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In 1962, for reasons it never clearly explained, the ICC eliminated the 24-hour cycle rule, [2] and reinstated the 15-hour on-duty limit. [8] 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.
The weekly driving time may not exceed 56 hours. In addition to this, a driver cannot exceed 90 hours driving in a fortnight. Daily rest. Within each period of 24 hours after the end of the previous daily/weekly rest period a driver must take a new daily rest period. An 11-hour (or more) daily rest is called a regular daily rest period.
The final rule required truck drivers who use the "34-hour restart" provision to maximize their weekly work hours to limit the restart to once a week and to include in the restart period at least two nights off duty from 1:00 to 5:00 a.m., when one's 24-hour body clock supposedly needs and benefits from sleep the most. [22]
After which drivers must rest for 10 hours. [62] The rules do not explicitly require that a driver must sleep, only that a driver must take a period of "rest" within the sleeper berth or off duty (i.e., at home). Distinct regulations exist for passenger carrying drivers as well as vehicles designed specifically for oilfield operations as well ...
[9] [10] The first hours of service regulations were enacted in October 1938, limiting the driving hours of truck and bus drivers. [11] [10] In 1941, the now abolished ICC reported that inconsistent weight limitations imposed by the states were a hindrance to effective interstate truck commerce. [2]
The Labor Department rule, which the administration proposed 15 months ago, replaces a scrapped Trump-era standard that lowered the bar for classifying employees as contractors.
Lady comes in with a 10% off coupon and asks me how much it'll get her off on an $80 antenna. I explain $8 to which she is surprised, and angrily picks the $50 one.
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