NATIONAL

TRANSPORTATION

SAFETY BOARD

WASHINGTON, D.C. 20594

SAFETY REPORT

PB2002-917001

NTSB/SR-02/01

Analysis of Intrastate

Trucking Operations

7448

Safety Report

Analysis of Intrastate

Trucking Operations

NTSB/SR-02/01

PB2002-917001 National Transportation Safety Board

Notation 7448 490 LíEnfant Plaza, S.W.

Adopted March 28, 2002 Washington, D.C. 20594
National Transportation Safety Board. 2002. Analysis of Intrastate Trucking Operations. Safety

Report NTSB/SR-02/01. Washington, DC.

Abstract: Virtually all commercial trucks, drivers, and motor carriers are subject to safety regulations.

Those operating in interstate commerce are subject to the Federal Motor Carrier Safety Regulations

(FMCSRs) and the Hazardous Material Regulations as well as to State laws and regulations. Those

operating in intrastate commerce are subject to the FMCSRs that have been adopted by the States or to

State laws that are identical to or have the same effect as the FMCSRs. A limited number of variances

related to safety are permitted for drivers and vehicles operating in intrastate commerce; these include a

lower driver age, relaxed medical qualifications, expanded hours of service, exemption of specific

commodities from some safety regulations, and exemption of some vehicles from vehicle safety

regulations.

The National Transportation Safety Board analyzed data from the Motor Carrier Management Information

System, Trucks Involved in Fatal Accidents, U.S. roadside inspections, and other sources to describe the

general characteristics of intrastate motor carriers, to identify intrastate carrier accident characteristics, and

to compare these characteristics with accidents involving interstate carriers. The data indicate that

intrastate carriers and interstate carriers share many similarities in terms of operating characteristics and

characteristics of their accident-involved trucks and drivers. Most of the differences in the characteristics

of accident-involved trucks of intrastate and interstate carriers appear to reflect differences in operational

factors, such as size of fleet, operating hours, and types of cargo hauled.

The Safety Board did not issue any new safety recommendations in conjunction with this safety report;

however, the Board will continue to monitor the safety of intrastate carriers and commerce in future

accident investigations and by following research and projects being conducted by government agencies,

academia, and industry.

The National Transportation Safety Board is an independent Federal agency dedicated to promoting aviation, railroad, highway, marine,

pipeline, and hazardous materials safety. Established in 1967, the agency is mandated by Congress through the Independent Safety Board

Act of 1974 to investigate transportation accidents, determine the probable causes of the accidents, issue safety recommendations, study

transportation safety issues, and evaluate the safety effectiveness of government agencies involved in transportation. The Safety Board

makes public its actions and decisions through accident reports, safety studies, special investigation reports, safety recommendations, and

statistical reviews.

Recent publications are available in their entirety on the Web at <http://www.ntsb.gov>. Other information about available publications also

may be obtained from the Web site or by contacting:

National Transportation Safety Board

Public Inquiries Section, RE-51

490 LíEnfant Plaza, S.W.

Washington, D.C. 20594

(800) 877-6799 or (202) 314-6551

Safety Board publications may be purchased, by individual copy or by subscription, from the National Technical Information Service. To

purchase this publication, order report number PB2002-917001 from:

National Technical Information Service

5285 Port Royal Road

Springfield, Virginia 22161

(800) 553-6847 or (703) 605-6000

The Independent Safety Board Act, as codified at 49 U.S.C. Section 1154(b), precludes the admission into evidence or use of Board reports

related to an incident or accident in a civil action for damages resulting from a matter mentioned in the report. 
iii Safety Report

Contents

Acronyms and Abbreviations .......................................................................................................... iv

Executive Summary ............................................................................................................................ vii

Chapter 1:

Overview of Intrastate Commerce and Trucking Operations ............................................ 1

Introduction .................................................................................................................................................... 1

Interstate and Intrastate Commerce ............................................................................................................... 3

Carrier Distinctions ........................................................................................................................................ 3

The Motor Carrier Safety Assistance Program .............................................................................................. 4

Description of the Program ................................................................................................................... 4

Variances ............................................................................................................................................... 5

Previous Safety Board Recommendations ................................................................................................... 15

Alcohol and Drug Testing ................................................................................................................... 15

On-board Recorders ............................................................................................................................ 17

Medical Requirements ......................................................................................................................... 17

Chapter 2:

Data Sources .......................................................................................................................................... 19

Databases ..................................................................................................................................................... 19

MCMIS Census File ............................................................................................................................ 19

MCMIS Crash File .............................................................................................................................. 20

Trucks Involved in Fatal Accidents ..................................................................................................... 21

U.S. Roadside Inspection Data ............................................................................................................ 22

Motor Carrier Survey ................................................................................................................................... 22

Chapter 3:

Results and Discussion: Motor Carrier Operations and Accidents ................................ 25

Motor Carrier Data ....................................................................................................................................... 25

Accident Data .............................................................................................................................................. 27

Truck Characteristics ........................................................................................................................... 28

Driver Characteristics .......................................................................................................................... 31

Accident Characteristics ...................................................................................................................... 35

Summary ...................................................................................................................................................... 38

Appendixes

A: The Motor Carrier Safety Assistance Program .............................................................................. 41

B: Data From the Data Sources .......................................................................................................... 47

v Safety Report

Acronyms and Abbreviations

CDL commercial driverís license

CFR Code of Federal Regulations

CDLIS Commercial Driver License Information System

CMV commercial motor vehicle

CVSA Commercial Vehicle Safety Alliance

CVSP Commercial Vehicle Safety Plan

DOT U.S. Department of Transportation

FARS Fatality Analysis Reporting System

FHWA Federal Highway Administration

FMCSA Federal Motor Carrier Safety Administration

FMCSRs Federal Motor Carrier Safety Regulations

FY fiscal year

GCW gross combination weight

GCWR gross combination weight rating

GES General Estimates System

GVW gross vehicle weight

GVWR gross vehicle weight rating

HMRs Federal Hazardous Material Regulations

HOS hours of service

ISTEA Intermodal Surface Transportation Efficiency Act of 1991

MCSAP Motor Carrier Safety Assistance Program

MCMIS Motor Carrier Management Information System

NGA National Governors Association

NHTSA National Highway Traffic Safety Administration

NPRM notice of proposed rulemaking

OOS out of service

STAA Surface Transportation Assistance Act of 1982

SPE skill performance evaluation

TCA Truckload Carriers Association

TEA-21 Transportation Equity Act for the 21st Century

TIFA Trucks Involved in Fatal Accidents database

TPV tractor protection valve
Acronyms and Abbreviations vi Safety Report

UMTRI University of Michigan Transportation Research Institute

USDOT Number assigned to an interstate motor carrier and displayed 

on its commercial motor vehicles

VIUS Vehicle Inventory and Use Survey

VMT vehicle miles traveled
vii Safety Report

Executive Summary

Each trip made in a commercial motor vehicle can be classified as either intrastate

or interstate commerce depending on the destination of the cargo being transported.

Interstate commerce is subject to the Federal Motor Carrier Safety Regulations

(FMCSRs) and the Hazardous Material Regulations (HMRs) as well as to State laws and

regulations. Intrastate commerce is subject to the FMCSRs that have been adopted by the

States or to State laws that are ìcompatibleî with the FMCSRs; that is, State laws that are

identical to or have the same effect as the FMCSRs. States adopt the FMCSRs as a

condition of receiving financial assistance from the Motor Carrier Safety Assistance

Program (MCSAP) administered by the Federal Motor Carrier Safety Administration. A

limited number of variances related to safety are permitted for drivers and vehicles

operating in intrastate commerce; these include a lower driver age, relaxed medical

qualifications, expanded hours of service, exemption of specific commodities from some

safety regulations, and exemption of some vehicles from vehicle safety regulations.

Data from the Motor Carrier Management Information System (MCMIS), Trucks

Involved in Fatal Accidents (TIFA), and U.S. roadside inspections were analyzed to

describe the general characteristics of intrastate motor carriers, to identify intrastate carrier

accident characteristics, and to compare these characteristics with accidents involving

interstate carriers. This information was supplemented by a National Transportation

Safety Board-administered survey distributed to intrastate motor carriers. The report

focuses only on nonhazardous material carriers operating trucks.

The data indicate that intrastate carriers and interstate carriers share many

similarities in terms of operating characteristics and characteristics of their accidentinvolved trucks and drivers. Most of the differences in the characteristics of accidentinvolved trucks of intrastate and interstate carriers appear to reflect differences in

operational factors, such as size of fleet, operating hours, and types of cargo hauled.

The National Transportation Safety Board did not issue any new safety

recommendations in conjunction with this safety report at this time; however, the Board

will continue to monitor the safety of intrastate carriers and commerce in future accident

investigations and by following research and projects being conducted by government

agencies, academia, and industry.

1 Safety Report

Chapter 1

Overview of Intrastate Commerce

and Trucking Operations

Introduction

U.S. trucks in commercial cargo operations drive billions of miles each year. Each

trip can be classified as either intrastate or interstate commerce depending on the

destination of the cargo being transported. Interstate commerce is subject to applicable

Federal and State regulations, and intrastate commerce is subject to the laws and

regulations of the State in which it occurs.

Virtually all commercial trucks, drivers, and motor carriers are subject to safety

regulations. Those operating in interstate commerce are subject to the Federal Motor

Carrier Safety Regulations (FMCSRs) and the Hazardous Material Regulations (HMRs)

as well as to State laws and regulations. Those operating in intrastate commerce are

subject to the FMCSRs that have been adopted by the States or to State laws that are

ìcompatibleî with the FMCSRs; that is, State laws that are identical to or have the same

effect as the FMCSRs. Almost all of the States have the same regulations or laws because,

as a condition of receiving Federal funds through the Motor Carrier Safety Assistance

Program (MCSAP), the States must adopt the FMCSRs or have State laws that are

compatible with the FMCSRs. A limited number of variances related to safety are

permitted by Title 49 Code of Federal Regulations (49 CFR) Part 350.341 for drivers and

vehicles operating in intrastate commerce; these include a lower driver age, relaxed

medical qualifications, expanded hours of service, exemption of specific commodities

from some safety regulations, and exemption of some vehicles from vehicle safety

regulations.

Determining if a vehicle is operating in intrastate commerce or interstate

commerce on any particular trip, or if it is exempt from any regulations, can be difficult. In

1995, the National Transportation Safety Board investigated the collision between a

tractor low-boy semitrailer combination and National Railroad Passenger Train (Amtrak)

No. 281 in Sycamore, South Carolina.1 The investigation highlighted some of the

complexities of the regulations pertaining to interstate and intrastate commerce. The

motor carrier involved in this highway/rail grade crossing accident primarily transported

logs from South Carolina forest tracts to mills in South Carolina. When engaged in

intrastate transportation of forest products, the driver and truck were exempted from the

1 (a) National Transportation Safety Board, Highway/Rail Grade Crossing Collision Near Sycamore,

South Carolina, May 2, 1995, Highway Accident Report NTSB/HAR-96/01 (Washington, DC: NTSB,

1996). (b) As a result of the accident, 33 people sustained minor injuries, and combined property damage to

the train and the truck exceeded $1 million.
2 Safety Report

State of South Carolinaís motor carrier safety regulations by provisions of South Carolina

law because the ìPublic Service Commission has no jurisdiction for safety purposes over

persons engaged in transporting farm products or forest products from the farm to the first

market.î2 Several days before the accident, the same driver and truck had transported logs

from a South Carolina forest tract to a mill in Georgia. During that interstate trip, the

driver and truck were subject to the FMCSRs. At the time of the Sycamore, South

Carolina, accident, the driver and truck were engaged in the for-hire transportation of

logging equipment for another firm between points in South Carolina. This intrastate trip

did not qualify for the Stateís forest products exemption because it was hauling logging

equipment, not forest products; thus, at the time of the accident, the truck and driver were

subject to South Carolina regulations.

Previous accident investigations, such as the 1995 highway/rail grade crossing

accident in Sycamore, South Carolina, that highlighted variances permitted for intrastate

commerce prompted the Safety Board to further examine intrastate commerce and

intrastate motor carrier operations. Although it would be useful to accomplish an explicit

empirical evaluation of the safety effect of the variances permitted for intrastate

commerce, neither the necessary accident data nor the exposure data (for example,

number of trucks, vehicle miles traveled, and ton miles of freight transported) are

available. In this report, the Safety Board describes general characteristics of intrastate

motor carrier operations and examines accident databases to identify intrastate carrier

accident characteristics. Although passenger-carrying motor carriers and hazardous

material carriers can be defined as either interstate or intrastate motor carriers and operate

in either interstate or intrastate commerce, this report focuses only on nonhazardous

material carriers operating trucks. Additionally, the Safety Board recognizes that the

FMCSRs contain exemptions that apply to certain types of operations;3

 however, these

exemptions are discussed only as they pertain to intrastate commerce and motor carrier

operations.

The Safety Board did not issue any safety recommendations in conjunction with

this report; however, it will continue to monitor the safety of intrastate commerce in future

accident investigations and through ongoing research and projects being conducted by the

Federal Motor Carrier Safety Administration (FMCSA), academia, and industry.

2 (a) South Carolina Code of Laws 58-23-1140. (b) South Carolina adopted the FMCSRs; thus, other

intrastate commerce trips not exempt are subject to the same regulations contained in the FMCSRs.

3 Title 49 CFR Part 390.3(f) states ìunless otherwise specifically provided, the rules in this subchapter

[the FMCSRs] do not apply to (f)(1) all school bus operations as defined in 390.5; (f)(2) transportation

performed by the Federal government, a State, or any political subdivision of a State, or an agency

established under a compact between States that has been approved by the Congress of the United States;

(f)(3) the occasional transportation of personal property by individuals not for compensation nor in the

furtherance of a commercial enterprise; (f)(4) the transportation of human corpses or sick and injured

persons; (f)(5) the operation of fire trucks and rescue vehicles while involved in emergency and related

operations.î Other portions of the CFR also contain exemptions. For example, drivers in farm custom

operations, apiarian industries, and certain farm vehicles are exempt from 49 CFR Part 391 (qualifications of

drivers). The hours-of-service regulations (49 CFR Part 395) provide exemptions that relieve drivers from

some of the aspects of the regulations.

Chapter 1
3 Safety Report

The remainder of chapter 1 discusses background information on intrastate and

interstate commerce and carriers. Chapter 2 discusses the sources of data and information

used in this study. Chapter 3 describes the operational and accident characteristics of

intrastate carriers contained in currently available databases.

Interstate and Intrastate Commerce

Interstate and intrastate commerce are defined in 49 CFR 390.5 as follows:

Interstate commerce means trade, traffic, or transportation in the United Statesó

(1) Between a place in a State and a place outside of such State (including a place

outside of the United States); (2) Between two places in a State through another

State or a place outside of the United States; or (3) Between two places in a State

as part of trade, traffic, or transportation originating or terminating outside the

State or the United States. Intrastate commerce means any trade, traffic, or

transportation in any State which is not described in the term ìinterstate

commerce.î

Two additional principles guide the determination of intrastate or interstate

commerce. First, the intention of the shipper at the time of the movement begins, provided

that intention persists, determines the classification of the shipment as being in interstate

or intrastate commerce.4 Second, routing a shipment through more than one State may not

legitimize the movement as one in interstate commerce if the route was an intentional

subterfuge.

Examples of interstate commerce include movement of a shipment from Mobile,

Alabama, to Dothan, Alabama, through Florida; movement of a shipment by plane from

Los Angeles, California, to Washington Dulles International Airport in Virginia, that is

then moved by a commercial truck to its final destination in Richmond, Virginia; and

movement of a shipment from California to New York. If, in the course of the movement

of this shipment from California to New York, a single carrier transports it from one part

of Ohio to another part of Ohio for movement beyond Ohio, the movement between the

two locations in Ohio is still considered to be interstate commerce because the shipperís

intent is to move it beyond Ohio.

Carrier Distinctions

Interstate carriers are subject to both Federal and State regulations whereas

intrastate carriers are subject to the regulations of the State in which they operate. An

intrastate carrier may not lawfully transport an interstate shipment (interstate commerce)

without first registering with the FMCSA as an interstate carrier.5

 This includes an

4 The shipper intent rule applies to interstate commerce for the transportation of property but not to the

transportation of passengers.

Chapter 1
4 Safety Report

interstate movement wherein a segment of the movement is within a Stateís borders. For

example, if a shipment is being moved from California to New York, only an interstate

carrier could move that shipment from point A in Ohio to point B in Ohio.

Carriers may be further classified as private or for-hire. Private motor carriers are

those who provide transportation of property which it owns or leases, by commercial

motor carrier (49 CFR 390.5). The transportation activities of private carriers are

incidental to, and in furtherance of, their primary business activity. For example, retailers

such as grocery stores whose primary business is selling food items but who own and

operate trucks to transport their goods are private carriers. For-hire carriers are those

carriers who are engaged in the transportation of goods for compensation (49 CFR 390.5).

The primary business activity of these carriers is transportation of othersí goods.

All carriers (for-hire or private) engaged in interstate transport must register with

the FMCSA and receive a U.S. Department of Transportation (DOT) number.6

 Interstate

carriers are also required to comply with State registration, fuel tax, and other State

regulations and procedures.7 Interstate for-hire carriers must also obtain interstate

operating authority from the FMCSA.8 Carriers engaged in intrastate transport register

with their base State; however, the individual States make the determination as to whether

to register both for-hire and private carriers, or just for-hire carriers.

The Motor Carrier 

Safety Assistance Program

Description of the Program

The MCSAP is a Federal grant-aid program administered by the FMCSA that

provides financial assistance to the States to reduce the number and severity of accidents

and hazardous materials incidents involving commercial vehicles. The States receive

money for safety programs, thus increasing the likelihood that safety defects, driver

deficiencies, and unsafe motor carrier practices will be detected and corrected before they

become contributing factors to accidents.9

 Appendix A provides more detailed

information about MCSAP.

5 The FMCSA was established within the U.S. Department of Transportation (DOT) in December

1999 to regulate and enforce truck and bus safety. The FMCSA assumed the responsibilities of the Office of

Motor Carriers that had been part of the Federal Highway Administration within the DOT.

6 The DOT number is assigned to the motor carrier; the carrier must display the DOT number on its

commercial motor vehicles. It is referred to as the USDOT number.

7 Some States operate under the Single State Registration System, which allows an interstate motor

carrier to register its operation by contacting its base State (principal place of business) and, for one fee,

register for all States in which operations will be conducted.

8 To obtain operating authority, the motor carrier is required to maintain liability insurance.

9 There are currently three StatesóMaine, Florida, and South Dakotaóthat are funded at 50 percent

because they do not have State regulations that are considered by the FMCSA to be compatible with the

FMCSRs or within the tolerance guidelines.

Chapter 1
5 Safety Report

As a condition of receiving MCSAP funding, States must adopt and enforce the

FMCSRs (49 CFR Parts 390ñ397) and the HMRs (49 CFR Parts 107 (subparts F and G

only), 171ñ173, 177, 178, and 180) or have State regulations that are compatible with the

Federal regulations. Compatible, as defined in 49 CFR 350.105, means

State laws and regulations applicable to interstate commerce and to intrastate

movement of hazardous materials are identical to the FMCSRs and the HMRs or

have the same effect as the FMCSRs. State laws applicable to intrastate commerce

are either identical to, or have the same effect as, the FMCSRs or fall within the

established limited variances under 49 CFR 350.341.

In the case of newly enacted regulations or amendments to the FMCSRs or HMRs, States

must amend their laws or regulations to make them compatible with the new or amended

FMCSRs or HMRs within 3 years of the effective date of the new Federal regulation.

Section 4002 of the Intermodal Surface Transportation Efficiency Act of 1991

(ISTEA) required the DOT to establish tolerance guidelines and standards for ensuring the

compatibility of intrastate commercial motor vehicle laws and regulations with the

FMCSRs while providing some flexibility to the States. The act stated, ìThe guidelines

shall, to the extent practicable, allow for maximum flexibility while ensuring the degree of

uniformity that will not diminish transportation safety.î The Federal Highway

Administration (FHWA) subsequently established tolerance guidelines and published

them in September 1992 as part of its final rule pertaining to 49 CFR Parts 350, 355, and

396.10 As indicated in the final rule, the tolerance guidelines set forth the limited

deviations from the FMCSRs allowed in State laws and regulations. The variances

applicable to intrastate commerce included provisions for a younger driver age, an

expansion of on-duty and driving time, relaxed physical qualifications of drivers,

exemptions to the safety regulations for specific commodities, and exemptions for

vehicles with gross vehicle weight ratings (GVWR) less than 26,000 pounds (table 1ñ1).

Variances

The number, type, and extent of the variances applicable to intrastate commerce

differ from State to State (table 1ñ2).11 These variances are discussed in the following

sections.

10 Federal Register Vol. 57, No. 174, dated September 8, 1992, pp. 40946ñ40964.

11 The information in table 1ñ2 was obtained in 2000ñ2001 from the States. At the time this report was

being prepared, the FMCSA did not maintain a current list of variances within each State. The FMCSA had

awarded a $200,000 grant to create a user-friendly database with the capability to generate customized, realtime, State-specific, and variance-specific reports pertaining to the regulatory requirements for safety,

commercial driverís licenses, and the transport of hazardous materials. As of February 2002, the system had

been developed; the FMCSA is currently reviewing the compatibility of State and Federal regulations and is

updating the information in the system.

Chapter 1
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Table 1ñ1. Variances from Federal regulations permitted for intrastate commerce 

(Title 49 Code of Federal Regulations Part 350.341). 

• A State may exempt a CMV from all or part of its laws or regulations applicable to intrastate commerce,

provided that neither the GVW, GVWR, GCW, nor GCWR of the vehicle equals or exceeds 26,001 

pounds. It may not exempt a vehicle that: 

 • Transports hazardous materials requiring a placard. 

 • Is designed or used to transport 16 or more people, including the driver. 

• States may not exempt motor carriers based on the type of transportation being performed (for-hire, 

private, etc.). 

• Industry exemptions are discouraged, but States may apply for them. A State may retain those 

exemptions from its motor carrier safety laws and regulations that were in effect before April 1988, are 

still in effect, and apply to specific industries operating in intrastate commerce. 

• Exemptions based on the distance a motor carrier or driver operates from home terminal are not 

compatible. This prohibition does not apply to those exemptions already contained in the FMCSRs nor 

to the extension of the mileage radius exemption contained in 49 CFR 395.1(e) from 100 to 150 miles.

• Hours-of-service limitations may vary: 

 • A 12-hour driving limit is permitted provided that the total period of time on duty does not exceed 16

hours. 

 • Drivers who have been on duty 70 hours in 7 consecutive days or 80 hours in 8 consecutive days 

are not permitted to drive. 

• All CMV drivers must be at least 18 years of age. 

• States may provide grandfather clauses in rules if such exemptions are uniform and in substantial 

harmony with the FMCSRs and provide for a transition to full compatibility at a later date. 

• Driver qualifications may vary: 

 • Intrastate drivers who do not meet the physical qualification standards in 49 CFR 391.41 may

continue to be qualified to operate a CMV in intrastate commerce if: (1) the driver was qualified 

under existing State law or regulations at the time the State adopted physical qualification 

standards compatible with the Federal standards in 49 CFR 391.41, (2) the otherwise nonqualifying medical or physical condition has not substantially worsened, and (3) no other nonqualifying medical or physical condition has developed. 

 • The State may adopt or continue programs granting variances to intrastate drivers with medical or 

physical conditions that would otherwise be nonqualifying under the Stateís equivalent of 49 CFR 

391.41 if the variances are based upon sound medical judgment combined with appropriate 

performance standards ensuring no adverse affect on safety. 

CFR = Code of Federal Regulations; CMV = commercial motor vehicle, FMCSRs = Federal Motor Carrier Safety 

Regulations; GVW = gross vehicle weight; GVWR = gross vehicle weight rating; GCW = gross combination weight; 

GCWR = gross combination weight rating. 

Chapter 1
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Table 1ñ2. Variances from Federal regulations permitted for intrastate commerce, 

by State.a

 Variance regardingbó 

State 

Industry/ 

commodity 

issuesc Hours of 

serviced

Mileage 

radiuse Driver physical qualificationsf

Vehicle 

GVWRg

Driver 

ageh

 

Alabama yes yes 

Alaska yes yes 

Arizona yes yes yes 

Arkansas yes 

California yes yes yes 

Colorado yes yes yes yes 

Connecticut yes yes yes yes 

Delaware yes yes yes 

Florida yes yes yes yes yes yes 

Georgia yes 

 

Hawaii yes 

Idaho yes 

Illinois yes yes yes yes 

Indiana yes yes yes 

Iowa yes yes yes yes yes 

Kansas yes yes yes 

Kentucky yes yes yes 

Louisiana yes yes yes 

 

Maine yes yes yes 

Maryland yes yes yes yes yes 

Massachusetts yes yes 

Michigan yes yes yes yes 

Minnesota yes yes 

Mississippi 

Missouri yes yes yes 

Montana yes yes 

 

Nebraska yes yes yes 

Nevada yes yes 

New Hampshire yes yes 

New Jersey yes yes yes 

New Mexico yes yes yes 

New York yes 

North Carolina yes yes yes yes 

North Dakota yes yes yes yes 

 

Ohio yes yes yes yes 

Oklahoma yes yes yes yes 

Oregon yes yes yes yes 

Pennsylvania yes yes yes yes 

Rhode Island yes yes 

South Carolina yes yes yes 

South Dakota yes yes yes 

Tennessee yes 

Texas yes yes yes yes yes 

Chapter 1
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Table 1ñ2. Variances from Federal regulations permitted for intrastate commerce, 

by State.a

 Variance regardingbó 

State 

Industry/ 

commodity 

issuesc Hours of 

serviced

Mileage 

radiuse Driver physical qualificationsf

Vehicle 

GVWRg

Driver 

ageh

(continued)

Utah yes yes 

Vermont yes yes yes 

Virginia yes yes yes 

Washington yes yes yes yes yes 

West Virginia yes yes 

Wisconsin yes yes yes 

Wyoming yes yes yes yes 

 

CMV = commercial motor vehicle, FMCSR = Federal Motor Carrier Safety Regulation, GVW = gross vehicle weight, 

GVWR = gross vehicle weight rating, GCW = gross combination weight, GCWR = gross combination weight rating, HOS 

= hours of service. 

a The information in this table was obtained in 2000ñ2001 during the National Transportation Safety Boardís 

examination of intrastate commerce and intrastate motor carrier operations. The information was confirmed with State 

officials to the extent possible. The U.S. territories are not included in this table because relevant information could not 

be obtained. 

b Variances as provided by Title 49 Code of Federal Regulations Part 350.341. ìYesî indicates that the State permits a 

variance to the regulations pertaining to the category. The language of a State variance may encompass more than one 

of the categories shown in this table. In such cases, both categories are marked ìyes.î For example, Delaware exempts 

farm vehicles (pertaining to ìIndustry/Commodity Issuesî) with a GVWR of 26,000 pounds, thus ìyesî is indicated for the 

categories ìIndustry/Commodity Issuesî and ìVehicle GVWR.î 

c A State may retain those exemptions from its motor carrier safety laws and regulations that were in effect prior to April 

1988, are still in effect, and apply to specific industries engaged in intrastate commerce.

d State HOS limitations applied to intrastate transportation may vary to the extent of (1) allowing a 12-hour driving limit, 

provided that the CMV driver has not been on duty more than 16 hours; and (2) prohibiting driving after reaching 70 

hours on duty in 7 consecutive days or 80 hours in 8 consecutive days. 

e State laws and regulations applicable to intrastate commerce must not include exemptions based on the distance a 

motor carrier or driver operates from the work reporting location. This prohibition does not apply to those exemptions 

already contained in the FMCSRs or to the extension of the mileage radius exemptions contained in 49 CFR 395.1(e) 

(HOS) from 100 to 150 miles. 

f

 Intrastate drivers who do not meet the physical qualification standards in 49 CFR 391.41 may continue to operate a 

CMV engaged in intrastate commerce if the following three conditions are met: (1) The driver was qualified under 

existing State law or regulations at the time the State adopted physical qualification standards compatible with the 

Federal standards in 49 CFR 391.41. (2) The otherwise nonqualifying medical or physical condition has not substantially 

worsened. (3) No other nonqualifying medical or physical condition has developed. The State may adopt or continue 

programs granting variances to intrastate drivers with medical or physical conditions that would otherwise be 

nonqualifying under the Stateís equivalent of 49 CFR 391.41 if the variances are based on sound medical judgment 

combined with appropriate performance standards enduring no adverse affect on safety. 

g A State may exempt a CMV from all or part of its laws or regulations applicable to intrastate commerce provided that 

neither the GVW nor the GVWR (likewise neither the GCW nor the GCWR) of the vehicle equals or exceeds 11 801 

kilograms (26,001 pounds). However, a State may not exempt a CMV from such laws if the vehicle (1) transports 

hazardous materials requiring a placard; or (2) is designed or used to transport 16 or more people, including the driver. 

h CMV drivers engaged in intrastate commerce may be younger than 21 years but at least 18 years. 

Chapter 1
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Industry Exemptions. The tolerance guidelines contained in 49 CFR 350.341

permit exemptions from State motor carrier safety laws and regulations that apply to

specific industries operating exclusively in intrastate commerce. The tolerance guidelines

permit industry exemptions that were in effect in the States prior to 1988. The FMCSA

discourages exemptions for specific industries and has granted very few industry

exemptions since 1992 when the tolerance guidelines became effective. Although trucks

and drivers operating in these industries would be exempt from State regulations, the

vehicles and drivers would have to abide by other State vehicle and driver regulations,

such as those that apply to noncommercial vehicles. Additionally, States may have a ìsafe

vehicle clauseî in their State legislation that would prohibit the operation of trucks with

egregious safety problems.

Farm- and forestry-related intrastate commerce are frequently exempted from

State laws and regulations. As described earlier in this chapter, the South Carolina Public

Service Commission has no jurisdiction for safety purposes over persons engaged in

transporting farm products or forest products from the farm to the first market.12 In Texas,

Commercial Motor Vehicle Safety Standards may not apply to a vehicle transporting a

seed cotton module intrastate.13 Nebraska exempts from State regulations farm trucks

registered as 16 tons and under operating in a normal farming or ranching operation.14

Driver Age. Federal regulation requires commercial motor vehicle (CMV) drivers

engaged in interstate commerce to be at least 21 years old. However, CMV drivers

engaged wholly in intrastate commerce may be 18 years old.15 Data in the Commercial

Driver License Information System (CDLIS)16 indicate that as of June 1, 2001, drivers

under the age of 21 accounted for about one-third of 1 percent of the drivers listed in

CDLIS; out of more than 10 million drivers, 37,886 were under age 21. However, it is not

known how many of the drivers listed in CDLIS are actively driving a truck, and the

CDLIS does not contain data on CMV drivers who are not required to have a commercial

driverís license (CDL); for example, drivers of trucks with a GVWR less than 26,001

pounds.

12 South Carolina Code of Laws 58-23-1140.

13 Texas statutes, Chapter 644.052 Applicability of Rules.

14 Nebraska statutes 75-363.

15 Based on tolerance guidelines contained in 49 CFR 350.341.

16 CDLIS is a central clearinghouse and repository of information regarding the licensing and

identification of commercial driverís license holders within the United States.

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The majority of research on younger drivers has focused on passenger car drivers,

but little research has focused on the experience of younger truckdrivers. There is some

evidence that younger truckdrivers are overinvolved in accidents.17 California records

indicate that CDL drivers ages 16ñ19 have a higher fatal or injury accident rate (about 67

fatal or injury accidents per 1,000 licensed drivers) than drivers ages 20ñ24 (about 19 fatal

or injury accidents per 1,000 drivers).18 Accident rates presented in a 1996 report

published by the University of Michigan Transportation Research Institute (UMTRI)

suggest that younger Michigan CDL holders are overinvolved in accidents.19 Overall,

Michigan CDL holders had about 5 casualty involvements per 1,000 and about 40

property damage involvements per 1,000. Drivers ages 18ñ19 had about 28 casualty

involvements and 160 property damage involvements per 1,000. The 1996 UMTRI report

also identified driving problems among younger truckdrivers (ages 18ñ21), including

excessive and unsafe speed, overly aggressive driving (for example, following too

closely), failure to anticipate and provide for the unexpected actions of other road users,

failure to maintain proper vehicle control (as in low-speed turning and backing accidents),

and possible attentional overload. UMTRI also noted that some of these problems might

be overcome with training.

The FMCSA sought public comments on a proposal submitted by the Truckload

Carriers Association to initiate a pilot program that would allow individuals between the

ages of 18 and 21 to operate CMVs in interstate commerce.20 According to the

Association, this proposal was submitted to address a truckdriver shortage problem. Under

the Associationís proposal, individuals would be required to meet Federal, State, and/or

local laws and regulations related to physical requirements for truckdrivers without any

exemption (except age), pass a drug screening test administered by a certified driving

school, and possess a safe driving record. The proposed program would require 14 weeks

of classroom instruction and 8 weeks of behind-the-wheel training at a certified school.

Following completion of school, the student would attend a ìfinishing programî21 at a

17 (a) K. Campbell, ìFatal Accident Rates by Driver Age for Large Trucks,î Accident Analysis and

Prevention Vol. 23, No. 4 (1991): 287ñ295, cited in D. Blower, The Accident Experience of Younger Truck

Drivers (Ann Arbor, MI: Center for National Truck Statistics, University of Michigan Transportation

Research Institute, 1996). Prepared for the Trucking Research Institute and the Great Lakes Center for Truck

and Transit Research. (b) D. Blower, R. Lyles, K. Campbell, P. Stamatiadis, The Michigan Heavy Truck

Study, UMTRI-90-1 (Ann Arbor, MI: University of Michigan Transportation Research Institute, 1993), cited

in D. Blower, The Accident Experience of Younger Truck Drivers (Ann Arbor, MI: Center for National Truck

Statistics, University of Michigan Transportation Research Institute, 1996). Prepared for the Trucking

Research Institute and the Great Lakes Center for Truck and Transit Research.

18 Letter dated May 9, 2001, from the State of California; Business, Transportation, and Housing

Agency; Department of Motor Vehicles; Licensing Operations Division, P.O. Box 932345, Sacramento,

California 94232-3450 to the U.S. Department of Transportation regarding Docket FMCSA-2000-8410,

ìRequest for Comments on Proposal to Allow Drivers Under 21 to Operate a Commercial Motor Vehicle.î

19 D. Blower, The Accident Experience of Younger Truck Drivers (Ann Arbor, MI: Center for National

Truck Statistics, University of Michigan Transportation Research Institute, 1996). Prepared for the Trucking

Research Institute and the Great Lakes Center for Truck and Transit Research.

20 Federal Register Vol. 66, No. 34, dated February 20, 2001, pp. 10935ñ10938. The comment period

closed May 21, 2001, and the FMCSA is reviewing submitted comments.

21 A course of instruction and on-the-job training offered by motor carriers.

Chapter 1
11 Safety Report

carrier participating in the pilot program working with a driver-trainer for at least 8 weeks,

spend another 18 weeks in a team operation, and be monitored22 until age 21.

Hours of Service. Current Federal regulations state that drivers engaged in

interstate commerce may not drive more than 10 hours or be on duty more than 15 hours

following 8 consecutive hours off duty. Drivers may not drive after being on duty 60 hours

in 7 consecutive days or 70 hours in 8 consecutive days. However, the tolerance

guidelines in 49 CFR 350.341 allow States to vary the hours-of-service (HOS) regulations

so that drivers engaged in intrastate commerce (a) may drive for 12 hours but cannot be on

duty for more than 16 hours, and (b) are prohibited from driving if they have been on duty

70 hours in 7 consecutive days or 80 hours in 8 consecutive days.

On February 8, 2000, the Acting Deputy Administrator of the FMCSA issued a

policy memorandum to FMCSA Area Administrators and State Directors explaining the

FMCSAís jurisdiction over intrastate operations of motor carriers and drivers that

sometimes operate interstate. The memorandum said that drivers who operate in intrastate

commerce must be in compliance with 49 CFR Part 395 before, during, and after interstate

trips, essentially stating that drivers who operate both interstate and intrastate must abide

by the Federal regulations even though the States may permit variances for intrastate

drivers.23 The memo establishes a consistent national policy with a 14/15-day rule; that is,

any driver who begins a trip in interstate commerce must (1) continue to meet the

requirements of 49 CFR 395.3(a) and (b) through the end of the next 7 or 8 consecutive

days,24 and (2) have in his possession a copy of duty status records for the previous

7 consecutive days, unless the driver meets the provisions of 49 CFR 395.1(e).25

The FMCSA published a notice of proposed rulemaking (NPRM) on May 2,

2000.26 The NPRM proposed to eliminate the variance in the tolerance guidelines (49 CFR

350.341) that permits extended driving and on-duty time for drivers engaged in intrastate

commerce. The notice proposed five different types of drivers: type 1, long haul; type 2,

regional; type 3, local split shift; type 4, local pickup and delivery; and type 5, primary

work not driving. Although truckdrivers engaged in intrastate commerce could be

classified as any of these driver types for any particular trip, many of the drivers engaged

in intrastate commerce would likely fall under type 4 (local pickup and delivery) or type 5

(primary work not driving). Type 4 drivers would be allowed to be on duty for 12 hours

followed by 12 hours off duty. Type 5 drivers would be allowed to be on duty for up to 13

22 The monitoring would include face-to-face meetings every 3 months, monthly reviews of the

studentís driver logs, regular analysis of the maintenance records for the truck operated by the younger

driver, and immediate temporary or permanent suspension from driving in the event of any crashes, moving

violations, or out-of-service (OOS) violations.

23 Federal Register Vol. 46, dated July 23, 1981, p. 37902; and Federal Register Vol. 63, dated April 4,

1997, p. 16370. The memo referenced notices in the 1981 and 1997 Federal Register that indicated the

FMCSA has jurisdiction over drivers who transport or who could be called upon to transport a shipment in

interstate commerce for a 4-month period.

24 Determined by whether the driver works 70 hours in 7 days or 80 hours in 8 days.

25 Pertains only to drivers who operate within a 100-air-mile radius of the motor carrierís base of

operation.

26 An advance NPRM was published in November 1996.

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hours and drive for not more than 5 hours. The type 5 drivers would be allowed 78 hours

of on-duty time in 6 consecutive days whereas all other driver types would be allowed 60

hours on-duty time.

The NPRM also proposed requirements for the use of on-board recorders in

commercial motor vehicles used by drivers in long-haul and regional operations. Onboard recorders would not be required for type 3, 4, and 5 drivers and, therefore, it is

probable that many of the drivers engaged in intrastate commerce would not be affected

by this requirement. In lieu of on-board recorders, timecards required by the U.S.

Department of Labor (with some revisions) are proposed to be the mechanism to enforce

HOS requirements for type 3, 4, and 5 drivers.

The Safety Board submitted comments on the NPRM on March 14, 2001,

indicating that although it was pleased with certain aspects of the proposed regulations,

including the provisions to place drivers on a 24-hour schedule and increase the off-duty

time requirements, the Board was concerned that the proposed rule would be difficult to

enforce given the delineation of the five types of CMV drivers. The Board also noted the

inconsistent requirements for the use of on-board recorders and concern that the rule

would pose significant problems for the bus industry. Congress placed a 1-year

moratorium, effective October 23, 2000, on the FMCSAís efforts to impose new HOS

regulations. In the interim, the DOT continued to conduct more research on truckdriver

fatigue but could not proceed with rulemaking. The FMCSA is currently performing an

evaluation, including a cost/benefit analysis, of HOS regulations.

Driver Physical Qualifications. Title 49 CFR 391.41 requires CMV drivers to

meet certain driver physical qualifications, including standards for physical impairment of

extremities, vision and hearing requirements, and debilitating medical conditions (table 1ñ

3). The tolerance guidelines in Section 350.341 permit exemptions to these requirements

if any of the following three conditions are met: (1) the driver was qualified under existing

State law or regulation at the time the State adopted physical qualification standards

compatible with Federal regulations; (2) the otherwise nonqualifying medical or physical

condition has not substantially worsened; and (3) no other nonqualifying medical or

physical condition has developed. Further, the State may adopt programs or continue to

grant waivers to drivers in intrastate commerce if the waivers are based on sound medical

judgment combined with appropriate performance standards ensuring no adverse impact

on safety.27

27 49 CFR 391.49 permits the FMCSA to grant waivers to drivers who do not meet the physical and

medical standards in paragraph 391.41(b)(1) or (b)(2).

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Table 1ñ3. Summary of the current Federal regulations concerning physical 

qualifications of commercial motor vehicle (CMV) drivers (Title 49 Code of Federal 

Regulations Part 391.41). 

• No loss of a foot, a leg, a hand, or an arm, or has been granted a skill performance evaluation.

• No impairment of:

 • A hand or finger which interferes with prehension or power grasping; 

 • An arm, foot, or leg which interferes with the ability to perform normal tasks associated with 

operating a CMV; or any other significant limb defect or limitation which interferes with the ability to 

perform normal tasks associated with operating a CMV; or has been granted a skill performance 

evaluation. 

• No established medical history or clinical diagnosis of diabetes mellitus currently requiring insulin for

control. 

• No current clinical diagnosis of myocardial infarction, angina pectoris, coronary insufficiency,

thrombosis, or any other cardiovascular disease of a variety known to be accompanied by syncope, 

dyspnea, collapse, or congestive cardiac failure. 

• No established medical history or clinical diagnosis of a respiratory dysfunction likely to interfere with

his/her ability to control and drive a CMV safely. 

• No current clinical diagnosis of high blood pressure likely to interfere with his/her ability to operate a

CMV safely. 

• No established medical history or clinical diagnosis of rheumatic, arthritic, orthopedic, muscular,

neuromuscular, or vascular disease which interferes with his/her ability to control and operate a CMV. 

• No established medical history or clinical diagnosis of epilepsy or any other condition which is likely to

cause loss of consciousness or any loss of ability to control a CMV. 

• No mental, nervous, organic, or functional disease or psychiatric disorder likely to interfere with his/her

ability to drive a CMV safely. 

• Has distant visual acuity of at least 20/40 (Snellen) in each eye without corrective lenses or visual

acuity separately corrected to 20/40 (Snellen) or better with corrective lenses, distant binocular acuity 

of at least 20/40 (Snellen) in both eyes with or without corrective lenses, field of vision of at least 70° in 

the horizontal meridian of each eye, and the ability to recognize the colors of traffic signals and devices

showing standard red, green, and amber. 

• First perceives a forced whispered voice in the better ear at not less than 5 feet with or without the use 

of a hearing aid or, if tested by use of an audiometric device, does not have an average hearing loss in 

the better ear greater than 40 decibels at 500 Hz, 1,000 Hz, and 2,000 Hz with or without a hearing aid 

when the audiometric device is calibrated to American National Standard Z24.5ñ1951. 

• Does not use a controlled substance identified in 21 CFR 1308.11 Schedule 1, an amphetamine, a 

narcotic, or any other habit-forming drug unless prescribed by a licensed medical practitioner familiar 

with the driverís medical history and has advised the driver that it will not adversely affect his ability to 

operate the CMV. 

• No current clinical diagnosis of alcoholism.

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Several States provide exemptions to the regulations contained in 49 CFR 391.41.

For example, in Delaware, a person who is not physically qualified to drive under Section

391.41 and who is otherwise qualified to drive a motor vehicle may operate a motor

vehicle over 26,000 pounds within the State (except passenger carriers and vehicles

transporting hazardous materials required to be placarded); the driver will be exempt from

the physical examination requirements of Section 391.41 after certifying to the Stateís

Secretary of Public Safety that he (1) was employed on a full-time basis in the operation of

motor vehicles with a GVWR over 26,000 pounds prior to July 19, 1985; and (2) has not

incurred three serious moving violations in a commercial vehicle since July 19, 1985.28

Illinois exempts a driver from Section 391.41(b)(10), which addresses visual acuity, if the

driver was employed and licensed immediately prior to July 29, 1986.29

The actual number of waivers from physical requirements granted by the States to

drivers in intrastate commerce is unknown, ìbecause the States do not keep track of their

waivers.î30 The FMCSA issues waivers, skill performance evaluations (SPEs), and

exemptions to drivers engaged in interstate commerce; the agency estimates that about

2,300 drivers are currently driving with waivers or SPEs.31 The FMCSAís Health and

Safety Specialist indicated to the Safety Board that data collected over a 6-year period on

drivers with vision waivers and data collected over a 3-year period on drivers with

diabetes waivers show that the drivers with the waivers were not any less safe than the

drivers in the General Estimates System (GES).32

Gross Vehicle Weight Rating. Unless a vehicle transports hazardous materials

requiring a placard or is designed or used to transport 16 or more people including the

driver, a State may exempt from all or part of its regulations commercial motor vehicles

with a gross vehicle weight (GVW), gross vehicle weight rating (GVWR), or gross

28 Delaware statutes, Title 21, Chapter 47, Section 4704.

29 (a) Illinois statutes, Chapter 625 S5/18bñ105. (b) These drivers would still have to pass a vision test

required to obtain a driverís license in Illinois and would have to have a good driving record.

30 Testimony of the FMCSAís Health and Safety Specialist at the Safety Boardís public hearing on the

effectiveness of commercial driver oversight programs, New Orleans, Louisiana, January 2000. In the

testimony, the Health and Safety Specialist stated that about 2,315 drivers received waivers from physical

requirements; about 2,200 vision waivers and 115 diabetes waivers were issued by the FMCSA to drivers

not meeting the vision and diabetes regulations.

31 (a) The FMCSA issues SPEs, exemptions, and waivers for various medical factors. SPEs qualify

individuals who have a loss or impairment of a limb that would not otherwise prevent him or her from

operating a commercial motor vehicle. Exemptions are defined as temporary regulatory relief from one or

more FMCSRs given to a person or class of persons subject to the regulations or persons who intend to

engage in an activity that would make them subject to the regulations. An exemption from the commercial

driver fitness regulations provides the person or class of persons with relief from the regulations for up to

2 years and may be renewed. The FMCSA is considering exemptions only from the visual requirements at

this time. A waiver is a temporary relief from one or more FMCSRs given to a person subject to the

regulations or given to a person who intends to engage in an activity subject to the regulations. A waiver

provides the person with relief from the regulations for up to 3 months. About 1,800 drivers are currently

driving under an SPE, and 500 drivers are currently driving with a exemption to the vision requirements.

(Safety Board staff communication with FMSCA staff, November 5, 2001.)

32 GES is a probability-based nationally representative sample of about 50,000 crashes selected each

year from all police-reported fatal, injury, and property-damage-only crashes. The GES database is

maintained by the National Highway Traffic Safety Administration (NHTSA).

Chapter 1
15 Safety Report

combination weight rating (GCWR) less than 26,001 pounds (49 CFR 350.341).33 For

example, in Vermont, a vehicle engaged in intrastate commerce with a GVWR less than

26,000 pounds would not be subject to portions of the State regulations.34 In Arizona, a

vehicle engaged in intrastate commerce with a GVWR less than 18,001 pounds would not

be subject to some State regulations.35 Although these vehicles are not subject to

commercial motor carrier laws, they would still be subject to other State vehicle laws.

According to the Vehicle Inventory and Use Survey (VIUS), about 3 percent of the

registered trucks weigh more than 10,000 pounds and less than 26,001 pounds (an

estimated 2,164,800 trucks).36 Of these trucks with a weight between 10,000 and 26,001

pounds, the primary operator classification for about 1,177,800 trucks is private business

use; for 118,500 trucks, the primary operator classification is for-hire. Information on

interstate and intrastate jurisdiction is collected only on for-hire operators, and about

28,600 of the trucks between 10,000 and 26,001 pounds are under intrastate jurisdiction.

Previous Safety Board Recommendations

Since the 1990s, the Safety Board has issued several safety recommendations

pertaining to commercial motor vehicle safety. This section discusses Safety Board

recommendations applicable to intrastate motor carriers and intrastate commerce.

Alcohol and Drug Testing

The Safety Board has addressed alcohol and drug use by commercial motor

vehicle drivers in the past, including those of intrastate motor carriers. In conjunction with

its 1990 study on fatal-to-the-driver heavy truck accidents,37 the Safety Board

recommended that the FHWA revise and amend Federal requirements pertaining to

alcohol and drug testing of CMV drivers (Safety Recommendations H-90-17 through -20)

and that the States take similar action with intrastate motor carriers in the interim (Safety

Recommendations H-90-44 through -47). These recommendations are shown in table 1ñ4.

The FHWA subsequently took actions that met the intent of the recommendations, and on

33 Gross vehicle weight rating means the value specified by the manufacturer as the loaded weight of a

single motor vehicle. Gross combination weight rating means the value specified by the manufacturer as the

loaded weight of a combination (articulated) motor vehicle. In the absence of a value specified by the

manufacturer, GCWR will be determined by adding the GVWR of the power unit and the total weight of the

towed unit and any load thereon.

34 Vermont Code of Laws title 23, chapter 23, section 4103.

35 Arizona Code of Laws title 17, chapter 5, section R17-5-203.

36 The VIUS provides information on the physical and operational characteristics of the Nationís truck

population. It is conducted by the U.S. Census Bureau every 5 years, covering years ending in 2 or 7. The

data presented here are for 1997. The sample includes pickup trucks, vans, minivans, and panel trucks; light

single-unit trucks (GVW<26,000 pounds); heavy single-unit trucks (GVW >26,000 pounds); and trucktractors.

37 National Transportation Safety Board, Fatigue, Alcohol, Other Drugs, and Medical Factors in Fatalto-the-Driver Heavy Truck Crashes, Safety Study NTSB/SS-90/01 and NTSB/SS-90/02 (Washington, DC:

NTSB, 1990). 2 Vols.

Chapter 1
16 Safety Report

April 20, 1994, the Safety Board classified Safety Recommendations H-90-17, H-90-19,

and H-90-20 ìClosedóAcceptable Alternate Actionî and H-90-18 ìClosedóAcceptable

Action.î Because FHWAís actions addressed the issues at the Federal level, the Safety

Board classified Safety Recommendations H-90-44 through -47 to the States ìClosedó

No Longer Applicableî on April 9, 2001.

Table 1ñ4. Alcohol- and drug use-related safety recommendations issued as a result of 

the National Transportation Safety Boardís 1990 safety study on fatal-to-the-driver heavy

truck accidents.a

Recipient and 

recommendation 

number Safety recommendation 

Federal Highway 

Administration: 

H-90-17 Require pre-employment alcohol and other drug tests on all drivers of commercial 

trucks with a gross vehicle weight rating of 10,000 pounds and above as a condition of

employment. 

H-90-18 Amend 49 CFR 391.21 ìApplication for employmentî and 391.23 ìInvestigations and 

inquiriesî to include a complete review of alcohol and other drug abuse treatment 

history prior to employment as a commercial truck driver. 

H-90-19 Require commercial truck driver applicants with a prior history of drug and/or alcohol 

abuse to complete a certified treatment program and obtain a physicianís evaluation of

substance abuse and dependency. 

H-90-20 Require close supervision, including frequent, unannounced drug testing, for an 

appropriate period, of commercial truck drivers with an identified alcohol or other drug 

abuse problem. Such testing should be sufficiently frequent to create the likelihood of 

detection if the person uses drugs of abuse. 

 

The States and 

U.S. territories: 

H-90-44 Require intrastate motor carriers in your State to perform pre-employment alcohol and 

other drug tests for all applicants seeking to work as drivers of commercial trucks 

weighing over 10,000 pounds GVWR. 

H-90-45 Require intrastate motor carriers in your State to review the alcohol/drug abuse 

treatment history of all applicants seeking work as commercial truck drivers. 

H-90-46 Require intrastate motor carriers in your State to obtain proof that applicants seeking 

work as commercial truck drivers, who have had a history of alcohol/drug abuse, have

successfully completed a certified treatment program and obtained a physicianís 

evaluation of substance abuse and dependency. 

H-90-47 Require intrastate motor carriers in your State to require close supervision, including 

frequent unannounced drug testing, for an appropriate period, of commercial truck 

drivers with an identified alcohol or other drug abuse problem. Such testing should be 

sufficiently frequent to create the likelihood of detection if the person uses drugs of 

abuse. 

a National Transportation Safety Board, Fatigue, Alcohol, Other Drugs, and Medical Factors in Fatal-to-the-Driver Heavy 

Truck Crashes, Safety Study NTSB/SS-90/01 and NTSB/SS-90/02 (Washington, DC: NTSB, 1990). 2 Vols. 

Chapter 1
17 Safety Report

On-board Recorders

Also in the 1990 safety study, the Safety Board recommended that the States, the

Commonwealth of Puerto Rico, the Virgin Islands, and the territories

Require intrastate motor carriers in your jurisdiction to require automated/tamperproof on-board recording devices such as tachographs or computerized logs to

identify commercial truck drivers who exceed hours-of-service regulations. (H90-48)

The Safety Board classified H-90-48 ìClosedóUnacceptable Action/No Response

Receivedî because of the lack of progress at the State level. At the time H-90-48 was

issued, the Board issued a similar recommendation to the FHWA:

Require automated/tamper-proof on-board recording devices such as tachographs

or computerized logs to identify commercial truck drivers who exceed hours-ofservice regulations. (H-90-28)

On July 7, 1998, the Safety Board classified Safety Recommendation H-90-28 ìClosedó

Unacceptable Actionî for FHWAís failure to require tachographs or computerized logs in

CMVs.

Medical Requirements

The Safety Board addressed medical certification requirements in its investigation

of a motorcoach accident that occurred in New Orleans, Louisiana, on May 9, 1999. On

September 10, 2001, the Safety Board asked the American Association of Motor Vehicle

Administrators to

Urge its member States to develop a comprehensive medical oversight program

for intrastate commercial drivers that contains the following program elements:

ï Individuals performing medical examinations for drivers are qualified to

do so and are educated about occupational issues for drivers.

ï A tracking mechanism is established that ensures that every prior

application by an individual for medical certification is recorded and

reviewed.

ï Medical certification regulations are updated periodically to permit

trained examiners to clearly determine whether drivers with common

medical conditions should be issued a medical certificate.

ï Individuals performing examinations have specific guidance and a readily

identifiable source of information for questions on such examinations.

ï The review process prevents, or identifies and corrects, the inappropriate

issuance of medical certification.

ï Enforcement authorities can identify invalid medical certification during

safety inspections and routine stops.

ï Enforcement authorities can prevent an uncertified driver from driving

until an appropriate medical examination takes place.

Chapter 1
18 Safety Report

ï Mechanisms for reporting medical conditions to the medical certification

and reviewing authority and for evaluating these conditions between

medical certification exams are in place. (H-01-26)

Individuals, health care providers, and employers are aware of these mechanisms. This

recommendation is currently classified ìOpenóAwait Response.î

Chapter 1
19 Safety Report

Chapter 2

Data Sources

Three databases were examined for this report: (1) the Motor Carrier Management

Information System (MCMIS)38 census file, (2) the MCMIS crash file, and (3) Trucks

Involved in Fatal Accidents (TIFA).39 The distinction between interstate and intrastate in

these sources is based on operations of the motor carrier (that is, whether the motor carrier

is an interstate motor carrier registered with the FMCSA or an intrastate motor carrier

registered with the State) rather than the type of commerce the truck and driver transport.

The Safety Board also examined U.S. roadside inspection data for commercial trucks and

conducted a survey of intrastate motor carriers to obtain additional operating information.

Databases

MCMIS Census File

The FMCSA uses the MCMIS census file to track motor carrier safety

performance and to assess nationwide motor carrier safety trends. Each census record

contains identifying information (such as name and address), business/operation data

(operation classification and type of business), cargo classification (type of cargo hauled),

hazardous materials transported, equipment and driver data (such as number of trucks

owned, term-leased or trip-leased, and number of drivers), and carrier review data (such as

the most recent review date, accident rate, and safety rating).

As of November 2001, the MCMIS census file contained records for about

705,258 active motor carriers and hazardous materials shippers.40 According to the

definitions of census data elements, carrier operations ìidentifies the carrier as being

engaged in interstate, intrastate hazardous material, or intrastate non-hazardous material

transport activities.î41 The census file contains records for 68,993 intrastate, nonhazardous

materials, nonbus carriers and 532,199 interstate nonhazardous materials, nonbus carriers.

38 The MCMIS is a computerized system whereby the FMCSA maintains a comprehensive record of

the safety performance of the motor carriers (truck and bus) and hazardous materials shippers that are

subject to the FMCSRs or to the HMRs. The MCMIS contains census, crash, inspection, enforcement, and

compliance review information.

39 TIFA is maintained by the University of Michigan Transportation Research Institute (UMTRI).

40 A record is considered inactive if the entity is no longer in business or is no longer subject to the

FMCSRs or the HMRs. (U.S. Department of Transportation, Federal Highway Administration, Office of

Motor Carriers, ìMotor Carrier Management Information System (MCMIS) Census File Documentationî

(Washington, DC: OMC, July 1998).)

41 Federal Highway Administration, ìMotor Carrier Management Information System Census File

Documentationî (Washington, DC: FHWA, March 1999).
20 Safety Report

To improve the accuracy of its data, the FMCSA issued an interim final rule on

November 24, 2000,42 requiring interstate motor carriers to periodically file an update of

their information contained in the MCMIS census file.43

The FMCSA maintains a census of interstate motor carriers but not of intrastate

carriers. Currently, States maintain their own records of intrastate motor carriers.44 Hence,

there is no national census information available on intrastate carriers. The FMCSA,

however, is currently implementing a voluntary registration program to include intrastate

motor carriers in its census file. At present, 17 States45 are participating in the voluntary

program to issue USDOT numbers, with a State suffix, to intrastate carriers; the number

with the State suffix identifies a carrier as an intrastate carrier. Of the 17 States, 13 issue

the numbers to both for-hire and private intrastate carriers whereas 4 of the 17 States

(Georgia, Iowa, Missouri, and Washington) issue USDOT numbers with a State suffix

only to for-hire intrastate carriers. The Federal requirement for interstate motor carriers to

periodically update their information in the census file does not apply to intrastate carriers.

MCMIS Crash File

The MCMIS crash file contains data from State police crash reports involving

drivers and vehicles of motor carriers operating in the United States.46 Uniform data

elements were developed by the National Governors Association (NGA). A reportable

crash as defined by the NGA must involve a truck (a vehicle designed, used, or maintained

primarily for carrying property that has at least two axles and six tires), or a bus (a vehicle

with seats for at least 16 people, including the driver). The crash must result in at least one

fatality, or at least one injury for which the person injured is taken to a medical facility for

immediate medical attention, or result in at least one vehicle being towed from the scene

because of disabling crash damage.

The MCMIS crash file uses carrier operation information from the police accident

report, rather than type of commerce, to differentiate between interstate and intrastate.

Crash data for 732,800 cases, reported for calendar years 1993 to 2001,47 were examined

for the Safety Boardís report. To keep the examination focused, the Board excluded from

analysis accidents involving trucks placarded for hazardous materials and accidents

involving commercial buses.

42 Federal Register Vol. 65, No. 227, dated November 24, 2000, pp. 70509ñ70514.

43 About 55 percent of the responses to the Safety Boardís motor carrier survey (discussed later in this

chapter) reflected differences in the information on carrier classification (private or for-hire) and carrier size

than the information provided in the MCMIS census file.

44 Some States maintain information on for-hire and private carriers and some maintain information

only on for-hire carriers.

45 Colorado, Connecticut, Florida, Georgia, Idaho, Indiana, Iowa, Kansas, Kentucky, Maine, Missouri,

Nebraska, Oklahoma, Oregon, Utah, Washington, and Wyoming. Of the 68,993 carriers in the MCMIS

census file, 61,844 (90 percent) are from these 17 States.

46 The crash data are entered into the Safetynet system, which all States must use as a condition of

participating in MCSAP. Safetynet links safety information among the States.

47 In 1993, the responsibility for reporting accidents shifted from the motor carrier to the States. The

crash data are current through November 2001.

Chapter 2
21 Safety Report

The MCMIS crash file is intended to be a census of trucks and buses involved in

fatal, injury, and towaway crashes, but some States do not report all NGA-defined

reportable crashes.48 Based on comparisons of the number of fatal accidents reported in

the Fatality Analysis Reporting System (FARS) and the estimates of accidents from the

GES, the FMCSA estimates that for 1998, about 66 percent of the reports on trucks

involved in NGA-reportable crashes and about 77 percent of the cases in FARS were

reported by the States to the MCMIS crash file.49

Trucks Involved in Fatal Accidents

The TIFA database maintained by UMTRI contains accident variables, vehicle

variables (for the truck), and occupant variables (for the driver of the truck) from FARS,

which are supplemented with data collected through State police reports and telephone

interviews. The supplemental TIFA survey data include information on the cab style of the

power unit; the weights, lengths, and axle counts of all units; trailer type, cargo body type,

cargo type, and cargo weights; and the carrier operation and classification. TIFA data

examined for the Safety Boardís report are for calendar years 1991 through 1999.50 These

analyses were conducted on 36,984 trucks (10,479 from intrastate carriers and 26,505

from interstate carriers) from the weighted sample51 of data.

The coding for TIFA for the variable ìarea of operationî is interstate, intrastate,

government-owned, daily rental, and unknown.52 Coding is derived by asking the

following questions: (1) Was the truck either a daily rental or government-owned? (2) If

not, within 12 months before the accident, did any of your trucks carry goods interstate

(across State lines)? If the answer to question (2) is ìyes,î the carrier is coded as interstate;

thus, the categories of interstate and intrastate within TIFA refer to the carrierís operation

rather than to the type of commerce the truck is involved in on that accident trip.

48 Federal Motor Carrier Safety Administration, Large Truck Crash Profile: The 1998 National Picture

(Washington, DC: FMCSA, January 2000).

49 FARS is maintained by the U.S. Department of Transportation, National Highway Traffic Safety

Administration (NHTSA). FARS is a census of crashes involving any motor vehicle traveling on a public

highway involved in a fatal accident.

50 Because of funding restrictions, the 1997 TIFA telephone interview data collection on straight trucks

was limited to configuration, axle counts, cargo body type and length, and the type of cargo.

51 The supplemental data collected by UMTRI for TIFA are collected on a sample of vehicles from the

FARS data. The data are then weighted to achieve the best estimates of the true number of cases in the

population. The weighted frequencies are the appropriate numbers to use for analytic and/or descriptive

purposes.

52 All Safety Board analyses using the TIFA data include interstate and intrastate carriers. The Safety

Board excluded from its analyses the TIFA categories of government-owned, daily rental, and unknown.

Chapter 2
22 Safety Report

U.S. Roadside Inspection Data

Roadside inspections are performed to remove unsafe trucks and drivers from the

roadways. The inspections are conducted in accordance with the North American

standard53 developed by the Commercial Vehicle Safety Alliance (CVSA)54 and the

FMCSA. The standards establish national uniform inspection procedures and out-ofservice (OOS) criteria for removing unsafe vehicles and drivers from the roadways.

Vehicles and drivers that do not meet the OOS standards must remain out of service for a

specific period of time or until the defect is corrected.

The FMCSA provided data for fiscal years 1997 to 2000 (October 1, 1996, through

September 30, 1999). The data include the number of inspections conducted by State

officials in each State, the number of OOS vehicles and drivers, the number of inspections

and OOS vehicles and drivers by inspection level, and the specific reasons for placing a

vehicle or driver OOS. The FMCSA provided data separately for intrastate and interstate

carriers. During this period, 6,016,014 inspections were conducted on drivers/vehicles of

nonhazardous material carriers (730,393 intrastate carriers and 5,285,621 interstate

carriers).

Motor Carrier Survey

To gain a broader perspective of the trucking industry as a whole, the Safety Board

surveyed, by a mailed questionnaire,55 motor carriers about their intrastate (and interstate,

if applicable56) operations. Basic information on the carrier, vehicles, and drivers was

collected. Before the questionnaire was distributed to motor carriers, it was reviewed by

representatives from State transportation departments, the U.S. Department of

Transportation, the American Trucking Associations, and the National Private Truck

Council.

53 The method used by State safety inspectors to conduct safety inspections of commercial motor

vehicles. There are six levels of inspection: I, North American standard inspection, which involves a

complete truck and driver inspection; II, walk-around driver/vehicle inspection; III, driver-only inspection;

IV, special inspection; V, vehicle-only inspection; and VI, enhanced North American standard inspection for

radioactive shipments.

54 The CVSA is an association of States, Canadian Provinces, and Mexico whose members agree to

adopt these standards for inspecting commercial motor vehicles in their jurisdiction.

55 Office of Management and Budget approval number OMB 3147-0020.

56 Although the motor carriers who received the questionnaire were listed as intrastate carriers in the

MCMIS census file, the Safety Board was aware of inaccuracies in the database. Therefore, carriers were

asked about their intrastate and interstate operations.

Chapter 2
23 Safety Report

The questionnaire was mailed to 3,000 carriers listed as intrastate carriers in the

MCMIS census file. The sample was stratified by company size (1 driver, 2ñ6 drivers, 7ñ

19 drivers, and 20 or more drivers) and carrier classification (for-hire or private).57 One

thousand questionnaires were sent to for-hire companies and 2,000 to private companies.

Questionnaires were sent to all of the carriers with 20 or more drivers and to 50 percent of

the carriers with 7ñ19 drivers; the remainder of the questionnaires were split between

companies with 1 driver and 2ñ6 drivers (table 2ñ1).

A total of 491 questionnaires were returned from intrastate-only carriers,

representing a 16-percent response rate.58 Table 2ñ1 shows the response rates based on

carrier classification and carrier size indicated in the MCMIS census file. Table 2ñ2 shows

the responses stratified by carrier classification and size based on information provided by

the carriers on their returned questionnaires. The Safety Board recognizes that the

responses may not be representative of the industry as a whole; however, the Board

believes that the survey provides insight into the industry and is useful to identify

operational characteristics that might warrant further examination.

57 When the questionnaire was mailed in 1999, the MCMIS census file contained information on about

30,000 intrastate carriers. Fifty-two percent of the carriers were small, 1-driver carriers; 42 percent

employed 2ñ6 drivers; 5 percent employed 7ñ19 drivers; and 1 percent employed more than 20 drivers.

About one-third of the carriers were classified as for-hire, and about two-thirds were classified as private.

The Safety Board does not purport that this distribution represents the classification of all intrastate carriers.

58 Another 54 carriers who conducted both interstate and intrastate operations responded to the survey;

these responses are not included in the Safety Boardís examination of the survey data of intrastate carrier

operations. Of the 54 carriers, 42 provided information on their interstate operations.

Chapter 2
24 Safety Report

Table 2ñ1. Sampling scheme for the National Transportation Safety Boardís 

1999 survey of motor carriers who were listed as intrastate carriers in the MCMIS 

census file, and the number who responded.a

 Carrier size, as listed in the MCMIS census file 

Item and motor carrier 

classification, as listed in 

the MCMIS census file 1 driver 2ñ6 drivers

7ñ19 

drivers 

20 or more 

drivers Total 

Number of carriers to whom 

the questionnaire was mailed: 

 

For-hire 332 332 220 116 1,000 

Private 645 645 466 244 2,000 

 Total 977 977 686 360 3,000 

Number of carriers 

who responded: 

 

For-hire 42 43 37 21 143 

b(13) (13) (17) (18) (14) 

Private 87 97 78 37 299 

 (13) (15) (17) (15) (15) 

 Total 129 140 115 58 c442 

 (13) (14) (17) (16) (15) 

a MCMIS = Motor Carrier Management Information System, which is maintained by the Federal Motor Carrier Safety 

Administration. 

b The numbers in parentheses indicate the percent of carriers of that classification and size who responded to the 

questionnaire; for example, 42 (or 13 percent) of the 332 for-hire carriers with 1 driver. 

c A total of 491 carriers (16 percent) responded and indicated they conduct intrastate commerce only. For 49 of the 

491, the Safety Board was unable to determine the carrier classification and size as listed in the MCMIS census file; 

consequently, the 49 have been excluded from the numbers who responded. 

Table 2ñ2. Carrier classification and size as indicated by the intrastate motor carriers 

who responded to the National Transportation Safety Boardís 1999 survey. 

 Carrier size, as indicated by the carrier 

Motor carrier classification, 

as indicated by the carrier 1 driver 2ñ6 drivers

7ñ19 

drivers 

20 or more 

drivers Total 

For-hire 30 27 17 14 88 

Private 86 125 51 31 293 

Both types 22 25 21 3 71 

Other type 3 5 1 1 10 

Total 141 182 90 49 a462 

a Of the 3,000 intrastate motor carriers to whom the questionnaire was mailed, 491 (16 percent) responded and 

indicated they conduct intrastate commerce only. Of the 491, 29 did not indicate the carrier classification and/or size; 

consequently, those 29 have been excluded from the numbers who responded. 

Chapter 2
25 Safety Report

Chapter 3

Results and Discussion:

Motor Carrier Operations and Accidents

This chapter compares characteristics of intrastate and interstate motor carrier

operations and accidents. The TIFA database and the MCMIS crash file were used to

obtain general descriptive statistics relevant to the accident-involved trucks. The MCMIS

census file, the Safety Boardís survey data, and other information were used to provide a

context in which to interpret the descriptive statistics.

Motor Carrier Data

The MCMIS census file contains 68,993 records on nonhazardous materials,

nonpassenger intrastate motor carriers (table 3ñ1).59 These intrastate carrier records

account for about 9.4 percent of the active records in the census file. However, it is very

likely that the number of intrastate motor carriers are underrepresented because (a) the

States that are issuing USDOT numbers with a State suffix are in various stages of

implementing the voluntary registration system; (b) not all States are registering private

carriers; and (c) some larger Statesófor example, Pennsylvania, Texas, and Californiaó

are not currently participating in the registration program.

Information in the MCMIS census file shows that intrastate carriers and interstate

motor carriers share many similarities in terms of their operating characteristics (appendix

B). In short, both intrastate and interstate motor carriers tend to own their vehicles and

equipment rather than lease them, have one to three power units in their fleet, and employ

one to six drivers. There are, however, a few differences between intrastate and interstate

carriers. Intrastate carriers are more likely to own straight trucks rather than tractors

whereas interstate carriers are more likely to own tractors. Although the carriers transport

similar types of cargo, intrastate carriers are more likely to haul construction and building

materials, machinery and large objects, and garbage whereas interstate carriers transport

more general freight, fresh produce, and refrigerated foods.

59 To keep the reportís focus on nonhazardous materials-, nonpassenger-carrying intrastate motor

carriers, the Safety Board selected only records for carriers identified as being engaged in intrastate,

nonhazardous materials transport and owning no buses. The data are provided for exploratory purposes.
26 Safety Report

According to the MCMIS census file, 53.5 percent of intrastate carriers are private

carriers and 41.3 percent are for-hire carriers.60 In comparison, 43.8 percent of interstate

carriers are private carriers and 45.6 are for-hire carriers. About half of the interstate forhire carriers report hauling general freight and almost 20 percent haul grain, feed, and hay,

which is proportionally more than reported for the intrastate carriers or the interstate

private carriers. Proportionally, intrastate private carriers haul the least amount of general

freight and are more likely to haul machinery and large objects and building materials.

Intrastate private and for-hire carriers and interstate private carriers report owning more

trucks than tractors whereas the interstate for-hire carriers own and operate more tractors.

Although the MCMIS census file contains truck information from the motor

carriers, the Safety Board is hesitant to rely on these data for reasons previously noted,

including outdated information. Data from VIUS indicate that in 1997,61 about 18 million

of all trucks were used in private business operations, and 1,059,700 were used in for-hire

60 (a) The numbers and percentages for private and for-hire intrastate carriers are based on the limited

sample of MCMIS census data from 17 States (see appendix B). (b) Other potential classifications include

U.S. mail, Federal government, State government, local government, Indian tribe. These are not included in

the percentages.

61 VIUS data are collected by the U.S. Census Bureau every 5 years.

Table 3ñ1. Number and percent of intrastate and interstate motor carriers 

as reported in the MCMIS census file.a

Item 

Intrastate carriers,

number (percent) 

Interstate carriers,

number (percent) 

Intrastate and interstate motor carriers, as reported in the 

MCMIS census file, November 2001 (n = 705,258)b

68,993 

(9.8) 

532,199 

(75.5)

Private 37,523 c(54.4)238,335 

c(44.8)

For-hire 27,503 

d(39.9) 

240,615 

d(45.2)

Intrastate and interstate motor carriers in the 17 States that 

issue USDOT numbers with a State suffix, as reported in the 

MCMIS census file, November 2001 (n = 259,909)e 

61,844 

(23.8) 

160,236 

(61.7) 

Private 33,116 

c(53.5)

70,248 

c(43.8)

For-hire 25,516 

d(41.3)

73,053 

d(45.6)

a MCMIS = Motor Carrier Management Information System, which is maintained by the Federal Motor Carrier Safety 

Administration. 

b Excludes bus and hazardous materials operators. An additional 106,066 (15.0 percent) active motor carriers are 

listed in the MCMIS census file. 

c Percent of the described carriers who are private carriers. 

d Percent of the described carriers for-hire carriers. 

e The 17 States are Colorado, Connecticut, Florida, Georgia, Idaho, Indiana, Iowa, Kansas, Kentucky, Maine, Missouri, 

Nebraska, Oklahoma, Oregon, Utah, Washington, and Wyoming. 

Chapter 3
27 Safety Report

operations.62 Of those in for-hire operations, 300,500 (28 percent) were under intrastate or

local jurisdiction. Further, trucks operated by interstate for-hire carriers accumulated more

average miles per truck (89,700 average miles per truck) than did trucks operated by

intrastate for-hire carriers (49,600 average miles per truck). VIUS does not provide

comparable information about private carriers.

Accident Data

The TIFA database shows that one-quarter of the trucks involved in fatal accidents

in 1991ñ1999 (10,479 of 41,177) were operated by intrastate carriers, and the MCMIS

crash file shows that 22.9 percent of the trucks involved in accidents in 1993ñNovember

2001 (168,171 of 732,800) were operated by intrastate carriers. In the 17 States that issue

USDOT numbers with a State suffix, about 25 percent of the fatal accident-involved

trucks were operated by intrastate carriers.

The characteristics of accident-involved trucks operated by intrastate carriers are

similar to those of the accident-involved trucks operated by interstate carriers (appendix

B). Regardless of the carrierís operation (intrastate or interstate), most of the accidentinvolved trucks were involved in accidents that

ï involved collisions with nonfixed objects (for example, a motor vehicle in

transport),

ï occurred on the roadway rather than a shoulder or median,

ï occurred at noninterchange rather than interchange areas,

ï occurred on straight roadways,

ï occurred on level roadways,

ï were not in construction zones,

ï were on blacktop, bituminous, or asphalt surfaces,

ï were on dry roadway surfaces,

ï occurred during the ìtypicalî work week of Monday through Friday, and

ï did not involve drinking or drugs.

Further, most of the accident-involved trucks

ï had a GVWR of at least 26,000 pounds, and

ï were operated by drivers who held valid licenses for their operation and were

not charged with a violation at the time of the accident.

62 If pickup trucks, panel trucks, minivans, sport utilities, and station wagons are excluded, then

4,327,100 trucks were used for private business and 938,600 were used in for-hire operations.

Chapter 3
28 Safety Report

Few accident- and vehicle-related factors are reported in the fatal records. Tires

and brakes were cited most frequently for trucks of both interstate and intrastate carriers;

however, they were cited proportionally more often for accident-involved trucks of

intrastate carriers.

Truck Characteristics

Truck Body Type. According to the MCMIS census file, intrastate carriers are

more likely to operate straight trucks whereas interstate carriers are more likely to operate

tractors.63 The respondents to the Safety Board survey of intrastate carriers also reported

owning more straight trucks than tractors. As expected, these body types were reflected in

data about fatal accidents: intrastate carrier trucks involved in fatal accidents were more

likely to be straight trucks (about 61.3 percent) whereas the interstate carrier trucks were

more likely to be tractors (83.7 percent). However, the truck body type involved in fatal

accidents was influenced by carrier classification (for-hire or private). Fatal accidentinvolved trucks operated by intrastate private carriers were more likely to be straight

trucks (71.1 percent) whereas fatal accident-involved tractors were more common for the

other operations and classifications: intrastate for-hire (60 percent), interstate for-hire

(93.5 percent), and interstate private, (58.5 percent) (figure 3ñ1).

It would be expected that the nature of the trucking business and types of cargo

hauled would be reflected in the types of trucks used by carriers and involved in accidents.

For instance, the Safety Boardís survey data indicated that many intrastate carriers

transport construction goods (28.9 percent) and building materials (10.8 percent), and

according to the MCMIS census file, more intrastate carriers report hauling construction

goods (17.8 percent), building materials (17.5 percent), and garbage (5.8 percent) than do

interstate carriers. Therefore, it is not unexpected to find that for intrastate carriers, dump

trucks and garbage trucks were involved in proportionally more fatal accidents than were

their other truck types (table 3ñ2). Similarly, more interstate carriers transport general

freight, which is more likely to be hauled by a van truck body type; therefore, it would be

reasonable to expect more van truck body types to be involved in the interstate carriersí

fatal accidents. 

Indeed, the TIFA data for 1991ñ1999 show that for interstate carriers, 28.5 percent

of their straight trucks and 42.2 percent of their trailers involved in a fatal accident were

the van body type; for intrastate carriers, 13.1 percent of their straight trucks and 13.2

percent of their trailers involved in a fatal accident were the van body type.

63 Two basic types of trucks (straight trucks and tractors) were distinguished. Within these basic types

are several different vehicle body types such as van, flatbed, tank, and garbage.

Chapter 3
29 Safety Report

Figure 3ñ1. Percent of trucks involved in fatal accidents, by body type and motor carrier operation and 

classification, January 1, 1991, through December 31, 1999. (Source: Trucks Involved in Fatal Accidents, 

which is maintained by the University of Michigan Transportation Research Institute.)

Analysis of the accident data is somewhat restricted by the limited detail of the

data. For example, about 13 percent of the intrastate and interstate carriers report hauling

logs, poles, beams, and lumber; 11.3 percent of the trailers of intrastate carriers involved

in fatal accidents were pole/logging trailers, yet only 2.5 percent of the trailers of interstate

carriers involved in fatal accidents were pole/logging trailers. Flatbeds, which are

sometimes used to haul logs and poles, accounted for 21.4 percent of the trailers of

intrastate carriers and 17.7 percent of the trailers of the interstate carriers.

Truck Weight. Given that more intrastate carrier vehicles are straight trucks rather

than tractors, it would be expected that the intrastate carrier truck weight would also be

less than that of interstate carrier vehicles. The average empty combination weight

(20,213 pounds) and the average gross weight (36,687 pounds) of the intrastate carrier

trucks was less than the average empty combination weight (28,066 pounds) and average

gross weight (49,683 pounds) of the interstate carrier trucks involved in fatal accidents.

The majority of accident-involved trucks of both intrastate and interstate carriers had a

GVWR of 33,001 pounds or more; 19.1 percent of the intrastate carrier trucks had a

GVWR less than 26,001 pounds compared with about 6 percent of the interstate carrier

trucks. MCMIS crash data showed similar findings related to weight: the majority of the

trucks involved in the reported accidents had a GVWR greater than 26,000 pounds; only

18 percent of the intrastate carrier trucks and 9.1 percent of the interstate carrier trucks had

a GVWR less than 26,000 pounds.

0

10

20

30

40

50

60

70

80

90

100

Intrastate, private Intrastate, for-hire Interstate, private Interstate, for-hire

Percent

Straight

truck

Tractor

Chapter 3
30 Safety Report

Table 3ñ2. Truck body types recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

 Percent of the body type 

category for trucks involved in a 

fatal accident, operated byób

Percent of the body type 

category for trucks involved in a 

fatal accident, operated byób 

Body type category 

and truck body type 

All 

intrastate 

carriers 

Intrastate 

private 

carriers 

Intrastate 

for-hire 

carriers 

All 

interstate 

carriers 

Interstate 

private 

carriers 

Interstate 

for-hire 

carriers 

Straight truck body type: n=6,434 n=5,077 n=1,321 n=4,347 n=3,101 n=1,228 

Van 13.1 13.0 13.5 28.5 24.5 38.6 

Open top van 0.2 0.2 <0.1 0.2 0.2 0.2 

Refrigerated van 3.6 4.3 0.2 7.3 9.7 1.2 

Livestock carrier 0.2 0.2 0.1 0.4 0.3 0.7 

Flatbed 6.4 7.7 1.7 7.5 9.2 3.2 

Low-boy 0 0 0 <0.1 <0.1 0 

Flatbed with equipment 2.3 2.8 0.1 2.9 3.8 0.7 

Flatbed with sides 5.7 6.7 1.8 3.5 4.2 1.5 

Pole/logging 1.7 1.2 2.3 1.0 0.7 2.0 

Tank, liquid/gas 4.4 4.4 4.1 3.8 3.7 4.2 

Tank, dry bulk 0.1 0.1 <0.1 0.3 0.3 0.2 

Auto carrier 0.2 <0.1 0.4 4.3 0.4 14.3 

Dump 33.7 26.2 62.2 16.2 14.5 20.7 

Bottom dump/hopper 

 bottom 

<0.1 <0.1 <0.1 <0.1 0.1 <0.1 

Garbage/refuse 8.9 11.0 1.1 5.9 8.0 0.7 

Other 19.6 21.5 12.3 17.9 20.4 11.2 

Unknown 0 0 0 0.3 0.1 0.7 

 

First trailer body type: n=4,494 n=2,517 n=1,965 n=21,970 n=4,573 n=15,497 

Van 13.2 12.1 14.5 42.2 29.5 46.0 

Open top van 1.8 1.7 2.0 1.0 1.4 0.9 

Refrigerated van 4.3 5.5 2.7 14.9 15.7 14.7 

Livestock carrier 1.4 1.8 1.0 1.5 2.0 1.3 

Flatbed 18.7 22.8 13.5 15.7 16.4 15.5 

Low-boy 4.8 8.0 0.8 1.5 3.6 0.9 

Flatbed with equipment 0.4 0.4 0.4 0.3 0.6 0.2 

Flatbed with sides 2.3 3.0 1.5 1.7 1.8 1.7 

Pole/logging 11.3 9.5 13.7 2.5 4.7 1.8 

Tank, liquid/gas 5.0 5.0 4.9 5.1 6.9 4.5 

Tank, dry bulk 1.6 2.1 1.1 1.6 1.7 1.6 

Auto carrier 0.5 0.4 0.7 1.1 0.6 1.3 

Dump 21.4 14.3 30.6 5.7 6.5 5.5 

Bottom dump/hopper 

 bottom 

6.4 5.3 7.8 2.8 3.1 2.7 

Garbage/refuse 0.5 0.6 0.3 0.2 0.5 <0.1 

Other 6.2 7.6 4.5 2.1 5.0 1.2 

Unknown 0 0 0 0.1 0.1 0.2 

a TIFA = Trucks in Fatal Accidents, which is maintained by the University of Michigan Transportation Research 

Institute. The data in this table exclude commercial vehicles carrying passengers or hazardous materials. 

b Percents within each column indicate the specified body typeís proportion of the straight truck body type or the 

first trailer body type. For example, 13.1 percent of the 6,434 straight trucks operating for all intrastate carriers that 

were involved in a fatal accident were van, straight trucks, and 13.0 percent of the 5,077 straight trucks operating 

for intrastate private carriers that were involved in a fatal accident were were van, straight trucks. The numbers 

indicated for the body types are estimated from data in TIFA. 

Chapter 3
31 Safety Report

Although proportionally there were more intrastate carrier trucks with a GVWR

less than 26,000 pounds involved in the accidents, it is difficult to link this occurrence to

the variance that permits exemptions to trucks less than 26,000 pounds. To do so would

require information related to whether or not the vehicle was operating under an

exemption and whether the exemption allowed the truck to operate in an unsafe manner

that was related to the accident. Secondly, the greater proportion of lower weight intrastate

carrier trucks involved in accidents may be reflective of exposure. According to VIUS,

19.1 percent of the trucks under intrastate for-hire jurisdiction had a GVWR less than

26,000 pounds and these lower weight trucks account for 10 percent of the vehicle miles

traveled; 6.7 percent of the trucks under interstate for-hire jurisdiction had a GVWR less

than 26,000 pounds and account for 2.3 percent of the vehicle miles traveled.

Truck Age. Past experience has shown that older vehicles tend to be used near

home base or in a local area (for example, drayage operations) usually because the risk

and cost of maintenance problems increase with age. The Safety Board survey data

indicate that a majority of intrastate carriers operate within a 100-air-mile radius of home

base. Alternatively, it is also possible that the life span of trucks used in intrastate

operations is longer than trucks used in interstate operations. Hence, because intrastate

carrier trucks are likely to be used in a local area and because they may have a longer

lifespan, it was expected that accident-involved intrastate carrier trucks would be older

than interstate carrier trucks. The age of the vehicle, based on model year, at the time of

the accident was calculated for the TIFA data. On average, vehicles of intrastate carriers

(mean = 9.45 years) were older than vehicles from interstate carriers (mean = 5.35 years).

The average age of the intrastate carrier trucks reported in the Safety Boardís survey was

11 years.

Truck-related Factors. Because the accident-involved intrastate carrier trucks

were older trucks, one might expect more vehicle-related factors to be associated with

them; however, only 13.5 percent of the accident-involved intrastate carrier trucks were

cited with vehicle factors. Fewer (7.8 percent) of the accident-involved interstate carrier

trucks were cited with vehicle factors. In general, tires and brakes were cited most

frequently as vehicle-related factors in the accidents.

U.S. roadside inspection data provided by the FMCSA suggest that a slightly

higher percentage of trucks were placed OOS for intrastate carriers (31.3 percent) than for

interstate carriers (25.2 percent) (table 3ñ3). Regardless of carrier operation, the most

predominant types of vehicle OOS violations were for lights, brakes, and tires. Although

the percent of violations cited for brakes and tires were comparable for interstate and

intrastate carriers, lights were cited slightly more frequently for intrastate carrier trucks

(25.1 percent) than for interstate carrier trucks (17.2 percent) (appendix B). Although

vehicles are frequently placed out of service for brakes, lights, and tires, these are not the

primary causes of fatal accidents.

Driver Characteristics

Driver Age. In some States, drivers in intrastate commerce may be younger than

21 years but must be at least 18 years old to drive a commercial motor vehicle. Most 

Chapter 3
32 Safety Report

drivers involved in fatal accidents in 1991ñ1999 were 21 years old or older (98 percent).

Of those truckdrivers younger than 21, 79 percent worked for intrastate carriers and the

remaining 21 percent worked for interstate carriers.64 TIFA data show that 27.6 percent of

the younger drivers were charged with a violation compared with 18.3 percent of the

drivers older than 21 years (table 3ñ4).

Driver Factors. Drinking and drugs were reported in few fatal accidents (less than

3 percent for drinking and less than 1 percent for drugs for drivers of intrastate carriers).

About 20 percent of the drivers (for intrastate and interstate carriers) were charged with a

violation, most frequently a moving violation. The TIFA variable ìdriver-related factorsî

was completed for about half of the drivers. Regardless of carrier operation, the most

frequently cited factors were traffic-related (about 35 percent for drivers of either

intrastate or interstate carriers), such as failure to keep in the proper lane or running off the

road, failure to yield the right of way, and so on. Physical/mental conditions (including

fatigue and inattention) were reported for 4.3 percent of the intrastate carrier drivers and

6.0 percent of the interstate carrier drivers (appendix B).

64 It is possible for a truckdriver under 21 years of age to work for an interstate carrier but travel in

intrastate commerce.

Table 3ñ3. Commercial trucks placed out of service in U.S. roadside inspections, 

October 1, 1996, through September 30, 1999.a

 Trucks operated by intrastate carriers Trucks operated by interstate carriers 

Inspection 

levelb

Number of 

inspections 

Number of vehicles 

placed out of service 

Number of 

inspections 

Number of vehicles 

placed out of service

 

I 369,688 118,733 2,116,796 649,540 

II 231,962 70,246 1,655,465 301,701 

IIIc 113,785 10,997 1,456,512 50,365 

 

IV 3,944 745 28,219 3,765 

V 8,014 1,605 28,629 5,814 

All levels 727,393 d190,584 5,285,621 d957,055 

Percent d(31.3%) d(25.2%) 

a The data exclude commercial vehicles carrying passengers or hazardous materials. 

b Level I = North American standard inspection; level II = walk-around driver/vehicle inspection; level III = driver-only 

inspection; level IV = special inspection; level V = vehicle-only inspection. Level VI, an enhanced North American 

standard inspection for radioactive shipments, is not included in this table because the National Transportation Safety 

Boardís report does did not include commercial vehicles carrying hazardous materials. 

c Although level III is a driver-only inspection, many of these inspections are initiated during on-road traffic enforcement 

stops for ìprobable cause.î The probable cause is frequently a vehicle defect that is cited on the inspection report. 

d The number of vehicles placed out of service is based on inspection levels I, II, and V; the percent of vehicles is based 

on the number of inspections in the same inspection levels. 

Source: Federal Motor Carrier Safety Administration. 

Chapter 3
33 Safety Report

 Roadside inspection data, as shown in table 3ñ5, indicate that the percentage of

drivers placed OOS was lower for intrastate carriers (5.7 percent) than for interstate

carriers (8.7 percent). The most common type of driver OOS violation for the intrastate

carriers was for no log/log not current (excluding the category of ìall other driver

violationsî) (see appendix B for violation types).

Table 3ñ4. Driver violations recorded in the TIFA database for fatal accidents involving 

trucks operated by intrastate carriers, by driver age group, January 1, 1991, through 

December 31, 1999.a

 Drivers <21 years old 

charged with violation 

Drivers 21 years old or older 

charged with violation 

Type of violation 

Number 

charged 

Percent 

charged 

Number 

charged 

Percent 

charged 

 January 1, 1991, through December 31, 1996 

None 146 72.6 5,153 79.4 

 

Alcohol or drugs 1 0.5 45 0.7 

Speeding 1 0.5 52 0.8 

Alcohol or drugs and speeding 0 0 0 0 

Reckless driving 1 0.5 55 0.8 

Driving with a suspended 

 or revoked license 

3 1.5 27 0.4 

Other moving violation 28 13.9 620 9.6 

Nonmoving violation 6 3.0 161 2.5 

Violation, type unknown 

 or other violation 

5 2.5 46 0.7 

Unknown 10 5.0 333 5.1 

 

 January 1, 1997, through December 31, 1999b

None 52 61.0 2,667 80.3 

Reckless/careless/ 

 hit-and-run type offenses 

9 10.6 133 5.0 

Impairment offenses 2 2.4 18 0.7 

Speed-related offenses 1 1.2 26 0.8 

Rules of the road: traffic sign 

 and signals 

2 2.4 34 1.0 

Rules of the road: turning, 

 yielding, signaling 

1 1.2 49 1.5 

Rules of the road: wrong side, 

 passing, and following 

3 3.5 26 0.8 

Rules of the road: lane usage 0 0 11 0.3 

Nonmoving: license and 

 registration 

5 5.9 78 2.3 

Equipment 1 1.2 47 1.4 

Other violations 9 10.6 4 6.9 

 

a TIFA = Trucks Involved in Fatal Accidents, which is maintained by the University of Michigan Transportation Research 

Institute. The data in this table exclude trucks transporting hazardous materials. 

b In 1997, changes were made in the coding for driver violations that enabled the database to record up to three 

violations per driver. 

Chapter 3
34 Safety Report

Fewer OOS driver violations for drivers of intrastate carriers are not unexpected.

Such drivers frequently work within their local area and might not experience some

conditions for which violations could be charged. For example, the Safety Boardís survey

data indicated that the majority of the drivers of the responding intrastate carriers operated

within 100 miles from the carrierís base of operation, thus the drivers are not required to

maintain a log book under certain conditions.65 Additionally, some of these operations do

not require continuous driving. For instance, dump truck drivers are not behind the wheel

for 8 hours a day; a good portion of their day is spent loading and unloading. Although the

most frequently cited driver violation for drivers in intrastate commerce was for log book

violations, they were cited about half as frequently for drivers of interstate carriers.

65 Title 49 CFR 395.1(e) exempts drivers from the requirements of Section 395.8 (driverís record of

duty status) if all of the following conditions are met: (a) the driver operates within a 100-air-mile radius of

the normal work reporting location; (b) the driver returns to the work reporting location and is released from

work within 12 consecutive hours; (c) at least 8 consecutive hours off duty separate each 12 hours on duty;

(d) the driver does not drive for more than 10 hours maximum driving time following the 8 hours off duty;

and (e) the motor carrier who employs the driver maintains and retains accurate and true time records for a

period of 6 months. Title 49 CFR 350.341(d) extends the mileage radius exemption contained in Section

395.1(e) from 100 to 150 miles for CMV drivers engaged in intrastate commerce.

Table 3ñ5. Commercial drivers placed out of service in U.S. roadside inspections, 

October 1, 1996, through September 30, 1999.a

 Trucks operated by intrastate carriers Trucks operated by interstate carriers 

Inspection 

levelb

Number of 

inspections 

Number of drivers 

placed out of service

Number of 

inspections 

Number of drivers 

placed out of service

I 369,688 18,300 2,116,796 131,040 

II 231,962 15,580 1,655,465 146,046 

IIIc 113,785 7,221 1,456,512 180,094 

IV 3,944 152 28,219 1,120 

V 8,014 NA 28,629 NA 

All levels 727,393 42,101 5,285,621 457,180 

Percent d(5.7) d(8.7) 

NA = not applicable. 

a The data exclude commercial vehicles carrying passengers or hazardous materials. 

b Level I = North American standard inspection; level II = walk-around driver/vehicle inspection; level III = driveronly inspection; level IV = special inspection; level V = vehicle-only inspection. Level VI, an enhanced North 

American standard inspection for radioactive shipments, is not included in this table because the National 

Transportation Safety Boardís report did not include commercial vehicles carrying hazardous materials. 

c Although level III is a driver-only inspection, many of these inspections are initiated during on-road traffic 

enforcement stops for ìprobable cause.î The probable cause is frequently a vehicle defect that is cited on the 

inspection report. 

d The percentage of drivers out of service is based on levels I, II, III. 

Source: Federal Motor Carrier Safety Administration. 

Chapter 3
35 Safety Report

Accident Characteristics

Roadway Type. About two-thirds of the trucks involved in a fatal accident,

regardless of whether they were operated by an intrastate or interstate carrier, were on

rural roadways at the time of the accident (table 3ñ6). Although the interstate carrier

trucks were more frequently involved in fatal accidents on rural principal arterials,

intrastate carrier trucks were more frequently involved in fatal accidents on rural minor

arterials, major collectors, and local roads or streets. Information obtained from interviews

with intrastate carriers suggest that intrastate carrier trucks often travel on secondary

roadways.

Accident Time. The majority of fatal accident-involved trucks were in accidents

that occurred Monday through Friday, regardless of whether the truck was operated by an

interstate or intrastate motor carrier. However, the proportion of accidents occurring on the

weekend, particularly Sunday, decreased slightly more for trucks of intrastate carriers than

for interstate carriers (figure 3ñ2). There was also a time-of-day effect. Proportionally,

more of the intrastate carrier trucks were involved in accidents during the day than were

interstate carrier trucks; the latter were involved in more accidents during the night (figure

3ñ3). MCMIS crash data showed similar findings. The majority of accidents occurred

during daylight, but trucks operated by interstate carriers were twice as likely to be

involved in accidents after dark than were trucks operated by intrastate carriers (23.1

percent compared with 11.9 percent). Intrastate carriers responding to the Safety Boardís

survey reported that their drivers usually worked a typical 8-hour day and did not travel

during the nighttime.

Similar patterns emerge in the accident times for trucks operated by intrastate

private carriers, intrastate for-hire carriers, and interstate private carriers. The pattern of

accident time for trucks operated by interstate for-hire carriers, however, is different.

Although fewer accidents occurred on Saturdays and Sundays, slightly more trucks

operated by interstate for-hire carriers were involved in accidents on these days than were

trucks operated by interstate private and intrastate carriers (figures 3ñ4 and 3ñ5). The time

of the accidents involving trucks of intrastate private, intrastate for-hire, and interstate

private carriers peaked during the mid- to late afternoon. The distribution of accident

times of interstate for-hire carrier trucks also peaked during daytime hours but were more

frequent during the nighttime hours than for trucks of the other carrier operations and

classifications. Because interstate for-hire drivers may also be long haul drivers, there may

be a tendency for them to drive at night when there is less congestion, and the carriers may

operate 7 days a week.

Chapter 3
36 Safety Report

Figure 3ñ2. Percent of trucks involved in fatal accidents, by day of week and motor carrier operation, 

January 1, 1991, through December 31, 1999. (Source: Trucks Involved in Fatal Accidents, which is 

maintained by the University of Michigan Transportation Research Institute.)

Table 3ñ6. Roadway function class recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

Roadway function class 

Percent of the fatal 

accident-involved 

trucks operated by 

intrastate carriers 

Percent of the fatal 

accident-involved 

trucks operated by 

interstate carriers 

 

Rural: 62.4 68.1 

Principal arterial, Interstate highway 3.5 18.6 

Principal arterial, other 17.6 24.2 

Minor arterial 14.9 13.4 

Major collector 15.7 8.3 

Minor collector 2.8 1.2 

Local road or street 7.2 2.0 

Unknown rural 0.7 0.4 

 

Urban: 36.4 31.4 

Principal arterial, Interstate highway 5.6 11.4 

Principal arterial, other freeways or expressways 4.9 2.9 

Other principal arterial 11.5 10.3 

Minor arterial 8.4 4.0 

Collector 1.7 0.8 

Local road or street 4.1 1.9 

Unknown urban 0.2 0.1 

 

Unknown 1.5 1.0 

a TIFA = Trucks Involved in Fatal Accidents, which is maintained by the University of Michigan Transportation Research 

Institute. The data in this table exclude trucks transporting hazardous materials. 

0

5

10

15

20

25

30

Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Percent

Intrastate carrier

Interstate carrier

Chapter 3
37 Safety Report

Figure 3ñ3. Percent of trucks involved in fatal accidents, by time of day and motor carrier operation

January 1, 1991, through December 31, 1999. (Source: Trucks Involved in Fatal Accidents, which is 

maintained by the University of Michigan Transportation Research Institute.)

Figure 3ñ4. Percent of trucks involved in fatal accidents, by day of week and motor carrier operation and 

classification, January 1, 1991, through December 31, 1999. (Source: Trucks Involved in Fatal Accidents, 

which is maintained by the University of Michigan Transportation Research Institute.)

0

1

2

3

4

5

6

7

8

9

10

Midnight

100200300400500600700800900

10001100

Noon

13001400150016001700180019002000210022002300

Percent

Intrastate carrier

Interstate carrier

0

5

10

15

20

25

30

Monday Tuesday Wednesday Thursday Friday Saturday Sunday

Percent

Intrastate, private

Intrastate, for-hire

Interstate, private

Interstate, for-hire

Chapter 3
38 Safety Report

Figure 3ñ5. Percent of trucks involved in fatal accidents, by time of day and motor carrier operation and 

classification, January 1, 1991, through December 31, 1999. (Source: Trucks Involved in Fatal Accidents, 

which is maintained by the University of Michigan Transportation Research Institute.)

Summary

Each year, about 5,000 people are killed in accidents involving large trucks. In

2000, large trucks accounted for 4 percent of all registered vehicles and 7.5 percent of the

total vehicle miles traveled, yet large trucks accounted for 9 percent of all vehicles

involved in fatal crashes.66 Thus, there is good reason to be concerned about large truck

safety. In this report, the Safety Board examined operating characteristics of intrastate

motor carriers and accident characteristics involving trucks operated by intrastate motor

carriers.

Data in the MCMIS census file, the MCMIS crash file, and the TIFA database

show that intrastate carriers and interstate carriers share many similarities in terms of their

operating characteristics and characteristics of their accident-involved trucks. However,

there were some differences. The accident-involved intrastate carrier trucks were straight

trucks rather than tractors and older than accident-involved interstate carrier trucks. There

were slightly more vehicle-related factors cited for intrastate carrier trucks involved in

fatal accidents. Roadside inspection data showed a higher vehicle OOS rate for intrastate

carriers than for interstate carriers but a lower driver OOS rate for intrastate carriers. Most

of the trucks operated by both interstate and intrastate carriers were involved in accidents

in rural areas; trucks operated by intrastate carriers were more frequently involved in

66 Information about registered vehicles and vehicle miles traveled is from the U.S. Department of

Transportation, Federal Highway Administration, Highway Statistics 2000 (Washington, DC: FHWA, 2000).

Crash data are from the U.S. Department of Transportation, National Highway Traffic Safety

Administration, Traffic Safety Facts 2000: Large Trucks (Washington, DC: NHTSA, 2000).

0

1

2

3

4

5

6

7

8

9

10

Midnight

100200300400500600700800900

10001100

Noon

13001400150016001700180019002000210022002300

Percent

Intrastate, private

Intrastate, for-hire

Interstate, private

Interstate, for-hire

Chapter 3
39 Safety Report

accidents on rural local roadways whereas trucks operated by interstate carriers were more

frequently involved in accidents on rural principal arterials. Although most accidents

occurred during the daytime hours, more interstate carrier trucks were involved in

accidents that occurred at night. This was particularly true for trucks operated by interstate

for-hire carriers. The differences in the characteristics of accident-involved trucks most

likely reflect differences in the work characteristics of these carriers.

Several limitations with the data make interpretation of the analyses difficult. The

TIFA data are restricted to fatal accidents, making generalizations to other types of

accidents problematic. Although the MCMIS crash file is intended to be a census of fatal,

injury, and property damage-only accidents, the FMCSA acknowledges that not all

accidents are reported to the MCMIS crash file. The MCMIS census file poses additional

concerns. Although the FMCSA has initiated a voluntary program for the States to issue

USDOT numbers with a State suffix to intrastate carriers, only 17 States are currently

participating in the registration program. Further, not all of these States register private

carriers, and many of the larger Statesófor example, California, Pennsylvania, and

Texasóare not yet participating; thus complete census data for intrastate carriers are not

available. Requirements to update the census information did not become effective until

December 2000 and apply only to interstate carriers. Finally, even though the MCMIS

census data contains data on fleet size, neither the census file nor the VIUS data contain

data on vehicle miles traveled. The lack of quality accident and exposure data makes

interpretation of the data difficult.

Despite these data limitations, the Safety Board believes the exploratory

examinations and comparisons of intrastate and interstate carriers in this report are

important. Basic information suggests that intrastate carrier operations and accident

characteristics are similar to those of interstate carriers. Incorporating comparisons

between private and for-hire carriers suggest that differences exist among the carriers

regarding the types of cargo transported, types of trucks operated, and to some extent the

vehicle miles traveled. These differences assist in the interpretation of differences found in

the accident characteristics. Other operational factorsósuch as size of fleet, operating

hours, and types of cargo hauledómay influence the characteristics more so than the

intrastate and interstate carrier distinction.

Although the Safety Board could not evaluate the safety of vehicles and drivers

operating in intrastate commerce because of a scarcity of data, it was able to compare

operating characteristics of intrastate and interstate motor carriers and the characteristics

of accident-involved trucks operated by intrastate and interstate motor carriers. On the

basis of the data analyses, the Safety Board is not issuing any safety recommendations

pertaining to intrastate carriers or intrastate commerce at this time. The Board will

continue to monitor the safety of intrastate carriers and commerce in accident

investigations and by following research and projects being conducted by other

government agencies, academia, and industry.

Chapter 3
40 Safety Report

By the National Transportation Safety Board

Marion C. Blakey John A. Hammerschmidt

Chairman Member

Carol J. Carmody John Goglia

Vice Chairman Member

George W. Black, Jr.

Member

Adopted March 28, 2002

Chapter 3
41 Safety Study

Appendix A

The Motor Carrier Safety Assistance Program

The Motor Carrier Safety Assistance Program (MCSAP) is a Federal grant-aid

program administered by the Federal Motor Carrier Safety Administration (FMCSA) that

provides financial assistance to the States to reduce the number and severity of accidents

and hazardous materials incidents involving commercial vehicles. The States receive

money for safety programs, thus increasing the likelihood that safety defects, driver

deficiencies, and unsafe motor carrier practices will be detected and corrected before they

become contributing factors to accidents.

As a condition of receiving MCSAP grants, States must adopt and enforce the

Federal Motor Carrier Safety Regulations (FMCSRs, 49 CFR Parts 390ñ397) and the

Hazardous Material Regulations (HMRs, 49 CFR Parts 107 [subparts F and G only], 171ñ

173, 177, 178, and 180) or have State regulations that are compatible with the Federal

regulations.

Elements of the Program

States receiving MCSAP grant money may use the funds for various activities,

including five national program elements: driver/vehicle inspections, compliance review,

traffic enforcement, public education, and data collection.1 These elements are designed to

enhance trucking safety regardless of whether the carrier is an interstate and/or intrastate

carrier or whether a particular movement is in interstate or intrastate commerce.

1 This section provides only an overview of the program elements; it does not discuss the Statesí

implementation of inspections and compliance reviews.
42 Safety Study

ï Driver and vehicle roadside inspections can be conducted on both interstate

and intrastate carriers using money from the MCSAP grant program. The

roadside inspections are performed in accordance with the North American

standard2 developed by the Commercial Vehicle Safety Alliance (CVSA)3 and

the FMCSA. The standards establish national uniform inspection procedures

and out-of-service (OOS) criteria for removing unsafe vehicles and drivers

from the roadways. Vehicles and drivers that do not meet the OOS standards

must remain out of service for a specific period of time or until the defect is

corrected. State officials can conduct roadside inspections on both intrastate

and interstate carriers and enforce the State regulations. Federal officials can

inspect trucks and drivers operating in interstate commerce and enforce the

Federal regulations.

ï Compliance reviews are in-depth examinations of a motor carrierís operations

conducted by State or Federal officials. Documents, including driver

qualification files, records of duty status, and vehicle maintenance records, are

thoroughly examined for compliance with regulatory requirements. On-road

performance information, such as roadside inspection results and accidents, are

also used to evaluate the carriersí compliance with regulatory requirements.

Intrastate carriers fall under State jurisdiction; thus, intrastate carrier

compliance reviews must be conducted by State officials. State authorities can

also conduct compliance reviews on interstate carriers located in their State in

cooperation with the FMCSA. The FMCSA has jurisdiction over those carriers

who are registered with the FMCSA to engage in interstate commerce; the

agency also has the authority to conduct compliance reviews on interstate

carriers.

ï Traffic enforcement generally refers to those activities carried out by

authorized State and local enforcement officials that include stopping

commercial motor vehicles (CMVs) operating on highways, streets, or roads

after having been detected as being in violation of State or local motor vehicle

or traffic laws. Such violations include speeding, following too closely,

reckless driving, and improper lane change. In order for the traffic enforcement

stop to be eligible for funding from MCSAP funds, the enforcement official

must conduct an inspection of the CMV or driver or both prior to releasing the

driver or CMV or both to resume operations.

2 The method used by State safety inspectors to conduct safety inspections of commercial motor

vehicles. There are six levels of inspection: I, North American standard inspection, which involves a

complete truck and driver inspection; II, walk-around driver/vehicle inspection; III, driver-only inspection;

IV, special inspection; V, vehicle-only inspection; and VI, enhanced North American standard inspection for

radioactive shipments.

3 The CVSA is an association of States, Canadian Provinces, and Mexico whose members agree to

adopt these standards for inspecting commercial motor vehicles in their jurisdiction.

Appendix A
43 Safety Study

ï Public education and awareness refers primarily to educating the general

public about roadway safety with programs such as ìNo-Zone.î4

 Some States

also use the grant money to develop educational materials for truckdrivers and

others in the trucking industry.

ï States collect several types of information including crash, roadside inspection,

and compliance review data. States use the Safetynet computer system to send

the data to the FMCSA.5

 Information is collected on carrier operations, but it is

not collected on the type of commerce.

Funding

The Transportation Equity Act for the 21st Century (TEA-21) authorized a total of

$579 million over 6 years: $79 million for fiscal year (FY) 1998, $90 million for FY 1999,

$95 million for FY 2000, $100 million for FY 2001, $105 million for FY 2002, and $110

million for FY 2003. Additional MCSAP funds of $55 million were designated in the

Motor Carrier Safety Improvement Act of 1999 for FYs 2001, 2002, and 2003. The

FMCSA provides up to 80 percent of the costs associated with a Stateís Commercial

Vehicle Safety Plan, and the State contributes the remaining 20 percent or more.

In order to be eligible for MCSAP funding, a State must adopt the FMCSRs and

HMRs or have laws or regulations that are compatible with the FMCSRs and HMRs.

There are currently three StatesóFlorida, Maine, and South Dakotaóthat are funded at

50 percent because they do not have State regulations that are considered by the FMCSA

to be compatible with the FMCSRs or within the tolerance guidelines.6 The final rule

published on March 21, 2000, contains a provision (49 CFR 350.335(c) ) for these three

States to continue to receive 50 percent funding. However, if a State that currently has

compatible CMV safety laws and regulations pertaining to interstate commerce and

4 The goal of the No-Zone program is to increase awareness of the danger areas, such as blind spots,

around commercial vehicles, in which cars ìdisappearî from the view of the truckdriver or busdriver.

Crashes are more likely to occur when vehicles are in the danger areas around commercial vehicles.

5 Safetynet is a computer system used by the States to share information about a truck, driver, or

carrier.

6 Florida has the following incompatibilities with the FMCSRs: (1) All drivers (except those

transporting hazardous materials and passengers) are permitted to drive 15 hours; (2) citrus growers and

forestry drivers are exempt from the hours-of-service regulations; (3) 200-mile-radius drivers are exempt

from driver log requirements; (4) drivers can drive 72 hours in 7 days, or 84 in 8 (70/7, 80/8 are allowed),

and they also have a 24-hour restart provision; and (5) drivers of farm or forest products and unprocessed

agricultural products during harvest season are exempt from 49 CFR Parts 391, 395, and 396. Maine has

three regulatory variances that exempt intrastate carriers, other than carriers of hazardous materials, whose

drivers operate within a 100-air-mile radius of their terminal from (1) all hours-of-service regulations under

49 CFR Part 395; (2) all qualifications of drivers under 49 CFR Part 391; and (3) maintenance and repair

recordkeeping. South Dakota exempts intrastate drivers and motor carriers operating vehicles and

combinations of vehicles with three axles (such as garbage trucks) or less or with a gross vehicle weight

rating (GVWR) of not more than 26,000 pounds from Parts 390 through 396 of the FMCSRs. South Dakota

also allows 16-year-old intrastate CMV drivers, and the State exempts all intrastate drivers of CMVs from

the physical qualification requirements in 49 CFR 391.41.

Appendix A
44 Safety Study

intrastate commerce becomes incompatible, it will not be eligible for funding (49 CFR

395.335(a) ). Additionally, if a State fails to adopt any new regulation or amendment to the

FMCSRs or HMRs within 3 years of its effective date, that State will be deemed to have

incompatible regulations and will not be eligible for MCSAP funding.

When TEA-21 reauthorized MCSAP in 1998, the legislation also mandated that

the FMCSA conduct a study on the effect of reductions of MCSAP grants due to

nonconformity of State requirements pertaining to intrastate motor carriersí commercial

motor vehicles and drivers with the FMCSRs. The study has been completed and the

FMCSA is currently reviewing a draft of the report.

Brief History of the Program

When Congress passed the Surface Transportation Assistance Act of 1982

(STAA), it created MCSAP to address a need for a nationally uniform motor carrier safety

program; thus, a major tenet of the program created at that time, which still exists today, is

the compatibility of State motor carrier safety regulations with the Federal regulations.

According to the FMCSA, the U.S. Department of Transportation (DOT) interpreted the

STAA as requiring the States to adopt and enforce the FMCSRs or to adopt compatible

State regulations, including intrastate requirements, as a condition of receiving MCSAP

funds whereas ìmany of the States disagreed with the administrative interpretation of the

STAA, claiming that they had ultimate authority over intrastate motor carriers and that

intrastate trucking has little effect on safety.î7

Section 218 of the Motor Carrier Safety Act of 1984 directed the Secretary of

Transportation to conduct a study of the safety performance of commercial motor vehicles

being operated in intrastate commerce and the effectiveness in promoting the safety of

individual State regulations governing the operations of such vehicles. The Federal

Highway Administration (FHWA) completed the study in 1987 but was unable to reach

conclusive results because of the scarcity of accident data for intrastate commerce.8 The

FHWA suggested that these data might be available in the future because it was

developing a database that was designed to provide information on both interstate and

intrastate motor carriers.9

 The FHWA also suggested at that time that intrastate motor

carriers may also benefit from complying with the Federal safety regulations. The report

concluded that additional actions to bring intrastate trucks under the FMCSRs were not

necessary because, when the report was released in 1987, the FHWA had several programs

underway to ìbring intrastate motor carrier operations under a national truck and bus

7 Federal Motor Carrier Safety Administration, Compatibility of Motor Carrier Safety Regulations

(Washington, DC: FMCSA, 2000).

8 Federal Highway Administration, Study of Safety Performance of Commercial Motor Vehicles

Pursuant to Section 218 Motor Carrier Safety Act of 1984, Report to Congress HS-040 419 (Washington,

DC: FHWA, 1987).

9 Safetynet was the database subsequently developed to collect information on motor carriers.

Appendix A
45 Safety Study

safety regulatory system,” including the Motor Carrier Safety Assistance Program and the

Commercial Driver’s License program.10

Section 4002 of the Intermodal Surface Transportation Efficiency Act of 1991

(ISTEA) required the DOT to establish tolerance guidelines and standards for ensuring the

compatibility of intrastate commercial motor vehicle laws and regulations with the

FMCSRs. The act stated, “The guidelines shall, to the extent practicable, allow for

maximum flexibility while ensuring the degree of uniformity that will not diminish

transportation safety.” The FHWA subsequently established tolerance guidelines and

published them in September 1992 as part of its final rule pertaining to 49 CFR Parts 350,

355, and 396.11 As indicated in the final rule, the tolerance guidelines set forth the limited

deviations from the FMCSRs allowed in State laws and regulations. The variances

applicable to intrastate commerce included provisions for a younger driver age, an

expansion of on-duty and driving time, exemptions from the Federal regulations regarding

the physical qualifications of drivers, specific industries, and motor vehicles with a gross

vehicle weight rating (GVWR) of 26,000 pounds or less.

TEA-21 was signed into law on June 9, 1998, and on March 21, 2000, the FMCSA

published a final rule containing amendments to MCSAP as designated by TEA-21.12 The

final rule broadens the scope of the program beyond enforcement activities and programs

by giving States greater responsibility for improving motor carrier safety. Among other

things, the rule requires States to develop performance-based plans, called Commercial

Vehicle Safety Plans, documenting the State’s commercial vehicle safety objectives,

activities, and performance measures such as accidents, injuries, and fatalities resulting

from commercial vehicle collisions. The tolerance guidelines regarding intrastate

commerce were removed from appendix C to Part 350 and incorporated into the text of

Part 350.13 Table A–1 describes the major legislation related to MCSAP.

10 Since April 1, 1992, drivers have been required to have a commercial driver’s license in order to

drive a commercial motor vehicle.

11 Federal Register Vol. 57, No. 174, dated September 8, 1992, pp. 40946–40964.

12 Federal Register Vol. 65, No. 55, dated March 21, 2000, pp. 15092–15110. The final rule addressed

49 CFR Part 350.

13 To make the regulations easier to understand, the FMCSA wrote the new regulations in a questionand-answer format; hence, the language of the tolerance guidelines for intrastate commerce varies slightly

from the prior language. The effect of the tolerance guidelines remains the same.

Appendix A
46 Safety Study

Table Añ1. Legislation related to the Motor Carrier Safety Assistance Program 

(MCSAP).a

Title Description 

Surface Transportation Assistance 

Act of 1982 (STAA) 

Created the Motor Carrier Safety Assistance Program. 

Motor Carrier Safety Act of 1984 Required the U.S. Department of Transportation (DOT) to establish 

the Commercial Motor Vehicle Safety Regulatory Review Panel to 

review the compatibility of the State regulations with Federal 

requirements and to make recommendations to improve the State 

regulations. Also provided the DOT the authority to review and 

preempt State requirements adversely affecting interstate 

operations. 

Hazardous Materials Transportation 

Uniform Act of 1990 

Required that the Federal Hazardous Materials Regulations apply 

to the transport of hazardous materials in intrastate commerce by 

highway and provided preemption authority to the Federal 

government. 

Intermodal Surface Transportation 

Efficiency Act of 1991 (ISTEA) 

Required the U.S. Department of Transportation to establish 

tolerance guidelines and standards for ensuring compatibility of 

intrastate commercial motor vehicle laws and regulations with the 

Federal Motor Carrier Safety Regulations. 

Transportation Equity Act for the 

21st Century (TEA-21) 

Enacted June 9, 1998. Reauthorized MCSAP and mandated the 

Federal Highway Administration to conduct a study on the effects 

of reductions of MCSAP grants due to nonconformity of State 

regulations with the Federal Motor Carrier Safety Regulations. 

Motor Carrier Safety Improvement 

Act of 1999 

Authorized additional funds for MCSAP. 

a The MCSAP is currently administered by the Federal Motor Carrier Safety Administration. 

Appendix A
47 Safety Study

Appendix B

Data From the Data Sources

MCMIS Census Data

Table Bñ1. Operational characteristics of intrastate and interstate motor carriers as 

reported in the MCMIS census file, November 2001.a

 Carriers in all 50 States Carriers in 17 Statesb

Operational characteristic 

Percent of the 

68,993 intrastate carriers 

indicating the 

characteristic 

Percent of the 

532,199 interstate carriers 

indicating the 

characteristic 

Percent of the 

61,844 intrastate carriers 

indicating the 

characteristic

Percent of the

160,236 interstate carriers 

indicating the 

characteristic

Classification: 

Authorized for-hire 29.5 37.8 30.4 36.1 

Exempt for-hire 10.4 7.4 10.9 9.5 

Private (property) 54.4 44.8 53.5 43.8 

Other classificationc 1.2 5.0 0.8 2.2 

Multiple classificationsd 4.6 7.0 4.4 8.3 

Cargo transported:e 

Beverages 1.3 3.5 1.1 3.9 

Building materials 16.9 12.7 17.5 13.9 

Coal, coke 1.9 1.3 2.0 1.4 

Commodities drybulk 4.7 6.2 3.8 6.8 

Construction 17.2 4.2 17.8 4.5 

Drive away, tow away 2.8 2.5 3.0 2.8 

Farm supplies 2.9 2.5 2.9 3.2 

Fresh produce 1.9 8.4 1.8 8.7 

Garbage, refuse, trash 5.5 2.2 5.8 1.9 

General freight 9.8 32.8 9.5 31.3 

Grain, feed, hay 13.3 12.7 13.8 17.8 

Household goods 2.0 3.9 2.0 3.6 

Intermodal containers 0.3 1.3 0.3 1.5 

Liquids, gases 0.9 0.9 0.8 1.0 

Livestock 3.6 5.3 3.7 8.3 

Logs, poles, beams, lumber 13.2 12.7 13.6 13.7 

Machinery, large objects 19.5 13.6 20.1 15.7 

Meat 0.6 3.2 0.5 3.7 

Metal: sheets, coils, rolls 3.6 7.4 3.5 7.9 

Mobile homes 1.4 1.0 1.5 1.2 

Motor vehicles 5.8 7.1 6.0 7.9 

Oil field equipment 1.1 1.6 1.1 1.8 

Paper products 2.0 6.4 1.8 6.6 

Refrigerated food 1.2 6.0 1.0 6.3 

Utility 0.9 0.7 1.0 0.8 

Water well 0.6 0.3 0.6 0.3 

Other (including gravel, cement, 

soil, laundry) 

34.0 28.4 34.4 27.2 
48 Safety Study

Table Bñ1. Operational characteristics of intrastate and interstate motor carriers as 

reported in the MCMIS census file, November 2001.a

 Carriers in all 50 States Carriers in 17 Statesb

Operational characteristic 

Percent of the 

68,993 intrastate carriers 

indicating the 

characteristic 

Percent of the 

532,199 interstate carriers 

indicating the 

characteristic 

Percent of the 

61,844 intrastate carriers 

indicating the 

characteristic

Percent of the

160,236 interstate carriers 

indicating the

characteristic

(continued)

Number of drivers: 

1 50.5 37.8 52.2 39.3 

2 20.9 17.0 21.4 17.9 

3ñ6 18.7 16.6 18.4 16.7 

7ñ19 5.1 5.9 4.6 5.5 

20 or more 1.5 2.3 1.3 2.1 

Missing (no data were reported) 3.3 20.4 2.1 18.4 

Size of fleet:f

 

1 55.4 46.3 57.2 48.9 

2ñ3 26.1 21.2 26.3 22.0 

4ñ6 9.3 8.9 9.0 8.8 

7ñ8 2.2 2.3 2.1 2.2 

9ñ11 1.6 2.0 1.5 1.8 

12ñ14 0.9 1.2 0.8 1.1 

15ñ17 0.5 0.7 0.5 0.6 

18ñ20 0.3 0.5 0.3 0.5 

21 or more 1.4 2.3 1.1 2.1 

Missing (no data were reported) 2.3 14.6 1.4 12.0 

Number of trucks owned:g 

1 44.0 24.4 45.6 24.2 

2 13.6 7.9 13.8 8.2 

3ñ6 12.7 7.9 12.4 8.0 

7ñ19 3.5 2.5 3.3 2.4 

20 or more 0.9 0.7 0.7 0.7 

Number of trucks term-leased:g 

1 2.3 2.7 2.3 2.3 

2 0.6 0.9 0.6 0.7 

3ñ6 0.7 0.9 0.6 0.7 

7ñ19 0.3 0.3 0.2 0.3 

20 or more 0.1 0.2 0.1 0.1 

Number of trucks trip-leased:g 

1 0.2 0.3 0.2 0.3 

2 <0.1 0.1 <0.1 0.1 

3ñ6 <0.1 0.1 <0.1 0.1 

7ñ19 <0.1 <0.1 <0.1 <0.1 

20 or more <0.1 <0.1 <0.1 <0.1 

Number of tractors owned:g 

1 22.6 29.6 22.7 33.2 

2 5.2 6.8 4.9 7.3 

3ñ6 3.6 6.6 3.2 6.4 

7ñ19 0.8 2.4 0.7 2.2 

20 or more 0.2 0.9 0.2 0.7 

Appendix B
49 Safety Study

Table Bñ1. Operational characteristics of intrastate and interstate motor carriers as 

reported in the MCMIS census file, November 2001.a

 Carriers in all 50 States Carriers in 17 Statesb

Operational characteristic 

Percent of the 

68,993 intrastate carriers 

indicating the 

characteristic 

Percent of the 

532,199 interstate carriers 

indicating the 

characteristic 

Percent of the 

61,844 intrastate carriers 

indicating the 

characteristic

Percent of the

160,236 interstate carriers 

indicating the

characteristic

(continued)

Number of tractors term-leased:g 

1 1.0 2.7 0.9 7.8 

2 0.3 1.0 0.2 1.0 

3ñ6 0.3 1.4 0.2 1.3 

7-19 0.2 0.9 0.1 0.8 

20 or more 0.1 0.5 0.1 0.4 

Number of tractors trip-leased:g 

1 0.1 0.4 0.1 0.4 

2 <0.1 0.1 <0.1 0.1 

3ñ6 <0.1 0.1 <0.1 0.1 

7ñ19 <0.1 <0.1 <0.1 <0.1 

20 or more <0.1 <0.1 <0.1 <0.1 

Number of trailers owned:g 

1 19.9 21.0 20.3 24.2 

2 7.4 7.6 7.3 8.8 

3ñ6 6.4 8.4 6.0 9.1 

7ñ19 1.9 3.8 1.5 3.7 

20 or more 0.6 2.1 0.4 1.8 

Number of trailers term-leased:g 

1 1.0 2.2 0.9 2.5 

2 0.3 0.8 0.3 0.8 

3ñ6 0.3 1.1 0.2 1.0 

7ñ19 0.2 0.7 0.1 0.6 

20 or more 0.1 0.5 0.1 0.4 

Number of trailers trip-leased:g 

1 0.2 0.4 0.2 0.4 

2 <0.1 0.1 <0.1 0.1 

3ñ6 <0.1 0.1 <0.1 0.1 

7ñ19 <0.1 <0.1 <0.1 <0.1 

20 or more <0.1 0.1 <0.1 <0.1 

a MCMIS = Motor Carrier Management Information System, which is maintained by the Federal Motor Carrier Safety 

Administration (FMCSA). The percentages in this table do not include carriers transporting hazardous materials or carriers 

operating buses. 

b The following 17 States were selected for a more refined analysis because they are participating in the FMCSA voluntary

registration program to issue USDOT numbers, with a State suffix, to intrastate carriers: Colorado, Connecticut, Florida, 

Georgia, Idaho, Indiana, Iowa, Kansas, Kentucky, Maine, Missouri, Nebraska, Oklahoma, Oregon, Utah, Washington, and 

Wyoming. Further, the combined number of intrastate carriers in these 17 States constitute the majority of intrastate 

carriers in all 50 States who are included the MCMIS census file. 

c ìOtherî comprises several operational classifications, including migrant; U.S. mail; Federal, State, and local governments

and American Indian tribe. 

d The operations of some motor carriers fall into more than one classification. 

e Carriers may haul more than one type of cargo; therefore, percentages total more than 100. 

f

 The total number of power units, including trucks and truck tractors, used by the carrier. 

g Some carriers do not own, term-lease, or trip-lease the indicated type of equipment; therefore, percentages regarding 

ownership or leasing of trucks, tractors, and trailers do not total 100. 

Appendix B
50 Safety Study

Table Bñ2. Operational characteristics of intrastate and interstate private and for-hire 

motor carriers in 17 States as reported in the MCMIS census file, November 2001.a

 Intrastate carriers Interstate carriers 

Operational characteristic 

Percent 

of the 33,116 

intrastate 

private carriers 

indicating the 

characteristic 

Percent 

of the 25,516 

intrastate forhire carriers 

indicating the 

characteristic 

Percent 

of the 70,248 

interstate 

private carriers 

indicating the 

characteristic

Percent 

of the 73,053

interstate forhire carriers 

indicating the

characteristic

Cargo transported:b 

Beverages 1.4 0.8 1.3 5.8 

Building materials 19.2 14.9 13.4 13.4 

Coal, coke 1.2 3.0 0.6 1.9 

Commodities drybulk 2.6 4.9 2.9 9.0 

Construction 14.5 21.7 4.3 3.7 

Drive away, tow away 0.9 5.5 1.4 3.7 

Farm supplies 2.8 2.6 2.6 2.6 

Fresh produce 1.7 1.6 3.0 12.8 

Garbage, refuse, trash 6.1 5.4 1.7 1.8 

General freight 6.6 12.7 10.0 48.9 

Grain, feed, hay 15.4 10.6 13.1 19.1 

Household goods 1.5 2.5 3.0 3.9 

Intermodal containers 0.1 0.5 0.2 2.4 

Liquids, gases 0.9 0.6 0.9 0.9 

Livestock 4.1 2.9 6.6 8.6 

Logs, poles, beams, lumber 13.9 12.7 9.9 16.0 

Machinery, large objects 25.2 12.5 18.8 11.4 

Meat 0.5 0.5 1.1 5.6 

Metal: sheets, coils, rolls 3.7 3.1 5.5 9.5 

Mobile homes 0.7 2.4 0.9 1.4 

Motor vehicles 2.6 10.3 5.9 9.1 

Oil field equipment 1.0 1.2 1.0 2.2 

Paper products 1.5 2.1 2.7 9.3 

Refrigerated foods 1.0 0.9 2.5 9.1 

Utility 1.1 0.7 0.6 0.8 

Water well 0.8 0.4 0.3 0.3 

Other (including gravel, cement, 

soil, laundry) 

33.3 35.7 39.7 16.2 

Number of drivers: 

1 46.6 59.8 35.4 41.9 

2 23.1 19.0 21.4 13.8 

3ñ6 21.2 14.8 20.6 12.6 

7ñ19 5.3 3.4 5.8 5.2 

20 or more 1.6 0.8 1.8 2.3 

Missing (no data were reported) 2.1 2.2 15.1 24.2 

Size of fleet:c 

1 52.1 64.2 47.6 49.2 

2ñ3 29.2 22.4 26.7 17.1 

4ñ6 10.2 7.2 10.5 6.9 

7ñ8 2.4 1.7 2.6 1.9 

9ñ11 1.8 1.0 2.0 1.7 

12ñ14 0.9 0.6 1.1 1.0 

15ñ17 0.5 0.3 0.6 0.6 

Appendix B
51 Safety Study

Table Bñ2. Operational characteristics of intrastate and interstate private and for-hire 

motor carriers in 17 States as reported in the MCMIS census file, November 2001.a

 Intrastate carriers Interstate carriers 

Operational characteristic 

Percent 

of the 33,116 

intrastate 

private carriers 

indicating the 

characteristic 

Percent 

of the 25,516 

intrastate forhire carriers 

indicating the 

characteristic 

Percent 

of the 70,248 

interstate 

private carriers 

indicating the 

characteristic

Percent 

of the 73,053

interstate forhire carriers 

indicating the 

characteristic

(continued)

18ñ20 0.3 0.2 0.5 0.5 

21 or more 1.3 0.7 1.9 2.2 

Missing (no data were reported) 1.3 1.6 6.7 18.9 

Number of trucks owned:d 

1 45.1 46.6 35.9 13.4 

2 16.0 11.1 12.8 3.8 

3ñ6 14.3 9.9 12.3 4.0 

7ñ19 4.1 2.1 3.8 1.2 

20 or more 1.0 0.4 1.2 0.3 

Number of trucks term-leased:d 

1 2.4 2.2 3.5 1.2 

2 0.7 0.5 1.0 0.4 

3ñ6 0.7 0.6 1.0 0.4 

7ñ19 0.3 0.2 0.4 0.2 

20 or more 0.1 0.1 0.2 0.1 

Number of trucks trip-leased:d 

1 0.1 0.2 0.4 0.2 

2 <0.1 <0.1 0.1 <0.1 

3ñ6 <0.1 <0.1 0.1 <0.1 

7ñ19 <0.1 <0.1 <0.1 <0.1 

20 or more <0.1 <0.1 <0.1 <0.1 

Number of tractors owned:d 

1 20.7 25.0 23.4 41.0 

2 4.8 4.8 6.5 7.6 

3ñ6 3.1 3.2 4.9 7.3 

7ñ19 0.6 0.7 1.3 2.9 

20 or more 0.2 0.1 0.3 1.1 

Number of tractors term-leased:d 

1 0.7 1.1 1.9 3.4 

2 0.2 0.3 0.7 1.2 

3ñ6 0.2 0.3 0.8 1.8 

7ñ19 0.1 0.1 0.3 1.3 

20 or more <0.1 0.1 0.1 0.7 

Number of tractors trip-leased:d 

1 0.1 0.1 0.4 0.4 

2 <0.1 0.1 <0.1 0.1 

3ñ6 <0.1 0.1 0.1 0.1 

7-19 <0.1 <0.1 <0.1 <0.1 

20 or more <0.1 <0.1 <0.1 <0.1 

Appendix B
52 Safety Study

Table Bñ2. Operational characteristics of intrastate and interstate private and for-hire 

motor carriers in 17 States as reported in the MCMIS census file, November 2001.a

 Intrastate carriers Interstate carriers 

Operational characteristic 

Percent 

of the 33,116 

intrastate 

private carriers 

indicating the 

characteristic 

Percent 

of the 25,516 

intrastate forhire carriers 

indicating the 

characteristic 

Percent 

of the 70,248 

interstate 

private carriers 

indicating the 

characteristic

Percent 

of the 73,053

interstate forhire carriers 

indicating the

characteristic

(continued)

Number of trailers owned:d 

1 20.7 19.5 21.1 26.5 

2 7.9 6.2 9.3 7.9 

3ñ6 6.8 4.8 9.5 8.1 

7ñ19 1.7 1.2 3.4 3.8 

20 or more 0.5 0.4 1.4 2.2 

Number of trailers term-leased:d 

1 0.6 1.3 1.3 3.4 

2 0.2 0.3 0.5 1.1 

3ñ6 0.2 0.2 0.6 1.4 

7ñ19 0.1 0.1 0.3 0.9 

20 or more 0.1 0.1 0.2 0.6 

Number of trailers trip-leased:d 

1 0.1 0.2 0.3 0.5 

2 <0.1 <0.1 0.1 0.1 

3ñ6 <0.1 0.1 0.1 0.1 

7ñ19 <0.1 <0.1 <0.1 <0.1 

20 or more <0.1 <0.1 <0.1 0.1 

a MCMIS = Motor Carrier Management Information System, which is maintained by the Federal Motor Carrier Safety 

Administration (FMCSA). The percentages in this table do not include carriers transporting hazardous materials or carriers

operating buses. The following 17 States were selected for a more refined analysis because they are participating the 

FMCSA voluntary registration program to issue USDOT numbers, with a State suffix, to intrastate carriers: Colorado, 

Connecticut, Florida, Georgia, Idaho, Indiana, Iowa, Kansas, Kentucky, Maine, Missouri, Nebraska, Oklahoma, Oregon, 

Utah, Washington, and Wyoming. Further, the combined number of intrastate carriers in these 17 States constitute the 

majority of intrastate carriers in all 50 States who are included in the MCMIS census file. 

b Carriers may haul more than one type of cargo; therefore, percentages total more than 100. 

c The total number of power units, including trucks and truck tractors, used by the carrier. 

d Some carriers do not own, term-lease, or trip-lease the indicated type of equipment; therefore, percentages regarding 

ownership or leasing of trucks, tractors, and trailers do not total 100. 

Appendix B
53 Safety Study

TIFA Accident Data

Table Bñ3. Vehicle characteristics recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

Category and 

vehicle characteristic 

Percent of category 

for trucks operated by 

intrastate carriers 

involved in 

fatal accidentsb

Percent of category 

for trucks operated by 

interstate carriers 

involved in 

fatal accidentsb

Power unit type: 

Straight truck 58.8 16.4 

Tractor 41.2 83.6 

Unknown 0 <0.1 

Straight truck body type: 

Not applicablec 38.7 83.6 

Van 8.0 4.7 

Open top van 0.1 <0.1 

Refrigerated van 2.2 1.2 

Livestock carrier 0.1 <0.1 

Flatbed 3.9 1.2 

Low-boy 0 <0.1 

Flatbed with equipment 1.4 0.5 

Flatbed with sides 3.5 0.6 

Pole/logging 1.1 0.2 

Tank, liquid/gas 2.7 0.6 

Tank, dry bulk <0.1 <0.1 

Auto carrier 0.1 0.7 

Dump 19.7 2.7 

Bottom dump/hopper bottom <0.1 <0.1 

Garbage/refuse 5.5 1.0 

Other 12.0 2.9 

Unknown 0 <0.1 

First Trailer Type: 

Semi-trailer 36.0 80.0 

Full trailer 1.9 0.6 

Other 5.0 2.4 

None 57.1 17.0 

Unknown 0 <0.1 

First trailer body type: 

Not applicabled 55.1 17.0 

Van 5.6 35.7 

Open top van 0.8 0.8 

Refrigerated van 1.8 12.5 

Livestock carrier 0.6 1.2 

Flatbed 8.0 13.2 

Low-boy 2.1 1.2 

Flatbed with equipment 0.2 0.2 

Flatbed with sides 1.0 1.3 

Pole/logging 4.9 1.8 

Tank, liquid/gas 2.2 4.2 

Tank, dry bulk 0.7 1.4 

Auto carrier 0.2 1.0 

Dump 9.2 4.5 

Bottom dump/hopper bottom 2.8 2.2 

Garbage/refuse 0.2 0.1 

Appendix B
54 Safety Study

Table Bñ3. Vehicle characteristics recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

Category and 

vehicle characteristic 

Percent of category 

for trucks operated by 

intrastate carriers 

involved in 

fatal accidentsb

Percent of category 

for trucks operated by 

interstate carriers 

involved in 

fatal accidentsb

(continued)

Other 2.7 1.7 

Unknown <0.1 0.1 

Number of trailers: 

0 57.1 17.0 

1 39.3 78.8 

2 3.6 4.1 

3 <0.1 <0.1 

Gross vehicle weight rating: 

10,001 to 14,000 pounds 8.7 2.2 

14,001 to 16,000 pounds 3.2 0.9 

16,001 to 19,500 pounds 1.1 0.4 

19,501 to 26,000 pounds 6.1 2.2 

26,001 to 33,000 pounds 10.1 6.5 

33,001 pounds or more 63.1 85.9 

Unknown 7.9 2.0 

Averages of the following characteristics: 

Truck age 9.45 years 5.35 years 

Empty combination weight 22,213.46 pounds 28,066.26 pounds 

Gross weight 36,687.23 pounds 49,683.40 pounds 

Total length 38.93 feet 56.17 feet 

Total width 96.45 inches 98.54 inches 

a TIFA = Trucks Involved in Fatal Accidents, which is maintained by the University of Michigan Transportation Research 

Institute. The data in this table exclude trucks transporting hazardous materials. 

b Percentages for a category may not total 100 because of rounding. 

c Not applicable because the vehicle was a tractor-trailer. 

d Not applicable because the vehicle was a straight truck or tractor without trailer. 

Appendix B
55 Safety Study

Table Bñ4. Driver characteristics recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

Category and 

driver characteristic 

Percent of category for 

fatal accidents involving 

trucks operated by 

intrastate carriersb

Percent of category for 

fatal accidents involving 

trucks operated by 

interstate carriersb

License class compliance (1991ñ1999): 

Not licensed 0.5 0.4 

No license required for this class vehicle <0.1 <0.1 

No valid license for this class vehicle 5.7 2.7 

Valid license for this class vehicle 91.2 92.4 

Unknown if CDL and/or CDL endorsement 

 was required for this vehiclec

0.6 0.4 

Unknown 2.0 4.1 

CDL license status (1993ñ1997):c 

No CDLc 23.5 6.7 

Learnerís permit <0.1 <0.1 

Valid CDLc 72.5 87.3 

Suspended 0.8 0.6 

Revoked <0.1 0.1 

Expired 0.2 0.4 

Cancelled <0.1 <0.1 

Disqualified <0.1 0.1 

Other, not valid 0.6 0.3 

CDL status unknown 2.1 4.2 

Driver drinking (1991ñ1999): 

No drinking reported 94.2 92.4 

Drinking reported 3.0 2.4 

Not reported 2.0 2.8 

Unknown 0.9 0.8 

Drug involvement (1991ñ1999): 

No 24.9 21.8 

Yes 0.5 4.8 

Not reported 68.7 69.0 

Unknown (police reported as unknown) 6.0 4.4 

License restrictions met (1991ñ1999): 

No restrictions or not applicable 73.7 71.0 

Restrictions complied with 5.4 6.6 

Restrictions not complied with 0.2 0.1 

Restrictions, compliance unknown 18.5 18.1 

Unknown 2.2 4.7 

Violations charged (1991ñ1996): 

None 81.0 84.6 

Alcohol or drugs 0.6 0.4 

Speeding 0.7 1.0 

Alcohol or drugs and speeding 0 <0.1 

Reckless driving 0.8 0.7 

Driving with a suspended or revoked license 0.4 0.1 

Appendix B
56 Safety Study

Table Bñ4. Driver characteristics recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

Category and 

driver characteristic 

Percent of category for 

fatal accidents involving 

trucks operated by 

intrastate carriersb

Percent of category for 

fatal accidents involving 

trucks operated by 

interstate carriersb

(continued)

Other moving violation 8.8 6.5 

Nonmoving violation 2.0 1.5 

Violation, type unknown or other violation 0.7 0.7 

Unknown 4.7 4.5 

Violation (1997ñ1999): 

None 79.7 78.3 

Reckless/careless/hit-and-run type offenses 4.1 4.9 

Impairment offenses 0.6 0.4 

Speed-related offenses 0.8 1.0 

Rules of the road: traffic sign and signals 1.1 0.7 

Rules of the road: turning, yielding, signaling 1.5 1.2 

Rules of the road: wrong side, passing, 

 and following 

0.8 1.0 

Rules of the road: lane usage 0.3 0.4 

Nonmoving: license and registration 2.4 1.4 

Equipment 1.6 1.1 

Other violations 0.3 0.3 

Unknown violation 6.8 9.3 

a TIFA = Trucks Involved in Fatal Accidents, which is maintained by the University of Michigan Transportation Research 

Institute. The data in this table exclude trucks transporting hazardous materials. 

b Percentages for a category may not total 100 because of rounding. 

c CDL = commercial driverís license. 

Appendix B
57 Safety Study

Table Bñ5. Accident characteristics recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

Category and 

accident characteristic 

Percent of category for 

fatal accidents involving 

trucks operated by 

intrastate carriersb

Percent of category for 

fatal accidents involving 

trucks operated by 

interstate carriersb

Route signing: 

Interstate highway 9.3 29.9 

U.S. highway 21.6 30.0 

State highway 35.3 26.3 

County road 16.4 5.5 

Township 2.5 0.9 

Municipality 9.8 5.3 

Frontage 0.3 0.3 

Other 3.6 1.2 

Unknown 1.2 0.6 

Roadway function class: 

Rural 62.4 68.1 

Urban 36.4 31.4 

Unknown 1.5 1.0 

First harmful event in accident sequence: 

Noncollisionc 4.9 4.3 

Collision with nonfixed objectd 90.1 88.5 

Collision with fixed objecte 5.0 7.2 

Relation to roadway: 

On roadway 90.3 87.7 

Shoulder 2.6 3.4 

Median 0.7 2.0 

Roadside 3.9 4.2 

Outside right-of-way 0.4 0.5 

Off roadway, location unknown 1.8 1.9 

In parking lane <0.1 <0.1 

Gore 0.2 0.1 

Unknown 0.1 0.1 

Relation to junction: 

Noninterchange 97.2 94.8 

Interchange 2.8 5.2 

Unknown <0.1 <0.1 

Construction or maintenance zone: 

None 96.3 96.0 

Construction 2.9 3.4 

Maintenance 0.4 0.3 

Utility <0.1 <0.1 

Work zone, type unknown 0.3 0.2 

Roadway alignment: 

Straight 82.8 82.7 

Curve 17.6 17.0 

Unknown 0.3 0.3 

Appendix B
58 Safety Study

Table Bñ5. Accident characteristics recorded in the TIFA database for intrastate and 

interstate carrier trucks involved in fatal accidents, January 1, 1991, through 

December 31, 1999.a

Category and 

accident characteristic 

Percent of category for 

fatal accidents involving 

trucks operated by 

intrastate carriersb

Percent of category for 

fatal accidents involving 

trucks operated by 

interstate carriersb

(continued)

Roadway profile: 

Level 72.9 68.8 

Grade 22.8 27.1 

Hillcrest 3.9 2.1 

Sag 0.5 0.5 

Unknown 1.9 1.5 

Roadway surface type: 

Concrete 11.8 18.2 

Blacktop, bituminous, or asphalt 85.1 80.2 

Brick or block <0.1 <0.1 

Slag, gravel, or stone 1.0 0.3 

Dirt 0.5 0.1 

Other <0.1 <0.1 

Unknown 1.5 1.2 

Roadway surface condition: 

Dry 82.9 78.2 

Wet 14.0 15.9 

Snow or slush 1.3 2.5 

Ice 1.6 5.5 

Sand, dirt, oil <0.1 <0.1 

Other <0.1 0.2 

Unknown <0.1 0.2 

a TIFA = Trucks Involved in Fatal Accidents, which is maintained by the University of Michigan Transportation Research 

Institute. The data in this table exclude trucks transporting hazardous materials. 

b Percentages for a category may not total 100 because of rounding. 

c Noncollision includes accidents that involved a rollover, explosion or fire, immersion, gas inhalation, fall and/or injury 

from the vehicle, thrown or falling objects, or pavement irregularities. 

d Nonfixed objects include objects such as pedestrians, pedalcycles, railway trains, animals, motor vehicle in transport, 

or parked motor vehicle. 

e Fixed objects include objects such as bridges, boulders, buildings, guardrails, utility poles, and ditches. 

Appendix B
59 Safety Study

Table Bñ6. Accident- , vehicle- , and driver-related factors recorded in the TIFA 

database for intrastate and interstate carrier trucks involved in fatal accidents, 

January 1, 1991, through December 31, 1999.a

Category and 

related factor 

Percent of category for 

fatal accidents involving 

trucks operated by 

intrastate carriersb

Percent of category for 

fatal accidents involving 

trucks operated by 

interstate carriersb

Accident-related factors: 

None 95.2 95.5 

Inadequate warning of exits, lanes 

 narrowing, traffic controls, etc. 

<0.1 <0.1 

Shoulder-related 0.1 0.2 

Other construction created condition 0.2 0.4 

No (or obscured) pavement marking 0.2 <0.1 

Surface under water <0.1 <0.1 

Inadequate construction or poor design 

 of roadway bridges, etc. 

<0.1 <0.1 

Surface washed out (caved in road slippage) <0.1 <0.1 

Motor vehicle in transport struck by falling 

 cargo, or by something that was set in 

 motion by a vehicle 

1.1 1.5 

Nonoccupant struck by falling cargo or by 

 something that came loose from or was 

 set in motion by a vehicle 

0.2 0.2 

Nonoccupant struck vehicle 0.5 0.3 

Vehicle set in motion by nondriver <0.1 <0.1 

Date of accident and date of emergency 

 medical services notification were not 

 the same 

<0.1 0.1 

Recent previous accident scene nearby 0.8 2.0 

Police pursuit involved 0.1 0.2 

Within designated school zone <0.1 <0.1 

Speed limit is a statutory limit <0.1 <0.1 

Unknown 0.8 0.4 

Vehicle-related factors: 

None 86.5 92.2 

Tires 1.6 0.8 

Brake system 4.0 2.2 

Steering system 0.3 0.1 

Suspension 0.1 0.1 

Power train 0.1 0.1 

Exhaust system <0.1 <0.1 

Headlights 0.2 <0.1 

Signal lights 0.2 <0.1 

Other lights 0.4 0.2 

Horn <0.1 <0.1 

Mirrors <0.1 <0.1 

Wipers 0 <0.1 

Driver seating and control 0 0 

Body, doors, hood, otherc <0.1 <0.1 

Trailer hitch 0.2 0.2 

Wheels 0.1 <0.1 

Air bags 0 0 

Other vehicle defect 0.6 0.4 

Hit-and-run vehicle 0.5 0.4 

Appendix B
60 Safety Study

Table Bñ6. Accident- , vehicle- , and driver-related factors recorded in the TIFA 

database for intrastate and interstate carrier trucks involved in fatal accidents, 

January 1, 1991, through December 31, 1999.a

Category and 

related factor 

Percent of category for 

fatal accidents involving 

trucks operated by 

intrastate carriersb

Percent of category for 

fatal accidents involving 

trucks operated by 

interstate carriersb

(continued)

Vehicle registered for handicapped 0 0 

Vehicle being pushed by nonmotorist 0 0 

Unknown 2.5 3.0 

Driver-related factors: 

None 49.2 51.9 

Physical/mental conditiond 4.3 6.0 

Miscellaneous (traffic-related)e 35.5 32.6 

Vision obscuredf 2.2 2.1 

Avoidance, swerved, or slidg 2.0 2.6 

Other miscellaneous factorh 5.7 4.0 

Possible distractions (inside vehicle)i <0.1 <0.1 

Unknown 0.9 0.8 

a TIFA = Trucks Involved in Fatal Accidents, which is maintained by the University of Michigan Transportation Research

Institute. The data in this table exclude trucks transporting hazardous materials. 

b Percentages for a category may total more than 100 percent because more than one factor may be cited within a 

category. 

c Includes the exterior components of vehicle (such as hood hatch and bumpers) that are not included in another 

vehicle-related item. 

d Conditions include drowsy, ill, inattention, and so on. 

e Traffic-related factors include failure to keep in proper lane or running off the road, failure to yield right of way, 

improper passing of other vehicles, improper loading of vehicle, driving too fast for conditions or in excess of posted 

maximum, and so on. 

f

 Source of obscured vision includes rain; snow; motor vehicle; curve, hill, or other design features; and so on. 

g Action resulting from severe crosswind, vehicle in road, phantom vehicle, and so on. 

h Includes hit-and-run vehicle driver, nontraffic violation charged (for example, manslaughter or other homicide), and 

other nonmoving traffic violations. 

i

 For example, use of cellular phone, two-way radio, on-board navigation system, and so on. 

Appendix B
61 Safety Study

MCMIS Crash Data

Table Bñ7. Accident characteristics in the MCMIS crash file recorded for intrastate 

and interstate truckdrivers or trucks involved in an accident, 1993 through 

November 2001.a

Category and 

accident characteristic 

Percent of the 168,171 

intrastate carrier 

drivers or trucks for 

which the characteristic 

was recordedb

Percent of the 564,629 

interstate carrier 

drivers or trucks for 

which the characteristic 

was recordedb

Road trafficway: 

Not physically divided (two-way 

 trafficway) 

44.8 31.7 

Divided highway, median strip, 

 without traffic barrier 

15.3 23.3 

Divided highway, median strip, 

 with traffic barrier 

9.8 17.8 

One-way trafficway 3.3 3.6 

Unknown or missingc 26.9 23.5 

Road access control: 

No control (unlimited access) 27.0 38.1 

Full control (only ramp entry and exit) 7.6 5.1 

Other 63.0 55.7 

Unknown or missingc 2.3 2.5 

Road surface type: 

Dry 70.1 65.7 

Wet 14.2 15.9 

Water (standing , moving) <0.1 <0.1 

Snow 2.8 3.8 

Slush <0.1 <0.1 

Ice 2.8 5.1 

Sand, mud, dirt, or gravel 0.3 0.2 

Other 0.1 0.2 

Unknown or missingc 9.7 9.1 

Weather condition: 

No adverse condition 73.0 66.2 

Rain 9.6 11.3 

Sleet, hail 0.6 1.4 

Snow 3.2 5.2 

Fog 1.3 1.5 

Blowing sand, soil, dirt, or snow 0.3 0.5 

Severe crosswinds 0.1 0.5 

Other 3.4 4.7 

Unknown or missingc 9.5 8.7 

Light condition: 

Daylight 75.3 63.7 

Dark, not lighted 7.0 15.8 

Dark, lighted 4.9 7.3 

Dark, unknown roadway lighting <0.1 <0.1 

Dawn 1.8 2.7 

Dusk 1.0 1.9 

Other 0 <0.1 

Unknown or missingc 9.9 9.0 

Apparent driver condition: 

Appeared normal 74.7 74.6 

Had been drinking 0.6 0.5 

Appendix B
62 Safety Study

Table Bñ7. Accident characteristics in the MCMIS crash file recorded for intrastate 

and interstate truckdrivers or trucks involved in an accident, 1993 through 

November 2001.a

Category and 

accident characteristic 

Percent of the 168,171 

intrastate carrier 

drivers or trucks for 

which the characteristic 

was recordedb

Percent of the 564,629 

interstate carrier 

drivers or trucks for 

which the characteristic 

was recordedb

(continued)

Illegal drug use 0.1 0.1 

Sick 0.1 0.2 

Fatigue 0.4 0.6 

Asleep 0.2 0.8 

Medication <0.1 0.1 

Unknown or missingc 23.9 23.1 

Vehicle configuration: 

Single-unit truck, 2 axles, 6 tires 22.7 9.4 

Single-unit truck, 3 or more axles 22.8 9.4 

Truck trailer 11.0 9.7 

Truck tractor (bobtail) 2.3 3.8 

Tractor-semitrailer 30.1 60.5 

Tractor-double semitrailer 1.3 3.3 

Tractor-triple semitrailer 0.1 0.2 

Unknown heavy truck, cannot classify 8.9 3.2 

Unknown or missingc 0.8 0.5 

Cargo body type: 

Van, enclosed box 15.0 42.4 

Cargo tank 2.8 3.7 

Flatbed 10.7 11.7 

Dump 20.3 5.0 

Concrete mixer 3.4 1.4 

Auto transporter 0.5 0.8 

Garbage/refuse 5.5 1.4 

Other 31.5 22.2 

Unknown or missingc 10.4 11.4 

Gross vehicle weight rating: 

10,000 pounds or less 3.4 1.4 

10,001 to 26,000 pounds 14.6 7.7 

26,001 pounds or more 60.2 73.9 

Unknown or missingc 21.8 17.0 

First event of accident sequence: 

Noncollisionó 

 Ran off road 9.0 10.9 

 Jacknife 1.1 2.9 

 Overturn (rollover) 2.9 2.8 

 Downhill runaway 0.4 0.2 

 Cargo loss or shift 1.2 1.2 

 Explosion or fire 0.3 0.4 

 Separation of units 0.4 0.3 

 Cross median/centerline <0.1 <0.1 

 Equipment failure (brake failure, 

 blown tires, etc.) 

3.6 3.8 

 Other <0.1 <0.1 

Appendix B
63 Safety Study

Table Bñ7. Accident characteristics in the MCMIS crash file recorded for intrastate 

and interstate truckdrivers or trucks involved in an accident, 1993 through 

November 2001.a

Category and 

accident characteristic 

Percent of the 168,171 

intrastate carrier 

drivers or trucks for 

which the characteristic 

was recordedb

Percent of the 564,629 

interstate carrier 

drivers or trucks for 

which the characteristic 

was recordedb

(continued)

Collisionó 

 Involving pedestrian 0.7 0.6 

 Involving motor vehicle in transport 53.0 50.3 

 Involving parked motor vehicle 1.4 1.6 

 Involving train 0.2 0.2 

 Involving pedalcycle 0.2 0.1 

 Involving animal 0.5 0.8 

 Involving fixed object 2.5 3.6 

 With work zone maintenance 

 equipment 

0 0 

 With other movable object 0.7 1.0 

Other 7.0 6.8 

Unknown or missingc 15.0 12.4 

a MCMIS = Motor Carrier Management Information System, which is maintained by the Federal Motor Carrier Safety 

Administration. The data in this table exclude accidents involving trucks placarded for hazardous materials and buses. 

b Percentages within a category may not total 100 due to rounding. 

c Unknown = the person completing the data form after the accident did not know the information; missing = no data 

were reported. 

Appendix B
64 Safety Study

National Transportation Safety Board

Survey Data

Table Bñ8. Operational characteristics as indicated by the 

intrastate motor carriers who responded to the National 

Transportation Safety Boardís 1999 survey.a

Operational characteristic 

Response pertaining to 

the characteristic 

Carrier classification: Percent who responded 

For-hire 18.7 

Private 64.4 

Both types 15.1 

Other type 2.2 

Number of years carrier 

has been in business: Percent who responded 

Less than 1 0.2 

1ñ4 9.8 

5ñ9 12.0 

10ñ19 22.7 

20ñ29 20.2 

30ñ39 9.3 

40ñ49 6.7 

50 14.5 

Cargo transported:b Percent who responded 

Beverages 3.9 

Building materials 10.8 

Commodities dry bulk 3.1 

Coal, coke 0.6 

Construction 28.9 

Drive away/tow away 0.6 

Farm supplies 4.5 

Fresh produce 1.6 

Garbage, refuse, trash 6.7 

General freight 4.3 

Grain, feed, hay 12.2 

Household goods 0.8 

Liquids, gases 2.9 

Livestock 1.8 

Logs, poles, beams, lumber 11.8 

Meat 0.4 

Machinery, large objects 15.7 

Metal: sheets, coils, rolls 1.8 

Mobile homes 0.6 

Motor vehicles 1.4 

Oilfield equipment 1.0 

Paper products 2.2 

Refrigerated foods 1.4 

Other (including gravel, cement, 

soil, laundry) 

23.8 

Number of vehicles owned, 

by type: Total vehicles, all respondents 

Power units 1,726 

Trailers 2,569 

Converter dollies 79 

Straight trucks 2,812 

Vans 276 

Appendix B
65 Safety Study

Table Bñ8. Operational characteristics as indicated by the 

intrastate motor carriers who responded to the National 

Transportation Safety Boardís 1999 survey.a

Operational characteristic 

Response pertaining to 

the characteristic 

(continued)

Number of vehicles leased, 

by type: Total vehicles, all respondents 

Power units 187 

Trailers 161 

Converter dollies 3 

Straight trucks 159 

Vans 5 

Average age of vehicles, 

by type: Years 

Power units 11.05 

Trailers 10.18 

Converter dollies 2.8 

Staright trucks 10.7 

Vans 7.2 

Frequency of preventative 

maintenance: Percent who responded 

Daily 16.9 

Weekly 28.9 

Monthly 20.2 

5,000 miles 15.5 

10,000 miles 3.7 

15,000 miles 0.6 

Other 8.7 

General maintenance 

performed by: Percent who responded 

In-house 61.3 

Contractor 3.5 

Commercial garage 12.0 

Combination 19.9 

Other 1.4 

Major maintenance 

performed by: Percent who responded 

In-house 19.8 

Contractor 8.1 

Commercial garage 53.6 

Combination 13.8 

Other 1.4 

Pre-trip inspections 

performed by: Percent who responded 

Drivers 83.5 

Dispatchers 0 

Maintenance/mechanics 0.6 

Safety personnel 0 

Combination 8.9 

Other 4.9 

Appendix B
66 Safety Study

Table Bñ8. Operational characteristics as indicated by the 

intrastate motor carriers who responded to the National 

Transportation Safety Boardís 1999 survey.a

Operational characteristic 

Response pertaining to 

the characteristic 

(continued)

Appendix B

Post-trip inspections 

performed by: Percent who responded 

Drivers 78.8 

Dispatchers 0 

Maintenance/mechanics 3.1 

Safety personnel 0.2 

Combination 10.8 

Other 4.5 

Number of trucks with on-board 

recorders for recording hours of 

service: Percent who responded 

0 trucks 84.9 

1 truck 2.6 

2 trucks 2.0 

3 or more trucks 6.4 

Number of trucks with on-board 

recorders for recording 

maintenance records: Percent who responded 

0 trucks 85.5 

1 truck 3.3 

2 trucks 1.2 

3 or more trucks 6.4 

Number of driver positions: Total drivers, all respondents 

Full-time drivers 3,334 

Part-time drivers 543 

Average age of drivers: Years 

Full-time drivers 41.4 

Part-time drivers 41.7 

Average experience of drivers: Years 

Full-time drivers 16.78 

Part-time drivers 14.37 

Other driver-related operational 

characteristics: 

Total for all respondents, 

or percent who responded 

Number of drivers younger 

 than 21 years 

86 drivers 

All drivers of the carrier 

 hold a CDLc 78.2 percent 

All drivers of the carrier operate 

 within 100 air-mile radius 

86.2 percent 

Compensation of drivers: Percent who responded 

By the mile 0.6 

By the hour 60.5 

By the trip 3.3 

By commission 5.9 

Combination of methods 2.2 
67 Safety Study

Table Bñ8. Operational characteristics as indicated by the 

intrastate motor carriers who responded to the National 

Transportation Safety Boardís 1999 survey.a

Operational characteristic 

Response pertaining to 

the characteristic 

(continued)

Appendix B

Percent of budget 

spent on safety: Percent who responded 

0 22.4 

0.01ñ0.99 4.6 

1.0 14.7 

1.1ñ9.9 16.6 

10 or more 5.3 

Other safety-related operational 

characteristics: Percent who responded 

Percent of carriers with a 

 safety director 

36.9 

Percent of carriers with a 

 written safety policy 

45.4 

Number of times drivers or 

trucks inspected at roadside 

inspections, by year: Total, for respondents 

1998 1,227 

1997 1,173 

Number of drivers placed 

out-of-service, by year: Total, for respondents 

1998 50 

1997 45 

Number of trucks placed 

out-of-service, by year: Total, for respondents 

1998 96 

1997 94 

a Of the 3,000 intrastate motor carriers to whom the questionnaire was mailed, 491 

(16 percent) responded and indicated they conduct intrastate commerce only. 

b Carriers may haul more than one type of cargo; therefore, percentages total more than 

100. 

c CDL = commercial driverís license. 
68 Safety Study

U.S. Roadside Inspection Data

Table Bñ9. Vehicle- and driver-related out-of-service violations charged to intrastate 

and interstate carriers resulting from U.S. roadside inspections, October 1, 1996, 

through September 30, 1999 (FY1997 through FY1999).a

 Intrastate carriers Interstate carriers 

Category 

and violation 

Number of 

violations 

Percent of 

categoryb Number 

Percent of 

categoryb

Vehicle-related violations: 

Brake adjustment 27,923 7.7 219,751 13.3 

Brake, other 78,183 21.6 395,195 23.9 

Coupling devices 6,550 1.8 28,321 1.7 

Emergency equipment 401 0.1 1,402 <0.1 

Exhaust discharge 1,675 0.5 4,865 0.3 

Fuel system 8,785 2.4 34,095 2.1 

Frames 4,426 1.2 20,029 1.2 

Lights 90,733 25.1 287,790 17.4 

Load secure 21,924 6.1 81,695 4.9 

Periodic inspection 85 <0.1 370 <0.1 

Steering mechanism 12,854 3.6 44,072 2.7 

Suspension 20,708 5.7 125,922 7.6 

Tires 40,864 11.3 171,256 10.3 

Wheels, studs, clamps, 9,577 2.7 56,072 3.4 

Windshield 354 <0.1 897 <0.1 

All other vehicle-related defects 36,334 10.1 184,126 11.1 

 Total, vehicle-related violations 361,376 1,655,858 

 

Driver violations: 

Medical certification 2,153 3.6 14,446 2.4 

False log 216 0.4 50,729 8.4 

No log/log not current 7,977 13.2 227,912 37.8 

10/15 hoursc 843 1.4 94,407 15.7 

15/20 hoursd 0 0 97 <0.1 

60/70/80 hourse 116 0.2 38,193 6.3 

All other hours-of-service violations 0 0 1,027 0.2 

Disqualified driver 3,056 5.0 18,032 3.0 

Drugs 260 0.4 4,046 0.7 

Alcohol 1,009 1.7 8,034 1.3 

Seat belt 37 <0.1 138 <0.1 

Traffic enforcement 2,049 3.4 8,367 1.4 

Radar detector 8 <0.1 127 <0.1 

All other driver-related violations 42,822 70.7 136,921 22.7 

 Total, driver-related violations 60,546 602,476 

a The data exclude commercial vehicles carrying passengers or transporting hazardous materials. 

b Percentages for a category may not total 100 because of rounding. 

c Pertains to maximum driving times. A driver may not drive for more than 10 hours following 8 consecutive hours off 

duty. In Alaska, a driver may drive for 15 hours. 

d Pertains to maximum on-duty times. A driver may be on-duty for up to 15 hours following 8 consecutive hours off 

duty. In Alaska, a driver may be on duty for 20 hours. 

e Pertains to maximum ìweeklyî driving times. A driver can be on duty only a maximum of 60 hours in 7 consecutive 

days or 70 hours in 8 consecutive days. In Alaska, a driver may be on duty a maximum of 80 hours in 8 consecutive 

days. 

Source: Federal Motor Carrier Safety Administration. 

Appendix B