NTSB: Trucker, Carrier, FMCSA at Fault in Fatal Truck Crash

February 10, 2016

By David Cullen

SHARING TOOLS        | Print Subscribe
Aftrmath of Jan. 27, 2014, truck crash near Naperville, Ill. Image via NTSB
Aftrmath of Jan. 27, 2014, truck crash near Naperville, Ill. Image via NTSB

The National Transportation Safety Board has determined the probable cause of a fatal truck crash two year ago was the delayed response of a truck driver to vehicles stopped ahead of him “because he was fatigued due to inadequate sleep.”

The board found the driver had slept less than four and a half of the 37 hours preceding the crash and had falsified his logbook.

But that was not all. NTSB also said the failure of a “high-risk” motor carrier to adhere to federal hours-of-service regulations contributed to the crash — as did “inadequate safety oversight by the Federal Motor Carrier Safety Administration.”

In its Feb. 9 report, NTSB said that as a result of this crash investigation, it is making these new safety recommendations to FMCSA:

  • Develop and implement a notification program that automatically sends a letter to any motor carrier with Behavior Analysis and Safety Improvement Category (BASIC) scores defined as “high risk,” making it a “mandatory carrier.” This letter should state that the carrier is in high-risk status and should warn that the carrier has been placed on the mandatory compliance review list because of its increased crash risk. In addition, send the carrier’s insurance provider or surety a copy of the letter.
  • Form a working group consisting of safety partners, industry representatives and insurers to determine ways to share information that would prompt noncompliant and unsafe carriers to take appropriate remedial action.
  • Suspend the operating authority of any carrier that has five or more intervention alerts in its BASICs, demonstrating that it is not fit, willing, or able to comply with Federal Motor Carrier Safety Regulations. The carrier should be informed as to what actions it must take to demonstrate that it has corrected its safety issues and improved its safety procedures to reverse the suspension.
  • Review the process and procedures for imminent hazard orders to identify ways to make this process work more swiftly and effectively.

In addition, NTSB reiterated an earlier recommendation to FMCSA that the agency should "include safety measurement system rating scores in the methodology used to determine a carrier’s fitness to operate in the safety fitness rating rulemaking for the new Compliance, Safety, Accountability initiative."

“High-risk carriers are a threat to all who use our roadways,” said NTSB Chairman Christopher A. Hart. “Such carriers cannot be permitted to operate with impunity, as did the two carriers involved in this tragic and preventable accident. Today’s recommendations, if implemented, will expand the FMCSA’s toolkit for ensuring that high-risk carriers either conduct their businesses safely or cease operations.”

Asked for comment on the report’s criticism of federal safety oversight, FMCSA spokesman Duane DeBruyne told HDT that “the agency would fully cooperate and would continue to work diligently with the NTSB in addressing these latest safety recommendations.”

After the Jan. 27, 2014, crash on I-88 near Naperville, Ill., FMCSA investigators found that truck driver Renato V. Velasquez had violated HOS rules that prohibit CDL drivers from driving for more than 11 hours on each shift or remaining on-duty after 14 hours of work. The agency also said he had falsified his logbooks with the intent of concealing the number of hours he worked.

The FMCSA investigators concluded that for a period of 26 hours from Jan. 26-27, Velasquez operated a tractor-trailer owned by DND International Inc. for approximately 1,000 miles and rested between 3-1/2 to 5-1/2 hours – well short of the federally required rest period.

Before reaching his last scheduled stop, Velasquez crashed into two fully illuminated stationary vehicles: an Illinois State Police car with its emergency lights activated and an Illinois Tollway truck outfitted with an activated warning arrow. Those emergency vehicles were stopped in the highway’s right lane assisting a disabled tractor-trailer operated by Michael’s Cartage.

NTSB characterized both DND International and Michael’s Cartage as “high-risk motor carriers.”

The crash killed a tollway worker and seriously injured an Illinois State Police trooper and another person.

Per the NTSB report, the DND International truck, towing a flatbed trailer loaded with steel coils, first struck an Illinois State Police car and pushed it off the road. Flames engulfed the patrol car, seriously injuring the police officer.

The truck then crashed into a Highway Emergency Lane Patrol (HELP) truck, sandwiching it between the striking truck and the disabled tractor-trailer, which fatally injured the HELP truck driver. That impact pushed the disabled tractor-trailer into a heavy-duty tow truck that was stopped in front of the rig.

NTSB said its investigators “found that despite several clearly visible warning indicators on the roadway, the driver of the DND International truck did not slow down or steer to avoid the stopped vehicles and applied the brakes just one second before impact. NTSB investigators further determined that he had slept less than four and a half of the 37 hours preceding the crash.”

Fatigued driving kills,” said NTSB’s Hart, “and motor carriers that do not ensure that their drivers follow regulations designed to prevent fatigued driving are unsafe and should not be able to continue operating.”

The board noted that both DND International and Michael’s Cartage had “longstanding records of poor safety” and had been categorized as high-risk carriers by the Federal Motor Carrier Safety Administration.

“Yet for years, due to lack of resources and unsuccessful regulatory action, the FMCSA was unable to get the carriers to improve their safety behaviors in a meaningful way or to stop them from operating.” NTSB stated. 


  1. 1. BarbRRB [ February 11, 2016 @ 05:18AM ]

    Pay them by the hour............ Any smart driver will NOT work for free.
    Fatigue driving kills........ We all know this! Some people think they are an exception, until it is too late. The regulations in place now, drivers driving fatigue. 11 hours, come on..... I loved taking naps at rush hour.

  2. 2. gary h [ February 11, 2016 @ 06:20AM ]

    If you do the math, it is entirely possible that the driver was within the driving limits. 1000 miles at an average of 50mph is 20 hours driving in what they say is the 37 hours before the crash. if he was almost at his last stop, again as they said, then he was in his last hour-leaving him 21 hours of driving time in the previous 37 which is allowed. 21 driving, another 6 "on-duty, not driving" and 10 hours "off-duty"...and they indicate he slept for 4-5 hours of that time. Not at all uncommon for truck drivers.


Comment On This Story

Comment: (Maximum 2000 characters)  
Leave this field empty:
* Please note that every comment is moderated.


We offer e-newsletters that deliver targeted news and information for the entire fleet industry.


ELDs and Telematics

sponsored by
sponsor logo

Scott Sutarik from Geotab will answer your questions and challenges

View All

Sleeper Cab Power

Steve Carlson from Xantrex will answer your questions and challenges

View All