I'm not going to give the answer because if I go out on that limb both you and I will fall to the ground. But it looks like it is 8:15 and 9:00, depends on what you were doing on that rotation...

According to DALPA MEC Scheduling Alert 06-07 (excerpt without the example rotation they show):

Because the
pilots’ actual rest was less than the 8:15 minimum required, they did not receive a
contractual break in duty and were therefore due “1 for 2” duty period credit for the
continuous duty from the report on C day to release on D day. This continuous duty
period is reflected in the combined block time for C and D days shown on D day.

And PWA 12.K

K. Duty Period Credit (“1 for 2”)
1. A pilot who reports for duty will be guaranteed a minimum duty period credit. Such
credit will be calculated on the greater of scheduled or actual duty time, prorated on a
minute-by-minute basis, for each duty period, as follows:
a. one hour credit for every two hours of duty time from 0600 to 2200 (pilot’s base
time), and
b. one hour credit for every one and three quarters hours of duty time,
1) from 2200 to 0600 (pilot’s base time), or
2) from 2200 to release from a duty period that includes 0359 (pilot’s base time).
2. A pilot who is granted a personal drop for a duty period(s) or portion thereof, will not be
eligible for duty period credit for such duty period(s).

And 12.G

3. While away from his base, the actual break-in-duty of an international category pilot on a
duty period composed solely of domestic or intra-theatre flying and a domestic category
pilot will be at least:
a. 8:15 hours, if his scheduled duty time in the duty periods immediately before and
after such break-in-duty totals 20 hours or less.
b. 9 hours, if his scheduled duty time in the duty periods immediately before and after
such break-in-duty totals more than 20 hours.

From DALPA MEC Scheduling Alert 06-04

MYTH: We do not get paid for going “1 for 2” anymore.
FACT: We are still paid “1 for 2” duty credit. However, the way that duty period credit is now applied
means that it can be absorbed into total rotation time in the same way that trip credit can.
Prior to Letter #48, the flight time and the duty period credit for each duty period were compared, and
the pilot was paid the greater of the two on a day-by-day basis. This often resulted in three to four hours
of additional pay. Now, the total flight time for the rotation is compared to the total duty period credit for
the rotation, and the pilot is paid the greater of the two. In other words, the duty period credit that is
generated in the continuous “1 for 2” duty period may be offset by the flight time in another, more
efficient, duty period. As a result, going “1 for 2” results in one to two hours of extra pay at the most.
Section 12 I. 5. allows a pilot who, through no fault of his own, arrives at his layover hotel less than eight
hours before scheduled pick up to inform Crew Scheduling that he will be unable to report for pickup until
at least eight hours after his arrival at the hotel. In accommodating a pilot’s request for eight hours at the
hotel, the company may choose to delay the departure time of the next day’s flight; the new report may
result in the pilot receiving a contractual break in duty making him no longer eligible for “1 for 2” pay.

And from when Scheduling Calls:

Contractual Break in Duty
There are two sets of contractual minimum break-in-duty criteria the
company must follow—one is for scheduling purposes, i.e., creating
rotations and reroutes for pilots, and the other is for actual use once a
18 August 2009
rotation is under way. The required break varies according to the type
of fl ying being performed and the combined length of the duty periods
on either side of the break. Note: The applicable break in duty may be
higher for line construction purposes. See Section 23 D. 12 and 13.
Reroutes into revised layovers must be scheduled with the applicable
contractual scheduled minimum break in duty. Upon arrival at the
layover, actual minimum break-in-duty times apply. Under some
circumstances, FAR required rest may exceed Contractual Minimum
Break.
A pilot’s duty period will continue until he has received a break-in-duty
as specifi ed below. This may generate additional duty period credit (“1
for 2”).