Motorcycle Crashes

NOVEMBER 2016

UP FRONT

  • In 2015, 4,976 people died in motorcycle crashes, up 8.3 percent from 4,594 in 2014, according to a National Highway Traffic Safety Administration (NHTSA) report.

  • In In 2015, 88,000 motorcyclists were injured, down 4.3 percent from 92,000 in 2014.

  • In 2014, motorcyclists were 27 times more likely than passenger car occupants to die in a crash per vehicle mile traveled, and almost five times more likely to be injured.

  • There were about 8.4 million motorcycles on the road in 2014.

 

THE TOPIC

In 2015, 4,976 people died in motorcycle crashes, up 8.3 percent from 4,594 in 2014, according to the National Highway Traffic Safety Administration (NHTSA). In 2014, motorcyclists were 27 times more likely than passenger car occupants to die in a crash per vehicle mile traveled, and almost five times more likely to be injured.

(Note: statistics on fatal motorcycle crashes are also available from the Insurance Institute for Highway Safety.)

KEY FACTS

  • According to the latest data available from the Federal Highway Administration, there were 8.4 million private and commercial motorcycles on U.S. roads in 2014, compared with 8.0 million in 2009.
  • 2015 Crash Data: According to the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA), 4,976 people died in motorcycle crashes in 2015, up 8.3 percent from 4,594 in 2014. In 2015, 88,000 motorcyclists were injured, down 4.3 percent from 92,000 in 2014.
  • 2014 Crash Data: NHTSA says that in 2014, 4,586 people died in motorcycle crashes, down 2.3 percent from 4,692 in 2013.
  • In 2014, 39 percent of those motorcyclists killed were not wearing helmets, down from 41 percent in 2013.
  • Over the nine years from 2005 to 2014, fatalities among the 40-and-older age group increased by 14 percent, according to NHTSA, compared to less than 1 percent for all ages.
  • The fatality rate per registered vehicle for motorcyclists in 2014 was six times the fatality rate for passenger car occupants, according to NHTSA
  •  Motorcycle Theft: The National Insurance Crime Bureau (NICB) reported that motorcycle thefts rose 6 percent in 2015 to 45,555 from 42,856 a year earlier, based on data from the National Crime Information Center of the FBI. However, motorcycle thefts are down 32 percent from 2006 when they totaled 66,774, according to the NICB.
  • The NICB’s report also details the seasonal nature of motorcycle thefts. More motorcycles are stolen during warm months—July and August had the most motorcycle thefts in 2015 while January and February had the fewest. The top five makes stolen in 2015, from highest to lowest, were American Honda Motor Co., Yamaha Motor Corporation, American Suzuki Motor Corporation, Kawasaki Motors Corp. and Harley-Davidson Inc. California had the most motorcycle thefts in 2015, followed by Florida and Texas. By city, New York, New York, had the most thefts, followed by Las Vegas, Nevada, and San Francisco, California.

 

    TOP FIVE MOTORCYCLE MAKES
    STOLEN, 2015
       TOP FIVE STATES IN MOTORCYCLE
    THEFTS, 2015
       TOP FIVE CITIES IN MOTORCYCLE
    THEFTS, 2015
    1. American Honda Motor Co., Inc. 8,674   1 California 7,221   1. New York City, NY 1,340
    2. Yamaha Motor Corporation 7,214   2. Florida 4,758   2. Las Vegas, NV 1,042
    3. American Suzuki Motor Corporation 6,065   3. Texas 3,403   3. San Francisco, CA 729
    4. Kawasaki Motors Corp., USA 4,920   4. South Carolina 2,160   4. San Diego, CA 717
    5. Harley-Davidson Inc. 4,416   5. New York 1,902   5. Miami, FL 713
    • The recovery rate of 2015 motorcycle thefts was 39 percent. The number of motorcycles recovered rose 11 percent from 2014 to 2015.

     

    FATALITIES AND INJURIES

    According to the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA) the following terms are used to define motorcycle occupants: a motorcycle rider is the operator only; a passenger is any person seated on the motorcycle but not in control of the motorcycle; and any combined reference to the motorcycle rider (operator) as well as the passenger will be referred to as motorcyclists.

    According to NHTSA,  in 2014, 4,586 people died in motorcycle crashes, down 2.3 percent from 4,692 in 2013. In addition, 92,000 motorcyclists were injured, up 4.5 percent from 88,000 in 2013, almost back to the level of 2012 when 93,000 people were injured in motorcycle crashes. In 2014, 39 percent of the motorcyclists killed were not wearing helmets, down from 41 percent in 2013.

    By Age: Older motorcyclists account for more than half of all motorcyclist fatalities. NHTSA data show that in 2014, 54 percent of motorcyclists killed in crashes were age 40 or over, compared with 47 percent in 2005. The number of motorcyclists age 40 and over killed in crashes increased by14 percent from 2005 to 2014. In contrast, fatalities among all motorcyclists rose less than 1 percent. NHTSA says that the average age of motorcycle riders killed in crashes was 42 in 2014, compared with 39 in 2005.

    Older riders appear to sustain more serious injuries than younger riders. Researchers from Brown University cited declines in vision and reaction time, along with the larger-sized bikes that older riders favor, which tend to roll over more often, and the increased fragility among older people as the causes. The study used data on riders age 20 and over who needed emergency medical care following motorcycle crashes from 2001 to 2008. The riders were put in three groups by age: 20 to 39, 40 to 59, and 60 and over. The data showed that while injury rates were rising for all age groups, the steepest rise occurred in the 60 and over group, who were two and a half times more likely to have serious injuries than the youngest group. They were three times more likely to be admitted to the hospital. The middle and older groups were also more likely to sustain fractures, dislocations and other injuries, such as brain damage, than the youngest group. The authors published findings in the journal Injury Prevention in February 2013. The study is entitled Injury patterns and severity among motorcyclists treated in US emergency departments, 2001–2008: a comparison of younger and older riders.

    By Driver Behavior

    Alcohol use: According to NHTSA, in 2014, 29 percent of motorcycle riders who were involved in fatal crashes had a blood alcohol concentration (BAC) of 0.08 percent or over (the national definition of drunk driving), up from 27 percent in 2013 and 28 percent in 2012.  This compares with 22 percent of passenger car drivers and light truck drivers involved in fatal crashes, and with 2 percent of large truck drivers.

    In 2014, fatally-injured motorcycle riders between the ages of 35 to 39 had the highest rate of alcohol involvement (42 percent), followed by the 40 to 45 age group (41 percent).

    In 2014 motorcycle riders killed in traffic crashes at night were almost three times more likely to have BAC levels of 0.08 percent or higher (46 percent) than those killed during the day (15 percent).

    The reported helmet use rate for motorcycle riders with BACs at or over 0.08 percent who were killed in traffic crashes was 51 percent in 2014, compared with 67 percent for those who did not have any measurable blood alcohol.

    Speeding: In 2014, 33 percent of all motorcycle riders involved in fatal crashes were speeding, compared with 20 percent for drivers of passenger cars, 17 percent for light truck drivers and 7 percent for large truck drivers, according to NHTSA.

    Licensing: Twenty-eight percent of motorcycle riders who were involved in fatal crashes in 2014 were riding without a valid license, compared with 13 percent of passenger car drivers.

    By Type of Motorcycle: According to a 2007 report from the Insurance Institute for Highway Safety (IIHS), riders of “super sports” motorcycles have driver death rates per 10,000 registered vehicles nearly four times higher than those for drivers of other types of motorcycles. Super sports can reach speeds of up to 190 mph. The light-weight bikes, built for racing, are modified for street use and are popular with riders under the age of 30. In 2005 these bikes registered 22.5 driver deaths per 10,000 registered vehicles, compared with 10.7 deaths for other sport models. Standards and cruisers, and touring bikes (with upright handlebars) have rates of 5.7 and 6.5, respectively, per 10,000 vehicles. In 2005 super sports accounted for 9 percent of registrations, and standards and cruisers made up 51 percent of registrations. Among fatally injured drivers, the IIHS says that drivers of super sports were the youngest—with an average age of 27. Touring motorcycle drivers were the oldest, 51 years old. Fatally injured drivers of other sports models were 34, on average; standard and cruiser drivers were 44 years old. Speeding and driver error were bigger factors in super sport and sport fatal crashes. Speed was cited in 57 percent of super sport fatal crashes in 2005 and in 46 percent for sport model riders. Speed was a factor in 27 percent of fatal crashes of cruisers and standards and 22 percent of touring models.

    LOSSES

    Collision Losses by Type: A 2014 Highway Loss Data Institute report shows that super sport motorcycles had the highest relative overall losses when compared with nine other motorcycle classes. Based on collision coverage results for 2009 to 2013 model motorcycles insured under private passenger motorcycle policies, relative overall losses for super sport models were indexed at 345, compared with 100 for all motorcycles. The high overall losses for super sport models was driven up by their high claim frequency. Super sports have engines that deliver more horsepower per pound than a typical NASCAR vehicle, reaching speeds of nearly 190 miles per hour and are built on racing platforms but are modified for the highway.

    The Government Accounting Office (GAO) estimated that in 2010 motorcycle crashes cost $16 billion in direct costs such as emergency services, medical costs including rehabilitation, property damage, loss of market productivity including lost wages, loss in household productivity and insurance costs, including claims and the cost of defense attorneys. The GAO found that market productivity loss produced the largest cost, 44 percent of total costs, followed by medical costs, at 18 percent. Other costs such as long-term medical costs were not included. The GAO recommends that NHTSA grants to states for motorcycle safety, which totaled $45.9 million from fiscal years 2006 to 2012, be expanded from motorcyclist training and motorist awareness efforts to include programs that increase helmet use, safety awareness and educating police about motorcycle safety. In addition, the GAO urges NHTSA to identify research priorities, conduct research on promising strategies, implement a graduated licensing model (See Insurance Issues Updates: Teen Drivers) and encourage motorcyclists to improve their visibility to other motorists. The study is entitled Increasing Federal Funding Flexibility and Identifying Research Priorities Would Help Support States’ Safety Efforts.

    SAFETY ISSUES

    Training Courses: The Motorcycle Safety Foundation (MSF, http://www.msf-usa.org), sponsored by motorcycle manufacturers and distributors, works with the National Highway Traffic Safety Administration (NHTSA), state governments and other organizations to improve motorcycle safety through education, training and licensing. Since 1974 about 6 million motorcyclists have taken MSF training courses. The organization also works with the states to integrate rider safety and skills in licensing tests. It also promotes safety by recommending motorcycle operators wear protective gear, especially helmets, ride sober and ride within their skill limits.

    As of February 2013, three states (Connecticut, Delaware and Tennessee) mandated insurance discounts for motorcycle drivers who complete approved motorcycle training courses, according to the National Association of Insurance Commissioners.

    Antilock Braking Systems (ABS): Stopping a motorcycle is more complex than stopping a car. Motorcycles have separate brakes for the front and rear wheels, and braking hard can lock the wheels and cause the bike to overturn. Not braking hard enough can put the rider into harm’s way. With ABS, a rider can brake fully without fear of locking up. The system automatically reduces brake pressure when a lockup is about to occur and increases it again after traction is restored. The Insurance Institute for Highway Safety (IIHS) said in March 2010 that motorcycles with antilock brakes versus those without are 37 percent less likely to be in fatal crashes. The IIHS’s affiliate, the Highway Loss Data Institute (HLDI), found that collision claims were filed 23 percent less often for antilock-equipped motorcycles than for the same models without antilock brakes. Medical claims related to riders’ injuries were 34 percent less frequent than with bikes that did not have antilock brakes. HLDI studied ABS and non-ABS versions of 22 motorcycles from the 2003-2012 model years. In addition the 2012 analysis found that motorcyclists with antilock brakes were 30 percent less likely to have a collision claim within the first 90 days of a policy and 19 percent less likely afterward.

    Airbags: Honda Motorcycle Company is the first company to offer the option of an airbag, which is available on one of the most expensive models. The option became available in 2006. A handful of companies have recently developed wearable airbags, which are worn either inside a jacket or strapped on outside. No data on the effectiveness of these new items has been published.

    Motorcycle Helmets: According to NHTSA, in 2014 motorcycle helmets saved 1,669 lives. In 2013 motorcycle helmets saved 1,640 lives. Helmets are estimated to be 37 percent effective in preventing fatal injuries for motorcycle riders (operators) and 41 percent effective for motorcycle passengers.

    Motorcycle Helmet Use Laws: According to the Insurance Institute for Highway Safety, 19 states and the District of Columbia had laws on the books requiring all motorcyclists to wear helmets as of April 2016. (See chart below). In another 28 states only people under a specific age (mostly between 17 and 20 years of age) were required to wear helmets. Three states (Illinois, Iowa and New Hampshire) had no helmet use laws. A National Highway Traffic Safety Administration (NHTSA) study covering 10 states found that when universal helmet laws, which pertain to all riders, were repealed, helmet use rates dropped from 99 percent to 50 percent. In states where the universal law was reinstated, helmet use rates rose to above 95 percent.

    According to NHTSA’s 2015 National Occupant Protection Use Survey, motorcycle helmet use was 60.7 percent in June 2015, compared with 64.3 percent in 2014. The survey only counts helmets that comply with Department of Transportation standards. Helmet use among motorcycle passengers was 46.3 percent in 2015, compared with 51.3 percent in 2014. Helmet use by motorcycle riders (operators) fell to 63.9 percent, compared with 66.8 percent in 2014. Helmet use was highest in the Northeast, at 77.2 percent, up from 56.1 percent in 2014. In the West helmet use was 74.8 percent, down from 84.9 percent in 2014. In the South helmet use also fell in 2015, to 60.0 percent from 78.2 percent in 2014. Helmet use was lowest in the Midwest in 2015 at 44.3 percent, down from 47.4 percent in 2014.

    Usage rates are higher in states that have universal laws that require all riders to use helmets. In June 2015, 79.8 percent of motorcyclists in universal law states wore helmets, down from 88.7 percent in 2014. In states without universal laws, usage was 42.9 percent in 2015, compared with 47.9 percent in 2014.

    In 2014, 10 times more unhelmeted motorcyclists died (1,565) in states that did not have universal helmet laws than in states that had universal helmet laws (151 unhelmeted motorcyclist fatalities), according to a NHTSA report.

     

    STATE MOTORCYCLE HELMET USE LAWS

    As of April 2016

      Universal law Partial law (1)
    State    
    Alabama X  
    Alaska   17 and younger (2)
    Arizona   17 and younger 
    Arkansas   20 and younger
    California X  
    Colorado   17 and younger and their passengers 17 and younger
    Connecticut   17 and younger
    Delaware   18 and younger (3)
    District of Columbia X  
    Florida   20 and younger (4)
    Georgia X  
    Hawaii   17 and younger
    Idaho   17 and younger 
    Illinois    
    Indiana   17 and younger 
    Iowa    
    Kansas   17 and younger 
    Kentucky   20 and younger  (4), (5) 
    Louisiana X  
    Maine   17 and younger (5)
    Maryland X  
    Massachusetts X  
    Michigan   20 and younger (6)
    Minnesota   17 and younger (5)
    Mississippi X  
    Missouri X  
    Montana   17 and younger 
    Nebraska X  
    Nevada X  
    New Hampshire    
    New Jersey X  
    New Mexico   17 and younger 
    New York X  
    North Carolina X  
    North Dakota   17 and younger (7)
    Ohio   17 and younger (8)
    Oklahoma   17 and younger 
    Oregon X  
    Pennsylvania   20 and younger (9)
    Rhode Island   20 and younger (9)
    South Carolina   20  and younger
    South Dakota   17 and younger
    Tennessee X  
    Texas   20 and younger (4)
    Utah   17 and younger 
    Vermont X  
    Virginia X  
    Washington X  
    West Virginia X  
    Wisconsin   17 and younger (5)
    Wyoming   17 and younger 

    (1) Universal laws cover all riders; partial laws cover young riders or some adult riders.
    (2) Alaska's motorcycle helmet use law covers passengers of all ages, operators younger than 18, and operators with instructional permits.
    (3) In Delaware, every motorcycle operator or rider age 19 and older must carry an approved safety helmet.
    (4) In Florida and Kentucky, the law requires that all riders younger than 21 years wear helmets, without exception. Those 21 years and older may ride without helmets only if they can show proof that they are covered by a medical insurance policy. Texas exempts riders 21 years or older if they either 1) can show proof of successfully completing a motorcycle operator training and safety course or 2) can show proof of  having a medical insurance policy.
    (5) Motorcycle helmet laws in Kentucky, Maine, Minnesota, and Wisconsin also cover operators with instructional/learner's permits. Maine's motorcycle helmet use law also covers passengers 17 years and younger and passengers if their operators are required to wear a helmet.
    (6) In Michigan, the law requires that all riders younger than 21 years wear helmets, without exception. Those 21 years and older may ride without helmets only if they carry additional insurance and have passed a motorcycle safety course or have had their motorcycle endorsement for at least two years. Motorcycle operators who want to exercise this option also must be 21 or older and carry additional insurance.
    (7) North Dakota's motorcycle helmet use law covers all passengers traveling with operators who are covered by the law.
    (8) Ohio's motorcycle helmet use law covers all operators during the first year of licensure and all passengers of operators who are covered by the law.
    (9) Pennsylvania's motorcycle helmet use law covers all operators during the first two years of licensure unless the operator has completed the safety course approved by the Department of Transportation or the Motorcycle Safety Foundation. Rhode Island's motorcycle helmet use law covers all passengers (regardless of age) and all operators during the first year of licensure (regardless of age).

    Source: Insurance Institute for Highway Safety, Highway Loss Data Institute.

     

     

    Motorcycle Helmet Use, 1996-2015 (1)

     

    Year Percent Year Percent
    1996 64% 2009 67%
    1998 67 2010 54
    2000 71 2011 66
    2005 48 2012 60
    2006 51 2013 60
    2007 58 2014 64
    2008 63 2015 61

    (1) Based on surveys of motorcyclists using helmets meeting Department of Transportation standards. Surveys conducted in October for 1996-2000 and in June thereafter.

    Source: U.S. Department of Transportation, National Occupant Protection Use Survey, National Highway Traffic Safety Administration's National Center for Statistics and Analysis.

    View Archived Tables

     

     

    Motorcyclist Fatalities And Fatality Rates, 2005-2014

    Year Fatalities Registered
    motorcycles
    Fatality rate per 100,000
    registered motorcycles
    Vehicle miles
    traveled (millions)
    Fatality rate per 100 million
    vehicle miles traveled
    2005 4,576 6,227,146 73.48 10,454 43.77
    2006 4,837 6,678,958 72.42 12,049 40.14
    2007 5,174 7,138,476 72.48 21,396 24.18
    2008 5,312 7,752,926 68.52 20,811 25.52
    2009 4,469 7,929,724 56.36 20,822 21.46
    2010 4,518 8,009,503 56.41 18,513 24.40
    2011 4,630 8,437,502 54.87 18,542 24.97
    2012 4,986 8,454,939 58.97 21,385 23.32
    2013 4,692 8,404,687 55.83 20,366 23.04
    2014 4,586 8,417,718 54.48 19,970 22.96

    Source: U.S. Department of Transportation, National Highway Traffic Safety Administration; Federal Highway Administration.

    View Archived Tables

     

     

    Motorcyclist Injuries And Injury Rates, 2005-2014

     

    Year Injuries Registered
    motorcycles
    Injury rate per 100,000
    registered motorcycles
    Vehicle miles
    traveled (millions)
    Injury rate per 100 million
    vehicle miles traveled
    2005 87,000 6,227,146 1,402 10,454 835
    2006 88,000 6,678,958 1,312 12,049 727
    2007 103,000 7,138,476 1,443 21,396 481
    2008 96,000 7,752,926 1,238 20,811 461
    2009 90,000 7,929,724 1,130 20,822 430
    2010 82,000 8,009,503 1,024 18,513 443
    2011 81,000 8,437,502 965 18,542 439
    2012 93,000 8,454,939 1,099 21,385 434
    2013 88,000 8,404,687 1,052 20,366 434
    2014 92,000 8,417,718 1,088 19,970 459

    Source: U.S. Department of Transportation, National Highway Traffic Safety Administration; Federal Highway Administration.

    View Archived Tables

     

     

    Occupant Fatality Rates By Vehicle Type, 2005 And 2014

    Fatality rate Motorcycles Light trucks Passenger cars
    2005      
         Per 100,000 registered vehicles 73.48 13.75 13.68
         Per 100 million vehicle miles traveled 43.77 1.15 1.14
    2014      
         Per 100,000 registered vehicles 54.48 7.37 9.09
         Per 100 million vehicle miles traveled 22.96 0.07 0.85
    Percent change, 2005-2014      
         Per 100,000 registered vehicles -25.9% -46.4% -33.6%
         Per 100 million vehicle miles traveled -47.58 -53.3 -25.4

    Source: U.S. Department of Transportation, National Highway Traffic Safety Administration.

    View Archived Tables

     

     

    Motorcyclists Killed or Injured, by Time of Day and Day of Week, 2014

      Day of Week    
      Weekday Weekend Total
      Number Percent Number Percent Number Percent
    Motorcyclists killed  
    Midnight to 3 am 144 6.4% 276 11.8% 420 9.2%
    3 am to 6 am 83 3.7 103 4.4 186 4.1
    6 am to 9 am 207 9.2 72 3.1 279 6.1
    9 am to noon 201 9.0 209 8.9 410 8.9
    Noon to 3 pm 373 16.6 337 14.4 710 15.5
    3 pm to 6 pm 537 24.0 445 19.0 982 21.4
    6 pm to 9 pm 406 18.1 536 22.9 942 20.5
    9 pm to midnight 282 12.6 354 15.1 636 13.9
    Unknown 8 0.4 7 0.3 21 0.5
    Total 2,241 100.0% 2,339 100.0% 4,586 (1) 100.0%
    Motorcyclists injured            
    Midnight to 3 am 1,000 2.7% 2,000 5.0% 3,000 3.7%
    3 am to 6 am 1,000 2.4 1,000 3.6 3,000 2.9
    6 am to 9 am 5,000 9.8 1,000 2.0 6,000 6.3
    9 am to noon 6,000 12.1 4,000 10.2 10,000 11.2
    Noon to 3 pm 9,000 17.0 8,000 19.1 16,000 17.9
    3 pm to 6 pm 17,000 34.2 10,000 25.2 28,000 30.1
    6 pm to 9 pm 8,000 16.0 9,000 20.9 17,000 18.2
    9 pm to midnight 3,000 5.8 6,000 14.1 9,000 9.5
    Total 51,000 100.0% 41,000 100.0% 92,000 100.0%

    (1) Includes 6 motorcyclists killed on unknown day of week.

    Source: U.S. Department of Transportation, National Highway Safety Administration.

    View Archived Tables

     

     

    Vehicles Involved in Crashes by Vehicle Type and Crash Severity, 2014

      Crash severity    
      Fatal Injury Property damage only Total
    Vehicle type Number Percent Number Percent Number Percent Number Percent
    Passenger car   17,848 39.8% 1,685,000 55.9% 4,279,000 55.3% 5,982,000 55.4%
    Light truck   17,136 38.2 1,138,000 37.8 3,028,000 39.1 4,184,000 38.7
    Large truck   3,744 8.3 88,000 2.9 346,000 4.5 438,000 4.1
    Motorcycle   4,694 10.5 87,000 2.9% 19,000 0.2 110,000 1.0
    Bus   234 0.5 11,000 0.4 58,000 0.8 69,000 0.6
    Other   550 1.2 5,000 0.2 9,000 0.1 15,000 0.1
    Total 44,858 (1) 100.0% 3,015,000 100.0% 7,739,000 100.0% 10,799,000 100.0%

    (1) Includes 679 vehicles of unknown type involved in fatal crashes.

    Source: U.S. Department of Transportation, National Highway Traffic Safety Administration.

    View Archived Tables

     

     

    Persons Killed In Total And Alcohol-Impaired Crashes By Person Type, 2014

     

        Alcohol-impaired driving fatalities (1)
    Person type Total killed Number Percent of total killed
    Vehicle occupants      
         Driver 16,454 5,792 35%
         Passenger 5,751 1,769 31
         Unknown occupant 71 5 6
         Total 22,276 7,565 34%
    Motorcyclists 4,586 1,577 34%
    Nonoccupants      
         Pedestrian 4,884 696 14
         Pedalcyclist 726 98 13
         Other/unknown 203 30 15
         Total 5,813 824 14%
    Total 32,675 9,967 31%

    (1) Alcohol-impaired driving crashes are crashes that involve at least one driver or a motorcycle operator with a blood alcohol concentration of 0.08 percent or above, the legal definition of drunk driving.

    Source: U.S. Department of Transportation, National Highway Traffic Safety Administration.

    View Archived Tables

     

     

    DRIVERS IN FATAL CRASHES BY BLOOD ALCOHOL CONCENTRATION (BAC) AND VEHICLE TYPE, 2005-2014 (1)

      Passenger car Light truck Large truck Motorcycles
        Percent    Percent    Percent    Percent 
    Year Total BAC = 0.01+ BAC = 0.08+ Total BAC = 0.01+ BAC = 0.08+ Total BAC = 0.01+ BAC = 0.08+ Total BAC = 0.01+ BAC = 0.08+
    2005 25,046 28% 24% 22,879 25% 22% 4,900 3% 1% 4,679 34% 27%
    2006 24,162 27 23 22,307 28 24 4,729 2 1 4,961 34 26
    2007 22,765 27 23 21,719 27 23 4,601 2 1 5,306 35 27
    2008 20,379 27 23 19,095 26 23 4,040 3 2 5,405 36 29
    2009 18,344 27 23 17,878 27 23 3,182 3 2 4,601 36 29
    2010 17,710 27 24 17,385 25 22 3,456 2 1 4,647 36 28
    2011 17,401 27 24 16,706 25 21 3,594 3 1 4,761 37 29
    2012 17,992 26 23 17,131 25 22 3,753 3 2 5,075 35 27
    2013 17,731 27 23 16,738 25 21 3,858 4 2 4,769 34 27
    2014 17,757 26 22 17,017 25 22 3,697 3 2 4,692 36 29

    (1) NHTSA estimates alcohol involvement when alcohol test results are unknown.

    Source: U.S. Department of Transportation, National Highway Safety Administration.

    View Archived Tables

     

    KEY SOURCES OF ADDITIONAL INFORMATION

    Insurance Information Institute, Facts & Statistics: http://www.iii.org/fact-statistic/motorcycle-crashes

    Insurance Institute for Highway Safety: http://www.highwaysafety.org                             

    U.S. Department of Transportation, National Highway Traffic Safety Administration: http://www.nhtsa.dot.gov

    The Motorcycle Safety Foundation: http://www.msf-usa.org

    The Motorcycle Industry Council: http://www.mic.org

    Advocates for Highway and Auto Safety: http://www.saferoads.org

    © Insurance Information Institute, Inc. - ALL RIGHTS RESERVED