Compliance Myth: "Not for hire" means not regulated
One of the more common misunderstandings in the trucking industry is the belief that displaying “Not for Hire” on a truck somehow exempts it from federal or state motor carrier safety regulations. This myth has led many private carriers—those that transport their own goods rather than hauling freight for others—to operate under the false assumption they are not subject to regulatory oversight.
The truth, however, is that the applicability of the vast majority of FMCSA and related state regulations is not determined by whether a truck is engaged in for-hire transportation. Instead, it hinges on factors like vehicle weight, passenger capacity, etc.. This article will explore the differences between for-hire and private motor carriers, explain why private carriers are still regulated in most instances, and provide guidance on how businesses operating “Not for Hire” vehicles can maintain compliance.
Understanding the Difference: Private vs. For-Hire Carriers
To understand why private carriers remain subject to FMCSA regulations, it’s important to first understand the distinction between for-hire and private carriage. As a preliminary matter, the Federal Motor Carrier Safety Regulations (FMCSRs) define the terms "for-hire motor carrier" and "private motor carrier" in 49 CFR 390.5 as follows:
For-hire motor carrier means a person engaged in the transportation of goods or passengers for compensation.
Private motor carrier means a person who provides transportation of property or passengers, by commercial motor vehicle, and is not a for-hire motor carrier.
Standing alone, these regulatory definitions aren't all that helpful. The difference between for-hire and private carriage clearly has something to do with the receipt of compensation for the transportation services. But what exactly? If we take these regulatory definitions and look at them in the broader statutory and regulatory context, we arrive at the following distinctions:
For-Hire Carriers
For-hire carriers are businesses that transport goods or passengers in exchange for compensation. These carriers are quintessential trucking companies. Examples include Knight-Swift, C.R. England, FedEx, and others like them. Operating as a for-hire carrier, at least in interstate commerce, requires for-hire motor carrier operating authority--a sort of business license issued by the FMCSA. For-hire carriers must also maintain and file with the FMCSA minimum levels of commercial auto liability insurance. As one would expect, for-hire carriers, assuming they operate commercial motor vehicles (CMVs) are generally subject to the FMCSRs.
Private Carriers
Private motor carriers, on the other hand, are companies that use CMVs to transport their own goods or equipment in furtherance of their primary business. These companies do not haul freight for other entities in exchange for compensation, but rather use trucks as a tool to support their own operations.
Common examples of private carriers include:
A construction company that uses trucks to move its own materials and equipment between job sites;
A landscape company that uses trucks and trailers to move mowers and other tools to job sites;
A grocery chain that operates its own fleet of delivery trucks to restock its stores;
A farm that transports its own crops or livestock to a processing plant.
Even though private carriers are not engaged in for-hire transportation, meaning they don't require for-hire motor carrier operating authority from FMCSA, their CMVs are still subject to the agency's safety oversight, again assuming they are operating interstate. This means they must comply with the vast majority of the same safety requirements as for-hire carriers. Private carriers and their drivers are, thus, generally subject to the same rules governing topics like driver qualification, hours-of-service, vehicle mainteannce, drug/alcohol testing, and others.
Why “Not for Hire” Does Not Mean Exempt from FMCSA Regulations
The misconception that a private carrier is exempt from safety regulations stems from the incorrect assumption that FMCSA only regulates for-hire carriers. In reality, FMCSA’s regulations apply to any motor carrier—whether for-hire or private—operating a vehicle that meets the definition of a CMV.
As addressed in a prior article, according to 49 CFR 390.5, a commercial motor vehicle (CMV) is any self-propelled or towed vehicle used on a highway in interstate commerce that meets one or more of the following criteria:
Has a gross vehicle weight rating (GVWR), gross combination weight rating (GCWR), gross vehicle weight (GVW), or gross combination weight (GCW) of 10,001 lbs. or more
Is designed or used to transport more than 8 passengers (including the driver) for compensation
Is designed or used to transport more than 15 passengers (including the driver), not for compensation
Is used to transport hazardous materials in a quantity requiring placarding
If a private carrier operates a vehicle that meets any of these thresholds interstate, it is subject to FMCSA regulations just like a for-hire carrier.
Insurance Requirements
Though private motor carriers operating interstate are subject to the majority of the FMCSRs just like for-hire carriers, there is one key difference: insurance. As noted previously, for-hire motor carriers operating in interstate commerce must maintain and file with the FMCSA certain levels of commercial auto liability insurance. Private carriers, on the other hand, are not subject to these insurance requirements, assuming they don't haul hazardous materials. If they do haul hazardous materials interstate, then they too are subject to the minimum insurance requirements.
Interstate Commerce: A Key Factor in FMCSA Applicability
Another major factor that determines whether a private carrier is regulated by FMCSA is whether its operations involve interstate commerce. Under FMCSA regulations, interstate commerce includes any business-related transportation that crosses state lines or affects the flow of goods in interstate commerce, even if the truck itself never leaves the state. We've broken this down in depth in another article. Thus, any businesses operating CMVs interstate--for-hire or private--are generally subject to the FMCSRs.
But even if a company's CMVs operate exclusively intrastate in particular states, it does not necessarily follow that they are exempt from motor carrier safety regulations. Indeed, as we broke down in our prior article, every state in the U.S. has enacted its own motor carrier safety regulations, many of which closely mirror the FMCSRs and apply to the operation of CMVs within their borders.
With that said, unlike the FMCSRs that apply uniformly to both for-hire and private carriage in CMVs that weigh more than 10,000 lbs., some state motor carrier safety regulations relax (but don't eliminate) their applicability for private carriers. Indiana, for example, applies its intrastate motor carrier safety regulations to for-hire motor carriers starting at 10,001 lbs.; however, those same rules only apply to private carriers if the CMVs weigh more than 26,000 lbs. It's important to point out that only a handful of states in the U.S. treat for-hire and private carriage differently in this regard. The majority of states apply their intrastate safety regulations to for-hire and private carriers alike.
Which Regulations Apply to Private Carriers?
Now that it's clear the federal and most state motor carrier safety regulations apply to both for-hire and private carriers, let's look at what exactly this means. In other words, what are some of the most important regulations to which private carriers are subject?
1. Driver Qualification Requirements (49 CFR Part 391)
Drivers must be properly licensed to operate the type(s) of CMVs they intend to operate for the carrier.
Drivers must be at least 21 years old for interstate operations.
Carriers must maintain a driver qualification file (DQF) with key compliance records such as medical examiner’s certificates, motor vehicle records (MVRs), and annual reviews of driving history.
2. Hours-of-Service (HOS) Rules (49 CFR Part 395)
Drivers must comply with maximum driving limits, including, for example, the 11-hour daily driving limit and 14-hour on-duty limit.
Drivers must take mandatory off-duty rest periods, including at least 10 consecutive hours off before beginning a new driving shift.
Drivers must generally use electronic logging devices (ELDs) to track HOS compliance, unless they fall under a specific ELD exemption.
3. Vehicle Inspection and Maintenance (49 CFR Part 396)
Drivers must conduct pre-trip and post-trip vehicle inspections and correct any defects before operating.
Vehicles must undergo annual DOT inspections by a qualified inspector.
Maintenance records must be kept for each CMV in the fleet.
4. Controlled Substances and Alcohol Testing (49 CFR Part 382)
Drivers operating CMVs requiring a CDL must be enrolled in a drug and alcohol testing program.
Carriers must conduct pre-employment, random, post-accident, and reasonable suspicion testing for all CDL drivers.
5. Marking and USDOT Number Requirements (49 CFR Part 390.21)
Carriers operating CMVs in interstate commerce (and intrastate, in most cases) must have a USDOT number and display it on both sides of their vehicles.
The name of the carrier must also be displayed on the truck.
Simply putting “Not for Hire” on a vehicle does not replace or exempt these marking requirements.
For an even more in-depth breakdown of these regulations, to whom they apply, and practical tips for complying with them, check out our online course titled DOT Compliance for Safety Managers.
Conclusion
The belief that “Not for Hire” exempts a private carrier from FMCSA safety regulations is a myth that can lead to costly violations, penalties, and increased liability exposure. While private carriers do not have the same operating authority and insurance requirements as for-hire carriers, they generally must still comply with federal safety regulations if they operate CMVs in interstate commerce and state motor carrier safety regulations if they operate CMVs intrastate.
To avoid compliance pitfalls, private carriers should:
✔️ Determine whether their vehicles meet the federal/state definition of a CMV
✔️ Assess whether their operations involve interstate commerce
✔️ Ensure compliance with applicable driver qualification, hours-of-service, vehicle maintenance, and other regulations
✔️ Display their USDOT number properly, rather than relying on a misleading “Not for Hire” label
About Trucksafe Consulting, LLC: Trucksafe Consulting is a full-service DOT regulatory compliance consulting and training service. We help carriers develop, implement, and improve their safety programs, through personalized services, industry-leading training, and a library of educational content. Trucksafe also hosts a livestream podcast on its various social media channels called Trucksafe LIVE! to discuss hot-button issues impacting highway transportation. Trucksafe is owned and operated by Brandon Wiseman and Jerad Childress, transportation attorneys who've assisted some of the nation’s leading fleets to develop and maintain cutting-edge safety programs. You can learn more about Trucksafe online at www.trucksafe.com and by following Trucksafe on LinkedIn, Facebook, Twitter, and YouTube. Or subscribe to Trucksafe's newsletter for the latest highway transportation news & analysis. Also, be sure to check out eRegs, the first app-based digital version of the federal safety regulations aimed at helping carriers and drivers better understand and comply with the regulations.