Increase Minimum Insurance Levels for Motor Carriers

In 2015, 4,067 people were killed in large truck crashes in the United States

Increase Minimum Insurance Levels for Motor Carriers


In 1980, as Congress deregulated the trucking industry, there was great concern regarding the imminent increase in the number of trucking companies that was sure to follow the removal of the barriers to entry into the industry. Congress believed it would be difficult for the federal regulators, alone, to provide effective oversight for safe operations for such a large number of companies. Congress intended the Secretary of Transportation to set insurance minimums at a level significant enough to provide an appropriate means of compensation to truck crash victims if crashes occurred and also to cause the insurance companies to provide effective, on site underwriting so that the insurance market would provide incentives for safe operations of motor carriers.

Congress set the absolute minimum level of insurance to be applied to motor carriers of property and of hazardous materials at $750,000 and $5,000,000, respectively, and gave the Secretary of Transportation authority to increase such amounts to appropriate levels that would achieve the intended purpose.  Unfortunately, the minimum amounts set by Congress as the absolute floor were too low to provide the intended underwriting supervision and too low to provide protection for the public. Nonetheless, in spite of an exponential growth of the number of authorized motor carriers (approximately 27,000 prior to deregulation compared to more than 500,000 in existence today), the Secretary has never increased the bare minimums set by Congress, and the low original minimum amounts, over the past 35 years, have provided less and less of an incentive to operate safely and have become almost insignificant when compared to the damages caused by the huge trucks now allowed on public highways.  Indeed, many “minimum” policies are already written at the $1,000,000 level because the $750,000 amount is so absurdly low.

Crash Costs

When the above numbers were set as part of the deregulation process, the amounts were considered to be the absolute minimums necessary for protection of the public. Since then, not only have all of the expenses associated with truck crashes increased dramatically, the sheer disparity in size between cars and trucks has increased resulting in more severe crashes. In that same time, trailers were allowed to expand first to 48’ in length, and then to 53’. Truck weight increases, both across the board and through exemptions, have also occurred. Combined with the increase in crash expenses and damages, such as lost income and medical expenses, the lack of any adjustment since 1980 has caused a greater disparity between the original amount and current costs.

The common approach by an insurance company for a trucking company with only the required minimums in liability coverage, when the trucking company causes a catastrophe with damages that far exceed the insurance, is to “interplead” the insurance limits. This is done by the insurance company suing all of the people injured and the families of those killed in one suit, with the insurance company offering to pay the ridiculously low limits of the policy into court and to require those injured and those who have lost loved ones to fight (or “interplead”) among themselves as to who should get what. The number of interpleader actions has risen dramatically as the required minimum insurance levels have fallen significantly short of the damages actually caused by truck crashes.

The effect of the lack of adequate insurance is that the damages caused by certain segments of the industry are not borne by those causing them. The damage caused by the underinsured are spread out among the innocent motorists who are killed and injured, who frequently have no effective recourse against the companies that caused their losses.

A common type of truck crash involves a fatigued truck driver who crashes into traffic that has stopped on the highway due to congestion, a prior crash or a construction zone. These crashes typically involve multiple vehicles, multiple deaths, and multiple injuries. The total damages caused in such cases can easily exceed $20,000,000, but an insurance company with minimum limits will simply sue everyone involved in an interpleader action and the unprotected crash victims are left to do the best with what they have to try to put their lives back together. Frequently, the injured and disabled end up relying on Medicaid, Social Security or other government programs because smaller trucking companies do not have to pay for the cost of the damages they cause. This amounts to a taxpayer subsidy for the companies that don’t carry enough insurance to cover the damages they cause, while adequately insured companies bear such expenses as part of their business.

Unfair Competition

The low limits allowed by law are frequently carried by trucking companies that have minimal owned assets; companies that lease their terminals and equipment or otherwise leverage their operations. Even if an injured person obtains a legal judgment in excess of the low insurance limits, the companies have simply gone out of business and the owners have started up a new business under another name. This dangerous practice, referred to as reincarnating or chameleon carriers, was described in a July 2009 report by the GAO.

Larger, nationwide companies, which are adequately capitalized on the other hand, have much higher limits. It is common for the larger carriers to carry multiple layers of coverage, sometimes with a significant self-insured retention, with totals exceeding $30,000,000. These companies carry adequate amounts because they have “something to lose” and they know too well the significant damages that can be caused when a commercial truck hits a passenger vehicle or vehicles.

The larger companies have significant incentive to make their operations as safe as possible rather than simply gamble against the risk of a catastrophic crash. As a result, they have higher insurance overhead costs to protect against potential losses, yet they have to compete with companies that have nothing to lose (and others willing to put the public at risk) that carry the minimum basic coverage. The companies with “nothing to lose” are effectively subsidized by the victimized motoring public and government programs that absorb the uninsured losses. The low limits, then, create exactly the opposite effect that minimum insurance levels were intended to provide. Rather than increasing overall safety within the industry by creating an economic incentive to operate safely, the low levels create a more dangerous situation through unfair competition by allowing the losses of the most irresponsible companies to be subsidized by the public while responsible companies pay the full amount of the damages they cause.

Minimums That Should be Required

The industry should have to absorb the losses it causes. Crashes involving multiple deaths and injuries, along with any property/infrastructure damage, with total combined damages far exceeding the current minimums happen every week. In order for the minimums to serve the purpose for which they were intended, the limits need to be set sufficiently high to give the insurance companies a reason to set realistic underwriting standards that would reward safe companies and identify unsafe operations. The limits should also reflect the real devastation and damages that are caused when an 80,000 pound truck slams into traffic stopped or slowed in a construction zone. In order to have these effects, property-carrying motor carriers should be required to carry at least $10,000,000 per occurrence. If inflation alone were to be addressed the amount would need to be $2.2 million.

FMCSA Report on Minimum Financial Responsibility

In April 2014, the Federal Motor Carrier Safety Administration (FMCSA) released a report on its review of minimum financial responsibility that found current levels to be inadequate. It found that costs for severe and critical injury crashes can easily exceed $1 million.  The study only identified a small number of crashes that exceeded minimum insurance levels due to the lack of available settlement data. Insurance settlements for amounts that exceed the minimum levels often contain a nondisclosure agreement, and this information is not publicly available. In summary, the report noted that current limits do not adequately cover catastrophic crashes and acknowledged that medical care inflation would increase levels to at least $3.2 million.

Findings from Other Reports on Minimum Financial Responsibility

  • Pacific Institute for Research and Evaluation (PIRE) – This report found that the upper range for liability awards involving death or catastrophic injury is $9–10 million, and recommended that DOT set limits per crash of at least $10 million.
  • Trucking Alliance Review of Crash Settlements – Member companies of the Trucking Alliance voluntarily tracked 8,692 accident settlements between 2005 and 2011. According to the Trucking Alliance, 42 percent of the injury claims could have had no avenue for offsetting all medical costs.


Congress’ concern of an explosion in the number of motor carriers and the consequential inability of regulation and enforcement to keep our highways safe has become a reality. The intended protective mechanism of federally-required minimum levels of insurance, however, has never adequately performed its intended function.  The amount was never set at a sufficiently high level to require insurance companies to seriously underwrite motor carriers and require safe operations before agreeing to insure them and, over time, the minimum amount has become totally inadequate. Death and catastrophic injuries have become accepted as part of the cost of doing business, with most of that cost being shifted to non-industry members of the motoring public and to the American taxpayers. The Secretary of Transportation has the authority and the responsibility to ensure the Congressional intent of the required financial responsibility is achieved.  The Secretary should exercise her authority in this regard and set the minimums at responsible levels that will encourage safe underwriting and safe operations as was intended by Congress.


  • Minimum levels of insurance for trucks have not been increased in over 35 years and are woefully insufficient.
  • Consequently, a large portion of the damages and losses caused by motor carriers at or near the minimum is imposed upon the American motoring public.
  • The underinsured segments of the industry are effectively subsidized by American taxpayers through unreimbursed social welfare programs including Medicaid and Social Security.
  • If all of the industry were required to absorb more of the losses they cause, significant changes in the industry would occur, resulting in safer highways for all.



ARLINGTON, VA (May 10, 2017) – The Truck Safety Coalition’s Underride Initiative, consisting of families of truck underride crash victims and survivors, is extremely pleased with the results of a recent crash test conducted by the Insurance Institute for Highway Safety (IIHS) that assessed a side underride guard for the first time ever.

The IIHS conducted two tests of a midsize car traveling at 35 mph colliding with the center of a 53-foot-long dry van at a 90-degree angle – the most difficult type of side underride collision to prevent. In one scenario, the trailer was equipped with a fiberglass side skirt intended (only) to improve aerodynamics, which did nothing to prevent the car from riding underneath the trailer. The car was decimated, the roof sheared, and any passengers would have been killed.

In the other scenario, the trailer was equipped with an AngelWing Side Underride protection device –manufactured by Airflow Deflector Inc. Instead of riding under the trailer and allowing for passenger compartment intrusion, this innovative side underride guard allowed the car’s airbags to deploy and its crumple zone to help diffuse the kinetic energy transferred upon impact. These safety features have been rendered ineffective in the past due to the lack of crash compatibility between cars and the sides of trailers.


With more than 2,000 passenger vehicle occupants killed in two-vehicle crashes in which the passenger vehicle strikes side of the tractor-trailer between 2009 and 2015, there is a clear need to address this fatal problem. It should also be noted that the aforementioned fatality figure greatly underestimates the true extent of people killed in side underride crashes as it does not include crashes involving bicyclists and pedestrians, multi-vehicle crashes, and any crash that happened in a jurisdiction that does not record whether underride occurred.

At a time when truck crash injuries and deaths continue to climb, up 57 percent and 20 percent respectively between 2009 and 2015, the industry and regulators should share our sense of urgency to reverse these trends. We need more innovation, action, and collaboration.

When we do work together, like at the first ever Truck Underride Roundtable, we can make real advances in truck safety. In fact, that meeting of industry leaders, government officials, and safety advocates helped lead to the creation of this side underride guard that successfully prevented a side underride crash at 35 mph.

This side underride guard would have made a big difference in many of our lives, and we are proud that our advocacy will help prevent others from sustaining a major injury or losing a loved one in a side underride crash. We call on our Members of Congress and federal regulators to ensure that this technology is fully adopted by the trucking industry by requiring all trailers to be equipped with side underride guards.


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Harlingen woman [Debra Cruz] tries to make difference for truck safety

By LISA SEISER Editor | Posted: Tuesday, May 9, 2017 8:56 pm

HARLINGEN — Nine years ago, her life changed. An accident with an 18-wheeler while on her way home left Debra Cruz permanently disabled.

At that time, nobody thought she would now be telling her story to politicians and their staffs on Capitol Hill as part of the “Sorrow to Strength” event held by the Trucking Safety Coalition.

Cruz recently returned after several days in Washington D.C. where she had a one-on-one discussion with Congressman Filemon Vela and was able to meet with the staff of Sen. John Cornyn and Sen. Ted Cruz.

“Their jaws just dropped when I told them my story,” Cruz said.

She talked about issues regarding truckers, including sleep deprivation, drug and alcohol use and proper testing and licensing.

Debra said the people she met with were very interested in her story.

Harry Adler, public affairs manager at the Truck Safety Coalition, said Vela was engaged during the 20-minute discussion with Debra.

“You could see it in his eyes,” Debra said about Vela as she explained what happened to her.

Adler said the discussions can result in new laws and efforts to improve safety.

“He was very interested in submitting something,” Debra said about a possible bill.

Adler said Vela appeared to be interested in backing and supporting any bills coming forward that would improve truck safety.

“To hear from one of his constituents about their story is what will motivate him to do something,” Adler said. “He was moved by Debra’s experience.”

Debra was among about 60 to 70 families from about 20 different states who attended the event aimed at making lawmakers aware of changes that could be made to the industry to make it safer.

Many of those who attended were family members of those killed in truck accidents.

Debra also was able to see and briefly talk with Ted Cruz for a few minutes, even grab a picture with him.

Adler said she was disappointed Cruz was not in their meeting, but as they were leaving, he happened to be coming around the corner.

Debra and Cruz were able to speak for a few minutes about her story and then take a picture together.

Overall, while she wasn’t able to speak to all the lawmakers in person, Debra said the visit went well.

It was her second time in Washington. The Truck Safety Coalition paid for her trip and organized the meetings.

“It went really well,” she said.

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Eno Transportation Weekly Guest Op-Ed: Don’t Let Safety Take a Back Seat to Special Interests

Deadly truck crashes happen every day on our roads and highways across the nation.

Unfortunately, this major public health and safety problem is worsening.

Since 2009, the number of truck crashes has shot up by 45 percent — resulting in a 57 percent increase in truck crash injuries and a 20 percent increase in truck crash fatalities. In 2015 alone, 4,067 people were killed in large truck crashes and 116,000 more were injured.

Congress would not tolerate this death and injury toll if it were occurring in any other mode of transportation. Our nation’s leaders certainly should not be considering any weakening of current truck safety protections to accommodate a few select industry members calling for even longer, heavier trucks.

One particularly divisive issue is a major national policy change that would increase truck lengths by at least ten feet. A handful of large trucking companies and shippers are advocating for a configuration commonly called “Double 33s” – which are two 33-foot trailers towed in tandem. Though being billed by proponents as a “small tweak,” this would amount to trucks on the highways potentially topping 90 feet long, which is equivalent to the length of an eight-story office building on wheels. These trucks At a hearing this week before the Senate Commerce, Science and Transportation Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety and Security, the President and CEO of FedEx Freight Corporation testified in support of Double 33s. The written testimony argued that this increase in truck size would result in fewer trucks on the road.

However, nothing could be further from the truth.

In the history of our country, every past size and weight increase has resulted in more trucks on our roads. Additionally, according to the U.S. Department of Transportation’s (DOT) Comprehensive Truck Size and Weight Study (DOT Study), any reduction in truck vehicle miles traveled would be wiped out within one year by increases and shifts in freight transportation. This change to national surface transportation policy would result in a major disruption in multi-modalism and diversion of freight from railroads that are often safer and more environmentally friendly.

The DOT Study’s technical reports also showed that a Double 33 is less safe to operate than the current configuration of Double 28s. These longer trucks require an additional 22 feet to stop, which will make collisions resulting from the truck striking another vehicle in the rear more likely and potentially more devastating.

Research also shows that double trailer trucks have an 11 percent higher fatal crash rate than single trailer trucks. Longer trucks take more time to pass, cross into adjacent lanes, interfere with traffic as well as swing into opposing lanes on curves and when making right-angle turns. These serious safety problems mean big trouble for those travelling alongside these huge trucks.

Supporters of Double 33s consistently cite dubious science, for which they footed the bill, which misstates and misrepresents the benefits of these longer configurations. False claims of Double 33s increasing safety and productivity are nothing more than a play for competitive advantage over the rest of the industry. Simply put, supporters of Double 33s are placing profits over people.

Consequently, there is a growing coalition of diverse voices opposed to increasing truck length. Families of truck crash victims and survivors, public health and safety organizations, truck drivers, law enforcement officials, first responders, short line and regional railroads, railway suppliers and contractors, and rail labor are united in staunch opposition to Double 33s.

Truck drivers and their representatives can speak firsthand to the difficulties of operating these massive rigs. Considering that the Department of Labor consistently ranks driving a truck as one of the ten most dangerous jobs in America, further imperiling their safety should be a non-starter. And, the public has spoken loud and clear in poll after poll that they oppose bigger trucks.

The aggressive push to mandate all states to allow longer, less safe trucks will impose significant hardship on the nation’s crumbling infrastructure.

Additionally, states have expressed serious concerns about being forced to accept Double 33s. Just last month, the American Society of Civil Engineers released its 2017 Infrastructure Report Card, which found that 20 percent of the nation’s highways had poor pavement conditions. Moreover, one in 11 of the nation’s bridges were structurally deficient.

The Federal Highway Administration estimates that $142 billion in capital investment would be needed on an annual basis over the next 20 years to significantly improve conditions and performance. The aforementioned DOT Study recognized the adverse effects that Double 33s would have on our bridges, including a one-time cost of $1.1 billion to strengthen and replace more than 2,000 bridges.

This misguided policy proposal is nothing more than a corporate handout for a small segment of the trucking industry. It will endanger motorists and truck drivers, inflict more damage on our suffering infrastructure, preempt state laws throughout the nation, and it does nothing to improve freight efficiency. Lawmakers should be considering commonsense proposals to advance safety, not prioritizing the interests of a select few pushing Double 33s at the expense of public safety.


Executive Director | Truck Safety Coalition
Public Affairs Manager | Truck Safety Coalition

Statement of Joan Claybrook, Lisa Shrum and Larry Liberatore in Response to Today’s Senate Commerce, Science and Transportation Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety and Security Hearing on “Keeping Goods Moving: Continuing to Enhance Multimodal Freight Policy and Infrastructure” 

Statement of Joan Claybrook, Lisa Shrum and Larry Liberatore in Response to Today’s Senate Commerce, Science and Transportation Subcommittee on Surface Transportation and Merchant Marine Infrastructure, Safety and Security Hearing on “Keeping Goods Moving: Continuing to Enhance Multimodal Freight Policy and Infrastructure” 

April 4, 2017 

Joan Claybrook, Chair, Citizens for Reliable and Safe Highways (CRASH):

“Truck crash deaths are at their highest level since 2008. In 2015, 4,067 people were needlessly killed in truck crashes – the equivalent of a major airplane crash every other week of the year.  Congress would never tolerate over 4,000 deaths in airplane crashes or consider weakening safety rules.  So, too, should they not accept this outrageous death toll and consider advancing an industry wish list.  We urge Congress to get serious about addressing this major public health crisis and stop indulging special trucking interests pushing for bigger, heavier trucks. 

In the history of America, every time there has been an increase in truck size and weight, the result is more, not fewer, registered trucks and trailers. Any claimed reduction in the number of registered trucks and truck vehicle miles traveled (TVMT) would only be temporary. The recent U.S. DOT Comprehensive Truck Size and Weight Study found that any reductions in TVMT would be wiped out within one year. After just one year, even more trucks will be pounding our deteriorating roads and inflicting further damage to our bridges. 

Certain industry members have also claimed a theoretical benefit in shipping capacity which would lead to greater efficiency. But, for this theoretical benefit to be realized, every standard twin 28 trailer would need to be replaced with a double 33 – an implausible scenario. System inefficiencies such as empty (deadhead) trips or below-capacity trailers further decrease any claimed productivity gain. Additionally, many of the nation’s leading trucking companies including Swift, Knight Transportation, PITT OHIO and Heartland Express as well as the Truckload Carriers Association oppose double 33s.  Similarly, truck drivers, law enforcement, public health, consumer and safety organizations oppose this major national policy change.

Longer trucks also have serious safety implications and pose grave risks to families traveling around them. Double trailer trucks have an 11 percent higher fatal crash rate than single trailer trucks. A double 33 will add a minimum of 10 feet to the length of current 28-foot doubles and could top 90 feet long – essentially amounting to the height of an eight-story building. Passing these super-sized trucks will take longer and be more perilous for passenger vehicles. Further, longer trailers will cross into adjacent lanes, interfere with traffic and swing into opposing lanes on curves and while making right-angle turns.

Truck crash deaths and injuries are up significantly, increasing 20 and 57 percents, respectively, from  2009 to 2015. The safety of the American public will only be further jeopardized by allowing this assault on safety to continue.”

Lisa Shrum, Truck Safety Coalition Victim Volunteer, Fayette, MO:

“My mother, Virginia, died on October 10, 2006, in a devastating crash that also killed her husband, Randy. They were driving home to Pleasant Hill, Missouri after dropping off a car in Fayette for my younger brother. They were traveling on Interstate 70 shortly after 11 p.m. Driving conditions were not ideal. But then, they rarely are when you’re on a heavily traveled highway with cars and big trucks moving at high speeds. They had just crested a hill. There was a crash ahead on the road and visibility was poor. In addition, a FedEx double trailer truck had swerved into the left hand shoulder to avoid the upcoming crash. 

Because of the sheer length of the FedEx truck’s two trailers, the back end of the second trailer extended into the passing lane of traffic. Mom’s vehicle hit the double trailer sticking out into the lane ahead of her, spun out, and was then struck by another tractor trailer which sliced her vehicle in half.

Both my mom and Randy were killed. There was a third fatality that day, a young father and husband, and ten people injured in this multi-vehicle crash. When I think about the crash and hear about lobbying efforts by FedEx and others to make trucks even longer and heavier, I cringe. I cringe to think about how much worse it would have been, how many more cars would have been hit, and how many more people would have been killed if longer, heavier trucks were involved. 

Is it really so important that FedEx be allowed to carry more packages when it means more oversized trucks on our streets and highways? Is it really so important for FedEx and other trucking companies to increase their profits? I urge Congress not to put profits of a few behemoth companies ahead of public safety of all motorists.” 

Larry Liberatore, Board Member, Parents Against Tired Truckers (PATT), Odenton, MD

I took the day off of work to attend today’s hearing in honor of my son, Nick.  Nick was killed on June 9, 1997, just south of the Delaware/Maryland state line on his way to Six Flags Great Adventure in New Jersey with five or six carloads of friends. When the cars were separated while traveling north on Interstate 95, a few of them pulled over on the shoulder of the highway to wait for the others to catch up.  Nick was sitting in the back seat of a car when a tired trucker carrying a load of steel veered across three lanes, and ran over the car. The truck driver had not slowed as he approached the toll booth which was about 1,000 feet past the crash site. 

Hearing FedEx representatives talk about the need for even longer, heavier trucks is terrifying to me.  Whenever I drive down to Washington, D.C., I drive alongside trucks and I know that when it comes down to my car vs. a truck, should a crash occur, 97 percent of fatalities are the car occupants. And I am not alone in this sentiment. In poll after poll, the American public has firmly opposed increases to truck size.  Congress should be considering ways to make our roads safer, not more deadly.

The double 33s proposal is nothing more than a special interest giveaway for a few select special trucking and shipping interests. Families will wind up paying with their lives and their wallets.”

Safety Groups Respond to U.S. DOT IG Rubber Stamping Study on Truck Driver Hours of Service Safety Protections

Study Created with Pre-Determined Outcome of Failure

WASHINGTON, D.C. –Late last week, the Office of the Inspector General (IG) of the U.S. Department of Transportation (U.S. DOT) sent a letter to Congress regarding a study of safety reforms to the truck driver hours of service (HOS) rules. By sending this letter, the IG essentially gives the imprimatur of this well-respected office to a study that was set up for failure at the onset and will ultimately result in the continuation of the widespread industry problem of truck driver fatigue.  Parameters of the study and what it was charged with finding were widely attributed to being crafted by corporate trucking interests in an effort to undue safety reforms which took effect in 2013.  While the IG may have signed off that the study was carried out as mandated by Congress, the IG did not assess the underlying data used.  Rather, the IG simply “rubber stamped” that the “junk science” study checked off all the boxes required by Congress when it created the study.

As part of the Fiscal Year (FY) 2015 Transportation, Housing and Urban Development (THUD) Appropriations bill, corporate trucking interests and their friends in Congress inserted legislative language that suspended enforcement of the 2013 HOS reforms until the Federal Motor Carrier Safety Administration (FMCSA) completed further study on the effectiveness of the provisions.  Concerned that the study would not produce results favorable to their agenda, these same interests inserted additional language into the FY 2016 THUD bill which raised the bar on what the study had to find. This backroom industry rewrite all but guaranteed the preordained outcome that was realized today.  These policy provisions were inserted to a funding bill behind closed doors without any public input. Further, they belie decades of irrefutable data that shows that driver fatigue is a serious safety problem within the trucking industry.  “When I began advocating for truck safety after a truck driver fell asleep while driving and killed my son Jeff, I never thought I would still be fighting on the issue of fatigue more than two decades later,” said Daphne Izer, Co-Founder of Parents Against Tired Truckers (PATT), “Truck drivers should not be forced to drive and work such grueling schedules, and the public should not be subjected to the risk that tired truckers pose to all road users.”

The study, while yet to be made available for public review, could have only examined 15 months of data as the Obama reforms went into effect in July of 2013 and were suspended at the behest of the certain segments of the trucking industry in December of 2014.  The fact that the study was fatally flawed from the start and reached such a dubious conclusion is totally unsurprising. “This study does nothing to shed light on the serious problem of truck driver fatigue,” said Jackie Gillan, President of Advocates for Highway and Auto Safety.  “But, it does shed light on the power of special trucking interests to run to their friends in Congress and repeal important health and safety rules.  Sadly, the U.S. DOT IG has become yet another political pawn in this tortured process.”

Common sense and real world experience clearly show that truck driver fatigue is a serious and pervasive safety problem, no matter how much special trucking interests wish to believe otherwise. The National Transportation Safety Board (NTSB) has repeatedly cited fatigue as a major contributor to truck crashes and included reducing fatigue related crashes on the 2017-18 Most Wanted List of safety changes.  In addition, the American Academy of Sleep Medicine has warned that drowsy driving can have the same consequences as driving while under the influence of drugs and alcohol.  “Since 2009, truck crashes have shot up by 45 percent, resulting in a 20 percent increase in truck crash fatalities and a 57 percent increase in truck crash injuries,” stated John Lannen, Executive Director of the Truck Safety Coalition. “Instead of focusing on requiring crash avoidance technologies in large trucks that would have actually reduced crashes, FMCSA was forced to spend time and money conducting an ill-conceived study based on flawed data.”

While high profile crashes like the one that killed comedian James McNair and seriously injured Tracy Morgan grab national headlines, fatigue-related crashes happen to families all over the country every day.  Until leaders in Congress are willing to face the real facts about truck driver fatigue, far too many Americans will continue to be needlessly killed by tired truckers.






ARLINGTON, VA (March 1, 2017) – The Insurance Institute for Highway Safety (IIHS) announced today that five out of eight major North American semitrailer manufacturers met their TOUGHGUARD standard. Great Dane, Manac Inc., Stoughton Trailers LLC, Vanguard National Trailer Corp., and Wabash National Corp, received this recognition of their rear trailer guards that prevent underride crashes involving a mid-size car traveling at 35mph into the rear of the trailer in three different scenarios – 100, 50, and 30 percent overlap.

Underride crashes have long been identified as a safety issue, but little has been done to prevent or mitigate the severity of these of truck crashes, which can nullify a car’s protections and result in passenger compartment intrusion. The Truck Safety Coalition has been a leading voice in advocating for stronger rear underride guards. Unfortunately, both Congress and National Highway Traffic Safety Administration (NHTSA) have missed opportunities to make a real improvement in this area.

The United States government is so far behind on regulating the issue of underride guards, that NHTSA, has proposed a rule to replace the antiquated U.S. standard with an outdated Canadian standard. The semitrailers manufactured by the recipients of the TOUGHGUARD qualification greatly exceed the Canadian force requirements.

The Truck Safety Coalition salutes IIHS and the abovementioned companies for this major step forward in underride protection. These rear guards will reduce the number of fatalities and injuries resulting from rear underride crashes. We call on Hyundai Translead, Strick Trailers LLC, and Utility Manufacturing Co. – the major North American semitrailer manufacturers whose trailers failed the 30 percent overlap test – to upgrade their rear underride guards to meet the IIHS TOUGHGUARD standard.