Can anyone explain the 8/2 split?

Yea, I feel like I am missing something on it though. Just remember the 8/2 doesnt give you more time, and where most people hurt themselves is they only keep up with the 11. that 14 is the dangerous part.

 

Its the same as a 10 hr break you just have to take a 2 hr break WITHIN the standard 14 hr window. Its so easy its complicated. Basically you can only work a maximum of 12 hrs....if you had that many hours to begin with.

 

After taking the 2 hr break within the extended 14 hr window, does this satisfy the 10 hrs off requirement, so you have a fresh 14? So, if I drove 5, slept 8, drove 3, then took 2 hrs off duty, do I have a fresh 14 or do I still need 10 consecutive to get a fresh 14?

 

You have to always look at a 24hr period to understand how it affects the 14 hr clock.

You are coming off a 10 hr break. You have 24 hrs in front of you... 14 and another 10hr break.

You start your day with a 15 min PTI, then you drive for 5hrs, take a 15 break, drive for another two hrs and jump into the sleeper for 8.

So far you you should have logged 15min on Duty, 7hr driving, 15 min off duty, 8hr Sleeper. That adds up to a total of 15.5 hrs out of the 24hr period. Leaving us 8.5 hrs... we know we still need another 2hr break before the 24hrs is up so we are left with 6.5 hrs which is what we will have left on our 14 after the 8 in the SB... of that 4 is available on the 11 because we drove 7 of that already.

If you always think in terms of 24hrs and do the math remembering to also subtract the last two hrs of break you have not yet taken, you will know what you have left on your 14... Drive is easy, the difference between 11 and what you have already driven.

This also works to figure out how much you will get back after your two, even if you take it before exhausting your 14.

As another poster said... it is so easy it is complicated.

 

Short answer is only a 10 will give you a fresh 14.

With split break you will.always be dealing with a 14 that is partially used up.

 

I'm sorry... did answering the guys question about how to predict how much time was left bore you?

 

No, it's to complicated, I just take my 10 ..keep's me out of trouble. didn't mean no disrespect

 

Good explanation except this part is wrong. After completing the 2 hour break in your example you would have 6 hours of driver time and 6 hours on your 14 left, not the full 14. All the 2nd break does is wipe out any time on before the FIRST break as the 1st and 2nd break in combination constitute the 10 hour break. The 2 hour break to complete the split still counts against your 14 as well. Only the 8 hour break does not (well, and a 10+ hour break obviously.)

Maybe this will help, a little example. Not gonna use actual hours here since that seems to complicate the issue too much for folks, but this may help people wrap their heads around the general concept of exactly how the split works for dropping hours off your clocks.

For the purpose of this example I'll be numbering and lettering the splits. For numbers each one will represent a split set, which consists of one break that is at least 8 consecutive hours of sleeper time and one break that is at least 2 consecutive hours of either sleeper or off duty. I'll use (a) and (b) to represent the part of the split, with (a) always being the 2 hour break and (b) always being the sleeper berth portion.

Let's also assume that you started your day fresh from a 10 hour break so you have a full 11/14 to work with.

Now, you work some, doesn't matter line 3 or 4 then stop to take a 2 hour break getting a shower, something to eat, whatever. We can show that roughly like this (I'll also be numbering the work periods for easy reference):

10 - work period 1 - 1(a)

Then you work some more and stop to take your 8 hour break.

10 - work period 1 - 1(a) - work 2 - 1(b)

So what exactly happens at the end of 1(b)? Simple, everything before the END of the 2 hour break, including in this case the 2 hour break itself, no longer counts towards your 11/14. 1(b) doesn't count against your 14 either since the regs state that periods in the sleeper berth of at least 8 consecutive hours do not count against the 14 hour clock. To calculate your new 11 and 14 hour clocks now all you have to look at is what you did in the work 2 period. Subtract any drive time in it from your 11 and subtract ALL time in it from your 14. Bam, you now know how much time you have left until you MUST take another break, either a 2 hour one or another 8 hour one (and yes, you don't have to take a 2 hour break, you can continuously use 8 hour breaks if you like.)

To continue with the example we'll add in another work period just for the heck of it:

10 - work 1 - 1(a) - work 2 - 1(b) - work 3 - 2(a)

Now this is potentially tricky. Since 2(a) form the 2nd part of a 10 hour break, along with 1(b), some think it doesn't count towards your 14 hour clock. That is incorrect however. At this point break 1(b) and everything before it fall off (though, technically, 1(b) didn't count against your hours anyway,) and only work 3 counts against your drive time. However 2(a) DOES count against your 14 hour clock since it is not an 8 hour sleeper break. Therefore, to calculate your new hours you do the same with your 11 as you did in the first part, subtracting only the drive time from work period 3 from your 11. For your 14 though you subtract BOTH the time in work 3 and the 2 hours from 2(a) from your 14.

One note here. The split exception does NOT remove hours from your 70! It only affects your 11 and 14 hour clocks!

Voila. Split breaks made easy.

 

Its weird when someone bumps up an old topic you posted and you do not remember creating the topic. I was getting ready to answer my own question before I noticed it was me lol.