Motor carrier classes by state
Idaho keeps this operator’s two biggest questions in two different agencies’ rulebooks, and they answer in opposite directions. The Idaho State Police apply a short enumerated list of federal safety parts to intrastate property carriage between 10,001 and 26,000 pounds. The Idaho Transportation Department, in a separate chapter under a separate statute, sets a dollar figure for common and contract property carriers and never mentions weight at all.
A large share of what governs this work has nothing to do with which state the wheels are turning in. How a dedicated run gets priced against a partial, why the deck configuration drives more of the loss picture than the mileage does, and how a limit chosen against typical freight behaves against atypical freight are questions the hot shot trucking insurance pillar answers once. This page takes them as read and deals only with Idaho.
Idaho’s own contribution is structural. Most states put safety and financial responsibility in one place, or at least in one agency. Idaho splits them: IDAPA 11.13.01 belongs to the Idaho State Police and carries the safety rules; IDAPA 39.02.80 belongs to the Idaho Transportation Department and carries the money. They have different effective dates, different incorporation clauses and different underlying statutes, and reading only one of them produces a confident answer that is half a regime.
The split matters most for this configuration, because the two chapters treat weight in incompatible ways. The safety chapter writes a band with this equipment sitting squarely inside it, and thins what applies there. The financial-responsibility chapter writes no band at all for a carrier that hauls property for compensation, and the only weight number anywhere in it belongs to a class this operator is not in.
This page also carries three negatives, and it carries each of them with the reading that licenses it rather than as a bare statement. Idaho has no operating-authority body for intrastate property carriers, no cargo-insurance requirement, and no air-mile provision of its own. Those are conclusions from complete reads of named chapters and complete enumerations of two statutory titles, and the reads are described below so a reader can weigh them.
One tension is left open on purpose. Two exemption clauses in the safety chapter pull against the band rule that sits four sections later, and nothing in the chapter reconciles them. Both texts are quoted here in full and neither is chosen.
Hauling for compensation inside Idaho on a rig between 10,001 and 26,000 pounds? The safety chapter gives you a short list; the transportation department’s insurance rule gives you a figure with no weight condition on it. Both are live at once.
Two facts settle Idaho: the combination rating on your heaviest tow setup, and whether you are a common carrier, a contract carrier or a private one. Tell us both and we can say which of the two chapters governs which half of the file.
The first thing to establish about Idaho is which document you are reading, because there are two and they do not cross-reference each other.
IDAPA 11.13.01, The Motor Carrier Rules, sits under IDAPA 11, Idaho State Police, Commercial Vehicle Safety. Its own front matter answers the question directly: “Who does this rule apply to? Intrastate motor carriers and interstate or foreign carriers (where provided for in rule).” Its scope section, 001, reads: “These rules apply to intrastate, and foreign motor carriers providing transportation of persons or property over Idaho highways by motor vehicles in the furtherance of their business or for hire.” Every section carries the effective-date stamp (7-1-24).
IDAPA 39.02.80, Rules Governing Motor Carrier Financial Responsibility, sits under IDAPA 39, Idaho Transportation Department, Division of Motor Vehicles. Section 000 records its legal authority as section 49-1233(5), Idaho Code — a different statute from the one that authorizes the safety chapter. Section 001 states its purpose: it “establishes the amount of liability coverage to be carried by motor carriers for personal injury suffered by one (1) person while being transported in a vehicle, any additional amounts for all persons receiving personal injury, and such amount for damage to the property of any person other than the insured.” Every section carries the effective-date stamp (3-31-22).
So the safety answer is stamped 2024 and the money answer is stamped 2022, and they were written by different agencies under different grants of authority. An operator who reads the state police chapter and stops has read nothing about what limits are owed. An operator who reads the transportation department chapter and stops has read nothing about which rules govern the driver or the vehicle.
There is also a third instrument in the chain, and it is the one that gives the financial-responsibility duty its teeth. Idaho Code 49-1233 requires the department to verify insurance before registering a motor carrier and requires the carrier to file proof, and the rule’s own section 021.03 makes the consequence concrete: “When certificates of insurance show that insurance has lapsed, the Department shall refuse to renew the carrier’s vehicle registrations or revoke the carrier’s motor vehicle registrations under the authority of Section 49-202(10)(12), Idaho Code.”
This is the Idaho provision that lands most precisely on this equipment, and it is worth reading in full rather than in summary. IDAPA 11.13.01.019.01.b provides: “Intrastate carriers operating commercial motor vehicles transporting property with a GVW, GVWR, GCW or GCWR greater than ten thousand (10,000) pounds and up to twenty-six thousand (26,000) pounds, subject to the authority of the Idaho State Police, must comply with 49 CFR Part 390 Subpart A, Part 391.15, Parts 392, 393, and Part 396.1, 396.3(a), (a)(1), and (a)(2), and 396.5 through 396.9 and the law and rules of the state of Idaho.”
That is an enumerated list, and enumeration is the whole mechanism. Where a general adoption clause names parts by range and sweeps everything in, this sentence names specific parts and specific sections, and what is not named is not on the list. Idaho’s general adoption for carriers outside the band sits at 002.04 and is drawn the other way: “49 CFR Parts 356, Subtitle B, Chapter III, Subchapter B, Sections 365, 380, 382, 383, 385, 386, 387, 388 and 390 through 399.”
Set the two side by side and what falls out of the band list is substantial. The driver-qualification part appears only as section 391.15 — the disqualification section — rather than as a part. The hours-of-service part is absent entirely. The financial-responsibility part is absent. The controlled-substances and alcohol testing part is absent. Within the inspection, repair and maintenance part, the band gets 396.1, 396.3(a) and its first two subparagraphs, and 396.5 through 396.9 — which leaves the driver vehicle inspection report sections outside the list.
The second sentence of the same paragraph shows Idaho drawing the other line deliberately: “All intrastate carriers transporting placardable quantities of hazardous material under 49 CFR Part 172, Subpart F and passengers, meeting the definition of a commercial motor vehicle, must comply with 49 CFR Parts 356, 365, 382, 383, 385, 387, 388 and 390 through 399, and the law and rules of the state of Idaho (except Part 391.11(b)(1) for intrastate carriers).” Placarded hazmat and passengers get the full set; property inside the band gets the short one.
One more provision sits immediately above it and is easy to skip. IDAPA 11.13.01.019.01.a provides that intrastate carriers subject to both the incorporated federal rules and the safety authority of the Idaho State Police “may hire drivers who are eighteen (18) years or older as set forth in Section 49-303, Idaho Code.” That is a state-side permission tied to a state statute, and like everything else in section 019 it reaches intrastate operation only.
The practical warning attached to all of this is the same one that attaches to every band written in ratings: a combination is assembled rather than manufactured. GVW, GVWR, GCW and GCWR are four different measures and the rule names all four. Putting a heavier trailer behind the same truck can change which side of 26,000 pounds the operation sits on, and nothing announces the crossing.
Idaho’s administrative code prints an effective-date marker at the right margin of every subsection, and on this one the marker is not the same as the rest of the chapter.
Every other section of IDAPA 11.13.01 read on September 1, 2026 carries (7-1-24). Subsection 019.01.b — the band rule quoted in the section above, the single most consequential sentence in Idaho for this equipment — carries (7-1-24)T. The T marks a temporary rule.
That is carried here rather than dropped because of what it means for how the answer can change. A rule that reaches its operative date and later lapses produces no amendment event to find. There is no repealing instrument, no notice, and no diff. The text simply stops being the text, and a reader checking a secondary summary written a month earlier will find it agreeing with a version that is no longer operative.
This page does not predict what happens to that subsection, and does not treat the marker as a reason to discount the rule — a temporary rule is operative while it is operative. What it does mean is that the band relief is the wrong thing to build a permanent operating assumption on, and that anyone relying on it should be re-reading the chapter rather than a summary of it.
The financial-responsibility chapter carries no comparable marking. Every section of IDAPA 39.02.80 is stamped (3-31-22) with no temporary flag, which is one more reason the two chapters should be checked on separate schedules rather than together.
Tell us the heaviest configuration you actually assemble, whether the loads are common, contract or private carriage, and how much of the work stays inside Idaho. Those three answers pick which of the two Idaho chapters governs which part of the file before any coverage wording is discussed.
The financial-responsibility chapter reaches this operator through class rather than through size, and the chain runs through three short provisions.
IDAPA 39.02.80.020.01 states the duty: “No motor carrier subject to the jurisdiction of the Department may transport property or passengers until the carrier has obtained and has in effect the minimum levels of insurance or a surety bond set forth in this rule.”
IDAPA 39.02.80.020.04 states the figure: “Other Property Carriers. The minimum level of insurance or surety bond coverage (for injury, death or property damage in any one (1) accident) for common and contract carriers of all other property (including drive away and tow away units transported by the carrier) is seven hundred fifty thousand dollars ($750,000).”
And the class definitions supply the gate, again without a weight. Section 010.01: “Common Carrier. Any person who holds itself out to the general public to engage in the transportation by motor vehicle in commerce in the state of Idaho of passengers or property for compensation.” Section 010.02: “Contract Carrier. Any person who, under individual contracts or agreements, engages in the transportation by motor vehicle of passengers or property in commerce in the state of Idaho for compensation.”
Neither sentence contains a rating, a band or an equipment description. A for-hire property operation of any size that is inside those definitions is inside the duty, and the figure Idaho names for it in its own rule is seven hundred fifty thousand dollars. That is written in the state rule and does not depend on which federal text is current.
The higher rungs are commodity rungs rather than weight rungs. Section 020.03 sets five million dollars for carriers of any quantity of Division 1.1, 1.2 or 1.3; any quantity of Division 2.3 Hazardous Zone A or Division 6.1 Packing Group 1 Hazardous Zone A; a highway route controlled quantity of Class 7 material as defined in 49 CFR 173.403; hazardous substances as defined in 49 CFR 171.8 carried in cargo tanks, portable tanks or hopper-type vehicles with capacities in excess of three thousand five hundred water gallons; and Division 2.1 or 2.2 in bulk. It sets one million dollars for oil listed in 49 CFR 172.101, and for hazardous waste, materials or substances listed in 172.101 or its appendix but not caught by the five-million limb.
One boundary on the reading is stated rather than hidden. The duty in 020.01 is expressed for a “motor carrier subject to the jurisdiction of the Department”, and the rule does not define that phrase by weight. This page reports what the text says — that the common and contract carrier limbs carry no weight qualifier — and does not represent that as an agency interpretation of where the department’s jurisdiction ends.
There is exactly one weight figure in IDAPA 39.02.80, and finding where it sits is the fastest way to see why this class does not get a floor.
It is in the definition of a private carrier, at section 010.07: “Private Carrier. Any person not included in the terms ‘common carrier’ or ‘contract carrier’ who or which transports in commerce in the state of Idaho by motor vehicle property of which such person is the owner, lessee, or bailee, when such property is for the purpose of sale, lease, rent or bailment, or in the furtherance of any commercial enterprise; provided, that a motor vehicle of a private carrier, not in excess of eight thousand (8,000) pounds gross vehicle weight, not engaged in the transport of a hazardous substance, is exempt.”
The proviso is doing narrow work and every limb of it matters. The exemption reaches a private carrier — a person hauling their own goods in furtherance of their own business — and not a person hauling someone else’s goods for money. It is measured on gross vehicle weight rather than a rating. And it drops away entirely if a hazardous substance is aboard.
For a for-hire operation this is the decisive structural fact about Idaho. The state wrote a weight exemption once, in this chapter, and wrote it for the class that is not carrying for hire. The class that is carrying for hire gets section 020.04 and its figure, and gets it at any size.
Private carriers who fall outside the 8,000-pound proviso are not left at that figure either. Section 020.05 provides: “Private carriers must maintain the insurance required by Section 49-1229, Idaho Code, except private carriers transporting certain risky or perilous cargoes described in Subsection 020.03 must carry insurance as required by that Subsection.” So Idaho runs three tracks — a compensation track with a stated figure, a private track routed to a statute, and a commodity track that overrides both.
Operators whose work sits near the boundary between those tracks should treat the boundary as the live question rather than the weight. An owner-operator hauling their own inventory to a jobsite and an owner-operator hauling a customer’s parts for a fee are on different tracks in Idaho on identical equipment.
The two Idaho chapters incorporate federal text on two different clocks, and one of them is nearly thirty years old.
IDAPA 39.02.80.002 reads: “The Idaho Transportation Board incorporates by reference 49 CFR 171.8, 49 CFR 172.101 and its appendix, 49 CFR 173.403, 49 CFR 387 and 49 CFR 387.5, published in the Code of Federal Regulations volume dated October 1, 1997.”
Read that against the section above. The hazardous-commodity definitions this chapter uses — what counts as a hazardous substance, what is on the 172.101 list, what a highway route controlled quantity is — are the 1997 versions, and the federal financial-responsibility part is incorporated at its 1997 state. That does not change the figure in 020.04, because Idaho states that figure directly in its own words rather than by pointing at a federal number. It does mean that the classification questions feeding the higher rungs are answered out of a volume that is not the current one.
The safety chapter uses a different mechanism entirely. IDAPA 11.13.01.002 provides: “Amendments to the annual volumes are published in the Federal Register, pending their incorporation in the next annual volumes. Whenever a federal regulation is adopted by reference in these rules, subsequent recompilations are also adopted by reference, but subsequent amendments are not.” That is neither a fixed date nor a rolling adoption. It moves with recompilation and stands still between recompilations, so the effective text depends on when the annual volume last issued.
The practical discipline for an Idaho operation is therefore to check three things separately rather than one: which recompilation the safety chapter is currently sitting on, whether the (7-1-24)T subsection is still in force, and the fact that the money chapter’s commodity definitions are frozen at October 1, 1997. Any of the three can move without the others, and none of them announces itself.
The Idaho safety chapter contains two sentences that, read on their face, run the opposite way from the band rule quoted above. Both are set out here in full, because deciding between them would be inventing an answer the chapter does not give.
IDAPA 11.13.01.002.03, headed Exemptions 1: “Whenever any of these federal regulations would otherwise exempt intrastate carriers from any of their requirements, the exemption does not apply to intrastate carriers who will remain subject to the same requirements.”
IDAPA 11.13.01.002.05, headed Exemptions 2: “Whenever these federal regulations (except Section 391.11(b)(1)) would otherwise exempt intrastate carriers from any of their requirements, the exemption does not apply to intrastate carriers who will remain subject to the same requirements.”
Those clauses remove federal exemptions that would otherwise benefit intrastate carriers. Section 019, four sections later, is separately titled Carrier Safety Requirement Exemptions and grants a state-side one. Whether a relief written by Idaho in section 019 is the kind of thing sections 002.03 and 002.05 are aimed at, or whether those clauses reach only exemptions written into the federal text itself, is not answered anywhere in the chapter. All seven live sections of IDAPA 11.13.01 were read in full on September 1, 2026 — 000 Legal Authority, 001 Scope, 002 Incorporation By Reference and Federal Waiver, 008 Forms, 009 Relief From Regulations, 010 Definitions and 019 Carrier Safety Requirement Exemptions, with 003 through 007, 011 through 018 and 020 through 999 marked (RESERVED) — and no reconciling provision appears in any of them.
This has a direct operational consequence and it is worth stating plainly. An operator relying on the absence of the hours-of-service part from the band list is relying on a reading the chapter permits but does not confirm. The conservative posture — keeping the records the omitted parts would have required — costs administrative effort and forecloses the argument. The aggressive posture is available on the text and is exposed to the two sentences above.
The chapter also holds a genuine safety valve that is neither of these. Section 009 provides: “The Department may issue a declaration of emergency relieving intrastate carriers from the requirements of 49 CFR Parts 390 through 399 adopted by reference in Subsection 002.04.” That is an emergency declaration by the state police, not a standing exemption, and section 002.06 separately recognizes federal waivers already granted to a driver or carrier.
Most states in this series have an agency that issues something before the first paid load — a certificate, a permit, a license, an authority. Idaho does not, for intrastate property carriage, and because that is a negative it is stated here together with what was read to reach it.
Idaho Code Title 61, Public Utility Regulation, was enumerated by chapter title in full: all seventeen chapters, from Public Utilities Law — Application and Definitions through Siting of Certain Electrical Transmission Facilities. Not one of them is a motor carrier chapter. Chapter 8, the position where motor carrier regulation historically sat in many state utility codes, is now the Stray Current and Voltage Remediation Act — and that chapter was fetched and read rather than inferred from its title.
Idaho Code Title 49, Motor Vehicles, was enumerated by chapter title in full: all thirty-six chapters. The only carrier-adjacent ones are chapter 12, Motor Vehicle Financial Responsibility; chapter 22, hazardous materials and hazardous waste transportation enforcement; and chapter 29, the rural economic development and integrated freight transportation program. None of them is an operating-authority chapter. Chapter 12 was read in full, section 49-1201 through 49-1233, and chapter 4, Motor Vehicle Registration, was read for an authority provision and contains none.
What sits closest to an authorization requirement is a condition on registration rather than a license to operate. Idaho Code 49-1233(1) provides: “Before registering any motor carrier for transporting persons or property, the department shall require verification from the motor carrier that it has obtained and has in effect liability and property damage insurance, or has a surety bond written by an insurer licensed to furnish such insurance in this state or by a surety company authorized to write surety bonds in this state, or who qualifies as a self-insurer pursuant to the provisions of section 49-1224, Idaho Code.”
That is not a certificate of public convenience and necessity and it is not an operating permit. It is an insurance-verification gate on the registration of the vehicle. The distinction has practical weight: there is no entry proceeding to lose, no authority to be suspended as a separate act, and no public authority record for a shipper to check. What there is instead is a registration that can be refused or revoked, which is the mechanism section 021.03 of the insurance rule reaches for.
The second denominator-licensed negative on this page concerns cargo, and it is worth separating what Idaho does not require from what an Idaho operator is nonetheless exposed to.
Idaho’s motor carrier insurance filing is a liability filing. IDAPA 39.02.80.021.01 requires common, contract and participating interstate carriers to “file with or be verified by the Department certificates that the insurance or bond described by the certificate of insurance is in effect for the account of the motor carrier.” Section 021.02 names the instruments: “The certificates for intrastate common/contract carriers must be either Form E, Department Form E-1, or W.C. 3091 that is completed and signed by the insurance company’s underwriting department or its authorized representative.”
Every one of those is a liability form. The chapter defines what it is protecting at section 010.08: “Property Damage. Damage to or loss of use of tangible property.” Read against section 020.04’s “for injury, death or property damage in any one (1) accident”, that is third-party damage — the property of someone other than the insured — not the freight the carrier is hauling.
The license for the negative is a complete read rather than a keyword sweep. IDAPA 39.02.80 was read complete: sections 000 Legal Authority, 001 Purpose, 002 Incorporation By Reference, 010 Definitions, 020 Insurance Requirements and 021 Certificates Of Insurance, with 003 through 009, 011 through 019 and 022 through 999 marked (RESERVED) in the chapter’s own table of contents. The chapter is four pages and the table of contents proves the shortness is not truncation. IDAPA 11.13.01 was read complete on the same basis. Idaho Code Title 49 chapter 12 was read in full. No cargo provision appears in any of them, and the two statutory title indexes hold no cargo or freight-liability chapter.
The commercial consequence runs the other way from the regulatory one. A state that requires no cargo filing has not reduced the exposure; it has left the amount to be set somewhere else. Here it is left to whoever drafts the paperwork — and on this equipment the figure a customer packet names is routinely well above anything Idaho would have required. The silence relocates the argument; it does not settle it.
Short-haul air-mile provisions are usually the most useful hours-of-service question a light-combination operator can ask. In Idaho, inside the band this page is about, the question does not arise for a structural reason — and the reason comes with a qualifier that is carried here word for word.
Idaho has no air-mile provision of its own. IDAPA 11.13.01 was read complete on September 1, 2026 and a full-document search for “air mile”, “air-mile”, “100 air”, “150 air” and “short haul” returns zero hits. IDAPA 39.02.80 was read complete with zero hits. Idaho Code Title 49 chapter 12 was read in full with zero hits. The federal short-haul exceptions therefore apply, or do not, exactly as adopted.
For a carrier above 26,000 pounds the hours-of-service part is adopted through 002.04 and the federal short-haul exceptions operate unmodified. Inside the 10,001 to 26,000 pound band, the hours-of-service part is absent from the 019.01.b enumerated list altogether — so an exception to hours-of-service rules is moot in a band where, on the face of section 019, the hours-of-service rules do not reach.
The hedge is the one that keeps that from being a clean answer, and it is IDAPA 11.13.01.002.05: “Whenever these federal regulations (except Section 391.11(b)(1)) would otherwise exempt intrastate carriers from any of their requirements, the exemption does not apply to intrastate carriers who will remain subject to the same requirements.”
Whether the federal short-haul provision is an “exemption of intrastate carriers” within the meaning of that sentence is not resolved on the face of the rule. On its own terms the federal short-haul provision is an exception available to all carriers rather than one written for intrastate carriers specifically, which is an argument that 002.05 does not reach it. That argument is not a holding, and this page flags it rather than deciding it.
For an operator the takeaway is narrow and useful: do not build a dispatch pattern on the assumption that the hours question is settled inside the band. Keep the records, and treat the band relief as a live reading rather than a resolved one.
Idaho publishes minimums and forms; it does not publish prices, and neither will we. What is worth setting out instead is the order in which the facts get read on an Idaho submission.
Carrier class comes before everything else in Idaho, because the state’s own rule sorts by it. Common or contract carriage puts the operation inside section 020.04 and its stated figure at any weight. Private carriage routes it to a statute instead and carries an 8,000-pound gross vehicle weight proviso. A mixed operation is on both tracks, and which loads sit on which track is a documentation question as much as an operational one.
Gross combination weight rating comes second, and in Idaho it does not decide whether anything applies to a for-hire carrier — it decides which safety rules apply. Above 26,000 pounds the operation is under the full adoption at 002.04. Inside the band it is under the short list at 019.01.b. The heaviest configuration actually assembled settles it, not the specification of the power unit.
Commodity is third and it moves the statutory floor rather than only the price. Section 020.03’s five-million and one-million rungs are commodity rungs, and the definitions feeding them come out of the 1997 volume. Away from those rungs, commodity still drives the cargo question, which Idaho leaves to the contract.
Radius and the state line come fourth. Everything on this page is the intrastate answer, and section 019’s relief is written for intrastate carriers. A dispatch into Washington, Oregon, Nevada, Utah, Wyoming or Montana is a different posture for that load. Asked for a radius, most operators name a maximum; what gets priced is the spread.
Registration status is a genuine Idaho-specific input because of how enforcement runs here. There is no operating authority to suspend, so the lever is the registration itself — a lapsed certificate of insurance means the department refuses renewal or revokes. That makes filing continuity an operational risk to the fleet’s ability to move, not merely a paperwork question.
Driver ages and tenure round it out. Section 019.01.a permits hiring at eighteen for intrastate work under Idaho Code 49-303, and the placarded-hazmat limb of 019.01.b carries the federal minimum-age provision’s intrastate exception in parentheses. Neither binds an insurer, which prices youthful operators on loss experience rather than on what a rule permits.
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 Idaho 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 Idaho 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.
A short enumerated list rather than the full set. IDAPA 11.13.01.019.01.b applies 49 CFR Part 390 Subpart A, Part 391.15, Parts 392 and 393, and Part 396.1, 396.3(a), (a)(1) and (a)(2), and 396.5 through 396.9, together with the law and rules of Idaho, to intrastate carriers transporting property with a GVW, GVWR, GCW or GCWR greater than 10,000 and up to 26,000 pounds. Two general exemption clauses at 002.03 and 002.05 pull against that reading and the chapter does not reconcile them, so it is a permitted reading rather than a confirmed one.
Yes, and no. IDAPA 39.02.80.020.04 sets seven hundred fifty thousand dollars for common and contract carriers of all other property, including drive-away and tow-away units. Neither that sentence nor the duty sentence at 020.01 contains any weight, band or rating, and neither do the common-carrier and contract-carrier definitions at 010.01 and 010.02. The only weight in the chapter is an 8,000-pound gross vehicle weight proviso inside the private-carrier definition at 010.07.
No agency issues one. Idaho Code Title 61 was enumerated in full — 17 chapters, none a motor carrier chapter — and Title 49 was enumerated in full at 36 chapters with no operating-authority chapter; chapter 12 was read in full. The nearest requirement is Idaho Code 49-1233(1), which conditions registration of a motor carrier on verification that liability and property damage insurance, a surety bond or self-insurance is in effect. That is an insurance gate on registration, not a certificate of public convenience and necessity.
No. The Idaho filing is a liability filing on Form E, Department Form E-1 or W.C. 3091 under IDAPA 39.02.80.021, and the chapter defines property damage at 010.08 as damage to or loss of use of tangible property — third-party damage rather than the freight aboard. IDAPA 39.02.80 and IDAPA 11.13.01 were both read complete on September 1, 2026, and Idaho Code Title 49 chapter 12 was read in full; none contains a cargo provision. Shipper and broker contracts on this class commonly require cargo cover regardless.
Idaho has no air-mile provision of its own — a full-document search of both rule chapters and of Title 49 chapter 12 returns zero hits. Above 26,000 pounds the hours-of-service part is adopted through 002.04 and the federal short-haul provisions apply unmodified. Inside the 10,001 to 26,000 pound band the hours-of-service part is absent from the 019.01.b list altogether, so an exception to it is moot there — subject to the unresolved 002.03 and 002.05 hedge, which this page carries rather than decides.
Because it is the only Idaho provision whose weight band lands exactly on this configuration, and because it carries a temporary marking that the rest of the chapter does not. Every other section read on September 1, 2026 is stamped (7-1-24); 019.01.b is stamped (7-1-24)T. A temporary rule is fully operative while it is in force, but a lapse produces no amendment event to find, so anyone relying on it should re-read the chapter rather than a summary of it.
Two different ones. The transportation department’s insurance chapter incorporates 49 CFR 171.8, 172.101 and its appendix, 173.403, 387 and 387.5 “published in the Code of Federal Regulations volume dated October 1, 1997”, so the commodity definitions feeding its higher rungs are frozen there. The state police safety chapter uses a recompilation formula instead: subsequent recompilations are adopted by reference, but subsequent amendments are not. Neither is a rolling adoption and neither shares a clock with the other.
No such figure is published, and inventing one to fill the gap would be worse than the gap. The operation’s own facts decide it: whether the work is common, contract or private carriage, the gross combination weight rating of the heaviest configuration actually assembled against the 26,000-pound line, what is on the deck and what the dearest single shipment is worth, how the miles are really spread and how often a load leaves the state, filing continuity given that enforcement runs through registration, driver ages and tenure, and the demands the customer contract makes — an additional-insured endorsement, primary and non-contributory wording, a subrogation waiver, and a cargo figure Idaho never set.
Every figure on this page was read at the source below on September 1, 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.
