Motor carrier classes by state
Indiana has a 26,000-pound intrastate exemption, and it is written in a way that hands it to private carriers and takes it away from everyone hauling for money. The vehicle must not be “used to provide for-hire transport”. That single limb is why an Indiana hot shot has no weight floor on any of the four things the state asks of a carrier — safety, certification, financial responsibility, or the insurance filing.
Whatever is constant about this work from one state to the next — a booked delivery window, a deck chained differently every time, a single shipment worth more than the tractor and trailer combined — sits on the type page and not here. It is covered at hot shot trucking insurance.
Indiana’s own contribution is a carve-out that looks like a weight rule and is actually a carrier-class rule. IC 8-2.1-24-3(6) exempts from the chapter “Motor vehicles operating exclusively in intrastate commerce that have a gross vehicle weight, gross vehicle weight rating, gross combination weight, or gross combination weight rating equal to or less than twenty-six thousand (26,000) pounds.” Then it adds three disqualifiers, and the first one is decisive: “However, the motor vehicle may not be: (A) used to provide for-hire transport”.
So the number is real, and for a carrier hauling for compensation it is unreachable. The consequence is that Indiana’s four carrier requirements all attach at the same place — the first paid intrastate load of property — and none of them contains a weight element to argue about. That is unusual enough to be worth stating plainly rather than burying: the interesting line in this state is between private and for-hire, not between light and heavy.
Two further features of the Indiana material are worth flagging before the detail. The state states no dollar figure of its own for financial responsibility or for cargo; it points outward instead, and in the cargo case it points at a part of the federal code that no longer exists. And the rule doing the pointing answers to a chapter of the Indiana Code that was repealed in 1995. Each of those is documented below with the text as read on August 31, 2026.
Hauling for hire inside Indiana on a combination under 26,000 pounds? The exemption you may have been told about is written for private carriers. For a for-hire operation the certification, the insurance filing and the adopted safety parts all attach from the first paid load, at any weight.
Tell us whether the operation is for-hire or private, whether any of the work is construction or construction-related, and whether it stays inside Indiana. Those three answers decide which of Indiana’s reliefs, if any, are even available.
It is worth reading the two sentences together, because separately each one misleads. The chapter’s exemption section opens: “Except as provided in section 18 of this chapter, this chapter does not apply to the following”, and its sixth item is the intrastate weight exemption quoted above, ending with the three disqualifiers — the vehicle may not be “(A) used to provide for-hire transport; (B) designed or used to transport sixteen (16) or more passengers, including the driver; or (C) used to transport hazardous material in amounts requiring a placard.”
The opening words of that section are the first hedge, and they are load-bearing. “Except as provided in section 18 of this chapter” means the federal-adoption section survives every exemption in the list, including this one. So even an exempt vehicle is not outside the chapter’s safety section by virtue of the exemption alone.
The second hedge sits in section 18 itself. IC 8-2.1-24-18(j) provides: “This section does not apply to private carriers that operate using only the type of motor vehicles specified in IC 8-2.1-24-3(6).” Private carriers. That is the sentence that gives the weight exemption its real effect, and it gives it exclusively to carriers hauling their own goods.
Put the pieces in order and Indiana’s structure is clean, if unusual. A private carrier at or under 26,000 pounds, running only inside the state, unplacarded and not carrying passengers, is outside the safety chapter altogether. A for-hire carrier is inside it at any weight, because limb (A) of the exemption removes for-hire transport from the exempt class before the private-carrier sentence in section 18 can be reached.
This is the asymmetry an operator should carry away, and it is easy to be given the wrong half of it. The number 26,000 is genuinely in the Indiana Code and genuinely attached to intrastate operation. It is simply not attached to the operator this page is written for. An operation that converts from hauling its own material to hauling other people’s crosses a line in Indiana that has nothing to do with the equipment.
Once the exemption is out of reach, what remains is a set of obligations that share a single trigger. Each was read verbatim for this page, and none of the four contains a weight element.
Certification comes first. IC 8-2.1-24-15 provides: “A motor carrier may not operate a motor vehicle in the transportation of property, upon a public highway in intrastate commerce until the motor carrier has: (1) submitted forms approved by the department to be a properly certified motor carrier; and (2) been issued an acknowledgment by the department.” The verb is “may not operate … until”, so the acknowledgment precedes the first load rather than following it.
Security comes second. IC 8-2.1-24-17(a) provides: “A person may not operate a motor vehicle for the transportation of property upon a public highway, and a motor carrier may not be certified, unless the motor carrier complies with the rules adopted by the department governing the filing and approval of surety bonds, policies of insurance, qualifications of a self-insurer, or other securities or agreements.” Two consequences in one sentence — no operating, and no certification — and again no weight.
The insurance filing comes third, and it is regulatory rather than statutory. 45 IAC 16-1-2(a) provides: “Every common and contract carrier of passengers and/or property for hire by motor vehicle over the highways of the state of Indiana, in intrastate and/or interstate commerce shall, subject to the approval of the commission, file with and keep in effect and on file Uniform Motor Carrier Bodily Injury and Property Damage Liability Certificate of Insurance (commonly known as Form E Indiana) covering public liability, property damage, loss to cargo subject to the exceptions and minimum amounts hereinafter set out.”
The adopted safety text comes fourth. IC 8-2.1-24-18(a) incorporates named federal parts by reference and requires that they “be complied with by an interstate and intrastate motor carrier of persons or property throughout Indiana”, subject to the lettered exceptions. Every one of the four attaches to a carrier transporting property for hire in intrastate commerce, and that is the whole of the test.
The filing is not a formality with a soft failure mode. 45 IAC 16-1-2(h) provides that on a carrier’s failure or refusal to keep the required certificate on file, the carrier’s certificate or permit and all operations under it are suspended for thirty days by order, and if the filing and approval are not made within that period the certificate or permit “shall be permanently cancelled and revoked without further order of the commission, shall not be subject to reinstatement”. A lapse in the certificate of insurance is a route to permanent cancellation with no further hearing.
Indiana is not a state without exemptions. It is a state whose exemptions are addressed to somebody else, and reading them in a row makes the pattern unmistakable.
Hours of service. IC 8-2.1-24-18(a) provides that the adopted hours-of-service provisions, “including requirements for the maintenance of logs, do not apply to a driver of a truck that is registered by the bureau of motor vehicles and used as a farm truck … or a vehicle operated in intrastate construction or construction related service, or the restoration of public utility services interrupted by an emergency.” Farm trucks, construction service, and utility restoration. A general-freight carrier is none of the three — though an operator whose loads run to and from construction projects should look hard at whether the construction-service description fits, because if it does the hours position changes materially.
Medical relief. IC 8-2.1-24-18(g) disapplies four named federal provisions — the physical-qualification rule as it applies to a driver diagnosed as an insulin-dependent diabetic who has obtained an intrastate medical waiver, the roadside inspection rule as it applies to vehicles loaded with a perishable product, the driver vehicle inspection report rule, and the driver inspection rule — but only “to private carriers of property operated only in intrastate commerce or any carriers of property operated only in intrastate commerce while employed in construction or construction related service.” Same two classes again.
A grandfather clause frozen in 1985. IC 8-2.1-24-18(e) exempts from the adopted driver-qualification part “A person hired before September 1, 1985, who operates a motor vehicle intrastate incidentally to the person’s normal employment duties and who is not employed to operate a motor vehicle for hire”. The closing words disqualify for-hire driving on their face, and the date makes it a shrinking class by definition.
The one relief that does reach a for-hire operation is about age, and Indiana wrote it into the statute rather than a rule. IC 8-2.1-24-18(f) provides: “Notwithstanding any provision of 49 CFR 391 to the contrary, a person at least eighteen (18) years of age and less than twenty-one (21) years of age may be employed as a driver to operate a commercial motor vehicle intrastate. However, a person employed under this subsection is not exempt from any other provision of 49 CFR 391.” The second sentence is doing deliberate work — it forecloses the argument that the age relief carries anything else with it.
That relief also has no bearing on what an underwriter will do. A state declining to impose a minimum age is a licensing decision; youthful-operator loadings, minimum-experience requirements and named-driver restrictions are underwriting decisions set against loss experience, and they survive the statute untouched.
Tell us whether the operation is for-hire or private, whether any of it is construction-related, what the heaviest load actually hauled is worth, and when the current Indiana acknowledgment expires. In a state that names no amounts, those four answers carry the file.
This is a place where the honest answer is a structural one rather than a number, and supplying a number would misdescribe the state.
45 IAC 16-1-2(b) provides, in full: “Public Liability and Property Damage Coverage. The minimum amounts for public liability and property damage coverage shall be those contained in Title 49, Code of Federal Regulations, Part 387.” That is the entire subsection. No amount, no schedule, no weight break, and no edition date — the reference is undated, so it tracks the federal part as it stands rather than freezing it.
The statute adds a standard rather than a figure. IC 8-2.1-24-17(b) requires that the approved security “must be of a reasonable amount and conditioned to pay, within the amount of the surety bond, policy of insurance, self-insurance, or security or other agreement, a final judgment recovered against the motor carrier for bodily injuries to or the death of any person resulting from the negligent operation, maintenance, or use of the motor carrier’s registered motor vehicle, or for loss or damage to property of others.” A reasonableness standard is a judgment, not a table.
Two things follow that are worth being exact about. First, no Indiana document states an intrastate financial responsibility amount, so this page publishes none — a figure attributed to Indiana would be a federal figure wearing a state label. Second, the federal part the rule points at carries its own scope provisions, including a weight-based exclusion at the bottom of the range, and Indiana has not written anything that displaces or extends them. What the amount actually resolves to for a given combination is therefore a question about the federal part’s own text and the specific configuration, not a question Indiana answers.
Self-insurance is available but is discretionary and annual. 45 IAC 16-1-2(d)(1) permits the commission, “in its discretion”, to allow common carriers to qualify as self-insurers on true and accurate verified statements of financial condition; 45 IAC 16-1-2(d)(3) requires each motor carrier to file evidence of its financial condition on or before January 31 each year, with failure producing immediate suspension of authority and revocation after thirty days.
Filings run open-ended and cancel on notice. 45 IAC 16-1-2(g) requires an endorsement that the filing “will not be cancelled or withdrawn until after the commission has been given thirty (30) days’ notice in writing”, running from actual receipt, and 45 IAC 16-1-2(g)(3) provides that all filings “shall be on an ‘until-cancelled’ basis.” Practically, that means the state’s record of the account changes on the insurer’s notice rather than on the policy’s expiry, and the two are not the same date.
Indiana’s cargo requirement is unusual twice over: it is bundled into the liability certificate, and its amount is set by a reference that cannot be dereferenced.
The bundling is on the face of 45 IAC 16-1-2(a), quoted above: the Form E filing covers “public liability, property damage, loss to cargo”. In uniform practice the bodily-injury-and-property-damage certificate and the cargo certificate are different documents. The Indiana rule as published assigns all three to one form, and that is quoted here as it reads rather than reconciled, because reconciling it would be an assumption.
The amount is the harder problem. 45 IAC 16-1-2(c) provides: “Coverage for Loss or Damage to Cargo. The minimum amounts of coverage for loss or damage to cargo shall be those contained in Title 49, Code of Federal Regulations, Part 1043.” There is no Part 1043 in Title 49. The complete part structure of Title 49 at the August 1, 2026 snapshot was enumerated for this page — 419 parts — and it contains the financial responsibility part the liability subsection points at, and contains no Part 1043 and no Part 1023.
The dangling reference propagates. 45 IAC 16-1-2(d)(1) allows the commission to qualify a self-insurer only on satisfaction that it can meet its obligations for public liability, property damage and loss or damage to cargo “in not less than the respective minimum amounts set out in subsections (b) and (c) of this section” — that is, by reference to the same part that is not there.
This page declines to supply a figure for it. Naming the amounts that a repealed federal part once carried would be inferring a live obligation from a source no current Indiana document reproduces, and the reader would have no way to tell an inference from a reading. What is verified is the requirement: an Indiana intrastate for-hire property carrier’s certificate must cover loss to cargo, and that certificate is a precondition to holding authority.
Commercially, the gap moves the decision entirely into the contract. With no state cargo amount that can be looked up, a workable motor truck cargo limit comes from what the customer’s contract demands and what the most valuable deck is worth — and in this class the most valuable deck is rarely the heaviest one.
The Indiana insurance rule is old, and its provenance is visible in the document itself. This is not a curiosity; it is the reason a reader who tries to follow the rule back to its authority ends up somewhere that no longer exists.
The authority line printed with 45 IAC 16-1-2 reads “Authority: IC 8-2.1-18-6 / Affected: IC 8-2.1-18”. Indiana Code Article 2.1 was read whole for this page, and Chapter 18 appears in it as a single line: “IC 8-2.1-18 Chapter 18. Repealed. Repealed by P.L.110-1995, SEC.35.” The enabling chapter has been gone for three decades and the rule remains published as current.
The rule’s own history block explains the vocabulary. Filed in 1970 and again in 1974, with its most recent substantive filing on November 20, 1986, it was “Transferred from the Indiana Utility Regulatory Commission (170 IAC 2-1-2) to the Department of State Revenue (45 IAC 16-1-2) by P.L. 72-1988, SECTION 12, effective July 1, 1988.” The text was moved but not rewritten, which is why it still speaks throughout of “the commission”, still directs a cancellation endorsement to an office in Indianapolis, still refers to filings made “in compliance with 170 IAC 2-1”, and still conditions an annual self-insurance proof on a filing made “prior to the purchase of P.S.C.I. identification stamps” — an acronym for a commission that has not administered this rule since 1988.
There is one further internal misalignment worth naming, because it affects how a lapse would be argued. 45 IAC 16-1-2(h), the suspension and permanent-cancellation provision, describes the failure it punishes as failure to keep the required documents on file “as provided for in subsections (b) to (e) of this section”. The filing duty itself is in subsection (a).
None of this makes the requirement optional. The department of state revenue is named in the statute as the intrastate registrar, IC 8-2.1-24-17(a) makes compliance with the department’s filing rules a condition of both operating and being certified, and 45 IAC 16-1-2 is the only published rule answering that statutory reference. What the age of the instrument changes is the reliability of anything you read about it second-hand, and how much weight to put on a summary written by someone who did not open the rule.
Some states freeze the federal text at a stated edition. Some adopt it as amended from time to time. Indiana does neither in words, which is a third position and has to be described rather than assumed into one of the first two.
The statute is bare. IC 8-2.1-24-18(a) opens: “49 CFR Parts 40, 375, 380, 382 through 387, 390 through 393, and 395 through 398 are incorporated into Indiana law by reference”. There is no edition, no “as in effect on”, no “revised as of”, and no “and amendments thereto”. The incorporation is undated in both directions.
The administrative side is older and no more specific. 45 IAC 16-1-12, the safety-requirements rule, adopts “The Motor Carrier Safety Regulations prescribed and adopted by the Federal Highway Administration Bureau of Motor Carrier Safety not in conflict with the laws of the State of Indiana (except Part 394 — Recording and Reporting of Accidents), and the laws of the State of Indiana”, and adds that “where the laws of the State of Indiana recognize said Motor Carrier Safety Regulations as an alternative, compliance with said Regulations shall be sufficient.” It names an agency that no longer exists and excepts a part of the federal code that no longer exists, and it too carries no date.
Nor is there a third instrument where a date could be hiding. IC 8-2.1-24-18(k) provides that “The superintendent of state police may adopt rules under IC 4-22-2 governing the parts and subparts of 49 CFR incorporated by reference under this section.” The verb is permissive. On the face of the current administrative code the state police title contains no motor carrier article at all, and the only motor carrier article in the administrative code is the one described above.
The practical consequence for an operator is that Indiana gives no anchor date to check currency against. When the federal text moves, there is no Indiana instrument that either follows it in terms or holds it still in terms. Any claim about which version applies in Indiana is an argument rather than a citation, and a page that offered a date would be inventing certainty the state has not provided.
Indiana’s certification runs on a calendar year rather than an anniversary, and the renewal window is narrow enough to be missed by an operator who thinks in twelve-month terms.
IC 8-2.1-24-15 provides that an acknowledgment issued by the department “remains in effect until December 31 of the year in which the acknowledgment is issued.” An operation certified in October holds an acknowledgment for less than three months.
IC 8-2.1-24-16 then sets the renewal mechanics: the application must be on a form prescribed by the department; it “may be received by the department at any time after September 30 of the year preceding the year of certification and must be received before November 30 of the year preceding the certification year”; and “A certification expires December 31 of each year”, with the department able to extend a term for cause. The filing window is two months wide and it closes a month before the certificate does.
There is a second annual date sitting alongside it. Under 45 IAC 16-1-2(d)(3) a carrier’s evidence of financial condition is due on or before January 31 each year. So an Indiana account carries a November renewal deadline, a December 31 expiry and a January 31 financial filing — three dates, none of which is the policy renewal date, and none of which moves when the policy does.
One further registration sits beside all of it. IC 8-2.1-24-20 requires a motor carrier transporting property or passengers for compensation to be properly registered under the unified carrier registration system before operating intrastate, and expressly excludes “a person exclusively engaged in the private transportation of nonhazardous property.” That is the private-versus-for-hire distinction appearing for the fourth time in the same chapter.
For an underwriter these dates are read as a description of the account’s administration. A carrier that has kept a certification current across several calendar years, filed on time, and never allowed the certificate of insurance to lapse into the thirty-day suspension window is a different submission from one whose history has to be reconstructed, whatever the loss runs say.
Nobody prices this class from a schedule, and a number produced sight unseen would be fabricated. The list below is what an Indiana file gets read for, in the order Indiana makes it matter.
Carrier class is first and it is not close. Every relief in the Indiana chapter — the weight exemption, the medical provisions, the 1985 grandfather, the unified registration exclusion — is addressed to private carriers or to construction service. A for-hire operation is inside all four requirements at any weight, and an operator who has been advised otherwise is usually being described as a private carrier by someone who did not read limb (A).
Whether the work is construction or construction-related is second, because it is the one description that changes an Indiana for-hire carrier’s position materially. The hours-of-service carve-out and the medical provisions both name construction and construction-related service, and a carrier whose loads run to and from job sites should establish whether it fits rather than assuming it does not.
Cargo value is third, and Indiana leaves it entirely open. The state folds cargo cover into the certificate and then sets the amount by a reference that cannot be followed. What remains is a customer contract on one side and the most valuable load the operation actually carries on the other, and the distance between a typical deck and the worst one is where claims in this class land.
Radius and the state line are fourth. Indiana’s adopted safety text reaches interstate and intrastate carriers alike, but the certification, the security requirement and the Form E filing are written for intrastate operation, and an operation that crosses into Illinois, Ohio, Kentucky or Michigan is answering a different set of questions on those loads.
Fifth is the equipment as assembled. A combination rating does not change Indiana’s answer to whether the four requirements attach — they attach either way — but it changes almost everything about the physical risk being underwritten. The number to use is the one produced by the trailer actually hooked up, not the one printed on the power unit’s door.
Sixth is the paper the truck never carries. Leasing on rather than running on the operator’s own certification changes who answers first. A demand for insured status in a customer contract changes it again; wording that puts one policy in front of every other and rules out sharing changes the order of response; and a recovery right handed over at signing quietly removes something nobody costed. None of that touches a specification. In a state that publishes no amounts of its own, this paper is where the amounts actually come from — see the general freight and first-year operation pages.
The absences were checked in the instruments rather than assumed, and both Indiana documents were served whole and searched whole, so the negatives are stated at the strength that supports.
Indiana has no air-mile provision of its own. IC 8-2.1-24-18 was read in full and a full-text search of the article for “air-mile”, “air mile” and “radius of” returns nothing; the only motor carrier article in the administrative code was read in full and likewise contains no air-mile provision. The federal short-haul provisions therefore apply to Indiana intrastate carriage as incorporated.
Indiana writes no general hours-of-service variance for a for-hire property carrier. The two hours provisions in the chapter are the farm-truck, construction-service and utility-restoration carve-out at IC 8-2.1-24-18(a), and the agricultural provision at IC 8-2.1-24-18(h), which sets the planting-and-harvesting season as the period between January 1 and December 31 of each year and restricts the intrastate agricultural exception to single vehicles and cargo tank motor vehicles of not more than 5,400 gallons capacity.
Indiana states no financial responsibility amount and no reachable cargo amount, which is why neither appears on this page as an Indiana figure.
And Indiana neither names this work nor opens a certificate class for it, prints no schedule against it and requires no endorsement peculiar to it. Not one word this trade uses for itself survives into the instruments that reach it. What Indiana did instead was write a weight exemption and then hand it to a different kind of carrier, and the effect of that drafting choice on a for-hire light combination is the whole of the state’s story.
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 Indiana 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 Indiana 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.
No, and the exemption says so on its face. IC 8-2.1-24-3(6) exempts intrastate vehicles at or under 26,000 pounds and then provides that “the motor vehicle may not be: (A) used to provide for-hire transport”. IC 8-2.1-24-18(j) then confines the relief to “private carriers that operate using only the type of motor vehicles specified in IC 8-2.1-24-3(6).” A carrier hauling property for compensation is inside the chapter at any weight. Read from the 2026 Indiana Code on August 31, 2026.
Yes. IC 8-2.1-24-15 provides that a motor carrier “may not operate a motor vehicle in the transportation of property, upon a public highway in intrastate commerce” until it has submitted the department’s approved forms and been issued an acknowledgment. There is no weight element. IC 8-2.1-24-20 separately requires unified carrier registration before operating intrastate for compensation, and expressly excludes a person exclusively engaged in the private transportation of nonhazardous property.
45 IAC 16-1-2(a) requires every common and contract carrier of property for hire over Indiana highways to file and keep on file the Uniform Motor Carrier Bodily Injury and Property Damage Liability Certificate of Insurance, known as Form E Indiana, “covering public liability, property damage, loss to cargo”. Filings are on an until-cancelled basis with thirty days’ written cancellation notice. Failure to keep the certificate on file suspends the certificate or permit for thirty days and then cancels it permanently without further order.
Indiana states none of its own. 45 IAC 16-1-2(b) provides only that “The minimum amounts for public liability and property damage coverage shall be those contained in Title 49, Code of Federal Regulations, Part 387”, with no amount and no edition date, and IC 8-2.1-24-17(b) adds only that the security must be “of a reasonable amount”. No Indiana document states a dollar figure, so none is published here — a number attributed to Indiana would be a federal number wearing a state label.
The requirement is verified; the amount cannot be. 45 IAC 16-1-2(c) provides that “The minimum amounts of coverage for loss or damage to cargo shall be those contained in Title 49, Code of Federal Regulations, Part 1043.” Title 49 has no Part 1043. The complete part structure of Title 49 was enumerated at the August 1, 2026 snapshot — 419 parts — and it contains no Part 1043 and no Part 1023. No figure is supplied here, because supplying one would mean inferring a live obligation from a source no current Indiana document reproduces.
Yes, as a matter of state law. IC 8-2.1-24-18(f) provides that “Notwithstanding any provision of 49 CFR 391 to the contrary, a person at least eighteen (18) years of age and less than twenty-one (21) years of age may be employed as a driver to operate a commercial motor vehicle intrastate”, and then adds that such a person “is not exempt from any other provision of 49 CFR 391.” The relief is age and nothing else. What a program will accept is a separate question, decided on loss experience rather than on the statute.
Only for named classes. IC 8-2.1-24-18(a) disapplies the adopted hours provisions, including log maintenance, to a driver of a registered farm truck, a vehicle operated in intrastate construction or construction-related service, or the restoration of public utility services interrupted by an emergency. IC 8-2.1-24-18(h) sets the planting-and-harvesting season as January 1 to December 31 and restricts the intrastate agricultural exception to single vehicles and cargo tank vehicles of not more than 5,400 gallons. A general-freight carrier gets the adopted rules unchanged.
On December 31 of the year it was issued, whenever in that year it was issued, under IC 8-2.1-24-15. IC 8-2.1-24-16 sets the renewal window: the application may be received any time after September 30 of the preceding year and must be received before November 30 of the preceding year, and the department may extend a term for cause. A separate annual date sits alongside it — 45 IAC 16-1-2(d)(3) requires evidence of financial condition on or before January 31 each year.
Price on this class is a judgment rather than a lookup, and a figure supplied sight unseen would be fabricated. It follows from whether the operation is for-hire or private; whether any of the work is construction-related; the worth of the most valuable load carried, given a state cargo amount that cannot be dereferenced; how far the trucks run and whether any dispatch leaves Indiana; the rating the trailer in service produces; the certification and filing record; whether the authority belongs to the operator or to somebody else; driver experience; and any insured-status requirement, response-order clause or surrendered recovery right in a shipper’s contract.
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.
