For many interstate trucking companies, $750,000 is the familiar minimum liability figure. It is not a reliable answer to the question that matters after a serious crash: how much insurance is actually available for this loss?
The answer can change with the carrier’s authority, the vehicle’s weight, the cargo, the companies involved in the trip, and any excess policies above the primary layer. A coverage investigation should begin with those facts, not with an insurance card or an adjuster’s first statement about limits.
The federal minimum depends on the operation
The Federal Motor Carrier Safety Administration’s current filing chart lists these public-liability requirements for common carrier categories:
Scroll horizontally to see all columns. Use the arrow keys when the table is focused.
| Operation | Common federal minimum |
|---|---|
| For-hire, non-hazardous property carrier using a vehicle under 10,001 pounds GVWR | $300,000 |
| For-hire, non-hazardous property carrier using a vehicle of 10,001 pounds GVWR or more | $750,000 |
| Carrier of certain hazardous materials | $1,000,000 |
| Carrier of specified explosives, poison gas, or radioactive materials | $5,000,000 |
| For-hire passenger carrier with 15 or fewer passengers | $1,500,000 |
| For-hire passenger carrier with 16 or more passengers | $5,000,000 |
Those numbers are regulatory floors tied to particular operations. They do not prove which company was the motor carrier for the trip, what the truck was hauling, whether another insured is involved, or whether an excess policy applies. The bill of lading, dispatch record, operating authority, vehicle information, and policy file often answer those questions.
Why the available coverage may be higher
A primary trucking policy may sit below one or more umbrella or excess policies. A tractor owner, trailer owner, motor carrier, maintenance contractor, broker, or another company involved in the load may also have a separate policy, depending on the contracts and the facts.
This does not mean every company connected to a shipment is liable. It means the coverage search should follow the evidence about who controlled the trip, equipment, driver, and work that caused the crash. Identifying the correct entities is as important as reading the declarations pages.
The federal liability minimum is also different from uninsured or underinsured motorist coverage. A commercial auto policy can carry a substantial liability limit without providing commercial UM coverage. Louisiana changed the default rule for commercial policies in 2024, so the selection form and premium history matter. Our separate article explains how Louisiana commercial UM coverage is selected.
How to confirm the real policy limits
The first step is to identify the carrier that was operating the vehicle on the date of the crash. The name painted on the door may not resolve that issue. Useful records can include:
- the crash report and photographs of the USDOT and MC numbers;
- the bill of lading, dispatch instructions, trip sheet, and load confirmation;
- the tractor and trailer ownership and lease records;
- the driver’s employment or contractor file;
- the primary policy, endorsements, declarations, and any reservation-of-rights letter; and
- the umbrella or excess policies for each potentially responsible insured.
Electronic evidence can help establish which company controlled the trip and what happened. ELD data, GPS records, dashcam footage, engine-control data, and dispatch messages may not remain available indefinitely. Our truck-crash evidence guide explains what can be preserved while the coverage investigation proceeds.
What the MCS-90 can and cannot do
The MCS-90 is a federally required endorsement attached to certain motor-carrier liability policies. FMCSA describes the endorsement as applying to vehicles operated under a covered motor carrier’s policy that are subject to the federal financial-responsibility requirements.
It should not be treated as an automatic extra layer of insurance. The Fifth Circuit’s decision in Canal Insurance Co. v. Coleman explains that the endorsement functions as a public-protection mechanism and that its application depends on the federal requirements and the facts of the transportation at issue. A more detailed explanation is available in our guide to MCS-90 endorsements after a truck crash.
The minimum can be exhausted
Even when a carrier has the required minimum, several injured people may be competing for the same per-accident limit. A long hospitalization, surgery, lost income, future care, or a fatality can also produce losses well above the primary layer. That is why the investigation should identify every applicable policy before anyone evaluates a release.
For qualifying Louisiana delictual actions arising on or after July 1, 2024, the general prescriptive period is two years from the day injury or damage is sustained under Civil Code article 3493.1. Earlier incidents, special claims and notice requirements can follow different rules; confirm the deadline for the particular claim. Coverage questions should be addressed early enough that they do not distract from preserving the claim itself.
What to bring to a coverage review
A complete policy file is more useful than an insurance card. If available, bring the crash report number, photographs showing company and regulatory markings, carrier or insurer correspondence, and any load or employment documents. Do not delay a review simply because one of those records is missing.
The firm’s Baton Rouge truck accident practice page explains how carrier records, electronic data, and insurance issues fit into a Louisiana truck-crash investigation. To discuss a serious crash, call (225) 500-5000 in Baton Rouge or (318) 777-5000 in North Louisiana.