Question:
I'm a new driver, been on the road about 6 months with two different companies. I'm home for a short break because my truck is in the shop. While out last time, I became aware of a logging situation that presents itself from time to time:
Lets say you unload at a receiver, and your there for 2 or 3 hours, then your dispatched on a pickup 50-60 miles away with more than one pickup in the same vicinity. Whenever I'm loading/unloading and using lumpers I usually log 15-30 minutes on duty not driving and flag it "unload", then go to the sleeper berth line for any remaining time I'm at this particular stop. This can result in 2 or 3 sleeper segments that don't add to 10 all in the space of 4 to 8 hours. I asked a couple of other drivers about it but all I got for a reply was "you shouldn't log it that way".
So, how do I handle multiple short sleeper splits when loading/unloading? Should I be on another line besides sleeper while waiting for the lumpers to finish? What's the legal way to handle this whenever the situation arises? Thanks for your help!

Answer:

If you are really in the sleeper, then log it as sleeper. Otherwise you should log it as On Duty Not driving. Either way, yoru 14 hour clock is still runing - THIS DOES NOT STOP THE 14 HOUR CLOCK. At the end of the 14 hours On Duty or 11 hours driving, whichever comes first, you still need to show 10 consecutive hours sleeper. That is the simplest and most legal way to log it.
You could try to split-sleeper log this, but I don't think it is worth it. If you aren't driving team, split sleeper is quasi-legal and just adds confusion for both you and the DOT.
Answer:

Log it like ya do it! It may save your butt someday if you're involved in a wreck (saved mine one day back in Jan.).
Say you get there and it takes 1.75 hours to unload the wagon. If you're not required to be physically on the dock and you go back to the truck, and you crawl in the sleeper for 1.5 hours (remember, you had to check in), log it that way.
If you sit in the seat for that amount of time, log it on line 4, "On-Duty / Not driving".
If you log it like you do it and don't cut your own throat doing so, if you're ever in an accident, at least ya won't get nailed for 'falsifying your logbook'.
Just don't go over your 70.

Answer:

Yeah, what he said.

Answer:
Ther split sleeper birth screwed me up so bad it wasn't funny. I was use to the old way and that doesn't work anymore. I realised it just wasn't worth it. Just log it like you do it when you do it and keep an eye on the clock, accuracy counts. It's a whole lot easier for me than trying to wiggle a few minutes out of the day.

Answer:
The ONLY WAY that 'sleeper berth' (line 2), will not count against your 14 hour day is if your time in the sleeper was at least 2 hours in duration.

Answer:
It's not quite that simple. Depending on your hours before and after your sleeper berth your next one will most likely have to be 8 hours long.

Answer:
So I guess what you all are telling me is that I should pretty much treat short multiple stops at docks as "on duty, not driving" time which won't stop the 14 hour clock and avoid sleeper splits unless the time in the sleeper exceeds 2 hours, and don't have any more than two sleeper segments before a full 10 in the sleeper...
Of course sometimes you can be at a receiver for a long, long time, so in cases like that then 6 or 8 hours in the sleeper (over 2 hrs) would stop the 14 hr clock.
I think I understand. Know of any websites that explain all this in plain english?
I'll figure it out. Thanks for all the replys!

Answer:
Download this and use it at least until you get the hang of logging split sleeper berth.
Driver's Daily Log Software

Answer:

Stuffs is correct. Any sleeper berth period to stop the 14 hr clock MUST be 2 hours or longer. But there is a double edged sword that comes into play here. If you split log....and show multiple "sleeper berth periods".....only one of them can be used to extend your 14 hr. day. If you log 2 hrs in the berth, then log 3 hrs, then log 5 hrs in the berth......and drive...depending on the time on line 3 (driving) you could be in violation and placed out of service and fined.
If you log 2 in the berth, then the only safe way to do it is to then log 8 hrs in the berth, but even then...you do not get back an 11/14. You have to subtract the driving time prior to the 8 hrs berth time and what is left is what you can run. Otherwise...you're in violation. You can log 2 short periods.....but you need to follow them with a 10 hour break....that includes the number of sleeper berth hours to add up to 10 of berth time (using only ONE of the short ones). Off duty line one in a split doesn't count for the 11/14 restart unless it is part of a consecutive 10 hr break...and its still best to make sure that the split + berth in the 10 hr break = 10 hrs of sleeper berth.
I hope this makes sense...but if not...PM John Q. Public and ask him his opinion....he is an "unimpeachable" source of information regarding this. And if I am in error....I would like to know, so I can make sure I am doing it right.
Beyond that....never, never use the split unless you are actually sleeping, and make sure that you "pay the log book back" with a 10 hr consecutive break before trying to do another 11/14.
One other thing...unless you are in physical possession of a "release letter" that meets all DOT requirements...all of your time at a shipper/receiver has to be on line 4.So I like what I do, you don't, too bad, get over it. Get on with your life, I am.

Answer:

I beg to differ. While it is true that a driver must have a written release in order to log time as "Off Duty", neither the driver, nor the company, has to maintain a record of that authorization. I realize that seems incredibly stupid but it's true.
Of course, one does not need authorization from anyone to log time "resting in the sleeper berth" as "Sleeper Berth" time, regardless of the location of the truck.

Answer:

Phil....Thanks for the link!! I downloaded the trial, and am going to play with it to see if I can make it work. I've had runs where I've had to "split", and had to try and plan out the balance of the trip on paper to make sure I can do it legally. I think this program might make it easier than working it out on paper.
Other than the log program....this site looks "valuable" in that it appears to give information...backed by FMCSA/DOT approvals. And its written in plain english
Might be worth the $25 after the 60 day trial...just to be able to get the regulations updates.....make it easier to "CYA"
Thanks again!!So I like what I do, you don't, too bad, get over it. Get on with your life, I am.

Answer:

Trip planning is one of the things I use it for and it's a real time saver. I'll also add the Nick Bjorklund, who wrote the program, is a pleasure to deal with. The program is, in my opinion, well worth the money.

Answer:

Wow, that I did not know!! I was always under the impression that you had to have "physical possession" of the release letter, as proof. Our logbooks, all of them contain a copy of the letter as an integral part of the logbook. It is incredibly stupid to have a regulation requiring a release letter...a written one....but neither party has to maintain it....... Seems very, very stupid....but hey...a "bureaucat" wrote the rule.
Goes to show you can learn something "everyday"!! So I like what I do, you don't, too bad, get over it. Get on with your life, I am.

Answer:
At the risk of being redundant....

In the absence of specific knowledge that you are covered by a "release letter", yes.

Yes..but remember only one of them can be used to stop the 14 hr rule, and only a 2d one of 8hrs is "safe"....then watch for the "double edged sword"....

Yes, but still make sure you are sleeping. Maine, for instance, now has a law on the books which permits an LEO to cite you for being "fatigued"....despite what is written in your log. Machiavellian...but fact. PATT got it done.So I like what I do, you don't, too bad, get over it. Get on with your life, I am.