Motor carrier classes by state
Two Texas agencies regulate the same truck out of the same federal title, and they have frozen that title at two different dates — July 1, 2024 at the motor vehicle department, September 1, 2022 at the public safety department. A new venture also discovers that the state route out of buying insurance is closed to it by construction: self-insurance requires a current satisfactory safety rating, and a rule says an application from a carrier with no rating at all “will be summarily denied”. Having no history is not a neutral starting position in Texas. It is a disqualifier for one specific door.
Most of what governs a carrier’s first twelve months is federal, and a founder can learn it once and apply it in any state. The Texas remainder is what this page covers. Every figure here was taken from a primary source on September 2, 2026 and is printed with that date attached — one of them has twenty-nine days left to run.
Texas spreads a startup across four agencies that do not share a counter. The Secretary of State forms the entity and prices the queue. The Comptroller holds the recurring report and the interstate trucker license. The Department of Motor Vehicles issues the credential a carrier operates on. And the Department of Public Safety runs the safety program, under a rule that quietly substitutes its own director for the federal administrator wherever the adopted text names one.
There is no order of operations below. Texas carries one real conditioning relation in this layer, and it is a content rule about what a form must contain rather than a ranking of steps. Where a provision says one thing must accompany another, that is what appears here, in the provision’s own words.
The Texas file that gets quoted quickly is the one that already knows which of the four agencies has said what about the operation.
Send the equipment list, the registered weight you intend to buy and whether any work crosses a state line, and we will sort the Texas layers before the submission goes out.
The Texas Secretary of State prices formation once and then prices speed separately, on a published ladder with published cutoffs — and it publishes no turnaround at all for the tier most founders will actually use.
The certificate of formation fee is stated on the office’s own schedule, Form 806, as “$300” for a certificate of formation for a Texas entity other than a nonprofit corporation, cooperative association, professional association or limited partnership, covering Forms 201, 203, 205 and 206. Form 205 is the limited liability company certificate of formation. The schedule was read on September 2, 2026 and carries its own revision stamp of 10/25.
The expedite ladder is priced on the same schedule and described on the office’s express-service page. Same-day service is $750 per document plus the document filing fee, and filings received by 12:00 p.m. “are processed by close of business the same day”, requested in person or by email. Next-day service is $500 per document plus the filing fee, and filings received by 12:00 p.m. “are processed by close of business the next business day”. Standard expedited is $50 per document plus the filing fee, processed “before regular submissions, typically within 2-3 business days”, available by mail or in person. Preclearance of a filing instrument is a further $50, and expedited processing of a certified copy, certificate of status or certificate of fact is $10.
The caveat attached to that ladder is load-bearing and is carried in the office’s own words rather than paraphrased into a promise: “Time frame is the period of review. Requesting expedited service does not guarantee a filing, as each document is reviewed for specific statutory requirements. Business days exclude weekends and national, state, and agency holidays.” You are buying a place in the queue, not an outcome.
What is not published is a non-expedited turnaround. There is no ordinary-course figure anywhere on the schedule or the filing-options page. The nearest statement the office makes is that it “strongly encourages electronic filing through SOSDirect or SOSUpload to ensure swift processing times”, with evidence of processing in real time through its online system. And one figure that circulates for Texas formation should be discounted outright: the two-hour and one-business-day numbers in the office’s general filing FAQs belong to certificates of fact and certified copies, not to a certificate of formation.
Texas requires both an agent and an office, adds an express consent requirement, adds a staffing duty where the agent is an organization, and then closes off the shortcut a founder is most likely to reach for.
Tex. Bus. Orgs. Code §5.201, captioned “Designation and Maintenance of Registered Agent and Registered Office”, provides that “(a) Each filing entity and each foreign filing entity shall designate and continuously maintain in this state: (1) a registered agent; and (2) a registered office.” The agent must have “consented in a written or electronic form to be developed by the office of the secretary of state to serve as the registered agent of the entity” and “must maintain a business office at the same address as the entity’s registered office”. The registered office “must be located at a street address where process may be personally served on the entity’s registered agent”.
Where the agent is an organization rather than a person, the section adds a staffing duty with no equivalent in most states: a registered agent that is an organization “must have an employee available at the registered office during normal business hours to receive service of process, notice, or demand”, and any employee of the organization may receive service there.
The agency’s own form confirms this is a required field rather than an election. Form 205 carries an article headed “Registered Agent and Registered Office” with an either/or choice between an organization and an individual resident of the state, a mandatory business address for the agent and the registered office, and an affirmation that the person designated as registered agent has consented.
Read the parenthetical on the organization option: it says, in terms, that the organization agent “cannot be entity named above”. A Texas limited liability company may not name itself as its own registered agent. That is the opposite of the position in several neighbouring states, and it is worth checking before assuming a template from another jurisdiction transfers.
One sourcing note travels with this section. The statutory text was read on a mirror rather than on the state’s own statutes host, which serves a script-driven interface that does not return text to an ordinary fetch; the mirror self-dates its capture. The operative content is corroborated by the Secretary of State’s own Form 205, which is official and was fetched successfully on September 2, 2026 — so the claim rests on an agency artifact, not on the mirror alone.
A founder looking for the Texas annual report will not find one at the Secretary of State, and the absence is a read result rather than an impression.
The office’s complete fee schedule, Form 806, was read end to end on September 2, 2026. It contains no annual-report, periodic-report or annual-statement row for a Texas limited liability company anywhere. The only recurring row in the entire schedule belongs to nonprofit periodic reports. Every limited liability company row on it is a formation, amendment, termination, registered-agent or certificate row.
That is a genuine structural fact about Texas rather than a gap in the reading, and it is worth stating positively, because the wrong conclusion to draw from it is that Texas has no recurring filing. It has one. It is annual. It is at a different agency, and missing it is fatal to the entity’s standing.
The duty lives with the Texas Comptroller of Public Accounts, as the franchise tax report plus an information report. The Comptroller states the deadline in its own words: “The annual franchise tax report is due May 15. If May 15 falls on a weekend or holiday, the due date will be the next business day.”
So the practical instruction for a carrier keeping a compliance calendar is that the Secretary of State entry is a one-time event and the recurring entry belongs to a different department with a different login, a different identifier and a different deadline. Nothing at the Secretary of State will remind you.
A Texas submission moves faster when the agency split is already sorted on your side.
Send us the registered weight, the radius, the commodity and whether any employee driving is on your payroll, and we will build the Texas-specific pieces into the file.
The franchise tax has a threshold high enough that a one- or two-truck carrier will owe nothing for years. That does not mean it files nothing, and the shape of the change is what catches people.
The Comptroller’s own published thresholds, read on September 2, 2026, set the No Tax Due Threshold at $2,650,000 for both the 2026 and 2027 report years. The same table sets the tax rate at 0.375% for retail or wholesale and 0.75% otherwise, a compensation deduction limit of $480,000, an EZ computation total revenue threshold of $20 million and an EZ computation rate of 0.331%. For 2024 and 2025 the No Tax Due Threshold was $2,470,000.
The filing duty is where the change happened. The Comptroller states it plainly: “For reports originally due on or after Jan. 1, 2024, the No Tax Due Report has been discontinued.” The report that used to be filed to say nothing was owed no longer exists. What replaced it is not nothing — it is a different form.
The Comptroller’s filing requirements page continues: “For the 2024 report year and later, a taxable entity whose annualized total revenue is less than or equal to the No Tax Due Threshold is not required to file a No Tax Due Report. However, the entity is required to file Form 05-102, Public Information Report (PDF) or Form 05-167, Ownership Information Report (PDF).” One of those two is owed annually, by May 15, at no fee.
The consequence of missing it is stated in the Comptroller’s own notice language: an entity that receives the notice “failed to meet 2026 franchise tax filing requirements”, and the cure for a business at or below the threshold is simply to file the public information report or ownership report. For a carrier the practical exposure is standing rather than money: a Texas motor carrier registration application asks for a Comptroller taxpayer number, and an entity in bad standing is an entity with a problem it will meet again at the credentialing counter.
Texas participates in the Unified Carrier Registration plan and lists it among the Department of Motor Vehicles’ motor carrier services. The fee, though, is not a Texas number. It is set nationally by the plan’s board and adopted by federal rule, which is why it moves for every participating state on the same day.
The registration reaches interstate operation. A startup that never leaves Texas is outside it entirely, which is a real saving and one of the few places where staying intrastate simplifies rather than complicates a Texas file.
The current figure is $46.00. That is bracket B1 — zero to two commercial motor vehicles — for the 2026 registration year, taken from the table in force when this was read on September 2, 2026.
A page carrying only the first figure is wrong from October 1, and a page carrying only the second is wrong until then. Both are stated with their periods, because a fee without a date attached is not a number anybody can act on.
Texas has no weight-distance tax, no ton-mile tax and no highway use tax. What it has instead is a licensing class buried in the motor fuels tax, and the class definition contains a limb with no weight in it at all.
The instrument is the Interstate Trucker’s License under Tex. Tax Code §162.358, and the licensing duty is confirmed by the definitions section: a “license holder” means a person licensed by the comptroller under one of several sections, §162.358 among them. The chapter also defines “motor carrier” far more broadly, as a person who operates a commercial vehicle used, designated or maintained to transport persons or property — but the taxed class is the interstate trucker, and that is the definition to read.
Tex. Tax Code §162.001(36), verbatim: “‘Interstate trucker’ means a person who for commercial purposes operates in this state, other states, or other countries a motor vehicle that: (A) has two axles and a registered gross weight in excess of 26,000 pounds; (B) has three or more axles; or (C) is used in combination and the registered gross weight of the combination exceeds 26,000 pounds.”
Limb (B) is worth reading twice. Most states writing an axle prong at least append the words “regardless of weight”, which signals to a reader that the omission is deliberate. Texas does not append anything. The sentence simply stops after the axle count. There is no weight condition attached, and none is implied by the surrounding limbs, because both of the others carry their weight figures explicitly.
The consequence for a light combination is direct. A three-axle unit operating for commercial purposes across state lines is an interstate trucker on axle count alone, whatever it weighs and whatever it is registered for. An operator who has confirmed the registered gross weight sits under twenty-six thousand pounds has answered limbs (A) and (C) and left (B) untouched.
The Comptroller administers the whole of chapter 162, assigns import verification numbers under it and is the officer named throughout. All of this was read on September 2, 2026.
Apportioned registration and the fuel-tax agreement are held by two different Texas agencies, and the thresholds were read on a Texas document rather than imported from the plan — which is a claim worth being able to demonstrate.
The state’s own apportioned registration information packet, revised December 2025, sets out the apportionable vehicle test: “a power unit having two axles and a gross vehicle weight or registered gross vehicle weight in excess of 26,000 pounds or 11,794 kilograms: or a power unit having three or more axles, regardless of weight; or used in combination, when the weight of such combination exceeds 26,000 pounds or 11,794 kilograms gross vehicle weight.” Exemptions read in the same passage cover trucks, truck tractors and combinations at 26,000 pounds or less, recreational vehicles and vehicles displaying restricted-use plates.
Note the metric figure. The plan and most jurisdictions print 11,793.401 kilograms. Texas rounds to 11,794. The divergence changes nothing operationally — it is the same 26,000 pounds — but it is proof that the sentence was read on a Texas artifact and not copied from a national source, which is the kind of thing a reader is entitled to be able to check.
The apportioned side is held by the Department of Motor Vehicles, and the packet names the office on its own cover: the Motor Carrier Division, Commercial Fleet Services Section. The fuel-tax agreement side is held by somebody else entirely. The Comptroller runs it, and states that carriers “are encouraged to apply for an IFTA license through the Comptroller’s Webfile system”, with a paper alternative — Form AP-178, the Texas application for an international fuel tax agreement license — available to print and post.
Two agencies, two systems, two logins. Collapsing them is the ordinary Texas error, and the axle prong here behaves exactly as it does in the Tax Code: three or more axles, regardless of weight, reaches a combination that both weight prongs miss.
A carrier reading about Texas will meet the word bond, and the bond it meets is somebody else’s. Establishing that took a full read of the chapter where one would live rather than a search that returned nothing.
There is exactly one section captioned “Bond” in 43 TAC chapter 218, and it sits in the subchapter addressed to motor transportation brokers. 43 TAC §218.41 provides that “(a) Filing. A motor transportation broker shall file a bond with the department before it may act as a motor transportation broker. (b) Conditions of bond. (1) The bond shall be: (A) in an amount of at least $10,000; (B) executed by a bonding company authorized to do business in the state of Texas; and (C) payable to the State of Texas or a person to whom the motor transportation broker provides services.” Cancellation runs on thirty days’ written notice served on both the principal and the department, and unless a new bond is filed before that period expires, the person may not act as a broker.
A carrier operating under its own authority is not a motor transportation broker and does not file that bond. The distinction matters commercially as well as legally, because a startup that begins brokering overflow freight has crossed into a regime with an entry bond attached.
The denominator behind the negative is worth recording. Chapter 218 has seven subchapters — general provisions; motor carrier registration; records and inspections; motor transportation brokers; consumer protection; administrative penalties and sanctions; and financial responsibility for foreign commercial motor vehicles. The word bond does not appear anywhere in the application rule at §218.13 or in the insurance rule at §218.16, both of which were read in full. On the statutory side, chapter 643’s financial responsibility run is amount required, self-insurance, filing, termination of insurance coverage, insolvency of insurer and insurance for employees. There is no bond section in it.
One sweep detail is worth carrying because it is the sort of thing a section-by-section walk misses. The chapter index shows a suffixed section sitting between two ordinary ones — a provision numbered between §643.101 and §643.102 — so a straight numeric walk would have stepped over it. It was opened rather than assumed. It concerns the amount required for certain school buses, which is neither a bond nor a property-carrier provision, but the check was made.
Texas does offer an alternative to buying automobile liability cover. It is self-insurance rather than surety, and its qualifying gate contains a sentence that makes it unavailable to a new venture as a matter of construction rather than of judgement.
The route opens at 43 TAC §218.16(d)(1): “A motor carrier may meet the insurance requirements of subsections (a) and (b) of this section by filing an application, in a form prescribed by the department, to qualify as a self-insured motor carrier.” Qualification then turns on net worth and on a sound insurance program assessed against reserves, sinking funds, third-party financial guarantees, parent company or affiliate sureties and excess insurance.
Then the safety gate. 43 TAC §218.16(d)(2)(C), verbatim: “Safety program. An applicant must submit evidence of a current ‘satisfactory’ safety rating from the Texas Department of Public Safety under Transportation Code, Chapter 644 and administrative rules adopted under Transportation Code, Chapter 644 or a ‘satisfactory’ safety rating from FMCSA under federal law. An application by a motor carrier with less than a current ‘satisfactory’ safety rating or no safety rating will be summarily denied.”
Read the last five words. Not weighed, not deferred, not considered on other evidence — summarily denied. A new venture has no safety rating because it has not operated, so it falls inside the disqualifying clause on its first day and stays there until it has been rated. There is no startup exception and no discretionary relief written beside it.
The department also keeps a residual discretion elsewhere in the same rule — it “may accept an application for approval of a security or agreement if satisfied that the security or agreement offered will adequately protect the public”. That is genuinely open-ended and genuinely unquantified, and it is the nearest thing in Texas to a bond alternative. It is not a route a new carrier should plan around.
Revocation runs on the same axis after qualification. Where there is evidence that a self-insured carrier’s safety program or record is inadequate, the department may demand information on ten days’ notice and revoke. All of this was read on September 2, 2026.
Texas attaches an employee-benefits condition to motor carrier registration that has no counterpart in federal motor carrier law, and it writes out the numbers for the substitute in the rule itself.
43 TAC §218.16(c)(1) provides that “A motor carrier that is required to register under this subchapter and whose primary business is transportation for compensation or hire between two or more municipalities shall provide workers’ compensation for all its employees or accidental insurance coverage in the amounts prescribed in paragraph (2).” The trigger is the shape of the business — transportation for hire between two or more municipalities — rather than a weight or a commodity.
Where the carrier takes the accidental-insurance route, §218.16(c)(2) prescribes the amounts, verbatim: “(A) $300,000 for medical expenses for at least 104 weeks; (B) $100,000 for accidental death and dismemberment; (C) 70 percent of the employee’s pre-injury income for not less than 104 weeks when compensating for loss of income; and (D) $500 for the maximum weekly benefit.”
Four numbers, and the fourth interacts with the third in a way worth noticing before a policy is bought. Seventy per cent of pre-injury income is the measure, and five hundred dollars a week is the ceiling on it. For a driver whose pre-injury weekly income is above roughly seven hundred and fifteen dollars, the seventy per cent figure exceeds the cap and the cap governs. That is a design feature of the schedule rather than an accident of it.
Texas is well known as a state where workers’ compensation is generally elective for employers. This rule is why that general position does not settle the question for a motor carrier: the carrier either provides workers’ compensation or provides the accidental cover at the prescribed amounts. The choice is between two instruments, not between an instrument and nothing.
The figures were read at the rule on September 2, 2026.
This is the finding on this page that a compliance calendar cannot absorb, because it is not a date to diarize — it is a structural disagreement between two Texas rules about which printing of the same federal title is in force.
The Department of Public Safety freezes the safety corpus. 37 TAC §4.11(a) incorporates by reference the federal motor carrier safety regulations at Title 49, Parts 40, 380, 382, 385 to 387, 390 to 393 and 395 to 397, “including all interpretations thereto, as amended through September 1, 2022”, and adds that all other references in the subchapter to the Code of Federal Regulations “also refer to amendments and interpretations issued through September 1, 2022”.
The Department of Motor Vehicles freezes a different part of the same title at a different date. 43 TAC §218.16(a) provides that the department “adopts by reference 49 C.F.R. Part 387 regarding the required level of financial responsibility, including any amendments that became effective through July 1, 2024.”
Part 387 therefore appears twice, in two Texas rules, frozen almost two years apart. Which edition governs a given question depends on which agency is asking. A foreign commercial motor vehicle operated by a registrant of the motor vehicle department takes the 2024 edition through §218.16(a); the safety regulator reads the same part as it stood in 2022.
The honest position for a page like this is to name both dates and their sources and to stop there. Reconciling two frozen editions of a federal part across two state agencies is legal work, not compliance-checklist work, and an operator who has found this should take it to counsel rather than pick the more convenient date.
One thing this page deliberately does not do is state a Texas automobile liability minimum. The rule that sets it delivers its table as an attached graphic with no readable text on the route reached, so the figures were never read. Numbers for that table circulate in secondary sources; none of them is repeated here. The liability analysis, including what could and could not be read, is set out on our Texas hot shot page.
Texas does run a new entrant program for intrastate carriage, and it runs it under the federal part with a state official written into the federal role. That substitution is the mechanism, and it is easy to miss because it lives in a definitions subsection rather than in an operative one.
The adoption is wide. 37 TAC §4.11(a) takes in Parts 385 to 387 as a range, so Part 385 comes in whole rather than section by section. The extension to intrastate carriage is then done by redefining a term rather than by adding an intrastate clause: §4.11(b)(3) defines “interstate or foreign commerce” as “All movements by motor vehicle, both interstate and intrastate, over the streets and highways of this state.” Every federal trigger keyed to interstate commerce inside the adopted parts reads onto intrastate movement.
Then the substitution that converts a federal program into a state one. §4.11(b)(6), verbatim: “Federal Motor Carrier Safety Administration (FMCSA)—The director of the Texas Department of Public Safety for vehicles operating in intrastate commerce.” Every duty the federal new entrant subpart places on the federal administrator becomes a duty of the state director for intrastate purposes.
The applicability gate then narrows what the widened adoption reaches. §4.11(c)(1)(A) applies the adopted regulations to “a vehicle or combination of vehicles with an actual gross weight or a gross weight rating in excess of 26,000 pounds when operating intrastate”, alongside prongs for farm vehicles at 48,000 pounds or more, fifteen-passenger vehicles, placarded hazardous materials, foreign commercial motor vehicles, rail crew contract carriers and covered farm vehicles. A light intrastate combination under 26,000 pounds sits below that line and is outside the adopted set, notwithstanding the redefinition.
That the program exists as a state instrument is confirmed independently, in a rule written by a different agency. The motor vehicle department’s registration rule asks new applicants, in terms, whether they have had “a Compliance Review or a New Entrant Audit by the Texas Department of Public Safety that resulted in an Unsatisfactory Safety Rating in the three years prior to the date of your application”, and requires the relevant identifiers where the answer is yes. A separate question asks whether the applicant is currently under an order to cease from the public safety department.
So the credential and the audit sit in different buildings, and each department asks about the other’s work. The motor vehicle department says so itself: it does not regulate driver licensing or motor carrier safety audits, and points to the public safety department for both. A new venture that treats its credential application and its safety program as one project is treating two agencies as one, and Texas has arranged them so that will not hold.
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 Texas 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 Texas 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.
Not at the Secretary of State. Form 806, the office’s complete fee schedule, was read end to end on September 2, 2026 and contains no annual or periodic report row for a limited liability company; the only recurring row belongs to nonprofit periodic reports. The recurring duty exists at the Comptroller instead, as the franchise tax report and an information report, due May 15.
Yes. The No Tax Due Report was discontinued for reports originally due on or after January 1, 2024. The Comptroller’s requirements page states that an entity at or below the No Tax Due Threshold “is required to file Form 05-102, Public Information Report (PDF) or Form 05-167, Ownership Information Report (PDF).” The threshold is $2,650,000 for the 2026 and 2027 report years, read September 2, 2026.
No. Form 205, the Secretary of State’s certificate of formation, offers an organization option with the parenthetical “cannot be entity named above”. Tex. Bus. Orgs. Code §5.201 separately requires the agent to have consented in written or electronic form and to maintain a business office at the registered office address, and requires an organization agent to have an employee available there during normal business hours.
No. There is no weight-distance, ton-mile or highway use tax in Texas. What exists is the Interstate Trucker’s License inside the motor fuels tax at Tex. Tax Code §162.358, administered by the Comptroller, with the taxed class defined at §162.001(36).
Only if it has fewer than three axles. Tex. Tax Code §162.001(36) has three limbs joined by “or”, and limb (B) reads simply “has three or more axles”. Texas does not even append the words “regardless of weight” — the sentence stops at the axle count. A three-axle unit operating commercially across state lines is inside the definition whatever it weighs.
No. 43 TAC §218.16(d)(2)(C) requires evidence of a current satisfactory safety rating and provides that an application from a carrier “with less than a current ‘satisfactory’ safety rating or no safety rating will be summarily denied.” A new venture has no rating, so the route is closed by construction until it has operated and been rated.
It has to carry one of two things. 43 TAC §218.16(c)(1) requires a registered motor carrier whose primary business is transportation for hire between two or more municipalities to provide workers’ compensation for all its employees or accidental insurance in the amounts at (c)(2): $300,000 medical for at least 104 weeks, $100,000 accidental death and dismemberment, 70 per cent of pre-injury income for not less than 104 weeks, and a $500 maximum weekly benefit.
That depends on which agency is asking, and the two do not agree. 37 TAC §4.11(a) incorporates the federal safety set “as amended through September 1, 2022”. 43 TAC §218.16(a) adopts 49 CFR Part 387 “including any amendments that became effective through July 1, 2024”. The same federal part is frozen at two dates almost two years apart, in two Texas rules.
For vehicles above the applicability line, yes, and it is run by the state. 37 TAC §4.11(a) adopts Parts 385 to 387 as a range; §4.11(b)(3) redefines interstate or foreign commerce to include intrastate movement; and §4.11(b)(6) makes the state public safety director the federal administrator for intrastate purposes. But §4.11(c)(1)(A) applies the adopted set only above 26,000 pounds actual gross weight or gross weight rating when operating intrastate.
No. The only section captioned “Bond” in 43 TAC chapter 218 is §218.41, and it sits in the motor transportation broker subchapter, requiring a bond of at least $10,000 from brokers. The word does not appear in the application rule at §218.13 or the insurance rule at §218.16, both read in full, and chapter 643 has no bond section.
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.
