TraxQStay Legal On Your Drive Clock
Check driving hours, on-duty limits, and how much of your 60 or 70-hour cycle is left.
How to use the Hours of Service calculator
Three clocks run at once and the tightest one wins: 11 hours of driving, a 14-hour on-duty window, and either 60 hours across seven days or 70 across eight depending on whether your carrier operates every day of the week. Pick the right cycle rule, enter your hours, and the result shows which clock binds first — the only one that matters for planning the rest of the day. The rule that costs the most money is the 14-hour window, because it does not pause — dock time, fuelling and a late shipper all burn it without producing a mile. That is what makes detention doubly expensive, and why loading early in the window is worth more than squeezing the drive clock at the end. One deliberate limitation: this models a straight 14 and does not apply the sleeper-berth split in 49 CFR 395.1(g)(1), because a split depends on the exact timing of every status change rather than on today's totals.
Hours of Service Calculator Questions
The things carriers ask most about this calculation.
What is the 11-hour driving rule?
A property-carrying driver may drive up to 11 hours after 10 consecutive hours off duty. Those 11 hours must also fit inside the 14-hour on-duty window, so breaks and loading time eat into when you can legally still be moving.
What is the 14-hour rule?
Once you go on duty after 10 hours off, you have a 14-hour window to finish your driving. The clock does not stop for meals, fuel, or waiting at a dock — which is why detention costs drive time, not just money.
How do the 60-hour and 70-hour cycles work?
There are two cycles and which applies depends on your carrier. If it operates every day of the week you are on 70 hours in any 8 consecutive days; if it does not, you are on 60 hours in any 7. Hours roll off as days age out of the window, or you can reset the whole cycle with 34 consecutive hours off duty.
When do I need a 30-minute break?
After 8 cumulative hours of driving without at least a 30-minute interruption. The break can be off-duty, sleeper berth, or on-duty not driving, so a long dock wait can satisfy it.
Does this handle the split sleeper berth?
No, and deliberately. Under 49 CFR 395.1(g)(1) you can split the required 10 hours into two periods — neither shorter than 2 consecutive hours, at least one of them 7 or more consecutive hours in the sleeper berth, totalling at least 10 — and since the 2020 rule change neither period counts against your 14-hour window. But the 11 and 14-hour clocks then recalculate from the end of the first period, not the second, so the answer depends on when every status change happened rather than on your totals for the day. The common shorthand '8/2 or 7/3' is also looser than the rule: only the long half has to be sleeper berth, and the short half can be plain off-duty time. Plan splits on your ELD.
Can I ever drive past the 14-hour window?
Only under the adverse driving conditions exception in 49 CFR 395.1(b)(1), which allows up to two extra hours on both the 11 and the 14 when snow, fog or an unforeseen road closure you could not have known about before dispatch stops you making the run. Traffic you should have anticipated does not count, and this calculator does not model it — document the conditions if you use it.
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