Customarily, the relief pilot is excused to begin his break after climbing through 18,000 feet. Most captains organize the rotation for breaks so the pilot who is not flying the approach and landing has the last break. The logic is to have the pilot who is flying the approach and landing rested and acclimated to the environment rather than having just woken up from a nap. The initial descent phase in Europe can turn the cockpit into a busy place, especially when the ear is not immediately accustomed to the accents. In our particular case, since I would be flying the approach and landing, Marty would have the last break.