Please look at this log example

Split sleeper is confusing. I knew it pretty well a while ago, but w/o using it at all it's slipping. Your notes look ok, but dont hold me to it.

 

where did you get the example from? I'm just curious.

 

Your notes are fine. You are correct that the eight-hour break must be in the sleeper in order to qualify for the split-break. Of course, you know that the two-hour break does not have to be in the sleeper.

 

According to examples you slept 10 drove 3, worked 4 (7) off the 14 hr clock. Then drove 2 more for a total of 9 hrs worked/driven. You slept for 2 hrs then drove for 3 more hrs. Looking at the example you would had only 2 more hrs available. After 8hrs of sleeper berth time then you drove for 12.5 automatic violation. If it's not your log whoever this is didn't plan their trip correct and got bit by the 14hr rule

 

To be sure though check in the other forums they have trainers, espcially in the swift and werner forums who can answer for sure. Good luck going forward

 

it's an example from a testing book.

 

That's a dumb example. Drives me crazy(ier)

 

If you really want the rundown on logs, go to the Meyer Trucking yard on Mark Dabling Blvd, and ask for the driver of the blue Freightliner Columbia, if he's in. If he's willing to take the time to go through them with you, I promise you he can get you squared away on logs.

 

OK I get it now.




Violations: On Day 2, there is an 11-hour rule violation from 4:00 p.m. – 9:00 p.m. and a 14-hour rule violation from 7:00 p.m. – 9:00 p.m.

Explanation — 11-Hour Limit: After 10 consecutive hours off duty, the driver had 11 hours of driving time available at 10:00 a.m. on Day 1 (CP#1). After driving 8 hours (3+2+3), the driver took 8 consecutive hours in the sleeper berth, which, combined with the earlier 2 consecutive hours in the sleeper, made the driver eligible for the sleeper-berth provision. This moves the 11-hour calculation point to the end of the first of the two qualifying breaks, or 9:00 p.m. on Day 1 (CP#2). Between CP#2 and 8:00 a.m. on Day 2, the driver had 3 hours of driving, so at 8:00 a.m. there were 8 hours remaining, but he or she continued to drive, for an additional 5 hours, after reaching the 11-hour limit at 4:00 p.m.

NOTE: When using the sleeper-berth provision, the 2-hour break can fall before or after the 8-hour sleeper-berth break.

Explanation — 14-Hour Limit: After 10 consecutive hours off duty, the driver had 14 hours available at 10:00 a.m. on Day 1 (CP#1). The driver reached the 14-hour limit at midnight (the 2-hour sleeper-berth period is included in the 14-hour calculation because it is less than 8 hours). The driver then entered the sleeper berth for 8 consecutive hours and took advantage of the sleeper-berth provision (see above). This moves the 14-hour calculation point to 9:00 p.m. on Day 1 (CP#2), the end of the first of the two qualifying breaks. Counting forward from there (and excluding the 8-hour sleeper period), the driver had 11 hours remaining as of 8:00 a.m. on Day 2. Those 11 hours were used up by 7:00 p.m. and the driver drove for 2 hours past the 14-hour on-duty limit.

To remain in compliance: The driver should have stopped driving at 4:00 p.m. on Day 2. If he or she had gone off duty or in the sleeper berth for at least 2 consecutive hours at that time, the calculation point would have moved to 8:00 a.m. on Day 2 and the driver would have remained in compliance.