Hours of service calculator
Three clocks run at once and only one of them decides your day. Put in what you have used and this tells you which limit bites first, at what time, and what it takes to reset it.
Type hours as 7:30 or 7.5.Off-duty time inside the shift still burns your 14-hour window — that is what the last box
is for.
You can legally drive
8h 00m
The binding limit right now is the 30-minute break. The other clocks have more room than that.
Driving left
11h 00m
of 11 hours
Window left
14h 00m
Window closes 8:00 PM
Cycle left
70h 00m
of 70 hours in 8 days
30-minute break
Due after 8h 00m more driving. Detention, fuelling or a loading wait counts as long as it is 30 consecutive minutes.
If you run the window out
Window closes at 8:00 PM. Take your 10 consecutive hours off from there and you can drive again at 6:00 AM (+1 day), with the driving limit and the window both back at full.
The three clocks, in plain English
| Clock | Limit | What burns it | What resets it |
|---|---|---|---|
| Driving | 11 hours | Time with the wheels turning | 10 consecutive hours off duty |
| Window | 14 hours | Wall-clock time since you came on duty — everything | 10 consecutive hours off duty |
| Break | 30 minutes | 8 cumulative hours of driving without an interruption | 30 consecutive minutes not driving |
| Cycle | 60/7 or 70/8 | All on-duty time, driving or not | 34 or more consecutive hours off duty |
Limits above are the property-carrying set in 49 CFR §395.3, read from the eCFR on 2026-08-29. Passenger-carrying drivers run to §395.5 instead: 10 hours driving, a 15-hour on-duty limit, 8 hours off, and no 30-minute break requirement.
The sleeper-berth split
The one legal way to stop the 14-hour clock mid-shift. Take two rest periods instead of one: at least 7 consecutive hours in the sleeper berth, plus a second period of at least 2 hours (off duty or berth), totalling 10 or more. Neither period counts against your 14-hour window, and both clocks are recalculated from the end of the first period.
The catch drivers get caught by: the driving time immediately before and after each rest period, added together, still has to fit inside 11 hours of driving and the 14-hour window. The split moves the window; it does not buy you extra driving.
Common questions
Does a break stop the 14-hour clock?
No. For a property-carrying driver the 14 hours run consecutively from the moment you come on duty — lunch, a nap, a four-hour wait at a shipper, all of it burns window. The only thing that stops the clock is a qualifying sleeper-berth pairing under §395.1(g). Passenger-carrying drivers work differently: their 15-hour limit counts on-duty time only, so off-duty time inside the tour does not count against it.
When exactly is the 30-minute break due?
After 8 cumulative hours of driving time without at least a consecutive 30-minute interruption of driving. Since the 2020 rule the interruption no longer has to be off-duty — off-duty, sleeper berth, on-duty-not-driving, or any combination of them counts. Loading for 30 minutes satisfies it.
What actually resets the 11 and the 14?
10 consecutive hours off duty. Nothing shorter, and no combination of shorter breaks, except the sleeper-berth split: a period of at least 7 consecutive hours in the berth paired with a second period of at least 2 hours, totalling 10 or more. Under that split the clocks are recalculated from the end of the first period, and the qualifying rest does not count against the 14.
60/7 or 70/8 — which one am I on?
It follows the carrier, not the driver. A carrier that does not run commercial vehicles every day of the week is on 60 hours in 7 consecutive days; a carrier that runs every day is on 70 in 8. Either one can be ended early by an off-duty period of 34 or more consecutive hours.
What does adverse driving conditions actually let me do?
Two extra hours — on both the driving limit and the window — to finish the run or reach a safe place to stop. It covers conditions you did not know about and could not have known about when you dispatched: snow, fog, an unexpected closure. Rush-hour traffic you drive through every day is not adverse conditions, and that is the reading enforcement uses.
Is this a replacement for my ELD?
No. This is a planning tool for working out whether the load fits before you take it. Your record of duty status is what gets inspected, and your ELD is what keeps it.
Planning tool, not a record of duty status. Your ELD is the legal record, and carrier policy or a state intrastate rule can be stricter than the federal limits shown here.