A practical guide to the federal hours-of-service clocks for property-carrying drivers, including breaks, weekly limits, sleeper-berth splits, exceptions, and trip planning.
Who this hours-of-service guide is for
This guide focuses on the federal rules for drivers of property-carrying commercial motor vehicles in interstate commerce. Passenger-carrier limits differ, and some short-haul, agricultural, emergency, or state-only operations may follow different provisions. Use this article to understand the major clocks, then confirm the rule that applies to the exact vehicle, cargo, route, and operating authority involved.
The 11-hour driving limit
After at least 10 consecutive hours off duty, a property-carrying driver may drive for up to 11 hours. The clock counts driving time, not every minute spent working. On-duty time spent inspecting, fueling, loading, waiting while responsible for the vehicle, or completing paperwork may reduce the time available inside the duty window even when it does not add to the 11 driving hours.
The 14-consecutive-hour driving window
The 14-hour window generally begins when a driver comes on duty after 10 consecutive hours off. Driving is not permitted after the end of the 14th consecutive hour, even if the driver used fewer than 11 driving hours. Ordinary off-duty stops during the shift do not pause the window. That is why a slow dock, traffic, fuel stop, and parking search can make a legal trip impossible even when the mileage looked reasonable at dispatch.
How the 11-hour and 14-hour clocks work together
A driver must have time remaining on both clocks to keep driving. For example, a driver who starts work at 6:00 a.m. generally reaches the end of the 14-hour window at 8:00 p.m. A three-hour non-driving delay does not create three extra hours at the end. Conversely, reaching 11 hours of driving ends driving for the shift even if the 14-hour window still has time left. Another qualifying 10-hour off-duty period is normally needed before driving resumes.
The 30-minute break after eight cumulative driving hours
A property-carrying driver may not drive after eight cumulative hours of driving without an interruption of at least 30 consecutive minutes. The qualifying interruption can be off duty, in the sleeper berth, on duty but not driving, or a consecutive combination of those statuses. The rule is tied to accumulated driving time, so a qualifying 30-minute non-driving period resets the calculation even when it occurs before the full eight hours have accumulated.
The 60-hour and 70-hour limits
A driver may not drive after accumulating 60 on-duty hours in seven consecutive days when the motor carrier does not operate commercial vehicles every day of the week, or 70 on-duty hours in eight consecutive days when it does. These are rolling limits, not fixed calendar weeks. Hours can return as older days fall out of the calculation, so drivers should understand the recap shown by their logging system instead of treating Monday as an automatic reset.
What the 34-hour restart does
At least 34 consecutive hours off duty may restart the applicable seven- or eight-day period. A restart is an option, not the only way to regain available hours; a driver may also operate on recaptured hours as older on-duty time drops out of the rolling window. Compare both approaches against dispatch needs, parking, home time, and the risk of ending a shift without enough legal time to reach a safe location.
Sleeper-berth split basics
A qualifying sleeper-berth split can divide the required 10 hours into two periods. One period must include at least seven consecutive hours in the sleeper berth, and the other must be at least two consecutive hours off duty, in the sleeper berth, or a combination; together the two periods must total at least 10 hours. When correctly paired, neither qualifying period counts against the 14-hour window. Split calculations are easy to misread, so review the sequence and available hours before moving the truck.
Adverse driving conditions are narrow
FMCSA permits up to two additional hours in the driving window when a qualifying adverse driving condition was not known, and could not reasonably have been known, before the driver began the duty period or resumed driving after a qualifying sleeper period. The provision is for unexpected conditions such as unusual weather or road events, not routine congestion, predictable construction, shipper delays, or poor planning. The driver must still comply with the applicable 60/70-hour limit and should document the event accurately.
The short-haul exception is not an unlimited-hours rule
A qualifying short-haul driver may be exempt from the record-of-duty-status and ELD requirements when the driver returns to the normal work reporting location within 14 consecutive hours and stays within a 150 air-mile radius. The underlying driving and duty limits still matter, and the motor carrier must maintain the required time records. A route that crosses the radius or fails the return condition can change the recordkeeping requirement for that day.
Why an ELD does not replace trip planning
An ELD records duty status and helps calculate potential violations, but it does not choose safe parking, predict detention, or create legal time. Before departure, compare appointment times, realistic traffic, fuel, inspections, loading, weather, and at least two parking alternatives. Recheck available driving, shift, and cycle time after every meaningful delay. Communicate early when the original plan no longer fits instead of trying to rescue it near the end of a clock.
A practical pre-dispatch HOS checklist
Confirm that the previous off-duty period qualifies, review remaining 11-hour, 14-hour, and 60/70-hour time, and inspect any unidentified or rejected ELD events. Estimate driving separately from all on-duty work, place the 30-minute interruption where it supports the route, and identify legal parking before the shift becomes tight. If using a sleeper split or exception, verify every condition rather than relying on a label in the app. When rules or circumstances are uncertain, stop and consult the carrier safety team or current FMCSA guidance.
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Official sources
FMCSA summary of hours-of-service regulationsFMCSA hours-of-service program and educational resourcesCDL Truck Pro provides educational information. Confirm licensing, safety, tax, and regulatory requirements through current official sources and qualified professionals.