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May 7, 2026 — A new report from the National Sleep Foundation estimates that about 145 million U.S. adults — 61% of adult drivers — have gotten behind the wheel while drowsy at least once. Close to 35 million say they do so at least once a month. The 2026 Drowsy Driving Report, tied to this fall's Drowsy Driving Prevention Week (Nov. 1-7), also finds that nearly four in ten drivers cannot identify the clearest warning signs of sleepiness.
That "common-and-under-recognized" pattern is why the foundation presented the study at its Drowsy Driving Forum at the National Press Club in Washington, D.C. The event gathered sleep scientists, road-safety groups, vehicle-technology developers, and policy officials to talk about the next phase of prevention. It also previewed the foundation's "Sleep First. Drive Alert." campaign, set to return for Drowsy Driving Prevention Week.
"Every signal in this year's report points the same way: drowsy driving is common, it's under-recognized, and the public is ready for solutions," said Joseph Dzierzewski, PhD, NSF's senior vice president of research and scientific affairs. "When four in 10 drivers can't name the most basic warning signs, too many people don't realize they're impaired and shouldn't be behind the wheel."
NSF treats drowsy driving as impaired driving — in the same category as drunk, drugged, or distracted driving. That is why the report's warning-signal list matters. The signs include frequent yawning, constant blinking, head nodding, drifting across a lane, struggling to keep eyes open, and missing exits.
Those are not exotic behaviors. They can happen during an ordinary commute, on a long highway stretch, or after a short night's sleep. But the survey found that approximately 40% of adult drivers don't recognize them as red flags. Someone who doesn't recognize the signs cannot be expected to pull over before a crash happens.
The report cites AAA Foundation for Traffic Safety data showing that drowsy driving plays a role in one out of every five deadly motor vehicle crashes in the U.S. Federal estimates have also placed the number of police-reported drowsy-driving crashes at around 100,000 per year. Sleep researchers say the actual total is likely higher because there is no roadside test that can prove sleepiness after the fact.
Alcohol and drug impairment can be measured. Fatigue cannot. Drivers often survive a collision without admitting they fell asleep, and witnesses are rare. That means the one-in-five statistic may be a floor, not a ceiling.
The underlying risk is well established. The AAA Foundation has previously shown that being awake for 18 hours can degrade driving performance as much as alcohol at a 0.05% blood-alcohol level, with performance after 24 hours of wakefulness equivalent to about 0.10%. In short, a sleep-deprived driver may be just as dangerous as a legally drunk driver without feeling intoxicated.
The new survey also measured public experience with driver-alertness systems. Almost 6 in 10 adults said they have heard of the technology, but only about 3 in 10 said they have used it. At the same time, 62% of respondents said they worry that alertness-monitoring data could be misused.
That combination is a challenge for automakers. The tools can detect lane drift, eye closure, and head position, but public acceptance depends on trust. NSF believes the findings point to a need for clear privacy safeguards even as technology improves.
Despite those concerns, an estimated 91 million or more U.S. adults support a requirement that would put driver-alertness technology in every new vehicle. NSF CEO John Lopos said the solution is "smarter use and trust of available technologies" combined with stronger education and accountability. He added: "For us, it starts with sleep," describing sufficient rest before driving as "the first, best way" to keep roads safe.
On policy questions, support for education is high. At least 91 million adults favor requiring sleep and drowsy-driving instruction as part of driver licensing. For criminal consequences, the public is more careful: 62% want drowsy driving to be illegal when it results in serious injury or death, while 39% would ban it outright.
The foundation reads those results as a signal that Americans tie legal liability to real-world harm. Strong penalties are popular when the outcome is severe, but broader criminalization remains more contentious. The report's authors say that distinction gives legislators a policy path: start with education, crash investigations, and accountability for the most dangerous cases.
NSF's core advice has not changed. Most adults should aim for seven to nine hours of sleep per night, and driving-age teenagers need eight to ten hours. If a driver begins to notice fatigue despite that, the next step is to stop somewhere safe, switch drivers, or call a rideshare. Passengers should also speak up when someone who is visibly sleep-deprived plans to drive.
The foundation says prevention starts before the car starts. Drowsy driving is not an error of judgment made at the last moment; it is the predictable result of insufficient sleep.
The 2026 Drowsy Driving Report is part of NSF's larger annual campaign. The foundation says it independently produces official educational content for Drowsy Driving Prevention Week. Sponsors for the 2026 campaign include Waymo, Mazda, WHG, Zoox, Higi, and the National Road Safety Foundation. Collaborators include Mothers Against Drunk Driving, the American Academy of Sleep Medicine, the Governors Highway Safety Association, PAVE, Responsibility.org, and the Autonomous Vehicle Industry Association.
The full report and an infographic are available at theNSF.org. NSF is asking the public to join the campaign on social media with the hashtag #SleepFirst.
