Tag: truck accident liability

If a semi-truck rear-ended you, your first instinct might be to treat it like any other car crash. Don’t.

A semi rear-end collision runs through a completely different legal and regulatory framework than two passenger cars trading paint. The truck driver and the company that employs them answer to federal oversight, specific maintenance duties, and layers of commercial liability that never enter the picture when one car hits another.

This article is general legal information. Talk to a licensed Illinois attorney about the specifics of your situation.

Why Physics Makes Semi Rear-End Crashes So Dangerous

The Federal Motor Carrier Safety Administration publishes stopping-distance data, and it tells you why these crashes are so violent.

At 65 mph, a fully loaded 80,000-pound semi needs roughly 40 percent more room to stop than a passenger car going the same speed. A car can usually stop in about 316 feet under those conditions. A loaded truck needs closer to 525 feet.

That extra 200-plus feet is not a technicality. It is the difference between a driver who has time to react and one who does not.

When the truck driver is following too closely, distracted, speeding, or running on worn brakes, that gap closes in seconds. What is left is catastrophic.

Illinois law accounts for this. Under 625 ILCS 5/11-710, a driver cannot follow another vehicle more closely than is reasonable and prudent, given the speed of traffic, road conditions, and the size of the vehicles involved.

That last part matters. A semi is not a sedan, and the statute’s own language, factoring in vehicle size, gives courts room to hold commercial drivers to a tighter standard. A following distance that would be fine for two cars can be reckless for a truck that needs far more room to stop.

Federal Brake Regulations Are Central to Every Semi Rear-End Case

One of the biggest differences in a semi rear-end claim comes down to brakes. Under 49 CFR Part 396, commercial carriers must systematically inspect, repair, and maintain every part of the vehicle, brake systems included, in safe operating condition.

That is not a vague duty of care. It is a specific, documented, federally mandated obligation, and carriers have to keep the paperwork proving they met it.

Those inspection and maintenance records become critical evidence the moment a truck’s brakes contribute to a crash. We have seen cases turn on a single missed inspection entry.

If an investigation turns up worn brakes, brakes out of adjustment, or a failed inspection that was never fixed, the carrier is on the hook for more than the driver’s conduct. It is on the hook for its own failure to maintain the vehicle.

That layer of institutional accountability does not exist in a car-versus-car crash. There is no maintenance department to blame when two sedans collide.

Hazardous Conditions and the Duty to Reduce Speed

Federal regulations also require truck drivers to slow down when conditions turn bad. Under 49 CFR 392.14, when roads are slippery from snow, ice, rain, or anything else, a commercial driver must reduce speed and, if conditions call for it, stop until it is safe to keep going.

Here is where it gets uncomfortable for the defense: a semi driver who rear-ends someone during a winter storm on the Kennedy Expressway cannot just say everyone was doing the speed limit. The regulation required the driver to read the conditions and adjust, posted limit or not.

Violating a federal safety regulation like this one counts as evidence of negligence in Illinois civil litigation. We pull weather records, dispatch logs, and the truck’s onboard data to find out whether the driver actually complied before the collision happened.

Employer Liability and the Trucking Company’s Role

In a car accident, you sue the driver. In a semi rear-end case, the trucking company usually belongs on that list too.

Under respondeat superior, an employer is liable for the negligent acts of an employee acting within the scope of the job. That is one path.

The other is direct liability: the company negligently hired, trained, supervised, or retained a driver it knew was a risk, or it pressured that driver to break hours-of-service rules to hit a delivery deadline.

Understanding truck accident liability in these cases means looking at the full employment and dispatch relationship, not just the moment of impact.

Was the driver actually an employee, or an independent contractor set up that way to shift liability off the company? Did dispatch records show the driver was pushed through unsafe conditions to stay on schedule?

We investigate these questions from day one, because the answers usually decide who ends up paying.

The “Sudden Stop” Defense, And Why It Rarely Holds Up

Ask any trucking insurance adjuster how they plan to defend a rear-end claim, and you will hear some version of the same story: the car in front stopped suddenly, without warning, and there was nothing the truck driver could have done.

It is a predictable move, and it does not carry the weight adjusters want it to carry.

Federal law does not give commercial drivers an exception for surprise. Under 49 CFR 392.14, a truck driver has an affirmative duty to maintain a following distance and speed that account for traffic conditions, including the possibility that the vehicle ahead will slow or stop. That duty does not evaporate because the stop felt abrupt to the driver in the moment.

There is a narrow version of this defense that can work: if a lead vehicle does something genuinely unforeseeable, cutting across three lanes and stopping dead in a live traffic lane with no brake lights, for instance, a jury might find the following driver could not reasonably have avoided the crash. But ordinary braking for stopped traffic, a red light, a merge, or road construction is not that scenario. It is exactly the kind of event federal following-distance rules exist to prepare for.

We have also seen adjusters lean on a claim that the victim’s brake lights were not working, shifting blame onto a burned-out bulb. Sometimes that argument has some truth to it and becomes one factor among several. Often it does not survive a look at the truck’s own dashcam footage, which frequently shows the brake lights illuminated well before impact.

Illinois’s Rear-End Presumption and How Comparative Fault Still Applies

Illinois courts have long treated a rear-end collision as strong practical evidence that the following driver failed to keep a safe distance. That is not the same as an automatic finding of fault, and it does not mean the case is decided before the evidence comes in.

Illinois follows modified comparative negligence under 735 ILCS 5/2-1116. You can recover damages as long as your own share of fault does not exceed 50 percent, but whatever percentage of fault gets assigned to you reduces your award by that same amount.

Here is how that plays out in a real rear-end scenario. Say a jury finds your total damages at $600,000. If the truck driver is found 90 percent at fault, say for following too closely at highway speed in light rain, and you are found 10 percent at fault for a delayed brake light, you still recover $540,000. Drop the truck driver’s share to 45 percent and yours to 55 percent, and you recover nothing, because your fault crossed the 50 percent line.

That is exactly why insurers push so hard to inflate the victim’s fault percentage in a rear-end case, even by what looks like a small amount. Ten or fifteen points of comparative fault can be the difference between a six-figure recovery and a reduced one, and in an extreme case, between recovering anything at all and walking away with nothing.

Black Boxes, EDR Data, and Evidence Preservation

Modern commercial trucks carry electronic logging devices and event data recorders, sometimes called black boxes. Together they capture speed, braking input, engine RPM, hours of service, and GPS position in the seconds before a crash.

That data is powerful evidence. It can show exactly how fast the truck was going, the moment the driver first hit the brakes, and whether the truck was running legally under federal hours-of-service rules at the time of the crash.

Here is the problem: that data can be overwritten or lost within days.

Trucking companies know this. Many send rapid-response teams to the crash scene who start preserving evidence in ways that protect the carrier, not you.

That is why we send a litigation hold and preservation letter to the carrier immediately. Wait a few days and the electronic evidence you need may already be gone.

Multiple Defendants and Why That Matters for Your Recovery

A car-versus-car rear-end claim usually has one defendant. A semi rear-end claim often has several, and that difference changes how the case gets built and who ultimately pays.

Illinois law on joint and several liability, 735 ILCS 5/2-1117, allows a defendant found 25 percent or more at fault to be held responsible for the full amount of your medical expenses and other economic damages, not just its proportionate share. When more than one party contributed to the crash, that rule can matter enormously if one defendant has substantial insurance and another does not.

Who else might belong on that list beyond the driver and the motor carrier? It depends on the facts, but a few possibilities come up repeatedly. If the truck was operated under a lease rather than owned outright by the carrier, 49 CFR 376.12(c)(1) generally places control and liability with whichever company had exclusive possession, control, and use of the vehicle under that lease, typically the carrier running under its own operating authority, not a passive owner. If a third-party shop serviced the brakes shortly before the crash and did the work negligently, that shop can be a separate defendant. If the truck was overloaded in a way that measurably extended its stopping distance, the party responsible for loading it may share in the fault analysis.

One federal protection worth knowing about, because insurers sometimes raise it as a shield: the Graves Amendment, 49 U.S.C. § 30106, protects companies that are strictly in the business of renting or leasing vehicles from vicarious liability for a renter’s negligence, as long as the leasing company itself was not negligent. It does not protect a motor carrier that operates the truck under its own authority and employs the driver. Insurers occasionally cite Graves Amendment language to a claimant who has not seen the actual lease structure, hoping the claim gets dropped. It is worth having someone who reads these agreements for a living check whether it actually applies before accepting that argument.

An illustrative example, not a real case: imagine a driver stopped in a queue on I-55 for a bridge lift during evening rush, in light rain. A following semi, traveling around 55 mph, does not begin braking until roughly a second and a half before impact, according to the truck’s event data recorder. The carrier’s insurer initially argues the lead driver “stopped without warning.” But the bridge-lift signal and the queue of stopped traffic were visible for a quarter mile before the point of impact, and the truck’s own ECM data shows it never meaningfully slowed until the final second. A reconstruction expert combines that data with dashcam footage and traffic-camera timestamps to show the truck was traveling too fast for conditions and following too closely for the visibility available. The case ultimately resolves with a small share of fault, in this hypothetical five percent, going to the lead driver for a dim rear bulb, and the remaining ninety-five percent to the carrier. The numbers here are for illustration only; every case turns on its own facts and evidence.

The Severity of Injuries and What That Means for Your Claim

Think about the physics again. The force that hits the occupants of a car struck from behind by an 80,000-pound truck is not in the same category as a typical car-on-car rear-end.

Traumatic brain injuries. Spinal cord damage. Multiple fractures. Internal organ injuries. We see these again and again, and they carry long treatment timelines, real lost income, and lasting changes to how someone lives their daily life.

Because the damages in these cases run high, insurers and defense counsel fight harder to dispute liability and shrink injury claims. The commercial carrier’s insurer typically carries policy limits far above a personal auto policy.

Sit with that for a second: bigger limits do not mean an easier case. They mean a better-funded opponent.

That is why a complete liability case, built on federal regulations, maintenance records, and black-box data, is what it takes to hold the right parties accountable.

How Long You Have to File a Rear-End Truck Claim in Illinois

Most Illinois personal injury claims, including a semi rear-end crash, carry a two-year statute of limitations under 735 ILCS 5/13-202, running from the date of the collision. Miss that window and the court will almost certainly dismiss the case, regardless of how strong the evidence is.

There is a shorter, easy-to-miss deadline that applies in a specific situation: if the vehicle that rear-ended you was owned by a unit of local government, a Streets and Sanitation truck, an IDOT maintenance vehicle, a CTA-affiliated truck, or a municipal snowplow, for example, 745 ILCS 10/8-101 requires written notice to that government entity within one year, not two. That notice requirement exists on top of, not instead of, the underlying claim, and it catches people off guard because nothing about a rear-end crash on a public street signals that the deadline just got shorter.

If the crash resulted in a death, the Illinois Wrongful Death Act, 740 ILCS 180/2, generally gives two years from the date of death, not the date of the crash, to file. Those two dates can be months apart when injuries prove fatal after a period of hospitalization, and calculating the deadline wrong is a mistake with no do-over.

None of these deadlines move because negotiations with the trucking company’s insurer are ongoing, or because the adjuster seems cooperative, or because you are still waiting on medical records. Insurers are not under any obligation to remind you the clock is running, and some slow-walk settlement talks specifically because delay works in their favor.

Common Questions About Semi Rear-End Claims

Does the trucking company’s insurer automatically accept fault in a rear-end crash?
No. Even when a rear-end collision creates a strong initial inference of the following driver’s negligence, the carrier’s insurer routinely disputes fault, disputes the extent of your injuries, or does both at once. Assume nothing is conceded until it is in writing.

What if the truck did not have working brake lights?
That can work in your favor as evidence of a maintenance violation under 49 CFR Part 393, but it is also a fact insurers sometimes try to flip around and use against you if your own brake lights had any issue. Dashcam footage, if either vehicle had it, tends to resolve this faster than anything else.

Can my own dashcam help even though I was the one who got hit?
Often, yes. A forward-facing dashcam in your vehicle can capture the semi closing in behind you in the mirror or through a rear-facing camera, and it can also timestamp exactly when your brake lights came on, which cuts off a “you stopped without warning” argument before it starts.

What if I had a pre-existing back or neck injury?
A pre-existing condition does not bar recovery in Illinois. The relevant question is whether the crash aggravated or worsened that condition, and insurers frequently seize on any prior medical history to argue your current pain predates the collision. Complete, honest medical records from before and after the crash matter here.

How is fault split if I was only partially stopped, rolling slowly, when I got hit?
It depends on the specific facts, including whether your movement was itself reasonable under the circumstances, such as inching forward in a traffic queue. This is precisely the kind of fact-specific comparative negligence question that benefits from a reconstruction of the actual sequence of events rather than a guess.

What if the truck was owned by a leasing company rather than the carrier that employed the driver?
The lease structure matters, but it rarely lets everyone off the hook. Under 49 CFR 376.12(c)(1), the party with exclusive possession, control, and use of the truck under the lease, typically the operating carrier, usually bears responsibility, and the Graves Amendment shield for pure leasing companies does not extend to a carrier’s own negligence.

Talk to a Chicago Attorney for a Free Consultation

If you or someone in your family was hurt, we are ready to help. Call (312) 346-4262 or contact us online for a free, no-obligation consultation.

Attorney Advertising. This page provides general information about Illinois law and is not legal advice. Reading it does not create an attorney-client relationship. Deadlines and outcomes depend on the specific facts of your case — speak to a licensed Illinois attorney about your situation.

Every commercial truck on Illinois roads travels with wide zones where the driver simply cannot see you. When a crash happens in one of these areas, insurers and defense lawyers have a favorite move: blame the person who couldn’t be seen. The Federal Motor Carrier Safety Administration calls these areas “No-Zones.” What they are, and what duty they create, is exactly what decides fault in a semi truck blind spot accident once fault is disputed.

This article is general legal information. For advice about your specific situation, talk to a licensed Illinois attorney.

What Are the FMCSA No-Zones?

The FMCSA runs a driver-training and safety-awareness campaign called No-Zone. It maps four blind-spot areas around a commercial truck where crashes cluster, and the map isn’t guesswork. It comes straight from the geometry of the vehicle: how high the cab sits, how long the trailer runs, where a mirror simply can’t reach:

• Front No-Zone: About 20 feet directly ahead of the cab. Truck cabs sit high off the ground, so a car that cuts back in too close after passing can vanish from the driver’s line of sight completely.
• Rear No-Zone: About 30 feet behind the trailer. A passenger car has a rear-view mirror. A truck doesn’t. Follow too closely and you’re simply not there, as far as that driver can tell.
• Left (driver’s side) No-Zone: One lane wide, running from the cab back to roughly the midpoint of the trailer. Smaller than the right side, but the gap is still real.
• Right (passenger’s side) No-Zone: Two lanes wide, running the full length of the truck. This is the biggest blind area on the vehicle, and in our experience, it’s where we see the most serious blind-spot crashes.

That diagram, published on fmcsa.dot.gov, gets used constantly in truck litigation. Safety trainers rely on it. Expert witnesses rely on it. So do we, when we’re reconstructing where each vehicle actually sat in the seconds before impact.

Common Ways Blind Spot Crashes Actually Happen

“Blind spot accident” sounds like one thing. It isn’t. Three fact patterns show up again and again, and each one points an investigation in a slightly different direction.

The first is the straightforward lane-change sideswipe. A truck driver signals, checks a mirror, and merges, except a vehicle sitting in the right No-Zone never showed up in that check. The second is the wide right turn. A semi has to swing left before turning right to keep the trailer’s rear wheels from cutting the curb, and that maneuver briefly hides anything sitting to the truck’s right, exactly where a cyclist or a smaller car often is. We cover the mechanics of that specific pattern in our wide right turn truck accident guide, since it overlaps with blind-spot law but has its own added statute. The third is the parking lot or loading dock backing accident, where a truck reverses relying on mirrors and sometimes a spotter, and a pedestrian or a parked vehicle sits in a zone no mirror covers at all.

Each pattern produces different evidence. A lane-change case lives or dies on turn-signal timing and ECM speed data. A wide-turn case often turns on dashcam footage showing how far left the truck swung first. A backing case usually comes down to whether the truck had a working backup camera and whether a spotter was actually used, not just required by the employer’s own policy.

The “You Were in My Blind Spot” Defense, and Why It Fails

We see this argument in nearly every blind-spot case. The truck driver’s insurer says you were in a No-Zone, so you took the risk of not being seen. That’s the pitch. It’s also wrong, in two specific ways.

First: a driver’s blind spot doesn’t shrink the driver’s duty. Federal rule 49 CFR Part 392.2 requires every commercial driver to follow the traffic laws of the state they’re driving in, blind spot or not. Illinois law, at 625 ILCS 5/11-703, requires a driver overtaking another vehicle to make sure the lane is actually clear before finishing the move. Neither rule comes with a waiver for wide trailers or tall cabs.

Second: professional drivers are held to a professional standard. The FMCSA’s Large Truck Crash Causation Study points to driver recognition failures as a leading factor in commercial vehicle crashes, exactly the kind of failure that missing a vehicle in a blind spot represents. A CDL holder is trained to check mirrors on a rhythm, signal early, and confirm the lane is clear before moving into it.

Here’s where it gets uncomfortable for the defense: “I didn’t see you” isn’t an excuse when seeing you was the job.

Who Can Be Held Liable After a Blind Spot Crash?

Fault in a commercial truck crash is rarely just one driver’s problem. Determining truck accident liability in Illinois often means working through several layers of the trucking business:

• The truck driver can be liable for a missed mirror check, a skipped signal, or a lane change made without confirming the lane was clear.
• The trucking company can be liable under respondeat superior, a legal doctrine that holds an employer responsible for what an employee does on the job, or directly, for hiring poorly, training thinly, or ignoring its own safety rules.
• A third-party contractor can share liability if the driver was an independent owner-operator working under another motor carrier’s operating authority.
• A vehicle maintenance company can bear responsibility if a broken or badly adjusted mirror went unnoticed before the truck went back on the road.

When more than one of these parties shares fault, Illinois’ joint-and-several liability statute, 735 ILCS 5/2-1117, matters in practice. Any defendant found more than 25 percent at fault can be on the hook for the entire judgment, not just their own slice, which is exactly why a claim against “the truck driver” alone often leaves real money on the table if the trucking company’s own hiring or training failures also contributed.

Illinois uses a modified comparative fault system. Translation: even if an investigation puts some of the blame on you for being in a No-Zone, you can still recover damages, as long as your share of fault stays at 50 percent or below. That’s exactly why we push back on an insurer’s first-draft version of events instead of accepting it.

Evidence That Matters in Blind Spot Accident Claims

A strong claim depends on evidence that has a shelf life. Trucks today are rolling data centers, and what’s stored on and around them can decide the case, if someone gets to it before it’s gone:

• Electronic logging device (ELD) and ECM data: the truck’s speed, braking, and turn signal activity in the seconds before impact, all logged automatically.
• Dashcam and external camera footage: a lot of trucks on the road now carry forward and side cameras, and they may have caught the whole thing.
• Driver qualification file: training records, past violations, and hours-of-service logs. Patterns show up here that a single crash report never will.
• Truck maintenance records: mirror adjustment logs and inspection reports that show whether the safety equipment was actually working.
• Eyewitness accounts and police reports: independent accounts of where each vehicle was and how the lane change unfolded. These can confirm the blind spot defense, or take it apart.

Trucking companies move fast after a crash. Their legal teams are often on scene within hours. One of the first things we do is send a legal hold letter, a formal demand that all electronic data, logs, and footage be preserved, because a lot of this evidence gets overwritten or discarded on a routine schedule if nobody stops it.

How Reconstruction Experts Actually Prove a Blind Spot Was No Excuse

A No-Zone diagram tells you where a driver couldn’t see. It doesn’t tell you whether the driver checked before that vehicle got there. That gap is where accident reconstruction does its work.

An expert can pull mirror-adjustment specifications for the specific truck model, plot where each vehicle sat at intervals leading up to impact using ECM speed and GPS data, and compare that timeline against the driver’s own account. If the physical evidence shows your vehicle was visible in a properly adjusted mirror for several seconds before the lane change began, and the driver claims they checked and saw nothing, that mismatch becomes powerful proof of a missed or skipped check rather than a genuine No-Zone surprise. Cell phone records sometimes fill in the last piece: a driver who was looking at a phone screen instead of a mirror in the two seconds before a merge didn’t fail to see because of geometry, they failed to look.

Blind Spot Detection Systems, and Why They Don’t Always Prevent a Crash

Many newer commercial trucks carry side-mounted radar or camera-based blind spot detection systems that alert a driver when something is sitting in a No-Zone. When a truck involved in a crash has this equipment, two questions matter: was the system actually functioning, and did the driver ignore or override the alert.

A malfunctioning or disconnected detection system opens a maintenance-negligence angle distinct from the driver’s own conduct, since the carrier has an independent duty to keep safety equipment in working order. If the system worked and alerted the driver, and the driver moved anyway, that evidence is often more damaging to the defense than a missed mirror check alone, because it shows a warning was actively disregarded rather than simply missed. On older trucks without any detection technology at all, the absence of available safety equipment doesn’t create liability by itself, but it does remove one line of defense the trucking company might otherwise raise about relying on modern warning systems.

Illinois Law and Your Right to Recover

Under 625 ILCS 5/11-703, Illinois drivers have to confirm a lane change can be made safely before making it. When a truck driver merges into or across a lane where another vehicle already is, failing to check first is strong evidence of fault under that statute. Add federal rule 49 CFR Part 392.2 on top of that, and a crash victim usually has more than one legal standard working in their favor.

Illinois does not cap compensatory damages in most personal injury cases. That means victims of a blind spot truck accident can pursue economic damages (medical bills, lost wages, future care costs) and non-economic damages (pain and suffering, loss of normal life) both. Sit with what these crashes actually do to a body: full-body side impacts, underride situations where a car goes under the trailer. The medical bills and the recovery time tend to reflect that.

You generally have two years from the date of the crash to file a personal injury lawsuit under 735 ILCS 5/13-202. If the truck was owned or operated by a government entity, a city recycling truck or a Chicago Transit Authority vehicle, for example, a much shorter one-year notice deadline applies under 745 ILCS 10/8-101, and it can run out before most people even think to ask who owned the truck. If a blind-spot crash proves fatal, the Wrongful Death Act, 740 ILCS 180, gives a decedent’s family a separate claim with its own two-year clock, generally running from the date of death rather than the date of the crash.

A Realistic Example

Consider a hypothetical, not an actual client result. A commuter is driving in the right lane on the Kennedy Expressway, sitting just behind the midpoint of a semi-trailer. The truck driver signals and begins moving right without a full mirror check. ECM data later shows the truck’s turn signal activated only 1.2 seconds before the lane change began, well under the several-second window a properly trained driver is expected to use. Dashcam footage from a following vehicle captures the merge and the impact. The trucking company’s insurer initially argues the commuter was “hiding” in the No-Zone. Once the ECM timing and dashcam footage are produced, that argument collapses, because the data shows the commuter’s vehicle had been visible in the truck’s side mirror for roughly six seconds before the signal ever activated.

Common Mistakes That Weaken a Blind Spot Claim

A few recurring errors make these cases harder to win than they need to be. Accepting the first insurance narrative at the scene, before any data has been pulled, lets the trucking company’s version of events set the frame early. Waiting weeks to send a preservation letter risks losing dashcam footage and ELD logs that many carriers overwrite or purge on a routine cycle. Giving a recorded statement to the trucking company’s insurer without legal advice first can hand the defense language that gets twisted into an admission of fault later. And assuming the truck driver is the only defendant worth naming overlooks the trucking company’s own hiring, training, and maintenance failures, which is often where the larger insurance coverage actually sits.

Frequently Asked Questions

If I was riding beside the trailer, does that automatically make me at fault?

No. Being positioned in a No-Zone is not itself a traffic violation, and Illinois law places the duty to confirm a lane is clear on the driver making the move, not on the other vehicle for existing there.

How quickly does trucking company data actually disappear?

It varies by carrier and system, but dashcam footage and some ELD logs can be overwritten in a matter of days to a few weeks under routine data-retention cycles. That is why a preservation letter early matters more here than in almost any other kind of crash claim.

Can the trucking company be liable even if the driver was an independent contractor?

Often yes. Federal leasing regulations frequently make the motor carrier whose authority the truck operated under responsible for the driver’s conduct on the road, regardless of the driver’s contractor status on paper.

What if the police report says I was at fault for being in the blind spot?

A police report is evidence, not a final legal determination of fault. Reporting officers often arrive after the vehicles have already been moved and rely heavily on the truck driver’s version of events. ECM data, dashcam footage, and witness statements can and do outweigh an initial report.

Do I need an accident reconstruction expert for every blind spot case?

Not always, some cases resolve on dashcam footage and turn-signal data alone, but when fault is genuinely disputed and the trucking company’s insurer is fighting the claim, reconstruction testimony is often what turns a disputed case into a winnable one.

Talk to a Chicago Attorney for a Free Consultation

If a blind spot truck crash has touched your family, in Chicago or anywhere else in Illinois, our team at Phillips Law Offices wants to hear from you. Call (312) 346-4262 or contact us online for a free, no-obligation consultation. We dig into these cases hard. We move on the trucking data before it disappears. And when the other side says “I didn’t see you,” we’re ready with the evidence that answers it. If your crash happened when a semi was completing a turn rather than a lane change, our guide to rear-end semi crashes covers a related but legally distinct fact pattern worth reading as well.

Attorney Advertising. This page provides general information about Illinois law and is not legal advice. Reading it does not create an attorney-client relationship. Deadlines and outcomes depend on the specific facts of your case — speak to a licensed Illinois attorney about your situation.