On a fleet, the premium is your own loss runs — not a class average.

Commercial auto

Vehicles the business owns and the people who drive them for work.

Without it — Fleet liability and the federal filing, at the limit that keeps every unit’s authority active.

Motor truck cargo

The freight itself while you are hauling it. Separate from the liability on the truck.

Without it — One cargo limit has to satisfy the most demanding broker on your busiest lane, not the average one.

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 — On a schedule of tractors and trailers the equipment is most of the balance sheet, and every lienholder requires it.

Truckers general liability

General liability written for a motor carrier — the yard, the dock, loading and customer premises. The auto policy answers for the vehicle; this answers for everything else.

Without it — Yards, docks and customer premises sit outside the auto policy across the whole fleet, not one truck.

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 — Owner-operators inside the fleet drive off dispatch, where primary liability stops.

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 fleet that drops and hooks other people’s trailers carries a damage exposure the auto policy does not.

How is a fleet priced differently from one or two trucks?

On experience rather than a minimum. A single truck is quoted near the market’s floor, so you pay the cost of issuing the policy more than the cost of your risk. A fleet is large enough that carriers rate it on its own loss runs — usually three to five years — and on the drivers behind those losses. That cuts both ways: a clean history on ten units is worth real money at renewal, and a bad one follows the fleet from carrier to carrier. It is why your driver list and MVRs move the number more than any coverage choice.

Can my drivers pull their own certificates for a last-minute load?

Yes — and on a fleet that is the point. Every broker and shipper wants a certificate before a load moves, and a fleet issues them constantly, so a certificate that waits on an agent is a load that waits with it. Our clients issue their own through a self-service certificate portal: a dispatcher adds the certificate holder and the certificate is in their inbox in seconds, from any phone at the dock or the scale house, without a phone call to the office. It is the difference between covering a 5am load and losing it.

What happens when a load comes up after hours?

The self-service portal does not keep office hours, so a certificate for an overnight or weekend load is the client’s own to issue the moment they book it. Where the request is not a routine certificate — unusual wording, or adding a truck or driver to satisfy a shipper before the load moves — our after-hours assistant takes it down when the call comes in and has it in front of the service team when the office opens. We never promise a specific callback time; we promise the load does not wait for us to notice it.

How large does a fleet have to be before markets change?

It is not a single number, it is where the file leaves the wholesaler’s desk. Several markets bind small fleets on their own authority rather than routing to a carrier queue — Northland one to ten units, Canal one to four, Berkshire Hathaway Homestate one to ten on an online rater, Progressive one to nine in about a day. Above those bands the file goes to the carrier itself and the timeline moves from a day to a week or two. What decides which side you sit on is not the unit count alone but a complete submission — VINs, a driver list and loss runs.

We are adding trucks through the year. Does the policy keep up?

It has to, and this is where cover most often falls behind. A unit added mid-term is not insured until someone puts it on the schedule — which a lender or shipper discovers at exactly the wrong moment. Fleets that grow in bursts are entirely placeable, but the arrangement has to be described up front, so an addition is a form rather than a negotiation and the FMCSA filing moves when the policy does. The certificate side is instant through the portal; the schedule change goes through us, and should be same-day.