Motor carrier classes by state
Alabama runs two motor-carrier regimes that answer a light-combination operator in opposite directions. The safety statute carves intrastate vehicles under 26,001 pounds out of the federal rules the state otherwise adopts, which reads like relief. The Public Service Commission’s insurance article contains no weight anywhere at all, and its exemptions are a list of commodities, a rule about city limits, and wrecker services. The relief is real. It is also on the half of the regime that costs the least to comply with.
The parts of light-combination hauling that are the same in Alabama as anywhere — the securement duty that resets load to load, the delivery window with no slack, the gap between a cargo limit written against an average shipment and the one that generates a claim — attach to the equipment and the trade, not to any jurisdiction. They are handled on the hot shot trucking insurance page and this one does not revisit them.
Alabama’s own contribution is a mismatch between two regimes that were built for different purposes and never reconciled. One is a safety statute in the motor vehicles title, enforced by the state law enforcement agency, that adopts a long list of federal parts and then removes intrastate vehicles below a stated weight from them. The other is the Public Service Commission’s motor carrier chapter, which decides who may transport property for compensation at all, requires insurance and cargo security to be filed with the Commission before any of it begins, and never once asks what the vehicle weighs.
That second point is the finding on this page, and it is the opposite of what the safety threshold suggests. An operator who reads the 26,001 pound carve-out and concludes that Alabama has a light touch on light equipment has read the regime that stops at that weight. The regime that does not stop is the one with the filings in it.
One honesty note before any of it. The Commission’s rules were read from the Alabama Legislature’s own administrative-code host and are quoted from that document. The statutes those rules cite as their authority — the Alabama Motor Carrier Act in Title 37 — could not be read at any official Alabama host, and the section below on that says exactly what it leaves unestablished.
Transporting property for compensation on Alabama highways? The Public Service Commission requires a filed certificate of insurance before the first paid load, and there is no weight below which that stops being true.
Tell us what you haul and where the runs start and end. In Alabama the exemptions are written around commodities and city limits, so those two answers decide whether the Commission is in the picture at all.
The safety side lives in the motor vehicles title. Ala. Code § 32-9A-2(a)(1) makes it unlawful to operate a commercial motor vehicle in Alabama in violation of the federal motor carrier safety regulations, adopting them by part number across a long enumerated range covering hazardous materials, driver training, testing, safety fitness, financial responsibility and the general safety parts.
Then subsection (b)(5) takes a large class straight back out. A commercial motor vehicle operated in intrastate commerce which does not equal or exceed 26,001 pounds is exempt from those regulations, subject to exceptions for vehicles designed to transport sixteen or more passengers and for vehicles carrying placardable hazardous materials.
That is the number an operator finds first, and it is genuine. A Class 3 to Class 5 truck with a trailer, running inside Alabama, not placarded, is under it, and the adopted federal safety parts do not reach the vehicle by force of that statute.
The economic side lives somewhere else entirely — in the Public Service Commission’s administrative code chapter, under the Alabama Motor Carrier Act — and it is drafted on a completely different axis. Its subject is transportation for compensation. Its entry conditions are commodity, geography and carrier class. Across the whole of its insurance article there is no weight qualifier of any kind, no rating band, no pounds figure and no equipment description.
So the two answers a light-combination operator gets from Alabama point in opposite directions, and the more expensive of the two is the one with no threshold in it. That is the reverse of the intuition most operators bring, which is that the safety rules arrive first and the financial requirements arrive later, once the operation is bigger.
It is worth being precise about the mechanism of the safety carve-out, because the mechanism is a state choice and it is the state choice that makes this a fact about Alabama rather than a restatement of something federal.
Alabama could have written a weight into its own definition of commercial motor vehicle, the way several states do. It did not. It adopted the federal parts wholesale and then wrote an exemption keyed to a weight — the practical effect being that Alabama has borrowed a line drawn elsewhere for another purpose and reused it as the applicability line for its own safety regime.
The state’s own enforcement guidance describes the same exemption in license terms rather than in pounds: an intrastate motor carrier is outside the federal safety regulations if the vehicle it operates is one that does not require the driver to hold a commercial driver’s license, is not designed or used to transport more than fifteen passengers including the driver, and is not used to transport placardable hazardous materials. Two descriptions of one exemption, arriving at the same place.
The conditions matter and each is a way to lose the relief. The operation must be intrastate — one load with an out-of-state origin or destination ends it for that load. The vehicle must not reach the stated weight. It must not be designed for sixteen or more passengers. And it must not be carrying hazardous materials in a quantity requiring placarding. All four hold at once or none of the relief does.
For a light combination the weight condition is the one that moves without anybody deciding to move it. A combination is assembled rather than manufactured, and hitching a heavier trailer changes the arithmetic on the day it goes on. The bill of lading does not record the crossing and neither does anything else in an ordinary operational file.
The entry condition on the economic side is the first rule in the Commission’s insurance article, and it is written as a prohibition rather than as a requirement, which is why it bites before anything else does.
Ala. Admin. Code r. 770-X-10-.04-.01, No Operations Without Insurance, provides: “No person shall transport passengers or property by motor vehicle on the highways of this State for compensation, except persons engaged in the transportation exempted by the Alabama Motor Carrier Act, as amended, unless and until there shall have been filed with and accepted by the Commission a surety bond, certificate of insurance, proof of qualifications as a self-insurer, or other securities or agreements, in not less than the amounts prescribed in this rule, conditioned to pay any final judgment recovered against such person for bodily injuries to or the death of any person resulting from the negligent or wanton operation, maintenance or use of motor vehicles on the highways of this State, or for loss of or damage to property of others.”
Read that sentence for what is not in it. There is no gross vehicle weight rating. No pounds. No equipment class. No band. The trigger is transporting passengers or property by motor vehicle for compensation, and the only relief named inside the sentence is whatever the Alabama Motor Carrier Act exempts.
It is also a prohibition on operating rather than a duty to maintain. The words are “unless and until there shall have been filed with and accepted by the Commission”. Filed, and accepted. Holding a policy is not compliance. A policy the Commission has not received and accepted leaves the operator inside the prohibition, and the sequencing is deliberate: the filing precedes the first paid load rather than following it.
So the answer to the question this page exists to ask — at what weight does an Alabama obligation attach to a for-hire property carrier — is that on this axis there is no weight. It attaches at the first paid load, and it attaches whether the truck is a one-ton or a tractor. The 26,001 pound figure governs a different question in a different title.
Send what you actually haul, whether legs originate or terminate outside city limits, your certificate posture, and the value of the heaviest single load you have carried. In Alabama those four answers decide whether the Public Service Commission is in the picture before any coverage question is reached.
The prohibition points at the Alabama Motor Carrier Act’s exemptions rather than listing them, so the natural question is whether one of them is a size exemption. The Commission’s own chapter enumerates the exemptions it administers across three rules, and none of them is.
The first is geographic. Rule 770-X-10-.02-.01, Contiguous Municipalities, provides that a motor vehicle for hire is within the Commission’s jurisdiction, and outside the statutory exemption, if it transports for compensation from within the corporate limits or police jurisdiction of one municipality to a point in another whose limits or police jurisdiction do not join and are not contiguous with the first, “or if the transportation originates or terminates outside the corporate limits or police jurisdiction of any municipality.” The second half of that sentence is the one that catches most of this work: a pickup at a plant on a county road is outside every municipality, and the exemption is unavailable regardless of distance.
The second is commodity. Rule 770-X-10-.02-.02, Exempt Commodities, lists what the Act exempts from the Commission’s jurisdiction, and the list is agricultural and raw-material in character: milk, livestock, coal, coke, logs, lumber, cotton in bales, cottonseed, liquid or dry fertilizer, poles, pulpwood, United States mail, newspapers, magazines, peanuts, potatoes, and any other agricultural commodity “but not manufactured products thereof.” The rule then records Attorney General opinions resolving borderline cases — plywood and particleboard not exempt, creosoted poles not exempt, sulfuric acid not exempt, pulpwood chips exempt, liquid nitrate of ammonia exempt if to be used as a fertilizer.
The third is a service class. Rule 770-X-10-.02-.03 removes wrecker service from the Commission’s jurisdiction — towing wrecked or disabled vehicles, abandoned, stolen, repossessed or replacement vehicles, wrecked or disabled trailers or mobile homes, and other traditional wrecker service.
Three exemptions, three axes, and not one of them is a weight. The general freight this equipment carries is manufactured product, which the commodity list expressly excludes at its own margin, and the geography of the work rarely stays inside a single set of municipal limits. The exemptions are not written with this operation in mind and they do not reach it.
The Commission anticipated the most common way an operator ends up outside its jurisdiction by accident, and wrote a rule about it. It is worth knowing about because the arrangement it addresses is genuinely common in this line of work.
Rule 770-X-10-.02, Transportation For Compensation, states that persons subject to the Alabama Motor Carrier Act include those who transport passengers or property by motor vehicle in intrastate commerce, and in Alabama in interstate commerce, for compensation, excepting those the Act exempts. It then says that persons engaged in non-exempt transportation for compensation include, but are not limited to, persons who receive direct compensation for transporting, and persons who receive compensation for transporting under a buy-sell arrangement.
The buy-sell case is the interesting one. The rule provides that the determination is made under the primary business test used by the federal safety administration and the federal courts, and that a person is engaged in transportation for compensation notwithstanding the buy-sell arrangement if that person’s primary business is transportation for compensation — with factors including operation under a name indicating a carrier enterprise, and advertising or holding out for transportation.
In other words, buying the goods at origin and selling them at destination does not convert a hauling business into a merchant. If the enterprise looks like a carrier, is named like a carrier and holds itself out as a carrier, the Commission treats the compensation as transportation compensation whatever the paperwork says.
The rule adds two notes that close further routes out. Compensated intercorporate hauling is not exempt from the Commission’s jurisdiction. And pickup and delivery by motor vehicle of air freight shipments is not exempt either — which is directly relevant to a class of work that frequently exists to close the gap between an airport and a job site.
The amounts the filed certificate must show are set in Ala. Admin. Code r. 770-X-10-.04-.03, General Liability Insurance, as a table with four rows and three money columns.
The columns are headed limit for bodily injuries to or death of one person; limit for bodily injuries to or death of all persons injured or killed in any one accident, subject to the maximum shown in the first column; and limit for loss or damage in any one accident to property of others, excluding cargo.
Three of the four rows are passenger equipment and they ladder by seating capacity — five or fewer at $25,000.00 / $50,000.00 / $10,000.00, five to twenty at $50,000.00 / $200,000.00 / $30,000.00, more than twenty at $100,000.00 / $500,000.00 / $50,000.00. The fourth row is equipment used exclusively in the transportation of property, and it is a single flat row at $100,000.00 / $300,000.00 / $50,000.00.
The contrast between the ladder and the flat row is the informative part. Alabama knew how to make an amount scale with the size of the risk — it did exactly that on the passenger side, three times. On the property side it wrote one row and stopped. A one-ton truck with a gooseneck and a tractor-trailer running general freight inside Alabama are on the same state figure, and no provision in the article distinguishes them.
Note also what the third column excludes. Loss or damage to property of others, excluding cargo. The liability filing does not answer for the freight; that is a separate rule with a separate figure and a separate form, and it is next. The rule’s stated history is that it took effect in January 1978 and was filed with the Legislative Reference Service in February 2013; the chapter served by the Legislature’s own host is marked Revised 6/13/22.
Cargo is handled separately, in Ala. Admin. Code r. 770-X-10-.04-.02, and the rule contains a mechanism that is unusual enough to be worth reading closely.
The rule provides: “The minimum amount of security required to compensate shippers or consignees for loss of or damage to property belonging to shippers or consignees and coming into the possession of common carriers of property in connection with their transportation service shall be at least $5,000.00; provided, however, that if the common carrier establishes by sworn affidavit or otherwise that the maximum value of any cargo he ordinarily and regularly carriers is less than $5,000.00, the minimum amount of security required shall be equivalent to such value, but not less than $1,000.00. This provision shall not apply to persons engaged exclusively in interstate commerce.” The word “carriers” where the sense requires “carries” is in the published rule and is preserved here rather than corrected.
So the baseline is $5,000.00 and it is reducible — downward, on the carrier’s own sworn evidence, to as little as $1,000.00, where the carrier can establish that the maximum value it ordinarily and regularly carries is lower. That is a rare piece of drafting: a regulator inviting a carrier to prove its exposure is small and lowering the requirement accordingly.
It is also, for this class of work, close to exactly backwards from where the exposure actually sits. This equipment moves whatever cannot wait, and what cannot wait is usually what somebody is bleeding money over: the tooling that stops a line, the consignment with a temperature window, the part sourced at whatever price got it on a truck tonight. An operator on this equipment is far more likely to be carrying multiples of $5,000.00 than fractions of it, and the affidavit route is not one they should be looking at.
The figure is a filing threshold, not a limit. A motor truck cargo limit set to satisfy this rule and nothing more leaves the difference between $5,000.00 and the value of the heaviest load with the operator. One further limit on the rule: it addresses common carriers of property, and whether a contract carrier answers to that phrase is not something this page settles.
Alabama runs the uniform filing forms, and Ala. Admin. Code r. 770-X-10-.04-.09 names each one and what it does, which is worth having in front of an operator setting up rather than discovering piecemeal.
On the insurance track: proof of cargo insurance is filed on Form H; proof of bodily injury and property damage liability insurance is filed on Form E; and notice that either will be canceled is given on Form K. On the surety bond track, the parallel set: cargo coverage on Form J, general liability on Form G, and cancellation of either on Form L.
The rule then adds a provision that is genuinely unusual and easy to be caught by. Upon written request to the motor carrier or the insurance carrier, written verification of continued coverage must be filed with the Commission where a Form E or Form H has been on file for over five years without being canceled. A filing does not simply sit there indefinitely once made; after five years the Commission can ask for confirmation that it is still real, and the obligation to respond falls on the carrier and its insurer.
That has a practical consequence for a stable operation, which is precisely the operation least likely to be thinking about it. A carrier that set up correctly six years ago, has changed nothing and has canceled nothing, is the exact profile the five-year provision is aimed at. Nothing about the operation prompts a review; the trigger is the age of the filing.
Cancellation mechanics matter for the same reason. The chapter provides that bonds, policies and other securities filed with the Commission are not to be canceled or withdrawn until after thirty days’ written notice has been given to the Commission. An operator changing insurers is not moving a policy; they are moving a filing, and the filing has its own clock.
There is one substantive place where Alabama modifies rather than adopts, and it is agricultural, but it is worth a paragraph because it is the only one and because Alabama’s answer is different from every other state in this group.
Ala. Code § 32-9A-2(b)(6) fixes the planting and harvesting season, which drives the federal agricultural hours-of-service exception, as “the period from April 1 of each calendar year to March 31 of the next succeeding calendar year.” Every other state in this group that declares such a period runs it January to December — that is, declares the whole calendar year. Alabama also declares a full twelve months, but offsets the year to start in April.
The practical effect is identical in duration and different in bookkeeping, and the reason for the offset is not stated in the statute. It does not reach general-freight light-combination work, which is not agricultural, and it is included here as the single Alabama-specific modification to the adopted hours text rather than as advice.
The same subsection carries a provision with wider reach that operators should know exists. Ala. Code § 32-9A-2(b)(2) permits the state law enforcement agency to adopt rules suspending the effective date, for up to three years after adoption, of any motor carrier safety regulation adopted by the federal Department of Transportation as applied to vehicles engaged solely in intrastate commerce — provided the suspension does not cost the state its federal safety assistance funding.
That is a delay power rather than a rejection power, and it is the reason Alabama’s adoption cannot be read as straightforwardly rolling. The base adoption is by part number with no edition date, which by itself would follow federal law forward. But a specific federal amendment can be held off intrastate for up to three years by agency rule, and an operator checking compliance on a recently changed federal provision should confirm whether such a suspension is in force rather than assuming the federal text applies intrastate on its federal effective date.
A page is only as good as its account of its own limits, so here is the limit on this one.
Everything above about the Commission’s regime — the prohibition, the exemptions, the liability table, the cargo rule, the forms, the five-year verification — was read in the chapter document served by the Alabama Legislature’s own administrative-code host, which is an official Alabama publisher and which marks the chapter Revised 6/13/22. Those quotations are solid.
The statutes those rules cite as their authority are a different matter. Every one of them names the Alabama Motor Carrier Act sections in Title 37 as its statutory authority, and the Commission’s exemption rules are expressly interpretations of a statutory exemption rather than free-standing grants. No official Alabama host served that Title 37 chapter on the day this page was read: the Legislature’s own statute host did not resolve, the Secretary of State’s archive returned a not-found response, and a commercial republisher that carries the motor vehicles title returned nothing for the public utilities title.
That is a real gap and it is named rather than filled with a republisher’s text. What it leaves open is the precise statutory scope of the certificate requirement: which for-hire intrastate operations must hold a certificate of public convenience and necessity from the Commission, and how the statute words the exemption the Commission’s rules interpret.
What it does not leave open is the shape of the exemptions, because the Commission’s own rules enumerate them and were read in full. The Commission administers a geographic exemption, a commodity exemption and a wrecker exemption, and it says so in three separate rules. If a weight-based statutory exemption existed, an agency that wrote three rules interpreting the other three would be an odd place for it to leave no trace at all. That is an inference rather than a reading, and it is offered as one.
One further source note. The safety statute quoted at the top of this page was read at a commercial republisher rather than at an official Alabama host, for the same reason. Its substance is corroborated independently by the state law enforcement agency’s own published guidance describing the same exemption in commercial-driver-license terms, and the two agree — but the exact statutory wording should be confirmed against an official text before it is relied on in a dispute.
No published schedule sets a premium on this equipment, and a number produced without the operation in front of it would be fiction. The inputs below are what actually gets examined, and Alabama reorders them for a reason that is peculiar to this state.
In Alabama the first input is commodity, and it is first for a reason peculiar to this state: commodity decides whether the Commission has jurisdiction at all. A carrier hauling exempt agricultural product is outside the chapter; a carrier hauling manufactured product is inside it, and the commodity list draws that line explicitly at its own margin by excluding manufactured products of otherwise exempt commodities. What is on the trailer is a regulatory question here before it is a rating question.
Geography is second, and again in a state-specific form. The question is not only how far but whether any leg originates or terminates outside the corporate limits or police jurisdiction of any municipality — which, by the Commission’s own rule, puts the movement inside its jurisdiction regardless of distance. For work that regularly serves plants, yards and job sites on county roads, the answer is almost always yes.
Carrier class is third. Common carrier or contract carrier decides whether the cargo rule’s duty is owed, since it is written to common carriers of property. It also correlates with things underwriters read directly, because dedicated lanes under continuing contracts produce a different loss history from load-board work with a changing customer set.
Gross combination weight rating comes fourth here rather than first, and the demotion is the point: it decides only whether the safety carve-out holds, and the safety carve-out is the cheaper half of the regime. It still matters to an underwriter, but it does not decide any Alabama filing obligation.
Three more layers finish the file. The certificate the operation moves under decides which policy is called on when something goes wrong, and how much is left for non-trucking and bobtail liability to absorb in the hours when no trailer is attached. The largest shipment ever carried settles the cargo limit, against a Commission figure that is a small fraction of it. And whatever the customer’s purchasing department inserted — insured status for the customer, a promise that this cover responds first and alone, recovery rights surrendered, physical damage liability for trailers traveling on interchange — remakes the program while describing nothing about the vehicle. How old the drivers are and how long they have been at it is read off loss experience, and nothing above alters that reading.
Three things go unstated in Alabama, and the third explains why the first two are so easy to get wrong.
First, the trade has no name in the law. Nothing here defines it, opens a permit category for it, tables a figure against it or demands an endorsement of it. Alabama catches it obliquely, through language drafted about carriage in general that this equipment then happens to straddle.
Second, and more consequentially, the Commission’s insurance article states no weight. The prohibition, the liability table, the cargo rule and the forms rule were all read in full and between them contain no rating, no band and no figure in pounds. Every duty is built from standing and subject matter: for compensation, common carrier of property, exempt commodity, inside or outside municipal limits. Someone who arrives holding a weight is holding the answer to a question the article never asks.
Third, the two halves are silent about one another. The safety statute belongs to the motor vehicles title and the state law enforcement agency; the carrier regime belongs to the Public Service Commission under the Motor Carrier Act. Neither acknowledges the other’s threshold, and nowhere does either say that relief from one leaves the other untouched. An operator gets there only by opening both, and no line in either suggests a second document exists.
So the useful Alabama questions are all of one kind, and none is dimensional. What is on the trailer. Where does the leg begin and end. Common or contract. Is the Form E on file and accepted. Four answers, four separate consequences — and only the last one can be put right this afternoon.
The state minimum is a licensing threshold. The program an operator actually needs is built from these lines:
We write hot shot and expedited hauling as a named class rather than as an exception to general trucking, and we read each account against the weight and authority regime of the state it operates in. For a Alabama operator that means starting from the rating of the power unit and the trailer separately rather than from the combination, sizing cargo against the heaviest load actually carried rather than the average one, and treating the state line as a rating fact because a single crossing can change which driver file the operation owes.
If the operation also runs freight under separate authority, the Alabama trucking insurance page covers the state’s broader motor carrier picture, and the hot shot trucking insurance page covers the class mechanics that apply wherever the operator runs.
Below the stated intrastate weight, from the safety regulations specifically. Ala. Code § 32-9A-2(a)(1) adopts the federal motor carrier safety regulations by part number, and § 32-9A-2(b)(5) then exempts a commercial motor vehicle operated in intrastate commerce which does not equal or exceed 26,001 pounds, with exceptions for vehicles designed to carry sixteen or more passengers and for placardable hazardous materials. The exemption is from the safety regulations. It has no effect on the Public Service Commission’s filing requirements, which contain no weight at all.
Yes, and there is no weight below which it stops. Ala. Admin. Code r. 770-X-10-.04-.01 provides that no person shall transport passengers or property by motor vehicle on the highways of the State for compensation, except transportation the Alabama Motor Carrier Act exempts, “unless and until there shall have been filed with and accepted by the Commission a surety bond, certificate of insurance, proof of qualifications as a self-insurer, or other securities or agreements.” Holding a policy is not compliance; the filing must be made and accepted.
For equipment used exclusively in the transportation of property, Ala. Admin. Code r. 770-X-10-.04-.03 sets a single flat row: $100,000.00 for bodily injuries to or death of one person, $300,000.00 for all persons injured or killed in any one accident subject to the maximum in the first column, and $50,000.00 for loss or damage in any one accident to property of others, expressly excluding cargo. The passenger rows ladder by seating capacity; the property row does not ladder at all.
At least $5,000.00, and it can be reduced. Ala. Admin. Code r. 770-X-10-.04-.02 sets the minimum security for loss or damage to property of shippers or consignees at $5,000.00, “provided, however, that if the common carrier establishes by sworn affidavit or otherwise that the maximum value of any cargo he ordinarily and regularly carries is less than $5,000.00, the minimum amount of security required shall be equivalent to such value, but not less than $1,000.00.” For this class the affidavit route is almost never the right question — the freight is usually worth multiples of the threshold.
None appears in the rules the Commission administers. Three exemption rules were read in full: contiguous municipalities, which is geographic; exempt commodities, which lists agricultural and raw-material commodities and expressly excludes manufactured products of them; and wrecker services, which is a service class. None turns on weight, rating or pounds. The underlying statutory chapter could not be read at an official host, so this is stated for the rules rather than for the statute.
Ala. Admin. Code r. 770-X-10-.04-.09 names them. Cargo insurance is filed on Form H, general liability on Form E, and cancellation of either on Form K. On the surety bond side, cargo is Form J, general liability is Form G, and cancellation is Form L. The same rule requires written verification of continued coverage to be filed where a Form E or Form H has been on file for over five years without being canceled, on written request to the motor carrier or its insurer.
Not by itself. Ala. Admin. Code r. 770-X-10-.02 treats persons receiving compensation for transporting under a buy-sell arrangement as engaged in transportation for compensation, applying the primary business test used by the federal safety administration and the federal courts, with factors including operating under a name indicating a carrier enterprise and advertising or holding out for transportation. The same rule notes that compensated intercorporate hauling and the pickup and delivery of air freight shipments are also not exempt.
Only agriculturally, and with an unusual year. Ala. Code § 32-9A-2(b)(6) fixes the planting and harvesting season, which feeds the federal agricultural hours exception, as running from April 1 of each calendar year to March 31 of the next — a full twelve months offset to start in April rather than January. It does not reach general freight. Separately, § 32-9A-2(b)(2) lets the state law enforcement agency suspend a newly adopted federal safety regulation intrastate for up to three years, subject to not losing federal safety assistance funding.
Because in Alabama almost nothing that matters is about the truck. What is on the trailer decides whether the Public Service Commission has jurisdiction at all; where the legs begin and end decides it again; the common-or-contract classification decides whether a cargo filing is owed. Layered on top: the combination rating, the largest shipment’s value against a threshold far below it, whether the Form E and Form H filings are current and accepted, driver ages and time in the seat, and whatever the customer contracts require. Two identical trucks can sit in entirely different regulatory positions, and no published schedule prices either.
Every figure on this page was read at the source below on August 31, 2026, with the effective date of the version read. Treat each as current as of that date rather than as permanent.
Send the power unit and trailer ratings separately, the radius distribution, and whether any dispatch crosses a state line. We will size the program against the work the trucks actually do rather than against a statutory floor.
