There were nearly 34,400 transportation related deaths and over 2.2 million transportation-related injuries in 2011—20.0 percent of total deaths resulting from injury in 2011 [USDHHS CDC VITALITY 2014]. Motor vehicle occupants accounted for the majority, followed by motorcyclists and then pedestrians.

In recent decades transportation safety has improved, resulting in a significant decline in fatalities and injuries. In 2011, despite growth in the U.S. population and an increase in the number of licensed drivers, boaters, and general aviation pilots, transportation-related fatalities were down by 27.4 percent over 1990 totals and by 22.5 percent over 2000 totals. Highways, which carry the bulk of U.S. freight and passenger traffic, accounted for 94.4 percent of all transportation-related fatalities and 99.1 percent of injuries in 2011. On average, 92 people per day died in motor vehicle crashes in 2012 [USDOT NHTSA 2014c].

From 1990 through 2012, the overall rate of highway fatalities per vehicle-mile of travel (VMT) declined by 45.2 percent as the highway modes, except for motorcyclists, showed across-the-board reductions. Fatalities per VMT for light-duty vehicle occupants (passenger cars and light trucks) decreased 50.7 percent, followed by decreases in the rates of large-truck occupants and highway nonoccupants (pedestrians and bicyclist) of 46.1 and 39.5 percent, respectively. Human factors, advanced vehicle design, and improved road design all contributed to these improvements [USDOT NHTSA 2012c].

While reductions in fatalities and injuries have been the greatest on the highway, other modes (air travel, including general aviation; railway; and recreational boating), also have improved safety records. Figure 7-1 shows that the safety record of air carriers (as measured by fatalities per departure) has remained stable and low. But despite the fact that the general aviation fatality rate (as measured by fatalities per flight hour) decreased by 26.3 percent from 1990 to 2012, 432 people died in general aviation crashes in 2012.

Between 2000 and 2011, transportation-related fatalities decreased by 9,980 (22.5 percent) (table 7-1). Transportation-related injuries also declined by 1 million (30.5 percent) in 2011 over 2000 totals (table 7-4). Despite these improvements, nearly 34,400 people died and 2.2 million were injured in transportation- related incidents in 2011. Highway modes, particularly light-duty vehicles, accounted for 99.1 percent of 2011 transportation injuries. Almost all modes of transportation showed a decline in injuries between 2000 and 2011 with the exception of motorcycles, which increased by more than 23,000. Many preventive measures, such as child safety seats, graduated driver licensing, increased seat belt use, and increased drunk driving education, contributed to declines in highway vehicles deaths and injuries [USDHHS CDC INJURY 2010b].

Fatalities by Mode

The timeframe used to attribute a fatality to a transportation crash or accident differs among modes according to their data collection methods, reporting periods, and information management systems. For example, a death that occurs within 30 days of an incident involving highway vehicles is considered a highway fatality, while a death that occurs within 24 hours of a rail incident is considered a rail fatality. Such definitional differences pose challenges when comparing safety records across modes of transportation. Table 7-2 shows fatality reporting requirements codified under the Code of Federal Regulations for several modes.

Highway

In 2011 passenger car and light truck (e.g., sport utility vehicle, minivan, and pickup truck) occupants combined accounted for 61.9 percent of all transportation fatalities and 65.6 percent of highway fatalities. Passenger car fatalities were down 4,600 and light-truck fatalities were down 3,200 from 2007 to 2011. Combined passenger car and light-truck fatalities accounted for 87.6 percent of the 20.4 percent decline in total transportation fatalities and 88.3 percent of the decline in highway-related fatalities. In 2007 passenger car and light-truck fatalities were 67.7 percent of all transportation fatalities and 70.5 percent of highway fatalities. Large-truck crashes accounted for 3,921 of total highway fatalities in 2012 (about 11 percent), of which 82 percent were occupants of other vehicles or bystanders (table 7-3).

In 2011, 4,630 motorcyclists died. While the miles logged by motorcycles represented less than 1 percent of total highway use, motorcycle fatalities accounted for 13.5 percent of total transportation-related fatalities. Fatalities involving motorcycles increased in 2011, which coincides with a 2.8 percent increase in motorcyclist use that year. The rise in the percentage share of motorcyclist fatalities also reflects a larger improvement in other highway and nonhighway modes.

In 2011 more than 5,100 pedestrians and bicyclists were struck and killed by motor vehicles, down from 5,400 fatalities in 2007. However, pedestrian and bicyclist fatalities accounted for a larger share of deaths in 2011 (12.9 and 2.0 percent respectively) as total transportation-related fatalities decreased. Highway fatalities in 2012 were concentrated along the major corridors in the populated areas of California, Florida, Illinois, Texas, and throughout the populous Northeast region from New England near Boston, MA, down to the Middle Atlantic near Washington, DC. In addition, they were also concentrated along the highway corridors and around the urban areas (e.g., Atlanta, GA) in the South Atlantic (figure 7-2).

The number of males killed on the highway exceeded the number of females killed for most age groups in 1980 and 2011 (figure 7-3). This difference is partially due to the fact that males have a higher exposure rate than females as measured by amount of driving. Persons under the age of 30 continued to have the highest fatality numbers in 2011, although deaths for that age group declined substantially from 1980. Males comprised 70.6 percent of 2011 highway fatalities, down from 73.2 percent in 1980. The greatest numbers of highway fatalities by age and gender in 2011 were among 21-year-old males and 19-year-old females. Graduated driver licensing (GDL) programs were established to reduce newly licensed, young driver error by limiting night driving and teen passengers during early months of licensure [GHSA 2013]. GDL programs along with other factors have contributed to this decline and are linked to a significant reduction in fatal and nonfatal injury crashes [USDHHS CDC INJURY 2010].

Since 1980 there has been a considerable decrease in fatalities per capita across all age groups for both genders. The greatest numbers of fatalities per capita in both 2011 and 1980 were among males aged 15 to 29 and 78 to 84; however, the 1980 rates were higher. Female fatalities per capita in both 2011 and 1980 peaked between the ages of 15 and 23 and again between the ages of 70 and 84; however, the 1980 rates were again higher (figure 7-4).

Recreational Boating

Recreational boating accounted for 651 of total transportation-related fatalities in 2012, second to highway in the number of fatalities. According to the U.S. Coast Guard, many boating fatalities occurred on calm waters, in light winds, or with good visibility. Alcohol use, failure to wear a lifejacket, and insufficient training play key roles in recreational boating accidents [USDHS USCG OABS 2013a].

Aviation

Unlike the large and commuter U.S. air carriers that had no fatal accidents in scheduled passenger service in 2012, general aviation has accounted for at least 400 fatalities annually over the last 10 years. In 2012, 432 were killed in general aviation accidents. That said, the safety record of the relatively small private and business aircraft that comprise general aviation has improved in recent decades. Most general aviation accidents involved single- engine, piston-powered airplanes. The loss of control inflight accounted for the majority of fatalities, whereas loss of control on the ground accounted for the majority of nonfatal accidents [NTSB 2014a].

Injured People By Mode

All transportation-related injuries declined nearly 980,700 (30.5 percent) in 2011 (the latest year for which all modal data are available) from 2000 (table 7-4). This decline was largely due to a 972,000 (30.5 percent) reduction in injured people on highway over that time period. The National Highway Traffic Safety Administration (NHTSA) estimates that there were almost 2.4 million injured people in highway crashes in 2012. NHTSA estimates the total number of people injured because an exact number is impracticable to tally. The estimated number means that nearly 6,500 people per day are injured in motor vehicle crashes.

In addition to the injured people on the Nation’s highways, about 18,300 people were injured in 2011 in nonhighway related incidents. The rail mode reported the greatest number of injuries (approximately 7,600), followed by transit (5,400), and water (3,800)—mostly from recreational boating.

The injury rate for highway crashes in 2012 was 68.5 percent of that in 2000. Comparing injury rates, crash victims in light-duty vehicles were eight times more likely to be injured than crash victims in large trucks (figure 7-5). The air carrier injury rate (measured by the number of injuries per departure) remained relatively low and stable, including the general aviation injury rate (measured by the number of injuries per flight hour) between 2000 and 2011.

Costs of Motor Vehicle Crashes

Motor vehicle crashes caused an estimated $277 billion in economic costs in 2010, up by more than $45 billion over the nearly $231 billion estimated for 2000. However, this increase is largely attributable to inflation, which accounted for 27 percent of the overall rise. The $277 billion in economic costs can be broken down as follows:

• lost productivity accounted for $93.1 billion (33.6 percent);
• property damage losses totaled $76.1 billion (27.5 percent);
• medical expenses amounted to $34.9 billion (12.6 percent);
• congestion impacts reached $28 billion (10.1 percent); and
• other crash-related costs, such as insurance administration and legal fees, accounted for the remaining $45 billion (16.2 percent) [USDOT NHTSA 2014a].

Motor vehicle crashes cost nearly $900 per U.S. resident in 2010, equivalent to 1.9 percent of the $14.96 trillion U.S. Gross Domestic Product. When factoring in the $594 billion in comprehensive costs from the loss of life, pain, and injuries, the cost of 2010 motor vehicle crashes totaled about $871 billion. Private insurers paid approximately 52.2 percent of these economic costs, while individual crash victims paid approximately 25.1 percent. Third parties, such as uninvolved motorists delayed in traffic, charities, and health care providers, bore about 14.0 percent of these costs; while Federal, state, and local governments accounted for the remaining 8.7 percent [USDOT NHTSA 2014a].

Motorcycles accounted for less than 1 percent of the vehicle-miles traveled but 14 percent of highway fatalities in 2010, largely due to the lack of protection afforded to other highway vehicles. In 2010 motorcycle crashes cost $13.5 billion in economic impacts and $66 billion in societal harm, as measured by comprehensive costs. Compared to other motor vehicle crashes, these costs are disproportionately caused by fatalities and serious injuries [USDOT NHTSA 2014a].

Selected Contributing Factors

Human, environmental, and vehicle factors contribute to transportation crashes. Human factors are the most common cause and involve driver errors or risky behaviors, such as driving while under the influence, distracted driving, or fatigue. Environmental factors include roadway design (e.g., narrow lanes, no shoulders), roadway hazards (e.g., utility poles, overgrowth), and operating conditions (e.g., wet roads). Vehicle factors include equipment- and maintenance-related failures (e.g., tire separations and worn out parts) [GAO 2003].

One or more human factors were recorded for 72 percent of the drivers of passenger vehicles (cars, vans, pickup trucks, and sport utility vehicles) involved in single-vehicle crashes and 51 percent of the passenger vehicle drivers in multivehicle crashes. For comparison, one or more human factors were recorded for 55 percent of the drivers of large trucks involved in single-vehicle fatal crashes and for 27 percent of the drivers of large trucks involved in multivehicle fatal crashes. More specifically, speeding was the most often coded driver-related factor for both vehicle types, while distracted/inattentive driving was the second most common factor for large-truck drivers, while impairment (fatigue, alcohol, illness, etc.) was the second most common factor for passenger vehicle drivers in 2012 [USDOT FMCSA 2014].

Alcohol Use

All 50 states and the District of Columbia now limit Blood Alcohol Concentration (BAC) to 0.08 percent while operating a highway vehicle [USDHHS NIH NIAAA 2012]. Table 7-5 shows 10,322 people were killed in alcohol-impaired motor vehicle crashes in 2012. A combination of awareness, educational, and enforcement efforts (e.g., the Drive Sober or Get Pulled Over campaign and sobriety checkpoints) has helped to raise awareness [USDOT NHTSA 2012b].

All 50 states and the District of Columbia have also adopted the legal drinking age of 21 years [USDHHS NIH NIAAA 2012]. Yet motor vehicle crashes continued to be the leading cause of death for teens aged 16 to 19 years old, and alcohol-impaired driving was a contributing factor in 18.0 percent of fatal crashes involving drivers age 16 to 20 in 2012. In 2011, 11.3 percent of students aged 16 years and older self-reported driving after drinking during the prior 30 days [USDHHS CDC INJURY 2012]. In 2012, 758 drivers age 16 to 20 with a BAC of 0.08 or higher were killed in alcohol- impaired crashes [USDOT NHTSA 2013c]. Alcohol involvement either by the driver or the pedestrian was reported in 48 percent of all fatal pedestrian crashes in 2012 [USDOT NHTSA 2014f].

In 2012 alcohol-impairment was listed as a contributing factor in 280 boating accidents, 109 fatalities, and 227 injuries; it was listed as the primary factor in 16.7 percent of deaths [USDHS USCG OABS 2013a]. As of January 1, 2013, 45 states and the District of Columbia limit BAC to 0.08 percent for operators of recreational boats. The remaining five states, Georgia, Michigan, North Dakota, South Carolina, and Wyoming, all have 0.10 percent standards [USDHHS NIH NIAAA 2012].

Distraction

Between 2010 and 2012, total distraction- affected crashes were up 0.9 percent. In 2012 more than 3,000 people were killed and an estimated 421,000 injured in motor vehicle crashes involving distracted drivers. Specifically, distracted driving accounted for 9.9 percent of fatal crashes, 17.5 percent of injury crashes, and 15.7 percent of all property damage only crashes involving a motor vehicle in 2012 (table 7-6). Those 20 to 29 years old accounted for most (27 percent) of distracted driving crashes [USDOT NHTSA 2014b].

Although many activities are distracting while operating a motor vehicle or crossing a street, cell phone useage and texting have received the most attention as these devices have attained nearly universal usage in the last few years. Distraction-affected crashes involving cell phones increased from 5.2 percent in 2011 to 6.6 percent in 2012.

According to a 2012 AAA Foundation for Traffic Safety survey, 88.5 percent of licensed drivers reported that they considered drivers talking on cell phones to be a “somewhat” or “very” serious risk to their personal safety. In addition, 95.7 percent of respondents considered text messaging or emailing behind the wheel risky. Further, 90.3 percent of respondents believe that distracted drivers are somewhat or a much bigger problem compared responses attained three years earlier [AAA 2013]. Figure 7-6 shows the 14 states and the District of Columbia that prohibit drivers’ use of handheld cell phones, and the 43 states and the District of Columbia that ban texting while driving.

Distracted driving by commercial motor vehicle drivers was a contributing factor in 6.4 percent of the fatal crashes involving large trucks in 2012 [USDOT FMCSA 2014]. Distracted driving is not just limited to motor vehicles, distracted vehicle operators are found in all modes of transportation, including airline pilots, bus drivers, train engineers, and tugboat operators [NTSB 2014b]. Operator inattention is first among the primary contributing factors in recreational boating accidents, contributing to 14.0 percent of recreational boating accidents, 10.2 percent of related fatalities, and 14.2 percent of injuries [USDHS USCG OABS 2013a].

Driver Fatigue

In 2012 drowsy and fatigued driving were a factor for 2.8 percent of drivers and motorcycle riders involved in fatal crashes [USDOT NHTSA 2014c]. Steps have been taken to reduce the risk. In addition, commercial motor vehicle driver fatigue contributed to 1.7 percent and distraction or inattention to another 6.4 percent of fatal crashes involving large trucks in 2012 [USDOT FMCSA 2014]. For instance, the Federal Motor Carrier Safety Administration implemented new Federal regulations to reduce truck driver fatigue on July 1, 2013. The new hours-of-service final rule limits the current maximum average work week to 70 hours, a decrease of 12 hours from the previous maximum of 82 hours [USDOT FMCSA 2013b].

Occupant Protection Equipment

When properly used, safety devices appreciably reduce the risk of death or serious injury. NHTSA estimated that over 16,300 lives were saved on highways in 2012 by occupant protection devices, including safety belts, air bags, child restraints, and motorcycle helmets [USDOT NHTSA 2013b]. Specifically, safety belts saved almost 12,200 lives, air bags 2,200 lives, child restraints almost 300, and motorcycle helmets nearly 1,700 lives in 2012 (table 7-7). Many more lives could have been saved had these devices been used universally—an estimated 3,000 more lives could have been saved if seats belts were used 100 percent of the time and about 800 more from full use of DOT-compliant motorcycle helmets.

Despite such estimates, many people choose not to use seat belts or helmets [USDOT NHTSA 2013e]. In 2012, 79 percent of passenger vehicle occupants who were ejected from the vehicle were killed [USDOT NHTSA 2014d]. Eighty-seven percent of occupants of cars, vans, and sport utility vehicles (SUVs) used safety belts in 2013, up from 82 percent in 2005 (table 7-8).

DOT-compliant helmets are an effective safeguard, reducing the risk of dying in a motorcycle crash by 37 percent. Moreover, wearing a helmet reduces the need for emergency medical care, hospitalization, intensive care, rehabilitation, and long-term care in crashes involving a motorcycle [NTSB 2010]. Overall usage of DOT-compliant helmets by motorcyclists stood at 60 percent in 2012, up from 48 percent in 2005 but down from a peak of 67 percent in 2009 (table 7-8).  Only 19 states and the District of Columbia have a universal helmet law, 28 states have a partial law covering certain riders and passengers (e.g., those under the age of 18), and 3 states (Illinois, Iowa, and New Hampshire) have no motorcycle helmet law (figure 7-7). In 2012, 89 percent of riders wore helmets in states that required helmet use while 49 percent of riders wore helmets in states that do not require their use [USDOT NHTSA 2013a]. By 1975, 47 states and the District of Columbia had adopted universal helmet use laws, which required motorcycle helmets for all riders. However, many states repealed such laws in the following years after the adoption of helmet laws as a prerequisite for attaining Federal highway construction funds was withdrawn in 1975 [COSGROVE 2007].

Most states require mandatory recreational boating education and safety training courses, but eight states do not (Alaska, Arizona, California, Idaho, Maine, South Dakota, Utah, and Wyoming). Boater education helps reduce the risk of boating accidents and death [NTSB 2013], and about 42.6 percent of U.S. boat owners have taken a boating safety course [USDHS USCG OABS 2013b].  In 2012 only 14 percent of deaths occurred on boats operated by someone who had received boating safety instruction [USDHS USCG OABS 2013a].

Drowning accounted for 71 percent of all fatal boating accidents in 2012, and almost 85 percent of those victims were not wearing a life jacket [USDHS USCG OABS 2013a]. As of January 2013, 48 states, the District of Columbia, Puerto Rico, and the U.S. Virgin Islands have enacted laws or regulations requiring children to wear life jackets [NTSB 2013].

Traffic Safety Enforcement

Traffic safety enforcement promotes good driving habits (e.g., wearing a safety belt) and discourages unsafe behaviors (e.g., impaired driving) [USDOT NHTSA 2014]. According to the Bureau of Justice Statistics, about 10.2 percent of the Nation’s 212.3 million drivers were stopped while operating a motor vehicle, 5.3 percent of drivers were ticketed, 3.4 percent were given a verbal or written warning, and 1.4 percent were allowed to proceed with no enforcement action taken in 2011 [USDOJ BJS 2013].

Males were more likely to be stopped and ticketed than females, accounting for 58.5 percent of ticketed drivers. The difference could be attributed to the fact that male drivers, as a whole, drive more than female drivers. Drivers who were 25 to 34 years of age accounted for about 22.4 percent of stopped drivers, which is the highest percentage among all age groups [USDOJ BJS 2013]. However, this age group accounts for only 13.7 percent of the vehicle-miles traveled [USDOT FHWA NHTS 2009].

In 2012, according to the Federal Bureau of Investigation, law enforcement agencies across the country made an estimated 1.2 million arrests for driving under the influence [FBI 2013]. Studies have shown sobriety checkpoints are an effective countermeasure to reduce alcohol-impaired driving; they may have reduced alcohol-related crashes by 20 percent [USDHHS CDC INJURY 2011].

The Federal Motor Carrier Safety Administration (FMCSA) has a mission to reduce crashes, injuries, and fatalities involving the Nation’s approximately 504,000 interstate freight carriers, 12,000 interstate buses, and 16,000 interstate hazmat carriers. [USDOT FMCSA 2013a]. FMCSA issued over 24,000 warning letters in 2012 to commercial motor carriers whose safety data showed a lack of compliance with motor carrier safety regulations and whose safety performance had fallen to an unacceptable level [USDOT FMCSA 2013a]. Nearly 3.6 million roadside inspections were conducted in fiscal year 2012, a 46.0 percent increase from fiscal year 2000 (table 7-9), and 61.0 percent of these inspections resulted in violations. Vehicle violations put 20.1 percent of vehicles out-of-service, while driver violations, which commonly include hours-of-service noncompliance, put 4.9 percent of drivers out- of-service. Vehicle violations (e.g., worn tires, oil leaks) outnumbered driver violations 1.5 to 1. Such violations must be corrected before the driver or vehicle can return to service.

Hazardous Material Transportation

Transporting hazardous materials requires special precautions, handling, and reporting. There are separate safety regulatory systems in place for pipelines, rail, and vehicles that transport hazardous materials. These special requirements recognize that incidents involving the transportation of hazardous materials can affect the environment in addition to potentially risking injury and death. Table 7-10 shows the nearly 16,000 hazardous materials incidents in 2013, excluding pipeline. A very small share of hazardous materials transportation incidents are the result of a vehicular crash or train derailment (referred to as “accident-related”) as seen in table 7-10. Ninety percent of incidents related to the movement of hazardous materials occur on highways or in truck terminals. In 2013, 2.1 percent of accident-related incidents were attributable to vehicle crashes or train derailments, which accounted for the majority of property damage. Most hazardous materials incidents occur because of human error or package failure, particularly during loading and unloading. Table 7-11 provides a summary of the over 600 hazardous liquid- and gas- related incidents reported in 2013, which resulted in 10 fatalities, 46 injuries, and nearly $276 million in property damage.

Statistics show that the U.S. transportation system has become safer over the past few decades, even as use increases. This improvement is true across all modes. However, despite this progress, transportation remains a leading cause of death and injury each year. To continue the reduction in the number of deaths and injuries, USDOT has established safety improvement as its top priority. As part of these efforts, several agencies within the department have established data programs to gauge the safety performance of the transportation system, and new data programs to identify potential risk factors (boxes 7-A and 7-B).

References

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