It's mostly around engineering whether you have enough downtime to "move" your "driven" hours into.
For long-haul it's probably a bit different, but other routes have a lot of annoying delays.
E.g. waiting at a port, waiting for a trailer replacement, waiting for receiving, etc.
Afaik, these are all classified as driving hours for logbook purposes.
It creates a situation where you legally have to park a truck on the side of the road when you hit your cap, even though 1/2 of your day might have been waiting around for something.
Imho, that's a bit ridiculous, and I'm sympathetic to shadow logbooks there.
For the 16 hours straight cross-country pounders, less-so. But long-haul is what autonomous trucking will likely eat first.
The toll it takes on your sleep schedule is also brutal, because the rule is 10hr on / 8hr off. If those 8 "off" hours happen to coincide with sleeping hours you might get some rest but that won't be frequent, or enough. It would be better, smarter, and safer to just drive 16hr and then sleep for 8hr. But the rules are the rules, they don't have to make sense.
For long-haul it's probably a bit different, but other routes have a lot of annoying delays.
E.g. waiting at a port, waiting for a trailer replacement, waiting for receiving, etc.
Afaik, these are all classified as driving hours for logbook purposes.
It creates a situation where you legally have to park a truck on the side of the road when you hit your cap, even though 1/2 of your day might have been waiting around for something.
Imho, that's a bit ridiculous, and I'm sympathetic to shadow logbooks there.
For the 16 hours straight cross-country pounders, less-so. But long-haul is what autonomous trucking will likely eat first.