Registered devices
The device must be certified by its manufacturer and listed on the FMCSA register. Devices do get removed from that list.
Hours of Service
Someone is watching your clocks.
Round the clock Hours of Service monitoring, ELD compliance and FMCSA audit support for fleets and owner-operators.
Four numbers decide whether a driving day is legal.
- 11hours driving, maximum
- 14hour on-duty window
- 30minute break, after 8h driving
- 70hours in 8 days
Federal limits for property-carrying drivers under 49 CFR Part 395. Carriers that do not operate every day of the week fall under the 60 hour, 7 day cycle instead. A driver may reset the cycle with 34 consecutive hours off duty.
Monitoring, 24/7
Round the clock, not office hours.
A violation is cheap to prevent and expensive to explain. The clocks are watched while your drivers are moving, including nights and weekends, and you hear from a person before a limit breaks rather than after it has been written into the record.
- Clock watchThe 11, 14, 30 and 60/70 hour clocks tracked across every driver.
- Early warningYou are contacted while there is still time to act on it.
- Unassigned drivingUnidentified driving time reviewed and annotated, not left sitting.
- Certification chasingDrivers who have not certified their logs get chased.
- Records keptLogs and supporting documents retained and ready if a request arrives.
Hours of Service
The rules we watch, in plain language.
Most carriers do not get caught by the headline limits. They get caught by the provisions around them: the split sleeper berth, the exceptions, the restart, the paperwork that proves the day happened the way the log says it did.
- 11 hour driving limit
- A driver may drive a maximum of 11 hours after 10 consecutive hours off duty.
- 14 hour window
- Driving is not permitted beyond the 14th consecutive hour after coming on duty. Off-duty time does not extend this window.
- 30 minute break
- Required after 8 cumulative hours of driving time. It can be satisfied by any 30 consecutive minutes of non-driving status.
- 60/70 hour cycle
- No driving after 60 hours on duty in 7 days, or 70 in 8 days, depending on whether the carrier operates every day of the week.
- 34 hour restart
- Optional. 34 consecutive hours off duty resets the 60 or 70 hour cycle back to zero.
- Sleeper berth split
- A driver may split required off-duty time into 8 and 2, or 7 and 3. Neither qualifying period counts against the 14 hour window.
- Adverse driving conditions
- Adds up to 2 hours to both the driving limit and the 14 hour window when conditions could not have been known in advance.
- Short-haul exception
- Drivers operating within a 150 air-mile radius and returning within 14 hours may be exempt from keeping records of duty status.
What actually shows up in an investigation.
- 01Form and mannerLogs missing required fields, or duty status that does not reconcile with the supporting documents.
- 02Exceeding the limitsDriving past 11 hours, past the 14 hour window, or past the 60/70 hour cycle.
- 03False recordsDuty status that the fuel receipts, tolls and dispatch records contradict.
- 04Unassigned driving timeMovement recorded by the ELD that no driver ever claimed or explained.
- 05Uncertified logsRecords of duty status the driver never certified at the end of the day.
- 06ELD malfunctionsA device fault that was never noted, never reconstructed on paper, and never repaired inside the window.
ELD
The device is only half of it.
An electronic logging device records the hours. It does not keep you compliant on its own. The obligations around it, the documents in the cab, the malfunction procedure, the edit trail, are where carriers lose an audit they thought they would pass.
Talk it throughWhat rides in the cab
A user manual, a data transfer instruction sheet, a malfunction instruction sheet, and at least 8 days of blank graph-grid paper logs.
Malfunction procedure
The driver notes it, reconstructs the current day and the prior 7 on paper, and the carrier has 8 days to repair or replace the unit.
Edits and annotations
A carrier may suggest an edit, but the driver has to approve it, and the original record is never erased. That trail gets read.
Unidentified driving
Driving time with no driver attached must be reviewed and either assigned or annotated with an explanation.
Data transfer
The device has to hand records to an officer by the method it was certified for, whether telematics or local transfer.
FMCSA
Audit support, before and during.
An investigator does not ask what your operation is like. They ask for documents, and they read what the documents say. We get the file into a state where that is a short conversation.
- New entrant auditPreparing the record before the first audit rather than scrambling through it.
- Records retentionRecords of duty status and supporting documents held for the required 6 months.
- Supporting documentsBills of lading, dispatch records, fuel receipts and payroll, reconciled against the logs.
- Document requestsResponding to an investigator with a complete, organised package.
- DataQsChallenging a record you believe is wrong, with the evidence attached.
How it works
Four steps, in this order.
- 01ReviewWe read your current logs, your ELD setup and your driver files, and tell you where you stand before anything is signed.
- 02ConnectYour Hours of Service data is brought onto the monitoring desk.
- 03WatchClocks are monitored around the clock and you are contacted before a limit breaks.
- 04RecordYou get a monthly summary and a file that is ready if an investigator asks for it.
Built for the carriers who do not have a compliance department.
- Owner-operatorsOne truck, one clock, and nobody else watching it.
- Small fleetsFive to fifty trucks, where dispatch is already doing three jobs.
- New entrantsCarriers inside their first year, heading for an audit they have not seen before.
- Growing fleetsOperations that outgrew spreadsheets and have not replaced them yet.
Small team. Real people. On the clock.
Monitoring only works if somebody actually picks up. Every account here is handled by a named contact who knows your drivers and knows your cycle, so you are not explaining your operation from scratch at two in the morning.
Questions we get asked.
Do we have to change our ELD provider?
No. We work with the data your existing device already produces. If your device has come off the FMCSA register we will tell you, because that is a problem regardless of who is watching the clocks.
What happens when a driver is about to break the 14?
Somebody contacts you, not an automated message into an inbox nobody reads at 3am. The point of watching the clock is the phone call that comes before the violation, not the report that comes after it.
Can you fix a log that is already wrong?
We can tell you what the record shows and what the supporting documents show. A driver has to approve any edit to their own record of duty status, and the original is never erased. Anyone offering to make a bad log disappear is offering you a bigger problem.
How long do records have to be kept?
Records of duty status and their supporting documents are retained for 6 months. Supporting documents are capped at 8 per driver per 24 hour period.
We are a new entrant. When is the audit?
New entrant carriers are audited within the first 12 months of operating. The time to get the file in order is before that notice arrives, not after.
Does the short-haul exception apply to us?
It depends on your radius and your duty day. Drivers operating within 150 air-miles and returning to the same location within 14 hours may be exempt from keeping records of duty status. We check it against how your trucks actually run, not how the dispatch board says they run.
Start with a look at your logs.
Send over what you have. We will tell you where you stand before you commit to anything.
Email
info@cjskyfreight.com
Phone
(312) 535-6961
Office
CJ Sky Freight LLC
231 174th St, Ste 2208
Sunny Isles Beach, FL 33160
231 174th St, Ste 2208
Sunny Isles Beach, FL 33160