Where I am confuse is, if I drive 2 and 1 on duty not driving, then take a 2 hours sleeper b. After that, I drive 6 hours and then took my other part of the 8hours sleeper b. Then I go back on duty not driving while getting unloaded for 1 hour. That makes 10 off duty on 8/2 split, 8 driving and 2 on duty not drivin. When can I restar my next 14???
Trying to figure out 8/2, 2/8 Sleeper Split
Discussion in 'Questions From New Drivers' started by doninwooster, Mar 18, 2018.
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The ONLY way to get a full and complete new 14 with current rules is to take 10 consecutive hours Off Duty or Sleeper. 8's and 2's will NEVER give you a fresh 14. All these will do is give you additional [unused prior] driving hours and extend 14's accordingly
So first and foremost, you need to get the idea out of your mind that a series of 8's and 2's will ever give you a fresh 14. Once you get that understood, then we can begin the next part of the explanationLepton1 and spyder7723 Thank this. -
Up until this week the 8/2 never worked for me. (And I let the computer figure out the hours)
But I went from Allentown PA to South Hampton NY last week and despite dispatch saying "oh it's only 4 hours away," (ME:"your map software has me going through Manhattan via the Lincoln and the Queens-Midtown!!!") I knew it was going to take a lot longer.
So I left at 3:45 am (because I was held back on hours from the PREVIOUS day) and as soon as my eLog went green I hit the road. I didn't roll into town until 9:00 and unfortunately I had to reposition the truck after I met with the receiver which tripped my drive line.
So I took 8 in the bunk and wanted to see what the UNIVAC would tell me I could do at 5:30p and lol and behold I had 5+ hours to get back to the shop.
I told dispatch I was taking the next day off because I couldn't have usable hours by the time they needed us dispatched the next day so I was "scratched" from the "flight line". (I still came in around noon and yard jockeyed for a few hours)
The industry isn't ready for this, only 3 months in and we're using split logs to cover what would be "wiggle room" in a 14 hour day. I had to be out for 21 hours because I couldn't be compliant in 18.
Edit: forgot to mention the other issue was the 6+hour unload time. White glove freight handled by a 3rd party unload crew. If I wasn't planning for the 8 hour split, maybe I'd have lent a hand and cracked the whip to get it unloaded faster, but a month ago that ended up with me abandoning my truck 20 miles from the warehouse because the hours had run out. I had my wife pick me up and we came back to get the truck at 2am.Last edited: Apr 26, 2018
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Last edited: Apr 27, 2018
tinytim Thanks this. -
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Another basic example as is most often occurring. The concept works the same for other time amounts
Begin after a 10 hour break and have a fresh 14 and assume plenty of hours on the 70, and I'm leaving out extraneous time like PTI's fuel, etc ...
Start 08:00 .. so 14 ends at 22:00
- Drive: 3 hours
- Off Duty (or sleeper): 2 hours
- Drive: 6 hours (it's now 19:00)
- Sleeper: 8 hours (it's now 01:00)
- You now have added those 8 hours to your 14 (to 06:00)
- BUT you can only Drive the remaining 2 hours of Drive you did not use preceding the 8 hour break
- So, Drive: 2 hours (now out of Drive hours at 03:00)
- Break for 2 hours: (to 05:00) Now have 9 hours Drive available and a 14 that started at the completion of your last 8 hour sleeper
But again, it's important to note, 8/2 splits will never give a full, fresh 14, the 14 will always be "backdated" to start at the end of the qualifying break preceding the most recent qualifying break. Did I say that right? -
The only time I found the split break useful is when I'd burn up a bunch of time at a dock and was running way behind the 8 ball on the 14.
Lepton1 Thanks this. -
Lepton1 Thanks this.
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Remember on each side of the 2 hour break and each side of the 8 hours break we are allowed 11 hours drive time (if available on our clocks). -
why bother? never needed to use it in 30 some yrs driving. OTR/ regional ,ect.
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