Federal filing requests, compared with the policy and the carrier's record before anyone asks the insurer to file.

Today a filing request comes from the carrier, from a new authority application, or from a state. Someone pulls the policy, looks up the carrier's USDOT and MC record, works out the operating authority and which form is called for, and reads the legal name and limits as written. Only when those line up does anyone ask the insurer to file.

In the proof of concept, AI reads the same request, the policy pages and a saved copy of the public record, then names the form called for and lists every mismatch it finds, field by field: legal name, DBA, docket number, limit, effective date. It sends nothing to an insurer, FMCSA or a state. Your reviewer compares each list with what your agent actually resolved.

An endorsement and a filing are different paper. The MCS-90 is attached to the policy and kept as proof at the motor carrier's principal place of business. The BMC-91 or BMC-91X is the certificate an insurer files with FMCSA. Section 387.311 ties the two together: the policy is amended by the right endorsement, and the certificate has to reflect it accurately. When a freight broker's onboarding desk asks for the MCS-90 filing, the draft says which of the two the request really needs.

The name has to be exactly the name. Section 387.15 has the endorsement issued in the exact name of the motor carrier, and certificates go in the full and correct name, with every partner named on a partnership. A change of legal name, trade name or business form has its own procedure under Part 365, on the Motor Carrier Records Change Form. So the draft lines up the policy's named insured, the legal name and DBA on the FMCSA record, and the name on the request. On the truck, the marking rule allows the legal name or a single trade name from the MCS-150, and when someone else's name appears the operating carrier's follows the words operated by. A door that reads differently is a question for your agent, not an automatic error.

FMCSA's layout leaves little room for guessing. The electronic record an insurer sends holds a filing type of BI&PD, cargo, bond or trust fund, an MC or FF docket number, a legal name up to 120 characters and a separate DBA up to 60, a form code, a full, primary or excess flag, the limit, the underlying limit, the effective date and the policy number. A BMC-91 stands for the full required limits while it remains in force. A BMC-91X can show full coverage or one layer, and a layered program needs a separate BMC-91X from each insurer, stating primary or excess with the underlying and maximum limits. The draft compares those fields with the policy, using the limit the rule requires, by name, rather than a figure of its own.

Some requests call for the wrong form. The motor carrier cargo filing in Part 387 is for household goods carriers, on a BMC-34 with a BMC-32 endorsement, so a shipper asking a general freight fleet for a federal cargo filing gets a question back, not a draft. Brokers file a surety bond or trust agreement on a BMC-84 or BMC-85, which is separate paper again. And FMCSA accepts a certificate only from an insurer authorized in the states the rule names, or eligible as a surplus lines insurer where the business is written, so the draft notes whose paper the policy is on for your agent to confirm.

States run their own clocks. Intrastate work brings Form E for liability and Form H for cargo, and the rules differ. Pennsylvania's Public Utility Commission says only insurance companies can provide those forms, a certificate of insurance is not binding, the binding proof has 60 days to arrive, and applications are dismissed when insurance agents don't arrange it in time. Texas calls for a new filing when a carrier changes insurers, changes its name, changes the classification of its cargo or replaces another active filing. Federal cancellation has its own timing: 35 days between insurer and carrier under section 387.7, and a filing that stands until 30 days after a BMC-35 reaches FMCSA. The draft notes which clock a change touches, and your agent decides. None of this is legal or coverage advice.

If your reviewer says yes, new filing requests get the same comparison for about 30 days.

Your licensed agent reads each list, resolves the mismatches with the carrier, and decides when to ask the insurer to file. The AI never contacts an insurer, FMCSA or a state.

The comparison keeps running on each new request, scored the way the test was. A second job is decided and priced by itself.