For more than a decade, parking has remained one of the most persistent problems tied to freight movement. Lost time searching for a safe place to stop cuts into productivity and adds pressure to already tight schedules. The issue has also been linked to serious safety concerns when drivers are left with no option but to park in unsafe or unauthorized locations.

Longstanding Problem With No Quick Fix

The scale of the problem has drawn attention at the highest levels. The National Transportation Safety Board took the unusual step of backing legislative action after investigating a fatal crash involving a truck parked along a highway shoulder.

“It appears that essentially the same obstacles we were facing two decades ago are the same obstacles we’re facing today,” NTSB member Thomas Chapman said. “It’s a funding issue. I’m guessing in some respects, it might be more than funding. It could be available space, but this is a problem that has been around for a long time, and it’s only getting worse.”

Funding Moves Forward but Gaps Remain

A federal spending package signed in February included $200 million dedicated to expanding truck parking. While that investment marks progress, it does not come close to solving the shortage on its own.

Beyond funding, another challenge continues to slow expansion efforts. Many communities and local decision makers still do not fully understand how truck parking impacts safety, freight efficiency, and local economies. Even when awareness exists, projects can face resistance at the local level.

New Study Aims to Quantify the Impact

The Federal Motor Carrier Safety Administration is now preparing a study designed to put hard data behind what drivers already experience on the road.

On April 6, the agency published a notice in the Federal Register requesting input for a study focused on measuring the real world benefits of adding truck parking capacity.

According to FMCSA, “there is a lack of research on the actual precise monetary benefits of new truck parking spaces.” The goal is to build a clearer picture that can support future decisions and funding efforts.

What Drivers Will Be Asked

The study will gather detailed input on how parking shortages affect daily operations. Drivers will be asked about how often and how long they:

• Park in unauthorized locations
• Shut down early to secure a spot
• Leave planned routes to find parking
• Push hours of service limits while searching for space

This level of detail is intended to capture the real cost of the issue, from lost time to safety risks. The results will be combined with other research to help guide where new parking should be built and how those projects are presented to local communities.

Why Participation Matters

The effectiveness of the study depends on how much real world input it receives. Data collected from drivers will shape how the issue is understood by policymakers, planners, and private investors.

Public comments on how the study will be conducted are due May 6. To submit a comment, click here or go to Regulations.gov and enter Docket No. FMCSA-2025-0787.

A Chance to Influence What Comes Next

Parking shortages are not new, and neither are the challenges tied to solving them. What may change is how the issue is documented and presented moving forward.

By contributing feedback, drivers have an opportunity to put real experiences into the data being used to guide future decisions.

The post Federal Push to Address Truck Parking Shortage Turns to Driver Input appeared first on Truck Drivers USA.

A congressional caucus is a group of legislators who come together around shared priorities and objectives. In this case, the focus is on trucking.

According to a letter filed on Dec. 12 to register the caucus, the group will be “dedicated to issues related to the trucking industry and the policies that promote integrity, safety, and the growth of our nation’s trucking economy.”

Who is leading the Congressional Trucking Caucus?

The caucus is being co-chaired by a mix of Republican and Democratic representatives from across the country. Those lawmakers include Reps. Dave Taylor of Ohio, Shomari Figures of Alabama, Harriet Hageman of Wyoming, Pat Harrigan of North Carolina, Doug LaMalfa of California, and Mary Miller of Illinois.

Organizers say the caucus is intended not only to address legislation that affects trucking but also to serve as an educational resource for members of Congress who may not have direct experience with the industry.

Why lawmakers say the caucus is needed

Rep. Dave Taylor pointed to both the size of the trucking industry and recent safety concerns as reasons for launching the caucus.

“Generating nearly $906 billion in revenue in 2024, America’s trucking industry powers our economy by creating 8.4 million jobs and securing American supply chains,” Taylor said. “After several tragic accidents occurred recently because of CDL drivers who could not read the road signs, it’s evident that change is needed to protect American lives on the road. I’m proud to launch the Congressional Trucking Caucus alongside my colleagues to create a forum for discussing policy solutions to keep all drivers safe on American roads, support hardworking truck drivers, and ensure the accessibility of reliable transportation across our Nation.”

Supporters say the caucus gives lawmakers a formal venue to discuss safety standards, workforce issues, and policies that impact carriers and drivers nationwide.

Industry groups back the new caucus.

The launch of the Congressional Trucking Caucus has already drawn support from major trucking organizations, including the American Trucking Associations, the Owner Operator Independent Drivers Association, and the Truckload Carriers Association.

Henry Hanscom, Senior Vice President of Legislative Affairs at the American Trucking Associations, emphasized the role trucking plays in everyday life and the importance of having informed lawmakers involved.

“America’s trucking industry is essential to our economy, our national security, and our way of life. Over 8.4 million hardworking Americans deliver more than three-quarters of the nation’s freight, and 80 percent of communities rely solely on trucks to receive their goods,” Hanscom said. “The American Trucking Associations commends Reps. Taylor and Figures for forming this bipartisan caucus that will prioritize issues important to truckers. We look forward to working with them to expand the Congressional Trucking Caucus’ size and influence on Capitol Hill and to advance legislation that will help keep our industry strong for the long haul.”

What this could mean for drivers and carriers

While the caucus does not create new laws on its own, it establishes trucking as a dedicated policy focus within Congress. For drivers and carriers, that could mean more informed discussions around safety, workforce standards, and regulatory decisions that affect day-to-day operations.

By bringing trucking issues into a formal bipartisan forum, supporters believe the caucus can help ensure the industry’s voice is heard as transportation policy continues to evolve.

As the caucus grows and attracts more members, industry groups say they plan to stay engaged and provide input on issues that matter most to the people moving freight every day.

Source: Commercial Carrier Journal

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The focus? Leadership, innovation, and the evolving role of women shaping the trucking industry’s future in Pennsylvania and beyond.

Elevating the Voices Driving Change

The WIM Symposium serves as a space for collaboration, recognition, and forward momentum. According to Nikki Thomas, ATA’s Vice President of Industry Affairs:

“The Women In Motion Symposium is a critical opportunity to recognize the essential role women play in every part of the trucking industry. By bringing together thought leaders, industry professionals, and advocates this year in Pittsburgh, we’re advancing meaningful dialogue and driving progress for the trucking industry. The WIM Symposium is a chance for us to elevate and celebrate the women who are driving our industry forward every day.”

Panel discussions, networking sessions, and guest speakers will highlight how female leadership is helping move policy, infrastructure, and business strategies forward across the Commonwealth.

A Spotlight on Public Service and Innovation

Stacy Garrity, Pennsylvania State Treasurer and U.S. Army Reserve Colonel, will headline the event with a discussion on financial transparency and public service impact. A proven advocate for efficiency and empowerment, Garrity’s leadership has helped return billions in unclaimed property to state residents, expand the college savings landscape, and strengthen programs like PA ABLE for individuals with disabilities.

Her talk is expected to touch on how financial responsibility and innovation intersect with economic resilience in the state.

Another voice shaping the conversation is Pennsylvania State Senator Judy Ward, who will speak on policy efforts influencing business, transportation, and healthcare.

“This annual conference is a unique opportunity to celebrate the progress women have made in trucking, while also looking ahead to how we can lead the industry and our communities forward,” WIM said in a press release.

Ward’s firsthand policy insight, particularly around infrastructure and community-level economic development, adds a critical layer to the agenda.

Built by Women, Shaping the Future

With a diverse range of attendees—from veteran drivers and logistics executives to state officials and fleet managers—the WIM Symposium offers a real-world look at how women are not just participating in trucking, but leading it.

Nikki Thomas also acknowledged the support behind the event:

“Thank you to Rebecca Oyler, PMTA president, CEO, for her dedication to WIM and for helping to put together such a dynamic agenda for this year’s event.”

As the industry continues to evolve, events like the Women In Motion Symposium remind the trucking world of the progress being made—and the leaders making it possible.

Image Source: Women In Trucking
Source: The Trucker

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A Major Shift for Truck Parking in NYC

Under the newly passed legislation, the New York City Department of Transportation (NYC DOT) will implement overnight parking options in industrial business areas. For years, truck drivers have struggled with a lack of suitable parking spots in New York City, forcing them to park in areas ill-equipped for heavy-duty vehicles. This issue has posed challenges for operators and raised safety concerns for nearby neighborhoods.

“For far too long, the shortage of overnight parking for truck drivers in New York City has forced trucks to park in areas where they shouldn’t be,” said Zach Miller, vice president of government affairs for the Trucking Association of New York (TANY). “This problem has been exacerbated by next-day and same-day demand and strict federal Hours-of-Service regulations. This creates an unsafe environment for both drivers and the surrounding communities. We want to thank City Council Member Dr. Nantasha Williams, Transportation and Infrastructure Committee Chair Selvena N. Brooks-Powers, and the bill’s co-sponsors for their commitment to advancing commonsense solutions to address existing challenges around overnight truck parking.”

With this new mandate, truck drivers will soon have better access to secure, legal parking options, helping reduce the challenges caused by overnight parking shortages.

Building on the Success of the Overnight Truck Parking Pilot

The legislation builds on the foundation laid by NYC DOT’s Overnight Truck Parking Pilot. This program, which introduced metered parking within industrial business zones, demonstrated the potential of structured overnight parking to improve freight logistics across the city. The pilot served as a testing ground, paving the way for this larger-scale solution.

The program aims to enhance resource efficiency by designating parking spaces for commercial trucks in areas already zoned for industrial purposes. According to industry experts, this approach holds the promise of optimizing freight movement while simultaneously lessening the negative impact on non-industrial neighborhoods.

“Trucks are the backbone of the New York City economy—responsible for transporting almost 90% of goods—but there is only one parking space for every 11 trucks in the U.S. and even worse in dense urban areas such as New York City,” Miller said. “Providing a safe place to park is not just a kind gesture; it has the power to improve efficiency, reduce costs for drivers, and preserve neighborhoods. It’s a simple change that helps the entire city run better—and we commend our city leaders for working to make this a reality.”

Benefits Beyond the Trucking Industry

This change isn’t just a win for truck drivers—it benefits New York’s economy and local communities, too. By providing legal and accessible parking, the legislation seeks to enhance the overall safety and quality of life in neighborhoods historically affected by trucks parked in unauthorized areas. Fewer trucks parked on residential streets will mean reduced overnight noise and increased safety for pedestrians.

Additionally, improving parking options for truck drivers can lead to gains in supply chain efficiency, potentially resulting in cost savings that ripple through to consumers. Delivered goods may arrive faster and more reliably, contributing to heightened economic activity.

A Long-Awaited Move Forward

The lack of adequate truck parking has long been a pain point for the transportation industry, both in New York and nationwide. With federal Hours-of-Service regulations requiring drivers to rest for specific periods, finding a safe, legal place to park has become overwhelming in densely populated urban areas.

Industry leaders are optimistic that this legislation will set a precedent for other cities facing similar challenges. The collaboration between the NYC Council, NYC DOT, and advocates like the Trucking Association of New York demonstrates the kind of cooperative action necessary for tackling complex urban issues.

What Lies Ahead

With the passage of this legislation, the next step involves the NYC Department of Transportation’s official rollout of overnight parking zones. Stakeholders will be watching closely to ensure the program’s success and its alignment with community needs.

This policy marks a meaningful step toward solving the truck parking shortage, with wide-ranging benefits for drivers, city residents, and the local economy. It’s proof that smart urban planning can create win-win solutions when all voices are heard and considered.

Source: The Trucker

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The FMCSA announced in a recent notice, set to be published in the Federal Register on Friday, June 20, that it has granted the Specialized Carriers & Rigging Association (SC&RA) a six-month provisional renewal of this exemption. This temporary renewal is scheduled to remain in effect until December 17, 2025, during which the public will have the opportunity to submit feedback on whether the exemption should be extended through 2030.

The SC&RA is a prominent international trade group with over 1,400 members across 46 countries. This exemption applies to truck drivers working for all specialized carriers transporting oversize loads that require permits issued by state or local authorities.

Safety Implications of the 30-Minute Rest Break Rule

The FMCSA acknowledged the SC&RA’s concerns regarding the rest break rule’s unique challenges for oversize and overweight loads.

“According to SC&RA, the 30-minute break uniquely affects oversize/overweight loads and has exacerbated the number of instances in which drivers have had to park these loads at roadside, consequently impacting the safety of both the general public and the driver,” the FMCSA stated in their notice.

Additionally, SC&RA pointed out that scheduling conflicts often arise between the limitations of state and local permits, which regulate the days and hours oversize loads can be transported, and the federally mandated 30-minute rest break.

A History of the Exemption

The FMCSA first granted this exemption to SC&RA in 2015 for a five-year term. The exemption was renewed in 2020 for another five years.

How to Share Your Feedback

Once FMCSA’s notice is officially published in the Federal Register, individuals and organizations will have 30 days to provide their comments on the exemption request. Those interested in participating can submit their feedback via Regulations.gov by entering Docket No. FMCSA-2014-0420.

Unless evidence suggests that the exemption compromises safety, it is expected to be renewed for a longer term. The notice highlights that a lack of this exemption, combined with the national shortage of truck parking, would likely result in oversize loads being forced to stop on highway shoulders, where portions of the load may extend into traffic lanes.

Addressing Roadside Parking Risks

SC&RA emphasizes that such situations pose a significant safety hazard.

“No matter how well marked, trucks parked at roadside, especially at night, are too often mistaken for moving vehicles and struck, frequently with fatal consequences, before an inattentive driver can correct his or her mistake,” the organization stated.

For more details and updates on this exemption, visit Regulations.gov or stay tuned for official publications from FMCSA.

Source: Land Line

The post Truck Drivers with Oversize Loads to Retain Rest Break Exemption appeared first on Truck Drivers USA.

NYC DOT’s Commitment to Infrastructure Protection

“Overweight vehicles damage our transportation infrastructure, and we all pay the price through costly maintenance and repairs,” stated NYC DOT Commissioner Ydanis Rodriguez. “Thanks to Gov. Kathy Hochul and legislative leaders, we will now have another highly effective way to protect more of our infrastructure and make those who damage it with overweight vehicles pick up the tab for costly maintenance and repairs.”

Weigh-in-motion systems, first implemented on the Brooklyn Queens Expressway in 2021, are now set to be deployed at 14 additional locations across New York City. These systems automatically identify vehicles exceeding legal weight limits without disrupting traffic flow.

Expanded Enforcement Locations

The newly authorized locations where weigh-in-motion technology will monitor overweight vehicles include:

NYC DOT-Owned in NYC:

• Brooklyn Queens Expressway (Interstate 278) in Kings County (Atlantic to Sands)
• Greenpoint Avenue Bridge over Newtown Creek
• Metropolitan Avenue Bridge over Newtown Creek
• Hamilton Avenue Bridge over the Gowanus Canal
• Williamsburg Bridge
• Ed Koch Queensboro Bridge (state Route 25)
• Third Avenue Bridge over the Harlem River
• Manhattan Bridge
• Long Island Expressway (Interstate 495) over Woodhaven Boulevard

Non-NYC DOT-Owned in NYC:

• RFK Bridge
• George Washington Bridge

NYS-Owned Outside NYC:

• Bear Mountain Bridge
• Newburgh Beacon Bridge
• Mid-Hudson Bridge
• NYS Thruway Interchange 34-A near Syracuse

“Weigh-in-motion technology has significantly reduced the number of overweight trucks on the BQE. Now, we can expand this effective tool across New York City,” said Deputy Mayor for Operations Jeff Roth. “This will help us prioritize work and protect our infrastructure in the long term.”

Five-Year Plan for Monitoring and Fines

The state has budgeted for the use of weigh-in-motion technology to monitor overweight vehicles for the next five years. Drivers exceeding the maximum legal weight limit for their truck’s class will face a fine of $650 per violation, reinforcing accountability and deterring future infractions.

By expanding weigh-in-motion systems, New York City is taking proactive measures to protect its infrastructure and reduce costly repairs caused by overweight vehicles.

Source: Land Line

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A Gathering for the Industry’s Movers and Shapers

“Get ready to be inspired by the best in the business at trucking’s foremost event for policy and strategy,” said ATA President and CEO Chris Spear.

As new leadership takes shape in Washington, D.C., MCE offers a timely forum to reflect on the industry’s accomplishments and to strategize how to keep advancing. The conference draws top minds and decision-makers from across the sector, making it the ideal venue to align on priorities and set the tone for what’s ahead.

“At MCE, our members will chart the course to a bright future,” Spear added.

This Year’s Theme: Unity in a Time of Change

With the theme “A United Front Driving Policy in a New Era,” this year’s MCE emphasizes the power of collaboration. As the trucking industry navigates legislative shifts and rapid technological advancement, the event will spotlight the strategies that unite stakeholders in pursuit of progress.

From the moment you arrive in San Diego, you’ll find yourself immersed in a dynamic environment where big ideas take center stage—and where the conversations help drive real change.

What You’ll Gain from Attending MCE 2025

Build Powerful Connections
Network with fellow professionals, industry veterans, and business leaders in one of the most engaged trucking communities in the country.

Tackle Industry Challenges Together
Participate in interactive workshops and sessions that promote real-time collaboration and forward-thinking problem-solving.

Hear from Leading Voices
Keynote presentations and expert panels will deliver critical updates, policy insights, and strategic takeaways you can apply right away.

Discover the Latest Innovations
Explore the expansive MCE Exhibit Hall, where cutting-edge equipment, tools, and tech are showcased to help businesses operate smarter and more efficiently.

Celebrate the Industry
End your conference experience on a high note with exciting entertainment and social events designed to foster connection and community.

Hear Why Leaders Keep Coming Back

“MCE is a can’t-miss event for every professional engaged in the trucking industry,” said ATA Chairman Dennis Dellinger.

He continued, “The insightful updates from experts, the illuminating networking conversations, and the innovations showcased on the exhibit floor provide unparalleled opportunities to advance careers and businesses. I encourage my peers to take advantage of all that MCE has to offer, and I look forward to reconnecting in San Diego.”

Don’t Miss This Opportunity

If you’re serious about staying ahead in trucking, this is the event that belongs on your calendar. From navigating new policy landscapes to exploring emerging technologies, the 2025 ATA Management Conference and Exhibition is where industry progress begins.

Register now at mce.trucking.org and be part of the movement shaping the future of trucking.

Source: The Trucker
Image Source: ATA

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A Collaborative Effort

This research was conducted in partnership with the American Association of State Highway and Transportation Officials (AASHTO), which represents all 50 state Departments of Transportation, as well as those in Washington, D.C., and Puerto Rico.

Shayne Gill, Program Director for Multimodal Transportation at AASHTO, stated, “State DOTs strive to deliver the most safe, effective, and efficient transportation network possible; as a result, they continue to pursue a wide range of investments that enhance the nation’s multimodal freight system. Addressing truck parking needs across the country is one of those investments crucial to ensuring we maximize the benefits our highway system provides. American quality of life and economic mobility depend in large part on the quality and vibrancy of our transportation infrastructure to connect people as well as goods to their destinations safely. And adequate truck parking is key to ensuring we achieve those goals.”

The Ongoing Truck Parking Shortage

The shortage of truck parking continues to be a major concern for the industry, gaining attention from both federal and state authorities. Current estimates suggest only one truck parking space is available for every 11 truck drivers nationwide.

To better understand the situation, ATRI and AASHTO conducted a survey addressing the costs and requirements associated with creating public truck parking spaces. The research analyzed factors such as land acquisition, construction costs, maintenance budgets, and amenities offered to truck drivers. On average, public rest areas provide just 19 truck parking spaces, with Southern states offering 25 spaces per rest area and Northeastern states averaging only 15 spaces.

Insights from Case Studies

The research also includes case studies examining specific states’ innovative efforts to improve truck parking options. Key topics covered within these studies include:

• Implementation of truck parking information systems.

• Repurposing state-owned properties to create new parking spaces.

• Provisions for truck parking during severe weather conditions.

These case studies were informed by feedback from over 500 truck drivers, offering valuable insights into the effectiveness of specific measures and policies.

State-by-State Truck Parking Dashboard

Drawing on data from the survey, ATRI developed a public truck parking dashboard that evaluates each state’s current parking capacity. The dashboard also highlights the availability of amenities and safety measures at rest areas, with metrics tailored according to state size, road mileage, and proximity to major freight routes. Truck parking data from 47 participating DOTs is accessible online through ATRI’s website.

Alix Miller, CEO and president of the Florida Trucking Association, emphasized the importance of this research, saying, “ATRI’s research underscores the importance of public sector truck parking and provides multiple tools for states to evaluate their progress in meeting this critical industry need. We applaud FDOT for their commitment to expanding truck parking capacity, and our association is committed to continued collaboration to improve freight safety and mobility in the state of Florida.”

Access the Full Report

If you’re interested in deeper insights or want to explore the state-by-state truck parking assessments, the full report and dashboard are available here.

Source: The Trucker

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During a recent congressional subcommittee hearing, Lewie Pugh, Executive Vice President of the Owner-Operator Independent Drivers Association (OOIDA), stressed the need for more stringent training requirements for new truck drivers.

“In trucking, it’s just a matter of passing a test and getting a CDL, and then you can go anywhere in this country,” Pugh explained to lawmakers. “You take a kid who’s 21 years old. He’s never been out of Florida, and, all of a sudden, he’s heading to the Rocky Mountains in January. We’re probably setting ourselves up for disaster.”

Current Training Standards Lack Depth

Before 2022, entry-level truck drivers weren’t required to meet any formal training standards. Although the introduction of a new rule that year was a step forward, it still falls short. Drivers are not mandated to complete a minimum number of behind-the-wheel training hours.

OOIDA believes that a competent, well-trained driver is the key to improved highway safety. The association has called on Congress to strengthen these training requirements in the upcoming highway bill by introducing a minimum of 30 hours of practical, behind-the-wheel training for new truck drivers.

“We need to make the entry-level driver training program much more aggressive with real hours and real time behind the wheel so that these people are trained and trained correctly to be professional,” Pugh stated. “Until we take the time to invest in our drivers and do all of these things, we are going to continue to lose people from this industry.”

Congressional Support for Safer Roads

Rep. Eleanor Holmes Norton, D-D.C., voiced her agreement with the need for intense training standards. She emphasized how the upcoming highway bill presents an opportunity for Congress to enhance safety across the trucking industry.

“I have long supported strong entry-level truck driver training standards to ensure that truckers are fully prepared to safely operate their vehicles and deliver their freight,” she said. “Providing robust training empowers drivers to be safe and confident on the road.”

Fostering Truck Driving as a Long-Term Career

Cole Scandaglia, transportation policy advisor at the International Brotherhood of Teamsters, noted how more substantial training standards could elevate truck driving from just a job to a respected career.

Congress has a responsibility to ensure that the industry provides adequate preparation for newcomers, said Scandaglia.

“[Congress must ensure] that when drivers enter the industry, they’re entering the industry in a way that is going to ensure that this is a career for them,” he explained. “Unfortunately, there are people who go to fly-by-night CDL schools, and they get their CDL in six weeks. They show up to work, and it turns out they can’t back into a dock. That’s a problem, and that person is not likely to stay in the industry.

“So, from Congress’s perspective, I think there are things that can be done in the training sense. Unfortunately, a piece of what we need here is a private-sector response. We need trucking companies to not look at employees as folks you just churn through the meat grinder and then replace them again when they quit.”

Investing in Training for a Safer Future

A consistent theme emerged throughout the hearing: adequate training for truck drivers isn’t just about meeting minimum standards; it’s about prioritizing safety, professionalism, and career sustainability. By addressing the gaps in current training programs and introducing more robust requirements, Congress and the trucking industry can make meaningful progress toward safer roads and a stronger workforce.

With stakeholder advocacy from organizations like OOIDA and the Teamsters, the push for improved driver training standards could transform trucking into a safer, more sustainable, and more respected profession.

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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