Truck Driving Jobs

WAVP375 · Joined: 28 Oct 2006 Posts: 20 Location: Charlotte, NC

If your property-carrying commercial motor vehicles are equipped with regulation sleeper berths, you will have more options when it comes to complying with the 11- and 14-hour rules. While a sleeper can be used to accumulate the required 10 hours off duty, it can also be used to extend your 14-hour day. In fact, besides the short-haul exceptions, it’s the only way to extend the 14-hour day for most drivers.

A “regulation” sleeper berth is a sleeper berth that complies with 49 CFR Sec. 393.76, Sleeper Berths. You can only record sleeper-berth time on a log grid (Line 2) if the sleeper complies with that regulation.

There are several ways to use the sleeper to your advantage, both to fight fatigue and to stay in compliance with hours-of-service limits. As noted earlier, you can use the sleeper to obtain the required 10 hours off duty by:

1. Staying in the sleeper berth for 10 consecutive hours;

2. Combining consecutive off-duty and sleeper-berth time get 10 hours of rest; or

3. Staying in the sleeper for 10 non-consecutive hours, using two periods of rest. This is the “split sleeper” option, and it can be invaluable for team drivers.

When using the sleeper berth in non-consecutive periods of time to calculate the required 10 hours off (option #3 above), you must follow these basic rules:

• You must accumulate 10 hours of rest in only two chunks of time.

• One of the rest breaks must consist of at least 8 (but less than 10) consecutive hours in a sleeper berth. This break will not count against the 14-hour limit, i.e., it will extend the day.

• The other break must be at least 2 (but less than 10) consecutive hours either in a sleeper berth, off duty, or any combination of the two. This break will always count against the 14-hour limit, and can be taken either before or after the 8-hour sleeper period.

• The driving time in the period immediately before and after each of the two rest periods, when added together, cannot exceed 11 hours.

• You may not drive after the 14th hour after coming on duty (following 10 hours off duty), but when calculating the 14th hour you can EXCLUDE any sleeper-berth period of at least 8 hours. However, you must INCLUDE all other sleeper-berth periods, all on-duty time, and all off-duty time not spent in the sleeper berth.

• If you have 2 qualifying rest breaks that add up to 10 hours (one being at least 8 consecutive hours in the sleeper), then, following the second rest break, hours available under the 14-hour rule are recalculated from the end of the first of the two breaks (note that the 11-hour driving calculation can also be done this way, or as stated above).

The split-sleeper option will be described in more detail below, but let’s look at an example:

After 10 hours off on day 1, John drives for 5 hours and. then enters the sleeper berth (see Figure 15). After 8 consecutive hours in the sleeper, he drives, for 6 hours, reaching the 11-hour driving limit and hour 11 out of his allowed 14- (remember, the 8-hour sleeper period is excluded from the 14-hour calculation, whether he later gets 2 additional hours off or not). He then goes off duty for 2 consecutive hours. At this point, he has accumulated the necessary 10 hours off using two qualifying breaks, so he can start driving again. He does not have another 11 hours of driving time available, however -- he must subtract from 11 the number of hours driven between the two rest breaks (6 hours), leaving 5 hours of driving time. How much time is available under the 14-hour rule? John must count forward from the end of the first of the two breaks (the 8-hour sleeper period) and subtract all time from 14 (except any 8-hour sleeper periods), so he has 14 – 6 - 2 = 6 hours remaining (remember, the 2-hour break always counts against the 14-hour limit).

After doing 5 more hours of driving, John has reached the 11-hour driving limit (and has used 13 out of his 14 hours) so he must either go back into the sleeper for 8 hours or go off duty for 10 hours before doing more driving. He chooses to take 8 hours in the sleeper. Now how much time does he have available? Under the 11-hour rule, he has to subtract from 11 the 5 hours of driving done before his break, leaving 6 hours available. For the 14-hour calculation, he has to count forward from the end of the first of the two breaks that add up to 10 (the 2-hour off-duty period), so he has 14 - 5 = 9 hours remaining (remember, the 8-hour sleeper period can be excluded from the calculation).

After driving for his remaining 6 hours, he must either go off duty (or in the sleeper) for 10 hours or, to return to driving as quickly as possible, take at least 2 hours off duty and/or in the sleeper. In this example, John goes off duty for 10 hours to regain a full 11 and 14 hours.

Rev.Vassago · Joined: 04 Apr 2006 Posts: 5171 Location: Green Bay, WI

Hi Dawn. :mrgreen:

glasman2 · Posted: Fri Jan 19, 2007 8:47 pm Post subject:

I don't see 1 time that John fueled up or did a pre or post inspection, there for John is out of fuel on the road waiting for a ticked for not doing his job correctly. Not to mention he still hasn't dropped a single load.

I think John is going to be without a job very soon.

Rev.Vassago · Joined: 04 Apr 2006 Posts: 5171 Location: Green Bay, WI

glasman2 wrote: I don't see 1 time that John fueled up or did a pre or post inspection, there for John is out of fuel on the road waiting for a ticked for not doing his job correctly. Not to mention he still hasn't dropped a single load.

I think John is going to be without a job very soon.

John must work for C.R. England. Git R Dun!

Double R · Joined: 11 Sep 2005 Posts: 815 Location: Pittsburgh, PA

WAVP375 wrote: If your property-carrying commercial motor vehicles are equipped with regulation sleeper berths, you will have more options when it comes to complying with the 11- and 14-hour rules. While a sleeper can be used to accumulate the required 10 hours off duty, it can also be used to extend your 14-hour day. In fact, besides the short-haul exceptions, it’s the only way to extend the 14-hour day for most drivers.

A “regulation” sleeper berth is a sleeper berth that complies with 49 CFR Sec. 393.76, Sleeper Berths. You can only record sleeper-berth time on a log grid (Line 2) if the sleeper complies with that regulation.

There are several ways to use the sleeper to your advantage, both to fight fatigue and to stay in compliance with hours-of-service limits. As noted earlier, you can use the sleeper to obtain the required 10 hours off duty by:

1. Staying in the sleeper berth for 10 consecutive hours;

2. Combining consecutive off-duty and sleeper-berth time get 10 hours of rest; or

3. Staying in the sleeper for 10 non-consecutive hours, using two periods of rest. This is the “split sleeper” option, and it can be invaluable for team drivers.

When using the sleeper berth in non-consecutive periods of time to calculate the required 10 hours off (option #3 above), you must follow these basic rules:

• You must accumulate 10 hours of rest in only two chunks of time.

• One of the rest breaks must consist of at least 8 (but less than 10) consecutive hours in a sleeper berth. This break will not count against the 14-hour limit, i.e., it will extend the day.

• The other break must be at least 2 (but less than 10) consecutive hours either in a sleeper berth, off duty, or any combination of the two. This break will always count against the 14-hour limit, and can be taken either before or after the 8-hour sleeper period.

• The driving time in the period immediately before and after each of the two rest periods, when added together, cannot exceed 11 hours.

• You may not drive after the 14th hour after coming on duty (following 10 hours off duty), but when calculating the 14th hour you can EXCLUDE any sleeper-berth period of at least 8 hours. However, you must INCLUDE all other sleeper-berth periods, all on-duty time, and all off-duty time not spent in the sleeper berth.

• If you have 2 qualifying rest breaks that add up to 10 hours (one being at least 8 consecutive hours in the sleeper), then, following the second rest break, hours available under the 14-hour rule are recalculated from the end of the first of the two breaks (note that the 11-hour driving calculation can also be done this way, or as stated above).

The split-sleeper option will be described in more detail below, but let’s look at an example:

After 10 hours off on day 1, John drives for 5 hours and. then enters the sleeper berth (see Figure 15). After 8 consecutive hours in the sleeper, he drives, for 6 hours, reaching the 11-hour driving limit and hour 11 out of his allowed 14- (remember, the 8-hour sleeper period is excluded from the 14-hour calculation, whether he later gets 2 additional hours off or not). He then goes off duty for 2 consecutive hours. At this point, he has accumulated the necessary 10 hours off using two qualifying breaks, so he can start driving again. He does not have another 11 hours of driving time available, however -- he must subtract from 11 the number of hours driven between the two rest breaks (6 hours), leaving 5 hours of driving time. How much time is available under the 14-hour rule? John must count forward from the end of the first of the two breaks (the 8-hour sleeper period) and subtract all time from 14 (except any 8-hour sleeper periods), so he has 14 – 6 - 2 = 6 hours remaining (remember, the 2-hour break always counts against the 14-hour limit).

After doing 5 more hours of driving, John has reached the 11-hour driving limit (and has used 13 out of his 14 hours) so he must either go back into the sleeper for 8 hours or go off duty for 10 hours before doing more driving. He chooses to take 8 hours in the sleeper. Now how much time does he have available? Under the 11-hour rule, he has to subtract from 11 the 5 hours of driving done before his break, leaving 6 hours available. For the 14-hour calculation, he has to count forward from the end of the first of the two breaks that add up to 10 (the 2-hour off-duty period), so he has 14 - 5 = 9 hours remaining (remember, the 8-hour sleeper period can be excluded from the calculation).

After driving for his remaining 6 hours, he must either go off duty (or in the sleeper) for 10 hours or, to return to driving as quickly as possible, take at least 2 hours off duty and/or in the sleeper. In this example, John goes off duty for 10 hours to regain a full 11 and 14 hours.

And your point is?

greg3564 · Joined: 30 Aug 2006 Posts: 1268 Location: Leander, TX

Rev.Vassago wrote: Hi Dawn. :mrgreen:

Dawn's switched names and cities too! :shock: :lol:

golfhobo · Posted: Sat Jan 20, 2007 6:24 pm Post subject:

Well... regardless of the fact that this info was not "solicited," it is pretty much the best analysis of the rules I've seen to date. Maybe, even better worded than MINE! :shock: :lol: [Not REALLY!]

I'm not sure that it is Dawn. For one, I think I've seen this login LONG before Dawn showed up. Two, it is too well worded for her.

Still.... I must make a few MINOR comments.

Quote: 3. Staying in the sleeper for 10 non-consecutive hours, using two periods of rest. This is the “split sleeper” option, and it can be invaluable for team drivers.

The words "non consecutive" here would lead SOME to believe they can come and go as they please, or that they HAVE to "stay in the sleeper." Not so. The correct word would be "cumulative" and would indicate that 8 hours MUST be in the sleeper, and the other two, however one desires between sleeper and/or off duty (as long as they are consecutive.)

Also... the "split sleeper" option RARELY works for TEAM drivers! It is of MOST benefit to Solos!

Quote: • You may not drive after the 14th hour after coming on duty (following 10 hours off duty), but when calculating the 14th hour you can EXCLUDE any sleeper-berth period of at least 8 hours BUT LESS THAN 10. However, you must INCLUDE all other sleeper-berth periods, all on-duty time, and all off-duty time not spent in the sleeper berth.

First, any "off duty time" NOT spent in the sleeper berth is correct.... UNLESS it is 10 hours or more. Secondly, any time spent in the sleeper berth that is 10 hours or more does NOT "extend" the clock - but resets it. So.... in this case, off duty time of over 10 hours would NOT be still "on the 14 hour clock." And you need to say "sleeper berth periods of more than 8 hours BUT LESS THAN 10.

Many people don't understand why the regs keep saying "more than 8 (or two) but LESS THAN 10. It sounds as if you CAN'T spend more than 10 in the sleeper! Not so. The reason is that MORE than 10 off ANYWHERE, doesn't fit the rule of "extending" the clock BECAUSE it resets it! I know this SHOULD be obvious.... but many posters here have proven to me that it is NOT.

Quote: (see Figure 15).

Where IS figure 15???? Is this another "cut and paste?"

Quote: Under the 11-hour rule, he has to subtract from 11 the 5 hours of driving done before his break, leaving 6 hours available.

FOR DRIVING!

Quote: For the 14-hour calculation, he has to count forward from the end of the first of the two breaks that add up to 10 (the 2-hour off-duty period), so he has 14 - 5 = 9 hours remaining

Within which to DO that DRIVING! (He can WORK longer if on the dock or fueling, etc.)

Quote: After driving for his remaining 6 hours, he must either go off duty (or in the sleeper) for 10 hours or, to return to driving as quickly as possible, take at least 2 hours off duty and/or in the sleeper. In this example, John goes off duty for 10 hours to regain a full 11 and 14 hours.

This is correct.... but WHY break the chain of the "split logging" example? Sure.... he CAN take 10 off and start over, but to continue the example.... the story should just go on to say that he NOW has to take the 2 hour break (which is ON THE CLOCK) and then he gets his 5 hours of driving back.

As I said.... this is a pretty good explanation. But, as always, it leaves questions for the newbies. It's REALLY simple folks:

You have 14 hours within which to drive 11 hours! If you want to split them, the ONLY thing that is NOT ON (or pauses) the 14 hour clock is 8 - 9.75 hours in the sleeper. 10 hours "anywhere" resets the whole clock thing! If you split your breaks, the small one HAS to be 2 consecutive hours any way you want them and the big one HAS to be "logged" in the sleeper!

At the END of each break, you recalculate from the END of the previous one (and don't count any 8 hour sleeper breaks against the 14!) Now.... how HARD is that????

Okay.... maybe I should have discounted the whole post and rewrote it... but, seriously.... I thought it was pretty good! Those of you who nitpick about fueling time, etc., are missing the point of people trying to explain the DRIVING time and the split berth option. It would be funny if there weren't SO many drivers out here that can't grasp the basic idea!

Line 4 activities are NOT included in the FMCSA examples, because they DO NOT AFFECT the driving time regs unless they help you accumulate your 14 hours BEFORE you drive your 11. And ANYONE who lets them DO so.... will NEVER make a buck in this business!

Rev.Vassago · Joined: 04 Apr 2006 Posts: 5171 Location: Green Bay, WI

It is a cut and paste right out of the DOT regs.

WildK9 · Posted: Sat Jan 20, 2007 6:48 pm Post subject:

golfhobo wrote: Well... regardless of the fact that this info was not "solicited," it is pretty much the best analysis of the rules I've seen to date. Maybe, even better worded than MINE! :shock: :lol: [Not REALLY!]

LMAO! :lol: that's our hobo! :wink:

WAVP375 · Joined: 28 Oct 2006 Posts: 20 Location: Charlotte, NC

Rev.Vassago wrote: It is a cut and paste right out of the DOT regs.

I hope it helps other people as well as it has helped me.

golfhobo · Posted: Sat Jan 20, 2007 7:23 pm Post subject:

Rev.Vassago wrote: It is a cut and paste right out of the DOT regs.

Well.... they HAVE reworded their website recently, but I don't THINK so!!!
And, of course, if it WAS.... then you'd have to agree with it en toto, right??

I've READ all the regs concerning HOS and split sleeper options, and there are many phrases in here that the FMCSA just DIDN'T use. Not that THEY were any more CLEAR..... but, they made DIFFERENT mistakes in composition.

[How's THAT, Wildk9???]

Besides, they don't USE this combination of numbering and bullets.

Perhaps, you could quote me the reg, Rev Horse's ..... I mean Vassago?? :lol: :lol: A LINK would be nice! I'd like to SEE this on their website before I believe it was a total cut n paste. :D

Besides.... when has DAWN ever cut n pasted ANYTHING directly from the regs??? :lol:

NO..... I think this was a pretty GOOD, though "human" job of interpreting the regs. The FMCSA AND Dawn could learn a few things from this guy.

I KNOW I've seen that login before! How 'bout it Useless??? (he doesn't even lurk here!) Someone refresh my memory on this poster. I'm too lazy to do the research! :lol:

Seriously.... WAVP375: I didn't mean to criticize you! I could tell that YOU understood the regs..... you just fell into some of the same traps the fmcsa has!

I would recommend YOUR explanation to newbies ALMOST any day of the week! Maybe not on Thursdays! :lol:

kc0iv · Joined: 03 Feb 2005 Posts: 1081 Location: Kansas City, MO

golfhobo wrote: Rev.Vassago wrote: It is a cut and paste right out of the DOT regs.

Well.... they HAVE reworded their website recently, but I don't THINK so!!!
And, of course, if it WAS.... then you'd have to agree with it en toto, right??

I've READ all the regs concerning HOS and split sleeper options, and there are many phrases in here that the FMCSA just DIDN'T use. Not that THEY were any more CLEAR..... but, they made DIFFERENT mistakes in composition.

[How's THAT, Wildk9???]

Besides, they don't USE this combination of numbering and bullets.

Perhaps, you could quote me the reg, Rev Horse's ..... I mean Vassago?? :lol: :lol: A LINK would be nice! I'd like to SEE this on their website before I believe it was a total cut n paste. :D

Besides.... when has DAWN ever cut n pasted ANYTHING directly from the regs??? :lol:

NO..... I think this was a pretty GOOD, though "human" job of interpreting the regs. The FMCSA AND Dawn could learn a few things from this guy.

I KNOW I've seen that login before! How 'bout it Useless??? (he doesn't even lurk here!) Someone refresh my memory on this poster. I'm too lazy to do the research! :lol:

Seriously.... WAVP375: I didn't mean to criticize you! I could tell that YOU understood the regs..... you just fell into some of the same traps the fmcsa has!

I would recommend YOUR explanation to newbies ALMOST any day of the week! Maybe not on Thursdays! :lol:

Had you guys and gals taken the time to read this post you would have seen the source. I came from On Hours of Service (Keller's Motor Carrier Safety Report). It was on the Post subject line.

kc0iv

golfhobo · Posted: Sun Jan 21, 2007 3:26 pm Post subject:

KC0iv said:

Quote: Had you guys and gals taken the time to read this post you would have seen the source. I came from On Hours of Service (Keller's Motor Carrier Safety Report). It was on the Post subject line.

Well... I obviously DID read the POST. I don't read "post subject" lines very often, as they are the same as the title of the thread.... which ANYONE can make up as they please.

But.... Oooohhhh! You're correct. It DOES SEEM to mention a report, though I didn't take it necessarily to mean it was FROM that report.

So, the long and short of it is, we now know of ANOTHER source of not quite right information to confuse Truckers! :lol:

I guess I've learned NOT to give so much credit to the Horse! Of course.... the O.P. had a chance to clarify the source, and DIDN'T! To my remorse!! :lol:

csramsey640 · Joined: 30 Sep 2006 Posts: 128

I have never split my sleeper berth, and understand how to do it after reading this and other posts, but my question is how do you gain? Are you guys using that 2 hours rest time at say a lazy shipper/receiver, and then only using the 8 hours for sleeping?

Can someone show me how you can gain time using this method? You ca even PM me if youd like... :D

Thansk to all.

Truck Driving Jobs

Trucking Jobs

Truck Drivers

Trucking Companies

Class A Drivers.com