Motorcycle Crashes

Motorcycle Crashes

AUGUST 2014

UP FRONT

  • In 2012, 4,957 people died in motorcycle crashes, up 7.1 percent from 4,630 in 2011, according to the National Highway Traffic Safety Administration (NHTSA).

  • In 2012, 93,000 motorcyclists were injured up from 81,000 in 2011.

  • Motorcyclists were about 26 times more likely than passenger car occupants to die in a crash per vehicle mile traveled in 2012 and five times more likely to be injured.

  • There were about 8.5 million motorcycles on the road in 2012.

 

THE TOPIC

Motorcycle riding has become more popular in recent years, appealing to a new group of enthusiasts consisting of older and more affluent riders. There were about 8.5 million motorcycles on the road in 2012, according to the U.S. Department of Transportation.

Motorcycles are by their nature far less crashworthy than closed vehicles. They are also less visible to other drivers and pedestrians and less stable than four-wheel vehicles. Operating a motorcycle requires a different combination of physical and mental skills than those used in driving four-wheel vehicles. Motorcyclists and their passengers are more vulnerable to the hazards of weather and road conditions than drivers in closed vehicles.

In 2012, motorcycle fatalities rose 7.1 percent to 4,957 from 4,630 in 2010. In 2012, 60 out of every 100,000 registered motorcycles was involved in a fatal crash, compared with only 14 out of every 100,000 passenger cars, according to the National Highway Traffic Safety Administration (NHTSA). Motorcyclists were about 26 times more likely than passenger car occupants to die in a crash per vehicle mile traveled in 2012 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

  • According to a report by the Governors Highway Safety Association (GHSA), motorcyclist fatalities are projected to decrease 7 percent in 2013, to 4,610 in 2013 from 4,957 in 2012. The GHSA notes that despite the projected 7 percent decrease in rider deaths in 2013, which was due to bad weather, motorcyclist safety has not improved in fifteen years, basically due to declining helmet use. (See Motorcycle Helmet Use Laws below.)
  • 2012 Crash Data: According to the U.S. Department of Transportation’s National Highway Traffic Safety Administration (NHTSA), in 2012, 4,967 people died in motorcycle crashes, up 7.1 percent from 4,630 in 2011
  • According to the latest data available from the Federal Highway Administration, there were 8.5 million private and commercial motorcycles on U.S. roads in 2012, compared with 8.0 million in 2009.
  • Fatalities among motorcyclists age 50 and older increased by 119 in 2012, compared with 2011, or 7.7 percent, according to the Insurance Institute for Highway Safety.
  • Some 112,000 motorcycles were involved in crashes in 2012, including property damage-only crashes, according to NHTSA.
  • Motorcyclists were about 26 times more likely than passenger car occupants to die in a crash per vehicle mile traveled in 2012 and five times more likely to be injured, according to NHTSA.
  • The fatality rate per registered vehicle for motorcyclists in 2012 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, http://www.nhtsa.dot.gov), the following new 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 2012, 4,957 motorcyclists died in crashes, up 7.1 percent from 4,630 in 2011. In 2012, 93,000 motorcyclists were injured in accidents, up 15 percent from 2011. In 2012 motorcyclists accounted for 15 percent of all traffic fatalities.

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.

By Age: Older motorcyclists account for more than half of all motorcyclist fatalities. NHTSA data show that in 2011, 56.0 percent of motorcyclists killed in crashes were age 40 or over, compared with 44.0 percent in 2002. The number of motorcyclists age 40 and over killed in crashes increased by 78 percent from 2002 to 2011. In contrast, fatalities among young motorcyclists have declined, relative to other age groups. In 2011 fatalities in the under 30-year-old group dropped to 26.5 percent of total motorcyclists killed in crashes from 31.9 percent in 2002. Fatalities among motorcyclists in the 30-to 39-year-old group fell to 17.9 percent in 2011 from 23.9 percent in 2002. NHTSA says that the average age of motorcycle riders killed in crashes was 42 in 2011.

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 2012, 27 percent of motorcycle riders involved in fatal crashes had a blood alcohol concentration (BAC) over 0.08 percent (the national definition of drunk driving), compared with 23 percent of drivers of passenger cars, 22 percent of light truck drivers and 2 percent of large truck drivers in fatal crashes.

In 2011, 30 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 44 had the highest rates of alcohol involvement. Forty-two percent of the 1,997 fatally injured motorcycle riders who died in single-vehicle crashes in 2011 (for example, those in which the motorcycle crashed into a stationary object) had BACs of 0.08 percent or higher.

In 2011, motorcycle riders killed in traffic crashes at night were nearly 3.4 times more likely to have BAC levels at or over 0.08 percent (47 percent) than those killed during the day (14 percent).

The reported helmet use rate for motorcycle riders with BACs at or over 0.08 percent who were killed in traffic crashes was 44 percent in 2011, compared with 67 percent for those who did not have any measurable blood alcohol.

Speeding: In 2012, 34 percent of all motorcycle riders involved in fatal crashes were speeding, compared with 22 percent for drivers of passenger cars, 18 percent for light truck drivers and 8 percent for large truck drivers, according to NHTSA.

Licensing: Almost one out of four motorcycle riders (24 percent) who were involved in fatal crashes were riding without a valid license in 2012.

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.

INSURANCE LOSSES

Collision Losses by Type: In 2009 the IIHS said that super sports had the overall highest insurance losses under collision coverage among the various motorcycle classes, at $569 per insured vehicle year, nearly three times higher than the all-motorcycle average of $192. All 10 motorcycle models with the highest average loss payment per insured vehicle year were super sports. Claim frequency is driving the high losses for super sports, meaning that they are involved in more collisions than other types of motorcycles—. There were 9.4 claims per 100 insured vehicle years for super sports models, compared with 3.3 for all models. The models surveyed were all 2005-2009 models. Choppers—highly customized bikes with a longer wheelbase--had the most expensive claims because of their custom parts. Collision claim frequency was highest for chopper class motorcycles, at $10,723 per claim, compared with $5,905 for all motorcycles.

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 2012 motorcycle helmets saved 1,699 lives. NHTSA says that if all motorcyclists had worn helmets, 781 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 March 2014. (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 2013 National Occupant Protection Use Survey, motorcycle helmet use remained at 60 percent in June 2013, unchanged from 2012 and 6 percentage points lower than in 2011, when 66 percent of motorcyclists wore helmets. The survey only counts helmets that comply with Department of Transportation standards. Helmet use among motorcycle passengers increased to 50 percent in 2013 from 46 percent in 2012. Helmet use by motorcycle riders (operators) was basically unchanged at 62 percent in 2013 from 63 percent in 2012. Helmet use was highest in the West, at 92 percent, up from 2012, when it was 82 percent. In the South, helmet use rose from 61 percent in 2012 to 65 percent. Helmet use was 52 percent in the Northeast, down from 60 percent in 2012, and 42 percent in the Midwest, down from 49 percent in 2012.

Usage rates are higher in states that have universal laws that require all riders to use helmets. In June 2013, 88 percent of motorcyclists in universal law states wore helmets, virtually unchanged from 89 percent in 2012. In states without universal laws, usage was unchanged last year, at 49 percent in both 2012 and 2013.

 

STATE MOTORCYCLE HELMET USE LAWS

As of June 2014

  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 shall have in their possession 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) Rhode Island's motorcycle helmet use law covers all passengers during the first year of licensure (regardless of age) and all operators during the first year of licensure (regardless of age). 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.

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

 

 

MOTORCYCLE HELMET USE, 1994-2013 (1)

Year Percent Year Percent
1994 63% 2007 58%
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    

(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, 2003-2012

Year Fatalities Registered motorcycles Fatality rate per 100,000 registered vehicles Vehicle miles traveled (millions) Fatality rate per 100 million vehicle miles traveled
2003 3,714 5,370,035 69.16 9,576 38.78
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 4,957 8,454,939 58.63 21,298 23.27

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

View Archived Tables

 

 

MOTORCYCLIST INJURIES AND INJURY RATES, 2003-2012

 

Year Injuries Registered motorcycles Injury rate per 100,000 registered motorcycles Vehicle miles traveled (millions) Injury rate per 100 million vehicle miles traveled
2003 67,000 5,370,035 1,250 9,576 701
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 21,298 436

NA=Data not available.

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

View Archived Tables

 

 

OCCUPANT FATALITY RATES BY VEHICLE TYPE, 2003 AND 2012

Fatality rate Motorcycles Light trucks Passenger cars
2003      
     Per 100,000 registered vehicles 69.83 14.75 14.98
     Per 100 million vehicle miles traveled 39.79 1.20 1.22
2012      
     Per 100,000 registered vehicles 58.63 7.92 9.66
     Per 100 million vehicle miles traveled 23.27 0.73 0.89
Percent change, 2003-2012      
     Per 100,000 registered vehicles -16.0% -46.3% -35.5%
     Per 100 million vehicle miles traveled -41.5 -39.2 -27.0

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

View Archived Tables

 

 

MOTORCYCLISTS KILLED BY TIME OF DAY AND DAY OF WEEK, 2012

  Day of week
  Weekday Weekend Total
Time of day Number Percent Number Percent Number Percent
Motorcycle riders killed          
Midnight to 3 am 176 6.8% 272 11.6% 448 9.0%
3 am to 6 am 107 4.1 88 3.8 195 3.9
6 am to 9 am 213 8.2 61 2.6 274 5.5
9 am to noon 227 8.7 197 8.4 424 8.6
Noon to 3 pm 428 16.5 343 14.6 771 15.6
3 pm to 6 pm 670 25.8 476 20.3 1,146 23.1
6 pm to 9 pm  426 16.4 534 22.8 960 19.4
9 pm to midnight 341 13.1 360 15.4 701 14.1
Unknown 12 0.5 14 0.6 38 0.8
Total 2,600 100.0% 2,345 100.0% 4,957 100.0%
             
Motorcycle riders injured          
Midnight to 3 am 1,365 2.4% 2,276 6.1% 3,641 3.9%
3 am to 6 am 1,071 1.9 732 2.0 1,803 1.9
6 am to 9 am 4,848 8.7 931 2.5 5,779 6.2
9 am to noon 6,365 11.4 5,267 14.2 11,633 12.5
Noon to 3 pm 11,011 19.7 7,669 20.7 18,680 20.1
3 pm to 6 pm 16,896 30.2 6,739 18.2 23,634 25.4
6 pm to 9 pm  10,463 18.7 7,924 21.4 18,387 19.8
9 pm to midnight 3,865 6.9 5,478 14.8 9,343 10.1
Total 55,884 100.0% 37,016 100.0% 92,900 100.0%

Source: Insurance Institute for Highway Safety.

View Archived Tables

 

 

VEHICLES INVOLVED IN CRASHES BY VEHICLE TYPE AND CRASH SEVERITY, 2011

  Crash severity       
  Fatal Injury Property damage only Total
Vehicle type Number Percent Number Percent Number Percent Number Percent
Passenger car   17,442 39.7% 1,571,000 57.0% 3,740,000 56.6% 5,328,000 56.6%
Light truck   16,740 38.1 1,026,000 37.2 2,582,000 39.0 3,625,000 38.5
Large truck   3,608 8.2 63,000 2.3 221,000 3.3 287,000 3.1
Motorcycle   4,749 10.8% 77,000 2.8% 18,000 0.3% 100,000 1.1%
Bus   244 0.6 13,000 0.5 44,000 0.7 57,000 0.6
Other   535 1.2 6,000 0.2 7,000 0.1 14,000 0.1
Total    43,495 (1)  100.0% 2,756,000 100.0% 6,612,000 100.0% 9,412,000 100.0%

(1) Includes 627 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, 2012

 

    Alcohol-impaired driving fatalities (1)
Person type Total killed Number Percent of
total killed
Vehicle occupants      
     Driver 16,769 5,993 36%
     Passenger 6,061 1,917 32
     Unknown occupant 82 6 7
     Total 22,912 7,916 35%
Motorcyclists 4,957 1,596 32%
Nonoccupants      
     Pedestrian 4,743 688 14
     Pedalcyclist 726 89 12
     Other/unknown 223 33 15
     Total 5,692 810 14%
Total 33,561 10,322 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