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利用者:ルマテスタ/作業用ページ/HOS

曖昧さ回避 この項目では、アメリカ合衆国における商用自動車運転者に関する法について説明しています。欧州連合における商用自動車運転者に関する法については「運転者勤務時間」をご覧ください。
勤務時間 (hours of service) によりトラック運転者やバス運転者の運転時間に規制が設けられている

HOS規則（ホスきそく、ろうどうじかんきそく[1]、又は、ぎょうむじかん[2]きそく、英語: hours of service regulations/rules, HOS regulations/rules）とは、アメリカ合衆国運輸省連邦自動車運輸安全局（英語版） (Federal Motor Carrier Safety Administration, FMCSA) がアメリカ合衆国国内の商用自動車の交通事故を防止するために発令した運転者の労働時間等に関する規制である。規制の対象には、雇用者のために商用車を運転するトラック運転者、バス運転者（民間バス事業者、市営バス、スクールバスも対象）が含まれる。規制では商用車の運転や労働に従事する、一日あたりおよび一週間あたりの時間に制限を設け、複数の運転者が休憩を交えて労働を交代で行うシフト勤務の間に運転者が取るべき最低限の休憩時間を規定している。州内通商では、各州の規制が適用される。

連邦自動車運輸安全局はアメリカ合衆国運輸省 (United States Department of Transportation, DOT) の機関の一つである。商用車の運転者には「運転日誌 (log book) 」を用いた労働時間の記録、運転時間、休憩時間に要した総時間数の明確化、および、勤務状況の変更時刻の記入が義務付けられている。雇用者である運輸業者は運転者の勤務時間等を記録するために、「運転日誌」に代わり、車両の総運転時間を自動的に記録する電子車載レコーダー（英語版） (electronic on-board recorder, EOBR) を使用することができる。

この規制の主な目的は運転者の疲労を原因とする交通事故の防止である。この目的を達成するために一日あたりの運転時間、および、一週間あたりの運転時間と労働時間の規制が設けられた。運転者に対する21時間制または24時間制に対応した労働時間管理表の順守、自然な睡眠・覚醒周期（概日リズム）の維持などによっても運転者の疲労が予防されている。運転者は一日の業務の間に短時間の休息を取らなければならない。また、運転者は毎週蓄積される疲労の影響を解消するために「週末」に長時間の休息をとることを許されている。

HOS規制の執行は一般的に各州の運輸省職員によって執り行われており、秤量所を通過した商用車を検査することがある。運転者がHOS規制に違反したことが判明した場合、連邦自動車運輸安全局が審査する自動車運輸業者安全性評価（英語版）に否定的な影響を及ぼし、かつ、一定期間車両の運転中止を命じられる可能性がある。HOS規制の変更に対する要求は論争の原因となっている。多くの調査によって一部の運転者が日常的にHOS規制に違反し、規制から逃れていることが判明している。これらの事実は運輸業者に紙媒体の運転日誌に代え、運輸業者が保有する車両にEOBRの使用を義務付けるべきかという更なる議論を生んだ。

目的

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運転時間と運転者の疲労に起因する交通事故の発生率の関係を示したグラフ
出典: 連邦自動車運輸安全局（英語版）[3]

下記に記載する条件に当てはまる商用車の運転者はHOS規制を順守することが義務付けられている[4]。

  1. 車両総重量10,001ポンド (4,536 kg) 以上の車両
  2. 車両総重量評価 (Gross Vehicle Weight Rating, GVWR) または連結車両総重量評価 (Gross Combined Weight Rating, GCWR) 10,001ポンド (4,536 kg) 以上の車両
  3. 運輸サービスの対価を得ることを目的としない定員16名以上（運転者を含む）の人員の輸送のために設計または使用される車両
  4. 運輸サービスの対価を得ることを目的とする定員9名以上（運転者を含む）の人員の輸送のために設計または使用される車両
  5. 州際通商または州内通商に関連し、かつ、表示が義務付けられる量の危険物を運送する車両

HOS規制の目的は運転者の疲労に起因する事故の削減である。右の図に示したグラフのように、運転時間の長さは疲労を原因とする交通事故の件数と強い相関にある。複数の研究によると、疲労のリスクは深夜から午前6時の時間帯で強く現れ、運転者の総運行距離に応じて強まるとされている[4]。

連邦自動車運輸安全局は運転者の疲労の主たる原因となる3つの要因（概日リズムの影響、断眠や疲労の蓄積による影響、産業上のまたは「作業時間 (time-on-task) 」の疲労）を特定している。

概日リズムの影響は人間が24時間を通して注意力がある状態と眠気を感じる状態の正常なサイクルを経験する人間の傾向を示している。確立された睡眠パターン（夜間に7時間から8時間の睡眠）を伴うこれらの影響は早朝における最大級の疲労の表れとして、そして昼下がりにおける軽い疲労の表れとして経験されている。この周期の谷間ではある人間は注意力の減少を覚え、周期の山場では良く眠れることは難しくなる。この周期はある程度、周囲の光環境（光が少ないまたは暗闇の状態では、人間の体から睡眠を促すメラトニンが分泌されるようになる[5]）、または個々の人間が確立させた規則的な睡眠と覚醒のパターンによって固定されている。

昼夜のサイクルが人間に与える影響力はまだ完全に失われてはおらず（標準的な自然光はメラトニン分泌を抑制するにあたっては充分ではない[6]）、通常の夜間シフト労働者の能力に影響を及ぼしている。概日リズムは持続的であり、一日あたり1時間から2時間前後する誤差が生じるのみである。新たにシフト勤務の始業時間を概日リズムの誤差時間を超えて変更することは注意力の減少に繋がり、最初の夜勤後から確立された睡眠時間が戻る前の「週末」の休みまでの間にその減少はよく生じている[3]。

睡眠不足と疲労の蓄積による影響は充分な睡眠時間（24時間あたり7、8時間）が取れない、または16、17時間（通常のヒトの覚醒時間）以上覚醒している個人がどの程度睡眠不足に陥るかを示している。睡眠不足は断眠した日数が続くにつれてその状態が蓄積され、一日の睡眠時間を1回の連続したものから2回の短い睡眠時間に変えることは新たな疲労が生じる場合がある。睡眠不足は1回の夜間睡眠で解消されるものではなく、正常な状態に復帰するためには2、3回の確立された睡眠サイクルを経る必要がある[3]産業上のまたは「作業時間 (time-on-task) 」に基づく疲労は労働時間内に蓄積されるものであり、シフト勤務中のいつもとは異なった時間において労働者の能力に影響を与えるものと示している[3]。

用語の定義

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運転者の勤務日はそれを構成する次の時間帯に分かれており、「当番時間 (on-duty time) 」、「非番時間 (off-duty time) 」、「運転時間 (driving time) 」、「寝台時間 (sleeper berth time) 」の4つである。

連邦自動車運輸安全局規制第395.2節は次のように述べている[7]。

「当番時間 (on-duty time) 」とは、運転者が労働を開始して、又は労働をするために準備する状態から運転者が労働および労働の遂行におけるすべての責任から解放された状態に至るまでのすべての時間をいう。

「当番時間」には次の時間が含まれている。
  • 工場、ターミナル、施設、若しくは自動車運輸業者、若しくは荷送人が所有する施設、又はいかなる公共施設において荷待ちしているすべての時間。ただし、運転者が自動車運輸業者に対する義務を負っていない場合は除く。
  • いかなる商用自動車を点検、修理、又は整備するすべての時間。
  • 国境の通過時間。
  • 「運転時間 (driving time) 」によって定義されるすべての運転時間。
  • 運転時間以外のいかなる商用自動車の車内、又は車上にいるすべての時間。ただし、「寝台 (sleeper berth) 」において休憩するために使われた時間は除く。
  • 商用自動車に荷積み、若しくは荷下ろしを行い、若しくは荷積み、若しくは荷下ろしにおいてこれを監督、若しくは支援を行い、若しくは荷積み、若しくは荷下ろしが行われている商用自動車を補助し、若しくは商用自動車を運転するために準備を行い、又は荷積み、若しくは荷下ろしされた積荷の受領証を発行、若しくは受領におけるすべての時間。
  • 故障した商用自動車を修理し、支援を受け、又はこれを使用して勤務している状態にあるすべての時間。
  • 無作為検査、合理的な嫌疑（英語版）、事件発生後、又は確認のために行われる薬物検査の求めに応じるため、呼気標本、又は尿検体を検証するために使われたすべての時間。なお、検体を採取する場所の往復に要した移動時間も含むものとする。
  • 自動車運輸業者の資格を有し、自動車運輸業者に雇用され、又は現に職を有する状態において、いかなるその他の仕事を遂行した時間。
  • 対価を得て自動車運輸業者ではない人のために仕事を遂行した時間。（この規則は運転者が副業または非常勤の形態の仕事を行うことを明確には禁じていない。同則は運転者が法で定められた10時間の休憩を取らずに、運転を伴わない仕事からそれが要求される仕事へ転換することを単に防止している。）

「運転 (driving) 」時間とは、商用自動車の運転操作に要するすべての時間をいう。

この写真における「寝台 (sleeper berth) 」はトラックの運転室の後方に位置する黒い窓ガラスがある空間に位置している。

「寝台 (sleeper berth) 」時間とは寝台の内部において用いられたすべての時間（すなわち、休憩や睡眠に費やした時間）をいう。 連邦自動車運輸安全局規制第393.76節は「寝台 (sleeper berth) 」としてある空間が定義されるための最低限の基準を要求している[8]。運転室から独立した（たいていはそのすぐ後方に位置する）ベッドなどの空間が「寝台」の単純な定義である。規則では運転者に必ず睡眠を取ることを明確には要求しておらず、単に、運転者に「寝台」時間または非労働時間（例えば自宅など）内で「休憩 (rest) 」時間を取らなければならないとしている。A statement made by the ICC in 1937 gives the reason: "We have no control over the manner in which a driver may spend his time off-duty, although some of his spare time activities may tire him as much as any work would do. We can only emphasize, by this comment, the responsibility which is the driver's own to assure himself of adequate rest and sleep, in the time available for this purpose, to insure safety of his driving, and likewise the employer's responsibility to see that his drivers report for work in fit condition."[4] これに対しては、1937年に州際通商委員会が出した声明では次のような理由を挙げている。「運転者の空き時間における活動の幾つかが、どのような仕事も運転者に疲労をもたらすのと同程度に彼を疲労させる可能性があるにも関わらず、われわれは運転者が彼の勤務外時間を過ごす方法に関して何ら監督を及ぼしてはいない。われわれはこの声明によって」

「非番 (off-duty) 」時間とは、勤務、運転、又は寝台において費やされた時間以外のすべての時間をいう。

歴史

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HOS改正に関する概要
施行年 運転時間 当番時間 非番時間 最低労働時間サイクル
1938 12 15 9 24
1939 10 （なし） 8 24
1962 10 15 8 18
20031 11 14 10 21
1貨物自動車にのみ適用

1938年、州際通商委員会（1995年廃止）は最初のHOS規制を実施した[4]。運転者は15時間制労働内において労働時間が12時間に制限されていた。労働は「荷積み、荷下ろし、運転、荷扱い、報告書の作成、業務のための車両の準備、または乗客、もしくは物品の輸送に付随するその他の義務の履行」と定義されており[4]、委員会は15時間の当番時間から12時間の労働時間を差し引いた3時間を労働者が食事や休憩をとるために使われるべきものと意図していた。週最高労働時間は、日常的に車両の運転を行わない運転者の場合は7日間60時間に制限されており、日常的に車両の運転を行う運転者は8日間70時間に制限されている。これらの規制は1日24時間の範囲内において、15時間制労働内における最大労働時間12時間、非拘束時間9時間、休憩時間3時間とする労働サイクルを許可していた。

Within a short time, however, representatives of organized labor (including the American Federation of Labor, the Teamsters, and the International Association of Machinists) petitioned for a stay of the original regulations. A few motor carriers made a similar request. The ICC agreed, and oral arguments were heard again. Labor wanted HOS limits of 8 hours per day and 48 hours per week. The ICC commented "there was no statistical or other information which would enable [them] to say definitely how long a driver can safely work."[4]

「 The evidence before us clearly does not suffice to enable us to conclude that a duty period as low as 8 hours in 24 is required in the interest of safety. We may call attention, as did the division, to the contrast between factory operations, generally sustained in character, and the operation of buses and trucks, generally characterized by frequent stops ... because of conditions encountered in highway and street traffic. The monotony or nervous and physical strain of driving such vehicles is alleviated by these breaks in the periods devoted to driving, and the period of actual work is considerably below the period on-duty. 」

—Interstate Commerce Commission（July 12, 1938[4]より）

Within six months of the original ruling, the ICC ultimately decided to change the 12-hour work limit in 24 hours to a 10-hour driving limit in 24 hours, and the 15-hour on-duty limit was rescinded. Motor carriers were required to give drivers 8, rather than 9, consecutive hours off-duty each day.[4] These rules allowed for 10 hours of driving and 8 hours of rest within a 24-hour day.

In 1962, for reasons it never clearly explained, the ICC eliminated the 24-hour cycle rule,[4] and reinstated the 15-hour on-duty limit.[9] With 10 hours of driving and 8 hours of sleep, drivers were allowed to maintain an 18-hour cycle, disrupting the driver's natural 24-hour circadian rhythm. This change allowed up to 16 hours of driving per day, allowing the driver to exhaust their weekly limits in as little as five days. Later, an added exception for trucks equipped with sleeper berths meant drivers were allowed to "split" their 8-hour off-duty time into two parts. With the new splitting provision, a driver could take two 4-hour periods of rest. Using one of these short rest periods would effectively "stop the on-duty clock", allowing the driver to split the 15-hour on-duty time limit into two parts as well. These rules allowed for 10 hours of work within a 15-hour time limit, and 8 hours of rest within an 18-hour day.[4]

Between 1962 and 2003, there were numerous proposals to change the HOS again, but none were ever finalized. By this time, the ICC had been abolished, and regulations were now issued by the FMCSA. The 2003 changes applied only to property-carrying drivers (i.e., truck drivers). These rules allowed 11 hours of driving within a 14-hour period, and required 10 hours of rest.[10] These changes would allow drivers (using the entire 14-hour on-duty period) to maintain a natural 24-hour cycle, with a bare minimum 21-hour cycle (11 hours driving, 10 hours rest). However, the retention of the split sleeper berth provision would allow drivers to maintain irregular, short-burst sleeping schedules.

The most notable change of 2003 was the introduction of the "34-hour restart." Before the change, drivers could only gain more weekly driving hours with the passing of each day (which reduced their 70-hour total by the number of hours driven on the earliest day of the weekly cycle). After the change, drivers were allowed to "reset" their weekly 70-hour limit to zero, by taking 34 consecutive hours off-duty. This provision was introduced to combat the cumulative fatigue effects that accrue on a weekly basis, and to allow for two full nights of rest (e.g., during a weekend break).[4]

In 2005, the FMCSA changed the rules again, practically eliminating the split sleeper berth provision.[11] Drivers are now required to take a full 8 hours of rest, with 2 hours allowed for off-duty periods, for a total of 10 hours off-duty. This provision forced drivers to take one longer uninterrupted period of rest, but eliminated the flexibility of allowing drivers to take naps during the day without jeopardizing their driving time. Today's rule still allows them to "split" the sleeper berth period, but one of the splits must be 8 hours long and the remaining 2 hours do not stop the 14-hour on-duty period. This rule is confusing and impractical for most drivers, resulting in the majority of drivers taking the full 10-hour break.[12][13]

In the years since 2005, groups such as Public Citizen Litigation Group, Parents Against Tired Truckers (PATT), Owner-Operator Independent Drivers Association (OOIDA), Citizens for Reliable and Safe Highways (CRASH, which has merged with PATT), and the American Trucking Associations (ATA), have been working to change the HOS again.[12][14][15][16] Each group has their own ideas about what should be changed, and different agendas on why the rules should be changed.

Property-carrying vehicles

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A property-carrying vehicle

FMCSA rules prohibit driving a property-carrying CMV (e.g., trucks) more than 11 hours or to drive after having been on-duty for 14 hours. The 3-hour difference between the 11-hour driving limit and the 14-hour on-duty limit gives drivers the opportunity to take care of non-driving working duties such as loading and unloading cargo, fueling the vehicle, and required vehicle inspections, as well as non-working duties such as meal and rest breaks. After completing a 11- to 14-hour on-duty period, the driver must be allowed 10 hours off-duty.[17]

FMCSA rules prohibit drivers from operating a CMV after having been on-duty 60 hours in 7 consecutive days (if the motor carrier does not operate CMVs every day of the week), or after having been on-duty 70 hours in 8 consecutive days (if the motor carrier operates CMVs every day of the week).[17]

After accumulating, for example, 70 hours of driving and on-duty time within a period of 8 days, a driver's daily driving limit may be reduced (70 / 8 = 8.75 driving hours per day). A driver may be allowed (but not required) to take 34 hours off-duty to reset the weekly total back to zero (also known as a "34-hour restart").[17]

Passenger-carrying vehicles

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A passenger-carrying vehicle

FMCSA rules prohibit driving a passenger-carrying CMV (e.g., commercial and city busses, passenger vans, and school busses) for more than 10 hours, or to drive after having been on-duty for 15 hours. The 5-hour difference between the 10-hour driving limit and the 15-hour on-duty limit gives drivers the opportunity to take care of non-driving work-related duties such as loading and unloading of passengers and luggage, and fueling the vehicle, as well as non-working duties such as meal and rest breaks. After completing a 10 to 15-hour on-duty period, the driver must be allowed 8 hours off-duty.[18]

The FMCSA weekly hours limitations for passenger-carrying vehicles are identical to those for property-carrying vehicles.[18]

After accumulating, for example, 60 hours of driving and on-duty time within a period of 7 days, a driver's daily driving limit may be reduced (60 / 7 = 8.57 driving hours per day). The driver of a passenger-carrying vehicle may not use the 34-hour restart provision.[11]

Log book

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An example of a driver's log book, showing the time grid, cities where the driver has stopped driving, along with the vehicle, driver, and load information.

Every driver of a CMV is required to keep track of his/her time with a log book[19] or an EOBR.[20] A log book is simply a notebook with a grid pattern on every page, dividing the 24-hour day into 15-minute (1/4-hour) segments. Drivers are required to make carbon copies of each page, so one page may be kept with the driver (to be produced upon inspection by DOT officers), and so the other copy may be sent to the driver's employer.[19]

An electronic on-board recorder can be thought of as an automated electronic log book. An EOBR records the same information as a manual paper log book, and requires less input from the driver. The EOBR automatically records driving time and location, leaving the driver responsible only for reporting on-duty and off-duty time. In these respects, the EOBR is less susceptible to forgery than a paper log book.[21]

FMCSA rules require that a log book (or EOBR) must record for each change of duty status (e.g., the place of reporting for work, or starting to drive), the name of the city, town or village, with state abbreviation. If a change of duty status occurs at a location other than a city, the highway number and nearest milepost or the nearest two intersecting roadways followed by the name of the nearest city must be recorded. In addition to the time grid, a log book must record the date, total miles driven for the day, truck and trailer number, name of carrier, bill of lading number, and the driver's signature. The driver is required to retain a copy of each log page for the previous seven consecutive days which must be in his/her possession and available for inspection while on-duty.[19]

Exceptions

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There are numerous exceptions to these rules, some of these include but are not limited to:[22]

  • During adverse weather or emergency driving conditions, drivers are permitted to exceed the 11 hour maximum daily driving time. However, drivers may not extend the 14 hour on duty time.
  • Drivers who venture less than a 100 air-mile radius from the work reporting location are not required to maintain log books (but are not exempt from limits on driving time), provided their employers maintain accurate records of their driving time.
  • Drivers who start and stop their work day at the same location for at least the previous 5 work days may drive past the 14 hour mark, for an extra 2 hours, if 11 driving hours are not exceeded. The 16 hour rule extends the work day by two hours, but does not extend the allowable driving hours. The 16 hour rule may be invoked once per 34 hour reset, if the 5 day pattern has been established. The driver must be relieved from work after the 16th hour.
  • Drivers for oilfield operations in the petroleum industry, groundwater drilling operations, construction materials, and utility service vehicles are permitted to take a 24-hour restart.
  • Retail store drivers who venture less than a 100 air-mile radius are allowed to exceed daily driving limits to make store deliveries from December 10 to December 25, due to the demands of the Christmas shopping season.
  • Drivers in Alaska can drive up to 15 hours within a 20-hour period.
  • Drivers in Hawaii are not required to maintain log books, provided their employer keeps an accurate record of their driving time.
  • Drivers for theatrical or television motion picture productions are exempt if the driver operates within a 100 air-mile radius of the location where the driver reports to and is released from work. These drivers may take an 8 hour break, and are allowed 15 hours on duty.

Enforcement

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The HOS are issued, among other industry-related regulations, by the FMCSA. In this instance, federal regulations apply only to interstate commerce. Commerce which does not involve the crossing of state lines is considered intrastate, and is under the jurisdiction of the respective state's laws. However, most states have adopted intrastate regulations which are identical or very similar to the federal HOS regulations.[23]

Enforcement of the HOS rules is generally handled by DOT officers of their respective states, although any ordinary police officer may inspect a driver's log book.[24] States are responsible for maintaining weigh stations[25] commonly located at the borders between states, where drivers are pulled in for random vehicle inspections (although some of the inspections are based on the motor carrier's safety rating).[26] Otherwise, a driver may be pulled over for random checks by police officers or DOT officials at any time. Drivers are required to maintain their log books to current status, and if inspections reveal any sort of discrepancy, drivers may be put "out of service" until the driver has accumulated enough off-duty time to be back in compliance.[27] Being put out of service means a driver may not drive his/her truck during the prescribed limit under risk of further penalty. Repeated violations can result in fines from $1,000 to $11,000 and a downgrade in the motor carrier's safety rating.[27]

Long-haul drivers are normally paid by the mile, not by the hour.[28] Legally, truck drivers are not required to receive overtime pay for hours worked in excess of the standard 40-hour work week.[29] Some drivers may choose to violate the HOS to earn more money.[4][30] Being paid by the mile, any work performed that is not actual driving is of no value to the driver, providing incentive to falsify the amount of time spent performing non-driving duties.[31] Drivers who falsify their log books often under-report their non-driving duties (such as waiting to be loaded and unloaded) which they are not paid for, and under-report their driving time or total miles. Many drivers who receive mileage pay are not paid by logged miles or actual miles,[32] instead, motor carriers use computer mapping software (such as PC Miler)[33] or published mileage guides (such as the Rand McNally Household Goods Carriers' Bureau Mileage Guide).[34] PATT suggests that paying all drivers by the hour would reduce HOS violations by removing the incentive to "cheat the system" by driving more miles than are being logged.[9] Surveys by OOIDA report 80% of drivers are not paid for waiting times while loading and unloading, and the majority of those drivers log these times as off-duty (while regulations require they be logged as on-duty). These same drivers reported they would log these times as on-duty if they were paid reasonably for such delays.[4]

Drivers can get away with this rule-breaking due to their paper-based log books.[30] As a driver records their time spent behind the wheel, there is very little to stop them from forging their log books.[35] There is very superficial oversight and some drivers take advantage of this fact. Surveys indicate that between 25% and 75% of drivers violate the HOS.[4][36] Other drivers maintain more than one log book, showing falsified versions to enforcement officers.[21]

Trucking companies (motor carriers) can also play a role in HOS violations.[35] Certain carriers may choose to knowingly ignore HOS violations made by their drivers, or even encourage their drivers to do so. Allowing drivers to violate the HOS is an effective cost-cutting measure used mostly by non-union, long haul carriers. Permitting HOS violations allows a carrier to hire fewer drivers, and run on fewer trucks than a company which follows the rules. To comply with the HOS, these companies would have to hire more drivers (possibly driving up wages) and purchase additional trucks and trailers. Making a change to comply with the law is complicated by competition with carriers that already comply with HOS regulations. Due to this competition, carriers who choose to switch from non-compliance could not pass on all of their increased costs associated with HOS compliance to their customers.[37]

In 1999, two trucking company officials were sentenced to federal prison for violating hours of service regulations. Charles Georgoulakos Jr. and his brother, James Georgoulakos were sentenced to four months in prison, eight months in home confinement, and one year of supervised release. Their company, C&J Trucking Company of Londonderry, New Hampshire, was placed on two years probation and fined $25,000 (the maximum amount). The sentences were the result of an investigation which began when one of the trucking company's drivers was involved in a collision on Interstate 93 in Londonderry on Aug. 2, 1995, in which four individuals were killed.[38]

「 The defendants admitted that they knowingly and willfully permitted employee truck drivers to violate hours of service safety regulations. The corporation executed a scheme to hide illegal hours of driving from detection by Federal Highway Administration (FHWA) safety investigators who conduct periodic examinations of trucking companies' records. The scheme involved paying drivers "off the books" for illegal driving time through an account other than the normal payroll account. 」

—U.S. Department of Transportation（[38]より）

Several private and public motor carriers such as Frito-Lay,[9] United Parcel Service,[9] and Werner Enterprises, have voluntarily implemented electronic on-board recorders to ensure drivers are in compliance with the federal regulations, to reduce the errors and hassles associated with paper log books, and to improve driver retention and recruitment.[39] EOBRs automatically record the driving time and cannot be easily forged. Any violation of the HOS will automatically be recorded and reported to the company. The FMCSA is considering making EOBRs mandatory for all motor carriers.[40]

Rewriting the Hours of Service

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Drivers will be limited to 8 hours of continuous driving before requiring at least a 30 minute break. The 34 hour restart provision will still be in effect. However, drivers will only be allowed 1 restart per week and it must include 2 periods between 1:00 AM and 5:00 AM. Drivers inside parked CMVs, even when not in the sleeper berth, will be able to count it as off-duty, and up to 2 hours either side of a sleeper-berth period while in the passenger seat will also count as off-duty.

This regulation has been codified into the Final Rule,[41] and will come into force on the 27th February 2012 (for the additional Off Duty allowances) and 1 July 2012 (for the break rules, and restart limits).

Oilfield exemption:

  • Also as proposed, the oilfield operations exemption will be revised. Under the new rule, "waiting time" for certain drivers at oilfields must be logged as off-duty and identified by a note in the "remarks" section or in a separate line.[42]

関連項目

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脚注

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  1. ^ 「労働時間規則、トラック運転手の疲労に対処」 国際安全衛生センター 最終アクセス日:2013年9月5日
  2. ^ 米国における国内物流に関する調査報告書 2010年12月 日本貿易振興機構（ジェトロ）海外調査部 最終アクセス日:2013年9月5日
  3. ^ a b c d “Regulatory Impact and Small Business Analysis for Hours of Service Options”. Federal Motor Carrier Safety Administration. 2008年2月22日閲覧。
  4. ^ a b c d e f g h i j k l m n “Hours of Service of Drivers; Driver Rest and Sleep for Safe Operations; Proposed Rule”. Federal Motor Carrier Safety Administration. 2006年10月1日時点のオリジナルよりアーカイブ。2008年2月16日閲覧。
  5. ^ “Melatonin”. University of Maryland Medical Center. 2008年4月24日閲覧。
  6. ^ Czeisler, Charles A. “Pathophysiology and Treatment of Circadian Rhythm Sleep Disorders”. Insomnia and Beyond: The Neurochemical Basis for Targeted Sleep Therapeutics. Medscape. 2008年4月24日閲覧。
  7. ^ “§395.2 Definitions”. Federal Motor Carrier Safety Administration. 2008年1月31日閲覧。
  8. ^ “§393.76 Sleeper berths”. Federal Motor Carrier Safety Administration. 2008年1月31日閲覧。
  9. ^ a b c d “Status Report - Special issue: truck driver fatigue” (PDF). Insurance Institute for Highway Safety. 2008年3月12日閲覧。 [リンク切れ]
  10. ^ “Hours of Service of Drivers”. Federal Motor Carrier Safety Administration. 2008年2月17日閲覧。
  11. ^ a b “Hours-of-Service Regulations - Effective October 1, 2005”. Federal Motor Carrier Safety Administration. 2008年2月17日閲覧。
  12. ^ a b “OOIDA petitions for changes to new HOS rule”. OOIDA (2005年8月30日). 2006年10月16日時点のオリジナルよりアーカイブ。2008年5月10日閲覧。
  13. ^ McCartt, Annie T. “Work Schedules of Long-Distance Truck Drivers Before and After 2004 Hours-of-Service Rule Change” (PDF). Insurance Institute for Highway Safety. 2008年5月11日閲覧。
  14. ^ “Hours of service rules for truckers change again”. Reed Business Information. 2008年2月17日閲覧。
  15. ^ “The Method Behind the Rule”. Volume 82, Number 6. Heavy Duty Trucking (2003年4月). 2005年3月6日時点のオリジナルよりアーカイブ。2008年5月10日閲覧。
  16. ^ “Truck Driver Hours of Service” (PDF). Advocates for Highway and Auto Safety (2008年3月17日). 2008年5月10日閲覧。
  17. ^ a b c “§395.3 Maximum driving time for property-carrying vehicles”. Federal Motor Carrier Safety Administration. 2008年1月31日閲覧。
  18. ^ a b “§395.5 Maximum driving time for passenger-carrying vehicles”. Federal Motor Carrier Safety Administration. 2008年1月31日閲覧。
  19. ^ a b c “§395.8 Driver's record of duty status”. Federal Motor Carrier Safety Administration. 2008年1月31日閲覧。
  20. ^ “§395.15 Automatic on board recording devices”. Federal Motor Carrier Safety Administration. 2008年3月8日閲覧。
  21. ^ a b “Testimony of Mark V. Rosenker, Chairman, National Transportation Safety Board”. National Transportation Safety Board. 2008年3月16日閲覧。
  22. ^ “§395.1 Scope of rules in this part”. Federal Motor Carrier Safety Administration. 2008年1月31日閲覧。
  23. ^ “HOS Frequently Asked Questions (FAQ)”. B-1. Do these HOS regulations apply to intrastate commerce?. Federal Motor Carrier Safety Administration. 2008年2月24日閲覧。
  24. ^ James, George (1989年10月13日). “Inspectors Tripping Up Truck Drivers”. New York Times. 2008年5月12日閲覧。
  25. ^ “How do truck weigh stations work?”. HowStuffWorks, Inc. 2008年3月8日閲覧。
  26. ^ “About SAFER”. Federal Motor Carrier Safety Administration. 2008年2月25日閲覧。
  27. ^ a b “HOS Frequently Asked Questions (FAQ)”. B-2. What are the penalties for violating the HOS rules?. Federal Motor Carrier Safety Administration. 2008年2月24日閲覧。
  28. ^ “Truck Drivers and Driver/Sales Workers”. Occupational Outlook Handbook (OOH), 2008-09 Edition. Bureau of Labor Statistics. 2008年5月10日閲覧。
  29. ^ “29 CFR 782.3 - Exemption from Maximum Hours Provisions for Certain Employees of Motor Carriers”. U.S. Department of Labor. 2007年12月14日時点のオリジナルよりアーカイブ。2008年2月24日閲覧。
  30. ^ a b “Franklin truck firm's fines among highest in industry”. Milwaukee Journal Sentinel. 2008年3月22日閲覧。
  31. ^ “Proposed Changes in Motor Carrier Hours of Service Regulations: An Assessment” (PDF). University of Michigan. 2008年3月8日閲覧。
  32. ^ Whistler, Deborah. “What's In A Mile?: Calculating mileage is a financial & emotional issue for drivers.”. Newport Communications. 2002年6月5日時点のオリジナルよりアーカイブ。2008年4月24日閲覧。
  33. ^ “Business Solutions from PC*MILER: ALK Technologies”. ALK Technologies. 2008年4月24日閲覧。
  34. ^ “Rand McNally FAQ”. Rand McNally. October 27, 2007時点のオリジナルよりアーカイブ。2008年4月24日閲覧。
  35. ^ a b Saltzman, Gregory M. “Truck Driver Occupational Safety and Health” (PDF). Centers for Disease Control and Prevention. 2008年5月10日閲覧。
  36. ^ “Electronic On-Board Recorders for Hours-of-Service Compliance Notice of Proposed Rulemaking; Docket No. FMCSA-2004-18940” (PDF). Insurance Institute for Highway Safety. 2008年2月26日閲覧。
  37. ^ “The case for strengthened motor carrier hours of service regulations.”. Transportation Journal. Entrepreneur.com. 2008年4月26日閲覧。
  38. ^ a b “FHWA Announces Maximum Penalties For Truckers Violating Safety Regulations”. U.S. Department of Transportation (June 7, 1999). 2006年9月23日時点のオリジナルよりアーカイブ。2009年3月19日閲覧。
  39. ^ “Paperless Log System FAQ”. Werner Enterprises. 2008年3月8日閲覧。
  40. ^ “Proposed Rule: Electronic On-Board Recorders (EOBRs) for Documenting Hours of Service; Listening Session”. Federal Motor Carrier Safety Administration. 2008年2月24日閲覧。
  41. ^ http://www.fmcsa.dot.gov/rules-regulations/topics/hos-final/hos-final-rule.aspx
  42. ^ Oilfield exemption- Retrieved 2012-01-13

外部リンク

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