The Ultimate List of Driving Statistics for 2024

• In 2021, there were 232,781,797 licensed drivers and 302,722,453 registered vehicles in the United States. These drivers drove a total of 3,132,411,000,000 (i.e., over three trillion) miles. (NHTSA, August 2023)
• From a survey of over 13,000 drivers conducted in 2022, it was estimated that there were more American drivers aged 35–54 than drivers of any other age group, and there were fewer American drivers under 18 years of age than drivers of any other age group. This also held true for drivers of both sexes. See the following chart. (National Household Travel Survey, Federal Highway Administration, 2022)

• As of January 2024, South Dakota is the only state in the United States in which a resident can drive unsupervised at age 14½. New Jersey is the only state in which a resident cannot drive unsupervised until age 17. (IIHS, 2023)
• A survey of about 5,100 participants in 2022 found that 94.5% of residents aged 16 and older drove at least occasionally. Residents aged 35–49 drove the most; 96.6% of them drove at least occasionally. Residents aged 16–19 drove the least; 88.7% of them drove at least occasionally. 95.8% of men drove at least occasionally; slightly smaller proportion of women (93.1%) drove at least occasionally. (AAA Foundation for Traffic Safety, September 2023) 
• A survey of about 5,100 participants in 2022 found that drivers made an average of 2.44 driving trips per day. Drivers aged 35ؘ–49 made the most trips (2.78) per day; drivers aged 16–19 made the fewest trips (1.85) per day. The number of trips varied significantly by education level. Drivers with less than a high-school diploma took an average of 2.05 trips per day; college graduates took 2.57 trips per day. (AAA Foundation for Traffic Safety, September 2023) 
• A survey of about 5,100 participants in 2022 found that drivers drove for an average of 30.1 miles per day and 60.2 minutes per day. Hispanic drivers drove for an average of 33.7 miles per day and 71.4 minutes per day. White drivers drove for an average of 29.9 miles per day and 57.9 minutes per day. Black drivers drove for an average of 26.2 miles per day and 56.6 minutes per day. See the following chart. (AAA Foundation for Traffic Safety, September 2023)

• A survey of about 5,100 participants in 2022 found that the most common purpose of driving was to run errands. 30.3% of driving trips were for running errands, compared with 21.6% of driving trips for commuting to or from work. Driving trips averaged 24.5 miles in length. Errands averaged just 7.3 miles in length, and commutes averaged 14.7 miles in length. Most (54.7%) of the driving trips were made in passenger cars (sedan, coupe, etc.). 28.3% of the trips were made in SUVs, and 10.1% of the trips were made in pickup trucks. (AAA Foundation for Traffic Safety, September 2023)
• In 2021, there were about 32 million licensed drivers aged 70 and older, an 83% increase from 1997. In 1997, 73% of persons aged 70 and older held driver’s licenses; in 2021, 87% of persons aged 70 and older held licenses. (IIHS, 2023)
• In 2016–2017, drivers aged 70 and older drove 43% fewer miles than drivers aged 35–54. However, from 1995–1996 to 2016–2017, average miles driven per year increased by 65% for drivers 70 and older, versus a 37% increase for drivers 35–54. (IIHS, 2023)
• As of November 2023, there were about 2,442,270 registered electric vehicles (EVs), a category that includes both battery electric vehicles (BEVs) and plug-in hybrid electric vehicles (PHEVs). 36% of them are registered in California. About 2% of registered vehicles in California are EVs. Nationwide, however, only about 0.86% of registered vehicles are EVs. The state with the lowest adoption rate of EVs is North Dakota, where only 0.08% of registered vehicles are EVs. (Exploding Topics, November 2023)
• Sales of all types of electric vehicles (EVs) have increased dramatically since each type was first introduced: battery electric vehicles (BEVs) (no gasoline engine); hybrid electric vehicles (HEVs) (batteries are charged by the gasoline engine), and plug-in hybrid electric vehicles (PHEVs) (gasoline engine but batteries are charged by an external electric power source). See the following chart. (U.S. Department of Energy, June 2022)

• Over 492,000 plug-in electric vehicles (EVs) were sold in 2021. Over 2.2 million plug-in EVs have been sold since 2010. (These figures include both plug-in hybrid electric vehicles and plug-in battery electric vehicles.) (Argonne National Laboratory, 2021)
• In 2023, EVs accounted for about 7.6% of vehicles sold, up sharply from the 2% of vehicle sales in 2011. See the following chart. (Bureau of Labor Statistics, February 2023; and Cox Automotive, January 2024). 

• In 2019–2020, a survey of about 5,000 US residents ages 16 and older found that 88.3% of respondents drove at least occasionally and made an average of 2.5 driving trips daily. They drove for an average of about 59 minutes and nearly 30 miles daily. (AAA Foundation for Traffic Safety, 2021)
• In 2019–2020, a similar survey of US residents ages 16 and older who reported that they drove at least occasionally varied by education level. 97% of college graduates drove at least occasionally, compared with 85% of residents who did not graduate from high school. (AAA Foundation for Traffic Safety, 2021)
• Men are slightly more likely to drive than women. In 2019–2020, 94% of male US residents ages 16 and older drove at least occasionally, whereas 93% of female residents did. (AAA Foundation for Traffic Safety, 2021)
• According to a survey of 5,100 participants in 2022, married drivers drove an average of 60.9 minutes and 30.9 miles, more than those of any other marital status. Widowed drivers drove least of all: an average of 50.3 minutes and 27.4 miles. (AAA Foundation for Traffic Safety, September 2023)
• Among US residents ages 16 and older in 2019–2020, 96% of white residents, 90% of Hispanic residents, and 88% of black residents drove at least occasionally. (AAA Foundation for Traffic Safety, 2021)
• In 2017, 28% of vehicle miles traveled by households were for traveling to or from work, 25% for social or recreational purposes, 17% for family errands, 15% for shopping, and another 15% for traveling to or from school or church. (US Department of Transportation, 2020)
• A survey of 5,081 drivers in 2022 found that the three most common purposes of their driving trips were to run errands (30.3%), to commute to or from work (21.6%), and for social purposes or pleasure (19.4%). (AAA Foundation for Traffic Safety, September 2023)
• The percentage of teenagers who hold a driver's license has declined since the 1980s (although there has been a slight uptick since 2014). For example, in 1983, 46.2% of 16-year-olds held a driver's license. In 2021, only 25.3% of 16-year-olds held a driver's license. (Federal Highway Administration, 2023)
• In 2002, there were about 4.3 million registered on-road motorcycles in the United States. By 2023, the number of registered on-road motorcycles had more than doubled, to about 8.8 million. (IIHS, June 2023)
• In 2023, the largest single category of registered on-road motorcycles was cruisers (38.2% of registered motorcycles), followed by touring motorcycles (23.5%). Supersport motorcycles made up about 5.7% of registered on-road motorcycles. (IIHS, June 2023)
• In 2018, 8.02% of US households owned motorcycles. (Motorcycle Industry Council, 2019)
• In 2018, the average age of motorcycle owners was 50; in 1980, the average age was just 27. (IIHS, 2023)
• In 2021, 81% of motorcycle owners were male, and 19% were female. (IIHS, June 2023)
• In 2019, there were 37.9 million trucks registered and used for business purposes (excluding government and farming), representing 23.9% of all trucks registered. This included 3.97 million Class 8 (heavy) trucks, such as truck tractors and dump trucks. (American Trucking Associations, 2021)
• In 2019, all registered trucks traveled 300.05 billion miles, and combination trucks (tractor-trailers) traveled 175.3 billion miles. (American Trucking Associations, 2021)
• In 2018, there were 3.5 million truck drivers employed in the United States. (American Trucking Associations, 2020)
• An online survey of 2,097 truck drivers in August–September 2021 examined the motivating factors behind each respondent’s choice of becoming a Company Driver or an owner-operator/independent carrier (OO/IC), as well as the current level of driver satisfaction with each factor.
  • Among Company Drivers, the top three motivating factors were Job Security/Stability (88.5%), Income (83.1%), and Healthcare/Retirement Savings (79.1%). However, only 59.5% of Company Drivers reported being satisfied with their Healthcare/Retirement Savings. Among female Company Drivers, 84.3% indicated Healthcare/Retirement Savings was an important motivating factor for becoming a Company Driver, and 68.6% of female drivers reported being satisfied with Healthcare/Retirement Savings.
  • Among OO/ICs, the top three motivating factors were Independence/Ability to Set Hours (94.8%), Schedule/Flexibility (93.6%), and Choice of Routes/Length of Haul (91.3%). In contrast with Company Drivers, only 39.2% of OO/ICs rated Healthcare/Retirement Savings as a top motivating factor. (American Transportation Research Institute, 2022)
• As of December 2023, there were about 9 million commercial motor vehicle (CMV) drivers in the United States, although not all held commercial driver’s licenses (CDLs). 3.7 million CMV drivers operated interstate and held CDLs. 1.6 million CMV drivers operated intrastate and held CDLs. (FMCSA, December 2023)
• The average age of a truck driver is 47. (Zippia, January 2024)
• Studies have shown that commercial motor vehicle (CMV) drivers are in significantly worse health than the general adult population. 49% of CMV drivers smoke, compared with just 27% of the general population. 73% of CMV drivers are obese, compared with 33% of the general population. 33% of CMV drivers have hypertension (high blood pressure), compared with 26% of the general population. Only 8% of CMV drivers exercise regularly, compared with 25% of the general population. (Clear Roads Research, 2022)
• 28% of commercial truck drivers have mild to severe sleep apnea. (Obesity and smoking, which are both common among truckers, are known risk factors for sleep apnea.) (FMCSA, 2023)
• A naturalistic driving study of 103 commercial drivers found that obese drivers had a 1.89 – 8.31 times greater risk of driving while fatigued, compared with drivers of normal weight. The National Institutes of Health (NIH) defines normal weight individuals as having a body mass index (BMI) of 18.5 – 24.9, whereas overweight individuals have a BMI of 25 – 29.9, and obese individuals have a BMI of 30 or greater. Furthermore, obese individuals were at a 1.63 times greater risk than overweight individuals for experiencing a safety-critical event and were at a 1.37 times greater risk of a safety-critical event than non-obese (overweight and normal weight) individuals. (Virginia Tech Transportation Institute, 2009)
• An online survey of 2,097 truck drivers in August–September 2021 found that more than 8% were female; 14.5% of company drivers and 14.9% of owner-operator/independent carrier drivers (OO/ICs) were college graduates; and 1.6% of company drivers and 2.4% of OO/ICs had a master’s degree. (American Transportation Research Institute, 2022)
• An online survey of 2,097 truck drivers in August–September 2021 found that 68.6% of OO/IC respondents were part of small operations (1–5 trucks), whereas 72.7% of Company Driver respondents worked for fleets with 21 – 1,000+ trucks. Five-axle flatbed trucks were more common among OO/ICs leased to a motor carrier (22.6%) and OO/ICs with their own authority to transport freight (17.6%) than among Company Drivers (5.8%). On the other hand, 5-axle tanker trucks were more common among Company Drivers (9.7%) than among OO/ICs leased to a motor carrier (4.6%) or OO/ICs with their own authority (2.5%). (American Transportation Research Institute, 2022)
• An online survey of 2,097 truck drivers in August–September 2021 found that longer trip lengths were more prevalent among OO/IC respondents. 73.9% of OO/IC respondents reported average length of haul exceeding 500 miles per trip. Among Company Driver respondents, 55.4% reported operating local or regional trips of less than 500 miles per trip. (American Transportation Research Institute, 2022)
• As of May 2022, there were approximately 141,350 coach and transit bus drivers and 366,550 school bus drivers employed in the United States. (Bureau of Labor Statistics, January 2024)
• In 2023, the average age of bus drivers was 57. This was also the average age of school bus drivers. (Zippia, January 2024)
• In 2023, 48.9% of bus drivers were female; 51.1% were male. (Zippia, January 2024)
• In 2023, 67.1% of bus drivers were White, 15.3% were Hispanic or Latino, 9.1% were Black, and the rest were other or unknown. (Zippia, January 2024)
• In 2023, 55.3% of school bus drivers were female; 44.7% were male. (Zippia, January 2024)
• In 2023, 69.1% of school bus drivers were White, 14.6% were Hispanic or Latino, 8.1% were Black, and the rest were other or unknown. (Zippia, January 2024)
• In 2023, there were over 48,400 taxi drivers employed in the United States, of whom 79.0% were male and 21.0% were female. The average age of taxi drivers was 47. (Zippia, January 2024)
• In 2023, 52.0% of taxi drivers were White, 23.1% were Hispanic or Latino, 11.1% were Asian, and 7.5% were Black. (Zippia, January 2024)
• In 2022, there were over 1.7 million rideshare drivers in the United States. Uber had roughly one million rideshare drivers, and Lyft had about 700,000. (Zippia, June 2022)
• A 2021 study found that the average urban commuter spends about 54 hours per year just sitting in stalled traffic. Such traffic congestion costs the US economy about $179 billion per year. (Texas A&M Transportation Institute, 2021)
• A 2021 study found that truck congestion resulted in 1.27 billion hours of delay, the equivalent of more than 460,000 truck drivers remaining idle for a whole year. It also cost the trucking industry 6.793 billion gallons of wasted fuel. (American Transportation Research Institute, 2023)

• In a 2022 survey of 2,499 drivers, 93% of the drivers believed that texting or emailing while driving was highly dangerous, and 76% of the drivers believed that talking on a hand-held cell phone was highly dangerous. However, only 20% of the drivers believed that using a hands-free cell phone was highly dangerous, and 11% of the drivers believed that using a hands-free cell phone wasn’t dangerous at all. (AAA Foundation for Traffic Safety, November 2023)
• In a 2022 survey of 2,499 drivers, 89% of the drivers believed that aggressive driving (such as tailgating) was highly dangerous, and 83% of the drivers believed that running a red light was highly dangerous. However, only 61% of the drivers believed that driving at 10 mph over the speed limit in a residential neighborhood was highly dangerous, and only 47% of the drivers believed that driving at 15 mph over the speed limit on a freeway was highly dangerous. (AAA Foundation for Traffic Safety, November 2023)
• In a 2022 survey of 2,499 drivers, 95% of the drivers believed that driving while drowsy and driving with a blood alcohol concentration (BAC) over the legal limit were highly dangerous. 85% of the drivers believed that driving after using potentially impairing prescription drugs was highly dangerous. However, only 70% of the drivers believed that driving within an hour after using marijuana was highly dangerous. 3.6% of the drivers believed that driving within an hour after using marijuana wasn’t dangerous at all. (AAA Foundation for Traffic Safety, November 2023)
• An online survey of 2,097 truck drivers in August–September 2021 examined the motivating factors behind each respondent’s choice of becoming a Company Driver or an owner-operator/independent carrier (OO/IC), as well as the current level of driver satisfaction with each factor.
  • Among Company Drivers, the top three motivating factors were Job Security/Stability (88.5%), Income (83.1%), and Healthcare/Retirement Savings (79.1%). However, only 59.5% of Company Drivers reported being satisfied with their Healthcare/Retirement Savings. Among female Company Drivers, 84.3% indicated Healthcare/Retirement Savings was an important motivating factor for becoming a Company Driver, and 68.6% of female drivers reported being satisfied with Healthcare/Retirement Savings.
  • Among OO/ICs, the top three motivating factors were Independence/Ability to Set Hours (94.8%), Schedule/Flexibility (93.6%), and Choice of Routes/Length of Haul (91.3%). In contrast with Company Drivers, only 39.2% of OO/ICs rated Healthcare/Retirement Savings as a top motivating factor. (American Transportation Research Institute, 2022)

Speeding Statistics

• In 2021, more than 12,000 traffic fatalities, representing 29% of all traffic crash fatalities, occurred in speed-related crashes. Speeding was involved in 13% of all crashes involving death or injury and 9% of crashes involving only property damage. (IIHS, January 2024)
• According to NHTSA, in 2021, speeding accounted for 18.5% of traffic crashes, more than any other driver behavior. Driving under the influence of alcohol or drugs accounted for 11.2% of fatal crashes, careless driving accounted for 7.6%, failure to yield the right-of-way accounted for 7.0%, and failure to stay in the proper lane accounted for 6.6%. Driving when drowsy, ill, or blacked out accounted for 2.2% of fatal crashes. (Insurance Information Institute, 2023)
• Speed-related crashes cost Americans $40.4 billion each year. (Insurance Information Institute, 2019)
• In 2018, speeding was the cause of 31% of motorcyclist fatalities, 18% of car driver fatalities, 14% of light-truck driver fatalities, and 7% of large-truck driver fatalities. (US Department of Transportation, 2020)
• Over 50% of the five million yearly car crashes in the United States are caused by aggressive drivers, with speeding being the most prevalent contributor to this statistic. (TeenSafe, 2018)
• Of the drivers involved in fatal crashes in 2021, 20% of the male drivers were speeding at the time of the crash, compared with 13% of the female drivers. (IIHS, January 2024)
• Speeding killed 10,111 people in the US in 2016, accounting for more than a quarter (27%) of all traffic fatalities. (NHTSA, 2018)
• Speed was a factor in 31% of US teen driver fatalities. (NHTSA, 2018)
• 42% of the surveyed drivers said they don't consider going 10 mph over the speed limit to be speeding. Another 10% said they don't think a 20-mph increase is speeding. (Everquote, 2016)
• Drivers speed at least 10 mph over the speed limit more than half the time. (Everquote, 2016)
• National data shows that even a 10-mph speed increase ups the risk of a crash by 9.1%. (Fortune, 2016)
• During 1993–2017, a 5 mph increase in the maximum state speed limit was associated with an 8% increase in fatality rates on interstates and freeways and a 3% increase on other roads. (IIHS, April 2019)
• Drivers ages 15–20 had the highest representation in speed-related fatal crashes (32% and 22%) compared with any other age group in 2016. (NHTSA, 2018)
• Speeding continues to be the number one cited driver-related factor in fatal highway crashes. (Bureau of Transportation Statistics, 2017)
• In 2021, there were 12,330 fatalities in speeding-related crashes, the highest number since 2007. This figure represented 29% of total traffic fatalities for the year. There were also an estimated 328,946 people injured in speeding-related traffic crashes, representing 13% of total people injured in traffic crashes that year. (NHTSA, July 2023)
• In 2021, 35% of male drivers and 21% of female drivers aged 15–20 who were involved in fatal traffic crashes had been speeding, the highest among the age groups. This compares with only 8% of male drivers over 74 years of age and 5% of female drivers over 74 years of age. (NHTSA, July 2023)
• In 2021, 32% of drivers involved in fatal traffic crashes did not have a valid driver’s license at the time of the crash. (NHTSA, July 2023)
• In 2021, 37% of drivers who had been speeding when involved in fatal traffic crashes had blood alcohol concentrations (BACs) of 0.08% or higher, compared with 17% of drivers who had not been speeding. (NHTSA, July 2023)
• In 2021, 33% of motorcycle riders involved in fatal traffic crashes had been speeding, compared with 22% for passenger car drivers, 15% for light-truck drivers, and 7% for large-truck drivers. Forty-nine percent of motorcycle riders aged 21–24 who were involved in fatal traffic crashes had been speeding. (NHTSA, June 2023 and July 2023)
• Motorcycle riders involved in fatal crashes were 20% more likely than passenger car drivers to have previous license suspensions or revocations (16.8% and 14.2%, respectively). (NHTSA, June 2023)
• Among drivers of passenger vehicles in 2021, 51% of speeding drivers involved in fatal traffic crashes were unrestrained (i.e., not wearing seat belts) at the time of the crash, compared with 23% of non-speeding drivers. (NHTSA, July 2023)
• In 2021, 87% of speeding-related traffic fatalities occurred on non-interstate roadways. (NHTSA, July 2023)
• In 2017, there were 203 fatal crashes in work zones in which speeding had been a factor. (FHWA, 2019)
• As of January 2024, 19 states and Washington, DC have enacted laws that permit the installation of speed cameras to detect violations of speed limits. Nine states have prohibited the installation of speed cameras. (Governors Highway Safety Association, January 2024)

Driving Ability Statistics

• In 2021, 17% of car drivers involved in fatal traffic crashes did not hold a valid driver’s license at the time of the crash. 36% of motorcycle riders involved in fatal traffic crashes did not hold a valid motorcycle license or a driver’s license with a motorcycle endorsement at the time of the crash. (NHTSA, July 2023)
• In 2021, 16.8% of motorcycle riders who were involved in fatal crashes had previous license suspensions or revocations, compared with 14.2% of car drivers involved in fatal crashes who had previous suspensions or revocations. 6.5% of drivers of large trucks who were involved in fatal crashes had previous suspensions or revocations. (NHTSA, June 2023)
• One study found that 18% of licensed American drivers would fail the knowledge test for a learner's permit if they had to retake it. (National General Insurance, 2011) Another study found that nearly 40% would fail it. The passing score for the knowledge test is usually 80%. (CarInsurance.com, 2013)
• Certain driving abilities tend to decline naturally with advancing age. Nevertheless, older drivers are keeping their licenses longer these days. 59% of people ages 85 years and older kept their licenses in 2020, compared with only 50% in this age group who kept their licenses in 2000. (FHWA, 2002, 2022b)

Accident Statistics

•  In 2021, there were 6,102,936 police-reported motor vehicle crashes, including 1,727,608 crashes involving injury and 39,508 crashes involving death. This works out to 1,073 injured persons and 18.45 fatalities per 100,000 licensed drivers. (NHTSA, August 2023)
• In 2021, there were 494,000 crashes involving large trucks, 48,000 crashes involving buses, and 536,000 crashes involving large trucks or buses. (Note that 494,000 + 48,000 = 542,000 because of double counting; thousands of crashes involved both a truck and a bus.) (FMCSA, December 2023)
• The economic cost of traffic crashes in 2019 was estimated to be about $340 billion. This was equivalent to 1.6% of the $21.4 trillion real US GDP in 2019. When lost quality of life (such as permanent disability or permanent physical pain for many of the injured) was included, the total cost to society was estimated at about $1.37 trillion. This was equivalent to 6.4% of real US GDP in 2019. 
• The percentages of societal cost (including both direct economic cost and quality-of-life cost) caused by each of the following factors were alcohol (21%), distracted driving (29%), and speeding or driving too fast for conditions (16%). (NHTSA, August 2023)
• In 2021, passenger cars and light trucks made up 86% of the vehicles involved in motor vehicle crashes. (NHTSA, August 2023)
• Around 2 million drivers in car accidents experience permanent injuries every year. (Driver Knowledge, 2019)
• Crash risk is highest during the first year that drivers are licensed. (CDC, 2018)
• Out of nearly six million vehicular crashes that occur every year in the United States, approximately 22% are weather-related. (FHWA, 2017)
• Rear-end crashes are the most frequently occurring type of collision, accounting for approximately 29% of all crashes. (NHTSA, 2017)
• Tailgating is a contributing factor in more than one-third of all crashes on the road. (TeenSafe, 2018)
• In 2019, at least one driver-related factor was recorded for 33% of the large truck drivers in fatal crashes, compared with 53% of the passenger car drivers in fatal crashes (FMCSA, 2021).
• For large truck drivers in fatal crashes in 2019, these were the most common driver-related factors: speeding (7.6%), distraction or inattention (5.3%), impairment (fatigue, alcohol, illness, etc.) (4.7%), failure to yield the right-of-way (4.6%), and careless driving (4.4%). (FMCSA, 2021)
• For passenger car drivers in fatal crashes in 2019, these were the most common driver-related factors: speeding (16.6%), impairment (fatigue, alcohol, illness, etc.) (15.1%), failure to yield the right-of-way (8.4%), careless driving (6.6%), and distraction or inattention (6.3%). (FMCSA, 2021)
• In 2005–2007, 96% of all traffic crashes at or next to intersections, and 92% of all the non-intersection-related crashes, were primarily caused by driver actions or inaction. Of the crashes at or next to intersections where the driver was primarily responsible, the most frequent reasons were as follows: inadequate surveillance (44.1%), false assumption of other’s action (8.4%), turned with obstructed view (7.8%), illegal maneuver (6.8%), internal distraction (5.7%), and misjudgment of gap or other’s speed (5.5%). Of the non-intersection-related crashes where the driver was primarily responsible, the most frequent reasons were as follows: driving too fast for conditions or aggressive driving (22.8%), driver performance error (overcompensation, poor directional control) (15.9%), internal distraction (13.4%), critical non-performance errors (10.8%), inadequate surveillance (7.3%), and external distraction (4.7%). (NHTSA, September 2010)
• In fatal large truck crashes in 2021, 72.7% of the large truck drivers had a valid commercial driver's license (CDL), 22.5% had no CDL, and 1.6% had a CDL that was expired, suspended, revoked, canceled, or disqualified. The rest were unknown or invalid for other reasons. (FMCSA, November 2023)
• Certain driver performance errors, including committing a right-of-way error (with or without the yield sign), sudden or improper braking or stopping, failure to stop at a stop sign, and being unfamiliar with a vehicle or roadway, increase the risk of crashing by hundreds of times. (Virginia Tech Transportation Institute, 2016)
• About 10 million or more crashes go unreported each year. (National Highway Traffic Safety Administration, 2018)
• In a 2021 survey of 1,757 emergency responders, 248 (14.1%) of them reported being struck by a moving vehicle while they were managing traffic incidents. Of these 248 responders, 81 (32.7%) said they sustained moderate injuries requiring only outpatient treatment, and 37 (14.9%) said they sustained injuries serious enough to require hospitalization. (AAA Foundation for Traffic Safety, January 2023)

Aggressive Driving Statistics

• 66% of traffic fatalities are caused by aggressive driving. (SafeMotorist.com, 2019)
• 37% of aggressive driving incidents involve a firearm. (SafeMotorist.com, 2019)
• Over a seven-year period, 218 murders and 12,610 injuries were attributed to road rage. Still, these figures represented only a tiny fraction of all the traffic deaths and traffic injuries that occurred during those years. (SafeMotorist.com, 2023)
• Male and younger drivers ages 19-39 were significantly more likely to engage in aggressive behaviors. (AAA Foundation for Traffic Safety, 2016)
• In 2019, more than half of the drivers whose aggressive driving caused traffic crashes were Millennials (born between 1981 and 1996). Gen X drivers were responsible for 21% of all aggressive-driving crashes. Only 4.2% of aggressive-driving crashes were caused by baby boomers (i.e., persons closer to retirement). 14% of aggressive-driving crashes involved a driver aged 18–24. (The Zebra, 2019)
• Half of the drivers who are on the receiving end of aggressive behavior, such as horn honking, a rude gesture, or tailgating admit to responding with aggressive behavior themselves. (SafeMotorist.com, 2019)
• 2% of drivers admit to trying to run an aggressor off the road at least once. (SafeMotorist.com, 2019)
• In a survey of 2,705 drivers conducted in 2014, 50.8% of drivers admitted to deliberately tailgating another vehicle at least once within the past year, and 1.8% of drivers admitted to doing it regularly. 24.1% of drivers admitted to blocking other vehicles from changing lanes at least once within the past year, and 0.7% of drivers admitted to doing it regularly. 11.9% of drivers admitted to deliberately cutting off another vehicle at least once within the past year, and 0.3% of drivers admitted to doing it regularly. 2.8% of drivers admitted to deliberately bumping or ramming another vehicle at least once within the past year, and 0.1% admitted to doing it regularly. (Deliberately bumping or ramming another vehicle may be considered road rage.) (AAA Foundation for Traffic Safety, 2016)
• A 2020 survey of US drivers ages 16 and older found that 45% of respondents admitted to speeding at 15 mph or more above the speed limit on a freeway within the past 30 days, 23% admitted to driving through a red light, and 21% admitted to tailgating another vehicle or switching lanes quickly. (AAA Foundation for Traffic Safety, 2021)
• On a single day during the 2017-2018 school year, 108,623 school bus drivers across the country reported that 83,944 vehicles passed their stopped school buses illegally.
• In a 2019 survey of school bus drivers during the 2018–2019 school year, 130,963 bus drivers reported that 95,319 vehicles had passed their buses illegally in a single day. (National Association of State Directors of Pupil Transportation Services (NASDPTS), 2019)
• In a 2021 telephone survey of drivers, 28% of them admitted to having run a red light at least once within the past 30 days, and 25% of them admitted to changing lanes more than three times per mile at least once within the past 30 days. Drivers who changed lanes this often were twice as likely to have an accident as drivers who changed lanes less frequently. (AAA Foundation for Traffic Safety, 2021).
• Two studies of a number of busy intersections without red-light safety cameras found that motorists ran red lights an average of about once every 20 minutes. (IIHS, 2023).
• In 2021, 1,109 people were killed and an estimated 127,000 people were injured in crashes that involved running red lights. (IIHS, 2023)
• As of January 2024, 22 states and Washington, DC have enacted laws that permit the installation of red-light cameras to detect vehicles running red lights. Eight states have prohibited the installation of red-light cameras. (Governors Highway Safety Association, January 2024)
• All states have laws against various unsafe driving behaviors, such as running a red light, although the laws vary among states. However, as of March 2023, only 11 states have laws that specifically define the term “aggressive driving” or list the specific offenses considered “aggressive driving.” (Governors Highway Safety Association, March 2023)

Pedestrian Safety Statistics

• Pedestrians have a 90% chance of surviving a crash at 30 kph (19 mph) or less but only a 50% chance at higher speeds. (AutoInsurance.org, 2018)
• For a pedestrian, the risk of death or serious injury increases along an S-shaped curve as the vehicle impact speed increases. The following charts from the AAA Foundation for Traffic Safety show the risk of severe injury and the risk of death to a pedestrian as a function of vehicle impact speed. The risk was calculated from a sample of 422 pedestrians who had been struck by a car or light truck during the years 1994 through 1998. (AAA Foundation for Traffic Safety, 2011; NHTSA, 2023)

• About half of the deaths resulting from red-light running each year are pedestrians and occupants of other vehicles who are hit. (Rocky Mountain Insurance Information Association, 2018)
• In 2021, there were 1,109 fatalities and an estimated 127,000 injuries in collisions that involved vehicles running red lights. Half of those killed were pedestrians, bicyclists, and occupants of other vehicles that were hit. (IIHS, 2023)
• Distractions are the number three cause of pedestrian fatalities, mainly by electronic devices. (Active Transportation Alliance, 2018)
• A pedestrian who is struck at 20 mph has a 10% chance of dying. A pedestrian struck at 40 mph has an 80% chance of dying. (Active Transportation Alliance, 2018)
• 74% of pedestrian fatalities happen at night, and 72% of those killed were not crossing at intersections. (Active Transportation Alliance, 2018) 
• On average, a pedestrian was killed every 1.5 hours in traffic crashes in 2016. (NHTSA, 2017)
• 76% of pedestrians were killed in collisions that occurred when it was dark, with another 4% occurring during dusk or dawn. (University of Wisconsin, 2020)
• In 2021, 25% of pedestrian deaths occurred in crashes between 6:00 p.m. and 8:59 p.m., and 26% occurred between 9:00 p.m. and 8:59 p.m.  (NHTSA, June 2023)
• In 2021, 73% of pedestrian fatalities occurred at non-intersection locations. A study of “hot spot” locations where at least six pedestrian fatalities occurred in the previous eight years found that these locations were characterized by five or more lanes to cross (70%), speed limits of 30 mph or higher (75%), and traffic volumes exceeding 25,000 vehicles per day (62%). (NHTSA, 2023)
• In 2021, 23% of pedestrian fatalities in 2021 involved hit-and-run drivers (NCSA, 2023c), a proportion that has remained consistent for decades. (NHTSA, 2023)
• Several studies have found that 15–25% of reported pedestrian crashes occurred in driveways and parking lots. (NHTSA, 2023)

Motorcyclist Safety Statistics

• In 2021, there were 9,881,414 registered motorcycles, which traveled a total of 19,642 million (i.e., nearly 20 billion) vehicle miles traveled (VMT). (NHTSA, June 2023)
• In 2021, motorcycles made up 3.5% of all registered vehicles but accounted for only 0.6% of all vehicle miles traveled (VMT). (NHTSA, June 2023)
• The rate of motorcyclist (both rider and passenger) injuries per 100 million vehicle miles traveled (VMT) decreased from 481.0 in 2007 to 421.0 in 2021. The rate of motorcyclist fatalities per 100 million VMT increased from 24.18 in 2007 to 30.05 in 2021. (National Safety Council, 2023)

Bicyclist Safety Statistics

• In a survey of 70,000 workers in 2016, 0.6% of the workers commuted to work by bicycle. (NHTSA, 2023)
• A survey of 4,789 occurrences of bicyclists being passed by motor vehicles on the road found that 7.8% of the motor vehicle drivers who passed the bicyclists were using their cell phones at the time and left less space when passing than drivers who were not using their phones. (University of Michigan, 2018)
• A 2017 study of hospital emergency room visits of bicycle accident victims under 15 years of age found that unhelmeted children were more likely to sustain injuries (40% versus 25.7%), meet the trauma activation criteria (45.5% versus 16.8%), and be admitted to the hospital (42.4% versus 14.9%). (University of Kentucky, 2017)

Winter Driving Statistics

• 17% of all vehicle crashes occur during winter conditions. (NHTSA, 2019)
• In 2021, an estimated 121,156 crashes, including 395 fatal crashes and an estimated 22,325 injury crashes, occurred during snow or sleet conditions. (NHTSA, 2023)
• There are about 156,000 crashes annually due to icy roads. (Carsurance.net, 2020)
• Weather-related vehicle accidents kill more people annually than large-scale weather disasters. (The Weather Channel, 2018)
• It takes up to 10 times longer to stop on snow and ice than it does on dry pavement. (Geico Insurance, 2018)
• Freeway speeds are reduced by 3% to 13% in light snow and by 5% to 40% in heavy snow. (FHWA, 2019)
• Each year, 24% of weather-related vehicle crashes occur on snowy, slushy, or icy pavement, and 15% happen during snowfall or sleet. (FHWA, 2019)
• Deicing the roads reduces the frequency of crashes by about 88% and decreases the average cost of each crash by about 10%. (Safe Winter Roads, 2023)
• More than 116,000 Americans are injured, and over 1,300 are killed on snowy, slushy, or icy pavement every winter. (Safe Winter Roads, 2023)
• A four-wheel traction system can help a car get moving in snow and ice and provide extra control when turning, but it doesn't help the vehicle stop much faster than a front- or rear-wheel-drive car. (US News & World Report, 2018)
• Over 70% of the nation's roads are located in snowy regions, which receive more than five inches (13 cm) average snowfall annually. (FHWA, 2019)
• Seventy percent of America's population lives in areas that have snowy or icy conditions during the winter. (The Zebra, 2021)
• In a 2021 survey of American drivers, 75.8% of respondents had driven on black ice, but 57.9% of respondents had never used snow tires in the winter. 35.1% of respondents named an ice scraper as the most important tool to have in the winter, followed by gloves or mittens (28%) and sand or kitty litter (25.4%). (The Zebra, 2021)

Child Safety Statistics

• Heatstroke is one of the leading causes of non-crash-related fatalities among US children. (NHTSA, 2018)
• From 1990 through 2022, over 1,050 children have died in overheated vehicles. That was an average of 38 children per year. 88% of them were 3 years of age or younger. On a warm day, the temperature inside a car can reach 125°F in minutes. A young child's body can overheat 3 to 5 times faster than an adult's body. (KidsandCars.org, 2023)
• Of the children who died in overheated vehicles in 1990–2022, 55% were unknowingly left in the vehicle, 25% gained access to the vehicle on their own, 15% were knowingly left in the vehicle, and the circumstances of the rest were either different or unknown. See the following chart. (KidsandCars.org, 2023)

• At least 50 children per week are backed over by vehicles, of whom an average of two die per week. The predominant age of young backover victims is 12–23 months of age. Over 60% of these backovers involve a larger vehicle (truck, van, or SUV). (KidsandCars.org, 2023)
• Drivers aged 16–24 have the lowest seat belt use rate. (Safe Ride 4 Kids, 2018)
• In 2016, frontal airbags saved the lives of 2,756 occupants ages 13 and older. (NHTSA, 2018)
• An outside temperature in the mid-60s Fahrenheit can cause a vehicle's interior temperature to rise above 110 degrees. The interior temperature of a car can rise almost 20 degrees Fahrenheit within the first 10 minutes. (NHTSA, 2018)

General Statistics on Driving-Related Fatalities

• The World Health Organization (WHO) estimates that each year, road traffic crashes worldwide kill about 1.19 million people (a decline of 5% since 2010) and injure 20–50 million more. This works out to over 3,200 traffic deaths per day worldwide. However, from 2010 to 2021, 10 countries reduced their annual traffic deaths by over 50%: Belarus, Brunei Darussalam, Denmark, Japan, Lithuania, Norway, Russian Federation, Trinidad and Tobago, United Arab Emirates, and Venezuela. During that same period, 35 other countries reduced their annual traffic deaths by 30–50%. (WHO, 2023)
• In the United States in 2021, there were 6,102,936 police-reported motor vehicle crashes, including 39,508 fatal crashes. This works out to about 18.45 fatalities per 100,000 licensed drivers. (NHTSA, August 2023)
• In 2021, there were 42,939 traffic crash deaths, up 10% from 2020. In 2021, the rate of crash deaths per 100,000 people was 63% lower than in 1975, although there was an uptick in 2020–2021. There were 11.1 deaths per 100,000 people in 2019 and 12.9 deaths per 100,000 people in 2021, a 16.2% increase in those two years. (IIHS, May 2023)
• In 2021, there were 24 driver deaths in single-vehicle crashes per million registered cars and 41 driver deaths in multiple-vehicle crashes per million registered cars. This compares with 11 single-vehicle-crash deaths per million SUVs and 18 multiple-vehicle crash deaths per million SUVs.  (IIHS, 2023)
• By 2019, the fatality rate per 100 million vehicle miles traveled (VMT) had declined significantly from the fatality rate in 1994. However, there was an uptick in 2020 and 2021. See the following chart. (Fatality Analysis Reporting System, NHTSA, January 2024)

• The vehicle occupant fatality rate (including motorcycle operators and passengers) per 100,000 population declined by 38% between 1975 and 2021. (NHTSA, August 2023)
• The nonoccupant fatality rate per 100,000 population declined by 34% from 1975 to 2021. (Nonoccupants include pedestrians, bicyclists, and persons inside parked vehicles.) (NHTSA, August 2023)
• The percentage of alcohol-impaired driving fatalities declined from 48% in 1982 to 31% in 2021. (NHTSA, August 2023)
• In 2021, the deadliest three-hour periods of the week for traffic fatalities were 9:00 p.m. to 11:59 p.m. on Friday and Saturday, with 1,228 and 1,221 fatal crashes respectively. (NHTSA, August 2023)
• In 2021, 56% of fatal traffic crashes involved only one vehicle, compared with 30% of injury crashes and 30% of property-damage-only crashes. (NHTSA, August 2023)
• Every year, roughly 1.3 million people die in car accidents worldwide - an average of 3,287 deaths per day. (SaferAmerica, 2019)
• In 2019, there were 33,244 police-reported fatal motor vehicle crashes, resulting in 36,096 deaths. (NHTSA, 2021)
• From 1994 to 2019, crash fatalities declined by 10.7% even though the number of licensed drivers increased by 30.5%. In 2020 and 2021, there was an uptick in crash fatalities. Nevertheless, even though crash fatalities increased by 5.5% from 1994 to 2021, the number of licensed drivers increased by 32.7% during that same period. See the following chart. (Fatality Analysis Reporting System, NHTSA, January 2024) 

• In 2019, there were 1.11 traffic fatalities per 100 million vehicle miles traveled, 11.00 traffic fatalities per 100,000 population, 12.06 traffic fatalities per 100,000 registered vehicles, and 15.78 traffic fatalities per 100,000 licensed drivers. (NHTSA, 2021)
• 58% of police-reported fatal car accidents in the US involved only one vehicle. (SaferAmerica, 2019)
• Road traffic crashes cause up to 50 million injuries globally each year. (WHO, 2018)
• The number of annual road traffic deaths has reached 1.35 million. (WHO, 2018)
• In the United States, 36,096 people died in motor vehicle crashes in 2019, down 13.9% from 41,945 in 2000. (IIHS, 2021)
• In the United States in 2019, there were 11.0 motor vehicle deaths per 100,000 population, down 26.2% from 14.9 per 100,000 population in 2000.
• More than 900 people die each year and nearly 2,000 are injured as a result of vehicles running red lights. (Rocky Mountain Insurance Information Association, 2018)
• From 1975 to 2018, car occupant deaths declined by 46%, while pickup occupant deaths rose by 25% and SUV occupant deaths were more than 10 times as high. (IIHS, 2018)
• In 2021, 7,640 passenger vehicle occupants died in rollover crashes. 76% of these deaths followed a pre-rollover impact; the other 24% occurred without a pre-rollover collision. Of occupants who died in rollovers, 17.8% of car occupants, 26.8% of SUV occupants, and 29.1% of pickup truck occupants had been in vehicles that rolled over without a pre-rollover collision. (IIHS, 2023)
• In 2021, rollover crashes accounted for 21% of occupant deaths in cars, 40% of occupant deaths in pickup trucks, and 38% of occupant deaths in SUVs. (IIHS, 2023).
• Rollovers tend to be disproportionately represented in fatal crashes. In 2021, 1.6% of all passenger-car crashes involved a rollover, but 12.8% of fatal passenger-car crashes involved a rollover. A similar pattern existed for other types of vehicles. See the following chart. (NHTSA, January 2024)

• In 2019, the rollover rate of SUVs in fatal crashes was 21.2%. This rate exceeds the rollover rates in fatal crashes of all other common types of motor vehicles: cars, pickup trucks, vans, large trucks, and buses. (NHTSA, 2019)In 2021, pickup trucks had the highest rollover rate in fatal crashes (22.2%) of all the types of vehicles shown in the above chart. (NHTSA, January 2024)
• In 2019, the rollover rate of SUVs in fatal crashes was 21.2%. This rate exceeds the rollover rates in fatal crashes of all other common types of motor vehicles: cars, pickup trucks, vans, large trucks, and buses. (NHTSA, 2019)
• In 2010-2019, 235 occupants of 15-passenger vans were killed in rollover crashes. 69% of the occupants killed in rollovers were not wearing seatbelts. 57% of the occupants killed in rollovers were ejected from the vehicle. (NHTSA, 2021)
• In 2021, there were 7,640 rollover fatalities, a decline of 41.3% from the peak of 10,825 rollover fatalities in 2005. (IIHS, 2021)
• In 15.3% of fatal large truck crashes in 2019, the truck driver was killed; in 55.1%, the driver of another vehicle was killed. In 2.5% of fatal large truck crashes, a passenger in the truck was killed; in 15.5%, a passenger in another vehicle was killed. In 9.1% of fatal large truck crashes, a pedestrian was killed; in 1.8%, a cyclist was killed. (FMCSA, 2021)

Fatalities by Location

• In Canada, in 2017, there were 5.0 traffic fatalities per 100,000 population. In 2018, there were 5.2 traffic fatalities per 100,000 population. These were the lowest rates since the early 1970s. (Transport Canada, 2019)
• In Canada, in 2017, there were 4.8 fatalities per billion vehicle kilometers traveled. In 2018, there were 4.9 fatalities per billion vehicle kilometers traveled. These were the lowest rates since the early 1970s. (Transport Canada, 2019)
• In Canada in 2020, the social costs of traffic collisions, including injuries and fatalities, totaled about $36 billion. This represented about 1.9% of Canada's annual Gross Domestic Product (GDP). (Transport Canada, January 2024)
• In Canada in 2021, there were 1,768 motor vehicle fatalities, up 1.3% from 2020. There were 8,185 serious injuries resulting from traffic crashes, up 4.0% from 2020. There were 4.7 fatalities per 100,000 population, the second lowest number of fatalities on record. There were 4.8 fatalities per billion vehicle kilometers traveled. This was one of the lowest fatality rates since the early 1970s. (Transport Canada, April 2023)
• In the European Union, there were about 20,600 road fatalities in 2022, which was 3% higher than in 2021 but 10% lower than in 2019. (European Commission, February 2023)
• In the European Union in 2022, Sweden had the lowest road fatality rate (22 road deaths per million inhabitants), and Romania had the highest rate (86 road deaths per million inhabitants). The EU average was 46 road deaths per million inhabitants. (European Commission, February 2023)
• Death rates from road traffic accidents are three times higher in low-income countries than in high-income countries. (WHO, 2018)
• Low-income countries have 9% of the world’s population and fewer than 1% of the world’s powered vehicles, yet they account for 13% of the world’s traffic fatalities. In contrast, high-income countries have 16% of the world’s population and 28% of the world’s powered vehicles, yet they account for just 8% of the world’s traffic fatalities. Low-income countries also have the highest traffic fatality rates per 100,000 population. See the following chart, which breaks down traffic fatality rates by world regions. (WHO, 2023)

• In the United States, 50% of motor vehicle deaths in 2016 occurred in rural areas. (IIHS, 2016)
• Of vehicle occupants who died in crashes in 2021, 55.3% of them were in urban areas, and 46.0% were in rural areas. The areas of the rest were unknown. Most of those who died in low-speed crashes were in urban areas, but most of those who died in high-speed crashes were in rural areas. See the following chart. (NHTSA, December 2023)

• In 2021, 62.3% of the fatal traffic crashes did not take place at or near intersections. 21.1% of the fatal crashes took place at intersections. Another 7.4% were intersection related, and 9.2% took place somewhere else or at an unknown location. (A crash is considered “intersection related” if it occurs next to an intersection and is caused by the movement or actions of traffic within the intersection.) (Fatality Analysis Reporting System, NHTSA, January 2024)
• For the intersection- and intersection-related fatal traffic crashes that occurred in 2021, 40.5% of the intersections were controlled by traffic signals, 17.1% of the intersections were controlled by stop signs, 34.8% of the intersections were uncontrolled, and the remainder were either controlled differently or by unknown means (if any). (Fatality Analysis Reporting System, NHTSA, January 2024)
• 50.9% of the fatal traffic crashes in 2021 occurred on roads where the speed limit was 55 mph or higher or where there was no statutory speed limit. However, the proportion of single-vehicle crashes at lower speeds was greater than the proportion of multiple-vehicle crashes at those speeds. At higher speeds, the proportion of multiple-vehicle crashes was greater. See the following chart.  (Fatality Analysis Reporting System, NHTSA, January 2024)

• In 2021, there were 956 work zone crash fatalities, compared with 809 in 2017, representing an increase of 18.1%. This included 778 drivers and passengers, 173 pedestrians and bicyclists, and 5 others. Forty-nine road workers were killed when they were struck by a motor vehicle while they were on foot. Another 32 road workers were killed when the vehicles they were riding in were hit by other motor vehicles. (FHWA, 2023; National Work Zone Safety Information Clearinghouse, 2023)
• One work zone fatality occurs for every 4 billion vehicle-miles of travel and for every $112 million worth of roadway construction expenditures. (FHWA, 2019)
• In 2021, there were 5,149 fatal crashes involving large trucks. 288 of these crashes (5.6%) occurred in work zones. (FMCSA, December 2023)
• There are 212,000 railroad grade crossings (where a roadway crosses a railroad track at grade) in the United States. Railroad grade crossing collisions and pedestrian trespass on tracks together account for 94% of all railroad fatalities in the United States. (Federal Railroad Administration, 2023)
• From 1972 to 2022, the number of train/motor vehicle collisions in the United States declined from about 12,000 collisions in 1972 to 2,201 collisions in 2022, a drop of about 82%. (Operation Lifesaver, January 2024)
• In 2022, there were 2,201 vehicle crashes at railroad crossings, including about 272 fatalities and about 824 injuries. (Operation Lifesaver, January 2024)
• About every three hours, a person in the United States is struck by a moving train. (Operation Lifesaver, 2023)
• In over half of vehicle crashes at railroad crossings, the railroad crossings were equipped with active warning devices (such as signals or gates) that operated properly. In 2021, 55% of all railroad-vehicle crashes and 73% of all fatal railroad-vehicle crashes occurred at crossings equipped with gates that operated properly. (ILCAD 2022)
• In 25% of vehicle crashes at railroad crossings, the vehicle strikes the side of a train that is already occupying the crossing. (Transoft Solutions, 2024)
• In 2019, 591 (81.2%) of the 728 fatalities at railroad crossings were of trespassers. 192 (26.4%) of the 728 fatalities were deliberate suicides by drivers and trespassers. (US Department of Transportation, 2020)
• Motorcyclist deaths were more likely to occur in urban than in rural areas (60% vs. 38%). (IIHS, 2019)
• In 2021, 961 bicyclists were killed and 41,000 were injured in motor vehicle crashes. (IIHS, July 2023)
• In 2018, 79% of bicyclists were killed in urban areas. In 1975, bicyclist deaths occurred about equally in rural and urban areas. (IIHS, 2019)
• In 2018, 37% of bicyclist deaths occurred at intersections. (IIHS, 2019)
• 81% of pedestrian deaths in 2018 occurred in urban areas, up from 59% in 1975. (IIHS, 2019)
• In 2018, 40% of pedestrian deaths among people aged 70 and older occurred at intersections, compared with 22% for those younger than 70. (IIHS, 2019)
• In 2021, 60% of pedestrian fatalities occurred on major roads other than interstates and freeways. (IIHS, 2023)
• Nearly 74% of pedestrian fatalities occur at non-intersection locations. (FHWA, 2023)
• Most fatal large truck crashes in 2021 did not involve intersections. Only 19.0% of these crashes occurred at intersections, and an additional 5.3% were intersection related. (A crash is considered “intersection related” if it occurs next to an intersection and results from the movement or actions of traffic through the intersection.) (FMCSA, November 2023)
• About 21% of motor vehicle crashes are weather related. (FHWA, 2019)
• 70% of weather-related crashes happen on wet pavement, 46% during rainfall, 18% during snow or sleet, 16% on snowy or slushy pavement, 13% on icy pavement, and 3% in fog. (FHWA, 2019)
• In 2021, 86.0% of fatal large truck crashes occurred in good weather (clear or cloudy). 6.5% of the fatal crashes occurred in rain. Only 1.7% occurred in snow, and another 1.7% occurred under such limited-visibility conditions as fog, smog, and smoke. (FMCSA, November 2023)

Fatalities by type of road user

Car drivers and light truck drivers

• Note: For such purposes as specifying fuel economy standards, the Federal government considers the category “light trucks” to include vans, minivans, light pickup trucks, sport-utility vehicles (SUVs), and other motor vehicles with a gross vehicle weight rating (GVWR) less than 8,500 pounds and a payload capacity not exceeding 4,000 pounds. SUVs are not considered passenger cars. (Car and Driver, 2023)
• In 2021, there were 21,118 passenger cars involved in fatal crashes, representing 34.4% of all fatal traffic crashes. 79.1% of these passenger cars were sedans, and only 8.6% of these passenger cars were coupes. (NHTSA, December 2023)
• Of the 21,118 passenger cars involved in fatal crashes in 2021, 13,320 (63.1%) of the cars were in multiple-vehicle crashes, and 7,798 (36.9%) of the cars were in single-vehicle crashes. (Fatality Analysis Reporting System, NHTSA, January 2024)
• Of the 21,118 passenger cars involved in fatal crashes in 2021, 7,235 (34.3%) of the cars sustained front-impact crashes with another moving motor vehicle.  1,682 (8.0%) of the cars had left-side impacts, 1,480 (7.0%) of the cars had right-side impacts, 1,308 (6.2%) had rear impacts, 3,514 (16.6%) had collisions with fixed objects, and 3,142 (14.9%) had collisions with non-motorists. (Fatality Analysis Reporting System, NHTSA, January 2024)
• The vast majority (76%) of passenger-car occupants killed in crashes were the drivers. Just 7% of passenger vehicle occupants killed were passengers in the second or third row of the vehicle; 29% of these passengers were under 13 years of age. (IIHS, 2023)
• In 2021, frontal impacts accounted for 59.2% of passenger vehicle occupant deaths. Side impacts accounted for another 21.9% of passenger vehicle occupant deaths. See the following chart. (IIHS, 2023)

• In 2021, there were 25,704 light trucks involved in fatal crashes, representing 41.9% of all fatal traffic crashes. 53.3% of these light trucks were SUVs, 38.2% were light pickup trucks, and 8.4% were vans and minivans. (NHTSA, December 2023)
• Of the 25,704 light trucks involved in fatal crashes in 2021, 9.589 (37.3%) of the light trucks sustained front-impact crashes with another moving motor vehicle.  1,598 (6.2%) of the trucks had left-side impacts, 1,310 (5.1%) of the trucks had right-side impacts, 1,693 (6.6%) had rear impacts, 3,513 (12.3%) had collisions with fixed objects, and 3,869 (15.1%) had collisions with non-motorists. (Fatality Analysis Reporting System, NHTSA, January 2024)
• Of the 25,704 light trucks involved in fatal crashes in 2021, 16,304 (63.4%) of the trucks were in multiple-vehicle crashes, and 9,400 (36.6%) of the trucks were in single-vehicle crashes. (Fatality Analysis Reporting System, NHTSA, January 2024)

Large truck drivers

• In 2021, there were 494,000 police-reported crashes involving large trucks. These included 5,149 (about 1.0%) fatal crashes and 110,000 (about 22.3%) injury crashes. (NHTSA, November 2023)
• In 2021, 55% of the fatal crashes, 14% of the injury crashes, and 22% of the property-damage-only crashes involving large trucks were single-vehicle crashes (including crashes involving a pedestrian, a bicyclist, or a non-motorized vehicle) . (FMCSA, November 2023)
• In 2021, 4,714 people died in crashes involving large trucks, up 17% from 2020. 16% of these deaths were truck occupants; 68% were passenger vehicle occupants; and 15% were pedestrians, bicyclists, or motorcyclists. (IIHS, 2023)
• In 2021, the first harmful event precipitating 73.5% of the fatal large-truck crashes was a collision with another moving motor vehicle. 9.0% of the fatal large-truck crashes were precipitated by a collision with a fixed object. 8.9% were collisions with pedestrians. 4.4% were rollovers. 1.4% were collisions with a bicycle or other personal conveyance. Only 0.1% were jackknives. See the following chart. (FMCSA, November 2023)

• In 2021, there was an average of 1.12 fatalities for every fatal crash involving a large truck. 90% of fatal large truck crashes involved only one fatality. 83% of the fatalities were not occupants of the large truck. (FMCSA, November 2023)
• In 2021, large trucks accounted for 9.3% of the vehicles in fatal traffic crashes, but only 3.7% of the vehicles involved in injury crashes and 5.3% of the vehicles involved in property-damage-only crashes. Of the 5,700 large trucks involved in fatal crashes, 65.9% were combination trucks (semi-trucks or tractor-trailers). (NHTSA, August 2023)
• In 2019, 62% of crash fatalities were passenger vehicle (cars, pickups, SUVs, and vans) occupants, 17% were pedestrians, 14% were motorcyclists, 2% were bicyclists, and 2% were occupants of large trucks. (IIHS, 2021)
• In crashes of large trucks in 2018, 4,136 people were killed. 16% of these deaths were truck occupants, 67% were occupants of cars and other passenger vehicles, and 15% were pedestrians, bicyclists, or motorcyclists. (IIHS, 2019)
• In 2021, 97% of vehicle occupants killed in two-vehicle crashes involving a passenger vehicle and a large truck were occupants of the passenger vehicle. Only 3% were occupants of the large truck. (IIHS, May 2023)
• In 2021, 74% of deaths in large truck crashes were in crashes involving tractor-trailers and 27% were in crashes involving single-unit trucks. Some crashes involved both a tractor-trailer and a single-unit truck. (IIHS, May 2023)
• Among occupants of large trucks who died in crashes in 2021, 63% died in collisions involving at least one other large truck. (IIHS, May 2023)
• Occupant deaths in large truck crashes per 100 million truck miles traveled have declined substantially since 1975. In 1975, the rates were 3.39 passenger vehicle occupant fatalities and 1.13 large truck occupant fatalities per 100 million truck miles traveled. By 2021, these rates had declined to 0.98 passenger vehicle occupant fatalities and 0.23 large truck occupant fatalities per 100 million truck miles traveled. (IIHS, May 2023)
• Twelve percent of passenger-car occupant deaths in crashes, and 22% of passenger-car occupant deaths in multiple-vehicle crashes, occurred in crashes with large trucks. (IIHS, May 2023)
• In 16.7% of fatal large truck crashes in 2019, a passenger car rear-ended the truck; in 3.7% of fatal large truck crashes, the truck rear-ended a passenger car. In 17.9% of fatal large truck crashes, an oncoming passenger car drifted into the truck's lane (head-on collision); in 2.2%, an oncoming large truck drifted into a passenger car's lane. Most of the remaining fatal crashes were side-impact crashes. (FMCSA, 2021)
• Of the 4,949 drivers of large trucks involved in fatal crashes in 2019, 354 (7%) were 25 years of age or younger, and 361 (7%) were 66 years of age or older. In comparison, 3 (1%) of the 232 drivers of buses in fatal crashes were 25 years of age or younger, and 33 (14%) were 66 years of age or older. The average age of large truck drivers involved in fatal crashes was 46.5 years for male drivers and 43.7 years for female drivers. (FMCSA, 2021)
• In 2019, 73% of fatal large truck crashes resulted from a collision with another vehicle. Only 9% resulted from a collision with a fixed object, and only 4% resulted from a rollover. However, 12.1% of fatal single-vehicle large truck crashes resulted from a rollover, and 10.6% resulted from a collision with a bicycle or other personal conveyance. (FMCSA, 2021)
• In 2018, 45% of large truck occupant deaths occurred in rollovers. 42% of SUV occupant deaths occurred in rollovers. Only 20% of occupant deaths in non-SUV cars occurred in rollovers. (IIHS, 2019)
• In 2018, 31% of passenger vehicle occupants killed in two-vehicle crashes with a large truck were in vehicles struck head-on by the truck and another 24% were in vehicles that were side-struck by the truck. 23% involved the front of the passenger vehicle striking the rear of the large truck. (IIHS, 2019)

Bus drivers

• In 2021, there were 204 fatal crashes involving buses, including 80 crashes involving school buses, 78 involving transit buses, 17 involving coach buses, 22 involving other types of buses, and the rest were unknown. These crashes resulted in a total of 221 fatalities, of which only 15 were occupants of the buses. Of these 15 occupants who died, 8 were occupants of school buses, 4 were occupants of transit buses, none were occupants of coach buses, and the other 3 were occupants of other types of buses. (FMCSA, November 2023)
• Of the 205 buses involved in fatal crashes in 2021, 80 (39.0%) of the buses sustained front-impact crashes with another moving motor vehicle. 16 (7.8%) of the buses had left-side impacts, 11 (5.4%) of the buses had right-side impacts, 35 buses (17.1%) had rear impacts, one bus (0.5%) had a collision with a fixed object, and 52 buses (25.4%) had collisions with non-motorists. (Fatality Analysis Reporting System, NHTSA, January 2024)
• Of the 205 buses involved in fatal crashes in 2021, 150 (73.2%) were in multiple-vehicle crashes, and 55 (26.8%) were in single-vehicle crashes. (Fatality Analysis Reporting System, NHTSA, January 2024)
• The rate of fatal bus crashes per 100 million vehicle miles traveled (VMT) has trended downward since the mid-1980s. In 1985, there were 2.11 fatal bus crashes per 100 million VMT. In 2019, there were 0.99 fatal bus crashes per 100 million VMT. There was an uptick in 2020–2021, reaching 1.22 fatal bus crashes per 100 million VMT, still well below the level in 1985. (FMCSA, November 2023)

Motorcyclists

• More than half of all road traffic deaths worldwide are among pedestrians, cyclists, and motorcyclists. (WHO, 2018)
• In 2019, 5,014 motorcyclists were killed in crashes, more than double the number in 1997. (IIHS, 2021)
• Since 2015, over 5,000 motorcyclists have been killed in traffic crashes each year. Per vehicle miles traveled, motorcyclists were about 24 times more likely than passenger car occupants to die in a motor vehicle crash and were 4 times more likely to be injured. (NHTSA, 2023)
• Most motorcycle fatalities occurred under the following conditions (National Safety Council, 2023):
  • On urban roads (67%)
  • In good weather (83%)
  • At night (50%)
  • In crashes involving two vehicles (53%)
  • When wearing helmets (59%)
  • When NOT impaired by alcohol (72%)
• However, in recent years, the rate of motorcyclist fatalities per 100,000 population had decreased from the rates in the 1970s. The following chart depicts the trends in fatality rates for all motorcyclists (including both riders and passengers) and motorcyclists aged 21–24 (who have the highest fatality rate of all age groups). (Fatality Analysis Reporting System, NHTSA, 2023)

• In 2019, the number of motorcycle fatalities per mile traveled was nearly 29 times the number of car fatalities per mile traveled. (IIHS, 2021)
• Motorcycles account for only 3.5% of all registered vehicles and only 0.6% of all vehicle miles traveled, but motorcyclists account for 14% of all traffic fatalities and 17% of all occupant (driver and passenger) fatalities. (NHTSA, 2019; NHTSA, 2023)
• Of the 5,932 motorcycle crash fatalities in 2021, 5,636 (95%) were motorcycle operators and 296 (5%) were passengers. (IIHS, 2023)
• While 20% of passenger vehicle crashes result in injury or death, 80% of motorcycle crashes result in injury or death. (NHTSA, 2003)
• Of the 6,082 motorcycles involved in fatal crashes in 2021, 2,531 (41.6%) of the motorcycles sustained front-impact crashes with another moving motor vehicle. 231 (3.8%) of the motorcycles had left-side impacts, 161 (2.6%) of the motorcycles had right-side impacts, 306 (5.0%) had rear impacts, 1,487 (24.4%) had collisions with fixed objects, and 66 (1.1%) had collisions with non-motorists. (Fatality Analysis Reporting System, NHTSA, January 2024)
• Of the 6,082 motorcycles involved in fatal crashes in 2021, 3,780 were in multiple-vehicle crashes, and 2,302 were in single-vehicle crashes. (Fatality Analysis Reporting System, NHTSA, January 2024)
• In 2018, 37% of motorcyclist deaths occurred in single-vehicle crashes, and 63% of motorcyclist deaths occurred in multiple-vehicle crashes. (IIHS, 2019)
• In 2021, there were 3,052 fatal two-vehicle crashes each involving a motorcycle and another type of vehicle. In 1,315 (43.1%) of these crashes, the other vehicle was turning left while the motorcycle was going straight, passing, or overtaking other vehicles. (NHTSA, June 2023)
• Motorcycles have been more frequently involved in fatal collisions with fixed objects than other vehicle types have been. In 2021, 24% of motorcycles involved in fatal crashes had collided with fixed objects, compared with 17% for passenger cars, 12% for light trucks, and 4% for large trucks. (NHTSA, June 2023)
• The age distribution of motorcyclists killed in crashes has shifted dramatically in the last half century. Motorcyclists under age 30 accounted for 80% of motorcyclist fatalities in 1975 but just 28% in 2019. Motorcyclists aged 50 or older accounted for just 3% of motorcyclist fatalities in 1975 but 37% in 2019. (IIHS, 2021)
• Among motorcycle drivers killed in 2018, 34% drove motorcycles with engine sizes larger than 1,400 cc, compared with 9% in 2000 and less than 1% in 1990. (IIHS, 2019)
• Among motorcycle drivers killed in traffic crashes in 2021, 27% drove motorcycles with engine sizes of 1,501 cubic centimeters (cc) or higher, 23% drove motorcycles with engine sizes of 1,001 to 1,500 cc, 35% drove motorcycles with engine sizes of 501 to 1,000 cc, and 8% drove motorcycles with engine sizes up to 500 cc. (NHTSA, June 2023)
• Supersport motorcycles have driver death rates about 4 times as high as that of cruisers and standards. (IIHS, 2021)
• In 2018, 48% of motorcyclist deaths occurred on weekends, and those deaths were more likely to occur after 6 p.m. compared with weekdays. (IIHS, 2019)
• In 2018, 53% of motorcyclist deaths occurred on major roads other than interstates and freeways. (IIHS, 2019)
• In 2021, about 38% of motorcyclists killed in crashes were not wearing a helmet at the time of the crash. Research indicates that helmets reduce motorcycle rider fatalities by 22–42%. (NHTSA, 2023)

Bicyclists

• More than half of all road traffic deaths worldwide are among vulnerable road users, such as pedestrians, bicyclists, and motorcyclists. Traffic crashes cost most countries about 3% of their gross domestic product (GDP). (WHO, 2023)
• In 2021, there were 7,388 pedestrians and 961 bicyclists killed and approximately 60,000 pedestrians and 41,000 bicyclists injured in motor vehicle crashes on public roadways. (IIHS, May 2023)
• By 2021, bicyclist deaths had decreased by about 14% since 1975, but they had increased by about 55% since reaching their lowest point in 2010. 89% of bicyclist deaths in 2021 were among those aged 20 and older. Deaths among bicyclists younger than 20 have declined by 90% since 1975, while deaths among bicyclists 20 and older have quadrupled. In every year since 1975, many more male than female bicyclists were killed in crashes with motor vehicles. Since 1975, the decline in deaths among female bicyclists (34%) was much greater than the decline among male bicyclists (less than 1%). (IIHS, May 2023)
• In 2021, 985 bicyclists were killed in traffic accidents, representing about 2% of all traffic fatalities. (NHTSA, 2023)
• Every year since 1975, many more male than female bicyclists have been killed in crashes with motor vehicles. The decline in traffic deaths since 1975 among female bicyclists (38%) was triple the decline among male bicyclists (12%). (IIHS, 2019)
• A 2018 review of more than 7,000 bicyclist crashes in California’s San Francisco Bay Area found that the crash rate per person per distance traveled for Black bicyclists was nearly eight times that of white bicyclists. The rate for Hispanic bicyclists was 2.5 times that of white bicyclists. (University of Illinois, 2018)
• In 2018, bicyclist deaths were highest (22%) from 6 p.m. to 9 p.m. (IIHS, May 2023)
• In 2021, 65% of bicyclist deaths occurred on major roads other than interstates and freeways, and 32% occurred on minor roads. Deaths of bicyclists younger than 20 were more likely to occur on minor roads compared with deaths of bicyclists ages 20 and older (52% vs. 30%). 35% of bicyclist deaths occurred at intersections. (IIHS, May 2023)
• From 2017 through 2021, an average of 883 bicyclists were killed in traffic crashes each year. In 2021, bicyclist fatalities accounted for 2.2% of total traffic fatalities. (NHTSA, November 2023)
• In 2021, 62% of bicyclist fatalities occurred at non-intersection locations. (NHTSA, November 2023)
• In 2021, 85% of bicyclist fatalities occurred in urban areas, up from 69% in 2011. (NHTSA, November 2023)
• In 2021, 46% of bicyclist fatalities occurred as the result of collisions with SUVs, pickup trucks, and vans – more fatalities than from any other cause. (NHTSA, November 2023)
• In 2021, 23% of bicyclist fatalities involved hit-and-run drivers. (NHTSA, 2023)

Pedestrians

• The rate of pedestrian deaths per 100,000 people decreased by 46% from 1975 to 2019. The pedestrian death rate for children ages 0-12 decreased by 93%. Children of these ages had the second-highest pedestrian death rate in 1975 but the lowest in 2019. The death rate for pedestrians ages 70 and older declined by 74% from 1975. Pedestrians of these ages had the highest death rate every year since 1975, although the gap between older pedestrians and those aged 20-69 has narrowed considerably. (IIHS, 2021)
• In 2019, pedestrians accounted for about 17% of all motor vehicle crash fatalities. Twenty-one percent of pedestrian deaths occurred in hit-and-run accidents. (IIHS, 2021)
• The pedestrian death rate per 100,000 people decreased by 46% from 1975 to 2019. The death rate for pedestrians decreased by 93% for ages 0-12, and by 70% for ages 70 and older. Children of these ages had the second-highest death rate in 1975 but the lowest in 2019. (IIHS, 2021)
• However, there has been an uptrend in pedestrian fatalities since 2009, from about 4,600 in 2009 to about 6,500 in 2021. From 2017 through 2021, the 5-year average of pedestrian deaths per year was 6,502. (NHTSA, 2023)
• From 2009 through 2016, the number of registered sport utility vehicles (SUVs) increased by 37%, but the number of SUVs involved in pedestrian fatalities increased by 81%. This increase is greater than the increases in other types of vehicles involved in pedestrian fatalities: passenger cars (41%), pickup trucks (32%), large trucks (32%), and minivans and large vans (15%). (NHTSA, 2023)
• In 2017, the seven states (Alaska, Colorado, Maine, Massachusetts, Nevada, Oregon, Washington) and the District of Columbia that legalized recreational use of marijuana between 2012 and 2016 reported a collective 16.4% increase in pedestrian fatalities for the first six months of 2017 versus the first six months of 2016, whereas all other states reported a collective 5.8% decrease in pedestrian fatalities.
• In 2019, pedestrian deaths accounted for 17% of all crash fatalities. Although pedestrian deaths were 17% lower in 2019 than in 1975, they had increased by 51% since reaching their lowest point in 2009. (IIHS, 2021)
• In 2018, 69% of pedestrians killed were male, a percentage that has varied little since 1975. (IIHS, 2019)
• In a study of US pedestrian crashes, the average risk of severe injury to a pedestrian was found to be 10% at 17 mph, 25% at 25 mph, 50% at 33 mph, 75% at 41 mph, and 90% at 48 mph. (IIHS, 2021)
• One study has found that automated pedestrian detection technologies may reduce pedestrian fatalities by 30–90% in crashes in which the driver failed to notice the pedestrian. (University of North Carolina, 2018)

Fatalities by age

• Globally, car accidents are the leading cause of death among young adults ages 15-29 - and the ninth leading cause of death for all people. (SaferAmerica, 2019)
• Worldwide, traffic crashes are the leading cause of death for young people 5–29 years of age. (WHO, 2023)
• Traffic crashes are the eighth leading cause of death for people of all ages. (WHO, 2018)
• In the United States in 2021, persons aged 21–24 had the highest fatality rate and the highest injury rate per 100,000 population of all age groups. (NHTSA, December 2023)
• In the United States in 2021, drivers aged 15–20 had the highest rate of involvement in fatal traffic crashes of all age groups from 15–20 through >74. See the following chart. (NHTSA, 2023)

• In the United States from 1975 to 2019, the rate of motor vehicle deaths per 100,000 people declined by 80% for children ages 12 and younger (from 7.9 to 1.6),73% for teenagers (from 29.4 to 8.0), 49% for people ages 20-34 (from 29.6 to 15.2), 30% for people ages 35-69 (from 17.5 to 12.2), and 45% for people 70 and older (from 25.9 to 14.2). (IIHS, 2021)
• In 2021, 78% of the children who died in traffic crashes were passenger vehicle occupants, 15% were pedestrians, and 2% were bicyclists. Child pedestrian deaths and bicyclist deaths declined by 91% and 95%, respectively, since 1975. The number of children who died as occupants of passenger vehicles was 48% lower than in 1975. (IIHS, 2023)
• In 2021, 922 children younger than 13 years of age died in motor vehicle crashes. Over three-quarters of these deaths were children riding in passenger vehicles. (IIHS, 2023)
• The number of child passenger deaths has declined by nearly half since 1975. The rate of child passenger deaths per million children has also fallen dramatically to 13.8 deaths per million children in 2021, a 54% reduction from 1975.
• In 2019, 844 children under 13 years of age were killed in motor vehicle accidents. Of these 844 children, 72.5% were car passengers, 16.4% were pedestrians, 3.6% were bicyclists, and the remainder died in some other way. (IIHS, 2021)
• In 2019, 34% of children ages 12 and under who were killed in passenger cars were unrestrained (no seatbelt or child safety seat). In comparison, in 1985, 71% of children ages 12 and under who were killed in passenger cars were unrestrained. (IIHS, 2021)
• In 2021, 3,058 persons aged 13–19 died in motor vehicle crashes. This is 65% fewer than in 1975 despite a rising US population during that period. However, there was a recent uptick from 2,394 deaths in 2019 to 3,058 deaths in 2021, representing a 27.7% increase in that period. (IIHS, May 2023)
• In 2021, teenagers accounted for 7% of motor vehicle crash deaths. They comprised 9% of total passenger vehicle occupant deaths, 3% of pedestrian deaths, 4% of motorcyclist deaths, 6% of bicyclist deaths, and 17% of all-terrain vehicle (ATV) rider deaths. (IIHS, May 2023)
• In 2018, motor vehicle crashes were the leading cause of death for female teenagers and the second leading cause (after suicide) of death for male teenagers. (IIHS, 2021)
• In 2020, motor vehicle crashes were the leading cause of unintentional death for drivers 15–24 years of age. In 2021, some 2,116 drivers 15–20 years of age were killed and an estimated 203,256 were injured in motor vehicle crashes (NHTSA, 2023)
• In 2021, drivers ages 20 or younger made up 5.1% of licensed drivers in the United States but 8.5% of drivers in fatal crashes and 12.6% of drivers in all crashes. (NHTSA, 2023)
• Except for drivers 80 years and older, young drivers are more involved in fatal crashes per mile driven than are older drivers. Drivers aged 16–19 were involved in 4.8 fatal crashes per 100 million travel miles, compared with 3.3 for drivers aged 20–24, 2.3 for drivers aged 25–29, 1.4 for drivers aged 30–59, 1.3 for drivers aged 60–69, 1.8 for drivers aged 70–79, and 5.4 for drivers aged 80+. (NHTSA, 2023)
• In 2021, 78% of teenage crash deaths were of passenger vehicle occupants. The others were pedestrians (8%), motorcyclists (8%), bicyclists (2%), riders of all-terrain vehicles (ATVs) (2%), and people in other kinds of vehicles (3%). (IIHS, May 2023)
• In 2016, teenagers ages 14-19 years accounted for 74% of crash fatalities among children and died at more than 6 times the rate of children under 14. (Safe Kids Worldwide, 2018)
• The crash fatality rate per mile driven for drivers aged 16–19 is nearly triple that of drivers aged 20 and older. (IIHS, May 2023)
• In 2021, 2,608 people were killed in crashes involving at least one teen driver. (NHTSA, 2023)
• In 2021, 62% of deaths among passenger vehicle occupants ages 16–19 were of drivers. (IIHS, May 2023)
• In 2021, 57% of the deaths of teenage passengers occurred in vehicles driven  by teenage drivers. 13% of the deaths of passengers of all ages occurred in vehicles driven by teenage drivers. (IIHS, May 2023)
• The proportion of drivers aged 65 and older has increased from 14% in 2001 to 21% in 2021. (FHWA, 2002 and 2022) The proportion of fatal crashes involving older drivers has increased from 11% in 2001 to 19% in 2021. However, the older population has grown at a rate faster than the increase in fatalities involving older drivers, from 35.3 million in 2001 to 55.8 million in 2021. The number of licensed drivers aged 65 and older has increased from 27.6 million in 2001 to 49.6 million in 2021. (NHTSA, 2023)
• For drivers aged 70 and older, the average fatal crash rate per mile traveled is higher than for all other age groups except drivers aged 16–19. However, the number of older drivers killed in traffic crashes in 2021 was 11% lower than the number killed in 1997, even though the number of licensed drivers in this age group increased by 83%. From 1975 to 2021, the rate of fatalities per capita for older drivers declined by 46%. (IIHS, 2023)
• In the late 1970s, the proportion of fatally injured motorcyclists who were 50 and older started to increase, rising from 3% of all rider deaths in 1975 to 14% in 1997 and 37% in 2019. In contrast, 27% of the fatally injured motorcyclists in 2019 were younger than 30, compared with 80% in 1975. (IIHS, 2021)
• The average age of pedestrians killed in traffic accidents has remained fairly constant, ranging from 45 to 48 over the last ten years. The age group 60 to 64 had the highest pedestrian fatality rate, and the age group 65 to 70 had the second-highest pedestrian fatality rate. (NHTSA, 2023)
• In 2018, the rate of pedestrian deaths per 100,000 population was highest for pedestrians ages 80-84. (IIHS, 2019)
• In the late 1970s, children younger than 15 years of age represented 18% of all pedestrian fatality victims. By 2021, they represented just 2.4% of all pedestrian fatalities. (NHTSA, 2023)

Effects of the COVID-19 Pandemic

• Earlier in this section on driving fatalities, we saw that in 2020–2021, there were upticks in vehicle fatality rates and motorcyclist fatality rates, which reversed longer-term prior downtrends. There is evidence that the effects of the COVID-19 pandemic may have been responsible.
• First, the upticks were statistically significant. The AAA Foundation for Traffic Safety had developed predictive models for forecasting monthly traffic fatalities in 2020, based on data obtained from monthly traffic fatalities in 2011–2019. However, the actual traffic fatalities in 2020 significantly exceeded the forecasts, falling outside the 95% confidence interval (CI) for forecasted fatalities. In particular, the actual traffic fatalities of persons aged 19–24 exceeded the forecast by 19.0%, and the actual traffic fatalities of persons aged 25–39 exceeded the forecast by 22.8%. Actual traffic fatalities for persons aged 70 and older were 11.9% lower than originally forecast. See the following charts from that same source. (AAA Foundation for Traffic Safety, December 2022)

• Second, a survey of drivers conducted in 2020 by the AAA Foundation for Traffic Safety suggested that the demographics of drivers still on the road during the COVID-19 pandemic in 2020 had shifted from what it had been in prior years. 60% of drivers reported that they had reduced their driving in response to the COVID pandemic. The drivers who had reduced their driving had a median age of 50, and 56% were female. 36% of drivers had not changed their amount of driving. This group also had a median age of 50, but 56% were male. 4% of drivers said they had increased their driving. This group was younger (median age of 39) and strongly male (64%). It has long been known that young male drivers tend to be higher-risk drivers than other drivers. (AAA Foundation for Traffic Safety, February 2022)
• Third, the 4% of surveyed drivers who had increased their driving in 2020 were also more likely to have reported engaging in risky driving behaviors within the past 30 days. For example, 40% of this group said they had sent text messages, compared with only 20% of those who had reduced their driving. 45% of this group had run red lights, compared with just 25% of those who had reduced their driving. 21% of this group had driven without wearing seat belts, compared with just 9% of those who had reduced their driving. Therefore, if the sample of drivers surveyed was representative of the general driver population, higher-risk drivers had spent more time on the road in 2020 than before, and lower-risk drivers had spent less time on the road than before. See the following chart. (AAA Foundation for Traffic Safety, February 2022)

• Another theory about the effects of the COVID pandemic focused on vehicle speeds and traffic congestion. Traffic congestion effectively limits the maximum speeds at which vehicles can drive. A statistical analysis of traffic and vehicle speeds in California from March 2020 through May 2020 found that with fewer traffic jams as many drivers stayed home, average highway speeds increased by 2 to 3 mph throughout California, but they increased as much as 10 to 15 mph in some counties where traffic congestion had been common before the pandemic, such as San Francisco and Santa Clara. Higher speeds made crashes more deadly. Researchers found that just a 1% increase in average vehicle speeds translated into a 4% increase in traffic fatalities. The proportion of crashes considered severe (those more likely to involve fatalities) increased by 4.8 percentage points. (University of Colorado, April 2023)
• In the late 1970s, the proportion of fatally injured motorcyclists who were 50 and older started to increase, rising from 3% of all rider deaths in 1975 to 14% in 1997 and 37% in 2019. In contrast, 27% of the fatally injured motorcyclists in 2019 were younger than 30, compared with 80% in 1975. (IIHS, 2021)

Fatalities by gender

• In 2021, 66% of passenger car occupants who died in crashes were male. 72% of passenger car drivers who died in crashes were male. (IIHS, 2023)
• Male drivers were involved in 34% of fatal crashes in 2016, while female drivers were involved in 12%. (USDOT, 2017)
• In 2021, 72% of all motor vehicle crash deaths were males. Males accounted for 72% of passenger vehicle driver deaths, 48% of passenger vehicle passenger deaths, 97% of large truck driver deaths, 67% of large truck passenger deaths, 70% of pedestrian deaths, 86% of bicyclist deaths, and 92% of motorcyclist deaths. (IIHS, May 2023)
• In 2021, just 4% of motorcycle operators who were killed in crashes were female, but 96% of motorcycle passengers who died were female. (IIHS, 2023)
• In 2021, 86% of the bicyclists killed and 81% of the bicyclists injured were male. (NHTSA, November 2023)
• In 2021, 70% of pedestrians killed were male, a proportion that has varied little since 1975. (IIHS, 2023)
• Since 1975, teenage crash deaths have decreased more among males than among females. In 1975, 75% of persons aged 13–19 who were killed in motor vehicle accidents were male. In 2019, 66% were male. (IIHS, 2021)

• A survey of 2,499 drivers in 2022 found that the percentages of drivers who engaged in such risky driving behaviors as running a red light, using a hand-held cell phone, and driving while fatigued were lower than in 2018. Still, the percentages were high: 37.4% admitted to driving while talking on a cell phone, 36.2% admitted to texting while driving, 28.2% admitting to running a red light, 18.8% admitted to driving while they were so tired that it was hard to keep their eyes open, and 7.3% admitted to driving while intoxicated. 50.7% admitted to driving at 15 mph or more over the speed limit on a freeway, which represents an increase over 2018. (AAA Foundation for Traffic Safety, November 2023)

Distracted Driving Statistics

• A naturalistic driving study of 101 drivers found that the most common (36%) contributing factor in run-off-the-road (ROR) crashes and near-crashes was driver distraction. Common distractions contributing to these events included using a cell phone (8% of these events), looking outside for purposes unrelated to the driving task (6% of events), talking to passengers (5%), and using in-car (OEM) controls or devices (5%). Driver inattention to the road ahead (say, by looking over their shoulder) was a contributing factor in 4% of the crashes and near-crashes. (Virginia Tech Transportation Institute, January 2009)
• In 2019, distracted driving led to 3,142 fatalities, an estimated 424,000 injuries, and 15% of all police-reported vehicle traffic crashes on US roads. (Virginia Tech Transportation Institute, 2021)
• NHTSA estimates that distracted driving contributed to 3,522 fatalities during 2021, representing about 8.2% of all fatal traffic crashes. (NHTSA, 2023).
• It is estimated that at any moment during daylight hours, an average of over 373,000 drivers are holding a hand-held cell phone while they’re driving. (Governors Highway Safety Association, January 2024)
• A naturalistic driving survey of 3,500 volunteer drivers in 2015–2016 found that using a hand-held cell phone increased the risk of a crash by a factor of 3.6. The activity that increased the risk the most (by a factor of 12.2) was dialing the phone. Texting increased crash risk by a factor of 6.1. Talking on the phone increased crash risk by a factor of 2.2. (Liberty Mutual Research Institute for Safety, 2016)
• Sending or reading a text takes your eyes off the road for 5 seconds. At 55 mph, that's like driving the length of an entire football field with your eyes closed. (NHTSA, 2018)
• One in three teens who text say they have done so while driving. (NHTSA, 2018)
• Dialing a phone number while driving increases a teen's risk of crashing by six times. (NHTSA, 2018)
• One in four drivers used a cell phone right before they were involved in a crash. (Chicago Tribune, 2017)
• In a 2022 survey of 3,272 drivers ages 16 and older, 38% of respondents admitted to talking on a hand-held cell phone at least once while driving within the past 30 days, and 5.3% said they did it often or regularly. 27.4% of respondents reported manually typing or sending a text message from a cell phone at least once while driving, and 3.3% said they did it often or regularly. (AAA Foundation for Traffic Safety, 2023)
• A study of 3,542 drivers' behavior in 2012-2013 showed that these drivers engaged in potentially distracting activities during 51.93% of the observed periods. The most common distractions were interacting with an adult or teen passenger (14.58% of observed periods); using a hand-held cell phone (6.40%); and interacting with an in-vehicle device, such as the radio or climate controls (3.53%). (Virginia Tech Transportation Institute, 2016)
• Dialing a phone is one of the most dangerous distractions, increasing a driver's chance of crashing by 12 times. (Virginia Tech Transportation Institute, 2016)
• Reading or writing increased the risk of crashing by 10 times. (Virginia Tech Transportation Institute, 2016)
• Driving while crying or visibly angry increased the risk of crashing by 10 times. (Virginia Tech Transportation Institute, 2016)
• Using a hands-free electronic device is four times more distracting than talking to an adult passenger. (Driver's Alert, 2017)
• Child passengers can be 12 times more distracting to a driver than talking on a cell phone. One study found that the average parent driver took his or her eyes off the road for three minutes and 22 seconds during a 16-minute trip. (Monash University, 2013)
• Over 80% of drivers admit to dangerous behavior while driving, such as changing clothes, steering with a foot, painting nails, or even shaving. (TeenSafe, 2018)
• A study of 1,006 drivers ages 14-18 found that 27% of them admitted to sometimes changing clothes or shoes while driving. (NPR, 2015)
• Among distracted drivers involved in fatal crashes in 2019, the most frequent (62%) distraction was being lost in thought or letting the driver's mind wander. The next most frequent (13%) distraction was cellphone use, followed by external objects or events (rubbernecking) (7%). (IIHS, 2021)
• 20% of drivers say they've styled their hair from behind the wheel. (TeenSafe, 2018)
• Manual transmission vehicles double the chances of distracted driving crashes caused by food consumption. (Drive-Safely.net, 2019)
• A study conducted in 2017 found that programming GPS navigation was more distracting to drivers than texting. It took an average of 40 seconds to complete the programming of GPS navigation plus 13 more seconds for the brain to refocus after completing the task. (I Drive Safely, 2017)
• One survey of drivers in six countries found that 35% admitted to changing their clothes while driving, 13% admitted to applying makeup while driving, and 15% admitted to engaging in sexual activity while driving. (WIRED, 2010)
• Men are more likely than women to engage in distracting behavior; more than twice as many men as women watched a video. (Consumer Reports, 2017)
• Distracted driving in the US may be under-reported because many state crash-report forms don't have a field or code for many forms of distraction. (National Safety Council, 2017)
• As of July 2023, 34 states and Washington, DC ban the use of hand-held cell phones while driving. 36 states and Washington, DC ban the use of all cell phones (both hand-held and hands-free) for novice drivers. (Governors Highway Safety Association, July 2023)

Texting and Driving Accident Statistics

• In 2021, a nationwide observational study of driver use of electronic devices from 7 a.m. to 6 p.m. found that 7.6% of drivers were using a cell phone (either hand-held or hands-free) at any given moment. Observed cell phone use while driving was higher among female drivers, younger drivers, drivers in urban areas, and drivers who were not carrying passengers. (NHTSA, 2022)
• Texting while driving increases the risk of crashing by 23 times. (NHTSA, 2018)
• Texting increases your chances of rear-ending someone by a factor of 7. (AAA Foundation for Traffic Safety, 2018)
• The maximum amount of time that a driver can safely divert his or her attention from the road is two seconds. It takes a driver an average of five seconds to send a text message. (TeenSafe, 2018)
• Each day, 11 teens die in crashes caused by texting and driving. (TeenSafe, 2018)
• In 2020, 22.7% of drivers reported that they typed or sent email or a text message on a hand-held cell phone within the past 30 days. (AAA Foundation for Traffic Safety, 2021)
• 82% of American teens have a cell phone. 52% of these teens note that they talk on the phone while driving and 32% text on the road. (TeenSafe, 2018)
• 61% of drivers say texting is only acceptable if they have a hands-free, voice-activated option; 34% say if it's an emergency; 24% say never. (Consumer Reports, 2017)
• As of July 2023, 49 US states and Washington, DC ban texting while driving. (Only Montana does not.) (Governors Highway Safety Association, July 2023)

Drunk Driving Statistics

• In a roadside breathalyzer survey conducted in 2013–2014, NHTSA found that 1.5% of the drivers surveyed had blood alcohol concentrations (BACs) of 0.08% or higher. This proportion of drivers is substantially lower than in 1973, when 7.5% of the drivers surveyed had BACs of 0.08% or higher. (IIHS, 2023)
• In 2021, 31% of all fatal traffic crashes involved alcohol-impaired driving, where the highest blood alcohol concentration (BAC) among drivers involved in each crash was 0.08% or higher. For fatal traffic crashes occurring from midnight to 2:59 a.m., 55% involved alcohol-impaired driving, including 53% of fatal single-vehicle crashes and 61% of fatal multiple-vehicle crashes. (NHTSA, August 2023)
• In 2021, 55% of drivers involved in fatal crashes who had consumed alcohol had blood alcohol concentrations (BACs) of 0.15% or greater. (NHTSA, 2023)
• In 2021, law enforcement agencies arrested over 443,000 people on suspicion of driving under the influence (DUI). This represents a major decline from the nearly one million DUI arrests made in 2014. (IIHS, August 2023)
• In a survey of 2,725 US residents conducted in 2020, 6% of them admitted to having driven at least once within the past month while their blood alcohol concentrations (BACs) were likely over the legal limit. (AAA Foundation for Traffic Safety, 2021)
• Drunk driving costs the United States $199 billion every year (MADD, 2017)
• Alcohol-impaired driving accounts for more than 30% of all driving fatalities each year. (National Institute on Alcohol Abuse and Alcoholism, 2017)
• Men are nearly twice as likely as women to have been intoxicated behind the wheel or involved in fatal motor vehicle traffic accidents. (Centers for Disease Control and Prevention, 2016.)
• There are about four male alcohol-impaired drivers involved in fatal crashes for every female alcohol-impaired driver. (NHTSA, 2023)
• Every day in America, another 30 people die in drunk driving crashes. That's one person every 48 minutes. (NHTSA, 2018)
• Every day about 800 people are injured in a drunk driving crash. (NHTSA, 2017)
• The rate of under-21 drunk-driving fatalities per 100,000 population has declined by 29% over the past decade. (NHTSA, 2017)
• In 2021, 27% of drivers aged 21–24 and 27% of drivers aged 35–44 who were involved in fatal crashes had positive blood alcohol concentrations (BACs) of 0.01% or greater. These are the largest percentages of any age groups.
• In 2017, among people of ages 16 or older, 21.4 million drove after drinking alcohol. (Substance Abuse and Mental Health Services Administration, 2017)
• In 2019, 2.0% of large truck drivers, 18.9% of light truck drivers, 20.4% of car drivers, and 28.7% of motorcyclists involved in fatal crashes had a blood alcohol concentration (BAC) of at least 0.08% (which qualifies as legal intoxication). (FMCSA, 2021)
• Among persons killed in motor vehicle accidents in 2019, 2% of the large truck drivers, 28.4% of the car drivers, 29.2% of the motorcyclists, and 32.2% of the pedestrians had a blood alcohol concentration (BAC) of at least 0.08% (which qualifies as legal intoxication). (IIHS, 2021)
• Among persons killed in motor vehicle accidents in 2019, 1.6% of the large truck drivers, 21.1% of the car drivers, 18.0% of the motorcyclists, and 24.9% of the pedestrians had a blood alcohol concentration (BAC) of at least 0.15%. (A BAC of 0.08% qualifies as legal intoxication.) (IIHS, 2021)
• Among car drivers killed in motor vehicle accidents in 2019, 21.5% of those aged 16-20, 42.3% of those aged 21-30, 39.0% of those aged 31-40, 32.7% of those aged 41-50, and 17.1% of those over age 50 had a blood alcohol concentration (BAC) at or above 0.08% (which qualifies as legal intoxication). (IIHS, 2021)
• Among drivers involved in fatal wrong-way crashes on divided highways in 2010-2018, 60.1% of the wrong-way drivers had blood alcohol concentrations (BACs) of 0.08% or more, compared with 11.0% for the right-way drivers. (A BAC of 0.08% qualifies as legal intoxication.) (AAA Foundation for Traffic Safety, 2021)
• Among car drivers who were alcohol-impaired and killed in crashes, 65% were unrestrained (not wearing seat belts). (NHTSA, 2023)
• Young drivers are more impaired by alcohol than older drivers. For drivers aged 16-20, the chance of a fatal crash with a blood alcohol concentration (BAC) of 0.08% is 10 times as high as with a BAC of zero. For drivers aged 21-34, it's 7 times as high; for drivers aged 35 and older, it's 6 times as high. (IIHS, 2021)
• A national roadside survey of drivers in 2013-2104 tested the breath alcohol concentration (BrAC) of randomly selected drivers. The survey found that 1.5% of drivers had BACs at or above 0.08% (which constituted legal intoxication). This compares with 7.5% in a 1973 survey. (IIHS, 2021)
• In 2018, 9% of car drivers ages 70 and older had blood alcohol concentrations (BACs) of 0.08% or more, compared with 19% for ages 60-69 and 35% for drivers ages 16-59. (IIHS, 2019)
• It is estimated that 25% of crash deaths could be prevented if all motor vehicle drivers with blood alcohol concentrations (BACs) of 0.08% or more were prevented from driving. (IIHS, 2021)
• It is estimated that 0.08% of commercial drivers have a blood alcohol concentration (BAC) of at least 0.04% (the legal limit for commercial drivers) while on the road. (The standard error of this estimate is 0.03%.) Furthermore, it is estimated that 0.8% of commercial drivers have used drugs while on the road. (The standard error for this estimate is 0.3%.) (FMCSA, 2019)
• In 2021, about 28% of the motorcyclists involved (killed or survived) in fatal crashes had a blood alcohol concentration (BAC) of 0.08% or higher. This compares with 24% of drivers of passenger cars, 20% of drivers of light trucks, and just 3% of drivers of large trucks involved in fatal crashes who were comparably intoxicated. Motorcyclists killed at night were three times more likely to be alcohol-impaired than those during the day. Forty-three percent of motorcyclists killed in single-vehicle crashes were alcohol-impaired. (NCSA, 2023)
• Among bicyclists ages 16 and older who were killed in 2019, 21% had a blood alcohol concentration (BAC) at or above 0.08% (meaning they were legally intoxicated at the time). (IIHS, 2021)
• In 16% of bicyclist fatalities in 2019 in which the bicyclist was struck by a car, the bicyclist, not the driver, had a blood alcohol concentration (BAC) of 0.08% or greater (which constituted legal intoxication). This compares with 8% of bicyclist fatalities in which the car driver, not the bicyclist, was legally intoxicated; and 3% of bicyclist fatalities in which both the bicyclist and the car driver were legally intoxicated. (NHTSA, 2021)
• There were 930 bicyclist fatalities in 2020. 13% of them involved an alcohol-intoxicated driver, and 34% of them involved alcohol consumption by either the driver or the bicyclist. (NHTSA, 2022)
• In 2019, 42% of pedestrians 16 and older killed in nighttime (9 p.m. to 6 a.m.) crashes had blood alcohol concentrations (BACs) at or above 0.08% (the legal limit), compared with 61% in 1982. The rate of high BACs among pedestrians 16 and older killed in daytime (6 a.m. to 9 p.m.) crashes in 2018 was 23%, compared with 27% in 1982. (IIHS, 2021)
• In 26% of pedestrian fatalities in 2019 in which the pedestrian was struck by a car, the pedestrian, not the driver, had a blood alcohol concentration (BAC) of 0.08% or greater (which constituted legal intoxication). This compares with 7% of pedestrian fatalities in which the car driver, not the pedestrian, was legally intoxicated; and 5% of pedestrian fatalities in which both the pedestrian and the car driver were legally intoxicated. (NHTSA, 2021)
• In 2021, about 43% of all crashes resulting in pedestrian fatalities involved either a driver or pedestrian with a blood alcohol concentration (BAC) of 0.08% or higher. Thirty-one percent of pedestrians killed in crashes had BACs of 0.08% or higher, compared with 19% of fatal pedestrian crashes in which drivers had BACs of 0.08% or higher. (NHTSA, 2023)
• Among drivers involved in fatal crashes, alcohol impairment is nearly three times higher at night than during the day. Alcohol involvement is also much higher in fatal crashes on weekends (28%) than on weekdays (16%). (NHTSA, 2023)
• A 2020 study estimated that if alcohol detection technology is added to all new vehicles, up to 9,000 lives can be saved each year. An alcohol detection device can detect the driver's blood alcohol concentration (BAC) and prevent the vehicle from starting if the driver's BAC is at or above 0.08%. (IIHS, 2020)In all states, it is illegal to drive a vehicle while your blood alcohol concentration (BAC) is 0.08% or higher. In Utah, the legal blood alcohol limit is even stricter: 0.05%. (Governors Highway Safety Association) For commercial drivers, the federal BAC limit (which applies to all states) is stricter still: 0.04%. (49 CFR 383.51)

Impaired Driving Statistics

• After alcohol, marijuana is the drug most often linked to drugged driving. (National Institute on Drug Abuse, 2016)
• On average, three in five people will be involved in a crash due to impaired driving in their lifetime. (National Center for Statistics and Analysis, 2017)
• No distraction rivaled the risk involved with driving while impaired by drugs or alcohol, which multiplied crash rates by 36 times. (Virginia Tech Transportation Institute, 2016)
• In 2017, among people of ages 16 or older, 12.8 million drove after using illicit drugs. (Substance Abuse and Mental Health Services Administration, 2017)
• The number of alcohol-positive drivers killed in crashes who also tested positive for drugs increased by 16% from 2006 to 2016. (Governors Highway Safety Association, 2017 )
• Among drug-positive drivers killed in crashes in 2016, 4% tested positive for both marijuana and opioids, 16% for opioids only, 38% for marijuana only, and 42% for other drugs. (Governors Highway Safety Association, 2017)
• The percentage of traffic deaths in which at least one driver tested positive for drugs has nearly doubled over a decade. (USA Today, 2016)
• However, there is as yet little reliable evidence for a significant association between cannabis consumption and elevated real-world crash risk. There is also little reliable evidence for a direct dose-response relationship between blood levels of THC (tetrahydrocannabinol, the active ingredient in cannabis) and degree of driver impairment. (NHTSA, 2023)
• 50 mg of diphenhydramine (a popular over-the-counter antihistamine) can impair your driving more than a blood alcohol concentration (BAC) of 0.10%. (The legal limit for BAC is under 0.08% in most US states.) (University of Iowa, 2000)
• A study found that taking benzodiazepine medications (such as Valium or Xanax) increases the driver's chance of a vehicle crash by 60-80%, compared with not taking these medications. Taking benzodiazepines along with alcohol makes it 7.7 times as likely that the driver will be involved in a crash. (University of Newcastle, 2011)
• Studies have shown that the common cold can slow a driver's reaction time by about 10% and make it significantly less likely that the driver will be able to identify moving objects that may cause a collision. This level of impairment is roughly comparable to the effects of a blood alcohol concentration (BAC) of 0.08% (which constitutes legal intoxication in all US states). These effects do not include possible additional driving impairment from medications taken to treat the common cold. (Cardiff University, 2012)
• As of January 2024, in 14 states, it is illegal to drive with any detectable level of THC (tetrahydrocannabinol, the active ingredient in marijuana) in your blood. In 5 other states, it is illegal to drive with a THC level of 5 nanograms per milliliter of blood. (Governors Highway Safety Association, January 2024)

Fatigued Driving Statistics

• 35% of US drivers sleep less than the recommended seven hours daily. (Centers for Disease Control and Prevention, 2016)
• In a survey of 2,613 drivers in 2017, 40% of the drivers admitted to getting less than 6 hours of sleep per night. (AAA Foundation for Traffic Safety, 2018)
• In a survey of drivers in 2023, 18.8% of them admitted to driving while they were so tired that it was hard to keep their eyes open. (AAA Foundation for Traffic Safety, 2023)
• It is estimated that in 2017, 91,000 police-reported crashes involved drowsy drivers. These crashes led to an estimated 50,000 people injured and nearly 800 deaths. (NHTSA, 2019)
• In 2021, some 684 people were killed in crashes involving a drowsy driver. This figure represents about 1.6% of all motor vehicle traffic crash fatalities. (NHTSA, 2021)
• From 2017 to 2021, drowsy driving was probably involved in about 1.8% of all fatal motor vehicle crashes. (NHTSA, 2023)
• A meta-analysis of 17 international studies found that drivers who self-reported experiencing sleepiness while driving were at more than twice the risk of being involved in a motor vehicle crash, than drivers who reported no such instances. (NHTSA, 2023)
• Drivers who decide to drive sleep-deprived are responsible for more than 6,400 US deaths annually. (National Sleep Foundation, 2018)
• A study conducted in 2010-2013 of the behavior of more than 3,500 drivers found that driver drowsiness was a factor in 8.8-9.5% of all vehicle crashes and 10.6-10.8% of vehicle crashes that resulted in major property damage, airbag deployment, or injury. Drowsiness was a factor in 17.7% of the crashes that occurred in darkness. (A driver was considered drowsy if his or her eyes were closed at least 12 % of the time during his or her monitoring period.) (AAA Foundation for Traffic Safety, 2018)
• A study of 3,541 drivers conducted in 2012-2013 found that drivers with shift work sleep disorder (SWSD) were 7.50 times as likely to have a crash or near-crash than control drivers (drivers without any sleep disorders). Female drivers with restless leg syndrome were 2.26 times as likely to have a crash or near-crash, and drivers with insomnia were 1.49 times as likely. (Sleep, 2018)
• Analysis of a sample of 4,571 crashes that occurred from July 2005 to December 2007 revealed that elevated crash risk was associated with fewer number of hours of sleep in the 24 hours before a crash. Drivers who reported less than 4 hours, 4 to 5 hours, 5 to 6 hours, and 6 to 7 hours of sleep were associated with a 11.5, 4.3, 1.9, and 1.3 times increase in crash rate respectively, than drivers who reported sleeping at least 7 hours of sleep in the past 24 hours. (AAA Foundation for Traffic Safety, 2016)
• Being awake for 18 hours straight can impair driving as much as a blood alcohol concentration (BAC) of 0.05%. (National Sleep Foundation, 2018)
• Drivers missing 2-3 hours of sleep in 24 hours more than quadrupled their risk of a crash compared with drivers getting the recommended seven hours of sleep. (AAA Foundation for Traffic Safety, 2016)
• If a driver falls asleep for just four seconds while traveling at a speed of 100 km/h (62 mph), the vehicle will travel 111 meters (364 feet) without a driver in control. (The length of a US football field including the two end zones is 360 feet.) (Transport Accident Commission, 2018)
• Driving while sleepy can make a driver approximately two-and-a-half times as likely to have a motor vehicle accident. (Sleep, Journal of the Sleep Research Society, 2017)
• Men (17%) are three times as likely as women (5%) to say they have fallen asleep at the wheel. (AA-Populus motoring panel survey, 2018)
• Drivers who get only five or six hours of sleep in 24 hours nearly double their risk of a crash. (AAA Foundation for Traffic Safety, 2016)
• A survey of US drivers in 2020 found that 95% of them viewed drowsy driving as very or extremely dangerous. Nevertheless, 17.3% of them admitted that at least once within the past 30 days, they had driven while being so tired that they had a hard time keeping their eyes open. (AAA Foundation for Traffic Safety, 2021)
• In a 2012 survey of truck drivers, about 14% reported having experienced a near-crash caused by drowsiness. (National Sleep Foundation, 2012)
• In 2001-2003, truck driver fatigue was associated with 13% of serious truck crashes. (NHTSA, 2006)
• As of March 2023, only Arkansas and New Jersey have laws against drowsy driving. In both of these states, there are heavy penalties for causing a fatal accident as the result of going without sleep for at least 24 hours. (Governors Highway Safety Association, March 2023)

Teen Accident Statistics

• Teens aged 15-20 without driver education are responsible for 91% of teen driver crashes. (Oregon DOT, 2018)
• For drivers ages 16–17, the fatal crash rate per mile driven is triple the rate for drivers ages 20 and older. For drivers ages 16–19, the crash rate per mile driven is nearly 4 times the rate for drivers ages 20 and older. Per mile driven, the fatal crash rate of drivers ages 16–19 is about 4 times as high at night as it is during the day. (IIHS, 2023)
• The most common types of teen crashes involve left-hand turns, rear-end events, and running off the road. (DriveTeam, 2017)
• Speed was a factor in 31% of US teen driver fatalities. (NHTSA, 2016)
• When a teen driving has an additional passenger with them, the risk of them getting into a fatal car crash doubles. If two or more passengers are present, the odds are five times as likely. (TeenSafe, 2018)
• 53% of motor vehicle crash deaths among teenagers occurred on Friday, Saturday, or Sunday. (IIHS, 2016)
• 20% of female teens and 24% of male teens who crash say they were distracted by a passenger before the crash occurred. (DriveTeam, 2017)
• In a study of driving behavior, during the learner period, adolescent drivers were 67% more likely to have a crash or near-crash than experienced adult drivers and 4% more likely to engage in risky driving. In the first year of independent driving, however, adolescent drivers were 6.51 times as likely to have a crash or near-crash as experienced adult drivers, and 3.95 times as likely to engage in risky driving. (National Institutes of Health, 2018)
• A statistical analysis of passenger-vehicle crashes that had occurred in 2016–2019 found that a driver aged 16–17 was 60% more likely to die in the crash if there had been one teen passenger in the vehicle and twice as likely to die if there had been at least two teen passengers in the vehicle. On the other hand, a driver aged 16–17 was 60% less likely to die in the crash if there had been an adult (ages 35–64) passenger in the vehicle. (Leon Villavicencio et. al., AAA Foundation for Traffic Safety, October 2021)
• A study of 16-year-old drivers during 1994–2004 concluded that state graduated driver licensing (GDL) programs reduced the risk of a fatal crash by about 11%, compared with jurisdictions that did not have such programs. For GDL programs that included age requirements plus three or more months of waiting before proceeding from the learner to the intermediate stage, nighttime driving restrictions, and either restrictions on carrying passengers or supervised driving of at least 30 hours, the risk of a fatal crash was reduced by 16–21%. (NHTSA, June 2006)

Senior Accident Statistics

• In 2019, 20% of all traffic fatalities were among people aged 65 years and older. (NHTSA, 2021)
• The rate of fatalities per capita among people ages 70 and older has decreased by 46% since 1975. (IIHS, May 2023)
• Of persons ages 70 and older who were killed in traffic crashes in 2021, 72% were passenger car occupants, 16% were pedestrians, and 6% were motorcyclists. (IIHS, May 2023)
• In 2019, older drivers comprised 20% of all licensed drivers and accounted for 15% of all fatal traffic crashes. (NHTSA, 2021)
• From 2010 through 2019, the population of Americans aged 65 and older increased by 34%. In this same period, traffic fatalities in this age group increased by 31%, including an increase of 39% for older male drivers and an increase of 12% for older female drivers. (NHTSA, 2021)
• Among passenger vehicle occupants killed in crashes in 2019, 71% of those aged 65 and older were restrained, compared with 48% of those under age 65. (NHTSA, 2021)
• Per mile traveled, fatal crash rates increase beginning at age 75 and rise sharply after age 80. (AAA, 2019)
• Drivers aged 70 or older have the second-highest crash death rate per mile driven (after drivers aged 16–19), even though they drive fewer miles than younger drivers. (IIHS, 2023)
• Older drivers are more fragile than young drivers, which contributes to a crash fatality rate 17 times higher than those of 25- to 64-year-olds. (AAA, 2019)
• Among drivers ages 80 and greater who were involved in fatal crashes in 2021, multiple-vehicle crashes accounted for 39% of fatal crashes, compared with 20% for drivers ages 16–59. (IIHS, May 2023)
• In fatal crashes in 2021 involving car drivers ages 70 and older, 57% of the people who died were the drivers themselves, and 13% were their passengers. (IIHS, May 2023)
• More than 3.5 million Americans 85 and older currently hold a driver's license. (Consumer Reports, 2017)
• Senior drivers are more likely to hurt themselves than to put others at risk. (EU Mobility & Transport, 2019)
• The fatality rate for drivers over 75 is more than five times higher than the average, and their injury rate is twice as high. (EU Mobility & Transport, 2019)
• Elderly drivers make up for physical disadvantages through their driving experience. (EU Mobility & Transport, 2019)
• In Europe, older drivers are over-represented in crashes at intersections. Typically the older driver turns against oncoming traffic with the right-of-way on the main road. (EU Mobility & Transport, 2019)
• In Europe, older drivers are under-represented in crashes involving loss of control or collisions due to speeding, risky passing, or driving under the influence of alcohol. (EU Mobility & Transport, 2019)
• As of January 2024, 37 states and Washington, DC have special requirements for senior drivers, although these requirements vary among states. Requirements may include more frequent or in-person license renewals or even road tests. (Governors Highway Safety Association, January 2024)

Trucking Statistics

• Of the 282,354,993 registered vehicles in the United States in 2021, 10,715,697 were single-unit trucks (straight trucks), 3,143,484 were combination trucks (tractor-trailers), and 939,219 were buses. There were 3,132.4 billion vehicle miles traveled (VMT) by all motor vehicles. Large trucks traveled 327.0 billion of those miles (10.4% of the total), and buses traveled 16.7 billion of those miles (0.5% of the total). (FMCSA, December 2023)
• Truck drivers log 432 billion miles annually. (Business Insider, 2016)
• In 2021, heavy trucks (single-unit and combination) traveled a total of 327.48 billion miles. Combination trucks (tractor-trailers) alone traveled 195.62 billion miles. (American Trucking Associations, January 2024)
• In 2022, there were about 8.4 million people employed in trucking-related jobs (not counting the self-employed). This included 3.54 million truck drivers. (American Trucking Associations, January 2024)
• Truck drivers haul 11.46 billion tons of cargo each year, representing 72.6% of America’s freight by weight. (American Trucking Associations, January 2024)
• 80% of US communities rely exclusively on trucks to receive their goods. (American Trucking Associations, January 2024)
• In 2021, large trucks (including both single-unit and combination vehicles) accounted for 5% of registered vehicles and 10% of vehicle miles traveled. (Federal Highway Administration, 2023)
• Truck drivers work 70 hours in an 8-day work week before getting a day off vs. 47 hours per week for an average American. (Business Insider, 2016)
• US trucking consumes 54 billion gallons of fuel per year. (Business Insider, 2016)
• Truck driving is the most common occupation in 29 states. (Business Insider, 2016)
• Truck driving is the most dangerous occupation in the United States, with 28.3 fatal injuries per 100,000 full-time workers in 2018. Agriculture was in second place with 23.4 fatal injuries; fossil fuel extraction was in third place with 14.1 fatal injuries. (Bureau of Labor Statistics, 2018)
• In 2017, the average annual pay for a US truck driver was $42,480 per year. (Bureau of Labor Statistics, 2018)
• As of January 2024, the average salary for tractor-trailer drivers was $58,498 per year, ranging from $40,000 per year (for entry-level drivers) to $84,000 per year (90th-percentile drivers). (Zippia, January 2024)
• As of December 2023, the average salary for specialty vehicle haulers (such as car haulers) was $95,146 per year, ranging from $74,815 per year to $121,002 per year. (CloudTrucks, January 2024)
• As of January 2024, the average salary for dump truck drivers was $55,857 per year, ranging from $43,000 per year (for entry-level drivers) to $72,000 per year (90th-percentile drivers). (Zippia, January 2024)
• In 2022, federal and state inspectors conducted a total of 2,984,331 inspections of commercial motor vehicles (CMVs), their drivers, or both. About 6.9% of the driver inspections resulted in placing the driver out of service (OOS). 22.6% of the vehicle inspections resulted in placing the vehicle OOS. The five most frequent driver violations were failing to obey a traffic control device (sign, signal, etc.), speeding, falsifying a logbook entry, failing to wear a seat belt, and operating a CMV without a valid commercial driver’s license (CDL). The five most frequent vehicle violations were a non-working required lamp; no proof of periodic inspections; improperly adjusted brakes; fire extinguisher missing, not working, or unsecured; and a non-working turn signal. (FMCSA, December 2023)
• In 2021, 5,700 large trucks were involved in fatal crashes, 60,375 large trucks were involved in injury crashes, and 116,468 were involved in towaway crashes. (FMCSA, November 2023)
• In 2021, 3% of the large trucks involved in fatal crashes and 2% of the large trucks involved in injury and towaway crashes were carrying hazardous materials (HM). HM was released from the cargo compartments of 17% of the placarded trucks in these crashes. Flammable liquids (gasoline, fuel oil, etc.) accounted for 42% of the HM releases from cargo compartments in fatal crashes and 49% of the HM releases in injury and towaway crashes. (FMCSA, November 2023)
• In 2021, the five most common driver-related factors for large-truck drivers involved in fatal collisions were as follows: speeding (7.0% of the drivers), distraction or inattention (4.9%), careless driving (4.7%), failure to yield the right-of-way (4.5%), and impairment (alcohol, fatigue, illness, etc.) (4.2%). (FMCSA, November 2023)
• About 130,000 individuals are injured each year in truck collisions. (TruckAccidents.org, 2019)
• The average age of a trucker is 49. (Business Insider, 2016)
• 3,864 US fatal crashes involved trucks over 10,000 pounds. (FMCSA, 2016)
• In 2018, crashes of large trucks accounted for 11% of all motor vehicle crash deaths. (IIHS, 2019)
• In 2021, large truck drivers were involved in 1.4 fatal crashes per 100 million miles traveled. In comparison, passenger car drivers were involved in 1.7 fatal crashes per 100 million miles traveled.  (IIHS, 2023)
• In 2021, approximately 54% of all fatal US crashes involving large trucks occurred in rural areas, 26% occurred on interstate highways, and 12% fell into both categories by occurring on rural interstate highways. (FMCSA, November 2023)
• In 2021, 37% of all fatal large truck crashes, 24% of all injury crashes, and 21% of all property-damage-only crashes involving large trucks occurred between 6 p.m. and 6 a.m.  Also, 36% of fatalities in large truck crashes occurred between 6 p.m. and 6 a.m. (FMCSA, November 2023)
• In 2021, 83% of fatal crashes involving large trucks and 87% of nonfatal crashes occurred on weekdays (Monday through Friday). (FMCSA, November 2023)
• From 2010 to 2021, the number of fatal crashes involving buses or large trucks increased by 52%. From 2016 to 2021, the number of injury crashes involving buses or large trucks increased by 6%, from 112,000 in 2016 to 119,000 in 2021. (FMCSA, November 2023)
• In 2021, the average speed limit where large trucks were involved in fatal crashes was 55.3 mph. Nevertheless, 21.1% of fatal large truck crashes occurred when the speed limit was 60–65 mph, 18.4% when it was 70–75 mph, and 0.8% when it was 80–85 mph. (FMCSA, November 2023)
• In 2021, 33% of work zone fatal crashes and 15% of work zone injury crashes involved at least one large truck. (FMCSA, November 2023)
• Of the 22,342 hazardous materials transportation incidents by roadway in 2021, only 79 (fewer than 1%) were the result of a vehicle accident. (Most of the incidents occurred during loading or unloading.) (US Department of Transportation, 2023)
• In 2021, 1.8% of the large trucks involved in crashes and 2.7% of the large trucks involved in fatal crashes were carrying cargoes of hazardous materials. Hazardous materials were released from 16.7% of the placarded trucks in those crashes. (FMCSA, November 2023)
• Of the 3.5 million truck drivers in the United States, 5.8% (just over 200,000) are women. (Business Insider, 2016)
• 80% of all cargo in America is transported by the trucking industry, four times as much as air (8%), pipeline (6%), rail (4%), and water (2%) combined. (Business Insider, 2016)

Bus Driving Statistics

• As of January 2024, the average salary of coach bus drivers was $38,679 per year. The average salary of transit bus drivers was $37,247 per year. The average salary of school bus drivers was $37,607 per year. (Zippia, January 2024)
• In the United States and Canada in 2020, the motorcoach industry made 124,577,400 passenger trips. Motorcoach carriers made an average of 66,512 passenger trips each, and coach buses made an average of 4,037 passenger trips each. (FMCSA, December 2023)
• As of 2021, there are over 218,000 school bus drivers employed in the United States. (Zippia, 2021)
• Bus travel is much safer than passenger car travel, although not as safe as air travel. In 2021, the numbers of US passenger fatalities per billion passenger miles were as follows: 
  • Commercial airline: less than 0.01
  • Bus: 0.01
  • Railroad passenger train: 0.5 
  • Passenger car: 5.7 (National Safety Council, 2023)
• From 2012 through 2021, the passenger car death rate per 100 million passenger miles was over 20 times higher than for buses, 17 times higher than for passenger trains, and 595 times higher than for commercial airlines. (National Safety Council, 2023)
• Of the buses involved in fatal crashes in 2021, 37% were school buses, 36% were transit buses, and 11% were intercity (coach) buses. (FMCSA, November 2023)
• Total annual car mileage saved by students riding school buses is 62,399,998,800. (American School Bus Council, 2019)
• Every school bus on the road eliminates approximately 36 cars. That’s the equivalent of 62 billion miles of car driving and 2.6 billion gallons of car fuel. (American School Bus Council, 2024)
• It would take over 17 million cars to transport all the students currently riding on all school buses in the United States. (American School Bus Council, 2019)
• Students are about 70 times more likely to get to school safely when taking a school bus than by traveling by car. Of the children killed in traffic crashes during school travel hours, fewer than 1% died when traveling by school bus. 57% died when riding in a car driven by a teenage driver, 23% died when riding in a car driven by an adult driver, and 19% died when traveling some other way. (American School Bus Council, 2024)
• School buses carry over 26 million of the 50 million students who go to school each day. (American School Bus Council, 2024)
• Almost one-third of those who died taking a school bus to school were killed while they were approaching or leaving the bus. (NHTSA, 2016)
• From 2009 to 2019, school buses accounted for 39% of all buses involved in fatal crashes, transit buses accounted for 34%, and intercity (coach) buses accounted for 12%. (FMCSA, 2021)
• Fewer than 1% of all traffic fatalities nationwide involve school buses. (NHTSA, 2024)
• From 2012 to 2021, 113 school bus occupants were killed in crashes. 52 of these were drivers, and 61 were passengers. (NHTSA, 2024)
• 33% of the schoolchildren who are killed in school bus-related accidents are 5 to 7 years old. 66% of the fatalities during loading or unloading of school buses are caused by passing vehicles (even though it is illegal in every state to pass a school bus when its red lights are flashing). (American School Bus Council, 2024)
• In a survey of school bus drivers in 2023, 94,581 school bus drivers (making up about 25.8% of America’s school bus drivers) reported that 62,482 vehicles passed their buses illegally on a single day during the 2022–2023 school year. (National Association of State Directors of Pupil Transportation Services, July 2023)
• Most of those schoolchildren who are killed in school bus-related accidents are 5 to 7 years old. They are hit in the "danger zones" around the bus. These are the areas 10 feet in front of the bus, 10 feet behind it, and 10 feet to either side of it. The children are struck either by the school bus itself or by a passing vehicle, even though it is illegal for a vehicle to pass a school bus when its red lights are flashing. (Stanford Children's Health, 2019)

Taxi/Ridesharing/Limousine Statistics

• In 2018, work-related deaths (47) of taxi drivers reached their lowest level since 2003. 14 of these work-related deaths in 2018 were homicides, but that number is at a low as well. (US Bureau of Labor Statistics, January 2020)
• In 2023, the average salary for taxi drivers was $37,672 per year. Salaries ranged from $22,000 to $62,000 per year. (Zippia, January 2024) 
• In 2023, the average base pay for rideshare drivers (e.g., Uber, Lyft) was $44,273 per year. However, additional pay (from bonuses, tips, commissions, etc.) was estimated at $8,105 per year, for a total of $52,378 per year. (Glassdoor, October 2023)
• About 1 in 4 US taxi drivers, ride-hailing drivers, and chauffeurs worked part-time in 2016. (US Bureau of Labor Statistics, 2017)
• In 2021, Uber employed nearly 4 million drivers in 600 cities worldwide. Lyft employed 1.4 million drivers worldwide. 24.5% of US ride-share drivers worked for both Uber and Lyft. (PolicyAdvice, 2021)
• In the United States, the average taxi logs 70,000 miles each year. (New York City Taxi & Limousine Commission, 2018)
• The average salary for a US professional taxi driver is $35,000. (Salary.com, 2019)
• In 2021, the highest-paid 10% of taxi drivers earned $53,000 per year or more. (Zippia, 2021)
• In 2021, the global ridesharing market was estimated at $95.1 billion. About 26% of the US population used ridesharing at least once per month. (Zippia, June 2023)
• In 2021, Uber controlled 71% of the US ridesharing market, and Lyft controlled 29%. Between them, they controlled practically the entire US ridesharing market, which represents one of the biggest duopolies in the United States. Combined, Uber and Lyft were responsible for 6% of total vehicle miles traveled (VMT) in the United States. (Zippia, June 2023)
• In 2021, 43% of all Uber trips in the US were travel to dinners or parties. 53% of Americans earning over $75,000 per year used ride-sharing services, compared with only 24% of Americans earning less than $30,000 per year. (PolicyAdvice, 2021)
• The majority of Uber drivers use the platform to supplement their main source of income. Nearly 50% earn less than $99 per month, and 84% earn less than $500. Only 2% of Uber drivers earn more than $1,500 per month, and none earn more than $2,000. (Earnest, 2017)

Seat belt and Child Restraint Statistics

• Lap and shoulder combination seat belts, when used properly, reduce the risk of fatal injury to front-seat passenger car occupants by 45% and the risk of moderate-to-critical injury by 50%. For light-truck occupants, seat belts reduce the risk of fatal injury by 60% and moderate-to-critical injury by 65%. (NHTSA, July 2023)
• Correctly used child restraints reduce fatalities in passenger cars by 71% for infants (younger than one year old) and by 54% for children aged one to four years. In light trucks, the fatality reductions are 58% for infants and 59% for children aged one to four years. (NHTSA, July 2023)
• For young children, appropriate child safety seats are safer in a crash than adult seat belts alone. Child safety seats reduce fatal injuries by 58–71% for infants (younger than one year of age) and by 54–59% for children aged one to four years, compared with no restraints at all. For children aged one to four years, adult seat belts reduce the risk of death in a crash by just 36%, compared with no restraints at all. (NHTSA, 2009)
• Children 2 through 6 years of age in child safety seats (including child restraints and booster seats) are about 28% less likely to be fatally injured than those wearing seat belts alone. (University of Michigan School of Public Health, 2006) Children ages 4 through 8 using booster seats are 45% less likely to be injured than children wearing seat belts alone. (Children's Hospital of Philadelphia, 2009)
• It was estimated that in 2017, using child restraints saved the lives of 325 children younger than 5 years of age who were riding in passenger cars. (NHTSA, 2019)
• In the center rear seat, wearing a seat belt reduces the risk of fatal injury by 58% in cars and by 75% in SUVs, vans, and pickup trucks. (IIHS, 2021)
• If you are not wearing a seat belt, you are 30 times more likely to be ejected from your vehicle during a crash. (Your chance of death is much higher if you are ejected from your vehicle.) (Driver Knowledge, 2019)
• Men are 10% less likely to wear seat belts than women. (Virtual Drive, 2019)
• Adults aged 18-34 are less likely to wear seat belts than those 35 or older. (Virtual Drive, 2019)
• In 2017, seat belts saved an estimated 14,955 lives. For drivers and front-seat passengers, wearing seat belts in a car reduces the risk of fatal injury by 45% and the risk of moderate-to-critical injury by 50%. Wearing seat belts in an SUV, van, or pickup truck reduces the risk of fatal injury by 60% and the risk of moderate-to-critical injury by 65%. (IIHS, 2021)
• In the center rear seat, wearing a seat belt reduces the risk of fatal injury by 58% in cars and by 75% in SUVs, vans, and pickup trucks.
• In 2019, 49% of drivers, 53% of front-seat passengers, and 29% of rear-seat passengers who were killed were wearing seat belts. (IIHS, 2021)
• In 2019, seat belt use among fatally injured passenger vehicle drivers ages 16 (58%), 17 (51%), 18 (48%) and 19 (48%) was higher than among fatally injured drivers ages 20-59 (43%), but similar to that among drivers ages 60 and older (64%). Among fatally injured occupants aged 16-19, seat belt use among passengers (31%) was considerably lower than among drivers (50%). (IIHS, 2021)
• In 2021, among car occupants killed in crashes where seat belt use could be determined, about 50% of them were unrestrained. Forty percent of the children under 15 who died were unrestrained. (NHTSA, 2023)
• In 2019, 91% of drivers, 89% of right-front seat passengers, and 78% of rear-seat passengers wore seat belts in moving vehicles. In 1983, only 14% of drivers wore seat belts. (IIHS, 2021)
• A 2020 survey of US drivers ages 16 and older found that 12% of the respondents admitted to not wearing a seatbelt at least once while driving within the past 30 days, and 3% said they drive without wearing a seatbelt often or regularly. (AAA Foundation for Traffic Safety, 2021)
• In 2021, 92% of female front-seat vehicle occupants were wearing seat belts, compared with 89% of males. (IIHS, July 2023)
• In 2021, 92% of front-seat vehicle occupants ages 70 and older were wearing seat belts, compared with 90% of occupants aged 25–69 and 88% of occupants aged 16–24. (IIHS, July 2023)
• In 2021, only 78% of rear-seat adult passengers were wearing seat belts. (IIHS, July 2023)
• In 2022, observed daytime seat belt use nationwide was  91.6% in 2022 for adult drivers and right front seat passengers combined. This represents an increase of about 21 percentage points since the year 2000. In 2021, seat belt use varied among states, from 75.5% in New Hampshire to 97.2% in California. (NHTSA, 2023)
• Seat belt use tends to be lower at night. In 2021, 57% of passenger car occupants killed in nighttime crashes were not wearing seat belts, compared with 43% of passenger car occupants killed in daytime crashes who were unbelted. (NHTSA, 2023)
• Seat belt use has differed by vehicle type: in 2021, 91% of passenger car occupants, 90% of van and SUV occupants, and 85% of pickup truck occupants were wearing seat belts. (IIHS, July 2023)
• In 2019, 89% of male front-seat occupants and 93% of female front-seat occupants wore seat belts. (IIHS, 2021)
• Among front-seat occupants in 2019, 88% of occupants ages 16-24, 91% of occupants ages 25-69, and 92% of occupants ages 70 and older wore seat belts. (IIHS, 2021)
• In 2021, child safety restraint use was 99.8% for infants under one year of age, declining to 86.8% for children aged 8 through 12. (NHTSA, 2023)
• In 2021, 229 children killed in crashes in 2021 were unrestrained, and others were improperly restrained. (IIHS, 2023)
• One study found that in modern cars with front-seat safety devices such as airbags, the risk of a restrained passenger dying in a crash was no greater in the front seat than in the rear seat. Furthermore, unrestrained rear-seat passengers were nearly eight times as likely to sustain a serious injury in a crash as restrained rear-seat passengers. (IIHS and The Children's Hospital of Philadelphia, 2015)
• One survey found that 91% of front-seat passengers wear seat belts, whereas only 74% of rear-seat passengers in personal vehicles and 57% of rear-seat passengers in hired vehicles (e.g., taxis, rideshare) wear seat belts. The most cited reason for not wearing a seat belt in the rear seat was the belief that the rear seat is safer than the front seat. (Actually, modern front-seat safety devices have negated that safety advantage.) (IIHS, 2017)
• A 2019 study of car passengers in New York City found that only 5.9% of children under 8 years of age who were riding in taxis were restrained, compared with 50% of children under 8 who were riding in other passenger vehicles (such as the family car). (NHTSA, 2023)
• If the passenger sitting behind the driver is unbelted, the driver's risk of fatal injury in a frontal crash is 137% greater than if the passenger were wearing the seat belt. This is because in a frontal crash, the unbelted passenger will become a human missile, shooting forward and crushing the driver against the airbag and dashboard. (IIHS, 2021)
• Among killed passenger vehicle occupants with known restraint use, 47% of those in the front row and 57% of those in the second row of seats were unrestrained. (NHTSA, 2017)
• In 2018, 49% of fatally injured large truck drivers were using seat belts, the same percentage as fatally injured passenger vehicle drivers. (NHTSA, 2019)
• As of July 2023, 49 states and Washington, DC require front-seat occupants to wear seat belts. Only New Hampshire does not. Twenty-eight states require rear-seat occupants of all ages to wear seat belts or child restraints. Five other states require underage occupants in the rear seat to wear seat belts or child restraints. New Hampshire does require children under 7 years of age and 57 inches or less in height to wear suitable child restraints. (Governors Highway Safety Association, July 2023)
• As of March 2023, all states require infants and young children to ride in child safety seats, though the specific limits on child age, weight, and height vary among states. Nineteen states and Washington, DC require children under two years of age to ride in a rear-facing child safety seat. (Governors Highway Safety Association, March 2023)
• A 2011 nationwide survey of child car seats and booster seats in actual use found that 46% of them had major installation errors or installation errors that could compromise their safety in a crash.  A 2020 study of adult volunteers using child safety seats found that 68% of installation attempts and 71% of attempts at restraining a doll had errors. (NHTSA, 2023)
• In 2021, 21% of children under 57 inches in height were wearing adult seat belts, but they should still have been in booster seats. 4% of children weighing 20–40 pounds were wearing adult seat belts, but they should still have been in child safety seats. (NHTSA, 2023)

Airbags Statistics

• In frontal crashes, front airbags reduce driver fatalities by 29% and fatalities of front-seat passengers ages 13 and older by 32%. The combination of an airbag plus a lap and shoulder belt is estimated to reduce the risk of death in frontal crashes by 61%, compared with a 50% reduction for belts alone. (IIHS, 2021)
• In driver's-side crashes, side airbags with head protection reduce a car driver's risk of death by 37% and an SUV driver's risk by 52%. (IIHS, 2021)
• Side airbags with head and torso protection have reduced crash fatalities for front-seat occupants ages 70 and older by 45%, compared with a 30% reduction for front-seat occupants ages 13-49. (IIHS, 2021)
• NHTSA estimates that as of 2012, 2,252 lives were saved by side airbags; and as of 2017, 50,547 lives were saved by frontal airbags. (IIHS, 2021)
• Studies indicate that there may be a correlation between height, weight, and driver injuries from airbags. Shorter (under 160 cm or 5'3") and lighter (under 55 kg or 121 pounds) drivers who sit closer to the steering wheel suffer more injuries from airbags. (The Royal Society for the Prevention of Accidents, 2017)
• In American cars, the frontal airbag starts to deploy in 19-25 milliseconds after a collision and can fully deploy in as little as 20-30 milliseconds. (ItStillRuns.com, 2021; Car and Driver, 2011)
• In American cars, the frontal airbag deploys at a speed of up to 200 mph. (HowStuffWorks.com, 2021)
• The Takata airbag recall was the largest recall in US automotive history, involving the recall of about 70 million vehicles. Long-term exposure to high heat and humidity could cause these airbags to explode when deployed. This problem resulted in at least 15 confirmed US deaths and over 250 US injuries. (IIHS, 2021)

Other Safety Equipment Statistics

• According to the National Digital Car Seat Check Form (NDCF) database, more than half of all child car seats inspected by child passenger safety technicians were found to be improperly installed or used. (AAA, 2021)
• A study conducted in Philadelphia in 2007–2008 found that lengthening the traffic lights’ yellow change interval (the amount of time before the red light is displayed) reduced the number of red-light running violations by 36%. Installing red-light cameras and enforcing violations reduced the number of red-light running violations by 96% beyond the 36% reduction attained by adjusting the yellow change intervals. (IIHS, January 2008)
• A 2020 study estimated that if alcohol detection technology is added to all new vehicles, up to 9,000 lives can be saved each year. An alcohol detection device can measure the driver's blood alcohol concentration (BAC) and prevent the vehicle from starting if the driver's BAC is at or above 0.08%. (IIHS, 2020)

Motorcycles

• The rate of fatal motorcycle crashes is 22% lower for motorcycles with optional anti-lock braking systems (ABS) than for those same models of motorcycle without ABS. (IIHS, 2021)
• ABS was a standard feature on 61% of motorcycles in the 2022 model year, and an optional feature on another 18%. (IIHS, 2023)
• In 2021, 96% of motorcyclists observed in states with universal helmet laws were wearing helmets. In states without such laws, helmet use was 57%. In states with universal helmet laws, 86% of motorcyclists were wearing helmets judged compliant with federal safety regulations, compared with 53% in states without such laws. (IIHS, June 2023)
• Among motorcyclists (drivers, not passengers) killed in 2021, 60% were wearing helmets, 37% were not, and the rest were unknown. (IIHS, May 2023)
• In motorcycle crashes in 2016, wearing a helmet reduced the likelihood of death by 37% for the operator and 41% for the passenger. (NHTSA, 2018)
• Australia has found that wearing protective clothing significantly reduces the risk of injury to the rider in a motorcycle crash. Motorcyclists were significantly less likely to be admitted to the hospital if they crashed wearing motorcycle jackets (relative risk = 0.79, 95% confidence interval: 0.69-0.91), pants (RR = 0.49, 95% CI: 0.25-0.94), or gloves (RR = 0.41, 95% CI: 0.26-0.66). When garments included fitted body armor, there was a significantly reduced risk of injury to the upper body (RR =0.77, 95% CI: 0.66-0.89), hands and wrists (RR = 0.55, 95% CI: 0.38-0.81), legs (RR = 0.60, 95% CI: 0.40-0.90), feet and ankles (RR = 0.54, 95% CI: 0.35-0.83). Non-motorcycle boots were also associated with a reduced risk of injury compared to shoes or joggers (RR = 0.46, 95% CI: 0.28-0.75). (University of Sydney Australia et al., 2011)
• As of 2023, 17 US states and Washington, DC have universal motorcycle helmet laws. Thirty other states have helmet laws covering some motorcyclists (such as passengers or motorcycle operators under 18 years of age). Illinois, Iowa, and New Hampshire have no motorcycle helmet laws. (IIHS, 2023)

Bicycles and Pedestrians

• Only about 15% of the bicyclists who were killed in the last few years were wearing helmets. (IIHS, July 2023)
• Wearing a helmet can reduce a bicyclist’s risk of head injury by an estimated 50% and the bicyclist’s risk of head, face, or neck injury by an estimated 33%. Only about 15% of bicyclists who were killed were wearing helmets at the time. (IIHS, 2023)
• A 2018 meta-analysis in Europe found that the use of bicycle helmets reduced head injuries in crashes by 48%, serious head injuries by 60%, traumatic brain injuries by 53%, face injuries by 23%, and the total number of killed or seriously injured bicyclists by 34%. (Institute of Transport Economics, Norway, 2018)
• As of 2023, 21 states and Washington, DC require underage bicyclists to wear helmets. No state requires all bicyclists to wear helmets, although some local jurisdictions may. (In 2021, 90% of bicyclists who were killed were 20 years of age or older.) (IIHS, 2023)
• A 2020 study found that pedestrian hybrid beacons (also known as High intensity Activated crossWalk or HAWK beacons) at midblock crossings and uncontrolled intersections can reduce collisions with pedestrians by 55%. (Texas A & M Transportation Institute, 2021)  
• Passenger Cars
• One study has found that electronic stability control (ESC) has reduced the risk of being involved in a crash by 7% (95% confidence limits 3-10), the risk of being injured in a crash by 9% (3-14), and the risk of being killed in a crash by 56% (39-68). (IIHS, 2004)
• In 2015, an estimated 1,949 lives were saved by electronic stability control (ESC) in passenger cars so equipped. From 2011 (when ESC was first required on all new cars) to 2015, ESC was estimated to have saved more than 7,000 lives. (NHTSA, March 2017)
• A study found that for vehicles so equipped, forward collision warning (FCW) reduced rear-end car crashes by 27% and rear-end car crashes with injuries by 20%. (IIHS, 2020)
• A study found that for vehicles so equipped, forward collision warning (FCW) reduced the frequency of property damage liability (PDL) claims by 9.0%, collision claim frequency by 3.0%, bodily injury (BI) liability claims by 17.3%, medical payment (MedPay) claims by 19.8%, and personal injury protection (PIP) claims by 10.2%. (IIHS, April 2023)
• A study found that for vehicles so equipped, automatic emergency braking (AEB) reduced the frequency of property damage liability (PDL) claims by 14.0%, collision claim frequency by 3.0%, bodily injury (BI) liability claims by 3.3 to 30.7% (depending on the make and model of the vehicle), medical payment (MedPay) claims by 4.2%, and personal injury protection (PIP) claims by 4.0%. (IIHS, April 2023)
• A study found that for vehicles so equipped, lane departure warning (LDW) reduced the frequency of property damage liability (PDL) claims by an insignificant 0.2%, collision claim frequency by an insignificant 0.3%, medical payment (MedPay) claims by an insignificant 0.8%%, and personal injury protection (PIP) claims by 5.2%. The frequency of bodily injury (BI) liability claims actually increased by 6.2%. (IIHS, April 2023)
• IIHS and HLDI have found that FCW plus automatic emergency braking (AEB) reduced rear-end car crashes by 50%, rear-end car crashes with injuries by 56%, and large truck rear-end crashes by 41%. (IIHS, 2020)
• IIHS and HLDI have found that lane departure warning systems (LDWS) reduced single-vehicle, sideswipe, and head-on car crashes by 11%; and reduced such crashes with injuries by 21%. (IIHS, 2020)
• IIHS and HLDI have found that blind spot detection systems reduced lane-change car crashes by 14% and reduced lane-change car crashes with injuries by 23%. (IIHS, 2020)

Trucks

• A 2021 study estimated that for large trucks weighing at least 33,000 pounds, forward collision warning (FCW) and automatic emergency braking (AEB) systems reduce the rate of front-to-rear crashes per mile traveled by 44% and 41% respectively. (IIHS, 2021)
• IIHS and HLDI have found that FCW plus automatic emergency braking (AEB) reduced rear-end car crashes by 50%, rear-end car crashes with injuries by 56%, and large truck rear-end crashes by 41%. (IIHS, 2020)
• IIHS and HLDI have found that lane departure warning systems (LDWS) reduced single-vehicle, sideswipe, and head-on car crashes by 11%; and reduced such crashes with injuries by 21%. (IIHS, 2020)
• IIHS and HLDI have found that blind spot detection systems reduced lane-change car crashes by 14% and reduced lane-change car crashes with injuries by 23%. (IIHS, 2020)
• IIHS and HLDI have found that rear automatic braking reduced car crashes during backing by 78%. (IIHS, 2020)
• IIHS estimates that equipping large trucks with FCW will reduce the rate of front-to-rear large truck crashes per mile by 44%. (IIHS, 2021)
• In 2019, a survey of US residents ages 16 and older found that a plurality of respondents would prefer to own vehicles with lower levels (0 or 1) of driving automation, even if the cost of higher levels was not a factor. Respondents were more likely to trust lower levels of automation to prevent crashes: 56% would trust level 2 to prevent crashes, whereas only 35% would trust level 5. (AAA Foundation for Traffic Safety, 2021)
• In 2019, a survey of US residents ages 16 and older found that the biggest concern about higher levels of driving automation was the possible consequences of a technical malfunction: 60% of respondents were concerned about a malfunction in level 2, rising to 76% for level 5. The second biggest concern was driver over-reliance on automation: 57% were concerned about over-reliance on level 2, 72% were concerned about level 3, and 67% were concerned about level 4. (With level 5, a driver has no choice but to rely on it.) (AAA Foundation for Traffic Safety, 2021)
• Australia has found that wearing protective clothing significantly reduces the risk of injury to the rider in a motorcycle crash. Motorcyclists were significantly less likely to be admitted to the hospital if they crashed wearing motorcycle jackets (relative risk = 0.79, 95% confidence interval: 0.69-0.91), pants (RR = 0.49, 95% CI: 0.25-0.94), or gloves (RR = 0.41, 95% CI: 0.26-0.66). When garments included fitted body armor, there was a significantly reduced risk of injury to the upper body (RR = 0.77, 95% CI: 0.66-0.89), hands and wrists (RR = 0.55, 95% CI: 0.38-0.81), legs (RR = 0.60, 95% CI: 0.40-0.90), feet and ankles (RR = 0.54, 95% CI: 0.35-0.83). Non-motorcycle boots were also associated with a reduced risk of injury compared to shoes or joggers (RR = 0.46, 95% CI: 0.28-0.75). (University of Sydney Australia et al., 2011)
• In 2021, ABS was a standard feature on 16.1% of on-road motorcycles registered in the United States, and an optional feature on another 16.9% of registered motorcycles. (IIHS, 2021)
• The rate of fatal motorcycle crashes is 22% lower for motorcycles with optional ABS than for those same models of motorcycle without ABS. (IIHS, 2021)
• The Insurance Institute for Highway Safety (IIHS) estimates that equipping large trucks with electronic stability control (ESC) may prevent or mitigate as many as 31,000 crashes involving large trucks each year, including up to 20% of moderate-to-serious-injury large truck crashes and 11% of fatal large truck crashes. (IIHS, 2021)
• The Insurance Institute for Highway Safety (IIHS) estimates that equipping large trucks with collision avoidance (blind spot detection, forward collision warning/mitigation, and lane departure warning) as well as electronic stability control (ESC) could reduce crashes by 28%. (IIHS, 2021)
• NHTSA estimates that equipping large truck tractors and large buses with electronic stability control (ESC) could prevent 40-56% of untripped rollovers and 14% of loss-of-control crashes. (A tripped rollover is a rollover caused by a collision with another object, such as a curb.) (IIHS, 2021)
• Autonomous Vehicles
• In the first half of 2022, cars with level 2 automation made up 46.5% of total cars sold. (Level 2 automation employs an automated acceleration and braking system, such as Adaptive Cruise Control, working in conjunction with an automated steering system, such as Lane Keeping Assist.) Cars with Level 1 automation made up 19.8% of total cars sold. (Level 1 automation provides either automated acceleration and braking or automated steering at a given time but not both at the same time.) Cars with so-called “Level 2+” automation made up 3.9% of total cars sold. Level 2+ automation provides more advanced versions of the capabilities of Level 2 automation. (A vehicle equipped with Level 2+ automation might be able to change lanes on its own or maneuver its way through heavy stop-and-go traffic.) (Counterpoint, November 2022)
• In 2019, a survey of US residents ages 16 and older found that a plurality of respondents would prefer to own vehicles with lower levels (0 or 1) of driving automation, even if the cost of higher levels was not a factor. Respondents were more likely to trust lower levels of automation to prevent crashes: 56% would trust level 2 to prevent crashes, whereas only 35% would trust level 5. (AAA Foundation for Traffic Safety, 2021)
• In 2019, a survey of US residents ages 16 and older found that the biggest concern about higher levels of driving automation was the possible consequences of a technical malfunction: 60% of respondents were concerned about a malfunction in level 2, rising to 76% for level 5. The second biggest concern was driver over-reliance on automation: 57% were concerned about over-reliance on level 2, 72% were concerned about level 3, and 67% were concerned about level 4. (With level 5, a driver has no choice but to rely on it.) (AAA Foundation for Traffic Safety, 2021)

Roadside Emergency Response Vehicles

• A study conducted in Alabama in 2021 found that the placement of a truck-mounted electronic flashing variable message (VMS) sign at the roadside made it 95% more likely that drivers in the lane next to the roadside would move over one lane, in accordance with Alabama’s Move Over law. (AAA Foundation for Traffic Safety, January 2023)