⏰ FMCSA 49 CFR Part 395 | Updated 2026
Hours of Service HOS Calculator: 11, 14, 70-Hour and 30-Minute Break Clocks
Track all four FMCSA hours of service clocks simultaneously: the 11-hour driving limit, the 14-hour on-duty window, the 70-hour or 60-hour cycle, and the 30-minute consecutive driving break trigger. Built on 49 CFR Part 395 as currently enforced. Get your usable drive time, break status, cycle remaining, and a PDF compliance summary for dispatcher communication.
✓ 11-Hour Drive Rule
✓ 14-Hour Window
✓ 70-hr and 60-hr Cycles
✓ 30-Min Break Trigger
✓ 34-Hour Restart
✓ Split Sleeper Option
✓ PDF Report
HOS Compliance Calculator
Property-Carrying CMV Drivers | 49 CFR Part 395
70-hr/8-day applies to carriers that operate vehicles every day of the week. 60-hr/7-day applies if your carrier does NOT operate every day. Most trucking companies use the 70-hr/8-day cycle.
hrs
hrs
hrs
Resets to zero after any 30-min off-duty or SB break.
hrs
Include today’s hours. From your ELD 8-day recap.
Split sleeper allows dividing the 10-hr off-duty into an 8-hr SB segment plus a 2-hr segment. The 14-hr window pauses during the longer segment. Check this if you use a sleeper berth on this run.
Enter your driving hours, on-duty time, consecutive hours since last break, and cycle hours used. Get your four HOS clocks and effective usable drive time instantly.
Understanding FMCSA Hours of Service Rules for US Commercial Drivers
Every professional driver operating a commercial motor vehicle in interstate commerce in the United States operates under four simultaneous federal time limits. These limits are set by the Federal Motor Carrier Safety Administration under 49 CFR Part 395 and enforced by DOT inspectors at weigh stations, roadside checkpoints, and through ELD data audits. Violations are the single largest category of driver out-of-service orders in American trucking, accounting for 39 percent of all driver OOS actions in 2025 according to FMCSA data.
Most drivers understand the 11-hour rule in isolation. Fewer track all four clocks simultaneously, which is where violations happen. A driver who has been on duty for 13 hours but only driven 9 hours might believe they have 2 more hours of driving available. They do not. The 14-hour window, which has been open for 13 hours, will expire in one hour, making that the binding constraint. This calculator shows all four clocks at once, flagging which one is actually limiting your drive time right now so you can make accurate decisions about when to push, when to stop, and when a 34-hour restart makes more economic sense than squeezing out another 45 minutes.
11
Hour Driving Limit
You may drive a maximum of 11 hours during a shift, after taking at least 10 consecutive hours off duty. The 11-hour clock counts only actual driving time. Fueling, inspections, shipper delays, and rest breaks do not count against it. Once you reach 11 hours driven, you cannot drive again until you take 10 consecutive hours off duty.
49 CFR 395.3(a)(1) | Max penalty: $1,000 per violation
14
Hour On-Duty Window
From the moment you begin any on-duty activity, a 14-hour clock starts running and does not stop for anything except sleeper berth time under the split provision. You cannot drive after the 14th consecutive hour since coming on duty, regardless of how many driving hours you have remaining. A 4-hour shipper delay burns 4 hours of your 14-hour window even though you were not driving.
49 CFR 395.3(a)(2) | Max penalty: $1,500 per violation
30
Minute Rest Break
After 8 consecutive hours of driving, you must take at least a 30-minute break before driving again. The break must be spent off-duty or in the sleeper berth. It does not count against your 11-hour drive limit. This rule resets each time you take a qualifying break. It was added to the HOS rules effective February 2020 and remains in force through 2026.
49 CFR 395.3(a)(3)(ii) | Triggers OOS if violated
70
Hour / 8-Day Cycle Limit
You may not drive after accumulating 70 on-duty hours in any 8 consecutive days. The 60-hour/7-day version applies to carriers that do not operate every day of the week. These cycle limits reset after a 34-hour restart. Cycle limits are the most commonly misunderstood HOS rule and are particularly dangerous for drivers on continuous runs who do not track their 8-day rolling total.
49 CFR 395.3(b) | Max penalty: $16,000 per violation
The 34-Hour Restart: How to Recover a Full Cycle
When your 70-hour or 60-hour cycle runs low, you can reset it completely by taking at least 34 consecutive hours off duty. This is called the 34-hour restart under 49 CFR 395.3(c). After the 34 consecutive off-duty hours are complete, your cycle counter returns to zero and you begin accumulating a fresh 70 (or 60) hours. As of September 2020, the prior requirement for two consecutive 1-5 AM periods within the 34 hours was suspended and has not been reinstated through the 2026 regulatory calendar. The only requirement is 34 consecutive off-duty or sleeper berth hours. A team driver taking 34 hours off in the sleeper while the co-driver operates the truck does not qualify for the restart, because the off-duty time must be uninterrupted.
Split Sleeper Berth: Extending Flexibility on Long-Haul Runs
The split sleeper berth provision under 49 CFR 395.1(g) allows drivers to satisfy the required 10-hour off-duty period in two segments rather than all at once. One segment must be at least 8 consecutive hours in the sleeper berth. The other segment must be at least 2 consecutive hours, spent either off duty or in the sleeper berth. The 2-hour segment can come before or after the 8-hour segment. The critical benefit: the 14-hour on-duty window pauses during the qualifying sleeper berth period. This effectively extends a driver’s operational window on long-haul runs where a single 10-hour rest block is impractical given shipper schedules and dock availability.
How the HOS Calculator Works: Tracking All Four Clocks Together
Enter your current shift status: hours driven so far today, total hours on duty since the shift started, consecutive hours driven since your last qualifying 30-minute break, and your total on-duty hours across the last 8 days (or 7 days for the 60-hour cycle). The calculator simultaneously runs all four limit checks and reports the binding constraint, which is the one that will stop you from driving first. The result is your effective usable drive time with a clear status indicator showing whether you are compliant, approaching a limit, or required to stop.
The on-duty hours field should reflect your complete ELD 8-day recap, including today. On most ELD systems this appears as the “8-day recap” or “cycle hours used” on the main display. If your carrier uses the 60-hour/7-day cycle, use 7-day total instead. Check the cycle selector at the top of the calculator to match your actual carrier designation.
Three Real US HOS Calculation Examples for Commercial Drivers
Memphis, TN
70-hr cycle driver, 7.5 hrs driven, approaching break trigger
Cycle type70-hr / 8-day
Hours driven today7.5 hrs
Hours on duty8.0 hrs
Consecutive driving7.5 hrs
Cycle hours used45.0 hrs
Drive remaining (11-hr)3.5 hrs
Window remaining (14-hr)6.0 hrs
Cycle remaining25.0 hrs
⚠ Take 30-min break within 30 min. After break: 3.5 hrs usable drive time.
Denver, CO
Long-haul, cycle nearly exhausted after heavy week
Cycle type70-hr / 8-day
Hours driven today5.0 hrs
Hours on duty6.0 hrs
Consecutive driving5.0 hrs
Cycle hours used68.0 hrs
Drive remaining (11-hr)6.0 hrs
Window remaining (14-hr)8.0 hrs
Cycle remaining2.0 hrs only
⚠ Cycle is the binding limit: only 2 hrs usable. Plan 34-hr restart.
Nashville, TN
60-hr/7-day regional carrier, cycle also limiting
Cycle type60-hr / 7-day
Hours driven today6.0 hrs
Hours on duty7.0 hrs
Consecutive driving6.0 hrs
Cycle hours used55.0 hrs
Drive remaining (11-hr)5.0 hrs
Window remaining (14-hr)7.0 hrs
Cycle remaining5.0 hrs
✓ Compliant. 5.0 hrs usable (11-hr and cycle both limiting at 5).
Memphis Example: The 30-Minute Break Timing Problem
An owner-operator out of Memphis was running a load to Louisville. He started his shift at 6 AM and by 1:30 PM had driven 7.5 consecutive hours without a qualifying break. His 11-hour drive clock showed 3.5 hours remaining and his 14-hour window had 6 hours left, so on the surface it looked like a comfortable afternoon. But the 30-minute break trigger fires at 8 consecutive driving hours, which was only 30 minutes away. If he had not stopped for a 30-minute break by the time he crossed 8 consecutive hours, he would have been in violation of 49 CFR 395.3(a)(3)(ii) and any subsequent driving would have been illegal. The calculator shows this warning prominently: a yellow status flagging exactly how many minutes remain before the break becomes mandatory.
Denver Example: When the 70-Hour Cycle Runs Out Mid-Week
A Denver-based flatbed driver running steel coils to Kansas City checked his HOS status after finishing his delivery. He had driven 5 hours that day with 6 on duty, and his 11-hour and 14-hour clocks both looked healthy at 6 and 8 hours remaining respectively. But his 8-day cycle total was 68 hours. With only 2 hours left in his 70-hour cycle, those were the only hours he could legally drive, regardless of what his daily clocks showed. He called his dispatcher from the yard, confirmed he could make a short drop at a nearby facility within the 2-hour window, then parked for a 34-hour restart. After the restart, he had a fresh 70-hour cycle for the return load.
Expert HOS Compliance Tips for US Truck Drivers and Fleet Managers
Tip 01
Always Check the Cycle Clock, Not Just the Daily Clocks
Most HOS errors happen because drivers focus on the 11-hour and 14-hour clocks and forget about the rolling 70-hour total. Your ELD should show your 8-day recap on the main display. Know your cycle total before you start any shift. If you have less than 4 hours in your cycle, factor that into your load acceptance decisions before you leave the yard, not when you are halfway to your destination.
Tip 02
The 14-Hour Clock Does Not Pause for Shipper Delays
One of the most expensive misunderstandings in trucking: the 14-hour window keeps running from the moment you start your shift, even when you are sitting at a dock waiting to be loaded or unloaded. A 3-hour dock delay on a long-haul run can cut your driving window to 11 hours before you even turn a wheel. Factor known shipper delay patterns into your departure time so the 14-hour window does not run out while you are still at the origin dock.
Tip 03
Use the 30-Minute Break Strategically, Not Defensively
The 30-minute break must be taken after 8 consecutive driving hours. Smart drivers plan the break to coincide with a fuel stop, weigh station bypass, or mandatory rest area. Take the break before you need it and you can often pair it with a productive stop. Take it under pressure at the 8-hour limit and you are more likely to stop in a sub-optimal location. ELD systems will show you exactly how much consecutive drive time you have accumulated.
Tip 04
A 34-Hour Restart Often Beats Grinding Out the Last Few Hours
When your 70-hour cycle has less than 8 hours remaining, the economics of a 34-hour restart often favor the restart over chasing the last few load miles. A fully reset 70-hour cycle gives you the flexibility to accept better-paying loads without restriction. Carriers and owner-operators who plan their restart around weekend schedules or between regular delivery windows often find they lose very little productive time and gain significantly more operational flexibility for the following week.
Tip 05
ELD Data Is Now Used for Retroactive HOS Audits
The FMCSA has expanded its use of ELD data analytics to identify HOS violation patterns without a roadside inspection trigger. ELD providers transmit data that is accessible during compliance reviews and safety fitness investigations. A pattern of ELD records showing drivers consistently logging exactly at the legal limits across multiple consecutive days is a red flag that compliance reviewers will investigate. Accuracy and honest logging are more important than ever in the 2026 enforcement environment.
Tip 06
Know the 150 Air-Mile Short-Haul Exemption
Drivers operating within a 150 air-mile radius of their normal reporting location, who return to that location each day, are exempt from the 30-minute break requirement and from maintaining an ELD log under the short-haul exemption in 49 CFR 395.1(e). They are still subject to the 11-hour driving limit, the 14-hour window, and the 60 or 70-hour cycle. This calculator handles standard property-carrying driver rules. If you qualify for the short-haul exemption, skip the break field and focus on the 11-hour and 14-hour clocks.
Quick Reference: FMCSA HOS Rules for Property-Carrying Drivers
Data sourced from FMCSA.dot.gov Hours of Service. These rules apply to property-carrying CMV drivers in interstate commerce. Passenger-carrying and hazmat rules differ.
| HOS Rule | Limit | Regulation | Resets After | Penalty Range |
|---|---|---|---|---|
| Maximum driving time per shift | 11 hours | 49 CFR 395.3(a)(1) | 10 consecutive off-duty hours | $500 to $1,000 |
| Maximum on-duty window per shift | 14 hours | 49 CFR 395.3(a)(2) | 10 consecutive off-duty hours | $750 to $1,500 |
| Consecutive driving break trigger | 8 hours (must stop for 30 min) | 49 CFR 395.3(a)(3)(ii) | 30-min off-duty or SB break | OOS eligible |
| On-duty cycle limit (most carriers) | 70 hours / 8 days | 49 CFR 395.3(b)(2) | 34 consecutive off-duty hours | Up to $16,000 |
| On-duty cycle limit (alternate) | 60 hours / 7 days | 49 CFR 395.3(b)(1) | 34 consecutive off-duty hours | Up to $16,000 |
| Minimum off-duty between shifts | 10 consecutive hours | 49 CFR 395.3(a)(1) | N/A | OOS immediate |
| 34-hour restart requirement | 34 consecutive off-duty hours | 49 CFR 395.3(c) | Resets full cycle | N/A |
| Short-haul exemption (log/ELD) | 150 air-mile radius | 49 CFR 395.1(e) | Must return to home terminal same day | N/A if qualified |
| eDVIR alongside ELD records | Electronic DVIR permitted | FMCSA eDVIR Final Rule (Feb 2026) | New 2026 rule | N/A |
Frequently Asked Questions About Hours of Service Rules
No. The 11-hour driving limit under 49 CFR 395.3(a)(1) is an absolute federal limit. There are no exceptions for delivery schedules, weather delays, or shipper requests. Driving beyond 11 hours in a shift is a violation that can result in a civil penalty of $500 to $1,000 per violation, CSA score points, and an immediate out-of-service order at a roadside inspection. Carriers may not schedule or require drivers to drive beyond 11 hours in a shift, and doing so makes the carrier subject to liability as well. The only exceptions to standard HOS rules are specific adverse driving conditions (which may extend the driving limit by 2 hours in limited circumstances under 49 CFR 395.1(b)) and emergency declarations by the FMCSA or Governor of a state.
No. Under the standard property-carrying HOS rules, the 14-hour on-duty window begins when you first come on duty and runs continuously until you take at least 10 consecutive hours off duty. Rest breaks, the 30-minute mandatory break, fueling stops, shipper delays, and inspection time all happen within the 14-hour window and do not pause or extend it. The only exception is the split sleeper berth provision under 49 CFR 395.1(g), which allows the 14-hour window to be paused during a qualifying sleeper berth period. Without the split sleeper provision, every minute from shift start counts toward the 14-hour total, whether you are driving, waiting at a dock, or sitting in a truck stop during a break. This is one of the most consequential HOS rules for drivers whose loads involve significant non-driving time.
Both cycles limit how many total on-duty hours you can accumulate before you must take a 34-hour restart. The difference is the time window: the 70-hour/8-day cycle applies to carriers that operate commercial vehicles every day of the week (7 days a week), and the 60-hour/7-day cycle applies to carriers that do NOT operate every day of the week. Most trucking companies, including most for-hire carrier fleets and most owner-operators, use the 70-hour/8-day cycle because they operate on all 7 days. A carrier that only operates Monday through Friday, for example, might qualify for the 7-day rule. The cycle designation is a carrier decision, not a driver decision, and should be set in your ELD configuration to match your carrier’s designation.
The split sleeper berth provision under 49 CFR 395.1(g) allows the mandatory 10-hour off-duty period to be split into two separate periods: one must be at least 8 consecutive hours in the sleeper berth, and one must be at least 2 consecutive hours either in the sleeper berth or off duty. The 2-hour period can come before or after the 8-hour period. During the qualifying sleeper berth period, the 14-hour on-duty window is paused and resumes only when the driver returns to duty. This provision is most valuable for team drivers or drivers making long-haul runs where a continuous 10-hour rest block would not align with shipper hours or receiver availability. To use split sleeper properly, the driver must spend the entire time in the sleeper berth for both segments, and the sleeper berth must meet DOT standards. Many ELD systems have a specific status for split sleeper, separate from regular off-duty time.
On-duty time for property-carrying CMV drivers includes: all time driving; all time loading or unloading; all time spent in attendance of a vehicle (fueling, safety inspections, tire checks); all time repairing or servicing a vehicle; all time spent at the shipper or receiver even when waiting for loading or unloading; any compensated work for the carrier other than driving; and performing pre-trip or post-trip inspections. On-duty time does NOT include: time resting in a sleeper berth; time off duty in a personal vehicle; time off at a motel or home between shifts; or authorized personal use of a CMV (driving to a restaurant or motel in the company truck while off duty, with carrier authorization). The distinction matters because some drivers mistakenly think that waiting at a shipper dock counts as off-duty time. It does not. Any time you are required to remain at the truck, the facility, or available for dispatch is on-duty time even if you are not driving or physically working.
Yes, within specific limits. The adverse driving conditions exception under 49 CFR 395.1(b) allows drivers to extend the 11-hour driving limit and the 14-hour window by up to 2 additional hours when encountering unexpected adverse driving conditions (such as weather or a traffic incident that was not foreseeable when the trip began). To qualify, the conditions must be truly unexpected and must have developed after the driver left their origin. The extension allows driving up to 13 hours total and extends the 14-hour window to 16 hours, but only for the time actually needed to reach a safe location. The adverse conditions exception does not extend the 60/70-hour cycle limit, and it does not excuse a violation of the 30-minute break requirement. Drivers who use the exception must document the conditions and the reason for the extension in their ELD records. Abusing the adverse conditions exception when conditions were foreseeable is itself a violation.
Electronic Logging Devices (ELDs) under 49 CFR Part 395.8 automatically synchronize with the vehicle engine to record driving time whenever the vehicle is in motion. The ELD records duty status changes, hours in each status, location at specific points, and odometer readings. Drivers must manually change their status to off-duty, sleeper berth, or on-duty/not-driving when appropriate. The ELD calculates the four HOS clocks in real time and displays remaining hours. ELD data is transferable to DOT inspectors wirelessly or via USB/Bluetooth at roadside inspections and is used in compliance reviews and safety fitness investigations. The 2026 eDVIR Final Rule (effective February 19, 2026) expanded ELD integration to include Driver Vehicle Inspection Reports electronically, reducing paper documentation requirements. Tampering with ELD data or preventing it from recording accurately is a serious violation with penalties up to $16,000 per incident.
FMCSA HOS rules under 49 CFR Part 395 apply to interstate commerce, meaning operations that cross state lines or involve freight that crossed state lines in its journey. Intrastate operations (entirely within one state) are governed by that state’s own hours of service regulations, which vary significantly. Most states have adopted rules similar to the federal standard, but some differ on cycle lengths, break requirements, and exemptions. California, for example, has historically maintained some state-specific rules for intrastate operations. Drivers who operate both intrastate and interstate in the same period may find themselves subject to federal rules for the interstate portions. If your operation is entirely intrastate, check your specific state DOT’s current HOS regulations, as they may differ from the federal rules modeled in this calculator. For most practical purposes, if your load originated in another state or will be delivered to another state, federal FMCSA rules apply.
Personal conveyance (PC) is the authorized use of a commercial motor vehicle for personal transportation, with carrier approval, when the driver is off duty. Time logged as personal conveyance counts as off-duty time, not driving time, for HOS purposes. This means PC time does not count against the 11-hour driving limit. However, personal conveyance has strict guidelines: the driver must be fully relieved of all duties and the vehicle must not be loaded for delivery. FMCSA guidance limits PC to movement for personal reasons such as commuting to a motel, getting to a restaurant, or relocating the truck to a safer rest location. Using PC to advance a load or get to a shipper before a delivery appointment is not authorized personal conveyance. ELD records showing PC usage are reviewed carefully in compliance investigations, as improper use of PC status to extend effective driving time beyond HOS limits is a common enforcement target.
According to FMCSA and CVSA roadside inspection data, the HOS violations most likely to result in immediate out-of-service orders are: exceeding the 11-hour driving limit by driving beyond the point where no hours remain on the 11-hour clock; exceeding the 14-hour on-duty window by driving after the 14th hour has elapsed; exceeding the 60 or 70-hour cycle limit by driving when zero cycle hours remain; and operating without a functioning or properly certified ELD when one is required. Of these, operating beyond the 11-hour or 14-hour limits is the most commonly detected, because ELD data makes these violations immediately visible to inspectors without any interpretation. The 2025 CVSA International Roadcheck placed 1,076 drivers out of service for HOS violations in just 72 hours of focused enforcement, averaging one OOS every 4 minutes. HOS violations accounted for 39 percent of all driver OOS orders in 2025.
The core hours of service rules (11-hour driving limit, 14-hour window, 30-minute break, 60/70-hour cycle) remain unchanged through 2026. The most significant 2026 update affecting HOS record-keeping is the eDVIR Final Rule, published February 19, 2026, which formally confirmed that Driver Vehicle Inspection Reports may be created, signed, and maintained electronically alongside ELD records. This eliminates paper DVIRs for carriers using ELD-compliant systems whose vendors have implemented eDVIR functionality. Additionally, FMCSA strengthened ELD data analytics capabilities in 2025 and 2026 to identify HOS violation patterns across carrier fleets without requiring a triggering roadside inspection. English Language Proficiency enforcement was restored in June 2025, affecting some drivers’ ability to complete ELD records and communicate with enforcement officers. As of October 2025, all MC numbers transitioned to USDOT numbers as the primary carrier identifier in FMCSA systems.
A DOT HOS audit is a review of a carrier’s driver logs (ELD data, paper logs for exempt drivers), dispatch records, payroll, and shipper/receiver documents to verify that drivers are actually complying with HOS rules. Audits are triggered by: high HOS BASIC percentile scores in the FMCSA SMS (Compliance, Safety, Accountability) system; a pattern of HOS violations in roadside inspection reports; complaints from drivers, former employees, or shippers; crashes involving fatigue as a potential factor; or random carrier selection for compliance reviews. Auditors compare actual ELD driving times against dispatch records, fuel receipts, and toll records to identify discrepancies that might indicate off-the-books driving, improper use of personal conveyance, or ELD manipulation. Carriers found to have systematic HOS compliance failures face civil penalties, consent agreements, and in serious cases, operations shutdowns. Individual drivers found to have falsified records face civil penalties, CDL disqualification, and potential criminal charges for systematic falsification.
Drivers who qualify for the short-haul exemption under 49 CFR 395.1(e) are exempt from keeping a log or using an ELD and are also exempt from the 30-minute break requirement. To qualify, the driver must: operate within a 150 air-mile radius of the normal work reporting location; return to that location at the end of each duty period; not drive more than 11 hours during a shift; and not drive after the 14th consecutive hour of on-duty time. Short-haul drivers who occasionally exceed the 150 air-mile radius or who do not return to their home terminal same day lose the exemption for that day and must use an ELD or paper log. Many regional and local delivery drivers qualify for the short-haul exemption and do not use ELDs, but they are still subject to the 11-hour and 14-hour limits and the 60/70-hour cycle limits. Fleet managers should verify whether individual drivers qualify on a given day rather than blanket-assuming all local drivers are exempt.
The cost of an HOS violation goes well beyond the immediate fine. The federal civil penalty ranges from $500 to $1,000 per violation for the 11-hour rule, $750 to $1,500 for the 14-hour rule, and up to $16,000 for the 70-hour cycle rule. But the secondary costs are often larger: an out-of-service order means no revenue while the vehicle and driver are detained, typically 8 to 24 hours minimum. CSA points from HOS violations are weighed heavily in the FMCSA Safety Measurement System, and a driver or carrier with elevated HOS BASIC scores will face higher insurance premiums, rejection from higher-paying shippers who screen CSA scores, and more frequent roadside inspections that result in additional delay costs. ATRI (American Transportation Research Institute) data from 2024 estimates the total loaded truck OOS cost at $950 to $1,200 per hour including fixed and variable costs. A single HOS OOS event at a weigh station can cost a small fleet $3,000 to $8,000 in real terms when all costs are included, making robust HOS compliance worth significant investment in tools and training.
No. Each driver in a team has their own individual HOS clocks. The 11-hour driving limit, 14-hour window, 30-minute break requirement, and 60/70-hour cycle are all personal to each driver and are not shared between team members. What team driving does allow is extended vehicle operation: while one driver drives, the other can rest in the sleeper berth, accumulating off-duty rest and resetting their own HOS clocks without stopping the truck. A CMV with two drivers can theoretically operate for up to 22 hours in a 24-hour period, alternating driving shifts. Each driver’s ELD tracks their individual duty status and time independently. For HOS purposes when in the sleeper berth as the non-driving team member, that time counts as sleeper berth rest and contributes to satisfying the 10-hour off-duty requirement. Team driving is the most common scenario where the split sleeper berth provision is actively used and beneficial.
Most property-carrying CMV drivers are required to use an ELD under the FMCSA ELD rule (49 CFR Part 395, Subpart B). Paper logs are only permitted for drivers who qualify for specific exemptions: the short-haul exemption (150 air-mile radius with same-day return), drivers using vehicles manufactured before model year 2000 (pre-2000 engine exception), drivers who are required to keep paper records by their jurisdiction, or drivers operating under specific agricultural or state-granted exemptions. Drivers using paper logs must carry the current day’s log plus the previous 7 days’ logs and present them on demand to enforcement officers. Paper logs must include the driver’s name and co-driver’s name, date, name of carrier, main office address, CMV identification, and a duty status graph for each 24-hour period of the preceding 7 days. As of 2026, paper log usage for drivers not qualifying for an exemption is itself a violation, with penalties separate from any underlying HOS violation.
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Legal Disclaimer and Editorial Transparency. The Hours of Service calculator on this page is provided for planning and informational purposes only. It does not constitute legal advice or a substitute for a certified ELD device. All HOS rules referenced are from 49 CFR Part 395 as published by the Federal Motor Carrier Safety Administration and current through August 2026. The eDVIR Final Rule (February 19, 2026) update is noted; verify current FMCSA rulemaking at FMCSA.dot.gov. This calculator covers standard property-carrying CMV driver rules only. Passenger-carrying, hazmat, oilfield, construction, and other exempted operations have different rules. State intrastate HOS rules vary. Violations and penalties sourced from 49 CFR Part 395 and FMCSA civil penalty guidelines. Always verify your HOS status on your certified ELD device, which is the legally recognized record of your hours. USCalculators.com is not affiliated with FMCSA, USDOT, CVSA, or any government agency.