DOT HS 810 682 February 2007

Analysis of Fatal Motor Vehicle Traffic 

Crashes and Fatalities at 

Intersections, 1997 to 2004

This document is available to the public from the National Technical Information Service, Springfield, Virginia 22161

Published by NHTSA’s 

National Center for Statistics and Analysis
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 authors 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 

products or manufacturers. 

Acknowledgement: 

The work in this report builds upon the pioneering work of Barry Eisemann in creating geocoded FARS 

data, and the work of Majka, Blatt, and Flanigan, researchers at the Center for Transportation Injury 

Research (CenTIR) on analyzing Geocoded FARS data (see Majka et. al., 2006). An outgrowth of their 

work was that the need and feasibility became clear for a more comprehensive analysis of fatal 

intersection crashes. 

As a result, NCSA began to work on the intersection safety problem. Rajesh Subramanian created the 

Geocoded Intersection Safety Analysis Tool (GISAT) that provided aerial images (where available from 

Google Earth and Local Live) for each of ~30,000 geocoded fatal crash locations for the years 2001-2004. 

This is a subset of the Highway Infrastructure Safety Analysis Tool (HISAT) that adds the aerial images 

of all roadway locations, as available, for all ~130,000 geocoded fatal crash locations in FARS since 

2001. These tools permit a wide variety of safety analyses to be performed by safety researchers in the 

future. Illustrative examples are shown in Appendix 4. Aerial Images have not been presented due to 

copyright restrictions. However, web links to the images have been provided. 
Technical Report Documentation Page 

1. Report No.

DOT HS 810 682 

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

5. Report Date 

February 2007 

4. Title and Subtitle

Analysis of Fatal Motor Vehicle Traffic Crashes and 

Fatalities at Intersections, 1997 to 2004 6. Performing Organization Code 

NPO-121 

7. Author(s)

Rajesh Subramanian and Louis Lombardo 

8. Performing Organization Report No.

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

Mathematical Analysis Division, Office of Traffic Records and Analysis 

National Center for Statistics and Analysis 

National Highway Traffic Safety Administration 

U.S. Department of Transportation 

NPO-121, 400 Seventh Street SW. 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, Office of Traffic Records and Analysis 

National Center for Statistics and Analysis 

National Highway Traffic Safety Administration 

U.S. Department of Transportation 

NPO-121, 400 Seventh Street SW., Washington, DC 20590

14. Sponsoring Agency Code

15.Supplementary Notes 

Rajesh Subramanian is a mathematical statistician with the Math Analysis Division. At the time of this study, he was a researcher 

employed by URC Enterprises, Inc., working with the Mathematical Analysis Division. Lou Lombardo is a physical scientist with 

the Office of Vehicle Safety Research. 

16. Abstract

This report aims to characterize the drivers, infrastructure, and environment associated with fatal motor vehicle traffic 

crashes that occur at roadway intersections in the United States. Trends of these characteristics have been presented for 

the eight-year period from 1997 to 2004, the latest year for which such data was available at the time of this analysis. 

Of particular interest are the type and condition of traffic control devices present at the intersection, potential driver and 

environment-related contributing factors, as well as violations that were charged to the drivers involved in the crashes. 

Although fatal crashes represent a small proportion of all motor vehicle traffic crashes, they cause considerable 

emotional and economic trauma to surviving family members and economic losses to society. In 2004, about 9,400 

people were fatally injured in motor vehicle traffic crashes that occurred at intersections or were intersection-related. 

This represents slightly more than 20 percent of all fatalities that occurred in motor vehicle traffic crashes in the United 

States.

17. Key Words 

Intersections, Fatal Crashes, Motor Vehicle, 

Violations 

18. Distribution Statement

Document is available to the public through the National 

Technical Information Service, 

Springfield, VA 22161

19. Security Classif. (of this report)

 Unclassified 

20. Security Classif. (of this page)

 Unclassified 

21. No of Pages

121 

22. Price

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

______________________________________________________________________________ 

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

Table of Contents 

Executive Summary....................................................................................................................................1

1. Introduction .............................................................................................................................................8

2. Overview of Fatal Intersection Crashes, 1997-2004 ..........................................................................11

3. Intersection Crashes by State at Signal/Stop-Sign-Controlled Intersections ................................16

4. Characteristics of Crashes at Signal/Stop-Sign-Controlled Intersections .....................................22

4.1 Violations Overview..........................................................................................................................................27 

5. Two-Vehicle Fatal Crashes at Intersections Controlled by Signals/Stop Signs.............................33

5.1 Crash Characteristics of Fatal, Two-Vehicle Intersection Crashes...................................................................36 

5.2 Vehicle Characteristics in Fatal, Two-Vehicle Intersection Crashes ................................................................58 

5.3 Driver Characteristics in Fatal, Two-Vehicle Intersection Crashes ..................................................................73 

5.4 Person Characteristics in Fatal, Two-Vehicle Intersection Crashes..................................................................90 

6. Crashes at Intersections With No Traffic Control Devices...............................................................91

7. Conclusions...........................................................................................................................................97

8. References.............................................................................................................................................98

Glossary.....................................................................................................................................................99

Appendix 1: SAS Algorithm to Derive Crash Scenarios.....................................................................102

Appendix 2: Needed Enhancements to Variables in Future FARS to Improve Intersection Safety 

Analysis....................................................................................................................................................109

Appendix 3: Crash Populations Addressed by CICAS-V, CICAS-SLTA, and CICAS-SSA Based on 

Violations Coded and Pre-Crash Scenarios.............................................................................................1

Appendix 4: GISAT (GIS Intersection Safety Tool)..................................................................................2

 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 1

Executive Summary 

This technical report provides an analysis of fatal motor vehicle traffic crashes at intersections. 

The research in this report is intended to support the U.S. Department of Transportation 

Cooperative Intersection Collision Avoidance Systems (CICAS) program with a descriptive 

analysis of infrastructure-, driver-, and vehicle-related factors in fatal motor vehicle crashes at 

intersections. The scope of the analysis in this report is to present univariate distributions of 

crash attributes. Multivariate analyses of crash attributes are beyond the scope of this report and 

will be taken up in future research activities. 

Intelligent intersection systems offer a significant opportunity to improve safety by enhancing 

driver decision-making at intersections that will help drivers avoid crashes. Intersection collision 

avoidance systems use both vehicle-based and infrastructure-based technologies to help drivers 

approaching an intersection understand the state of activities within that intersection. 

Cooperative intersection collision avoidance systems (CICAS) have the potential to warn drivers 

about likely violations of traffic control devices and to help them maneuver through cross traffic. 

Eventually, CICAS technologies may also be used to inform other drivers (i.e., potential victims) 

about impending violations as well as identify pedestrians and cyclists within an intersection. 

There are three major program areas currently being implemented under CICAS, namely, 

CICAS-Violation (CICAS-V) for violations of traffic signals and stop signs, CICAS-Signalized 

Left Turn Assist (CICAS-SLTA) for assisting left turns at signalized intersections, and CICASStop Sign Assist (CICAS-SSA) for providing vehicle gap assessment assistance at stop-signcontrolled intersections. One of the objectives of this report is to identify fatal crash populations 

under each of these scenarios and vehicle-, driver-, and infrastructure-related factors in these 

crashes. It should be noted that the CICAS program is not just about preventing fatal crashes. 

CICAS is also investigating the crash population and characteristics of non-fatal intersection 

crashes. 

Fatalities in crashes occurring at intersections account for slightly more than 20 percent of all 

motor vehicle traffic fatalities in the United States every year. Of particular interest in this report 

were crashes that involved at least one driver who violated a traffic control device or failed to 

yield properly at a traffic control device (Figure 3, Page 11). 

Two-vehicle crashes that comprise a majority of the multiple-vehicle crashes thought to be 

applicable under CICAS countermeasures were analyzed in this report. In the period between 

1997 and 2004, there were 800 fatalities on average each year in two-vehicle crashes that 

involved at least one driver who ran a red light. Correspondingly, there were 1,336 fatalities on 

average each year in two-vehicle crashes at stop signs that involved at least one driver who ran a 

stop sign (Table 16, Page 34). 

Older drivers (65 and older) were involved more in fatal crashes occurring at intersections as 

compared to those that occurred at non-intersection areas. In fact, 31 percent of all fatal crashes 

occurring at intersections involved at least one older driver as compared to 13 percent of all 

crashes occurring at non-intersection areas (Figure 18, Page 72). Also, older drivers were shown to 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 2

have a higher involvement in fatal, two-vehicle intersection crashes as compared to drivers of all 

other ages (Table 49, Page 73). In particular, the older drivers were more involved in failure-to-yield 

crashes at both traffic signals and stop signs. The failure-to-yield scenarios imply that after these 

drivers properly obeyed the traffic control device, i.e., they stopped at a traffic signal or a stop 

sign, they did not yield to another vehicle that had the right-of-way. The vehicles driven by the 

older drivers were predominantly turning left at traffic signals and were struck by an oncoming 

vehicle on the passenger side. At stop signs, the vehicles driven by the older drivers were either 

proceeding straight or turning left at the intersection when an approaching vehicle on the driver 

side struck them. A majority of the occupant fatalities in these two vehicle crashes occurred to 

the older people (drivers and passengers). A large proportion of the crashes involving the older 

drivers occur during non-rush, daytime hours (9 a.m. to 3 p.m.) (Table 55, Page 80). 

On an average each year about 2,982 fatalities, about 31 percent, occur in crashes at intersections 

controlled by traffic signals; 3,643 fatalities, about 38 percent, occur at intersections controlled 

by stop signs and 2,593 fatalities, or about 27 percent, occur at intersections with no traffic 

control devices (Table 2, Page 12). 

About 7,964 fatalities on an average each year, or 84 percent, occurred within the limits of the 

intersection while the remaining 1,557 fatalities were intersection-related, i.e., they occurred on 

the approach to or an exit from an intersection and the actions of the vehicles were related to the 

movement through the intersection (Table 2, Page 12). 

About 84 percent of the fatalities in intersections controlled by traffic signals occurred in urban 

areas as compared with 37 percent of the fatalities in intersections controlled by stop signs that 

occurred in urban areas (Table 4, page 15). 

In the period between 1997 through 2004, the highest number of fatal crashes at intersections 

controlled by traffic signals in a State was 2,521 crashes in California, followed by 2,483 crashes 

in Florida. The highest number of fatal crashes occurring at intersections controlled by stop 

signs in a State was 2,137 crashes in Texas followed by Florida with 2,112 crashes (Table 5, Page 

17). 

Fatal crashes at signal-controlled intersections accounted for about 25 percent of all fatal crashes 

in the District of Columbia followed by New York (16%), Delaware (15%), Arizona, Florida, 

and Nevada each at 11 percent. Arkansas, Mississippi, Montana, and Vermont had the lowest 

percentage (1%) represented by such crashes. Fatal crashes at stop-sign-controlled intersections 

accounted for 14 percent of all fatal crashes in Minnesota and Wisconsin – the highest 

percentage among the States. In Alaska, New Hampshire, and Wyoming, only 3 percent of all 

fatal crashes occurred at intersections controlled by stop signs – the lowest such percentage 

among the States (Table 5, Page 17). 

At traffic signals, on an average, each year, about 2,126 fatalities, or about 78 percent of the 

fatalities, occurred to vehicle occupants while the remaining occurred to nonoccupants 

(pedestrians, pedalcyclists, etc.). At stop signs 3,463 fatalities, or about 95 percent of the 

fatalities, occurred to occupants of vehicles (Table 7, Page 23). 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 3

On an average each year, there were 5,589 fatalities to occupants of vehicles and 794 fatalities to 

nonoccupants in intersections controlled by traffic signals and stop signs (Table 7, Page 23). 

Of the 794 fatalities to nonoccupants at intersections controlled by stop signs and traffic signals, 

613, or about 77 percent, occurred in intersections controlled by traffic signals (Table 7, Page 23). 

Single-vehicle crashes either involve a nonoccupant fatality or a fatality to an occupant of a 

vehicle that hit a fixed object at the intersection like a tree, embankment, curb, etc. CICAS 

technology may be effective in addressing only a portion of single-vehicle crashes such as those 

swerving to avoid a pedestrian, etc. While CICAS may have an effect on these crashes, CICAS 

primarily targets multiple-vehicle crossing-path crashes. Multiple-vehicle crashes, especially 

two-vehicle crashes, were hence analyzed in greater detail. In fact, close to 90 percent of all 

multiple-vehicle crashes were two-vehicle crashes. 

Two-vehicle crashes were organized into failure-to-obey crashes and failure-to-yield crashes for 

both traffic signals and stop signs. Failure-to-yield violations are less egregious violations than 

failure-to-obey violations, in that these scenarios result after obeying a traffic control but not 

yielding the right-of-way. Failure-to-obey crashes at traffic signals represent a running-the-redlight scenario that are addressed by CICAS-V. Failure-to-yield crashes at traffic signals are 

usually left-turn-into-oncoming-vehicle scenarios that will be addressed by CICAS-SLTA. 

Failure-to-obey crashes at stop signs are violations of stop sign rules intended to be covered 

under CICAS-V. Failure-to-yield crashes at stop signs are addressed by CICAS-SSA. 

On average each year, there are 1,578 fatalities in two-vehicle crashes in intersections controlled 

by traffic signals. About 800, or 51 percent, had a coded failure-to-obey violation, i.e., these 

crashes involved a driver who ran a red light. About 460, or 29 percent, were failure-to-yield 

crashes, i.e., one of the involved drivers failed to yield the right-of-way at a traffic signal (Table 16, 

Page 34). 

In intersections controlled by stop signs, an average of 2,967 fatalities occurred each year with 

1,336, or about 45 percent, in failure-to-obey crashes and 1,430, or about 48 percent occurring in 

failure-to-yield crashes (Table 16, Page 34). 

In intersections controlled by traffic signals, 43 percent of the crashes were Straight Crossing 

Path (SCP) crashes while 31 percent were Left Turn Across Path/Opposite Direction (LTAP/OD) 

crashes. In failure-to-obey crashes, about 65 percent were SCP crashes. In failure-to-yield 

crashes about 69 percent were LTAP/OD crashes (Table 18, Page 37). 

For stop signs, 70 percent of the crashes were Straight Crossing Path crashes while 18 percent 

were Left Turn Across Path/Lateral Direction (LTAP/LD) crashes. In failure-to-obey crashes, 

about 84 percent were SCP crashes. In failure-to-yield crashes about 61 percent were SCP 

crashes while 26 percent were Left Turn Across Path/Lateral Direction crashes (Table 18, Page 37). 

About 93 percent of the fatal two-vehicle crashes at traffic signals occurred within the 

intersection and about 97 percent of the traffic crashes at stop signs occurred within the 

intersection (Table 19, Page 38). 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 4

About 44 percent of the failure-to-obey crashes in rural traffic signals occurred on principal 

arterial roads and 24 percent occurred on minor arterial roads. In contrast, about 32 percent of 

the failure-to-obey crashes at rural stop signs occurred on major collector roads. Also, 28 

percent of the failure-to-yield crashes at rural stop signs occurred on principal arterial roads (Table 

22, Page 41). 

In urban intersections controlled by traffic signals, about 59 percent of the failure-to-obey and 59 

percent of the failure-to-yield crashes occurred on principal arterial roads. At urban stop signs, 

34 percent of the failure-to-obey crashes occurred on local roads while 44 percent of the failureto-yield crashes occurred on principal arterial roads (Table 23, Page 42). 

Fatal failure-to-obey crashes at traffic signals are more likely to occur on two-lane roads, 

followed by four-lane roads. This was also true of failure-to-yield crashes at traffic signals. 

Among these two- and four-lane roads, roads that had a median without a barrier recorded more 

crashes than undivided roads (Table 25, Page 44). However, in the case of stop-sign controlled 

intersections, undivided two-lane roads accounted for a major proportion of both failure-to-yield 

and failure-to-obey crash (Table 26, Page 45). 

Slightly less than half of all failure-to-yield and failure-to-obey crashes at traffic signals occurred 

on roadways with posted speed limits between 40-50 mph . However, among crashes at stopsign controlled intersections, slightly more than half of the both failure-to-yield and failure-toobey crashes occurred at roads with a posted speed limit of 55 mph or greater (Pages 46-47). 

The intersection crashes in rural areas occur on roads with posted speed limits higher than those 

roads on which urban intersection crashes occur. This disparity is greater for crashes at stop 

signs as compared to those at traffic signals (Pages 46-47). 

More than 90 percent of the crashes at both traffic signals and stop signs occur under normal 

weather conditions. About 7 percent have occurred under rainy conditions (Table 29, Page 48). 

About 87 percent of the crashes occur under dry roadway surface conditions at both traffic 

signals and stop signs. About 12 percent of the two-vehicle crashes occurred when the roadway 

surface was wet (Table 30, Page 49). 

About 85 percent of the crashes at traffic signals occurred on level roadways while 11 percent 

occurred on roadways that were at a grade. While 15 percent of the failure-to-obey stop-sign 

crashes occurred on a graded roadway, 18 percent of the failure-to-yield crashes occurred on a 

graded roadway (Table 31, Page 50). 

A large majority of failure-to-yield and failure-to-obey two-vehicle crashes at both traffic signals 

and stop signs occurred on straight sections of the roadway (Table 32, Page 51). 

At traffic signals, about 70 percent of the failure-to-obey crashes occurred on roadways that were 

not part of the National Highway System (NHS), while 74 percent of the failure-to-yield crashes 

were not part of the NHS. At stop signs, about 83 percent of the failure-to-obey crashes occurred 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 5

on roadways that were not part of the NHS while 73 percent of the failure-to-yield crashes were 

on roadways that were not part of the NHS (Table 34, Page 53). 

At traffic signals, the highest number of failure-to-obey crashes occurred in the morning time 

periods, especially between 9 a.m. and noon, while the highest number of failure-to-yield crashes 

occurred in the early evening time period, between 3 p.m. and 6 p.m. At stop signs, the number 

of both the failure-to-obey and failure-to-yield crashes peaked in the early evening hours 

between 3 p.m. and 6 p.m. (Table 36, Page 55). 

Both newer and older model vehicles were involved in fatal, two-vehicle failure-to-obey and 

failure-to-yield crashes at both traffic signals and stop signs. In fact, 30 percent of the vehicles 

involved in fatal, two-vehicle failure-to-obey crashes at traffic signals were 10 years old or older 

(Table 39, Page 58). 

In failure-to-obey crashes at traffic signals, 56 percent of the vehicles involved were passenger 

cars while 70 percent of the occupant fatalities occurred to occupants of passenger cars. In such 

crashes, while 4 percent of the vehicles involved were motorcycles, 7 percent of the occupant 

fatalities were motorcyclists. While 16 percent of the vehicles involved were pickup trucks, 10 

percent of the occupant fatalities were pickup truck occupants. In failure-to-yield crashes at 

traffic signals, 71 percent of the vehicles involved were passenger cars while 83 percent of the 

occupant fatalities occurred to occupants of passenger cars. While 9 percent of the vehicles 

involved were pickup trucks, 6 percent of the occupant fatalities were occupants of pickup trucks 

(Table 40, Page 60). 

In failure-to-obey crashes at stop signs, 61 percent of the vehicles involved were passenger cars 

while 68 percent of the occupant fatalities occurred to occupants of passenger cars. While 7 

percent of the vehicles involved were SUVs, 5 percent of the occupant fatalities were SUV 

occupants. While 19 percent of the vehicles involved were pickup trucks, 15 percent of the 

occupant fatalities were pickup truck occupants. In failure-to-yield crashes at stop signs, 71 

percent of the vehicles involved were passenger cars while 79 percent of the occupant fatalities 

occurred to occupants of passenger cars. While 13 percent of the vehicles involved were pickup 

trucks, 10 percent of the occupant fatalities were occupants of pickup trucks (Table 40, Page 60). 

In vehicles that failed-to-obey at traffic signals, 55 percent of the occupant fatalities were in the 

struck vehicle while 82 percent of the occupant fatalities in vehicles that failed-to-yield were in 

struck vehicles. At stop signs, 72 percent of the occupant fatalities in failure-to-obey vehicles 

were in struck vehicles as compared to 89 percent of the occupants in failure-to-yield vehicles 

(Table 41, Page 61). 

In traffic signals, for about 66 percent of the vehicles that failed-to-obey, the initial point of 

impact was the front while for about 50 percent of the failure-to-yield vehicles, the initial point 

of impact was on the right (passenger) side. At stop signs, for about 43 percent of the vehicles 

that failed-to-obey, the initial point of impact was the front while for about 55 percent of the 

failure-to-yield vehicles, the initial point of impact was on the left (driver) side (Table 42, Page 63). 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 6

A large proportion of the occupant fatalities in two-vehicle crashes occurred to occupants of 

passenger cars who were struck by other passenger cars, pickup trucks, and large trucks (Table 43, 

Page 65). 

At traffic signals, about 9 percent of the occupant fatalities in failure-to-obey vehicles occurred 

when the vehicles rolled over subsequent to the impact as compared to 4 percent of the failureto-yield vehicle occupant fatalities. At stop signs, about 13 percent of the occupant fatalities in 

failure-to-obey vehicles occurred when the vehicles rolled over subsequent to the impact as 

compared to 6 percent of the failure-to-yield vehicle occupant fatalities (Table 46, Page 69). 

A greater proportion of failure-to-yield vehicles, as compared to failure-to-obey vehicles, had 

two or more occupants in the vehicles at both traffic signals and stop signs (Table 47, Page 70). 

More than 90 percent of the crashes had no vehicle-related factors such as brake-system failures 

and tires at traffic signals (Table 48, Page 71). 

A key finding in this analysis related to the older driver’s involvement in fatal two-vehicle 

intersection crashes. Among drivers of all ages involved in fatal two-vehicle crashes, about 14 

percent were in crashes at intersections controlled by traffic signals and stop signs. However, 

among the older drivers, about 24 percent were involved in two-vehicle crashes at intersections 

controlled by traffic signals and stop signs. This proportion ranged from 12 percent to 14 

percent for all the other age groups. This clearly indicates that when older drivers are involved 

in fatal crashes, they are more likely to be involved in fatal, two-vehicle crashes at intersections 

as compared to drivers of other age groups (Page 72). 

About 18 percent of all drivers who ran a red light were older (65 or older) drivers. However, 

among drivers who failed to yield at traffic signals, 34 percent were older drivers. In crashes that 

occurred at intersections controlled by stop signs, 23 percent of those charged with failure-toobey violations were older drivers as compared to 40 percent of all drivers charged with a 

failure-to-yield violation (Table 50, Page 75). 

At traffic signals, while 75 percent of the failure-to-obey older drivers were going straight, 86 

percent of the failure-to-yield older drivers were turning left. At stop signs, 79 percent of the 

failure-to-obey older drivers were going straight while 45 percent of the failure-to-yield drivers 

were going straight and 35 percent were turning left (Table 52, Page77). 

At traffic signals, about 55 percent of the failure-to-obey older drivers were struck as compared 

to 80 percent of the older failure-to-yield drivers. At stop signs, about 75 percent of the failureto-obey older drivers were struck as compared to 88 percent of the older failure-to-yield drivers 

(Table 53, Page 78). 

At traffic signals, about 28 percent of the failure-to-obey drivers were females as compared to 39 

percent of the failure-to-yield drivers. At stop signs, about 32 percent of the failure-to-obey 

drivers were females as compared to 42 percent of the failure-to-yield drivers (Table 58, Page 83). 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 7

At traffic signals, about 20 percent of the failure-to-obey drivers were legally intoxicated (blood 

alcohol concentration [BAC] = .08+ grams per deciliter) as compared to 11 percent of the 

failure-to-yield drivers. At stop signs, about 16 percent of the failure-to-obey drivers were 

legally intoxicated as compared to 8 percent of the failure-to-yield drivers (Table 59, Page 84). 

At traffic signals, about 16 percent of the failure-to-obey drivers were cited for speeding as 

compared to 3 percent of the failure-to-yield drivers. At stop signs, about 10 percent of the 

failure-to-obey drivers were cited for speeding as compared to 2 percent of the failure-to-yield 

drivers (Table 60, Page 85). 

At traffic signals, about 17 percent of the failure-to-obey drivers were driving with an invalid 

license as compared to 10 percent of the failure-to-yield drivers. At stop signs, about 15 percent 

of the failure-to-obey drivers were driving with an invalid license as compared to 8 percent of the 

failure-to-yield drivers (Table 61, Page 86). 

Driver inattention/distraction/drowsiness was cited as a factor for 12 percent of the failure-toobey drivers at traffic signals as compared to 10 percent of the failure-to-yield drivers at traffic 

signals. At stop signs, for about 11 percent of the failure-to-obey drivers, 

inattention/distraction/drowsiness was coded as a factor as compared to 10 percent of the failureto-yield drivers (Table 62, Page 88). 

The percentage of unrestrained fatally injured occupants is higher in crashes at stop signs as 

compared to traffic signals (Table 63, Page 89). 

About 70 percent of the crashes that occurred on intersections with no traffic control device were 

on undivided, two-lane roads. About 60 percent of such crashes in rural areas were on highspeed roads (55+ mph) while about 51 percent of such crashes in urban areas were on low-speed 

roads (under 35 mph) (Table 68, Page93) (Table 70, Page 95). 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 8

1. Introduction 

The Cooperative Intersection Collision Avoidance Systems initiative of the U.S. Department of 

Transportation states the following objective: 

Intelligent intersection systems offer a significant opportunity to improve safety by enhancing driver 

decision-making at intersections that will help drivers avoid crashes. Intersection collision avoidance 

systems use both vehicle-based and infrastructure-based technologies to help drivers approaching an 

intersection understand the state of activities within that intersection. Cooperative intersection collision 

avoidance systems (CICAS) have the potential to warn drivers about likely violations of traffic control 

devices and to help them maneuver through cross traffic. Eventually, CICAS may also inform other drivers 

(i.e., potential victims) about impending violations as well as identify pedestrians and cyclists within an 

intersection. 

The CICAS-V countermeasures use vehicle and infrastructure-based communication 

technologies to alert drivers of conditions at the intersection to avoid potential violations. 

This report describes the characteristics of fatal motor vehicle traffic crashes that occur at 

roadway intersections in the United States, specifically describing in greater detail those that 

involved violations where a driver was coded with a failure-to-obey or failure-to-yield violation 

of a properly functioning traffic control device at the intersection. Intersections are usually 

controlled by a traffic light or a stop sign while there are others that are not controlled by any 

traffic control device. This report will analyze driver, vehicle, and environmental factors that are 

associated with fatal crashes that resulted from a violation of a traffic control device. 

The data presented in this report are from NHTSA’s Fatality Analysis Reporting System. The 

data are from the final FARS files from 1997 to 2003 and the Annual Report File (ARF) for 

2004. FARS identifies crashes that occur at intersections and codes them as within-intersection 

crashes or intersection-related crashes. 

The American National Standards Institute (ANSI) D-16 Manual on the classification of motor 

vehicle traffic crashes, in its article 2.5.10, defines an intersection as an area which 

o Contains a crossing or connection of two or more roadways not classified as driveway 

access, and 

o Is embraced within the prolongation of the lateral curb lines or, if none, the lateral 

boundary lines of the roadways. Where the distance along a roadway between two areas 

meeting these criteria is less than 10 meters (33 feet), the two areas and the roadway 

connecting them are considered to be parts of a single intersection. 

Figure 1 (overleaf) depicts the schematic of intersections as defined by ANSI D-16. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 9

Figure 1: Schematic of Intersections as defined by ANSI D-16 Article 2.5.10 

Source: ANSI D-16, Article 2.5.10, Figure 5 

ANSI defines a traffic crash as a 

within-intersection crash if the first 

harmful event occurred within the 

limits of an intersection. A traffic 

crash is considered to be intersectionrelated if the first harmful event 

occurs on an approach to or exit from 

an intersection and results from an 

activity, behavior or control related to 

the movement of traffic units through 

the intersection, as shown in Figure 2 

(1). Junctions between driveways and 

trafficways are considered driveway 

accesses and are not counted as 

intersections. 

In the period from 1997 to 2004, a total of 69,198 fatal crashes occurred at intersections. About 83 

percent, or 57,535 crashes, were within-intersection crashes and the remaining 11,663 crashes were 

coded as being intersection-related. This resulted in a total of 76,162 fatalities. About 83 percent, or 

Figure 2: Intersection and Intersection-Related Areas
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 10

63,509 fatalities, occurred in within-intersection crashes and 12,453 occurred in intersection-related 

crashes. 

For the remainder of this report, “occurring at intersections” implies both within-intersection 

crashes and intersection-related crashes. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 11

2. Overview of Fatal Intersection Crashes, 1997-2004 

Figure 3 depicts the trend of fatal crashes that occur at intersections from 1997 to 2004 and the 

percentage that such comprise of all motor vehicle traffic crashes during the year. The number 

and proportion of all crashes that occur at intersections has remained relatively constant (around 

22 percent) over the years. 

Figure 3: Fatal Crashes that Occured at Intersections as 

Number and Percent of all Fatal Crashes, 1997-2004

5,000

6,000

7,000

8,000

9,000

10,000

1997 1998 1999 2000 2001 2002 2003 2004

Crashes

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

50%

Percent of all Crashes

Intersection Crashes Percent of all Crashes

Source: NCSA FARS 1997-2003 Final and 2004 ARF Files

Table 1 depicts the number of fatal intersection crashes and fatalities from 1997 to 2004. 

Table 1: Fatal Crashes and Fatalities in Intersection Crashes by Relation to 

Intersection, 1997-2004

Crashes Fatalities

Year Withinintersection 

Intersectionrelated Total Withinintersection Intersectionrelated Total 

1997 7,406 1,241 8,647 8,235 1,336 9,571

1998 7,280 1,349 8,629 8,176 1,423 9,599

1999 7,286 1,268 8,554 8,083 1,362 9,445

2000 7,205 1,319 8,524 7,982 1,406 9,388

2001 7,042 1,499 8,541 7,769 1,603 9,372

2002 7,182 1,694 8,876 7,910 1,820 9,730

2003 7,023 1,785 8,808 7,755 1,914 9,669

2004 7,111 1,508 8,619 7,799 1,589 9,388

Total 57,535 11,663 69,198 63,709 12,453 76,162

Avg. 7,192 1,458 8,650 7,964 1,557 9,520

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 12

As seen in Table 1, on average, about 83 percent of the fatal intersection crashes were withinintersection crashes. Table 2 presents summary data of crashes and fatalities from 1997 to 2004 

by the type of traffic control device within the intersection, i.e., if the intersection was controlled 

by a traffic signal, stop sign, etc. Highway traffic signals include on-color traffic lights (greenamber-red) with or without pedestrian signals, flashing traffic control signals, as well flashing 

beacons. The other/unknown devices include regulatory signs such as “Yield” signs, school 

zone signs, and warning signs. The highlighted cells in Table 2 indicate the crashes and fatalities 

of interest in this report. They are crashes and fatalities that occur either at a properly 

functioning on-colors traffic signal or at a stop-sign-controlled intersection. Traffic control 

devices are coded in FARS based on the coding analyst’s judgment on the proximity of the 

device to the crash. Stop sign information at intersections is coded based on the applicability of 

the sign to the movement of the vehicles just prior to the crash. The type of stop signs, i.e., if the 

intersection was controlled by two-way or four-way stop signs, while of great safety analysis 

interest, is not currently available in FARS. 

Table 2: Fatal Crashes and Fatalities in Intersection Crashes by Type of Traffic 

Control Device and Relation to Intersection, 1997-2004

Crashes Fatalities

Traffic Control Device Withinintersection 

Intersectionrelated Total Withinintersection Intersectionrelated Total 

None 14,012 5,166 19,178 15,206 5,540 20,746 

Traffic Signal 18,262 3,908 22,170 19,746 4,109 23,855 

Properly Functioning OnColors Signal 16,695 3,728 20,423 18,001 3,913 21,914

Not Properly Functioning 

On-Colors Signal 272 46 318 286 47 333

Other Signal 1,295 134 1,429 1,459 149 1,608

Stop Sign 23,634 2,054 25,688 26,918 2,227 29,145 

Other/Unknown 1,627 535 2,162 1,839 577 2,416 

Total 57,535 11,663 69,198 63,709 12,453 76,162 

Average Per Year 

None 1,752 646 2,397 1,901 693 2,593

Traffic Signal 2,283 489 2,771 2,468 514 2,982

Properly Functioning OnColors Signal 2,087 466 2,553 2,250 489 2,739

Not Properly Functioning 

On-Colors Signal 34 6 40 36 6 42

Other Signal 162 17 179 182 19 201

Stop Sign 2,954 257 3,211 3,365 278 3,643

Other/Unknown 203 67 270 230 72 302

Total 7,192 1,458 8,650 7,964 1,557 9,520

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

Figure 4 depicts the relative proportion of fatalities that occurred at intersections by the type of 

traffic control device at the intersection. In the eight-year period between 1997 and 2004, there 

were a total of 20,423 fatal traffic crashes at intersections controlled by properly functioning 

traffic signals, resulting in 21,914 fatalities. In intersections that were controlled by stop signs, 

there were 25,688 fatal crashes in the eight-year period between 1997 and 2004, resulting in 

29,145 fatalities. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 13

Figure 4: Fatalities in Crashes at Intersections by Traffic Control Device 

About 18 percent (3,728/20,423) of fatal crashes occurring at intersections controlled by traffic 

signals were intersection-related crashes as compared to 8 percent (2,054/25,688) of crashes that 

occurred at intersections controlled by stop signs. Also, as shown in Figure 4, 38 percent of the 

fatalities at intersections occur at stop-sign-controlled intersections, 29 percent at traffic signal 

controlled intersections and 27 percent at intersections that had “none” coded as the traffic 

control device. 

For crashes that had “none” coded as the traffic control device, there were 19,178 fatal crashes 

resulting in 20,746 fatalities. As compared to fatal crashes occurring at intersections controlled 

by signals or stop signs, a greater proportion (about 27%) of crashes at intersection controlled by 

signals or stop signs were coded as being intersection-related. Crashes at intersections controlled 

by signals or stop signs will be discussed throughout the report. A brief note on when FARS 

coded traffic control devices as “none” and how the variable is coded in general is shown below. 

A Note on Intersections Where Traffic Control Devices Are Coded as “None” (excerpted from 

NHTSA’s FARS Coding and Validation Manual): 

“...If there is a question as to which type a sign is, consult the Manual of Uniform Traffic 

Control Devices (MUTCD). Generally, the appropriate code should be used if a party to the 

accident failed to heed the sign, was in a position to be controlled by the sign, or the sign has 

some relationship to the accident. For example, code “20 - Stop Sign” for an accident at a fourlegged, two-way stop intersection where a driver fails to stop at the stop sign and collides with 

another vehicle. Conversely, at the same intersection, a driver on an approach not controlled by 

a stop sign loses control and strikes a utility pole. In this case, code “20” would not be 

appropriate. Code “40 - Warning Sign” would be appropriate for a vehicle that fails to 

negotiate a curve that is posted with a warning sign. Also use code “40” for the flashing lights 

on an approaching train. Another set of questions arises from the issue of proximity of the device 

to the accident. Analysts’ judgment must be applied in these situations. Typical signs which 

create such problems are speed limit signs where a party to the accident may be speeding; “Do 

Not Pass” signs where a no passing zone extends for miles but is only marked at the beginning of 

None

27%

Other/Unk.

3%

Traffic Signal - 

Not Functioning

0%

Other Signal

2%

Stop Sign

38%

Traffic Signal - 

Properly 

Functioning

29%

9,520 Fatalities, on an average each year
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 14

the zone; pedestrians-prohibited signs at entrances to freeways but a pedestrian accident occurs 

on the freeway between interchanges; and other such signs which may pertain to a significant 

length of road. In these instances, if the accident occurs within reasonably close proximity of the 

sign and the sign type is relevant to the accident then it may be appropriate to code the sign.”

 

A scenario where the traffic control device would be coded as none could be at an intersection of 

a minor roadway controlled by a two-way stop sign, intersecting a major roadway without any 

device. A crash between two vehicles on the major roadway at this intersection would be coded 

as having no traffic control devices as the two-way stop sign on the minor road did not control 

the vehicles. 

Table 3 depicts the trend of these crashes and fatalities from 1997 to 2004. As shown in Table 3, 

on an average, every year, about 2,553 fatal crashes occur at intersections controlled by traffic 

signals as compared to an average of about 3,211 fatal crashes at intersections controlled by stop 

signs. On average, these crashes result, in about 2,739 fatalities at signal-controlled intersections 

and 3,643 fatalities at stop-sign-controlled intersections every year in the U.S. 

Table 3: Fatal Crashes and Fatalities in Intersection Crashes by Type of 

Traffic Control Device and Relation to Intersection, 1997-2004

Crashes Fatalities

Year Withinintersection 

Intersectionrelated Total Withinintersection Intersectionrelated Total 

Traffic Signal 

1997 2,139 404 2,543 2,304 426 2,730

1998 2,063 462 2,525 2,230 482 2,712

1999 2,083 410 2,493 2,256 424 2,680

2000 2,076 437 2,513 2,240 463 2,703

2001 2,108 502 2,610 2,290 528 2,818

2002 2,085 503 2,588 2,232 526 2,758

2003 2,021 521 2,542 2,186 561 2,747

2004 2,120 489 2,609 2,263 503 2,766

Total 16,695 3,728 20,423 18,001 3,913 21,914

Average 2,087 466 2,553 2,250 489 2,739

Stop Sign

1997 2,913 197 3,110 3,346 220 3,566

1998 3,079 198 3,277 3,572 220 3,792

1999 3,170 202 3,372 3,605 216 3,821

2000 2,942 231 3,173 3,361 249 3,610

2001 2,843 286 3,129 3,199 308 3,507

2002 2,938 328 3,266 3,336 353 3,689

2003 2,847 354 3,201 3,219 385 3,604

2004 2,902 258 3,160 3,280 276 3,556

Total 23,634 2,054 25,688 26,918 2,227 29,145

Average 2,954 257 3,211 3,365 278 3,643

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 15

Of particular interest in this report is the location of the crashes that occur at signal-controlled 

and stop-sign-controlled intersections. Table 4 and Figure 5 depict the distribution of the crashes 

by the roadway function class and the type of traffic control device. A majority of the crashes at 

signal-controlled intersections (about 84%) occur in urban areas. Of the crashes that occur at 

stop-sign-controlled intersections, 61 percent occur in rural areas. In FARS, the roadway 

function class is coded using the Federal Highway Administration classification obtained from 

the State Highway Department. 

Table 4: Fatal Crashes and Fatalities That Occurred at 

Intersections by Roadway Function Class and Type of 

Traffic Control Device, 1997-2004

Traffic Signal

Year Crashes Fatalities Roadway 

Function 

Class Num % Num % 

Rural 3,037 15% 3,344 15% 

Urban 17,246 84% 18,416 84% 

Unknown 140 1% 154 1% 

1997 

to 

2004 

Total 20,423 100% 21,914 100% 

Rural 380 15% 418 15% 

Urban 2,156 84% 2,302 84% 

Unknown 18 1% 19 1% 

Avg. 

per 

Year 

Total 2,553 100% 2,739 100% 

Stop Sign

Rural 15,640 61% 18,248 63% 

Urban 9,879 38% 10,709 37% 

Unknown 169 1% 188 1% 

1997 

to 

2004 

Total 25,688 100% 29,145 100% 

Rural 1,955 15% 2,281 63% 

Urban 1,235 84% 1,339 37% 

Unknown 21 1% 24 1% 

Avg. 

per 

Year 

Total 3,211 100% 3,643 100% 

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

Figure 5: Fatal Intersection Crashes by Type 

of Traffic Control Device and Roadway 

Function Class, 1997-2004

0%

20%

40%

60%

80%

100%

Signal Stop Sign

Crashes

Rural Urban Source: NCSA FARS 1997-2003 Final and 2004 ARF Files
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 16

3. Intersection Crashes by State at Signal/Stop-Sign 

Controlled Intersections 

This section will present a brief analysis of intersection crashes by State and also present countylevel maps along rural/urban classification lines. 

Table 5 depicts the number of fatal crashes and fatalities in the period from 1997 to 2004 by 

State. Also shown are the proportion of all crashes that constitute crashes at intersections 

controlled by signals and stop signs. In this period, the highest number of fatal crashes at 

intersections controlled by traffic signals was 2,521 crashes in California, followed by 2,483 

crashes in Florida. Among crashes occurring at intersections controlled by stop signs, Texas 

recorded 2,137 crashes followed by Florida with 2,112 crashes. 

Fatal crashes at signal-controlled intersections accounted for about 25 percent of all fatal crashes 

in the District of Columbia followed by New York (16%), Delaware (15%), Arizona, Florida, 

and Nevada at 11 percent. Arkansas, Mississippi, Montana, and Vermont had the lowest 

percentage (1%) represented by such crashes. Fatal crashes at stop-sign-controlled intersections 

accounted for 14 percent of all fatal crashes in Minnesota and Wisconsin – the highest 

percentage among the States. In Alaska, New Hampshire, and Wyoming, only 3 percent of all 

fatal crashes occurred at intersections controlled by stop signs – the lowest such percentage 

among the States. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 17

Table 5: Fatal Crashes and Fatalities at Intersections by type of Traffic Control Device and State, 1997-2004

Fatal Crashes Fatalities

Total Traffic Signals Stop Signs Total Traffic Signals Stop Signs 

State 

Number % Number % Number % Number % Number % Number %

Alabama 7,675 100% 373 5% 579 8% 8,584 100% 410 5% 638 7%

Alaska 638 100% 44 7% 19 3% 709 100% 45 6% 21 3%

Arizona 7,386 100% 798 11% 485 7% 8,442 100% 867 10% 563 7%

Arkansas 4,489 100% 66 1% 294 7% 5,136 100% 69 1% 339 7%

California 27,542 100% 2,521 9% 1,999 7% 30,882 100% 2,677 9% 2,312 7%

Colorado 4,744 100% 451 10% 344 7% 5,339 100% 465 9% 388 7%

Connecticut 2,353 100% 176 7% 102 4% 2,542 100% 184 7% 107 4%

Delaware 922 100% 142 15% 66 7% 1,017 100% 149 15% 73 7%

Dist of Columbia 397 100% 101 25% 26 7% 428 100% 112 26% 28 7%

Florida 21,763 100% 2,483 11% 2,112 10% 24,090 100% 2,682 11% 2,303 10%

Georgia 11,272 100% 629 6% 1,043 9% 12,602 100% 679 5% 1,184 9%

Hawaii 926 100% 87 9% 41 4% 1,015 100% 91 9% 44 4%

Idaho 1,886 100% 38 2% 194 10% 2,154 100% 39 2% 232 11%

Illinois 10,151 100% 921 9% 1,025 10% 11,308 100% 1,007 9% 1,166 10%

Indiana 6,564 100% 459 7% 810 12% 7,304 100% 494 7% 925 13%

Iowa 3,114 100% 115 4% 443 14% 3,536 100% 120 3% 505 14%

Kansas 3,410 100% 95 3% 316 9% 3,906 100% 104 3% 371 9%

Kentucky 6,256 100% 294 5% 477 8% 7,001 100% 323 5% 531 8%

Louisiana 6,620 100% 287 4% 469 7% 7,436 100% 316 4% 525 7%

Maine 1,393 100% 24 2% 106 8% 1,543 100% 28 2% 117 8%

Maryland 4,587 100% 467 10% 203 4% 5,008 100% 496 10% 228 5%

Massachusetts 3,348 100% 201 6% 166 5% 3,568 100% 206 6% 176 5%

Michigan 9,605 100% 750 8% 1,237 13% 10,623 100% 816 8% 1,419 13%

Minnesota 4,428 100% 259 6% 639 14% 4,948 100% 277 6% 747 15%

Mississippi 6,306 100% 66 1% 615 10% 7,126 100% 66 1% 727 10%

Missouri 8,157 100% 330 4% 566 7% 9,280 100% 357 4% 666 7%

Montana 1,709 100% 18 1% 72 4% 1,949 100% 20 1% 80 4%

Nebraska 2,002 100% 115 6% 267 13% 2,288 100% 123 5% 330 14%

Nevada 2,520 100% 286 11% 207 8% 2,839 100% 310 11% 227 8%

New Hampshire 997 100% 15 2% 29 3% 1,086 100% 15 1% 30 3%

New Jersey 5,429 100% 547 10% 205 4% 5,953 100% 580 10% 225 4%

New Mexico 3,167 100% 123 4% 155 5% 3,673 100% 130 4% 168 5%

New York 11,346 100% 1,820 16% 851 8% 12,305 100% 1,918 16% 936 8%

North Carolina 11,066 100% 461 4% 1,219 11% 12,357 100% 504 4% 1,375 11%

North Dakota 710 100% 17 2% 93 13% 809 100% 17 2% 112 14%

Ohio 9,957 100% 576 6% 1,158 12% 11,015 100% 632 6% 1,317 12%

Oklahoma 5,047 100% 136 3% 515 10% 5,850 100% 146 2% 629 11%

Oregon 3,354 100% 117 3% 215 6% 3,819 100% 126 3% 239 6%

Pennsylvania 11,179 100% 780 7% 1,101 10% 12,320 100% 829 7% 1,221 10%

Rhode Island 627 100% 38 6% 44 7% 669 100% 38 6% 47 7%

South Carolina 7,364 100% 311 4% 618 8% 8,163 100% 336 4% 687 8%

South Dakota 1,215 100% 23 2% 94 8% 1,387 100% 23 2% 105 8%

Tennessee 8,979 100% 363 4% 585 7% 9,959 100% 398 4% 639 6%

Texas 25,803 100% 1,539 6% 2,137 8% 29,363 100% 1,669 6% 2,456 8%

Utah 2,307 100% 144 6% 115 5% 2,673 100% 156 6% 130 5%

Vermont 631 100% 8 1% 27 4% 703 100% 8 1% 30 4%

Virginia 6,765 100% 308 5% 279 4% 7,443 100% 324 4% 305 4%

Washington 4,521 100% 204 5% 376 8% 5,074 100% 213 4% 426 8%

West Virginia 2,879 100% 60 2% 131 5% 3,161 100% 66 2% 149 5%

Wisconsin 5,545 100% 219 4% 783 14% 6,189 100% 236 4% 905 15%

Wyoming 1,129 100% 18 2% 36 3% 1,323 100% 18 1% 42 3%

U.S. 302,180 100% 20,423 7% 25,688 9% 337,897 100% 21,914 6% 29,145 9%

Puerto Rico 495 2.65 235 1.26 157 0.84 494 2.53 248 1.27 173 0.89

Source: NHTSA’s NCSA FARS 2003 (Final), 2004 (ARF) Files, FHWA 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 18

The counties in a State may be predominantly urban or predominantly rural in nature. This 

affects the type of traffic control devices present in such locations as rural areas have more stopsign-controlled intersections and urban areas have more signal controlled intersections. Also, 

counties vary significantly by their population and hence any comparison across counties will 

have to be performed by normalizing the fatalities for population, i.e., compute population based 

rates for fatalities occurring at intersections. For simplicity, in this section of the report, counties 

with a population below 50,000 will be considered rural counties while those above 50,000 will 

be considered urban counties. 

Two rates are computed for each county for fatalities in intersection crashes controlled by signals 

and stop signs on the basis of (1). 

Average Population

Average Fatalities

FatalityRate

County

County Device

County Device 1997 2004

1997 2004

, 1997 2004

, −

−

− = (1) 

The maps depict the rate for a county in four levels: 

• Rate = 0 (there were no fatalities in county for the type of traffic control device) 

• Lower Third (Rate of fatal crashes at intersections controlled by the type of device is 

below the 33.333 percentile, or lower third, among all counties nationwide ) 

• Middle Third (Rate of fatal crashes at intersections controlled by the type of device is 

between the 33.333 percentile and 66.666 percentile, or middle third, among all counties 

nationwide) 

• Upper Third (Rate of fatal crashes at intersections controlled by the type of device is 

above the 66.666 percentile, or upper third, among all counties nationwide) 

Figure 6 depicts the rate of fatalities in intersections controlled by both stop signs and traffic 

signals per 100,000 population by county. 

Figure 6: Fatality Rates at Intersections Controlled by Signals and Stop Signs, 2000-2004 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 19

The following set of U.S. Maps compare fatality rates in intersection crashes by the type of 

traffic control device (signal or stop-sign) and the type of county (rural or urban). Figures 7 

through 10 are maps that depict the population-based rate of fatalities at signal-controlled and 

stop-sign-controlled intersections in rural and urban counties. 

Figure 7: Fatality Rates at Signal-Controlled Intersections in Urban Counties, 2000-2004 

Figure 8: Fatality Rates in Stop-Sign Controlled Intersections in Urban Areas, 2000-2004 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 20

Figure 9: Fatality Rates in Signal-controlled intersections in Rural Areas, 2000-2004 

Figure 10: Fatality Rates in Stop-Sign-Controlled Intersections in Rural Areas, 2000-2004 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 21

Figure 11 combines the data presented in Figures 5 through 9 and depicts the counties that have a 

high fatality rate in crashes in both signal-controlled intersections and stop-sign-controlled 

intersections. 

Figure 11: Counties With High Fatality Rates for Crashes in Intersections Controlled by Traffic 

Signals as Well as Stop Signs, 2000-2004 

There were a total of 125 counties, both rural and urban, that had a high fatality rate per 100,000 

resident population for crashes that occur in stop-sign controlled intersections as well as signalcontrolled intersections. 

The remainder of the report will analyze intersection crashes at a national level highlighting 

crash, driver, and vehicle characteristics. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 22

4. Characteristics of Crashes at Signal/Stop-Sign-Controlled 

Intersections 

This section presents analysis on a national level of the crashes that occur in intersections 

controlled by traffic signals and stop signs. 

Table 6 summarizes fatal crashes and fatalities from 1997 to 2004 occurring in intersections by 

the type of the crash, i.e., if it was a single- or multiple-vehicle crash. On an average, about 700 

single-vehicle and 1,850 fatal multiple-vehicle crashes occur each year in intersections controlled 

by traffic signals. On an average, about 715 fatalities in single-vehicle crashes and 2,020 

fatalities in multiple-vehicle crashes occur each year. 

At intersections controlled by stop signs, there were, on an average each year, 383 single-vehicle 

and 2,828 multiple-vehicle crashes, resulting in 402 and 3,241 fatalities, respectively. 

Table 6: Fatal Crashes and Fatalities in Intersections Controlled by 

Traffic Signals by Crash Type, 1997-2004

Year Crashes Fatalities

SingleVehicleMultipleVehicle

Total SingleVehicle

MultipleVehicle

Total

Traffic Signal

1997 695 1,848 2,543 716 2,014 2,730

1998 715 1,810 2,525 726 1,986 2,712

1999 681 1,812 2,493 695 1,985 2,680

2000 672 1,841 2,513 682 2,021 2,703

2001 702 1,908 2,610 715 2,103 2,818

2002 725 1,863 2,588 739 2,019 2,758

2003 697 1,845 2,542 720 2,027 2,747

2004 714 1,895 2,609 729 2,037 2,766

Total 5,601 14,822 20,423 5,722 16,192 21,914

Avg. 700 1,853 2,553 715 2,024 2,739

Stop Sign

1997 332 2,778 3,110 355 3,211 3,566

1998 341 2,936 3,277 356 3,436 3,792

1999 359 3,013 3,372 378 3,443 3,821

2000 397 2,776 3,173 415 3,195 3,610

2001 354 2,775 3,129 369 3,138 3,507

2002 431 2,835 3,266 452 3,237 3,689

2003 407 2,794 3,201 432 3,172 3,604

2004 440 2,720 3,160 457 3,099 3,556

Total 3,061 22,627 25,688 3,214 25,931 29,145

Avg. 383 2,828 3,211 402 3,241 3,643

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 23

One of the primary determinations that needs to be made is to identify the role of the fatally 

injured people, i.e., if they are vehicle occupants or nonoccupants (pedestrians, pedalcyclists, 

etc.). Table 7 depicts this data from 1997 to 2004. 

Table 7: Fatalities in Crashes Occurring at Intersections Controlled by Traffic 

Signals, by Person Role, and Crash Type, 1997-2004

Single-Vehicle Crash Multiple-Vehicle Crash Total

Vehicle 

Occupants

Nonoccupants Vehicle 

Occupants

Nonoccupant

s

Vehicle 

Occupants

NonOccsTotal Year 

Num % Num % 

Total 

Num % Num % 

Total

Num Num Num

Traffic Signal

1997 138 19% 578 81% 716 1,952 97% 62 3% 2,014 2,090 640 2,730

1998 158 22% 568 78% 726 1,951 98% 35 2% 1,986 2,109 603 2,712

1999 129 19% 566 81% 695 1,927 97% 58 3% 1,985 2,056 624 2,680

2000 140 21% 542 79% 682 1,968 97% 53 3% 2,021 2,108 595 2,703

2001 145 20% 570 80% 715 2,050 97% 53 3% 2,103 2,195 623 2,818

2002 163 22% 576 78% 739 1,966 97% 53 3% 2,019 2,129 629 2,758

2003 185 26% 535 74% 720 1,960 97% 67 3% 2,027 2,145 602 2,747

2004 195 27% 534 73% 729 1,983 97% 54 3% 2,037 2,178 588 2,766

Total 1,253 22% 4,469 78% 5,722 15,757 97% 435 3% 16,192 17,010 4,904 21,914

Avg. 157 22% 559 78% 715 1,970 97% 54 3% 2,024 2,126 613 2,739

Stop Sign

1997 192 54% 163 46% 355 3,198 100% 13 0% 3,211 3,390 176 3,566

1998 209 59% 147 41% 356 3,421 100% 15 0% 3,436 3,630 162 3,792

1999 212 56% 166 44% 378 3,431 100% 12 0% 3,443 3,643 178 3,821

2000 225 54% 190 46% 415 3,183 100% 12 0% 3,195 3,408 202 3,610

2001 207 56% 162 44% 369 3,128 100% 10 0% 3,138 3,335 172 3,507

2002 294 65% 158 35% 452 3,228 100% 9 0% 3,237 3,522 167 3,689

2003 266 62% 166 38% 432 3,154 99% 18 1% 3,172 3,420 184 3,604

2004 267 58% 190 42% 457 3,085 100% 14 0% 3,099 3,352 204 3,556

Total 1,872 58% 1,342 42% 3,214 25,828 100% 103 0% 25,931 27,700 1,445 29,145

Avg. 234 58% 168 42% 402 3,229 100

%

13 0% 3,241 3,463 181 3,643

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

Seventy-eight percent of fatalities in 

single-vehicle crashes at intersections controlled by traffic signals 

occur to nonoccupants. However, in 

multiple-vehicle crashes at intersections controlled by traffic signals, 

97% of the fatalities occur to 

occupants of vehicles. When the 

intersection is controlled by a stop 

sign, 58 percent of the fatalities in 

single-vehicle crashes are vehicle 

occupants. 

Figure 12: Proportion of Vehicle Occupant 

and Nonoccupant Fatalities by Single 

Vehicle (SV) or Multiple Vehicle (MV) 

Intersection Crashes, 1997-2004

0%

20%

40%

60%

80%

100%

Signal SV

Crashes

Signal MV

Crashes

Stop SV

Crashes

Stop MV

Crashes

Percent

Veh Occupants Non-Occupants

Source: NCSA FARS 1997-2003 Final and 2004 ARF Files
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 24

Table 8 breaks down the 20,423 fatal crashes that occurred at traffic-signal-controlled 

intersections from 1997 to 2004 by who was fatally injured in the crash. 

As seen in Table 8 below, almost all crashes result in a fatality to either a vehicle occupant or a 

nonoccupant. Crashes that result in a fatality to both a vehicle occupant and a nonoccupant are 

few in number. About 76 percent of the crashes occurring at traffic signals resulted in a fatality 

to one or more occupants of the vehicles involved in the crash while the remaining crashes 

resulted in a fatality to one or more of the nonoccupants involved in the crash. Similarly, about 

94 percent of the crashes occurring at intersections controlled by stop signs resulted in a fatality 

to a vehicle occupant while 6 percent of the crashes resulted in a fatality to a nonoccupant 

involved in the crash. 

Table 8: Fatal Crashes Occurring at Intersections Controlled by Traffic 

Signals, by Who Were Fatally Injured in a Crash, 1997-2004

Vehicle Occupants Only 

were Fatally Injured

Nonoccupants Only were 

Fatally Injured

Vehicle Occupants and 

Nonoccupants were Fatally 

Injured Year 

Num % Num % Num % 

Total

Traffic Signal

1997 1,918 75% 625 25% 0 0% 2,543

1998 1,927 76% 597 24% 1 0% 2,525

1999 1,877 75% 616 25% 0 0% 2,493

2000 1,921 76% 592 24% 0 0% 2,513

2001 2,000 77% 610 23% 0 0% 2,610

2002 1,962 76% 626 24% 0 0% 2,588

2003 1,953 77% 589 23% 0 0% 2,542

2004 2,026 78% 581 22% 2 0% 2,609

Total 15,584 76% 4,836 24% 3 0% 20,423

Avg. 1,948 76% 605 24% 0 0% 2,553

Stop Sign

1997 2,935 94% 175 6% 0 0% 3,110

1998 3,117 95% 159 5% 1 0% 3,277

1999 3,194 95% 177 5% 1 0% 3,372

2000 2,971 94% 202 6% 0 0% 3,173

2001 2,958 95% 171 6% 0 0% 3,129

2002 3,099 95% 167 5% 0 0% 3,266

2003 3,022 94% 179 6% 0 0% 3,201

2004 2,956 94% 204 7% 0 0% 3,160

Total 24,252 94% 1,434 6% 2 0% 25,688

Avg. 3,032 94% 179 6% 0 0% 3,211

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

Table 9 summarizes the crashes in Table 8 further subdivided by the type of the crash, i.e., if it 

was a single-vehicle or a multiple-vehicle crash. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 25

Table 9: Fatal Crashes Occurring at Intersections Controlled by 

Traffic Signals, by Type of Crash, 1997-2004

Type of Crash Single-Vehicle Multiple-Vehicle Total

Traffic Signal

Vehicle Occupants 

Only were Fatally 

Injured

1,165

(5.7%)

14,419

(70.6%)

15,584

(76.3%)

Nonoccupants Only 

were Fatally Injured 

4,435

(21.7%)

401

(2.0%)

4,836

(23.7%)

Total* 5,601

(27.4%)

14,822

(72.6%)

20,423

(100%)

Stop Sign

Vehicle Occupants 

Only were Fatally 

Injured

1,725

(6.7%)

22,527

(87.7%)

24,252

(94.4%)

Nonoccupants Only 

were Fatally Injured 

1,335

(5.2%)

99

(0%)

1,434

(5.6%)

Total* 3,061

(11.9%)

22,627

[(88.1%)

25,688

(100%)

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).* Components do not add up to total due 

to few crashes that resulted in a fatality to both a vehicle occupant as well as a nonoccupant.

As seen in Table 9, 76 percent of the crashes at signal-controlled intersections resulted in the 

fatality to one or more vehicle occupants. The remaining 24 percent resulted in a fatality to a 

nonoccupant. Also, about 93 percent (14,419/15,584) of the crashes that resulted in a vehicle 

occupant fatality were multiple-vehicle crashes. Conversely, 92 percent (4,435/4,836) of the 

crashes that resulted in a nonoccupant fatality were single-vehicle crashes. Also, 97 percent of 

multiple-vehicle crashes resulted in the fatality to one or more vehicle occupants only, i.e., no 

nonoccupant was fatally injured in the crash. In the period from 1997 to 2004, there were 14,822 

fatal, multiple-vehicle crashes at traffic signal-controlled intersections in the U.S. A majority of 

these crashes resulted in one or more vehicle occupants being fatally injured. 

In these crashes, the event that produced the first damage to property or injury is of interest to 

determine the first harmful event in the crash. This is recorded in FARS in the First Harmful 

Event variable. Table 10 depicts the first harmful event in single- and multiple-vehicle crashes 

occurring at intersections controlled by stop signs and traffic signals. For a majority of the 

multiple-vehicle crashes the first harmful event was a motor vehicle in transport. Pedestrians are 

the predominant first harmful event in single-vehicle crashes. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 26

Table 10: First Harmful Event in Crashes That Occurred at Intersections by 

Traffic Control Device, 1997-2004

Traffic Signal Stop Sign First Harmful 

Event Single-vehicle Multiple-vehicle Total Single-vehicle Multiple-vehicle Total 

Overturn 72 1% 50 0% 122 1% 211 7% 80 0% 291 1%

Immersion 5 0% 0 0% 5 0% 18 1% 0 0% 18 0%

Fell From Veh 21 0% 6 0% 27 0% 29 1% 6 0% 35 0%

Injured in Veh 9 0% 0 0% 9 0% 2 0% 0 0% 2 0%

Other non-Coll 9 0% 1 0% 10 0% 10 0% 4 0% 14 0%

Pedestrian 3,671 66% 169 1% 3,840 19% 712 23% 22 0% 734 3%

Pedalcycle 653 12% 27 0% 680 3% 549 18% 13 0% 562 2%

Animal 0 0% 0 0% 0 0% 0 0% 1 0% 1 0%

Veh in Transp 0 0% 14,470 98% 14,470 71% 0 0% 22,464 99% 22,464 87%

Veh in Trans Oth 0 0% 12 0% 12 0% 0 0% 1 0% 1 0%

Park/Stop Mot Veh 15 0% 4 0% 19 0% 32 1% 2 0% 34 0%

Non-Mot Conveync 79 1% 4 0% 83 0% 52 2% 0 0% 52 0%

Obj Thrown/Fall 0 0% 1 0% 1 0% 1 0% 0 0% 1 0%

Boulder 0 0% 0 0% 0 0% 8 0% 0 0% 8 0%

Oth Non-Fix Obj 18 0% 3 0% 21 0% 21 1% 2 0% 23 0%

Building 28 0% 0 0% 28 0% 40 1% 0 0% 40 0%

Impact Attenuatr 1 0% 0 0% 1 0% 1 0% 0 0% 1 0%

Bridge Pier 13 0% 0 0% 13 0% 9 0% 0 0% 9 0%

Bridge Parapet 0 0% 0 0% 0 0% 1 0% 0 0% 1 0%

Bridge Rail 5 0% 0 0% 5 0% 2 0% 0 0% 2 0%

Guardrail Face 22 0% 3 0% 25 0% 58 2% 0 0% 58 0%

Concrete Barrier 19 0% 5 0% 24 0% 14 0% 1 0% 15 0%

Other L-Barrier 3 0% 0 0% 3 0% 3 0% 0 0% 3 0%

Hwy Sign Post 62 1% 7 0% 69 0% 120 4% 6 0% 126 0%

Overhead Sign 6 0% 0 0% 6 0% 1 0% 0 0% 1 0%

Light Support 61 1% 5 0% 66 0% 9 0% 0 0% 9 0%

Utility Pole 161 3% 9 0% 170 1% 93 3% 3 0% 96 0%

Other Post/Pole 33 1% 2 0% 35 0% 29 1% 0 0% 29 0%

Culvert 6 0% 0 0% 6 0% 17 1% 0 0% 17 0%

Curb 257 5% 29 0% 286 1% 119 4% 11 0% 130 1%

Ditch 8 0% 0 0% 8 0% 127 4% 1 0% 128 0%

Embank-Earth 10 0% 0 0% 10 0% 133 4% 1 0% 134 1%

Embank-Rock 6 0% 0 0% 6 0% 14 0% 0 0% 14 0%

Embank-Unk 7 0% 0 0% 7 0% 108 4% 1 0% 109 0%

Fence 17 0% 0 0% 17 0% 80 3% 3 0% 83 0%

Wall 23 0% 0 0% 23 0% 45 1% 0 0% 45 0%

Fire Hydrant 4 0% 0 0% 4 0% 3 0% 1 0% 4 0%

Shrubbery 1 0% 0 0% 1 0% 6 0% 0 0% 6 0%

Tree 71 1% 2 0% 73 0% 304 10% 2 0% 306 1%

Other Fixed Obj 37 1% 3 0% 40 0% 65 2% 1 0% 66 0%

Pavemt Irregular 2 0% 1 0% 3 0% 0 0% 0 0% 0 0%

Working Vehicles 3 0% 1 0% 4 0% 2 0% 0 0% 2 0%

Traf Sig Support 179 3% 6 0% 185 1% 0 0% 0 0% 0 0%

Own Veh Strk occ 0 0% 1 0% 1 0% 2 0% 0 0% 2 0%

Snowbank 2 0% 0 0% 2 0% 4 0% 0 0% 4 0%

Animal in Transp 0 0% 0 0% 0 0% 6 0% 1 0% 7 0%

Guardrail End 1 0% 0 0% 1 0% 0 0% 0 0% 0 0%

Mail Box 0 0% 1 0% 1 0% 1 0% 0 0% 1 0%

Unknown 1 0% 0 0% 1 0% 0 0% 0 0% 0 0%

Total 5,601 100% 14,822 100% 20,423 100% 3,061 100% 22,627 100% 25,688 100%
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 27

4.1 Violations Overview 

Of particular interest in this report are intersection crashes that involved a violation on the part of 

at least one of the drivers. In FARS, there are two data sources to identify if a violation occurred 

on the part of a driver who was involved in an intersection crash. 

o Police-reported violations as recorded by the Violations Charged variable, and 

o Factors related to the driver as coded in the Related Factors – Driver Level variable. 

Using both data sources, drivers who are involved in fatal crashes may be coded as failure-toobey or failure-to-yield drivers. The failure-to-obey crashes are the more egregious violation in 

that they represent a definite violation of the traffic control device. This usually is a driver who 

failed to stop at a traffic control device and was involved in a crash after entering the 

intersection. The failure-to-yield drivers are those who stopped at the traffic control device and 

then proceeded into the intersection into the path of crossing traffic. The failure-to-yield is not 

necessarily a violation in most cases but are used synonymously with failure-to-obey in most 

PARs. The police may often cite the failure-to-yield drivers as being a factor in the crash. So 

for the scope of this report, the failure-to-yield coded will be treated as a type of violation for the 

driver. Table 11 depicts the codes used in identifying the two different types of violations as 

coded in FARS. FARS fidelity about violations charged was expanded in 1997 which is why 

data from 1997 up to 2004 have been used in this report. 

Important: Violations may be under-reported in FARS. The extent of any potential underreporting is unknown. 

Table 11: FARS Codes Used to Identify Failure-to-Obey and Failure-to-Yield 

Crashes

Traffic Signals Stop Signs 

Codes Failure-toObey Crashes Failure-to-Yield 

Crashes 

Failure-to-Obey 

Crashes 

Failure-to-Yield 

Crashes 

Violations 

Charged 

31 - Fail to Stop 

for Red Signal 

35 - Fail to Obey 

Signal, Generally 

39 - Fail to Obey 

Traffic Control 

Dev. 

41 – Turn in 

Violation of 

Traffic Control 

(Turn Arrow) 

33 – Turn on Red (Fail 

to Stop and Yield) 

46 – Failure to Yield 

Generally 

37 – Fail to Obey Stop 

Signs 

39 – Fail to Obey 

Traffic Control Device 

46 – Failure to Yield 

Generally 

Related Factors – 

Driver Level 

39 – Failure to 

Obey Actual 

Traffic Control 

Device 

38 – Failure to Yield 

Right-of-Way 

39 – Failure to Obey 

Actual Traffic Sign, 

Traffic Control Devices 

38-Failure to yield rightof-way 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 28

The Cooperative Intersection Collision Avoidance System initiative has three major focus areas. 

The CICAS-Violation targets drivers who might potentially violate (run) a traffic signal or a stop 

sign. The CICAS-Signal Left Turn Assist targets drivers of vehicles at signal-controlled 

intersections making an unprotected left turn and thereby running a risk of colliding with 

oncoming traffic. The CICAS-Stop Sign Assist is targeted at drivers at intersections with stop 

signs, especially where minor roads intersect with higher speed highways. Table 12 depicts the 

population of crashes as described in the following sections of the report and their relevance to 

the three major CICAS program areas. 

In failure-to-obey crashes at intersections controlled by properly functioning traffic signals, it 

can be assumed that one of the drivers was involved in a red-light-running violation. The 

failure-to-yield crashes at signal-controlled intersections usually involve a left-turning vehicle 

colliding with an oncoming vehicle. Figure 13 depicts the proportion, on an average, of fatal 

intersection crashes that involved at least one driver who failed to obey or failed to yield at a 

stop-sign- or signal-controlled intersection. About 38 percent of all fatal two-vehicle crashes at 

intersections controlled by traffic signals were failure-to-obey crashes as compared to 42 percent 

of all two-vehicle crashes at stop signs. In addition, 24 percent of all two-vehicle crashes at 

intersections controlled by traffic signals were failure-to-yield crashes as compared to 45 percent 

of all two-vehicle crashes at stop-sign controlled intersections. 

Figure 13: Proportion of All Fatal Intersection Crashes That Involved at Least One Driver 

With a Failure-to-Yield or Failure-to-Obey Violation, 1997-2004 

Table 12: Relationship Between Failure-to-Obey 

and Failure-to-Yield Crashes and CICAS Focus 

Areas

Traffic Control 

Device 

Failure-to-Obey 

Crashes 

Failure-to-Yield Crashes 

Traffic Signal CICAS-V CICAS-SLTA (Left Turn) 

Stop Sign CICAS-V CICAS-SSA 

Note: This table offers a general view of the crash populations to be addressed under the three 

current CICAS programs. For a more accurate classification, based on pre-crash scenarios, 

please refer to Appendix 3. 

Traffic Signals

38% 38%

24%

Failure to Obey Failure to Yield Other/Unknown

(2,553 crashes each year, on an average)

Stop Signs

42%

13%

45%

(3,211 Crashes each year, on an average)
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 29

Table 13 depicts the trend of failure-to-obey and failure-to-yield crashes at traffic signals and 

stop signs from 1997 to 2004. On an average, about 38 percent of all fatal crashes at signalcontrolled intersections involved at least one driver who ran a red light. In addition, 24 percent 

of the fatal crashes, on an average, involved at least one driver who failed to yield. 

Among fatal intersection crashes that occurred at stop signs, 42 percent of the crashes, on an 

average, involved at least one driver who was charged with a failure-to-obey violation. About 45 

percent of the drivers were charged with a failure-to-yield violation. 

Table 13: Fatal Crashes and Fatalities That Occurred at Intersections by 

Major Violations and the Number of Fatalities, 1997-2004

Traffic Signal

Crashes Fatalities

Red-Light 

Running 

(Failure to 

Obey) 

Failure to 

Yield 

Red-Light 

Running 

(Failure to 

Obey) 

Failure to 

Year Total Yield 

Num % Num % 

Total 

Num % Num % 

1997 2,543 998 39% 617 24% 2,730 1,100 40% 654 24%

1998 2,525 931 37% 641 25% 2,712 1,011 37% 702 26%

1999 2,493 916 37% 629 25% 2,680 1,011 38% 659 25%

2000 2,513 971 39% 594 24% 2,703 1,075 40% 627 23%

2001 2,610 1,036 40% 584 22% 2,818 1,142 41% 616 22%

2002 2,588 966 37% 628 24% 2,758 1,061 38% 662 24%

2003 2,542 977 38% 563 22% 2,747 1,072 39% 610 22%

2004 2,609 938 36% 649 25% 2,766 1,017 37% 687 25%

Total 20,423 7,733 38% 4,905 24% 21,914 8,489 39% 5,217 24%

Avg. 2,553 967 38% 613 24% 2,739 1,061 39% 652 24%

Stop Sign

Year Total Failure to 

Obey 

Failure to 

Yield 

Total Failure to 

Obey 

Failure to 

Yield 

1997 3,110 1,352 43% 1,409 45% 3,566 1,618 45% 1,566 44%

1998 3,277 1,414 43% 1,486 45% 3,792 1,684 44% 1,700 45%

1999 3,372 1,379 41% 1,529 45% 3,821 1,601 42% 1,727 45%

2000 3,173 1,302 41% 1,424 45% 3,610 1,552 43% 1,583 44%

2001 3,129 1,333 43% 1,393 45% 3,507 1,542 44% 1,535 44%

2002 3,266 1,448 44% 1,339 41% 3,689 1,689 46% 1,483 40%

2003 3,201 1,296 40% 1,435 45% 3,604 1,512 42% 1,585 44%

2004 3,160 1,191 38% 1,454 46% 3,556 1,397 39% 1,614 45%

Total 25,688 10,715 42% 11,469 45% 29,145 12,595 43% 12,793 44%

Avg. 3,211 1,339 42% 1,434 45% 3,643 1,574 43% 1,599 44%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 30

Table 14 depicts the type of the crash occurring at signal-controlled and stop-sign-controlled 

intersections, i.e., if the crashes were single-vehicle or multiple-vehicle crashes. 

Table 14: Fatal Crashes That Occurred at Signal-Controlled 

Intersections by the Number of Vehicles Involved and the 

Number of Fatalities, 1997-2004

Number of Vehicles Crashes Fatalities

Crashes % of Total Fatalities % of Total

Traffic Signal

Single-Vehicle 5,601 27% 5,722 26%

Multiple-Vehicle 14,470 73% 16,192 74%

2 11,878 58% 12,951 59%

3 2,217 11% 2,426 11%

4 514 2% 561 3%

5 or More 213 1% 254 1%

Total 20,423 100% 21,914 100%

Stop Sign

Single-Vehicle 3,061 12% 3,214 11%

Multiple-vehicle 22,464 88% 25,931 89%

2 20,920 81% 23,934 82%

3 1,560 6% 1,823 6%

4 127 0% 148 1%

5 or More 20 0% 26 0%

Total 25,688 100% 29,145 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

A large proportion, about 81 percent, of the fatal crashes at intersections controlled by stop signs 

are two-vehicle crashes. About 60 percent of the crashes that occur at signal-controlled 

intersections are two-vehicle crashes. However, most of the single-vehicle crashes that occur at 

signal-controlled intersections result in the fatality to a pedestrian or a pedalcyclist, as shown in 

Table 9. Also, for a large majority of the multi-vehicle crashes, the first harmful event in the 

crash is a motor vehicle in transport. Hence, the following sections of the report will analyze 

two-vehicle crashes at intersections. Nonoccupant fatalities (pedestrian, pedalcyclists, etc.) will 

be discussed in a forthcoming publication. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 31

Figure 14 summarizes the process of identifying the crash population that will be analyzed in 

detail in the following sections of this report. As seen in Figure 14, a large proportion of the 

fatalities in single-vehicle crashes occur to pedestrians. Fatally injured vehicle occupants in 

single-vehicle crashes are usually in vehicles that hit a fixed object in the intersection such as a 

tree, embankment, signal fixture, curb, or the vehicle had rolled over. These are scenarios on 

which a CICAS system may not be as effective. Among nonoccupants killed in single-vehicle 

crashes, CICAS might be effective in a portion of the crashes. These might involve 

nonoccupants who are struck due to a vehicle whose driver either failed to obey or failed to yield 

to a traffic control device prior to hitting the nonoccupant. 

Among multiple-vehicle crashes, a majority are two-vehicle crashes. Crashes involving more 

than two vehicles are more complex to analyze and the number of vehicles involved also varies. 

Two-vehicle crashes will be the type of crash analyzed in the remainder of this report. Figure 

14 as well as Table 18 (Table 18, Page 37) show the fatality categories primarily addressed by 

the three current CICAS (V, SLTA and SSA) programs. 

Figure 14: Summary of the Process of Identifying Annual Average Fatalities for Analysis 

Fatalities in Intersection 

Crashes

9,520

None* Traffic Signals Stop Signs Other/Unkn

2,593 2,982 3,643 302

Properly 

Functioning Not Functioning Other

2,739 42 201

Single Vehicle Multiple Vehicle Single Vehicle Multiple Vehicle

715 2,024 402 3,241

Vehicle 

Occupants Non-Occupants Vehicle Occupants Non-Occupants Vehicle Occupants Non-Occupants Vehicle Occupants Non-Occupants

157 559 1,970 54 234 168 3,229 13

Within 

Intersection

Within 

Intersection

Within 

Intersection

Within 

Intersection

Within 

Intersection

Within 

Intersection

Within 

Intersection

Within 

Intersection

70 351 1790 40 115 120 3,119 11

Intersection 

Related

Intersection 

Related

Intersection 

Related

Intersection 

Related

Intersection 

Related

Intersection 

Related

Intersection 

Related

Intersection 

Related

87 208 180 15 119 48 109 2

Two-Vehicle More than 2 

Vehicles Two-Vehicle More than 2 Vehicles

1,619 405 2,992 250

Final TwoVehicle Filtered for Collisions with Parked Vehicles, etc. Final TwoVehicle

1,578 2,867

CICAS-V CICAS- SLTA Other CICAS-V CICAS- SSA Other

924 313 341 1,336 1,430 101

*A Vehicle Safety Communications Application (VSC-A) Program is being designed to address crashes in this category as well as the other 

categories. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 32

As seen in Figure 14, about 42 percent [(924+313+1,336+1,430)/9,520] of the fatalities occurring at intersections 

each year could potentially be affected by CICAS technology. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 33

5. Two-Vehicle Fatal Crashes at Intersections Controlled by 

Signals/Stop Signs 

This section will analyze the characteristics of fatal, two-vehicle crashes at intersections 

controlled by signals and stop signs. Most of the fatal, single-vehicle crashes at intersections 

result in the fatality to a nonoccupant. Also, a large proportion of the multiple-vehicle crashes, 

which are generally more serious in nature, are crashes that involved two vehicles. 

Of the 11,878 two-vehicle crashes at signal-controlled intersections, 11,587 had a first harmful 

event coded as a motor vehicle in transport. Similarly, of the 20,920 two-vehicle crashes at stopsign controlled intersections, 20,764 had a first harmful event coded as a motor vehicle in 

transport. These crashes will constitute the population of crashes to be analyzed in the following 

sections. 

Table 15 (overleaf) depicts the Most Harmful Event (MHE) for the vehicles involved in fatal, 

two-vehicle crashes at intersections controlled by signals and stop signs. The MHE is coded at 

the vehicle level while the First Harmful Event (FHE) detailed earlier is coded at the crash level. 

This element is used when the FHE is minor, for a particular vehicle, compared to some 

subsequent event. Otherwise, MHE and FHE are coded the same for a given vehicle. As seen in 

Table 15, close to 92 percent [10,701/11,571] of all two-vehicle crashes at signal-controlled 

intersections had a motor vehicle in transport coded as the MHE for both the vehicles. This 

proportion was similar for vehicles involved in two-vehicle crashes at stop-sign controlled 

intersections. 

Also, fatal, two-vehicle intersection crashes that involve a parked vehicle will be removed from 

the crash population to be analyzed. Thus, the rest of this section will detail the 11,571 twovehicle crashes at signal-controlled intersections resulting in 12,621 fatalities. Similarly, the 

20,732 fatal two-vehicle crashes resulting in 23,733 fatalities at stop signs will be detailed. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 34

Table 15: Most Harmful Events of Vehicles Involved in Fatal Two-Vehicle 

Crashes at Intersections and Role of People Killed, 1997 to 2004

Most Harmful 

Event for 1st

Vehicle 

Most Harmful 

Event for 2nd

Vehicle 

Crashes Occupants 

Killed in 1st

Vehicle

Occupants 

Killed in 

2nd Vehicle

Total 

Vehicle 

Occupants 

Killed

Nonoccup

ants 

Killed 

Total 

Traffic Signal

Motor Vehicle in 

Transport 

Motor Vehicle 

in Transport 10,701 5,967 5,656 11,623 14 11,637

Motor Vehicle in 

Transport 

Overturn 332 189 186 375 3 378

Motor Vehicle in 

Transport 

Collision with 

Fixed Object 300 181 146 327 3 330

Motor Vehicle in 

Transport 

Nonoccupants 143 1 3 4 152 156

Motor Vehicle in 

Transport 

Non-Collision 46 25 32 57 0 57

Collision with 

Fixed Object 

Collision with 

Fixed Object 17 7 13 20 0 20

Collision with 

Fixed Object 

Overturn 13 13 3 16 0 16

Other 19 9 9 18 9 27

Subtotal 11,571 6,392 6,048 12,440 181 12,621

Involving a Parked Motor Vehicle 16 11 8 19 0 19

Total 11,587 6,403 6,056 12,459 181 12,640

Stop Sign

Motor Vehicle 

in Transport 

Motor Vehicle 

in Transport 19,264 13,371 8,546 21,917 3 21,920

Motor Vehicle 

in Transport 

Overturn 855 549 504 1,053 0 1,053

Motor Vehicle 

in Transport 

Collision with 

Fixed Object 354 215 197 412 0 412

Motor Vehicle 

in Transport 

Nonoccupants 55 1 1 2 56 58

Motor Vehicle 

in Transport 

Non-Collision 78 72 42 114 0 114

Collision with 

Fixed Object 

Collision with 

Fixed Object 24 20 10 30 0 30

Collision with 

Fixed Object 

Overturn 17 5 15 20 0 20

Other 82 55 66 121 2 123

Subtotal 20,732 14,290 9,382 23,672 61 23,733

Involving a Parked Motor Vehicle 32 22 15 37 1 38

Total 20,764 14,312 9,397 23,709 62 23,771

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 35

Table 16 depicts the trend of the two-vehicle crash population and the resulting fatalities that will 

be analyzed in greater detail in the following sections of the report. On an average, every year, 

there are 1,446 fatal two-vehicle crashes at traffic signals resulting in 1,578 fatalities. About 50 

percent of these crashes involved at least one driver who was charged with a failure-to-obey 

violation, i.e., ran a red light. At stop-sign-controlled intersections, on an average, there are 

2,592 fatal two-vehicle crashes resulting in 2,967 fatalities. About 44 percent of these crashes 

involved at least one driver who was charged with a failure-to-obey violation, i.e., the driver 

failed to stop at the stop sign. 

Table 16: Fatal Two-Vehicle Crashes and Fatalities That Occurred at 

Intersections by Major Violations Charged and the Number of Fatalities, 

1997-2004

Traffic Signal

Crashes Fatalities

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield Crashes 

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYear Yield Crashes Total 

Crashes 

Num % Num % 

Total 

Fatalities

Num % Num % 

1997 1,461 761 52% 428 29% 1,591 836 53% 460 29%

1998 1,410 692 49% 440 31% 1,542 750 49% 490 32%

1999 1,422 691 49% 442 31% 1,549 761 49% 464 30%

2000 1,410 730 52% 403 29% 1,551 809 52% 433 28%

2001 1,520 791 52% 434 29% 1,667 877 53% 463 28%

2002 1,431 719 50% 428 30% 1,548 788 51% 458 30%

2003 1,437 741 52% 392 27% 1,582 815 52% 437 28%

2004 1,480 710 48% 445 30% 1,591 767 48% 478 30%

Total 11,571 5,835 50% 3,412 29% 12,621 6,403 51% 3,683 29%

Avg. 1,446 729 50% 427 29% 1,578 800 51% 460 29%

Stop Sign

Crashes Fatalities

Year Total 

Crashes 

Failure-toobey Crashes Failure-toYield Crashes Total 

Fatalities

Failure-toobey Crashes Failure-toYield Crashes 

1997 2,564 1,151 45% 1,260 49% 2,961 1,382 47% 1,406 47%

1998 2,699 1,199 44% 1,337 50% 3,172 1,450 46% 1,539 49%

1999 2,772 1,202 43% 1,370 49% 3,170 1,408 44% 1,550 49%

2000 2,550 1,116 44% 1,267 50% 2,931 1,339 46% 1,410 48%

2001 2,527 1,118 44% 1,241 49% 2,841 1,291 45% 1,365 48%

2002 2,583 1,187 46% 1,189 46% 2,946 1,399 47% 1,316 45%

2003 2,565 1,095 43% 1,279 50% 2,893 1,273 44% 1,411 49%

2004 2,472 963 39% 1,295 52% 2,819 1,142 41% 1,440 51%

Total 20,732 9,031 44% 10,238 49% 23,733 10,684 45% 11,437 48%

Avg. 2,592 1,129 44% 1,280 49% 2,967 1,336 45% 1,430 48%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

The following sections will describe in detail the crash, vehicle, and driver characteristics in fatal 

two-vehicle crashes identified in the table above.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 36

5.1 Crash Characteristics of Fatal, Two-Vehicle Intersection Crashes 

5.1.1. Crash Scenarios 

The major types of crashes involving two vehicles at an intersection are crossing-path crashes, head-on 

collisions, and rear-end collisions. Crossing-path crashes have been defined in prior research as those 

that involve the type of traffic conflict where one moving vehicle cuts across the path of another, when 

they were initially approaching from either lateral or opposite directions, in such a way that they 

collided at or near a junction (Najm et. al., 2001).

Figure 15 depicts the potential scenarios that might lead to a two-vehicle crash. The relevant crash 

scenarios are: 

• Crossing-Path Crashes 

o Left Turn Across Path - Opposite Direction Conflict (LTAP/OD) 

o Left Turn Across Path - Lateral Direction Conflict (LTAP/LD) 

o Left Turn Into Path - Merge Conflict (LTIP) 

o Right Turn Into Path - Merge Conflict (RTIP) 

o Straight Crossing Paths (SCP) 

• Head-On Collisions, not classifiable as Crossing-Path Crashes 

• Rear-End Collisions, not classifiable as Crossing-Path Crashes 

Figure 15: Schematic of Potential Two-Vehicle Crash Scenarios 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 37

While the taxonomy of two-vehicle crashes is currently not coded in FARS, this study has classified 

fatal two-vehicle crashes along the lines of Figure 15 by using available FARS variables and 

descriptions. The crash schematics depicted in Figure 15 are just one representation of the many 

possible impact scenarios between the two vehicles. The variables used and the algorithm employed in 

the classification of two-vehicle crash scenarios are documented in Appendix 1. Figure 16 depicts the 

distribution of crash scenarios in two-vehicle crashes occurring at intersections controlled by traffic 

signals and stop signs. About 43 percent of fatal, two-vehicle crashes at intersections controlled by 

traffic signals were SCP crashes followed by 31 percent that were LTAP/OD crashes. However, in the 

case of fatal, two-vehicle crashes at intersections controlled by stop signs, 70 percent of the crashes 

were SCP crashes followed by 17 percent that were LTAP/LD crashes. 

Figure 16: Crash Scenarios in Fatal Two-Vehicle Intersection Crashes, 1997-2004 

Stop Signs

70%

1%

1%

1%

1% 8% 1%

17%

(20,732 crashes each year, on an average)

Traffic Signals

31%

1%

2% 5% 7%

43% 11%

LTAP/OD LTAP/LD LTIP RTIP SCP

Rear-end Head-On Oth/Unk

(11,571 crashes each year, on an average)
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 38

Table 18 depicts the data for the crash scenarios by the type of violations. About 65 percent of the 

failure-to-obey crashes at traffic signals and 84 percent of the failure-to-obey crashes at stop signs 

were SCP crashes. Also, 69 percent of the failure-to-yield crashes at traffic signals were LTAP/OD 

crashes and 61 percent of the failure-to-yield crashes at stop signs were SCP crashes. 

Table 18: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Roadway Crash Scenario, 1997-2004

Traffic Signal

Crashes Fatalities

Crash 

Scenario Total 

Crashes 

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities 

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

LTAP/OD 3,602 31% 844 14% 2,340 69% 3,876 31% 913 14% 2,507 68%

LTAP/LD 1,288 11% 722 12% 389 11% 1,370 11% 777 12% 407 11%

LTIP 92 1% 31 1% 49 1% 97 1% 32 0% 53 1%

RTIP 49 0% 28 0% 16 0% 51 0% 29 0% 16 0%

SCP 4,919 43% 3,820 65% 464 14% 5,470 43% 4,234 66% 524 14%

Rear-end 780 7% 80 1% 22 1% 850 7% 85 1% 35 1%

Head-On 231 2% 87 1% 22 1% 258 2% 94 1% 23 1%

Oth/Unk 610 5% 223 4% 110 3% 649 5% 239 4% 118 3%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

LTAP/OD 450 31% 106 14% 293 69% 485 31% 114 14% 313 68%

LTAP/LD 161 11% 90 12% 49 11% 171 11% 97 12% 51 11%

LTIP 12 1% 4 1% 6 1% 12 1% 4 0% 7 1%

RTIP 6 0% 4 0% 2 0% 6 0% 4 0% 2 0%

SCP 615 43% 478 65% 58 14% 684 43% 529 66% 66 14%

Rear-end 98 7% 10 1% 3 1% 106 7% 11 1% 4 1%

Head-On 29 2% 11 1% 3 1% 32 2% 12 1% 3 1%

Oth/Unk 76 5% 28 4% 14 3% 81 5% 30 4% 15 3%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

LTAP/OD 732 4% 159 2% 490 5% 834 4% 188 2% 553 5%

LTAP/LD 3,664 18% 649 7% 2,740 27% 3,993 17% 707 7% 2,990 26% 

LTIP 90 0% 32 0% 44 0% 98 0% 36 0% 48 0%

RTIP 158 1% 49 1% 88 1% 175 1% 52 0% 102 1%

SCP 14,427 70% 7,560 84% 6,233 61% 16,795 71% 9,046 85% 7,034 62%

Rear-end 129 1% 33 0% 10 0% 138 1% 36 0% 10 0%

Head-On 301 1% 142 2% 75 1% 341 1% 168 2% 81 1%

Oth/Unk 1,231 6% 407 5% 558 5% 1,359 6% 451 4% 619 5%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

LTAP/OD 92 4% 20 2% 61 5% 104 4% 24 2% 69 5%

LTAP/LD 458 18% 81 7% 343 27% 499 17% 88 7% 374 26%

LTIP 11 0% 4 0% 6 0% 12 0% 5 0% 6 0%

RTIP 20 1% 6 1% 11 1% 22 1% 7 0% 13 1%

SCP 1,803 70% 945 84% 779 61% 2,099 71% 1,131 85% 879 62%

Rear-end 16 1% 4 0% 1 0% 17 1% 5 0% 1 0%

Head-On 38 1% 18 2% 9 1% 43 1% 21 2% 10 1%

Oth/Unk 154 6% 51 5% 70 5% 170 6% 56 4% 77 5%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

 CICAS-V CICAS-SLTA CICAS-SSA 

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 39

5.1.2. Relation to Intersection 

Table 19 depicts the location, in relation to the intersection, of fatal two-vehicle crashes and fatalities 

at traffic signals and stop signs. A large majority of the two-vehicle crashes occur within the 

intersection at traffic signals as well as stop signs. 

Table 19: Fatal Crashes and Fatalities That Occurred at Intersections by Relation to 

Junction, Major Violations Charged and the Number of Fatalities, 1997-2004

Traffic Signal

Crashes Fatalities

Relation 

to 

Junction

Total 

Crashes

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

Within 

Intersection 

10,711 93% 5,656 97% 3,308 97% 11,684 93% 6,210 97% 3,566 97% 

IntersectionRelated 

860 7% 179 3% 104 3% 937 7% 193 3% 117 3%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Within 

Intersection 

1,339 93% 707 97% 414 97% 1,461 93% 776 97% 446 97%

IntersectionRelated 

108 7% 22 3% 13 3% 117 7% 24 3% 15 3%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Within 

Intersection 

20,060 97% 8,819 98% 9,933 97% 22,978 97% 10,443 98% 11,093 97% 

IntersectionRelated 

672 3% 212 2% 305 3% 755 3% 241 2% 344 3%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Within 

Intersection 

2,508 97% 1,102 98% 1,242 97% 2,872 97% 1,305 98% 1,387 97%

IntersectionRelated 

84 3% 27 2% 38 3% 94 3% 30 2% 43 3%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 40

5.1.3 Manner of Collision 

Table 20 depicts the crashes and fatalities by the manner of collision. A majority of the two-vehicle 

crashes occurring at both signal-controlled and stop-sign controlled intersections were angle (front-toside) impacts. 

Table 20: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Manner of Collision, 1997-2004

Traffic Signal

Crashes Fatalities

Manner 

of 

Collision

Total 

Crashes

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

Rear-End 862 7% 92 2% 32 1% 939 7% 97 2% 45 1%

Head-On 624 5% 144 2% 285 8% 660 5% 151 2% 296 8%

Angle 9,993 86% 5,582 96% 3,073 90% 10,927 87% 6,138 96% 3,320 90%

Sideswipe 64 1% 10 0% 9 0% 66 1% 10 0% 9 0%

Oth/Unk 28 0% 7 0% 13 0% 29 0% 7 0% 13 0%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Rear-End 108 7% 12 2% 4 1% 117 7% 12 2% 6 1%

Head-On 78 5% 18 2% 36 8% 83 5% 19 2% 37 8%

Angle 1,249 86% 698 96% 384 90% 1,366 87% 767 96% 415 90%

Sideswipe 8 1% 1 0% 1 0% 8 1% 1 0% 1 0%

Oth/Unk 4 0% 1 0% 2 0% 4 0% 1 0% 2 0%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Rear-End 184 1% 36 0% 35 0% 204 1% 42 0% 43 0%

Head-On 454 2% 152 2% 160 2% 526 2% 183 2% 184 2%

Angle 20,001 96% 8,822 98% 10,006 98% 22,901 96% 10,433 98% 11,170 98%

Sideswipe 69 0% 14 0% 24 0% 77 0% 18 0% 27 0%

Oth/Unk 24 0% 7 0% 13 0% 25 0% 8 0% 13 0%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Rear-End 23 1% 5 0% 4 0% 26 1% 5 0% 5 0%

Head-On 57 2% 19 2% 20 2% 66 2% 23 2% 23 2%

Angle 2,500 96% 1,103 98% 1,251 98% 2,863 96% 1,304 98% 1,396 98%

Sideswipe 9 0% 2 0% 3 0% 10 0% 2 0% 3 0%

Oth/Unk 3 0% 1 0% 2 0% 3 0% 1 0% 2 0%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 41

5.1.4 Roadway Function Class 

Table 21 depicts the crashes and fatalities by the roadway function class, i.e., if the roadway was in a 

rural or an urban area. Slightly more than 80 percent of the two-vehicle crashes at signal-controlled 

intersections occur in urban areas. This relative distribution was also true in the case of crashes that 

involved at least one driver who failed to stop at a red light. In two-vehicle crashes occurring at stop 

signs, about 64 percent of the crashes occurred in rural areas. 

Table 21: Fatal Crashes and Fatalities That Occurred at Intersections by Major 

Roadway Function Class (Urban/Rural), Violations Charged, and the Number of 

Fatalities, 1997-2004

Traffic Signal

Crashes Fatalities

Roadway 

Function 

Class

Total 

Crashes

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities

Red-LightRunning 

(Failure-toobey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

Rural 2,131 18% 1,042 18% 675 20% 2,366 19% 1,171 18% 747 20%

Urban 9,355 81% 4,743 81% 2,719 80% 10,159 80% 5,175 81% 2,917 79%

Unknown 85 1% 50 1% 18 1% 96 1% 57 1% 19 1%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Rural 266 18% 130 18% 84 20% 296 19% 146 18% 93 20%

Urban 1,169 81% 593 81% 340 80% 1,270 80% 647 81% 365 79%

Unknown 11 1% 6 1% 2 1% 12 1% 7 1% 2 1%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Rural 13,246 64% 6,253 69% 6,252 61% 15,551 66% 7,583 71% 7,146 62%

Urban 7,341 35% 2,710 30% 3,920 38% 8,019 34% 3,025 28% 4,215 37%

Unknown 145 1% 68 1% 66 1% 163 1% 76 1% 76 1%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Rural 1,656 64% 782 69% 782 61% 1,944 66% 948 71% 893 62%

Urban 918 35% 339 30% 490 38% 1,002 34% 378 28% 527 37%

Unknown 18 1% 9 1% 8 1% 20 1% 10 1% 10 1%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 42

5.1.5 Roadway Function Class in RURAL Crashes 

As seen in Table 22, about 44 percent of the two-vehicle failure-to-obey crashes in rural intersections 

controlled by traffic signals are on principal arterial roads (Refer to Glossary for Roadway type 

descriptions), 23 percent in minor arterial roads, 16 percent in major collector roads and 12 percent in 

local roads/streets. Among failure-to-obey, two-vehicle crashes in rural stop-sign controlled 

intersections, 32 percent occurred on major collector roads, 20 percent in both principal arterial and 

minor arterial roads and 11 percent in minor collector roads. 

Table 22: Fatal Two-Vehicle Crashes and Fatalities at RURAL Intersections by Major 

Violations Charged and Roadway Function Class, 1997-2004

Traffic Signal

Crashes Fatalities

RURAL 

Roadway 

Function 

Class

Total 

Crashes

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

Principal 

Arterial 928 44% 458 44% 287 43% 1,050 44% 522 45% 328 44%

Minor 

Arterial 500 23% 252 24% 156 23% 553 23% 287 25% 167 22%

Major 

Collector 304 14% 162 16% 92 14% 329 14% 175 15% 101 14%

Minor 

Collector 55 3% 26 2% 17 3% 59 2% 28 2% 19 3%

Local 

Road/St. 298 14% 126 12% 104 15% 323 14% 137 12% 112 15%

Oth/Unk 46 2% 18 2% 19 3% 52 2% 22 2% 20 3%

1997 

to 

2004 

Total 2,131 100% 1,042 100% 675 100% 2,366 100% 1,171 100% 747 100%

Pr. Artrl. 116 44% 57 44% 36 43% 131 44% 65 45% 41 44%

Min Artrl 63 23% 32 24% 20 23% 69 23% 36 25% 21 22%

Maj Clctr 38 14% 20 16% 12 14% 41 14% 22 15% 13 14%

Min Clctr 7 3% 3 2% 2 3% 7 2% 4 2% 2 3%

Lcl Rd 37 14% 16 12% 13 15% 40 14% 17 12% 14 15%

Oth/Unk 6 2% 2 2% 2 3% 7 2% 3 2% 3 3%

Avg. 

per 

Year 

Total 266 100% 130 100% 84 100% 296 100% 146 100% 93 100%

Stop Sign

Pr. Artrl. 3,436 26% 1,228 20% 2,034 33% 3,982 26% 1,473 19% 2,324 33%

Min Artrl 2,860 22% 1,231 20% 1,464 23% 3,350 22% 1,500 20% 1,668 23%

Maj Clctr 3,707 28% 1,971 32% 1,569 25% 4,421 28% 2,432 32% 1,798 25%

Min Clctr 1,115 8% 657 11% 389 6% 1,327 9% 791 10% 456 6%

Lcl Rd 1,957 15% 1,076 17% 725 12% 2,266 15% 1,278 17% 814 11%

Oth/Unk 171 1% 90 1% 71 1% 205 1% 109 1% 86 1%

1997 

to 

2004 

Total 13,246 100% 6,253 100% 6,252 100% 15,551 100% 7,583 100% 7,146 100%

Pr. Artrl. 430 26% 154 20% 254 33% 498 26% 184 19% 291 33%

Min Artrl 358 22% 154 20% 183 23% 419 22% 188 20% 209 23%

Maj Clctr 463 28% 246 32% 196 25% 553 28% 304 32% 225 25%

Min Clctr 139 8% 82 11% 49 6% 166 9% 99 10% 57 6%

Lcl Rd 245 15% 135 17% 91 12% 283 15% 160 17% 102 11%

Oth/Unk 21 1% 11 1% 9 1% 26 1% 14 1% 11 1%

Avg. 

per 

Year 

Total 1,656 100% 782 100% 782 100% 1,944 100% 948 100% 893 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 43

5.1.6 Roadway Function Class in URBAN Crashes 

As seen in Table 23, about 59 percent of the two-vehicle crashes in urban intersections controlled by 

traffic signals are on principal arterial roads, 24 percent on minor arterial roads, and 13 percent on local 

roads/streets. Among two-vehicle crashes in urban stop-sign-controlled intersections, 36 percent 

occurred on principal arterial roads, 26 percent on both minor arterial and local roads and 11 percent 

on collector roads. In failure-to-obey crashes at stop-signs, the highest proportion (about 34 percent) 

occurred on local roads while in failure-to-yield crashes, the highest proportion (44 percent) occurred 

on principal arterial roads. 

Table 23: Fatal Two-Vehicle Crashes and Fatalities at URBAN Intersections by Major 

Violations Charged and Roadway Function Class, 1997-2004

Traffic Signal

Crashes Fatalities

URBAN 

Roadway 

Function 

Class

Total 

Crashes

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

Principal 

Arterial 5,508 59% 2,787 59% 1,599 59% 6,005 59% 3,059 59% 1,725 59%

Minor 

Arterial 2,213 24% 1,053 22% 704 26% 2,379 23% 1,128 22% 754 26%

Collector 352 4% 177 4% 105 4% 375 4% 188 4% 111 4%

Local 

Road/St. 1,225 13% 697 15% 295 11% 1,334 13% 765 15% 310 11%

Oth/Unk 57 1% 29 1% 16 1% 66 1% 35 1% 17 1%

1997 

to 

2004 

Total 9,355 100% 4,743 100% 2,719 100% 10,159 100% 5,175 100% 2,917 100%

Pr. Artrl. 689 59% 348 59% 200 59% 751 59% 382 59% 216 59%

Min Artrl 277 24% 132 22% 88 26% 297 23% 141 22% 94 26%

Collector 44 4% 22 4% 13 4% 47 4% 24 4% 14 4%

Lcl Rd 153 13% 87 15% 37 11% 167 13% 96 15% 39 11%

Oth/Unk 7 1% 4 1% 2 1% 8 1% 4 1% 2 1%

Avg. 

per 

Year 

Total 1,169 100% 593 100% 340 100% 1,270 100% 647 100% 365 100%

Stop Sign

Pr. Artrl. 2,651 36% 684 25% 1,737 44% 2,922 36% 777 26% 1,889 45%

Min Artrl 1,889 26% 685 25% 1,016 26% 2,065 26% 771 25% 1,084 26%

Collector 802 11% 395 15% 328 8% 874 11% 440 15% 354 8%

Lcl Rd 1,941 26% 924 34% 806 21% 2,094 26% 1,013 33% 853 20%

Oth/Unk 58 1% 22 1% 33 1% 64 1% 24 1% 35 1%

1997 

to 

2004 

Total 7,341 100% 2,710 100% 3,920 100% 8,019 100% 3,025 100% 4,215 100%

Pr. Artrl. 331 36% 86 25% 217 44% 365 36% 97 26% 236 45%

Min Artrl 236 26% 86 25% 127 26% 258 26% 96 25% 136 26%

Collector 100 11% 49 15% 41 8% 109 11% 55 15% 44 8%

Lcl Rd 243 26% 116 34% 101 21% 262 26% 127 33% 107 20%

Oth/Unk 7 1% 3 1% 4 1% 8 1% 3 1% 4 1%

Avg. 

per 

Year 

Total 918 100% 339 100% 490 100% 1,002 100% 378 100% 527 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 44

5.1.7 Traffic-way Flow 

Table 24 depicts the crashes and fatalities by the traffic-way flow. Among all fatal two-vehicle crashes 

occurring at traffic signals, 42 percent occurred on undivided roads, 42 percent on roads that had a 

median without a barrier and 9 percent on roads that had a median with a barrier. This distribution was 

also true in the case of failure-to-obey and failure-to-yield crashes at traffic signals. Among all twovehicle crashes occurring at stop signs, 75 percent occurred on undivided roads and 12 percent 

occurred on roads that had a median without a barrier. In failure-to-obey crashes at stop signs, 83 

percent occurred at undivided roads while 12 percent occurred at roads that had a median without a 

barrier. In the case of failure-to-yield crashes at stop signs, the proportions were a little different with 

68 percent of the crashes occurring at undivided roads and 27 percent occurring at roads that had a 

median without a barrier. 

Table 24: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Trafficway Flow, 1997-2004

Traffic Signal

Crashes Fatalities

Traffic 

Way 

Flow

Total 

Crashes

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

Undivided 4,838 42% 2,481 43% 1,410 41% 5,259 42% 2,708 42% 1,524 41%

Median 

w/o 

Barrier 

4,857 42% 2,373 41% 1,515 44% 5,316 42% 2,625 41% 1,632 44%

Median w 

Barrier 1,002 9% 463 8% 322 9% 1,106 9% 515 8% 351 10%

One Way 354 3% 265 5% 23 1% 375 3% 285 4% 23 1%

Oth/Unk 520 4% 253 4% 142 4% 565 4% 270 4% 153 4%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Undivided 605 42% 310 43% 176 41% 657 42% 339 42% 191 41%

Med wo B 607 42% 297 41% 189 44% 665 42% 328 41% 204 44%

Med w B 125 9% 58 8% 40 9% 138 9% 64 8% 44 10%

One Way 44 3% 33 5% 3 1% 47 3% 36 4% 3 1%

Oth/Unk 65 4% 32 4% 18 4% 71 4% 34 4% 19 4%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Undivided 15,498 75% 7,511 83% 6,921 68% 17,875 75% 8,958 84% 7,743 68%

Med w/o 

B 4,152 20% 1,118 12% 2,733 27% 4,660 20% 1,285 12% 3,043 27%

Med w B 483 2% 157 2% 283 3% 549 2% 178 2% 323 3%

One Way 176 1% 79 1% 72 1% 189 1% 86 1% 77 1%

Oth/Unk 423 2% 166 2% 229 2% 460 2% 177 2% 251 2%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Undivided 1,937 75% 939 83% 865 68% 2,234 75% 1,120 84% 968 68%

Med wo B 519 20% 140 12% 342 27% 583 20% 161 12% 380 27%

Med w B 60 2% 20 2% 35 3% 69 2% 22 2% 40 3%

One Way 22 1% 10 1% 9 1% 24 1% 11 1% 10 1%

Oth/Unk 53 2% 21 2% 29 2% 58 2% 22 2% 31 2%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 45

5.1.8 Traffic-way Flow and Number of Lanes, Crashes at Traffic Signals 

Table 25 depicts the number of lanes in the roadway on which the crash occurs in signal-controlled 

intersections. Since FARS codes the number of lanes along a continuous stretch of the roadway, this 

tabulation is done along with the traffic-way flow. For example, a fatal crash occurring at the 

intersection shown in the cover of this report would be coded as having occurred on a three-lane road. 

The turn lanes are not counted as lanes and since there is a concrete barrier/median in the middle, the 

roadway with three lanes of traffic each way is still coded as a three-lane road. 

The largest number of crashes occurred at two-lane roads that had a median without a barrier, followed 

by undivided two-lane roads and undivided four-lane roads. 

Table 25: Fatal Two-Vehicle Crashes at Signal-Controlled Intersections by Major 

Violations Charged, Traffic-Way Flow and Number of Lanes, 1997-2004

1 Lane 2 Lanes 3 Lanes 4 Lanes 5 or More 

Lanes 

Total Crashes Traffic-Way 

Flow 

Num % Num % Num % Num % Num % Num % 

All Crashes

Undivided 0 0 2,346 48% 153 3% 1,860 38% 419 9% 4,838 100%

Median w/o 

Barrier 18 2,815 58% 1,079 22% 641 13% 273 6% 4,857 100%

Median w 

Barrier 3 451 45% 271 27% 177 18% 87 9% 1,002 100%

One Way 11 3% 121 34% 163 46% 45 13% 6 2% 354 100%

Oth/Unk 5 1% 109 21% 49 9% 108 21% 36 7% 520 100%

Total 37 5,842 50% 1,715 15% 2,831 24% 821 7% 11,571 100%

Failure-to-Obey Crashes (Red-Light Running)

Undivided 0 0 1,290 52% 80 3% 883 36% 228 4% 2,481 100%

Med w/o B 10 1,414 60% 531 22% 287 12% 131 2% 2,373 100%

Med w B 0 0 224 48% 128 28% 71 15% 40 1% 463 100%

One Way 8 3% 84 32% 131 49% 34 13% 8 0% 265 100%

Oth/Unk 2 1% 53 21% 21 8% 53 21% 124 2% 253 100%

Total 20 3,065 53% 891 15% 1,328 23% 531 9% 5,835 100%

Failure-to-Yield Crashes 

Undivided 0 0 580 41% 38 3% 622 44% 158 11% 1,410 100%

Med w/o B 7 876 58% 313 21% 218 14% 93 6% 1,515 100%

Med w B 3 1% 141 44% 82 25% 63 20% 29 9% 322 100%

One Way 1 4% 12 52% 5 22% 2 9% 0 0 23 100%

Oth/Unk 2 1% 32 23% 12 8% 34 24% 4 3% 142 100%

Total 13 1,641 48% 450 13% 939 28% 284 8% 3,412 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 46

5.1.9 Traffic-way Flow and Number of Lanes, Crashes at Stop-Sign-Controlled Intersections 

Table 26 depicts the number of lanes in the roadway on which the crash occurs in stop-sign-controlled 

intersections. Since FARS codes the number of lanes along a contiguous stretch of the roadway, this 

tabulation is done along with the traffic-way flow. A roadway (the travel lane) is one part of a divided 

trafficway or, if undivided, the same as the travel lanes of the trafficway. The largest number of 

crashes occurred at undivided two-lane roads, followed by undivided two-lane roads that had a median 

without a barrier. This was also true in the case of failure-to-obey and failure-to-yield crashes. 

Table 26: Fatal Two-Vehicle Crashes and Fatalities at Stop-Sign-Controlled

Intersections by Major Violations Charged, Traffic-Way Flow and Number of Lanes, 

1997-2004

1 Lane 2 Lanes 3 Lanes 4 Lanes 5 or More 

Lanes 

Total Crashes Traffic-Way 

Flow 

Num % Num % Num % Num % Num % Num % 

All Crashes

Undivided 2 13,857 89% 163 1% 1,285 8% 96 1% 15,498 100%

Median w/o 

Barrier 68 2% 2,931 71% 298 7% 731 18% 87 2% 4,152 100%

Median w 

Barrier 1 268 55% 45 9% 152 31% 15 3% 483 100%

One Way 30 17% 89 51% 41 23% 4 2% 1 1% 176 100%

Oth/Unk 12 3% 134 32% 25 6% 80 19% 11 3% 423 100%

Total 113 1% 17,279 83% 572 3% 2,252 11% 210 1% 20,732 100%

Failure-to-Obey Crashes

Undivided 0 0 6,894 92% 49 1% 498 7% 17 7,511 100%

Med w/o B 20 2% 738 66% 56 5% 279 25% 11 1% 1,118 100%

Med w B 1 1% 79 50% 17 11% 58 37% 2 1% 157 100%

One Way 13 16% 42 53% 19 24% 2 3% 0 0 79 100%

Oth/Unk 3 2% 45 27% 8 5% 19 11% 6 4% 166 100%

Total 37 7,798 86% 149 2% 856 9% 36 9,031 100%

Failure-to-Yield Crashes 

Undivided 2 6,045 87% 98 1% 680 10% 61 1% 6,921 100%

Med w/o B 41 2% 2,022 74% 202 7% 386 14% 60 2% 2,733 100%

Med w B 0 0 173 61% 23 8% 76 27% 11 4% 283 100%

One Way 11 15% 38 53% 15 21% 1 1% 1 1% 72 100%

Oth/Unk 8 3% 82 36% 15 7% 56 24% 5 2% 229 100%

Total 62 1% 8,360 82% 353 3% 1,199 12% 138 1% 10,238 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 47

5.1.10 Speed Limit 

Table 27 depicts the crashes and fatalities by the posted speed limit of the roadway. Since FARS does 

not provide a reliable assessment of the travel speed at the time of the crash, the posted speed limit is 

the most reliable proxy for travel speed. Among two-vehicle crashes at signal-controlled intersections, 

47 percent occurred at roads with speed limits between 40 and 50 mph followed by roads with a speed 

limit of 35 mph or under. This relative ranking was also true in the case of failure-to-obey and failureto-yield crashes. 

Among two-vehicle crashes occurring at intersections controlled by stop signs, about 53 percent of the 

crashes occurred at roads with posted speed limits of 55 mph or greater followed by 25 percent in 

roads with posted speed limits of 40 to 50 mph. 

Table 27: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Speed Limit, 1997-2004

Traffic Signal

Crashes Fatalities

Speed 

Limit 

(mph)

Total 

Crashes

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Total 

Fatalities

Red-LightRunning 

(Failure-toObey 

Crashes) 

Failure-toYield 

Crashes 

Year 

Num % Num % Num % Num % Num % Num % 

<=35 3,754 32% 2,031 35% 922 27% 4,061 32% 2,201 34% 992 27%

40 - 50 5,477 47% 2,662 46% 1,797 53% 5,932 47% 2,910 45% 1,909 52% 

55+ 1,939 17% 991 17% 589 17% 2,194 17% 1,131 18% 670 18%

Unknown 401 3% 151 3% 104 3% 434 3% 161 3% 112 3%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

<=35 469 32% 254 35% 115 27% 508 32% 275 34% 124 27%

40 - 50 685 47% 333 46% 225 53% 742 47% 364 45% 239 52%

55+ 242 17% 124 17% 74 17% 274 17% 141 18% 84 18%

Unknown 50 3% 19 3% 13 3% 54 3% 20 3% 14 3%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

<=35 4,257 21% 1,916 21% 1,866 18% 4,534 19% 2,060 19% 1,968 17%

40 - 50 5,268 25% 1,969 22% 2,854 28% 5,883 25% 2,287 21% 3,098 27%

55+ 10,964 53% 5,053 56% 5,402 53% 13,049 55% 6,234 58% 6,244 55% 

Unknown 243 1% 93 1% 116 1% 267 1% 103 1% 127 1%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

<=35 532 21% 240 21% 233 18% 567 19% 258 19% 246 17%

40 - 50 659 25% 246 22% 357 28% 735 25% 286 21% 387 27%

55+ 1,371 53% 632 56% 675 53% 1,631 55% 779 58% 781 55%

Unknown 30 1% 12 1% 15 1% 33 1% 13 1% 16 1%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 48

5.1.11 Speed Limit and Roadway Function Class 

Table 28 further breaks down the data in Table 26 by the roadway function class. Among two-vehicle 

crashes at rural intersections controlled by traffic signals, about 43 percent of the crashes occurred at 

roads with posted speed limits of 55 mph or more followed by 41 percent in roads with speed limits of 

40-50 mph. This relative ranking was more or less true among failure-to-obey crashes and failure-toyield crashes. However, among two-vehicle crashes occurring at rural intersections controlled by stop 

signs, 71 percent of the crashes occurred at roads with a speed limit of 55 mph or greater. 

Conversely, among two-vehicle crashes in urban intersections controlled by traffic signals, about 49 

percent occurred at roads with speed limits between 40 and 50 mph. In urban intersections controlled 

by stop signs, about 43 percent occurred at roads with speed limit of 35 mph or under, 35 percent 

occurred at roads with a speed limit of 40-50 mph and 20 percent occurred at roads with a speed limit 

of 55 mph or greater. 

Table 28: Fatal Two-Vehicle Crashes at Intersections by Major Violations Charged, 

Roadway Function Class, and Speed Limit, 1997-2004

Traffic Signal

Crashes in Rural Areas Crashes in Urban Areas

Speed 

Limit 

(mph) Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

<=35 271 13% 132 13% 82 12% 3,451 37% 1,878 40% 835 31%

40 - 50 879 41% 414 40% 295 44% 4,556 49% 2,225 47% 1,491 55%

55+ 915 43% 474 45% 280 41% 1,015 11% 512 11% 307 11%

Unknown 66 3% 22 2% 18 3% 333 4% 128 3% 86 3%

1997 

to 

2004 

Total 2,131 100% 1,042 100% 675 100% 9,355 100% 4,743 100% 2,719 100%

<=35 34 13% 17 13% 10 12% 431 37% 235 40% 104 31%

40 - 50 110 41% 52 40% 37 44% 570 49% 278 47% 186 55%

55+ 114 43% 59 45% 35 41% 127 11% 64 11% 38 11%

Unknown 8 3% 3 2% 2 3% 42 4% 16 3% 11 3%

Avg. 

per 

Year 

Total 266 100% 130 100% 84 100% 1,169 100% 593 100% 340 100%

Stop Sign

<=35 1,045 8% 474 8% 472 8% 3,185 43% 1,428 53% 1,386 35%

40 - 50 2,677 20% 1,214 19% 1,274 20% 2,563 35% 748 28% 1,563 40%

55+ 9,424 71% 4,527 72% 4,454 71% 1,451 20% 479 18% 908 23%

Unknown 100 1% 38 1% 52 1% 142 2% 55 2% 63 2%

1997 

to 

2004 

Total 13,246 100% 6,253 100% 6,252 100% 7,341 100% 2,710 100% 3,920 100%

<=35 131 8% 59 8% 59 8% 398 43% 179 53% 173 35%

40 - 50 335 20% 152 19% 159 20% 320 35% 94 28% 195 40%

55+ 1,178 71% 566 72% 557 71% 181 20% 60 18% 114 23%

Unknown 13 1% 5 1% 7 1% 18 2% 7 2% 8 2%

Avg. 

per 

Year 

Total 1,656 100% 782 100% 782 100% 918 100% 339 100% 490 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 49

5.1.12 Weather 

Table 29 depicts the weather at the time of the crash. A majority (over 90 percent) of the two-vehicle 

crashes at traffic signals as well as stop signs occur in normal weather conditions. This was also true 

of failure-to-obey crashes and failure-to-yield crashes. About 7 percent of the crashes at signalcontrolled intersections occurred in the rain and 6 percent of the crashes at stop-sign controlled 

intersections occurred under rainy conditions. 

Table 29: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Weather, 1997-2004

Traffic Signal

Crashes Fatalities

Weather 

Condition Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Total 

Fatalities

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

Normal 10,605 92% 5,344 92% 3,134 92% 11,572 92% 5,865 92% 3,381 92%

Rain 773 7% 394 7% 236 7% 833 7% 431 7% 253 7%

Snow 57 0% 33 1% 11 0% 65 1% 39 1% 12 0%

Fog 77 1% 42 1% 14 0% 87 1% 46 1% 16 0%

Oth/Unk 59 1% 22 0% 17 0% 64 1% 22 0% 21 1%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Normal 1,326 92% 668 92% 392 92% 1,447 92% 733 92% 423 92%

Rain 97 7% 49 7% 30 7% 104 7% 54 7% 32 7%

Snow 7 0% 4 1% 1 0% 8 1% 5 1% 2 0%

Fog 10 1% 5 1% 2 0% 11 1% 6 1% 2 0%

Oth/Unk 7 1% 3 0% 2 0% 8 1% 3 0% 3 1%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Normal 18,802 91% 8,186 91% 9,305 91% 21,552 91% 9,700 91% 10,408 91%

Rain 1,344 6% 543 6% 708 7% 1,499 6% 629 6% 769 7%

Snow 120 1% 56 1% 51 0% 135 1% 62 1% 58 1%

Fog 341 2% 183 2% 124 1% 407 2% 220 2% 148 1%

Oth/Unk 125 1% 63 1% 50 0% 140 1% 73 1% 54 0%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Normal 2,350 91% 1,023 91% 1,163 91% 2,694 91% 1,213 91% 1,301 91%

Rain 168 6% 68 6% 89 7% 187 6% 79 6% 96 7%

Snow 15 1% 7 1% 6 0% 17 1% 8 1% 7 1%

Fog 43 2% 23 2% 16 1% 51 2% 28 2% 19 1%

Oth/Unk 16 1% 8 1% 6 0% 18 1% 9 1% 7 0%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 50

5.1.13 Roadway Surface Conditions 

Table 30 depicts the conditions of the surface of the roadway at the intersections where the two-vehicle 

crashes occurred. About 87 percent of the two-vehicle crashes at both traffic signals and stop signs 

occurred under dry roadway surface conditions and about 12 percent occurred under wet roadway 

surface conditions. 

Table 30: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Roadway Surface Conditions, 1997-2004

Traffic Signal

Crashes Fatalities

Roadway 

Surface 

Condition Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Crashes 

Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

Dry 10,095 87% 5,091 87% 2,975 87% 11,032 87% 5,594 87% 3,213 87%

Wet 1,387 12% 704 12% 413 12% 1,492 12% 766 12% 443 12%

Snow 44 0% 16 0% 13 0% 47 0% 17 0% 13 0%

Ice 14 0% 11 0% 1 0% 16 0% 13 0% 1 0%

Oth/Unk 31 0% 13 0% 10 0% 34 0% 13 0% 13 0%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Dry 1,262 87% 636 87% 372 87% 1,379 87% 699 87% 402 87%

Wet 173 12% 88 12% 52 12% 187 12% 96 12% 55 12%

Snow 6 0% 2 0% 2 0% 6 0% 2 0% 2 0%

Ice 2 0% 1 0% 0 0% 2 0% 2 0% 0 0%

Oth/Unk 4 0% 2 0% 1 0% 4 0% 2 0% 2 0%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Dry 18,076 87% 7,875 87% 8,944 87% 20,736 87% 9,332 87% 10,020 88%

Wet 2,427 12% 1,034 11% 1,215 12% 2,743 12% 1,217 11% 1,327 12%

Snow 105 1% 53 1% 42 0% 114 0% 56 1% 48 0%

Ice 74 0% 44 0% 18 0% 83 0% 50 0% 20 0%

Oth/Unk 50 0% 25 0% 19 0% 57 0% 29 0% 22 0%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Dry 2,260 87% 984 87% 1,118 87% 2,592 87% 1,167 87% 1,253 88%

Wet 303 12% 129 11% 152 12% 343 12% 152 11% 166 12%

Snow 13 1% 7 1% 5 0% 14 0% 7 1% 6 0%

Ice 9 0% 6 0% 2 0% 10 0% 6 0% 3 0%

Oth/Unk 6 0% 3 0% 2 0% 7 0% 4 0% 3 0%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 51

5.1.14 Roadway Profile 

Table 31 depicts the profile of the roadway at the intersections where the two-vehicle crashes. About 

85 percent of the two-vehicle crashes at traffic signals were on level roads and 11 percent on grades. 

This rank-ordering was also true in the case of failure-to-obey and failure-to-yield crashes at traffic 

signals. Among two-vehicle crashes at stop signs, 78 percent of the crashes occurred at roads that 

were level and 17 percent occurred on grades. 

Table 31: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Roadway Profile, 1997-2004

Traffic Signal

Crashes Fatalities

Roadway 

Profile Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Crashes 

Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

Level 9,819 85% 4,929 84% 2,945 86% 10,686 85% 5,399 84% 3,170 86%

Grade 1,282 11% 663 11% 364 11% 1,410 11% 731 11% 403 11%

Hillcrest 98 1% 41 1% 26 1% 107 1% 46 1% 27 1%

Sag 24 0% 10 0% 6 0% 25 0% 10 0% 6 0%

Unknown 348 3% 192 3% 71 2% 393 3% 217 3% 77 2%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Level 1,227 85% 616 84% 368 86% 1,336 85% 675 84% 396 86%

Grade 160 11% 83 11% 46 11% 176 11% 91 11% 50 11%

Hillcrest 12 1% 5 1% 3 1% 13 1% 6 1% 3 1%

Sag 3 0% 1 0% 1 0% 3 0% 1 0% 1 0%

Unknown 44 3% 24 3% 9 2% 49 3% 27 3% 10 2%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Level 16,132 78% 7,245 80% 7,804 76% 18,472 78% 8,584 80% 8,697 76% 

Grade 3,483 17% 1,317 15% 1,893 18% 3,975 17% 1,555 15% 2,121 19%

Hillcrest 443 2% 154 2% 237 2% 508 2% 179 2% 268 2%

Sag 92 0% 35 0% 49 0% 107 0% 42 0% 55 0%

Unknown 582 3% 280 3% 255 2% 671 3% 324 3% 296 3%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Level 2,017 78% 906 80% 976 76% 2,309 78% 1,073 80% 1,087 76%

Grade 435 17% 165 15% 237 18% 497 17% 194 15% 265 19%

Hillcrest 55 2% 19 2% 30 2% 64 2% 22 2% 34 2%

Sag 12 0% 4 0% 6 0% 13 0% 5 0% 7 0%

Unknown 73 3% 35 3% 32 2% 84 3% 41 3% 37 3%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 52

5.1.15 Roadway Alignment 

Table 32 depicts the alignment of the roadway at the intersections where fatal two-vehicle crashes 

occurred. A significant majority of the two-vehicle crashes at traffic signals occurred on roads that are 

straight. About 2 percent of the crashes at traffic signals and 7 percent of the crashes at stop signs 

occurred at a curved section of the roadway. 

Table 32: Fatal Crashes and Fatalities That Occurred at Intersections by Major 

Violations Charged and Roadway Alignment, 1997-2004

Traffic Signal

Crashes Fatalities

Roadway 

Alignment Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

Straight 11,279 97% 5,695 98% 3,314 97% 12,307 98% 6,254 98% 3,579 97%

Curve 252 2% 120 2% 88 3% 268 2% 126 2% 94 3%

Unknown 40 0% 20 0% 10 0% 46 0% 23 0% 10 0%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Straight 1,410 97% 712 98% 414 97% 1538 98% 782 98% 447 97%

Curve 32 2% 15 2% 11 3% 34 2% 16 2% 12 3%

Unknown 5 0% 3 0% 1 0% 6 0% 3 0% 1 0%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1578 100% 800 100% 460 100%

Stop Sign

Straight 19,295 93% 8,564 95% 9,397 92% 22,095 93% 10,138 95% 10,487 92% 

Curve 1,376 7% 446 5% 810 8% 1,571 7% 522 5% 916 8%

Unknown 61 0% 21 0% 31 0% 67 0% 24 0% 34 0%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Straight 2,412 93% 1,071 95% 1,175 92% 2,762 93% 1,267 95% 1,311 92%

Curve 172 7% 56 5% 101 8% 196 7% 65 5% 115 8%

Unknown 8 0% 3 0% 4 0% 8 0% 3 0% 4 0%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 53

5.1.16 Construction/Maintenance Zones 

Table 33 depicts whether the intersection where the two-vehicle crashes occurred were part of a 

construction and maintenance zone (work zones). A significant majority of the two-vehicle crashes at 

both traffic signals and stop signs occurred at roadways that were free of any construction or 

maintenance, i.e., were not work zones. 

Table 33: Fatal Crashes and Fatalities That Occurred at Intersections by Major 

Violations Charged and Work Zones, 1997-2004

Traffic Signal

Crashes Fatalities

Work 

Zone Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

No 11,373 98% 5,749 99% 3,342 98% 12,405 98% 6,310 99% 3,604 98%

Yes 198 2% 86 1% 70 2% 216 2% 93 1% 79 2%

1997 

to 

2004 Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

No 1,422 98% 719 99% 418 98% 1,551 98% 789 99% 451 98%

Yes 25 2% 11 1% 9 2% 27 2% 12 1% 10 2%

Avg. 

per 

Year Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

No 20,462 99% 8,927 99% 10,089 99% 23,427 99% 10,558 99% 11,275 99% 

Yes 270 1% 104 1% 149 1% 306 1% 126 1% 162 1%

1997 

to 

2004 Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

No 2,558 99% 1,116 99% 1,261 99% 2,928 99% 1,320 99% 1,409 99%

Yes 34 1% 13 1% 19 1% 38 1% 16 1% 20 1%

Avg. 

per 

Year Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.

.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 54

5.1.17 National Highway System 

Table 34 depicts whether the two-vehicle crashes occur on roadways that are part of the National 

Highway System (NHS) or not. About 71 percent of the crashes that occurred at traffic signals 

occurred on roads that were not part of the NHS. Among two-vehicle crashes occurring at stop signs, 

about 78 percent of the crashes occurred on roads that were not part of the NHS. Among failure-toobey two vehicle crashes at stop signs, 83 percent occurred on roads that were not part of the NHS. 

Furthermore, about 73 percent of the failure-to-yield two-vehicle crashes occurred on roads that were 

not part of the NHS. 

Table 34: Fatal Crashes and Fatalities That Occurred at Intersections by Major 

Violations Charged and NHS Status, 1997-2004

Traffic Signal

Part of Crashes Fatalities

the 

National 

Highway 

System

Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Total 

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

No 8,254 71% 4,084 70% 2,522 74% 8,981 71% 4,474 70% 2,709 74%

Yes 3,221 28% 1,700 29% 865 25% 3,535 28% 1,872 29% 949 26%

Unknown 96 1% 51 1% 25 1% 105 1% 57 1% 25 1%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

No 1,032 71% 511 70% 315 74% 1,123 71% 559 70% 339 74%

Yes 403 28% 213 29% 108 25% 442 28% 234 29% 119 26%

Unknown 12 1% 6 1% 3 1% 13 1% 7 1% 3 1%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

No 16,215 78% 7,516 83% 7,508 73% 18,566 78% 8,896 83% 8,351 73%

Yes 4,330 21% 1,414 16% 2,657 26% 4,957 21% 1,675 16% 3,002 26%

Unknown 187 1% 101 1% 73 1% 210 1% 113 1% 84 1%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

No 2,027 78% 940 83% 939 73% 2,321 78% 1,112 83% 1,044 73%

Yes 541 21% 177 16% 332 26% 620 21% 209 16% 375 26%

Unknown 23 1% 13 1% 9 1% 26 1% 14 1% 11 1%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.

Table 35 (overleaf) depicts the total number of fatal two-vehicle crashes at traffic signals and stop 

signs as well as the number of crashes that were on roadways that were not part of the NHS. In crashes 

occurring at traffic signals, about 71 percent nationwide occurred on roadways that were not part of the 

NHS, with all of the crashes occurring in Utah not part of the NHS and the lowest such proportion 

(41%) for Texas. Among crashes occurring at stop signs, about 78 percent nationwide occurred on 

roadways that were not part of the NHS, with all of the crashes occurring in Utah not part of the NHS 

and the lowest such proportion (49%) for North Dakota. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 55

Table 35: Fatal Two-Vehicle Crashes and Fatalities at Intersections That Were NOT on 

NHS by Type of Traffic Control Device and State, 1997-2004

Total Not 

NHS 

% of 

Total 

Total Not NHS % of 

Total 

Total Not 

NHS 

% of 

Total 

Alabama 756 419 55% 257 118 46% 499 301 60%

Alaska 42 29 69% 27 17 63% 15 12 80%

Arizona 892 774 87% 498 435 87% 394 339 86%

Arkansas 270 190 70% 42 31 74% 228 159 70%

California 2,667 2,370 89% 1,190 1,093 92% 1,477 1,277 86%

Colorado 520 356 68% 238 141 59% 282 215 76%

Connecticut 153 120 78% 89 60 67% 64 60 94%

Delaware 149 92 62% 90 54 60% 59 38 64%

Dist of Columbia 69 62 90% 49 44 90% 20 18 90%

Florida 3,062 2,605 85% 1,445 1,217 84% 1,617 1,388 86%

Georgia 1,334 984 74% 428 284 66% 906 700 77%

Hawaii 69 41 59% 37 22 59% 32 19 59%

Idaho 181 145 80% 22 18 82% 159 127 80%

Illinois 1,363 1,041 76% 515 333 65% 848 708 83%

Indiana 970 821 85% 297 228 77% 673 593 88%

Iowa 454 330 73% 79 54 68% 375 276 74%

Kansas 347 228 66% 65 46 71% 282 182 65%

Kentucky 561 406 72% 187 128 68% 374 278 74%

Louisiana 557 342 61% 187 90 48% 370 252 68%

Maine 94 67 71% 12 7 58% 82 60 73%

Maryland 457 321 70% 280 184 66% 177 137 77%

Massachusetts 191 146 76% 80 55 69% 111 91 82%

Michigan 1,568 1,233 79% 499 310 62% 1,069 923 86%

Minnesota 663 491 74% 132 93 70% 531 398 75%

Mississippi 584 498 85% 49 41 84% 535 457 85%

Missouri 665 424 64% 180 120 67% 485 304 63%

Montana 65 33 51% 14 6 43% 51 27 53%

Nebraska 304 207 68% 70 36 51% 234 171 73%

Nevada 291 252 87% 154 143 93% 137 109 80%

New Hampshire 30 24 80% 9 5 56% 21 19 90%

New Jersey 417 302 72% 271 167 62% 146 135 92%

New Mexico 211 169 80% 82 70 85% 129 99 77%

New York 1,326 1,149 87% 676 571 84% 650 578 89%

North Carolina 1,324 1,079 81% 315 234 74% 1,009 845 84%

North Dakota 84 42 50% 5 3 60% 79 39 49%

Ohio 1,348 1,048 78% 361 290 80% 987 758 77%

Oklahoma 553 443 80% 98 80 82% 455 363 80%

Oregon 234 149 64% 58 34 59% 176 115 65%

Pennsylvania 1,185 887 75% 427 273 64% 758 614 81%

Rhode Island 46 38 83% 16 14 88% 30 24 80%

South Carolina 730 525 72% 225 130 58% 505 395 78%

South Dakota 91 59 65% 14 11 79% 77 48 62%

Tennessee 728 507 70% 241 154 64% 487 353 72%

Texas 2,741 1,559 57% 999 410 41% 1,742 1,149 66%

Utah 194 191 98% 97 97 100% 97 94 97%

Vermont 23 20 87% 4 4 100% 19 16 84%

Virginia 411 273 66% 190 113 59% 221 160 72%

Washington 388 312 80% 98 79 81% 290 233 80%

West Virginia 136 80 59% 32 21 66% 104 59 57%

Wisconsin 767 566 74% 131 81 62% 636 485 76%

Wyoming 38 20 53% 10 5 50% 28 15 54%

U.S. 32,303 24,469 76% 11,571 8,254 71% 20,732 16,215 78%

Puerto Rico 495 2.65 235 1.26 157 0.84 494 2.53 248

Source: NCSA FARS 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 56

5.1.18 Time of the Day 

Table 36 depicts the time of the day when fatal two-vehicle crashes occur. At traffic signals, the 

failure-to-obey crashes seem to occur uniformly over the time intervals during the day. However the 

failure-to-yield crashes seem to be more frequent from noon to 6 p.m. At stop signs, the crashes seem 

to be more frequent from noon to 6 p.m. for both failure-to-obey and failure-to-yield crashes. 

Table 36: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major Violations 

Charged and Time of the Day, 1997-2004

Traffic Signal

Crashes Fatalities

Time of the 

Day Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Total 

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

6 a.m. to 9 a.m. 1,207 10% 630 11% 333 10% 1,275 10% 664 10% 356 10%

9 a.m. to 12 p.m. 1,813 16% 1,005 17% 504 15% 1,919 15% 1,048 16% 543 15%

12 p.m. to 3 p.m. 1,949 17% 984 17% 646 19% 2,073 16% 1,052 16% 684 19%

3 p.m. to 6 p.m. 1,882 16% 848 15% 733 21% 2,030 16% 925 14% 788 21%

6 p.m. to 9 p.m. 1,591 14% 717 12% 566 17% 1,738 14% 797 12% 604 16%

9 p.m. to 12 a.m. 1,374 12% 680 12% 372 11% 1,534 12% 769 12% 407 11% 12 a.m. to 3 a.m. 1,122 10% 628 11% 174 5% 1,320 10% 741 12% 205 6% 3 a.m. to 6 a.m. 628 5% 340 6% 84 2% 727 6% 404 6% 96 3%

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100% 6 a.m. to 9 a.m. 151 10% 79 11% 42 10% 159 10% 83 10% 45 10%

9 a.m. to 12 p.m. 227 16% 126 17% 63 15% 240 15% 131 16% 68 15%

12 p.m. to 3 p.m. 244 17% 123 17% 81 19% 259 16% 132 16% 86 19%

3 p.m. to 6 p.m. 235 16% 106 15% 92 21% 254 16% 116 14% 99 21%

6 p.m. to 9 p.m. 199 14% 90 12% 71 17% 217 14% 100 12% 76 16%

9 p.m. to 12 a.m. 172 12% 85 12% 47 11% 192 12% 96 12% 51 11% 12 a.m. to 3 a.m. 140 10% 79 11% 22 5% 165 10% 93 12% 26 6% 3 a.m. to 6 a.m. 79 5% 43 6% 11 2% 91 6% 51 6% 12 3%

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign 6 a.m. to 9 a.m. 2,346 11% 980 11% 1,217 12% 2,599 11% 1,130 11% 1,311 11%

9 a.m. to 12 p.m. 3,156 15% 1,269 14% 1,696 17% 3,499 15% 1,434 13% 1,861 16%

12 p.m. to 3 p.m. 4,316 21% 1,678 19% 2,379 23% 4,898 21% 1,983 19% 2,625 23%

3 p.m. to 6 p.m. 4,827 23% 1,957 22% 2,564 25% 5,500 23% 2,296 21% 2,873 25% 

6 p.m. to 9 p.m. 3,027 15% 1,428 16% 1,342 13% 3,557 15% 1,724 16% 1,550 14%

9 p.m. to 12 a.m. 1,753 8% 976 11% 616 6% 2,125 9% 1,224 11% 707 6% 12 a.m. to 3 a.m. 769 4% 458 5% 226 2% 925 4% 554 5% 278 2% 3 a.m. to 6 a.m. 527 3% 280 3% 194 2% 618 3% 333 3% 228 2%

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100% 6 a.m. to 9 a.m. 293 11% 123 11% 152 12% 325 11% 141 11% 164 11%

9 a.m. to 12 p.m. 395 15% 159 14% 212 17% 437 15% 179 13% 233 16%

12 p.m. to 3 p.m. 540 21% 210 19% 297 23% 612 21% 248 19% 328 23%

3 p.m. to 6 p.m. 603 23% 245 22% 321 25% 688 23% 287 21% 359 25%

6 p.m. to 9 p.m. 378 15% 179 16% 168 13% 445 15% 216 16% 194 14%

9 p.m. to 12 a.m. 219 8% 122 11% 77 6% 266 9% 153 11% 88 6% 12 a.m. to 3 a.m. 96 4% 57 5% 28 2% 116 4% 69 5% 35 2% 3 a.m. to 6 a.m. 66 3% 35 3% 24 2% 77 3% 42 3% 29 2%

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 57

5.1.19 Light Condition 

Table 37 depicts the light condition at the time of the two-vehicle crash. At traffic signals, slightly 

more that 60 percent of the crashes occurred in daylight while 30 percent of the crashes occurred when 

it was dark but the intersection was lighted. This distribution was true of failure-to-obey and failureto-yield crashes. At stop signs, 73 percent of the crashes occurred in daylight and 14 percent in the 

dark. Among failure-to-obey crashes, 68 percent occurred in daylight, 17 percent occurred in the dark 

and 10 percent in the dark but the intersection was lighted. 

Table 37: Fatal Two-Vehicle Crashes and Fatalities at Intersections by Major 

Violations Charged and Light Condition, 1997-2004

Traffic Signal

Crashes Fatalities

Light 

Condition Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Total 

Red-LightRunning 

(Failure-toObey) 

Failure-toYield 

Year 

Num % Num % Num % Num % Num % Num % 

Daylight 7,045 61% 3,607 62% 2,251 66% 7,525 60% 3,855 60% 2,410 65%

Dark 618 5% 292 5% 167 5% 703 6% 336 5% 191 5%

Dark but 

Lighted 3,505 30% 1,755 30% 858 25% 3,966 31% 2,021 32% 937 25%

Dawn 166 1% 85 1% 40 1% 174 1% 88 1% 42 1%

Dusk 229 2% 89 2% 95 3% 245 2% 96 1% 102 3%

Unknown 8 7 1 8 7 1 

1997 

to 

2004 

Total 11,571 100% 5,835 100% 3,412 100% 12,621 100% 6,403 100% 3,683 100%

Daylight 881 61% 451 62% 281 66% 941 60% 482 60% 301 65%

Dark 77 5% 37 5% 21 5% 88 6% 42 5% 24 5%

Dark but 

Lighted 438 30% 219 30% 107 25% 496 31% 253 32% 117 25%

Dawn 21 1% 11 1% 5 1% 22 1% 11 1% 5 1%

Dusk 29 2% 11 2% 12 3% 31 2% 12 1% 13 3%

Unknown 1 1 0 1 1 0 

Avg. 

per 

Year 

Total 1,446 100% 729 100% 427 100% 1,578 100% 800 100% 460 100%

Stop Sign

Daylight 15,055 73% 6,128 68% 8,000 78% 17,014 72% 7,142 67% 8,860 77%

Dark 2,812 14% 1,541 17% 1,058 10% 3,448 15% 1,957 18% 1,251 11%

Dark but 

Lighted 1,950 9% 919 10% 774 8% 2,219 9% 1,062 10% 869 8%

Dawn 347 2% 168 2% 152 1% 391 2% 197 2% 166 1%

Dusk 547 3% 265 3% 244 2% 637 3% 314 3% 280 2%

Unknown 21 10 10 24 12 11 

1997 

to 

2004 

Total 20,732 100% 9,031 100% 10,238 100% 23,733 100% 10,684 100% 11,437 100%

Daylight 1,882 73% 766 68% 1,000 78% 2,127 72% 893 67% 1,108 77%

Dark 352 14% 193 17% 132 10% 431 15% 245 18% 156 11%

Dark but 

Lighted 244 9% 115 10% 97 8% 277 9% 133 10% 109 8%

Dawn 43 2% 21 2% 19 1% 49 2% 25 2% 21 1%

Dusk 68 3% 33 3% 31 2% 80 3% 39 3% 35 2%

Unknown 3 1 1 3 2 1 

Avg. 

per 

Year 

Total 2,592 100% 1,129 100% 1,280 100% 2,967 100% 1,336 100% 1,430 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 58

5.2 Vehicle Characteristics in Fatal, Two-Vehicle Intersection Crashes 

This section will depict characteristics of vehicles involved in fatal, two-vehicle crashes. The fatalities 

detailed in this section are to occupants of vehicles and differs from the fatalities mentioned in section 

5.1 as it does not include fatalities to nonoccupants. On average, about 2,900 vehicles are involved in 

two-vehicle crashes every year at traffic signals and slightly less than 5,200 vehicles are involved in 

two-vehicle crashes at stop signs. On average yearly, this resulted in about 1,555 and 2,959 fatalities 

to occupants of these vehicles at traffic signals and stop signs, respectively. 

 

Table 38: Vehicles Involved and Occupant Fatalities in Two-Vehicle 

Intersection Crashes by Major Violations Charged, 1997-2004

Traffic Signal

Vehicles Occupant Fatalities

Red-Light 

Running 

(Failure-toObey Vehicles) 

Failure-toYield Vehicles 

Red-Light 

Running 

(Failure-toObey Vehicles) 

In Failure-toYield Vehicles

Year 

Total 

Num % Num % 

Total 

Num % Num % 

1997 2,922 775 27% 436 15% 1,566 433 28% 328 21%

1998 2,820 700 25% 456 16% 1,527 414 27% 351 23%

1999 2,844 703 25% 451 16% 1,521 383 25% 311 20%

2000 2,820 742 26% 414 15% 1,525 442 29% 302 20%

2001 3,040 811 27% 448 15% 1,646 462 28% 301 18%

2002 2,862 734 26% 442 15% 1,526 460 30% 304 20%

2003 2,874 756 26% 404 14% 1,554 433 28% 271 17%

2004 2,960 724 24% 449 15% 1,575 400 25% 293 19%

Total 23,142 5,945 26% 3,500 15% 12,440 3,427 28% 2,461 20%

Avg. 2,893 743 26% 438 15% 1,555 428 28% 308 20%

Stop Sign

Vehicles Occupant Fatalities

Year Total 

Vehicles 

Failure-toObey Vehs. Failure-toYield Vehs. Total 

Fatalities

Failure-toObey Vehs Failure-toYield Vehs 

1997 5,128 1,160 23% 1,271 25% 2,953 941 32% 1,098 37%

1998 5,398 1,205 22% 1,342 25% 3,160 1,020 32% 1,211 38%

1999 5,544 1,207 22% 1,377 25% 3,161 980 31% 1,229 39%

2000 5,100 1,127 22% 1,279 25% 2,923 928 32% 1,094 37%

2001 5,054 1,118 22% 1,249 25% 2,838 865 30% 1,038 37%

2002 5,166 1,192 23% 1,200 23% 2,939 950 32% 1,024 35%

2003 5,130 1,100 21% 1,290 25% 2,885 892 31% 1,053 36%

2004 4,944 966 20% 1,303 26% 2,813 793 28% 1,111 39%

Total 41,464 9,075 22% 10,311 25% 23,672 7,369 31% 8,858 37%

Avg. 5,183 1,134 23% 1,289 25% 2,959 921 45% 1,107 37%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 59

5.2.1 Vehicle Age 

Table 39 depicts the distribution of the age of the vehicles involved in fatal, two-vehicle intersection 

crashes at traffic signals and stop signs. At traffic signals, overall, about 43 percent of vehicles 

involved were newer model vehicles (5 years or under), 30 percent are 6- to 10-year-old vehicles and 

26 percent are older than 11 years. Among vehicles that failed to obey at traffic signals, 39 percent 

were newer model vehicles, 30 percent were between 6 to 10 years old and 30 percent were 11 years or 

older. Among vehicles that failed to yield at traffic signals, 35 percent were newer model vehicles, 35 

percent were between 6 to 10 years old and 30 percent were 11 years or older. 

At stop signs, overall, about 40 percent of vehicles involved were newer model vehicles (5 years or 

under), 30 percent are 6- to 10-year-old vehicles and 29 percent are older than 11 years. Among 

vehicles that failed to obey at stop signs, 34 percent were newer model vehicles, 32 percent were 

between 6 to 10 years old and 34 percent were 10 years or older. Among vehicles that failed to yield at 

stop signs, 36 percent were newer model vehicles, 33 percent were between 6 to 10 years old and 31 

percent were 11 years or older. 

Table 39: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and the Age of the Vehicle, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

Vehicle 

Age Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

Failure-toYield 

Vehicles 

Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

In FailuretoYieldVehicles

Year 

Num % Num % Num % Num % Num % Num % 

0-5 9,901 43% 2,332 39% 1,242 35% 4,568 37% 1,142 33% 800 33%

6-10 7,040 30% 1,812 30% 1,208 35% 4,032 32% 1,111 32% 858 35%

Above 10 6,104 26% 1,778 30% 1,036 30% 3,797 31% 1,159 34% 799 32%

Unknown 97 0% 23 0% 14 0% 43 0% 15 0% 4 0%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

0-5 1,238 43% 292 39% 155 35% 571 37% 143 33% 100 33%

6-10 880 30% 227 30% 151 35% 504 32% 139 32% 107 35%

Above 10 763 26% 222 30% 130 30% 475 31% 145 34% 100 32%

Unknown 12 0% 3 0% 2 0% 5 0% 2 0% 1 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

0-5 16,689 40% 3,088 34% 3,758 36% 8,225 35% 2,258 31% 3,027 34%

6-10 12,645 30% 2,865 32% 3,363 33% 7,582 32% 2,403 33% 2,974 34%

Above 10 11,973 29% 3,076 34% 3,148 31% 7,774 33% 2,667 36% 2,825 32%

Unknown 157 0% 46 1% 42 0% 91 0% 41 1% 32 0%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

0-5 2,086 40% 386 34% 470 36% 1,028 35% 282 31% 378 34%

6-10 1,581 30% 358 32% 420 33% 948 32% 300 33% 372 34%

Above 10 1,497 29% 385 34% 394 31% 972 33% 333 36% 353 32%

Unknown 20 0% 6 1% 5 0% 11 0% 5 1% 4 0%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 60

5.2.2 Vehicle Type 

Table 40 (overleaf) depicts the type of vehicles involved in fatal two-vehicle crashes. At traffic 

signals, about 54 percent of all vehicles involved were passenger cars, 14 percent were pickup trucks, 

10 percent were SUVs, 8 percent were large trucks, 7 percent were vans, and 5 percent were 

motorcycles. In contrast, about 70 percent of all occupant fatalities in two-vehicle crashes at traffic 

signals occurred to passenger car occupants and motorcycle rider fatalities accounted for 10 percent of 

all fatalities. Among vehicles that failed to yield, 71 percent of the fatalities involved occupants of 

passenger cars. However, 83 percent of the occupant fatalities occurred to passenger car occupants. 

At stop signs, about 49 percent of all vehicles involved were passenger cars, 20 percent were pickup 

trucks, 9 percent were SUVs, 10 percent were large trucks, 7 percent were vans and 4 percent were 

motorcycles. In contrast, about 66 percent of all occupant fatalities in two-vehicle crashes at stop signs 

occurred to passenger car occupants, 13 percent to occupants of pickup trucks, 6 percent to occupants 

of vans, 5 percent to occupants of SUVs. Among vehicles that failed to yield, 71 percent were 

passenger cars. However, 79 percent of the occupant fatalities occurred to passenger car occupants and 

10 percent were occupants of pickup trucks. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 61

Table 40: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Vehicle Type, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

Vehicle 

Type Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

Failure-toYield 

Vehicles 

Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

Cars 12,502 54% 3,300 56% 2,496 71% 8,757 70% 2,401 70% 2,033 83%

Vans 1,625 7% 436 7% 210 6% 643 5% 180 5% 102 4%

SUVs 2,310 10% 625 11% 262 7% 675 5% 234 7% 96 4%

Pickups 3,321 14% 945 16% 328 9% 998 8% 329 10% 149 6%

Buses 187 1% 22 0% 10 0% 8 0% 2 0% 1 0%

Motorcycles 1,248 5% 243 4% 73 2% 1,269 10% 249 7% 70 3%

Large Trks 1,809 8% 336 6% 105 3% 49 0% 15 0% 3 0%

Oth/Unk 140 1% 38 1% 16 0% 41 0% 17 0% 7 0%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

Cars 1,563 54% 413 56% 312 71% 1,095 70% 300 70% 254 83%

Vans 203 7% 55 7% 26 6% 80 5% 23 5% 13 4%

SUVs 289 10% 78 11% 33 7% 84 5% 29 7% 12 4%

Pickups 415 14% 118 16% 41 9% 125 8% 41 10% 19 6%

Buses 23 1% 3 0% 1 0% 1 0% 0 0% 0 0%

Motorcycles 156 5% 30 4% 9 2% 159 10% 31 7% 9 3%

Large Trks 226 8% 42 6% 13 3% 6 0% 2 0% 0 0%

Oth/Unk 18 1% 5 1% 2 0% 5 0% 2 0% 1 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

Cars 20,311 49% 5,491 61% 7,348 71% 15,665 66% 5,013 68% 6,993 79%

Vans 2,860 7% 531 6% 584 6% 1,461 6% 433 6% 468 5%

SUVs 3,587 9% 637 7% 498 5% 1,199 5% 385 5% 282 3%

Pickups 8,301 20% 1,716 19% 1,306 13% 3,067 13% 1,131 15% 879 10%

Buses 196 0% 14 0% 30 0% 14 0% 2 0% 5 0%

Motorcycles 1,827 4% 234 3% 134 1% 1,865 8% 242 3% 135 2%

Large Trks 3,974 10% 323 4% 322 3% 157 1% 38 1% 21 0%

Oth/Unk 408 1% 129 1% 89 1% 244 1% 125 2% 75 1%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

Cars 2,539 49% 686 61% 919 71% 1,958 66% 627 68% 874 79%

Vans 358 7% 66 6% 73 6% 183 6% 54 6% 59 5%

SUVs 448 9% 80 7% 62 5% 150 5% 48 5% 35 3%

Pickups 1,038 20% 215 19% 163 13% 383 13% 141 15% 110 10%

Buses 25 0% 2 0% 4 0% 2 0% 0 0% 1 0%

Motorcycles 228 4% 29 3% 17 1% 233 8% 30 3% 17 2%

Large Trks 497 10% 40 4% 40 3% 20 1% 5 1% 3 0%

Oth/Unk 51 1% 16 1% 11 1% 31 1% 16 2% 9 1%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 62

5.2.3 Vehicle Role 

Table 41 depicts the role of the vehicles involved in fatal two-vehicle crashes at intersections as well as 

the resulting occupant fatalities in these vehicles. Among fatally injured vehicle occupants in crashes 

at traffic signals, 64 percent were in struck vehicles and 31 percent were in striking vehicles. Among 

fatalities to occupants of vehicles that failed to obey, 39 percent were in striking vehicles while 55 

percent were in struck vehicles. Among fatalities to occupants of vehicles that failed to yield, 15 

percent were in striking vehicles while 82 percent were in struck vehicles. 

Among fatally injured vehicle occupants in crashes at stop signs, 24 percent were in striking vehicles 

and 72 percent were in struck vehicles. Among fatalities to occupants of vehicles that failed to obey, 

23 percent were in striking vehicles while 72 percent were in struck vehicles. Among fatalities to 

occupants of vehicles that failed to yield, 8 percent were in striking vehicles while 89 percent were in 

struck vehicles 

Table 41: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Vehicle Role, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

Vehicle 

Role Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

Failure-toYield 

Vehicles 

Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

Striking 11,779 51% 3,721 63% 913 26% 3,836 31% 1,345 39% 361 15%

Struck 10,549 46% 2,001 34% 2,481 71% 7,953 64% 1,896 55% 2,012 82% 

Both 706 3% 203 3% 88 3% 590 5% 172 5% 79 3%

Unknown 108 0% 20 0% 18 1% 61 0% 14 0% 9 0%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

Striking 1,472 51% 465 63% 114 26% 480 31% 168 39% 45 15%

Struck 1,319 46% 250 34% 310 71% 994 64% 237 55% 252 82%

Both 88 3% 25 3% 11 3% 74 5% 22 5% 10 3%

Unknown 14 0% 3 0% 2 1% 8 0% 2 0% 1 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

Striking 20,785 50% 3,466 38% 1,569 15% 5,631 24% 1,717 23% 694 8%

Struck 19,732 48% 5,310 59% 8,499 82% 17,154 72% 5,341 72% 7,915 89% 

Both 871 2% 279 3% 231 2% 844 4% 295 4% 238 3%

Unknown 76 0% 20 0% 12 0% 43 0% 16 0% 11 0%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

Striking 2,598 50% 433 38% 196 15% 704 24% 215 23% 87 8%

Struck 2,467 48% 664 59% 1,062 82% 2,144 72% 668 72% 989 89%

Both 109 2% 35 3% 29 2% 106 4% 37 4% 30 3%

Unknown 10 0% 3 0% 2 0% 5 0% 2 0% 1 0%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 63

5.2.4 Initial Point of Impact 

Table 42 (overleaf) depicts the initial point of impact of vehicles involved in two-vehicle crashes at 

intersections and the resulting occupant fatalities in these vehicles. Among fatally injured vehicle 

occupants in crashes at traffic signals, 38 percent were in vehicles whose initial point of impact was on 

the front, 27 percent on the left side and 30 percent on the right side. Among fatalities to occupants of 

vehicles that failed to obey, 43 percent were in vehicles whose initial point of impact was on the front, 

30 percent of the left side and 25 percent on the right side. Among fatalities to occupants of vehicles 

that failed to yield, 24 percent were in vehicles whose initial point of impact was on the front and 10 

percent of the left side and 64 percent on the right side. 

Among fatally injured vehicle occupants in crashes at stop signs, 30 percent were in vehicles whose 

initial point of impact was on the front, 45 percent of the left side and 22 percent on the right side. 

Among fatalities to occupants of vehicles that failed to obey, 28 percent were in vehicles whose initial 

point of impact was on the front, 43 percent of the left side and 27 percent on the right side. Among 

fatalities to occupants of vehicles that failed to yield, 14 percent were in vehicles whose initial point of 

impact was on the front, 63 percent of the left side and 22 percent on the right side. Figure 17 depicts 

this distribution. 

Figure 17: Proportion of Fatalities to Occupants of Vehicles in Two-Vehicle Crashes by 

Violation, Point of Impact, and Traffic Control Device, 1997-2004 

0%

10%

20%

30%

40%

50%

60%

70%

Traffic

Signals: Failto-Obey

Traffic

Signals: Failto-Yield

Stop Signs:

Fail-to-Obey

Stop Signs:

Fail-to-Yield

Point of Impact

Proportion of All Fatalities

Front Left Right Other
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 64

Table 42: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Initial Point of Impact, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

Initial 

Point of 

Impact Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

Failure-toYield 

Vehicles 

Total 

Red-Light 

Running 

(Failure-toObey 

Vehicles) 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

Front 13,709 59% 3,927 66% 1,359 39% 4,704 38% 1,471 43% 598 24% 

Left Side 3,744 16% 1,017 17% 267 8% 3,379 27% 1,023 30% 248 10% 

Rt. Side 4,291 19% 895 15% 1,750 50% 3,752 30% 847 25% 1,566 64% 

Rear 1,222 5% 64 1% 91 3% 503 4% 53 2% 37 2%

Unknown 176 1% 42 1% 33 1% 102 1% 33 1% 12 0%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

Front 1,714 59% 491 66% 170 39% 588 38% 184 43% 75 24%

Left Side 468 16% 127 17% 33 8% 422 27% 128 30% 31 10%

Rt. Side 536 19% 112 15% 219 50% 469 30% 106 25% 196 64%

Rear 153 5% 8 1% 11 3% 63 4% 7 2% 5 2%

Unknown 22 1% 5 1% 4 1% 13 1% 4 1% 2 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

Front 23,471 57% 3,915 43% 2,395 23% 7,120 30% 2,058 28% 1,204 14% 

Left Side 11,173 27% 3,053 34% 5,664 55% 10,748 45% 3,169 43% 5,566 63% 

Rt. Side 5,815 14% 1,935 21% 1,968 19% 5,239 22% 2,003 27% 1,910 22% 

Rear 800 2% 127 1% 243 2% 436 2% 101 1% 151 2%

Unknown 205 0% 45 0% 41 0% 129 1% 38 1% 27 0%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

Front 2,934 57% 489 43% 299 23% 890 30% 257 28% 151 14%

Left Side 1,397 27% 382 34% 708 55% 1,344 45% 396 43% 696 63%

Rt. Side 727 14% 242 21% 246 19% 655 22% 250 27% 239 22%

Rear 100 2% 16 1% 30 2% 55 2% 13 1% 19 2%

Unknown 26 0% 6 0% 5 0% 16 1% 5 1% 3 0%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 65

5.2.5 Vehicle Type and Role 

Table 43 (overleaf) depicts the type of vehicles involved in fatal, two-vehicle crashes at traffic signals 

as well as the distribution of occupant fatalities in these crashes. About 70 percent of the fatalities 

occurred to occupants of vehicles that were struck and the remaining were occupants of vehicles that 

were striking. About 25 percent of the occupant fatalities in such crashes occurred in a crash between 

two passenger cars, 14 percent in a crash between a pickup truck (striking vehicle) and a car (struck 

vehicle), 10 percent in a crash between an SUV (striking vehicle) and a car (struck vehicle), 7 percent 

in a crash between a large truck (striking vehicle) and a car (struck vehicle). Among occupant 

fatalities in vehicles that were striking, 18 percent were in cars, 14 percent were motorcyclists striking 

cars, 12 percent were in cars striking large trucks and 5 percent were in pickup trucks striking large 

trucks. Among occupant fatalities in vehicles that were struck, 28 percent were in cars struck by 

another car, 19 percent were in cars struck by pickup trucks, 13 percent were in cars struck by SUVs, 

10 percent were in cars struck by large trucks, and 7 percent were in cars struck by vans.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 66

Table 43: Occupant Fatalities in Two-Vehicle Intersection Crashes 

Where One Vehicle Was Coded as the Striking Vehicle and the 

Other as a Struck Vehicle, 1997-2004

Traffic Signal

Total Fatalities In Striking 

Vehicle 

In Struck 

Year Striking Vehicle Struck Vehicle Vehicle 

Num % Num % Num % 

Cars Cars 2,802 25% 595 18% 2,207 28%

Pickup Trucks Cars 1,591 14% 99 3% 1,492 19%

SUVs Cars 1,134 10% 82 2% 1,052 13%

Large Trucks Cars 807 7% 5 0% 802 10%

Vans Cars 605 5% 62 2% 543 7%

Motorcycles Cars 489 4% 473 14% 16 0%

Cars Pickup Trucks 419 4% 259 8% 160 2%

Cars Large Trucks 407 4% 403 12% 4 0%

Cars SUVs 356 3% 203 6% 153 2%

Cars Vans 278 2% 150 4% 128 2%

Pickup Trucks Pickup Trucks 174 2% 50 1% 124 2%

Pickup Trucks Large Trucks 157 1% 157 5% 0 0%

Cars Motorcycles 140 1% 1 0% 139 2%

Motorcycles Pickup Trucks 131 1% 131 4% 0 0%

Large Trucks Pickup Trucks 126 1% 6 0% 120 2%

Pickup Trucks SUVs 109 1% 25 1% 84 1%

Pickup Trucks Vans 100 1% 21 1% 79 1%

Others 1,397 12% 628 19% 769 10%

1997 

to 

2004 

Total 11,222 100% 3,350 100% 7,872 100%

Cars Cars 350 25% 74 18% 276 28%

Pickup Trucks Cars 199 14% 12 3% 187 19%

SUVs Cars 142 10% 10 2% 132 13%

Large Trucks Cars 101 7% 1 0% 100 10%

Vans Cars 76 5% 8 2% 68 7%

Motorcycles Cars 61 4% 59 14% 2 0%

Cars Pickup Trucks 52 4% 32 8% 20 2%

Cars Large Trucks 51 4% 50 12% 1 0%

Cars SUVs 45 3% 25 6% 19 2%

Cars Vans 35 2% 19 4% 16 2%

Pickup Trucks Pickup Trucks 22 2% 6 1% 16 2%

Pickup Trucks Large Trucks 20 1% 20 5% 0 0%

Cars Motorcycles 18 1% 0 0% 17 2%

Motorcycles Pickup Trucks 16 1% 16 4% 0 0%

Large Trucks Pickup Trucks 16 1% 1 0% 15 2%

Pickup Trucks SUVs 14 1% 3 1% 11 1%

Pickup Trucks Vans 13 1% 3 1% 10 1%

Others 175 12% 79 19% 96 10%

Avg. 

per 

Year 

Total 1,403 100% 743 100% 984 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 67

Table 44 (overleaf) depicts the type of vehicles involved in fatal, two-vehicle crashes at stop signs as 

well as the distribution of occupant fatalities in these crashes. About 77 percent of the fatalities 

occurred to occupants of vehicles that were struck and the remaining were occupants of vehicles that 

were striking. About 20 percent of the occupant fatalities in such crashes occurred in a crash between 

two passenger cars, 18 percent in a crash between a pickup truck (striking vehicle) and a car (struck 

vehicle), 9 percent in a crash between an large truck (striking vehicle) and a car (struck vehicle), 8 

percent in a crash between a SUV (striking vehicle) and a car (struck vehicle). Among occupant 

fatalities in vehicles that were striking, 13 percent were motorcyclists striking cars, 13 percent were in 

cars striking large trucks, 12 percent were in cars striking another car and 10 percent were in cars 

striking pickup trucks. Among occupant fatalities in vehicles that were struck, 22 percent were in cars 

struck by another car, 22 percent were in cars struck by pickup trucks, 12 percent were in cars struck 

by large trucks, 10 percent were in cars struck by SUVs, and 6 percent were in cars struck by vans.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 68

Table 44: Occupant Fatalities in Two-Vehicle Intersection Crashes 

Where One Vehicle Was Coded as the Striking Vehicle and the 

Other as a Struck Vehicle, 1997-2004

Stop Sign

Total Fatalities In Striking 

Vehicle 

In Struck 

Year Striking Vehicle Struck Vehicle Vehicle 

Num % Num % Num % 

Cars Cars 4,357 20% 641 12% 3,716 22%

Pickups Cars 3,917 18% 238 5% 3,679 22%

Large Trucks Cars 2,078 9% 26 1% 2,052 12%

SUVs Cars 1,827 8% 86 2% 1,741 10%

Vans Cars 1,126 5% 91 2% 1,035 6%

Cars Pickups 998 5% 500 10% 498 3%

Pickups Pickups 732 3% 189 4% 543 3%

Motorcycles Cars 718 3% 689 13% 29 0%

Cars Large Trucks 700 3% 690 13% 10 0%

Large Trucks Pickups 582 3% 16 0% 566 3%

Cars SUVs 461 2% 189 4% 272 2%

Cars Vans 429 2% 150 3% 279 2%

Pickups Large Trucks 323 1% 311 6% 12 0%

Pickups Vans 323 1% 41 1% 282 2%

Motorcycles Pickups 296 1% 294 6% 2 0%

Pickups SUVs 285 1% 58 1% 227 1%

Large Trucks Vans 268 1% 4 0% 264 2%

Others 2,721 12% 947 18% 1,774 10%

1997 

to 

2004 

Total 22,141 100% 5,160 100% 16,981 100%

Cars Cars 545 20% 80 12% 465 22%

Pickup Trucks Cars 490 18% 30 5% 460 22%

SUVs Cars 260 9% 3 1% 257 12%

Large Trucks Cars 228 8% 11 2% 218 10%

Vans Cars 141 5% 11 2% 129 6%

Motorcycles Cars 125 5% 63 10% 62 3%

Cars Pickup Trucks 92 3% 24 4% 68 3%

Cars Large Trucks 90 3% 86 13% 4 0%

Cars SUVs 88 3% 86 13% 1 0%

Cars Vans 73 3% 2 0% 71 3%

Pickup Trucks Pickup Trucks 58 2% 24 4% 34 2%

Pickup Trucks Large Trucks 54 2% 19 3% 35 2%

Cars Motorcycles 40 1% 39 6% 2 0%

Motorcycles Pickup Trucks 40 1% 5 1% 35 2%

Large Trucks Pickup Trucks 37 1% 37 6% 0 0%

Pickup Trucks SUVs 36 1% 7 1% 28 1%

Pickup Trucks Vans 34 1% 1 0% 33 2%

Others 340 12% 118 18% 222 10%

Avg. 

per 

Year 

Total 2,768 100% 645 100% 2,123 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF) Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 69

5.2.6 Extent of Deformation 

Table 45 depicts the extent of deformation in the vehicles involved in two-vehicle crashes at 

intersections controlled by traffic signals and stop signs. If the police accident report indicates that the 

vehicle as “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.

A large proportion of vehicles involved had moderate to severe deformation. 

Table 45: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Extent of Deformation, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

Extent 

of 

Deformation

Total 

Red-LightRunning 

(Failure-toObey 

Vehicles) 

Failure-toYield 

Vehicles 

Total 

In RedLightRunning 

(Failure-toObey 

Vehicles) 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

None 89 0% 13 0% 17 0% 20 0% 3 0% 9 0%

Minor 951 4% 160 3% 108 3% 92 1% 25 1% 7 0%

Moderate 4,065 18% 989 17% 525 15% 1,189 10% 333 10% 195 8%

Severe 17,705 77% 4,707 79% 2,804 80% 11,021 89% 3,026 88% 2,238 91%

Unknown 332 1% 76 1% 46 1% 118 1% 40 1% 12 0%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

None 11 0% 2 0% 2 0% 3 0% 0 0% 1 0%

Minor 119 4% 20 3% 14 3% 12 1% 3 1% 1 0%

Moderate 508 18% 124 17% 66 15% 149 10% 42 10% 24 8%

Severe 2,213 77% 588 79% 351 80% 1,378 89% 378 88% 280 91%

Unknown 42 1% 10 1% 6 1% 15 1% 5 1% 2 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

None 150 0% 18 0% 41 0% 39 0% 7 0% 12 0%

Minor 1,337 3% 152 2% 294 3% 148 1% 37 1% 31 0%

Moderate 6,160 15% 888 10% 1,312 13% 1,703 7% 457 6% 667 8%

Severe 33,490 81% 7,964 88% 8,592 83% 21,634 91% 6,834 93% 8,113 92%

Unknown 327 1% 53 1% 72 1% 148 1% 34 0% 35 0%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

None 19 0% 2 0% 5 0% 5 0% 1 0% 2 0%

Minor 167 3% 19 2% 37 3% 19 1% 5 1% 4 0%

Moderate 770 15% 111 10% 164 13% 213 7% 57 6% 83 8%

Severe 4,186 81% 996 88% 1,074 83% 2,704 91% 854 93% 1,014 92%

Unknown 41 1% 7 1% 9 1% 19 1% 4 0% 4 0%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 70

5.2.7 Rollover 

Table 46 depicts the extent of rollover among vehicles involved in two-vehicle crashes at traffic 

signals and stop signs. In vehicles involved in crashes at traffic signals, about 95 percent of the 

vehicles did not roll over and 5 percent of the vehicles rolled over, subsequent to the impact with the 

other vehicle [Rollover as 2nd Event]. Among vehicles that failed to yield, about 93 percent did not roll 

over while 7 percent rolled over subsequent to impact. In the case of failure-to-yield vehicles, 97 

percent did not roll over while 3 percent rolled over subsequent to impact. 

In vehicles involved in crashes at stop signs, about 91 percent of the vehicles did not roll over and 8 

percent of the vehicles rolled over subsequent to the impact with the other vehicle. Among vehicles 

that failed to obey, about 88 percent did not roll over while 11 percent rolled over subsequent to 

impact. In the case of failure-to-yield vehicles, 95 percent did not roll over while 5 percent rolled over 

subsequent to impact. 

Table 46: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Rollover, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

Rollover

Total 

Red-LightRunning 

(Failure-toObey 

Vehicles) 

Failure-toYield 

Vehicles 

Total 

In RedLightRunning 

(Failure-toObey 

Vehicles) 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

No 22,036 95% 5,542 93% 3,402 97% 11,608 93% 3,105 91% 2,369 96% 

1st Event 26 0% 8 0% 2 0% 15 0% 5 0% 1 0%

2nd Event 1,080 5% 395 7% 96 3% 817 7% 317 9% 91 4%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

No 2,755 95% 693 93% 425 97% 1,451 93% 388 91% 296 96%

1st Event 3 0% 1 0% 0 0% 2 0% 1 0% 0 0%

2nd Event 135 5% 49 7% 12 3% 102 7% 40 9% 11 4%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

No 37,900 91% 8,025 88% 9,801 95% 21,081 89% 6,424 87% 8,354 94% 

1st Event 64 0% 18 0% 15 0% 37 0% 14 0% 10 0%

2nd Event 3,500 8% 1,032 11% 495 5% 2,554 11% 931 13% 494 6%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

No 4,738 91% 1,003 88% 1,225 95% 2,635 89% 803 87% 1,044 94%

1st Event 8 0% 2 0% 2 0% 5 0% 2 0% 1 0%

2nd Event 438 8% 129 11% 62 5% 319 11% 116 13% 62 6%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 71

5.2.8 Number of Occupants in the Vehicle 

Table 47 depicts the number of occupants in vehicles involved in two-vehicle crashes at intersections. 

Overall, among vehicles involved in crashes at traffic signals, 60 percent had only the driver, 26 

percent had two occupants and 14 percent had three or more occupants. A similar distribution was 

seen among vehicles that failed to obey. Among vehicles that failed to yield, 49 percent had only the 

driver, 35 percent had two occupants and 16 percent had three or more occupants. 

Overall, among vehicles involved in crashes at stop signs, 60 percent had only the driver, 25 percent 

had two occupants and 14 percent had three or more occupants. Among vehicles that failed to obey, 

55 percent had only the driver, 28 percent had two occupants and 17 percent had three or more 

occupants. Among vehicles that failed to yield, 58 percent had only the driver, 29 percent had two 

occupants and 13 percent had three or more occupants. 

Table 47: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Number of Occupants, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

Number 

of 

Occupants Total 

Red-LightRunning 

(Failure-toObey 

Vehicles) 

Failure-toYield 

Vehicles 

Total 

In RedLightRunning 

(Failure-toObey 

Vehicles) 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

1 13,789 60% 3,588 60% 1,724 49% 5,829 47% 1,673 49% 917 37%

2 6,030 26% 1,487 25% 1,219 35% 4,069 33% 1,053 31% 1,023 42% 

3+ 3,286 14% 866 15% 557 16% 2,538 20% 698 20% 521 21%

Unknown 37 0% 4 0% 0 0% 4 0% 3 0% 0 0%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

1 1,724 60% 449 60% 216 49% 729 47% 209 49% 115 37%

2 754 26% 186 25% 152 35% 509 33% 132 31% 128 42%

3+ 411 14% 108 15% 70 16% 317 20% 87 20% 65 21%

Unknown 5 0% 1 0% 0 0% 1 0% 0 0% 0 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

1 25,007 60% 5,021 55% 5,945 58% 11,150 47% 3,249 44% 4,324 49% 

2 10,512 25% 2,497 28% 2,992 29% 7,562 32% 2,336 32% 2,964 33%

3+ 5,912 14% 1,548 17% 1,370 13% 4,958 21% 1,782 24% 1,570 18%

Unknown 33 0% 9 0% 4 0% 2 0% 2 0% 0 0%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

1 3,126 60% 628 55% 743 58% 1,394 47% 406 44% 541 49%

2 1,314 25% 312 28% 374 29% 945 32% 292 32% 371 33%

3+ 739 14% 194 17% 171 13% 620 21% 223 24% 196 18%

Unknown 4 0% 1 0% 1 0% 0 0% 0 0% 0 0%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 72

5.2.9 Vehicle-Related Factors 

Table 48 depicts any vehicle-related factors, as coded in FARS, in vehicles involved in two-vehicle 

crashes at traffic signals and stop signs. About 1 percent of the vehicles involved in crashes at traffic 

signals had brakes coded as a pre-existing vehicle defect or condition. This variable may be underreported in FARS and care should be taken in interpreting the results in this table. The coding of these 

factors merely indicates their presence and should not be construed as being the causal factor in the 

crash. 

Table 48: Vehicles Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Rollover, 1997-2004

Traffic Signal

Vehicles Involved Occupant Fatalities

VehicleRelated 

Factors Total 

Red-LightRunning 

(Failure-toObeyVehicles)

Failure-toYield 

Vehicles 

Total 

In RedLightRunning 

(Failure-toObey 

Vehicles) 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

None 21,764 94% 5,424 91% 3,292 94% 39,472 95% 8,418 93% 9,831 95% 

Tires 36 0% 11 0% 4 0% 76 0% 29 0% 13 0% 

Brakes 128 1% 72 1% 8 0% 230 1% 90 1% 28 0% 

Other/Unk 1,214 5% 438 7% 196 6% 1,686 4% 538 6% 439 4%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 41,464 100% 9,075 100% 10,311 100%

None 2,721 94% 678 91% 412 94% 4,934 95% 1,052 93% 1,229 95%

Tires 5 0% 1 0% 1 0% 10 0% 4 0% 2 0%

Brakes 16 1% 9 1% 1 0% 29 1% 11 1% 4 0%

Other/Unk 152 5% 55 7% 25 6% 211 4% 67 6% 55 4%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 5,183 100% 1,134 100% 1,289 100%

Stop Sign

None 11,826 95% 3,231 94% 2,332 95% 22,572 95% 6,967 95% 8,467 96% 

Tires 22 0% 7 0% 4 0% 55 0% 26 0% 12 0%

Brakes 31 0% 24 1% 1 0% 82 0% 49 1% 20 0%

Other/Unk 561 5% 165 5% 124 5% 963 4% 327 4% 359 4%

1997 

to 

2004 

Total 12,440 100% 3,427 100% 2,461 100% 23,672 100% 7,369 100% 8,858 100%

None 1,478 95% 404 94% 292 95% 2,822 95% 871 95% 1,058 96%

Tires 3 0% 1 0% 1 0% 7 0% 3 0% 2 0%

Brakes 4 0% 3 1% 0 0% 10 0% 6 1% 3 0%

Other/Unk 70 5% 21 5% 16 5% 120 4% 41 4% 45 4%

Avg. 

per 

Year 

Total 1,555 100% 428 100% 308 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 73

5.3 Driver Characteristics in Fatal, Two-Vehicle Intersection Crashes 

This section will analyze the characteristics of drivers involved in fatal two-vehicle intersection 

crashes. Of particular interest are driver characteristics such as age and gender as well as 

behavioral factors such as impaired driving, speeding, and distracted-driving. The tables in this 

section depict the number of drivers involved in fatal, two-vehicle crashes at intersections 

controlled by traffic signals and stop signs by those that had failure-to-obey and failure-to-yield 

violations. Also, the number of occupants who were fatally injured is presented by the same 

characterizations. 

5.3.1 Driver Age 

Figure 18 depicts the proportion of all motor vehicle traffic crashes that involved at least one 

older driver (age 65+). Among all fatal crashes at intersections (both within-intersection and 

intersection-related) controlled by traffic signals and stop signs, 31 percent of the crashes 

involved at least one older driver. In comparison, about 13 percent of all motor-vehicle crashes 

that occurred on non-intersection areas from 1997 to 2004 involved at least one older driver. 

Figure 18: Fatal Motor Vehicle Crashes, Overall and Those Involving at Least One Older 

Driver, by Intersection and Non-Intersection Crashes, 1997-2004 

Table 49 depicts the average number, per year, of drivers involved in all fatal motor vehicle 

crashes and in two-vehicle intersection crashes by their ages. Among drivers of all ages, about 

14 percent were involved in two-vehicle crashes at intersections controlled by traffic signals and 

stop signs. However, among the older drivers, about 24 percent of the drivers were involved in 

two-vehicle crashes at intersections controlled by traffic signals and stop signs. This proportion 

ranged from 12 percent to 14 percent for all the other age groups. This clearly indicates that 

when the older drivers are involved in fatal crashes, they are more likely to be involved in fatal, 

two-vehicle crashes at intersections as compared to drivers of other age groups. 

Fatal Crashes at 

Traffic Signals and Stop Signs

31%

69%

Involving at Least one Older Driver Not Involving any Older Driver

(5,769 crashes each year, on an average)

Fatal Crashes at

Non-Intersection Areas

13%

87%

(32,028 crashes each year, on an average)
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 74

Table 49: Average Number of Drivers Involved in Two-Vehicle 

Intersection Crashes as a Proportion of Drivers Involved in All 

Crashes by Their Age, 1997-2004

Drivers in All 

Crashes 

Driver Age Drivers in Two-Vehicle Intersection Crashes 

Number Number % of Total 

00-15 335 ( 1%) 39 ( 0%) 12%

16-20 7,884 ( 14%) 1,010 ( 13%) 13%

21-24 5,990 ( 10%) 722 ( 9%) 12%

25-34 11,677 ( 20%) 1,504 ( 19%) 13%

35-44 11,038 ( 19%) 1,404 ( 17%) 13%

45-54 8,273 ( 14%) 1,098 ( 14%) 13%

55-64 4,885 ( 9%) 729 ( 9%) 15%

65+ 6,462 ( 11%) 1,520 ( 19%) 24%

Unknown 879 ( 2%) 49 ( 0%) 6%

Total 57,421 (100%) 8,076(100%) 14%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

Table 50 and Figures 19 and 20 depict the distribution of the age of the driver involved in fatal 

two-vehicle crashes as well the number of vehicle occupants who were fatally injured in that 

vehicle by the type of violation charged for the driver. About 18 percent of all drivers who ran a 

red light were older drivers. However, among drivers who failed to yield at traffic signals, 34 

percent were older drivers. In crashes that occurred at intersections controlled by stop signs, 23 

percent of those charged with failure-to-obey violations were older drivers as compared to 40 

percent of all drivers charged with a failure-to-yield violation. 

Among fatally injured occupants of a vehicle whose driver was charged with a failure-to-obey 

violation at a traffic signal, 27 percent of fatalities (includes the drivers also) occurred to 

occupants of vehicles with an older driver. In comparison, among fatally injured occupants of a 

vehicle whose driver was charged with a failure-to-yield violation at a traffic signal, 45 percent 

of the fatalities occurred to occupants of vehicles with an older driver. The corresponding 

proportions at stop-sign controlled intersections were 28 and 47 percent for occupants in vehicles 

driven by failure-to-obey and failure-to-yield older drivers, respectively. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 75

Figure 19: Age of Drivers With Failure-to-Obey Violations Involved in Fatal Two-Vehicle 

Intersection Crashes, 1997-2004 

Figure 20: Age of Drivers With Failure-to-Yield Violations Involved in Fatal Two-Vehicle 

Intersection Crashes, 1997-2004 

As seen in Figures 19 and 20, among drivers that failed to yield, older drivers represented the 

largest proportion in crashes at both signal-controlled and stop-sign-controlled intersections. 

Traffic Signals

14%

20%

16%

11%

7%

18%

12%

16-20 21-24 25-34 35-44 45-54 55-64 65+

(743 drivers each year, on an average)

Stop Signs

18%

16%

13%

10%

7%

23%

10%

(1,134 drivers every year, on an average)

Traffic Signals

12%

13%

13%

11%

8%

34% 7%

16-20 21-24 25-34 35-44 45-54 55-64 65+

(438 drivers every year, on an average)

Stop Signs

14%

10%

10%

9% 10%

40%

6%

(1,289 drivers every year, on an average)
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 76

Table 50 depicts the age of the drivers involved in two-vehicle crashes at intersections by the type of 

the traffic control device as well as the type of violations charged. 

Table 50: Drivers Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and the Age of the Driver, 1997-2004

Traffic Signal

Drivers Involved Occupant Fatalities

Age of 

the 

Driver Total

Red-LightRunning 

(Failure-toObey) 

Failure-toYield Drivers Total

In Red-Light 

Running 

(Failure-toobey) 

Vehicles 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

00-15 55 0% 28 0% 15 0% 30 0% 17 0% 8 0%

16-20 2,657 11% 812 14% 426 12% 1,256 10% 389 11% 252 10%

21-24 2,303 10% 740 12% 231 7% 1,125 9% 406 12% 113 5%

25-34 4,685 20% 1,206 20% 459 13% 1,996 16% 543 16% 265 11%

35-44 4,148 18% 926 16% 458 13% 1,809 15% 465 14% 256 10%

45-54 3,177 14% 646 11% 399 11% 1,578 13% 360 11% 236 10%

55-64 1,987 9% 439 7% 285 8% 1,219 10% 286 8% 211 9%

65+ 3,920 17% 1,069 18% 1,200 34% 3,375 27% 939 27% 1,112 45% 

Unk 210 1% 79 1% 27 1% 52 0% 22 1% 8 0%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

00-15 7 0% 4 0% 2 0% 4 0% 2 0% 1 0%

16-20 332 11% 102 14% 53 12% 157 10% 49 11% 32 10%

21-24 288 10% 93 12% 29 7% 141 9% 51 12% 14 5%

25-34 586 20% 151 20% 57 13% 250 16% 68 16% 33 11%

35-44 519 18% 116 16% 57 13% 226 15% 58 14% 32 10%

45-54 397 14% 81 11% 50 11% 197 13% 45 11% 30 10%

55-64 248 9% 55 7% 36 8% 152 10% 36 8% 26 9%

65+ 490 17% 134 18% 150 34% 422 27% 117 27% 139 45%

Unk 26 1% 10 1% 3 1% 7 0% 3 1% 1 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

00-15 256 1% 135 1% 85 1% 224 1% 120 2% 84 1%

16-20 5,427 13% 1,676 18% 1,434 14% 3,059 13% 1,273 17% 1,139 13%

21-24 3,471 8% 914 10% 579 6% 1,716 7% 689 9% 425 5%

25-34 7,343 18% 1,434 16% 1,044 10% 3,142 13% 1,052 14% 728 8%

35-44 7,081 17% 1,214 13% 1,063 10% 3,060 13% 913 12% 765 9%

45-54 5,610 14% 879 10% 1,005 10% 2,609 11% 649 9% 737 8%

55-64 3,848 9% 675 7% 922 9% 2,217 9% 566 8% 772 9%

65+ 8,243 20% 2,072 23% 4,143 40% 7,566 32% 2,056 28% 4,188 47% 

Unk 185 0% 76 1% 36 0% 79 0% 51 1% 20 0%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

00-15 32 1% 17 1% 11 1% 28 1% 15 2% 11 1%

16-20 678 13% 210 18% 179 14% 382 13% 159 17% 142 13%

21-24 434 8% 114 10% 72 6% 215 7% 86 9% 53 5%

25-34 918 18% 179 16% 131 10% 393 13% 132 14% 91 8%

35-44 885 17% 152 13% 133 10% 383 13% 114 12% 96 9%

45-54 701 14% 110 10% 126 10% 326 11% 81 9% 92 8%

55-64 481 9% 84 7% 115 9% 277 9% 71 8% 97 9%

65+ 1,030 20% 259 23% 518 40% 946 32% 257 28% 524 47%

Unk 23 0% 10 1% 5 0% 10 0% 6 1% 3 0%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.

The figures above and table 49 clearly indicate that older drivers are more likely to be involved in 

failure-to-yield scenarios in fatal crashes occurring at both signal-controlled and stop-sign-controlled 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 77

intersections. The remainder of the section on driver age will deal with the issue of older drivers in 

greater detail. Table 51 depicts the older drivers involved in fatal two-vehicle crashes by their gender. 

At traffic signals, among both overall and drivers who failed to obey, males comprised 61 percent of 

the older drivers involved. However, among older drivers who failed to yield, a slightly lesser 

proportion, about 57 percent, were males. 

In fatal two-vehicle crashes at stop signs, slightly more than 60 percent of the older drivers who failed 

to obey were males. This was also true in the case of older drivers who failed to yield. 

Table 51: Older Drivers Involved in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Their Gender, 

1997-2004

Traffic Signal

Total

Red-LightRunning 

(Failure-toObey Drivers) 

Failure-to-Yield 

Year Drivers 

Gender of the Older 

Driver 

Num % Num % Num % 

Male 2,408 61% 653 61% 689 57% 

Female 1,512 39% 416 39% 511 43% 1997 to 

2004 Total 3,920 100% 1,069 100% 1,200 100%

Male 301 61% 82 61% 86 57%

Female 189 39% 52 39% 64 43%

Avg. 

per 

Year Total 490 100% 134 100% 150 100%

Stop Sign

Male 5,226 63% 1,293 62% 2,508 61% 

Female 3,017 37% 779 38% 1,635 39% 1997 to 

2004 Total 8,243 100% 2,072 100% 4,143 100%

Male 653 63% 162 62% 314 61%

Female 377 37% 97 38% 204 39%

Avg. 

per 

Year Total 1,030 100% 259 100% 518 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions 

in category.

In comparison, Table 58 depicts the gender among all drivers involved in fatal, two-vehicle crashes.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 78

Table 52 depicts the pre-crash vehicle maneuver being performed by the older drivers. In crashes 

occurring at intersections controlled by traffic signals, the older drivers were going straight 52 percent 

of the time and turning left 42 percent of the time. Among the older drivers who were charged with a 

failure-to-obey violation at the traffic signal however, 75 percent were going straight and 22 percent 

were turning left. Among older drivers who failed to yield at the traffic signal, 86 percent were turning 

left. 

In crashes occurring at intersections controlled by stop signs, 64 percent of the older drivers were 

going straight while 23 percent were turning left and 10 percent were starting in the traffic lane. 

Among older drivers coded with a failure-to-obey violation at stop signs, 79 percent were going 

straight and 14 percent were turning left. Among older drivers who failed to yield at stop signs, 45 

percent were going straight and 35 percent were turning left and 18 percent were starting in their traffic 

lane. 

Table 52: Older Drivers Involved in Two-Vehicle Intersection 

Crashes by Major Violations Charged and the Vehicle Maneuver, 

1997-2004

Traffic Signal

Total

Red-LightRunning 

(Failure-toObey Drivers) 

Failure-to-Yield 

Year Vehicle Maneuver Drivers 

Num % Num % Num % 

Going Straight 2,028 52% 797 75% 130 11%

Turning Left 1,658 42% 237 22% 1,028 86%

Starting in Traffic Lane 77 2% 14 1% 16 1%

Other/Unknown 157 4% 21 2% 26 2%

1997 to 

2004 

Total 3,920 100% 1,069 100% 1,200 100%

Going Straight 254 52% 100 75% 16 11%

Turning Left 207 42% 30 22% 129 86%

Starting in Traffic Lane 10 2% 2 1% 2 1%

Other/Unknown 20 4% 3 2% 3 2%

Avg. 

per 

Year 

Total 490 100% 134 100% 150 100%

Stop Sign

Going Straight 5,242 64% 1,637 79% 1,844 45%

Turning Left 1,875 23% 294 14% 1,435 35%

Starting in Traffic Lane 848 10% 79 4% 726 18%

Other/Unknown 278 3% 62 3% 138 3%

1997 to 

2004 

Total 8,243 100% 2,072 100% 4,143 100%

Going Straight 655 64% 205 79% 231 45%

Turning Left 234 23% 37 14% 179 35%

Starting in Traffic Lane 106 10% 10 4% 91 18%

Other/Unknown 35 3% 8 3% 17 3%

Avg. 

per 

Year 

Total 1,030 100% 259 100% 518 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF) Highlighted cells are highest proportions in 

category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 79

Table 53 depicts the role (Striking, Struck, etc.) of the vehicle being driven by the older drivers. In 

crashes occurring at intersections controlled by traffic signals, the vehicles driven by older drivers 

were struck 65 percent of the time and were the striking vehicle 32 percent of the time. Among the 

older drivers who were charged with a failure-to-obey violation at the traffic signal, 55 percent were in 

struck vehicles and 41 percent were in striking vehicles. Among older drivers who failed to yield at 

the traffic signal, 80 percent were in struck vehicles and 17 percent were in striking vehicles. 

In crashes occurring at intersections controlled by stop signs, 74 percent were in struck vehicles and 24 

percent were in striking vehicles. Among older drivers coded with a failure-to-obey violation at stop 

signs, 75 percent were in struck vehicles and 22 percent were in striking vehicles. Finally, among 

older drivers who failed to yield at stop signs, 88 percent were in struck vehicles and 9 percent were in 

striking vehicles. 

Table 53: Older Drivers Involved in Two-Vehicle Intersection 

Crashes by Major Violations Charged and the Vehicle Role, 1997-

2004

Total

Red-LightRunning 

(Failure-toObey Drivers) 

Failure-to-Yield 

Year Vehicle Role Drivers 

Num % Num % Num % 

Traffic Signal

Striking 1,272 32% 443 41% 202 17%

Struck 2,531 65% 593 55% 964 80%

Both 104 3% 29 3% 30 3%

Unknown 13 0% 4 0% 4 0%

1997 to 

2004 

Total 3,920 100% 1,069 100% 1,200 100%

Striking 159 32% 55 41% 25 17%

Struck 316 65% 74 55% 121 80%

Both 13 3% 4 3% 4 3%

Unknown 2 0% 1 0% 1 0%

Avg. 

per 

Year 

Total 490 100% 134 100% 150 100%

Stop Sign

Striking 1,964 24% 463 22% 393 9%

Struck 6,073 74% 1,547 75% 3,650 88%

Both 193 2% 54 3% 97 2%

Unknown 13 0% 8 0% 3 0%

1997 to 

2004 

Total 8,243 100% 2,072 100% 4,143 100%

Striking 246 24% 58 22% 49 9%

Struck 759 74% 193 75% 456 88%

Both 24 2% 7 3% 12 2%

Unknown 2 0% 1 0% 0 0%

Avg. 

per 

Year 

Total 1,030 100% 259 100% 518 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF) Highlighted cells are highest proportions in 

category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 80

Table 54 depicts the scenario of the crashes involving an older driver. In crashes occurring at 

intersections controlled by traffic signals, 38 percent were LTAP/OD crashes, 37 percent were SCP 

crashes and 13 percent were LTAP/LD crashes. When the older drivers were charged with a failure-toobey violation at the traffic signal, 59 percent were in SCP crashes, 19 percent were in LTAP/OD 

crashes, 15 percent were in LTAP/LD crashes. Among older drivers who failed to yield at the traffic 

signal, 71 percent were in LTAP/OD crashes, 11 percent were in SCP crashes and 11 percent were in 

LTAP/LD crashes. 

In crashes occurring at intersections controlled by stop signs, 67 percent were SCP crashes and 21 

percent were LTAP/LD crashes. When the older drivers were charged with a failure-to-obey violation 

at the traffic signal, 79 percent were in SCP crashes and 12 percent were in LTAP/LD crashes. Among 

older drivers who failed to yield at the traffic signal, 61 percent were in SCP crashes and 28 percent 

were in LTAP/LD crashes. 

Table 54: Older Drivers Involved in Two-Vehicle Intersection Crashes 

by Major Violations Charged and the Crash Scenario, 1997-2004

Total

Red-LightRunning 

(Failure-to-Obey

Drivers) 

Failure-to-Yield 

Year Crash Scenario Drivers 

Num % Num % Num % 

Traffic Signal

LTAP/OD 1,473 38% 201 19% 857 71%

LTAP/LD 490 13% 160 15% 137 11%

LTIP 37 1% 5 0% 22 2%

RTIP 16 0% 5 0% 6 1%

SCP 1,431 37% 634 59% 126 11%

REAR-END 225 6% 11 1% 7 1%

HEAD ON 83 2% 16 1% 8 1%

OTHER/UNKNOWN 165 4% 37 3% 37 3%

1997 to 2004 

Total 3,920 100% 1,069 100% 1,200 100%

LTAP/OD 184 38% 25 19% 107 71%

LTAP/LD 61 13% 20 15% 17 11%

LTIP 5 1% 1 0% 3 2%

RTIP 2 0% 1 0% 1 1%

SCP 179 37% 79 59% 16 11%

REAR-END 28 6% 1 1% 1 1%

HEAD ON 10 2% 2 1% 1 1%

OTHER/UNKNOWN 21 4% 5 3% 5 3%

Avg. per Year 

Total 490 100% 134 100% 150 100%

Stop Sign

LTAP/OD 317 4% 39 2% 184 4%

LTAP/LD 1,744 21% 245 12% 1,161 28%

LTIP 49 1% 8 0% 25 1%

RTIP 61 1% 9 0% 32 1%

SCP 5,520 67% 1,640 79% 2,510 61%

REAR-END 35 0% 8 0% 3 0%

HEAD ON 89 1% 25 1% 27 1%

OTHER/UNKNOWN 428 5% 98 5% 201 5%

1997 to 2004 

Total 8,243 100% 2,072 100% 4,143 100%

LTAP/OD 40 4% 5 2% 23 4%

LTAP/LD 218 21% 31 12% 145 28%

LTIP 6 1% 1 0% 3 1%

RTIP 8 1% 1 0% 4 1%

SCP 690 67% 205 79% 314 61%

REAR-END 4 0% 1 0% 0 0%

HEAD ON 11 1% 3 1% 3 1%

OTHER/UNKNOWN 54 5% 12 5% 25 5%

Avg. per Year 

Total 1,030 100% 259 100% 518 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF) Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 81

Table 55 depicts the time of the day when two-vehicle crashes involving older drivers occur. About 75 

percent of the crashes occurred between 9 a.m. and 6 p.m. 

Table 55: Older Drivers Involved in Two-Vehicle Intersection 

Crashes by Major Violations Charged and the Time of the Day, 

1997-2004

Total

Red-LightRunning 

(Failure-toObey Drivers) 

Failure-to-Yield 

Year Time of the Day Drivers 

Num % Num % Num % 

Traffic Signal

6 a.m. to 9 a.m. 390 10% 96 9% 122 10%

9 a.m. to 12 p.m. 1,002 26% 325 30% 261 22%

12 p.m. to 3 p.m. 1,088 28% 311 29% 329 27%

3 p.m. to 6 p.m. 792 20% 189 18% 288 24%

6 p.m. to 9 p.m. 424 11% 101 9% 153 13%

9 p.m. to 12 a.m. 135 3% 28 3% 35 3%

12 a.m. to 3 a.m. 48 1% 9 1% 8 1%

3 a.m. to 6 a.m. 39 1% 8 1% 4 0%

Unknown 2 0% 2 0% 0 0%

1997 to 

2004 

Total 3,920 100% 1,069 100% 1,200 100%

6 a.m. to 9 a.m. 49 10% 12 9% 15 10%

9 a.m. to 12 p.m. 125 26% 41 30% 33 22%

12 p.m. to 3 p.m. 136 28% 39 29% 41 27%

3 p.m. to 6 p.m. 99 20% 24 18% 36 24%

6 p.m. to 9 p.m. 53 11% 13 9% 19 13%

9 p.m. to 12 a.m. 17 3% 4 3% 4 3%

12 a.m. to 3 a.m. 6 1% 1 1% 1 1%

3 a.m. to 6 a.m. 5 1% 1 1% 1 0%

Unknown 0 0% 0 0% 0 0%

Avg. 

per 

Year 

Total 490 100% 134 100% 150 100%

Stop Sign

6 a.m. to 9 a.m. 794 10% 206 10% 397 10%

9 a.m. to 12 p.m. 1,916 23% 532 26% 912 22%

12 p.m. to 3 p.m. 2,349 28% 575 28% 1,198 29%

3 p.m. to 6 p.m. 2,027 25% 489 24% 1,083 26%

6 p.m. to 9 p.m. 817 10% 188 9% 412 10%

9 p.m. to 12 a.m. 237 3% 60 3% 100 2%

12 a.m. to 3 a.m. 34 0% 6 0% 9 0%

3 a.m. to 6 a.m. 66 1% 15 1% 30 1%

Unknown 3 0% 1 0% 2 0%

1997 to 

2004 

Total 8,243 100% 2,072 100% 4,143 100%

6 a.m. to 9 a.m. 99 10% 26 10% 50 10%

9 a.m. to 12 p.m. 240 23% 67 26% 114 22%

12 p.m. to 3 p.m. 294 28% 72 28% 150 29%

3 p.m. to 6 p.m. 253 25% 61 24% 135 26%

6 p.m. to 9 p.m. 102 10% 24 9% 52 10%

9 p.m. to 12 a.m. 30 3% 8 3% 13 2%

12 a.m. to 3 a.m. 4 0% 1 0% 1 0%

3 a.m. to 6 a.m. 8 1% 2 1% 4 1%

Unknown 0 0% 0 0% 0 0%

Avg. 

per 

Year 

Total 1,030 100% 259 100% 518 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF) Highlighted cells are highest 

proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 82

Table 56 depicts number of older drivers involved in two-vehicle crashes by the roadway function 

class at the location of the crash. About 20 percent of the drivers involved in two-vehicle crashes at 

traffic signals occurred in rural areas and 79 percent in urban areas. 

In comparison, about 63 percent of the drivers involved in two-vehicle crashes at stop signs occurred 

in rural areas and 37 percent in urban areas. 

Table 56: Older Drivers Involved in Two-Vehicle Intersection 

Crashes by Major Violations Charged and the Roadway Function 

Class, 1997-2004

Traffic Signal

Total

Red-LightRunning 

(Failure-toObey Drivers) 

Failure-to-Yield 

Year Drivers Roadway Function 

Class 

Num % Num % Num % 

Rural 792 20% 214 20% 215 18%

Urban 3,099 79% 844 79% 978 82% 

Unknown 29 1% 11 1% 7 1%

1997 to 

2004 

Total 3,920 100% 1,069 100% 1,200 100%

Rural 99 20% 27 20% 27 18%

Urban 387 79% 106 79% 122 82%

Unknown 4 1% 1 1% 1 1%

Avg. 

per 

Year Total 490 100% 134 100% 150 100%

Stop Sign

Rural 5,173 63% 1,416 68% 2,453 59% 

Urban 3,015 37% 639 31% 1,665 40%

Unknown 55 1% 17 1% 25 1%

1997 to 

2004 

Total 8,243 100% 2,072 100% 4,143 100%

Rural 647 63% 177 68% 307 59%

Urban 377 37% 80 31% 208 40%

Unknown 7 1% 2 1% 3 1%

Avg. 

per 

Year Total 1,030 100% 259 100% 518 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF) Highlighted cells are highest proportions in 

category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 83

Table 57 depicts the age distribution of the drivers involved in fatal two-vehicle crashes with an older 

driver by the type of traffic control device. About 93 percent of the drivers involved in two-vehicle 

crashes at intersections controlled by traffic signals with older drivers were younger than the older 

drivers. The median age of the other driver was 38 years. 

Table 57: Age of Other Driver Involved in Two-Vehicle Intersection 

Crashes With an Older Driver by Traffic Control Device, 1997-2004

Traffic Signals 

Age of the other Driver Crashes % of Total 

Under 16 6 0%

16-20 465 13%

21-24 382 10%

25-34 845 23%

35-44 771 21%

45-64 909 25%

65+ 264 7%

Unknown 14 0%

1997-2004 

Total 3,656 100%

Under 16 1 0%

16-20 58 13%

21-24 48 10%

25-34 106 23%

35-44 96 21%

45-64 114 25%

65+ 33 7%

Unknown 2 0%

Avg. per Year 

Total 457 100%

Stop Signs

Under 16 26 0%

16-20 1028 13%

21-24 721 9%

25-34 1783 23%

35-44 1677 22%

45-64 1992 26%

65+ 500 6%

Unknown 16 0%

1997-2004 

Total 7,743 100%

Under 16 3 0%

16-20 129 13%

21-24 90 9%

25-34 223 23%

35-44 210 22%

45-64 249 26%

65+ 63 6%

Unknown 2 0%

Avg. per Year 

Total 968 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 84

5.3.2 Gender of the Driver 

Table 58 depicts the gender of the drivers involved in two-vehicle crashes at traffic signals and stop 

signs. Among drivers involved in two-vehicle crashes at traffic signals, 70 percent were males. 

Among drivers who failed to obey, 72 percent were males. Among drivers who failed to yield, 61 

percent were males. 

Among drivers involved in two-vehicle crashes at stop signs, 69 percent were males. Among drivers 

who failed to obey, 68 percent were males. Among drivers who failed to yield, 58 percent were males. 

The proportions indicate that among drivers who failed to yield, female drivers comprise a slightly 

higher proportion of all drivers involved, as compared to the drivers who failed to obey. 

Table 58: Drivers Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Gender and Major Violations Charged, 1997-2004

Traffic Signal

Drivers Involved Occupant Fatalities

Gender 

of the 

Driver Total

Red-LightRunning 

(Failure-toObey

Drivers) 

Failure-toYield Drivers Total

In RedLightRunning 

(Failure-toObey) 

Vehicles 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

Male 16,238 70% 4,268 72% 2,136 61% 8,214 66% 2,333 68% 1,439 58%

Female 6,791 29% 1,644 28% 1,348 39% 4,203 34% 1,086 32% 1,019 41%

Unknown 113 1% 33 0% 16 0% 23 0% 8 0% 3 1%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

Male 2,030 70% 534 72% 267 61% 1,027 66% 292 68% 180 58%

Female 849 29% 206 28% 169 39% 525 34% 136 32% 127 41%

Unknown 14 1% 4 1% 2 0% 3 0% 1 0% 0 0%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

Male 28,509 69% 6,173 68% 5,976 58% 14,935 63% 4,755 65% 4,935 56%

Female 12,844 31% 2,861 32% 4,309 42% 8,682 37% 2,582 35% 3,907 44%

Unknown 111 0% 41 0% 26 0% 55 0% 32 0% 16 0%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

Male 3,564 69% 772 68% 747 58% 1,867 63% 594 65% 617 56%

Female 1,606 31% 358 32% 539 42% 1,085 37% 323 35% 488 44%

Unknown 14 0% 5 0% 3 0% 7 0% 4 0% 2 0%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 85

5.3.3 Driver Alcohol Involvement 

Table 59 depicts the alcohol involvement among drivers involved in two-vehicle crashes at traffic 

signals and stop signs. Among drivers involved in two-vehicle crashes at traffic signals, 13 percent 

had a BAC of .08 grams per deciliter or above. Among drivers who failed to obey, 20 percent had a 

BAC of .08 or above. Among drivers who failed to yield, 11 percent had a BAC of .08 or above. 

Among drivers involved in two-vehicle crashes at stop signs, 9 percent had a BAC of .08 or above. 

Among drivers who failed to obey, 16 percent had a BAC of .08 or above. Among drivers who failed 

to yield, 8 percent had a BAC of .08 or above. 

Table 59: Driver Alcohol Involvement and Occupant Fatalities in Two-Vehicle 

Intersection Crashes by Major Violations Charged, 1997-2004

Traffic Signal

Drivers Involved Occupant Fatalities

BAC of 

Driver Total

Red-LightRunning 

(Failure-toObey

Drivers) 

Failure-toYield Drivers Total

In RedLightRunning 

(Failure-toObey) 

Vehicles 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

0 19,458 84% 4,512 76% 3,011 86% 10,123 81% 2,576 75% 2,133 87%

.01-.07 747 3% 230 4% 100 3% 464 4% 122 4% 67 3%

.08+ 2,919 13% 1,201 20% 387 11% 1,836 15% 726 21% 258 10%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

0 2,432 84% 564 76% 376 86% 1,265 81% 322 75% 267 87%

.01-.07 93 3% 29 4% 13 3% 58 4% 15 4% 8 3%

.08+ 365 13% 150 20% 48 11% 230 15% 91 21% 32 10%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

0 36,654 88% 7,240 80% 9,224 89% 20,128 85% 5,849 79% 7,871 89%

.01-.07 1,179 3% 359 4% 295 3% 877 4% 310 4% 265 3%

.08+ 3,610 9% 1,468 16% 788 8% 2,630 11% 1,188 16% 709 8%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 32 100%

0 4,582 88% 905 80% 1,153 89% 2,516 85% 731 79% 984 89%

.01-.07 147 3% 45 4% 37 3% 110 4% 39 4% 33 3%

.08+ 451 9% 184 16% 99 8% 329 11% 149 16% 89 8%

Avg. 

per 

Year 

Total 5,183 100% 1134 100% 1,289 100% 2,959 100% 921 100% 4 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 86

5.3.4 Speeding 

Table 60 depicts speeding among drivers involved in two-vehicle crashes at traffic signals and stop 

signs. Among drivers involved in two-vehicle crashes at traffic signals, 9 percent were cited for 

speeding. Among drivers who failed to obey, 16 percent were cited for speeding. Among drivers who 

failed to yield, 3 percent were cited for speeding. 

Among drivers involved in two-vehicle crashes at stop signs, 6 percent were cited for speeding. 

Among drivers who failed to obey, 10 percent were cited for speeding. Among drivers who failed to 

yield, 2 percent were cited for speeding. 

Table 60: Drivers Involved and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Speeding, 1997-2004

Traffic Signal

Drivers Involved Occupant Fatalities

Driver 

Speeding 

Violation Total

Red-LightRunning 

(Failure-toObey

Drivers) 

Failure-toYield Drivers Total

In RedLightRunning 

(Failure-toObey) 

Vehicles 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

No Spdg. 21,121 91% 5,014 84% 3,408 97% 11,338 91% 2,979 87% 2,418 98% 

Speeding 2,021 9% 931 16% 92 3% 1,102 9% 448 13% 43 2%

1997 

to 

2004 Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

No Spdg. 2,640 91% 627 84% 426 97% 1,417 91% 372 87% 302 98%

Speeding 253 9% 116 16% 12 3% 138 9% 56 13% 5 2%

Avg. 

per 

Year Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

No Spdg. 39,044 94% 8,187 90% 10,156 98% 22,333 94% 6,822 93% 8,763 99% 

Speeding 2,420 6% 888 10% 155 2% 1,339 6% 547 7% 95 1%

1997 

to 

2004 Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

No Spdg. 4,881 94% 1,023 90% 1,270 98% 2,792 94% 853 93% 1,095 99%

Speeding 303 6% 111 10% 19 2% 167 6% 68 7% 12 1%

Avg. 

per 

Year Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 87

5.3.5 Driver License Compliance 

Table 61 depicts the drivers license compliance among drivers involved in two-vehicle crashes at 

traffic signals and stop signs. Among drivers involved in two-vehicle crashes at traffic signals, 11 

percent had invalid licenses. Among drivers who failed to obey, 17 percent possessed invalid licenses. 

Among drivers who failed to yield, 10 percent had invalid licenses. 

Among drivers involved in two-vehicle crashes at stop signs, 9 percent had invalid licenses. Among 

drivers who failed to obey, 15 percent possessed invalid licenses. Among drivers who failed to yield, 8 

percent had invalid licenses. 

Table 61: Driver License Compliance and Occupant Fatalities in Two-Vehicle 

Intersection Crashes by Major Violations Charged and License Compliance, 1997-

2004

Traffic Signal

Drivers Involved Occupant Fatalities

License 

Compliance Total

Red-LightRunning 

(Failure-toObey

Drivers) 

Failure-toYield Drivers Total

In RedLightRunning 

(Failure-toObey) 

Vehicles 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

Valid 20,177 87% 4,790 81% 3,090 88% 10,670 86% 2,760 81% 2,201 89% 

Invalid 2,547 11% 1,021 17% 345 10% 1,596 13% 614 18% 228 9%

Unknown 418 2% 134 2% 65 2% 174 1% 53 2% 32 1%

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 12,440 100% 3,427 100% 2,461 100%

Valid 2,522 87% 599 81% 386 88% 1,334 86% 345 81% 275 89%

Invalid 318 11% 128 17% 43 10% 200 13% 77 18% 29 9%

Unknown 52 2% 17 2% 8 2% 22 1% 7 2% 4 1%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 1,555 100% 428 100% 308 100%

Stop Sign

Valid 37,339 90% 7,539 83% 9,370 91% 20,774 88% 6,140 83% 8,034 91% 

Invalid 3,634 9% 1,384 15% 811 8% 2,590 11% 1,094 15% 710 8%

Unknown 491 1% 152 2% 130 1% 308 1% 135 2% 114 1%

1997 

to 

2004 

Total 41,464 100% 9,075 100% 10,311 100% 23,672 100% 7,369 100% 8,858 100%

Valid 4,667 90% 942 83% 1,171 91% 2,597 88% 768 83% 1,004 91%

Invalid 454 9% 173 15% 101 8% 324 11% 137 15% 89 8%

Unknown 61 1% 19 2% 16 1% 39 1% 17 2% 14 1%

Avg. 

per 

Year 

Total 5,183 100% 1,134 100% 1,289 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 88

5.3.6 Driver Inattention/Distraction and Other Related Factors 

This section depicts inattention and distraction, coded as driver-related variables in FARS, among 

drivers involved in two-vehicle crashes at traffic signals and stop signs. In this section, a driver who 

has been coded for the following driver-related factors by the police officer at the scene of the crash is 

included under Driver Inattention/Distraction. These factors are merely observed by the police officer 

and recorded in his narrative of the crash and are not to be interpreted as causal factors in the crash. 

 Drowsiness 

o Drowsy

o Sleepy

o Asleep

o Fatigued

 Inattentive 

o Due to use of car phones, Fax, etc.

o Distracted by children

o Lighting a cigarette

o Operating/adjusting radio

o Reading, eating, talking, applying cosmetics, using electric razor, painting nails, etc.

 Vision Obscured by 

o Rain, snow, smoke, fog, dust

o Reflected glare, bright sunlight, headlights

o Curve, hill, or other design features

o Building, billboards

o Trees, crops, and vegetation

o Motor vehicle, parked vehicle

o Splash or spray of passing vehicle

o Inadequate defrost, defogging, lighting systems

 Devices in Vehicles With Potential for Distractions 

o Cellular telephone

o Computer, Fax machines

o Onboard navigation systems

o Two-way radio, head-up display

Table 62 (overleaf) depicts the number of drivers involved in two-vehicle crashes at traffic signals and 

stop signs with coded distraction/inattention. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 89

Among drivers involved in two-vehicle crashes at traffic signals, 7 percent had a coded factor related 

to inattention/distraction/drowsiness. A slightly higher proportion, about 12 percent, of drivers who 

failed to obey at traffic signals had a coded factor related to inattention/distraction/drowsiness. About 

10 percent of drivers who failed to yield at traffic signals were coded for 

inattention/distraction/drowsiness. 

Among drivers involved in two-vehicle crashes at stop signs, 7 percent were coded for 

inattention/distraction/drowsiness. A slightly higher percentage, about 11 percent, of the drivers who 

failed to obey a stop sign were coded for inattention/distraction/drowsiness. 

Table 62: Driver Involvement and Occupant Fatalities in Two-Vehicle Intersection 

Crashes by Major Violations Charged and Inattention/Distraction/Drowsiness Coded 

as Driver-Related Factors, 1997-2004

Traffic Signal

Drivers Involved Occupant Fatalities

Inattention/ 

Distraction/ 

Drowsiness Total

Red-LightRunning 

(Failure-toObey

Drivers) 

Failure-toYield Drivers Total

In RedLightRunning 

(Failure-toObey) 

Vehicles 

In Failureto-Yield 

Vehicles 

Year 

Num % Num % Num % Num % Num % Num % 

Inattention/ 

Distraction 1,631 7% 722 12% 349 10% 3,617 9% 1,258 14% 1,501 15% 

None/Other/ 

Unknown 21,511 93% 5,223 88% 3,151 90% 37,847 91% 7,817 86% 8,810 85% 

1997 

to 

2004 

Total 23,142 100% 5,945 100% 3,500 100% 41,464 100% 9,075 100% 10,311 100%

Inattention/ 

Distraction 204 7% 90 12% 44 10% 452 9% 157 14% 188 15%

None/Other/ 

Unknown 2,689 93% 653 88% 394 90% 4,731 91% 977 86% 1,101 85%

Avg. 

per 

Year 

Total 2,893 100% 743 100% 438 100% 5,183 100% 1,134 100% 1,289 100%

Stop Sign

Inattention/ 

Distraction 917 7% 375 11% 239 10% 2,591 11% 957 13% 1,263 14% 

None/Other/ 

Unknown 11,523 93% 3,052 89% 2,222 90% 21,081 89% 6,412 87% 7,595 86% 

1997 

to 

2004 

Total 12,440 100% 3,427 100% 2,461 100% 23,672 100% 7,369 100% 8,858 100%

Inattention/ 

Distraction 115 7% 47 11% 30 10% 324 11% 120 13% 158 14%

None/Other/ 

Unknown 1,440 93% 382 89% 278 90% 2,635 89% 802 87% 949 86%

Avg. 

per 

Year 

Total 1,555 100% 428 100% 308 100% 2,959 100% 921 100% 1,107 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 90

5.4 Person Characteristics in Fatal, Two-Vehicle Intersection Crashes 

This section will discuss characteristics of vehicle occupants killed in two-vehicle crashes at traffic 

signals and stop signs. In the period between 1997 and 2004, 12,440 vehicle occupants were killed in 

two-vehicle crashes at traffic signals. Similarly, 23,672 vehicle occupants were killed in two-vehicle 

crashes at stop signs. 

5.4.1 Restraint Usage 

Table 63 depicts the restraint use among vehicle occupants who were fatally injured in two-vehicle 

crashes at traffic signals and stop signs. Fatally injured occupants in vehicles that failed to obey at stop 

signs had the highest proportion of people who were unrestrained. About 47 percent of the occupants 

in vehicles that failed to obey at stop signs were unrestrained. This compares to about 38 percent of 

fatally injured occupants who were unrestrained in failure-to-obey and failure-to-yield vehicles at 

traffic signals as well as failure-to-yield vehicles at stop signs. 

Table 63: Vehicle Occupant Fatalities in Two-Vehicle 

Intersection Crashes by Major Violations Charged and Their 

Restraint Use,1997-2004

Traffic Signal

Total

Red-LightRunning 

(Failure-toObey Drivers) 

Failure-to-Yield 

Year Drivers 

Restraint Use of 

Fatally Injured 

Vehicle Occupant 

Num % Num % Num % 

Restrained 6,290 51% 3,171 50% 1,961 54% 

Unrestrained 4,752 38% 2,406 38% 1,347 37%

Unknown 1,398 11% 749 12% 324 9%

1997 to 

2004 

Total 12,440 100% 6,326 100% 3,632 100%

Restrained 786 51% 396 50% 245 54%

Unrestrained 594 38% 301 38% 168 37%

Unknown 175 11% 94 12% 41 9%

Avg. 

per 

Year Total 1,555 100% 791 100% 454 100%

Stop Sign

Restrained 11,810 50% 4,747 45% 6,262 55%

Unrestrained 10,042 42% 5,028 47% 4,349 38%

Unknown 1,820 8% 882 8% 804 7%

1997 to 

2004 

Total 23,672 100% 10,657 100% 11,415 100%

Restrained 1,476 50% 593 45% 783 55%

Unrestrained 1,255 42% 629 47% 544 38%

Unknown 228 8% 110 8% 101 7%

Avg. 

per 

Year Total 2,959 100% 1,332 100% 1,427 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in 

category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 91

6. Crashes at Intersections With No Traffic Control Devices 

In the period between 1997 and 2004 there were 19,178 fatal crashes at intersections where the traffic 

control device was coded as “none.” This resulted in 20,746 fatalities. This however does not 

necessarily imply that the intersection did not have any traffic control device. If a crash occurs at an 

intersection but the traffic control device is not relevant to the accident then the traffic control device 

will be coded as none. A typical scenario would be an intersection of a minor road with an arterial 

road controlled by a two-way stop sign. A crash between two vehicles on the arterial road (does not 

have any controls), with one of the vehicles turning into the minor road, would be coded as having 

occurred at an intersection with no traffic control device. This section will identify characteristics of 

such crashes. Table 64 depicts the trend of these crashes from 1997 to 2004. 

Table 64: Fatal Crashes and Fatalities in Intersection Crashes With No Traffic 

Control Device by Relation to Intersection, 1997-2004

Crashes Fatalities

Year Atintersection Intersectionrelated 

Total Atintersection Intersectionrelated Total 

1997 1,915 579 2,494 2,100 625 2,725

1998 1,753 619 2,372 1,921 644 2,565

1999 1,651 591 2,242 1,787 648 2,435

2000 1,829 582 2,411 1,978 619 2,597

2001 1,699 643 2,342 1,835 691 2,526

2002 1,757 745 2,502 1,905 817 2,722

2003 1,713 772 2,485 1,854 821 2,675

2004 1,695 635 2,330 1,826 675 2,501

Total 14,012 5,166 19,178 15,206 5,540 20,746

Avg. per Year 1,752 646 2,397 1,901 693 2,593

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF).

Table 65 depicts the roadway function class at the site of the crash, i.e., if the crash occurred in a rural 

or an urban area. Slightly more than 50 percent of the crashes and fatalities occurred in urban areas. 

Table 65: Fatal Crashes and Fatalities in Intersection Crashes With No 

Traffic Control Device by Roadway Function Class, 1997-2004

Year Roadway Crashes Fatalities

Function Class Number % Number %

Rural 8,882 46% 9,828 47%

Urban 10,192 53% 10,804 52%

Unknown 104 1% 114 1% 1997 to 2004 

Total 19,178 100% 20,746 100%

Rural 1,110 46% 1,229 47%

Urban 1,274 53% 1,351 52%

Unknown 13 1% 14 1%

Average per 

Year 

Total 2,397 100% 2,593 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in 

category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 92

Table 66 depicts the roadway function class of crashes occurring at intersections with no traffic control 

device. In rural areas, about 26 percent of the crashes occurred on major arterial roads, 21 percent on 

minor arterial roads, 24 percent on major collector roads, and 20 percent on local streets. 

In urban areas, about 42 percent of such crashes occurred on principal arterial roads, 26 percent on 

minor arterial roads, and 23 percent on local streets. 

Table 66: Fatal Crashes and Fatalities in Intersection Crashes With No 

Traffic Control Device by Roadway Function Class, 1997-2004

Rural/Urban Year Roadway Function Crashes Fatalities

Class Number % Number %

Major Arterial 2,309 26% 2,572 26%

Minor Arterial 1,902 21% 2,107 21%

Major Collector 2,144 24% 2,384 24%

Minor Collector 634 7% 708 7%

Local Street 1,800 20% 1,954 20%

Unknown 93 1% 103 1%

1997 to 

2004 

Total 8,882 100% 9,828 100%

Major Arterial 289 26% 322 26%

Minor Arterial 238 21% 263 21%

Major Collector 268 24% 298 24%

Minor Collector 79 7% 89 7%

Local Street 225 20% 244 20%

Unknown 12 1% 13 1%

Rural 

Average 

per Year 

Total 1,110 100% 1,229 100%

Principal Arterial 4,293 42% 4,602 43%

Minor Arterial 2,691 26% 2,838 26%

Collector 789 8% 837 8%

Local Street 2,346 23% 2,452 23%

Unknown 73 1% 75 1%

1997 to 

2004 

Total 10,192 100% 10,804 100%

Principal Arterial 537 42% 575 43%

Minor Arterial 336 26% 355 26%

Collector 99 8% 105 8%

Local Street 293 23% 307 23%

Unknown 9 1% 9 1%

Urban 

Average 

per Year 

Total 1,274 100% 1,351 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 93

Table 67 depicts the traffic-way flow of the roads on which the crashes at intersections with no 

controls occurred. About 69 percent were on undivided roads and 22 percent occurred on divided 

roads with a barrier. 

Table 67: Fatal Crashes and Fatalities in Intersection Crashes With No 

Traffic Control Device by Traffic-Way Flow, 1997-2004

Year Roadway Function Crashes Fatalities

Class Number % Number %

Undivided 13,207 69% 14,347 69%

Divided wo Barrier 4,151 22% 4,476 22%

Divided w/ Barrier 1,045 5% 1,113 5%

One Way 180 1% 186 1%

Unknown 595 3% 624 3%

1997 to 

2004 

Total 19,178 100% 20,746 100%

Undivided 1,651 69% 1,793 69%

Divided wo Barrier 519 22% 560 22%

Divided w/ Barrier 131 5% 139 5%

One Way 23 1% 23 1%

Unknown 74 3% 78 3%

Average 

per Year 

Total 2,397 100% 2,593 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in 

category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 94

Table 68 depicts the number of lanes of the roadway. This is shown in conjunction with the trafficway flow as traffic-way flow determines the way the number of lanes is coded in FARS. A roadway 

(the travel lane) is one part of a divided traffic-way or, if undivided, the same as the travel lanes of the 

traffic way. Only lanes open for travel should be counted. Turn lanes are therefore excluded. This 

also excludes continuous-left-turn lanes.

A large proportion of the crashes in rural areas occur on undivided two-lane roads, followed by twolane roads that have a median without a barrier. 

Table 68: Fatal Crashes and Fatalities in Intersection Crashes With No Traffic Control 

Device by Roadway Function Class and Number of Lanes, 1997-2004

1 Lane 2 Lanes 3 Lanes 4 Lanes 5 or More 

Lanes 

Total Crashes Trafficway 

Flow 

Num % Num % Num % Num % Num % Num % 

Rural Crashes

Undivided 1 0% 6,678 93% 89 1% 350 5% 26 0% 7,161 100%

Median w/o 

Barrier 29 2% 886 68% 59 4% 317 24% 11 1% 1,312 100%

Median w 

Barrier 0 0% 89 33% 10 4% 166 61% 5 2% 270 100%

One Way 6 20% 19 63% 2 7% 3 10% 0 0 30 100%

Oth/Unk 8 7% 39 36% 1 1% 16 15% 1 1% 109 100%

Total 44 0% 7,711 87% 161 2% 852 10% 43 0% 8,882 100%

Fatalities in Rural Crashes

Undivided 1 0% 7,439 94% 93 1% 377 5% 28 0% 7,956 100%

Median w/o 

Barrier 30 2% 980 68% 63 4% 342 24% 12 1% 1,437 100%

Median w 

Barrier 0 0% 95 33% 10 3% 177 62% 5 2% 287 100%

One Way 6 19% 20 63% 2 6% 4 13% 0 0% 32 100%

Oth/Unk 8 7% 41 35% 1 1% 18 16% 1 1% 116 100%

Total 45 0% 8,575 87% 169 2% 918 9% 46 0% 9,828 100%

Urban Crashes

Undivided 1 4,279 72% 131 2% 1,346 23% 147 2% 5,972 100%

Median w/o 

Barrier 

38 1% 1,693 60% 631 22% 307 11% 123 4% 2,819 100%

Median w 

Barrier 

4 1% 275 36% 166 22% 190 25% 110 14% 771 100%

One Way 30 20% 58 39% 36 24% 12 8% 4 3% 149 100%

Oth/Unk 10 2% 179 37% 46 10% 79 16% 18 4% 481 100%

Total 83 1% 6,484 64% 1,010 10% 1,934 19% 402 4% 10,192 100%

Fatalities in Urban Crashes

Undivided 1 4,519 72% 134 2% 1,433 23% 155 2% 6,310 100%

Median w/o 

Barrier 

39 1% 1,805 60% 676 22% 330 11% 131 4% 3,016 100%

Median w 

Barrier 

4 300 36% 172 21% 199 24% 114 14% 822 100%

One Way 30 20% 61 40% 36 24% 12 8% 5 3% 153 100%

Oth/Unk 10 2% 187 37% 48 10% 85 17% 21 4% 503 100%

Total 84 1% 6,872 64% 1,066 10% 2,059 19% 426 4% 10,804 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). . Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 95

Table 69 depicts the crashes by the number of vehicles involved in the crash. Slightly less than 30 

percent of the crashes in rural areas were single-vehicle crashes. However, about 50 percent of the 

crashes in urban areas were single-vehicle crashes. 

Table 69: Fatal Crashes and Fatalities in Intersection Crashes With No 

Traffic Control Device by Roadway Function Class, 1997-2004

Rural/Urban Year Type of Crash Crashes Fatalities

Number % Number %

Single-vehicle 2,541 29% 2,661 27%

Multiple-vehicle 6,341 71% 7,167 73%

2 5,542 62% 6,217 63%

3+ 799 9% 950 10%

1997 to 

2004 

Total 8,882 100% 9,828 100%

Single-vehicle 318 29% 333 27%

Multiple-vehicle 793 71% 896 73%

2 693 62% 777 63%

3+ 100 9% 119 10%

Rural 

Average 

per Year 

Total 1,110 100% 1,229 100%

Single-vehicle 5,080 50% 5,266 49%

Multiple-vehicle 5,112 50% 5,538 51%

2 4,438 44% 4,785 44%

3+ 674 7% 753 7%

1997 to 

2004 

Total 10,192 100% 10,804 100%

Single-vehicle 635 50% 658 49%

Multiple-vehicle 639 50% 692 51%

2 555 44% 598 44%

3+ 84 7% 94 7%

Urban 

Average 

per Year 

Total 1,274 100% 1,351 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 96

Table 70 depicts the speed limit of the roadway on which the crashes occurred. In rural areas, about 60 

percent of the crashes occurred on roadways that had a high speed limit (55+ mph). However, in urban 

areas, about 51 percent of the crashes occurred on roadways with a speed limit less than 35 mph. 

Table 70: Fatal Crashes and Fatalities in Intersection Crashes With No 

Traffic Control Device by Roadway Function Class and Speed Limit, 1997-

2004

Rural/Urb Crashes Fatalities

an 

Year Speed Limit 

Number % Number %

<=35 mph 1,206 14% 1,274 13%

40-50 mph 2,183 25% 2,368 24%

55+ mph 5,334 60% 6,015 61%

Unknown 159 2% 171 2%

1997 to 

2004 

Total 8,882 100% 9,828 100%

<=35 mph 151 14% 159 13%

40-50 mph 273 25% 296 24%

55+ mph 667 60% 752 61%

Unknown 20 2% 21 2%

Rural 

Average per 

Year 

Total 1,110 100% 1,229 100%

<=35 mph 5,155 51% 5,381 50%

40-50 mph 3,622 36% 3,885 36%

55+ mph 1,037 10% 1,139 11%

Unknown 378 4% 397 4%

1997 to 

2004 

Total 10,192 100% 10,804 100%

<=35 mph 644 51% 838 32%

40-50 mph 453 36% 785 30%

55+ mph 130 10% 898 35%

Unknown 47 4% 72 3%

Urban 

Average per 

Year 

Total 1,274 100% 2,593 100%

Source: NCSA FARS 1997-2003 (Final) and 2004 (ARF). Highlighted cells are highest proportions in category.
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 97

7. Conclusions 

Fatalities in crashes occurring at intersections account for more than 20 percent of all motor vehicle traffic 

fatalities in the United States every year. Of particular interest in this report were crashes that involved at 

least one driver who violated a traffic control device or failed to yield properly at a traffic control device. 

About 967 fatal crashes each year, on average, involve drivers who ran red lights, resulting in 1,061 

fatalities. Similarly, about 1,339 crashes resulted in 1,574 fatalities involving drivers who ran stop signs. 

Two-vehicle crashes that comprise a majority of the multiple-vehicle crashes thought to be applicable 

under CICAS countermeasures were analyzed in this report. 

There were 800 fatalities on an average each year, in two-vehicle crashes that involved at least one driver 

who ran a red light. Correspondingly, there were 1,336 fatalities in two-vehicle crashes at stop signs that 

involved at least one driver who ran a stop sign. 

There were 460 fatalities on an average each year, in two-vehicle crashes that involved at least one driver 

who failed to yield at a traffic signal. Correspondingly, there were 1,430 fatalities in two-vehicle crashes 

at stop signs that involved at least one driver who failed to yield at a stop sign. 

Older drivers were involved more in fatal crashes occurring at intersections as compared to those that 

occurred at nonintersection areas. In fact, 31 percent of all crashes occurring at intersections involved at 

least one older driver as compared to 13 percent of all crashes occurring at nonintersection areas. 

Also, older drivers were shown to have a higher involvement in fatal, two-vehicle intersection crashes as 

compared to drivers of all other ages. In particular, the older drivers were more involved in failure-toyield crashes at both traffic signals and stop signs. At traffic signals, the vehicles driven by the older 

drivers were predominantly turning left and were struck by an oncoming vehicle on the passenger side. 

At stop signs, the vehicles driven by the older drivers were either proceeding straight or turning left at the 

intersection when an approaching vehicle on the driver side struck them. A majority of the occupant 

fatalities in these crashes occurred to the older people (drivers and passengers). 

A large proportion of the crashes involving the older drivers occur during non-rush, daytime hours (9 a.m. 

to 3 p.m.). 

A majority of the occupant fatalities in these two-vehicle intersection crashes occurred to occupants of 

passenger cars that were struck by other passenger cars, light trucks and vans, as well as large trucks. 

Occupant fatalities occurred in both newer and older model vehicles alike in fatal, two-vehicle 

intersection crashes. 

In terms of infrastructure, a large majority of the intersection crashes occurred under normal weather 

conditions, roadway surface conditions, light conditions, and straight sections of the roadway, as well as 

level sections of the roadway. 
 NHTSA’s National Center for Statistics and Analysis 400 Seventh St., S.W., Washington, D.C. 20590 98

8. References 

1. ANSI D-16.1-1996, Manual of classification of Motor Vehicle Traffic Accidents, 

Sixth Edition, American National Standards Institute. 

2. Najm, W. G., Smith, J. D., and Smith, D. L. (2001). Analysis of Crossing Path 

Crashes (Report No. DOT-VNTSC-NHTSA-01-03). Washington, DC: National 

Highway Traffic Safety Administration. 

3. Majka, K. M., Lombardo, L. V., Eisemann, B., Blatt, A. J., Flanigan, M. C. (2006). A Spatial 

Analysis of Geocoded FARS Data to Identify Intersections with Multiple Occurrences of Fatal 

Crashes, Paper 1885, Proceedings, 13th World Congress on Intelligent Transport Systems 

and Services, London, UK, 8-12 October, 2006.

4. Wang, J. S., and Knipling, R. R. (1994). Intersection Crossing Path Crashes: 

Problem Size Assessment And Statistical Description (Report No. DOT-HS-808-190). 

Washington, DC: National Highway Traffic Safety Administration.
99

Glossary 

Alcohol Involvement 

Alcohol involvement is observed in a crash if any of the drivers or nonoccupants in the 

crash had a blood alcohol concentration (BAC) of .01 grams per deciliter or above. 

Alcohol involvement with respect to a driver or nonoccupant is defined when the driver 

or nonoccupant had a BAC of .01 grams per deciliter or above. 

Alcohol-Related Crashes 

A crash is said to be alcohol-related if any one of the actively involved people in a policereported fatal traffic crash had a BAC of .01 g/dL or greater (.01+). 

Alcohol-Related Fatalities 

A fatality is said to be alcohol-related if it occurred in a crash where any one of the 

actively involved people in the crash had a BAC of .01 g/dL or greater. 

Any Alcohol 

A positive BAC value (BAC=.01+) for any driver or nonoccupant in the crash. 

ARF 

Annual Report File of the Fatality Analysis Reporting System. A compilation of 

preliminary data on fatal motor vehicle traffic crashes each year in the United States. 

BAC 

The blood alcohol concentration (BAC) that is determined either by police-administered 

tests on surviving people or from the medical records of fatally-injured people. BAC is 

usually measured in grams per deciliter (g/dL) of blood and plausible values in FARS 

range from .00 to .94+ g/dL. 

Crash BAC 

The highest BAC among all the actively-involved people in the crash. For example, in a 

crash involving a vehicle and a pedestrian, if the driver of the vehicle had a BAC of .01 

g/dL and the pedestrian had a BAC of .11 g/dL, the Crash BAC is .11 g/dL. 
100

CICAS-SLTA 

CICAS-Signalized Left Turn Assist: A countermeasure to address the safety of leftturning vehicles at traffic signals on green (not arrow) with respect to on-coming vehicles 

proceeding straight through the intersection. 

CICAS-SSA 

CICAS-Stop Sign Assist: A countermeasure to address the safety of vehicles at stop signs 

that, after properly stopping at the stop sign, fail to yield the right-of-way to other 

vehicles at the intersection. A typical scenario would be at the intersection of major high 

speed roads with minor roads controlled by a two-way stop sign. 

CICAS-V 

CICAS-Violation: A countermeasure to address violations of traffic signals and stop 

signs, e.g., red-light running. 

Driver BAC 

 The BAC of a driver involved in a crash. 

Failure-to-Obey Crashes 

Crashes involving at least one driver who failed to obey at a traffic control device. In 

traffic signals, this is a driver who runs a red light. In the case of stop signs, this is a 

driver who fails to stop at all at the sign. 

Failure-to-Yield Crashes 

Crashes involving at least one driver who failed to yield at a traffic control device. In 

traffic signals, this might involve a vehicle whose driver did not yield properly to 

oncoming traffic while making a valid left turn. At stop signs, this involves a driver who 

fails to judge an oncoming vehicle after stopping at a two-way stop sign. 

Injury Severity

 Presented as fatal or surviving. Any injury code other than fatal is treated as surviving. 

Intersection-Related Crash 

A crash for which the first harmful event occurs on an approach to or exit from an 

intersection and results from an activity, behavior, or control related to the movement of 

traffic units through the intersection.
101

Intoxication (Intoxicated) 

For the purposes of this document, a person is said to be intoxicated if his or her BAC is 

.08 g/dL or greater (.08+). 

Nonoccupant 

Any person involved in a crash who is not the occupant of a motor vehicle. Pedestrians, 

pedalcyclists, people on roller-blades, skateboards, etc., are nonoccupants. 

Road type 

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

Federal Highway Administration as part of the Interstate System. 

• 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. 

• 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). 

• 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. 

• Local: Streets and roads whose primary purpose is feeding higher-order systems, 

providing direct access with little or no through traffic. 

Rural/Urban 

 Land use based on Federal Highway Administration classification. 

Vehicle Damage 

This variable, sometimes called extent of deformation, has been partitioned into five 

levels: one, minor, moderate, severe, and unknown. If the police accident report indicates 

that the vehicle as 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.

Weekday 

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

. 

Weekend 

 From 6 p.m. Friday to 5:59 a.m. Monday. 
102

Appendix 1: SAS Algorithm to derive Crash Scenarios 

FOR CRASHES AT TRAFFIC SIGNALS 

%MACRO TAXONOMY_SIGNALS; 

DATA OTHER LT RT; 

SET CRASHES; 

IF DEV=2; 

IF VEH_MAN1=13 OR VEH_MAN2=13 THEN OUTPUT LT; 

ELSE IF 10<=VEH_MAN1<=12 OR 10<=VEH_MAN2<=12 THEN OUTPUT RT; 

ELSE OUTPUT OTHER; 

RUN; 

DATA LT_ST (DROP=IMPACT1_1 IMPACT2_1 IMPACT1_2 IMPACT2_2 ROLE1 ROLE2 

 DR_CF1_1 DR_CF2_1 DR_CF3_1 DR_CF4_1 DR_CF1_2 DR_CF2_2 DR_CF3_2 DR_CF4_2 

 VIOLCHG1_1 VIOLCHG2_1 VIOLCHG3_1 VIOLCHG1_2 VIOLCHG2_2 VIOLCHG3_2 AVOID1 AVOID2 

 DEFORMED1 DEFORMED2); 

SET LT; 

IF (VEH_MAN1=13 AND VEH_MAN2=1) THEN DO; 

IMPACTS_LT_1=IMPACT1_1; 

IMPCATS_LT_2=IMPACT2_1; 

IMPACTS_ST_1=IMPACT1_2; 

IMPACTS_ST_2=IMPACT2_2; 

ROLE_ST=ROLE2; 

ROLE_LT=ROLE1; 

AVOID_ST=AVOID2; 

AVOID_LT=AVOID1; 

DEFORMED_ST=DEFORMED2; 

DEFORMED_LT=DEFORMED1; 

DRCF_ST_1=DR_CF1_2; 

DRCF_ST_2=DR_CF2_2; 

DRCF_ST_3=DR_CF3_2; 

DRCF_ST_4=DR_CF4_2; 

DRCF_LT_1=DR_CF1_1; 

DRCF_LT_2=DR_CF2_1; 

DRCF_LT_3=DR_CF3_1; 

DRCF_LT_4=DR_CF4_1; 

VIOLCHG1_ST=VIOLCHG1_2;VIOLCHG2_ST=VIOLCHG2_2;VIOLCHG3_ST=VIOLCHG3_2; 

VIOLCHG1_LT=VIOLCHG1_1;VIOLCHG2_LT=VIOLCHG2_1;VIOLCHG3_LT=VIOLCHG3_1; 

OUTPUT; 

END; 

IF (VEH_MAN1=1 AND VEH_MAN2=13) THEN DO; 

IMPACTS_LT_1=IMPACT1_2; 

IMPACTS_LT_2=IMPACT2_2; 

IMPACTS_ST_1=IMPACT1_1; 

IMPACTS_ST_2=IMPACT2_1; 

AVOID_ST=AVOID1; 

AVOID_LT=AVOID2; 

ROLE_ST=ROLE1; 

ROLE_LT=ROLE2; 

DEFORMED_ST=DEFORMED1; 

DEFORMED_LT=DEFORMED2; 

DRCF_ST_1=DR_CF1_1; 

DRCF_ST_2=DR_CF2_1; 

DRCF_ST_3=DR_CF3_1; 

DRCF_ST_4=DR_CF4_1; 

DRCF_LT_1=DR_CF1_2; 

DRCF_LT_2=DR_CF2_2; 

DRCF_LT_3=DR_CF3_2; 

DRCF_LT_4=DR_CF4_2; 

VIOLCHG1_ST=VIOLCHG1_1;VIOLCHG2_ST=VIOLCHG2_1;VIOLCHG3_ST=VIOLCHG3_1; 

VIOLCHG1_LT=VIOLCHG1_2;VIOLCHG2_LT=VIOLCHG2_2;VIOLCHG3_LT=VIOLCHG3_2; 

OUTPUT; 

END; 

RUN; 

DATA LT_ST; 

SET LT_ST; 

CRASH_TYP=99; 

IF 1<=IMPACTS_ST_1<=5 THEN DO; 

 CRASH_TYP=2; 

END; 

IF 7<=IMPACTS_ST_1<=11 THEN DO; 

 IF 1<=IMPACTS_LT_1<=5 THEN DO; 

 CRASH_TYP=3; 

 END; 

 IF IMPACTS_LT_1=12 THEN DO; 

 CRASH_TYP=1; 

 IF YEAR>=2002 THEN DO; 

 IF M_COLL=3 THEN CRASH_TYP=3; 

 END; 

 IF DRCF_LT_1=38 OR DRCF_LT_2=38 OR DRCF_LT_3=38 OR DRCF_LT_4=38 OR VIOLCHG1_LT=46 OR VIOLCHG2_LT=46 OR 

VIOLCHG3_LT=46 THEN CRASH_TYP=1; 

 IF CRASH_TYP=99 THEN CRASH_TYP=1; 

 END; 

END; 

IF IMPACTS_ST_1=12 THEN DO; 

 IF 1<=IMPACTS_LT_1<=5 THEN DO; 
103

 CRASH_TYP=1; 

 IF YEAR>=2002 THEN DO; 

** IF M_COLL IN (4,5) THEN CRASH_TYP=1;

 IF M_COLL=3 THEN CRASH_TYP=3; 

 END; 

 IF DRCF_LT_1=38 OR DRCF_LT_2=38 OR DRCF_LT_3=38 OR DRCF_LT_4=38 OR VIOLCHG1_LT=46 OR VIOLCHG2_LT=46 OR 

VIOLCHG3_LT=46 THEN CRASH_TYP=1; 

 IF CRASH_TYP=99 THEN CRASH_TYP=1; 

 END; 

 IF 6<=IMPACTS_LT_1<=6 THEN DO; 

 CRASH_TYP=99; 

 END; 

 IF IMPACTS_LT_1=12 THEN DO; 

 IF DRCF_LT_1=38 OR DRCF_LT_2=38 OR DRCF_LT_3=38 OR DRCF_LT_4=38 OR VIOLCHG1_LT=46 OR VIOLCHG2_LT=46 OR 

VIOLCHG3_LT=46 THEN CRASH_TYP=1; 

 IF M_COLL=2 THEN CRASH_TYP=1; 

 IF M_COLL=4 THEN CRASH_TYP=2; 

/* ELSE CRASH_TYP=2;*/

 END; 

END; 

IF 7<=IMPACTS_LT_1<=11 THEN DO; 

 CRASH_TYP=2; 

END; 

IF IMPACTS_LT_1 IN (13,14) OR IMPACTS_ST_1 IN (13,14) THEN CRASH_TYP=99; 

IF IMPACTS_LT_1=99 OR IMPACTS_ST_1=99 THEN DO; 

 IF YEAR>=2002 THEN DO; 

 IF M_COLL=3 THEN CRASH_TYP=3; 

 END; 

 IF DRCF_LT_1=38 OR DRCF_LT_2=38 OR DRCF_LT_3=38 OR DRCF_LT_4=38 OR VIOLCHG1_LT=46 OR VIOLCHG2_LT=46 OR 

VIOLCHG3_LT=46 THEN CRASH_TYP=1; 

END; 

RUN; 

DATA OTH_LT (DROP=SIT); 

SET LT; 

IF VEH_MAN1=1 AND VEH_MAN2=13 THEN SIT=1; 

IF VEH_MAN1=13 AND VEH_MAN2=1 THEN SIT=2; 

IF NOT SIT THEN DO; 

 IF VEH_MAN1=13 THEN DO; 

 IMPACTS_LT_1=IMPACT1_1; 

 IMPACTS_LT_2=IMPACT2_1; 

 AVOID_LT=AVOID1; 

 ROLE_LT=ROLE1; 

 DEFORMED_LT=DEFORMED1; 

 DRCF_LT_1=DR_CF1_1; 

 DRCF_LT_2=DR_CF2_1; 

 DRCF_LT_3=DR_CF3_1; 

 DRCF_LT_4=DR_CF4_1; 

 VIOLCHG1_LT=VIOLCHG1_1;VIOLCHG2_LT=VIOLCHG2_1;VIOLCHG3_LT=VIOLCHG3_1; 

 END; 

 IF VEH_MAN2=13 THEN DO; 

 IMPACTS_LT_1=IMPACT1_2; 

 IMPACTS_LT_2=IMPACT2_2; 

 AVOID_LT=AVOID2; 

 ROLE_LT=ROLE2; 

 DEFORMED_LT=DEFORMED2; 

 DRCF_LT_1=DR_CF1_2; 

 DRCF_LT_2=DR_CF2_2; 

 DRCF_LT_3=DR_CF3_2; 

 DRCF_LT_4=DR_CF4_2; 

 VIOLCHG1_LT=VIOLCHG1_2;VIOLCHG2_LT=VIOLCHG2_2;VIOLCHG3_LT=VIOLCHG3_2; 

 END; 

 CRASH_TYP=99; 

 OUTPUT; 

END; 

RUN; 

DATA RT_ST (DROP=IMPACT1_1 IMPACT2_1 IMPACT1_2 IMPACT2_2 ROLE1 ROLE2 

 DR_CF1_1 DR_CF2_1 DR_CF3_1 DR_CF4_1 DR_CF1_2 DR_CF2_2 DR_CF3_2 DR_CF4_2 

 VIOLCHG1_1 VIOLCHG2_1 VIOLCHG3_1 VIOLCHG1_2 VIOLCHG2_2 VIOLCHG3_2 AVOID1 AVOID2 

 DEFORMED1 DEFORMED2); 

SET RT; 

IF (10<=VEH_MAN1<=12 AND VEH_MAN2=1) THEN DO; 

IMPACTS_RT_1=IMPACT1_1; 

IMPCATS_RT_2=IMPACT2_1; 

IMPACTS_ST_1=IMPACT1_2; 

IMPACTS_ST_2=IMPACT2_2; 

ROLE_ST=ROLE2; 

ROLE_RT=ROLE1; 

AVOID_ST=AVOID2; 

AVOID_RT=AVOID1; 

DEFORMED_ST=DEFORMED2; 

DEFORMED_RT=DEFORMED1; 

DRCF_ST_1=DR_CF1_2; 

DRCF_ST_2=DR_CF2_2; 

DRCF_ST_3=DR_CF3_2; 

DRCF_ST_4=DR_CF4_2; 

DRCF_RT_1=DR_CF1_1; 

DRCF_RT_2=DR_CF2_1; 

DRCF_RT_3=DR_CF3_1; 

DRCF_RT_4=DR_CF4_1; 
104

VIOLCHG1_ST=VIOLCHG1_2;VIOLCHG2_ST=VIOLCHG2_2;VIOLCHG3_ST=VIOLCHG3_2; 

VIOLCHG1_RT=VIOLCHG1_1;VIOLCHG2_RT=VIOLCHG2_1;VIOLCHG3_RT=VIOLCHG3_1; 

OUTPUT; 

END; 

IF (VEH_MAN1=1 AND 10<=VEH_MAN2<=12) THEN DO; 

IMPACTS_RT_1=IMPACT1_2; 

IMPACTS_RT_2=IMPACT2_2; 

IMPACTS_ST_1=IMPACT1_1; 

IMPACTS_ST_2=IMPACT2_1; 

AVOID_ST=AVOID1; 

AVOID_RT=AVOID2; 

ROLE_ST=ROLE1; 

ROLE_RT=ROLE2; 

DEFORMED_ST=DEFORMED1; 

DEFORMED_RT=DEFORMED2; 

DRCF_ST_1=DR_CF1_1; 

DRCF_ST_2=DR_CF2_1; 

DRCF_ST_3=DR_CF3_1; 

DRCF_ST_4=DR_CF4_1; 

DRCF_RT_1=DR_CF1_2; 

DRCF_RT_2=DR_CF2_2; 

DRCF_RT_3=DR_CF3_2; 

DRCF_RT_4=DR_CF4_2; 

VIOLCHG1_ST=VIOLCHG1_1;VIOLCHG2_ST=VIOLCHG2_1;VIOLCHG3_ST=VIOLCHG3_1; 

VIOLCHG1_RT=VIOLCHG1_2;VIOLCHG2_RT=VIOLCHG2_2;VIOLCHG3_RT=VIOLCHG3_2; 

OUTPUT; 

END; 

RUN; 

DATA RT_ST; 

SET RT_ST; 

CRASH_TYP=99; 

IF IMPACTS_ST_1=12 THEN DO; 

 IF 6<=IMPACTS_RT_1<=11 THEN CRASH_TYP=4; 

END; 

IF IMPACTS_RT_1=12 THEN DO; 

 IF 1<=IMPACTS_ST_1<=5 THEN CRASH_TYP=4; 

END; 

RUN; 

DATA OTH_RT; 

SET RT; 

IF (10<=VEH_MAN1<=12 AND VEH_MAN2=1) THEN SIT=1; 

IF (10<=VEH_MAN2<=12 AND VEH_MAN1=1) THEN SIT=1; 

IF NOT SIT THEN DO; 

 CRASH_TYP=99; 

 OUTPUT OTH_RT; 

END; 

RUN; 

DATA OTHER; 

SET OTHER; 

IF VEH_MAN1=1 AND VEH_MAN2=1 THEN DO; 

 IF (IMPACT1_1=12 AND IMPACT1_2=9) OR (IMPACT1_1=9 AND IMPACT1_2=12) THEN DO; 

 CRASH_TYP=5; 

 END; 

 IF (IMPACT1_1=12 AND IMPACT1_2=3) OR (IMPACT1_1=3 AND IMPACT1_2=12) THEN DO; 

 CRASH_TYP=5; 

 END; 

 IF YEAR>=2002 THEN DO; 

 IF M_COLL=5 THEN CRASH_TYP=5; 

 END; 

END; 

RUN; 

DATA SCP OTH_OTHER; 

SET OTHER; 

IF CRASH_TYP EQ 5 THEN OUTPUT SCP; 

IF CRASH_TYP NE 5 THEN OUTPUT OTH_OTHER; 

RUN; 

DATA REAR_END OTH_OTHER; 

SET OTH_OTHER; 

IF (IMPACT1_1=12 AND VEH_MAN1 IN (1,2,3,5,16)) AND (IMPACT1_2=6 AND VEH_MAN2 IN (1,2,3,4,5,6,7,16)) THEN DO;CRASH_TYP=7;OUTPUT REAR_END;END; 

ELSE IF (IMPACT1_2=12 AND VEH_MAN2 IN (1,2,3,5,16)) AND (IMPACT1_1=6 AND VEH_MAN1 IN (1,2,3,4,5,6,7,16)) THEN DO;CRASH_TYP=7;OUTPUT 

REAR_END;END; 

ELSE OUTPUT OTH_OTHER; 

RUN; 

DATA OTH_OTHER; 

SET OTH_OTHER; 

CRASH_TYP=99; 

IF VEH_MAN1=1 AND VEH_MAN2=1 THEN DO; 

 IF(((IMPACT1_1=12 AND (1<=IMPACT1_2<=5 OR 7<=IMPACT1_2<=11)) OR (IMPACT1_2=12 AND (1<=IMPACT1_1<=5 OR 7<=IMPACT1_1<=11))) THEN 

CRASH_TYP=5; 

 IF IMPACT1_1=12 AND IMPACT1_2=12 AND M_COLL=2 THEN CRASH_TYP=8; 

 IF (IMPACT1_1=11 AND (1<=IMPACT1_2<=5)) OR (IMPACT1_2=11 AND (1<=IMPACT1_1<=5)) THEN CRASH_TYP=5; 

 IF (IMPACT1_1=1 AND (7<=IMPACT1_2<=11)) OR (IMPACT1_2=1 AND (7<=IMPACT1_1<=11)) THEN CRASH_TYP=5; 

 IF IMPACT1_1=99 AND IMPACT1_2=99 THEN CRASH_TYP=99; 

END; 

IF (VEH_MAN1=1 AND VEH_MAN2=3) OR (VEH_MAN1=3 OR VEH_MAN2=1) THEN DO; 

 IF (IMPACT1_1=12 AND (1<=IMPACT1_2<=5 OR 7<=IMPACT1_2<=11)) OR (((1<=IMPACT1_1<=5 OR 7<=IMPACT1_1<=11) AND IMPACT1_2=12) THEN 

CRASH_TYP=5; 
105

END; 

IF (VEH_MAN1=1 AND VEH_MAN2=4) OR (VEH_MAN1=4 OR VEH_MAN2=1) THEN DO; 

 IF IMPACT1_1=12 AND IMPACT1_2=12 THEN CRASH_TYP=8; 

END; 

IF CRASH_TYP=99 AND IMPACT1_1=12 AND IMPACT1_2=12 THEN CRASH_TYP=8; 

IF CRASH_TYP=99 AND VEH_MAN1=1 AND VEH_MAN2=1 AND (((IMPACT1_1=11 AND 7<=IMPACT1_2<=11) OR (IMPACT1_2=11 AND 7<=IMPACT1_1<=11)) THEN DO; 

 IF M_COLL=2 THEN CRASH_TYP=8; 

 IF M_COLL=4 THEN CRASH_TYP=5; 

END; 

RUN; 

DATA CRASHES_SIGNALS; 

SET LT_ST RT_ST OTH_LT OTH_RT SCP REAR_END OTH_OTHER; 

RUN; 

%MEND TAXONOMY_SIGNALS; 
106

FOR CRASHES AT STOP SIGNS 

%MACRO TAXONOMY_STOPS; 

DATA OTHER LT RT; 

SET CRASHES; 

IF DEV=3; 

IF VEH_MAN1=13 OR VEH_MAN2=13 THEN OUTPUT LT; 

ELSE IF 10<=VEH_MAN1<=12 OR 10<=VEH_MAN2<=12 THEN OUTPUT RT; 

ELSE OUTPUT OTHER; 

RUN; 

DATA LT_ST (DROP=IMPACT1_1 IMPACT2_1 IMPACT1_2 IMPACT2_2 ROLE1 ROLE2 

 DR_CF1_1 DR_CF2_1 DR_CF3_1 DR_CF4_1 DR_CF1_2 DR_CF2_2 DR_CF3_2 DR_CF4_2 

 VIOLCHG1_1 VIOLCHG2_1 VIOLCHG3_1 VIOLCHG1_2 VIOLCHG2_2 VIOLCHG3_2 AVOID1 AVOID2 

 DEFORMED1 DEFORMED2); 

SET LT; 

IF (VEH_MAN1=13 AND VEH_MAN2=1) THEN DO; 

IMPACTS_LT_1=IMPACT1_1; 

IMPCATS_LT_2=IMPACT2_1; 

IMPACTS_ST_1=IMPACT1_2; 

IMPACTS_ST_2=IMPACT2_2; 

ROLE_ST=ROLE2; 

ROLE_LT=ROLE1; 

AVOID_ST=AVOID2; 

AVOID_LT=AVOID1; 

DEFORMED_ST=DEFORMED2; 

DEFORMED_LT=DEFORMED1; 

DRCF_ST_1=DR_CF1_2; 

DRCF_ST_2=DR_CF2_2; 

DRCF_ST_3=DR_CF3_2; 

DRCF_ST_4=DR_CF4_2; 

DRCF_LT_1=DR_CF1_1; 

DRCF_LT_2=DR_CF2_1; 

DRCF_LT_3=DR_CF3_1; 

DRCF_LT_4=DR_CF4_1; 

VIOLCHG1_ST=VIOLCHG1_2;VIOLCHG2_ST=VIOLCHG2_2;VIOLCHG3_ST=VIOLCHG3_2; 

VIOLCHG1_LT=VIOLCHG1_1;VIOLCHG2_LT=VIOLCHG2_1;VIOLCHG3_LT=VIOLCHG3_1; 

OUTPUT; 

END; 

IF (VEH_MAN1=1 AND VEH_MAN2=13) THEN DO; 

IMPACTS_LT_1=IMPACT1_2; 

IMPACTS_LT_2=IMPACT2_2; 

IMPACTS_ST_1=IMPACT1_1; 

IMPACTS_ST_2=IMPACT2_1; 

AVOID_ST=AVOID1; 

AVOID_LT=AVOID2; 

ROLE_ST=ROLE1; 

ROLE_LT=ROLE2; 

DEFORMED_ST=DEFORMED1; 

DEFORMED_LT=DEFORMED2; 

DRCF_ST_1=DR_CF1_1; 

DRCF_ST_2=DR_CF2_1; 

DRCF_ST_3=DR_CF3_1; 

DRCF_ST_4=DR_CF4_1; 

DRCF_LT_1=DR_CF1_2; 

DRCF_LT_2=DR_CF2_2; 

DRCF_LT_3=DR_CF3_2; 

DRCF_LT_4=DR_CF4_2; 

VIOLCHG1_ST=VIOLCHG1_1;VIOLCHG2_ST=VIOLCHG2_1;VIOLCHG3_ST=VIOLCHG3_1; 

VIOLCHG1_LT=VIOLCHG1_2;VIOLCHG2_LT=VIOLCHG2_2;VIOLCHG3_LT=VIOLCHG3_2; 

OUTPUT; 

END; 

RUN; 

DATA LT_ST; 

SET LT_ST; 

CRASH_TYP=99; 

IF 1<=IMPACTS_ST_1<=5 THEN DO; 

 CRASH_TYP=2; 

END; 

IF 7<=IMPACTS_ST_1<=11 THEN DO; 

 IF 1<=IMPACTS_LT_1<=5 THEN DO; 

 CRASH_TYP=3; 

 END; 

 IF IMPACTS_LT_1=12 THEN DO; 

 CRASH_TYP=1; 

 IF YEAR>=2002 THEN DO; 

 IF M_COLL=3 THEN CRASH_TYP=3; 

 END; 

 END; 

END; 

IF IMPACTS_ST_1=12 THEN DO; 

 IF 1<=IMPACTS_LT_1<=5 THEN DO; 

 CRASH_TYP=1; 

 IF YEAR>=2002 THEN DO; 

 IF M_COLL=3 THEN CRASH_TYP=3; 

 END; 

 END; 

 IF 6<=IMPACTS_LT_1<=6 THEN DO; /* Ja.m.ES - ASSIGN TO OTHER */

 CRASH_TYP=99; 

 END; 

 IF IMPACTS_LT_1=12 THEN DO; 
107

 IF M_COLL=2 THEN CRASH_TYP=1; 

 IF M_COLL=4 THEN CRASH_TYP=2; 

 END; 

END; 

IF 7<=IMPACTS_LT_1<=11 THEN DO; 

 CRASH_TYP=2; 

END; 

IF IMPACTS_LT_1 IN (13,14) OR IMPACTS_ST_1 IN (13,14) THEN CRASH_TYP=99; 

IF IMPACTS_LT_1=99 OR IMPACTS_ST_1=99 THEN DO; 

 IF YEAR>=2002 THEN DO; 

 IF M_COLL=3 THEN CRASH_TYP=3; 

 END; 

END; 

RUN; 

DATA OTH_LT (DROP=SIT); 

SET LT; 

IF VEH_MAN1=1 AND VEH_MAN2=13 THEN SIT=1; 

IF VEH_MAN1=13 AND VEH_MAN2=1 THEN SIT=2; 

IF NOT SIT THEN DO; 

 IF VEH_MAN1=13 THEN DO; 

 IMPACTS_LT_1=IMPACT1_1; 

 IMPACTS_LT_2=IMPACT2_1; 

 AVOID_LT=AVOID1; 

 ROLE_LT=ROLE1; 

 DEFORMED_LT=DEFORMED1; 

 DRCF_LT_1=DR_CF1_1; 

 DRCF_LT_2=DR_CF2_1; 

 DRCF_LT_3=DR_CF3_1; 

 DRCF_LT_4=DR_CF4_1; 

 VIOLCHG1_LT=VIOLCHG1_1;VIOLCHG2_LT=VIOLCHG2_1;VIOLCHG3_LT=VIOLCHG3_1; 

 END; 

 IF VEH_MAN2=13 THEN DO; 

 IMPACTS_LT_1=IMPACT1_2; 

 IMPACTS_LT_2=IMPACT2_2; 

 AVOID_LT=AVOID2; 

 ROLE_LT=ROLE2; 

 DEFORMED_LT=DEFORMED2; 

 DRCF_LT_1=DR_CF1_2; 

 DRCF_LT_2=DR_CF2_2; 

 DRCF_LT_3=DR_CF3_2; 

 DRCF_LT_4=DR_CF4_2; 

 VIOLCHG1_LT=VIOLCHG1_2;VIOLCHG2_LT=VIOLCHG2_2;VIOLCHG3_LT=VIOLCHG3_2; 

 END; 

 CRASH_TYP=99; 

 OUTPUT; 

END; 

RUN; 

DATA RT_ST (DROP=IMPACT1_1 IMPACT2_1 IMPACT1_2 IMPACT2_2 ROLE1 ROLE2 

 DR_CF1_1 DR_CF2_1 DR_CF3_1 DR_CF4_1 DR_CF1_2 DR_CF2_2 DR_CF3_2 DR_CF4_2 

 VIOLCHG1_1 VIOLCHG2_1 VIOLCHG3_1 VIOLCHG1_2 VIOLCHG2_2 VIOLCHG3_2 AVOID1 AVOID2 

 DEFORMED1 DEFORMED2); 

SET RT; 

IF (10<=VEH_MAN1<=12 AND VEH_MAN2=1) THEN DO; 

IMPACTS_RT_1=IMPACT1_1; 

IMPCATS_RT_2=IMPACT2_1; 

IMPACTS_ST_1=IMPACT1_2; 

IMPACTS_ST_2=IMPACT2_2; 

ROLE_ST=ROLE2; 

ROLE_RT=ROLE1; 

AVOID_ST=AVOID2; 

AVOID_RT=AVOID1; 

DEFORMED_ST=DEFORMED2; 

DEFORMED_RT=DEFORMED1; 

DRCF_ST_1=DR_CF1_2; 

DRCF_ST_2=DR_CF2_2; 

DRCF_ST_3=DR_CF3_2; 

DRCF_ST_4=DR_CF4_2; 

DRCF_RT_1=DR_CF1_1; 

DRCF_RT_2=DR_CF2_1; 

DRCF_RT_3=DR_CF3_1; 

DRCF_RT_4=DR_CF4_1; 

VIOLCHG1_ST=VIOLCHG1_2;VIOLCHG2_ST=VIOLCHG2_2;VIOLCHG3_ST=VIOLCHG3_2; 

VIOLCHG1_RT=VIOLCHG1_1;VIOLCHG2_RT=VIOLCHG2_1;VIOLCHG3_RT=VIOLCHG3_1; 

OUTPUT; 

END; 

IF (VEH_MAN1=1 AND 10<=VEH_MAN2<=12) THEN DO; 

IMPACTS_RT_1=IMPACT1_2; 

IMPACTS_RT_2=IMPACT2_2; 

IMPACTS_ST_1=IMPACT1_1; 

IMPACTS_ST_2=IMPACT2_1; 

AVOID_ST=AVOID1; 

AVOID_RT=AVOID2; 

ROLE_ST=ROLE1; 

ROLE_RT=ROLE2; 

DEFORMED_ST=DEFORMED1; 

DEFORMED_RT=DEFORMED2; 

DRCF_ST_1=DR_CF1_1; 

DRCF_ST_2=DR_CF2_1; 

DRCF_ST_3=DR_CF3_1; 

DRCF_ST_4=DR_CF4_1; 
108

DRCF_RT_1=DR_CF1_2; 

DRCF_RT_2=DR_CF2_2; 

DRCF_RT_3=DR_CF3_2; 

DRCF_RT_4=DR_CF4_2; 

VIOLCHG1_ST=VIOLCHG1_1;VIOLCHG2_ST=VIOLCHG2_1;VIOLCHG3_ST=VIOLCHG3_1; 

VIOLCHG1_RT=VIOLCHG1_2;VIOLCHG2_RT=VIOLCHG2_2;VIOLCHG3_RT=VIOLCHG3_2; 

OUTPUT; 

END; 

RUN; 

DATA RT_ST; 

SET RT_ST; 

CRASH_TYP=99; 

IF IMPACTS_ST_1=12 THEN DO; 

 IF 6<=IMPACTS_RT_1<=11 THEN CRASH_TYP=4; 

END; 

IF IMPACTS_RT_1=12 THEN DO; 

 IF 1<=IMPACTS_ST_1<=5 THEN CRASH_TYP=4; 

END; 

RUN; 

DATA OTH_RT; 

SET RT; 

IF (10<=VEH_MAN1<=12 AND VEH_MAN2=1) THEN SIT=1; 

IF (10<=VEH_MAN2<=12 AND VEH_MAN1=1) THEN SIT=1; 

IF NOT SIT THEN DO; 

 CRASH_TYP=99; 

 OUTPUT OTH_RT; 

END; 

RUN; 

DATA OTHER; 

SET OTHER; 

IF VEH_MAN1=1 AND VEH_MAN2=1 THEN DO; 

 IF (IMPACT1_1=12 AND IMPACT1_2=9) OR (IMPACT1_1=9 AND IMPACT1_2=12) THEN DO; 

 CRASH_TYP=5; 

 END; 

 IF (IMPACT1_1=12 AND IMPACT1_2=3) OR (IMPACT1_1=3 AND IMPACT1_2=12) THEN DO; 

 CRASH_TYP=5; 

 END; 

 IF YEAR>=2002 THEN DO; 

 IF M_COLL=5 THEN CRASH_TYP=5; 

 END; 

END; 

RUN; 

DATA SCP OTH_OTHER; 

SET OTHER; 

IF CRASH_TYP EQ 5 THEN OUTPUT SCP; 

IF CRASH_TYP NE 5 THEN OUTPUT OTH_OTHER; 

RUN; 

DATA REAR_END OTH_OTHER; 

SET OTH_OTHER; 

IF (IMPACT1_1=12 AND VEH_MAN1 IN (1,2,3,5,16)) AND (IMPACT1_2=6 AND VEH_MAN2 IN (1,2,3,4,5,6,7,16)) THEN DO;CRASH_TYP=7;OUTPUT REAR_END;END; 

ELSE IF (IMPACT1_2=12 AND VEH_MAN2 IN (1,2,3,5,16)) AND (IMPACT1_1=6 AND VEH_MAN1 IN (1,2,3,4,5,6,7,16)) THEN DO;CRASH_TYP=7;OUTPUT 

REAR_END;END; 

ELSE OUTPUT OTH_OTHER; 

RUN; 

DATA OTH_OTHER; 

SET OTH_OTHER; 

CRASH_TYP=99; 

IF VEH_MAN1=1 AND VEH_MAN2=1 THEN DO; 

 IF(((IMPACT1_1=12 AND (1<=IMPACT1_2<=5 OR 7<=IMPACT1_2<=11)) OR (IMPACT1_2=12 AND (1<=IMPACT1_1<=5 OR 7<=IMPACT1_1<=11))) THEN 

CRASH_TYP=5; 

 IF IMPACT1_1=12 AND IMPACT1_2=12 AND M_COLL=2 THEN CRASH_TYP=8; 

 IF (IMPACT1_1=11 AND (1<=IMPACT1_2<=5)) OR (IMPACT1_2=11 AND (1<=IMPACT1_1<=5)) THEN CRASH_TYP=5; 

 IF (IMPACT1_1=1 AND (7<=IMPACT1_2<=11)) OR (IMPACT1_2=1 AND (7<=IMPACT1_1<=11)) THEN CRASH_TYP=5; 

 IF IMPACT1_1=99 AND IMPACT1_2=99 THEN CRASH_TYP=99; 

END; 

IF (VEH_MAN1=1 AND VEH_MAN2=3) OR (VEH_MAN1=3 OR VEH_MAN2=1) THEN DO; 

 IF (IMPACT1_1=12 AND (1<=IMPACT1_2<=5 OR 7<=IMPACT1_2<=11)) OR (((1<=IMPACT1_1<=5 OR 7<=IMPACT1_1<=11) AND IMPACT1_2=12) THEN 

CRASH_TYP=5; 

END; 

IF (VEH_MAN1=1 AND VEH_MAN2=4) OR (VEH_MAN1=4 OR VEH_MAN2=1) THEN DO; 

 IF IMPACT1_1=12 AND IMPACT1_2=12 THEN CRASH_TYP=8; 

END; 

IF CRASH_TYP=99 AND IMPACT1_1=12 AND IMPACT1_2=12 THEN CRASH_TYP=8; 

IF CRASH_TYP=99 AND VEH_MAN1=1 AND VEH_MAN2=1 AND (((IMPACT1_1=11 AND 7<=IMPACT1_2<=11) OR (IMPACT1_2=11 AND 7<=IMPACT1_1<=11)) THEN DO; 

 IF M_COLL=2 THEN CRASH_TYP=8; 

 IF M_COLL=4 THEN CRASH_TYP=5; 

END; 

RUN; 

DATA CRASHES_STOPS; 

SET LT_ST RT_ST OTH_LT OTH_RT SCP REAR_END OTH_OTHER; 

RUN; 

%MEND TAXONOMY_STOPS; 
109

Appendix 2: Needed Enhancements to Variables in Future 

FARS to Improve Intersection Safety Analysis 

The following are potential variables that can be considered for collection in future years in 

FARS that may be highly beneficial in the scope of the analysis contained in this report. 

Stop Signs (Two-Way or Four-Way) 

This might be very beneficial in getting a better count of crashes that are addressed by CICASSSA and CICAS-V at stop signs. 

Crash Scenarios 

This information might actually exist in the Police Accident Report in the form of a Crash 

Schematic. Coding this attribute will result in better counts of two-vehicle crashes by the 

respective crash scenarios. 

Speed Limit Coded at Vehicle Level 

The posted speed limit is coded right now in FARS for the road on which the accident occurs. 

From an intersection safety analysis perspective, it would be immensely beneficial to code the 

speed limits for both roads at the intersection. 

Number of Lanes and Traffic-way Flow Coded at Vehicle Level 

These infrastructure attributes are coded right now in FARS for the road on which the accident 

occurs. From an intersection safety analysis perspective, it would be immensely beneficial to 

code these attributes for both roads at the intersection.
Appendix 3: Crash Populations addressed by CICAS-V, 

CICAS-SLTA, and CICAS-SSA based on Violations Coded and 

Pre-Crash Scenarios 

The following table categorizes Crossing Path Crashes by violation type into the three CICAS 

projects – CICAS-V, CICAS-SLTA, and CICAS-SSA. 

Single-vehicle and non-crossing path multiple-vehicle crashes are not shown. The SLTA project 

will be considering pedestrian crashes for left turning vehicles. The CICAS-V project may 

consider single-vehicle crashes and multiple-vehicle non-crossing path crashes if they involve a 

failure-to-obey violation. 

 

Traffic Control 

Device 

Failure-to-obey Failure-to-Yield or Other Violations 

or No Violation 

Pre-Crash 

Scenario for 

Crossing Path 

Crashes 

All Scenarios SCP, 

LTIP, 

LTAP/LD

RTIP LTAP/OD All 

Others

Traffic Signal CICAS-V CICAS-V N/A SLTA N/A 

Stop Sign CICAS-V SSA SSA N/A N/A 

Source: Mitretek Systems, Inc. 
Appendix 4: GISAT (GIS Intersection Safety Tool) 

The Geocoded Intersection Safety Analysis Tool (GISAT) that provided aerial images (where available 

from Google Earth and Local Live) for each of ~30,000 geocoded fatal crash locations for the years 2001-

2005. This is a subset of the Highway Infrastructure Safety Analysis Tool (HISAT) that adds the aerial 

images of all roadway locations, as available, for all ~160,000 geocoded fatal crash locations in FARS 

since 2001. These tools permit a wide variety of safety analyses to be performed by safety researchers 

in the future. The GISAT is a spreadsheet tool that links FARS crash data to location-specific satellite 

and aerial imagery from providers like Google Maps and Microsoft’s Windows Local Live Web sites. The 

advantage of providing such links is that these providers are constantly upgrading these images and 

more clearer, higher-resolution imagery becomes available. So at any given point of time, a researcher 

using GISAT/HISAT is always directed to latest images available from these on-line providers. Illustrated 

below are a few examples from GISAT intersections that were the site of fatal crashes. 

Example 1: This is a birds-eye view of the image of an intersection in Maryland where a fatal crash 

occurred in April 2001. A vehicle turning West onto the major roadway was hit on the side by a vehicle 

proceeding east on the major roadway. This traffic control device was coded as ‘No Controls’ in FARS as 

no traffic control device affected the movement of the vehicles through the intersection prior to the crash. 

For a bird’s eye image of the intersection, visit 

Link to Bird's Eye Imagery

http://local.live.com/default.aspx?cp=38.984280556~-76.96981389&lvl=19&style=a&v=2 

Example 2: This is a birds-eye view of the image of an intersection in Virginia where a fatal crash 

occurred in May 2001. This traffic control device was coded as ‘No Controls’ in FARS as no traffic control 

device affected the movement of the vehicles through the intersection prior to the crash. 

For a bird’s eye image of the intersection, visit 

Link to Bird's Eye Imagery

http://local.live.com/default.aspx?cp=38.984280556~-76.96981389&lvl=19&style=a&v=2 

Example 3: This is a birds-eye view of the image of an intersection in Washington, DC, where a fatal 

crash occurred in June 2001. This traffic control device was coded as “Traffic Signal” in FARS. 

For a bird’s eye image of the intersection, visit 

Link to Bird's Eye Imagery, 

http://local.live.com/default.aspx?cp=38.984280556~-76.96981389&lvl=19&style=a&v=2


DOT HS 810 682

February 2007