Minnesota hot shot trucking insurance for light-combination and expedited freight operators

How this work behaves — the dispatch pattern, the loading, the way a cargo limit gets tested — is the same in Duluth as anywhere else, and it is covered on the hot shot trucking insurance page. What is covered here is Minnesota’s drafting, because the drafting is what decides whether any of it reaches a light combination at all.

Minnesota has no name for this trade. Chapter 221 defines no such class, registers no such class and writes no filing table for one. It reaches the operation through a definition that regulates motor carriers by what they do rather than by what they drive — and that single drafting choice is the whole reason a light combination is inside the regime here when it would be outside it in several neighboring states.

Two features of Minnesota’s drafting make it worth reading closely rather than skimming. The first is that its federal adoptions are subtractive: each subdivision of the adoption statute takes a federal part and then names the sections that are not incorporated, so you learn what applies by reading what was left out. The second is that its definitions do work most states’ definitions do not — one of them confers a status by the act of filing, and another quietly decides which of two duties an exemption reaches.

Each number here carries the instrument that produced it. The insurance amount sits in a rule whose own wording is three decades out of date while its figures remain current, and this page says so rather than tidying the discrepancy away.

There is no weight in the definition that starts it

Minn. Stat. §221.012, subd. 25 reads, in full: “‘Motor carrier’ means a person engaged in the for-hire transportation of property or passengers.” It then excludes three named categories — persons providing transportation described in section 221.025, building movers subject to section 221.81, and limousine services under section 221.84. There is no weight element, no rating band and no equipment description anywhere in it.

Three duties hang off that definition or off equally weightless language beside it, and each of them reaches this operator.

Minn. Stat. §221.026, subd. 1 provides that “No person may engage in the for-hire transportation of property, other than household goods, in Minnesota unless the person has filed a registration statement with the commissioner on a form the commissioner prescribes.” §221.141, subd. 1(a) provides that “No motor carrier and no interstate carrier shall operate a vehicle until it has obtained and has in effect the minimum amount of financial responsibility required by this section”, and requires a certificate of insurance to be filed with the commissioner “Before providing transportation”. And §221.0314, subd. 1(a) provides that “Intrastate motor carriers must comply with the federal regulations incorporated in this section.”

For contrast, Minnesota does write a weight when it means one. §221.031, subd. 2(b) reaches private carriers only where they operate “vehicles with a gross vehicle weight of more than 10,000 pounds”. Private carriage has a floor. For-hire carriage does not, and the difference is deliberate rather than an oversight.

There is one more definitional turn that is easy to read past and is worth pausing on. §221.012, subd. 27 defines a “motor carrier of property” as “a motor carrier engaged in the for-hire transportation of property, other than household goods, in Minnesota who has filed a registration statement with the commissioner.” The status is conferred by the filing. An operator who has not filed is still a motor carrier under subd. 25 and still owes the duties that run to that term — but is not yet a motor carrier of property, which is the term several of the chapter’s exemptions and procedures use.

So the compliance question in Minnesota is not what the truck weighs. It is whether property is being moved for someone else’s money, and after that, which of two very similar defined terms a given sentence happens to use.

The 10,000 pound line decides what applies, not whether anything does

Minnesota does have a light-vehicle threshold and it is the figure most likely to be quoted back as though it were an exemption. It is not one.

§221.012, subd. 22 defines a “lightweight vehicle” as “a vehicle with a gross vehicle weight of 10,000 pounds or less, but does not include a vehicle transporting passengers for hire or a vehicle transporting hazardous materials that must be placarded or marked under Code of Federal Regulations, title 49, section 177.823.”

That term is then used in two subdivisions of the adoption statute, and it is used in opposite directions. §221.0314, subd. 9(c) provides that “The requirements of Code of Federal Regulations, title 49, part 395, do not apply to drivers of lightweight vehicles” — the hours part is off. And subd. 7 provides that “despite the first paragraph of Code of Federal Regulations, title 49, section 393.95, a lightweight vehicle must carry a fire extinguisher meeting the requirements in Code of Federal Regulations, title 49, section 393.95.” An affirmative state command, imposed on precisely the vehicles that the federal text would otherwise leave out.

Read those two together and the structure is unmistakable. A nine thousand pound for-hire cargo van running intrastate in Minnesota is inside the adoption, is outside the hours part, and must carry a fire extinguisher because the state said so. It is registered, it is insured to the state’s amount, and it is subject to the parts as adopted. The 10,000 pound figure changed three things about its obligations and changed nothing about whether it had any.

For a truck-and-gooseneck operation the line is usually above rather than below, which means the hours relief does not apply and the extinguisher command is unnecessary because the federal text already reaches it. But the line matters for a mixed fleet. An operator running a heavy combination and a light sprinter under one registration is running two different Part 395 postures out of one yard, and the difference is a per-vehicle fact rather than a per-carrier one.

Note also what the definition excludes: passengers for hire and placarded hazardous material are outside the lightweight category at any weight. A small vehicle carrying a placarded quantity is not a lightweight vehicle in Minnesota, and the Part 395 relief does not reach it.

• Under 10,000 pounds gross vehicle weight, for-hire, non-placarded — registration and financial responsibility both apply; the hours part does not; a fire extinguisher is required by express state command.
• Over 10,000 pounds — registration and financial responsibility apply; the hours part applies as adopted, subject to the subdivision 9 subtractions.
• Passengers for hire, or placarded hazardous material, at any weight — outside the lightweight definition entirely.
• Private carriage — a separate regime, and the only place in the chapter where a weight floor genuinely does gate the duty, at §221.031, subd. 2(b).

Working out which federal rules apply is a subtraction problem

Minnesota does not adopt federal parts wholesale and it does not adopt them selectively by naming what is in. It adopts each part and then names what is out, which means an operator who reads only the first clause of a subdivision has read half of it.

The driver-qualification part is adopted at §221.0314, subd. 2 “except for sections 391.2; 391.11, paragraph (b)(1); 391.47; 391.49; 391.62; 391.64; 391.67; 391.68; and 391.69.” The subdivision then adds a clause that does a great deal of quiet work: “In addition, cross-references to sections or paragraphs not incorporated in this subdivision are not incorporated by reference.” A cross-reference in an adopted section pointing at an unadopted one falls with it.

The inspection, repair and maintenance part is adopted at subd. 10 “except that sections 396.9; 396.11, paragraph (a), clause (5); 396.17; 396.19; 396.21; and 396.23 of that part are not incorporated.” The periodic inspection provisions are in that list. No annual inspection obligation flows to an intrastate Minnesota carrier from the state’s own adoption — which is the opposite of the position in several neighboring states, and it is a difference worth knowing before an operator assumes the record exists.

The hours part is adopted at subd. 9(a) “except that paragraphs (a), (c), (d), (f), (h), (i), (m), and (n) of section 395.1 of that part are not incorporated”, with the same cross-reference clause repeated. Establishing what remains is done by elimination: the short-haul provision at §395.1(e) is not among the paragraphs Minnesota declines, so it carries over unchanged. That is a negative established by reading the list, not by finding an affirmative adoption of it.

Subd. 9(b) adds one Minnesota-written definition: “For purposes of Code of Federal Regulations, title 49, part 395.1, paragraph (k), the planting and harvest period for Minnesota is from January 1 through December 31 of each year.” Agricultural, and not reaching general freight.

Three word-substitutions in subd. 1(b) apply throughout the adopted text and are the reason the federal parts read coherently as state law at all: “motor carrier” means a carrier required to comply with the section; a reference to a federal agency or office means the Minnesota Department of Transportation; and a reference to a federal administrative officer means the commissioner of that department. Every adopted provision that names a federal office is really naming St. Paul.

Two driver provisions Minnesota wrote itself sit alongside the subtractions. Subd. 4 provides that drivers of vehicles engaged in intrastate transportation and subject to subd. 2 “must be at least 18 years of age”. And subd. 5 requires a carrier to keep each driver’s qualification file at its principal place of business “for as long as a driver is employed by that carrier and for three years after the driver leaves employment”, with regional or terminal storage permitted only on written request to and written approval of the commissioner.

The exemption list reaches your insurance duty and not your registration duty

This is the cross-read on this page that most rewards being slow, because two provisions that look interchangeable are not, and the difference is one word.

Minn. Stat. §221.025 opens: “The provisions of this chapter requiring a certificate or permit to operate as a motor carrier do not apply to the intrastate transportation described below”, and then lists fourteen categories. On its own terms it is keyed to the certificate-or-permit regime.

But §221.012, subd. 25 builds that list into the definition of “motor carrier” itself: the term “does not include a person providing transportation described in section 221.025”. So wherever the chapter imposes a duty on a motor carrier, an operator inside §221.025 is outside the duty by definition, whatever the exemption section’s own opening words say about certificates and permits.

Now compare the two duties. §221.141, subd. 1(a) begins “No motor carrier and no interstate carrier shall operate a vehicle until it has obtained … financial responsibility”. That uses the defined term, and the §221.025 exclusion therefore reaches it. §221.026, subd. 1 begins “No person may engage in the for-hire transportation of property … unless the person has filed a registration statement”. That uses “person”, not the defined term, and the exclusion does not reach it by the same route.

One word apart, two different answers, in adjacent sections of the same chapter. Nothing in either text flags the difference, and no compliance summary that treats the exemption list as a single switch will get this right.

It is worth knowing what is in the fourteen clauses, because most of them are commodity-based or service-based rather than equipment-based. The only weight in the entire list is at clause (13), which covers “the transportation of newspapers, telephone books, handbills, circulars, or pamphlets in a vehicle with a gross vehicle weight of 10,000 pounds or less” — and that limb is commodity-specific, so it does nothing for general freight in the same vehicle.

The practical instruction is to test each duty against its own sentence rather than against a general sense of whether the operation is exempt. In Minnesota an operation can be outside the certificate regime, outside the financial responsibility duty by definition, and still owe a registration statement.

You do not hold a permit here, you hold a certificate of registration

Minn. Stat. §221.0251 sets out what a motor carrier of property actually obtains, and it is not the instrument the chapter’s older sections describe.

Subdivision 1(a) requires a person who wishes to operate as a motor carrier of property to “file a complete and accurate registration statement with the commissioner”, and subdivision 1(b) enumerates the nine items it must contain. Subdivision 2 restricts who may sign: “A registration statement may be signed only by a corporate officer, general partner, limited liability company board member, or sole proprietor. A signature must be notarized.” An office manager or a broker cannot sign it, and the notarization is a statutory requirement rather than an administrative preference.

Subdivision 3(a) sets the issuing condition and, unusually, states a disqualification in the same breath: “The commissioner shall issue a certificate of registration to a registrant who has filed a registration statement that complies with subdivisions 1 and 2 and paid the required fee, has a satisfactory safety rating and, if applicable, has complied with the financial responsibility requirements in section 221.141. The commissioner may not issue a certificate of registration to a registrant who has an unsatisfactory safety rating.”

Subdivision 4 makes the certificate non-transferable and open-ended: “A certificate of registration is not assignable or transferable and is valid until it is suspended, revoked, or canceled.” There is no renewal date to miss, and there is nothing to buy from a retiring carrier.

§221.026, subd. 2 then exempts a motor carrier of property from a list of the chapter’s older machinery — sections 221.021, 221.121, 221.122, 221.131, 221.132, 221.161, 221.172 subdivision 3, and 221.185 — “except as provided in subdivision 4”, and adds that “The exemptions in this subdivision do not apply to a motor carrier of property while transporting household goods.” Section 221.021 is the certificate-or-permit requirement itself. A property carrier is expressly outside it.

And subdivision 4 is the exception that ties insurance to authority: the commissioner “shall suspend or cancel … the registration of a motor carrier of property who fails to file with the commissioner or maintain the insurance or bond required under section 221.141. A person may not engage in the for-hire transportation of property, other than household goods, in Minnesota while the person’s registration is under suspension or cancellation under this subdivision.” An insurance lapse is not a paperwork problem in Minnesota; it takes the registration, and operating under suspension is separately prohibited.

§221.026, subd. 3 completes the picture: “A motor carrier of property is subject to those federal regulations incorporated by reference in section 221.0314, unless exempted from those regulations by section 221.031.” Registration, insurance and safety are three threads and this subdivision is where the third one is tied on.

The amount is $100,000 / $300,000 / $50,000, and the rule that sets it names an agency that no longer exists

The statute delegates the number rather than stating it. §221.141, subd. 1b provides that “Except as provided in subdivision 1d, the amount of insurance, bond, or other security required for motor carriers is the amount prescribed by order of the commissioner. The amount prescribed may from time to time be reduced or increased by order of the commissioner.”

The prescribed amount is nevertheless published, and it is published as a rule. Minn. R. 8855.0450, subpart 1 reads in full: “Motor carriers of property operating under a certificate or permit issued by the board shall obtain or cause to be obtained coverage against public liability in the following amounts: A. limit for bodily injury to or death of one person, $100,000; B. limit for bodily injury to or death of all persons in any one accident, $300,000; and C. limit for loss or damage to property of others, other than cargo, $50,000.” Subpart 2 sends carriers of hazardous waste, substances or materials in the quantities described in 49 CFR §387.7 to the amounts required by that section instead.

Read subpart 1’s opening clause again, because it describes something that does not exist any more. It is written to carriers “operating under a certificate or permit issued by the board”. A motor carrier of property today holds neither — it holds a certificate of registration under §221.0251, subd. 3 and is expressly exempted from the certificate-or-permit regime by §221.026, subd. 2 — and “the board” is the Transportation Regulation Board, abolished in the recodification that repealed several of the neighboring parts of this same rule chapter.

The honest description is that the rule’s terms are stale and its numbers are live. The department applies those amounts to the registration regime, and its own current property carrier registration statement instructs the applicant to have the insurance company file and maintain not less than $100,000/$300,000 public liability and $50,000 property damage. Nothing here rests on inference: the figures are in a published rule with statutory authority cited to §221.141 itself.

One clause in the statute is worth more to a combination operator than the amounts are. §221.141, subd. 1(a) requires that the insurance “must cover injuries and damage to persons or property resulting from the operation or use of motor vehicles, regardless of whether each vehicle is specifically described in the policy.” For a fleet that adds and drops trailers, that is a structural protection written into the requirement rather than negotiated into the policy.

The same sentence carries the exclusion that shapes everything in the next section: “This insurance does not apply to injuries or death to the employees of the motor carrier or to property being transported by the carrier.” Cargo is outside the mandated coverage by the statute’s own words. Employee injury is outside it too, which is where workers compensation sits rather than being an add-on to the filing.

Who is allowed to write the policy, and how it has to be endorsed

Minnesota constrains the market at statute level rather than in a rule, and the constraint is narrower than the equivalent provisions in several nearby states.

§221.141, subd. 1e provides that a policy, bond or other evidence of financial responsibility “does not satisfy the requirements of this section unless: (1) the insurer or surety furnishing the evidence of financial responsibility is authorized or registered by the Department of Commerce to issue the policies, bonds, or certificates in this state; or (2) the insurer is a risk retention group registered under chapter 60E and the insured is a nonprofit organization that is exempt from taxation under section 501(c)(3) of the Internal Revenue Code of 1986.”

Two things follow. The general requirement is Department of Commerce authorization or registration, which is a placement question that has to be answered before a market is approached rather than after a quote is in hand. And the risk retention group route exists but is confined to a specific class of insured — a nonprofit exempt under section 501(c)(3) — so it is not an alternative available to an ordinary for-hire freight operation.

The endorsement requirement is in subd. 1b and it is written with an alternative built in: each policy, surety bond or other evidence “must be amended by attachment to the policy of Form MCS-90 prescribed in Code of Federal Regulations, title 49, section 387.15, or must by its terms provide coverage that conforms to the terms and conditions of that endorsement.” Attaching the form is one way to satisfy it; drafting to its terms is another. The endorsement conforms to the limits written into the policy it is attached to, so it does not raise the amount.

Cancellation is thirty days and it runs to two recipients. Subd. 1a provides that evidence of financial responsibility issued to satisfy the section “may be canceled on not less than 30 days’ written notice to the insured and to the commissioner.” Missing either recipient does not start the clock.

And subd. 1f defines the term the whole section turns on: “‘Financial responsibility’ means a policy of insurance, surety bond, or other financial undertaking sufficient to pay liability amounts required by this section.” Sufficiency is measured against the section’s amounts, which is where subpart 1 of the rule does its work.

One narrow exception sits at subd. 1(c): the section does not apply to a charitable organization exempt under section 501(c)(3) when the transportation furthers its charitable mission, and such an organization complies instead with the no-fault insurance requirements of section 65B.48.

Cargo here is a duty on your insurer, not a duty on you

Minnesota’s cargo position is unusual in shape rather than in outcome, and the shape is what makes it worth stating carefully.

There is no cargo requirement for a general motor carrier of property. §221.141, subd. 1(a) excludes property being transported by the carrier from the mandated liability coverage. The general cargo security amount that used to sit in the rules — Minn. R. 8855.0500, subpart 1 — is marked repealed, by L 2005 1Sp6 art 3 s 108. There is nothing left to file and no amount to file it at.

There is a cargo requirement for one traffic only. §221.141, subd. 4 provides that “A household goods mover shall maintain in effect cargo insurance or cargo bond in the amount of $50,000 and shall file with the commissioner a cargo certificate of insurance or cargo bond”, conforming to Form H or Form J, issued in the full and correct name of the person to whom the household goods mover permit was issued.

What survives in the rules for everyone else binds the wrong party to be of any use to a carrier. Minn. R. 8855.0500, subpart 2 provides that “Each insurance company insuring cargo shall file a cargo certificate of insurance, form H … or a cargo bond on form J”. That is a filing duty on an insurer that does insure cargo. It does not require a carrier to buy cargo cover, and it creates no minimum amount for one that does.

Both the statute and the rule describe Forms H and J by reference to a part of Title 49 that is no longer in that title. The $50,000 figure in subd. 4 is a live number regardless; it is the form description that dangles, which is a good illustration of why a citation inside an adopted reference deserves the same currency check as the adopting text.

The consequence for a general-freight operator is the familiar one and it is worth being blunt about. The state sets no cargo limit at all, so the operative number is whichever one the freight contract names — and if no contract names one, it is whatever happened to be bought at inception and never revisited. The motor truck cargo limit should be read against the value of the heaviest shipment actually carried rather than the typical one, because there is no statutory floor in this state to catch the difference.

A binary question, a fleet split, and a safety rating that gates the registration

Chapter 221 prescribes an amount to carry, not a price to pay for it. The facts below are what a market works through instead, ordered by which Minnesota provisions actually bind.

The for-hire question comes first and it is binary rather than graduated. Because §221.012, subd. 25 has no weight in it, an operation either carries property for someone else’s money or it does not, and everything else follows from that answer. There is no small-truck posture to fall back into.

Fleet composition is second, and specifically whether any vehicle sits at or under 10,000 pounds gross vehicle weight. That single fact splits the fleet’s hours posture in two and adds an express equipment requirement to the light end. A mixed fleet running one heavy combination and one light van is running two compliance patterns out of one yard.

Whether the operation is inside §221.025 is third, and it has to be tested duty by duty rather than once. The exemption list reaches the financial responsibility duty through the definition of motor carrier and does not reach the §221.026 registration duty, which speaks of a person. Getting that backwards produces either an unnecessary filing or an unregistered operation.

Cargo is fourth and it is unanchored. With subpart 1 of the cargo rule repealed and the statute excluding cargo from the mandated coverage, there is no state figure to reason from. It has to be reasoned instead from which goods move and from what the biggest single shipment would cost to replace.

The admitted-market requirement is fifth. Department of Commerce authorization or registration is a precondition of the evidence satisfying §221.141 at all, and the risk retention group alternative is closed to an ordinary for-hire operation. That narrows the set of markets that can be used, independently of price.

The safety rating is sixth and it is unusual in being an issuing condition rather than a rating factor. The commissioner may not issue a certificate of registration to a registrant with an unsatisfactory safety rating, and the registration is suspended or canceled if the insurance lapses. In Minnesota the compliance record and the ability to operate are wired together at statute level.

Authority posture and the contract stack close it as everywhere. Whether the operation runs on its own certificate of registration or leased on to another carrier decides whose filing this is, while a customer’s insurance schedule can name additional parties, reorder which policy answers first, and sign away a right of recovery, none of it touching the equipment.

• Whether the transportation is for hire, since the defining term carries no weight element at all.
• Whether any vehicle in the fleet sits at or under 10,000 pounds gross vehicle weight, which splits the hours posture and adds an express equipment requirement.
• Whether the operation falls inside §221.025, tested separately against the registration duty and the financial responsibility duty.
• Which goods move, and what the biggest single shipment would cost to replace, with no state figure standing behind it.
• Whether the intended market is authorized or registered by the Department of Commerce to issue the policy in Minnesota.
• Safety rating, which is an issuing condition for the certificate of registration and not merely an underwriting input.
• Obligations the customer contract puts on the policy: additional insureds, primary and non-contributory response, waived subrogation.

Coverage lines a Minnesota hot shot account usually carries

The state minimum is a licensing threshold. The program an operator actually needs is built from these lines:

• Trucking Auto Liability — Primary liability coverage for bodily injury and property damage caused by your truck while under dispatch.
• Physical Damage — Collision and comprehensive coverage for the tractor, trailer, and attached equipment you own or finance.
• Motor Truck Cargo — Coverage for the freight you haul against loss or damage in transit.
• Trailer Interchange — Coverage for non-owned trailers you pull under written interchange agreements.
• General Liability — Coverage for premises and operations liability away from the truck — terminal yards, customer docks, and non-driving exposures.
• Workers Compensation — Statutory coverage for driver and yard-employee injury, structured for trucking payrolls and interstate operations.
• Non-Trucking (Bobtail) Auto Liability — Liability coverage for the tractor when operated off-dispatch — bobtailing home or running personal errands.
• Pollution Liability — Coverage for cargo-related pollution events and upset/overturn spills not covered by standard auto liability.

Why Truck Guard Insurance for a Minnesota hot shot account

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 Minnesota 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 Minnesota 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.

Sources

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.

• Minn. Stat. §221.012 — Definitions — Subdivision 22, lightweight vehicle at 10,000 pounds gross vehicle weight or less, excluding passengers-for-hire and placarded hazardous material vehicles; subdivision 25, motor carrier defined with no weight element and excluding transportation described in section 221.025, building movers and limousine services; subdivision 27, motor carrier of property, a status conferred by having filed a registration statement with the commissioner. Read on the Revisor’s own host August 31, 2026.
• Minn. Stat. §221.026 — Motor carrier of property; exemptions — Read in full August 31, 2026. Subdivision 1, the registration duty imposed on a person rather than on a motor carrier; subdivision 2, the exemption from sections 221.021, 221.121, 221.122, 221.131, 221.132, 221.161, 221.172 subd. 3 and 221.185, not applying while transporting household goods; subdivision 3, subjection to the federal regulations incorporated by section 221.0314; subdivision 4, suspension or cancellation of the registration for failure to file or maintain the section 221.141 insurance, and the prohibition on operating while suspended.
• Minn. Stat. §221.0251 — Motor carrier of property; registration — Subdivision 1, the registration statement and its nine required contents; subdivision 2, the restriction on who may sign and the notarization requirement; subdivision 3(a), issuance conditioned on compliance, fee, a satisfactory safety rating and section 221.141 compliance, with issuance forbidden to a registrant with an unsatisfactory safety rating; subdivision 4, the certificate is not assignable or transferable and is valid until suspended, revoked or canceled. Read August 31, 2026.
• Minn. Stat. §221.0314 — Federal safety regulations; adoption — Read in full August 31, 2026. Subdivision 1(a) and (b), applicability and the three word-substitutions; subdivision 2, part 391 adopted except nine named provisions plus the cross-reference clause; subdivision 4, the age-18 requirement for intrastate drivers; subdivision 5, the driver qualification file kept at the principal place of business and for three years after employment ends; subdivision 7, the fire extinguisher command for lightweight vehicles despite the first paragraph of §393.95; subdivision 9(a), (b) and (c), the part 395 subtractions, the all-year planting and harvest period, and the lightweight vehicle exclusion; subdivision 10, part 396 adopted except six named provisions including the periodic inspection sections.
• Minn. Stat. §221.141 — Insurance or bond — Subdivision 1(a), the pre-operation duty, the requirement that coverage apply regardless of whether each vehicle is specifically described in the policy, and the exclusion of employees and of property being transported; subdivision 1(c), the 501(c)(3) charitable exception routed to section 65B.48; subdivision 1a, cancellation on not less than 30 days written notice to the insured and the commissioner; subdivision 1b, the amount prescribed by order of the commissioner and the Form MCS-90 attachment-or-conformance requirement; subdivision 1d, hazardous cargo; subdivision 1e, the Department of Commerce authorization requirement and the narrow risk retention group alternative; subdivision 1f, the definition of financial responsibility; subdivision 4, the $50,000 household goods mover cargo filing on Form H or J. Read August 31, 2026.
• Minn. R. 8855.0450 — Financial responsibility for property carriers — Subpart 1 read verbatim August 31, 2026: $100,000 bodily injury to or death of one person, $300,000 all persons in any one accident, $50,000 loss or damage to property of others other than cargo — written to carriers operating under a certificate or permit issued by the board, an entity that no longer exists. Subpart 2 routes hazardous waste, substance and material carriers to 49 CFR §387.7. Statutory authority cited as MS ss 221.031 and 221.141; history 13 SR 38.
• Minn. Stat. §221.025 — Exemptions — Read in full August 31, 2026. Opens by disapplying the chapter’s certificate-or-permit requirement to fourteen categories of intrastate transportation. The only weight in the list is clause (13), newspapers, telephone books, handbills, circulars or pamphlets in a vehicle of 10,000 pounds gross vehicle weight or less, which is commodity-specific. The list reaches the section 221.141 duty through the definition of motor carrier at §221.012, subd. 25, and does not reach the §221.026, subd. 1 registration duty, which speaks of a person.