I don't do the 8/2. Never needed to and was told at Orientation, our company doesn't do it. So I'll let others address that.
On trip planning, your company should give some directions based on their equipment. E.g. My company says trip plan based on 50mph. Our trucks are governed at 60. I will usually look at the route and decide if I wanna add time for things like a heavy load going through West Virginia mountains or going to a location via two-lane roads instead of interstate.
However, it's pretty rare I get an assignment of 1,500 miles. But I'm dry van. Your question sounds like one that might best be answered by your company trainers.
Good luck!
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I've been reading articles and forum topics here and I'm still a bit confused about a couple of things.
The 8/2 split confuses me because it seems like you would run past your 70 hours quickly that way. Wouldn't driving a steady amount of hours split between the 7 days a better option? 10 hours a day will give you your 70 hour mark and you don't need the 36 hour reset.
Also trip planning would it be a good idea for me to add on extra hours after I get the results?
For example, if I have to take I-80 on a 1500 mile trip and I have to go through Donner pass, I would say 3 days at 500 miles a day to make the trip. Since I'll be traveling on I-80 and going on Donner pass I'll probably be stopped for either high winds or icy conditions. Should I send my trip estimate to be 3 days 6 hours? Or should I just leave it at 3 days and if I need to shut down I'll have to make the Load late?
You are getting ahead of yourself. Concentrate on the High Road Training Program and get the permit first. The rest will come later. If you have too much floating in your head you will probably feel overwhelmed.
To answer your question though...8/2 splits are just redistributing your hours. You are still taking a total of 10 hrs for a break.
As for 34/reset...My FM only allows them for home time or if I need repairs. Other than that, if I only have 5/hours on my clock the last day so be it. He either repowers me so someone else finishes the load, or he gives me a short run. At midnight I'll get back a chunk of hours. Some drivers do run 8-9 hours to recap a more even amount. With me, I have to run what I'm given.
As for ETA, you are given set appt times and expected to meet them. I only need to give ETA if one customer held me too far past their time that it affects the next customer.
When you shut down for weather you can give ETA but its not usually 3days a head. I usually tell them my goal for the day but if I make it I make it. On the day of delivery you can estimate better. What if you need to shut down again?
Loads are not late for weather shutdown. They are rescheduled. No point ing rescheduling only to be shut down a second time. Plus, Wyoming shutdowns can be days long. They know this
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In a perfect world you would drive your 11, shut down at 0:00 and get up bright and early in the morning but unfortunately it doesn't work that way or at least not for me.
You should not do the 8/2 split just for the fun of it. It could really mess your schedule up.
Like rainy said, as far as eta goes your trip message will give you a time and you have to get it there. Only time you really have to give an eta is if you run into trouble.
You have to remember these routes have been run hundreds maybe thousands of times so the companies already have it figured out how long it should take you.
The 8/2 split is a tool. A useful one if used correctly. It pretty much stretches your time for 1 day over 2. TBH, unless you absolutely can not afford to take a 10hr because of appointment times, I wouldn't give much consideration to the 8/2. I have only ever done it once. I never need to. It can be a very confusing rule with a lot of little nuances to it. Honestly, until you get it, don't try using it. It can severely mess up your clocks.
Ok thanks guys i wont even bother with that then. And i never really knew how otr delivery schedualing worked out. I neverknew it was heres the pick up and drop off times, now get it done. But thats nice that they dong count whether shutdowns as late. Thats a relief.
OTR driving normally means you'll be hauling freight to various customers throughout your company's hauling region. It often entails being gone from home for two to three weeks at a time.
Today I have two appointments. One was at 0700, the other at 2200. They were 140 miles apart.
The weather is wet and the road conditions decent in Kentucky today.
Due to delays at the first drop and driving time, I arrived 1 mile from my final at a little truck stop at 1245
Now, I have several options.
McLane does not allow trucks to wait on-site. They will, however, set dock appointments by phone.
Before I did anything else, I drove by the facility, just to see if I could schmooze my way in. No-go.
Now, here were my options:
First, I can try to street park. I checked out local roads and businesses by Google, and by driving-by. Not going to happen. Everything is marked very clearly as "No Parking" and I'm not desperate enough to risk it. There is a little truck parking lot at a nearby convenience store.
Second, I can do a simple 8-2 split. I got to the parking spot at 1245. If I stay in sleeper until 2045, that's 8 hours sleeper time, and I can drive straight to the shipper with a goodly chunk of hours to drive on, even after a 2 hour dock stay, but that's going to potentially cause issues with my preload.
Third, I can delay my call for an appointment to the latest point where I know I can make it at my currently scheduled time, and hope they push my appointment back. I can call and set my appointment for docking as early as 1900, but I'm actually going to set my alarm for 2100, and call them at 2130. I am hoping that this will allow me to get in a full 10 hour break because I have my appointment pushed back. My preload appointment won't be endangered by a couple hours delay.
Fourth, I can take an 8-2 split, and then try to creep a mile (illegally) to the shipper and finish my 10 while I'm being unloaded. Most of the mile I would be traveling is on a 5-lane road. Driving a mile at less than 20 miles per hour to keep from tripping into the drive line is very doable, but if a law enforcement officer sees me doing it, it might be a problem. I don't like problems.
What I have decided to do is try for the 10 hour full rest by intentionally trying to get my appointment pushed back.
1) I arrived at the parking spot at 1245. 2) I finished a 40 minute PTI, at 1325. 3) I will stay in sleeper until 2125, completing 8 hours in sleeper. 4) I will call for a dock appointment at 2130 5) If I am told to report to the dock before 2330, then I will not be able to legally complete a 10 hour break.
I'm not done yet though. If I am asked to arrive before 2330, I will explain my situation to the receiver, and ask very nicely if they would be willing and able to take me after 2330. If the answer is no, well, I have to settle for an 8-2 split, or risk creeping a mile on a busy road.
The customer who is shipping the freight. This is where the driver will pick up a load and then deliver it to the receiver or consignee.
The McLanes I have been to GA and TN let you lineup in the "driveway". Then come knocking when it is time for everybody to shuffle thru the gate for a mass appointment. After I drop of my scrap load in Cherokee, AL I am grabbing a load headed for McLane south of Atlanta. I have spent the last 2 days delivering in KY. I delivered yesterday at 0600 at the GFS in Sheperdsville. Grabbed a scrap load and ran back towards Cherokee. Picked up this morning in Cherokee and came back to KY. Luckily I was able to deliver and pickup today. Appointments were scheduled for tomorrow. So I gained a day and get that load to GA tomorrow.
A big reason why i made this post is because for example this morning and tomorrow. Last night like my regular schedule i got about 5 hours of sleep and tomorrow im going to be lucky to get 5. This is partly due to my fiance work schedule. And mostly due to her step father. (Insomniac who believes if he can only get 4 hours of sleep then everybody should only get it. I know. I know we gotta get out and im working on that.)
(shes tried to explain to them that i pick her up so itd be preferable to leave at 10 the latest. However they dont listen and last nightshe was scheduled for 2315 and tomorrow its 0000.)
If i get 7-8 hours consistently im fine and great to function. Even longer if i take a 15 minute nap around 1300. I want to see if sleep is able to be obtained in the 7-8 hour mark by mainly trip planning or if its a normal occurance.
A big reason why i made this post is because for example this morning and tomorrow. Last night like my regular schedule i got about 5 hours of sleep and tomorrow im going to be lucky to get 5. This is partly due to my fiance work schedule. And mostly due to her step father. (Insomniac who believes if he can only get 4 hours of sleep then everybody should only get it. I know. I know we gotta get out and im working on that.)
(shes tried to explain to them that i pick her up so itd be preferable to leave at 10 the latest. However they dont listen and last nightshe was scheduled for 2315 and tomorrow its 0000.)
If i get 7-8 hours consistently im fine and great to function. Even longer if i take a 15 minute nap around 1300. I want to see if sleep is able to be obtained in the 7-8 hour mark by mainly trip planning or if its a normal occurance.
Reaper I have followed most of your posts so I kinda get where you are in this process and the limiting factors you are dealing with. Once you are a trucker, your life will no longer revolve around the required errands and schedules of others. Believe it or not, you may actually get your 7-8 hours every day without fail. The variables occur as your clock rotates, and you are sleeping at different times of the day. I am a devout day driver. My dedicated assignment enables a more consistent sleep cycle, however some days I am starting at 0500, other days 1100-1200. When I dock-out at noon, many times I am not able to sleep until well past midnight. Even though that's only a 6-7 hour difference, it pushes your sleep cycle well into the next morning. It will take you some time to get used to it, grabbing quality sleep when you can as opposed to a set schedule of "lights-out" every night at 2200.
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I've been reading articles and forum topics here and I'm still a bit confused about a couple of things.
The 8/2 split confuses me because it seems like you would run past your 70 hours quickly that way. Wouldn't driving a steady amount of hours split between the 7 days a better option? 10 hours a day will give you your 70 hour mark and you don't need the 36 hour reset.
Also trip planning would it be a good idea for me to add on extra hours after I get the results?
For example, if I have to take I-80 on a 1500 mile trip and I have to go through Donner pass, I would say 3 days at 500 miles a day to make the trip. Since I'll be traveling on I-80 and going on Donner pass I'll probably be stopped for either high winds or icy conditions. Should I send my trip estimate to be 3 days 6 hours? Or should I just leave it at 3 days and if I need to shut down I'll have to make the Load late?