Rule2026-17893
Fees for the Unified Carrier Registration Plan and Agreement
Primary source
Metadata and text below are from the Federal Register, a public-domain U.S. government work. Always verify the official published version before relying on it for any legal matter.
Published
September 1, 2026
Effective
October 1, 2026
Issuing agencies
Transportation DepartmentFederal Motor Carrier Safety Administration
Abstract
FMCSA amends the regulations governing the annual Unified Carrier Registration (UCR) Plan and Agreement registration fees that participating States collect from motor carriers, motor private carriers of property, brokers, freight forwarders, and leasing companies. On September 18, 2025, the UCR Board recommended a fee increase for the 2027 registration year and subsequent registration years. This recommended increase averages 20 percent over the fee structure adopted for 2025 and retained for 2026, with varying increases ranging between $9 and $9,329 per entity, depending on the applicable fee bracket. Although the fees for registration year 2027 are increased, they are less than those in effect during registration years 2019 through 2022. FMCSA adopts the recommended fee increase.
Full Text
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<title>Federal Register, Volume 91 Issue 168 (Tuesday, September 1, 2026)</title>
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[Federal Register Volume 91, Number 168 (Tuesday, September 1, 2026)]
[Rules and Regulations]
[Pages 56063-56072]
From the Federal Register Online via the Government Publishing Office [<a href="http://www.gpo.gov">www.gpo.gov</a>]
[FR Doc No: 2026-17893]
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DEPARTMENT OF TRANSPORTATION
Federal Motor Carrier Safety Administration
49 CFR Part 367
[Docket No. FMCSA-2025-0655]
RIN 2126-AC72
Fees for the Unified Carrier Registration Plan and Agreement
AGENCY: Federal Motor Carrier Safety Administration (FMCSA), U.S.
Department of Transportation (DOT).
ACTION: Final rule.
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SUMMARY: FMCSA amends the regulations governing the annual Unified
Carrier Registration (UCR) Plan and Agreement registration fees that
participating States collect from motor carriers, motor private
carriers of property, brokers, freight forwarders, and leasing
companies. On September 18, 2025, the UCR Board recommended a fee
increase for the 2027 registration year and subsequent registration
years. This recommended increase averages 20 percent over the fee
structure adopted for 2025 and retained for 2026, with varying
increases ranging between $9 and $9,329 per entity, depending on the
applicable fee bracket. Although the fees for registration year 2027
are increased, they are less than those in effect during registration
years 2019 through 2022. FMCSA adopts the recommended fee increase.
DATES: Effective October 1, 2026.
Petitions for Reconsideration of this final rule must be submitted
to the FMCSA Administrator no later than October 1, 2026.
FOR FURTHER INFORMATION CONTACT: Mr. Kenneth Riddle, Director, Office
of Registration, FMCSA, 1200 New Jersey Avenue SE, Washington, DC
20590-0001, <a href="/cdn-cgi/l/email-protection#8fc9c2ccdccec2ccdddccfebe0fba1e8e0f9"><span class="__cf_email__" data-cfemail="dd9b909e8e9c909e8f8e9db9b2a9f3bab2ab">[email protected]</span></a>.
SUPPLEMENTARY INFORMATION: FMCSA organizes this final rule as follows:
I. Availability of Rulemaking Documents
II. Executive Summary
III. Abbreviations
IV. Legal Basis for the Rulemaking
V. Discussion
A. Proposed Rule
B. Comments and Responses
C. Final Rule
VI. Section-by-Section Analysis
VII. Regulatory Analyses
[[Page 56064]]
A. E.O. 12866 (Regulatory Planning and Review) and DOT
Rulemaking Procedures
B. E.O. 14192 (Unleashing Prosperity Through Deregulation)
C. Congressional Review Act
D. Regulatory Flexibility Act (Small Entities)
E. Assistance for Small Entities
F. Unfunded Mandates Reform Act of 1995
G. Paperwork Reduction Act
H. E.O. 13132 (Federalism)
I. Privacy
J. E.O. 13175 (Indian Tribal Governments)
K. National Environmental Policy Act of 1969
I. Availability of Rulemaking Documents
To view any documents mentioned as being available in the docket,
go to <a href="https://www.regulations.gov/docket/FMCSA-2025-0655/document">https://www.regulations.gov/docket/FMCSA-2025-0655/document</a> and
choose the document to review. To view comments, click this final rule,
then click ``Browse Comments.'' If you do not have access to the
internet, you may view the docket online by visiting Docket Operations
in Room W58-213 of the DOT West Building, 1200 New Jersey Avenue SE,
Washington, DC 20590-0001, between 9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
II. Executive Summary
Under 49 U.S.C. 14504a, the UCR Plan and the 41 States
participating in the UCR Agreement assess fees to be collected from
motor carriers, motor private carriers of property, brokers, freight
forwarders, and leasing companies. The UCR Plan and Agreement are
administered by a 15-member Board, which is comprised of 14 members
appointed from the participating States and the motor carrier industry,
as well as the Deputy Administrator of FMCSA, who is a statutory
member. Revenues collected are allocated to the participating States
and the UCR Plan.
In accordance with 49 U.S.C. 14504a(d)(7) and (f)(1)(E), the Board
provides fee adjustment recommendations to the Secretary of
Transportation (the Secretary) when revenue collections result in a
shortfall or surplus from the amount authorized by statute. Statutory
factors the Board considers when making a recommendation to adjust fees
include the administrative costs of the UCR Plan and Agreement and
whether the revenues generated in the previous year and any surplus or
shortage from that or prior years enable the participating States to
achieve the revenue levels set by the Board (49 U.S.C.
14504a(d)(7)(A)(i) and (ii)). The statutory allocation of revenue to
participating States remains constant under 49 U.S.C. 14504a(g), even
though the actual incoming revenue fluctuates each year based on the
number of registered interstate carriers and freight brokers and the
size of the carriers' fleets--factors that can vary based on economic
conditions and market demand. If the required payments to the States
and the cost of administering the UCR Plan exceed the amount in the
depository, the UCR Plan must assess additional fees in subsequent
years to recover the shortfall (49 U.S.C. 14504a(f)(1)(E)(i)). If there
are excess funds after payments to the States and for administrative
costs, they are retained in the UCR Plan's depository (see 49 U.S.C.
14504a(f)(1)(E)(ii)), and fees for subsequent registration years must
be reduced as required by 49 U.S.C. 14504a(h)(4).
These two distinct statutory provisions are recognized in the fee
adjustment recommended by the UCR Plan. In this final rule, FMCSA
increases the annual registration fees established pursuant to the UCR
Agreement by an average of 20 percent, effective for the 2027
registration year and subsequent years.\1\
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\1\ The UCR Plan Board's recommendation (September 2025 Fee
Recommendation) was issued on September 18, 2025, and is available
in the docket for this rulemaking.
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The final rule increases the fees paid by motor carriers, motor
private carriers of property, brokers, freight forwarders, and leasing
companies to the UCR Plan and the participating States. Although the
increase in fees is a private cost to covered entities, fees are
considered transfer payments by the Office of Management and Budget
(OMB) Circular A-4, Regulatory Analysis, not costs. The details of the
amount of increase to the annual UCR fee for each fee bracket are
included in the discussion below in Section VI.
III. Abbreviations
ANPRM Advance notice of proposed rulemaking
CE Categorical Exclusion
CFR Code of Federal Regulations
DOT Department of Transportation
E.O. Executive Order
FMCSA Federal Motor Carrier Safety Administration
FR Federal Register
NAICS North American Industry Classification System
NPGA National Propane Gas Association
NPRM Notice of proposed rulemaking
Obelisk Obelisk Tech Systems, Inc.
OIRA Office of Information and Regulatory Affairs
OMB Office of Management and Budget
OOIDA Owner-Operator Independent Drivers Association
PIA Privacy Impact Assessment
PII Personally identifiable information
PTA Privacy Threshold Assessment
RFA Regulatory Flexibility Act
SBA Small Business Administration
SBREFA Small Business Regulatory Enforcement Fairness Act of 1996
SBTC Small Business in Transportation Coalition
Secretary Secretary of Transportation
UCR Unified Carrier Registration
UMRA Unfunded Mandates Reform Act
U.S.C. United States Code
IV. Legal Basis for the Rulemaking
This rulemaking adjusts the annual UCR registration fees, as
authorized by 49 U.S.C. 14504a. Section 14504a provides that the
revenues collected from the fees should not exceed the maximum annual
revenue entitlements distributed to the 41 participating States plus
the amount established for administrative costs associated with the UCR
Plan and Agreement. In accordance with 49 U.S.C. 14504a(f)(1)(E)(i),
the statute provides for the UCR Plan to request an adjustment by the
Secretary when the annual revenues are insufficient to provide the
revenues to which the participating States are entitled.
In addition, 49 U.S.C. 14504a(h)(4) states that any excess funds
from previous registration years held by the UCR Plan in its
depository, after distribution to the States and for payment of
administrative costs, shall be retained and the fees charged shall be
reduced by the Secretary accordingly.
The UCR Plan must also obtain DOT approval to revise the total
revenue to be collected, in accordance with 49 U.S.C. 14504a(d)(7). The
revenue allocations to the participating States are fixed by statute
(49 U.S.C. 14504a(g)).
The Secretary also has broad rulemaking authority in 49 U.S.C.
13301(a) to carry out 49 U.S.C. 14504a, which is part of 49 U.S.C.
subtitle IV, part B. Authority to administer these statutory provisions
has been delegated to the FMCSA Administrator by 49 CFR 1.87(a)(2) and
(7).
V. Discussion
A. Proposed Rule
On April 7, 2026, FMCSA published a Notice of Proposed Rulemaking
(NPRM) titled ``Fees for the Unified Carrier Registration Plan and
Agreement'' in the Federal Register (Docket No. FMCSA-2025-0655, 91 FR
17618). The NPRM proposed amending regulations for the annual
registration fees States collect from motor carriers, motor private
carriers of property,
[[Page 56065]]
brokers, freight forwarders, and leasing companies for the UCR Plan and
Agreement for the 2027 registration year and subsequent registration
years. This recommended increase averages 20 percent, with varying
increases ranging between $9 and $9,329 per entity, depending on the
applicable fee bracket.
B. Comments and Responses
FMCSA requested public comments concerning the NPRM for 30 days
ending May 7, 2026. At the request of the Small Business in
Transportation Coalition (SBTC), the comment period was extended until
May 26, 2026 (91 FR 23383). By that date, a total of 34 comments were
received, 33 of which are in scope for this rulemaking. Three comments
were submitted by trade associations, including the National Propane
Gas Association (NPGA), the Owner-Operator Independent Drivers
Association (OOIDA), and SBTC. Thirty motor carriers and individuals
(including anonymous individuals) submitted comments. One comment was
withdrawn from the docket for non-compliance with docket comment
policy.
1. General Opposition to UCR Registration Fees
Comments: Several commenters opposed UCR registration fees in
general, questioned the purpose behind establishing the UCR fees or the
current use of UCR fees, or stated they did not know what UCR fees are
used for. Some commenters stated that these fees are an unnecessary tax
on motor carriers and should not be increased; some commenters also
recommended ceasing to collect UCR registration fees entirely. OOIDA
stated that the system no longer meets its original objectives and
merely generates ``slush fund revenue'' for States, who may use the
revenue as ``a non-Federal match for Federal Motor Carrier Safety
Assistance Program funding.''
FMCSA Response: The UCR plan and the requirement to assess fees to
be collected were established by Congress and are codified in statute
(49 U.S.C. 14504a). Neither FMCSA nor the UCR Board have the discretion
to cease collecting fees.
By statute, UCR fees are required to be used by participating
States for motor carrier safety programs and enforcement, or the
administration of the UCR Plan and UCR Agreement (49 U.S.C.
14504a(e)(1)(B)). When each of the participating States joined the UCR
Agreement, the statute required them to submit to FMCSA a State plan
that, among other matters, demonstrates that an amount at least equal
to the revenue derived by the State from the UCR Agreement shall be
used for those motor carrier safety programs and enforcement, or the
administration of the UCR Plan and UCR Agreement (49 U.S.C.
14504a(e)(1)(B)). The statute also gives primacy to the need to set the
fees at a level that ensures that each of the participating States
receive the revenues to which they are entitled (49 U.S.C.
14504a(f)(1)(E)(i) and (g)(4)). The adjustment in the fees to be paid
to the UCR Plan for distribution to the participating States is
necessary to accomplish this statutory objective. To ensure that the
States are using this funding for its intended purpose, the UCR Board
sent a letter to each participating State on May 4, 2026 seeking
documentation demonstrating the State's continued compliance with the
requirements of 49 U.S.C. 14504a(e)(1) and (h)(1). States have until
August 1, 2026 to provide this documentation.\2\
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\2\ The letter is available in the docket for this rulemaking.
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FMCSA finds the upward adjustment recommended by the Board is
within a reasonable range, in accordance with the provisions of 49
U.S.C. 14504a(e)(1) and (2). This adjustment to the 2027 registration
year is expected to cover the projected $21.79 million shortfall in the
statutorily required funding. The actual fees collected in any
registration year vary with the population of motor carriers and the
number of CMVs they operate. If the overall number of registrants or
the number of registrants in each fee bracket decreases, the UCR Plan
collects less in fees than anticipated and must subsequently increase
fees to cover the shortfall. Conversely, if there is a surge in the
number of motor carriers or the number of CMVs they operate, the UCR
Plan may collect excess fees and be required to return those to UCR
registrants by reducing registration fees in future years. Currently,
the UCR Plan has been collecting less than it projected in fees and
therefore is facing a shortfall.
Any amount short of the recommended adjustments would impede proper
operations of motor carrier safety programs, enforcement, or the
administration of the UCR Plan and UCR Agreement. Even after the 2027
fee increase, the fees for registration year 2027 will still be lower
than those in effect during registration years 2019 through 2022. This
recalibration of fees is reasonable and in accordance with the
structure of, and obligations created by, the statute.
2. Opposition Based on Operational Costs to Business
Comments: Several commenters cited the cost of doing business,
including increased fuel, maintenance, insurance, and compliance costs,
in opposing the increase. One of these commenters stated that the
Agency should focus on stabilizing markets and preventing predatory
practices instead of increasing financial burdens on motor carriers,
and that the UCR registration fee is harmful to the long-term stability
of the industry.
FMCSA Response: FMCSA recognizes that the transportation industry
faces numerous economic pressures. However, the UCR Plan was
established by Congress to replace the highly complex and fragmented
Single State Registration System. By consolidating State-level
compliance into a unified program, the UCR Plan significantly reduces
administrative red tape and streamlines operations for motor carriers
nationwide.
The revenue generated by these fees is required to be dedicated to
funding vital State highway safety initiatives, enforcement programs,
and the administration of the UCR system itself. FMCSA has reviewed the
Board's proposal and determined that it is necessary to increase fees
for the 2027 registration year to cover the States' statutory
entitlements so they can maintain these essential safety operations, as
well as to fund the UCR Plan's reasonable administrative costs.
3. Timing of the Rule in Light of Ongoing Litigation Related to the UCR
Plan
Comments: Three commenters, including SBTC, opposed finalizing the
rulemaking, citing a pending legal proceeding that challenges the
legality of the UCR system. In a separate comment, SBTC included a copy
of a petition it submitted to the United States Courts of Appeals for
the District of Columbia Circuit, to mandate a stay of the
implementation of the ongoing 2027 UCR fee rulemaking. It also
expressed the view that implementing the fees during an ongoing legal
proceeding is inappropriate and the fees should either not be raised or
not be collected at all. It urged FMCSA to deny the fee increase and
withdraw the rulemaking until complete data is reviewed and the
litigation is resolved. Another commenter did not specifically question
the timing of the rule but referred to the substance of the pending
litigation.
FMCSA Response: FMCSA is statutorily obligated to adjust UCR fees
when the UCR Plan experiences a
[[Page 56066]]
shortfall or has collected excess fees, situations driven by either
decreases or increases in the overall number of registrants and the
number of vehicles each motor carrier maintains in its fleet. When the
UCR Board makes a recommendation to adjust fees, the Agency reviews all
the information presented by the Board to determine whether a shortfall
or excess collection has occurred and whether the recommendation is
reasonable. Under 49 U.S.C. 14504a(d)(7)(B), the Secretary ``shall set
. . . any subsequent adjustment'' of the UCR fees after receiving the
recommendation and giving notice and opportunity for public comment.
Therefore, the Agency is statutorily mandated to proceed with this
rulemaking unless directed otherwise by a court of competent
jurisdiction. The United States Courts of Appeals for the District of
Columbia Circuit denied SBTC's motion on June 17, 2026, allowing FMCSA
to proceed with the rulemaking.\3\
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\3\ The motion denial is available in the docket for this
rulemaking.
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4. Opposition to the UCR Plan's Legal, Technological, and
Administrative Expenses
Comments: Several commenters objected to certain administrative
costs for the UCR Plan. NPGA and two individual commenters objected to
the UCR Plan's accounting for the $250,000 allocation for legal defense
funds as part of the increase, contesting that the trucking industry
should not be responsible for covering those costs. NPGA stated that
funding for the UCR Plan's legal fees should be covered by direct
appropriations from Congress through DOT. Pink Cheetah Express's
comment also referred to legal defense costs.
SBTC and an individual commenter expressed that FMCSA, not the
trucking industry, should bear administrative costs related to
operating the UCR's technical platform.
OOIDA stated that FMCSA should review the UCR Board's contract and
administrative expenses to ensure that registrants are not paying more
than necessary to fulfill the UCR's statutory purposes.
FMCSA Response: When Congress established the UCR Plan, it
recognized that the UCR Plan would incur administrative costs that
would be funded through registration fees (49 U.S.C. 14504a(d)(7)(A)(i)
and (h)(3)(B)). Congress did not then, and has not since, authorized
any appropriations for funding UCR programs, including legal fees.
FMCSA finds it reasonable and necessary for the UCR Plan to have
sufficient resources to defend itself in litigation. FMCSA also finds
it reasonable and necessary for the Plan to maintain a technical
platform and to include the cost of the platform in its administrative
expenses. The statute authorized such expenditures by the UCR Plan and,
conversely, does not give FMCSA authority to absorb the cost of
operating such a platform.
The UCR Act expressly authorizes the UCR Board to contract with any
person or State agency for administrative functions but does not allow
the Board to delegate decision or policy-making responsibilities (49
U.S.C. 14504a(d)(6)). The Board considers and votes on each contract in
open meetings. FMCSA's oversight of these contracts is limited to the
participation of the FMCSA Deputy Administrator (or other presidential
appointee within DOT) as a statutory board member.
6. Request To Extend the Comment Period
Comments: SBTC submitted a comment to point out that the UCR's
recommendation letter was not accessible in the docket and requested a
30-day comment period extension to provide industry with an opportunity
to inspect the supporting documents. An individual commenter echoed
SBTC's concerns.
FMCSA Response: Due to an administrative error, the supporting
documents were not placed in the docket when the NPRM published. After
SBTC informed the Agency of this fact, FMCSA ensured the supporting
documents were displayed in the docket on April 24, 2026. The Agency
then issued a notice to extend the comment period by 20 days, which was
the exact timeframe this documentation was unavailable (91 FR 23383).
By extending the comment period from May 7, 2026 to May 26, 2026, FMCSA
ensured that the public had at least 30 days to comment on the NPRM
after the supporting documentation was available.
7. Concerns About the UCR Fee Calculation Method for Registration Year
2027
Comments: SBTC and an individual commenter claimed that the method
in which the 2027 registration fees were projected by the UCR Plan was
inaccurate. They explained the UCR Plan could not have accurately
projected revenue since the recommendation letter addressed to the
Secretary recommending the fee increase was dated on September 18, 2025
following a UCR Board meeting held in August 2025. SBTC explained that
it rejects the calculation method since the UCR Plan did not allow the
year to end to make a more precise determination based on the previous
year's data. Another commenter suggested that, if the data were
collected after June 30, 2025, it would prompt a fee decrease. The
commenter added that any projected revenue shortfalls should be covered
by the UCR Plan's investment revenue rather than as an additional
burden on small businesses.
NPGA also commented that it opposes fee increases in subsequent
years. It states that ``While FMCSA evaluates cost changes based on
shortfalls from prior years, imposing a blanket 20% increase for 2028
and future years without any analysis would be arbitrary and
capricious.''
FMCSA Response: The statute requires the Board to recommend fees
based on ``the revenues generated in the previous year and any surplus
or shortage from that or prior years'' 49 U.S.C. 14504a(d)(7)(A)(ii).
However, the Plan assesses fees for any given ``fee year'' over a two
year period: collections begin on October 1 of the year preceding the
fee year to allow for advance registration and close on December 31 of
the year following the fee year to allow for late registrations and
dispute resolutions. Therefore, it is not possible for the Board to
know the precise amount collected in a fee year before it must make a
recommendation for an upcoming fee year. If the recommended fees, once
adopted, result in excess collections, those are later returned to
registrants in the form of reduced fees in future years; if they result
in shortages, the UCR Board must seek future fee increases.
The fee calculations provided by the UCR Board include both actual
collections through July 31, 2025 and projected collections for the
remainder of the 2025 fee year. The Board provided extensive supporting
information detailing how it determined projected collections based on
trends from previous fee years. FMCSA has previously approved of the
Board's method of calculating the amount of fees collected over the
course of a fee year and finds that the current recommendation adheres
to that methodology. Although one commenter contended that including
collections after June 30, 2025 would prompt a fee decrease, FMCSA
notes that the Board's submission includes actual collections through
July 31, 2025, and reasonable projections of collections for the
remainder of the fee year. FMCSA finds that any discrepancy between
projected and actual collections is likely to be
[[Page 56067]]
minor and to have little overall impact on the Plan's shortfall,\4\ and
consequently no material impact on the amount of the fees assessed to
registrants.
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\4\ FMCSA also notes that the shortfall amount could actually
increase, rather than decrease, if actual collections are lower than
projected collections.
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Regarding NPGA's comment, FMCSA is not authorizing a 20 percent
increase each year in perpetuity. Rather, the rule is authorizing a
single fee increase that will take place in the 2027 fee year. The fee
schedule for 2027 will then remain in effect until it is adjusted by a
future rulemaking and consistent with the statutory criteria. The UCR
Board will either make a fee adjustment recommendation or notify the
Agency that it is not recommending any adjustments, in sufficient time
for the Agency to complete any necessary rulemaking process before the
next fee year (i.e., prior to October 1, 2028).
8. Small Business Concerns
Comments: An individual expressed concern about the effect of the
fee increase on small carriers and suggested that FMCSA explore
alternatives such as establishing a phased increase in fees or a relief
system for smaller carriers. Pink Cheetah Express, LLC and another
individual specifically mentioned the effects on small businesses when
discussing general operational costs. OOIDA stated that the current
structure is particularly burdensome for single truck operators and
small fleet carriers because they are assessed disproportionately
higher fees than large motor carriers.
FMCSA Response: FMCSA recognizes that small businesses are affected
by this rule. For the smallest motor carriers and small brokers, the
increase is $9 per year; for the next-larger bracket, the increase is
$29 per year. These increases likely represent a small percentage of
annual revenue and are not disproportionately higher for small motor
carriers than for large ones. The brackets are arranged such that motor
carriers at the smaller end of each bracket do pay more, expressed on a
per-vehicle basis, than motor carriers at the larger end of each
bracket. This is unavoidable, given the statutory directive to have no
more than six fee brackets (49 U.S.C. 14504a(f)(1)(C)).\5\ However, the
proposal adopted here raises the fee by approximately $9.41 per vehicle
for the smallest motor carriers in each respective bracket (ranging
from $9 to $9.67). Similarly, the overall per-truck cost of registering
in 2027 is similar for the smallest motor carriers in each of the six
fee brackets at approximately $54.11 to $55.67 per truck, depending on
the bracket.
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\5\ The Agency considered comments on the bracket structure when
the fees were initially established, 72 FR 48585 (Aug. 24, 2007).
FMCSA determined that the brackets complied with statutory
requirements, and the fact that motor carriers of similar sizes may
pay different amounts depending on which bracket they were placed in
was an expected result of a fee scale based on applying uniform fees
to entities with a range of fleet sizes (Id. at 48586).
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As required by the Regulatory Flexibility Act (5 U.S.C. 601 et
seq., RFA), as amended by the Small Business Regulatory Enforcement
Fairness Act of 1996 (SBREFA),\6\ FMCSA has considered the effects of
the regulatory action approved in this final rule on small businesses
and other small entities and to minimize any significant economic
impact. The analysis for this consideration is set out below in the
Regulatory Analysis in section VII.D. Based on this analysis, FMCSA has
concluded and is certifying that this final rule will not have a
significant economic impact on a substantial number of small entities,
because the fee increase is less than one percent of the revenues or
costs of small motor carriers and other small entities.
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\6\ Public Law 104-121, 110 Stat. 857, (Mar. 29, 1996).
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9. Entities Included in Registration Brackets
Comment: James Lamb, who serves as Executive Director of SBTC,
commented that ``multi-billion dollar [third-party logistics] freight
brokerages'' are categorized in the smallest fee bracket and should pay
higher fees.
FMCSA Response: By statute, freight brokers pay the fee listed for
the smallest fee bracket (49 U.S.C. 14504a(f)(1)(A)(ii)). FMCSA has no
authority to require freight brokers or logistics companies to pay the
UCR registration fees assessed for other brackets.
10. Comment Urging Larger Increase in Fees
Comment: A commenter stated that the fees are too low and need to
be set at a higher rate than the proposed amount for cost recovery.
FMCSA Response: The statute requires that the UCR Plan assess the
collection of only the amounts necessary to provide each participating
State its annual entitlement and to cover the costs of administering
the UCR Plan and Agreement. Therefore, the UCR Board may not recommend
fee increases that are calculated to create a surplus. If a surplus
occurs, the extra money must be returned to the motor carrier industry
through reduced fees in future years. The documentation provided by the
UCR Board demonstrates that the proposed fee increase is calculated to
provide the State entitlements and reasonable administrative expenses
without creating a surplus, therefore FMCSA believes the fees should
not be higher than proposed.
11. Conformance With Various Federal Statutes and Executive Orders
Comments: Obelisk Tech Systems, Inc. (Obelisk) filed a comment
stating that the NPRM failed to comply with numerous statutes and
Executive Order (E.O.) 12866 and other E.O.s. It asked FMCSA to
withhold final rule action until these alleged defects are cured.
FMCSA Response: FMCSA addresses each point in Obelisk's comment as
follows:
A. Independent Offices Appropriations Act (IOAA) User Fee Justification
Under 31 U.S.C. 9701 and OMB Circular A-25, User Charges
Obelisk contends FMCSA failed to document IOAA user fee
justification under 31 U.S.C. 9701 and OMB Circular A-25. However, the
cited statute and Circular do not affect UCR registration fees. This is
because the registration fees are not a ``charge for a service or thing
of value provided by the agency.'' Rather, these fees are designed to
generate revenue for States to use in highway safety programs.
Therefore, the UCR registration fees are not the type of fees or
charges contemplated by 31 U.S.C. 9701. Although FMCSA is prescribing
regulations to set fees, FMCSA is not compelled to ensure they meet the
requirements of 49 U.S.C. 9701(b)(1) and (2).
Moreover, Congress specifically authorized and prescribed the
method for setting UCR registration fees in 49 U.S.C. 14504a, which was
implemented many years after IOAA. When a statute sets out a specific
purpose and methodology, this supersedes general requirements that may
exist based on an earlier statute.
B. Failure To Document UCR Act Statutory Fee Authority Under 49 U.S.C.
14504a(f)
Obelisk states that FMCSA failed to document the specific fee-
setting procedures in 49 U.S.C. 14504a(f). However, section VI of the
NPRM specifically describes the reasons for the Board's proposed fee
adjustment and the Agency's evaluation of the recommendation.
[[Page 56068]]
C. Failure To Conduct Cost-Benefit Analysis Under E.O. 12866,
Regulatory Planning and Review, and OMB Circular A-4, Regulatory
Analysis
Obelisk states that the NPRM does not document the cost-benefit
analysis required for significant rules under E.O. 12866 and OMB
Circular A-4. Although the NPRM and this final rule were not designated
by OMB as significant, FMCSA has considered the potential costs and
benefits of this action, and determined that there are none. FMCSA
discusses below the expected impacts, consistent with the requirements
of E.O. 12866 and Circular A-4.
D. Failure To Conduct Regulatory Flexibility Analysis Under 5 U.S.C.
603
Obelisk contends that ``UCR fees fall heavily on small carriers,''
and the NPRM does not contain an adequate regulatory flexibility
analysis. However, the NPRM contains the required regulatory
flexibility analysis in Section VII.D.
E. Failure To Address SBREFA Section 213 Small Business Outreach Under
Public Law 104-121
Obelisk states that agency outreach to small businesses on
significant proposed rules is required. This characterization is not
aligned with the text of Public Law 104-121, codified in the note to 5
U.S.C. 601, which states that, ``Whenever appropriate in the interest
of administering statutes and regulations within the jurisdiction of an
agency, which regulates small entities, it shall be the practice of the
agency to answer inquiries by small entities concerning information on,
and advice about, compliance with such statutes and regulations,
interpreting and applying the law to specific sets of facts supplied by
the small entity.'' While this section does not affect the rulemaking,
FMCSA answers inquiries by small businesses about UCR fees when
received.
F. Failure To Document Analysis Under E.O. 13132, Federalism
Obelisk states that the UCR is a State-administered fee program and
federalism analysis is required under E.O. 13132. The NPRM contains a
federalism analysis at Section VIII.H.
G. Failure To Document Unfunded Mandates Reform Act (UMRA) Compliance
Under 2 U.S.C. 1531-1538
Obelisk contends that UCR fee changes may impose unfunded mandates
and that the NPRM does not properly document its analysis of such
unfunded mandates. FMCSA disagrees that the registration fees proposed
in the NPRM contain unfunded mandates. UMRA requirements are imposed on
proposed rules that ``may result in the expenditure by State, local,
and tribal governments, in the aggregate, or by the private sector, of
$100,000,000 or more (adjusted annually for inflation) in any 1 year. .
. .'' (49 U.S.C. 1532(a)). This rule does not impose any costs, and
therefore an UMRA assessment is not required.
H. Failure To Document Congressional Review Act Submission Under 5
U.S.C. 801-808
Obelisk states that FMCSA failed to address the Agency's plan for
submitting the final rule to Congress and the Comptroller General.
However, agencies are not required to document such a plan when issuing
an NPRM; the requirements of the Congressional Review Act are triggered
upon issuance of a final rule. FMCSA submits all rules for review under
the procedures set out in 5 U.S.C. 801.
I. Failure To Document Centralized Regulatory Review Under E.O. 12866
Section 3(f) and E.O. 14094, Modernizing Regulatory Review
Obelisk contends that the NPRM does not document significant
determination, OMB Office of Information and Regulatory Affairs (OIRA)
review status, or E.O. 14094 modernized review compliance. However,
section VIII.A of the NPRM states that OIRA determined that the NPRM
was not a significant regulatory action and did not review it under
section 3(f) of E.O. 12866. In addition, E.O. 14148, Initial
Rescissions of Harmful Executive Orders and Actions, revoked E.O.
14094.
J. Failure To Provide Reasoned Explanation Under State Farm, Encino,
and Loper Bright
Obelisk states, ``Post-Loper Bright (2024), agencies bear
heightened documentation burden for reasoned explanation. The notice
does not adequately document factors considered or alternatives
evaluated.'' Obelisk does not explain what, specifically, it believes
the Agency failed to consider or to document. FMCSA reviewed the
Board's recommendation on UCR registration fee adjustments, as
statutorily required, and explained the process and reasoning in the
NPRM. The factors that FMCSA considered are adequate.
K. Failure To Address Motor Carrier Safety Impact Under 49 U.S.C.
Chapter 311
Obelisk states, ``FMCSA's primary statutory mission is motor
carrier safety. UCR fee changes may affect safety compliance investment
by small carriers. The notice does not document the safety impact
analysis.'' FMCSA disagrees that such analysis is necessary. UCR
registration fees are under the Agency's commercial statutes, found in
49 U.S.C. ch. 145. This authority is separate from the Agency's safety
authority in Chapter 311. The statute governing the UCR Plan and
Agreement, including the determination of fees, is 49 U.S.C. 14504a.
This statute does not require an analysis of safety impacts.
L. Failure To Document PRA Compliance Under 44 U.S.C. 3501-3521
Obelisk states that, to the extent the rule modifies information
collections, it does not document those burdens. As stated in section
VIII.G of the NPRM, the proposed rule does not contain any new
information collection requirements.
M. Failure To Address Cumulative Regulatory Burden on Small Carriers
Obelisk states that small motor carriers face cumulative Federal
regulatory burdens across multiple agencies but the notice does not
document this analysis. However, there is no statutory mandate for
agencies to conduct this analysis. Moreover, the regulation is not
expected to lead to a cost burden since the fees are transfers, as
explained below in section VII. A. Any impact to the cumulative
regulatory burden for motor carriers is expected to be minor and is the
result of transfers rather than regulatory costs.
N. Failure To Document UCR Plan and Agreement Governance Process
Obelisk contends that the NPRM does not document Board
consultation, voting record, or State participation in the fee
proposal. The docket contains the Board's letter to the Secretary
recommending a fee adjustment, as well as the Board's methodology in
calculating the proposed adjustment. This recommendation complies with
the statutory requirements in 49 U.S.C. 14504a.
O. Failure To Comply With E.O. 13272, Proper Consideration of Small
Entities in Agency Rulemaking, SBA Office of Advocacy Consultation
Obelisk contends that E.O. 13272 requires consultation with the
Small Business Administration Chief Counsel for Advocacy, but the NPRM
did not document such consultation. However, this rule does not require
consultation as described by Obelisk; rather, it requires the Chief
Counsel for Advocacy to be available to advise agencies on
[[Page 56069]]
request, and agencies to notify the Chief Counsel for Advocacy of any
rules that have a significant economic impact on a substantial number
of small entities. As previously discussed, this rule was determined
not to have such impact.
12. Comment in General Support of Fee Increase
Comment: One commenter stated that UCR fees directly support State
motor carrier safety programs and enforcement activities, and that
States would have to raise other regulatory fees if they did not
receive this revenue through the UCR Plan. The commenter stated that
the current fee is necessary to ensure States receive the required
funding.
FMCSA Response: FMCSA agrees with this commenter.
C. Final Rule
FMCSA appreciates the commenters' feedback regarding this
rulemaking and has taken all within-scope comments into consideration.
For the UCR Plan to secure both the funds for required distribution of
statutory entitlements to all participating States and the funds for
administration of the UCR Agreement, the UCR Plan must generate
sufficient revenue, which can only be accomplished by a fee increase,
as permitted, and required, by the UCR statute. The upward adjustment
in fees for the 2027 registration year will provide an additional
$21.79 million to meet the overall statutory revenue requirement of
$118 million. The UCR statute provides for the UCR Plan to request an
adjustment in the fees, within a reasonable range, by the Secretary
when the fees will be insufficient to provide the annual revenue
entitlements to which the participating States are entitled (49 U.S.C.
14504a(f)(1)(E)(i)).
FMCSA also notes that the excess collections from past years have
now been depleted. Even after the 2025 and 2027 fee increases, the fee
levels for the 2027 registration year will still be less than the fees
that were in effect from 2019 to 2022. FMCSA has determined that the
proposed increase is necessary and reasonable, and finalizes it without
modification.
VI. Section-by-Section
FMCSA removes the current 49 CFR 367.30 (Fees under the Unified
Carrier Registration Plan and Agreement for Registration Year 2023), as
that registration year is now closed for all purposes and fee
collections are complete. This section is therefore obsolete.
FMCSA redesignates the current section 367.40 (Fees under the
Unified Carrier Registration Plan and Agreement for Registration Year
2024) as section 367.30. FMCSA also revises current section 367.50
(Fees Under the Unified Carrier Registration Plan and Agreement for
Registration Years Beginning in 2025 and Each Subsequent Registration
Year Thereafter), retitles the section to indicate that this fee
schedule expires in the 2026 registration year, and redesignates it as
section 367.40. Finally, FMCSA adds a new section 367.50 that
establishes new, increased fees applicable beginning in registration
year 2027, based on the recommendation submitted by the UCR Plan in its
September Fee Recommendation. The fees in new section 367.50 will
remain in effect for subsequent registration years after 2027 unless
revised by a future rulemaking.
VII. Regulatory Analyses
A. E.O. 12866 (Regulatory Planning and Review) and DOT Rulemaking
Procedures
FMCSA has considered the impact of this final rule under E.O. 12866
(58 FR 51735, Oct. 4, 1993) and DOT Rulemaking Procedures (49 CFR part
5, subpart B). OMB determined that this final rule is not a significant
regulatory action under section 3(f) of E.O. 12866 and has not reviewed
it under that E.O.
This rule will increase the registration fees paid by motor
carriers, motor private carriers of property, brokers, freight
forwarders, and leasing companies to the UCR Plan and the participating
States. Although the increase in fees is a private cost to covered
entities, fees are considered by OMB Circular A-4, Regulatory Analysis,
as transfer payments, not costs. Transfer payments are payments from
one group to another that do not affect total resources available to
society. By definition transfers are not considered in the monetization
of societal costs and benefits of rulemakings.
This rule establishes increases in the annual registration fees for
the UCR Plan and Agreement. The entities affected by this rule are the
participating States, motor carriers, motor private carriers of
property, brokers, freight forwarders, and leasing companies. Because
the State UCR revenue entitlements will remain unchanged, the
participating States will not be impacted by this rule. The primary
impact of this rule will be an increase in fees paid by individual
motor carriers, motor private carriers of property, brokers, freight
forwarders, and leasing companies. The increase in fees for the 2027
registration year from the 2025 registration year fees will be an
average of 20 percent, ranging from $9 to $9,329 per entity, depending
on the number of vehicles owned or operated by the affected entities.
B. E.O. 14192 (Unleashing Prosperity Through Deregulation)
E.O. 14192, Unleashing Prosperity Through Deregulation, issued on
January 31, 2025 (90 FR 9065), requires that, for every new regulation
issued by an agency, at least 10 prior regulations be identified for
elimination, and that the cost of planned regulations be prudently
managed and controlled through a budgeting process. This final rule is
nonsignificant under E.O. 12866 and is expected to have total costs
equivalent to zero, and therefore does not qualify as either an E.O.
14192 regulatory or an E.O. 14192 deregulatory action.\7\
---------------------------------------------------------------------------
\7\ Executive Office of the President, Office of Management and
Budget, Guidance Implementing Section 3 of Executive Order 14192,
Titled ``Unleashing Prosperity Through Deregulation,'' Memorandum M-
25-20 (March 26, 2025).
---------------------------------------------------------------------------
C. Congressional Review Act
This rule is not a major rule as defined under the Congressional
Review Act (5 U.S.C. 801-808).\8\
---------------------------------------------------------------------------
\8\ A major rule means any rule that OMB finds has resulted in
or is likely to result in (a) an annual effect on the economy of
$100 million or more; (b) a major increase in costs or prices for
consumers, individual industries, geographic regions, Federal,
State, or local government agencies; or (c) significant adverse
effects on competition, employment, investment, productivity,
innovation, or on the ability of United States-based enterprises to
compete with foreign-based enterprises in domestic and export
markets (5 U.S.C. 804(2)).
---------------------------------------------------------------------------
D. Regulatory Flexibility Act (Small Entities)
The RFA (5 U.S.C. 601 et seq.), as amended by SBREFA,\9\ requires
Federal agencies to consider the effects of the regulatory action on
small business and other small entities and to minimize any significant
economic impact. The term small entities comprises small businesses and
not-for-profit organizations that are independently owned and operated
and are not dominant in their fields, and governmental jurisdictions
with populations of less than 50,000 (5 U.S.C. 601(6)). Accordingly,
DOT policy requires an analysis of the impact of all regulations on
small entities, and mandates that agencies strive to lessen any adverse
effects on these businesses.
---------------------------------------------------------------------------
\9\ Public Law 104-121, 110 Stat. 857, (Mar. 29, 1996).
---------------------------------------------------------------------------
This rule will directly affect the participating States, motor
carriers, motor private carriers of property, brokers, freight
forwarders, and leasing companies. Under the standards of the RFA, as
amended by SBREFA, the
[[Page 56070]]
participating States are not small entities. States are not considered
small entities because they do not meet the definition of a small
entity in section 601 of the RFA. Specifically, States are not
considered small governmental jurisdictions under section 601(5) of the
RFA, both because State government is not included among the various
levels of government listed in section 601(5), and because, even if
this were the case, no State or the District of Columbia has a
population of less than 50,000, which is the criterion by which a
governmental jurisdiction is considered small under section 601(5) of
the RFA.
The Small Business Administration's (SBA) size standard for a small
entity (13 CFR 121.201) differs by industry code. The entities affected
by this rule fall into many different industry codes. In order to
determine if this rule will have an impact on a significant number of
small entities, FMCSA examined the 2022 Economic Census data for two
different North American Industry Classification System (NAICS)
industries: Truck Transportation (subsector 484) and Transit and Ground
Transportation (subsector 485).
As shown in the table below, the SBA size standards for the
national industries under the Truck Transportation and Transit and
Ground Transportation subsectors range from $19.0 million to $43.0
million in revenue per year. To determine the percentage of firms that
have revenue at or below SBA's thresholds within each of the NAICS
national industries, FMCSA examined data from the 2022 Economic
Census.\10\ Boundaries for the revenue categories used in the Economic
Census do not exactly coincide with the SBA thresholds. Instead, the
SBA threshold generally falls between two different revenue categories.
However, FMCSA was able to make reasonable estimates as to the
percentage of small entities within each NAICS code.
---------------------------------------------------------------------------
\10\ U.S. Census Bureau, 2022 Economic Census, Table
EC2200SIZEEMPFIRM--Selected Sectors: Sales, Value of Shipments, or
Revenue Size of Firms for U.S.: 2022, available at: https://
data.census.gov/
table?q=EC2200SIZEREVFIRM&codeset=naics~484220:484230:485320
(accessed Jun. 1, 2026).
---------------------------------------------------------------------------
The percentages of small entities with annual revenue less than the
SBA's threshold ranged from 86.4 percent to 100 percent. Specifically,
approximately 86.4 percent of All Other Transit and Ground Passenger
Transportation (485999) firms had annual revenue less than the SBA's
revenue threshold of $19.0 million and would be considered small
entities. FMCSA estimates 100 percent of firms in the Mixed Mode
Transit Systems (485111) national industry had annual revenue less than
$29.0 million and would be considered small entities. The table below
shows the complete estimates of the number of small entities within the
national industries that may be affected by this rule.
Table 3--Estimates of Number of Small Entities
----------------------------------------------------------------------------------------------------------------
SBA size Number of
NAICS code Description standard in Total number small Percent of
millions of firms entities all firms
----------------------------------------------------------------------------------------------------------------
484110...................... General Freight Trucking, $34.0 29,383 29,363 99.9
Local.
484121...................... General Freight Trucking, 34.0 36,043 35,864 99.5
Long Distance, Truckload.
484122...................... General Freight Trucking, 43.0 4,895 4,856 99.2
Long Distance, Less Than
Truckload.
484210...................... Used Household and Office 34.0 7,217 7,200 99.8
Goods Moving.
484220...................... Specialized Freight 34.0 23,787 23,763 99.9
(except Used Goods)
Trucking, Local.
484230...................... Specialized Freight 34.0 8,029 7,960 99.1
(except Used Goods)
Trucking, Long Distance.
485111...................... Mixed Mode Transit Systems 29.0 12 12 100.0
485113...................... Bus and Other Motor 32.5 224 216 96.4
Vehicle Transit Systems.
485210...................... Interurban and Rural Bus 32.0 372 372 100.0
Transportation.
485320...................... Limousine Service......... 19.0 2,978 2960 99.4
485410...................... School and Employee Bus 30.0 2,131 2,118 99.4
Transportation.
485510...................... Charter Bus Industry...... 19.0 940 864 91.9
485999...................... All Other Transit and 19.0 1,158 1,000 86.4
Ground Passenger
Transportation.
----------------------------------------------------------------------------------------------------------------
Therefore, while FMCSA has determined that this rule will impact a
substantial number of small entities, it has also determined that the
rule will not have a significant impact on them. The effect of this
rule will be to increase the annual registration fee that motor
carriers, motor private carriers of property, brokers, freight
forwarders, and leasing companies are currently required to pay. The
increase would be 20 percent on average, or $9 to $9,329 per entity,
depending on the number of vehicles owned or operated by the affected
entities. For example, as discussed above, the per-vehicle fee will
increase by approximately $9.41 for the smallest motor carriers in each
respective bracket (ranging from $9 to $9.67).
Although the RFA does not define a threshold for determining
whether a specific regulation results in a significant impact, the SBA,
in guidance to government agencies, provides some objective measures of
significance that the agencies can consider using. One measure that
could be used to illustrate a significant impact is labor costs;
specifically, whether the cost of the regulation exceeds one percent of
the average annual revenues of small entities in the sector. Given that
entities owning between one and two commercial motor vehicles would
experience an increase of $9, a small entity would need to have average
annual revenue of less than $900 to experience an impact greater than 1
percent of average annual revenue. This is an average annual revenue
that is smaller than would be required for a firm to support one
employee. The increased fee amount and impact on revenue increase
linearly depending on the applicable fee bracket.
Consequently, FMCSA certifies that the final rule will not have a
significant economic impact on a substantial number of small entities.
E. Assistance for Small Entities
In accordance with section 213(a) of the Small Business Regulatory
Enforcement Fairness Act of 1996 (Pub. L. 104-121, 110 Stat. 857),
FMCSA wants to assist small entities in understanding this final rule
so they can better evaluate its effects on themselves and participate
in the rulemaking
[[Page 56071]]
initiative. If the final rule will affect your small business,
organization, or governmental jurisdiction and you have questions
concerning its provisions or options for compliance, please consult the
person listed under FOR FURTHER INFORMATION CONTACT.
Small businesses may send comments on the actions of Federal
employees who enforce or otherwise determine compliance with Federal
regulations to the Small Business Administration's Small Business and
Agriculture Regulatory Enforcement Ombudsman (Office of the National
Ombudsman, see <a href="https://www.sba.gov/about-sba/oversight-advocacy/office-national-ombudsman">https://www.sba.gov/about-sba/oversight-advocacy/office-national-ombudsman</a>) and the Regional Small Business Regulatory Fairness
Boards. The Ombudsman evaluates these actions annually and rates each
agency's responsiveness to small business. If you wish to comment on
actions by employees of FMCSA, call 1-888-REG-FAIR (1-888-734-3247).
DOT has a policy regarding the rights of small entities to regulatory
enforcement fairness and an explicit policy against retaliation for
exercising these rights.
F. Unfunded Mandates Reform Act of 1995
UMRA (2 U.S.C. 1531-1538) requires Federal agencies to assess the
effects of their discretionary regulatory actions. The Act addresses
actions that may result in the expenditure by a State, local, or Tribal
government, in the aggregate, or by the private sector of $206 million
(which is the value equivalent of $100 million in 1995, adjusted for
inflation to 2024 levels) or more in any one year. Although this final
rule will not result in such an expenditure, and the analytical
requirements of UMRA do not apply as a result, the Agency discusses the
effects of this rule in sections VII. A. and VII. C. of this analysis.
G. Paperwork Reduction Act
This final rule contains no new information collection requirements
under the Paperwork Reduction Act of 1995 (44 U.S.C. 3501-3520).
H. E.O. 13132 (Federalism)
A rule has implications for federalism under section 1(a) of E.O.
13132 if it has ``substantial direct effects on the States, on the
relationship between the national government and the States, or on the
distribution of power and responsibilities among the various levels of
government.''
FMCSA has determined that this rule will not have substantial
direct costs on or for States, nor would it limit the policymaking
discretion of States. Nothing in this document preempts any State law
or regulation. Therefore, this rule does not have sufficient federalism
implications to warrant the preparation of a Federalism Impact
Statement.
I. Privacy
The Consolidated Appropriations Act, 2005,\11\ requires the Agency
to assess the privacy impact of a regulation that will affect the
privacy of individuals. This rule will not require the collection of
personally identifiable information (PII). The Privacy Act (5 U.S.C.
552a) applies only to Federal agencies and any non-Federal agency that
receives records contained in a system of records from a Federal agency
for use in a matching program.
---------------------------------------------------------------------------
\11\ Public Law 108-447, 118 Stat. 2809, 3268, note following 5
U.S.C. 552a (Dec. 8, 2004).
---------------------------------------------------------------------------
The E-Government Act of 2002,\12\ requires Federal agencies to
conduct a Privacy Impact Assessment (PIA) for new or substantially
changed technology that collects, maintains, or disseminates
information in an identifiable form. No new or substantially changed
technology will collect, maintain, or disseminate information as a
result of this rule. Accordingly, FMCSA has not conducted a PIA.
---------------------------------------------------------------------------
\12\ Public Law 107-347, sec. 208, 116 Stat. 2899, 2921 (Dec.
17, 2002).
---------------------------------------------------------------------------
In addition, the Agency submitted a Privacy Threshold Assessment
(PTA) to evaluate the risks and effects the rulemaking may have on
collecting, storing, and sharing PII. The PTA was adjudicated by DOT's
Chief Privacy Officer on May 28, 2026.
J. E.O. 13175 (Indian Tribal Governments)
This rule does not have Tribal implications under E.O. 13175,
Consultation and Coordination with Indian Tribal Governments, because
it does not have a substantial direct effect on one or more Indian
Tribes, on the relationship between the Federal Government and Indian
Tribes, or on the distribution of power and responsibilities between
the Federal Government and Indian Tribes.
K. National Environmental Policy Act of 1969
FMCSA analyzed this rule pursuant to the National Environmental
Policy Act of 1969 (42 U.S.C. 4321 et seq.) and determined this action
is categorically excluded from further analysis and documentation in an
environmental assessment or environmental impact statement under DOT
Order 5610.1D,\13\ Subpart B, Subsection e, paragraph (6)(h). The
categorical exclusion (CE) in paragraph (6)(h) covers regulations and
actions taken pursuant to regulation implementing procedures to collect
fees that will be charged for motor carrier registrations. The
requirements in this final rule are covered by this CE.
---------------------------------------------------------------------------
\13\ Available at <a href="https://www.transportation.gov/mission/dots-procedures-considering-environmental-impacts">https://www.transportation.gov/mission/dots-procedures-considering-environmental-impacts</a>.
---------------------------------------------------------------------------
List of Subjects in 49 CFR Part 367
Brokers, Freight, Freight forwarders, Insurance, Intergovernmental
relations, Motor carriers, Surety bonds.
Accordingly, FMCSA amends title 49 CFR, subtitle B, chapter III,
part 367 as follows:
PART 367--STANDARDS FOR REGISTRATION WITH STATES
0
1. The authority citation for part 367 continues to read as follows:
Authority: 49 U.S.C. 13301, 14504a; and 49 CFR 1.87.
Sec. 367.30 [Removed]
0
2. Remove Sec. 367.30.
Sec. 367.40 [Redesignated as Sec. 367.30]
0
3. Redesignate Sec. 367.40 as Sec. 367.30.
Sec. 367.50 [Redesignated as Sec. 367.40]
0
4. Redesignate Sec. 367.50 as Sec. 367.40.
0
5. Revise newly redesignated Sec. 367.40 to read as follows:
Sec. 367.40 Fees under the Unified Carrier Registration Plan and
Agreement for Registration Years Beginning in 2025 and Ending in 2026.
[[Page 56072]]
Table 1 to Sec. 367.40--Fees Under the Unified Carrier Registration Plan and Agreement for Registration Years
Beginning in 2025 and Ending in 2026
----------------------------------------------------------------------------------------------------------------
Number of commercial motor Fee per entity for
vehicles owned or operated by exempt or non- exempt Fee per entity for
Bracket exempt or non-exempt motor motor carrier, motor broker or leasing
carrier, motor private carrier, or private carrier, or company
freight forwarder freight forwarder
----------------------------------------------------------------------------------------------------------------
B1............................ 0-2............................... $46 $46
B2............................ 3-5............................... 138 .....................
B3............................ 6-20.............................. 276 .....................
B4............................ 21-100............................ 963 .....................
B5............................ 101-1,000......................... 4,592 .....................
B6............................ 1,001 and above................... 44,836 .....................
----------------------------------------------------------------------------------------------------------------
0
6. Add a new Sec. 367.50 to read as follows:
Sec. 367.50 Fees under the Unified Carrier Registration Plan and
Agreement for Registration Year 2027 and Subsequent Years
Table 1 to Sec. 367.50--Fees Under the Unified Carrier Registration Plan and Agreement for Registration Year
2027 and Subsequent Years
----------------------------------------------------------------------------------------------------------------
Number of commercial motor Fee per entity for
vehicles owned or operated by exempt or non- exempt Fee per entity for
Bracket exempt or non-exempt motor motor carrier, motor broker or leasing
carrier, motor private carrier, or private carrier, or company
freight forwarder freight forwarder
----------------------------------------------------------------------------------------------------------------
B1............................ 0-2............................... $55 $55
B2............................ 3-5............................... 167 .....................
B3............................ 6-20.............................. 333 .....................
B4............................ 21-100............................ 1,163 .....................
B5............................ 101-1,000......................... 5,548 .....................
B6............................ 1,001 and above................... 54,165 .....................
----------------------------------------------------------------------------------------------------------------
Issued under authority delegated in 49 CFR 1.87.
Derek D. Barrs,
Administrator.
[FR Doc. 2026-17893 Filed 8-31-26; 8:45 am]
BILLING CODE 4910-EX-P
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</html>Indexed from Federal Register on September 1, 2026.
This is legal information, not legal advice. Laws vary by jurisdiction and change frequently. Always verify current law with official sources and consult a licensed attorney in your jurisdiction for advice on your specific situation.