DOT HS 809 896

December 2005

Technical Report

Contrasting Rural and Urban

Fatal Crashes

1994 - 2003

This document is available to the public from the National Technical Information Service, Springfiled, VA 22161
This publication is distributed by the U.S. Department of Transportation, National Highway Traffic 

Safety Administration, in the interest of information exchange. The opinions, findings, and 

conclusions expressed in this publication are those of the author(s) and not necessarily those of the 

Department of Transportation or the National Highway Traffic Safety Administration. The United 

States Government assumes no liability for its contents or use thereof. If trade or manufacturers’ 

names are mentioned, it is only because they are considered essential to the object of the publication 

and should not be construed as an endorsement. The United States Government does not endorse 

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NHTSA’s National Center for Statistics and Analysis 400 Seventh St., SW., Washington, DC 20590 

Technical Report Documentation Page 

1. Report No.

DOT HS 809 896 

2. Government Accession No. 3. Recipients's Catalog No. 

5. Report Date 

December 2005 

4. Title and Subtitle

Contrasting Rural and Urban Fatal Crashes 

1994-2003 6. Performing Organization Code 

NPO-121 

7. Author(s) 

Marilouise Burgess 

8. Performing Organization Report No.

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)n code

Mathematical Analysis Division 

National Center for Statistics and Analysis 

National Highway Traffic Safety Administration 

U.S. Department of Transportation 

NPO-121, 400 Seventh Street, S.W. Washington, DC 20590 

11. Contract of Grant No. 

13. Type of Report and Period Covered

NHTSA Technical Report 

12. Sponsoring Agency Name and Address

Mathematical Analysis Division, 

National Center for Statistics and Analysis 

National Highway Traffic Safety Administration 

U.S. Department of Transportation 

NPO-121, 400 Seventh Street, S.W. Washington, DC 20590

14. Sponsoring Agency Code

15. Supplementary Notes 

16. Abstract 

Data from the Fatality Analysis Reporting System (FARS) for the period 1994 – 2003 were used to compare 

the characteristics of fatal rural and urban crashes. The study found that there are approximately 42 percent 

more fatal crashes in rural areas compared to urban areas; however there are fewer vehicle miles traveled in 

rural areas than urban areas. In addition, fatal rural crashes are more likely to involve multiple fatalities, 

rollovers, and more trucks. Fatal rural crashes more often occur on curved roadways and have greater 

vehicle damage. Head-on crashes are more prevalent in rural areas than in urban areas. Finally, the length of 

time for emergency medical services to arrive at the scene is longer in rural areas than in urban areas. 

17. Key Words 

fatalities, rural, urban, crash rate, VMT, road type, 

speed limit, EMS arrival, time of day, day of week, 

roadway profile, manner of collision, rollover, fire, 

trailing vehicle, alcohol involved drivers, license 

status, speeding, violations, maneuver, ejection, 

extrication, restraint use, severity, age 

18. Distribution Statement

Document is available to the public through the National 

Technical Information Service, Springfield, VA 22161 

http://www.ntis.gov

19. Security Classif. (of this report)

 Unclassified 

20. Security Classif. (of this page)

 Unclassified 

21. No of Pages 22. Price

Form DOT F1700.7 (8-72) Reproduction of completed page authorized 

Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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Table of Contents 

1.0 SUMMARY HIGHLIGHTS I 

 1.1 Highlight from the analysis of FARS data on rural versus urban fatal crashes I 

2.0 INTRODUCTION 1 

 2.1 Data 1 

 2.2 Definition of RURAL and URBAN Crashes in FARS 1 

3.0 FATAL CRASH ANALYSIS – CRASH LEVEL 5 

 3.1 Percent of Rural 5 

 3.2 Fatal Crashes 7 

 3.3 Vehicle Miles Traveled 9 

 3.4 Fatal Crash Rate 11 

 3.5 Fatalities 13 

 3.6 Fatalities Rate 15 

 3.7 Road Type 17 

 3.8 Vehicle Miles Traveled by Road Type 19 

 3.9 Fatal Crash Rate by Road Type 20 

 3.10 Speed Limit 21 

 3.11 EMS Arrival Comparison 23 

 3.12 Hit and Run 24 

 3.13 Paved Roads 25 

 3.14 Time of Day 26 

 3.15 Weekday versus Weekend 27 

 3.16 Fatalities Per Crash 28 

 3.17 Roadway Profile 29 

 3.18 Light Condition 30 

 3.19 Roadway Alignment 32 

 3.20 Manner of Collision 33 

4.0 FATAL CRASH ANALYSIS – VEHICLE LEVEL 37 

 4.1 Vehicles Involved in Fatal Crashes 37 

 4.2 Vehicle Involvement Rate 39 

 4.3 Fire Occurrence 40 

 4.4 Vehicle Role 41 

 4.5 Rollover 43 

 4.6 Trailing Vehicle 44 
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 4.7 Vehicle Type 45 

 4.8 Vehicle Damage 47 

 4.9 Alcohol-Involved Drivers 49 

 4.10 License Status 50 

 4.11 Vehicle Speeding 51 

 4.12 Driver Violation Charged 52 

 4.13 Vehicle Maneuver 53 

5.0 FATAL CRASH ANALYSIS – PERSON LEVEL 57 

 5.1 Persons Involved in Fatal Crashes 57 

 5.2 Person Involvement Rate 59 

 5.3 Deaths in Fatal Crashes 61 

 5.4 Fatality Rate 63 

 5.5 Ejection 65 

 5.6 Extrication 66 

 5.7 Restraint Use 67 

 5.8 Hospital (Taken to) 69 

 5.9 Individual Location and Person Type 70 

 5.10 Injury Severity 72 

 5.11 Age of Fatally Injured Persons and Survivors 74 

10.0 GLOSSARY 78 
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List of Tables 

Table 1 Fatal Crashes by State and Percent of Rural 5 

Table 2 Fatal Crashes by Road Type 17 

Table 3 VMT by Road Type 19 

Table 4 Fatal Crashes by Speed Limit 21 

Table 5 Cumulative EMS Arrival Time Distribution, Maximum Minutes 23 

Table 6 Hit and Run 24 

Table 7 Fatal Crashes on Paved/Unpaved 25 

Table 8 Fatal Crashes by Time of Day 26 

Table 9 Fatal Crashes by Day of Week 27 

Table 10 Fatalities Per Crash 28 

Table 11 Fatal Crashes by Roadway Profile 29 

Table 12 Fatal Crashes by Light Condition 30 

Table 13 Fatal Crashes by Roadway Alignment 32 

Table 14 Fatal Crashes by Manner of Collision 33 

Table 15 Fire Occurrence 40 

Table 16 Vehicle Role 41 

Table 17 Rollover 43 

Table 18 Trailing Vehicle 44 

Table 19 Vehicle Type 45 

Table 20 Vehicle Damage 47 

Table 21 License Status 50 

Table 22 Vehicle Speeding 51 
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Table 23 Driver Violation Charged 52 

Table 24 Vehicle Maneuver 53 

Table 25 Ejected 65 

Table 26 Extricated 66 

Table 27 Restraint Used Properly 67 

Table 28 Hospital (Taken to) 69 

Table 29 Individual Location 70 

Table 30 Injury Severity 72 

List of Figures 

Figure 1 Fatal Crashes 7 

Figure 2 Fatal Crashes by Year 8 

Figure 3 Trillions of VMT 9 

Figure 4 Billions of VMT by Year 10 

Figure 5 Fatal Crash Rate 11 

Figure 6 Fatal Crash Rate by Year 12 

Figure 7 Fatalities 13 

Figure 8 Fatalities by Year 14 

Figure 9 Fatalities Rate 15 

Figure 10 Fatalities Rate by Year 16 

Figure 11 Fatal Crashes by Road Type 18 

Figure 12 VMT by Road Type 19 

Figure 13 Fatal Crash Rate by Road Type 20 

Figure 14 Fatal Crashes by Speed Limit 22 
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Figure 15 EMS Arrival Comparison 23 

Figure 16 Fatal Crashes by Hit and Run 24 

Figure 17 Fatal Crashes by Road Surface Type 25 

Figure 18 Fatal Crashes by Time of Day 26 

Figure 19 Fatal Crashes by Day of Week 27 

Figure 20 Fatalities Per Crash 28 

Figure 21 Crashes by Roadway Profile 29 

Figure 22 Fatal Crashes by Light Condition 31 

Figure 23 Fatal Crashes by Alignment 32 

Figure 24 Fatal Crashes by Manner of Collision 34 

Figure 25 Vehicle Involved in Fatal Crashes 37 

Figure 26 Vehicles Involved in Fatal Crashes by Year 38 

Figure 27 Vehicle Involvement Rate 39 

Figure 28 Vehicle Involvement Rate by Year 39 

Figure 29 Fire Occurrence 40 

Figure 30 Vehicle Role 42 

Figure 31 Rollover 43 

Figure 32 Trailing Vehicle 44 

Figure 33 Vehicle Type 46 

Figure 34 Vehicle Damage 48 

Figure 35 Distribution of Blood Alcohol Concentration of Drivers Involved 49 

 In Fatal Crashes by Location 

Figure 36 License Status 50 

Figure 37 Vehicle Speeding 51 
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Figure 38 Driver Violation Charged 52 

Figure 39 Vehicle Maneuver 53 

Figure 40 Persons involved in Fatal Crashes 57 

Figure 41 Persons involved in Fatal Crashes by Year 58 

Figure 42 Individual Involvement Rate 59 

Figure 43 Individual Involvement Rate by Year 60 

Figure 44 Deaths in Fatal Crashes 61 

Figure 45 Deaths in Fatal Crashes by year 62 

Figure 46 Fatality Rate 63 

Figure 47 Fatality Rate by Year 64 

Figure 48 Ejection 65 

Figure 49 Extricated 66 

Figure 50 Restraint Use 68 

Figure 51 Hospital (Taken to) 69 

Figure 52 Individual Location 71 

Figure 53 Person Type 71 

Figure 54 Injury Severity 73 

Figure 55 Fatalities by Individual’s Age 74 

Figure 56 Survivors by Individual’s Age 74 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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1.0 SUMMARY HIGHLIGHTS

This document is an update of the 1996 report, Rural and Urban Crashes: A Comparative 

Analysis (DOT HS 808 450). Like the earlier report, it is a statistical abstract concerned with 

differences and similarities between rural and urban crashes rather than a paper, with a specific 

agenda. The purpose of this report is to provide a reference tool for those who wish to examine 

rural and urban fatal crashes, rather than support a particular policy. For this reason, highlights 

of the results are summarized, but there are no conclusions or recommendations. Furthermore, 

for brevity, the analysis has been purposely limited to examining a single variable at a time. In 

so doing, this work points to several areas for possible future investigation. An in-depth study of 

the rural crash problem examining the interaction of various factors may be warranted. There 

are, however, two results that are confirmed by virtually all of the measures of effectiveness used 

in this report: First, considerably more crashes occur in rural areas than urban areas, and second, 

rural crashes are more severe, cause greater injury, and pose a more difficult challenge to the 

highway safety community than do urban crashes. 

Data from the Fatal Accident Reporting System (FARS) were used to examine the similarities 

and differences between rural and urban fatal crashes. 

1.1 Highlights from the analysis of FARS data on rural versus urban fatal crashes are: 

There are approximately 35 percent more crashes, vehicles involved, individuals involved, and 

deaths in rural areas than in urban areas (Figures 1, 2, 19, 25, 26, 40, 41, 44, and 45). However, 

there are fewer vehicle miles traveled, VMT, in rural areas, 11.6 trillion from 1990 to 2001, than 

in urban areas, 17.9 trillion (Figures 3 and 4). These combine to provide higher rural 

involvement rates per 100 million vehicle miles traveled, for all levels of the study (Figures 5, 6, 

27, 28, 42, 43, 46, and 47). 

Rural areas with 55 mph and urban areas with 35 mph speed limits have more fatal crashes on 

roadways than any other speed limit. Rural roadways with a 55 mph speed limit account for 50 

percent of rural fatal crashes, the corresponding urban roadways with a 35 mph speed limit 

account for 19 percent of urban fatal crashes (Table 4 and Figure 14). 

The time for emergency medical services to reach the scene of a fatal crash, once they have been 

notified, is usually longer in rural areas than in urban areas. The largest difference occurs for 

responses within ten minutes. However, the effect is measurable for all response times (Table 5 

and Figure 15). 

Rural fatal crashes result in multiple deaths 11 percent of the time, whereas urban fatal crashes 

result in multiple deaths 7 percent of the time (Table 10 and Figure 20). 

Vehicle rollovers occur in 24 percent of rural fatal crashes, but only 10 percent of urban fatal 

crashes (Table 17 and Figure 31). 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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A larger portion of rural fatal crashes involve trucks, both light trucks and large trucks, 37 

percent and 10 percent respectively, than urban fatal crashes with a light/large trucks 

involvement rate of 30 percent and 6 percent respectively. The results, for cars and motorcycles, 

are in the opposite direction (Table 19 and Figure 33). 

A larger portion of vehicles in rural fatal crashes suffers severe vehicle damage, 79 percent, than 

urban fatal vehicles, 64 percent (Table 20 and Figure 34). 

A larger portion of vehicles in rural fatal crashes are involved in head-on collisions, 25 percent, 

than in urban crashes, 14 percent (Table 14 and Figure 24). 

A larger portion of individuals are ejected in rural fatal crashes, 17percent, than urban crashes, 

8 percent (Table 25 and Figure 48). 

Not all individuals involved in a fatal crash are killed. Of the individuals not killed in the crash, 

a larger portion of individuals in rural fatal crashes are injured than in urban fatal crashes 

(Table 27 and Figure 54). 

Approximately 40 percent of individuals involved in fatal rural crashes are passengers compared 

to 33 percent in urban crashes. There is a corresponding reduction in the portion of pedestrian 

fatalities in rural crashes, 3 percent, as opposed to 9 percent for urban fatal crashes (Table 29 and 

Figures 52 and 53). 

The pattern for death by age for rural and urban deaths is similar. Both curves have a steep rise 

at the ages of 18 and 21. The rural deaths obtain their maximum of 3.5 percent at 18 years, the 

urban deaths obtain their maximum at 21 years, 2.9 percent. The general pattern holds for all 

years of the study (Figure 55). 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

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2.0 INTRODUCTION TO ANALYSIS OF DATA FROM FARS 

2.1 Data 

The objective of this section of the study is to provide a statistical abstract of the differences and 

similarities between rural and urban fatal crashes, as a function of crash, vehicle and individual 

characteristics. This study uses data from the Fatal Accident Reporting System (FARS). FARS 

consists of a census of all fatal crashes that occurred on a public roadway, and is therefore not a 

representative sample of all crashes. Fatalities that occurred within thirty days of the crash are 

included in FARS. 

Data are collected and therefore reported in FARS on three different levels. FARS’ accident 

level provides information that pertains to all vehicles and individuals involved in the crash, e.g., 

time of the crash. The vehicle or driver level contains information on each individual vehicle, 

e.g., type of vehicle, including its driver. The person level contains information about each 

individual in the crash, which includes each occupant of any vehicle involved in the crash and 

any injured non-occupant of any injury severity. From 1994 to 2003 there have been a total of 

374,691 fatal crashes included in FARS. These crashes involved 569,014 vehicles 1,008,301 

people, and resulted in 417,477 deaths that can be identified as either occurring in rural or urban 

locations. 

This report makes extensive use of univariate and bivariate tables, which examine the effects of 

the data one or two variables at a time. These tables contain point estimates, as well as the 

lowest and highest yearly percent for each category. These tables often provide useful insight to 

understanding the differences and similarities between rural and urban crashes. Yet the 

possibility exists that the results may be confounded with one or more variables. This is a 

limitation of this type of analysis, which may be overlooked. 

2.2 Definition of RURAL and URBAN Crashes in FARS

The fatal crash data are partitioned by rural and urban using information provided to FARS by 

the Federal Highway Administration. The FARS variable ROAD_FNC, from 1994, are used to 

partition the rural/urban data. 
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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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FATAL 

CRASH 

ANALYSIS 

- 

CRASH 

LEVEL 
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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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3.0 FATAL CRASH ANALYSIS - CRASH LEVEL

3.1 Percent of Rural 

Table 1 presents the percent of rural fatal crashes by jurisdiction from 1994 to 2003, which are 

the basic data, used throughout this report. 

Table 1 

Fatal Crashes by State and Percent of Rural1

Year State 

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 

Alabama 68.9 66.0 67.9 62.4 63.6 69.9 69.6 70.0 73.8 66.6 

Alaska 72.9 64.0 72.2 70.6 63.5 67.1 64.5 58.8 48.7 61.9 

Arizona 52.7 46.3 49.7 48.7 51.5 50.6 51.0 48.3 50.1 53.8 

Arkansas 80.9 80.7 80.7 79.1 76.0 77.8 78.4 78.1 76.3 75.7 

California 39.8 40.8 37.9 39.7 40.4 40.0 36.6 37.7 40.1 38.0 

Colorado 57.9 59.1 58.0 57.7 60.8 61.8 54.3 61.5 57.0 57.0 

Connecticut 29.9 27.2 26.7 31.1 26.1 27.4 26.8 26.2 15.9 20.9 

Delaware 61.0 51.8 50.5 57.5 53.8 50.5 57.8 50.4 63.2 51.9 

Dist. Of Col. 0.0 0.0 0.0 0.0 0.0 -

2 -2 -2

 0.0 -

2

Florida 44.4 44.4 43.3 44.2 44.8 45.5 46.8 46.3 44.0 48.5 

Georgia 55.3 57.3 58.3 57.2 59.3 58.3 55.5 56.3 59.9 55.6 

Hawaii 36.4 33.9 46.3 41.9 42.5 52.2 35.3 46.2 33.0 35.9 

Idaho 84.0 83.7 82.5 88.2 90.6 85.7 85.1 83.1 80.0 83.5 

Illinois 47.0 44.9 41.5 42.0 41.2 42.6 38.0 40.9 38.9 43.9 

Indiana 58.9 58.6 59.2 68.0 68.1 70.2 58.8 78.5 79.8 66.6 

Iowa 74.7 78.7 79.8 75.7 76.4 79.2 76.9 75.3 76.9 74.6 

Kansas 75.9 72.8 76.7 72.1 71.1 72.0 77.8 73.6 75.1 72.9 

Kentucky 82.5 80.5 75.3 79.8 77.7 80.0 75.6 75.3 75.7 77.3 

Louisiana 75.6 72.0 69.3 64.1 67.3 69.5 70.7 67.8 66.8 65.7 

Maine 77.1 79.4 83.4 81.4 81.8 81.5 82.2 85.3 90.9 94.1 

Maryland 39.4 44.6 39.2 45.9 40.1 39.2 40.0 41.7 40.7 43.2 

Massachusetts 21.0 19.1 22.7 19.5 25.5 26.2 20.0 19.5 19.6 20.0 

Michigan 50.4 50.5 53.5 50.4 55.8 49.9 51.1 52.5 56.2 48.3 

Minnesota 67.0 69.7 68.0 69.9 70.8 73.5 71.1 66.9 72.2 69.9 

 

1

 Partitioning fatal crash data between rural and urban locations is dependent on the procedures used within each 

state or jurisdiction and can change over time. Occasionally as with all large data sets, some crashes may be 

miscoded. However, although one needs to be aware of possibility of miscoded data, these relatively rare crashes 

may reduce the perceived difference between rural and urban crashes but do not substantially change the results of 

this study. 

2

 The percent of rural crashes is suppressed due to suspected miscoding of some crashes. 
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Table 1 (Continued) 

Fatal Crashes by State and Percent of Rural

Year State 

1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 

Mississippi 79.7 79.3 83.3 98.8 98.3 99.0 99.6 99.7 99.0 75.3 

Missouri 69.2 68.5 68.0 67.9 69.3 71.4 69.4 64.6 70.4 70.1 

Montana 95.6 90.9 89.9 93.3 88.9 90.7 93.1 95.5 92.2 95.4 

Nebraska 76.9 82.7 77.9 80.8 81.5 83.1 83.9 72.1 81.3 79.0 

Nevada 51.5 51.3 44.8 44.7 51.7 47.9 39.8 45.3 43.0 37.9 

Nebraska 76.9 82.7 77.9 80.8 81.5 83.1 83.9 72.1 81.3 79.0 

Nevada 51.5 51.3 44.8 44.7 51.7 47.9 39.8 45.3 43.0 37.9 

New Hampshire 63.8 62.6 62.4 72.5 77.4 66.9 68.4 69.4 71.8 69.0 

New Jersey 31.5 25.0 21.8 27.9 24.3 26.8 24.0 23.2 23.8 24.4 

New Mexico 70.6 73.6 69.7 75.8 76.2 75.5 73.1 70.8 67.3 73.0 

New York 35.5 33.3 40.7 48.1 59.2 55.9 55.9 57.4 43.6 38.0 

North Carolina 70.4 70.2 69.8 68.3 63.9 60.4 63.2 67.6 72.0 73.2 

North Dakota 81.6 87.7 88.8 89.9 87.3 89.1 81.3 95.8 86.9 81.1 

Ohio 60.0 59.0 58.4 57.4 59.6 62.9 38.9 61.6 65.1 69.6 

Oklahoma 71.1 72.7 70.1 71.3 71.7 70.8 73.2 71.6 71.7 72.6 

Oregon 70.2 71.0 71.4 69.9 74.6 71.4 78.1 73.6 77.1 72.5 

Pennsylvania 55.2 53.9 53.4 54.7 55.8 57.8 60.5 54.4 61.1 64.6 

Rhode Island 21.0 15.6 18.5 18.2 17.1 15.3 15.1 14.1 19.8 17.7 

South Carolina 84.1 87.6 91.2 89.3 84.4 85.4 87.1 89.1 89.1 89.6 

South Dakota 89.4 84.3 85.9 90.6 89.9 86.0 92.0 89.0 89.9 91.9 

Tennessee 57.3 63.3 60.8 57.6 62.7 63.6 65.3 63.9 62.5 58.6 

Texas 53.5 52.2 54.9 54.9 54.7 56.1 54.9 53.9 53.9 57.3 

Utah 62.3 61.8 74.3 80.6 77.9 96.2 94.7 74.0 70.8 74.8 

Vermont 89.9 88.4 86.5 87.5 83.0 89.0 91.8 91.7 91.3 84.1 

Virginia 62.9 65.6 61.9 65.3 61.8 63.0 59.8 61.9 60.6 63.5 

Washington 59.7 58.5 59.4 59.3 53.1 60.1 56.1 59.0 64.8 62.7 

West Virginia 82.4 81.8 86.3 86.3 82.4 82.2 84.5 85.1 85.8 82.3 

Wisconsin 75.9 77.2 77.4 76.2 75.9 77.5 75.3 78.2 75.2 76.0 

Wyoming 84.6 84.8 81.0 88.9 87.6 87.0 95.5 87.7 84.1 80.1 

U.S. Total 57.0 56.9 57.1 58.4 59.4 60.0 58.1 58.6 59.1 58.5 

Puerto Rico 37.8 39.2 37.7 37.1 39.1 38.4 41.5 39.4 49.4 47.3 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.2 Fatal Crashes

From 1994 to 2003 there were 218,539 rural fatal crashes and 154,199 urban fatal crashes for a 

total of 374,691 fatal crashes; see Figure 1. There are approximately 42 percent more rural 

crashes than urban crashes. To compare the effects of a factor on rural and urban crashes the 

proportion or percentage that have a particular characteristic are compared. 

Figure 1 

Fatal Crashes 

0

100

200

300

Counts in 1000's Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

It is interesting to examine these data on a yearly basis. The lowest number of rural fatal crashes, 

20,671, occurred in 1994, the highest number of rural fatal crashes, 22,758, occurred in 2002. 

The average number of rural fatal crashes from 1994 to 2003 was 21,854, fatal crashes per year. 

The lowest number of urban fatal crashes, 14,740, occurred in 1999, the highest number of urban 

fatal crashes, 15,957, occurred in 1996. The average number of urban fatal crashes from 1994 to 

2003 was 15,420, fatal crashes per year. Figure 2 shows the annual fatal crashes for rural and 

urban locations. 

Figure 2 

Fatal Crashes by Year 

0

10,000

20,000

30,000

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Counts in Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.3 Vehicle Miles Traveled

Data from the Federal Highway Administration on rural and urban vehicle miles traveled (VMT) 

shows that from 1994 to 2003 10.3 trillion miles were driven on rural roads; during this same 

time period, 16.1 trillion miles were driven on urban roads. Note that although most of the fatal 

crashes occurred in rural areas, most of the vehicle miles traveled occurred in urban areas; see 

Figure 3. 

Figure 3 

Trillions of VMT 

0

5

10

15

20

Trillions of VMT

Rural Urban

 Source: FHWA, VMT data 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

The pattern of VMT by year reveals an increasing trend over time. In particular, although both 

rural and urban VMT increase over time, the urban VMT has increased at a higher rate. As a 

result, the spread between rural and urban VMT has increased over the years; see Figure 4. 

Figure 4

Billions of VMT by Year 

0

500

1,000

1,500

2,000

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Billions of VMT

Rural Urban

 Source: FHWA, VMT data 1994-2003

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.4 Fatal Crash Rate

The fatal crash rate is calculated by dividing the number of fatal crashes by the VMT. The rural 

fatal crash rate from 1994 to 2003 is 2.1 crashes per 100 million vehicle miles traveled. The 

corresponding urban fatal crash rate is 1.0 crash per 100 million vehicle miles traveled. Note 

that the rural crash rate is more than twice the urban crash rate; see Figure 5. 

Figure 5

Fatal Crash Rate 

0.0

1.0

2.0

3.0

Crashes Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 and FHWA, VMT data 1994-2003

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 6 depicts the rural and urban fatal crash rate by year. Since 1994 both rural and urban 

crash rates have generally declined. 

Figure 6

Fatal Crash Rate by Year 

0.0

1.0

2.0

3.0

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Crashes Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 and FHWA, VMT data 1994-2003

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.5 Fatalities

From 1994 to 2003 there were 249,986 rural fatalities and 167,491 urban fatalities, for a total of 

417,477 fatalities; see Figure 7. There were approximately 49 percent more rural fatalities than 

urban fatalities. To compare the effects of a factor on rural and urban fatalities the proportion or 

percentage that have a particular characteristic are compared. 

Figure 7

Fatalities 

0

100

200

300

Counts in 1000's Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

The lowest number of rural fatalities, 23,841, occurred in 1994, the highest number of rural 

fatalities, 25,896, occurred in 2002. The average number of rural fatalities from 1994 to 2003 

was 24,999 fatalities per year. The lowest number of urban fatalities, 16,058, occurred in 1999, 

the highest number of urban fatalities, 17,368, occurred in 1996. The average number of urban 

fatalities from 1994 to 2003 was 16,749 fatalities per year. Figure 8 shows the annual fatalities 

for rural and urban locations. It appears that the number of rural fatalities is slowly increasing 

over time, whereas number of urban fatalities remains rather constant. 

Figure 8

Fatalities by Year 

0

10,000

20,000

30,000

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Counts in Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

14
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.6 Fatality Rate

The fatality rate is calculated by dividing the number of fatalities by the vehicle miles traveled; 

see Figure 3. The rural fatalities rate from 1994 to 2003 is 2.4 fatalities per 100 million vehicle 

miles traveled. The corresponding urban fatalities rate is 1.0 fatalities per 100 million vehicle 

miles traveled. Note that the rural fatalities rate is more than twice the urban fatalities rate; see 

Figure 9. 

Figure 9

Fatality Rate 

0.0

1.0

2.0

3.0

Crashes Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 and FHWA, VMT data 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

15
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 10 shows the rural and urban fatalities rate by year. Since 1994 both rural and urban 

fatality rates have generally declined. 

Figure 10

Fatalities Rate by Year 

0.0

1.0

2.0

3.0

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Fatalities Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 and FHWA, VMT data 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

16
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

17

3.7 Road Type

There are significant differences between rural and urban localities when the types of roadways 

on which the crashes occurred are examined1. Roadways types are partitioned into interstates, 

principal arterials, minor arterials, collectors, local roads, and unknown. The data are collected 

from 1994 to 2003. Table 2 and Figure 11 report that rural localities have a lower portion of 

fatal crashes on principal arterials, 20 percent, compared to urban localities, 39 percent. 

However, the rural collectors account for 31 percent of all rural fatal crashes, whereas the urban 

collectors account for only 7 percent of urban fatal crashes. 

Table 2

Fatal Crashes by Road Type 

Rural Urban 

Road 

Type Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Interstate 25,425 10.42 

1995 11.63 12.59 2000 20,689 12.11 1995 13.42 14.46 2000 

Principal 

Arterial 43,375 18.48 2002 19.85 20.63 1997 60,894 37.46 2003 39.49 40.62 1994 

Minor 

Arterial 37,261 16.27 

2000 17.05 18.53 2003 31,956 19.18 2002 20.72 22.07 1995 

Collector 68,289 29.93 

2000 31.25 33.09 1994 10,482 6.39 2000 6.80 7.18 1994 

Local 41,471 18.37 

1994 18.98 20.23 2002 29,323 17.87 1996 19.02 20.85 2002 

Unknown 2,718 0.21 

1995 1.24 3.55 2000 855 0.18 1995 0.55 1.63 2000 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 11

Fatal Crashes by Road Type 

0%

10%

20%

30%

40%

50%

 Interstate Principal

Arterial

 Minor

Arterial

 Collector Local Unknown

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003

1

For Road Type Classification, see the Federal Highway Publication at: 

http://www.fhwa.dot.gov/environment/flex/ch03.htm or 

http://ntl.bts.gov/lib/23000/23100/23121/09RoadFunction.pdf 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

18
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.8 Vehicle Miles Traveled by Road Type

Data for the VMT by road type from 1994 to 2003 appear in Table 3 and Figure 12. The urban 

VMT exceed the rural VMT for all categories except collectors. Rural interstates contribute 23 

percent of the rural VMT. The largest contributor to VMT for urban areas is principal arterials, 

which account for 35 percent of urban VMT. 

Table 3

VMT by Road Type 

Rural Urban 

Road Type Billions 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

19

VMT 

Percent Billions 

VMT 

Percent 

Interstate 2,510 23.45 3,778 23.44 

Principal Arterial 2,249 21.02 5,617 34.85 

Minor Arterial 1,480 13.83 3,143 19.50 

Collector 2,298 21.47 1,337 8.30 

Local 2,165 20.23 2,242 13.91 

Total 10,702 100% 16,117 100% 

Source: FHWA, VMT data 1994-2003 

Figure 12

VMT by Road Type 

0

2,000

4,000

6,000

 Interstate Principal

Arterial

 Minor Arterial Collector Local

Vehicle Miles Traveled - Billions

Rural Urban

 Source: FHWA, VMT data 1994-2003
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.9 Fatal Crash Rate by Road Type

The fatal crash rate is calculated by dividing the number of fatal crashes by the (VMT). The fatal 

crash rate by road type from 1994 to 2003 shows that as rural roads become “less complex” (that 

is, the change from interstate, to principle arterial, to minor arterial, to collector), the difference 

between rural and urban crash rates increases. Local roads do not follow this pattern; however, 

for all road types, the fatal crash rate on rural roads exceeds the fatal crash rate for the 

corresponding urban roads. 

Figure 13

Fatal Crash Rate by Road Type 

0.0

1.0

2.0

3.0

4.0

 Interstate Principal

Arterial

 Minor Arterial Collector Local

Crashes Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 and FHWA, VMT data 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

20
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

21

3.10 Speed Limit

There are noticeable differences in the distribution of rural and urban fatal crashes when 

partitioned by speed limit. Approximately 71 percent of rural fatal crashes occurred on 

roadways with speed limits of 55 mph or higher. In urban areas less than 27 percent of the fatal 

crashes occurred on roadways with speed limits of 55 mph or higher. Table 4 and Figure 14 

cover years 1994 to 2003. Note that urban areas in some states have a speed limit up to 75 mph. 

Table 4

Fatal Crashes by Speed Limit 

Rural Urban 

Speed 

Limit Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

<=15 1,355 0.40 

1995 0.63 0.79 1998 569 0.33 2002 0.38 0.51 2003 

20 449 0.18 

2003 0.21 0.23 2001 479 0.26 2000 0.32 0.38 1995 

25 3,518 1.47 

1996 1.64 1.74 1999 12,300 7.55 2000 8.22 8.68 1994 

30 4,979 2.06 

2002 2.32 2.57 1999 18,159 10.52 2002 12.13 15.17 1994 

35 11,057 4.68 

1994 5.14 5.81 2001 27,716 18.18 2003 18.52 18.73 1994 

40 7,848 3.36 

1994 3.65 3.85 1999 17,061 10.89 1994 11.40 12.04 2003 

45 23,238 9.56 

1995 10.80 11.87 2002 24,150 15.10 1994 16.14 16.87 2003 

50 10,168 4.43 

2003 4.73 5.09 1994 8,168 5.27 2003 5.46 5.87 1995 

55 107,457 44.53 

2001 49.99 63.42 1994 25,194 13.64 2003 16.83 23.53 1994 

60 5,485 0.05 

1994 2.55 3.89 2003 3,134 0.02 1995 2.09 3.35 2003 

65 22,827 9.36 

1994 10.62 11.40 2003 10,041 1.75 1994 6.71 8.87 2001 

70 12,766 0.00 

1994 5.94 8.51 2000 2,492 0.00 1994 1.67 2.79 2000 

75+ 3,826 0.00 

1994 1.78 2.50 2003 191 0.00 1994-95 0.13 0.29 2002 

Total 214,973 100% 149,654 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Note: Excludes Speed Limit Unknown 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 14

Fatal Crashes by Speed Limit 

0%

20%

40%

60%

80%

100%

<=15 20 25 30 35 40 45 50 55 60 65 70 75

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

 Note: Excludes Speed Limit Unknown

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

22
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.11 EMS Arrival Comparison

The cumulative distributions of the length of time from the notification of a fatal crash to the 

arrival of the emergency medical services (EMS) for both the rural and urban areas appear in 

Table 5 and Figure 15. The data represent fatal crashes for the period 1994 to 2003. The times 

required for EMS to respond, to rural fatal crashes tend to be somewhat longer than for urban 

fatal crashes. In approximately 55 percent of the rural fatal crashes the times for the emergency 

medical services to arrive, once they have been notified, is not more than 10 minutes. Likewise, 

for approximately 88 percent of the urban fatal crashes, the times for the emergency medical 

services to arrive, once they have been notified, is not more than 10 minutes. The largest 

difference between rural and urban areas in the arrival of EMS occurs for times of 10 minutes 

and less. As can be seen in Table 5, it takes approximately 10 minutes longer in rural areas to 

obtain the same response rate of urban areas. 

Table 5

Cumulative EMS Arrival Time Distribution, Maximum Minutes 

Rural Urban Time Minutes 

Count Mean Percent Count Mean Percent 

10 77,800 55.18 69,917 87.99 

20 126,509 89.72 78,031 98.21 

30 136,665 96.93 78,983 99.40 

40 139,386 98.86 79,239 99.73 

50 140,274 99.49 79,334 99.85 

60 140,596 99.71 79,380 99.90 

61+ 141,000 100% 79,457 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 15

EMS Arrival Comparison 

0%

20%

40%

60%

80%

100%

 10 20 30 40 50 60 61+

Percent of Rural/Urban

RURAL URBAN

 Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

23
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.12 Hit and Run

Less than two percent of the fatal rural crashes from 1994 to 2003 are classified as hit and run, 

where-as 7 percent of the fatal urban crashes from 1994 to 2003 are classified as hit and run; see 

Table 6 and Figure 16. 

Table 6

Hit and Run 

Rural Urban 

Hit and 

Run Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

None 214,786 98.22 

2001 98.28 98.39 1996 143,732 92.92 1994 93.21 93.46 1998 

Hit & 

Run 3,753 1.61 

1996 1.72 1.78 2001 10,467 6.54 1998 6.79 7.08 1994 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 16

Fatal Crashes by Hit and Run 

0%

20%

40%

60%

80%

100%

 None Hit & Run

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

24
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.13 Paved Roads

Almost 4 percent of the fatal rural crashes from 1994 to 2003 occur on unpaved dirt and gravel 

roadways. Less than one half of a percent of the fatal urban crashes from 1994 to 2003 occurred 

on unpaved roads; see Table 7 and Figure 17. 

Table 7

Fatal Crashes on Paved/Unpaved 

Rural Urban Roadway 

Surface 

Type Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Paved 203,892 91.48 

2002 93.30 94.78 1999 147,625 93.23 2003 95.74 96.60 1999 

Unpaved 8,111 3.32 

2001 3.71 4.18 1994 544 0.24 2001 0.35 0.50 1994 

Other & 

Unknown 6,536 1.53 1995 2.99 5.06 2002 6,030 3.05 1999 3.91 6.47 2003 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 17

Fatal Crashes by Road Surface Type 

0%

20%

40%

60%

80%

100%

 Paved Unpaved Other & Unknown

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

25
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.14 Time of Day

Approximately 52 percent of the rural fatal crashes from 1994 to 2003 occurred during the day. 

In this same time frame, just over 46 percent of the urban fatal crashes occurred during the day, 

see Table 8 and Figure 18. Note that Time of Day does not necessarily correspond to “daylight” 

conditions; see Section 3.18, Light Condition, Table 12 and Figure 22 later in this report. 

Table 8

Fatal Crashes by Time of Day 

Rural Urban 

Time of 

Day Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Day 112,851 50.48 

1995 52.27 53.05 2000 70,699 44.24 2002 46.04 47.41 1998 

Night 103,039 46.95 

2000 47.73 49.52 1995 82,861 52.59 1998 53.96 55.76 2002 

Total 215,890 100% 153,560 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Note: Excludes Speed Limit Unknown (Rural - 2,649 and Urban - 639) 

 Day - (6 a.m. – 5:59 p.m.) and Night - (6 p.m. – 5:59 a.m.) 

Figure 18

Fatal Crashes by Time of Day 

0%

20%

40%

60%

80%

100%

Day Night

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

 Note: Exclude Time of Day Unknown (Rural – 2,649 and Urban – 639) 

 Day – (6:00 am – 5:59 pm) and Night – (6:00 pm and 5:59 am) 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

26
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.15 Weekday versus Weekend

Data on the Weekday versus Weekend for the occurrence of fatal crashes has been partitioned by 

weekday and weekend. The weekend begins at 6 p.m. on Friday and ends at 6:00 a.m. on 

Monday. There is a slightly higher portion of fatal crashes on the weekend in rural areas, 42 

percent, than in urban areas, 41 percent. There is a complementary reduction in fatal rural 

weekday crashes, 58 percent, when compared to fatal urban weekday crashes 59 percent; see 

Table 9 and Figure 19. 

Table 9

Fatal Crashes by Weekday versus Weekend 

Rural Urban Weekday 

or 

Weekend Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Weekday 125,799 56.15 

1994 57.76 58.43 1998 90,961 57.99 2003 59.06 59.90 1996 

Weekend 91,994 41.57 

1998 42.24 43.85 1994 63,065 40.10 1996 40.94 42.01 2003 

Total 217,793 100% 154,026 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Note: Excludes Day of Week Unknown (Rural - 746 and Urban - 173) 

 Weekday - (6 a.m. Monday thru 5:59 p.m. Friday) and Weekend - (6 p.m. Friday thru 5:59 a.m. Monday) 

Figure 19

Fatal Crashes by Day of Week 

0%

20%

40%

60%

80%

100%

 Weekday Weekend

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

 Note: Excludes Day of Week Unknown (Rural - 746 and Urban - 173) 

 Weekday - (6 a.m. Monday thru 5:59 p.m. Friday) and Weekend - (6 p.m. Friday thru 5:59 a.m. Monday) 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

27
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.16 Fatalities Per Crash

There is a lower rate of rural fatal crashes involving a single fatality from 1994 to 2003 (89 %) 

than there were urban crashes involving a single fatality (93 %); see Table 10 and Figure 20. 

Table 10

Fatalities Per Crash 

Rural Urban 

Fatalities 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Single 194,171 88.25 

1997 88.85 89.49 2001 143,429 92.81 1996 93.02 93.27 1995 

Multiple 24,368 10.51 

2001 11.15 11.75 1997 10,770 6.73 1995 6.98 7.19 1996 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 20

Fatalities Per Crash 

0%

20%

40%

60%

80%

100%

Single Multiple

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

28
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.17 Roadway Profile

Approximately 3 out of 10 rural fatal crashes occur on a grade, 29 percent, from 1994 to 2003. 

For urban fatal crashes the rate is 18 percent. Rural fatal crashes occurring on level ground have 

a lower rate of occurrence, 65 percent, than similar urban fatal crashes, 78 percent, see Table 11 

and Figure 21. 

Table 11

Fatal Crashes by Roadway Profile 

Rural Urban 

Road 

Type Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Level 143,123 63.94 

1995 65.49 67.03 2001 119,807 75.37 2003 77.70 78.88 2000 

Grade 62,855 26.75 

2002 28.76 30.21 1996 27,363 17.18 2000 17.75 18.58 1999 

Hill 

Crest 7,317 3.09 

2001 3.35 3.70 2002 2,244 1.24 2001 1.45 1.69 2002 

Sag 959 0.30 

2001 0.44 0.51 1994 391 0.19 1996 0.25 0.34 1994 

Other 4,285 1.25 

1999 1.96 2.94 2003 4,394 2.14 1996 2.85 5.74 2003 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 21

Fatal Crashes by Roadway Profile 

0%

20%

40%

60%

80%

100%

Level Grade Hill crest Sag Other

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

29
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

30

3.18 Light Condition

In rural areas, 53 percent of the crashes occur in daylight, while 42 percent are in the dark. In 

urban areas the situation is the opposite, with 46 percent of the crashes occurring in daylight and 

50 percent of the crashes in the dark. Within crashes that occur in the dark, there is a large 

difference between crashes that occur in the dark but with lighted conditions (i.e. streetlamps). 

About 4 percent of the rural crashes occur in the dark but with lighted conditions; however 

almost 32 percent of the urban crashes occur in the dark but with lighted conditions; see Table 12 

and Figure 22. 

Table 12

Fatal Crashes by Light Condition 

Rural Urban 

Light 

Condition Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Daylight 115,353 51.05 

1995 52.78 53.98 2001 70,759 44.42 2002 45.89 47.32 1998 

Dark 82,935 36.77 

2001 37.95 39.95 1995 28,422 18.06 2001 18.43 18.89 1996 

Dark but 

Lighted 9,542 4.07 

2003 4.37 4.73 2000 48,670 30.13 1998 31.56 33.27 2002 

Dawn 4,490 1.83 

1995 2.05 2.24 1994 2,526 1.51 2003 1.64 1.78 2000 

Dusk 5,175 2.09 

2003 2.37 2.55 1995 3,245 1.94 2000 2.10 2.36 1999 

Unknown 1,044 0.34 

1998 0.48 0.79 2003 577 0.16 1994 0.37 1.50 2003 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 22

Fatal Crashes by Light Condition 

0%

20%

40%

60%

80%

100%

Daylight Dark Dark but

lighted

Dawn Dusk Unknown

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

31
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

3.19 Roadway Alignment

From 1994 to 2003 approximately 69 percent of fatal rural crashes occurred on straight roads, 

where-as 83 percent of fatal urban crashes were on straight roads; see Table 13 and Figure 23. 

Table 13

Fatal Crashes by Roadway Alignment 

Rural Urban 

Roadway 

Alignment Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Straight 150,403 67.99 

2002 68.82 69.52 1996 127,706 81.36 2003 82.82 83.63 1995 

Curve 66,991 29.92 

1996 30.66 31.43 2001 25,590 16.01 1995 16.59 17.12 2002 

Unknown 1,145 0.39 

1998 0.52 0.89 2003 903 0.31 1994 0.59 1.93 2003 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 23

Fatal Crashes by Alignment 

0%

20%

40%

60%

80%

100%

Straight Curve Unknown

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

32
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

33

3.20 Manner of Collision

From 1994 to 2003 head-on crashes were more prevalent in rural areas, making up 17 percent of 

all rural fatal crashes. In urban areas, head-on crashes were responsible for 9 percent of all urban 

fatal crashes; see Table 14 and Figure 24. (Note: There were several years when no rear-to-rear 

crashes were reported.) 

Table 14

Fatal Crashes by Manner of Collision 

Rural Urban Manner 

of 

Collision Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

No 

Collision 129,246 57.69 1997 59.14 60.77 2002 90,837 58.14 2000 58.91 59.67 1995 

Rear-End 9,810 3.93 

1995 4.49 4.88 2003 9,160 5.22 1995 5.94 6.41 2000 

Head-On 36,238 12.05 

2002 16.58 18.93 1994 14,031 7.05 2003 9.10 10.04 1996 

Angle 39,124 16.35 

1994 17.90 20.05 2002 36,948 23.50 2001 23.96 24.84 2002 

Sideswipe 3,557 1.31 

1994 1.63 2.20 2002 2,732 1.41 1995 1.77 2.19 2002 

Other * 102 

0.00 

1995 

& 

2000 

0.05 0.22 

2002 84 

0.00 

1996-

1999 

& 

2001 

0.06 0.27 

2002 

Unknown 462 0.13 

2001 0.21 0.38 2003 407 0.07 1998 0.26 1.33 2003 

Total 218,539 100% 154,199 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Note: *Other = Rear-to-Rear, Rear-to-Side, End-Swipes, etc. 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 24

Fatal Crashes by Manner of Collision

0%

20%

40%

60%

80%

100%

No

Collision

Rear-end Head-on Angle Sideswipe Other* Unknown

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

 Note: *Other = Rear-to-Rear, Rear-to-Side, End-Swipes, etc. 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

34
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

35

FATAL 

CRASH 

ANALYSIS 

- 

VEHICLE 

LEVEL 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

36
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.0 FATAL CRASH ANALYSIS - VEHICLE LEVEL 

4.1 Vehicles Involved in Fatal Crashes

From 1994 to 2003 in FARS, there were 327,445 vehicles involved in rural fatal crashes and 

241,569 vehicles involved in urban fatal crashes; see Figure 25. There were approximately 36 

percent more vehicles involved in fatal rural crashes than urban crashes. To compare the effects 

of a factor on vehicles involved in rural versus urban fatal crashes, the portion or percentage that 

have a particular characteristic are compared. 

Figure 25

Vehicle Involved in Fatal Crashes

0

100

200

300

400

Counts in 1000's Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

37
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Displaying the vehicle data on a yearly basis provides a reference for longitudinal considerations. 

The lowest number of vehicles in rural fatal crashes, 30,756, occurred in 1994; the highest 

number of vehicles in rural fatal crashes, 33,729, occurred in 2002. The average number of 

vehicles in rural fatal crashes, from 1994 to 2003 was 32,745 vehicles per year. The lowest 

number of vehicles in urban fatal cases, 23,163, occurred in 1999, the highest number of vehicles 

in urban fatal cases, 25,031, occurred in 1996. The average number of vehicles in urban fatal 

crashes, from 1994 to 2003 was 24,157 vehicles per year; see Figure 26. 

Figure 26

Vehicles involved in Fatal Crashes by Year 

0

10,000

20,000

30,000

40,000

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Counts in Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

38
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.2 Vehicle Involvement Rate

The vehicle involvement rate is the number of vehicles involved in fatal rural/urban crashes 

divided by the rural/urban vehicle miles traveled, for the given time period, see Figures 3 and 4 

for VMT. From 1994 to 2003, the rural rate of vehicle involvement in fatal crashes was 3.2 

vehicles per 100 million miles traveled. The urban vehicle involvement rate was 1.5 per 100 

million miles traveled; see Figure 27. The vehicle involvement rate for fatal crashes has 

generally declined from 1994 to 2003 for both rural and urban crashes. 

Figure 27

Vehicle Involvement Rate 

0.0

1.0

2.0

3.0

4.0

Vehicles Involved Per 100 Million VMT

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 and FHWA, VMT data 1994-2003

Figure 28

Vehicle Involvement Rate by Year

0.0

1.0

2.0

3.0

4.0

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Crashes Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003, FHWA, VMT data 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

39
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.3 Fire Occurrence

The rate of fire occurrence in fatal crashes for vehicles in rural areas, 3 percent, is more than 50 

percent higher than the rate of fire occurrence for vehicles in urban areas, 2 percent; see Table 15 

and Figure 29. However, fire occurrence is a rare event in both rural and urban areas. 

Table 15

Fire Occurrence 

Rural Urban 

Fire 

Occurrence Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

No Fire 316.602 86.48 

2002 96.69 96.94 1997 236,451 97.66 2001 97.88 98.12 1996 

Fire 10,843 3.06 

1997 3.31 3.52 2002 5,118 1.88 1996 2.12 2.34 2001 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1990-2001 

Figure 29

Fire Occurrence

0%

20%

40%

60%

80%

100%

No Fire Fire

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

40
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

41

4.4 Vehicle Role

The vehicle role in fatal crashes from 1994 to 2003, has been partitioned into non-collision, 

striking, struck, both, and unknown in this study. In a multi-vehicle crash each vehicle is 

assigned a vehicle role. For example, with a chain reaction crash involving three vehicles 

traveling on the same roadway in the same direction, the first vehicle stops abruptly. The second 

vehicle strikes the first vehicle in the rear. The third vehicle then strikes the second vehicle in 

the rear. The vehicle role of the first vehicle is struck. The vehicle role of the second vehicle is 

both and the vehicle role of the third vehicle is striking. 

Non-collision shows the greatest difference between rural and urban fatal crashes. Vehicles were 

coded non-collision 8 percent of the time for rural fatal crashes, but only 3 percent of the time for 

urban fatal crashes; see Table16 and Figure 30. 

Table 16

Vehicle Role 

Rural Urban 

Vehicle 

Role Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

NonCollision 27,751 7.94 

1998 8.47 9.01 2002 6,615 2.39 1998 2.74 3.09 2003 

Striking 225,435 59.32 

2003 68.85 72.55 1994 164,180 61.51 2003 67.96 70.39 1994 

Struck 66,168 16.75 

1994 20.21 28.76 2003 59,683 22.71 1995 24.71 29.72 2002 

Both 7,395 1.76 

1997 2.26 2.88 2003 10,245 3.53 1997 4.24 4.71 2003 

Unknown 696 0.06 

1994 0.21 0.40 2003 846 0.14 1995 0.35 1.40 2003 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 30

Vehicle Role 

0%

20%

40%

60%

80%

100%

Non-Collision Striking Struck Both Unknown

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

42
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.5 Rollover

Vehicles involved in fatal crashes in rural areas are more than twice as likely to rollover (24 %), 

than in urban fatal crashes, (10 %). These data are shown in Table 17 and Figure 31. 

Table 17

Rollover 

Rural Urban 

Rollover 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Rollover 78,258 23.14 

1997 23.90 25.13 2002 25,268 9.57 1994 10.46 11.33 2002 

No 

Rollover 249,187 74.87 2002 76.10 76.86 1997 216,301 88.67 2002 89.54 90.43 1994 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 31

Rollover

0%

20%

40%

60%

80%

100%

Rollover No Rollover

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

43
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.6 Trailing Vehicle

This variable applies not only to tractor trailers, but also to boats, cars, and rental-trailer-type 

vehicles, so long as the towed vehicle is attached by a trailer hitch. A vehicle pulled by a rope or 

chain is not counted as a towed vehicle. From 1994 to 2003, 8 percent of the vehicles involved 

in rural fatal crashes were towing a vehicle. In urban areas, 5 percent of the vehicles involved in 

urban fatal crashes were towing another vehicle; see Table 18 and Figure 32. 

Table 18

Trailing Vehicle 

Rural Urban 

Trailing 

Vehicle Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Trailing 27,231 7.79 

1995 8.32 8.75 2000 11,092 4.26 2003 4.59 4.95 1999 

Other 300,214 91.25 

2000 91.68 92.21 1995 230,477 95.05 1999 95.41 95.74 2003 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 32

Trailing Vehicle 

0%

20%

40%

60%

80%

100%

Trailing Other

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

44
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

45

4.7 Vehicle Type

There are noticeable differences among the types of vehicles involved in fatal crashes between 

rural and urban areas. Both light trucks and large trucks were proportionately involved in more 

fatal crashes in rural areas, 37 percent and 10 percent respectively, than in urban areas, 30 

percent and 6 percent respectively. Cars and motorcycles were proportionately involved in fewer 

rural fatal crashes, 47 percent and 4 percent respectively, than urban fatal crashes, 55 percent and 

6 percent; see Table 19 and Figure33. 

Table 19

Vehicle Type 

Rural Urban 

Vehicle Type Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Passenger Car 152,880 41.56 

2003 46.69 51.19 1994 133,585 49.06 2003 55.30 60.18 1994 

Light Trucks 

&Vans 121,962 33.13 

1994 37.25 40.75 2003 72,370 25.50 1994 29.96 33.78 2003 

Large Trucks 31,754 8.99 

1995 9.70 10.12 2000 15,670 5.88 2003 6.48 6.88 1998 

Motorcycles 13,476 3.19 

1996 4.11 5.70 2003 13,497 4.55 1997 5.59 7.36 2003 

Other/Unknown 7,373 1.98 

1995 2.25 2.59 2003 6,447 2.30 1998 2.67 3.93 2003 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 33

Vehicle Type

0%

20%

40%

60%

80%

100%

Passenger Cars Light Trucks &

Vans

Large Trucks Motorcycles Other/Unknown

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

46
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

47

4.8 Vehicle Damage

The damage to vehicles involved in fatal crashes is partitioned into five categories: none, minor, 

moderate, severe, and unknown. Vehicle damage is generally determined by the investigating 

police officer. It is not surprising that most of the vehicles involved in fatal crashes have severe 

vehicle damage. A larger portion of vehicles involved in rural fatal crashes was considered 

severely damaged, 80 percent as compared to severely damaged vehicles in urban fatal crashes, 

64 percent. Vehicles involved in rural fatal crashes were classified with damage at levels of 

none, minor, or moderate of 1 percent, 5 percent, and 12 percent, compared to vehicles involved 

in urban fatal crashes classified with damage at the same levels at 3 percent, 10 percent, and 18 

percent, respectively. These data suggest that rural fatal crashes were more serious, as 

characterized by vehicle damage, than urban fatal crashes; see Table 20 and Figure 34. 

Table 20

Vehicle Damage 

Rural Urban 

Vehicle 

Damage Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

 None 4,231 1.16 

1998 1.29 1.43 1994 7,263 2.67 2002 3.00 3.44 1994 

Minor 16,826 4.77 

1999 5.14 5.49 1996 24,974 9.87 2003 10.34 11.89 1994 

Moderate 40,405 10.96 

2002 12.34 13.34 1997 44,586 17.08 2003 18.46 19.29 1994 

Severe 261,756 78.53 

1996 79.94 81.69 2002 155,759 62.40 1994 64.48 66.26 2002 

Unknown 4,227 1.16 

2001 1.29 1.38 1994 8,987 3.29 2001 3.72 4.61 2003 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 34

Vehicle Damage

0%

20%

40%

60%

80%

100%

None Minor Moderate Severe Unknown

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

48
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.9 Alcohol-Involved Drivers

The blood alcohol concentration (BAC) of drivers involved in fatal crashes appears in Figure 35. 

The distribution was similar for both rural and urban drivers for BAC levels below .11, For 

virtually all levels of BAC above 0.11, the percent of rural drivers with a given BAC exceeded 

the percent of urban drivers with that same BAC level. 

Figure 35

Distribution of Blood Alcohol Concentration of Drivers Involved 

In Fatal Crashes by Location 

0.0

0.2

0.4

0.6

0.8

1.0

1.2

1.4

1.6

0.01 0.05 0.09 0.13 0.17 0.21 0.25 0.29 0.33 0.37 0.41 0.45+

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

49
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.10 License Status

There is a slight difference in the portion of drivers who have a valid drivers license involved in 

fatal crashes in rural areas compared to those involved in fatal crashes in urban areas. Drivers in 

rural areas involved in fatal crashes from 1994 to 2003 had valid licenses 87 percent of the time. 

Drivers involved in fatal crashes in urban areas had valid licenses 84 percent of the time; see 

Table 21 and Figure 36. 

Table 21

License Status 

License Rural Urban 

Status 

for 

Drivers 

Involved 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Valid 286,151 86.58 

1995 87.39 87.99 1997 203,309 82.83 2003 84.16 85.03 1998 

Other 41,294 12.01 

1997 12.61 13.42 1995 38,260 14.97 1998 15.84 17.17 2003 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 36

License Status

0%

20%

40%

60%

80%

100%

Valid Other

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

50
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.11 Vehicle Speeding 

Fatal crash information on speeding is captured using the driver-related factors and violations 

charged. From 1994 to 2003, 22 percent of the vehicles involved in rural fatal crashes were 

identified as speeding. In this same time frame, 18 percent of the vehicles involved in urban 

fatal crashes were identified as speeding; see Table 22 and Figure 37. 

Table 22

Vehicle Speeding 

Rural Urban 

Speeding Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Speeding 71,786 20.73 

2000 21.92 23.28 1995 43,520 17.16 1998 18.02 19.18 2002 

No 

Speeding 255,659 76.72 

1995 78.08 79.27 2000 198,049 80.82 2002 81.98 82.84 1998 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 37

Vehicle Speeding

0%

20%

40%

60%

80%

100%

Speeding Not Speeding

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

51
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.12 Driver Violation Charged

Violations that may be charged in conjunction with the fatal crash include, but are not limited to, 

alcohol, drugs, speeding, reckless driving, or driving without a valid drivers license. From 1994 

to 2003, almost 10 percent of drivers in rural fatal crashes were charged with one or more 

violations, while for drivers involved in urban fatal crashes, the rate was approximately 

13 percent; see Table 23 and Figure 38. 

Table 23 

Driver Violation Charged 

Rural Urban 

Violations 

Charged Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Violation 33,191 8.80 

2001 10.14 11.92 1994 30,211 11.06 2003 12.51 14.25 1994 

None 294,254 88.08 

1994 89.86 91.20 2001 211,358 85.75 1994 87.19 88.94 2003 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 38

Driver Violation Charged

0%

20%

40%

60%

80%

100%

Violation None

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

52
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

4.13 Vehicle Maneuver

The “Vehicle maneuver” refers to the action of the driver just prior to entering a crash situation. 

There are noticeable differences in reported vehicle maneuvers for rural versus urban fatal 

crashes. These differences were found for the maneuvers: going straight, negotiating a curve, 

and making a left turn. The largest difference was found for the maneuver “negotiating a curve.” 

Vehicles involved in rural fatal crashes were negotiating a curve 17 percent of the time just prior 

to entering a crash situation, while vehicles involved in urban fatal crashes were negotiating a 

curve about 7 percent of the time. These data are presented in Table 26 and Figure 40. 

Table 24

Vehicle Maneuver 

Rural Urban 

Vehicle 

Maneuver Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Straight 221,616 66.77 

1998 67.68 68.04 2003 168,959 68.97 2003 69.94 71.67 1995 

Curve 56,489 16.21 

2003 17.25 18.36 1994 17,833 6.65 2003 7.38 7.64 1998 

Left Turn 13,207 3.86 

1995 4.03 4.21 1998 18,775 7.32 1995 7.77 7.99 2000 

Other 36,133 10.15 

1994 11.04 11.67 1998 36,002 13.42 1995 14.91 16.51 2003 

Total 327,445 100% 241,569 100% 

Source: NCSA, NHTSA, FA445RS 1994-2003 

Figure 39

Vehicle Maneuver

0%

20%

40%

60%

80%

100%

Straight Curve Left Turn Other

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

53
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

54
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

55

FATAL 

CRASH 

ANALYSIS 

- 

PERSON 

LEVEL 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

56
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.0 FATAL CRASH ANALYSIS - PERSON LEVEL 

5.1 Persons Involved in Fatal Crashes

From 1994 to 2003 there were 578,755 persons involved in rural fatal crashes and 429,546 

persons in urban fatal crashes; see Figure 40. Persons involved in fatal crashes include but are 

not limited to occupants of vehicles involved in fatal crashes and injured pedestrians or cyclists. 

There were approximately 35 percent more persons involved in rural fatal crashes than urban 

fatal crashes. To examine the effects of variables involved in rural and urban fatal crashes, the 

portion or percentage that have a particular characteristic are compared. 

Figure 40

Persons involved in Fatal Crashes

0

200

400

600

800

Counts in 1000's Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

57
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Displaying the yearly data on persons involved in fatal crashes provides a reference for 

longitudinal considerations. The lowest number of persons involved in rural fatal crashes from 

1994 to 2003, 55,364, occurred in 1994; the highest, 58,641, persons occurred in 2002. The 

average number of persons involved in rural crashes from 1994 to 2003 was 57,876 persons per 

year. The lowest number of persons involved in urban fatal crashes from 1994 to 2003, 41,567, 

occurred in 1999; the highest, 45,221, occurred in 1996. The average number of persons 

involved in urban fatal crashes from 1994 to 2003 was 42,955 individuals per year. 

Figure 41

Persons involved in Fatal Crashes by Year

0

20,000

40,000

60,000

80,000

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Counts in Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

58
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.2 Person Involvement Rate

The person involvement rate is the number of people involved in rural versus urban fatal crashes 

divided by the rural/urban vehicle miles traveled for the given time period. The person 

involvement rate for rural fatal crashes from 1994 to 2003 was 5.6 persons per 100 million VMT. 

Over the same time period, the corresponding rate for urban fatal crashes was 2.7 individuals per 

100 million VMT; see Figure 42. 

Figure 42

Person Involvement Rate 

0.0

2.0

4.0

6.0

8.0

Individual Involved Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003, FHWA, VMT data 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

59
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

The person involvement rate, per 100 million miles driven, has generally declined over the time 

period of the study, 1994 to 2003, for both rural and urban areas; see Figure 43. For rural fatal 

crashes from 1994 to 2003, the lowest person involvement rate of 5.2 per 100 million miles 

driven, occurred in 2002, the highest, 6.1, occurred in 1995. For urban fatal crashes, the lowest 

individual involvement rate, 2.4 per 100 million miles driven, occurred in 2003, the highest, 3.0, 

occurred in 1994. 

Figure 43

Person Involvement Rate by Year

0.0

2.0

4.0

6.0

8.0

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Individual Involved Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003, FHWA, VMT data 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

60
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.3 Deaths in Fatal Crashes

From 1994 to 2003 there were 249,986 deaths in rural fatal crashes and 167,491 deaths in urban 

fatal crashes; see Figure 44. There were approximately 49 percent more deaths in rural fatal 

crashes than urban fatal crashes. 

Figure 44

Deaths in Fatal Crashes

0

100

200

300

Counts in 1000's Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

61
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Displaying the yearly data on deaths in fatal crashes provides a reference for longitudinal 

considerations. The lowest number of deaths attributed to rural fatal crashes from 1994 to 2003, 

23,841, occurred in 1994; the highest, 25,896, occurred in 2002. The average number of deaths 

attributed to rural fatal crashes from 1994 to 2003 was 24,999 deaths per year. The lowest 

number of deaths attributed to urban fatal crashes from 1994 to 2003, 16,058, occurred in 1999; 

the highest, 17,368, occurred in 1996. The average number of deaths attributed to urban fatal 

crashes from 1994 to 2003 was 16,749 deaths per year. See Figure 45. 

Figure 45

Deaths in Fatal Crashes by Year 

0

10,000

20,000

30,000

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Counts in Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

62
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.4 Fatality Rate

The fatality rate is the number of fatalities due to rural/urban fatal crashes divided by the 

rural/urban VMT for the given time period. From 1994 to 2003 the rural fatality rate was 2.4 

fatalities per 100 million VMT. The corresponding urban fatality rate was 1.0 fatalities per 100 

million VMT; see Figure 46. 

Figure 46

Fatality Rate 

0.0

1.0

2.0

3.0

Fatalities Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003, FHWA, VMT data 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

63
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

From 1994 to 2003 the Fatality rate generally declined for both rural and urban areas. The 

lowest fatality rate per 100 million miles vehicle driven in rural fatal crashes from 1994 to 2003, 

2.3, occurred in 2001; the highest, 2.6, occurred in 1994. The lowest fatality rate per 100 million 

vehicle miles driven in urban fatal crashes from 1994 to 2003, 1.0, occurred in 2000; the highest, 

1.2, occurred in 1994. 

Figure 47

Fatality Rate by Year 

0.0

1.0

2.0

3.0

 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Fatalities Per 100 Million VMT

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003, FHWA, VMT data 1994-2003

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

64
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.5 Ejection

Ejection is more prevalent in rural areas than in urban areas. Individuals involved in rural fatal 

crashes from 1994 to 2003 were ejected approximately 17 percent of the time. Individuals 

involved in urban fatal crashes from 1994 to 2003 were ejected approximately 8 percent of the 

time, i.e., the ejection rate for rural crashes is more than twice the ejection rate for urban crashes; 

see Table 25 and Figure 48. Five percent of the ejected individuals were belted in both rural and 

urban area. 

Table 25 

Ejection 

Rural Urban 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

65

Ejection Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

14.97 16.07 7.11 7.96 Ejected 90,704 16.67 32,399 7.54 2003 1995 2003 2001 

83.93 

1995 84.33 85.03 Other 488,051 2003 397,147 92.04 2001 92.56 92.89 

Total 578,755 100% 429,546 100% 2003 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 48

Ejection 

0%

20%

40%

60%

80%

100%

Ejected Other

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.6 Extrication

Individuals in fatal crashes are recorded as extricated if equipment was used to remove them 

from the vehicle, i.e., mechanical means are used to remove the people. From 1994 to 2003, 10 

percent of the individuals involved in rural fatal crashes were extricated. During this same time 

period approximately 7 percent of the individuals involved in urban fatal crashes were extricated; 

see Table 26 and Figure 49. 

Table 26 

Extricated 

Rural Urban 

Extrication 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Extricated 59,631 7.88 

1995 10.30 12.33 2002 28,806 5.39 1995 6.71 8.25 2003 

Other 519,124 87.67 

2002 89.70 92.12 1995 400,740 91.75 2003 93.29 94.61 1995 

Total 578,755 100% 429,546 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

Figure 49

Extricated 

0%

20%

40%

60%

80%

100%

Extricated Other

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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5.7 Restraint Use

Reported proper restraint use appears to be similar for all people involved in rural and urban fatal 

crashes. For the purposes of this study, restraint use was partitioned into seven levels: belted, 

child safety seat, helmet, restraint not used, restraint use unknown, improper use of restraints, 

and unknown. The average reported proper restraint use for fatal crashes for the period 1994 to 

2003 is about 43 percent. Just under 47 percent of rural people involved in fatal crashes were not 

restrained, compared to about 40 percent in urban areas; see Table 27 and Figure 50. 

Table 27 

Restraint Use 

Rural Urban 

Restraint 

Use Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Belted 234,306 33.71 

1994 40.48 46.88 2003 171,550 32.61 1994 39.94 45.59 2003 

Child Safety 

Seat 8,438 1.16 

1995 1.46 1.87 2003 5,166 0.93 1994 1.20 1.58 2003 

Helmet 8,829 1.17 

1996 1.53 2.16 2003 8,265 1.58 1998 1.92 2.49 2003 

Restraint 

Not Used 269,497 40.82 2003 46.56 51.55 1994 170,198 35.26 2003 39.62 43.83 1994 

Restraint 

Use 

Unknown 

17,161 1.61 

2003 2.96 5.32 1994 21,877 2.68 2003 5.09 8.01 1994 

Improper 

Use of 

Restraints 

1,428 0.19 

1995 0.25 0.29 2003 968 0.14 1994 0.23 0.29 2001 

Unknown 39,096 6.35 

2002 6.76 7.21 1996 51,522 10.92 2002 12.00 12.66 1994 

Total 578,755 100% 429,546 100% 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 50

Restraint Use 

0%

20%

40%

60%

80%

100%

Belted Child

Safety Seat

Helment Restraint

Not Used

Restraint

Used

Unknown

Improper

Use of

Restraints

Unknown

Percent of Rural/Urban

Rural Urban

Source: NCSA, NHTSA, FARS 1994-2003 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.8 Hospital (Taken to)

A slightly larger portion of individuals involved in fatal crashes was taken to hospitals in rural 

areas, 55 percent, compared to urban areas, 52 percent. Almost twice the portion, 4 percent, of 

individuals involved in rural fatal crashes died at the scene compared to 2 percent who died at 

the scene in urban fatal crashes in 1999-2000; see Table 28 and Figure 51. 

Table 28 

Hospital (Taken to) 

Rural Urban Hospital 

(Taken 

to) Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

No* 250,499 40.82 

1994 43.28 46.98 2003 194,016 43.24 1995 45.17 48.56 2006 

Yes* 318,051 51.65 

2003 54.96 56.94 1995 225,148 49.38 2003 52.41 54.50 1997 

Unknown 10,205 1.36 

2003 1.76 2.75 1994 10,382 1.72 2001 2.42 3.85 1994 

Total 578,755 100% 429,546 100% 

Source: NCSA, NHTSA, FARS 1994-2003 

* No for 1999-2000 include Died at the Scene and Yes for 1999-2000 include Died En Route 

Figure 51

Hospital (Taken to)

0%

20%

40%

60%

80%

100%

No Yes Unknown

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

 *1999-2000 only 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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5.9 Individual Location and Person Type

From 1994 to 2003, less than 4 percent of the individuals involved in rural fatal crashes were 

non-occupants. During this same period, almost 11 percent of the individuals involved in urban 

fatal crashes were non-occupants. More than 40 percent of the individuals involved in rural fatal 

crashes were passengers. During this same period, over 33 percent of the individuals involved in 

urban fatal crashes were passengers. Almost 3 percent of the individuals involved in rural fatal 

crashes were pedestrians. The corresponding result for pedestrians in urban fatal crashes is 

slightly over 9 percent; see Table 29 and Figure 52 - 53. 

Table 29 

Individual Location 

Rural Urban 

Location 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Vehicle 

Occupants 

 Drivers 325,809 55.04 

1995 56.29 57.86 2003 239,839 54.90 1995 55.84 56.92 2003 

 

Passengers 231,560 40.85 

1995 40.01 38.92 2003 143,160 34.21 1996 33.33 32.63 2003 

 Subtotal 557,369 96.30 382,999 89.17 

Nonoccupants 

 

Pedestrian 16,582 2.56 

2003 2.87 3.19 1995 39,148 8.69 2001 9.11 9.82 1994 

 Cyclist 2,743 0.36 

2003 0.47 0.59 1994 4,988 1.03 2003 1.16 1.27 1995 

 Other 2,061 0.26 

2002 0.36 0.345 1997 2,411 0.40 2001 0.56 0.81 1999 

 Subtotal 21,386 3.70 46,547 10.83 

Total 578,755 100% 429,546 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 52 

Individual Location 

0%

20%

40%

60%

80%

100%

Vehicle Occupants Non-occupants

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

Figure 53

Person Type

0%

20%

40%

60%

80%

100%

Driver Passenger Pedestrain Cyclist Other

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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5.10 Injury Severity

To be included in the national census of fatal crashes, a crash must result in the death of at least 

one vehicle occupant or non-motorist within 30 days of the crash. As a result, data is captured 

for other vehicle occupants or non-motorists who were not fatally injured. From 1994 to 2003, 

less than half of all individuals involved in fatal crashes were fatally injured. More than 15 

percent of the individuals involved in rural fatal crashes were not injured, compared to 25 

percent of the individuals involved in urban fatal crashes. In general the injury severity level rate 

was higher in rural areas than in urban areas. In particular for non-incapacitating injuries, 

incapacitating injuries, and fatal injuries the rate was always higher for rural crashes than for 

urban crashes; see Table 30 and Figure 54. 

Table 30 

Injury Severity 

Rural Urban 

Injury 

Severity Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

Count 

Lowest 

Yearly 

Percent 

Mean 

Percent 

Highest 

Yearly 

Percent 

None 90,174 15.09 

1995 15.58 16.01 2003 109,765 25.06 1997 25.55 26.21 2003 

Possible 44,239 7.09 

1995 7.65 8.44 2003 37,699 8.48 1994 8.78 9.09 2003 

Nonincapacitating 84,738 13.97 

1994 14.64 15.15 1999 53,559 12.22 1994 12.47 12.76 1999 

Incapacitating 106,142 16.05 

2003 18.34 20.02 1994 54,884 10.82 2003 12.78 13.93 1995 

Fatal 249,986 42.47 

1996 43.19 43.91 2003 167,491 38.41 1996 38.99 39.74 2003 

Other 3,476 0.52 

2002 0.60 0.67 1995 6,148 1.27 1997 1.43 1.66 2001 

Total 578,755 100% 429,546 100% 

Source: NCSA, NHTSA, FARS 1994-2003 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

Figure 54

Injury Severity

0%

20%

40%

60%

80%

100%

None

Possible

Nonincapacitating

Incapacitating

Fatal

Other

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

5.11 Age of Fatally Injured Persons and Survivors

For both rural and urban fatal crashes, the distribution of the age of fatally injured persons 

including non-occupants appears to be similar. For fatalities in rural fatal crashes, the high of 

3.46 percent occurs at age 18; for fatalities in urban fatal crashes, the high of 2.79 percent occurs 

at age 21. Figure 55 graphs the percentage of all crash fatalities by age, from 1994 to 2003. The 

general pattern holds for all years. The age distribution of survivors of a fatal crash is similar; 

see Figures 55 and 56. 

Figure 55

Fatalities by Individual’s Age

0%

1%

2%

3%

4%

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

Figure 56

Survivors by Individual’s Age

0%

1%

2%

3%

4%

0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100

Percent of Rural/Urban

Rural Urban

 Source: NCSA, NHTSA, FARS 1994-2003 

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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GLOSSARY 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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10.0 Glossary 

Age: The age of an individual in crash as recorded. 

Crash: An event that produces injury and/or property damage, involves a motor vehicle in 

transport, and occurs on a trafficway or while the vehicle is still in motion after running off the 

trafficway. 

Crash Severity:

1. Fatal Crash: A police-reported crash involving a motor vehicle in transport on a trafficway 

in which at least one person dies within 30 days of the crash. 

2. Injury Crash: A police-reported crash that involved a motor vehicle in transport on a 

trafficway in which no one died but at least one person was reported to have: (1) an 

incapacitating injury; (2) a visible but not incapacitating injury; (3) a possible, not visible 

injury; or (4) an injury of unknown severity. 

3. Property-Damage-Only Crash: A police-reported crash involving a motor vehicle in 

transport on a trafficway in which no one involved in the crash suffered any injuries. 

Day of Week: This variable is treated as a dichotomous variable. 

1. Weekday: From 6 a.m. Monday to 5:59 p.m. Friday. 

2. Weekend: From 6 p.m. Friday to 5:59 a.m. Monday. 

Deaths in Fatal Crashes: The number of deaths that can be attributed to a qualifying crash that 

occurred within 30 days of the crash. 

Death Rate: All qualifying deaths in fatal crashes in FARS for the given time period, divided 

by the corresponding number of vehicle miles traveled, VMT. This rate is reported as the 

number of deaths per 100 million vehicle miles traveled. 

Drinking Driver: This variable is coded as drinking if there is evidence, within the police 

accident report, that the driver had been drinking. 

Driver Violation Charged: This variable is coded if the driver is charged with a violation. 

Violations that may be charged include, but are not limited to, DWI, drugs, speeding, reckless 

driving, or driving without a valid drivers license. 

Ejection: Ejection refers to individuals being completely or partially thrown from a 

compartment of a vehicle during the course of a crash. Ejection is not applicable to persons 

riding on the exterior of a vehicle, to motorcycle occupants, or to non-motorists. Exterior of 

vehicles includes running boards, roofs, fenders and bumpers, but not the bed of pickup trucks. 

Extrication: Extrication refers to the use of equipment or other force to remove one or more 

persons from a vehicle, i.e., more than just lifting or carrying an individual out of the wreckage. 

Fatal Crash Rate: The number of FARS crashes, for a given time period, divided by the 

corresponding vehicle miles traveled, VMT. This rate is reported as the number of crashes per 

100 million vehicle miles traveled. 
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Fatalities per Crash: This variable is treated as a dichotomous variable, i.e., two levels. The 

levels of this variable are a single fatality and multiple fatalities. 

Fire Occurrence: If a vehicle involved in the crash were also involved in a fire. 

Hit and Run: A dichotomous variable, i.e., two levels, either the crash involved a case of hit and 

run or it did not. 

Individual Location: This variable divides the population as inside a vehicle or not. 

1. Vehicle Occupants: Any person who is in or upon a motor vehicle in transport. 

Includes the driver, passengers, and people riding on the exterior of a motor vehicle. 

2. Non-occupants: Any person who is not an occupant of a motor vehicle in transport and 

includes the pedestrians, pedalcyclist, occupants of parked motor vehicles and others 

such as joggers, skateboard riders, people riding on animals, and people riding in animaldrawn conveyances. 

Individuals Involved in Fatal Crashes: All individuals involved in fatal crashes recorded in 

FARS, including occupants of involved vehicles, pedestrians, and cyclists. 

Individual Involvement Rate: The number of individuals involved in fatal crashes for the 

given time period, divided by the corresponding number of vehicle miles traveled, VMT. This 

rate is reported as the number of individuals involved per 100 million vehicle miles traveled. 

Injury Severity: This variable is partitioned into six levels: 

1. None: No injury indicates there is no reason to believe the person received bodily harm 

from the motor vehicle crash. 

2. Possible: No visible signs of injury but complaint of pain or momentary 

unconsciousness. 

3. Nonincapacitating: Any visible injuries such as bruises, abrasions, limping, etc. 

4. Incapacitating: Any visible signs of injury from the crash and the person had to be 

carried from the scene. 

5. Fatal: Any injury sustained in the motor vehicle crash that results in death within 30 

days. 

6. Other: Injured, Severity Unknown, Died Prior to Accident, and Unknown 

License Status: This variable is coded valid if the driver of the vehicle had a valid driver license 

for the type of vehicle driven. 

Manner of Collision: 

1. Angle: Collisions which are not head-on, rear-end, rear-to-rear, or sideswipe. 

2. Head-on: Refers to a collision where the front end of one vehicle collides with the frontend of another vehicle while the two vehicles are traveling in opposite directions 

3. Other: Collisions which are rear-end, rear-to-rear, or sideswipe. 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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Person Type: 

1. Driver: An occupant of a vehicle who is in physical control of a motor vehicle in 

transport, or for an out-of-control vehicle, an occupant who was in control until control 

was lost. 

2. Passenger: Any occupant of a motor vehicle who is not a driver. 

3. Pedestrian: Any person not in or upon a motor vehicle or other vehicle. 

4. Cyclist: A person on a vehicle that is powered solely by pedals. 

5. Other: Including occupant of a motor vehicle not in transport, occupant of a non motor 

vehicle transport device, unknown occupant type in a motor vehicle in transport, 

unknown type of non motorist and unknown. 

Paved/Unpaved Roads: Roadway surface type partitions roadways into paved roads, which 

consist of concrete, blacktop, etc., or unpaved roads of gravel, stone, or dirt. 

Probability of EMS arrival: The probability that the emergency medical services have arrived 

at the scene of the crash within the specified time. The time is calculated from the time of 

notification of the crash to the time of EMS arrival. This is a cumulative probability distribution 

and the results are reported as a percentage. 

Restraint Use: The occupant’s use of available vehicle restraints including lap belt, shoulder 

belt, or automatic belt. 

1. Belted: Including shoulder belt, lap belt, and automatic belt. 

2. Child SS: Child Safety Seat 

3. Helmet: Including motorcycle helmet 

4. Other: Type unknown or other including other helmet or unknown restraint used 

Road type: The roadways are classified: 

1. Interstate: Limited access divided facilities of at least four lanes designated by the 

Federal Highway Administration as part of the Interstate System. 

2. Principal Arterial: All urban principal arterial with limited control of access not on the 

Interstate system. Major streets or highways, many with multi-lane or freeway design, 

serving high-volume traffic corridor movements that connect major generators of travel. 

3. Minor Arterial: Streets and highways linking cities and larger towns in rural areas in 

distributing trips to small geographic areas in urban areas (not penetrating identifiable 

neighborhoods). 

4. Collector: In rural areas, routes serving intra-county, rather than statewide travel. In 

urban areas, streets providing direct access to neighborhoods as well as direct access to 

arterials. 

5. Local: Streets and roads whose primary purpose is feeding higher order systems, 

providing direct access with little or no through traffic. 

6. Unknown: 

Roadway Profile: This variable has five categories, level, grade, crest, sag, and other. 

Rollover: Rollover is defined as any vehicle rotation of 90 degrees or more about any true 

longitudinal or lateral axis. Includes rollovers occurring as a first harmful event or subsequent 

event. 
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Speed limit: The posted speed limit in mph. 

Time of Day: 

1. Day: From 6 a.m. to 5:59 p.m. 

2. Night: From 6 p.m. to 5:59 a.m. 

Trailing Vehicle: This variable applies to vehicles that are being towed by a trailer hitch. It 

does not apply to vehicles that are pulled by a rope or chain. 

Vehicle Damage: This variable, sometimes called extent of deformation, has been partitioned 

into five levels: none, minor, moderate, severe, and unknown. If the police accident report 

indicates that the vehicle was “totaled,”, but the vehicle was driven away, then the damage is 

considered moderate. If the police accident report indicates that the vehicle was “totaled” and 

the vehicle was towed away, then damage is considered severe. 

Vehicles Involved in Crashes: The number of vehicles involved in crashes as recorded in the 

database. The data are reported as totals by year. 

Vehicle Involvement Rate: The number of vehicles involved in crashes for the given time 

period, divided by the corresponding number of vehicle miles traveled, VMT. This rate is 

reported as the number of vehicles involved in fatal crashes per 100 million vehicle miles 

traveled. 

Vehicle Maneuver: This variable refers to the action of the driver just prior to entering the fatal 

crash situation. This is not a crash avoidance maneuver. The data have been partitioned into 

four levels, going straight, negotiating a curve, making a left turn, and other. 

Vehicle Miles Traveled, VMT: The number of miles traveled by vehicles on public roadways. 

The Federal Highway Administration provides these data. 

Vehicle Role: For the purpose of this study the “vehicle role” has been partitioned into five 

levels: no collision, striking, struck, both and unknown. 

Vehicle Speeding: These codes are part of the driver related factors and violations charged. 

This variable is coded as driving too fast for conditions, in excess of posted speed limit, racing 

speeding (above the speed limit), speed greater than reasonable and prudent (Not necessarily 

over the limit), exceeding special speed limit (e.g., for trucks, buses, cycles, or on bridge, in 

school zone, etc.), energy speed (exceeding 55 mph, non-pointable), or speed related violations 

generally. 

Vehicle Type: A series of motor vehicle body types that have been grouped together because of 

the design similarities. The principal vehicle types used in this report are passenger car, light 

truck including SUVs, large truck, motorcycle, and other vehicle. 

Passenger Cars: Motor vehicles used primarily for carrying passengers, including 

convertibles, sedans, and station wagons. 
Contrasting Attributes Between Rural and Urban Crashes 1994-2003

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Light Trucks and Vans: Trucks of 10,000 pounds gross vehicle weight rating or less, 

including pickups, SUVs, vans, truck-based station wagons, and utility vehicles. 

Large Trucks: Trucks over 10,000 pounds gross vehicle weight rating, including single-unit 

trucks, combination trucks and tractors (cab only or with any number of trailing units; any 

weight). 

Motorcycles: A two- or three-wheeled motor vehicle designed to transport one or two 

people, including motorscooters, minibikes, and mopeds. 

Other/Unknown: Consists of the following types of vehicles: 

1. Bus (large motor vehicles used to carry more than 10 passengers, including school 

buses, inter city buses, and transit buses) 

2. Large limousine (more than four side doors or stretched chassis) 

3. Three-wheel automobile or automobile derivative 

4. Van-based motorhome 

5. Light-truck-based motorhome (chassis-mounted) 

6. Large-truck-based motorhome 

7. ATV (all-terrain vehicle, including dune/swamp buggy) and ATC (all-terrain cycle) 

8. Snowmobile 

9. Farm equipment other than trucks 

10. Construction equipment other than trucks (includes graders) 

11. Other type vehicle (includes go-cart, fork lift, city streetsweeper) 

12. Unknown. 

Year: The calendar year in which the crash occurred. 
DOT HS 809 896

December 2005