Source: https://www.fmcsa.dot.gov/print/regulations/title49/part/395.8
Timestamp: 2019-09-23 02:33:11
Document Index: 194048478

Matched Legal Cases: ['§395', '§395', '§395', '§395', '§395', '§395', 'art 395', '§395', 'art/395', 'art/395']

Short periods of time (less than 15 minutes) may be identified by drawing a line from the appropriate on-duty (not driving) or driving line to the remarks section and entering the amount of time, such as “6 minutes,” and the geographic location of the duty status change.
The carrier may accept true and accurate copies of the driver’s record of duty status for the preceding 7 days in lieu of the signed statement required by §395.8(j)(2) [17].
No, a driver’s record of duty status must bear the signature of the driver whose time is recorded thereon.
All stops made in any one city, town, village or municipality may be computed as one. In such cases the sum of all stops should be shown on a continuous line as on-duty (not driving).The aggregate driving time between such stops should be entered on the record of duty status immediately following the on-duty (not driving) entry. The name of the city, town, village, or municipality, followed by the State abbreviation where all the stops took place, must appear in the “remarks” section of the record of duty status.
Enforcement action can be taken against the driver even though that record may not be signed. The regulations require the driver to keep the record of duty status current to the time of last change of duty status (whether or not the record has been signed). Also, §395.8(e) [18] states that making false reports shall make the driver and/or the carrier liable to prosecution.
Yes, to account for all on-duty time for the prior 7 or 8 days preceding an interstate movement.
Yes, provided the grid format and specific information required are included.
Yes, although the regulations do not require a driver to submit “corrected” records of duty status. A driver may submit corrected records of duty status to the motor carrier at any time. It is suggested the carrier mark the second submission “COR RECTED COPY” and staple it to the original submission for the required retention period.
A driver must prepare a second original record of duty status to replace any page taken by an enforcement official. The driver should note that the first original had been taken by an enforcement official and the circumstances under which it was taken.
Any method of correction would be acceptable so long as it does not negate the obligation of the driver to certify by his or her signature that all entries were made by the driver and are true and correct.
No. Under §395.8(h) [17] the Federal Motor Carrier Safety Regulations (FMCSRs) require that continuous lines be drawn between the appropriate time markers within each duty status line, but they do not require that continuous lines be drawn between the appropriate duty status lines when drivers change their duty status.
A foreign driver, when in the U.S., must produce a current record of duty status, and sufficient documentation to account for his duty time for the previous 6 days.
Yes. The references to 9:00 A.M., 3:00 P.M., etc. in §395.8(d)(6) [17] are examples only. Military time is also acceptable.
The “mandatory information” referred to is the time records specified by §395.1(e)(5) which must show: (1) the time the driver reports for duty each day; (2) the total number of hours the driver is on duty each day; (3) the time the driver is released from duty each day; and (4) the total time for the preceding 7 days in accordance with §395.8(j)(2) [17] for drivers used for the first time or intermittently.
The driver must only have in his/her possession a record of duty status for the day he/she does not qualify for the exemption. The record of duty status must cover the entire day, even if the driver has to record retroactively changes in status that occurred between the time that the driver reported for duty and the time in which he/she no longer qualified for the 100 air-mile radius exemption. This is the only way to ensure that a driver does not claim the right to drive 10 hours after leaving his/her exempt status, in addition to the hours already driven under the 100 air-mile exemption.
A carrier is liable both for the actions of its drivers in submitting false documents and for its own actions in accepting false documents. Motor carriers have a duty to require drivers to observe the Federal Motor Carrier Safety Regulations (FMCSRs).
No. On-duty not driving time or off-duty time is not counted against the 10-hour driving limit.
No. Many motor carriers require drivers to identify work performed during a change of duty status. Part 395 [21] neither requires nor prohibits this practice.
In general, the driver must sign the record of duty status immediately after all required entries have been made for the 24-hour period. However, if the driver is driving at the end of the24-hourperiod,he/shemustsign during the next stop. A driver may also sign the record of duty status upon going off duty if he/she expects to remain off duty until the end of the 24-hour period.
No. The Federal Highway Administration FHWA does not require drivers to prepare records of duty status while operating outside the jurisdiction of the United States. However, it may be advantageous for any driver (U.S. or foreign) to prepare records of duty status for short-term foreign trips. Upon entering the U.S., each driver must either: (a) Have in his/her possession a record of duty status current on the day of the examination showing the total hours worked for the prior seven consecutive days, including time spent outside the U.S.; or, (b) Demonstrate that he/she is operating as a “100 air-mile (161 air-kilometer) radius driver” under §395.1(e) [20].
A driver may record time operating a CMV for personal conveyance (i.e., for personal use or reasons) as off-duty only when the driver is relieved from work and all responsibility for performing work by the motor carrier. The CMV may be used for personal conveyance even if it is laden, since the load is not being transported for the commercial benefit of the carrier at that time. Personal conveyance does not reduce a driver's or motor carrier's responsibility to operate a CMV safely. Motor carriers can establish personal conveyance limitations either within the scope of, or more restrictive than, this guidance, such as banning use of a CMV for personal conveyance purposes, imposing a distance limitation on personal conveyance, or prohibiting personal conveyance while the CMV is laden.
Time spent traveling in a motorcoach without passengers to en route lodging (such as motel or truck stop), or to restaurants and entertainment facilities and back to the lodging. In this scenario, the driver of the motorcoach can claim personal conveyance provided the driver is offduty. Other off-duty drivers may be on board the vehicle, and are not considered passengers.
Time spent driving a passengercarrying CMV while passenger(s) are on board. Off-duty drivers are not considered passengers when traveling to a common destination of their own choice within the scope of this guidance.
Source URL: https://www.fmcsa.dot.gov/regulations/title49/part/395.8
[13] https://www.fmcsa.dot.gov/print/print/regulations/title49/part/395.8