49 CFR § 395.3 — Maximum driving time for property-carrying vehicles
49 CFR — Transportation · FMCSA / DOT
The federal hours-of-service rules for property-carrying CMV drivers are built around four limits: (1) the 11-hour driving rule — maximum 11 hours of driving after 10 consecutive hours off duty, (2) the 14-hour on-duty window — all driving must occur within 14 hours of the driver's first on-duty time after their 10-hour break, (3) the 30-minute break requirement — a 30-minute non-driving break is required before driving more than 8 cumulative hours, and (4) the 60/70-hour weekly limit — total on-duty time may not exceed 60 hours in 7 consecutive days or 70 hours in 8 consecutive days. A 34-hour off-duty period resets the weekly clock. These rules apply to every minute of CMV operation and are enforced through the ELD mandate (49 CFR 395.8).
Regulation summary
A driver of a property-carrying CMV may drive a maximum of 11 hours after 10 consecutive hours off duty. The 11 hours of driving must occur within a 14-hour on-duty window starting from the moment the driver comes on duty after their 10-hour break. The driver must take a 30-minute break before driving more than 8 cumulative hours. Total on-duty time may not exceed 60 hours in 7 consecutive days (for carriers not operating every day) or 70 hours in 8 consecutive days (for carriers operating every day). A 34-hour off-duty restart can reset the 60/70-hour clock.
Who must comply
All drivers of property-carrying CMVs in interstate commerce. Property-carrying CMVs include trucks 10,001+ lbs GVWR, hazmat carriers requiring placards (any size), and combinations totaling 10,001+ lbs GVWR. Passenger-carrying drivers are governed by a separate but similar regulation (49 CFR 395.5: 10-hour driving rule and 15-hour duty window). Intrastate drivers must comply with state-specific HOS rules, which in most states mirror or directly adopt the federal limits. Short-haul drivers operating under 49 CFR 395.1(e)(1) — within 150 air-miles and returning within 14 hours — are exempt from the 30-minute break but still subject to the 11/14/60-70 limits.
What happens if violated
HOS violations result in civil monetary penalties of $1,100 to $16,550 per violation. Common citations include exceeding the 11-hour driving limit, exceeding the 14-hour on-duty window, missing the 30-minute break, exceeding the 60/70-hour weekly limit, and false reporting of duty status. At roadside, a driver found exceeding HOS limits is placed out of service for the required rest period before being allowed to continue. HOS violations affect the CSA Compliance BASIC, which determines inspection-selection priority and safety-rating eligibility. Patterns of HOS violations can trigger a Compliance Review and Conditional or Unsatisfactory safety rating.
Implementation checklist
- Train every driver on the 11/14/30-minute/60-70 rules and the 34-hour restart option.
- Configure your ELD to alert drivers as they approach the 11-hour, 14-hour, and 70-hour limits.
- Establish dispatch policy that NEVER pressures a driver to exceed HOS limits.
- Document HOS coaching for any driver flagged by ELD edits or near-misses.
- Maintain the 8-day supporting-document trail (fuel, tolls, BOLs) to verify ELD accuracy.
- Review the ELD compliance dashboard weekly for HOS violations across the fleet.
- Track the 60/70-hour weekly clock proactively — alert dispatchers 5-10 hours before limit.
- Plan loads with realistic HOS-compliant ETAs; do not commit to ETAs that require HOS violation.
- For short-haul exempt drivers, audit timecards monthly for the 14-hour return-window compliance.
- Document any HOS exception used (adverse driving conditions, short-haul, agricultural).
Common misinterpretations
- Misinterpretation: 'I have 14 hours to drive.' Reality: You have 11 hours of driving time within a 14-hour on-duty window. The remaining 3 hours of the 14-hour window are for non-driving on-duty time (loading, fueling, paperwork). You cannot drive after the 11-hour or 14-hour limit is reached, even if you've only driven 1 hour.
- Misinterpretation: 'Sleeper berth time counts as off-duty.' Reality: Sleeper berth time counts toward the required 10-hour break only if it meets specific requirements (continuous 8 hours minimum, or split sleeper berth using the 8/2 or 7/3 method per 49 CFR 395.1(g)). Sleeper berth time does NOT extend the 14-hour on-duty window — it pauses on-duty time but does not reset it.
- Misinterpretation: 'I can keep driving as long as my logs say off-duty.' Reality: This is logbook fraud. ELD time records are tracked in real time and cross-referenced with engine activity, GPS movement, and supporting documents (fuel, tolls, BOLs). Falsified duty status records carry civil penalties up to $11,000 plus potential criminal prosecution.
- Misinterpretation: 'The 34-hour restart is required every week.' Reality: The 34-hour restart is OPTIONAL — it's a tool drivers can use to reset their 60/70-hour weekly clock. Drivers can also let the rolling 7-day or 8-day clock 'fall off' as time passes (each completed day rolls out of the calculation). The 34-hour restart simply accelerates the reset.
- Misinterpretation: 'Short-haul drivers don't have any HOS limits.' Reality: Short-haul drivers under 49 CFR 395.1(e)(1) are exempt from the 30-minute break and the RODS requirement, but they are still subject to the 11-hour driving limit and the 60/70-hour weekly limit. They must maintain timecards and return to their work-reporting location within 14 hours.
Frequently asked questions
What is the 11-hour rule under 49 CFR 395.3?
A property-carrying CMV driver may drive a maximum of 11 hours after taking 10 consecutive hours off duty. Driving time is cumulative across the on-duty period — once you've driven 11 hours, you cannot drive again until you've taken another 10 consecutive hours off duty.
What is the 14-hour rule?
All CMV driving must occur within a 14-hour on-duty window that starts when the driver first comes on duty after their 10-hour break. After 14 hours, the driver cannot drive a CMV even if they have remaining hours under the 11-hour rule. Non-driving on-duty time (loading, fueling, paperwork) still counts against the 14-hour window. Sleeper berth time pauses the clock but does not extend the 14-hour window.
Is the 30-minute break still required?
Yes. After September 29, 2020 updates, the rule was modified: a driver must take a 30-minute non-driving break before driving more than 8 cumulative hours. The break can be off-duty, sleeper berth, or on-duty not driving time. Short-haul drivers operating under 49 CFR 395.1(e)(1) — within 150 air-miles, returning home within 14 hours — are exempt from the 30-minute break requirement.
What is the 60/70-hour weekly limit?
A driver may not drive after being on duty for 60 hours in 7 consecutive days (for carriers not operating every day) or 70 hours in 8 consecutive days (for carriers operating every day). The clock is rolling — each completed day rolls out of the calculation. A 34-hour off-duty period can reset the 60/70-hour clock at any time.
How does the 34-hour restart work?
A driver can reset the 60/70-hour weekly clock by taking 34 consecutive hours off duty. The restart is optional — drivers may also let the rolling 7-day or 8-day window 'fall off' as days complete. The 34-hour restart is most commonly used by drivers who need to maximize available driving hours in the upcoming week. The previously required '1 a.m. to 5 a.m. of two consecutive nights' provision was eliminated.
Are there exceptions to the 11/14-hour rules?
Yes. The Adverse Driving Conditions exception (49 CFR 395.1(b)) allows up to 2 additional hours of driving when an unexpected weather or traffic condition makes it unsafe to complete the run as planned. The short-haul exemption (49 CFR 395.1(e)(1)) removes the 30-minute break requirement for drivers staying within 150 air-miles. The agricultural exemption (49 CFR 395.1(k)) applies during planting and harvest seasons. Each exception requires specific documentation in the ELD record.
Does sleeper berth time reset the 10-hour break?
Sleeper berth time counts toward the 10-hour break if it's a single continuous period of at least 8 hours, OR if it's a split combining 7+ hours in the sleeper berth plus a separate 2+ hour break (sleeper, off-duty, or combination) — known as the 7/3 split. The original 8/2 split (8 hours sleeper berth + 2 hours other) also still satisfies. Sleeper berth time pauses the 14-hour window but does not extend it (with split sleeper exceptions per 49 CFR 395.1(g)).
What's the difference between 49 CFR 395.3 and 49 CFR 395.5?
49 CFR 395.3 applies to property-carrying CMV drivers — 11-hour driving rule, 14-hour duty window. 49 CFR 395.5 applies to passenger-carrying CMV drivers (buses, motorcoaches) — 10-hour driving rule and 15-hour duty window. Different vehicle categories, different limits. The 60/70-hour weekly limit and supporting recordkeeping requirements (49 CFR 395.8) apply to both.
Cross-references: 49 CFR 395.1 · 49 CFR 395.5 · 49 CFR 395.7 · 49 CFR 395.8 · 49 CFR 395.11 · 49 CFR 395.13 · 49 CFR 395.15
FileFlo tracks documents required by this regulation automatically:
Connect your folder or Drive — FileFlo classifies every document, maps it to the CFR section it satisfies, and alerts you before any expiration becomes a citation. Starter $89/mo, Professional $299/mo. 5-day free trial.
Start the 5-day free trialAuthoritative source: eCFR.gov →