Fleet safety training program: how to build one that actually works

Last updated 2026-07-09

Why do fleet crashes keep happening even when drivers seem experienced?

Experience is not the same thing as safe behavior. The Bureau of Labor Statistics shows year after year that transportation incidents are the leading cause of occupational fatalities in the United States, accounting for 37 percent of all worker deaths in 2022. ^[1] That number barely moves, and the reason is almost always the same. Companies hire drivers who can physically operate a vehicle but never formally teach them the specific hazards of their particular routes, loads, or equipment.

Experienced drivers carry bad habits along with the good ones. A driver who has gone fifteen years without a serious crash may also have never been taught proper following distance on a loaded truck, or how hydroplaning changes with tire pressure, or what your company actually requires when a warning light comes on. Without training that makes these things explicit, you are betting your liability on luck.

The other factor is how small fleets grow. Most owners add vehicles one or two at a time, hire drivers reactively, and never pause to build a system. By the time you have eight drivers and four vehicles, you have eight slightly different ideas of what "safe driving" means at your company. A written program fixes that.

What does OSHA actually require for fleet safety training?

OSHA has no single fleet safety standard the way it has one for lockout/tagout. What it has is a set of overlapping requirements that depend on your industry and your vehicle type.

For powered industrial trucks (forklifts, pallet movers), 29 CFR 1910.178(l) is specific. Operators must be trained and evaluated before operating the equipment, and re-evaluation is required at least every three years or after an accident, near-miss, or observed unsafe behavior. ^[2] That standard lands on OSHA's most-cited list nearly every year.

For general motor vehicles in general industry, OSHA leans on the General Duty Clause (Section 5(a)(1) of the OSH Act), which requires employers to protect workers from recognized hazards. OSHA has issued multiple letters of interpretation confirming that employers who put workers behind the wheel have a duty to train them, including on seatbelt use and safe operation. ^[3]

For commercial motor vehicle (CMV) operators, the Federal Motor Carrier Safety Administration (FMCSA) runs a parallel regulatory universe under 49 CFR Parts 380-391. Entry-level driver training (ELDT) rules that took effect February 7, 2022 require first-time CDL or CLP applicants to complete a set curriculum from an FMCSA-registered training provider before testing. ^[4]

Here is the practical read. If your drivers run forklifts, you have hard OSHA requirements with a fixed timeline. If they drive company vehicles on public roads, you have a General Duty Clause obligation plus FMCSA rules if they hold CDLs. Either way, the safest legal position is a documented program, not a handshake and a hope.

What are the leading causes of fleet crashes you need to train against?

Match your training content to your actual risk, not a generic list someone pulled from a brochure. The data on what kills and injures drivers is consistent enough to anchor any program.

The National Highway Traffic Safety Administration reports 42,795 motor vehicle traffic fatalities in the United States in 2022. ^[5] For occupational driving specifically, BLS data shows rear-end collisions, rollovers, and backing incidents as the most common crash types for commercial operators.

Backing accidents deserve their own line because they are almost entirely preventable and they cost a fortune. A large share of fleet backing incidents happen in parking lots and loading docks, spaces where drivers feel comfortable and drop their guard. A program that never addresses backing directly is missing one of the highest-frequency risks on the list.

Distracted driving is the other big gap. NHTSA found that 3,308 people were killed in distraction-affected crashes in 2022. ^[5] The enforcement problem for fleets is that a phone ban is easy to write into a policy and hard to verify on the road. Your training has to explain why distraction is dangerous, more than that it breaks a rule, and it needs a written cell phone policy behind it.

Crash Factor	% of Occupational Vehicle Incidents (approximate)	Primary Training Response
Rear-end collision	~30%	Following distance, space management
Backing/reversing	~25%	GOAL technique, spotter protocols
Distracted driving	~20%	Phone policy, in-cab distraction rules
Fatigue/drowsiness	~10%	Hours-of-service, rest policy
Weather/road conditions	~10%	Defensive driving, speed management
Mechanical failure	~5%	Pre-trip inspection, defect reporting

Estimates drawn from the FMCSA Large Truck Crash Causation Study and NHTSA crash data. ^[9][5] The percentages are approximations because different studies slice the categories differently, but the ranking holds steady across sources.

How do you develop a fleet safety training program from scratch?

Building a fleet safety training program is not complicated, but the order matters. Here is the sequence that actually works.

Step 1: Define who needs training and what they do. Exposure is not equal across your crew. A last-mile cargo van driver faces different risks than a box-truck driver on interstates or a forklift operator in a warehouse. List your job titles, list the vehicles or equipment each one operates, and write down the routes or tasks. That list becomes your training audience matrix.

Step 2: Identify your regulatory requirements. Once you know who drives what, look up what is required. Forklift operators need 1910.178(l) compliance. CDL holders need ELDT compliance and hours-of-service training. Every driver needs to meet your state's motor vehicle laws. Pull the actual text of the requirements instead of trusting a summary.

Step 3: Conduct a hazard assessment. Walk the job with a driver. Ride along on a typical route. Read your incident log from the last three years. Four backing incidents and zero rollovers means your program should spend more time on backing. Let your own data tell you where to point the effort.

Step 4: Write your training objectives. For each topic, write a specific, measurable objective. "Drivers will know about distracted driving" is not an objective. "Drivers will be able to state the company's cell phone policy, including the prohibited behaviors and the consequences for violation" is an objective. The difference tells you how to check whether the training worked.

Step 5: Choose your training methods. You have a few real options. Classroom or video instruction works for concepts (why following distance matters, what the law says). Behind-the-wheel evaluation is required for many topics, since you cannot verify backing skill from a slideshow. Supervisor ride-alongs are one of the most effective methods available and one of the most neglected, because they eat time. Online courses are convenient but they do not replace a skills evaluation for vehicle operation.

Step 6: Document everything. This is where small fleets fail. Training that is not documented is training that, legally speaking, never happened. For every session, capture the date, the topic, the trainer's name, the trainee's name and signature, and the outcome (passed, needs more training, evaluated competent). Keep these records for the life of employment plus three years as a baseline. Some OSHA standards call for longer retention.

Step 7: Build in refresher training triggers. Training at hire and then silence is a trap. Set clear triggers: an annual refresher for all drivers, mandatory retraining after any at-fault incident, retraining after a near-miss, and re-evaluation after a driver returns from extended leave. For forklift operators, 29 CFR 1910.178(l) requires re-evaluation at least every three years regardless of incidents. ^[2]

If you need a written program fast without hiring a consultant, SafetyFolio's safety program generator can produce a documented fleet safety program in about 15 minutes, covering the written policy pieces that pair with this training structure.

What should a fleet safety training program actually cover?

Your content should match your hazard assessment, but a handful of core topics belong in nearly every fleet safety program.

Pre-trip and post-trip vehicle inspection. Drivers need to know what to look for, how to record what they find, and who to tell when they find a defect. For CMV drivers, FMCSA requires a driver vehicle inspection report (DVIR) under 49 CFR 396.11. For non-CDL fleets, you still want a written inspection process. It protects you legally and catches problems before they turn into crashes.

Defensive driving fundamentals. This covers the Smith System (aim high in steering, get the big picture, keep your eyes moving, leave yourself an out, make sure they see you) or an equivalent framework. The specific framework matters less than teaching one consistently. The National Safety Council's Defensive Driving Course is one of the most widely recognized options in the country. ^[6]

Hours of service and fatigue recognition. For CDL drivers, hours-of-service rules under 49 CFR Part 395 are mandatory. ^[10] For non-CDL fleets, fatigue is still a real risk that belongs in your policy, especially for drivers on split shifts or long days.

Distracted and impaired driving policy. Your written policy needs to state exactly what is prohibited (hands-free only, no texting, no eating at the wheel) and your training needs to explain why. Impairment covers alcohol and drugs, and the program should address prescription medication that affects driving alongside your drug testing policy.

Emergency procedures. What does a driver do after a crash? Who do they call first? Do they move the vehicle? What do they collect at the scene? Most drivers are never trained on this and improvise badly under stress.

Load securement and cargo handling. For vehicles that carry cargo, bad loading causes rollovers and falling-load incidents. FMCSA's cargo securement rules under 49 CFR Part 393 apply to CMVs, and even for lighter vehicles, training on weight distribution and tie-down technique is worth the time. ^[11]

You can pair driver training with broader workplace safety training systems that cover your whole operation, beyond the driving piece.

How do you train new drivers before they get on the road?

New driver onboarding is your highest-leverage safety investment. A driver who learns bad habits in the first 90 days may carry them for years. The research is consistent: new drivers post higher crash rates in their first months, no matter how much experience they bring from other employers.

A solid onboarding sequence looks like this.

Day one (before any driving). Cover company driving policy, emergency procedures, and the vehicle inspection process in a classroom or one-on-one setting. Have the driver sign acknowledgment forms. Run a motor vehicle record (MVR) check if you have not already (you should run MVRs before hire and annually after). Walk through the results with the driver if anything raises a flag.

Days two through five. Supervised behind-the-wheel evaluation in real work conditions. Not a parking lot drill. The actual routes and tasks. The supervisor or a designated trainer rides along and scores the driver against a written checklist. Document what they observed.

End of the first month. A follow-up ride-along or check-in that catches habits which only surface after the first observation. This one catches a lot, because the day-two driver was on their best behavior.

End of the first 90 days. A formal performance review that includes driving. This is also a good moment to introduce telematics data if your fleet uses it.

One thing worth saying flat out: if a new driver's MVR shows multiple moving violations, do not try to train around it. That is a hiring problem, not a training problem. Training sharpens good drivers. It rarely fixes a demonstrated pattern of risky behavior.

How do you use telematics data in fleet safety training?

Telematics is common enough in commercial fleets now that leaving it out of a training discussion is a gap. GPS-based fleet management systems can capture hard-braking events, speeding, rapid acceleration, seatbelt non-compliance, and in some systems, phone use while driving.

The training payoff is direct. Telematics tells you who needs coaching and on exactly what behavior. Instead of a blanket annual refresher for everyone, you can run a targeted 20-minute session with the three drivers who generated 80 percent of last quarter's hard-braking events. That is a far better use of everyone's time.

The legal and morale side needs care. Drivers accept monitoring far better when they understand what is tracked, why, and how the data gets used. Spring it on them after the fact and you build resentment instead of behavior change. Put telematics in your written fleet policy, explain it during new driver onboarding, and make clear the point is coaching, not punishment for every minor event.

Can't afford an enterprise telematics platform? Basic GPS units that report location and mileage are a reasonable starting point. Any progressive discipline based on telematics data should be spelled out in your safety program policy.

Build a culture where telematics comes up openly in regular safety meetings, not only in the moment someone gets disciplined. Drivers self-correct faster when they know the data gets reviewed regularly and their peers are having the same conversation.

How do you document fleet safety training to survive an OSHA inspection?

If OSHA shows up after a serious vehicle incident, the first thing the inspector asks for is your training records. Not your policy binder. The actual records showing that the specific driver involved was trained, on what topics, on what dates, and evaluated competent.

"We trained everyone" is not documentation. Documentation is a paper or electronic record with:

• The employee's full name
• The date of training
• The topic or standard covered
• The name and qualifications of the trainer
• The training method used (classroom, ride-along, online course)
• The outcome (completed, passed evaluation, needs remediation)
• The employee's signature

For forklift operators, 29 CFR 1910.178(l)(6) requires that "the employer shall certify that each operator has been trained and evaluated" and that the certification include the date of training, the date of evaluation, and the identity of the person who performed the training or evaluation. ^[2] That is a federal requirement. No documentation, no compliance.

For general motor vehicle training, no OSHA standard dictates the exact form of records, but a General Duty Clause defense requires you to show you addressed the recognized hazard. Records are how you show it.

Store records where you can actually find them fast. A folder per employee works. A spreadsheet tracking completion by employee and topic works. What does not work is a stack of sign-in sheets from three years ago in a filing cabinet nobody has opened since.

For how a safety and health program should be structured, the documentation logic for fleet training follows the same rules as any other written safety program.

How much does fleet safety training cost, and what is the return?

Cost swings widely depending on whether you build in-house or buy a program, and whether you bring in outside trainers.

A basic in-house program, where a manager or owner writes the content and runs the training, costs mainly time. Budget 20 to 40 hours to build the initial written program and materials from scratch, then 2 to 4 hours per driver per year for refreshers. For a ten-driver fleet, that is roughly 40 to 60 hours of staff time a year once the program is running.

Third-party programs run from around $30 to $150 per driver per course for online options, up to $500 to $2,000 per day for an on-site trainer depending on your location and the provider's qualifications. The National Safety Council offers driver safety courses at various price points. ^[6]

The return is where the math gets loud. The Network of Employers for Traffic Safety estimates the average crash costs an employer roughly $16,500 for a property-damage-only crash and more than $500,000 for a crash with an injury. ^[7] A single prevented crash pays back a full year of training many times over. OSHA's own analysis suggests businesses save $4 to $6 in direct and indirect costs for every dollar put into workplace safety. ^[8]

Insurance is the other lever. Many commercial auto insurers offer premium discounts of 5 to 15 percent for fleets with documented training programs, and that discount compounds every year. Call your broker and ask specifically about training documentation credits before you build the program. Knowing what your insurer wants to see helps you set priorities.

Training Option	Approximate Cost per Driver	Best For
In-house program (built internally)	$20-$80 (time + materials)	Fleets with an internal safety lead
Online course (NSC, J.J. Keller, etc.)	$30-$150 per course	Remote/distributed drivers
On-site third-party trainer	$500-$2,000 per day (group)	Hands-on skills, large groups
Telematics-based coaching	$15-$40/vehicle/month	Ongoing behavior correction
Community college CDL programs	$3,000-$10,000 per student	New CDL qualification

Cost ranges are based on published price ranges from NSC and J.J. Keller as of 2024-2025. Verify current pricing directly with providers. ^[6]

How do you handle refresher training and ongoing driver performance management?

One-time training does not work. The research on retention is clear: without reinforcement, people forget most of what they learned within weeks. For practical skills like defensive driving, that decay is dangerous.

The minimum cadence for a functioning fleet safety training program is an annual refresher for all drivers plus event-triggered retraining. Triggers should include any at-fault crash, any citation received while driving for work, any unsafe behavior reported by a supervisor or co-worker, and a return from leave of 90 days or more.

For forklift operators, OSHA's 1910.178(l)(4) requires retraining whenever an operator drives unsafely, is assigned a different type of truck, faces changed conditions, or has been in an accident or near-miss. ^[2] Re-evaluation is required at least every three years under 1910.178(l)(4)(iii). Treat that three-year rule as a maximum interval, not a target.

Safety meetings are underrated as a refresher tool. A 10-minute monthly meeting on one topic (backing in January, fatigue in February) covers twelve topics a year without ever burning a full training day. Rotate the topics based on your incident data and seasonal risk. Document these meetings the same way you document formal training.

Drivers who keep generating safety events after retraining are a separate problem. At some point, keeping them in a driving role is a liability decision, not a training decision. Your written progressive discipline policy should say so plainly, so supervisors are not inventing the rules on the spot.

The principles of effective safety incentive programs can complement your driver management approach, especially for recognizing safe behavior instead of only reacting to incidents.

What records do you need and how long do you keep them?

Record retention for fleet safety runs under several overlapping rules, which is where the confusion comes from. Here is the practical breakdown.

For OSHA-regulated training (forklift operators under 1910.178), the certification record must exist and be available for inspection. OSHA does not set a minimum retention period in this standard beyond "current" certification, but industry practice is to keep records for the duration of employment plus three years.

For FMCSA-regulated drivers, 49 CFR 391.51 requires the driver qualification file to be kept for the duration of employment plus three years after employment ends. That file includes the motor vehicle record, medical certificate, road test records, and training certifications. ^[4]

For workers' compensation and general liability, keeping all safety training records for at least five years is a reasonable floor. If a serious crash leads to litigation, records going back to the driver's hire date may be relevant.

The cleanest approach is a driver safety file for each employee that holds their MVR checks, all training records, ride-along evaluations, incident reports, and any coaching or discipline documents. Paper or fleet management software matters less than whether you keep it up at all.

Check motor vehicle records at least annually for every driver. Some employers check quarterly for high-risk drivers or positions. Your insurance carrier may require annual MVR checks as a condition of coverage, so read your policy.

Fleets that carry hazardous materials pick up more requirements under PHMSA and DOT. Hazardous communication training records under OSHA 29 CFR 1910.1200 also apply to any drivers who transport or handle hazardous chemicals.

How do you write the actual fleet safety policy document?

The written policy is the spine that holds the training program upright. Training tells drivers what to do. The policy states what the company requires and what happens when those requirements get ignored.

A fleet safety policy for a small business should cover these sections.

Purpose and scope. One paragraph saying the policy applies to all employees who drive company vehicles or personal vehicles on company business, and that its purpose is to reduce crash risk and protect employees.

Driver eligibility requirements. The minimum qualifications to drive for your company: a valid license for the vehicle class, MVR standards (for example, no more than two moving violations in three years, no DUI in the past five years), and completion of new driver orientation.

Vehicle use rules. Who is authorized to drive which vehicles, whether personal vehicles can be used for company business, rules about passengers, and vehicle security when parked.

Distracted and impaired driving. The prohibited behaviors (handheld phone use, texting, eating), your drug and alcohol policy, and the consequences for violations.

Vehicle inspection requirements. How inspections happen, what form to use, and the reporting chain for defects.

Incident reporting. What counts as a reportable incident, the exact steps a driver takes after a crash (emergency services, supervisor notification, documentation), and the timeline for reporting.

Training requirements. What training is required before a new driver operates a vehicle, what annual refresher is required, and what triggers retraining.

Consequences. What progressive discipline looks like for policy violations. This section gets left out constantly, which makes the rest of the policy unenforceable.

Keep the language plain. A policy drivers cannot understand will not change behavior. If you write a sentence, re-read it, and think "that is confusing," rewrite it. The goal is a document a driver can read in 15 minutes and actually follow.

For small fleets that need a starting framework fast, SafetyFolio's program generator can produce a draft fleet safety policy with the required sections in minutes, giving you a documented foundation you can customize for your operation.

Frequently asked questions

How do I develop a safety training program for my fleet if I've never done it before?

Start by listing who drives what and pinning down your specific hazards. Then look up your regulatory requirements (OSHA 29 CFR 1910.178 for forklifts, FMCSA rules for CDL drivers). Write your training objectives, choose your methods (classroom plus ride-along at minimum), deliver and document, and build in annual refreshers and event-triggered retraining. The documentation matters as much as the training itself.

Is fleet safety training required by OSHA?

Yes, though the specific standard depends on your vehicles. Forklift operators require documented training and evaluation under 29 CFR 1910.178(l). For motor vehicle drivers generally, OSHA's General Duty Clause requires employers to address recognized hazards, and driving is consistently recognized as hazardous. FMCSA adds entry-level driver training (ELDT) requirements for CDL applicants that became mandatory in February 2022.

How often do fleet drivers need to be retrained?

At minimum, an annual refresher for all drivers, plus formal re-evaluation of forklift operators every three years under 29 CFR 1910.178(l). Retraining should also be triggered by any at-fault crash, observed unsafe behavior, a citation while driving for work, or a return from extended leave. Do not wait for an incident to discover your drivers have drifted from safe practices.

What records do I need to keep for fleet driver training?

Keep a file for each driver with training completion records (date, topic, trainer, method, outcome, driver signature), motor vehicle record checks (run at least annually), ride-along evaluations, incident reports, and any coaching or disciplinary actions. For FMCSA-regulated drivers, 49 CFR 391.51 requires retention of the driver qualification file for the duration of employment plus three years.

What is the Smith System and should I teach it to my fleet drivers?

The Smith System is a five-point defensive driving framework: aim high in steering, get the big picture, keep your eyes moving, leave yourself an out, and make sure they see you. It is widely used in commercial driver training and has decades of history in North American fleets. Teaching any consistent framework beats teaching none, and the Smith System is a reasonable, recognized choice.

Do I need to run motor vehicle record checks on my drivers?

Yes, and most commercial auto insurers require it. Best practice is to check MVRs before hiring any driver and then annually after. Some companies check quarterly for higher-risk roles. State DMVs provide MVR access through employer request processes, and third-party screening services can automate it. A driver with undisclosed violations you never checked for creates real liability.

Can I use an online course to satisfy OSHA fleet safety training requirements?

For concept-based training, yes. Online courses work for topics like distracted driving policy, hours-of-service rules, or emergency procedures. For vehicle operation, OSHA requires demonstrated competency, more than knowledge. Forklift training under 29 CFR 1910.178(l) explicitly requires a practical evaluation of the operator. Online content alone does not satisfy that. Use online courses as one component, not the whole program.

What is the average cost of a vehicle crash for an employer?

The Network of Employers for Traffic Safety estimates a property-damage-only crash costs an employer roughly $16,500 on average, while a crash involving an injury can exceed $500,000. These figures include vehicle repair, lost productivity, insurance premium increases, legal costs, and administrative time. A single prevented crash typically pays back a full year of training investment many times over.

What should I do right after a driver is in a crash?

Your written policy should define this, and drivers should be trained on it before it happens. The standard sequence: ensure safety and call emergency services if needed, notify their supervisor immediately, do not admit fault, document the scene with photos, collect witness information, complete your incident report within your required timeframe, and run an internal review to see whether training or policy needs to change. Drivers who improvise create legal exposure.

How does fleet safety training affect my commercial auto insurance rates?

Most commercial auto insurers offer premium discounts for fleets with documented training programs and clean loss histories. Discounts range roughly from 5 to 15 percent depending on the carrier and the documentation you can provide. Some insurers require minimum training standards as a condition of coverage. Call your broker before building your program and ask what documentation they want to see. That conversation should shape your priorities.

What is FMCSA entry-level driver training (ELDT) and does it apply to my business?

ELDT rules under 49 CFR Part 380 require first-time applicants for a CDL or commercial learner's permit (CLP) to complete a training curriculum from an FMCSA-registered provider before testing. These rules became mandatory February 7, 2022. They apply to businesses where drivers need a CDL. They do not apply to non-CDL drivers operating vehicles under 26,001 pounds GVWR without hazmat.

Should small fleets use telematics for safety training?

Telematics gives you actual behavior data instead of assumptions. Even basic GPS units that track speed and mileage help, but systems that capture hard-braking events, rapid acceleration, and phone use let you coach the specific driver on the specific problem. The key is transparency: tell drivers what is tracked, why, and how it will be used before you deploy it. Surprise monitoring damages trust and blunts the coaching.

What is the difference between a fleet safety policy and a fleet safety training program?

A policy is a written document stating company requirements, who they apply to, and the consequences for non-compliance. A training program is the system for teaching employees to meet those requirements. You need both. A policy without training is unenforceable. Training without a policy lacks the written authority to act on violations. They are complementary, and both need to be documented.

How do I train drivers on pre-trip vehicle inspections?

Start with a written inspection checklist specific to your vehicle types. Walk through it in person with each new driver, showing them exactly what to look at and what a defect looks like. Then watch them complete an inspection on their own before clearing them. For CDL drivers, FMCSA requires a specific DVIR process under 49 CFR 396.11. For all fleets, document that the inspection training happened and who conducted it.

Sources

1. Bureau of Labor Statistics, Census of Fatal Occupational Injuries Summary 2022: Transportation incidents accounted for 37 percent of all worker fatalities in the United States in 2022, making them the leading cause of occupational deaths.
2. OSHA, 29 CFR 1910.178 Powered Industrial Trucks Standard: Forklift operators must be trained and evaluated before operating the equipment, re-evaluated at least every three years, and the employer must certify the training with the date, evaluation date, and trainer identity.
3. OSHA, General Duty Clause Section 5(a)(1) of the OSH Act: Employers are required to protect workers from recognized hazards, which OSHA applies to occupational driving through letters of interpretation.
4. FMCSA, Entry-Level Driver Training (ELDT) Requirements, 49 CFR Parts 380-391: FMCSA entry-level driver training requirements for first-time CDL and CLP applicants became mandatory February 7, 2022, and driver qualification files must be retained for employment duration plus three years under 49 CFR 391.51.
5. National Highway Traffic Safety Administration, Traffic Safety Facts 2022: In 2022, there were 42,795 motor vehicle traffic fatalities in the United States, and 3,308 people were killed in distraction-affected crashes.
6. National Safety Council, Defensive Driving Courses: NSC's Defensive Driving Course is one of the most widely recognized driver safety training programs in the United States and is available at varying price points for employers.
7. Network of Employers for Traffic Safety (NETS), Employer Costs of Motor Vehicle Crashes: The average employer cost for a property-damage-only crash is approximately $16,500, while crashes involving injuries can exceed $500,000 when all direct and indirect costs are included.
8. OSHA, Business Case for Safety and Health: OSHA's analysis indicates that for every dollar invested in workplace safety, employers save $4 to $6 in direct and indirect costs.
9. FMCSA, Large Truck Crash Causation Study: The FMCSA's Large Truck Crash Causation Study provides data on leading crash factors for commercial vehicles including driver behavior, vehicle factors, and environmental conditions.
10. FMCSA, Hours of Service Regulations 49 CFR Part 395: Hours-of-service rules for CDL drivers under 49 CFR Part 395 limit driving hours to manage fatigue risk in commercial motor vehicle operations.
11. FMCSA, Cargo Securement Rules 49 CFR Part 393: FMCSA's cargo securement rules under 49 CFR Part 393 set requirements for load securement applicable to commercial motor vehicles transporting cargo on public highways.
12. FMCSA, Driver Vehicle Inspection Report 49 CFR 396.11: Under 49 CFR 396.11, CDL drivers are required to prepare a driver vehicle inspection report (DVIR) at the end of each duty day.