In this guide
- Who Must Follow Hours of Service Rules?
- The Core HOS Limits at a Glance
- The 11-Hour and 14-Hour Rules Explained
- The 30-Minute Break Rule
- The 60/70-Hour Weekly Limits and the 34-Hour Restart
- The Sleeper Berth Provision
- Exceptions Dispatchers Should Know About
- Electronic Logging Devices (ELDs)
- How to Plan Loads Around HOS: A Dispatch Example
- Never Pressure a Driver to Break HOS Rules
- Frequently Asked Questions
Hours of service (HOS) rules are federal limits on how long commercial truck drivers in the United States can drive and work. For property-carrying drivers, the core limits are: 11 hours of driving after 10 consecutive hours off duty, no driving after the 14th hour since coming on duty, a 30-minute break after 8 cumulative hours of driving, and a weekly limit of 60 hours in 7 days or 70 hours in 8 days. Dispatchers must plan every load around these rules, because a load the driver cannot deliver legally is not a good load at any rate.
Key takeaways
- HOS rules are set by the FMCSA and are recorded on electronic logging devices (ELDs) in most trucks.
- The 11-hour driving limit and 14-hour duty window reset after 10 consecutive hours off duty.
- Dispatchers should check the driver's available hours before booking and plan realistic pickup and delivery times.
- No one, including dispatchers, brokers and shippers, may pressure a driver to break HOS rules.
Important
This guide summarizes the federal HOS rules for property-carrying drivers in interstate commerce as of September 2026. Rules can change, some states have different intrastate rules, and exceptions apply to certain operations. Always check the current regulations on the FMCSA website and follow the carrier's safety policies.
Who Must Follow Hours of Service Rules?
The federal HOS rules apply to drivers of commercial motor vehicles (CMVs) in interstate commerce. In general, a vehicle is a CMV if it has a gross vehicle weight rating or gross combination weight rating of 10,001 pounds or more, carries hazardous materials requiring placards, or carries a certain number of passengers. Passenger-carrying drivers follow a different set of limits. This guide covers the property-carrying rules that apply to most freight dispatching.
The Core HOS Limits at a Glance
| Rule | What it means |
|---|---|
| 11-hour driving limit | A driver may drive a maximum of 11 hours after 10 consecutive hours off duty. |
| 14-hour limit | A driver may not drive beyond the 14th consecutive hour after coming on duty, following 10 consecutive hours off duty. Taking breaks does not extend this window. |
| 30-minute break | A driver must take a 30-minute break after 8 cumulative hours of driving without at least a 30-minute interruption. Any non-driving period of 30 consecutive minutes counts. |
| 60/70-hour limit | A driver may not drive after 60 hours on duty in 7 consecutive days, or 70 hours on duty in 8 consecutive days, depending on the carrier's schedule. |
| 34-hour restart | A driver may restart the 7- or 8-day period by taking at least 34 consecutive hours off duty. |
| Sleeper berth provision | A driver may split the required 10 hours off duty into two periods: at least 7 consecutive hours in the sleeper berth and at least 2 hours off duty or in the berth, totaling at least 10 hours. Neither qualifying period counts against the 14-hour window. |
| Adverse driving conditions | When unexpected conditions such as severe weather or unusual traffic occur, the 11-hour and 14-hour limits may be extended by up to 2 hours. |
The 11-Hour and 14-Hour Rules Explained
These two rules work together and cause the most confusion for new dispatchers.
- The 14-hour clock starts when the driver begins any work, such as a pre-trip inspection or waiting at a shipper, not when they start driving.
- Within that 14-hour window, the driver can drive up to 11 hours in total.
- Once the 14 hours have passed, the driver cannot drive again until they take 10 consecutive hours off duty (or qualify under the sleeper berth provision), even if they have driving hours left.
Example: A driver comes on duty at 6:00 AM. The 14-hour window closes at 8:00 PM. If the driver waits 4 hours at a slow shipper, they may only have enough time left in the window for 10 hours of driving, not 11. This is why long waits at shippers matter so much, and why detention pay exists.
The 30-Minute Break Rule
After 8 cumulative hours of driving without a 30-minute interruption, the driver must stop driving for at least 30 consecutive minutes. The break can be off duty, in the sleeper berth or on duty but not driving, such as time spent fueling or waiting at a dock. Dispatchers should factor this break into delivery time estimates on longer runs.
The 60/70-Hour Weekly Limits and the 34-Hour Restart
Carriers that do not operate every day use the 60 hours in 7 days limit. Carriers operating every day may use 70 hours in 8 days. The limit is a rolling total of on-duty time, including driving, loading, waiting and inspections. When a driver is running low on weekly hours, they can take a 34-hour restart to reset the total, or wait for older hours to drop off the rolling calculation.
For dispatchers, the practical lesson is to check weekly hours before booking a long load late in the week, not just today's driving time.
The Sleeper Berth Provision
Drivers with a sleeper berth can split their 10-hour off-duty requirement, for example 8 hours in the berth plus 2 hours off duty, or 7 hours in the berth plus 3 hours off duty. When the periods are paired correctly, neither counts against the 14-hour window. This gives drivers flexibility around appointments and traffic, but the calculations are complex. Most ELDs help drivers track split periods, and dispatchers should confirm the driver's actual available hours rather than guessing.
Exceptions Dispatchers Should Know About
- Adverse driving conditions: up to 2 extra hours of driving and duty time when unexpected conditions, such as unforecast snow or a road closure, delay the trip. It does not cover conditions that were known before the trip started.
- Short-haul exception: drivers who stay within a 150 air-mile radius of their normal work reporting location and return within 14 hours may be exempt from certain logging and break requirements.
- Personal conveyance and yard moves: special duty statuses with strict conditions. Personal conveyance cannot be used to move a load closer to its destination.
Electronic Logging Devices (ELDs)
Most drivers who are required to keep records of duty status must use an ELD, which automatically records driving time from the truck's engine. Limited exceptions exist, such as for some older vehicles and drivers who only need logs on a small number of days. When carriers give dispatchers access to their ELD or fleet portal, dispatchers can see each driver's remaining hours, which makes planning far more accurate.
How to Plan Loads Around HOS: A Dispatch Example
A driver is empty and fully rested. A broker offers a load with a 900-mile trip, pickup at 8:00 AM and delivery by 8:00 AM two days later.
- Estimate driving time. Using an average of about 50 mph including traffic and slowdowns, 900 miles takes about 18 hours of driving.
- Add on-duty time. Allow for loading (say 2 hours), a pre-trip inspection, fuel stops and the 30-minute break.
- Apply the daily limits. The driver cannot drive 18 hours in one duty period. Day one: loading, then up to 11 hours of driving within the 14-hour window. Then 10 hours off duty.
- Finish the trip. Day two: the remaining 7 or so hours of driving, arriving well before the 8:00 AM delivery on day three.
- Check weekly hours. Make sure the driver has enough hours left under the 60/70-hour limit for the whole trip.
If the shipper delays loading by 4 hours, the plan tightens. That is why dispatchers build in buffer time and communicate early with brokers when an appointment is at risk.
Never Pressure a Driver to Break HOS Rules
FMCSA regulations prohibit carriers, shippers, receivers and transportation intermediaries from coercing drivers to operate in violation of safety rules, including hours of service. As a dispatcher, never ask a driver to "push through", falsify logs or skip required rest. Beyond the legal risk, fatigued driving is dangerous for the driver and everyone on the road. Good dispatchers protect their drivers' hours and plan loads that are safe and legal.
Learn trip planning and compliance basicsOur training covers FMCSA and DOT rules, hours of service and practical dispatch planning.
Explore the CourseFrequently Asked Questions
Does waiting at a shipper count against the 14-hour clock?
Yes. Time on duty, including waiting at a shipper or receiver, counts within the 14-hour window, unless the driver is legitimately off duty or in the sleeper berth under the rules. This is a major reason long waits hurt a driver's ability to complete a trip.
Can a driver drive more than 11 hours in a day?
Not in a single duty period under normal conditions. The adverse driving conditions exception can extend driving time by up to 2 hours when unexpected conditions arise, and sleeper berth splits can change how a calendar day's hours add up.
What happens if a driver violates HOS rules?
Drivers can be placed out of service during inspections, and violations can lead to fines and affect the carrier's safety record. Serious or repeated violations create greater consequences for the carrier.
Do dispatchers need to understand ELDs?
Dispatchers do not usually manage ELDs, but they should understand driver duty statuses and remaining hours so they can plan loads realistically and avoid putting drivers in difficult positions.
