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

Anything true of this work everywhere — how it is dispatched, how it is loaded, how fast a cargo limit gets outrun — is dealt with on the hot shot trucking insurance page. This page covers what North Carolina decides, and North Carolina has decided to leave most of it alone.

Nothing in the North Carolina code answers to the name this trade goes by. No section defines it, no article gives it a permit class, no rule sets it a filing table. What the state does have is a pair of routes into motor carriage: weight definitions in Chapter 20, and a certificate regime in Chapter 62 that was narrowed almost out of existence by a single 1995 session law.

The result is a state that looks empty on a first read and is not. A truck-and-trailer operation running general freight inside North Carolina sits below the safety article’s threshold, outside the Utilities Commission’s certificate requirement, and outside the for-hire registration statute, which is expressly interstate. What it does not sit outside is 14B N.C. Admin. Code 07C .0101(d), and that rule has an annual inspection and a displayed certificate in it — for the trailer as well as the truck.

Each number here carries the instrument that produced it. The statute and the administrative rule pull in federal text on two different terms — one expressly rolling, one silent on amendments altogether — so treating them as a single adoption would describe something North Carolina does not have.

The safety article starts at a number this equipment sits under, and the test has four limbs

N.C. Gen. Stat. §20-376(5) defines an intrastate motor carrier, for the purposes of the Motor Carrier Safety Regulation article, as any person, firm or corporation that operates or controls a motor vehicle in intrastate commerce when the vehicle “Is a vehicle having a gross vehicle weight rating (GVWR) or gross combination weight rating (GCWR) or gross vehicle weight (GVW) or gross combination weight (GCW) of 26,001 pounds or more, whichever is greater”, or is designed or used to transport sixteen or more passengers including the driver, or carries placarded hazardous material.

Below that figure a for-hire property operation is not an intrastate motor carrier for the purposes of the article at all. It is not lightly regulated within the article; it is outside its defining term.

The four-way test is where an operator can get caught, and it is worth reading slowly. Two of the limbs are ratings, which are specifications. Two are weights, which are scale readings. And the closing phrase is “whichever is greater”. A rig with a combination rating below the line that actually scales above it satisfies the definition on the day it scales — which means the article’s obligations arrive on a load, not on a purchase.

That is a live exposure for this configuration rather than a theoretical one, because light combinations are loaded to the freight rather than to the plate. A bed truck and a gooseneck carrying dense material can put more on the ground than the sum of the two ratings would suggest, and a scale ticket is a document that exists afterwards.

The federal body the article pulls in is defined narrowly and by number. §20-376(1) defines “federal safety and hazardous materials regulations” as “The federal motor carrier safety regulations contained in 49 C.F.R. Parts 171 through 180, 382, and 390 through 398.” Three absences from that list matter. The financial-responsibility part is not there, which is why no motor carrier insurance minimum flows from this article. Part 383 is not there. And Part 399 is not there either, although it appears in the administrative rule’s own range.

Enforcement sits with the State Highway Patrol rather than with the Division of Motor Vehicles. §20-377 sets the Patrol’s general powers over motor carriers, §20-379 gives it the audit function, and §20-381 sets the specific powers and duties. The rule made under that authority is not in the DMV’s title of the administrative code.

What one 1995 session law removed

North Carolina used to require a certificate of every intrastate motor carrier the way most states did. Session Laws 1995, chapter 523 dismantled that for general property, and the amputation is still legible in the statute book because the repealed subsections were left numbered.

N.C. Gen. Stat. §62-262(a) now reads that “no person shall engage in the transportation of passengers or household goods in intrastate commerce unless such person shall have applied to and obtained from the Commission a certificate authorizing such operations”. Passengers or household goods. General property is not in the sentence, and subsections (i) and (j) of the same section are marked “Repealed by Session Laws 1995, c. 523, s. 18.”

The definitions were narrowed in the same act. §62-3(7) defines a common carrier by motor vehicle as one holding itself out to the general public to transport “persons or household goods”. §62-3(16) defines intrastate operations as “the transportation of persons or household goods for compensation in intrastate commerce”. §62-3(17) defines a motor carrier, for the whole of Chapter 62, as “a common carrier by motor vehicle” — and therefore inherits the same narrowing. §62-3(8), (9) and (20) all read “Repealed by Session Laws 1995, c. 523, s. 1.”

So there is no certificate to apply for. There is no public convenience and necessity finding, no protest procedure, no truck calendar and no territory for a general-property carrier, because the persons who would have been subject to all of it were written out of the definitions thirty years ago.

The insurance section that goes with the certificate survived, and it survived conditioned on something this operator does not have. §62-268 requires that “every motor carrier for which a certificate or license is required by the provisions of this Chapter” maintain liability insurance or satisfactory surety of at least $50,000 for bodily injury to or death of one person, $100,000 for two or more persons in any one accident, and $50,000 for injury to or destruction of property of others in any one accident, with the Commission empowered to require more. The gating clause is the operative part. A carrier for which no certificate is required by the Chapter is not reached by the requirement.

The section was read in full for this page and it contains no cargo clause anywhere. The one adjacent figure worth noting is in its second paragraph, and it is not for freight: bus companies file to the federal passenger minimums, except that a bus company operating solely within the state and exempt under §62-260(a)(7) is not required to file proof exceeding one million five hundred thousand dollars ($1,500,000).

The registration statute that looks like it applies, and does not

N.C. Gen. Stat. §20-382 is headed “For-hire motor carrier registration, insurance verification, and temporary trip permit authority”, and it is the section most likely to be quoted at an intrastate operator by someone reading captions. Its operative subsection is expressly limited.

Subsection (a1) provides that “A motor carrier may not operate a for-hire motor vehicle in interstate commerce in this State unless the motor carrier has complied with all of the following requirements” — registering its operations with its base state; either filing a copy of its federal certificate of authority or certifying to the Division that it carries only items not federally regulated; verifying insurance under subsection (b); and paying the fees set in §20-385. Every one of those duties hangs off the words “in interstate commerce”.

Subsection (b) splits the verification duty the same way, and its second limb is a pointer worth knowing exists. A carrier operating a for-hire vehicle in interstate commerce that is federally regulated verifies insurance to the federal requirements; one operating in interstate commerce that is exempt from federal regulation “must verify to the Division that each for-hire motor vehicle the motor carrier operates in this State is insured in accordance with the requirements set by the North Carolina Utilities Commission.” That is the only route by which the Chapter 62 figures reach a carrier that holds no certificate, and it opens only on interstate operation.

Subsection (c) provides an emergency trip permit for a carrier not registered as the section requires, allowing operation “for a period not to exceed 10 days”. Ten days, and it is an emergency instrument rather than a substitute for registration.

Subsection (a) is the unified registration machinery, and it carries a supremacy clause that governs the rest: upon entry into the agreement its requirements apply to the Division, and “If a requirement set under the UCRA conflicts with this section, the UCRA controls.”

The net position for an operator hauling general freight entirely inside North Carolina is unusual and should be stated plainly rather than softened: no state operating authority, no state motor carrier liability minimum, and no cargo filing. What is left is a rule about inspection, and it does not sit in the statute at all.

The rule that does reach this truck is about inspection, and it names where the sticker goes on a trailer

14B N.C. Admin. Code 07C .0101 is the live safety rule, adopted under the authority of G.S. 20-17.7 and 20-381 and readopted effective November 1, 2018. Its subsection (b) mirrors the statute, applying the adopted parts to intrastate for-hire and private carriers whose vehicles meet the same four-way 26,001 pound test. Its subsection (d) does something different.

Subsection (d) provides that “The regulations adopted by the U. S. Department of Transportation relating to inspection, repair, and maintenance of motor vehicles (49 CFR Part 396.17 through 396.23 and including Appendix G) apply to all for-hire motor carrier vehicles, and all private motor carrier vehicles engaged in intrastate commerce over the highways of the State if such vehicles have a GVWR of greater than 10,000 pounds.”

Greater than 10,000 pounds. Not 26,001. This is the North Carolina provision that reaches a light combination running intrastate, and it is the one that gets missed, because everything above it in the same rule is keyed to a number three times higher.

Subsection (e) then carries the display duty, and its placement language is written for combinations. “Every motor vehicle registered or required to be registered in North Carolina and subject to the inspection requirements of the Federal Motor Carrier Safety Regulations (49 CFR Part 396), shall display a current federal inspection certificate when operated on the streets and highways of this State. On self-propelled vehicles, the federal inspection certificate shall be displayed on the driver’s side of the vehicle, exclusive of the window or rear view mirror. On trailers and semitrailers, the federal inspection certificate shall be located on the left side as near as possible to the outside lower front of the vehicle.”

The certificate has four required contents and they must be “legible for review by the public”: the date of inspection; the name and address of the motor carrier or other entity where the inspection report required by 49 CFR 396.21(a) is maintained; information uniquely identifying the vehicle inspected, such as the VIN; and a certification that the vehicle has passed an inspection in accordance with 49 CFR 396.17.

For an operator this is a records question as much as an equipment one. The certificate has to name where the report lives, which means the report has to live somewhere and be produceable. And it attaches per vehicle, which for this configuration means the gooseneck carries its own — a point that a fleet running several trailers behind fewer power units will feel more than a single-rig owner-operator will.

There is a downstream insurance consequence to holding, or not holding, that record. A maintenance and inspection file is the document set an adjuster and a plaintiff both ask for after a loss involving a trailer, and its absence is read as an absence of the practice rather than an absence of the paperwork. That is true whether or not the state was the reason it existed. The same logic runs through the physical damage conversation on a trailer that has been in service several years.

• 14B NCAC 07C .0101(b) — the adopted safety parts, intrastate, at 26,001 pounds on the four-way test.
• 14B NCAC 07C .0101(d) — periodic inspection under 49 CFR 396.17 through 396.23 and Appendix G, intrastate, at a gross vehicle weight rating greater than 10,000 pounds.
• 14B NCAC 07C .0101(e) — the current federal inspection certificate, displayed, with placement specified separately for self-propelled vehicles and for trailers and semitrailers.
• Four required contents on the certificate, legible for public review, including where the 396.21(a) report is maintained.

Two adoptions, two clocks, and one of them says nothing about amendments

North Carolina adopts federal safety text twice, in two instruments, on two different terms — and the difference is not decorative.

The statute is silent on currency. G.S. 20-376(1) defines the adopted body purely by part number: Parts 171 through 180, 382, and 390 through 398. There is no Code of Federal Regulations edition, no revision date, and no “as amended” qualifier anywhere in the definition. What that silence means is not stated on the face of the section.

The rule is expressly rolling. 14B NCAC 07C .0101(i) provides that “All Code of Federal Regulations (CFR) Parts cited in this Rule are incorporated herein by reference including any subsequent amendments”, and gives two places the CFR may be obtained. So the same federal parts are pulled into North Carolina law twice, once by a definition that does not address amendments and once by a rule that adopts them expressly.

The rule’s own history block is worth reading because it explains why so many citations to North Carolina motor carrier safety rules point at nothing. The rule took effect December 1, 1983; ran through a series of amendments and temporary amendments including several that expired on their own terms in 1992, 1999 and 2002; was “Transferred and recodified from 19A NCAC 03D .0801 Eff. March 23, 2009”; was amended effective June 1, 2011; was “Transferred from 14A NCAC 09J .0101 Eff. June 1, 2013”; and was readopted effective November 1, 2018. A citation to 19A NCAC 03D .0801 is a citation to a repealed rule, and 19A NCAC 03D .0802 is repealed as well.

The general discipline is the one this state teaches better than most. Rules move by recodification, by expiry and by repeal, and none of those leaves an amendment event to search for. A secondary source agreeing with an older primary is evidence of neither.

If the rig scales over the line, the hours change and the medical route changes with them

The four-way test means an operator can arrive inside the safety article on a single heavy load. It is worth knowing in advance what arrives with it, because North Carolina’s intrastate hours are not the federal ones.

14B NCAC 07C .0101(c)(1) provides that “An intrastate motor carrier driver shall not drive more than 12 hours following eight consecutive hours off duty; for any period after having been on duty 16 hours following eight consecutive hours off duty; after having been on duty 70 hours in seven consecutive days; or more than 80 hours in eight consecutive days. An intrastate driver shall be determined by his or her previous seven days of operation.”

That is a different shape of rule, not simply a different number. It pairs a longer driving allowance with an eight-hour off-duty predicate and a sixteen-hour on-duty ceiling, and its weekly limbs run 70 in 7 and 80 in 8. A carrier that plans an intrastate week against the federal shape and then finds itself inside the article has planned against the wrong instrument.

Subsection (c)(2) sets an intrastate medical route with a named officer and a stated ceiling. Persons who qualify medically to operate a commercial motor vehicle within the state “are exempt from the provisions of Part 391.11(b)(1) and may be exempt from provisions of Part 391.41(b)(1) through (11) where applicable and therefore are authorized for intrastate operation if approved by an Exemption Review Officer appointed by the Commissioner of Motor Vehicles.” The exemption continues on a medical examination showing the condition has not worsened and no new disqualifying condition has been diagnosed, and on the officer’s continued approval. A waiver may be granted “not to exceed a period of two years based on the type and severity of the condition”, and the officer follows the guidelines for intrastate variances found in 49 CFR 350.341.

The statute’s own hours input is narrow and agricultural. G.S. 20-381(c) provides that for the purposes of 49 C.F.R. §395.1(k) and any other federal rule on hours for drivers transporting agricultural commodities and farm supplies for agricultural purposes, the terms “planting and harvesting season” and “planting and harvesting period” refer to the period from January 1 through December 31 of each year. Subsection (d) additionally exempts a covered farm vehicle in intrastate commerce from the federal marking rule. Neither reaches a general-freight operation.

There is no motor carrier insurance number for this operator, and the number that exists is not one

This is the finding most likely to be misread, so it is worth stating carefully and in both halves.

First half: North Carolina imposes no carrier-specific intrastate liability minimum on a general-property operation. The safety article’s adopted parts at §20-376(1) do not include the federal financial-responsibility part. The live rule, 14B NCAC 07C .0101, does not adopt it either — its subsections run to Parts 390 through 397 and to 396.17 through 396.23, and the financial-responsibility part appears in neither. And §62-268’s figures are conditioned on holding a certificate that Chapter 62 no longer requires of this carrier.

Second half: North Carolina does have a compulsory motor vehicle financial responsibility law, and it is not a motor carrier rule. N.C. Gen. Stat. §20-279.21(b)(2) requires a motor vehicle liability policy to insure against loss with respect to each motor vehicle at limits of “fifty thousand dollars ($50,000) because of bodily injury to or death of one person in any one accident and, subject to said limit for one person, one hundred thousand dollars ($100,000) because of bodily injury to or death of two or more persons in any one accident, and fifty thousand dollars ($50,000) because of injury to or destruction of property of others in any one accident”.

Every registered vehicle in the state is inside that requirement, a private sedan included. The figure is named here only so that it will not be taken for a motor carrier rule. Reporting it as one would misdescribe both what North Carolina asks of this operator and what the number was written to do.

The consequence is the practical point. In a state with a filed minimum, an operator has a floor to argue from and a broker has a benchmark. In North Carolina, on intrastate general freight, the limit is whatever the shipper agreement, the broker’s certificate requirement or the operator’s own judgment says it is. That is not a lighter obligation; it is an unanchored one, and it is the setting in which limits most often get chosen once and never revisited.

The same is true of cargo. §62-268 is headed security for protection of the public and contains no cargo clause; it was read in full for this page. No North Carolina instrument read here imposes a cargo filing on a general-freight intrastate carrier. The motor truck cargo limit is a contract term in this state, and it should be read against the highest-value shipment actually carried rather than against a state figure, because there is no state figure.

Out-of-service fines are assessed against the carrier, and the clock to contest one is thirty days

The enforcement subsections of 14B NCAC 07C .0101 are short and they allocate liability in a way that matters to an owner-operator running under someone else’s authority.

Subsection (f) provides that “The Secretary shall fine violators for out-of-service criteria as allowed by G.S. 20-17.7”, and carves out one category: “The out-of-service maximum civil fine schedule does not apply to violations discovered during educational contacts.” The rule defines the term for itself: an educational contact “means a pre-planned, public safety inspection activity, focusing on commercial motor vehicle safety awareness and compliance.”

Subsection (g) then names who pays. “Any fines assessed for a violation listed in the Commercial Vehicle Safety Alliance (CVSA) North American Standard out-of-service criteria shall be assessed against the motor carrier of the commercial motor vehicle.” Against the carrier, not the driver. The same subsection incorporates the CVSA criteria by reference and states that they may be purchased “at a range of prices beginning at forty-five dollars ($45.00)” from the alliance.

Subsection (h) sets the deadline, and it is a waiver rule rather than a grace period. Where a motor carrier has a defense to enforcement of a fine, it “shall pay the penalty within 30 calendar days after the date the penalty was assessed or make a written request within this time limit to the Department for a Departmental review of the penalty. A person who does not submit a request for review within the required time waives the right to a review and hearing on the penalty.”

Thirty calendar days, and missing it forfeits the hearing rather than merely delaying it. That is a fact about record-keeping and mail handling as much as about compliance, and it is the sort of deadline that gets missed when the assessed party is not the party who was standing at the roadside.

Underwriting an operation the state has left unanchored

No North Carolina instrument sets a premium, and no honest figure can be produced from a distance. Below is what a market asks for instead. The list runs differently here, because the state hands over so few reference points of its own.

The scaled weight comes first, ahead of the rating, and North Carolina is one of the few states where that is the right order. The article’s own test takes gross vehicle weight and gross combination weight alongside the ratings, whichever is greater. So the underwriting question is not only what the combination is rated at but what it has actually weighed on its heaviest day, because that is the figure the state’s definition takes.

Limits are second and they are second because nothing sets them. With no carrier-specific state minimum on intrastate general freight, the operator’s limit is a decision rather than a compliance threshold. What informs it is the exposure profile — what is being hauled, for whom, over what roads, at what values — rather than a filing.

Cargo is third and it is unanchored in the same way. There is no filed figure and no state form. The limit is set by shipper agreements and broker certificate requirements, and where those are silent it is set by nothing. A limit chosen against an ordinary load will fail against the single high-value dispatch that was worth taking.

The inspection record is fourth, and it is the one North Carolina obligation that clearly attaches to this equipment. A current federal inspection certificate on the power unit and on each trailer, and a maintenance file that the certificate can point at, are both compliance items and underwriting evidence. Their absence reads as an absence of practice.

Interstate exposure is fifth and it flips several answers at once. A dispatch that crosses a state line puts the operation inside §20-382’s registration and verification requirements, changes the financial-responsibility posture, and changes which records have to exist. The useful answer is a distribution of destinations rather than a maximum radius.

Authority posture and the contract stack close it. Whether the operation runs under its own registration or leased on to another carrier decides who owns the filings and who is assessed the out-of-service fine under 14B NCAC 07C .0101(g). And a broker’s certificate requirement can put named insureds on the policy, dictate the order in which policies respond, and waive a recovery right, without a single fact about the equipment having changed.

• Heaviest actual scaled weight as well as the ratings, since G.S. 20-376(5) takes whichever is greater across four limbs.
• Chosen liability limits, given that no carrier-specific state minimum applies to intrastate general freight.
• What the freight actually is, and what one unusually valuable shipment would cost to make good, with no state figure to anchor to.
• Inspection and maintenance records for the power unit and for each trailer, under 14B NCAC 07C .0101(d) and (e).
• The distribution of destinations and how often a dispatch crosses a state line, which triggers G.S. 20-382.
• Authority posture, plus certificate requirements imposed by brokers and shippers: additional-insured status, the order in which policies respond, and any waiver of subrogation given.

Coverage lines a North Carolina 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 North Carolina 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 North Carolina 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 North Carolina 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.

• N.C. Gen. Stat. §20-376 — Definitions (Motor Carrier Safety Regulation Unit) — Subsection (5), the four-way intrastate motor carrier test at 26,001 pounds taking gross vehicle weight rating, gross combination weight rating, gross vehicle weight or gross combination weight, whichever is greater; subsection (1), the adopted federal body defined as 49 C.F.R. Parts 171 through 180, 382 and 390 through 398, with no CFR edition and no as-amended qualifier, and with the financial-responsibility part absent. Read on the General Assembly’s own host August 31, 2026.
• 14B N.C. Admin. Code 07C .0101 — Safety of Operation and Equipment (Department of Public Safety, State Highway Patrol) — Subsection (b) the intrastate 26,001 pound application; (c)(1) the intrastate hours limits of 12, 16, 70 in seven and 80 in eight; (c)(2) the Exemption Review Officer route with a waiver not exceeding two years under 49 CFR 350.341 guidelines; (d) periodic inspection at greater than 10,000 pounds gross vehicle weight rating; (e) the displayed federal inspection certificate and its placement on self-propelled vehicles and on trailers and semitrailers, with four required contents; (f) to (h) out-of-service fines, assessment against the motor carrier, and the 30 calendar day review deadline; (i) incorporation by reference including subsequent amendments. Authority G.S. 20-17.7 and 20-381; recodified from 19A NCAC 03D .0801 in 2009 and from 14A NCAC 09J .0101 in 2013; readopted effective November 1, 2018. Read August 31, 2026.
• N.C. Gen. Stat. §62-262 — Applications and hearings other than for bus companies — Subsection (a) as amended by Session Laws 1995, c. 523, s. 18, requiring a certificate only for the transportation of passengers or household goods in intrastate commerce; subsections (i) and (j) marked repealed by the same act. Read August 31, 2026.
• N.C. Gen. Stat. §62-3 — Definitions — Subsection (7) common carrier by motor vehicle, narrowed to persons or household goods; (16) intrastate operations, same narrowing; (17) motor carrier defined as a common carrier by motor vehicle; (8), (9) and (20) each marked repealed by Session Laws 1995, c. 523, s. 1. Read August 31, 2026.
• N.C. Gen. Stat. §62-268 — Security for protection of public; liability insurance — Read in full August 31, 2026. The $50,000 / $100,000 / $50,000 requirement is conditioned on a motor carrier for which a certificate or license is required by Chapter 62. No cargo clause appears anywhere in the section. The second paragraph sets bus company filing by reference to 49 U.S.C. §31138, with a $1,500,000 ceiling for a bus company operating solely in state and exempt under G.S. 62-260(a)(7).
• N.C. Gen. Stat. §20-382 — For-hire motor carrier registration, insurance verification, and temporary trip permit authority — Subsection (a1), expressly limited to operating a for-hire motor vehicle in interstate commerce in the State; subsection (b), the split verification duty routing federally exempt interstate carriers to the North Carolina Utilities Commission’s requirements; subsection (c), the emergency trip permit not exceeding 10 days; subsection (a), the unified carrier registration agreement and its controlling effect on conflict. Read August 31, 2026.
• N.C. Gen. Stat. §20-279.21 — Motor vehicle liability policy defined — Subsection (b)(2), the ordinary compulsory limits of $50,000 for bodily injury to or death of one person, $100,000 for two or more persons in any one accident, and $50,000 for injury to or destruction of property of others in any one accident. This reaches every registered vehicle and is recorded here expressly as not a motor carrier requirement. Read August 31, 2026.
• N.C. Gen. Stat. §20-381 — Specific powers and duties of State Highway Patrol applicable to motor carriers — Subsection (c), defining planting and harvesting season and planting and harvesting period for 49 C.F.R. §395.1(k) purposes as January 1 through December 31 of each year; subsection (d), exempting a covered farm vehicle in intrastate commerce from the federal marking rule. Both agricultural; neither reaches general freight. Read August 31, 2026.