Filings, radius rules, and carriers that will actually take the risk.
Commercial insurance for long haul, tankers, dirt-sand-and-gravel and hotshot operators, from one truck to fleets of a hundred. We do the filings that keep your authority active.
Tell us the situation.
A licensed human replies the same business day — not an auto-responder, and not five producers calling at once. We shop it across our carriers and tell you if the policy you already have is the right one.
We use this to quote and service your insurance, and we do not sell it or pass it to lead networks. Privacy policy.
What trucking businesses actually need.
Commercial auto
Vehicles the business owns and the people who drive them for work.
Without it — No authority, no loads. Primary liability is the filing that keeps you legal to run.
Auto physical damage
Damage to your own tractor and trailer. Primary liability pays for what you do to everyone else and nothing for your equipment, so without this a rollover you caused leaves you paying off a truck you can no longer run.
Without it — Primary liability pays for the damage you do to everyone else and nothing for your own truck. A rollover you caused leaves you still owing the finance company.
Motor truck cargo
The freight itself while you are hauling it. Separate from the liability on the truck.
Without it — A damaged or stolen load is money you owe the shipper directly, with nothing behind you.
Non-trucking liability
Covers the tractor when it is being driven outside dispatch — home from the yard, or to the shop. The motor carrier’s primary liability generally responds only while you are under dispatch, and that gap is exactly when an owner-operator is driving on their own time.
Without it — Primary liability generally stops the moment you are off dispatch, which is precisely when an owner-operator is driving home.
Trailer interchange
Damage to a trailer you are pulling but do not own, while it is in your possession under a written interchange agreement. Your own physical damage cover follows equipment you own, so an interchanged trailer is unprotected without it.
Without it — A trailer you pulled under an interchange agreement is not your equipment, so your own physical damage cover does not follow it.
Workers compensation
Required in almost every state the moment you have employees. Priced on payroll and class code, which is why the class code is worth arguing about.
Without it — A driver hurt at a dock or under the trailer becomes an uncapped claim against the business.
Occupational accident
Medical and disability cover for owner-operators and contract drivers who sit outside workers compensation. It is not workers comp and does not satisfy a state that requires workers comp — it is what fills the gap where none is required.
Without it — Owner-operators sit outside workers compensation, and an injury with nothing behind it ends the contract and the income together.
General liability
Third-party bodily injury and property damage — the line nearly every contract names by default.
Without it — Anything that happens off the truck — at a yard, a dock, a customer site — has no coverage at all.
Inland marine & equipment
Tools, equipment and property in transit. It picks up exactly where commercial property stops, which is the moment the item leaves the building.
Without it — Trailers, chains, straps and equipment disappear and replacement comes out of cash flow.
Umbrella & excess liability
Extra limit stacked above general liability, auto and employers liability. Usually the cheapest million dollars on the policy.
Without it — A serious highway accident runs past primary limits quickly, and trucking verdicts are among the largest there are.
Lori Adams, TRS
Commercial Trucking Insurance Advisor
Twenty-five years in trucking insurance. Knows the filings, the radius rules and the carriers that will actually take the risk.
Transportation Risk Specialist (TRS)
“He has all of our trucks for Wheelzdown…a Hotshot trucking Co. out of Wisconsin… proving that even across the country, they can offer exceptional customer service, and he does! The best rates around and great customer service, what more can someone ask for?”
What trucking operators ask us.
What filings do I need to keep my authority?
Interstate operators generally need an MCS-90 endorsement and a BMC-91X filing with FMCSA, with minimum liability of $750,000 for general freight and higher for hazardous commodities. Intrastate requirements are set by the state. We handle the filings as part of placing the policy, and we watch for the cancellation notices that quietly revoke authority.
Why does my radius matter so much?
Radius of operation is one of the largest rating factors in trucking, because it drives both accident frequency and severity. A local operator running under a hundred miles prices very differently from a long-haul fleet, and a carrier that is competitive on one is often uncompetitive on the other. Getting the radius stated accurately matters as much as getting it low.
Am I too small, or too big, for you?
Neither, and the range is deliberate. We write single-truck owner-operators and fleets of a hundred, with the same specialist on both — a one-truck account is where most agencies stop paying attention, and a hundred-unit fleet is where most agencies stop being able to help.
Do you help with DOT compliance?
Yes, at no charge to our insureds and within the scope of what we can properly advise on. In practice that means the things that stall a quote or quietly cost you your authority: keeping the FMCSA record straight, unit and cargo classifications that match the operation, filings that are actually in force, and getting your loss runs together. We are not a compliance consultancy and we will say so when something needs one.
Can you cover a new authority?
Yes, though the market is thinner and the first year costs more — new ventures have no loss history and no CSA scores, so carriers price the uncertainty. Driver experience, MVRs and equipment age carry most of the weight. It gets materially cheaper at renewal once there is a clean year behind you.