Why Nexus Rules Matter for Fleet Operators

Most people think the biggest cost in trucking is fuel. Others say it’s drivers. Some point to insurance, equipment payments, or maintenance. But one of the largest costs in trucking is rarely discussed at all . Taxes. Not income taxes. Not payroll taxes. Transportation taxes. And when you add them together, they can quietly add about 15 cents to every mile a truck drives. For a truck running 100,000 miles a year, that’s $15,000 annually in taxes and regulatory fees . For a fleet of 500 trucks, that’s $7.5 million per year . Yet most people — including many policymakers — have little understanding of how these taxes actually work. Let’s break it down. The Most Taxed Vehicle on the Road A heavy-duty truck operating in interstate commerce sits inside one of the most complex tax systems in North America. Carriers don’t just pay one transportation tax. They pay many of them simultaneously . Depending on where and how a truck operates, taxes may be tied to: • Fuel consumption • Miles traveled • Vehicle weight • State registrations • Toll road usage • Interstate operations Each tax exists for a reason. Most fund transportation infrastructure like highways and bridges. But when layered together, they create a system that most people outside trucking never see. Start With Diesel Fuel Taxes The largest trucking tax is hidden in plain sight: diesel fuel taxes . Every gallon of diesel purchased in the United States includes both federal and state taxes. The federal diesel tax is: 24.3 cents per gallon States then add their own fuel taxes, which vary widely. Across the country, state diesel taxes typically range from 20 cents to more than 70 cents per gallon . When federal and state taxes are combined, diesel fuel taxes often total 55–65 cents per gallon . Now consider the math. A typical Class 8 truck averages roughly 6.5 miles per gallon . If taxes total 60 cents per gallon: That’s roughly 9 cents in tax for every mile the truck drives . Just from fuel. More than half of the total tax burden is literally burned through the engine one mile at a time . Then Comes Interstate Fuel Reporting Once a truck crosses state lines, fuel taxes become more complicated. A truck may purchase fuel in one state but drive thousands of miles in others. Every state expects to receive its share of the tax revenue. To manage this, interstate carriers operate under something called the International Fuel Tax Agreement (IFTA) . Under IFTA, fleets must track: • Every mile driven in every state • Every gallon of fuel purchased • Total fuel consumption Carriers then file quarterly fuel tax reports showing how much tax each jurisdiction is owed. IFTA simplified a previously chaotic system — but it also created a compliance machine. Fleets must invest in: • Mileage tracking systems • Electronic logging devices • Accounting software • Administrative staff • Audit documentation The cost of managing this reporting infrastructure adds another 1–2 cents per mile to operations. Taxes are not just paid with money. They’re paid with time, technology, and administrative complexity . The Heavy Vehicle Use Tax Heavy trucks also pay a federal tax simply for operating on public highways. It’s called the Heavy Vehicle Use Tax (HVUT) . Any truck weighing 55,000 pounds or more must pay this tax annually. For most trucks, the amount is $550 per year per vehicle . That may not sound like much compared to fuel taxes. But spread across 100,000 miles per year, it still adds roughly: Half a cent per mile. Even small taxes matter when every mile counts. Interstate Registration Fees Next comes vehicle registration. Most vehicles register in a single state. Trucks are different. Because they operate across multiple states, interstate carriers must register under the International Registration Plan (IRP) . IRP spreads registration fees across states based on where trucks actually drive. Instead of registering in one place, carriers essentially register everywhere they operate . Annual IRP registration fees for heavy trucks commonly range between: $1,500 and $3,000 per truck. Spread across annual mileage, that adds another 2–3 cents per mile . Now Add Tolls In some parts of the country, tolls are a major operational expense. Major trucking corridors like: • The Pennsylvania Turnpike • The New York Thruway • The Ohio Turnpike • The New Jersey Turnpike charge significantly higher toll rates for heavy trucks. In many cases, a truck crossing one of these corridors can pay over $100 in tolls for a single trip . Across national operations, tolls often add 1–2 cents per mile . For fleets operating heavily in toll states, it can be even more. Weight-Distance Taxes Some states go a step further. Instead of taxing fuel or registration, they tax trucks directly based on miles traveled and vehicle weight . States like: • Oregon • Kentucky • New Mexico • New York operate weight-distance tax systems. These taxes exist because heavy vehicles create more wear on road infrastructure. Depending on routes, these taxes can add another 1–3 cents per mile . The 15¢ Per Mile Reality When you combine all of these layers, the total tax burden becomes clear. A typical breakdown might look like this: Fuel taxes: ~9¢ per mile IRP registration: ~2¢ per mile Tolls: ~1.5¢ per mile HVUT: ~0.5¢ per mile Compliance costs: ~1–2¢ per mile Weight-distance taxes and permits: ~1¢ per mile Total: Approximately 15 cents per mile. Again, that’s $15,000 per truck per year for a vehicle running 100,000 miles. For large fleets, taxes quickly become one of the largest operating costs in the business . Why This Matters to the Economy Trucking moves roughly 70% of domestic freight in the United States . That means nearly everything we buy — food, clothing, electronics, construction materials — travels by truck at some point. Transportation taxes therefore don’t just affect trucking companies. They influence the entire supply chain . Every additional cost in trucking eventually appears somewhere else: • Higher freight rates • Increased shipping costs • Higher prices for goods In other words: Transportation taxes quietly contribute to inflation across the economy . The Thin Margin Problem One reason these taxes matter so much is because trucking operates on very thin margins. Typical net profit margins for trucking companies are often: 3–6%. When margins are that tight, even small cost changes matter. Carriers usually cannot absorb major tax increases. Instead, the costs eventually flow through to: • Freight contracts • Fuel surcharges • Accessorial fees • Spot market pricing Taxes don’t disappear. They simply move through the system. Why Most People Don’t See These Costs One reason trucking taxes remain invisible is that they’re fragmented across dozens of systems . There’s no single “trucking tax.” Instead there are: • Fuel taxes • Interstate fuel reporting • Highway use taxes • Registration fees • Tolls • Weight-distance taxes • Permits • Compliance requirements Each one seems small. Together, they create a massive cost structure. The Policy Debate Is Just Beginning Transportation funding is already becoming a major policy issue. Fuel taxes historically funded most highway infrastructure. But as vehicles become more fuel efficient — and electric vehicles become more common — governments are beginning to question whether fuel taxes will remain viable long term. Some policymakers are exploring alternatives like mileage-based road user fees . For trucking companies, that could mean an entirely new generation of transportation taxes in the future. Why Understanding Trucking Taxes Matters If you want to understand the economics of freight, you have to understand taxes. They influence: • Fleet operating costs • Freight rates • Supply chain pricing • Infrastructure funding • Transportation policy For trucking companies, tax management is no longer just an accounting exercise. It’s a strategic discipline . One Final Thought Next time you see a semi-truck traveling down the highway, consider what’s happening behind the scenes. Every mile that truck travels includes: Fuel taxes. Highway taxes. Registration fees. Compliance costs. Tolls. Infrastructure funding. By the time that truck reaches its destination, roughly 15 cents of every mile traveled has gone to taxes and regulatory fees . It’s one of the most important — and least understood — cost structures in the entire transportation economy.  And it’s hiding in plain sight.

Indirect taxes are often discussed as if they behave the same way everywhere: “sales tax is a pass-through,” “use tax is what gets you in trouble,” “fuel taxes are just cents-per-gallon,” and “gross receipts taxes are a weird West Coast thing.” In practice, the impact of indirect taxes varies sharply by industry because each sector buys and sells different things, moves goods differently, and is documented differently. A manufacturer’s biggest indirect tax swing factor may be exemption eligibility and fixed-asset use tax. A retailer’s may be nexus-triggered collection obligations and audit-driven documentation pressure. A transportation company’s may be fuel and excise taxes layered on top of sales/use tax rules that don’t always fit how transportation is billed or performed. This article compares manufacturing, retail, and transportation through six lenses that consistently drive outcomes across states: Sales tax collection obligations Use tax exposure Gross receipts taxes (GRT) and similar “sales-based” taxes Fuel/excise taxes Exemption complexity Audit risk and controversy drivers The goal isn’t to inventory every state nuance. It’s to describe how the system tends to treat each sector and why those differences show up in multi-state compliance, planning, and audits. (1) Sales tax collection: who collects, on what, and how consistently? Manufacturing: often the least “sales-tax-facing,” but not immune Manufacturers frequently have fewer direct, taxable sales to end consumers. Many sales are wholesale, for resale, or of goods that will be incorporated into other goods. That can translate into fewer transactions where the manufacturer must collect sales tax. However, manufacturers still encounter collection obligations in several recurring situations: Direct-to-consumer channels (replacement parts, online stores, branded merchandise, warranty sales, extended service plans) can create a retail-like collection footprint. Intercompany transactions (tooling charges, management fees, software, repairs) may involve taxable services or taxable digital products in certain states. Installation and repair activities can become a “mixed transaction” where labor, parts, and ancillary charges are taxed differently by state. Even if a manufacturer’s outward-facing collection is modest, the organization’s internal purchasing and fixed-asset base can create a large indirect tax footprint (more on that in use tax). Practical effect: Manufacturers often experience sales tax collection as “episodic but sharp”—a new business model, a new product line, or a service offering can suddenly flip them into ongoing collection obligations across many states. Retail: the classic “collector” model, with the broadest collection burden Retailers tend to carry the heaviest sales tax collection load because they are closest to the end consumer. Their challenges aren’t just about rate lookups; they are about scale, channel, and product taxability variance: Product taxability differs widely: clothing, groceries, dietary supplements, candy vs. “food,” over-the-counter items, software, digital goods, warranties, delivery fees, and marketplace transactions are all treated differently across states. Omnichannel operations (stores, e-commerce, marketplaces, BOPIS, ship-from-store, drop shipments) create sourcing and documentation challenges. Returns and allowances are operationally simple but tax-administratively complex when refunds cross jurisdictions or involve marketplace facilitators. Retail is also the sector most visibly shaped by economic nexus and marketplace facilitator rules. Where a manufacturer might be able to structure into fewer taxable sales, a retailer’s revenue model almost guarantees broad collection duties once thresholds are exceeded. Practical effect: Retailers experience sales tax as a “daily operational tax”—a high-volume, high-visibility function where small system errors compound into large liability. Transportation: a hybrid world where the “product” is a service—and states disagree Transportation companies live in a category that sales tax systems weren’t originally built around: the sale of movement. Whether transportation charges are taxable depends heavily on: What is being transported (tangible goods vs. people; intrastate vs. interstate; household goods vs. freight). How charges are presented (separately stated freight vs. bundled; prepaid vs. collect; accessorials like detention, layover, lumper, tarp, reefer, chassis, fuel surcharge). What the transportation is “part of” (a taxable sale of goods, a nontaxable service, or a mixed contract). Many states exempt separately stated delivery or freight charges in certain contexts, but not all. Some states tax delivery charges when the underlying goods are taxable; others exempt most transportation charges if separately stated; others treat intrastate transportation differently from interstate. Meanwhile, transportation companies may also sell taxable items—parts, supplies, equipment rentals, communications, tracking services—creating a partial retail profile. Practical effect: Transportation companies often face “classification risk” in sales tax collection—what looks like a simple accessorial fee operationally may be taxed like a taxable service in one state and exempt in another. (2) Use tax exposure: where liabilities accumulate quietly Manufacturing: fixed assets, consumables, and “the exemption you thought you had” For manufacturing, use tax exposure often concentrates in: Capital purchases (machinery, equipment, tooling, plant expansions). MRO supplies (maintenance, repair, and operating items). Utilities and production inputs that may be partially exempt or exempt under strict conditions. Software and digital services (particularly cloud-based tools, manufacturing execution systems, engineering software, and subscriptions). The key dynamic is that manufacturers frequently rely on exemptions—manufacturing machinery, component parts, pollution control, research and development, energy exemptions, and packaging exemptions. When exemptions are misapplied or documentation is thin, use tax becomes the “true-up” mechanism during audit. Manufacturers also deal with nuanced issues like: Mixed-use equipment (percentage used in exempt production vs. taxable non-production). Production boundary debates (what qualifies as manufacturing vs. warehousing vs. distribution). Repair parts and consumables that may or may not “directly” qualify. Practical effect: Manufacturers can have large-dollar use tax exposure driven by a handful of purchases or projects, especially when procurement processes aren’t designed to capture exemption qualification. Retail: use tax isn’t gone—it just moves to different buckets Retailers collect sales tax on outgoing sales, but use tax risk still arises in: Store buildouts and fixtures (racking, lighting, signage, leasehold improvements). Technology (POS systems, SaaS subscriptions, security, digital advertising services—taxability varies). Supplies and promotional items (giveaways, loyalty rewards, samples). Drop shipments and multi-party transactions where the retailer’s role changes state-by-state. Retailers may also be exposed through vendor under-collection (e.g., out-of-state vendors not charging tax on taxable items) and through bad exemption management (resale certificates for items actually consumed rather than resold). Practical effect: Retail use tax is often “broad but shallow”—many small-to-medium purchases across a large footprint that add up, and that are hard to control without strong AP automation and tax decisioning. Transportation: use tax exposure is everywhere—because the fleet buys everywhere Transportation companies tend to purchase high-dollar assets and high-frequency consumables across numerous jurisdictions: Tractors, trailers, and leasing arrangements (purchase vs. lease tax treatment differs widely). Repair parts and maintenance (purchased on the road, often with inconsistent tax charged). Tires (sometimes subject to specialized fees or environmental charges). Telematics, ELD services, communications (digital taxability varies). Third-party services (towing, recovery, washing, storage) that can be taxable in some states. Because fleets operate across state lines, use tax exposure can arise from where property is first used, where it is garaged, or where it is titled/registered, depending on the state’s rules. Documentation is also challenging because purchases occur at scale and on the move. Practical effect: Transportation use tax risk is “distributed and persistent”—it doesn’t come from one plant expansion, but from thousands of mobile purchases and complex asset deployment patterns. (3) Gross receipts taxes: sector impact depends on margin profile and sourcing rules Gross receipts taxes (and similar business activity taxes) differ from sales taxes: they are typically imposed on the business’s receipts, often with fewer deductions than income tax, and can apply regardless of profitability. Even where labeled differently—“business activity,” “commercial activity,” “privilege,” or “margin-based”—the effect is similar: a tax on revenue. Manufacturing: can be material when supply chains are concentrated Manufacturers may feel gross receipts taxes sharply when they have: High-volume sales into a GRT jurisdiction, even if margins are thin. Significant intercompany flows or contract manufacturing arrangements that inflate “receipts.” Sourcing rules that attribute receipts to the customer location or “benefit received” location, which can be difficult to track in B2B. If a manufacturer sells to a distribution center or a large customer in a GRT state, receipts can be concentrated. Some regimes provide exclusions or thresholds, but once exceeded, compliance becomes a recurring obligation. Why it bites: Manufacturers often plan around income tax apportionment, but gross receipts taxes can create liability even in years with losses or high capital spend. Retail: frequent exposure, sometimes “built into” pricing models Retailers can be heavily exposed to GRT regimes because they have large top-line receipts. However, retail often has pricing flexibility and established compliance teams for state tax obligations, which can reduce surprise. The bigger challenge tends to be: Sourcing (destination-based sourcing for shipped goods is easier than for services; but marketplaces and digital goods can complicate). Exclusions/thresholds (multiple entities, store vs. online channels, and affiliated groups create complexity). Pyramiding (tax-on-tax effects through the supply chain). Why it bites: Gross receipts taxes can feel like an extra layer on top of sales tax collection, squeezing already tight retail margins. Transportation: GRT can be deceptively complex because “where is the revenue earned?” Transportation receipts can be hard to source. Is revenue sourced to: the origin, the destination, the proportion of miles traveled in the state, the location where the customer receives the “benefit,” or the location of the customer? Different states and different tax regimes may answer differently, and transportation services are inherently multi-jurisdictional. Add brokerage vs. carrier distinctions and accessorial charges, and the sourcing picture can get messy quickly. Why it bites: Transportation companies often have high revenue pass-throughs (fuel, third-party carriers, accessorials) and variable margins. A tax on gross receipts can become disproportionately painful if it doesn’t allow meaningful cost offsets. (4) Fuel and excise taxes: transportation is center stage, but others aren’t absent Manufacturing: excise shows up in inputs and regulated products Manufacturers may face specialized excise taxes depending on what they produce (e.g., alcohol, tobacco, vaping products, firearms/ammunition, chemicals, environmental fees). Even manufacturers not producing regulated products still encounter: Fuel taxes embedded in logistics costs, environmental fees on materials, and special assessments on tires, batteries, lubricants, or packaging in some jurisdictions. But for most general manufacturers, fuel/excise isn’t the primary state tax pain point compared to sales/use tax exemptions and audits. Retail: excise is usually indirect—except for specific categories Retailers that sell regulated goods (fuel stations, tobacco, alcohol, cannabis where legal, vaping, tires, batteries) can have major excise compliance obligations. For “general merchandise” retailers, excise taxes are more likely to be embedded in vendor prices. The operational risk is highest when retail sells excise goods: compliance can involve licensing, inventory controls, reporting, stamping, and strict audit regimes. Transportation: fuel taxes are foundational and multi-layered Transportation companies face a unique stack of fuel-related obligations: State fuel taxes (often cents-per-gallon, but rates and exemptions differ). IFTA reporting for motor carriers, requiring tracking of miles and fuel purchases by jurisdiction. Federal excise taxes and other federal assessments. Potential state-specific surcharges, environmental fees, and weight-distance taxes in certain states. The biggest operational differentiators are: the quality of mileage and fuel data, the integrity of trip reporting, and the ability to reconcile fuel purchase documentation to taxable gallons and jurisdictional rules. Practical effect: Transportation fuel tax compliance is a “data discipline tax.” Even small data gaps can generate disproportionate assessments. (5) Exemption complexity: where the rules are hardest to apply in real life Manufacturing: high-exemption opportunity, high-proof burden Manufacturing exemptions can create significant savings, but they are rarely “check the box.” Typical complexity drivers include: Direct vs. indirect use standards (“used directly in manufacturing” is litigated constantly). Integrated plant concepts in some states, which broaden exemptions but increase documentation needs. Partial exemptions (energy, utilities, and certain consumables). Project-based exemptions (expansion incentives, industrial development arrangements). Tooling and special production equipment that moves between sites or is used for multiple products. Manufacturers must often build and maintain “exemption narratives” tied to production flow, equipment diagrams, and use percentages. Retail: fewer exemptions, but constant certificate management Retail’s exemption complexity is less about industrial definitions and more about certificate-driven compliance: resale certificates, exempt customer certificates (government, nonprofit, manufacturing customers buying exempt items), drop shipment exemptions and marketplace dynamics. Retailers live and die by whether certificates are valid, complete, timely, and properly matched to transactions. Many audits are essentially “show me the certificate” exercises. Transportation: exemptions are fragmented across services, customers, and charge types Transportation companies face exemption complexity because many charges are situational: A line item can be exempt if separately stated, but taxable if bundled. An intrastate move may be treated differently than an interstate move. Certain customer types (government, common carrier arrangements, specific industries) may change treatment. Accessorials can take on the character of the underlying transaction—or be treated as independent taxable services. This forces transportation tax teams to translate operational billing into state tax categories that don’t always align with dispatch, brokerage, and settlement systems. (6) Audit risk: what auditors look for and why each sector gets hit differently Manufacturing audit risk: “prove the exemption” and “follow the asset” Common audit drivers include: capital projects with large invoices and mixed tax treatment, missing exemption documentation for machinery and production inputs, overuse of blanket exemptions, software and digital services misclassification, intercompany charges and bundled service agreements. Audits can be technical and engineering-adjacent. The auditor’s biggest question is often: Does the equipment really qualify? The dollar amounts per issue can be huge. Retail audit risk: transaction sampling, certificates, and system errors Retail audits often hinge on: statistical samples of high-volume sales, exemption certificate completeness, rate/sourcing accuracy, promotions, coupons, and returns, marketplace facilitator treatment, and shipping/handling taxability. Retailers can “do everything right” conceptually and still lose an audit due to system mapping mistakes or certificate gaps. Audits tend to be operationally intense even when the legal issues are straightforward. Transportation audit risk: classification, sourcing, and fuel-data integrity Transportation audits commonly focus on: whether transportation and accessorial charges were taxed correctly, whether transactions were properly treated as interstate vs. intrastate where relevant, use tax on rolling stock, repairs, and mobile purchases, fuel tax reporting accuracy and documentation (IFTA-related examinations can be especially data-driven), sourcing of receipts for GRT-style taxes. Transportation audits can involve multiple agencies and tax types, and they often require reconciling disparate systems: dispatch, TMS, billing, fuel card, maintenance, and accounting. Side-by-side summary: how indirect taxes “feel” by sector Manufacturing Sales tax collection: generally lower volume, but spikes with DTC/services Use tax exposure: high, driven by fixed assets and exemptions GRT impact: can be meaningful, especially with concentrated receipts Fuel/excise: usually secondary unless regulated products Exemptions: complex, technical, high savings potential Audit posture: proof-heavy, large-dollar disputes on fewer issues Retail Sales tax collection: core operational burden, omnichannel complexity Use tax exposure: steady, driven by fixtures, tech, promotions, vendor undercharge GRT impact: often significant due to high receipts and thin margins Fuel/excise: high only for regulated categories Exemptions: certificate management, customer-driven Audit posture: sampling, systems, certificates—high volume, repeatable issues Transportation Sales tax collection: inconsistent across states; service classification and accessorials drive outcomes Use tax exposure: persistent, multi-jurisdictional fleet purchasing and asset deployment GRT impact: sourcing complexity and margin sensitivity Fuel/excise: foundational; compliance is data-centric Exemptions: fragmented, dependent on billing structure and trip facts Audit posture: multi-tax, multi-system, classification and data integrity What strong indirect tax management looks like in each sector Even though the rulebooks are different, the winners in all three sectors share a pattern: they operationalize tax. Manufacturing: engineer the exemption story into procurement and projects  Build a clear “manufacturing boundary” narrative by site and process. Tie exemption decisions to asset categories and project workflows. Require tax decisioning at requisition/PO stage, not just at invoice. Maintain documentation packages for high-value assets and recurring exempt categories. Retail: treat tax like a system, not a rate table Centralize product taxability mapping with controlled change management. Automate certificate collection and renewal; link certificates to customer master data. Test omnichannel scenarios (returns, ship-from-store, drop ship, marketplaces). Monitor error rates and exception reports—small defects scale fast. Transportation: reconcile operational facts to tax positions Standardize accessorial definitions and billing taxability by state. Align dispatch/TMS fields with what tax rules require (interstate/intrastate indicators, separately stated charges). Strengthen use tax controls for fleet purchases and repairs on the road. Invest in fuel tax data governance—trip accuracy, purchase validation, and audit-ready documentation. Closing thought: the “same” tax, three different realities Sales and use taxes were designed around tangible goods, yet they now govern digital products, bundled services, and multi-state commerce at unprecedented scale. Gross receipts taxes expand the burden to revenue itself, regardless of profitability. Fuel and excise taxes overlay specialized compliance regimes. Because manufacturing, retail, and transportation operate differently, indirect taxes create different pressure points: exemptions and assets for manufacturing, transaction-scale and certificates for retail, and service classification plus fuel-data integrity for transportation. Understanding those structural differences is the first step toward building controls that match how the business actually works—so tax outcomes become predictable instead of surprising.