Motor carrier classes by state
New Hampshire repealed the chapters that used to license property carriers and never replaced them, which makes it one of the shortest state files a new carrier will ever assemble — and one of the easiest to misread.
There is a version of the New Hampshire story that is almost right and wrong in the way that costs money. It goes: the state repealed its motor carrier chapters, so there is nothing to do. Two of those three repeals are exactly what they look like. The third is a relocation, and the chapter it moved to imposes a live certificate requirement with its own fee schedule, its own insurance condition and its own penalty ladder.
So this page separates the two. For general freight carried between points in New Hampshire, the chapters that once required operating authority are gone and the Title XXI chapter list contains no replacement. For household goods, RSA 359-T has been in force since January 1, 2023 and it is a full regulatory scheme. What is left over for every carrier of either kind is the entity, the road toll license, apportioned registration, the federal carrier registration and a refusal provision aimed squarely at new applicants.
Every figure below was read at the General Court’s own text on September 3, 2026. What could not be read is named where it matters: the state’s executive web estate, including the Secretary of State and the Division of Motor Vehicles, answered 403 to an ordinary desktop browser at both path and root, so no processing time and no form number appears on this page.
New Hampshire will not tell you what your insurance limits should be — for household goods the statute says only that the department may require a reasonable amount.
Tell us what you are hauling and where, and we will work out what the exposure actually calls for rather than what a form asks for.
RSA 304-C:191 carries the whole New Hampshire limited liability company fee schedule in one section, and its paragraph I sets the rule that makes the rest of it enforceable: no document required to be filed under the act is effective until the applicable fee is paid. A filing that is short of its fee is not a late filing; it is not a filing.
Formation is $100 under RSA 304-C:191, II(c), payable on receipt for filing of a certificate of formation under RSA 304-C:31. Registration as a foreign limited liability company is also $100, under II(h).
The recurring charge is the same figure. Under II(f) an annual report under RSA 304-C:194 costs $100, and the same subparagraph attaches the consequences of missing it — an additional late filing fee of $50 for failure or refusal to file the report or pay the filing fee on or before April 1 of any year, $135 for an application for reinstatement under RSA 304-C:138, I, and $500 for an application for late reinstatement under RSA 304-C:145, I. The distance between a $100 report and a $500 late reinstatement is a few months of not opening the mail.
The smaller rows are worth knowing because a new venture touches several of them in its first weeks. A name reservation or a notice of transfer of that reservation is $15 under II(a). A statement about the registered office or agent under RSA 304-C:36 is $15 under II(b). A certificate of amendment, a certificate of merger, a certificate of statutory conversion or a restated certificate of formation is $35 under II(d). A certificate of the Secretary of State, including a certificate of good standing, is $5 under II(j), except that a certificate reciting all of a company’s filings is $10.
All of these were read at the General Court text on September 3, 2026.
RSA 304-C:194 sets what the annual report contains and when it is owed, and its third paragraph holds a genuine timing gift that nobody advertises.
The window is fixed rather than tied to the formation anniversary. Under paragraph III(a) the first annual report is delivered to the Secretary of State between January 1 and April 1 of the year following the calendar year in which a domestic company was formed or a foreign company registered. Subsequent reports go in between January 1 and April 1 of the following calendar years. Everyone files in the same quarter.
Paragraph III(b) is the exception, and it reaches further back than the January date suggests: a domestic limited liability company formed, or a foreign one registered, at any time between December 1 of the preceding year and April 1 of the current calendar year “shall not be required to file an annual report during that year.” A company organized on December 5 does not file the following spring. A company organized on November 25 does.
The content is short and one line of it decides how carefully a carrier fills it in. Paragraph I asks for the company name and the state or country under whose law it is formed, the address of the registered office and the name of the registered agent there, the address of the principal office, the names and business addresses of the managers or, where there are none, at least one member, and a brief description of the nature of its business. Paragraph II requires that the information be current as of January 1 of the year the report is due — not as of the filing date. A manager who left in February is still on the report filed in March.
There is a correction window rather than a cliff. Under paragraph IV, if a report does not contain the required information the Secretary of State promptly notifies the company in writing and returns the report for correction, and a corrected report delivered within thirty days after the effective date of that notice is deemed to be timely filed. The section is stamped effective January 1, 2013 and was read on September 3, 2026.
New Hampshire closes the list of who may serve as a registered agent, and a new carrier that plans to name a friend or a family member outside the state will find it closed against them.
RSA 304-C:36, I requires each limited liability company to have and maintain in New Hampshire a registered office, which may be the same as any of its places of business, and a registered agent. The agent may be an individual who resides in this state and whose residential or business office is identical with the registered office; a corporation organized or authorized under RSA 292, RSA 293-A or RSA 294-A whose business office is identical with the registered office; a limited liability company formed or authorized under the act, or a professional limited liability company under RSA 304-D, on the same identical-office condition; or a limited liability partnership formed or authorized under RSA 304-A:44, again on that condition. Four categories, each with the identical-office requirement attached.
The address is not an afterthought at formation either. RSA 304-C:31, II(b) requires the certificate of formation to set forth the address of the registered office and the name and address of the registered agent for service of process required to be maintained by RSA 304-C:36, and II(c) requires it to state the nature of the primary business or the purpose of the company. Paragraph II(d) requires it to say whether the company is to be managed by its members or by appointed managers.
One clause in RSA 304-C:31, II(c) takes pressure off the purpose statement, which trips up carriers who start in one line of work and add another: if after formation the company engages in another purpose permitted by law, by the act and by its operating agreement, its actions in pursuing that purpose are not deemed invalid merely because that purpose was not set out in the certificate of formation.
Changing the agent later is a statement rather than an amendment. RSA 304-C:36, II lists what the statement must contain, including the street address of the current registered office, the address it is changing to, the current agent’s name and address, the successor’s name and address, and a confirmation that after the change the registered office and the agent’s business office will be identical. RSA 304-C:191, II(b) prices that statement at $15. Formation itself takes effect on filing: under RSA 304-C:31, III, unless an effective time and date are specified under RSA 304-C:29, II, a domestic company is formed on the date and at the time the certificate of formation is filed.
Two of New Hampshire’s three repealed carrier chapters are genuinely gone. The third moved, and the chapter it moved to has a live certificate requirement.
Tell us what you plan to haul and we will tell you which of those two positions you are actually in.
The General Court serves a repealed chapter as a real page rather than an error, with a title equal to the words Chapter and Repealed and a body carrying the repealing act and its effective date. All three were read on September 3, 2026.
RSA 375, MOTOR CARRIERS OF PROPERTY, reads: “Chapter 375 Repealed – Entire Chapter was repealed [Repealed 1967, 348:2, eff. Dec. 1, 1967.]” RSA 375-B, MOTOR VEHICLES CARRYING PROPERTY FOR HIRE, reads the same way with the citation [Repealed by 2013, 100:6, I, eff. Aug. 23, 2013.] RSA 375-A, CARRIAGE OF HOUSEHOLD GOODS FOR HIRE BY MOTOR VEHICLE, reads [Repealed by 2022, 14:2, eff. Jan. 1, 2023.]
Two of those three are what they appear to be. The third is not, and this is where a careful reader has to keep going. The act that repealed RSA 375-A, chapter 14 of the 2022 session, also enacted RSA 359-T in the same session — section 2 repealed, section 1 enacted, both effective January 1, 2023. The household goods scheme did not end. It moved from Title XXXIV to Title XXXI. A page that read only the repeal block would report that New Hampshire regulates nobody, and would be wrong about movers.
For general freight the negative holds, and it was tested on a second document rather than inferred from the first. The Title XXI chapter list — the motor vehicle title, where such a chapter would live if it existed — was read in full on September 3, 2026. Its carrier chapters are CHAPTER 266-A: MOTOR CARRIERS OF PASSENGERS and CHAPTER 267: NEW ENGLAND TRUCKERS COMPACT. There is no property carrier authority chapter in it.
That is the scope of the reading and its limit. Three repealed chapters were read at their own pages, one title’s chapter list was read in full, and RSA 359-T was read section by section. No general property operating authority instrument was found in those documents. Our New Hampshire hot shot page leaves this question open on purpose, having reached it from a different direction; this is the reading that closes it as far as those documents go, and a carrier who needs certainty should still get the state’s answer in writing.
RSA 359-T:2 states the requirement plainly: no household goods carrier shall engage in the business of transporting household goods between points in this state unless the carrier holds a certificate issued by the department authorizing such operations. RSA 359-T:1, I defines department as the department of safety, and RSA 359-T:14, I gives the commissioner the duty to regulate household goods carriers by motor vehicle. RSA 359-T:4 supplies the contract carrier permit alongside the common carrier certificate.
The definitional carve-out is the sentence a general carrier should read before assuming any of this applies. RSA 359-T:1, III provides that a household goods carrier “does not include any person who transports his or her own goods for the purpose of sale or delivery, or in the furtherance of a trade or business other than transportation.” The chapter reaches for-hire movers, not a business moving its own property.
The issuance standard is unusually generous by the standards of state operating authority, and there is no public convenience and necessity test in it. RSA 359-T:3 says a certificate “shall be issued to any qualified applicant therefor, if it is found that the applicant is willing and able properly to perform the service proposed and to conform to the provisions of this chapter and the requirements, rules, and regulations issued by the commissioner thereunder”. Willing and able, not needed by the public.
The prices are all in RSA 359-T:18, I: for each application for a common or contract carrier of household goods certificate under RSA 359-T:3 or permit under RSA 359-T:4, $50; for the annual registration of each vehicle used in the carriage of household goods, $10; for each transfer of a registration certificate, $1. Paragraph II sends the vehicle money through the Division of Motor Vehicles, which deducts the actual cost of issuing the certificates and plates and forwards the balance to the department for administering the chapter.
Two continuing obligations attach. RSA 359-T:17 requires a carrier holding a certificate or permit to apply annually to the division for registration of each vehicle operated under it, receiving a distinguishing number plate and registration certificate that “shall be used coincidental with, and shall expire with” the ordinary registration for the same vehicle — so the special plate lives on the vehicle’s existing renewal cycle rather than on its own. RSA 359-T:7 provides that no certificate or permit, nor any right under it, may be transferred without the department’s approval. RSA 359-T:6 makes the authority effective from the date specified in it and effective until suspended, revoked or terminated, with amendment, suspension or revocation available after notice and hearing for willful failure to comply.
The penalty ladder at RSA 359-T:19 sets floors rather than caps: a first offence is a violation with a fine of not less than $100, a second within a twelve-month period not less than $250, operating after suspension or revocation not less than $250 for a first offence and not less than $500 for a second within twelve months, and a third or subsequent offence within twelve months is a misdemeanor with a fine of not less than $500. The chapter is stamped 2022, 14:1, effective January 1, 2023, and was read in full on September 3, 2026.
This one is small, it is real, and it is the kind of thing only a full read of a chapter turns up.
RSA 359-T:5 sets out what an application for a household goods certificate must be. Paragraph I, made in writing to the department. Paragraph II, “Signed under the penalties of unsworn falsification pursuant to RSA 641:3”. Paragraph III, accompanied by the fee specified in RSA 359-T:18. Paragraphs IV and V delegate the form and the information content to rules adopted by the commissioner.
RSA 359-T:13, I(a) sets out the reporting duty and uses the same phrase with a different citation. The department may require annual reports from all household goods carriers, and “The department shall require reports to be signed under the penalties of unsworn falsification pursuant to RSA 541:3”.
Both provisions came from the same enacting section — 2022, 14:1, effective January 1, 2023 — and both were read at the General Court’s own text on September 3, 2026. They are stated here as they read. Nothing in the chapter reconciles them, and this page does not attempt to; a reader who needs to know which section governs a particular signature should ask the department rather than infer it.
What the delegation in RSA 359-T:5, IV and V means practically is that the application itself is not in the statute. The form and the information it demands live in rules adopted by the commissioner, and the New Hampshire executive web estate could not be read this run, so no form number is given here.
Most state schemes make the insurance filing a condition of issuing the license. RSA 359-T:8 does something different, and the difference decides what happens when a policy lapses.
The section opens: “No certificate or permit issued to a carrier under the provisions of this chapter shall remain in effect unless such carrier shall file with the department and keep in force a certificate of insurance”. The condition is on continuation rather than on grant. An authority whose insurance stops does not become an authority with a compliance problem; by the words of the section it does not remain in effect.
The amount is not in the statute, and the hedge is worth carrying exactly. What the carrier files is a certificate of insurance “in such form and in such reasonable amount as the department may require to adequately provide for the reasonable protection of the owner or owners of the property transported.” That is a cargo-facing standard rather than a public liability one — the interest named is the owner of the goods being moved. RSA 359-T:14, II(b) gives the commissioner rulemaking authority over adequate levels of insurance, and that rule was not located or read this run, so no figure appears here.
The filing recurs on a fixed rhythm. The same section provides that the certificate of insurance “shall be submitted on an annual basis with the annual report required by RSA 359-T:13, I(a)”, which ties the insurance evidence to the report and makes both a single yearly event rather than two separate ones.
For carriage that is not household goods, the financial responsibility position in New Hampshire rules is worked through on our New Hampshire hot shot page and is not restated here. Nothing in RSA 359-T requires a bond: the chapter was read in full, sections 1 through 19, on September 3, 2026, and the certificate of insurance in section 8 is the only security instrument in it.
New Hampshire does not leave the fuel-tax trigger to be found in an interstate agreement. It writes it into RSA 260:52, I, and the sentence reaches lighter equipment than most operators expect.
The paragraph first deals with a purely in-state operator: all users of special fuel who travel exclusively intrastate on the ways of New Hampshire shall use only special fuel on which the supplier has prepaid the road toll fees. Then it turns to interstate work. Vehicles powered by special fuels “having a gross registered weight in excess of 26,000 pounds or having 3 or more axles regardless of weight, or when the weight of such vehicle or combination of vehicles exceeds 26,000 pounds, that travel on the ways of New Hampshire that also travel in any other state, province, or other IFTA jurisdiction shall meet the licensing and reporting requirements of the International Fuel Tax Agreement (IFTA).”
The middle limb of RSA 260:52, I has no weight floor under it. A three-axle power unit rated well below 26,000 pounds satisfies the axle test by the plain words of the paragraph, and a carrier sizing equipment around a weight number alone will miss it.
The prices are in the same section, read on September 3, 2026. Under RSA 260:52, V every user required to obtain an IFTA license applies for each vehicle on forms the commissioner prescribes; licenses expire on December 31 of each year and are issued at a fee of $10 per vehicle. Under paragraph VI the department may grant a temporary authorization to drive a vehicle propelled by special fuel where the commissioner judges it feasible, and the fee is based on the approximate toll that would be due but “shall be not less than $5 for each authorization” — a floor, not a price.
Three exclusions survive in paragraph III: vehicles owned by the United States government for the use of the armed forces only, or by the state, a city, town, county, village or school district; special mobile equipment as defined in RSA 259:105; and recreation vehicles as defined in RSA 259:84-a. Several other paragraphs of the section are marked repealed and read as such.
The enforcement provisions are ordinary but the amounts are not trivial for a small operation, and both sit in RSA 260:52 as read on September 3, 2026. Paragraph VIII makes failure to display a decal issued by the department or the user’s base state a violation. Paragraph IX makes consuming special fuel on the ways of the state without a required valid license or temporary authorization a violation, punishable on a first conviction by a fine of not more than $500, and where the complaint alleges driving after suspension or revocation or one or more prior convictions within the preceding twelve months, by a fine of not less than $250 nor more than $1,000. All read on September 3, 2026.
New Hampshire’s motor carrier tax is a fuel tax. The subdivision of RSA 260 that carries it is captioned Road Tolls, and RSA 260:52 sits inside it as the special fuel provision. There is no ton-mile or highway-use levy in the chapter read here, and the road toll itself has no weight threshold at all, because it attaches to the fuel rather than to the truck. The weight and axle tests in RSA 260:52, I are licensing triggers for the interstate agreement, not thresholds for the toll.
The administrative layer sits in the Department of Safety rules, and the table of contents was read on September 3, 2026. PART Saf-C 303 is captioned INTERNATIONAL FUEL TAX AGREEMENT and runs to seven sections: Saf-C 303.01 Agreement, 303.02 Applicability, 303.03 Availability, 303.04 IFTA Bond Requirement, 303.05 Form RT 129, Application for IFTA, 303.06 Form IFTA-100, IFTA Quarterly Fuel Use Tax Return, and 303.07 Form IFTA-101, IFTA Quarterly Fuel Use Tax Schedule.
Two of those captions are worth a new carrier’s attention before it applies. Saf-C 303.04 tells you a bond requirement exists in the fuel program, which is a cost most first-year operators do not budget for; the rule text itself was not read this run and no amount or condition is stated here. Saf-C 303.05 names the application document as Form RT 129, which is the only New Hampshire form number this page can give, because the department’s own site is unreadable from outside.
PART Saf-C 304 is ADMINISTRATION AND GENERAL REQUIREMENTS and its captions map the year: 304.01 Collection of Tolls, 304.02 Licensing of Vehicles, 304.03 Single-Trip Authorization, 304.04 Cancellation of Accounts, 304.05 Reporting General, 304.06 Electronic Filing, 304.07 Protested Payment, 304.08 Accounts Receivable, 304.09 Partial Payments and 304.10 Loss of Motor Fuel. PART Saf-C 305 is HEARINGS, and it holds the appeal routes that matter when something goes wrong, including 305.03 Denial of License Application and 305.04 Hearing for Denial of License Application.
One structural detail in that index is exactly the sort of thing that defeats a citation search. Three sections in PART Saf-C 211 are listed with the words Moved to against them — Saf-C 211.03 Road Toll Bureau moved to Saf-C 305.07, 211.04 Prosecution moved to Saf-C 305.08, and 211.05 Noncompliance with Road Toll Law moved to Saf-C 305.09. A citation to the old number is not a citation to a dead rule; it is a citation to a rule that answers at a different address.
Apportioned registration works the same way — by reference rather than by text. RSA 260:73 authorizes the commissioner to execute documents and perform acts to enter into and carry out a multi-jurisdictional commercial vehicle registration proration agreement known as the International Registration Plan, and states no weight threshold of its own. CHAPTER Saf-C 1700 is captioned INTERNATIONAL REGISTRATION PLAN RULES with PART Saf-C 1701 INCORPORATION BY REFERENCE and Section Saf-C 1701.01 Agreement. The threshold therefore lives in the Plan document, which was not read at primary source this run, and no apportionment figure is stated on this page. One nearby fee is readable and unusually shaped: RSA 261:163 sets the fee for a nonresident commercial registration permit under RSA 261:42 at one half of the registration fee for the vehicle, a proportion rather than an amount, and RSA 261:164 credits those fees to the department of transportation for the maintenance of ways.
New Hampshire appears on the UCR Plan’s participating-states list, which was read and counted at forty-one names on September 3, 2026. What is distinctive is where the state put the duty in its own law.
It is not in a carrier chapter. It is RSA 261:40-a, inside CHAPTER 261: CERTIFICATES OF TITLE AND REGISTRATION OF VEHICLES, and it works by incorporation: “It is a violation for any person to drive or for the owner or lessee to cause to be driven on the ways of this state a motor vehicle subject to registration under the provisions of the Unified Carrier Registration Act of 2005, 49 U.S.C. section 14504a, as amended, unless the motor vehicle has been registered and the appropriate fee paid.” New Hampshire does not restate the federal scheme; it points at it and attaches a penalty.
That penalty is stated in RSA 261:40-a itself: a fine not to exceed $100 plus penalty assessment for a first offence, and not to exceed $500 plus penalty assessment for a subsequent offence in a twelve-month period. The section is stamped effective September 4, 2010 and was read on September 3, 2026. The words as amended are doing quiet work — the state duty tracks changes in the federal statute without a New Hampshire amendment.
Which office administers it is answered by two documents rather than one. RSA 260:4 provides that the powers, duties, functions and personnel relating to the registration of boats and motors, motor carriers of property and motor carriers of passengers are within the division as provided in RSA 106-A:12. The Saf-C rules index then carries CHAPTER Saf-C 2400, captioned UNIFIED CARRIER REGISTRATION AGREEMENT, with PART Saf-C 2401 INCORPORATION BY REFERENCE and its Section 2401.01 Agreement, PART Saf-C 2402 covering requests for copies of the agreement, Section Saf-C 2403.01 Refunds of Unified Carrier Registration Fees, Section Saf-C 2404.01 Calculation of the Number of Commercial Motor Vehicles Owned or Operated for Determination of UCR Fees, and Section Saf-C 2405.01 Audits of Unified Carrier Registration Carriers.
Two of those captions are worth reading as a new venture. A refund rule exists, which means a filing made on the wrong vehicle count is not simply money gone. And a calculation rule exists, which means the fleet count that drives the fee is something the department has written down how to compute rather than something a carrier estimates. The specific bureau name inside the division was not readable — dmv.nh.gov and nh.gov returned 403 to a desktop browser at root — and the text of those rules was not read, so nothing beyond their captions is stated here. What the state does not set is the fee itself.
There is one New Hampshire provision aimed almost exactly at new ventures, and it has no federal counterpart in this form. RSA 261:182 is captioned Grounds for Refusal of Motor Carrier Registration Based on Fraud or Ineligibility, and it is short enough to read whole before an application is made.
The division may deny registration of a commercial motor vehicle if the applicant fails to disclose material information required, or has made a materially false statement on the application, or “has applied as a subterfuge for the real party in interest who has been issued a federal out-of-service order”, or if the applicant’s business is operated, managed, or otherwise controlled or affiliated with a person who is ineligible for registration — and the section names the categories: the applicant entity, a relative, family member, corporate officer, or shareholder.
The second sentence extends it to the vehicle rather than the applicant: the division may deny registration for a vehicle that has been assigned for safety to a commercial motor carrier prohibited from operating by the Federal Motor Carrier Safety Administration, or to a carrier whose business is operated, managed, or otherwise controlled by or affiliated with a person who is ineligible for registration, including the owner, an owner’s relative or family member, a corporate officer, or a shareholder.
The verb is may, twice, and that hedge is load-bearing. Nothing in the section makes a refusal automatic; it gives the division a ground, and the section says nothing about how the division exercises it. The section is stamped effective January 1, 2012 and was read on September 3, 2026.
The practical reading for a start-up is about relationships rather than paperwork. A new company formed by someone whose previous operation was shut down, or a company sharing an officer or a shareholder with a carrier under a federal order, is describable by this section. So is a truck assigned for safety to such a carrier. The disclosure question on the application is not a formality in New Hampshire; failure to answer it fully is itself a listed ground.
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 New Hampshire 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 New Hampshire 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.
No instrument for it was found in the documents read. RSA 375 was repealed effective December 1, 1967 and RSA 375-B effective August 23, 2013, both read at their own chapter pages, and the Title XXI chapter list read in full on September 3, 2026 carries only CHAPTER 266-A: MOTOR CARRIERS OF PASSENGERS and CHAPTER 267: NEW ENGLAND TRUCKERS COMPACT. That is a reading of those documents rather than a search of the whole code, and a carrier who needs certainty should get the state’s answer in writing.
The old one was, and it was re-enacted the same session. RSA 375-A shows [Repealed by 2022, 14:2, eff. Jan. 1, 2023], and chapter 14 of that session also enacted RSA 359-T with the same effective date. The certificate requirement at RSA 359-T:2 is live, the application fee at RSA 359-T:18, I(a) is $50, and the annual per-vehicle registration at I(b) is $10.
One hundred dollars to form, under RSA 304-C:191, II(c). The annual report is another $100 under II(f), but RSA 304-C:194, III(b) provides that a company formed between December 1 of the preceding year and April 1 of the current calendar year is not required to file an annual report during that year — so the timing of formation decides whether the second $100 falls in year one or year two.
Between January 1 and April 1, under RSA 304-C:194, III(a), with the information current as of January 1 of the year the report is due rather than as of the filing date. Missing it adds $50 under RSA 304-C:191, II(f). A report returned for correction and re-delivered within thirty days of the notice is deemed timely under RSA 304-C:194, IV(b).
One of four categories under RSA 304-C:36, I(b): an individual residing in the state, a corporation under RSA 292, RSA 293-A or RSA 294-A, a limited liability company under the act or a professional limited liability company under RSA 304-D, or a limited liability partnership under RSA 304-A:44. Every category carries the same condition — the agent’s office must be identical with the registered office.
RSA 260:52, I reaches vehicles powered by special fuels with a gross registered weight in excess of 26,000 pounds, or having 3 or more axles regardless of weight, or in a combination exceeding 26,000 pounds, where they travel on New Hampshire ways and also in another IFTA jurisdiction. The axle limb carries no weight floor. The license fee is $10 per vehicle under paragraph V, expiring December 31.
Not in the chapter read here. New Hampshire’s motor carrier tax is the road toll, a per-gallon charge sitting in the Road Tolls subdivision of RSA 260, and it has no weight threshold because it attaches to fuel. The weight and axle tests in RSA 260:52, I are licensing triggers for the interstate fuel agreement, not thresholds for the toll itself.
In the vehicle registration chapter. RSA 261:40-a makes it a violation to drive, or cause to be driven, a motor vehicle subject to registration under the Unified Carrier Registration Act of 2005, 49 U.S.C. section 14504a, as amended, unless the vehicle has been registered and the appropriate fee paid, with a fine not to exceed $100 plus penalty assessment for a first offence and $500 for a subsequent offence in a twelve-month period.
RSA 261:182 gives the division that ground. It may deny registration where the applicant applied as a subterfuge for a real party in interest holding a federal out-of-service order, or where the applicant’s business is operated, managed, controlled or affiliated with a person ineligible for registration — the section names a relative, family member, corporate officer or shareholder. The verb throughout is may, and the section says nothing about how the discretion is exercised.
Because the sources for them would not open. The New Hampshire executive web estate, including the Secretary of State and the Division of Motor Vehicles, returned HTTP 403 to an ordinary desktop browser at both path and root. The General Court site is not part of that block, which is why the statutes are quoted directly. The one form number on this page, Form RT 129, comes from the caption of Saf-C 303.05 in the Department of Safety rules index.
Every figure on this page was read at the source below on September 3, 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.
