Motorcycle Crashes

JULY 2015

UP FRONT

  • In 2013, 4,668 people died in motorcycle crashes, down 6.4 percent from 4,986 in 2012, according to a National Highway Traffic Safety Administration (NHTSA) report.

  • In 2013, 88,000 motorcyclists were injured, down 5.4 percent from 93,000 in 2012.

  • In 2013, motorcyclists were about 26 times more likely than passenger car occupants to die in a crash per vehicle mile traveled and five times more likely to be injured.

  • There were about 8.4 million motorcycles on the road in 2013.

 

THE TOPIC

In 2013 motorcycle fatalities fell 6.4 percent to 4,668 from 4,986 in 2012. In 2013, 56 out of every 100,000 registered motorcycles was involved in a fatal crash, compared with only 9 out of every 100,000 passenger cars, according to the National Highway Traffic Safety Administration (NHTSA). In 2013 motorcyclists were about 26 times more likely than passenger car occupants to die in a crash per vehicle mile traveled and five times more likely to be injured, according to NHTSA.

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

KEY FACTS

  • 2013 Crash Data: According to the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA), in 2013, 4,668 people died in motorcycle crashes, down 6.4 percent from 4,986 in 2012.
  • 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 2013, compared with 8.0 million in 2009.
  • Over the nine years from 2004 to 2013, fatalities among the 40-and-older age group increased by 39 percent, according to NHTSA, compared to 16 percent for all ages.
  • Motorcyclists were about 26 times more likely than passenger car occupants to die in a crash per vehicle mile traveled in 2013 and five times more likely to be injured, according to NHTSA.
  • The fatality rate per registered vehicle for motorcyclists in 2013 was six times the fatality rate for passenger car occupants, according to NHTSA.
  • The National Insurance Crime Bureau (NICB) said that motorcycle thefts fell 1.5 percent in 2013 from a year earlier, based on data from the National Crime Information Center of the Federal Bureau of Investigation. The NICB noted that since 2008 motorcycle thefts have been falling, but that trend seems to be leveling off. The top five makes stolen, the top five states and the top five cities in thefts for 2013 are shown below:

 

TOP FIVE MOTORCYCLE MAKES
STOLEN, 2013
   TOP FIVE STATES IN MOTORCYCLE
THEFTS, 2013
   TOP FIVE CITIES IN MOTORCYCLE
THEFTS, 2013
1. American Honda Motor Co., Inc. 8,557   1. California 6,637   1. New York City, NY 1,001
2. Yamaha Motor Corporation 7,038   2. Florida 3,735   2. Las Vegas, NE 899
3. American Suzuki Motor Corporation 6,378   3. Texas 3,407   3. San Diego, CA 700
4. Kawasaki Motors Corp., USA 4,736   4. North Carolina 2,490   4. Indianapolis, IN 576
5. Harley-Davidson Inc. 3,907   5. Indiana 2,199   5. Los Angeles, CA 545

FATALITIES AND INJURIES

Overall: 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.

NHTSA says that in 2013, 4,668 motorcyclists died in crashes, down 6.4 percent from 4,986 in 2012. In 2013, 88,000 motorcyclists were injured in accidents, down 5.4 percent from 93,000 in 2012. In 2013 motorcyclists accounted for 14 percent of all traffic fatalities. Motorcyclists made up 4 percent of all people injured, 18 percent of all occupants (driver and passenger) fatalities, and 4 percent of all occupants injured. Of the 4,668 motorcyclists killed, 94 percent were riders and 6 percent were passengers.

By Age: Older motorcyclists account for more than half of all motorcyclist fatalities. NHTSA data show that in 2013, 55 percent of motorcyclists killed in crashes were age 40 or over, compared with 46 percent in 2004. The number of motorcyclists age 40 and over killed in crashes increased by 39 percent from 2004 to 2013. In contrast, fatalities among all motorcyclists rose 16 percent. NHTSA says that the average age of motorcycle riders killed in crashes was 42 in 2013, compared with 38 in 2004.

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: NHTSA says that in 2013, 27 percent of motorcycle riders involved in fatal crashes had a blood alcohol concentration (BAC) of 0.08 percent or over (the national definition of drunk driving), compared with 23 percent of drivers of passenger cars, 21 percent of light truck drivers and 2 percent of large truck drivers in fatal crashes.

In 2013, 28 percent of all fatally injured motorcycle riders had BACs of 0.08 percent or higher. Another 7 percent had lower alcohol levels (0.01 to 0.07 percent BAC). Fatally-injured motorcycle riders between the ages of 40 to 49 had the highest rate of alcohol involvement (40 percent), followed by the 35 to 39 age group (33 percent).

In 2013 motorcycle riders killed in traffic crashes at night were almost four times more likely to have BAC levels of 0.08 percent or higher (46 percent) than those killed during the day (12 percent).

The reported helmet use rate for motorcycle riders with BACs at or over 0.08 percent who were killed in traffic crashes was 46 percent in 2013, compared with 66 percent for those who did not have any measurable blood alcohol.

Speeding: In 2013, 34 percent of all motorcycle riders involved in fatal crashes were speeding, compared with 21 percent for drivers of passenger cars, 18 percent for light truck drivers and 8 percent for large truck drivers, according to NHTSA.

Licensing: One out of four motorcycle riders (25 percent) who were involved in fatal crashes in 2013 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: In 2013 motorcycle helmets saved 1,630 lives. NHTSA says that if all motorcyclists had worn helmets, 715 more lives would have been saved. 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 May 2015. (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 2014 National Occupant Protection Use Survey, motorcycle helmet use reached 64 percent in June 2014, compared with from 60 percent in 2013 and 2 percentage points lower than in 2011, when 66 percent of motorcyclists wore helmets, a change that NHTSA indicates is not statistically significant. In addition, the survey only counts helmets that comply with Department of Transportation standards. Helmet use among motorcycle passengers was 51 percent in 2014, basically unchanged from 50 percent in 2013. Helmet use by motorcycle riders (operators) rose to 67 percent, up from 62 percent in 2013. Helmet use was highest in the West, at 85 percent, but down from 92 percent in 2013. In the South helmet use rose from 65 percent in 2013 to 78 percent in 2014. Helmet use was 56 percent in the Northeast in 2014, up from 52 percent in 2013 and was 47 percent in the Midwest, up from 42 percent in 2013.

Usage rates are higher in states that have universal laws that require all riders to use helmets. In June 2014, 89 percent of motorcyclists in universal law states wore helmets, basically unchanged from 88 percent in 2013. In states without universal laws, usage was 48 percent in 2014, compared with 49 percent in 2013.

 

STATE MOTORCYCLE HELMET USE LAWS

As of May 2015

  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, 1996-2014 (1)

 

Year Percent Year Percent
1996 64% 2008 63%
1998 67 2009 67
2000 71 2010 54
2002 58 2011 66
2004 58 2012 60
2005 48 2013 60
2006 51 2014 64
2007 58    

(1) Based on surveys of motorcyclists using helmets meeting Department of Transportation standards. Surveys conducted in October for 1994-2000 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, 2004-2013

Year Fatalities Registered motorcycles Fatality rate per 100,000
registered motorcycles
Vehicle miles
traveled (millions)
Fatality rate per 100 million
vehicle miles traveled
2004 4,028 5,767,934 69.83 10,122 39.79
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 4,668 8,404,687 55.54 20,366 22.92

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

View Archived Tables

 

 

MOTORCYCLIST INJURIES AND INJURY RATES, 2004-2013

 

Year Injuries Registered motorcycles Injury rate per 100,000
registered motorcycles
Vehicle miles traveled
(millions)
Injury rate per 100 million
vehicle miles traveled
2004 76,000 5,767,934 1,324 10,122 755
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

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

View Archived Tables

 

 

OCCUPANT FATALITY RATES BY VEHICLE TYPE, 2004 AND 2013

Fatality rate Motorcycles Light trucks Passenger cars
2004      
     Per 100,000 registered vehicles 69.83 14.11 14.39
     Per 100 million vehicle miles traveled 39.79 1.16 1.18
2013      
     Per 100,000 registered vehicles 55.54 7.60 9.29
     Per 100 million vehicle miles traveled 22.92 0.71 0.86
Percent change, 2004-2013      
     Per 100,000 registered vehicles -20.5% -46.1% -35.4%
     Per 100 million vehicle miles traveled -42.4 -38.8 -27.1

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

View Archived Tables

 

 

MOTORCYCLE RIDERS KILLED OR INJURED BY TIME OF DAY AND DAY OF WEEK, 2013

  Day of week
  Weekday Weekend Total
Time of day Number Percent Number Percent Number Percent
Motorcycle riders killed            
Midnight to 3 am 162 6.8% 255 11.3% 417 8.9%
3 am to 6 am 105 4.4 103 4.5 208 4.5
6 am to 9 am 220 9.2 58 2.6 278 6.0
9 am to noon 268 11.2 192 8.5 460 9.9
Noon to 3 pm 404 16.9 369 16.3 773 16.6
3 pm to 6 pm 525 21.9 418 18.5 943 20.2
6 pm to 9 pm  404 16.9 496 21.9 900 19.3
9 pm to midnight 299 12.5 363 16.0 662 14.2
Unknown 9 0.4 10 0.4 27 0.6
Total 2,396 100.0% 2,264 100.0% 4,668 (1)  100.0%
Motorcycle riders injured            
Midnight to 3 am 2,000 3.3% 2,000 4.1% 3,000 3.7%
3 am to 6 am 1,000 1.7 2,000 4.0 2,000 2.7
6 am to 9 am 6,000 13.1 1,000 3.2 8,000 8.7
9 am to noon 7,000 14.1 4,000 10.6 11,000 12.5
Noon to 3 pm 8,000 16.1 10,000 24.2 17,000 19.7
3 pm to 6 pm 14,000 28.8 9,000 21.9 23,000 25.7
6 pm to 9 pm 8,000 15.4 8,000 21.2 16,000 18.0
9 pm to midnight 4,000 7.5 4,000 10.8 8,000 9.0
Total 49,000 100.0% 39,000 100.0% 88,000 100.0%

(1) Includes eight 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, 2012

  Crash severity         
  Fatal Injury Property damage only Total
Vehicle type Number Percent Number Percent Number Percent Number Percent
Passenger car 18,092 39.6% 1,683,000 57.0% 3,875,000 56.1% 5,577,000 56.3%
Light truck   17,254 37.8 1,087,000 36.8 2,706,000 39.2 3,810,000 38.5
Large truck   3,802 8.3 77,000 2.6 253,000 3.7 333,000 3.4
Motorcycle   5,080 11.1% 89,000 3.0% 18,000 0.3% 112,000 1.1%
Bus   251 0.5 12,000 0.4 42,000 0.6 55,000 0.6
Other   507 1.1 7,000 0.2 8,000 0.1 15,000 0.2
Total   45,637 (1) 100.0% 2,955,000 100.0% 6,902,000 100.0% 9,902,000 100.0%

(1) Includes 651 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, 2013

 

    Alcohol-impaired driving fatalities (1)
Person type Total killed Number Percent of total killed
Vehicle occupants      
     Driver 16,472 5,920 36%
     Passenger 5,844 1,822 31
     Unknown occupant 67 2 3
     Total 22,383 7,744 35%
Motorcyclists 4,668 1,496 32%
Nonoccupants      
     Pedestrian 4,735 721 15
     Pedalcyclist 743 92 12
     Other/unknown 190 23 12
     Total 5,668 837 15%
Total 32,719 10,076 31%

(1) Alcohol-impaired driving crashes are crashes that involve at least one driver or a motorcycle operator with a blood alcohol concentration (BAC) 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, 2003-2012 (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+
2003 26,422 26% 22% 22,172 25% 22% 4,658 2% 1% 3,800 36% 29%
2004 25,568 27 23 22,367 25 21 4,837 2 1 4,116 34 27
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

(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 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