Motor carrier classes by state
Nebraska has no operating authority for a general-freight carrier to apply for, and it is easy to read that as a light-touch state. It is not one. The Legislature adopted twelve parts of the federal safety code by statute, extended them to intrastate carriage at ten thousand pounds with no upper cut-out, and told the State Patrol it shall issue a safety rating after a compliance review — by certified or registered mail. There is also a standing duty to send Lincoln a copy of every report you send Washington. The credential is missing. The oversight is not.
The federal half of a first year is the same in Omaha as it is in Albany. What differs is the state half, and Nebraska’s is stranger than its missing credential would suggest. The reading behind this page was done at source on September 2, 2026; dates travel with the figures throughout, and one figure expires on the first of October.
Nebraska splits its motor carrier work across bodies that do genuinely different jobs, and collapsing them produces most of the confusion a startup meets. The Public Service Commission holds the certificate and permit regime for the classes it reaches. The Department of Motor Vehicles holds a Motor Carrier Services Division that runs apportioned registration and the fuel-tax agreement. The State Patrol holds the safety regulations, the compliance review power and the rating. And the Secretary of State holds a formation regime with a newspaper bill attached.
There is no order of operations here. Two conditioning relations turned up in the reading, and each appears below in the form its own section gives it. Neither one ranks the steps of starting a carrier against each other, and this page does not invent a ranking.
The Nebraska file that surprises people is the one with no state credential in it and a full federal safety program behind it.
Send the equipment weights, the radius and the commodity, and we will sort which Nebraska bodies actually have something to say about the operation.
Nebraska prices formation in its statute rather than on an agency schedule, which is convenient — the number is stable, citable and not subject to a page being taken down. It also means the fee sits inside a clause with three moving parts.
Neb. Rev. Stat. §21-192(1)(a), verbatim: “The filing fee for filing a certificate of organization under section 21-117 and for filing an application for a certificate of authority to transact business in this state as a foreign limited liability company under section 21-156 shall be one hundred ten dollars if the filing is submitted in writing and one hundred dollars if the filing is submitted electronically pursuant to section 84-511, and ten dollars for a certificate.”
Three figures, not two. Paper and electronic differ by ten dollars, and there is a further ten dollars for a certificate riding on the same clause. A budget built from a single headline number will be short.
The rest of the section is a residual with exceptions carved out of it. The general rate is “thirty dollars if the filing is submitted in writing and twenty-five dollars if the filing is submitted electronically”, and the enumerated exceptions in the subsections that follow price particular filings differently. That residual matters later on this page, because the recurring report is one of the filings the section never names.
The agent requirement is a content rule rather than a standalone duty. §21-117(b) makes it a mandatory element of the certificate of organization: the certificate “must state ... the street and mailing addresses of the initial designated office and the name and street and mailing addresses and post office box number, if any, of the initial agent for service of process of the company”. You do not appoint an agent in a separate filing; you cannot organize without naming one.
No turnaround is published. §21-192 was read in full on September 2, 2026 and states no processing time of any kind, and nothing else read for this page supplies one. That is recorded as unverified rather than filled with an estimate.
Nebraska attaches a publication duty to organization, and it is the kind of obligation that is easy to complete late and awkward to discover late.
Neb. Rev. Stat. §21-193 requires notice to be published three successive weeks in a legal newspaper, and provides that proof of publication “shall be filed in the office of the Secretary of State”. The proof filing is a second, separate act that follows the newspaper run rather than accompanying it.
The relationship between the two is a condition rather than a sequence in the sense that matters for this page. Organization happens; the publication duty then runs; the proof is filed. Nebraska does not tell a carrier to do one thing before another as a matter of licensing — it attaches a downstream duty to a filing that has already taken effect, and lateness is cured rather than fatal.
For a carrier the practical effect is a small ongoing cost and a diary entry in the first month of trading, at a moment when almost every other obligation on the page is federal. It is also the one Nebraska formation cost that is not fixed by statute, because the newspaper sets its own rate for the notice.
The section was read in full on September 2, 2026. Its source line runs to Laws 2012, and it carries no repeal marker.
Nebraska’s recurring entity filing is biennial rather than annual, and it lands only in odd-numbered years — which means a company formed in an even year has an unusually long first stretch before anything falls due.
Neb. Rev. Stat. §21-125 provides that “Each odd-numbered year, a limited liability company or a foreign limited liability company authorized to transact business in this state shall deliver to the Secretary of State for filing a biennial report”, setting out the company name, the addresses of its designated office and its agent for service of process, and the address of its principal office. Subsection (c) fixes the windows: the first report is delivered “between January 1 and April 1 of the odd-numbered year following the calendar year in which” the company was formed, and every subsequent report “between January 1 and April 1 of each subsequent odd-numbered calendar year”.
The Secretary of State states the consequence in its own words: reports are due in the odd-numbered years by April 1, delinquent June 16, and where a report is not filed by the delinquency date the company “will be administratively dissolved or have its authority administratively revoked”. April 1 is the deadline; June 16 is the point of no return.
On the fee, this page states less than it could, deliberately. §21-192 was read in full and contains no row labelled for the §21-125 biennial report. Its only biennial-report row is subsection (4), which prices a report under a different section belonging to series companies. The Secretary of State’s own forms and fee table carries a row for an amendment or correction to a biennial report but no row for the biennial report itself.
So the honest description is that the ordinary biennial report falls to the residual in §21-192(1) — thirty dollars in writing, twenty-five electronically — by implication, because it is not among the enumerated exceptions. That is a derivation, not a labelled rate, and it is presented as one. A reader budgeting for it should confirm the figure at the point of filing rather than treat this paragraph as the source.
A Nebraska new venture is priced on operations rather than on credentials, because there are almost no credentials to price.
Send the equipment weights, the radius, the commodity and whether anything crosses a state line, and we will build the Nebraska-specific pieces into the submission.
Nebraska has no operating authority for a general-freight carrier, so there is no application window in which the state hands you its safety expectations. It hands them over somewhere else instead, and the somewhere else is the vehicle registration counter.
Neb. Rev. Stat. §75-369, verbatim: “The Nebraska State Patrol shall provide each county treasurer and the Department of Motor Vehicles with copies of a declaration which states that the motor carrier safety regulations in sections 75-362 to 75-369.07 have been enacted into state law. The declaration shall be distributed by the county treasurers and the Department of Motor Vehicles to each applicant for registration of commercial motor vehicles subject to sections 75-363 and 75-364. The applicant shall sign the registration form to acknowledge that the applicant has read the declaration and is aware that the motor carrier safety regulations are part of state law.”
Three bodies appear in one sentence and each does something different. The State Patrol writes the declaration. County treasurers and the Department of Motor Vehicles distribute it. The applicant signs — and what is signed is the registration form itself, not a separate acknowledgement, which is why this is so easy to complete without noticing it happened.
It is an affirmative act by the applicant rather than a screen run against the applicant, and it is worth understanding the difference. Nothing here checks anything about you. What it does is close off a later argument that the state safety regulations were unknown, on a signature you gave to register a truck.
The section ends with a liability carve-out for the distributing bodies: nothing in it “shall be construed to impose any liability upon any county treasurer or the Department of Motor Vehicles or any employee thereof as a result of any act or failure to act under this section.” The distribution duty is real; the consequences of a failure to distribute are not placed on the distributor.
For a new venture the operational point is simple and slightly uncomfortable. In a state with no operating authority, the first and possibly only moment Nebraska formally puts its safety code in front of you is a counter transaction about license plates.
Most states leave the federal Unified Carrier Registration to federal law and simply administer it. Nebraska legislated the duty directly, which makes the obligation unusually easy to cite — and unusually easy to misread as a state-set charge.
Neb. Rev. Stat. §75-394(1), verbatim: “No foreign or domestic motor carrier, private carrier, leasing company, broker, or freight forwarder shall operate any motor vehicle on a highway of this state or in interstate commerce without first being registered in this state or another jurisdiction pursuant to the unified carrier registration plan and agreement and having paid all fees required under the unified carrier registration plan and agreement for such registration.” The same subsection directs a registrant with its principal place of business in the state to register with, and pay to, the division, which remits to the State Treasurer for credit to the General Fund.
Subsection (2) handles the awkward case, and its verb is worth carrying exactly. The division “may accept the registration of and fees required from” a carrier that maintains an office in the state but has its principal place of business outside the United States, or in another jurisdiction that does not participate in the plan. May accept, not shall accept. A carrier relying on that route is relying on a discretion.
The fee itself is not Nebraska’s. It is set nationally by the plan’s board and adopted by federal rule. For the 2026 registration year, bracket B1 — zero to two commercial motor vehicles — is $46.00 per entity for an exempt or non-exempt motor carrier, motor private carrier or freight forwarder, and $46.00 for a broker or leasing company. The rest of the current table reads B2 $138, B3 $276, B4 $963, B5 $4,592 and B6 $44,836. Read September 2, 2026.
The administering body is the Department of Motor Vehicles’ Motor Carrier Services Division, named in the state statute as “the division” and named outright in the federal registration system’s own per-state contact record. Both figures are stated here because a one- or two-power-unit venture is a B1 filer on either side of the date, at two different prices.
This is a documentation hazard rather than a compliance one, and it is the sort of thing that will quietly poison a compliance manual for years, because no repeal marker will ever show it.
The September 1, 2026 rule does not simply amend that table. It removes one section, redesignates two others, and adds a new one. Section 367.30 is removed; §367.40 is redesignated as §367.30; §367.50 is redesignated as §367.40; and a new §367.50 is added, headed “Fees under the Unified Carrier Registration Plan and Agreement for Registration Year 2027 and Subsequent Years”.
The practical instruction is to cite the fee with its registration year attached rather than by section number alone, and to re-read the section rather than trusting a stored quotation. That is the general lesson this page would draw anyway: a number without its date is not usable, and here even the citation without its date is not usable.
The current table also carries cross-reference notes pointing at the amendment published at 91 FR 56071 and 56072 on September 1, 2026, which is the visible thread a careful reader can follow before the redesignation takes effect.
Apportioned registration and the fuel-tax agreement are both held by the Department of Motor Vehicles here, and the state publishes the threshold in its own manual rather than pointing at the national text.
The Motor Carrier Services Manual states it directly: apportioned registration “is a means to register vehicles that will operate across state lines with a registered weight over 26,000 lbs., or 3 axles regardless of the registered weight”, and describes the arrangement as allowing the base jurisdiction — Nebraska for carriers who reside or have an established business here — to process commercial vehicle registrations and collect fees for other member jurisdictions. The same manual carries a section on qualified motor vehicles for the fuel-tax agreement.
Note the wording of the axle prong. Most jurisdictions write “three or more axles”. Nebraska writes “3 axles”. The effect is the same for any vehicle a small carrier is likely to run, but the phrasing is the state’s own, which is a useful signal that the sentence was read on a Nebraska document rather than imported from elsewhere.
The axle prong is again the limb that reaches down. A three-axle unit is inside the definition regardless of registered weight, so a combination in the fifteen-to-twenty-six-thousand-pound band can qualify on axle count alone while the weight prong misses it entirely.
The split between agencies is the thing to hold on to here, and it is the split most often collapsed in summaries of Nebraska. The Public Service Commission holds the certificate and permit regime for the classes it reaches. The Department of Motor Vehicles holds a separately defined Division of Motor Carrier Services, and that is where apportioned registration and the fuel-tax agreement live. §75-302 defines the division separately from the commission for exactly that reason.
The manual was read on September 2, 2026. Its own cover identifies it as a 2021 to 2022 edition, which is stated here rather than smoothed over: the threshold sentence is a definitional one and is stable, but the edition is not current-year and a reader relying on any operational detail from it should check the program pages.
Nebraska has no weight-distance tax, no ton-mile tax and no highway use tax for a general-freight carrier. What it has is an annual per-vehicle fee that belongs to a regime a general-freight carrier is not inside — and the fee is easy to find, easy to quote and easy to apply to the wrong carrier.
The fee is set at Neb. Rev. Stat. §75-305: eighty dollars for each motor vehicle operated, except that the annual fee for any truck-trailer or tractor-trailer combination is one hundred and twenty dollars. The Public Service Commission confirms the mechanism on its own page: all vehicles that carriers plan to use in the course of their intrastate business within the state must be registered with the Commission for the applicable fee as set out in that section, and the fees and vehicle registrations are paid to the Commission every year.
The reason it does not reach a general-freight startup is the scope section rather than the fee section. §75-303 scopes the whole run of sections in which §75-305 sits to transportation by a motor carrier of passengers and, on a historic limb, household goods. The classes the commission reaches are passenger and household goods classes, and the analysis establishing that — from the definitions outward — is set out on our Nebraska hot shot page rather than repeated here.
The fee is also keyed to vehicle type rather than to weight. There is no pound figure anywhere in it: the distinction that changes the number is motor vehicle against truck-trailer or tractor-trailer combination. A carrier looking for a Nebraska weight threshold in this fee will not find one, because there is none to find.
The negative on a weight-distance tax is scoped to what was read rather than offered as a general claim. §§75-302, 75-303, 75-305, 75-311 and 75-363 were read, and no ton-mile or weight-distance instrument appears in them.
So the shape of the Nebraska tax layer for a general-freight new venture is genuinely thin at state level, with the substantive money moving through the federal registration, the fuel-tax agreement and ordinary vehicle registration instead.
The permit layer is where a freight operator meets Nebraska as a regulator, and it is codified in a single long section with three issuing bodies and a set of statutory fee ceilings rather than fixed prices.
Neb. Rev. Stat. §60-6,298 empowers the Department of Transportation or the State Patrol, for highways under their jurisdiction, and local authorities for highways under theirs, to “in their discretion upon application and good cause being shown therefor issue a special, continuing, or continuous permit in writing”. Discretion and good cause are both express. There is no entitlement to a permit on payment.
The named heads cover oversize or overweight movement for national defense or general welfare, cost-saving construction or agricultural land-treatment equipment, and emergency or unusual circumstances; a harvest permit; implements of husbandry up to twelve and a half feet wide, daylight only and not on holidays; recreational vehicles before retail sale; emergency vehicles for sale, demonstration, exhibit or delivery; daylight movement of baled livestock forage up to twelve feet wide; and overweight raw-milk vehicles.
The harvest permit is the one with the most internal structure. It runs up to one hundred and twenty miles at up to fifteen per cent over maximum weight or ten per cent over maximum length for grain or other seasonally harvested products, seventy miles for a longer combination vehicle, with the distance limit waivable for dry beans, dry peas and lentils — and a hard cap that no permit shall authorize a weight greater than twenty thousand pounds on any single axle. The statutory fee ceiling for it is fifty dollars, valid thirty days, renewable four times to a maximum of one hundred and fifty days per calendar year.
Now the condition, and it is stated as the section states it rather than converted into a step. §60-6,298(8): “A vehicle or combination of vehicles for which an application for a permit is requested pursuant to this section shall be registered under section 60-3,147 or 60-3,198 for the maximum gross vehicle weight that is permitted pursuant to section 60-6,294 before a permit shall be issued.” The registration fact has to be true for the permit to issue. That is a condition on a permit, not an order for starting a business, and this page does not present it as one.
Two further terms belong with any first oversize move. Subsection (2) requires the permit to include “a signed affirmation under oath that, for any load sixteen feet high or higher, the applicant has contacted any and all electric utilities that have high voltage conductors and infrastructure that cross over the roadway affected by the move and made arrangements with such electric utilities for the safe movement of the load”. And subsection (4) requires that every permit “shall be carried in the vehicle to which it refers” and be open to inspection by any peace officer, carrier enforcement officer or authorized agent of the granting authority. The section’s source line runs to Laws 2026, effective July 18, 2026, and carries no repeal marker.
This is the finding on this page most likely to change how a new venture plans its first year, and it runs opposite to the assumption a founder will carry in from most neighbouring states.
Neb. Rev. Stat. §75-363(3) provides that “The Legislature hereby adopts, as modified in this section, the following parts of Title 49 of the Code of Federal Regulations”, and then lists twelve: Part 382; Part 385, safety fitness procedures; Part 386, rules of practice; Part 387; Part 390; Part 391; Part 392; Part 393; Part 395; Part 396; Part 397; and Part 398, transportation of migrant workers. Part 399 is not among them.
Part 385 is adopted by the whole part. There is no subpart limitation, no section range and no carve-out addressed to it, which means the new entrant safety assurance program in the part’s subpart D is inside the adoption rather than outside it. That is the opposite drafting choice from states that adopt the part and then switch a section range off.
The reach is set at §75-363(2)(b)(i). It counts a vehicle in on any of four measures — rating or actual weight, single unit or combination — wherever the figure runs “over ten thousand pounds”, and no upper cut-out appears anywhere in the subsection. A fifteen-to-twenty-six-thousand-pound intrastate unit therefore sits squarely inside the state-adopted Part 385, where several neighbouring states switch their adoption off at twenty-six thousand.
The edition is frozen by cross-reference, and the cross-reference is the only place the date lives. §75-363(1) adopts the listed parts as they were “in existence and effective as of the date specified in section 75-365”, and §75-365(3) provides that “when a provision of any of such sections refers to the date specified in this section, such date is January 1, 2026.” Reading §75-363 alone gives a part list and no date at all. Note also that §75-365 carries a 2026 amendment, effective April 15, 2026, that §75-363 does not.
Every carve-out in §75-363 was enumerated, and none of them touches Part 385. They reach physical qualifications for certain long-held intrastate licenses, farm trucks registered at sixteen tons gross or less, covered farm vehicles, fertiliser and agricultural chemical equipment at 3,500 gallons capacity or less, carriers and drivers excepted by the federal exemption in Part 390, and marking rules for farm trucks. There is no weight, commodity or general-freight cut-out anywhere near the safety fitness part.
Nebraska does not merely adopt the federal safety fitness machinery — it builds a state layer on top of it, and the two verbs in the two operative sections point in different directions.
The audit power is permissive and unusually short. Neb. Rev. Stat. §75-369.01, in its entirety, reads: “Any officer of the Nebraska State Patrol carrier enforcement division may conduct a safety audit or compliance review of a motor carrier.” One sentence, one verb, and the verb is may.
The rating duty is mandatory. §75-369.02, verbatim: “Following a compliance review of an intrastate motor carrier by an officer of the Nebraska State Patrol carrier enforcement division, the Nebraska State Patrol shall issue a safety rating of that motor carrier. The safety rating shall be based upon factors prescribed in 49 C.F.R. part 385 — Safety Fitness Procedures adopted in section 75-363, portions of 49 C.F.R. chapter I adopted in section 75-364, and insurance requirements for intrastate motor carriers set forth by the Public Service Commission pursuant to section 75-307. The motor carrier shall be notified by the Nebraska State Patrol of such safety rating by certified or registered mail.”
Read what the rating is scored against. Three inputs, and the third is not a safety rule at all: the commission’s intrastate insurance requirements are a factor in a State Patrol safety rating. A financial-responsibility problem is therefore capable of appearing as a safety outcome, which is a connection most operators would not predict.
Note also who does the work. The auditing and rating body is the State Patrol, not the Public Service Commission, even though one of the rating factors is the commission’s own. The penalty, service and summary-order machinery sits at §§75-369.03 to 75-369.07, and §75-369.03 provides for referral to the federal agency or to the commission.
Enforcement reaches further than a for-hire carrier might assume. §75-370 provides that enforcement of §§75-307 and 75-309 is carried out by the carrier enforcement division of the State Patrol under commission rules, and that any violation of those sections “by any regulated motor carrier, motor carrier, or private carrier shall be referred to the commission for disposition”. Private carriers are named.
The last Nebraska duty on this page has no federal counterpart, takes one sentence, and attaches itself silently to every federal reporting obligation a carrier already has.
Neb. Rev. Stat. §75-365(2), verbatim: “When the regulations referred to in sections 75-363 and 75-364 require that any person submit a report to the United States Department of Transportation or any other federal agency, that person shall also submit a copy of the report to the Nebraska State Patrol.”
It is a standing duplicate-filing duty rather than a discrete filing. It does not name a form, a deadline of its own or a submission route. What it does is take the whole reporting surface of the adopted federal parts and mirror it to a state agency, automatically, for as long as the carrier operates.
Combine that with the reach established earlier on this page and the practical scope becomes clear. The adopted parts reach intrastate carriers from over ten thousand pounds up with no cut-out. So a small intrastate Nebraska carrier that files anything under those parts owes a copy to the State Patrol, and the obligation arrives without a reminder because nothing generates one.
There is a related out-of-service provision written into the adopting statute rather than left inside the adopted part: §75-363(13) provides that no motor carrier shall permit or require a driver to violate, and no driver shall violate, any out-of-service order. Nebraska chose to state that in its own statute rather than rely on the federal text it had already adopted.
Two things Nebraska does not require are worth naming, because a carrier reading about a neighbouring state will expect them. There is no classroom seminar requirement and no resident process agent requirement for a general-freight carrier. Chapter 75 article 3 was enumerated in full from the Legislature’s own chapter index and no analogue appears. Everything on this page was read at primary source on September 2, 2026.
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 Nebraska 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 Nebraska 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.
Neb. Rev. Stat. §21-192(1)(a) sets the certificate of organization filing fee at one hundred and ten dollars in writing and one hundred dollars electronically, “and ten dollars for a certificate”. Three figures on one clause. The section was read in full on September 2, 2026 and publishes no processing time at all, which is recorded here as unverified rather than estimated.
It is biennial and falls only in odd-numbered years, between January 1 and April 1, delinquent June 16, with administrative dissolution after that (§21-125 and the Secretary of State’s own page). On the fee, §21-192 has no row labelled for the §21-125 report — its only biennial row prices a series-company report under a different section — so the residual of thirty dollars written and twenty-five electronic reaches it by implication rather than by a labelled rate. Confirm at the point of filing.
Yes, on the entity side. Neb. Rev. Stat. §21-193 requires notice to be published three successive weeks in a legal newspaper, with proof of publication filed in the office of the Secretary of State as a separate act. The duty runs after organization and is cured by late completion rather than defeated by it. The newspaper sets the cost.
Because the section number survives a content change. The September 1, 2026 rule removes §367.30, redesignates §367.40 as §367.30 and §367.50 as §367.40, and adds a new §367.50 headed for registration year 2027 and subsequent years. From October 1, 2026 the citation §367.50 names the fifty-five-dollar table. Cite the fee by registration year rather than by section number alone.
Over ten thousand pounds, with no upper cut-out. Neb. Rev. Stat. §75-363(2)(b)(i) counts a vehicle in on any of four measures — rating or actual, single unit or combination — wherever the figure runs “over ten thousand pounds”. A fifteen-to-twenty-six-thousand-pound unit is inside it, where several neighbouring states switch off at twenty-six thousand.
Yes, on the state’s adoption. §75-363(3)(b) adopts 49 C.F.R. Part 385, safety fitness procedures, by the whole part — there is no subpart limitation and no section range switched off — so the new entrant subpart is inside the adoption. The reach begins at over ten thousand pounds, and none of the section’s enumerated carve-outs touches Part 385.
January 1, 2026, and the date is not in the adopting section. §75-363(1) adopts the listed parts as they existed and were effective “as of the date specified in section 75-365”, and §75-365(3) sets that date at January 1, 2026. §75-365 also carries a 2026 amendment effective April 15, 2026 that §75-363 does not, so reading the adopting section alone gives a part list and no date.
The State Patrol’s carrier enforcement division, and the two verbs differ. §75-369.01 says an officer “may conduct” a safety audit or compliance review. §75-369.02 says that following a compliance review of an intrastate carrier the State Patrol “shall issue” a safety rating, scored on Part 385 as adopted, portions of 49 C.F.R. chapter I as adopted, and the Public Service Commission’s intrastate insurance requirements, with notice by certified or registered mail.
None was located, and the scope of that negative is stated: §§75-302, 75-303, 75-305, 75-311 and 75-363 were read. The eighty-dollar per-vehicle annual fee at §75-305, and the one hundred and twenty dollars for a truck-trailer or tractor-trailer combination, belongs to the commission-regulated classes rather than to general freight, and it is keyed to vehicle type with no weight figure in it.
Not in what was read. Two conditioning relations exist and both are reported as conditions. §60-6,298(8) provides that a vehicle for which a permit is requested “shall be registered ... for the maximum gross vehicle weight that is permitted ... before a permit shall be issued”, and §21-193 attaches a publication duty that runs after organization. Neither orders formation, federal registration and operation against one another.
Yes. Neb. Rev. Stat. §75-365(2), quoted in full: “When the regulations referred to in sections 75-363 and 75-364 require that any person submit a report to the United States Department of Transportation or any other federal agency, that person shall also submit a copy of the report to the Nebraska State Patrol.” No form is named, no separate deadline is set, and the duty rides on whatever the federal obligation happens to be.
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.
