Thoughtfull.

No not at all

The reason I’m going team with the flatbed is because the work will be easier and take less time as opposed to one person doing it.

How's that going to work as far as the driver who's supposed to be resting getting their 10 hour break? Will the other driver be doing work related duties while logged sleeper/off duty? Thats a huge no no if its caught.

Can you further explain than? Because Rob T had a very valid point. Im also curious as to how that would work.

No not at all

The reason I’m going team with the flatbed is because the work will be easier and take less time as opposed to one person doing it.

How's that going to work as far as the driver who's supposed to be resting getting their 10 hour break? Will the other driver be doing work related duties while logged sleeper/off duty? Thats a huge no no if its caught.

The reason I’m going team with the flatbed is because the work will be easier and take less time as opposed to one person doing it.

How's that going to work as far as the driver who's supposed to be resting getting their 10 hour break? Will the other driver be doing work related duties while logged sleeper/off duty? Thats a huge no no if its caught.

You just summed up the life of a TNT trainer, Rob.

Yes. I know it's different for a trainer. Just making a funny.

If you adhere to a 14-hour clock, it will be difficult for both drivers to load and unload.

I'm flatbed at Prime and in TNT you run teams. My trainer and I both loaded and unloaded, but we did not adhere to the 14-hour clock.

Typical schedule for flatbed is driver 1 drives 3 hours to shipper. Two hours total turn around time (both drivers on duty while loading). Driver 1 driver 1 finishes his 8 hours of driving, but because driver 2 started his 14 hour clock 10 hours ago (when he was loading), even with the new rule driver 2 only has 7 hours left on his 14 hour clock. Or he would wait two more hours to get his full 14 hour clock back.

Now for the next load you will deliver in the morning, drive up to 4 hours to the next shipper , and then pick up another load. So 2 hours to unload, 4 hours driving, 2 hours to load. If the driver who drove to the receiver, also drove to the next shipper, how much time does the next driver have to drive a shift?

Even if you disregard to the 14-hour clock, and then just load and unload off duty, you will have some BRUTALLY long days. With the new rule I have 17-hour days, and those feel like a vacation compared to the schedule I ran in TNT.

You broke that down perfectly along the lines I was thinking of doing this with my co driver. But can you explain that 17 hour rule to me a little bit?

If you adhere to a 14-hour clock, it will be difficult for both drivers to load and unload.

I'm flatbed at Prime and in TNT you run teams. My trainer and I both loaded and unloaded, but we did not adhere to the 14-hour clock.

Typical schedule for flatbed is driver 1 drives 3 hours to shipper. Two hours total turn around time (both drivers on duty while loading). Driver 1 driver 1 finishes his 8 hours of driving, but because driver 2 started his 14 hour clock 10 hours ago (when he was loading), even with the new rule driver 2 only has 7 hours left on his 14 hour clock. Or he would wait two more hours to get his full 14 hour clock back.

Now for the next load you will deliver in the morning, drive up to 4 hours to the next shipper , and then pick up another load. So 2 hours to unload, 4 hours driving, 2 hours to load. If the driver who drove to the receiver, also drove to the next shipper, how much time does the next driver have to drive a shift?

Even if you disregard to the 14-hour clock, and then just load and unload off duty, you will have some BRUTALLY long days. With the new rule I have 17-hour days, and those feel like a vacation compared to the schedule I ran in TNT.

You broke that down perfectly along the lines I was thinking of doing this with my co driver. But can you explain that 17 hour rule to me a little bit?

If you adhere to a 14-hour clock, it will be difficult for both drivers to load and unload.

I'm flatbed at Prime and in TNT you run teams. My trainer and I both loaded and unloaded, but we did not adhere to the 14-hour clock.

Typical schedule for flatbed is driver 1 drives 3 hours to shipper. Two hours total turn around time (both drivers on duty while loading). Driver 1 driver 1 finishes his 8 hours of driving, but because driver 2 started his 14 hour clock 10 hours ago (when he was loading), even with the new rule driver 2 only has 7 hours left on his 14 hour clock. Or he would wait two more hours to get his full 14 hour clock back.

Now for the next load you will deliver in the morning, drive up to 4 hours to the next shipper , and then pick up another load. So 2 hours to unload, 4 hours driving, 2 hours to load. If the driver who drove to the receiver, also drove to the next shipper, how much time does the next driver have to drive a shift?

Even if you disregard to the 14-hour clock, and then just load and unload off duty, you will have some BRUTALLY long days. With the new rule I have 17-hour days, and those feel like a vacation compared to the schedule I ran in TNT.

With the new rule for 8/2 or 7/3 split sleeper birth, the 2 or 3 hour does not count against your 14-hour clock and effectively extends your 14-hour clock. So, if I arrive at a shipper or receiver, but have to wait long enough to where I'm off duty for 2 or 3 hours, I can still maximize my 11 hour clock as follows:

0500: on-duty pretrip and then drive to shipper. At this point my 14-hour clock ends at 1900.

0600: arrive at shipper and wait for 3 hours. Off-duty or sleeper.

0900: load and secure.

1100: Drive.

1630: 30-minute break.

1700: drive

1900: without the 3 hour extension for being off-duty, my 14-hour clocks ends and I have to stop for a 10-hour break. At this point, I've only used 8.5 hours of my 11-hour drive clock. But because of the extension, I can drive until 2200.

2130: My 11-hour drive clock runs out and I stop for the night.

So, with a 3-hour extension, my 14-hour clock becomes a 17-hour clock.

But this is when driving solo.

The brutally long days you will encounter as a team are as follows. Let's say that your stick to a 12-hour shift. One driver starts at 0600 and his shift ends at 1800. The other driver has a shift from 1800 to 0600.

The "night" driver, drives through the night to arrive at the shipper at 0600. Let's say you get unloaded right way. Total turn around time is 2 hours. The "day" driver drives to the next shipper, getting there about 11:00. Let's say total turn around time is again 2 hours. Now you're at 1300. The night driver has had maybe 3 hours in the sleeper (the 3 hours his co-driver drove). Then 5 hours again from 1300 to 1800. The "night" driver hasn't been off-duty or in the sleeper long enough to drive. Okay, fine, you say that the "day" driver can until 2000, because his clock started at 0600, right? And the night driver can get 8 hours in the sleeper, right? Well, guess what? First, you can begin to see where how this planned schedule begins to shift, even with a good scenario. Before you know it, you sleep schedule is all messed up.

In addition, this a pretty tame scenario. While in TNT, there where several times where I drove through the night, delivered in the morning, tried to get a couple of hours of sleep, then unloaded in the afternoon (late), slept two hours, then drove through the night. So, I had two complete drive shifts, a load, and unload, all on 4 hours of sleep.

I’m going to be coming back to this a’lot but thank you for breaking all of that down it’s gunna be my reference point when I’m doing this job career/solo. Greatly appreciate it.

You broke that down perfectly along the lines I was thinking of doing this with my co driver. But can you explain that 17 hour rule to me a little bit?

If you adhere to a 14-hour clock, it will be difficult for both drivers to load and unload.

I'm flatbed at Prime and in TNT you run teams. My trainer and I both loaded and unloaded, but we did not adhere to the 14-hour clock.

Typical schedule for flatbed is driver 1 drives 3 hours to shipper. Two hours total turn around time (both drivers on duty while loading). Driver 1 driver 1 finishes his 8 hours of driving, but because driver 2 started his 14 hour clock 10 hours ago (when he was loading), even with the new rule driver 2 only has 7 hours left on his 14 hour clock. Or he would wait two more hours to get his full 14 hour clock back.

Now for the next load you will deliver in the morning, drive up to 4 hours to the next shipper , and then pick up another load. So 2 hours to unload, 4 hours driving, 2 hours to load. If the driver who drove to the receiver, also drove to the next shipper, how much time does the next driver have to drive a shift?

Even if you disregard to the 14-hour clock, and then just load and unload off duty, you will have some BRUTALLY long days. With the new rule I have 17-hour days, and those feel like a vacation compared to the schedule I ran in TNT.

With the new rule for 8/2 or 7/3 split sleeper birth, the 2 or 3 hour does not count against your 14-hour clock and effectively extends your 14-hour clock. So, if I arrive at a shipper or receiver, but have to wait long enough to where I'm off duty for 2 or 3 hours, I can still maximize my 11 hour clock as follows:

0500: on-duty pretrip and then drive to shipper. At this point my 14-hour clock ends at 1900.

0600: arrive at shipper and wait for 3 hours. Off-duty or sleeper.

0900: load and secure.

1100: Drive.

1630: 30-minute break.

1700: drive

1900: without the 3 hour extension for being off-duty, my 14-hour clocks ends and I have to stop for a 10-hour break. At this point, I've only used 8.5 hours of my 11-hour drive clock. But because of the extension, I can drive until 2200.

2130: My 11-hour drive clock runs out and I stop for the night.

So, with a 3-hour extension, my 14-hour clock becomes a 17-hour clock.

But this is when driving solo.

The brutally long days you will encounter as a team are as follows. Let's say that your stick to a 12-hour shift. One driver starts at 0600 and his shift ends at 1800. The other driver has a shift from 1800 to 0600.

The "night" driver, drives through the night to arrive at the shipper at 0600. Let's say you get unloaded right way. Total turn around time is 2 hours. The "day" driver drives to the next shipper, getting there about 11:00. Let's say total turn around time is again 2 hours. Now you're at 1300. The night driver has had maybe 3 hours in the sleeper (the 3 hours his co-driver drove). Then 5 hours again from 1300 to 1800. The "night" driver hasn't been off-duty or in the sleeper long enough to drive. Okay, fine, you say that the "day" driver can until 2000, because his clock started at 0600, right? And the night driver can get 8 hours in the sleeper, right? Well, guess what? First, you can begin to see where how this planned schedule begins to shift, even with a good scenario. Before you know it, you sleep schedule is all messed up.

In addition, this a pretty tame scenario. While in TNT, there where several times where I drove through the night, delivered in the morning, tried to get a couple of hours of sleep, then unloaded in the afternoon (late), slept two hours, then drove through the night. So, I had two complete drive shifts, a load, and unload, all on 4 hours of sleep.