As Roehl’s busiest hub, the terminal isn’t just about freight flow. It’s a space centered on driver comfort, convenience, and support. Whether you’re stopping between runs, catching up on rest, or starting orientation, Roehl says this terminal was built around what drivers really need.

Step inside, and it’s clear this place raises the bar. Roehl’s Chicago Area Terminal offers the kind of amenities that make downtime worthwhile, from an on-site grill serving made-to-order meals to private showers and sleeping quarters with real beds. There’s also free laundry, a computer room, TVs in the lounge, an exercise area, and courtesy cars to help drivers get around locally.

But Roehl didn’t stop at comfort. The company says this terminal also serves as a hub for training, maintenance, and professional growth. Drivers have access to on-site service bays, orientation classrooms, and advanced driving simulators. It’s a setup that supports both new drivers starting their careers and experienced ones looking to keep their skills sharp.

Roehl Transport says the Chicago Area Terminal was built around a simple belief that drivers deserve a place that values them. The facility stands as a reminder that behind every load, every mile, and every delivery, a driver is keeping the industry moving — and they deserve a home on the road that treats them right.

Image Source: Roehl Transport

Source: Truckers News

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The order grants motor carriers and drivers in these areas exemptions from the standard maximum driving time when they are directly involved in relief operations. This includes the transportation of critical fuels such as propane, heating oil, gasoline, diesel, natural gas, and heating fuel to the affected regions.

Initially issued on January 10, the emergency declaration addresses challenges posed by severe winter storms and freezing temperatures. These extreme weather conditions have heightened fuel demands while creating significant obstacles in the distribution process.

What Does “Direct Assistance” Mean?

Under the FMCSA’s directive, “direct assistance” refers to transportation and relief services provided by motor carriers or drivers that play a key role in the immediate restoration of essential supplies or services. However, this does not cover transportation intended for long-term recovery beyond the initial emergency phase or for reconstructing damaged infrastructure. Additionally, routine commercial deliveries, including mixed loads with only minimal emergency supplies, do not qualify for the exemptions provided.

Motor carriers or drivers who have been issued an out-of-service order are also not permitted to operate under the declaration until they meet all applicable conditions.

Returning to Normal Operations

Once emergency relief activities conclude, carriers and drivers must comply with standard driving time regulations while operating commercial vehicles. However, drivers can return empty to their terminal or their usual work reporting location without additional restrictions.

If a driver transitions from emergency relief efforts back to normal operations, they must take a 10-hour rest period if their total time engaged in relief efforts or combined relief and everyday driving exceeds 14 hours.

Additional State Declarations

Several states have also implemented their own emergency declarations to provide motor carriers and drivers with additional relief measures tailored to specific regional needs. To learn more about these state-level declarations, detailed information is available here.

Source: Land Line

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Several states have already updated their legislation in recent years to address the rise of self-driving trucks. For instance, South Dakota created a framework enabling fully autonomous trucks to operate without an onboard human operator in 2024. Similarly, Arkansas and Mississippi revised their rules in 2023 to permit truck platoons—without human drivers in trailing vehicles.

The Owner-Operator Independent Drivers Association (OOIDA), while acknowledging the potential of autonomous technologies, has voiced concerns regarding their implications for highway safety and commercial transportation.

Delaware

Lawmakers in Delaware are tackling the issue of testing autonomous trucks without human safety operators. A similar bill introduced in the 2024 session aimed to ban autonomous trucks over 10,000 pounds from public roads. Although it passed the Senate unanimously, it failed to gain traction in the House.

Fast forward to 2025, Sen. Spiros Mantzavinos, D-Newport, has introduced SB46, an almost identical bill. This version raises the weight limit to 26,000 pounds and includes provisions that prohibit autonomous trucks from testing, transporting goods, or carrying passengers without a human driver present. It also allows testing with a driver onboard and requires the Delaware Department of Transportation to submit a report evaluating this technology by 2030, which could lead to rule adjustments.

Unsurprisingly, some in the autonomous vehicle industry argue this legislation “preemptively and prematurely” restricts progress in Delaware.

Indiana

Indiana lawmakers are also discussing autonomous trucking with measures aimed at putting clear guidelines in place. Currently, Indiana law does not specify whether a human driver is required in automated vehicle platoons.

A proposed bill, HB1057, would mandate that autonomous tractor-trailers used for goods or passenger transport must have a qualified human driver physically in the vehicle. Sponsors of the bill, such as Rep. Cindy Ledbetter, R-Newburgh, have emphasized safety concerns, stating automated trucks without drivers could lead to accidents caused by technological failures.

HB1057, along with a similar bill, HB1377, is currently under review in the House Roads and Transportation Committee.

Maryland

Maryland legislators are discussing similar restrictions on autonomous vehicles. HB439, introduced in the House, proposes banning autonomous vehicles weighing over 10,000 pounds from operating on state highways for testing, goods transport, or passenger services—unless a human driver is present. The bill also outlines a requirement for the Maryland Motor Vehicle Administration to report by 2030 on the technology’s safety, impacts on jobs, and infrastructure, as well as whether the restrictions should be maintained, modified, or removed.

HB439 will be reviewed by the House Environment and Transportation Committee during a scheduled hearing on February 6, while the Senate will concurrently consider SB405.

Montana

Montana lawmakers are initiating discussions on regulating autonomous truck platoons. Currently, no rules exist for platooning in the state.

Rep. Zack Wirth, R-Wolf Creek, has introduced HB97, which seeks to authorize truck platooning on Montana highways under specific conditions. For instance, the lead vehicle “conductor” must have a commercial driver’s license (CDL) and be able to take manual control if necessary. Platooning would be limited to three trucks in a group and restricted primarily to interstate highways or within a short distance from interchanges for loading and unloading.

The Montana Department of Transportation (MDT) would be tasked with creating safety-focused rules and coordinating with stakeholders, including trucking industry representatives. The department could also impose limitations on platooning during hazardous road conditions and issue special permits based on the finalized safety standards. The MDT highlights that while truck platooning offers economic and transportation benefits, it also introduces significant challenges.

Virginia

Virginia lawmakers are also considering policies for fully autonomous trucks. Legislators have proposed HB2627, a bill allowing autonomous vehicles, including those over 62,000 pounds, to operate in the state. However, the legislation mandates that a human driver with proper credentials must be physically present and capable of taking control if necessary.

The bill is currently under review by the House Transportation Committee.

Source: Land Line

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Estes Express Lines, a top player in the logistics sector has significantly expanded its operational network by acquiring seven former Yellow Transportation terminals. This strategic move underscores Estes’ commitment to enhancing operational capacity and improving service for its customers.

2024 Expansion Overview

In 2024, Estes has achieved a major milestone by increasing its terminal capacity by 508 doors, marking a 4.5% growth from the previous year. The company’s total door count now stands at 11,832, with plans to add 940 more doors within the next nine months. This expansion includes the acquisition of 29 terminals and the assumption of 10 leases from Yellow Transportation. Key new locations include Charlotte, NC; Milwaukee, WI; Minneapolis, MN; Rockford, IL; South Bend, IN; and Eugene, OR.

“These acquisitions demonstrate our ongoing investment in resources to boost capacity and better serve our customers,” said Webb Estes, President and COO. He praised the team for the swift integration of these new assets, which include hundreds of shipping containers and trailers.

Growth of Network and Fleet

The recent acquisition has bolstered Estes’ coast-to-coast network with the addition of 290 new doors. The Charlotte terminal, now the largest in the network with 275 doors, highlights the scale of this expansion. Alongside increasing terminal capacity, Estes has also expanded its fleet, acquiring 6,800 additional trailers this year, bringing its total fleet to over 45,000.

This expansion reaffirms Estes’ commitment to scaling operations and enhancing service delivery, solidifying its position in the competitive logistics and transportation industry.

Source: Commercial Carrier Journal

Image: Commercial Carrier Journal

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A Premier Showcase of Trucking Excellence

The 2024 NTDC is more than just a competition; it’s a celebration of the best in trucking. Featuring 422 elite drivers from 49 states, the championship is a testament to the industry’s commitment to safety and excellence. Competitors will vie for the coveted 2024 National Truck Driving Championships Bendix Grand Champion title, proving their mettle in vehicle maintenance, regulatory knowledge, and precision driving.

Detailed Event Schedule

This year’s championship is structured around three critical components: a rigorous written examination on industry regulations, a meticulous pre-trip vehicle inspection to identify potential mechanical issues, and a challenging driving skills test. Known as the “Super Bowl of Safety,” the NTDC, with roots stretching back to 1937, continues to set the standard for safety and skill in the trucking industry, motivating drivers to maintain impeccable accident-free records.

Celebrating Safety and Milestones

The dedication of this year’s participants is highlighted by an incredible achievement—collectively, these drivers have logged 685 million miles without a single incident. This milestone underscores the commitment of each competitor to the highest standards of safety and professionalism on the road.

An Atmosphere of Excitement and Camaraderie

NTDC Chairman Patti Gillette, who also serves as the director of safety and member services for the Nevada Trucking Association, captured the spirit of the event perfectly: “National Truck Driving Championships combines the excitement of a major sports event with the camaraderie of a family reunion. The energy and excitement here are electric.” This atmosphere reflects the dedication and hard work these drivers have invested over the past year, all leading up to the final event on Saturday evening, where the Bendix Grand Champion will be crowned.

Building a Stronger Trucking Community

The 2024 National Truck Driving Championships is not just about competition—it’s about community. As drivers from across the nation come together, they share their commitment to safe driving and professionalism, forging connections that strengthen the entire trucking industry. As excitement builds for the crowning of this year’s Bendix Grand Champion, the event continues to highlight the crucial role of safety and teamwork in creating a safer, more professional trucking community.

Source: Truckers News

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According to the Indiana Department of Transportation (INDOT), the plan is set to add more than 1,200 truck parking spaces across the state’s 26 rest areas. Already, over 1,400 spaces are designated for tractor-trailer parking. The initiative includes seven truck parking conversion projects, with the end goal of addressing the growing demand for safe and accessible parking facilities for truckers.

One of the completed projects is the update of the northbound Kankakee rest area along I-65, which now features a new welcome center on the southbound side. This upgrade, unveiled in October 2023, added 113 truck parking spaces, along with restrooms and vending buildings, improving the amenities for truck drivers passing through the area.

Another ongoing conversion project is underway at the northbound and southbound Lebanon rest areas located along I-65. Expected to be completed this fall, the project will add 109 truck parking spaces between the two sites, for a total of 150 spaces. Renovations will also include upgraded restrooms and vending facilities to enhance the overall experience for truck drivers.

Looking ahead, the state has additional conversion projects planned for rest areas in Lizton, Taylorsville, and Nancy Hanks. While construction timelines for the Lizton and Nancy Hanks projects have been delayed, new letting dates should be announced this summer. These projects are expected to contribute around 61 additional truck parking spaces.

Despite setbacks, progress continues on the conversion project at the northbound and southbound Taylorsville rest areas. The project remains on track for letting this November. Once it’s done, it will add 69 truck parking spaces across both sites.

Indiana’s Rest Area & Welcome Center Improvement Plan signifies a concentrated effort to address the nation’s parking needs for professional drivers. By significantly increasing truck parking availability and enhancing facilities statewide, the issue of truck parking will hopefully be relieved across the Hoosier State.

Source: Land Line

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In Indiana, there is a notable speed limit differential for cars and trucks, with cars allowed to travel at 70 mph on major roadways, while vehicles weighing over 26,000 pounds are limited to 65 mph. Efforts to eliminate this speed limit disparity in rural areas have been ongoing, as demonstrated by Rep. Mike Aylesworth’s pursuit with bill HB1055.

He feels a rule revision is necessary in Indiana “to correct a law that is flawed in nature and does nothing to improve highway safety.”

Despite consideration in the House Roads and Transportation Committee, the bill did not progress to a vote, facing opposition from the Indiana Motor Truck Association. Supporters argue that uniform speed limits enhance traffic flow, referencing a study by the Indiana Department of Transportation and Purdue University indicating a potential 20% reduction in crash frequencies with uniform 70 mph speed limits.

Maryland, too, is undergoing potential changes to speed limit rules. A bill, HB278, aims to empower the Maryland State Highway Administration to decrease maximum speeds by 5 mph on urban state highways without necessitating a traffic or engineering study. The bill, approved by House lawmakers, is set to proceed to the Senate Judicial Proceedings.

In Michigan, the Senate Transportation and Infrastructure Committee has advanced HB4012, addressing perceived flaws in how the state establishes local roadway speed limits. Sponsored by Rep. Bradley Slagh, the bill aims to provide flexibility in applying the 85th percentile speed rule, allowing the rounding down of speeds when necessary. The legislation seeks to eliminate the requirement for an engineering and safety study, relying on traffic engineering practices for objective analysis. The bill awaits further consideration on the Senate floor.

In New Jersey, Sen. Declan O’Scanlon sponsors S1652, a bill proposing the use of the 85th percentile formula to set speed limits on limited access highways.

“[The change would result in] the smoothest, safest level of traffic flow and inflict the least amount of arbitrary punishment on people behaving reasonably,” he said.

This approach, if approved, would allow the New Jersey Department of Transportation and other state traffic agencies to employ studies for determining speed limits.

New York is also in the midst of potential speed limit changes. Bills in the Assembly and Senate propose raising the speed limit from 65 mph to 70 mph on interstate highways and other limited access roads, aligning New York with the speeds permitted in many other states.

“The majority of states across the country have state speed limits that exceed 65 mph,” said Tom O’Mara, New York. “New York has failed to keep up with the rest of the country by not adopting a more efficient speed limit. … [My bill] would correct this inefficacy by allowing for a 70 mph speed limit where appropriate.”

Lastly, in Oklahoma, Rep. Ross Ford sponsors HB3894, which seeks to implement a 65 mph minimum speed limit on rural interstate highways, where current speed limits are set at 75 mph, and on Oklahoma turnpikes, where speeds are set at 80 mph.

Source: Land Line

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California

In the Golden State, efforts to regulate autonomous trucks are back on the legislative table. Assemblymember Cecilia Aguiar-Curry reintroduced AB2286, a bill identical to the 2023 version. The bill aims to prohibit the testing and operation of autonomous vehicles weighing over 10,001 pounds without a human safety operator present. The governor’s previous veto emphasized reliance on existing regulations from a 2012 state law.

Florida

Senator Victor Torres is steering legislation in Florida to establish rules for autonomous trucks on roadways. Under SB1580, a licensed human operator must be physically present in fully autonomous vehicles weighing at least 10,000 pounds while transporting goods or passengers on public roads.

Indiana

Indiana is considering two bills (HB1022 and SB57) to address autonomous trucks, specifically in automated vehicle platoons. These bills specify that a human operator must be physically present in autonomous tractor-trailers on highways for the transportation of passengers or goods. Operators are required to meet both state and federal qualifications for vehicle operation.

Iowa

Senator Zach Wahls introduced SF2218 in Iowa, addressing the operation of autonomous trucks for commercial purposes. The bill mandates a conventional driver’s physical presence in driverless-capable vehicles, holding a valid driver’s license and required endorsements.

Kentucky

Kentucky is revisiting truck platooning legislation with HB7. This bill amends the requirement for human drivers in platoons, allowing only the lead vehicle to have a human driver behind the wheel. The previous attempt faced a veto due to safety concerns.

New York

In the Empire State, two bills cover the operation of autonomous trucks. Senator Pete Harckham’s bill (S7758) requires operators to accompany trucks with autonomous technology weighing over 10,000 pounds. The bills are currently under committee review in the Senate Transportation Committee and Assembly Transportation Committee.

The debate over autonomous trucking continues, with advocates highlighting benefits such as fuel savings, reduced congestion, and improved safety through platooning. Critics, including motorcyclists, express concerns about the interaction between automated and traditional vehicles on roadways and question the feasibility of widespread technology adoption. The Owner-Operator Independent Drivers Association acknowledges the potential of autonomous technology but emphasizes challenges related to commercial vehicles and highway safety.

Source: LandLine

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Authored by Indiana state Sen. Jim Tomes, a proponent of the Senate bill, the proposed legislation asserts that requiring a human operator would enhance safety on the state’s highways.

“With new technology on the horizon and more self-driving vehicles being used on our roadways, it is important our laws reflect these changes to keep Hoosiers safe,” Tomes said. “Driverless vehicles, especially large trucks, could pose a danger on our public roads if not monitored properly.”

This move echoes recent developments in New York, where comparable legislation has been introduced. However, the Autonomous Vehicle Industry Association (AVIA) has expressed opposition to New York’s bill, emphasizing that it could prematurely and permanently restrict the use of autonomous trucks. Jeff Farrah, CEO of AVIA, voiced concerns about the potential negative impact of such legislation. Notably, the Teamsters union has shown considerable support for bills of a similar nature.

California experienced a parallel situation last year, witnessing the passage of a comparable bill that was ultimately vetoed by Governor Gavin Newsom. The evolving landscape of state-level regulations continues to shape the trajectory of autonomous trucking, with varying perspectives and interests at play.

Source: Commercial Carrier Journal

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The pumpkin throwing incident occurred on Sunday, October 18, at approximately 4:00 am on I-70 in Hendricks County, Indiana.

Twenty year old motorist Caleb Needham was westbound on the interstate just after the Plainfield Exit when he saw a semi truck also on I-70 swerve as if to avoid something. Needham then saw a smashed pumpkin on the roadway, WTHR reports.

Seconds later, a second pumpkin thrown from an overpass crashed through Needham’s windshield and landed in the passenger seat.

Needham was able to safely pull over and was not injured.

The Indiana State Police are asking drivers to be cautious: “We are asking people to be vigilant. Watch those overpasses, if you see something suspicious, if you see children or teenagers up on those overpasses, report that to 911 right away so we can respond and investigate.”

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