Passenger-Carrier 60/70-Hour Recap Calculator

Enter your on-duty hours for each day and see how much you can work today and how many hours come back at each midnight, per 49 CFR 395.5(b). Passenger carriers get NO 34-hour restart, so the recap is the only way your hours return. Counts all on-duty time.

0 hours you can still work today

Hours back at each midnight (recap)

Assuming no more on-duty time until then. Your ELD is authoritative.

No 34-hour restart

Unlike property-carrying drivers, passenger carriers have no 34-hour restart under 49 CFR 395.5. Your only way to get 60/70-hour hours back is the recap above, one day at a time as old days roll off the window.

How the passenger 60/70-hour rule and the recap work

The 60- and 70-hour limits are the long game of hours of service. The 10-hour driving limit and the 15-hour on-duty limit govern a single shift; the 60/70-hour limit governs your whole week and beyond. Get it wrong and you can be perfectly legal for today's run and still be shut down because your rolling total ran out. This calculator does the running arithmetic for you and shows the hours coming back so you can plan the days ahead.

Which limit is yours: 60/7 or 70/8

There are two versions, and which one applies depends on your carrier, not on you. Under 49 CFR 395.5(b)(1), if your carrier does not operate every day of the week, you are held to 60 hours on duty in any 7 consecutive days. Under 395.5(b)(2), if your carrier operates every day of the week, you are held to 70 hours in any period of 8 consecutive days. Pick the one your carrier assigns you; if you are not sure, ask, because the two produce different numbers.

It counts all on-duty time

The 60/70-hour limit counts every hour of on-duty time, not just driving. For a coach driver that includes driving, pre-trip and post-trip inspections, fueling, loading passengers and baggage, waiting that you have logged as on duty, and paperwork. Enter your total on-duty hours for each day so the rolling total matches what your ELD is counting.

The rolling window and the recap

The limit always looks back over the last 7 or 8 days, so the window moves forward with you. Each time the clock passes midnight, the day that is now 8 days old (or 7, on the 60/7 rule) falls out of the window, and whatever on-duty hours you logged that day become available again. Drivers call the nightly tally of what comes back the recap. If you worked 10 hours eight days ago, then at tonight's midnight you get those 10 hours back on top of whatever you have left now. The table above projects this forward day by day.

There is no 34-hour restart

This is where passenger carriers differ sharply from freight. Property-carrying drivers can end a 7- or 8-day period with a 34-hour restart under 49 CFR 395.3(c), which returns their full 60 or 70 hours at once. Passenger carriers have no such provision. 49 CFR 395.5 contains no restart, so your only way to recover 60/70-hour hours is the recap, one day at a time. That makes managing your week more important, not less: you cannot buy back a full clock with a day and a half off, so you plan your on-duty hours so the rolling total never strands you. This calculator is built for exactly that planning.

A plan, not a logbook

This is a planning aid, not a compliance record. It does not know your real logs or any exception that might apply to you, and it assumes the hours you enter are accurate. Your Electronic Logging Device is the authoritative record. Use this to plan your week, then confirm against your ELD before you drive.

Worked recap examples

70/8 mid-week: six 10-hour days on record (10 h left today) 10 h available now of 70 (70/8); 10 h back at midnight. No 34-hour restart for passenger carriers.
70/8 maxed out: 70 hours used (0 h left; only the recap returns hours) 0 h available now of 70 (70/8); 10 h back at midnight. No 34-hour restart for passenger carriers.
60/7 rule: seven 8-hour days (4 h left today) 4 h available now of 60 (60/7); 8 h back at midnight. No 34-hour restart for passenger carriers.

Frequently asked questions

How are the passenger-carrier rules different from the property rules?: Passenger-carrying drivers (bus, motorcoach, charter) run on 49 CFR 395.5, not the 49 CFR 395.3 rules that cover freight. The numbers differ: 10 hours of driving instead of 11, a 15-hour on-duty limit instead of a 14-hour window, a reset of 8 consecutive hours off duty instead of 10, no 30-minute break requirement, and no 34-hour restart. The sleeper-berth split is also different. Every tool here uses the 395.5 numbers.
Is the 15-hour limit a window like the property 14-hour rule?: No, and this trips up a lot of drivers who cross over from freight. Under 49 CFR 395.5(a)(2) you may not drive after being ON DUTY 15 hours. It is an accumulated on-duty total, not a clock that runs continuously from the moment you come on duty. Off-duty and sleeper-berth time do NOT count against it, so a mid-shift break does not burn your 15 hours the way it would burn the property 14-hour window. The shift calculator shows this directly.
Do passenger carriers get a 30-minute break?: There is no 30-minute break requirement for passenger carriers. The break in 49 CFR 395.3(a)(3)(ii) applies to property-carrying drivers only. Our shift calculator tracks no break clock for that reason. You still cannot drive past the 10-hour driving limit or the 15-hour on-duty limit.
Can I take a 34-hour restart to reset my 60 or 70 hours?: No. The 34-hour restart in 49 CFR 395.3(c) is a property-carrier provision, and 395.5 has no equivalent for passenger carriers. Your only way to get 60/70-hour on-duty hours back is the rolling recap: as each day drops out of the 7- or 8-day window at midnight, the hours you logged that day become available again. The recap calculator projects that day by day.
How does the passenger sleeper-berth split work?: Under 49 CFR 395.1(g)(3), a passenger-carrying driver may accumulate the equivalent of 8 hours off duty by taking two separate periods in the sleeper berth, provided neither period is shorter than 2 hours. So 6/2, 5/3, and 4/4 are valid. This is different arithmetic from the property split, which needs one period of at least 7 consecutive sleeper-berth hours and a total of at least 10. The split checker enforces the passenger numbers.
Do these tools keep me legal?: No. They are advisory planning aids, not compliance records. Your Electronic Logging Device and your carrier's records are the authoritative account of your hours. The tools do not know your real logs or any exception that may apply to you, and they assume the hours you enter are accurate. Always confirm against your ELD before you drive.