Motor carrier classes by state
Two unrelated instruments raise two unrelated prices for a Louisiana carrier on the same morning. Act 921 of the 2026 Regular Session lifts the entire Commercial Division fee schedule of the Secretary of State on October 1, and a federal rule published the day before this page was researched lifts the national registration bracket on the same date. Neither change is large on its own. Together they mean that almost every dollar figure a Louisiana startup will encounter has two correct values twenty-nine days apart, and that a single-figure answer is wrong on one side of the line.
A new venture is an authority applicant with no operating history, and most of the first year is federal and identical everywhere. This page is about what Louisiana adds, and about the date that changes most of it.
Everything below was read at primary source on September 2, 2026. Where a figure has a scheduled change, both values appear with their dates. That is not caution for its own sake — a page that quoted only the current formation fee would be wrong from October 1, and one that quoted only the new fee would be wrong for the next four weeks.
Louisiana is a light state layer for a general-freight operation and a precise one about the few things it does ask. It wants an agent with a physical address in the state. It defines its expedited service as a queue position rather than as a completion time, and says so. And its motor fuel instrument has no weight and no axle count in it at all, which makes it the broadest statutory class of its kind on this network.
Nothing on this page is a sequence. For this carrier class Louisiana has no state authority step, so there is nothing for the other startup tasks to be ordered against, and the reading that establishes that was done chapter by chapter rather than inferred from silence.
A Louisiana file formed in September and a Louisiana file formed in October are priced differently, and only one of those is on most quotes.
Send the equipment, the commodity and the intended start date, and we will work out which figures actually apply to you.
The current price and the scheduled price are both published by the Secretary of State, on two documents, and both were read on September 2, 2026.
The current fee schedule carries the row, under domestic limited liability companies: “Articles of Organization-Louisiana Limited Liability Company | #365 | $100”. That is the figure today.
The same page carries a banner stating the change, verbatim: “Effective October 1, 2026, the fees for the Commercial Division of the Secretary of State will increase in accordance with Act 921 of the 2026 Regular Legislative Session.”
The replacement schedule, headed “Fee Schedule / Effective 10/1/26”, prices the same filing at $125.
So a limited liability company formed on September 30, 2026 costs $100 to organize and one formed on October 1 costs $125. The difference is twenty-five dollars, which is not much on its own, and it is the first of about a dozen such pairs on this page.
The sibling rows move with it. A low-profit limited liability company goes from $100 to $125. An affidavit to dissolve a limited liability company goes from $100 to $125. A foreign limited liability company application goes from $150 to $185, and an application to withdraw a foreign company also lands at $185. Amended articles, mergers, dissolutions and a certificate of correction all sit at $125 on the new schedule.
A payment surcharge sits on top of all of it and does not move: credit card payments attract an additional statutory convenience fee of $5, on both schedules.
The instrument behind every paired figure on this page deserves a section of its own, partly because it is the reason this cell exists and partly because there is a live citation trap in the way it is numbered.
Act 921 of the 2026 Regular Session began as House Bill 908, introduced by Representative Shaun Mena, with the summary “SECRETARY OF STATE: Provides with respect to certain fees charged by the secretary of state”. Its history records that it became law without the Governor’s signature and that its effective date is October 1, 2026.
Here is the trap. House Bill 921 of the same session is a different instrument entirely, and it became Act 683. Anyone who takes the act number and searches it as a bill number lands on the wrong law, in the right session, from the right legislature. Nothing about the result will look like an error.
The act works by amending the fee provisions of the Revised Statutes rather than by directing the Secretary of State to publish a new schedule, which means the increases are statutory rather than administrative. Reading the enrolled act alongside the live statute confirms each pair on this page independently of the published schedules: the limited liability company articles of organization move from one hundred dollars to one hundred and twenty-five, the annual report from thirty to thirty-five, the registered agent or office change from twenty-five to thirty, the supplemental initial report from twenty-five to thirty, the while-you-wait expedite from fifty to sixty, and the twenty-four-hour expedite from thirty to thirty-five.
That cross-check matters because the published replacement schedule shows only the new figures. It does not show old-and-new pairs, so it cannot on its own tell a reader which items changed and which did not. The act text can, and does.
One correction belongs here rather than in a footnote. We had previously recorded the change of registered office or agent as unchanged at $25. It is not. Both the replacement schedule and the enrolled act put it at $30 from October 1, 2026.
Louisiana states its agent requirement as a flat proposition covering every business registration rather than as a rule inside the limited liability company provisions, and it imposes two constraints that several neighbouring states do not.
The Secretary of State’s frequently asked questions puts it this way: “All business registrations with the Secretary of State require, by law, an agent with a physical address in Louisiana. An agent, or as it is sometimes called, registered agent, can be almost anyone of legal age and a legal resident of Louisiana. An agent is someone that is designated to receive legal documents served on the business in the event of administrative or legal action. An agent has an obligation to forward the ‘legal documents’ to the business. An agent’s name and address are publically available and are displayed on the Secretary of State’s website.”
Two constraints, then. A physical address rather than a mailing address, which rules out a post office box. And, for an individual, legal residency in Louisiana rather than merely a Louisiana address.
The same passage names who can serve: an organizer of the business, a member of the company, an employee, an attorney or an accountant, among others. And it notes that a foreign business may need to employ a company that supplies agent services — which is the practical answer for an out-of-state owner who has no resident to appoint.
The office also warns, in the same breath as the requirement, that the agent’s name and address are publicly displayed. An owner who intended to keep a home address off the public record needs to solve that at appointment rather than afterwards.
Changing the appointment is a priced filing, and its price moves with everything else. The change of registered office or agent for a limited liability company is $25 today and $30 from October 1, 2026.
New venture pricing turns on the operation, not on which side of an effective date the paperwork lands.
Send the equipment list, the radius, the commodity and the intended formation date, and we will fit the Louisiana pieces into the submission.
The recurring obligation here is genuinely annual, its cost is small, and the consequence of missing it escalates quickly. What is unusual is that the state publishes the consequence in detail and the deadline not at all.
The duty is stated plainly in the office’s own words: “Do I have to send my Annual Report back even if there are no changes? Yes. The yearly filing of an Annual Report is a requirement. Make sure the report is signed by the appropriate individual.”
The fee is $30 today and $35 from October 1, 2026, on the current and replacement schedules respectively.
The due date is where the record runs out. It is anniversary-based, but no page we read states the anniversary rule as a rule. What the office publishes instead is a relational description of when the form becomes available: if the annual report is due to be filed, or up to four weeks before the due date, a bar appears at the top of the entity’s page reading “Print Annual Report Form for Filing”. The four-week pre-notice window is published; the underlying rule is not, on the pages reachable.
We record that as a gap rather than filling it. A carrier that wants to know its own date should read it off its own entity record rather than derive it from a published rule, because the published rule is not there to derive it from.
The consequence is documented precisely, and the windows are worth knowing before a notice arrives: “If you have received a Notice of Intent to Revoke, you must submit a completed annual report to this office within 30 days of the date of the notice (or within 60 days if it is a foreign corporation/LLC). Failure to do so will result in the revocation of your charter. If the charter is revoked, a reinstatement form will be required and filing fees will be significantly higher than that of an annual report.” Note that the longer sixty-day window belongs to foreign entities; a domestic company has thirty days.
How much higher is the subject of the next section, and it is the one place where the two schedules do not simply pair up.
This is the one item on this page where the current and scheduled documents do not line up into a clean pair, and we set out what each says rather than reconciling them.
Today the current schedule prices articles of reinstatement at “$75 and an additional $30 for each annual report due”. That is a compounding structure rather than a flat charge: a company two years in arrears owes the seventy-five dollars plus two annual reports at thirty dollars each, and a company four years in arrears owes seventy-five plus four.
That structure is what gives the office’s warning its force. A reinstatement is not one missed filing priced up; it is every missed filing plus a penalty for having had to be reinstated, and it grows in a straight line with how long the lapse ran.
The Act 921 schedule does not carry that structure. It prices articles of reinstatement at $95, under its domestic corporations heading, with no per-annual-report add-on and no limited liability company reinstatement row at all.
We state what each document says and stop there. The replacement schedule is a fee schedule rather than a codification, and an item it does not list is not thereby abolished — the arrears themselves are separately owed under the annual report provision regardless of what the reinstatement row says. But whether the compounding formula survives October 1 in its current shape is not answered by the documents read, and we do not assert an answer.
The practical advice does not depend on resolving it. A lapse is expensive under either reading, the cure windows above are short, and the cheapest version of this problem is the one that never starts.
Two expedite tiers exist and both move on October 1. Before the prices, the definition — because it is the definition rather than the price that decides whether either tier is worth buying against a deadline.
The file business documents page states it in one sentence: “Expedited service means that the documents are processed before other documents received the same day.”
That is a priority statement. It promises a place in the queue relative to other documents received the same day, and it promises nothing about when the queue clears. Compare a state whose statute says its office shall guarantee the expedited filing of the document: that is a different promise, and Louisiana has not made it.
The tiers themselves are described operationally rather than by duration for the higher one: “The Secretary of State offers customers the convenience of walk-in service. Documents may be processed while the customer waits for a $50 priority expedite fee or processed in 24 hours for a $30 expedite fee. All expedite fees are in addition to the required filing fee… The customer may leave a mailing address or a telephone number for notification when processing is complete.”
So the top tier is a while-you-wait walk-in service in Baton Rouge, priced at $50 today and $60 from October 1, 2026, and the lower tier is a twenty-four-hour service at $30 today and $35 from October 1. Both are on top of the filing fee, and both are on the fee schedule as well as in the prose.
For non-expedited work there is no published turnaround at all. The page says only that documents may be delivered for processing on a non-expedited basis, without stating what that basis produces. As with the annual report due date, the office is precise about the thing it sells and silent about the baseline.
The while-you-wait tier is the only one that genuinely converts a filing into a same-visit result, and it does so by physical presence rather than by process. For a startup that needs the entity to exist on a named day, that is the tier that actually answers the problem — at $50 now, $60 later, plus the filing fee.
Louisiana is a participating state in the national registration for interstate carriers; that was read on the plan’s own participating states list on September 2, 2026. The state agency named on the plan’s per-state contact record is the Louisiana Office of Motor Vehicles. A purely intrastate operation is outside the program, which reaches interstate operations.
Louisiana does not set the fee. It is fixed nationally by bracket and adopted by federal rule.
The coincidence of dates is exactly that — a coincidence. One is a Louisiana session law amending the fee provisions of the Revised Statutes. The other is a federal rule adopting a fee recommendation made by a national board in September 2025. They share nothing except an effective date, and there is no reason to expect them to move together again.
What that coincidence produces for a Louisiana startup is a single line worth writing down. A venture that forms, registers and files everything in September pays the older figure on every item. One that does the same in October pays the newer figure on every item. There is no partial position: both schedules turn over on the same morning.
The apportioned registration test here is the plan’s three-limb test, and Louisiana publishes it on its own motor vehicle pages rather than leaving a reader to find it elsewhere.
The Office of Motor Vehicles states that registration under the plan is required where the commercial vehicle is used for the transportation of persons for hire or designed, used, or maintained primarily for the transportation of property, and the vehicle is a power unit having “Two axles and a gross weight in excess of 26,000 pounds, OR Three or more axles, regardless of weight, OR A gross vehicle weight greater than 26,000 pounds in combination with a trailer.” Read on the office’s own apportioned plates page on September 2, 2026.
The middle limb has no weight in it. A three-axle power unit is inside the plan on the count alone, whatever it scales, which is the limb most likely to reach a light combination that has already cleared the weight test.
The page also flags a Louisiana-specific situation for a small operator: a two-axle vehicle weighing less than 26,000 pounds that engages in interstate travel may still need an apportioned plate for certain point-to-point work. That is a conditional and we carry it as one.
Two source notes belong on the record. The first is a host change: the address that once served this material is now a stub that redirects, and the live pages sit on the office’s current motor vehicle host. A saved link from an older document will not land on content.
The second is a small defect in the page itself, worth knowing so it is not mistaken for a missing limb. Immediately after the three-item list, the text refers to criteria numbered two through four — a stale numbering left over from a longer list. There are three limbs, not four, and nothing is missing.
Every other state on this network defines the class of vehicle its motor fuel instrument reaches by weight, by axle count, or by delegating to an agreement that does both. Louisiana does none of those things in its own statute, and the resulting class is the broadest of the set.
La. R.S. 47:818.2 defines the taxpayer this way: “‘Interstate motor fuel user’ means a person who imports motor fuel into this state in the fuel supply tanks of motor vehicles, other than automobiles, owned or operated by him.”
That is the whole class test. A motor vehicle, other than an automobile, importing fuel in its tanks. The section was swept for the figure twenty-six thousand, for the words axle and gross vehicle weight, and for the phrase qualified motor vehicle, and none of them appears anywhere in it.
So the statutory class is every non-automobile motor vehicle that brings fuel into Louisiana in its own tanks, without a pounds floor and without an axle count. In administration the department reports through the fuel tax agreement, whose own qualifying test would narrow that considerably. But the narrowing comes from the agreement rather than from the statute, and the statute is what a reader of the Revised Statutes will find.
The same section defines the agreement it works through, and does so in a way worth contrasting with at least one neighbouring state. It incorporates the agreement “including subsequent amendments to that agreement” — a rolling reference. Another state on this network fixes the same agreement at a named version from a named date, which means the two states can be applying different editions of one document to the same truck.
A rolling reference has a practical consequence for a carrier that runs in several states. The version question does not exist in Louisiana; it does exist elsewhere, and where it exists it is the adopted version rather than the current one that governs.
The administering officer is the secretary of the Department of Revenue or an authorized designee, and the department holds the administration and rulemaking power for the chapter.
Louisiana’s motor carrier safety chapter contains two permit-like instruments, and neither of them originates anything. Both are defined by their relationship to a federal instrument — one mandatory and mirrored, one available only where the federal route is not.
The first is a mirror exemption, and the verb is the striking part. La. R.S. 32:1507 provides: “(A) The secretary shall exempt any carrier from compliance with this Chapter or any regulation issued pursuant thereto if that exemption is identical to an exemption or special permit issued by the United States Department of Transportation. However, the secretary shall enforce the exemption or special permit if it pertains to transportation subject to this Chapter. (B) The number of each exemption granted shall be conspicuously marked on the vehicle to which it applied.”
Shall exempt, not may. Where a federal exemption or special permit exists and a state exemption would be identical to it, the secretary has no discretion to withhold the state one. That creates no independent state relief — the state instrument exists only as a reflection — but it does mean a carrier holding a federal exemption is not required to litigate for its state equivalent.
The marking requirement in subsection (B) is easy to miss and is a roadside matter. The exemption number goes on the vehicle, conspicuously. An exemption that exists on paper and not on the truck is an exemption an officer cannot see.
The second instrument runs the other way. La. R.S. 32:1506 allows the secretary, on finding that an alternate means of compliance “provides protection to the public equal to or greater than that which would be derived from compliance with the Chapter or regulation”, to authorize that alternate method in writing. Subsection (B) requires a copy of the authorization to be carried in or on each transport vehicle to which it applies.
Subsection (C) is the tell, and it is what makes this a genuinely state-only instrument: “The secretary shall not issue an authorization for any interstate transportation or for any transportation for which a special permit has been issued by the United States Department of Transportation.” The state route is available only where the federal one is not — the exact inverse of the mirror exemption above.
For a new venture the reading is short. Neither of these is something you apply for at startup. Both are worth knowing exist, because a carrier that already holds a federal exemption has a state entitlement it may not know about, and a carrier that cannot obtain a federal permit has one state avenue that a federal permit would have closed.
A negative is worth publishing only when the search behind it can be described, and this one can be described exactly: ten sections out of ten.
The Louisiana motor carrier safety chapter runs from section 32:1501 to section 32:1510, and every section in it was read. No bond, surety, indemnity or security instrument appears in any of them.
The two provisions that come nearest are alternatives to a liability policy rather than bonds, and neither is named as one. The financial responsibility provision admits self-insurance, on the condition that “the level of self-insurance may not be less than twenty percent of equity”, and admits “Other evidence of financial responsibility acceptable to the secretary.”
That third limb is open-ended enough that a surety bond could in principle be tendered under it. But no bond is named, no amount for one is stated, and no form or approval procedure for one is set out. A carrier planning to satisfy the duty that way is proposing something to the secretary rather than exercising a published option.
The twenty percent of equity condition on self-insurance is worth a moment for a new venture specifically. Self-insurance is measured against equity, and a startup with a thin balance sheet has a low ceiling under that formula by construction. It is not a route that becomes available because a carrier would prefer it; it becomes available when the balance sheet supports it.
The coverage duty those alternatives satisfy, its trigger weight and its split limits are set out on our Louisiana hot shot page rather than repeated here.
One boundary on the negative: this is scoped to that chapter. Oversize and overweight permitting sits elsewhere in Louisiana law and was not read in this pass, so no dimensional permit bond, and no dimensional permit fee, is stated on this page.
Whether the federal new entrant program reaches a purely intrastate Louisiana carrier has two halves, and they give different answers. The part is adopted. The actor is not supplied.
The adoption list is at La. Admin. Code tit. 33, Part V, § 10303(A), and it is a named enumeration rather than a range. Among the parts it names by title is the one carrying safety fitness procedures, which is where the new entrant program lives, and the financial responsibility part is named too.
One feature of that list deserves care from anyone summarizing it. The enumeration is not continuous. Parts 394, 398 and 399 are absent from it, so describing the adoption as running from one number to another would sweep in three parts the rule does not name. It is a list, and it has to be read as one.
Now the second half. Section 10305(C)(4) is the clause that translates federal actors into Louisiana ones: it substitutes the state department and the state police wherever the rule text names the United States Department of Transportation, the Federal Highway Administration, the Federal Highway Administrator, the Director, the Bureau of Motor Carrier Safety, or the Office of Motor Carrier Safety.
Every name on that list belongs to an earlier era of federal organization. The agency that actually administers the safety fitness part today, and that is named throughout its new entrant subpart, is not on the list at all. So the substitution clause, read literally, does not reach the actor named in the very text the state has adopted.
The form-substitution clause at subsection (C)(5) is conditional in the same direction: where special federal forms or procedures are specified or required, the compatible state forms or procedures are substituted “if such are required by the state”. Nothing read in the chapter, or in the motor carrier safety statutes, says the state requires a new-entrant audit procedure.
The honest statement of the position is therefore split, and we leave it split rather than resolving it. The text of the audit part is Louisiana law for the intrastate cohort the extension reaches. Its administering actor is not supplied by the substitution clause, and no state procedure requiring the audit was found. Read yes at rule level; the operational question is open, and this page does not close it.
One sourcing note. The administrative code sections above were read through a legal-information mirror rather than through the state’s own publication of the code — a secondary rendering of a primary text, and we say so rather than implying a direct read.
On most state pages this section describes a conditioning relation and insists it is not a sequence. Here there is nothing to describe, and the absence is a conclusion rather than a gap.
For a general-property intrastate operation Louisiana has no state authority step. The commission’s motor carrier jurisdiction reaches household goods, passengers and waste, and general freight is simply outside the chapter — not exempted from it, but never brought within its definitions in the first place. The reading that establishes that, and the 1995 instrument behind it, is on our hot shot page.
With no state credential in the picture, there is nothing for formation, coverage, federal registration or apportioned plates to be sequenced against. The financial responsibility provision imposes a duty to acquire and maintain coverage rather than a duty to file anything, so it creates no filing event either.
Two things do carry timing and neither is a startup order. The annual report has an anniversary-based deadline, unpublished as a rule but visible on the entity’s own record. And where a federal exemption exists, the state mirror of it must be marked on the vehicle before an officer can act on it.
We say this explicitly because the absence answers the question new operators actually ask, which is what Louisiana wants from them before they start. For this class the answer is nothing at the state level, and the work is federal.
It would be easy to fill that space with a numbered list built from the tasks that do exist. Forming the entity, arranging coverage, registering federally and obtaining plates are all real work, and Louisiana orders none of them against the others. Presenting them as steps would assert a sequence no provision read contains.
Several parts of the Louisiana picture are handled in detail on our Louisiana hot shot page, and repeating them here would add length without adding anything usable.
The coverage duty is one — the weight at which it attaches, the split limits it imposes, and the fact that it is stated per unit rather than per occurrence or per carrier. So is the safety weight line for intrastate operation, and the substitution clause that rewrites one weight figure into another throughout the borrowed federal text, which produces an effect a reader of the federal text alone would never predict.
So is the driver-age rewrite that admits an eighteen-year-old holding an appropriately classified Louisiana license, and the grandfathering provisions that sit beside it with their fixed historical dates.
So is the adoption clause’s edition sentence, which pulls in two directions inside a single sentence and does not reconcile itself.
And so is the 1995 narrowing of the commission’s jurisdiction, which is what removed general property from the regulated classes and why there is no exemption list to search.
The Louisiana hot shot cell carries all of them with the provisions quoted in full.
What this page covers is the surrounding layer: forming the company under two fee schedules, the act that changes them, the agent and its residency requirement, the annual report and reinstatement, the expedite tiers and what they actually promise, the national registration, apportioned plates, the fuel instrument with no threshold in it, the two mirror instruments, the bond that does not exist, and the audit whose administrator is not named.
This is the shortest date section on this network and the busiest, because almost everything moves at once.
October 1, 2026 is the date. On that morning, under Act 921 of the 2026 Regular Session: articles of organization go from $100 to $125; the annual report from $30 to $35; a change of registered office or agent from $25 to $30; a supplemental initial report from $25 to $30; an affidavit to dissolve from $100 to $125; a foreign limited liability company application from $150 to $185; the while-you-wait expedite from $50 to $60; and the twenty-four-hour expedite from $30 to $35.
On the same morning, under a federal rule with nothing to do with Louisiana, the national registration bracket B1 goes from $46.00 to $55.00 for registration year 2027 and each subsequent year, and the federal section number that currently holds the older table is redesignated.
The credit card convenience fee of $5 does not change. It appears on both schedules at the same amount.
One item does not resolve into a pair, and is recorded as such rather than guessed at: the current reinstatement structure of $75 plus $30 for each annual report due has no counterpart on the replacement schedule, which carries only a flat $95 articles of reinstatement row under domestic corporations.
Two things on this page carry no date at all and that is itself the finding. The annual report due date is anniversary-based and the rule is not published on the reachable pages. And no ordinary, non-expedited processing time is published anywhere.
Anything on this page not named above was read at its own source on September 2, 2026 and carried no change date there. We record that as what the documents showed us, and claim nothing beyond it.
Unified Carrier Registration is federal in structure and collected by the participating states, so the fee is the same wherever a carrier registers and no state sets it. It is changing, and both figures are current for their own period.
For the 2026 registration year, bracket B1 — an exempt or non-exempt motor carrier, motor private carrier or freight forwarder operating zero to two commercial motor vehicles — is $46.00 per entity. From October 1, 2026, for the 2027 registration year and each subsequent year, that bracket is $55.00 per entity, under FMCSA final rule 91 FR 56063, published September 1, 2026. The larger fleet brackets rise on the same date; the full schedule is in the rule rather than restated here.
One trap is worth naming, because no ordinary check catches it. The same rule renumbers the sections: it redesignates the current 49 CFR §367.50 as §367.40 and adds a new §367.50 carrying the 2027 table. Until October 1, 2026 the citation “49 CFR 367.50” names the $46 schedule; from that date the identical citation names the $55 schedule, and the section carries no repeal marker to signal the change. A document citing §367.50 for $46 becomes wrong without being edited.
UCR figures read at the Federal Register on September 2, 2026.
The state minimum is a licensing threshold. The program an operator actually needs is built from these lines:
We write new ventures as a named class rather than as an unpriced version of an established fleet, and we read each account against the state layer the operator actually meets rather than against the federal floor alone. For a Louisiana operator that means starting from what the state does and does not require of a carrier with no operating history, separating the credentials the state issues from the ones it merely asks you to hold, and treating the absence of a filing regime as a fact about the submission rather than a gap in it.
If the operation also runs freight under separate authority, the Louisiana trucking insurance page covers the state’s broader motor carrier picture, and the new venture trucking insurance page covers the class mechanics that apply wherever the operator runs.
One hundred dollars today, and one hundred and twenty-five dollars from October 1, 2026. The current fee schedule prices the articles of organization at $100 and the replacement schedule, headed effective 10/1/26, prices the same filing at $125. Credit card payments attract an additional $5 statutory convenience fee on both schedules.
Because of Act 921 of the 2026 Regular Legislative Session, which amends the fee provisions of the Revised Statutes and takes effect on October 1, 2026. The office publishes a banner saying so and a replacement schedule headed with that date. Every affected figure on this page is stated with both its current and its scheduled value.
House Bill 908, introduced by Representative Shaun Mena, which became law without the Governor’s signature with an effective date of October 1, 2026. House Bill 921 of the same session is a different instrument and became Act 683, so searching the act number as a bill number lands on the wrong law.
No. The Secretary of State states that all business registrations require an agent with a physical address in Louisiana, and that an individual agent must be a legal resident of Louisiana. A foreign business with no resident to appoint may need to employ a commercial agent service. The agent name and address are publicly displayed.
It is anniversary-based, but the rule is not published on the pages we could reach. What the office does publish is that the form becomes printable from the entity record when the report is due, or up to four weeks before. A carrier should read its own date off its own record rather than derive it. The fee is $30 today and $35 from October 1, 2026.
A Notice of Intent to Revoke gives a domestic company thirty days to file a completed report, or sixty days for a foreign corporation or limited liability company. Failure results in revocation of the charter, after which a reinstatement form is required. The current schedule prices reinstatement at $75 plus $30 for each annual report due, so the cost grows with the length of the lapse.
The documents read do not answer that cleanly, and we do not assert an answer. The current schedule carries $75 plus $30 for each annual report due. The Act 921 schedule carries only a flat $95 articles of reinstatement row under domestic corporations, with no per-report add-on and no limited liability company reinstatement row at all.
A position, not a completion time. The office defines it in one sentence: “Expedited service means that the documents are processed before other documents received the same day.” The while-you-wait walk-in tier is $50 today and $60 from October 1, 2026; the twenty-four-hour tier is $30 today and $35 from that date. Both sit on top of the filing fee, and no ordinary turnaround is published.
Not in the statute. La. R.S. 47:818.2 defines an interstate motor fuel user as a person who imports motor fuel into the state in the fuel supply tanks of motor vehicles, other than automobiles, owned or operated by him. A sweep of the section for twenty-six thousand, axle, gross vehicle weight and qualified motor vehicle returned nothing. The narrowing comes from the fuel tax agreement in administration, not from the section.
Yes, on the axle count alone. The Office of Motor Vehicles states three limbs: two axles and a gross weight in excess of 26,000 pounds, or three or more axles regardless of weight, or a gross vehicle weight greater than 26,000 pounds in combination with a trailer. The middle limb carries no weight figure.
No bond was found, and the chapter that would contain one was read in full — sections 32:1501 through 32:1510, ten of ten. No bond, surety, indemnity or security instrument appears in any of them. Self-insurance is admitted at not less than twenty percent of equity, and other evidence of financial responsibility acceptable to the secretary is admitted without being named or priced.
The text is adopted; the administrator is not supplied. The state rule names the federal safety fitness part in its adoption list, but the clause that substitutes state actors for federal ones names only earlier federal bodies and not the agency that administers that part today. Nothing read says the state requires a new-entrant audit procedure. That question is left open here rather than answered.
No, and the reason is that there is no state authority step for a general-property operation to sequence anything against. General freight is outside the commission’s definitions rather than exempted from them, and the state coverage duty is a duty to acquire and maintain rather than a duty to file. Nothing read conditions one startup task on another.
Every figure on this page was read at the source below on September 2, 2026, with the effective date of the version read. Treat each as current as of that date rather than as permanent.
Send the equipment list, the operating radius and the commodity, and tell us the date authority was granted. We will size the program against the first year the operation will actually have rather than against a statutory floor.
