Hours of Service: Driving Time Limits Explained
Hours of Service is one of the highest-search-volume topics in trucking compliance—and one of the most misunderstood. Drivers often think they can keep rolling as long as they have hours remaining on their weekly clock. Dispatchers squeeze trips in believing the rules are flexible. But the FMCSA is strict, auditors are thorough, and violations are expensive.
This is the rule that matters most when you want to answer the question every driver asks: “How much longer can I drive today?”
The Core Four Rules
1. The 11-Hour Driving Limit
After 10 consecutive hours off duty, a driver may drive up to 11 hours. That’s it. Once those 11 hours are burned, driving stops until the driver gets a full 10-hour break.
What counts: Actual driving—time behind the wheel moving the truck down the road.
What doesn’t count: Refueling, waiting at docks, vehicle inspection, logbook correction, or other on-duty tasks that aren’t driving.
2. The 14-Hour Window
All driving must happen within 14 consecutive hours from the time a driver comes on duty. The clock starts at the driver’s first on-duty activity (vehicle inspection, fueling, loading)—not when the first mile is driven.
Once 14 hours have elapsed from that starting point, no more driving is allowed, even if the driver still has driving hours remaining on their 11-hour bank.
Why this matters: Suppose a driver starts their day at 6 AM (first on-duty activity). At 8 PM that evening—14 hours later—their 14-hour window closes. If they’ve only driven 8 hours, they still can’t drive anymore that day. They must reset with 10 consecutive hours off duty, and the cycle starts fresh.
3. The 30-Minute Break Requirement
After accumulating 8 consecutive hours of driving, a driver must take at least 30 minutes off duty (or in sleeper berth). This break must happen before any additional driving.
How it resets: The 8-hour counter resets after the break. A driver can then drive another 8 hours before the next break is due.
4. The 60/70-Hour Limit (Weekly Recap)
A driver cannot drive after accumulating 60 hours on duty in 7 consecutive days, or 70 hours in 8 consecutive days—depending on your carrier’s choice of operating cycle.
On-duty time includes: Driving, refueling, inspecting vehicles, loading/unloading supervision, vehicle repairs, record-keeping, and waiting time at customer locations.
Off-duty time doesn’t count: Sleeping in the sleeper berth or time off duty.
Once the driver hits 60 (or 70) hours, they must have a full 34-hour off-duty period before accumulating any more driving or on-duty hours.
Sleeper Berth Splits: Flexibility Within Rules
If a driver uses the sleeper berth, the FMCSA allows a split-rest option instead of one continuous 10-hour off-duty period. The allowed splits are:
- 7 hours + 3 hours: 7 hours in the sleeper berth, 3 hours off duty (or the reverse)
- 8 hours + 2 hours: 8 hours in sleeper, 2 hours off duty (or the reverse)
- 6.5 hours + 3.5 hours: 6.5 hours in sleeper, 3.5 hours off duty (or the reverse)
Each period must be at least the minimum stated. Neither period can be shorter than required.
Why it matters: A split allows drivers to rest during non-peak hours while still complying with the rule. For example, a driver resting overnight can split time between the sleeper berth and off-duty time the next morning, staying within the rules while staying on schedule.
Watch This Space: 2026 Pilot Programs
The FMCSA is currently running pilot programs testing two new flexibility options:
- Flexible Sleeper Berth Pilot: Exploring modified rest-period combinations for drivers using sleeper berths.
- Split Duty Period Pilot: Testing alternative on-duty configurations.
These are not yet settled rules. If you’re interested in participating, monitor the FMCSA website for pilot program announcements and enrollment windows. For now, follow the core splits listed above.
Tracking HOS: Electronic Logging Devices (ELDs)
The ELD mandate took effect December 18, 2017, with a grandfather period for carriers already using older AOBRD devices that ran until December 16, 2019 — since that date, essentially all carriers subject to the rule must use a full ELD. ELDs automatically track:
- Driving time
- On-duty time
- Off-duty time
- Vehicle odometer readings
Drivers can’t handwrite logbooks anymore (with rare exceptions). Your ELD provider transmits records to you and must be FMCSA-certified.
Why it matters: Accurate ELD records protect both you and your drivers. Auditors download ELD data directly. If there are gaps, excessive edits, or illogical time sequences, you’ll be cited. Use a reputable certified ELD provider and train your drivers on proper use.
Learn more about ELD systems →
Common HOS Violations (And How to Avoid Them)
Exceeded 11-hour driving limit: A driver continues driving after hitting 11 hours. The fix: Real-time dispatch monitoring and driver accountability for logbook entry.
Driving after the 14-hour window closed: A driver starts on-duty at 6 AM, and the dispatcher allows driving at 8:15 PM (over 14 hours later). The fix: Dispatch software that tracks clock-start time and prevents trip assignments after the window closes.
Missing or incomplete 30-minute break: A driver drives 9 consecutive hours without a 30-minute break. The fix: ELD alerts or dispatch rules that flag when a break is due.
Exceeding 60/70-hour recap: A driver accumulates 61 hours on duty in 7 days and continues driving. The fix: Weekly logbook review and automatic rest-day scheduling when the cap approaches.
Sleeper-berth splits don’t meet minimums: A driver logs a 7-hour sleeper period and a 1-hour off-duty period (doesn’t meet the 3-hour minimum for the second period). The fix: ELD settings that enforce split minimums and won’t allow submission of non-compliant splits.
Enforcement and Audits
During a DOT audit, auditors will examine:
- ELD data for compliance with all four core rules
- Whether breaks were taken on time
- Whether your dispatch system prevents illegal assignments
- Driver understanding of HOS rules (they may interview drivers)
Violations can be cited as a critical finding (serious safety risk) or non-critical. Either way, they add up. Multiple HOS violations can trigger a facility review or out-of-service order.
Next Steps
- Choose an FMCSA-certified ELD provider if you don’t have one.
- Train your drivers on the four rules and how your ELD records time.
- Set up dispatch procedures that respect the 14-hour window and prevent assignments after the cap.
- Review logbooks weekly to spot violations early.
These aren’t gray areas. They’re clear rules, electronically tracked, and regularly audited. Get the systems in place, and you’re secure.