Split Break question

That would be a violation. If after the 2hr break and it being the second break then ran 11 (driving) you would have a violation of the 11 hr rule. And if the gentlemen in the scale house didn't catch it then good for you but the fact he didn't does not make it right.

 

I am having just the toughest time getting this split breaking. I am looking at Logs explanation, and looking at the little green book, and I think I have this worked out so my husband can make his load on time. Can anyone verify for me?

For the sake of arguement we will call all the on duty hours driving hours.

He came on duty today at 5:15.
Took a break at 7:00. - OK, 1.75 hours
Went back on duty at 11:15.
He will shut down tonight at 19:15. - That's 8 more, so 9.75 hours of driving.
Only has time to take an 8 hour sleeper berth, but he already did 4 earlier.
Goes back on duty tomorrow at 3:15. - Ok, two things happen here. 8 hours in the sleeper has extended the 11 and 14. Since he had the 4.25 hour break we only need to go back to 11:15. From 11:15 the 14 hour window would have ended at 01:15 but is extended 8 hours to 09:15. However, with 8 hours of driving time between 11:15 and 19:15 there are only 3 hours of driving time left. (If any of those 8 were on duty not driving there would that much more driving time available.)
Drives from 3:15 until 8:15 when he delivers.With only 3 hours available he can only drive until 06:15. If he were to shut down at 06:15 for two hours he would now be able to drive. At this point you need to start both the 11 and 14 hour clock at the time his 8 hours in the sleeper berth ended because the 2 hour break does not extend the clock. So, if he took 2 hours he could then drive for another 8 hours provided this was done by 17:15 which is when the 14 hour would run out. At that point he could extend it again with 8 hours in the sleeper or he could reset the 11/14 with a 10 hour break.

I am reading these regs to mean that the 8 hour break extends the 14 hour clock, so that when his break is over at 3:15, he still has 8 hours to drive?

So he drives from 3:15-8:15 to make his delivery, then he still has 3 more hours to drive to pick up the next load.

Just in typing this out, I have managed to get myself even more confused. I don't understand what my problem is with this concept.

I don't know if that helps or not. The split sleeper is a very simple concept once you get it but for some reason it is very hard to get

 

Not so, sidewinder429 is correct. Only 10 consecutive hours resets the 11/14.

For example:

Fresh 10 hour reset

12:00 AM - 2:00 AM = Off-duty
2:00 AM - 9:00 AM = 7 hours driving: Driver has nine hours toward 14 hour rule

9:00 AM - 5:00 PM = 8 hours sleeper berth - Driver now has a maximum of five hours on-duty time available (14 - 9 = 5) and four hours of driving time (11 - 7 = 4)

5:00 PM - 9:00 PM = at least two manditory hours off-duty required from 9:00 PM - 11:00 PM -- Driver now has seven hours available to drive (11- 4 = 7) and eight hours for the 14 hour rule (4 + 2 = 6 14 - 6 = 8 )

11:00 PM - 6:00 AM = 7 hours of driving time -- Driver must now stop and take 8 hours sleeper berth or 10 consecutive hours off to reset clocks

The eight hours in the sleeper berth stops the 14 hour clock. When combined with two hours off-duty the driver's on-duty time starts at the end of the eight sleeper berth or at the start of the two hours off-duty.


lonewolf4ad:

Again Sidewinder429 is correct the two hours off-duty only gives you hours back to the end of the eight hours in the sleeperberth. The driving time from the eight hours sleeper berth to the two hours off-duty count against the 11 hour driving time rule. The driving time from the end of the eight hours in the sleeper berth plus the two hours off-duty count against the 14 hour on-duty while driving rule.

If the officers checking your logs are not catching the violation they need retraining for the HOS.

Be safe.

 

I agree with yall. As I said when talking to a friend though this problem shows a bigger problem with the current system. There are cdl schools teaching what I was wrong about (my apologies for my stubborn approach), there are safety departments (or at least 1) which are saying what I have said, and there are officers in at least 3 states who don't know how to read the HOS (for which I am very thankful). Now I have to learn how to balance the splits I run occasionally satisfying both DOT and company policy.