The facility will be built at Exit 108, just north of Pueblo, as part of a larger interchange improvement project. According to CDOT, the new rest area will serve both northbound and southbound traffic and include 50 dedicated truck parking spaces, addressing one of the most persistent challenges facing commercial drivers across the region.

Project Aims to Improve Safety Along I-25

Truck parking shortages continue to be a concern for drivers trying to comply with federal Hours of Service regulations while finding a safe place to stop. Additional parking along major freight corridors can help reduce the number of trucks parked on highway shoulders or exit ramps when legal parking is unavailable.

CDOT said the Exit 108 project is intended to improve safety, increase operational efficiency, and enhance travel for commercial drivers, residents, and other motorists using the corridor.

The new rest area will be located west of the existing interchange, allowing access from both directions of Interstate 25.

New Facility Will Include Driver Amenities

In addition to truck parking, the rest area will include several amenities designed for motorists and commercial drivers.

Planned features include:

Fifty truck parking spaces
Restroom facilities
Nine picnic shelters
One large picnic area
A fenced pet relief area

While CDOT has not announced a construction timeline, the rest area is included as part of the broader Exit 108 interchange improvements currently in development.

Additional Truck Parking Remains a Priority

The demand for truck parking continues to outpace available capacity in many parts of the country, particularly along heavily traveled freight routes such as Interstate 25.

Projects that add dedicated commercial vehicle parking help drivers meet Hours of Service requirements while providing safer alternatives to unauthorized roadside parking.

For drivers traveling through southern Colorado, the planned Pueblo rest area will add another option along a major north-south freight corridor connecting Colorado with New Mexico and Wyoming.

The TDUSA editorial team creates practical, driver-focused content covering trucking news, industry updates, safety, regulations, and career information for professional truck drivers across the United States. Each article is built to reflect real-world experience, industry developments, and information drivers can use on and off the road.

Last Updated: July 7, 2026

Source: Truckers News

Image Source: CDOT

The post Colorado Plans New I-25 Rest Area With 50 Truck Parking Spaces Near Pueblo appeared first on Truck Drivers USA.

It might be a freight corridor where parking fills up long before sunset. It could be a growing warehouse district where truck traffic has increased, but services have not kept pace. In some areas, drivers may find themselves driving another thirty or forty miles just to locate a legal place to park.

From the driver’s seat, the answer seems simple. If trucks need parking, fuel, food, and showers in a particular area, why not build another truck stop? The reality is that identifying a need and building a truck stop are two very different things.

A modern truck stop can cost millions of dollars to develop. Before a company commits to that kind of investment, it has to determine whether the location can support the project not only today, but for years into the future.

Traffic Is Only Part of the Equation

The first thing many people assume companies study is traffic volume. Traffic counts are important, but developers look beyond the total number of vehicles using a highway. They also want to understand how many commercial trucks travel the corridor, whether those numbers remain consistent throughout the year, and whether drivers are likely to stop in that area.

A highway can carry substantial traffic and still be a poor location if drivers already have multiple service options nearby. On the other hand, a corridor with fewer trucks may attract attention if parking shortages are common and services are limited.

The goal is not simply to build where trucks exist. The goal is to build a location where enough drivers will regularly stop and use the facility.

Freight Activity Often Matters More Than Population

Many people assume truck stops are built where population growth is strongest. While population can influence development, freight activity is usually a stronger indicator.

Areas with distribution centers, manufacturing plants, agricultural operations, ports, rail facilities, and large warehouses generate truck traffic regardless of population size. A relatively small community located along a major freight route may support a truck stop more effectively than a larger city with limited commercial trucking activity.

Developers spend considerable time studying where freight moves because freight movement ultimately drives demand for truck stop services.

Finding Suitable Land Is Not Always Easy

Drivers frequently pass empty land near interstate exits and wonder why nobody has built a truck stop there. The answer is often more complicated than it appears. The property may not be available for sale. Local zoning rules may restrict development. Road access could be inadequate. Environmental concerns may limit what can be built on the site.

Even when a property checks those boxes, it still has to accommodate truck entrances, parking lots, fuel systems, drainage requirements, buildings, and future expansion opportunities.

A site that looks perfect from the highway may not work once engineers begin evaluating the details.

Utilities Can Turn a Good Site into a Bad One

Truck stops depend on infrastructure that customers rarely notice. Water service, sewer systems, electrical capacity, internet connectivity, stormwater management, fuel storage systems, and roadway improvements all influence development costs.

In some cases, extending those services to a property can add millions of dollars to a project. A location may have excellent highway access and strong freight traffic, yet become financially difficult to justify because the infrastructure requirements are too expensive.

That is why developers spend significant time evaluating utility access before moving forward.

Parking Demand Alone Is Not Enough

Drivers often wonder why obvious parking shortages do not automatically lead to new truck stops. Parking is one of the most important services a truck stop can offer, but it is also expensive to build and maintain. Land, paving, lighting, security systems, drainage infrastructure, and ongoing maintenance all carry costs.

For a truck stop to succeed, companies typically need a combination of parking demand, fuel sales, retail purchases, and other revenue sources.

As a result, a location may have a genuine parking shortage and still require additional analysis before construction makes financial sense.

Developers Look Years Ahead

Truck stops are long-term investments. Companies frequently study planned warehouse projects, manufacturing expansions, highway improvements, industrial development, and regional growth forecasts before selecting a location.

A site that appears average today may become far more attractive if several major freight generators are scheduled to open nearby in the coming years.

Because truck stops often operate for decades, future demand can be just as important as current demand.

Why Construction Takes So Long

Even after a company identifies a promising location, the project is far from complete. Land acquisition, engineering work, environmental reviews, permits, financing, utility planning, and construction all take time. Delays can occur at nearly every stage of the process.

By the time drivers see construction equipment on a site, years of planning may have already taken place behind the scenes.

That does not make parking shortages any less frustrating for drivers looking for a place to shut down tonight, but it helps explain why new truck stops do not appear as quickly as demand might suggest.

Frequently Asked Questions

Why aren’t truck stops built wherever parking is needed?

Developers must consider traffic patterns, freight activity, land availability, infrastructure costs, permitting requirements, and long-term financial viability before building a new location.

Do truck stop companies look at truck traffic or population?

Freight activity and commercial truck traffic are usually more important because they determine how many drivers are likely to use the facility.

Why can’t companies build on any empty property near an interstate?

Property ownership, zoning restrictions, environmental concerns, utility access, and road design can all affect whether a site can be developed.

Why don’t parking shortages automatically result in new truck stops?

Parking demand is important, but companies also need enough fuel sales, retail activity, and long-term demand to support the investment.

How long does it take to develop a new truck stop?

The process can take several years when planning, permitting, engineering, financing, infrastructure improvements, and construction are included.

The Truck Drivers USA editorial team creates practical, driver-focused content covering industry topics, job trends, and real-world decisions that impact drivers at every stage of their careers. Each article is written to provide clear, accurate information that drivers can use.

Last Updated: June 24, 2026

The post Why Truck Stops Aren’t Built Everywhere Drivers Need Them appeared first on Truck Drivers USA.

The state named Cavnue LLC to lead the effort, which will focus on improving safety, easing congestion, and testing connected freight systems in real-world conditions.

What This Pilot Is Designed to Do

This project marks the first time TDOT is dedicating a full initiative to smart freight technology. Instead of testing in controlled environments, the work will happen on an active freight corridor where traffic, delays, and day-to-day challenges are already part of the job.

“This project is TDOT’s first dedicated smart freight initiative, allowing the department to partner with Cavnue to test smart freight technologies in real-world conditions while the state maintains control of the roadway, data, and future decisions,” TDOT said. “In the coming months, the firm will begin project planning and design work under TDOT oversight. Upon TDOT approval, the project will advance to temporary on-road testing, followed by a final evaluation to inform future freight and infrastructure decisions.”

The goal is straightforward. Gather real data from actual operations and use it to guide long-term decisions on infrastructure and freight movement across the state.

What Will Happen on the Corridor

The pilot will roll out in phases, starting with planning and moving into live testing. Work includes:

• Detailed analysis of the corridor and existing infrastructure
• Development of how the system will operate day to day
• Installation of temporary roadside and in-cab technology
• Collection of real-time traffic and freight data
• Evaluation of safety performance and operational impact
• Ongoing coordination with stakeholders

This stretch of I-40 is already one of the busiest freight routes in Tennessee, and that traffic is only expected to increase with continued industrial growth around Blue Oval City.

“The I-40 corridor serves one of Tennessee’s busiest and most economically vital freight routes,” TDOT said. “With rapid industrial growth in West Tennessee, including major investments in and around Blue Oval City, freight volumes are expected to continue to increase in the coming years.”

Why This Matters for Freight Movement

The pilot is designed to answer some key questions about how emerging technology can actually perform under pressure. That includes whether connected systems can help reduce backups, improve response times during incidents, and make overall traffic flow more predictable.

TDOT is also looking at how these systems can work across multiple fleets, not just a single carrier or test group.

The full pilot is expected to run through 2028, covering everything from early design to a full year of performance evaluation once testing is complete.

A Step Toward Long-Term Changes

State leadership is framing this as part of a broader push to keep infrastructure aligned with how freight is evolving.

“Tennessee continues to lead the nation in building an innovative and efficient transportation network,” said Governor Bill Lee. “This pilot strengthens one of our most important freight corridors and supports continued economic development in West Tennessee. By embracing new technology, we’re ensuring our infrastructure keeps pace with the needs of Tennesseans and the industries that drive our economy.”

Transportation officials also see this as groundwork for what comes next.

“This pilot represents a forward-looking investment in Tennessee’s freight network and an important step toward preparing our infrastructure for the next generation of freight mobility,” said Will Reid, TDOT commissioner.

What Comes Next

The project is now moving into its planning and design phase, with testing to follow after state approval. More updates are expected as the work progresses.

For now, this corridor will serve as one of the first real looks at how connected freight technology performs where it matters most, out on the road with live traffic and active loads.

The post Tennessee Launches Smart Freight Corridor Pilot on I-40 Between Memphis and Blue Oval City appeared first on Truck Drivers USA.

Plans first announced in 2023 to modernize 36 rest areas statewide are now moving into visible construction phases. That effort includes expanding parking availability to better match today’s traffic levels and freight demand.

Recent reopenings along Interstate 75 in Miami County mark an early milestone. Rest areas in Troy and Piqua, which had been closed for more than a year, are now back in service with expanded capacity. The Troy location offers 48 truck parking spaces, while Piqua provides 46 spaces.

Attention is now turning to Interstate 71, where rest areas in Medina County are being converted specifically for truck parking use. These locations are scheduled to close on March 2, after which demolition and reconstruction will begin.

“There are additional rest areas within 30 miles of this location, and upgrading these rest areas would have required a significant investment,” said Bob Weaver, deputy director for District 3 at the Ohio Department of Transportation. “Converting them to truck parking will help to improve safety for all motorists along the I-71 corridor.”

Once completed, the northbound I-71 site will provide 29 truck parking spaces, while the southbound location will add 66 spaces. The $6.8 million project also includes upgraded lighting and restroom facilities to support overnight and extended stops.

According to ODOT, roughly 3,000 trucks move through this stretch of I-71 each day, underscoring the need for added capacity in a corridor that sees steady commercial traffic.

This work is part of a broader statewide push. Last July, Ohio announced a separate initiative to add approximately 1,400 truck parking spaces across the state. Freight volumes are projected to rise significantly, with ODOT estimating a 26% increase by 2045.

“As Ohio’s economy continues to grow, so do the number of trucks traveling on Ohio’s network of interstates and state routes,” said Mike DeWine in a statement. “By expanding safe, accessible places for drivers to rest, we’re supporting the people who keep our economy moving and making it safer for everyone on our roads.”

If completed as planned, the expansion would place Ohio at the top nationally for long-term truck parking spaces on state-owned property, according to the American Transportation Research Institute.

For those running through Ohio regularly, the added capacity along I-71 and other major routes signals incremental but meaningful progress on one of the industry’s most persistent infrastructure challenges.

Source: Landline Media

The post More Truck Parking Planned Along Ohio’s I-71 Corridor appeared first on Truck Drivers USA.

The new tool gives drivers a way to highlight parking gaps using existing properties, rather than waiting years for new construction projects to be completed.

How the ParkPro voting tool works

The voting feature is available at no cost through ParkPro’s web platform and mobile app. Drivers can view an interactive map showing hundreds of underutilized parking facilities and request that specific locations be formally opened for truck parking based on demand.

“This tool allows drivers to signal where parking is needed now so we can respond quickly,” said Tra Williams, CEO of ParkPro. “As agencies continue to study the issue, drivers face real-world impacts, spending hours searching for parking, risking safety, and falling behind on delivery schedules, which can often affect their pay. We need to improve support for today’s drivers while long-term truck parking solutions are being developed.”

Why the timing matters

The launch of ParkPro’s voting feature comes as the Federal Motor Carrier Safety Administration prepares to survey the benefits of building new truck parking spaces nationwide.

While that federal effort focuses on long-term planning and data collection, ParkPro’s approach is aimed at addressing immediate parking needs by activating existing, pre-vetted properties.

Through its network of hundreds of secure locations across the United States, the company says drivers can use the voting tool to request faster access to parking without relying on large-scale, time-intensive development projects.

What this means for drivers and the industry

For drivers, the ability to identify where parking is most needed reflects the daily reality of planning around hours-of-service limits, delivery schedules, and safety concerns. Limited parking often forces drivers to stop early, park in unsafe areas, or lose paid miles while searching for a legal spot.

For carriers and industry stakeholders, driver-submitted demand data may help highlight where parking access can be expanded more efficiently while broader studies and funding decisions move forward.

ParkPro says the goal of the voting feature is to give drivers a way to be heard now, while long-term truck parking solutions are still being developed.

Source: Truckers News

The post New ParkPro Tool Lets Truck Drivers Weigh In on Where Parking Is Needed Most appeared first on Truck Drivers USA.

The Federal Highway Administration is conducting a nationwide survey to assess how well states are providing parking and rest facilities for commercial motor vehicles involved in interstate transportation. The effort is aimed at better understanding current capacity, gaps, and limitations related to truck parking infrastructure.

Separate Surveys for Drivers and Carriers

FHWA is collecting feedback through two separate surveys, one designed specifically for truck drivers and another for motor carriers. By separating responses, the agency is seeking clearer insight into how parking availability affects both day-to-day operations and broader fleet planning.

The survey focuses on the ability of states to support required rest periods and safe parking needs tied to hours-of-service compliance.

Deadline and Contact Information

Survey responses must be submitted by February 27.

Anyone with questions about the survey or participation process may contact Walter Satterfield at walter.satterfield@dot.gov.

FHWA’s findings are expected to inform future discussions around truck parking policy, funding priorities, and infrastructure planning at the state and federal level.

Source: Truckers News

The post FHWA Seeks Driver and Carrier Input on Truck Parking Availability appeared first on Truck Drivers USA.

“These facilities expand the company’s presence in key markets and enhance its service and reliability nationwide,” Estes said. “Estes is North America’s largest privately owned freight carrier.”

Terminal Expansion Across Major Freight Markets

The network updates spanned coast to coast and included both urban freight hubs and regional distribution markets. Estes’ new, relocated, and expanded terminals in 2025 were located in:

• Honolulu, Hawaii
• South Bend, Indiana
• Olive Branch, Mississippi
• Iron Mountain, Michigan
• Eagan, Minnesota
• Portland, Oregon
• Bakersfield, California
• Rockford, Illinois
• Eugene, Oregon
• Tracy, California
• Miami, Florida
• Louisville, Kentucky
• Buffalo, New York
• Fort Wayne, Indiana
• Orange, California
• Hagerstown, Maryland
• Huntsville, Alabama
• St. Louis, Missouri
• Fargo, North Dakota
• Salt Lake City, Utah
• Phoenix, Arizona

Several of the upgraded terminals now rank among the largest in the Estes system. The Buffalo, New York, facility operates 171 doors, while the Tracy, California, terminal includes 167 doors. California accounted for three newly opened or relocated facilities in 2025, adding a combined 214 doors. Relocated terminals in South Bend, Eugene, Louisville, and Buffalo more than doubled their previous capacities.

Building for Long-Term Freight Demand

“Every new terminal represents progress — more capacity, more reliability, and more opportunities for our people and customers,” said Webb Estes, president and chief operating officer of Estes. “We’re building for the future of freight, ensuring our network can deliver the speed and dependability today’s supply chains demand.”

Alongside terminal expansion, Estes continued investing in fleet equipment to support the growing network. In 2025, the company added 1,170 tractors, 77 straight trucks, and 600 trailers, along with over 246,000 cargo straps, 365,900 airbags, and 54,000 load bars.

Technology Investments Improve Network Efficiency

Estes also emphasized technology upgrades as part of its broader growth strategy. “Estes’ ongoing investments in technology also delivered value in 2025 by lowering overhead operational costs and rendering the best service at the best price,” the company said.

Those investments resulted in reduced shipment handling, fewer returns, fewer miles between stops, improved fleet safety through equipment tracking and analytics, and electronic delivery receipts available within seven minutes for customers who opted in.

Network Growth Drives Customer Value

Estes’ continued focus on capacity, technology, and network efficiency contributed to strong customer feedback in 2025. The carrier earned Mastio’s fourth consecutive recognition as the number one Best Value National Carrier. Mastio cited improvements across 24 of 28 customer needs, an eight-point increase in Net Promoter Score, and top rankings in five key service categories.

By the end of 2025, Estes’ network surpassed 13,200 doors, representing an 8.7 percent increase during the year and a 32 percent gain over the past five years. At its current pace, the carrier said it is on track to exceed 14,000 doors by the end of 2026.

Source: The Trucker

The post Estes Expands Terminal Network With 16 New and Relocated Facilities in 2025 appeared first on Truck Drivers USA.

This is not about rankings or trends. It is about how freight actually moves across the United States and why the middle of the country remains essential to that movement. When those factors are understood, it becomes clear why so many long-haul careers still begin in the Midwest.

Central Geography Supports Long-Haul Routing

The Midwest sits at the center of the national freight network. States such as Illinois, Indiana, Ohio, Missouri, Iowa, and Wisconsin connect eastern markets, southern distribution centers, and western manufacturing hubs through direct interstate routes.

For long-haul drivers, this positioning increases access to multi-state runs instead of short regional loops. Freight moving through the Midwest is often traveling between regions rather than terminating locally, which supports longer routes and more consistent mileage.

According to the Bureau of Transportation Statistics, a large share of interstate truck freight passes through Midwestern corridors before being redistributed nationwide. That steady movement supports predictable long-haul operations.

Freight Redistribution Keeps Miles Consistent

The Midwest functions as a redistribution center for agricultural goods, manufactured products, retail inventory, and intermodal freight. Loads arriving from ports, rail terminals, and factories are consolidated and sent back out across the country.

Logistics hubs in cities such as Chicago, Columbus, Indianapolis, Kansas City, and St. Louis play a key role in balancing inbound and outbound freight. Balanced freight flow matters to drivers because it reduces the likelihood of empty miles and extended waiting periods.

The American Trucking Associations has consistently shown that regions with balanced freight movement experience stronger load availability. For long-haul drivers, that balance helps maintain steady weekly mileage.

Interstate Infrastructure Is Built for OTR Driving

The Midwest’s interstate system was designed to support commercial transportation. Major corridors, including I-80, I-70, I-90, I-94, and I-55, intersect throughout the region, allowing drivers to move efficiently between markets.

Compared to dense coastal areas, Midwestern routes generally involve fewer bottlenecks and more predictable transit times. Fuel stops, rest areas, and service facilities are widely available, which simplifies trip planning for drivers new to over-the-road work.

Seasonal weather is a factor in parts of the Midwest, but carriers operating in the region account for it when planning routes and schedules. For new long-haul drivers, that predictability is easier to manage than sudden congestion or complex urban routing.

Carrier Presence Expands Job Access

Many national and mid-sized carriers operate terminals, drop yards, and training facilities across the Midwest. A central location allows fleets to dispatch drivers in all directions without losing productive miles.

Data from the Bureau of Labor Statistics shows consistently high trucking employment across Midwestern states. Higher employment density often means more job options, more route variety, and greater flexibility for drivers building experience.

For drivers entering long-haul roles, this carrier concentration reduces the need to relocate and increases access to different equipment types and operating models.

The Midwest Supports Smooth OTR Transitions

Drivers moving from local or regional positions into long-haul work often find the Midwest to be a practical transition point. Many regional driving jobs in the area already operate within national freight networks tied to manufacturing, agriculture, and distribution.

That familiarity allows drivers to focus on adjusting to long-haul schedules, log management, and trip planning rather than learning an entirely new operating environment at the same time.

Carriers also recognize this advantage. Training and transition programs frequently use Midwestern routes because they offer consistent miles without excessive congestion or overly complex delivery conditions.

Cost of Living Helps Early Career Stability

While long-haul pay is not determined by home location, the cost of living still affects financial stability. Many Midwestern areas have lower housing, insurance, and daily living costs than coastal regions.

For drivers early in their OTR careers, especially those paying down CDL training costs or adapting to mileage-based pay, a lower cost base can reduce financial pressure during the first year.

This allows drivers to focus on gaining experience and maintaining consistency before pursuing specialized freight or endorsements later on.

What This Means for Drivers Considering Long-Haul Work

The Midwest remains a launch point for long-haul trucking because the structure of the freight network continues to support it. Central geography, balanced freight flow, strong infrastructure, and carrier density all contribute to reliable over-the-road opportunities.

For drivers entering OTR roles, the Midwest offers access to steady miles and manageable routes. For drivers transitioning from local or regional work, it provides continuity while building nationwide experience.

The region does not guarantee higher pay or easier work. What it offers is stability and access, which are critical foundations for a long-haul trucking career.

Search truck driver jobs near you on TruckDriversUSA.

The post Why the Midwest Remains a Launch Point for Long-Haul Truck Drivers appeared first on Truck Drivers USA.

The first wave of these new sites just opened along U.S. Route 33 near Marysville and on U.S. Route 30 near Convoy, close to the Indiana border. Each location has 10 designated truck parking spots and includes features drivers appreciate: clean restrooms, vending machines, fresh drinking water, and even local travel information.

“A safe traveler is a well-rested traveler, so our goal is to provide a safe, clean space for visitors,” said Gov. Mike DeWine, who helped cut the ribbon on the new locations July 18.

DeWine launched this state-wide revamp last year to modernize Ohio’s rest stop network and support both safety and tourism.

In Van Wert County near Convoy, the eastbound and westbound rest areas now serve as the first welcome points for drivers entering Ohio on U.S. 30. They’re located just over 30 miles from Fort Wayne, Indiana. In addition to the 10 truck spots at each, there are 60 car spaces, family restrooms with universal changing stations, and vending options.

Pamela Boratyn, director of the Ohio Department of Transportation (ODOT), says the improvements reflect a larger push to make Ohio rest areas not just functional, but also inviting.

“These reimagined rest areas not only provide essential services but also serve as a gateway to discovering more attractions in Ohio, the Heart of it All,” she said.

Truckers traveling U.S. 33 near Marysville will also notice the changes. The new facilities in Union County include 10 parallel truck parking places per side, 27 car spaces, and the same upgraded amenities as the Convoy sites—everything from tourist info to clean water.

“Whether someone is new to Ohio or simply exploring a different region, these reimagined rest areas offer a warm welcome and a lasting first impression,” said Lydia Mihalik, director of the state’s Department of Development.

These newest rest areas follow earlier improvements elsewhere in the state. Back in April, ODOT opened a renovated rest stop on U.S. 33 westbound in Meigs County near the West Virginia line. That location offers 12 truck parking spots and 31 for cars, along with updated facilities.

“This new rest area provides travelers with a secure, updated, and well-maintained place to rest, helping to reduce fatigue-related accidents on our highways,” DeWine said at the time.

And in March, a reconstructed site opened on I-70 westbound in Muskingum County. Delayed for a year, the facility now includes 12 truck parking spaces, 32 for cars, plus water, vending machines, family restrooms, and even a picnic area—10 miles east of Zanesville.

With freight traffic continuing to rise, Ohio’s investments in truck-friendly rest stops come at a critical time. More parking, cleaner facilities, and safe places to stop could make a real difference for drivers hauling through the Buckeye State.

Source: Transport Topics

The post Ohio Adds 40 New Truck Parking Spots and Plans Even More Rest Area Upgrades Through 2026 appeared first on Truck Drivers USA.

Commercial Truck Trader (CTT) recently posed a question to their Facebook community, asking which states are home to the best roads. Combining those responses with data from the Federal Highway Administration, they’ve ranked the top 10 states with the finest road systems for commercial driving.

The Top 10 States with the Best Roads

1. New Hampshire

Topping the list is New Hampshire, boasting the best International Roughness Index (IRI) score of 71.9. According to TRIP, a nonprofit focused on transportation research, drivers in the state travel an impressive 13.7 billion miles annually, moving $117 billion worth of goods. With such heavy usage, maintaining roads is crucial, and New Hampshire has consistently prioritized infrastructure investments.

2. Alabama

With an IRI score of 74.1, Alabama takes second place. The state’s commitment to infrastructure is evident in the $7.9 million in funding announced by Governor Kay Ivey in 2024 for road and bridge projects. These initiatives are ensuring smoother and safer journeys for commercial drivers.

3. Georgia

Georgia ranks third with an IRI score of 77.2, thanks in part to a historic $1.5 billion investment in transportation spearheaded by Governor Brian Kemp in 2024. Funds have been earmarked for local road upgrades, capital construction projects, and highway maintenance, making Georgia a significant hub for efficient travel.

4. Florida

Florida earns the fourth spot with an IRI of 78.6. Known for more than just smooth roads, the state’s emphasis on highway beautification adds to its appeal. By law, 1.5% of all transportation construction funding goes toward enhancing roadside aesthetics.

5. Minnesota

With an IRI score of 81.8, Minnesota takes fifth place. The state allocates $2.7 billion in state funds and $1.3 billion in federal funding annually, with the majority directed toward roadway infrastructure.

6. Tennessee

Tennessee ranks sixth with an IRI score of 83.1. The state’s Highway Program involves a comprehensive three-year strategy focusing not only on roads but also on waterways, rail systems, and aviation. Its continuous planning and investment earn Tennessee its well-deserved spot on this list.

7. Kansas

Kansas takes seventh place with an IRI score of 86.6. Commercial Truck Trader’s Facebook followers, including Charles R., were quick to call Kansas’ roads “the best” without hesitation. The Kansas Department of Transportation’s fiscal year 2025 plan includes $2.3 billion in expenditures for highway expansion and modernization projects—a true testament to the state’s dedication to road quality.

8. Nevada

Nevada ranks eighth with an IRI score of 87.9. Thanks to its well-maintained roads, Nevada helps keep commercial transport moving, with motorists traveling a calculated 27.5 billion miles annually. These roadways also handle a significant share of the $164 billion worth of goods transported to and from the state. Facebook follower Beldar C. gave Nevada a special mention for its superior infrastructure.

9. Kentucky

Ninth on the list is Kentucky, which boasts an IRI score of 88.5. Last year, the state launched a comprehensive highway improvement plan, allocating nearly $600 million annually toward pavement and bridge repairs. With over 63,000 lane-miles frequently used by commercial drivers, these investments are making a noticeable difference.

10. Missouri

Missouri rounds off the top 10 with an IRI score of 89.4. The state has made significant strides in improving road conditions, with the Missouri Department of Transportation spending a record-breaking $1.8 billion on road and bridge projects in 2023. Commercial drivers are already reaping the benefits of these investments.

Why These States Stand Out

What makes these states the best for commercial driving? Factors such as smoother surfaces, lower traffic congestion, strategic funding, and continuous investment in infrastructure improvement create a better driving environment. For commercial drivers, this means safer and more efficient travel—even on long hauls.

“Of course, not all roads are equal,” noted CTT in their press release. “Factors like physical road conditions, traffic, and general motorist behavior affect how smoothly drivers are able to do their jobs.”

Source: The Trucker

The post The Top 10 Roads for Commercial Drivers Across the U.S. appeared first on Truck Drivers USA.