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HOS Calculator: 11, 14 and 70 Hour

Check driving hours left against the 11, 14 and 60/70-hour limits in 49 CFR 395.3, with the 30-minute break and the short-haul exceptions handled.

Independently built and reviewed by the FleetOpsClub research team. Published October 8, 2026. Last verified October 8, 2026.

Check Your Hours









The limits, and where they come from

These are the property-carrying driver limits in 49 CFR 395.3, read at the Government Publishing Office rather than copied from another site. Every figure below is in that section.

10 consecutive hours off duty before driving
14 consecutive hour window, starting when the driver comes on duty
11 hours maximum driving inside that window
30 minutes of interruption once more than 8 hours of driving time have passed — off duty, sleeper berth, or on duty not driving
60 hours / 7 days if the carrier does not operate every day of the week
70 hours / 8 days if it does
34+ consecutive hours off duty restarts the 7- or 8-day period

Your driving time remaining is the smallest of three numbers, not the 11-hour figure alone: what is left of the 11 hours of driving, what is left of the 14-hour window, and what is left of the cycle. The calculator names which one is binding, because that is the one you can plan around.

The 30-minute interruption and the short-haul exceptions

The 30-minute requirement does not apply to a driver who qualifies for either short-haul exception in § 395.1(e)(1) or (e)(2). Those two are narrower than they are usually described, so both were read at source as well:

§ 395.1(e)(1) covers the driver who operates within a 150 air-mile radius (172.6 statute miles) of the normal work reporting location, returns to that location and is released from work within 14 consecutive hours, with at least 10 consecutive hours off duty separating each 14 hours on duty, and whose carrier keeps time records for six months.

§ 395.1(e)(2) covers the driver of a property-carrying commercial motor vehicle for which no commercial driver’s licence is required, inside the same 150 air-mile radius, returning to the normal work reporting location at the end of each duty tour, who does not drive after the 14th hour on 5 days of any 7 consecutive days and not after the 16th hour on 2 days of any 7.

Setting the dropdown to yes switches the break check off. It does not make you eligible — check the radius and the release time first, because neither is a judgement call.

Adverse driving conditions

Under § 395.1(b)(1), a driver who encounters adverse driving conditions as defined in § 395.2 and cannot safely complete the run within the § 395.3(a) limits may drive “not more than two additional hours beyond the maximum allowable hours”. It extends both the 11-hour driving limit and the 14-hour window, which is why the calculator adds two hours to each rather than to driving alone. It does not extend the 60- or 70-hour cycle. Adverse conditions are ones you could not have known about when the run started; heavy traffic you could have planned around is not one.

Sleeper-berth splits are not modelled here, deliberately

§ 395.1(g)(1) lets a property-carrying driver accumulate the equivalent of 10 consecutive hours off duty across two rest periods: neither shorter than 2 consecutive hours, one of at least 7 consecutive hours in the sleeper berth, totalling at least 10 hours, with driving time either side of each rest period still inside the 11-hour and 14-hour limits.

The part that makes it unmodellable in a single snapshot is the calculation rule. Both the driving limit and the 14-hour duty-period limit are re-calculated from the end of the first of the two periods, and the qualifying rest period is excluded from the 14-hour window altogether. A calculator that asks for one set of hours cannot represent a window that re-bases mid-shift. Rather than return a number that is quietly wrong for split-sleeper drivers, this one does not accept the split at all. If you run split sleeper, work it from your log or your ELD.

What this is not

This is an arithmetic check on hours you enter yourself, not a record of duty status and not a compliance determination. It does not replace an ELD under § 395.8 or § 395.11, it covers property-carrying drivers only — passenger-carrying limits in § 395.5 are different — and it does not model state intrastate rules, agricultural exemptions, oilfield provisions or the emergency relief provisions of § 395.1(b)(2). Where your operation sits inside any of those, the regulation governs and not this page.

Sources

Both read at the Government Publishing Office on 8 October 2026.

49 CFR 395.3, Maximum driving time for property-carrying vehicles, 2024 annual edition (CFR-2024-title49-vol5-sec395-3).  govinfo.gov (PDF).

49 CFR 395.1, Scope of rules in this part — paragraph (b)(1) adverse driving conditions, (e)(1) and (e)(2) short-haul operations, (g)(1) sleeper berths; 2024 annual edition (CFR-2024-title49-vol5-sec395-1).  govinfo.gov (PDF).

Related tools and records

This page answers one question — how many driving hours are left right now. For the rules themselves rather than the arithmetic, read hours of service rules: the complete HOS guide and the 14-hour rule explained. The records that go with it are separate: a driver daily log for the duty-status record itself, a 34-hour restart and 60/70-hour cycle tracker for the weekly count across a fleet, and an HOS exception log for documenting the adverse-conditions and short-haul calls above when they are used.

To cost rather than check the hours, use the driver cost calculator, or the fleet compliance cost calculator for the programme these rules sit inside.

Frequently asked questions

Quick answers to the questions buyers usually ask once the category, software, or rollout details start getting more specific.

A

Under 49 CFR 395.3 a property-carrying driver may drive at most 11 hours, within a 14 consecutive hour window that starts when they come on duty, after at least 10 consecutive hours off duty. The 70 figure is the weekly cycle: 70 hours in 8 days if the carrier operates every day of the week, or 60 hours in 7 days if it does not.

A

The smallest of three numbers: what remains of the 11 driving hours, what remains of the 14-hour window, and what remains of the 60- or 70-hour cycle. Drivers often plan against the 11 and get stopped by the 14, because on-duty-not-driving time burns the window without burning driving hours. This calculator reports all three and names which one is binding.

A

Once more than 8 hours of driving time have passed without an interruption of at least 30 consecutive minutes. The interruption may be off duty, sleeper berth, or on duty not driving — it does not have to be a rest break. Note the clock is driving time, not elapsed time since coming on duty.

A

Drivers who qualify for either short-haul exception in 49 CFR 395.1(e)(1) or (e)(2). The first needs operation within a 150 air-mile radius (172.6 statute miles) of the normal work reporting location with release from work inside 14 consecutive hours. The second is for property-carrying vehicles not requiring a CDL, within the same radius, returning to the reporting location each tour, and capped at the 14th hour on 5 days of any 7 and the 16th hour on 2 days of any 7.

A

Yes, by up to two hours. Section 395.1(b)(1) permits driving not more than two additional hours beyond the maximum allowable hours where adverse driving conditions as defined in 395.2 prevent safely completing the run. It extends both the 11-hour driving limit and the 14-hour window, and it does not extend the 60- or 70-hour cycle. It applies to conditions you could not have known about when the run began.

A

A period of 34 or more consecutive hours off duty restarts the 7- or 8-day period, so the cycle count goes back to zero. It is optional — if you have cycle hours left you do not need it — and the hours must be consecutive.

A

Because 395.1(g)(1) re-bases the limits mid-shift. The driving limit and the 14-hour duty-period limit are recalculated from the end of the first of the two rest periods, and the qualifying rest period is excluded from the 14-hour window. A single-snapshot calculator cannot represent that without producing a number that is wrong for split-sleeper drivers, so it refuses the input rather than guessing.

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