The National Academies Press

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Pages 17-33

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From page 17... ... Regarding commercial drivers, in 2001, those aged 25 or younger constituted 6.9% of the large truck drivers involved in fatal crashes, 11.3% of those involved in injury crashes, and 13.8% of those involved in property damage only (PDO) crashes (FMCSA 2003) Read the entire page →
From page 18... ... These data do show, however, that female commercial drivers are relatively less likely than males to be involved in more serious crashes. In the Singh (2003) Read the entire page →
From page 19... ... This insurer has made significant efforts to assist their clients in identifying high-risk drivers. These efforts involved a three-part approach, which built a crash predictive index, assembled a comprehensive safety history, and included a ranking system comparing drivers' safety history with that of their peers. Read the entire page →
From page 20... ... Assembling comprehensive safety history. Read the entire page →
From page 21... ... 4.2.4 Defensive Driving This synthesis focuses on commercial driver risk factors, but most analyses of driver-related factors in crashes between large trucks and passenger vehicles have indicated that passenger vehicle driver errors or other driver factors are cited much 21 more often than truck driver factors. Most studies show that the ratio of passenger vehicle driver errors to truck driver errors in crashes, including fatal crashes, is at least 2:1 (Craft 2004, FHWA 1999, Blower 1998) Read the entire page →
From page 22... ... . That is, drivers with sleep apnea are two to four times more likely to have a motor vehicle accident. Read the entire page →
From page 23... ... determined that the relative risk of being involved in a motor vehicle crash if one has sleep apnea is approximately four times normal risk. Findley et al. Read the entire page →
From page 24... ... Of the light vehicle drivers involved in these crashes, 11% were under the influence of alcohol and 9% had used illegal drugs. Federal law requires all motor carriers employing commercial drivers to have drug and alcohol testing programs. Read the entire page →
From page 25... ... Indeed, there are numerous situational factors that increase the probability of drowsy driving, such as night driving, irregular schedules, sleeper berth use (versus sleep in a bed) , length of working shift, delivery schedule pressure, and amount of sleep. Read the entire page →
From page 26... ... (2002) recorded amounts of nightly sleep for 340 commercial drivers, including drivers at high risk and low risk for sleep apnea. Read the entire page →
From page 27... ... These stimuli were found to have no overall effect on the time course of alertness deterioration for any of the subjects. Remarkably, each subject nearly duplicated their original time course of alertness deterioration as measured by PVT lapses. Read the entire page →
From page 28... ... Corsi and 0 20 40 60 80 100 120 0 20 40 60 80 100 120 Average PVT Lapses in Last 24 Hours of First 36-Hour Sleep Deprivation Av e ra ge PV T La ps e s in La st 24 H o u rs o f S ec o n d 36 -H o u r Sl e e p D e pr iv a tio n Figure 13. Scatter plot showing large variations in vigilance (alertness) Read the entire page →
From page 29... ... matched two groups of 67 non-commercial drivers on age, driving experience, miles driven, and marital status. One group had a crash in the previous 3 months, while drivers in the other group did not have a crash in the last 3 months. Read the entire page →
From page 30... ... found "dependability" to have the highest (negative) correlation with crash involvement. Read the entire page →
From page 31... ... Tests comparing driver performance on the above sensory-motor tasks with performance on an interactive commercial truck driving simulator indicated that the most predictive abilities were depth perception, useful field31 of-view, field independence, attention sharing, and range of motion. Sensory-motor tests such as these may be helpful in assessing medical conditions as well as alcohol and drug impairment (Llaneras et al. Read the entire page →
From page 32... ... Nevertheless, 311 of 588 fatally injured large truck drivers in 2002 were not wearing safety belts. One hundred thirty-four fatally injured drivers of large truck crashes were ejected (FMCSA web page; www.fmcsa.dot.gov/ safetybelt) Read the entire page →
From page 33... ... 4.10.2 Rail In 2002, 14,404 railroad accidents/incidents occurred in which there were 11,103 nonfatal injuries and 951 fatalities (Federal Railroad Administration 2003) Read the entire page →

From page 17...

... Regarding commercial drivers, in 2001, those aged 25 or younger constituted 6.9% of the large truck drivers involved in fatal crashes, 11.3% of those involved in injury crashes, and 13.8% of those involved in property damage only (PDO) crashes (FMCSA 2003)