2 from 11:00 p.m. until
midnight. Explanation 11-Hour Limit: After 10 consecutive hours off duty using a
combination of off-duty and sleeper-berth time, the driver was eligible to
drive for up to 11 hours beginning at 10:00 a.m. on Day 1 (CP#1). By 11:00
p.m., the driver had no more driving hours available, but continued to work for
3 hours. On Day 2, the driver got another 10 consecutive hours off duty, moving
the calculation point to noon on Day 2 (CP#2). At CP#2, the driver had 11 hours
of driving time available. The driver violated the 11-hour rule by driving one
hour beyond the 11-hour limit at 11:00 p.m. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the
driver had 14 hours available at 10:00 a.m. on Day 1 (CP#1). The driver reached
the 14-hour limit at midnight (note that the 2-hour sleeper-berth period is
included in the 14-hour calculation). Though the driver was not eligible to
drive a CMV after midnight, he or she was able to continue working without
violation. Then, after getting 10 consecutive hours off-duty on Day 2, the
14-hour calculation point moved to noon on Day 2 (CP#2), at which point the
driver had 14 hours available again. NOTE: The 8-hour
sleeper-berth period that begins at 2:00 a.m. on Day 1 is part of a longer
break of at least 10 consecutive hours, so it does not enable the driver to use
the sleeper-berth provision. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image024.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image026.gif)
Violations: On Day 2, there is an 11-hour rule violation from 11:00 p.m.
midnight and a 14-hour rule violation from 1:00 a.m. 2:00 a.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty using a
combination of off-duty and sleeper-berth time, the driver was eligible to
drive for up to 11 hours at 10:00 a.m. on Day 1 (CP#1). By 2:00 a.m. on Day 2,
the driver had driven 9 hours. By obtaining 10 consecutive hours off duty on
Day 2, the 11-hour calculation point moved to noon on Day 2 (CP#2), at which
point the driver had 11 hours of driving time available again. The driver
violated the 11-hour rule by driving beyond the 11-hour limit at 11:00 p.m. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the
driver had 14 hours available at 10:00 a.m. on Day 1 (CP#1). The driver reached
the 14-hour limit at midnight (the 5-hour sleeper-berth period is included in
the 14-hour calculation because it was less than 8 hours). Though the driver
was not eligible to drive a CMV after midnight, he or she was able to continue
working (on-duty (not driving)) without violation, which was done for 1 hour.
The driver violated the 14-hour rule by driving a CMV at 1:00 a.m. Then, after
10 consecutive hours off duty, the 14-hour calculation point moved to noon on
Day 2 (CP#2), at which point the driver had 14 hours available to work again. NOTE: The 8-hour
sleeper-berth period that begins at 2:00 a.m. on Day 1 is part of a longer
break of at least 10 consecutive hours, so it does not affect use of the sleeper-berth
provision. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image028.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image030.gif)
Violations: There is an 11-hour rule violation from 5:00 a.m. 6:00 a.m. on Day
2. Explanation 11-Hour Limit: After 10 hours off, the driver had 11 hours
of driving time available at 10:00 a.m. (CP#1) on Day 1. At the end of the day,
the driver had 2 hours remaining and, without a valid 10-hour break, the driver
violated the 11-hour limit by driving an additional 1 hour, at 5 a.m. on Day 2. NOTE: The driver
had 8 consecutive hours in the sleeper berth, but that break does not give the
driver any extra driving time (that is, it does not change the calculation
point). In addition, the driver cannot use the sleeper-berth provision because
he or she did not obtain the equivalent of 10 hours of rest by getting a
combination of at least 8 (but less than 10) consecutive hours in a sleeper
berth and another break of at least 2 (but less than 10) consecutive hours. Explanation 14-Hour Limit: Calculation of the 14-hour limit begins at
10:00 a.m. on Day 1 (CP#1). The driver used 9 of 14 hours on Day 1. Because the
driver then got at least 8 consecutive hours in a sleeper berth, that rest break is not included in the
14-hour calculation. The 14-hour calculation continues into Day 2, and at
6:00 a.m. the driver has accumulated 12 hours and has not driven a CMV past the
14-hour duty limit. NOTE: The driver
had 8 consecutive hours in the sleeper berth, but that does not change the
14-hour calculation point because the driver did not obtain a second break of
at least 2 (but less than 10) consecutive hours. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image032.gif)
Violations: There is a 14-hour rule violation from 10:00 p.m. 11:00 p.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver had 11 hours of driving time available at midnight (CP#1). The driver
completed 9 hours of driving by 11:00 p.m. and went off duty, so there are no
violations of the 11-hour rule. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the
driver had 14 hours available at midnight (CP#1). The driver used 10 of those
hours by 10:00 a.m. before entering the sleeper berth for 8 consecutive hours. The 8-hour
sleeper-berth period is excluded from the 14-hour calculation, but the 1-hour
off-duty period connected to that sleeper-berth period is not. So the 14-hour
limit was reached at 10:00 p.m., 4 hours after the end of the sleeper-berth
period, and the driver violated the rule by continuing to drive for another
hour. NOTE: If the
off-duty period from 6:00 p.m. 7:00 p.m. had been spent in a sleeper berth,
it would have been excluded from the 14-hour calculation. To remain in compliance: The driver should have either: - Stopped
driving at 10:00 p.m., or
- Remained in
the sleeper berth from 6:00 p.m. 7:00 p.m.
![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image034.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image036.gif)
Violations: There are no violations. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver was eligible to drive for up to 11 hours beginning at 10:00 a.m. on Day
1 (CP#1), but only drove 9 hours before entering the sleeper berth. With only 8
hours in the sleeper berth, the calculation point does not change, so the driver
had 2 hours remaining to drive at 3:00 a.m. on Day 2. After reaching the
11-hour limit at 5:00 a.m. on Day 2, the driver went off duty for at least 2 consecutive
hours, making him or her eligible for the sleeper-berth provision in
§395.1(g)(1) the driver accumulated at least 10 hours of rest using a
combination of at least 8 consecutive hours in the sleeper berth and another
off-duty break of at least 2 consecutive hours. This moves the calculation
point to the end of the first of the two periods of rest, or 3:00 a.m. (CP#2). With
2 hours spent driving after 3:00 a.m., the driver had 9 remaining hours by 7:00
a.m. and used only another 8 hours. NOTE: An 8-hour
sleeper-berth period, by itself, does not provide additional driving time, but
it is always excluded from the 14-hour calculation (see below). Explanation 14-Hour Limit: After 10 consecutive hours off duty, the
driver had 14 hours available at 10:00 a.m. on Day 1 (CP#1). By 7:00 p.m. on
Day 1, the driver had 5 hours remaining (but only 2 hours of driving available).
At 3:00 a.m. on Day 2, the driver still had 5 hours remaining, because any
sleeper-berth period of at least 8 but less than 10 consecutive hours is
excluded from the 14-hour calculation. By 7:00 a.m. on Day 2, the driver had taken
8 consecutive hours in a sleeper berth plus another 2 consecutive hours off
duty, making him or her eligible to use the sleeper-berth provision. This moves
the 14-hour calculation point to 3:00 a.m. (CP#2). Therefore, at 7:00 a.m. on
Day 2, the driver had 10 hours of time remaining (14 - 2 - 2 = 10) and used 9 hours
before the end of Day 2. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image038.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image040.gif)
Violations: There is an 11-hour rule violation from 6:30 a.m. 1:00 p.m., and a
14-hour rule violation from 8:00 a.m. - 1:00 p.m., both on Day 2. Explanation 11-Hour Limit: After 10 hours off duty, the driver had 11
hours of driving time available at 10:00 a.m. (CP#1). The driver did not have
another 10-hour break (or the equivalent) until 1:00 p.m. on Day 2, so the
calculation point never changes. The driver accumulated 6 total hours of
driving on Day 1 and reached the 11-hour limit at 6:30 a.m. on Day 2. NOTE: The
sleeper-berth periods in this example do not establish a second calculation
point because the driver did not obtain a combination of at least 8 (but less
than 10) consecutive hours in a sleeper berth and another break of at least 2
(but less than 10) consecutive hours. The second sleeper-berth period was only
1½ hours in length. Explanation 14-Hour Limit: Calculation of the 14-hour limit begins at
10:00 a.m. on Day 1 (CP#1). At midnight on Day 1, the driver still had 8 hours
remaining because any sleeper-berth period of at least 8 but less than 10
consecutive hours is excluded from the 14-hour calculation. The driver reached
the 14-hour limit at 8:00 a.m. on Day 2, where the violation began. NOTE: The
sleeper-berth periods in this example do not establish a second calculation
point because the driver did not obtain a combination of at least 8 (but less
than 10) consecutive hours in a sleeper berth and another break of at least 2
(but less than 10) consecutive hours. The second sleeper-berth period was only
1½ hours in length To remain in compliance: The driver should have stayed in the sleeper
berth for 2 hours minimum, from 4:00 a.m. 6:00 a.m., on Day 2. This would
have moved the calculation point to 11:00 p.m. on Day 1 the end of the first
of the two qualifying breaks used to obtain the equivalent of 10 hours off
and the driver would have remained in compliance with the 14-hour rule and
could have continued driving until 11:30 a.m., the 11-hour limit. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image042.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image044.gif)
Violations: There is a 14-hour rule violation on Day 2 from 5:00 - 9:00 p.m. Explanation 11-Hour Limit: After
10 consecutive hours off duty, the
initial calculation point for this driver's 11-hour driving limit is 10:00 a.m.
on Day 1 (CP#1). The driver drove 9 hours that day before taking 8 hours in the
sleeper berth, leaving 2 hours of driving time available at 3:00 a.m. on Day 2
(the 8-hour sleeper-berth period does not result in extra driving time). The
driver used those 2 hours and reached the 11-hour limit at 5:00 a.m. when he or
she had to stop driving. Then the driver went off duty for at least 2
consecutive hours (8 hours off-duty total) to take advantage of the
sleeper-berth provision he or she accumulated at least 10 hours of rest using
a combination of at least 8 consecutive hours in a sleeper berth and another
break of at least 2 consecutive hours. This moves the 11-hour calculation point
to the end of the first of the two qualifying breaks, or 3:00 a.m. on Day 2
(CP#2). Between CP#2 and 1:00 p.m. on Day 2, the driver had 2 hours of driving,
so at 1:00 p.m. there were 9 hours of driving remaining and the driver stayed
within that limit. Explanation 14-Hour Limit: Calculation of the 14-hour limit starts at 10:00 a.m.
on Day 1 (CP#1), but does not include the 8-hour sleeper-berth period (7:00
p.m. on Day 1 to 3:00 a.m. on Day 2) because any sleeper period of at least 8
but less than 10 consecutive hours is excluded from the 14-hour calculation. So
by 5:00 a.m. on Day 2, the driver used 11 hours driving and had 3 hours remaining
out of the 14 hours allowed. But at 5:00 a.m., the driver went off duty for at
least 2 hours, making him or her eligible for the sleeper-berth provision (see
above). This moves the calculation point for the 14-hour limit to the end of
the first of the two rest periods used to obtain 10 hours off duty, or 3:00
a.m. on Day 2 (CP#2). Fourteen consecutive hours after 3:00 a.m. is 5:00 p.m.,
when this driver should have stopped driving but did not. NOTE: Any period
of off-duty time less than 10 hours (such as this drivers 8-hour off-duty
break on Day 2) is included in the 14-hour calculation. Note also that the
drivers 8-hour sleeper-berth period allowed him or her to drive during the
18th and 19th hour after first coming on duty, but it did not by itself give
the driver additional driving time beyond 11 hours. To remain in compliance: The driver should have stopped driving at 5:00 p.m.
on Day 2. The driver would have remained in compliance if he or she had gone off
duty for 10 hours on Day 2 instead of just 8, or if he or she had spent those 8
hours in a sleeper berth. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image046.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image048.gif)
Violations: There is an 11-hour rule violation from 11:00 a.m. 1:00 p.m., and a
14-hour rule violation from 7:00 a.m. - 1:00 p.m., both on Day 2. Explanation 11-Hour Limit: After 10 hours off duty, the driver had 11
hours of driving time available at 10:00 a.m. on Day 1 (CP#1). The driver did
not have another 10-hour break (or the equivalent) until 1:00 p.m. on Day 2, so
the calculation point never changes. The driver accumulated 7 total hours of
driving on Day 1 and reached the 11-hour limit at 11:00 a.m. on Day 2. The
violation began when the driver continued driving after that limit. NOTE: The
sleeper-berth periods do not affect the calculation point because the driver
did not obtain a combination of at least 8 (but less than 10) consecutive hours
in a sleeper berth and another break of at least 2 (but less than 10)
consecutive hours. Explanation 14-Hour Limit: Calculation of the 14-hour limit starts at
10:00 a.m. on Day 1 (CP#1). The 14-hour limit was reached at midnight, and the
driver violated the 14-hour rule by driving a CMV starting at 7:00 a.m. on Day
2. NOTE: The
sleeper-berth periods in this example do not establish a second calculation
point because the driver did not obtain a combination of at least 8 (but less
than 10) consecutive hours in a sleeper berth and another break of at least 2
(but less than 10) consecutive hours. To remain in compliance: The driver should have stayed in the sleeper
berth for one additional hour during one of the two sleeper-berth breaks. This
would have given the driver the equivalent of 10 hours off duty, making him or
her eligible for the sleeper-berth provision. This would have moved the
calculation point to the end of the first of the two breaks (10:00 p.m. on Day
1) and the driver would have remained in compliance on Day 2, in this example. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image050.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image052.gif)
Violations: On Day 2, there is an 11-hour rule violation from 4:00 p.m. 9:00
p.m. and a 14-hour rule violation from 7:00 p.m. 9:00 p.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver had 11 hours of driving time available at 10:00 a.m. on Day 1 (CP#1). After
driving 8 hours (3+2+3), the driver took 8 consecutive hours in the sleeper berth,
which, combined with the earlier 2 consecutive hours in the sleeper, made the
driver eligible for the sleeper-berth provision. This moves the 11-hour
calculation point to the end of the first of the two qualifying breaks, or 9:00
p.m. on Day 1 (CP#2). Between CP#2 and 8:00 a.m. on Day 2, the driver had 3
hours of driving, so at 8:00 a.m. there were 8 hours remaining, but he or she continued
to drive, for an additional 5 hours, after reaching the 11-hour limit at 4:00
p.m. NOTE: When using
the sleeper-berth provision, the 2-hour break can fall before or after the
8-hour sleeper-berth break. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the
driver had 14 hours available at 10:00 a.m. on Day 1 (CP#1). The driver reached
the 14-hour limit at midnight (the 2-hour sleeper-berth period is included in
the 14-hour calculation because it is less than 8 hours). The driver then
entered the sleeper berth for 8 consecutive hours and took advantage of the
sleeper-berth provision (see above). This moves the 14-hour calculation point
to 9:00 p.m. on Day 1 (CP#2), the end of the first of the two qualifying
breaks. Counting forward from there (and excluding the 8-hour sleeper period), the
driver had 11 hours remaining as of 8:00 a.m. on Day 2. Those 11 hours were
used up by 7:00 p.m. and the driver drove for 2 hours past the 14-hour on-duty
limit. To remain in compliance: The driver should have stopped driving at
4:00 p.m. on Day 2. If he or she had gone off duty or in the sleeper berth for
at least 2 consecutive hours at that time, the calculation point would have
moved to 8:00 a.m. on Day 2 and the driver would have remained in compliance. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image054.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image056.gif)
Violations: There is an 11-hour rule violation from 11:30 p.m. on Day 1 until 1:00 a.m. on
Day 2, and from 1:30 - 2:00 p.m. on Day 2. There is a 14-hour rule violation on
Day 2 from midnight 1:00 a.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the driver had
11 hours of driving time available at 10:00 a.m. on Day 1 (CP#1). The driver
completed 11 hours of driving by 11:30 p.m. and continued to drive, in
violation (the 2-hour break does not give the driver more driving time). The driver then had 8
consecutive hours in a sleeper berth, which, combined with the earlier 2
consecutive hours in the sleeper, made the driver eligible for the sleeper-berth
provision the driver accumulated at least 10 hours of rest using a
combination of at least 8 consecutive hours in a sleeper berth and another
break of at least 2 consecutive hours. This moves the 11-hour calculation point
to the end of the first of the two qualifying breaks, or 6:00 p.m. on Day 1
(CP#2). Between CP#2 and 9:00 a.m., the driver had 7 hours of driving, so at
9:00 a.m. on Day 2 there were 4 hours remaining. The driver violated the rule
when he or she continued driving after reaching that limit. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the driver had
14 hours available at 10:00 a.m. on Day 1 (CP#1). The driver reached the
14-hour limit at midnight and violated the rules by continuing to drive for 1
hour at midnight on Day 2. The driver then entered the
sleeper berth for 8 consecutive hours and took advantage of the sleeper-berth
provision (see above). This moves the 14-hour calculation point to 6:00 p.m. on
Day 1 (CP#2), the end of the first of the two qualifying breaks. Counting
forward from there, the driver had 7 hours remaining as of 9:00 a.m. on Day 2.
The driver remained in compliance for the remainder of Day 2. NOTE: Any 8-hour (but
less than 10-hour) sleeper-berth period is always excluded from the 14-hour
calculation. Any sleeper-berth period of less than 8 hours (like this drivers 2-hour
break) must be included in the 14-hour calculation. To remain in compliance: The driver should have taken 10 consecutive hours off
duty beginning at 11:30 p.m. on Day 1. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image058.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image060.gif)
Violations: There is an 11-hour rule violation from 12:30 p.m. 1:00 p.m., and a
14-hour rule violation from noon - 1:00 p.m., both on Day 2. Explanation 11-Hour Limit: After 10 hours off, the driver had 11 hours
of driving time available at 10:00 a.m. (CP#1). After 7½ hours of driving
(3+2½+2), the driver entered the sleeper berth for 2 consecutive hours, making
him or her eligible for the sleeper-berth provision the driver accumulated at
least 10 hours of rest using a combination of at least 8 (but less than 10) consecutive
hours in a sleeper berth and another break of at least 2 (but less than 10) consecutive
hours. This moves the calculation point to the end of the first of the two qualifying
periods of rest, or 10:00 p.m. on Day 1 (CP#2). The next 11-hour calculation
starts there, and the driver reached the 11-hour driving limit at 12:30 p.m. on
Day 2. NOTE: The 1½
-hour sleeper-berth period that starts at 12:30 a.m. on Day 1 does not affect
the calculation point because it is not long enough (i.e., at least 2 hours) to
pair with the prior 9-hour sleeper-berth break. Explanation 14-Hour Limit: Calculation of the 14-hour limit begins at
10:00 a.m. on Day 1 (CP#1). At midnight on Day 1, the driver still had 9 hours
remaining because any sleeper-berth period of at least 8 but less than 10
consecutive hours is excluded from the 14-hour calculation. By 4:00 a.m. on Day
2, the driver had 5 hours remaining (14-3-2½ -1½ -2 = 5). The driver then took
a break of at least 2 consecutive hours, making him or her eligible for the
sleeper-berth provision. This moves the calculation point to the end of the
first of the two qualifying periods of rest, or 10:00 p.m. on Day 1 (CP#2). The
next 14-hour calculation starts there, and the driver reached the end of the
14-hour duty period at noon on Day 2 and drove for 1 hour over the 14-hour
limit. NOTE: The 1½
-hour sleeper-berth period that starts at 12:30 a.m. on Day 1 does not affect
the calculation point because it is not long enough (i.e., at least 2 hours) to
pair with the prior 9-hour sleeper-berth break. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image062.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image064.gif)
Violations: There are no violations. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the driver had
11 hours of driving time available at 2:00 a.m. (CP#1) on Day 1. The driver
used those 11 hours by 3:00 p.m. when he or she entered the sleeper berth for 8
consecutive hours. Because the driver accumulated at least 10 hours of rest
using a combination of at least 8 consecutive hours in a sleeper berth and
another break of at least 2 consecutive hours, he or she was eligible for the sleeper-berth
provision. This moves the calculation point to the end of the first of the two
periods of rest, or 9:00 a.m. on Day 1 (CP#2). Starting the calculation from
there, the driver accumulated another 11 hours of driving by 4:00 a.m. on Day
2. By 6:00 a.m. on Day 2, the
driver accumulated another pair of qualifying breaks totaling at least 10
hours. This moves the calculation point again, to the end of the first of the
two breaks, or 11:00 p.m. on Day 1 (CP#3). From there, the driver accumulated
another 11 hours of driving by noon on Day 2. This pattern continued, with no 11-hour
violations. NOTE: When using
the sleeper-berth provision, the order of the qualifying breaks does not matter
the break of at least 2 hours can fall before or after the sleeper-berth
period of at least 8 hours. Explanation 14-Hour Limit: Calculation of the 14-hour limit begins at 2:00 a.m.
on Day 1 (CP#1). The driver accumulates 13 hours by 3:00 p.m. before entering
the sleeper berth. Because the driver then met the requirements for the sleeper-berth
provision (see above), the calculation point moves to the end of the first qualifying
break, or 9:00 a.m. on Day 1 (CP#2). So at 11:00 p.m. on Day 1, the driver had
accumulated 6 hours (any sleeper-berth period of at least 8 but less than 10
consecutive hours is excluded from the 14-hour calculation). By 6:00 a.m. on Day 2, the
driver accumulated another pair of qualifying breaks totaling at least 10 hours
and has not exceeded the 14-hour duty limit. This moves the calculation point
again, to the end of the first of the two breaks, or 11:00 p.m. on Day 1
(CP#3). From there, the driver accumulated 13 of 14 hours by noon on Day 2 (any
sleeper-berth period of less than 8 hours is included in the 14-hour
calculation). This pattern continued, with no violations. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image066.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image068.gif)
Violations: There is a 14-hour rule violation on Day 2 from 8:00 a.m. 10:00 a.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the driver had
11 hours of driving time available at 10:00 a.m. on Day 1 (CP#1). The driver
completed 11 hours of driving by 10:00 a.m. on Day 2 and was not eligible for
more driving until taking time off duty. Because the driver had 8
consecutive hours in a sleeper berth and then 2 consecutive hours off duty, he
or she was eligible for the sleeper-berth provision the driver accumulated at
least 10 hours of rest using a combination of at least 8 consecutive hours in a
sleeper berth and another break of at least 2 consecutive hours. This moves the
11-hour calculation point to the end of the first of the two qualifying breaks,
or 8:00 a.m. on Day 2 (CP#2). Counting forward from there, the driver had 2
hours of driving plus an additional 9 hours of driving for a total of 11, with
no violations. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the driver had
14 hours available at 10:00 a.m. on Day 1 (CP#1). The driver reached the
14-hour limit at midnight (note that all off-duty periods of less than 10 hours
are included in the calculation). The driver then entered the
sleeper berth for 8 consecutive hours, which is excluded from the 14-hour calculation.
But because the driver did not have an earlier 2-hour break and did not obtain
10 consecutive hours off duty, the calculation point does not move (that is,
the 14-hour calculation continues from Day 1 into Day 2). At 8:00 a.m. on Day
2, the driver was still at the 14-hour limit and had no time remaining. He or
she violated the rule by driving for 2 more hours. The driver then took 2
consecutive hours off duty and was able to take advantage of the sleeper-berth
provision (see above). The calculation point moves to 8:00 a.m. on Day 2 (the
end of the first period used in the split), and counting forward from there
the driver accumulated just 13 hours by 9:00 p.m., within the limits. To remain in compliance: To be able to drive on Day 2, the driver had no
choice but to take 10 consecutive hours off duty and/or in a sleeper berth
after midnight on Day 1, instead of just 8. Alternatively, the driver could
have gone off duty for 2 consecutive hours on Day 1, instead of two 1-hour
breaks. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image070.gif)
Violations: There is a 14-hour rule violation from 2:00 p.m. 3:00 p.m. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the
driver was eligible to drive for up to 11 hours beginning at midnight (CP#1). The
driver reached the 11-hour limit at 3:00 p.m., at which point he or she entered
the sleeper berth for 8 consecutive hours. The 8-hour sleeper-berth
period, combined with the earlier 2-hour off-duty period (in this case, a
combination of sleeper-berth and off-duty time beginning at 9:00 a.m.), made
the driver eligible for the sleeper-berth provision the driver accumulated at
least 10 hours of rest using a combination of at least 8 (but less than 10) consecutive
hours in a sleeper berth and another break of at least 2 (but less than 10)
consecutive hours either off duty and/or in a sleeper berth. This moves the
11-hour calculation point to the end of the first of the two qualifying breaks,
or 11:00 a.m. (CP#2). After CP#2, the driver accumulated 4 hours of driving
time, leaving 7 hours to be used after 11:00 p.m. NOTE: Though the
8-hour sleeper-berth period could be paired with either of the 2-hour breaks
(under the sleeper-berth provision), pairing it with the most recent (second)
break is most advantageous for the driver. Explanation 14-Hour Limit: The driver had 14 hours available beginning
at midnight (CP#1). The 14-hour limit was reached at 2:00 p.m., but the driver
continued to drive, resulting in a 1-hour driving violation.
The driver then went
into the sleeper berth for 8 consecutive hours, which enabled him or her to
take advantage of the sleeper-berth provision (see above). This moves the
14-hour calculation point to 11:00 a.m. (CP#2). Counting forward from there
(and excluding the 8-hour sleeper-berth period), the driver had 10 hours
remaining at 11:00 p.m. and had no further violations. NOTE: Though the
driver had a violation, he or she is not required to take 10 consecutive hours
off duty in order to return to compliance. Because the driver already had a
2-hour break, the driver was able to take 8 consecutive hours in a sleeper
berth to obtain the equivalent of 10 hours off duty using the sleeper-berth
provision. The fact that the driver
returned to compliance after 11:00 p.m. does not remove the violation from 2:00
p.m. 3:00 p.m. The driver should have taken the break at 2:00 p.m. to avoid
the violation. Off-duty time, or a
combination of consecutive off-duty and sleeper-berth time, of less than 10
hours is not excluded from (i.e., does not extend) the 14-hour calculation. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image072.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image074.gif)
Violations: There are 11- and 14-hour rule violations from 8:00 a.m. 1:00 p.m. on Day 2. Explanation 11-Hour Limit: After 10 consecutive hours off duty, the driver was
eligible to drive for up to 11 hours beginning at 2:00 a.m. on Day 1 (CP#1).
The driver reached the 11-hour driving limit at 3:00 p.m. on Day 1 and did not
obtain another 10-hour break before driving again at 8:00 a.m. on Day 2, thus
violating the 11-hour limit. The driver then obtained 8
consecutive hours in a sleeper berth, which, combined with the earlier 7½-hour
sleeper-berth period, made the driver eligible for the sleeper-berth provision
the driver accumulated at least 10 hours of rest using a combination of at
least 8 (but less than 10) consecutive hours in a sleeper berth and another
break of at least 2 (but less than 10) consecutive hours. This moves the
11-hour calculation point to the end of the first of the two qualifying breaks,
or 5:00 a.m. on Day 2 (CP#2). Between CP#2 and 9:00 p.m., the driver had 5
hours of driving, so at 9:00 p.m. on Day 2 there were 6 hours remaining, and
there were no further 11-hour rule violations. NOTE: The fact
that the driver returned to compliance after 9:00 p.m. on Day 2 does not remove
the violation from 8:00 a.m. 1:00 p.m. Note also that even though the driver
had a violation, he or she is not required to take 10 consecutive hours off
duty in order to return to compliance. In this case, 8 hours in the sleeper
berth was enough. Explanation 14-Hour Limit: After 10 consecutive hours off duty, the driver had
14 hours available beginning at 2:00 a.m. on Day 1 (CP#1). The 14-hour limit
was reached at 4:00 p.m. on Day 1. Without a valid 10-hour break, the hours
continued to accumulate into Day 2, and the driver violated the 14-hour rule by
driving at 8:00 a.m.
The driver then went into the
sleeper berth for 8 consecutive hours, which enabled him or her to take
advantage of the sleeper-berth provision (see above). This moves the 14-hour calculation
point to 5:00 a.m. on Day 2 (CP#2), the end of the first of the two qualifying
breaks. Counting forward from there, the 8 hours from 5:00 a.m. to 1:00 p.m.
are included in the calculation, but the 8-hour sleeper-berth period is
excluded. Therefore, at 9:00 p.m. on Day 2, the driver had 6 hours remaining
and had no further violations of the 14-hour rule. NOTE: The fact
that the driver returned to compliance after 9:00 p.m. on Day 2 does not remove
the violation from 8:00 a.m. 1:00 p.m. To remain in compliance: The driver should have remained in the sleeper berth
until 5:30 a.m. on Day 2, thus moving the calculation point to 9:00 p.m. on Day
1. Or, at 9:00 p.m. on Day 1, the driver should have remained in the sleeper
berth instead of going on duty for 30 minutes. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image076.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image078.gif)
Violations: There is an 11-hour rule violation from 5:00 a.m. 7:00 a.m. on Day
2. Explanation 11-Hour Limit: After 10 hours off duty, the driver had 11
hours of driving time available at 10:00 a.m. (CP#1) on Day 1. By 2:00 a.m. on
Day 2, the driver had 3 hours remaining, and exceeded the limit, by 2 hours,
starting at 5:00 a.m. Then, because the driver accumulated at least 10 hours of
rest using a combination of at least 8 consecutive hours in a sleeper berth and
another break of at least 2 consecutive hours (in this case, 8), he or she was eligible
for the sleeper-berth provision. This moves the calculation point to the end of
the first of the two periods of rest, or 2:00 a.m. on Day 2 (CP#2). Between
CP#2 and 3:00 p.m., the driver had 5 hours of driving, so at 3:00 p.m. on Day 2
there were 6 hours remaining, which the driver used by 9:00 p.m. Because the driver
then took at least 2 consecutive hours off duty, he or she accumulated another
10 hours of rest in two separate, qualifying periods totaling 10 hours. This
moves the calculation point again, to CP#3 (3:00 p.m. on Day 2), and at 11:00
p.m. on Day 2 the driver has 5 hours of driving time remaining. NOTE: When using
the sleeper-berth provision, the break of "at least 2 hours" can consist of any
combination of consecutive off-duty and/or sleeper-berth time. Explanation 14-Hour Limit: Calculation of the 14-hour limit begins at 10:00
a.m. on Day 1 (CP#1). The driver accumulates 8 hours of driving time by 6:00
p.m. before entering the sleeper berth. Because any sleeper-berth period of at
least 8 (but less than 10) consecutive hours is excluded from the 14-hour
calculation, the driver accumulated just 13 hours by 7:00 a.m. on Day 2. The
driver then met the requirements for the sleeper-berth provision (see above), so
the calculation point moves to the end of the first qualifying break, or 2:00
a.m. on Day 2 (CP#2). Starting from there, the driver accumulated 11 hours by
9:00 p.m. on Day 2.
The driver again met
the requirements for the sleeper-berth provision by getting 2 hours of rest, so
the calculation point moves to 3:00 p.m. (CP#3), and the driver remains in
compliance. NOTE: By midnight
on Day 2, the driver had accumulated 9 out of 14 hours, based on CP#3. The 60- and 70-hour
limits require drivers to stop driving a CMV upon accumulating 60 or 70 on-duty
hours (including all on-duty and driving time) over a period of 7 or 8
consecutive days, respectively. Prior to the sample log grid shown below,
suppose the driver, using the 70-hour limit, accumulated the following on-duty
hours over 8 days: Day | Hours |
---|
1. Sunday | 0 | 2. Monday | 10 | 3. Tuesday | 8.5 | 4. Wednesday | 12.5 | 5. Thursday | 9 | 6. Friday | 10 | 7. Saturday | 12 | 8. Sunday | 5 | Total | 67 hours |
Note: Assume this
drivers day runs from midnight to midnight, as shown in the sample log below.
Employers can choose their own start times for the day, but that time must be
indicated on the log.
Because the driver
did not accumulate more than 70 on-duty hours over 8 consecutive days (Sunday
Sunday), he or she was in compliance with the 70-hour limit.
Note: A driver
can accumulate more than 60/70 hours
without being in violation, as long as no CMV driving is done after reaching
the 60/70-hour limit.
To determine how
many hours are available for the next day, Monday, the driver has to check the
8-consecutive-day period from Monday to Monday. During that period the driver
has accumulated 67 hours so far, and therefore only has 3 hours remaining
during which to drive on Monday. Here is the driver's Monday log grid:
![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image080.gif)
The driver reached
the 70-hour limit at 1:00 p.m. after completing 3 on-duty hours. At this point,
the driver should not have driven for the remainder of the day, but he or she
violated the 70-hour rule by getting behind the wheel at 3:00 p.m. for one
hour. At the end of the
day on Monday, the new 8-day calculation looks like this: Day | Hours |
---|
Monday | 10 | Tuesday | 8.5 | Wednesday | 12.5 | Thursday | 9 | Friday | 10 | Saturday | 12 | Sunday | 5 | Monday | 8 | Total | 75 hours |
After midnight, the
driver enters a new day, Tuesday, and a new 8-consecutive-day period, from
Tuesday to Tuesday. The 10 hours worked on the prior Monday (day #1 above) drop
out of consideration. During this new 8-day period from Tuesday to Tuesday, the
driver has accumulated 65 hours so far, and therefore has 5 hours during which
to drive on Tuesday before again hitting the 70-hour limit. NOTE: If the driver operates a property-carrying vehicle and takes 34
or more consecutive hours off duty and/or in a sleeper berth, he or she
would have a full 70 hours available again, and the hours worked in the days
before the 34-hour period began would no longer need to be considered. This
34-hour restart provision can be used even if the driver has exceeded the 60-
or 70-hour limit before going off duty. This provision does not apply to drivers of passenger-carrying vehicles. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image082.gif)
Violations: There are no violations. Explanation 10-Hour Limit: After 8 consecutive hours off duty, the
driver was eligible to drive for up to 10 hours beginning at 2:00 a.m., which
the driver did. He or she then took another 8 consecutive hours off duty,
giving the driver another 10 hours of driving time available. NOTE: The 8-hour
break can be any combination of off-duty and sleeper-berth time, as long as the
time is all consecutive and not broken by any on-duty activity. Explanation 15-Hour Limit: After 8 consecutive hours off duty, the
driver had 15 on-duty hours available at 2:00 a.m. By noon, the driver had used
10 of those hours. The driver then took another 8-hour break, giving him or her
another full 15 hours available.
NOTE: The 8-hour break
can be any combination of off-duty and sleeper-berth time, as long as the time
is all consecutive and not broken by any on-duty activity. ![Day 1 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image084.gif)
![Day 2 Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image086.gif)
Violations: There are no violations. Explanation 10-Hour Limit: After 8 consecutive hours off duty, the
driver was eligible to drive for up to 10 hours beginning at 8:00 a.m. on Day
1. The driver reached the 10-hour driving limit at 6:00 a.m. on Day 2, when he
or she stopped driving. The driver then took another 8 consecutive hours off
duty, giving him or her another 10 hours of driving time available. NOTE: Off-duty
periods of less than 8 consecutive hours do not result in additional driving
time. Explanation 15-Hour Limit: After 8 consecutive hours off duty, the
driver, at 8:00 a.m. on Day 1, had 15 on-duty hours available during which to
drive a CMV. By including only on-duty and driving time in this calculation,
the driver reached the 15-hour limit (2 + 4 + 2 + 2 + 1 + 3 + 1 = 15) at 6:00
a.m. on Day 2, when he or she had to stop driving. At that point, the driver
continued working for 2 hours, which is allowed as long as there is no more CMV
driving. In order to return to driving, the driver needed at least 8
consecutive hours off duty, which was obtained by 4:00 p.m. on Day 2, at which
point the driver again had 15 on-duty hours available (10 of which could be
driving).
NOTE: Off-duty
and sleeper-berth periods, no matter how short, are not included in the 15-hour
calculation. In addition, a driver can continue to work beyond the 15-hour
limit, as long as there is no more CMV driving. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image088.gif)
Violations: There is a 15-hour rule violation from 10:00 p.m. midnight. Explanation 10-Hour Limit: After 8 consecutive hours off duty, the
driver was eligible to drive for up to 10 hours beginning at 2:00 a.m. The
driver reached the 10-hour driving limit at midnight, so there are no 10-hour
rule violations on this log. Explanation 15-Hour Limit: After 8 consecutive hours off duty, the
driver, at 2:00 a.m., had 15 on-duty hours available during which to drive a
CMV. The driver accumulated 15 on-duty hours (including on-duty and driving
time) by 9:00 p.m. The 15-hour rule was violated when the driver drove a CMV at
10:00 p.m. without first having another 8 consecutive hours off duty. NOTE: Off-duty
and sleeper-berth periods, no matter how short, are not included in the 15-hour
calculation. ![Completed log grid](https://webarchive.library.unt.edu/web/20130218155659im_/http://www.fmcsa.dot.gov/images/rulesregs/hos-logbook/image090.gif)
Violations: There is a 10-hour rule violation from 8:00 p.m. 9:00 p.m. Explanation 10-Hour Limit: After 8 consecutive hours off duty, the
driver was eligible to drive for up to 10 hours beginning at 4:00 a.m. The
driver reached the 10-hour driving limit at 8:00 p.m. and violated the rule by
continuing to drive for another hour. NOTE: The 2-hour
off-duty period does not provide the driver with additional driving time. Explanation 15-Hour Limit: After 8 consecutive hours off duty, the
driver, at 4:00 a.m., had 15 on-duty hours available during which to drive a
CMV. The driver accumulated just 14 on-duty hours (including on-duty and
driving time) by 9:00 p.m., so there were no violations.
NOTE: Off-duty
and sleeper-berth periods, no matter how short, are not included in the 15-hour
calculation. Download PDF Version of:Logbook Examples | Driver's Daily Log
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