Who this is for: CDL drivers, fleet managers, owner-operators, compliance assistants
Hours of Service Rules for Property-Carrying CMV Drivers
Property-carrying CMV drivers are subject to four core HOS limits under 49 CFR Part 395: an 11-hour daily driving limit, a 14-hour on-duty window, a 30-minute rest break requirement after 8 hours of driving, and either a 60-hour/7-day or 70-hour/8-day weekly cycle. All limits reset after at least 10 consecutive hours off duty.
Important Notice
HOS rules are complex and subject to regulatory change. This overview covers the general framework for property-carrying CMV drivers. Consult 49 CFR Part 395 and FMCSA guidance for current rules, exemptions, and enforcement policies.
The four core property-carrier HOS limits
Property-carrying CDL drivers in interstate commerce are subject to four primary limits under 49 CFR Part 395: (1) the 11-hour driving limit — maximum 11 hours of actual driving time after 10 consecutive hours off duty; (2) the 14-hour on-duty window — the 14-hour clock starts when the driver comes on duty and cannot be extended by off-duty breaks; (3) the 30-minute rest break — required before driving more than 8 cumulative hours without a 30-minute interruption; and (4) the 60/70-hour weekly cycle — a limit on total on-duty hours within a rolling 7- or 8-day window.
The 10-consecutive-hour off-duty requirement
Before a new 11-hour and 14-hour period can begin, a driver must take at least 10 consecutive hours off duty. Off-duty time is the clock that resets both the 11-hour driving limit and the 14-hour window. A driver who has reached either limit cannot drive again until those 10 consecutive off-duty hours are complete. Time in a sleeper berth may count toward this requirement under specific split-sleeper rules.
Which drivers are covered
These rules apply to drivers of property-carrying CMVs in interstate commerce — vehicles with a GVWR or GCWR of 10,001 lbs or more, vehicles transporting hazardous materials in placardable quantities, or vehicles designed to transport 9 or more passengers including the driver. Passenger-carrying CMV drivers are subject to separate, stricter HOS rules under 49 CFR Part 395.5. Intrastate drivers may be subject to state-specific rules — check your state DOT.
How the 60/70-hour limit works
Carriers may choose to operate on either a 60-hour/7-day or 70-hour/8-day cycle. The 60-hour cycle limits total on-duty time to 60 hours in any 7 consecutive days. The 70-hour cycle limits total on-duty time to 70 hours in any 8 consecutive days. The choice of cycle is based on whether the carrier operates CMVs every day of the week (7-day carriers generally use the 60-hour cycle; carriers that do not operate every day may use either). Drivers must track their cumulative on-duty hours over the rolling window.
On-duty vs. driving time — the distinction
Driving time is time spent at the controls of a CMV in operation — this counts toward both the 11-hour driving limit and the 14-hour window. On-duty not driving includes loading, unloading, fueling, inspections, paperwork, waiting at a shipper, and any other work-related activity. Both driving and on-duty not driving count against the 14-hour window and the 60/70-hour weekly cycle. Only driving time counts against the 11-hour driving limit.
Key exemptions and special rules
Several exemptions modify the standard property-carrier rules: the short-haul exemption (eliminates the ELD requirement and the 30-minute break for drivers operating within 150 air miles of their reporting location and returning to their reporting location within 14 hours); the adverse driving conditions exemption (allows up to 2 extra hours of driving in certain unforeseen conditions); the 34-hour restart (allows drivers to restart the 60/70-hour cycle after 34 consecutive hours off duty); and the sleeper berth provision (allows specific off-duty time splits for drivers with sleeper berths).
Frequently Asked Questions
Can a driver extend the 14-hour window by taking a break?
No. The 14-hour on-duty window begins when the driver comes on duty and runs continuously until 14 hours have passed. Off-duty breaks or time spent in a sleeper berth (except under the sleeper berth provision) do not pause or extend this window. Once the 14-hour clock expires, the driver cannot drive regardless of remaining 11-hour driving time.
Do HOS rules apply on a 24/7 basis or based on the driver's shift start?
HOS rules apply from the time a driver comes on duty — not from midnight or any fixed clock time. The 11-hour and 14-hour limits are driver-specific and begin when the driver comes on duty after their 10 consecutive off-duty hours. The 60/70-hour weekly cycle is calculated over a rolling 7- or 8-day period.
Is the 60/70-hour limit based on a fixed Monday–Sunday calendar week or a rolling window?
It is a rolling window, not a fixed calendar week. The 60-hour/7-day limit counts total on-duty time across the current day plus the 6 previous consecutive days. As each calendar day passes, the oldest day's hours drop off. A driver approaching the limit gains capacity naturally without taking a 34-hour restart — the 34-hour restart under §395.3(c) is optional, not required.
Can a driver voluntarily stop driving before reaching the 11-hour or 14-hour limit?
Yes. The 11-hour and 14-hour limits are maximum ceilings, not required minimums. A driver who decides conditions are unsafe or who has completed the delivery may go off duty at any point. The limits only prohibit driving beyond those thresholds — they impose no obligation to use all available time.