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Vol. 139, No. 23 =97 November 16, 2005

Registration
SOR/2005-313 October 25, 2005

MOTOR VEHICLE TRANSPORT ACT

Commercial Vehicle Drivers Hours of Service=20 Regulations

P.C. 2005-1816 October 25, 2005

Whereas, pursuant to subsection 3(1) of the Motor Vehicle = Transport=20 Act, 1987 (see=20 footnote a), the Minister of Transport has consulted with the=20 government of each province affected by the annexed Regulations; =

Whereas, pursuant to subsection 3(1) of that Act, a copy of the = proposed Commercial Vehicle Drivers Hours of Service = Regulations,=20 substantially in the annexed form, was published in the Canada = Gazette, Part I, on February 15, 2003, and a reasonable = opportunity=20 was afforded to interested persons to make representations to the = Minister=20 of Transport with respect to it;

And whereas the Motor Vehicle Transport Act, 1987 (see=20 footnote b)was amended by An Act to Amend the Motor = Vehicle=20 Transport Act, 1987 and Other Acts as a Consequence Thereof = (see=20 footnote c);

Therefore, Her Excellency the Governor General in Council, on = the=20 recommendation of the Minister of Transport, pursuant to section = 16.1 of=20 the Motor Vehicle Transport Act (see=20 footnote d), hereby makes the annexed Commercial Vehicle = Drivers=20 Hours of Service Regulations.

TABLE OF CONTENTS
COMMERCIAL VEHICLE DRIVERS HOURS OF = SERVICE=20 REGULATIONS (This table is not part of the=20 Regulations.)
	Section
INTERPRETATION	1
APPLICATION	2
DIRECTORS	3
RESPONSIBILITIES OF MOTOR CARRIERS,SHIPPERS, CONSIGNEES = AND=20 DRIVERS	4
Reserved	5 to 9
TRAVELLING AS A PASSENGER =97 OFF-DUTY TIME	10
SCHEDULING =97 DRIVING SOUTH OF LATITUDE 60=B0N
Application	11
Daily Driving and On-duty Time	12
Mandatory Off-duty Time	13
Daily Off-duty Time	14
Reserved	15
Deferral of Daily Off-duty Time	16
Ferries	17
Splitting of Daily Off-duty Time =96 Single Driver =	18
Splitting of Daily Off-duty Time =96 Team of Drivers =	19
Reserved	20 to 23
Cycles	24 to 27
Cycle Reset =97 Off-duty Time	28
Cycle Switching =97 Off-duty Time	29
Reserved	30 to 36
SCHEDULING =97 DRIVING NORTH OF LATITUDE 60=B0N
Application	37
Driving and On-duty Time	38
Mandatory Off-duty Time	39
Daily Off-duty Time	40
Splitting of Daily Off-duty Time =96 Single Driver =	41
Splitting of Daily Off-duty Time =96 Team of Drivers =	42
Reserved	43 to 48
Cycles	49 to 52
Cycle Reset =97 Off-duty Time	53
Cycle Switching =97 Off-duty Time	54
Reserved	55 to 60
PERMITS
Special Permits	61
Permits for Commercial Vehicles Other than Oil = Well=20 Service Vehicles	62
Oil Well Service Vehicle Permits	63
Applications for Permits	64
Approval of Other Directors	65
Issuance of Permits	66
Obligations of Permit Holders	67
Amendment, Cancellation and Suspension of Permits =	68
Reserved	69 to 75
EMERGENCIES AND ADVERSE DRIVING CONDITIONS	76
Reserved	77 to 79
DAILY LOGS
Interpretation	80
Requirement to Fill Out a Daily Log	81
Content of Daily Logs	82
Use of Electronic Recording Devices	83
Possession of Daily Logs and Supporting Documents by=20 Drivers	84
Distribution and Keeping of Daily Logs	85
Tampering	86
Monitoring by Motor Carriers	87
Reserved	88 to 90
OUT-OF-SERVICE DECLARATIONS	91
Reserved	92 to 95
INSPECTIONS
Proof of Authority	96
Authority to Enter Premises for an Inspection =	97
Production of Daily Logs and Supporting Documents =	98 and 99
REPEAL	100
COMING INTO FORCE	101
SCHEDULE 1
SCHEDULE 2
SCHEDULE 3
^*****

COMMERCIAL VEHICLE DRIVERS HOURS OF = SERVICE=20 REGULATIONS

INTERPRETATION

1. The following definitions apply in these=20 Regulations.

"adverse driving conditions" means snow, sleet, fog or other = adverse=20 weather or road conditions that were not known to a driver or a = motor=20 carrier dispatching a driver immediately before the driver began = driving=20 or could not reasonably have been known to them. (mauvaises = conditions=20 de circulation)

"co-driver" means a person who is present in a commercial = vehicle=20 because of having been, or being about to be, its driver.=20 (coconducteur)

"commercial vehicle" means a vehicle that

(a) is operated by a motor carrier and propelled = otherwise=20 than by muscular power; and

(b) is a truck, tractor, trailer or any combination of = them=20 that has a gross vehicle weight in excess of 4 500 kg or a bus = that is=20 designed and constructed to have a designated seating capacity of = more=20 than 10 persons, including the driver. (v=E9hicule = utilitaire)

"cycle" means

(a) cycle 1, under which on-duty time is accumulated = over a=20 period of 7 days; and

(b) cycle 2, under which on-duty time is accumulated = over a=20 period of 14 days. (cycle)

"daily log" means a record in the form set out in Schedule 2 = containing=20 the information required by section 82. (fiche = journali=E8re)

"day", in respect of a driver, means a 24-hour period that = begins at=20 the hour designated by the motor carrier for the duration of the = driver's=20 cycle. (jour ou journ=E9e)

"director" means a federal director or a provincial director.=20 (directeur)

"driver"

(a) means a person who operates a commercial vehicle; =

(b) means, in respect of a motor carrier, a person = employed or=20 otherwise engaged by the motor carrier to operate a commercial = vehicle,=20 including a self-employed driver; and

"duty status" means any of the following periods:

(a) off-duty time, other than time spent in a sleeper = berth;=20

(b) off-duty time spent in a sleeper berth;

(d) on-duty time, other than driving time. = (activit=E9)=20

"electronic recording device" means an electric, electronic or=20 telematic device that is installed in a commercial vehicle and is = capable=20 of accurately recording, in accordance with section 83, each = period of=20 duty status, in whole or in part. (enregistreur = =E9lectronique)=20

"emergency vehicle" means a fire-fighting vehicle, ambulance, = police=20 vehicle or other vehicle that is used for emergency purposes.=20 (v=E9hicule de secours)

"federal director" means an official of the Road Safety and = Motor=20 Vehicle Regulation Directorate of the federal Department of = Transport.=20 (directeur f=E9d=E9ral)

"home terminal" means the place of business of a motor carrier = at which=20 a driver ordinarily reports for work and, for the purposes of = sections 80=20 to 82 and Schedule 2, includes a temporary work site designated by = the=20 motor carrier. (gare d'attache)

"inspector" means

(a) a person designated under subsection 3(2); or

(b) a peace officer within the meaning of section 2 of = the=20 Criminal Code. (inspecteur)

"motor carrier" means a person who is engaged in the operation = of an=20 extra-provincial bus undertaking or an extra-provincial truck = undertaking.=20 (transporteur routier)

"off-duty time" means any period other than on-duty time. = (heures=20 de repos)

"oil well service vehicle" means a commercial vehicle that is =

(a) specially constructed, altered or equipped to = accommodate=20 a specific service requirement associated with the oil or natural = gas=20 industry; and

(b) used exclusively in the oil or natural gas = industry for=20 transporting equipment or materials to and from oil or natural gas = facilities or for servicing and repairing oil or natural gas = facilities.=20 (v=E9hicule de service de puits de p=E9trole)

"on-duty time" means the period that begins when a driver = begins work=20 or is required by the motor carrier to be available to work, = except where=20 the driver is waiting to be assigned to work, and ends when the = driver=20 stops work or is relieved of responsibility by the motor carrier, = and=20 includes driving time and time spent by the driver

(a) inspecting, servicing, repairing, conditioning or = starting=20 a

commercial vehicle;

(b) travelling in a commercial vehicle as a co-driver, = when=20 the time is not spent in the sleeper berth;

(d) inspecting or checking the load of a commercial = vehicle;=20

(e) waiting for a commercial vehicle to be serviced, = loaded,=20 unloaded or dispatched;

(f) waiting for a commercial vehicle or its load to be = inspected;

(g) waiting at an en-route point because of an = accident or=20 other unplanned occurrence or situation;

(h) resting in or occupying a commercial vehicle for = any other=20 purpose, except

(i) time counted as off-duty time in accordance with section = 10,

(ii) time spent in a sleeper berth,

(iii) time spent in a stationary commercial vehicle to satisfy = the=20 requirements of sections 13 and 14, and

(iv) time spent in a stationary commercial vehicle that is in = addition=20 to the off-duty requirements of section 14; and

(i) performing any work for any motor carrier. = (heures de=20 service)

"out-of-service declaration" means a declaration issued by a = director=20 or inspector under section 91. (d=E9claration de mise hors = service)=20

"principal place of business" means the place or places = designated by=20 the motor carrier where daily logs, supporting documents and other = relevant records required by these Regulations are kept.=20 (=E9tablissement principal)

"sleeper berth" means an area of a commercial vehicle that = meets the=20 requirements of Schedule 1. (couchette)

"supporting document" means a document or information recorded = or=20 stored by any means required by a director or inspector to assess=20 compliance with these Regulations. (document = justificatif)

APPLICATION

2. (1) These Regulations apply to all = commercial=20 vehicles other than the following:

(a) a two or three-axle commercial vehicle being used = for

(i) transporting the primary products of a farm, forest, sea or = lake,=20 if the driver or the motor carrier is the producer of the = products, or=20

(ii) a return trip after transporting the primary products of a = farm,=20 forest, sea or lake, if the vehicle is empty or is transporting = products=20 used in the principal operation of a farm, forest, sea or lake; =

(b) an emergency vehicle;

(c) a vehicle engaged in providing relief in the case = of a=20 public welfare emergency, as that expression is defined in section = 5 of=20 the Emergencies Act;

(d) a bus that is part of the public transit service = that is=20 provided in a municipality, in contiguous municipalities or within = 25 km=20 of the boundary of the municipality or contiguous municipalities = in which=20 the public transit service is provided; and

(e) a commercial vehicle when driven for personal use, = if

(i) the vehicle has been unloaded,

(ii) any trailers have been unhitched,

(iii) the distance travelled does not exceed 75 km in a day, =

(iv) the driver has recorded in the logbook the odometer = reading at the=20 beginning and end of the personal use, and

(v) the driver is not the subject of an out-of-service = declaration=20 under section 91.

(2) In this section, the expression "commercial vehicle when = driven for=20 personal use" excludes use, by the driver, of the vehicle in the = course of=20 business as a motor carrier.

DIRECTORS

3. (1) The minister responsible for highway = safety in=20 a province may designate a person to exercise in the province the = duties=20 and functions of a director for the purposes of these Regulations. =

(2) A director may designate inspectors for the purposes of = these=20 Regulations.

RESPONSIBILITIES OF MOTOR CARRIERS, SHIPPERS, = CONSIGNEES=20 AND DRIVERS

4. No motor carrier, shipper, consignee or = other=20 person shall request, require or allow a driver to drive and no = driver=20 shall drive if

(a) the driver's faculties are impaired to the point = where it=20 is unsafe for the driver to drive;

(b) driving would jeopardize or be likely to = jeopardize the=20 safety or health of the public, the driver or the employees of the = motor=20 carrier;

(d) the driver, in doing so, would not be in = compliance with=20 these Regulations.

[5 to 9 reserved]

TRAVELLING AS A PASSENGER =97 OFF-DUTY TIME

10. If a driver who has, at the request of the = motor=20 carrier by whom the driver is employed or otherwise engaged, spent = time=20 travelling as a passenger in a commercial vehicle to the = destination at=20 which the driver will begin driving takes 8 consecutive hours of = off-duty=20 time before beginning to drive, the time spent as a passenger = shall be=20 counted as off-duty time.

SCHEDULING =97 DRIVING SOUTH OF LATITUDE 60=B0N =

Application

11. Sections 12 to 29 apply in respect of = driving=20 south of latitude 60=B0N.

Daily Driving and On-duty Time

12. (1) No motor carrier shall request, = require or=20 allow a driver to drive and no driver shall drive after the driver = has=20 accumulated 13 hours of driving time in a day.

(2) No motor carrier shall request, require or allow a driver = to drive=20 and no driver shall drive after the driver has accumulated 14 = hours of=20 on-duty time in a day.

Mandatory Off-duty Time

13. (1) No motor carrier shall request, = require or=20 allow a driver to drive and no driver shall drive after the driver = has=20 accumulated 13 hours of driving time unless the driver takes at = least 8=20 consecutive hours of off-duty time before driving again.

(2) No motor carrier shall request, require or allow a driver = to drive=20 and no driver shall drive after the driver has accumulated 14 = hours of=20 on-duty time unless the driver takes at least 8 consecutive hours = of=20 off-duty time before driving again.

(3) No motor carrier shall request, require or allow a driver = to drive=20 and no driver shall drive after 16 hours of time have elapsed = between the=20 conclusion of the most recent period of 8 or more consecutive = hours of=20 off-duty time and the beginning of the next period of 8 or more=20 consecutive hours of off-duty time.

Daily Off-duty Time

14. (1) A motor carrier shall ensure that a = driver=20 takes and the driver shall take at least 10 hours of off-duty time = in a=20 day.

(2) Off-duty time other than the mandatory 8 consecutive hours = may be=20 distributed throughout the day in blocks of no less than 30 = minutes each.=20

(3) The total amount of off-duty time taken by a driver in a = day shall=20 include at least 2 hours of off-duty time that does not form part = of a=20 period of 8 consecutive hours of off-duty time required by section = 13.=20

[15 reserved]

Deferral of Daily Off-duty Time

16. Despite sections 12 and 14, a driver who = is not=20 splitting off-duty time in accordance with section 18 or 19 may = defer a=20 maximum of 2 hours of the daily off-duty time to the following day = if

(a) the off-duty time deferred is not part of the = mandatory 8=20 consecutive hours of off-duty time;

(b) the total off-duty time taken in the 2 days is at = least 20=20 hours;

(d) the total driving time in the 2 days does not = exceed 26=20 hours; and

(e) there is a declaration in the "Remarks" section of = the=20 daily log that states that the driver is deferring off-duty time = under=20 this section and that clearly indicates whether the driver is = driving=20 under day one or day two of that time.

Ferries

17. Despite sections 13 and 14, a driver = travelling by=20 a ferry crossing that takes more than 5 hours is not required to = take the=20 mandatory 8 consecutive hours of off-duty time if

(a) the time spent resting in a sleeper berth while = waiting at=20 the terminal to board the ferry, in rest accommodations on the = ferry and=20 at a rest stop that is no more than 25 km from the point of = disembarkation=20 from the ferry combine to total a minimum of 8 hours;

(b) the hours are recorded in the daily log as = off-duty time=20 spent in a sleeper berth;

(d) the supporting document coincides with the daily = log=20 entries.

Splitting of Daily Off-duty Time =97 Single = Driver=20

18. (1) A driver who is driving a commercial = vehicle=20 fitted with a sleeper berth may meet the mandatory off-duty time = and daily=20 off-duty time requirements of sections 13 and 14 by accumulating = off-duty=20 time in no more than 2 periods if

(a) neither period of off-duty time is shorter than 2 = hours;=20

(b) the total of the 2 periods of off-duty time is at = least 10=20 hours;

(d) the total of the driving time in the periods = immediately=20 before and after each of the periods of off-duty time does not = exceed 13=20 hours;

(e) the elapsed time in the periods immediately before = and=20 after each of the periods of off-duty time does not include any = driving=20 time after the 16^th hour after the driver comes = on-duty;

(f) none of the daily off-duty time is deferred to the = next=20 day; and

(g) the total of the on-duty time in the periods = immediately=20 before and after each of the periods of off-duty time referred to = in=20 paragraph (b) does not include any driving time after the = 14^th hour.

(2) The 16^th hour is calculated by

(a) excluding any period spent in the sleeper berth = that is 2=20 hours or more in duration and that, when added to a subsequent = period in=20 the sleeper berth, totals at least 10 hours; and

(b) including

(i) all on-duty time,

(ii) all off-duty time not spent in the sleeper berth,

(iii) all periods of less than 2 hours spent in the sleeper = berth, and=20

(iv) any other period spent in the sleeper berth that does not = qualify=20 as counting towards meeting the requirements of this section. =

(3) No motor carrier shall request, require or allow a driver = to begin=20 to drive again and no driver shall begin to drive again in = accordance with=20 the requirements of sections 13 and 14 without first taking at = least 8=20 consecutive hours of off-duty time.

Splitting of Daily Off-duty Time =97 Team of = Drivers

19. (1) A team of drivers driving a commercial = vehicle=20 fitted with a sleeper berth may meet the mandatory off-duty time = and daily=20 off-duty time requirements of sections 13 and 14 by accumulating = off-duty=20 time in no more than 2 periods if

(a) neither period of off-duty time is shorter than 4 = hours;=20

(b) the total of the 2 periods of off-duty time is at = least 8=20 hours;

(d) the total of the driving time in the periods = immediately=20 before and after each of the periods of off-duty time does not = exceed 13=20 hours;

(f) none of the daily off-duty time is deferred to the = next=20 day; and

(2) The 16^th hour is calculated by

(a) excluding any period spent in the sleeper berth = that is 4=20 hours or more in duration and that, when added to a subsequent = period in=20 the sleeper berth, totals at least 8 hours; and

(b) including

(i) all on-duty time,

(ii) all off-duty time not spent in the sleeper berth,

(iii) all periods of less than 4 hours spent in the sleeper = berth, and=20

(iv) any other period spent in the sleeper berth that does not = qualify=20 as counting towards meeting the requirements of this section. =

[20 to 23 reserved]

Cycles

24. A motor carrier shall require that a = driver=20 follows and the driver shall follow either cycle 1 or cycle 2. =

25. Subject to section 28, no motor carrier = shall=20 request, require or allow a driver to drive and no driver shall = drive=20 unless the driver has taken at least 24 consecutive hours of = off-duty time=20 in the preceding 14 days.

26. Subject to section 28, no motor carrier = shall=20 request, require or allow a driver who is following cycle 1 to = drive and=20 no driver who is following cycle 1 shall drive after the driver = has=20 accumulated 70 hours of on-duty time during any period of 7 days = or, if=20 the driver has reset the cycle in accordance with section 28, = during the=20 period of the cycle that was ended.

27. Subject to section 28, no motor carrier = shall=20 request, require or allow a driver who is following cycle 2 to = drive and=20 no driver who is following cycle 2 shall drive after the driver = has=20 accumulated

(a) 120 hours of on-duty time during any period of 14 = days or,=20 if the driver has reset the cycle in accordance with section 28, = during=20 the period of the cycle that was ended; or

(b) 70 hours of on-duty time without having taken at = least 24=20 consecutive hours of off-duty time.

Cycle Reset =97 Off-duty Time

28. (1) A driver may end the current cycle and = begin a=20 new cycle if the driver first takes the following off-duty time: =

(a) for cycle 1, at least 36 consecutive hours; or =

(b) for cycle 2, at least 72 consecutive hours.

(2) After taking the off-duty time, the driver begins a new = cycle, the=20 accumulated hours are set back to zero and the driver's hours = begin to=20 accumulate again.

Cycle Switching =97 Off-duty Time

29. (1) No motor carrier shall request, = require or=20 allow a driver to switch and no driver shall switch from one cycle = to the=20 other without first taking the following off-duty time before = beginning to=20 drive again:

(a) to switch from cycle 1 to cycle 2, at least 36 = consecutive=20 hours; or

(b) to switch from cycle 2 to cycle 1, at least 72 = consecutive=20 hours.

(2) After taking the off-duty time, the driver begins the other = cycle,=20 the accumulated hours are set back to zero and the driver's hours = begin to=20 accumulate again.

[30 to 36 reserved]

SCHEDULING =97 DRIVING NORTH OF LATITUDE 60=B0N =

Application

37. Sections 38 to 54 apply in respect of = driving=20 north of latitude 60=B0N.

Driving and On-duty Time

38. (1) No motor carrier shall request, = require or=20 allow a driver to drive and no driver shall drive after the driver = has=20 accumulated 15 hours of driving time.

(2) No motor carrier shall request, require or allow a driver = to drive=20 and no driver shall drive after the driver has accumulated 18 = hours of=20 on-duty time.

Mandatory Off-duty Time

39. (1) No motor carrier shall request, = require or=20 allow a driver to drive and no driver shall drive after the driver = has=20 accumulated more than 15 hours of driving time or 18 hours of = on-duty time=20 unless they take at least 8 consecutive hours of off-duty time = before=20 driving again.

(2) No motor carrier shall request, require or allow a driver = to drive=20 and no driver shall drive if more than 20 hours of time has = elapsed=20 between the conclusion of the most recent period of 8 or more = consecutive=20 hours of off-duty time and the beginning of the next period of 8 = or more=20 consecutive hours of off-duty time.

Daily Off-duty Time

40. A motor carrier shall ensure that a driver = takes=20 and the driver shall take at least 8 hours of off-duty time.

Splitting of Daily Off-duty Time =97 Single = Driver=20

41. (1) A driver who is driving a commercial = vehicle=20 fitted with a sleeper berth may meet the mandatory off-duty time = and daily=20 off-duty time requirements of sections 39 and 40 by accumulating = off-duty=20 time in no more than 2 periods if

(a) neither period of off-duty time is shorter than 2 = hours;=20

(b) the total of the 2 periods of off-duty time is at = least 8=20 hours;

(d) the total of the driving time in the periods = immediately=20 before and after each of the periods of off-duty time does not = exceed 15=20 hours;

(e) the on-duty time in the periods immediately before = and=20 after each of the periods of off-duty time does not include any = driving=20 time after the 18^th hour after the driver comes on = duty,=20 calculated in accordance with subsection (2); and

(f) none of the daily off-duty time is deferred to the = next=20 day.

(2) The 18^th hour is calculated by

(a) excluding any period spent in the sleeper berth = that is 2=20 hours or more in duration and that, when added to a subsequent = period in=20 the sleeper berth, totals at least 8 hours; and

(b) including

(i) all on-duty time,

(ii) all off-duty time not spent in the sleeper berth,

(iii) all periods of less than 2 hours spent in the sleeper = berth, and=20

(iv) any other period spent in the sleeper berth that does not = qualify=20 as counting towards meeting the requirements of this section. =

(3) No motor carrier shall request, require or allow the driver = to=20 begin to drive again in accordance with the requirements of = sections 39=20 and 40 and no driver shall begin to drive again without first = taking at=20 least 8 consecutive hours of off-duty time.

Splitting of Daily Off-duty Time =97 Team of = Drivers

42. (1) A team of drivers driving a commercial = vehicle=20 fitted with a sleeper berth may meet the mandatory off-duty time = and daily=20 off-duty time requirements of sections 39 and 40 by accumulating = off-duty=20 time in no more than 2 periods if

(a) neither period of off-duty time is shorter than 4 = hours;=20

(b) the total of the 2 periods of off-duty time is at = least 8=20 hours;

(d) the total of the driving time in the periods = immediately=20 before and after each of the periods of off-duty time does not = exceed 15=20 hours;

(f) none of the off-duty time is deferred to the next = day.=20

(2) The 18^th hour is calculated by

(a) excluding any period spent in the sleeper berth = that is 4=20 hours or more in duration and that, when added to a subsequent = period in=20 the sleeper berth, totals at least 8 hours; and

(b) including

(i) all on-duty time,

(ii) all off-duty time not spent in the sleeper berth,

(iii) all periods of less than 4 hours spent in the sleeper = berth, and=20

(iv) any other period spent in the sleeper berth that does not = qualify=20 as counting towards meeting the requirements of this section. =

[43 to 48 reserved]

Cycles

49. A motor carrier shall require that a = driver=20 follows and the driver shall follow either cycle 1 or cycle 2. =

50. Subject to section 53, no motor carrier = shall=20 request, require or allow a driver to drive and no driver shall = drive=20 unless the driver has taken at least 24 consecutive hours of = off-duty time=20 in the preceding 14 days.

51. Subject to section 53, no motor carrier = shall=20 request, require or allow a driver who is following cycle 1 to = drive and=20 no driver who is following cycle 1 shall drive after the driver = has=20 accumulated 80 hours of on-duty time during any period of 7 days. =

52. Subject to section 53, no motor carrier = shall=20 request, require or allow a driver who is following cycle 2 to = drive and=20 no driver who is following cycle 2 shall drive after the driver = has=20 accumulated

(a) 120 hours of on-duty time in any period of 14 = days; or=20

(b) 80 hours of on-duty time, without having taken at = least 24=20 consecutive hours of off-duty time.

Cycle Reset =97 Off-duty Time

53. (1) A driver may end the current cycle and = begin a=20 new cycle if they first take the following off-duty time:

(a) for cycle 1, at least 36 consecutive hours; or =

(b) for cycle 2, at least 72 consecutive hours.

(2) After taking the off-duty time, the driver begins a new = cycle, the=20 accumulated hours are set back to zero and the driver's hours = begin to=20 accumulate again.

Cycle Switching =97 Off-duty Time

54. (1) No motor carrier shall request, = require or=20 allow a driver to switch and no driver shall switch from one cycle = to the=20 other without first taking the following off-duty time before = beginning to=20 drive again:

(a) to switch from cycle 1 to cycle 2, at least 36 = consecutive=20 hours; or

(b) to switch from cycle 2 to cycle 1, at least 72 = consecutive=20 hours.

(2) After taking the off-duty time, the driver begins the other = cycle,=20 the accumulated hours are set back to zero and the driver's hours = begin to=20 accumulate again.

[55 to 60 reserved]

PERMITS

Special Permits

61. (1) A federal director may issue a special = permit=20 to a motor carrier for the purpose of a research or pilot project = if the=20 safety and health of the public, the driver or the employees of = the motor=20 carrier are not or are unlikely to be jeopardized.

(2) Sections 12 to 54 and 76 to 99 do not apply in respect of = special=20 permits, but sections 64 to 68 apply with such modifications as = the=20 circumstances require.

(3) The applicant shall provide to the federal director a = detailed work=20 plan that includes at least the following information:

(a) the nature of the proposed research or pilot = project;

(b) the objectives of the proposed research or pilot = project;=20

(d) the criteria and method for measuring results; =

(e) the safety implications and the approach to = addressing any=20 possible risks identified;

(f) the duration of the proposed research or pilot = project;=20 and

(g) the manner of and timing for reporting results. =

Permits for Commercial Vehicles Other than = Oil Well=20 Service Vehicles

62. (1) A provincial director may issue a = permit to a=20 motor carrier in respect of a commercial vehicle other than an oil = well=20 service vehicle if

(a) the safety and health of the public, the driver or = the=20 employees of the motor carrier are not or are unlikely to be = jeopardized;=20 and

(b) a reduction of off-duty time or an increase in = driving=20 time is required

(i) to allow a driver following a regular itinerary to reach = their home=20 terminal or destination,

(ii) to allow the delivery of perishable goods, or

(iii) to accommodate a significant temporary increase in the=20 transportation of passengers or goods by the motor carrier. =

(2) The only deviations from the requirements of these = Regulations that=20 may be authorised in the permit are

(a) a reduction of the 2 hours of daily off-duty time = required=20 by subsection 14(3) if the commercial vehicle is operated south of = latitude 60=B0N; and

(b) an increase in driving time and on-duty time of up = to a=20 total of 2 hours.

Oil Well Service Vehicle Permits

63. (1) A provincial director may issue a = permit to a=20 motor carrier in respect of an oil well service vehicle if

(a) the driver has successfully completed training = directly=20 related to safety requirements associated with operating within = the field=20 services sector of the oil or natural gas industry; and

(b) the safety and health of the public, the driver or = the=20 employees of the motor carrier are not or are unlikely to be = jeopardized.=20

(2) Sections 24 to 29 and 49 to 54 do not apply in respect of = an oil=20 well service vehicle permit, but instead the permit shall require = that the=20 driver take

(a) at least 3 periods of off-duty time, each at least = 24=20 hours long, in any period of 24 days, the periods being taken=20 consecutively or separated by on-duty time; and

(b) at least 72 consecutive hours of off-duty time = after=20 ending driving under the provisions of the permit and beginning = driving=20 under those sections.

(3) When the driver begins to drive again under sections 24 to = 29 or 49=20 to 54, they begin to accumulate hours in the cycle.

(4) Waiting time and standby time at an oil or natural gas well = site or=20 ancillary facility shall not be included as on-duty time if

(a) the driver performs no work during the time;

(b) the time is fully and accurately recorded in the = daily log=20 as off-duty time and denoted as waiting or standby time in the = "Remarks"=20 section; and

(5) None of the daily off-duty time shall be deferred to the = next day.=20

Applications for Permits

64. (1) A motor carrier may apply to a = director for a=20 permit by providing the following information and documents:

(a) the name of the motor carrier;

(b) the names of the drivers who will operate a = commercial=20 vehicle under the permit;

(d) a list of the commercial vehicles operated by the = motor=20 carrier;

(e) a list of all accidents involving the motor = carrier or any=20 driver of the motor carrier that occurred during the 6 months = before the=20 date of the application if they are required by the laws of the = province,=20 state or country in which the accident occurred to be reported to = the=20 police;

(f) the requested duration of the permit;

(g) in the case of an extra-provincial truck = undertaking, a=20 detailed description of the load and the provinces in respect of = which the=20 permit is to apply;

(h) in the case of an extra-provincial bus = undertaking, a=20 detailed description of the routes in respect of which the permit = is to=20 apply;

(i) the requested schedule;

(j) the reasons for the application, with supporting = evidence;=20

(k) a copy of every permit issued to the motor carrier = under=20 these Regulations in the previous 5 years;

(l) a signed declaration that discloses any other = application=20 for a permit under these Regulations made by the motor carrier to = any=20 director within the 6 months before the date of the application; = and

(m) any other information required by the director to = evaluate=20 whether the granting of a permit would or would be likely to = jeopardize=20 the safety or health of the public, the driver or the employees of = the=20 motor carrier.

(2) If requested by the director to do so, the motor carrier = shall make=20 available to the director the daily logs, supporting documents or = records=20 of on-duty times, for the 6 months before the date of the = application, of=20 every driver who will operate a commercial vehicle of the motor = carrier=20 under the permit.

Approval of Other Directors

65. (1) Before issuing a permit, a director = shall=20 obtain the written approval of the provincial directors of the = provinces=20 in which the commercial vehicle will be driven under the permit. =

(2) A provincial director from whom approval is sought shall =

(a) respond to the request for approval within 30 days = after=20 receiving it; and

(b) give their approval if they have no reason to = believe that=20 the safety or health of the public, the driver or the employees of = the=20 motor carrier would be or would be likely to be jeopardized by the = granting of the permit.

Issuance of Permits

66. A director who issues a permit shall = specify in=20 the permit

(a) the reasons for issuing it;

(b) its duration, which shall not exceed one year; and =

(c) any terms or conditions required for the = protection of the=20 safety or health of the public, the driver or the employees of the = motor=20 carrier.

Obligations of Permit Holders

67. (1) A motor carrier to whom a permit is = issued=20 shall

(a) require that a copy of the permit is placed in = each=20 commercial vehicle in respect of which it applies;

(b) provide the director with a list of the commercial = vehicles in respect of which the permit applies and keep the = director=20 informed of any changes so that the director may accurately and = quickly=20 identify the vehicles;

(c) make available for inspection by the director, = immediately=20 on request, the daily log and the supporting documents of the = drivers of=20 the commercial vehicles in respect of which the permit applies; = and

(d) notify the director without delay of any accident=20 involving any of the commercial vehicles to which the permit = applies if it=20 is required by the laws of the province, state or country in which = the=20 accident occurred to be reported to the police.

(2) Every driver who is driving under a permit shall drive and = the=20 motor carrier shall ensure that they drive in accordance with the = terms=20 and conditions of the permit.

Amendment, Cancellation and Suspension of = Permits=20

68. (1) A director who issues a permit may = amend,=20 cancel or suspend it, and a director who approves a permit issued = by=20 another director may withdraw the approval, on written = notification to the=20 motor carrier, if

(a) the motor carrier or the driver contravenes these=20 Regulations or any condition of the permit; or

(b) the director determines that the safety and health = of the=20 public, the driver or the employees of the motor carrier are or = are likely=20 to be jeopardized.

(2) The director shall choose among amendment, cancellation and = suspension of the permit

(a) if the director is a provincial director, in = accordance=20 with the laws of the province; and

(b) if the director is the federal director, in = accordance=20 with the laws of the province in which the vehicle is base-plated. =

(3) When a director withdraws approval for a permit issued by = another=20 director, the director who issued the permit shall amend it to = remove the=20 authority for a commercial vehicle to be operated under the permit = in the=20 province in respect of which approval is withdrawn.

[69 to 75 reserved]

EMERGENCIES AND ADVERSE DRIVING CONDITIONS

76. (1) The requirements of these Regulations = in=20 respect of driving time, on-duty time and off-duty time do not = apply to a=20 driver who, in an emergency, requires more driving time to reach a = destination that provides safety for the occupants of the = commercial=20 vehicle and for other users of the road or the security of the = commercial=20 vehicle and its load.

(2) A driver who encounters adverse driving conditions while = operating=20 the vehicle during a trip south of latitude 60=B0N may extend the = permitted=20 13 hours of driving time specified in sections 12 and 13 and = reduce the 2=20 hours of daily off-duty time required by subsection 14(3) by the = amount of=20 time needed to complete the trip if

(a) the driving, on-duty and elapsed time in the = elected cycle=20 is not extended more than 2 hours;

(b) the driver still takes the required 8 consecutive = hours of=20 off-duty time; and

(3) A driver who encounters adverse driving conditions while = operating=20 the vehicle during a trip north of latitude 60=B0N may extend the = permitted=20 15 hours of driving time specified in section 38 by the amount of = time=20 needed to complete the trip if

(a) the extension of the driving time is no more than = 2 hours;=20

(b) the driver still takes the required 8 consecutive = hours of=20 off-duty time; and

(4) A driver who extends their driving, on-duty or elapsed time = because=20 of an emergency or adverse driving conditions shall record the = reason for=20 doing so in the "Remarks" section of the daily log.

[77 to 79 reserved]

DAILY LOGS

Interpretation

80. A requirement that a driver record time in = a daily=20 log is a requirement to record the time using the local time at = the=20 driver's home terminal.

Requirement to Fill Out a Daily Log =

81. (1) A motor carrier shall require every = driver to=20 fill out and every driver shall fill out a daily log each day that = accounts for all of the driver's on-duty time and off-duty time = for that=20 day.

(2) This section does not apply if

(a) the driver operates or is instructed by the motor = carrier=20 to operate a commercial vehicle within a radius of 160 km of the = home=20 terminal;

(b) the driver returns to the home terminal each day = to begin=20 a minimum of 8 consecutive hours of off-duty time;

(c) the motor carrier maintains accurate and legible = records=20 showing, for each day, the driver's duty status and elected cycle, = the=20 hour at which each duty status begins and ends and the total = number of=20 hours spent in each status and keeps those records for a minimum = period of=20 6 months after the day on which they were recorded; and

(d) the driver is not driving under a permit issued = under=20 these Regulations.

Content of Daily Logs

82. (1) At the beginning of each day, a motor = carrier=20 shall require that a driver enters legibly and the driver shall = enter=20 legibly the following information in the daily log:

(a) the date, the start time if different than = midnight, the=20 name of the driver and, if the driver is a member of a team of = drivers,=20 the names of the co-drivers;

(b) in the case of a driver who is not driving under = the=20 provisions of an oil well service permit, the cycle that the = driver is=20 following;

(d) the odometer reading of each of the commercial = vehicles=20 operated by the driver;

(e) the names and the addresses of the home terminal = and the=20 principal place of business of every motor carrier by whom the = driver was=20 employed or otherwise engaged during that day;

(f) in the "Remarks" section of the daily log, if the = motor=20 carrier or driver was not required to keep a daily log immediately = before=20 the beginning of the day, the number of hours of off-duty time and = on-duty=20 time that were accumulated by the driver each day during the 14 = days=20 immediately before the beginning of the day; and

(g) if applicable, a declaration in the "Remarks" = section of=20 the daily log that states that the driver is deferring off-duty = time under=20 section 16 and that clearly indicates whether the driver is = driving under=20 day one or day two of that time.

(2) The motor carrier shall require that the driver records and = the=20 driver shall record in the daily log the hours in each duty status = during=20 the day covered by the daily log, in accordance with Schedule 2, = and the=20 location of the driver each time their duty status changes, as = that=20 information becomes known.

(3) At the end of each day, the motor carrier shall require = that the=20 driver records and the driver shall record the total hours for = each duty=20 status and the total distance driven by the driver that day, = excluding the=20 distance driven in respect of the driver's personal use of the = vehicle, as=20 well as the odometer reading at the end of the day and sign the = daily log=20 attesting to the accuracy of the information recorded in it.

Use of Electronic Recording Devices =

83. A driver may use an electronic recording = device=20 for recording their duty status if

(a) the information contained in the electronic = recording=20 device is the same as the information that would have been = provided if it=20 had been submitted as a daily log in paper format;

(b) when requested to do so by a director or an = inspector, the=20 driver can immediately provide the information for the previous 14 = days by=20 producing it on a digital display screen of the electronic = recording=20 device or in handwritten form or on a print-out or any other = intelligible=20 output, or any combination of these;

(i) the driving time and other on-duty time for each day on = which the=20 device is used,

(ii) the total on-duty time remaining and the total on-duty = time=20 accumulated in the cycle being followed by the driver, and

(iii) the sequential changes in duty status and the time at = which each=20 change occurred for each day on which the device is used; =

(d) the driver is capable, if so requested by an = inspector, of=20 preparing a handwritten daily log from the information stored in = the=20 device for each day on which the device is used;

(e) the device automatically records when it is = disconnected=20 and reconnected and keeps a record of the time and date of these=20 occurrences;

(f) the device records the time spent in each duty = status of=20 the driver;

(g) any hard copy of the daily log that is generated = from the=20 information that is stored in the device is signed on each page by = the=20 driver attesting to its accuracy; and

(h) the motor carrier provides blank daily log forms = in the=20 commercial vehicle for the driver's use.

Possession of Daily Logs and Supporting = Documents by=20 Drivers

84. No driver who is required to fill out a = daily log=20 shall drive and no motor carrier shall request, require or allow = the=20 driver to drive unless the driver has in their possession

(a) a copy of the daily logs for the preceding 14 days = and, in=20 the case of a driver driving under an oil well service permit, for = each of=20 the required 3 periods of 24 consecutive hours of off-duty time in = any=20 period of 24 days;

(b) the daily log for the current day, completed up to = the=20 time at which the last change in the driver's duty status = occurred; and=20

Distribution and Keeping of Daily Logs =

85. (1) A driver shall, within 20 days after=20 completing a daily log, forward the original daily log and = supporting=20 documents to the home terminal and the motor carrier shall ensure = that the=20 driver does so.

(2) A driver who is employed or otherwise engaged by more than = one=20 motor carrier in any day shall forward, within 20 days after = completing a=20 daily log, and the motor carriers shall ensure that the driver = forwards=20

(a) the original of the daily log to the home terminal = of the=20 first motor carrier for which the driver worked and a copy of it = to the=20 home terminal of each other carrier for which the driver worked; = and

(b) the original supporting documents to the home = terminal of=20 the applicable motor carrier.

(3) The motor carrier shall

(a) deposit the daily logs and supporting documents at = its=20 principal place of business within 30 days after receiving them; = and

(b) keep the daily logs and supporting documents in=20 chronological order for each driver for a period of at least 6 = months.=20

Tampering

86. (1) No motor carrier shall request, = require or=20 allow a driver to keep and no driver shall keep more than one = daily log in=20 respect of any day.

(2) No motor carrier shall request, require or allow any person = to=20 enter and no person shall enter inaccurate information in a daily = log,=20 whether it is handwritten or produced using an electronic = recording=20 device, or falsify, mutilate or deface a daily log or supporting=20 documents.

Monitoring by Motor Carriers

87. (1) A motor carrier shall monitor the = compliance=20 of each driver with these Regulations.

(2) A motor carrier that determines that there has been = non-compliance=20 with these Regulations shall take immediate remedial action and = record the=20 dates on which the non-compliance occurred, the date of issuance = of a=20 notice of non-compliance and the action taken.

[88 to 90 reserved]

OUT-OF-SERVICE DECLARATIONS

91. (1) A director or an inspector may issue = an=20 out-of-service declaration in respect of a driver if

(a) the driver contravenes paragraph 4(a) or=20 (b);

(b) the driver fails to comply with any of the driving = time or=20 off-duty time requirements of sections 12 to 29, sections 38 to 54 = or a=20 permit;

(d) there is evidence that shows that the driver has = completed=20 more than one daily log, has entered inaccurate information in the = daily=20 log or has falsified information in the daily log; or

(e) the driver has mutilated or defaced a daily log or = a=20 supporting document in such a way that the director or inspector = cannot=20 determine whether the driver has complied with the driving time = and=20 off-duty time requirements of sections 12 to 29, sections 38 to 54 = or a=20 permit.

(2) The director or inspector shall notify the driver and the = motor=20 carrier in writing of the reason that the driver has been made the = subject=20 of an out-of-service declaration and the period during which it = applies.=20

(3) An out-of-service declaration applies

(a) for 10 consecutive hours, if the driver = contravenes=20 paragraph 4(a) or (b);

(b) for 10 consecutive hours, if the driver = contravenes=20 section 12 or 38;

(c) for the number of hours needed to correct the = failure, if=20 the driver fails to comply with the off-duty time requirements of = any of=20 sections 12 to 29 or 38 to 54; and

(d) for 72 consecutive hours, if the driver = contravenes=20 section 86 or 98.

(4) The out-of-service declaration in respect of a driver who=20 contravenes section 86 or 98 continues to apply beyond the 72 = hours until=20 the driver rectifies the daily log, if applicable, and provides it = to the=20 director or inspector so that the director or inspector is able to = determine whether the driver has complied with these Regulations. =

[92 to 95 reserved]

INSPECTIONS

Proof of Authority

96. An inspector shall, at all times during = the=20 exercise of their functions, produce on request proof of their = designation=20 and title.

Authority to Enter Premises for an = Inspection=20

97. (1) An inspector may, during business = hours, enter=20 a motor carrier's home terminal or principal place of business, = other than=20 living quarters, for the purpose of inspecting the daily logs, = supporting=20 documents and other relevant records.

(2) An inspector may at any time stop and enter a commercial = vehicle,=20 except for its sleeper berth, for the purpose of inspecting the = daily logs=20 and supporting documents.

(3) An inspector may, at any time, stop a commercial vehicle = and enter=20 its sleeper berth for the purpose of verifying that the sleeper = berth=20 meets the requirements of Schedule 1.

(4) No person shall obstruct or hinder, or knowingly make any = false or=20 misleading statements either orally or in writing to, a director = or an=20 inspector engaged in carrying out their duties and functions under = these=20 Regulations.

Production of Daily Logs and Supporting = Documents=20

98. (1) At the request of an inspector, a = driver shall=20 immediately produce for inspection daily logs, supporting = documents and=20 other relevant records for the current trip and the preceding 14 = days as=20 well as any permit the driver may be driving under.

(2) If an electronic recording device is installed in the = commercial=20 vehicle, the driver shall retrieve the information stored by the = device=20 for each day that it was used.

(3) The driver shall, at the request of an inspector, = immediately give=20 the inspector a copy of the daily logs, supporting documents and = other=20 relevant records for the preceding 14 days, or the originals if it = is not=20 possible in the circumstances to make copies, as well as any = permit the=20 driver may be driving under.

(4) The inspector shall provide a receipt in the form set out = in=20 Schedule 3 for the copy of the daily logs, supporting documents = and other=20 relevant records.

99. (1) A motor carrier = shall, during=20 business hours, at the request of an inspector, immediately make = available=20 for inspection at a place specified by the inspector daily logs,=20 supporting documents and other relevant records as well as any = permit a=20 driver may be driving under or have been driving under during the = period=20 for which the inspector makes the request for the documents.

(2) The inspector shall

(a) immediately return the permit if it is still a = current=20 permit and provide a receipt in the form set out in Schedule 3 for = any=20 expired permit as well as for the daily logs, supporting documents = and=20 other relevant records; and

(b) return the expired permits, daily logs, supporting = documents and other relevant records within 14 days after = receiving them.=20

REPEAL

100. The = Commercial=20 Vehicle Drivers Hours of Service Regulations, 1994 = (see=20 footnote 1) are repealed.

COMING INTO FORCE

101. These Regulations come into force on January 1,=20 2007.

SCHEDULE 1
(Section 1 and subsection = 97(3))=20

SLEEPER BERTHS

1. An area of a commercial vehicle is a = sleeper berth=20 if

(a) it is designed to be used as sleeping = accommodation;

(b) it is located in the cab of the commercial vehicle = or=20 immediately adjacent to the cab and is securely fixed to it;

(d) if it is located in the cargo space, it is = securely=20 compartmentalized from the remainder of the cargo space;

(e) in the case of a bus,

(i) it is located in the passenger compartment,

(ii) it is at least 1.9 m in length, 60 cm in width and 60 cm = in=20 height,

(iii) it is separated from the passenger area by a solid = physical=20 barrier that is equipped with a door that can be locked,

(iv) it provides privacy for the occupant, and

(v) it is equipped with a means to significantly limit the = amount of=20 light entering the area;

(f) in the case of a commercial vehicle other than a = bus, it=20 is rectangular in shape with at least the following dimensions: =

(i) 1.9 m in length, measured on the centre line of the = longitudinal=20 axis,

(ii) 60 cm in width, measured on the centre line of the = transverse=20 axis, and

(iii) 60 cm in height, measured from the sleeping mattress to = the=20 highest point of the area;

(g) it is constructed so that there are no impediments = to=20 ready entrance to or exit from the area;

(h) there is a direct and readily accessible means of = passing=20 from it into the driver's seat or compartment;

(i) it is protected against leaks and overheating from = the=20 vehicle's exhaust system;

(j) it is equipped to provide adequate heating, = cooling and=20 ventilation;

(k) it is reasonably sealed against dust and rain; =

(l) it is equipped with a mattress that is at least 10 = cm=20 thick and adequate sheets and blankets so that the = occupant can=20 get restful sleep; and

(m) it is equipped with a means of preventing ejection = of the=20 occupant during deceleration of the commercial vehicle, the means = being=20 designed, installed and maintained to withstand a total force of 2 = 700 kg=20 applied toward the front of the vehicle and parallel to the = longitudinal=20 axis of the vehicle.

SCHEDULE 2
(Section 1 and subsection=20 82(2))

DUTY STATUS

3D"DUTY

INSTRUCTIONS

Fill out the grid as follows:

(a) for each duty status,

(i) mark the beginning time and the end time, and

(ii) draw a continuous line between the time markers; =

(b) record the name of the municipality or give the = location=20 on a highway or in a legal sub-division and the name of the = province or=20 state where a change in duty status occurs;

(c) if the driver is engaged in making deliveries in a = municipality that result in a number of periods of driving time = being=20 interrupted by a number of short periods of other on-duty time, = the=20 periods of driving time may be combined and the periods of other = on-duty=20 time may be combined; and

(d) enter on the right of the grid the total number of = hours=20 of each period of duty status, which total must equal 24 = hours.

SCHEDULE 3
(Subsection 98(4) and = paragraph=20 99(2)(a)

RECEIPT

It is hereby acknowledged that, pursuant to subsection 98(4) or = paragraph 99(2)(a) of the Commercial Vehicle Drivers = Hours of=20 Service Regulations, the following daily logs, supporting = documents=20 and other records were provided by

(Name of person)

(Number, street, municipality, location, = province=20 of motor carrier)

(Day, month, year)

namely

(Description of daily logs, supporting = documents=20 and records received)

Dated at

(Municipality, location)

(Day, month, = year)

________________

Inspector's = signature

REGULATORY IMPACT ANALYSIS = STATEMENT

(This statement is not part of the = Regulations.)=20

Description

The Commercial Vehicle Drivers Hours of Service = Regulations=20 govern the maximum driving times and minimum off-duty times of = commercial=20 vehicle (bus and truck) drivers employed or otherwise engaged in=20 extra-provincial transportation. These Regulations require drivers = to keep=20 a record of their daily driving and other work activities in a = prescribed=20 format and to make these records available to designated = enforcement=20 officials upon request.

Transport Canada has moved to repeal and replace the = Commercial=20 Vehicle Drivers Hours of Service Regulations, 1994, under the = Motor Vehicle Transport Act, 1987 (MVTA). The = central=20 changes featured in the new Regulations include:

introduction of a new daily requirement for a minimum of 10 = hours=20 off-duty. The current Regulations do not contain a specific = daily=20 requirement;=20
requiring that upon reaching the on-duty, driving or a new = elapsed=20 time limit, a minimum of 8 consecutive hours of off-duty time is = taken=20 before re-commencing driving;=20
reducing the daily maximum driving time by 18.8 per cent = from 16=20 hours to 13 hours;=20
reducing the daily maximum on-duty time by 12.5 per cent = from 16=20 hours to 14 hours;=20
introducing a new elapsed time limit of 16 hours from the = last=20 off-duty period of 8 hours or greater;=20
eliminating an option that permits a driver, on a limited = basis, to=20 reduce the minimum off-duty time from 8 hours to 4 hours;=20
increasing the minimum rest period for team drivers using a = vehicle=20 equipped with sleeper berth accommodations from 2 to 4 = consecutive=20 hours;=20
providing reasonable flexibility by permitting, within = defined=20 parameters, the averaging of on-duty and off-duty time over a = 48-hour=20 period;=20
simplifying the regulation by reducing the number of = available=20 work/rest cycles from three to two: a maximum 70-hour cycle over = 7 days=20 and a maximum 120-hour cycle over 14 days;=20
for drivers who wish to switch or reset the cycle = (cumulative time)=20 that they are operating under, a minimum of 36 consecutive hours = off-duty must be obtained for Cycle 1 (70 hours/7 days) and a = minimum of=20 72 consecutive hours off-duty must be obtained for Cycle 2 (120 = hours/14=20 days);=20
requiring a minimum of 24 consecutive hours off-duty, at = least once=20 every 14 days for all drivers.

The main objective of the new Regulations is to reduce the risk = of=20 fatigue-related commercial vehicle collisions by providing drivers = with=20 the opportunity to obtain additional rest. The Regulations also = aim to=20 reduce the complexity of the rules by making them easier to comply = with=20 and to enforce, for example through the reduction of the number of = cycles=20 and the elimination of the options to reduce off-duty time.

The new Regulations are patterned after the applicable National = Safety=20 Code Standard (NSC). The NSC is a comprehensive code of minimum=20 performance standards designed to ensure the safe operations of = commercial=20 vehicles, drivers and motor carriers. One of these standards, NSC = #9 -=20 Hours of Service, contains the basic rules on hours of service. On = September 20, 2002, the federal/provincial Council of Ministers=20 Responsible for Transportation and Highway Safety approved a = revised NSC=20 #9 as the basis for amendments to federal and provincial = regulations.=20 Based on the Council of Ministers' commitment, the Department of = Transport=20 (the Department) is initiating changes to the hours of service = regulations=20 at the federal level. Similar changes will be implemented by the=20 provinces/territories for intra-provincial transportation.

Background

The Commercial Vehicle Drivers Hours of Service = Regulations=20 establish the limitations and minimum requirements that bus and = truck=20 drivers are required to follow when operating a commercial vehicle = in=20 Canada. The Regulations are intended to address safety issues that = pertain=20 to the operating environment of a driver. It is important that the = regulation be viewed as a package of changes, as many of the = clauses and=20 sections are inter-related.

The new Regulations maintain the principle presented in the=20 pre-publication, namely to increase the opportunity for drivers to = obtain=20 more rest.

Increased off-duty = time=20

Sleep researchers around the world agree that obtaining = sufficient=20 restful sleep is the only way to counteract the effect of fatigue. = However, no matter how the Regulations are constructed, we cannot=20 guarantee that a driver will sleep, nor can we mandate that sleep = will be=20 taken. Regulators agree that the Regulations must afford drivers = with=20 sufficient time to rest and that, through better education and = guidance,=20 drivers and motor carriers recognize the need for rest and sleep. =

The current Regulations are structured on a rotational concept = of work=20 and rest =96 the rest component being 8 consecutive hours. Over a = day, the=20 maximum off-duty time required is only 8 hours. Regulators and = industry=20 agree that more time is required, and as such, have agreed to = increase the=20 daily limit to 10 hours =96 a 25 per cent increase. The additional = 2 hours=20 must be taken in no less that 1/2 hour increments. Coupled with = the=20 reduction in on-duty time to 14 hours that is discussed later, the = combined total equates to 24 hours or what is commonly referred to = as a=20 "day" in these Regulations.

During extensive consultations with stakeholders, it was clear = that a=20 requirement to take additional off-duty time may have an adverse = effect on=20 the efficiency of some operations, but it was generally agreed to = be a=20 necessary requirement in the new Regulations.

Reductions in = driving and=20 on-duty time

As was noted above, changes were made that align the = Regulations=20 substantially on a 24-hour basis, and at the same time, implement=20 reductions to some of the specific limitations. The current = Regulations=20 contain specific limits calculated over a shift, but do not have = daily=20 (over a 24-hour basis) limitations. Under the new Regulations, the = maximum=20 driving time, per shift, will be maintained at 13 hours to reflect = Canadian geography and infrastructure (road network, population = densities,=20 etc.). However, under the current Regulations, a driver can drive = 16 hours=20 over a day (24-hour period), albeit, not consecutively. The new=20 Regulations introduce a new daily limitation that restricts = driving to 13=20 hours, a reduction of 3 hours or 18.8 per cent over the day.

The new Regulations also call for reductions in on-duty limits. = On a=20 per shift basis, on-duty limits are reduced from 15 to 14 hours. = As with=20 driving time, the new Regulations also call for a reduction in the = on-duty=20 over the day =96 from 16 hours to 14 hours.

Elimination of one=20 cycle

The current Regulations contain three cycles for drivers to = accumulate=20 their on-duty time over an extended period of time: 60 hours in 7 = days; 70=20 hours in 8 days and 120 hours in 15 days. Drivers are free to = operate=20 under any of the cycles and are free to change cycles as they = wish. This=20 aspect of the current Regulations is often misunderstood, however, = the=20 most important point is that a driver, following the rules, can = reach the=20 7-day limit in only 3.5 days. At that point, the driver can switch = to the=20 8-day cycle, however, the 8-day limit is reached after 4.5 days, = at which=20 point the driver switches to the 14-day cycle. The end result is = that,=20 over a 7-day period, a driver can accumulate 108 hours of driving. =

Regulators and stakeholders agreed that this situation should = be=20 eliminated and decided that the elimination of one cycle would = accomplish=20 that goal. The new regulation provides for two cycles: Cycle 1 - = 70 hours=20 in 7 days and Cycle 2 - 120 hours in 14 days. Furthermore, drivers = who=20 wish to switch between the cycles will have to take a minimum of = 36=20 consecutive hours off-duty to switch from cycle 1 and 72 = consecutive hours=20 if switching from Cycle 2.

Elimination of the = short=20 change rule

The current Regulations contain a specific provision that = allows bus=20 and truck drivers to reduce their minimum consecutive off-duty = time from 8=20 to 4 hours, once in 7 days. Furthermore, bus operators are also = able to=20 apply for a permit that would allow this practice twice in 7 days. = The=20 Department is eliminating this practice since it is not consistent = with=20 the objective of providing a sufficient opportunity to sleep and = to=20 recover from fatigue.

The trucking industry, while recognizing that some operations = may be=20 impacted by the elimination of this provision, were in agreement = with=20 government regulators that reducing the minimum off-duty time = should be=20 avoided and supports the change.

Implementation

This amendment comes into force on January 1, 2007. This date = was=20 selected to facilitate harmonization of the new federal rules with = corresponding provincial and territorial rules for = intra-provincial=20 carriers, which will be amended in the interim period. In this = way, hours=20 of service rules for all commercial vehicle drivers will change=20 concomitantly across the country. The interim period also provides = the=20 industry and enforcement authorities the lead-time necessary to = adapt to=20 the new rules.

Alternatives

Through consultation with provincial jurisdictions and = stakeholders,=20 Transport Canada considered the following alternatives: = maintaining the=20 status quo; accepting a variety of proposals of stakeholder = groups; and=20 harmonization with the United States' hours of service regime. =

The status quo was rejected because the current Regulations do = not=20 incorporate new developments in sleep and fatigue management = research,=20 which conclude that sleep is the principal countermeasure to = fatigue. As=20 such, the new Regulations aim to provide drivers with greater=20 opportunities for rest.

During the deliberations on the new Regulations, which extended = over a=20 decade, a number of stakeholders offered variations on the = proposed=20 amendment. This is not surprising given the complexity of the = subject, and=20 the wide interests of stakeholders. Many of the proposals were=20 incorporated in the proposal, while others were rejected. While = the=20 development of the new Regulations accounted for the latest = research=20 findings on sleep and fatigue, the scientific community offered no = single=20 definitive solution to the issue. Extensive consultation led to a=20 consensus solution that incorporates the essence of the latest = research=20 while still balancing the economic and societal demands placed on = the=20 motor carrier industry. Should other research findings become = available,=20 further regulatory modifications will be considered.

A final alternative considered was the harmonization of = Canada's hours=20 of service rules with those of the U.S. Differences between the = two=20 countries with respect to demographics, geography, and = infrastructure,=20 have dictated historically different regimes. Presently, Canada = and the=20 U.S. recognize each other's hours of service regime. Canadian = commercial=20 vehicle drivers adhere to the U.S. regime when driving in the U.S. = and=20 vice versa. This longstanding arrangement has induced no untoward=20 difficulties. Neither the motor carrier industry nor the = regulating=20 authorities were in favour of fully harmonizing Canada's hours of = service=20 regulations to those of the U.S.

As in Canada, the U.S. has also been considering changes to = their hours=20 of service rules and in April 2000, the U.S. Federal Motor Carrier = Safety=20 Administration (FMCSA) issued a Notice of Proposed Rulemaking that = generated a significant amount of controversy in the U.S. On = January 4,=20 2004, revised rules came into effect, however, on July 16, 2004, a = U.S.=20 District Court of Appeals decision vacated the revised rules. The = Court=20 allowed the FMCSA 45 days to respond, but subsequent intervention = by the=20 Senate provided FMCSA until September 30, 2005 to address the = Court's=20 decision. On August 16, 2005, the FMCSA published its new rules, = which=20 become effective on October 1, 2005. The new rules amend certain=20 provisions, however, it maintains the underlying principles = contained in=20 the current rules.

The hours of service rules in the U.S. are suited to their = operating=20 environment. The majority of regulated stakeholders in Canada = support the=20 development of regulations specific to Canadian economic = conditions,=20 competitive factors and infrastructure.

Benefits and Costs

The motor carrier industry is a very important component of the = Canadian economy, with annual operating revenues of $50 billion. = Trucking=20 is a vital component of international trade, with exports to the = U.S.=20 representing 80 per cent by value of goods shipped, and imports 60 = per=20 cent. While the motor coach industry is much smaller, it also = plays an=20 important role in transporting passengers both on an inter-city = and on a=20 charter/tour basis, and carries approximately 14 million scheduled = passengers annually.

Data is sparse on the cause of collisions as a result of = fatigue.=20 Information collected by Transport Canada is derived from police = collision=20 reports, as provided by the provinces. Of the approximately 3,000=20 fatalities that occurred annually on Canada's roads between 1994 = and 1998,=20 an average of only 11 fatalities per year are attributed to either = fatigue=20 or falling asleep. However, it is widely felt that these = statistics are=20 underreported. The U.S. Federal Motor Carrier Safety = Administration=20 suggests that fatigue could be the cause in about 15 per cent of = annual=20 road fatalities, while other sources suggest that the number could = be=20 considerably higher =96 up to 40 per cent.

The adoption of the new Commercial Vehicle Drivers Hours of = Service=20 Regulations, therefore, is expected to have incremental = beneficial=20 effects on road safety. While prescribing additional hours of = consecutive=20 rest does not guarantee that drivers will sleep, the possibility = that a=20 driver will be less tired is significantly enhanced under the new = rules.=20 Simplifying the Regulations ensures that they will be easier to = understand=20 and will thereby promote improved industry compliance.

The anticipated costs of the new Regulations are minimal. The = volume of=20 freight and passengers being transported is not likely to be = affected by=20 the new changes. The new Regulations are not expected to affect = inflation=20 and employment. However, industry will have to adapt. Possible = expenses=20 for industry and provincial governments will include adjustments = to=20 logistics planning, shipping and receiving, training for = inspectors and=20 commercial vehicle drivers on the new Regulations, and adjustments = to=20 operating systems. Nonetheless, industry and governments have = accepted=20 these costs as a necessary outcome to providing a safer = environment on=20 Canadian roads.

Environmental Impact

The Regulations have no environmental impact.

Regulatory Burden

The Regulations are not expected to impose any significant = long-term=20 regulatory burden, however, in the short term, stakeholders will = have to=20 familiarize themselves with the revised Regulations and train = enforcement=20 officials, drivers and motor carriers on the specific changes. =

Consultation

In developing these new Regulations, Transport Canada = considered the=20 views of public interest groups, law enforcement agencies, labour=20 organizations and the motor carrier industry, as well as = provincial=20 governments and individual stakeholders.

The Department's main consultative mechanism has been the = Canadian=20 Council of Motor Transport Administrators (CCMTA), the key = national=20 organization for motor carrier safety. The CCMTA is a non-profit=20 organization comprised of representatives from federal and = provincial=20 governments, as well as associate members representing a wide = variety of=20 interests. Through a collective consultative process, the CCMTA = makes=20 decisions on administration and operational matters dealing with = motor=20 carrier, commercial vehicle and driver safety. Associate members = are=20 invited, without reservation, to participate on project groups and = task=20 forces, where standards and proposed regulations are discussed and = developed.

Deliberations on revising the hours of service rules have been = underway=20 since the early 1990s under the auspices of the CCMTA. Discussions = on=20 specific changes were held in abeyance pending release of a = multi-year $6=20 million study, which was conducted by the Department in = partnership with=20 the U.S. Department of Transportation. The results of the Driver = Fatigue=20 and Alertness Study (DFAS) were released in November 1996, at = which time=20 Transport Canada assumed the chair of the multi-stakeholder CCMTA = project=20 group examining hours of service. Members included representatives = from=20 federal and provincial governments, the motor carrier sector, = public=20 interest groups, U.S. federal transportation officials and labour=20 organizations.

The project group also sought guidance from a panel of academic = experts=20 in shift-work, sleep and human performance. Their report was = published in=20 September 1998. Many of the panel's recommendations were adopted=20 completely or in part, and formed the basis for the recommended = changes in=20 the new Regulations.

Further, because the project group was interested in obtaining = the=20 views of all stakeholders, Transport Canada engaged the services = of a=20 consultant in the fall of 1998 to gather input to the hours of = service=20 review. The consultant's report, published in December 1998, = presented the=20 views of approximately 60 stakeholders from across Canada.

Throughout 1999, the project group met on numerous occasions to = finalize its deliberations. The results were incorporated into a = firm set=20 of proposals (revisions to the standard) presented in a policy = paper,=20 which was approved by the CCMTA Board of Directors in December = 1999.

To further encourage public input, in April 2001, the Minister = of=20 Transport invited the House of Commons Standing Committee on = Transport=20 (SCOT) to examine the issue of commercial drivers hours of service = and the=20 CCMTA proposal. The SCOT hearings allowed a range of interested = parties to=20 provide their viewpoint on revising the hours of service regime in = Canada.=20 The Standing Committee tabled its report on June 17, 2002; its = conclusions=20 support the changes as proposed by the CCMTA.

In addition to approving the proposed changes, during its = September 20,=20 2002 meeting, the Council of Ministers also agreed to work on = continued=20 research into effective fatigue management, on-going improvements = to hours=20 of service regimes, and the development of improved enforcement = tools such=20 as numbered logbooks and new electronic tools.

The new Regulations have been developed in concert with the = revised NSC=20 standard on hours of service. Transport Canada's review of the = hours of=20 service rules has been an exhaustive and extensive process that = has=20 involved stakeholders at every phase of the discussions. The open = and=20 transparent nature of the dialogue has allowed for a rigorous and = frank=20 but prolonged debate of the issues.

The new Regulations are considered by major stakeholders = (including=20 governments and industry, e.g. the Canadian Trucking Alliance = (CTA) and=20 labour, e.g. Teamsters Canada) to have the potential to improve = road=20 safety while balancing economic and social concerns. The changes = provide=20 greater opportunities for drivers to obtain more rest, which is = the most=20 effective way to combat the effects of fatigue. Nevertheless, some = stakeholders suggest that the changes do not go far enough in = limiting=20 driving and on-duty hours.

The new Regulations were pre-published in the Canada = Gazette,=20 Part I (CG Part I) on February 15, 2003 providing a comment period = of 60=20 days. All responses were considered in the development of the = Regulations.=20

As expected, the subject matter generated a number (40) of = submissions=20 in response to the CG Part I publication. Comments were received = from 7=20 provincial governments and 33 respondents representing the truck = and bus=20 industry, labour, public advocacy groups and private citizens. = Many of the=20 suggested changes received have been incorporated in the = Regulations. Many=20 other issues raised by respondents had been addressed in = discussions prior=20 to the Part I pre-publication and rejected by CCMTA. In addition, = a number=20 of issues were raised that necessitated further consultation and = resulted=20 in lengthy and protracted discussions. Notwithstanding the = additional=20 deliberations, the basic principles and underlying themes = presented in the=20 pre-publication have been maintained. Most issues discussed were = of a=20 technical or procedural nature and do not undermine the intent to = provide=20 commercial vehicle drivers with additional rest.

In some instances, respondents raised issues that do not = specifically=20 affect the new Regulations. These issues will be addressed in an=20 interpretation guide, which will be produced by CCMTA once the new = Regulations are published.

The following distills the more significant issues raised = following the=20 pre-publication of the Regulations by providing an explanation of = the=20 issue, a summary of the comments received and the Department's = response.=20

Definition of a = "Day"=20

One of the more intense debates concerned the "definition of a = day" as=20 this sets the parameters around which many of the driving, on-duty = and=20 rest requirements are set. The current federal Regulations are = based on a=20 system that cycles or rotates work and rest limitations, without=20 consideration of how work and rest is distributed relative to the = day. For=20 example, under the current Regulations, a driver can drive for 13 = hours,=20 take 8 consecutive hours off-duty and then re-commence driving and = continue in this manner until he/she reaches the cycle limits. = Over the=20 day (24-hour period) the driver would be able to drive a total of = 16=20 hours, albeit not consecutively. Most regulators and stakeholders = consider=20 this to be excessive, supporting the need for separate daily = limits.=20 However, not everyone agreed that the amendment would achieve the = intended=20 outcome.

The pre-published Regulations in CG Part I proposed limits of = 13 hours=20 driving and 14 hours on-duty in a "day", but that did not define = the day=20 with sufficient clarity to ensure compliance. To achieve the = desired=20 outcome, two options were considered: finding an operational model = within=20 the current rotational system that would reflect the intent of the = daily=20 limits, or introduce incremental daily limitations to ensure = drivers=20 reduce their on-duty and driving times. After considerable and = in-depth=20 analyses, taking into account the diversity of the industry and = motor=20 carrier operations across Canada, it was agreed that the only = meaningful=20 way to provide sufficient opportunity for rest is to establish = specific=20 daily limits.

Excluding the bus = industry=20 from the changes

The motor coach industry has been a very active participant in = the=20 numerous discussions and meetings on the changes to the = Regulations. The=20 Department appreciates their efforts to address the issues.

Since the beginning of discussions, the bus industry = associations have=20 argued that they should be excluded from the changes. Comments = supporting=20 this position were received from Motor Coach Canada, Ontario Motor = Coach=20 Association, l'Association des propri=E9taires de l'autobus du = Qu=E9bec and=20 many individual bus operators, such as Greyhound Canada and = Hammond=20 Transportation.

The bus industry bases its position on the fact that the=20 characteristics of the vehicle, the type of service they provide, = and the=20 human cargo they transport does not lend itself to regulations = that are=20 designed to address trucking operations. The bus industry notes = their=20 excellent safety record, which they state, is an indication of = their=20 commitment to safety. Some safety advocates suggest that since the = bus=20 industry carries passengers and not specifically cargo, they = should be=20 held to a higher standard than the trucking sector.

In the U.S., the hours of service rules for trucking were = amended and=20 implemented on January 4, 2004. The rules governing = passenger-carrying=20 operations (bus) were excluded, but the Final Rule noted that the = Federal=20 Motor Carrier Safety Administration is continuing to study fatigue = and may=20 consider "other alternatives to reduce fatigue-related incidents = and=20 increase motor coach driver alertness in the future". Therefore, = in the=20 U.S. there are now different sets of rules for trucks and buses. = Some=20 rules are more stringent than for truck drivers and some are less. = For=20 example, the consecutive driving limit for trucks has been = increased to 11=20 hours, while for buses it is maintained at 10 hours.

The Department does not underestimate the industry's efforts to = provide=20 safe transportation to the Canadian public, and indeed, Transport = Canada=20 compliments the bus industry on its safety record. However, the = Department=20 believes that the issue of driver fatigue is not confined to the = type of=20 service rendered or the vehicle driven. Fatigue is a common = physiological=20 state that can affect all human operators.

The Department's response is to develop the regulatory changes = needed=20 to improve safety on Canada's roads. While the Department = recognizes the=20 efforts of the bus industry towards safety, it rejects the = argument that=20 buses should be excluded. This decision was endorsed by provincial = and=20 territorial governments and subsequently has been accepted by the = bus=20 industry.

The industry associations, along with the Ontario School Bus=20 Association and several bus operators noted that the changes would = have a=20 detrimental effect on their business by prohibiting the operation = of early=20 morning school trips if the driver has not been able to obtain 8=20 consecutive hours off-duty. Bus operators cited examples where = charter=20 groups use the bus for evening, followed by early morning = activities.=20 Motor Coach Canada also cited examples where some charter and tour = operations would be impacted by the elimination of this provision. =

The Department appreciates the impact that the elimination of = this=20 provision will cause to some bus and tour operators, however, the = ability=20 for a driver to obtain adequate rest is paramount. Moreover, the = expert=20 panel report of 1998 recommended the elimination of the rest = reduction=20 provision. The amendment will achieve that objective.

Split sleeper = berth=20

The Department proposed eliminating the current ability for a = driver=20 (non-team) to split his/her 8-consecutive hour off-duty period = into 2=20 periods, neither of which is less than 2 hours. Canadian industry=20 representatives urged regulators to reconsider, citing economic=20 competitiveness and operational simplicity, especially with = respect to=20 international operations.

It was, therefore, agreed to undertake both an economic and = scientific=20 assessment of the issue. The CTA submitted a report that addressed = the=20 economic impacts. The report concluded, "certain segments of the = Canadian=20 trucking industry will suffer from the loss of the split = sleeper-berth=20 provision". The report estimated that the increase in trip time = due to the=20 loss of this provision would cost between $460 and $800 million = annually.=20

In December 2003, the Expert Panel convened to review the = sleeper berth=20 issue and concluded that the industry proposal to split the = 10-hour=20 off-duty time into 2 periods, neither period being less than 2 = hours,=20 could be supported. The Panel did note that due to the lack of=20 experimental scientific/analytical data addressing this specific = issue,=20 appropriate studies should be considered in the future.

Therefore, on the basis of these studies, the Department and=20 provincial/territorial governments agreed to amend the new = Regulations to=20 incorporate the use of the split sleeper berth.

Elapsed time = limitation=20

The current Regulations do not limit the length of the work = shift, e.g.=20 the elapsed time a driver can drive after reporting for duty. = Currently, a=20 driver can log him/herself off-duty intermittently, which has the = effect=20 of "stopping the clock" and extending the day. An example more = clearly=20 demonstrates this occurrence. Consider a driver who commences = driving at=20 midnight, drives for 4 hours; takes 3 hours off-duty; returns to = driving=20 for 4 hours; takes another 3 hours off-duty; drives for 2 hours; = takes 2=20 hours off-duty; and then returns to drive for another 3 hours, at = which=20 point the driver has accumulated 13 hours driving and must stop to = obtain=20 rest. However, at that point, the driver has been awake for 21 = hours since=20 reporting for work. The numbers of examples is limitless, but in = all=20 cases, the driver can interrupt the workday by logging off-duty = time,=20 thereby extending the length of the workday beyond reasonable = bounds.

Regulators viewed this as a flaw in the current Regulations and = proposed setting a limitation (implicitly 16 hours) on the elapsed = time,=20 from the time the driver reports for work (on-duty). This resulted = in a=20 significant debate among regulators and stakeholders concerning = the=20 appropriate length of shift. Various limits were considered, = however, no=20 specific research or scientific literature could be cited to guide = regulators. The proposal for a 16-hour window was opposed by = industry,=20 which preferred an 18-hour window.

At its September 2004 meeting, the Council of Ministers = Responsible for=20 Transportation and Highway Safety directed the CCMTA to conduct an = objective evaluation of the impacts of the 18-hour window in = consultation=20 with all stakeholders, including drivers. The evaluation included = an=20 expert panel review, driver input from focus groups conducted = across=20 Canada, and CCMTA associate member input.

The result of this protracted consultation culminated in = agreement to=20 implement the 16-hour window limit.

The Department believes that the inclusion of an elapsed time = limit of=20 16 hours was implicit in the CG Part I proposal. (The combination = of 8=20 consecutive hours off-duty, within a 24-hour day, left only 16 = hours of=20 elapsed time to complete the work shift.) However, this specific = element=20 was inadvertently excluded in the CG Part I pre-publication. All = parties=20 now support the inclusion of a 16-hour elapsed time in the new=20 Regulations.

North of Latitude=20 60=B0North

The current federal hours of service regulations contain = specific=20 provisions pertaining to operations North of the geographical = reference=20 Latitude 60=B0North. This area includes Yukon, Northwest = Territories and=20 would include, in the future, Nunavut if the construction of a = road=20 results in motor carriers crossing provincial/territorial = boundaries. All=20 operators who cross south of Latitude 60=B0North are required to = adhere to=20 all South of 60=B0 provisions in the Regulations, as soon as they = cross the=20 boundary.

Special provisions are recognized to be necessary in this = northern=20 region of Canada due to its unique geographical and climatic = conditions.=20 Winter ice roads, extensive road closures, a paucity of proper = road side=20 pull offs and facilities, and long stretches of isolated highway = warrant=20 greater flexibility.

The provisions for the North do not specify daily limits and = extend the=20 elapsed time limit to 20 hours, though they retain the existing = 15-hour=20 and 18-hour limits for driving and on-duty time, respectively. The = elapsed=20 time limit effectively prevents unlimited extension of the work = shift that=20 is possible under the existing Regulations. Upon reaching either = the=20 driving, on-duty or elapsed time limits, a driver will be required = to take=20 a minimum of 8 consecutive hours off-duty.

Transport Canada data do not raise road safety concerns = pertaining to=20 commercial vehicle operations in the North, and the Department is=20 satisfied that safety will not be compromised as a result of = continuing=20 special provisions. Both industry and the territorial governments = support=20 the proposed changes.

Compliance and Enforcement

Provincial governments are responsible for enforcing hours of = service=20 regulations.

Transport Canada will monitor the implementation and = enforcement of the=20 Commercial Vehicle Drivers Hours of Service Regulations = through=20 the meetings and discussions of the appropriate CCMTA standing = committees,=20 through bilateral discussions with jurisdictions and industry=20 representatives, through periodic reporting and through occasional = studies=20 on implementation and consistency as may be undertaken by the = Department.=20

Section 26 of the MVTA requires that the Minister table with = Parliament=20 a comprehensive review of the amendments to the Act passed by = Parliament=20 in 2001. Proclamation bringing these amendments into force will be = January=20 1, 2006. The review is to occur during the fifth year after coming = into=20 force. By this time, the revised hours of service regulations will = have=20 been in force in all jurisdictions for a meaningful period of = time.=20 Although the MVTA amendments do not directly affect the new = Regulations, a=20 concurrent review of the new hours of service rules would be = logical and=20 complementary and will be included as part of the comprehensive = review.=20

Contacts

Brian Orrbine
Chief
Motor Carriers
Road Safety and = Motor=20 Vehicle Regulation Directorate
Transport Canada
330 Sparks = Street,=20 Tower C, 8th Floor
Ottawa, Ontario
K1A 0N5
Telephone: = (613)=20 990-8855
FAX: (613) 990-2913
E-mail: orrbinb@tc.gc.ca

Road Safety and Motor Vehicle Regulation Directorate =
Transport=20 Canada
330 Sparks Street, Tower C, 8th Floor
Ottawa, = Ontario=20
K1A 0N5
Telephone: (613) 998-8616 or 1-800-333-0371 =
FAX: (613)=20 990-2913
E-mail: regsclerkcommis@tc.gc.ca

Footnote=20 a

R.S., c.29 (3rd Supp.)

Footnote=20 b

R.S., c. 29 (3rd Supp.)

Footnote=20 c

S.C. 2001, c. 13

Footnote=20 d

S.C. 2001, c. 13

Footnote=20 1

SOR/94-716

NOTICE:
The format=20 of the electronic version of this issue of the Canada = Gazette was=20 modified in order to be compatible with hypertext language (HTML). = Its=20 content is very similar except for the footnotes, the symbols and = the=20 tables.

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Maintained by the Canada Gazette=20 Directorate Important notic= es =0A= _uacct =3D "UA-518903-1";=0A= urchinTracker();=0A=

Updated: 2006-11-23 =

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r=3Da.substring(i+1,i2); else return = ""; =0A= if ((i=3Da.indexOf(".",i2+1))>0) t=3Da.substring(i2+1,i); else return = ""; =0A= if (f) {=0A= return r;=0A= } else {=0A= var c=3Dnew = Array('A','B','C','D','E','F','G','H','J','K','L','M','N','P','R','S','T'= ,'U','V','W','X','Y','Z','1','2','3','4','5','6','7','8','9');=0A= return = c[r>>28&m]+c[r>>23&m]+c[r>>18&m]+c[r>>13&m]+"-"+c[r>>8&m]+c[r>>3&m]+c[((r= &7)<<2)+(t>>30&3)]+c[t>>25&m]+c[t>>20&m]+"-"+c[t>>15&m]+c[t>>10&m]+c[t>>5= &m]+c[t&m];=0A= }=0A= }=0A= function _uIN(n) {=0A= if (!n) return false;=0A= for (var i=3D0;i"9") && (c!=3D".")) return false;=0A= }=0A= return true;=0A= }=0A= function _uES(s,u) {=0A= if (typeof(encodeURIComponent) =3D=3D 'function') {=0A= if (u) return encodeURI(s);=0A= else return encodeURIComponent(s);=0A= } else {=0A= return escape(s);=0A= }=0A= }=0A= function _uUES(s) {=0A= if (typeof(decodeURIComponent) =3D=3D 'function') {=0A= return decodeURIComponent(s);=0A= } else {=0A= return unescape(s);=0A= }=0A= 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