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

U.S. Department

of Transportation

National Highway

Traffic Safety

Administration

DOT HS 809 438 April 2002

Technical Report

Characteristics of Fatal 

Rollover Crashes

Published By:

National Center for Statistics and Analysis

Research and Development
This publication is distributed by the U.S. Department of Transportation, National Highway Traffic 

Safety Administration, National Center for Statistics and Analysis in the interest of information

exchange. The opinions, findings and conclusions expressed in this publication are those of the 

author(s) and not necessarily those of the Department of Transportation, the National Highway Traffic 

Safety Administration or the National Center for Statistics and Analysis. The United States Government 

assumes no liability for its contents or use thereof. If trade or manufacturers= names or products are 

mentioned, it is only because they are considered essential to the object of the publication and should not 

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manufacturers.
Technical Report Documentation Page

1. Report No.

DOT HS 809 438

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

5. Report Date

April 2002

4. Title and Subtitle

Characteristics of Fatal Rollover Crashes

6. Performing Organization Code

NRD-31

7. Author(s)

Deutermann, William

8. Performing Organization Report No.

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

Mathematical Analysis Division, National Center for Statistics and Analysis

National Highway Traffic Safety Administration

U.S. Department of Transportation

NRD-31, 400 Seventh Street, S.W.

Washington, D.C. 20590

11. Contract or Grant No.

13. Type of Report and Period Covered

NHTSA Technical Report

12. Sponsoring Agency Name and Address

Mathematical Analysis Division, National Center for Statistics and Analysis

National Highway Traffic Safety Administration

U.S. Department of Transportation

NRD-31, 400 Seventh Street, S.W.

Washington, D.C. 20590

14. Sponsoring Agency Code

15. Supplementary Notes

Umesh Shankar of the Mathematical Analysis Division contributed in the review and preparation of this report.

Abstract

The objective of this study by the National Center for Statistics and Analysis (NCSA) was to examine the characteristics 

of passenger vehicles and their drivers involved in fatal rollover crashes. Using data from the 1991 through 2000 NCSA’s 

Fatality Analysis Reporting System (FARS), the Federal Highway Administration, and the US Census Bureau trends were 

examined and rates of fatal rollovers per registered vehicle and vehicle miles traveled (VMT) were calculated and 

compared.

The changing composition in the fleet of vehicles on the nation’s highways has resulted in a growing number of SUVs and 

other light trucks relative to passenger cars. Findings show that light trucks in general, and Sport Utility Vehicles (SUV) 

in particular, are a rapidly increasing component of the total number of fatal rollover crashes. Most of the characteristics 

of vehicle and drivers involved have remained fairly constant over time both for passenger cars and light trucks. While 

occupant fatalities due to passenger car rollovers have been declining, the greater propensity toward rollovers in some 

classes of light trucks has maintained the aggregate level of passenger vehicle occupant fatalities in crashes about 32,000 

annually.

17. Key Words

rollover, passenger vehicles, light trucks, fatalities

18. Distribution Statement

Document is available to the public through the National 

Technical Information Service, Springfield, VA 22161

http//:www.ntis.gov

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified

21. No. of Pages

54

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 i

TABLE of CONTENTS

1. EXECUTIVE SUMMARY .................................................................................................... 1 

1.1 Purpose................................................................................................................................ 1 

1.2 Conclusions......................................................................................................................... 2 

2. INTRODUCTION .................................................................................................................. 3 

3. ANALYTICAL APPROACH ................................................................................................ 5 

3.1 Data Sources ....................................................................................................................... 5 

3.2 Historical Comparisons....................................................................................................... 5 

4. FINDINGS............................................................................................................................ 27 

4.1 Restraint Use and Ejection................................................................................................ 27 

4.2 Single Vehicle/Multi Vehicle Rollovers........................................................................... 28 

4.3 Drivers............................................................................................................................... 30 

4.4 Crash Site.......................................................................................................................... 35 

4.5 Day and Time.................................................................................................................... 36 

4.6 Alcohol Involvement ........................................................................................................ 36 

4.7 Fatalities in Rollover Crashes ........................................................................................... 40

5. CONCLUSIONS................................................................................................................... 43 

5.1 Restraint use...................................................................................................................... 43 

5.2 Single Vehicle/Multi-Vehicle Crashes ............................................................................. 43 

5.3 Alcohol.............................................................................................................................. 43 

5.4 Deadly Nature of Rollover Crashes .................................................................................. 44 

5.5 Exposure to the Risk of a Fatal Rollover.......................................................................... 44 

5.6 Light Trucks and SUVs .................................................................................................... 44

5.7 Drivers............................................................................................................................... 45 

5.8 Speed................................................................................................................................. 45 

5.9 Road Description .............................................................................................................. 45 

6. ADDITIONAL DATA.......................................................................................................... 46 

7. REFERENCES ..................................................................................................................... 52 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 1

1. EXECUTIVE SUMMARY 

This report by the National Center for Statistics and Analysis (NCSA) was written to 

shed some light on increases that have been observed in the numbers of passenger 

vehicles involved in fatal rollover crashes. The analysis is based on 1991 through 2000 

data from three sources: the Fatality Analysis Reporting System (FARS), an annual 

census of all fatal motor vehicle crashes occurring in the United States; Federal Highway 

Administration data on vehicle registrations and Vehicle Miles Traveled (VMT); and 

general population data from the United States Census Bureau. While the report contains 

background information from 1991-2000, most of the analysis centers on the period 1995 

through 2000, owing to limitations in the availability of some of the data. The analysis 

focuses on rollover crashes involving passenger vehicles, defined as passenger cars and 

light trucks, including sport utility vehicles (SUVs), vans, and pickup trucks. 

The annual number of fatalities resulting from traffic crashes has been relatively stable at 

about 42,000 between 1991 and 2000. Approximately three-fourths of these deaths 

represent passenger vehicle occupant fatalities. However, over the same period there has 

been a noticeable shift in the effect of passenger vehicle rollover crashes on this total. In 

the years since 1991, the number of passenger vehicle occupant deaths has varied from a 

low of 29,485 in 1992 to a high of 32,127 in 1999, an overall increase of about 9 percent. 

During this same period, however, the number of passenger vehicle occupants killed in 

rollover crashes increased by 6 percent. Within the category of passenger vehicles, 

passenger car occupant rollover deaths fell by 15 percent while occupant deaths in light 

truck rollover crashes increased by 35 percent. The increasing popularity of this type of 

vehicle suggests that the growing numbers of light truck fatalities are replacing passenger 

car fatalities, particularly in rollover crashes. 

1.1 Purpose 

The purpose of this report is to: 

‘ Analyze passenger vehicle rollover crashes using selected data from FARS; 

‘ Use exposure data such as vehicle registration and Vehicle Miles Traveled from 

the Federal Highway Administration, and data on the resident population from the 

US Census Bureau to explore the impact of rollover crashes; 

‘ Form conclusions based on this analysis concerning the effect of rollover crashes 

on continuing trends in motor vehicle traffic crash fatalities. 

Several steps were involved in the study procedure. First, the appropriate data sources 

were reviewed to determine the relevant variables to be used and the availability of data 

on registrations, population, and exposure as defined by VMT. Appropriate demographic 

groupings were determined to help reveal patterns in driver characteristics and data from 

FHWA were used, along with population data, to establish fatality rates vis-à-vis 

exposure. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 2

1.2 Conclusions 

‘ Nearly three-fourths of occupants killed in rollover crashes were not using 

restraints and slightly less than two-thirds of them were completely ejected from 

the vehicle. 

‘ Most fatal rollover crashes are single vehicle crashes. 

‘ Positive and elevated BACs are associated with fatal rollovers, and particularly 

fatal single vehicle rollovers. Involved drivers with positive BACs are more 

likely to have had BACs at or above the intoxication level. 

‘ Rollover crashes are more likely to result in fatalities than other types of crashes. 

‘ Rollover crashes constitute about one-fifth of all fatal crashes. 

‘ The number of fatal passenger car rollover crashes has been decreasing in recent 

years. 

‘ The number of fatal light truck rollover crashes is increasing, particularly among 

SUVs and vans. 

‘ The number of fatal SUV rollovers has more than doubled since 1991, growing 

faster than any other class of light trucks. 

‘ The increases in fatal light truck fatalities, driven by SUV crashes, have been 

offsetting the decreases in both fatal passenger car crashes and rollover crashes. 

‘ Increases in fatal light truck rollovers may be a result of their growing proportion 

of the vehicle mix rather than deterioration in the design and construction of the 

vehicles involved. 

‘ Slightly less than one-half of single vehicle rollovers were reported by the 

investigating police officer to be preceded by an attempt to avoid the crash by a 

steering maneuver, compared with one-third of rollovers in multi-vehicle crashes. 

‘ In about 40 percent of fatal single vehicle rollovers and 57 percent of multivehicle rollovers, investigating officers reported that no crash avoidance 

maneuvers preceded the crash. 

‘ Drivers of rollover vehicles tend to be males, under 40 years old, driving on twoway roads without dividing barriers. 

‘ Speed was an important factor in fatal rollovers, with most crashes occurring on 

roads where speed limits were 55 miles an hour or greater. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 3

2. INTRODUCTION 

Traffic crashes are recognized as a major cause of death in the United States, claiming 

approximately 42,000 lives annually. Some 41,821 traffic crash fatalities occurred in 

2000, with occupants of passenger vehicles (passenger cars and light trucks) accounting 

for 31,910, about 76 percent of the total. 

Rollover crashes are a significant and growing contributor to this statistic. A rollover 

crash is particularly violent in nature. Unrestrained occupants of a vehicle that rolls are 

subjected to a variety of 

forces and impacts that can 

result in severe injuries or 

death. In 2000, rollover 

crashes killed 9,873 

occupants of passenger cars 

and light trucks, almost 

one-third of the total deaths 

of occupants of these types 

of vehicles. 

A rollover crash is far more 

likely to result in fatalities 

than are non-rollover 

crashes. In 2000, only 3 

percent of all passenger 

vehicles involved in crashes 

were rollovers, but 

rollovers accounted for 20 

percent of passenger 

vehicles involved in fatal 

crashes. 

Controlling for vehicle type 

shows that within the 

passenger vehicle category, 

light trucks are more likely 

than passenger cars to be 

involved in rollover crashes 

and when rollovers occur, the proportions of fatal and injury only type crashes that 

involve rollovers are also higher among light trucks than passenger cars. In 2000, 2 

percent of passenger cars involved in crashes experienced rollovers and 15 percent of 

passenger cars involved in fatal crashes rolled over. Among light trucks, the proportions 

were 4 percent and 26 percent respectively (Figure 1). 

Within the light trucks category, the vehicles most likely to be involved in rollovers were 

SUVs and pickup trucks. In 2000, 6 percent of SUVs involved in crashes rolled over, 

Figure 1

Passenger Vehicle Rollovers by Crash Severity

0

5

10

15

20

25

30

Psgr Cars Lt Trucks

Percent Rollover Occurrence

All Crashes

Fatal

Injury

Propty Damage

Source: NCSA, NHTSA, FARS 2000 and NASS/GES 2000

Figure 2

Light Truck Rollovers by Crash Severity

0

5

10

15

20

25

30

35

40

PU Trucks SUVs Vans

Percent Rollover Occurrence

All Crashes

Fatal

Injury

Propty Damage

Source: NCSA, NHTSA, FARS 2000 and NASS/GES 2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 4

compared with 4 percent of pickup trucks and 2 percent of vans. The proportion that 

rolled over in fatal crashes was 36 percent, compared with 24 percent of pickup trucks 

and 19 percent of vans (Figure 2). 

This report focuses on rollover crashes and recent trends in fatal rollover crash statistics. 

The analysis is limited to passenger vehicles, a category that includes passenger cars and 

light trucks (SUVs, pickup trucks and vans). 

Following a decline from 1988 through 1992, the number of passenger vehicle occupant 

deaths rose to 32,437 in 1996, and has remained at a level of about 32,000 through 2000, 

the latest year for which data are available. Breaking down the number of fatalities by 

type of vehicle involved shows that while passenger car fatalities declined by about 9 

percent between 1996 and 2000, light truck fatalities steadily increased by 41 percent 

between 1992 and 2000. 

Annually, rollover crashes account for approximately 30 percent of passenger vehicle 

occupant fatalities. The proportion of fatalities that are attributable to rollovers is highest 

among the light trucks, 47 percent compared with 22 percent of passenger car occupant 

fatalities. 

These facts raise the following questions relating to rollover crashes and fatalities: 

‘ What are some of distinguishing characteristics of the vehicles that are involved 

in rollover crashes? 

‘ What are the characteristics of the drivers and occupants of the vehicles involved? 

‘ What are some of the factors contributing to fatal rollover crashes? 

‘ What steps can be taken to reduce rollover crashes and fatal injuries resulting 

from them? 

In the sections that follow, data from the Fatality Analysis Reporting System (FARS) are 

analyzed in the effort to address these questions. The analysis is primarily based on cross 

tabulations of variables from the FARS data base, controlling on factors such as vehicle 

types, characteristics of drivers, use of restraint systems, environmental factors, and 

factors related to the operation of the vehicles involved at the time of the crash. The 

objective of the report is to identify some of the characteristics of rollover crashes and to 

draw conclusions concerning the prevention of rollover crashes and their related 

fatalities. 

The Fatality Analysis Reporting System (FARS) data used for this report can be accessed 

through the NHTSA web site at http://www-fars.nhtsa.dot.gov/. Federal Highway 

Administration data can be obtained through the FHWA web site at 

http://wwwcf.fhwa.dot.gov/, and population data are available at the Census Bureau web 

site at http://www.census.gov. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 5

3. ANALYTICAL APPROACH 

The analytical approach taken in this report involved the following steps: 

‘ Review of the appropriate data sources to determine the relevant variables to be 

used and the availability of data on registrations, population, and exposure as 

defined by VMT. 

‘ Determination of appropriate demographic and other groupings to help reveal 

underlying patterns in driver, vehicle, and other characteristics. 

‘ Selection of appropriate data from FHWA and the US Census Bureau to establish 

fatality rates vis-à-vis exposure. 

3.1 Data Sources 

Three data sources were used in this analysis: 

‘ The Fatality Analysis Reporting System (FARS) database of fatal traffic crashes. 

‘ Federal Highway Administration data relating to vehicle registrations and Vehicle 

Miles Traveled (VMT). 

‘ Resident US population data from the Commerce Department’s US Census 

Bureau. 

3.2 Historical Comparisons

3.2.1 Fatality Analysis Reporting System Data 

The years from 1991 through 2000 have seen the number of passenger vehicles involved 

in fatal traffic crashes rise by 4 percent, from 46,123 to 47,791. During the same period, 

the number of occupants of passenger vehicles fatally injured in traffic crashes has also 

risen by 4 percent, from 30,776 to 31,910. 

When these figures are controlled by vehicle body type, a different pattern emerges. 

Both in terms of the numbers of vehicles involved in fatal crashes and the numbers of 

occupants killed, there was a decline among passenger cars and a substantial increase 

among the various types of light trucks. In 2000, a total of 27,496 passenger cars were 

involved in fatal crashes, down 12.1 percent from 1991, while the number of light trucks 

involved was up 37 percent to a total of 20,295. In the light truck category, SUVs 

experienced the greatest increase, followed by vans. All of these vehicle body types 

exhibited similar increases in the numbers of rollover crashes over the ten years from 

1991 to 2000 (See Table 1 below). 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 6

Table 1 

Passenger Vehicles Involved in Fatal Traffic Crashes 

By Year, Crash Type, and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans 

Other 

Light 

Trucks 

Total 

Rollover 4,980 869 2,593 467 38 8,947 

1991 No Rollover 26,311 1,526 7,128 1,966 245 37,176 

All Crashes 31,291 2,395 9,721 2,433 283 46,123 

Rollover 4,444 851 2,508 519 42 8,364 

1992 No Rollover 25,373 1,517 6,941 2,047 223 36,101 

All Crashes 29,817 2,368 9,449 2,566 265 44,465 

Rollover 4,360 936 2,428 532 41 8,297 

1993 No Rollover 25,873 1,723 7,217 2,266 189 37,268 

All Crashes 30,233 2,659 9,645 2,798 230 45,565 

Rollover 4,524 1,096 2,507 573 32 8,732 

1994 No Rollover 25,749 1,874 7,543 2,548 180 37,894 

All Crashes 30,273 2,970 10,050 3,121 212 46,626 

Rollover 4,689 1,205 2,667 630 31 9,222 

1995 No Rollover 26,251 2,131 8,093 2,700 130 39,305 

All Crashes 30,940 3,336 10,760 3,330 161 48,527 

Rollover 4,666 1,396 2,632 664 21 9,379 

1996 No Rollover 26,061 2,375 8,133 2,878 147 39,594 

All Crashes 30,727 3,771 10,765 3,542 168 48,973 

Rollover 4,466 1,470 2,596 712 25 9,236 

1997 No Rollover 25,626 2,671 8,053 2,921 180 39,451 

All Crashes 30,059 4,141 10,649 3,633 205 48,687 

Rollover 4,377 1,641 2,640 781 15 9,454 

1998 No Rollover 24,663 2,920 8,180 3,104 82 38,949 

All Crashes 29,040 4,561 10,820 3,885 97 48,403 

Rollover 4,411 1,882 2,837 719 16 9,865 

1999 No Rollover 23,616 3,098 8,212 3,134 61 38,121 

All Crashes 28,027 4,980 11,049 3,853 77 47,986 

Rollover 4,198 1,998 2,618 729 23 9,566 

2000 No Rollover 23,298 3,510 8,165 3,144 108 38,225 

All Crashes 27,496 5,508 10,783 3,873 131 47,791 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 7

As noted above, sport utility vehicles (SUVs) and vans played an increasing role in fatal 

crashes, particularly after 1992. The number of SUVs involved has more than doubled 

since that year, possibly reflecting their increasing popularity and representation in the 

mix of vehicles traveling the nation’s highways. In 1992, SUVs represented 5 percent of 

all passenger vehicles involved in fatal crashes. By 2000, they accounted for 12 percent 

of involved passenger vehicles. During the same period, pickup trucks continued to 

figure prominently as they accounted for about 21 to 22 percent of involved vehicles. 

Figure 3 shows the number of passenger vehicles involved in fatal crashes annually since 

1991. Following a decline from 1991 to 1992, the number involved rose to almost 

49,000 vehicles in 1996, and had dropped to approximately 47,800 vehicles by 2000. 

Rollover crashes follow a very similar pattern, with a rise in the number of involved 

vehicles beginning in 1994 and ratcheting upward through 1999. The number was down 

only slightly to about 9,600 in 2000. 

Figure 3

Passenger Vehicles Involved in Fatal Crashes

0

10,000

20,000

30,000

40,000

50,000

60,000

1991199219931994199519961997199819992000

Year

Number of Vehicles

All Crashes

Non-rollover

Rollover

Source: NCSA, NHTSA, FARS 1991-2000

Figure 4 shows the declining trend in the numbers of passenger cars involved in the 

different types of fatal crashes from 1991 through 2000, particularly after 1995. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 8

Figure 4

Passenger Cars Involved in Fatal Crashes

0

5000

10000

15000

20000

25000

30000

35000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Vehicles

All Crashes

Non-rollover

Rollover

Source: NCSA, NHTSA, FARS 1991-2000

Despite the decline in the number of involved passenger cars, rising numbers of light 

trucks have kept the overall number of passenger vehicles involved fairly constant at 

about 48,000 annually since 1996. The increasing number of involved SUVs and, to a 

lesser extent, vans, in turn drives the increase in the total number of light trucks. Figure 5 

shows the sharp increase in the number of light trucks involved in fatal crashes beginning 

with 1993 and continuing through 2000. 

Figure 5

Light Trucks Involved in Fatal Crashes

0

5,000

10,000

15,000

20,000

25,000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Vehicles

All Crashes

Non-rollover

Rollover

Source: NCSA, NHTSA, FARS 1991-2000

Figures 6 through 8 show the increases in involved SUVs, vans, and pickup trucks during 

the same period. While all types of light trucks have increased, it is clearly the SUVs that 

have shown the most pronounced rise in involvement in all types of fatal crashes. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 9

Figure 6

Sport Utility Vehicles Involved in Fatal Crashes

0

1000

2000

3000

4000

5000

6000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Vehicles

All Crashes

Non-rollover

Rollover

Source: NCSA, NHTSA, FARS 1991-2000 

Figure 7

Vans Involved in Fatal Crashes

0

500

1000

1500

2000

2500

3000

3500

4000

4500

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Vehicles

All Crashes

Non-rollover

Rollover

Source: NCSA, NHTSA, FARS 1991-2000

Figure 8

Pickup Trucks Involved in Fatal Crashes

0

2000

4000

6000

8000

10000

12000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Vehicles 

Involved

All Crashes

Non-rollover

Rollover

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 10

An indication of the impact of the growing numbers of involved light trucks on the total 

number of fatal crashes can be seen by comparing the numbers of passenger cars and 

light trucks in both rollover and non-rollover crashes through time. The following two 

charts, Figures 9 and 10, show the relative changes in the level of passenger car and light 

truck involvement in both types of fatal crashes. In the rollover category, the number of 

involved light trucks exceeded the number of passenger cars for the first time in 1996, 

and has continued to grow as the numbers of involved passenger cars decreased. 

Figure 9

Passenger V ehicles Involved in FatalN on-rollover

C rashes

0

5000

10000

15000

20000

25000

30000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Vehicles

Psgr Cars

LtTrucks

Source:N CSA N H TSA ,FA R S 1991-2000

Figure 10

Passenger Vehicles Involved in Fatal Rollover Crashes

0

1000

2000

3000

4000

5000

6000

1991 1993 1995 1997 1999

Year

Number of Vehicles

Psgr Cars

Lt Trucks

Source: NCSA, NHTSA, FARS 1991-2000

One-fifth of all passenger vehicles involved in fatal crashes in 2000 experienced 

rollovers, a proportion that has remained essentially unchanged over the past ten years. 

Indeed, the incidence of vehicle rollovers as a percentage of vehicles involved in fatal 

crashes has been relatively constant for each of the passenger vehicle body types, 

although at different levels. Historically, SUVs have been the most rollover prone of the 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 11

passenger vehicles. In 2000, about 36 percent of all SUVs involved in fatal crashes 

experienced a rollover. The second most rollover prone vehicles were pickup trucks (24 

percent), followed by vans (19 percent) and, finally, passenger cars (15 percent). The 

fact that these proportions have all remained relatively unchanged over time suggests that 

the increasing incidence of fatal rollovers results from growth in the numbers of vehicles 

exposed to the risk of a crash rather than any increase in the instability of the vehicles 

themselves (Table 2). 

Table 2 

Passenger Vehicles Involved in Fatal Crashes 

By Year, Crash Type, and Vehicle Body Type 

Passenger Light Trucks 

Cars SUVs Pickup Trucks Vans 

Total 

Year Crash Type 

% % % % % 

Rollover 16 36 27 19 19 

1991 No Rollover 84 64 73 81 81 

All Crashes 100 100 100 100 100 

Rollover 15 37 25 18 19 

1995 No Rollover 85 63 75 82 81 

All Crashes 100 100 100 100 100 

Rollover 15 36 24 19 20 

2000 No Rollover 85 64 76 81 80 

All Crashes 100 100 100 100 100 

Source: NCSA, NHTSA, FARS 1991, 1995, 2000 

The number of SUVs involved in fatal rollover crashes more than doubled between 1991 

and 2000; a rate of growth that greatly exceeded that of pickup trucks and vans. It was 

this increase that resulted in the continuing climb in the number of light trucks involved 

in fatal crashes despite the negligible increase in pickup truck rollovers. Figure 11 

compares the growth in SUV rollover crashes with that of the other classes of light trucks 

and shows how the influence of SUVs and, to a lesser extent, vans, drove the overall 

increase in light trucks involved in rollover crashes. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 12

Figure 11

Light Trucks Involved in Fatal Rollover Crashes

By Body Type

0

500

1000

1500

2000

2500

3000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Vehicles

SUVs

Pickup Trucks

Vans

Source: NCSA, NHTSA, FARS 1991-2000

As a result of the 

disproportionate 

growth in the 

number of fatal SUV 

rollovers, the 

proportion of fatal 

light truck rollovers 

that was attributable 

to SUV crashes rose 

from 22 percent to 

37 percent between 

1991 and 2000. The 

relative stability in 

the number of fatal 

pickup truck 

rollovers during this 

period left them 

accounting for 

slightly less than 

half of all fatal light 

truck rollovers. The 

pie charts in Figures 

12 and 13 illustrate 

this change over 

time in the 

proportion of fatal 

SUV rollovers. 

Figure 12

Light Trucks involved in Fatal Rollover Crashes, 

1991

By Body Type

22%

66%

12%

SUVs

Pickup Trucks

Vans

Source: NCSA, NHTSA, FARS 1991

Figure 13

Light Trucks involved in Fatal Rollover Crashes, 

2000

By Body Type

37%

49% 14%

SUVs

Pickup Trucks

Vans

Source: NCSA, NHTSA, FARS 2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 13

While the total number of traffic crash fatalities has remained fairly constant at between 

41,000 and 42,000 deaths annually, Table 3 shows that passenger car occupant fatalities 

actually declined from 22,505 in 1996 to 20,492 in 2000, a drop of 9 percent. Fatalities 

among occupants of light trucks, on the other hand, increased by 41 percent from 8,098 in 

1992 to 11,418 in 2000. As is the case with the number of vehicles involved in fatal 

crashes, the increase in light truck occupant fatalities accounts for the continued high 

level of overall occupant fatalities, having offset the decline in traffic deaths of passenger 

car occupants. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 14

Table 3 

Occupant Fatalities 

By Year, Crash Type, and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans Other Light Trucks 

Total 

Rollover 5,328 882 2,543 472 33 9,258 

1991 No Rollover 17,057 594 3,128 671 68 21,518 

All Crashes 22,385 1,476 5,671 1,143 101 30,776 

Rollover 4,738 834 2,460 564 40 8,636 

1992 No Rollover 16,649 501 2,925 728 46 20,849 

All Crashes 21,387 1,335 5,385 1,292 86 29,485 

Rollover 4,648 934 2,403 541 35 8,561 

1993 No Rollover 16,918 587 3,135 824 52 21,516 

All Crashes 21,566 1,521 5,538 1,365 87 30,077 

Rollover 4,870 1,063 2,409 610 29 8,981 

1994 No Rollover 17,127 694 3,165 898 36 21,920 

All Crashes 21,997 1,757 5,574 1,508 65 30,901 

Rollover 5,076 1,210 2,571 650 30 9,537 

1995 No Rollover 17,347 725 3,367 989 26 22,454 

All Crashes 22,423 1,935 5,938 1,639 56 31,991 

Rollover 4,997 1,384 2,545 681 17 9,624 

1996 No Rollover 17,508 763 3,359 1,151 32 22,813 

All Crashes 22,505 2,147 5,904 1,832 49 32,437 

Rollover 4,765 1,489 2,479 768 26 9,527 

1997 No Rollover 17,434 891 3,408 1,146 42 22,921 

All Crashes 22,199 2,380 5,887 1,914 68 32,448 

Rollover 4,672 1,705 2,560 853 13 9,773 

1998 No Rollover 16,522 1,008 3,361 1,219 16 22,126 

All Crashes 21,194 2,713 5,921 2,042 29 31,899 

Rollover 4,718 1,902 2,724 784 12 10,140 

1999 No Rollover 16,144 1,124 3,403 1,304 12 21,987 

All Crashes 20,862 3,026 6,127 2,088 24 32,127 

Rollover 4,502 2,049 2,537 767 18 9,873 

2000 No Rollover 15,990 1,275 3,416 1,337 19 22,037 

All Crashes 20,492 3,324 5,953 2,104 37 31,910 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 15

By 2000, the proportion of occupant fatalities attributable to light trucks was 36 percent 

of all passenger vehicle fatalities, up from 27 percent in 1991. SUV occupant fatalities 

more than doubled over this period and, by 2000, represented about 10 percent of all 

passenger vehicle occupant fatalities (Figure 14). 

Figure 14

Passenger Vehicle Occupant Fatalities in 2000

By Vehicle Body Type

Light 

Trucks

36%

Psgr Cars

64%

19%

7% 10%

SUVs

PU trucks

Vans

Source: NCSA, NHTSA, FARS 2000

The net effect of increasing numbers of light truck fatalities on the total number of 

occupant fatalities is illustrated in Figure 15, below. Following a decline that ended in 

1992, passenger vehicle occupant fatalities rose through 1997, finally leveling off at 

about 32,000. After peaking in 1996, passenger car fatalities steadily declined through 

2000, while light truck fatalities have steadily risen since 1992 replacing the passenger 

car occupant deaths. 

Figure 15

Passenger Vehicle Occupant Fatalities

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Occupant Fatalities

All Psgr

Vehicles

Psgr Cars

Lt Trucks

Source: NCSA, NHTSA, FARS 1991-2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 16

Within the light truck category, the most notable increase in fatalities has occurred among 

occupants of SUVs. SUV occupant fatalities have risen steadily from 1,335 in 1992 to 

3,324 in 2000. A disproportionately high level of rollover related fatalities characterizes 

SUV crashes – this is the only vehicle type in which the number of occupant fatalities in 

rollovers exceeds the number of occupant fatalities in non-rollover crashes. In 2000, 

almost two-thirds of occupant fatalities in SUV crashes occurred in rollovers. Figures 16, 

17 and 18 compare trends in the levels of occupant fatalities in the various body 

configurations of light trucks by rollover and non-rollover crash types. The overall effect 

of SUV fatal crashes on the light trucks is clearly discernable. 

Figure 16

SUV Occupant Fatalities By Crash Type

0

500

1,000

1,500

2,000

2,500

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Occupant Fatalities

Rollover

Non-rollover

Source: NCSA, NHTSA, FARS 1991-2000

Figure 17

Van Occupant Fatalities By Crash Type

0

500

1,000

1,500

1991199219931994199519961997199819992000

Year

Occupant Fatalities

Rollover

Non-rollover

Source: NCSA, NHTSA, FARS 1991-2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 17

Figure 18

Pickup Truck Occupant Fatalities By Crash Type

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Occupant Fatalities

Rollover

Non-rollover

Source: NCSA, NHTSA, FARS 1991-2000

Looking at the rollover and non-rollover crashes by type of light truck is even more 

enlightening. Particularly in fatal rollover crashes, the growth in the number of SUV 

occupant deaths overshadows the trends among other types of light trucks, as shown in 

Figures 19 and 20. 

Figure 19

Occupant Fatalities in Rollover Crashes

0

500

1,000

1,500

2,000

2,500

3,000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Fatalities

PU Trucks

SUVs

Vans

Source: National Center for Statistics and Analysis, NHTSA, FARS 1991-2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 18

Figure 20

Occupant Fatalities in Non-rollover Crashes

0

1,000

2,000

3,000

4,000

1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Number of Fatalities

PU Trucks

SUVs

Vans

Source: NCSA, NHTSA, FARS 1991-2000

With the exception of vans and pickup trucks, approximately two-thirds of occupants 

killed in passenger vehicles that roll over in fatal crashes are drivers. About half of the 

fatalities in vans are drivers, and nearly three-quarters of occupant fatalities in pickup 

trucks are drivers, proportions that have been relatively constant over the ten-year period 

(Table 4). This distribution of occupant fatalities possibly reflects the occupancy patterns 

of the several passenger vehicle types. For example, pickup trucks generally can 

accommodate two to three passengers in the cab, while passenger cars and SUVs seat 

five to six persons and vans have a seating capacity as high as fifteen persons. 

Table 4 

Occupant Fatalities In Rollover Crashes, Selected Years 

By Person Role and Vehicle Body Type (Percent Distribution)

Light Trucks 

Year Person Role 

Passenger 

Cars 

(%) 

SUVs 

(%) 

Pickup 

Trucks 

(%) 

Vans 

(%) 

Other 

(%) 

All 

Passenger 

Vehicles 

(%) 

Driver 67 61 73 50 82 67 

1991 Passenger 33 39 27 50 18 33 

Total 100 100 100 100 100 100 

Driver 68 58 72 46 63 66 

1995 Passenger 32 42 28 54 37 34 

Total 100 100 100 100 100 100 

Driver 68 60 74 46 78 66 

2000 Passenger 32 40 26 54 22 34 

Total 100 100 100 100 100 100 

Source: NCSA, NHTSA, FARS 1991, 1995, 2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 19

3.2.2 Vehicle Involvement Rates 

The shift in the mix of vehicles involved in fatal crashes is also apparent in the mix of 

vehicles registered. Data collected by the Federal Highway Administration show that in 

1991, 30 percent of passenger vehicles registered were light trucks. By 2000, light trucks 

had increased their share of the vehicle mix to 37 percent of registered passenger vehicles. 

The growing numbers of light trucks on the road closely parallels the increase in the 

number of light trucks involved in fatal crashes. The number of light truck registrations 

has grown from 52 million in 1991 to 76 million in 1999, an increase of about 46 percent. 

Over the same period, the number of vehicle miles traveled (VMT) by light trucks has 

increased at an even faster pace than the number of registrations, up 58 percent to 943 

million miles. Table 5 shows that the rate of involvement in fatal crashes per 100,000 

registered vehicles has declined more for passenger cars than for light trucks over the 

1991 to 2000 period, another indicator of the significance of the increase of light trucks in 

the vehicle mix. 

Table 6 shows fatality rates for passenger cars and light trucks based on the number of 

vehicles registered. The occupant fatality rates per 100,000 registered passenger cars 

have been dropping since 1995, while the rates for light trucks, although somewhat lower 

than for passenger cars, have remained relatively stable. 

Table 5 

Vehicle Involvement in Fatal Crashes: Rate per 100,000 Registered Vehicles 

By Year and Body Type of Vehicle 

Passenger Cars Light Trucks 

Year Number 

Registered 

Number 

Involved Rate Number Registered 

Number 

Involved Rate 

1991 123,327,336 31,291 25.37 52,062,064 14,832 28.49 

1992 120,346,747 29,817 24.18 53,836,046 14,648 27.21 

1993 121,055,398 30,233 24.97 56,573,835 15,332 27.1 

1994 121,996,580 30,273 24.81 59,485,995 16,353 27.49 

1995 123,241,881 30,940 25.11 62,520,872 17,587 28.13 

1996 124,612,787 30,727 24.66 65,438,877 18,246 27.88 

1997 124,672,920 30,059 24.11 67,287,470 18,628 27.68 

1998 125,965,709 29,040 23.05 69,783,500 19,363 27.75 

1999 126,868,744 28,027 22.09 73,143,777 19,959 27.29 

2000 127,720,809 27,496 21.53 76,192,673 20,295 26.64 

Source: R.L. Polk and Company, Registration data, and NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 20

Table 6 

Fatality Rates per 100,000 Registered Vehicles 

By Year and Body Type of Vehicle

Passenger Cars Light Trucks 

Year Number 

Registered 

Occupant 

Fatalities 

Fatality 

Rate 

Number 

Registered 

Occupant 

Fatalities 

Fatality 

Rate 

1991 123,327,336 22,385 18.15 52,062,064 8,391 16.12 

1992 120,346,747 21,387 17.77 53,836,046 8,098 15.04 

1993 121,055,398 21,566 17.81 56,573,835 8,511 15.04 

1994 121,996,580 21,997 18.03 59,485,995 8,904 14.97 

1995 123,241,881 22,423 18.19 62,520,872 9,568 15.30 

1996 124,612,787 22,505 18.06 65,438,877 9,932 15.18 

1997 124,672,920 22,199 17.81 67,287,470 10,249 15.23 

1998 125,965,709 21,194 16.83 69,783,500 10,705 15.34 

1999 126,868,744 20,862 16.44 73,143,777 11,435 15.63 

2000 127,720,809 20,492 16.04 76,192,673 11,418 15.99 

Source: R.L. Polk and Company, Registration data, and NCSA, NHTSA, FARS 1991-2000 

Beginning in 1995, registration data are available by selected body types within the light 

truck category. While all categories of passenger vehicles have been growing in 

numbers, SUVs comprise the fastest growing component of the light truck family. In 

1995, 18 percent of registered light trucks were SUVs, and they accounted for 6 percent 

of the registered passenger vehicle fleet. By 1999, the latest year for which data are 

available, SUVs made up 9 percent of passenger vehicles and 24 percent of the light truck 

fleet in the United States and had all but caught up with the number of registered vans 

(Table 7). These changes in the mix of vehicles that comprise the passenger vehicle fleet 

will be shown to have an effect on the type and incidence of fatal crashes. 

Table 7 

Numbers of Passenger Vehicles Registered 

By Year and Vehicle Body Type 

Body Type of Vehicles Year 

Passenger Cars SUVs Pickup Trucks Vans 

Total 

1995 123,241,881 10,629,607 34,436,236 14,902,820 183,212,539 

1996 124,612,787 11,980,964 35,465,358 15,791,759 187,852,864 

1997 124,672,920 13,322,783 36,089,127 16,400,692 190,487,519 

1998 125,965,709 14,958,152 36,729,063 16,976,847 194,631,769 

1999 126,868,744 17,022,531 37,732,114 17,597,719 199,223,107 

Source: Summarized from R. L. Polk and Company detailed registration data 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 21

Table 8 shows the numbers of vehicles that rolled over in fatal crashes and the ratio of the 

number of vehicles that rolled over to the number of vehicles registered from 1995 

through 1999. Over time there has been very little, if any, change in the rate of 

involvement in fatal rollover crashes among the various vehicle types. 

The table shows that the highest rates of rollovers per 100,000 vehicles registered occur 

among SUVs followed by Pickup Trucks, Vans, and Passenger Cars, in that order. While 

all categories of light trucks experienced greater rates of fatal rollover crashes, the SUVs 

stand out particularly with a rate that is more than three times as that of passenger cars. 

As the various types of light trucks grow in popularity, other factors remaining 

unchanged, their increasing presence in the vehicle mix will be reflected in increasing 

numbers of rollover crashes and fatalities resulting from rollover crashes. 

Table 8 

Passenger Vehicles that Rolled Over in Fatal Traffic Crashes 

Number of Vehicles and Rate per 100,000 Registered 

Passenger Cars SUVs Pickup Trucks Vans 

Total 

Year 

Num. Rate Num. Rate Num. Rate Num. Rate Num. Rate 

1995 4,689 3.80 1,205 11.34 2,667 7.74 630 4.23 9,191 5.02 

1996 4,666 3.74 1,396 11.65 2,632 7.42 664 4.20 9,358 4.98 

1997 4,433 3.56 1,470 11.03 2,596 7.19 712 4.34 9,211 4.84 

1998 4,377 3.47 1,641 10.97 2,640 7.19 781 4.60 9,439 4.85 

1999 4,411 3.48 1,882 11.06 2,837 7.52 719 4.09 9,849 4.94 

Source: R.L. Polk and Company, Registration data, and NCSA, NHTSA, FARS 1995-1999. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 22

Table 9 shows fatality rates per 100,000 registered vehicles for the various body types. 

While fatality rates for all passenger vehicles have decreased over the study period, most 

of the decrease is among passenger cars, and vans have shown a slight increase. Prior to 

1998 the differences in fatality rates between SUVs and Passenger cars were minimal, but 

as passenger car rates declined, the rates for light trucks in general remained at or near 

previous levels. It is interesting that, despite their higher seating capacity, vans exhibit 

the lowest fatality rates of the four types of vehicles. 

Table 9 

Occupant Fatality Rates per 100,000 Registered Vehicles 

By Year and Body Type of Vehicle 

Number of Fatalities and Rate per 100,000 Registered Vehicles 

Passenger Cars SUVs Pickup Trucks Vans 

Total 

Year 

Num. Rate Num. Rate Num. Rate Num. Rate Num. Rate 

1995 22,423 18.19 1,935 18.20 5,938 17.24 1,639 11.00 31,991 17.46 

1996 22,505 18.06 2,147 17.92 5,904 16.65 1,832 11.60 32,437 17.27 

1997 22,199 17.81 2,380 17.86 5,887 16.31 1,914 11.67 32,448 17.03 

1998 21,194 16.83 2,713 18.14 5,921 16.12 2,042 12.03 31,899 16.39 

1999 20,862 16.44 3,026 17.78 6,127 16.24 2,088 11.87 32,127 16.13 

Source: R.L. Polk and Company, Registration data, and NCSA, NHTSA, FARS 1995-1999. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 23

Another measure of exposure to risk is the number of miles traveled in a year by a 

particular type of vehicle. The Federal Highway Administration provides data on the 

number of vehicle miles traveled (VMT) broken down by passenger cars and light trucks. 

Table 10 shows that the rate of involvement in fatal crashes per 100 million vehicle miles 

traveled has declined for both classes of passenger vehicles over the period from 1991 to 

2000. (VMT data are not available for vehicle classes within the light truck category.) 

Table 10 

Rate of Involvement in Fatal Crashes per 100 Million VMT 

By Year and Body Type of Vehicle

Passenger Cars Light Trucks 

Year VMT 

(Millions) 

Number 

Involved Rate VMT (Millions) 

Number 

Involved Rate 

1991 1,411,655 31,291 2.22 595,924 14,832 2.49 

1992 1,436,035 29,817 2.11 642,397 14,648 2.28 

1993 1,445,106 30,233 2.09 675,353 15,332 2.27 

1994 1,459,208 30,273 2.07 711,515 16,353 2.30 

1995 1,478,352 30,940 2.09 749,971 17,587 2.35 

1996 1,499,139 30,727 2.05 787,255 18,246 2.32 

1997 1,528,399 30,059 1.97 824,896 18,628 2.26 

1998 1,555,901 29,040 1.87 861,951 19,363 2.25 

1999 1,566,979 28,027 1.79 903,412 19,959 2.21 

2000 1,582,113 27,496 1.74 943,819 20,295 2.15 

Source: FHWA, VMT data, and NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 24

Table 11 shows the rate of fatalities per hundred million vehicle miles traveled. This 

measure shows that the annual rate of occupant fatalities per year remained relatively 

stable as exposure increased. The number of vehicle miles traveled has been steadily 

rising over the ten-year period from 1991 to 2000 for both passenger cars (up 12 percent) 

and light trucks (up 58 percent). The same period has seen the number of occupant 

fatalities decrease by 8 percent for passenger cars and increase by 36 percent for light 

trucks. 

Table 11 

Fatality Rates per 100 Million Vehicle Miles Traveled (VMT) 

By Year and Body Type of Vehicle

Passenger Cars Light Trucks 

Year 

VMT (Millions) Occupant 

Fatalities 

Fatality 

Rate 

VMT 

(Millions) 

Occupant 

Fatalities 

Fatality 

Rate 

1991 1,411,655 22,385 1.6 595,924 8,391 1.4 

1992 1,436,035 21,387 1.5 642,397 8,098 1.3 

1993 1,445,106 21,566 1.5 675,353 8,511 1.3 

1994 1,459,208 21,997 1.5 711,515 8,904 1.3 

1995 1,478,352 22,423 1.5 749,971 9,568 1.3 

1996 1,499,139 22,505 1.5 787,255 9,932 1.3 

1997 1,528,399 22,199 1.5 824,896 10,249 1.2 

1998 1,555,901 21,194 1.4 861,951 10,705 1.2 

1999 1,566,979 20,862 1.3 903,412 11,435 1.3 

2000 1,582,113 20,492 1.3 943,819 11,418 1.2 

Source: FHWA VMT data and NCSA, NHTSA, FARS 1991-2000 

These two measures of exposure to risk, number of vehicles registered and millions of 

vehicle miles traveled, help to explain the continuing high levels of traffic crash fatalities 

despite decreasing fatalities among occupants of passenger cars. Thus, while the number 

of fatalities among passenger car occupants is down, the decline is being offset by a 

concomitant increase in the numbers of fatalities among occupants of light trucks, a 

growing factor in the mix of both vehicles registered and vehicles involved in fatal 

crashes. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 25

3.2.3 Population Trends

According to the January 2, 2001 Census Bureau release, the estimated resident 

population of the United States increased by 10.7 percent from 249.5 million persons in 

1991 to 276.1 million in 2000. 

Turning to the population by age groups, Table 12 shows that the population has been 

aging over the inter-censual period from 1990 to 2000. In 1990, 62 percent of the 

population was less than 40 years old. By 2000, the under 40 population was 57 percent 

of the all ages total. Twenty to twenty-nine year olds in particular showed a steady 

decline from 1990 through 1995, with a more gradual decline from 1995 through 1999. 

By 2000, a slight increase was noticeable in the 20 to 29 year old group. 

The 30 to 39 year old age group increased from 1990 through 1995, when their numbers 

began to turn downward, dropping from 44.1 million to 41.6 million in 2000. The overall 

effect of the aging “baby boomers” can be seen in the growing numbers of persons over 

age 39 in the table. 

Table 12 

US Resident Population In Millions 

By Year and Age Group 

Age Group Year 

<20 20-29 30-39 40-49 50-59 60 + 

Total 

1990 71,878 40,371 41,894 31,619 21,844 41,860 249,466 

1991 72,308 39,869 42,687 32,860 22,070 42,360 252,154 

1992 73,067 39,187 43,338 34,166 22,538 42,734 255,030 

1993 73,999 38,355 43,832 35,140 23,406 43,050 257,782 

1994 74,911 37,496 44,111 36,394 24,126 43,288 260,326 

1995 75,684 36,887 44,121 37,717 24,728 43,665 262,802 

1996 76,443 36,441 43,866 39,242 25,284 43,954 265,230 

1997 77,096 36,308 43,375 39,845 26,913 44,246 267,783 

1998 77,702 36,253 42,783 40,736 28,125 44,648 270,247 

1999 78,185 36,235 42,272 41,624 29,321 45,054 272,691 

2000 78,537 36,318 41,608 42,828 31,078 45,690 276,059 

Source: US Census Bureau, Population Estimates Program, Population Division 

Despite the growth in the number of persons 19 years old and younger, the total resident 

population has aged steadily since 1990, as evidenced by the mean and median age of the 

population displayed in Figure 21 below. In 2000, the median age of the population was 

35.9 years, up from 32.8 years in 1990. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 26

Figure 21

Aging Of The US Population, 1990 - 2000

32.0

33.0

34.0

35.0

36.0

37.0

1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Year

Average Age in Years

Median

Mean 

Source: US Census Bureau, Population Estimates Program, Population 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 27

4. FINDINGS 

4.1 Restraint Use and Ejection 

According to the National Occupant Protection Survey (NOPUS) conducted by NHTSA, 

safety belt usage is at an all time high since the surveys began in 1994. The latest results, 

published in Research Note HS 809 319 “Observed Shoulder Belt Use From the June 

2001 Mini NOPUS”, report an average nationwide belt usage rate of 73 percent. 

Despite the increased 

use of restraint 

devices, 72 percent 

of occupants who 

died in rollover 

crashes in 2000 were 

not using them. 

Restraints can be 

very effective in 

protecting occupants 

both from injuries 

and from being 

completely ejected 

from the vehicle 

during a rollover 

crash. Figure 22 shows that of all vehicle occupants in fatal rollovers, only 4 percent of 

those using restraints were completely ejected compared with 53 percent of those who 

were not using their restraints. 

Whether or not an 

occupant is ejected 

from a vehicle that 

rolls over can mean 

the difference 

between living and 

dying. Of those 

occupants who 

were killed in fatal 

rollovers, 62 

percent were 

ejected from the 

vehicle compared 

with 23 percent of 

those who survived. 

Figures 22 and 23 show that when restraints are used, occupants are less likely to be 

ejected and therefore have a higher likelihood of surviving a rollover crash. 

Figure 22

Occupant Restraint Use and Complete Ejection in 

Fatal Rollovers

0

20

40

60

80

100

120

Not Restrained Restrained

Percent of Occupants

Ejected

Not Ejected

Source: NCSA, NHTSA, FARS 2000

Figure 23

Occupant Survival and Complete Ejection in Fatal 

Rollovers

0

10

20

30

40

50

60

70

80

Ejected Not Ejected

Percent of Occupants

Killed

Survived

Source: NCSA, NHTSA, FARS 2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 28

4.2 Single Vehicle/Multi Vehicle Rollovers 

For the most part, 

fatal rollovers of 

passenger vehicles 

tend to be single 

vehicle crashes. 

In 2000, more 

than three-fourths 

of the fatal 

rollovers were 

single vehicle 

crashes, with 

passenger cars 

registering the 

highest at 84 

percent of all 

passenger car 

rollover crashes. The high incidence of single vehicle rollovers suggests that driver 

distraction or drowsiness could play a role in this type of crash. These relationships are 

illustrated in Figure 24. 

4.2.1 Vehicle Maneuver 

It is interesting to note that in the case of both single and multi-vehicle crashes most 

vehicles were reported to be either traveling straight ahead or negotiating a curve at the 

time of the crash. Table 13 shows that of vehicles involved in single vehicle rollovers, 61 

percent were reported to be traveling straight ahead just prior to the rollover while 31 

percent were negotiating a curve. 

Multi-vehicle crashes follow the same pattern in this respect. 71 percent of vehicles that 

rolled over in multi-vehicle crashes were traveling straight ahead and 8 percent were 

negotiating a curve just prior to the crash. 

Figure 24

Vehicles Involved in Fatal Rollover Crashes in 

2000 By Type of Crash

0%

20%

40%

60%

80%

100%

Psgr Cars SUVs PU

Trucks

Vans Total

Percent

Multi-Vehicle

Single Vehicle

Source: NCSA, NHTSA, FARS 2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 29

4.2.2 Crash Avoidance Maneuvers 

In addition to the vehicle maneuver 

prior to the crash, there is a FARS 

variable that describes the type of 

maneuver taken by the driver of 

the vehicle to avoid a crash as 

reported by the police. Although 

there were large numbers of cases 

in which police did not report crash 

avoidance maneuvers, in those 

cases where avoidance maneuvers 

were reported the principle 

maneuvers undertaken were 

braking or steering. In the case of 

fatal rollover crashes, more than 

one-fourth of drivers did not 

attempt any kind of avoidance maneuver. In fatal multi-vehicle rollovers, about one-third 

of the drivers did not attempt an avoidance maneuver, while about one-fifth used a 

steering maneuver. In single vehicle rollovers, about one-third of drivers employed a 

steering maneuver (Table 14). 

Table 13 

Single Vehicle Fatal Rollovers 

By Selected Vehicle Maneuver and Body Type

Vehicle Body Type 

Psgr Cars SUVs PU Trucks Vans Vehicle Total 

Maneuver 

No. % No. % No. % No. % No. % 

Going 

Straight 2,035 58 1,000 66 1,196 62 328 71 4,812 61 

Passing 87 2 29 2 22 1 5 1 143 2 

Changing 

Lane 55 2 47 3 19 1 6 1 129 2 

Negotiating 

Curve 1,198 34 358 24 645 33 106 23 2,471 31 

Total 3,518 100 1,514 100 1,940 100 463 100 7,898 100 

Source: NCSA, NHTSA, FARS 2000 

Note: Sums of individual items do not add to totals because not all vehicle maneuvers are included. 

Table 14 

Vehicles Involved in Fatal Rollovers 

By Crash Avoidance Maneuver and Type of Crash 

(Percent Distributions) 

Type of Rollover Crash Type of 

Maneuver All 

Rollovers 

Single 

Vehicle 

Multi 

Vehicle 

None 27 25 32 

Braking 6 6 5 

Steering 28 31 19 

Not 

Reported 39 38 43 

Total 100 100 100 

Source: NCSA, NHTSA, FARS 2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 30

4.2.3 Time of Day 

In single vehicle crashes, 60 percent of those in which police reported no avoidance 

maneuver took place at night. Multi-vehicle crashes, on the other hand, exhibited the 

opposite tendency, approximately 60 percent of them occurring during day light hours. 

When an avoidance maneuver such as braking or steering was used, a similar day-night 

pattern was observed (Table 15). 

Table 15 

Vehicles Involved in Fatal Rollovers 

By Crash Avoidance Maneuver, Type of Crash, and Time of Day 

(Percent Distributions) 

Time of Day Type of Maneuver Night Day 

Total 

Single Vehicle 

None 60 40 100 

Braking 61 39 100 

Steering 54 46 100 

Multi-Vehicle 

None 40 60 100 

Braking 29 71 100 

Steering 31 69 100 

Source: NCSA, NHTSA, FARS 2000 

4.3 Drivers 

Note that in the discussion that follows, the number of vehicles involved does not equal 

the number of involved drivers. This is due to a small number of cases in which there 

was a driverless vehicle, the driver left the scene of the crash, or investigators were 

unable to determine which occupant was the driver. 

4.3.1 Age Distribution of Drivers 

In general, the drivers of vehicles that rolled over in fatal crashes tended to be younger 

than the median population age. With the exception of the drivers of vans, most were less 

than 40 years old, and approximately half were between the ages of 20 and 39 years old. 

Drivers of passenger cars involved in fatal rollovers were the youngest group. More than 

half (54 percent) were under 30 years old. Twenty-two percent were teenagers, and 33 

percent were in the group aged 20 to 29 years old. The proportions of involved drivers 

over age 39 tend to drop off with each succeeding age group through age 59, although 

there was a slight increase in the numbers of involved passenger car drivers who were 60 

years old and over. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 31

SUV and pickup truck drivers tended to be older than passenger car drivers, while van 

drivers were weighted more toward the middle of the age distribution. Almost half of the 

van drivers were from 30 to 49 years old (Table 16). 

Table 16 

Age of Driver in Fatal Rollover Crashes 

By Type of Vehicle 

Vehicle Age Group 

Body Type <20 20-29 30-39 40-49 50-59 60 + 

Total 

Psgr Cars 906 1368 711 530 270 375 4,170 

Percent 22 33 17 13 6 9 100 

SUVs 266 606 442 345 186 146 1,995 

Percent 13 30 22 17 9 7 100 

PU Trucks 362 701 517 465 291 266 2,610 

Percent 14 27 20 18 11 10 100 

Vans 56 121 178 157 101 109 727 

Percent 8 17 24 22 14 15 100 

Total 1,590 2,796 1,848 1,497 848 896 9,502 

Percent 17 29 20 16 9 9 100 

Source: NCSA, NHTSA, FARS 2000 

4.3.2 Sex of Drivers 

In 2000, most of the drivers involved in fatal rollovers, 73 percent, were men. There have 

been some small changes in the sex distribution of drivers over time. Overall, women 

accounted for 22 percent of the drivers in 1991, and the proportion has slowly increased 

to 26 percent in 2000. When the numbers are controlled by vehicle type, the same pattern 

is observed. The highest proportion of male drivers was among pickup trucks, where the 

percentage of men ranged from a high of 90 percent in 1991 to a low of 86 percent in 

1996. Since that time, the proportion of involved pickup truck drivers who were men has 

remained at 88 percent. 

The slight changes that have taken place over time in the distribution of drivers by gender 

are noticeable across the board other than among involved drivers of pickup trucks. The 

increase in the proportion of women is about 4 percentage points, with the exception of 

SUVs. The proportion of involved SUV drivers who are women began rising after 1992, 

when they constituted 23 percent of the SUV drivers. By 2000, the proportion has grown 

10 percentage points to reach 33 percent (Table 17). 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 32

Table 17 

Drivers Involved in Fatal Rollovers, 1991 through 2000 

By Sex and Type of Vehicle 

(Percent by Sex) 

Vehicle Type 

Year Sex Passenger 

Cars 

SUVs 

(%) 

Pickup 

Trucks 

(%) 

Vans 

(%) 

Total 

(%) 

Men 73 77 90 73 78 1991 

Women 27 23 10 27 22 

Men 70 77 88 72 76 1992 

Women 30 23 12 28 23 

Men 71 75 88 73 76 1993 

Women 29 25 12 27 24 

Men 69 71 88 75 75 1994 

Women 31 28 12 25 24 

Men 70 72 88 69 75 1995 

Women 30 28 12 31 24 

Men 69 72 86 72 75 1996 

Women 31 28 13 27 25 

Men 69 69 88 70 74 1997 

Women 31 31 12 30 26 

Men 68 69 87 70 73 1998 

Women 32 31 13 30 26 

Men 68 67 88 66 73 1999 

Women 32 33 12 33 26 

Men 68 67 88 68 73 2000 

Women 31 33 12 31 26 

Source: NCSA, NHTSA, FARS 1991-2000 

4.3.3 Speeding as a Factor 

Fatal rollovers of passenger vehicles are reported to be speed related more often than are 

non-rollover fatal crashes. In 2000, some 40 percent of fatal rollover crashes involved 

speeding, as noted on police accident reports (PARs). This compares with a rate of 

reported speeding in non-rollover crashes of 15 percent. Historically, the relationship 

between reported speeding and fatal crashes has been relatively constant for both rollover 

and non-rollover fatal crashes since 1991. 

Reported speeding as a factor in fatal rollovers tended to decrease with advancing age, as 

shown in Figure 25. Half of the involved drivers under 20 years old were reported to be 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 33

speeding when the rollover occurred, and 76 percent of all speeding drivers were under 

40 years old. 

Figure 25

Percent of Fatal Crashes That Were Speed Related in 

2000

0

10

20

30

40

50

60

<20 20 to 29 30 to 39 40 to 49 50 to 59 60+

Age Group

Percent of Fatal Crashes

Rollover

Non-Rollover

Source: NCSA, NHTSA, FARS 2000

The highest rate of reported speeding as a factor in fatal rollovers, 48 percent, was among 

the drivers of passenger cars, followed by pickup truck drivers and SUV drivers. Van 

drivers had the lowest rate at 24 percent (Table 18). 

Table 18 

Drivers Involved in Fatal Rollover Crashes 

By Relative Speed and Type of Vehicle 

Type of Vehicle 

Drivers 

Relative Speed Passenger 

Cars SUVs Pickup Trucks Vans 

Total 

Speeding 2,003 646 938 173 3,766 

Number Not Speeding 2,143 1,324 1,651 548 5,682 

Total 4,146 1,970 2,589 721 9,448 

Speeding 48 33 36 24 40 

Percent Not Speeding 52 67 64 76 60 

Total 100 100 100 100 100 

Source: NCSA, NHTSA, FARS 2000 

Drivers involved in fatal single vehicle rollovers were more likely to have been speeding 

than were those involved in fatal multi-vehicle rollovers. In 2000, 46 percent of drivers 

in single vehicle rollovers were reported to have been speeding compared with 17 percent 

of drivers in multi-vehicle rollovers (Table 19). Passenger car drivers in particular tended 

to be speeders in both single vehicle (53 percent) and multi-vehicle rollovers (24 

percent). Passenger cars are less likely to rollover in a crash due to their inherent 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 34

stability, and it may require greater speeds to generate the forces needed to cause a 

rollover, particularly in single vehicle crashes. 

Table 19 

Drivers Involved in Fatal Single and Multi-Vehicle Rollover Crashes 

By Relative Speed and Type of Vehicle 

(Percent Distributions) 

Type of Vehicle 

Type of 

Rollover Relative 

Speed 

Passenger 

Cars 

(%) 

SUVs 

(%) 

Pickup 

Trucks 

(%) 

Vans 

(%) 

Total 

(%) 

Speeding 53 39 44 32 46 

Not Speeding 47 61 56 68 54 Single 

Vehicle 

Total 100 100 100 100 100 

Speeding 24 14 13 10 17 

Not Speeding 76 86 87 90 83 MultiVehicle 

Total 100 100 100 100 100 

Source: NCSA, NHTSA, FARS 2000 

While reported speeding is a subjective variable at best, the role of speed in rollover 

crashes becomes readily apparent when the numbers of fatal rollovers are cross-tabulated 

with the speed limit at the site of the crash. In 2000, 71 percent of fatal rollovers took 

place where the speed limit was 55 miles per hour or higher. Vans and SUVs were 

particularly vulnerable to speed, with more than three-fourths of fatal rollovers occurring 

where speed limits are 55 miles per hour or over (Table 20). 

Table 20 

Vehicles that Rolled Over in Fatal Crashes 

By Body Type and Speed Limit Where Crash Occurred 

Speed Limit in MPH 

50 and Under 55 Over 55 

Total 

Vehicle Body Type 

No. % No. % No. % No. % 

Psgr Cars 1,353 33 1,640 40 1,151 28 4,144 100 

SUVs 468 24 626 32 876 44 1,970 100 

PU Trucks 684 26 1,070 41 833 32 2,587 100 

Vans 159 21 236 31 368 48 763 100 

Total 2,664 28 3,572 38 3,228 34 9,464 100 

Source: NCSA, NHTSA, FARS 2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 35

4.4 Crash Site 

Most of the vehicles (90 percent) that experienced fatal rollovers were traveling on 

undivided, two-way roads or divided roads with no barriers when the crash occurred, 

both for single vehicle and multi vehicle crashes (Table 21). Undivided two-way roads 

accounted for the bulk of these crashes, particularly those involving passenger cars and 

pickup trucks. Only 9% of rollovers occurred on divided roadways with barriers. Rural 

roads were more likely to be the scene of a fatal rollover as well, with almost threefourths of the crashes occurring in rural areas and, as noted above, where speed limits 

were 55 miles per hour and over. According to NHTSA’s Highway and Vehicle Safety 

Report published September 10, 1999, about 40% of Vehicle Miles Traveled are on rural 

roads, and about 60% of all traffic crash fatalities took place on rural roads in 2000. 

Table 21 

Vehicles that Rolled Over in Fatal Crashes 

By Body Type and Description of Road Where Crash Occurred 

Vehicle Body Type 

Passenger 

Cars SUVs Pickup Trucks Vans Total Type of 1/

Road 

No. % No. % No. % No. % No. % 

Undivided 

two Way 

2,826 67 1,012 51 1,881 72 359 49 6,650 70 

Divided, 

No Barrier 

921 22 736 37 552 21 281 39 2,679 28 

Divided, 

Barrier 

379 9 228 11 160 6 79 11 927 10 

One-way 22 0.5 9 0.5 7 0.3 3 0.4 46 1 

Unknown 50 1 13 0.7 18 2 7 1 98 1 

Total 4,198 10

0 

1,998 100 2,618 100 729 100 9,566 100 

Source: NCSA, NHTSA, FARS 2000 1/ Total includes unknown light truck body types
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 36

4.5 Day and Time 

Fatal rollovers can occur at any time of the day or on any day of the week, but tend to be 

particularly prevalent on weekends, from Friday through Sunday. Given that this is 

“party time”, drivers probably experience more distractions during weekend driving, and 

it is likely that alcohol also plays a role in these crashes. Two-thirds of the crashes that 

took place on these days occurred during the hours of darkness, from 6:00 P.M. to 6:00 

A.M. with a notable peak occurring between midnight and 3 A.M., the period when 

fatigue is most likely to strike. During the weekday period from Monday through Friday, 

the “rush hour” periods, from 6:00 to 9:00 A.M. and from 3:00 to 6:00 P.M., also saw a 

larger proportion of these crashes (Table 22). 

4.6 Alcohol Involvement 

In 2000, there were a total of 9,525 passenger vehicle drivers involved in fatal rollover 

crashes. Of these, nearly one-half, 4,337, were cases in which the driver’s blood alcohol 

level (BAC) was 0.01 grams per deciliter (g/dl) or higher and 3,479, or 37 percent of the 

drivers, had a BAC of 0.10 g/dl or over. Persons with a BAC of .08 g/dl or over who are 

involved in fatal crashes are considered to be intoxicated, and in many states a BAC of 

0.08 now constitutes the lower bound for the legal definition of intoxication. In those 

cases where alcohol test results are unknown, BAC values are assigned to drivers 

involved in fatal crashes by a statistical procedure known as imputation. A complete 

description of the methods used to impute unknown BAC test results in the FARS 

Table 22 

Vehicles That Rolled Over in Fatal Crashes 

By Time of Day and Day of Week 

Day of Week 

Monday Through 

Thursday 

Friday Through 

Sunday 

Total 

Time of Day 

No. % No. % No. % 

Midnt-3AM 552 13 1,064 20 1,616 17 

3 AM to 6 AM 359 8 617 12 976 10 

6 AM to 9 AM 457 11 447 8 904 10 

9 AM to Noon 380 9 363 7 743 8 

Noon-3 PM 532 12 522 10 1,054 11 

3 PM to 6PM 734 17 708 13 1,442 15 

6 PM to 9 PM 596 14 664 13 1,260 13 

9 PM to Midnight 606 14 799 15 1,405 15 

Unknown 66 2 97 2 163 2 

Total 4,282 100 5,281 100 9,563 100 

Source: NCSA, NHTSA, FARS 2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 37

database can be found in a technical report available from the National Center for 

Statistics and Analysis (see reference 3). 

Interestingly, with the exception of pickup truck drivers, the drivers of light trucks were 

less likely to have a positive BAC test result (0.01 or higher BAC) then were the drivers 

of passenger cars. Only 37 percent of the involved SUV drivers and 28 percent of the 

involved van drivers had a BAC of 0.01 or higher (Table 23). 

Table 23 

Vehicles That Rolled Over In Fatal Crashes 

Blood Alcohol Concentration (BAC) of Drivers 

By Type of Vehicle 

Vehicle Body 0.00 0.01 to 0.09 0.10 or Over Total 

Type No. % No. % No. % No. % 

Psgr Cars 2,112 51 421 10 1,637 39 4,170 100 

SUVs 1,264 63 193 10 538 27 1,995 100 

PU Trucks 1,271 49 215 8 1,124 43 2,610 100 

Vans 529 73 27 4 172 24 727 100 

Total 1/ 5,188 54 857 9 3,479 36 9,525 100 

Source: NCSA, NHTSA, FARS 2000 1/ Total includes unknown light truck body types 

4.6.1 Single and Multi-Vehicle Crashes 

Involved drivers in single vehicle fatal rollovers were even more likely to have tested 

positive for blood alcohol. With the exception of SUV and van drivers, the proportion of 

drivers with positive BAC was over 50 percent, led by the pickup truck drivers, 61 

percent of whom had positive BAC test results (Table 24). 

Table 24 

Vehicles That Rolled Over In Single Vehicle Fatal Crashes 

Blood Alcohol Concentration (BAC) of Drivers By Type of Vehicle 

Vehicle Body 0.00 0.01 to 0.09 0.10 or Over Total 

Type No. % No. % No. % No. % 

Psgr Cars 1,612 46 369 11 1,513 43 3,494 100 

SUVs 861 57 160 11 491 32 1,512 100 

PU Trucks 753 39 161 8 1,021 53 1,935 100 

Vans 289 63 21 4 152 33 462 100 

Total 1/ 3,519 48 712 10 3,184 43 7,415 100 

Source: NCSA, NHTSA, FARS 2000 1/ Total includes unknown light truck body types 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 38

Figure 26 shows the 

BAC groups for 

drivers involved in 

fatal rollover crashes. 

The bars show that 

involved drivers of 

SUVs and Vans are 

less likely to have 

positive BAC than are 

the drivers of pickup 

trucks and passenger 

cars. In Figures 27 

and 28, the same 

information is 

displayed for drivers 

involved in single 

vehicle and multivehicle crashes 

respectively. These 

two charts illustrate 

the dramatic 

differences in alcohol 

use patterns of drivers 

involved in fatal 

single and multivehicle rollovers. 

Drivers involved in 

single vehicle 

rollovers were more 

likely to have used 

alcohol, but in both 

types of crashes, 

drivers of passenger 

cars and pickup trucks 

were more likely to 

have positive BACs 

then were the van and 

SUV drivers. It 

should also be noted 

that, in all cases, most 

of the drivers with 

positive BAC test 

results had alcohol 

levels equal to or greater than 0.10. 

Figure 26

Drivers Involved in Fatal Rollover Crashes, 2000

0%

20%

40%

60%

80%

100%

Psgr Cars SUVs PU Trucks Vans

0.10 and over

0.01 to -0.09

0.00

Source: NCSA, NHTSA,FARS 2000

BAC of Driver

Figure 27

Drivers Involved in Single Vehicle Fatal Rollover 

Crashes, 2000

0%

20%

40%

60%

80%

100%

Psgr Cars SUVs PU Trucks Vans

0.10 and over

0.01 to -0.09

0.00

Source: NCSA, NHTSA, FARS 2000

BAC of Driver

Figure 28

 Drivers Involved in Multi-Vehicle Fatal Rollover 

Crashes, 2000

0%

20%

40%

60%

80%

100%

Psgr Cars SUVs PU Trucks Vans

0.10 and over

0.01 to -0.09

0.00

Source: NCSA, NHTSA, FARS 2000

BAC of Driver
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 39

4.6.2 Alcohol and Age 

As was the case for crash type and vehicle type, in every age group those involved 

drivers who had a positive BAC were more likely to fall within the legal definition of 

intoxicated, 0.10 percent or greater. However, with the exception of drivers under 20 

years old, alcohol involvement decreased with increasing age after age 39. Drivers 

between the ages of 20 and 39 were the most likely to have a BAC of 0.10 or over, 

particularly those in the age group 30 to 39 (Table 25). 

Table 25 

BAC of Drivers of Vehicles That Rolled Over In Fatal Crashes 

By Age of Driver 

Age of 0.00 0.01 to 0.09 0.10 or Over Total 

Driver No. % No. % No. % No. % 

<20 1,072 67 186 12 333 21 1,591 100 

20 – 29 1,222 44 330 12 1,250 45 2,802 100 

30 – 39 833 45 156 8 865 47 1,854 100 

40 – 49 753 50 95 6 656 44 1,504 100 

50 – 59 549 55 50 6 252 30 851 100 

>59 742 83 38 4 116 13 896 100 

Unknown 15 57 3 12 8 31 27 100 

All Ages 5,188 54 857 9 3,480 36 9,525 100 

Source: NCSA, NHTSA, FARS 2000 

4.6.3 Alcohol Use and Time of Day 

For the most part, fatal rollovers involving drivers who tested positive for BAC took 

place at night. In those cases where the driver’s BAC was 0.10 or higher, 79 percent of 

the crashes took place between the hours of 6 PM and 6 AM (Table 26). 

Table 26 

BAC of Drivers of Vehicles That Rolled Over In Fatal Crashes 

By Time of Day 

0.00 0.01 to 0.09 0.10 or Over Total Time of Day No. % No. % No. % No. % 

Night 1,853 36 588 70 2,677 79 5,117 55 

Day 3,284 64 253 30 709 21 4,245 45 

Unknown 52 1 17 2 94 3 163 2 

Total 5,188 100 857 100 3,480 100 9,525 100 

Source: NCSA, NHTSA, FARS 2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 40

In terms of alcohol related fatal crashes, the deadliest time of day is the period between 

midnight and 3 AM, when restaurants and bars are closed or closing and their patrons are 

making there way home. During that period of time, three-fourths of involved drivers 

tested positive for BAC, and 62 percent had a BAC of 0.10 or higher (Table 27). 

Table 27 

BAC of Drivers of Vehicles That Rolled Over In Fatal Crashes 

By Hour of Day 

0.00 0.01 to 0.09 0.10 or Over Total Time of Day No. % No. % No. % No. % 

6AM to 3PM 2,375 83 147 5 339 12 2,861 100 

3PM to 6PM 908 66 105 8 369 27 1,382 100 

6PM to Midnight 900 40 233 10 1,105 49 2,238 100 

Midnight to 3AM 489 25 263 13 1,230 62 1,982 100 

3AM to 6AM 464 52 92 10 342 38 898 100 

Unknown 52 32 17 10 94 58 163 100 

Total 5,188 55 857 9 3,749 36 9,525 100 

Source: NCSA, NHTSA, FARS 2000 

4.7 Fatalities in Rollover Crashes 

There seems to be little difference between the types of passenger vehicles in the 

proportion of rollovers that involves fatalities. In 2000, the percentage of rollovers that 

were fatal varied from a low of 3.0 percent for SUVs to a high of 4.1 percent among 

vans. The impact of rollovers on total crash deaths is a function of the frequency of their 

occurrence among the different types of vehicles. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 41

4.7.1 Role of Occupant 

About two-thirds of the occupant fatalities in passenger vehicle rollover crashes were 

vehicle drivers. This relationship holds true for passenger cars when the data are 

controlled for vehicle type, but among light trucks, the proportion of fatalities who were 

drivers varies from less than half of the van fatalities to almost three-fourths of the pickup 

truck fatalities. This is at least partially explained by the seating capacity of the different 

vehicle types, vans having the greatest potential seating capacity and pickup trucks the 

least (Table 28). 

Table 28 

Occupants Killed in Fatal Rollover Crashes 

By Year, Occupant Role and Type of Vehicle 

Vehicle Body Type 

Year Occupant 

Role Passenger 

Cars SUVs Pickup Trucks Vans 

Total 

Drivers 3,426 701 1,858 302 6,306 

Passengers 1,650 509 713 348 3,231 

1995 

Total 5,076 1,210 2,571 650 9,537 

Drivers 3,334 858 1,853 333 6,397 

Passengers 1,653 526 692 348 3,227 

1996 

Total 4,987 1,384 2,545 681 9,624 

Drivers 3,208 923 1,834 353 6,337 

Passengers 1,557 566 645 415 3,190 

1997 

Total 4,765 1,489 2,479 768 9,527 

Drivers 3,321 1,005 1,914 404 6,654 

Passengers 1,451 700 646 419 3,219 

1998 

Total 4,772 1,705 2,560 823 9,873 

Drivers 3,202 1,220 2,036 366 6,833 

Passengers 1,516 682 688 418 3,307 

1999 

Total 4,718 1,902 2,724 784 10,140 

Drivers 3,065 1,240 1,874 354 6,547 

Passengers 1,437 809 663 413 3,326 

2000 

Total 4,502 2,049 2,537 767 9,873 

Source: NCSA, NHTSA, FARS 2000 

4.7.2 Age 

Almost half (49 percent) of the occupant deaths in rollovers were persons under 30 years 

old, and 63 percent were under 40. In addition to the age patterns observed in alcohol use 

and speeding, this also suggests a higher rate of exposure to risk among young people, 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 42

considering that the median age of the resident population in 2000 was 35.9 years. Only 

20 percent of occupant fatalities were persons 50 years old and over. Figure 29 shows 

the occupant fatalities by age group relative to the same age groups in the resident US 

population. 

Figure 29

 Comparison of Occupant Fatalities and Population

 By Age Group, 2000

0

10

20

30

40

50

60

70

39 or Less 40 to 49 50 to 59 60 or Over

Age Groups

Percent of Total

Fatalities

Population

Source: NCSA, NHTSA, FARS 2000
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 43

5. CONCLUSIONS 

This report does not analyze all variables within the FARS database and the other data 

sources used. While there is a wealth of data available from these sources, the present 

analysis concentrates on the general characteristics of passenger vehicle fatal rollover 

crashes, and does not make use of the injury and property damage data available from the 

General Estimates System (GES). Further analysis of rollover crashes could be carried 

out using the extensive selection of variables that are available within the GES database 

to identify factors such as the mechanisms that trigger rollovers, the incidence of injury 

only and property damage only rollovers, and factors that determine survival in a rollover 

crash. 

5.1 Restraint use 

A very high percentage of fatal rollover crashes are characterized by a failure to use 

restraints. Those occupants who were not using restraints were far more likely to be 

ejected from a rolling vehicle, and those who were ejected were more likely to be killed. 

Although a slightly higher proportion of restraint users than non-users who were ejected 

were killed, the number of ejected restraint users was smaller. This finding suggests that 

a rollover crash that is violent enough to eject a restraint user is certainly less survivable 

than crashes in which restraint users had higher survival rates. While new developments 

in side airbags and other devices intended to prevent ejection hold promise of reducing 

fatalities, simply increasing the use of currently available restraint devices would be a 

significant factor in fatality reduction. 

5.2 Single Vehicle/Multi-Vehicle Crashes 

More than three-fourths of fatal rollover crashes are single vehicle crashes. Of the 

different body types, passenger cars had the greatest proportion of single vehicle crashes, 

almost 84 percent, and vans had the least at 63 percent. As far as vehicular maneuvering 

is concerned, the majority of vehicles were traveling in a straight line prior to the crash in 

both single and multi-vehicle crashes. Other maneuvers were very small proportions of 

the total with the exception of negotiating a curve in the case of single vehicle crashes. 

More than half of the multi-vehicle rollovers, and a little less than half of the single 

vehicle rollovers, were not preceded by a crash avoidance maneuver, as reported by 

investigating police officers. When crash avoidance maneuvers were reported, they 

tended to be steering actions. 

These findings, coupled with the fact that such a large proportion of fatal rollover crashes 

are single vehicle crashes, invite further research into the causative factors at work. 

5.3 Alcohol 

Of those involved drivers who had used alcohol, it was more likely that their BACs 

would be 0.10 or higher than below 0.10. Alcohol was a factor in almost one half of the 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 44

fatal rollovers that occurred in 2000, and a little over a third of the involved drivers had a 

BAC of 0.10 or over. Of the different vehicle body types, passenger car drivers were 

more likely to have used alcohol before the crash than were drivers of light trucks. Night 

time hours saw the heaviest incidence of alcohol involvement, particularly the hours 

between midnight and 3 AM, when people are leaving bars and restaurants. 

Positive BAC numbers were more likely to be encountered in the case of single vehicle 

rollovers than multi vehicle rollovers, the predominate type of rollover crash. Needless 

to say, continued efforts to reduce drinking and driving are indicated as an additional 

countermeasure against fatal rollover crashes. 

5.4 Deadly Nature of Rollover Crashes 

Particularly when vehicle occupants are not restrained, rollover crashes are more likely to 

result in fatalities than are other types of crashes. In 2000, only 2.6 percent of passenger 

vehicle crashes resulted in rollovers, but they accounted for 20 percent of fatal crashes. 

The rates were higher for light trucks than for passenger cars, and within the light truck 

category SUVs posted particularly high rates. The changing vehicle mix and the rise in 

the number of fatal rollover crashes of light trucks are an increasing factor in traffic crash 

fatalities. Despite declines in passenger car occupant fatalities, the increasing influence 

of light truck fatal crashes in general, and rollover crashes in particular, is instrumental in 

maintaining the high level of traffic crash fatalities. 

5.5 Exposure to the Risk of a Fatal Rollover 

Federal Highway Administration data concerning vehicle miles traveled and the numbers 

of passenger vehicles registered annually show that the light truck category of vehicles, 

and particularly SUVs, have been increasing in popularity over the past ten years. These 

vehicles have also been increasingly exposed to the risk of experiencing a fatal crash, and 

the incidence of fatal light truck rollovers, both in absolute numbers and as a percentage 

of all fatal passenger vehicle rollovers, is also increasing. The data show that the number 

of fatalities among occupants of passenger cars has been declining in recent years, while 

the number of total fatalities has remained relatively stable. The rise in occupant 

fatalities can be attributed to the increased numbers of light trucks with their greater 

propensity to be involved in fatal crashes in general and fatal rollover crashes in 

particular. 

5.6 Light Trucks and SUVs 

The trend data show that the number of SUVs involved in fatal rollovers has 

approximately doubled in the years since 1992. Analysis of the FARS data vis-à-vis the 

exposure data from FHWA does not indicate that SUVs are becoming more likely to be 

involved because of increasing propensity to roll in a crash, but rather that their rate of 

involvement is remaining constant as their proportion of the vehicle mix increases. 

Fatality rates per 100,000 registered vehicles show that while passenger car fatality rates 

have been dropping since 1995, fatality rates for the various types of light trucks have 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 45

remained relatively constant. Further work needs to be done to improve the stability of 

these vehicles, as well as to educate consumers in their safe operation. 

5.7 Drivers 

Drivers tended to be slightly younger than the median population age. Most were under 

40 years old, and passenger car drivers involved in fatal rollovers tended to be younger 

than drivers of other types of passenger vehicles. About three-fourths of the drivers were 

men, a proportion that has been relatively stable over time. Among SUV drivers, the 

proportion of women has risen more than among other vehicle types, from 23 percent in 

1992 to 33 percent in 2000. 

5.8 Speed 

Fatal rollovers tended to be reported as speed related more frequently than were other 

types of crashes. About 40 percent of fatal rollover crashes were reported to be speed 

related in 2000, compared with 15 percent of fatal non-rollover crashes. Speeding as a 

factor in the crash tended to drop off with advancing age. Not surprisingly, given the 

differences in stability, speeding as a factor in the crash was higher among passenger car 

drivers than among light truck drivers. Aside from speeding in the sense of exceeding 

posted limits, the propensity to rollover was higher where posted speed limits were over 

55 miles per hour, particularly for vans and SUVs. Given that most fatal rollovers 

occurred while the vehicle was reported to be traveling straight ahead, research into the 

triggering mechanism of these fatal rollovers would be useful. 

5.9 Road Description 

Fatal rollovers occurred mostly on undivided, two-way roads or divided roads without 

barriers. While this may be a reflection of the number of miles of roadways with and 

without barriers, the presence of barriers would seem to be helpful in preventing vehicle 

rollovers, particularly those that are triggered by tripping after leaving the roadway. 

Rural roads were also more likely to be the scene of a fatal rollover. Although only 40 

percent of VMT were on rural roads, 60 percent of the fatal rollovers occurred on them. 

It is likely that speed plays a part in this, given that rural roads are more conducive to 

opportunities for speeding than are urban roads. 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 46

6. ADDITIONAL DATA 

Table: A-1 

Passenger Vehicles Involved in Fatal Crashes 

By Year, Crash Type, and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans Other 

Total 

Rollover 4,980 869 2,593 467 38 8,947 1991 

Non-Rollover 26,311 1,526 7,128 1,966 245 37,176 

Rollover 4,444 851 2,508 519 42 8,364 1992 

Non-Rollover 25,373 1,517 6,941 2,047 223 36,101 

Rollover 4,360 936 2,428 532 41 8,297 1993 

Non-Rollover 25,873 1,723 7,217 2,266 189 37,268 

Rollover 4,524 1,096 2,507 573 32 8,732 1994 

Non-Rollover 25,749 1,874 7,543 2,548 180 37,894 

Rollover 4,689 1,205 2,667 630 31 9,222 1995 

Non-Rollover 26,251 2,131 8,093 2,700 130 39,305 

Rollover 4,433 1,470 2,596 712 25 9,236 1996 

Non-Rollover 26,061 2,375 8,133 2,878 147 39,594 

Rollover 4,433 1,470 2,596 712 25 9,236 1997 

Non-Rollover 25,626 2,671 8,053 2,921 180 39,451 

Rollover 4,377 1,641 2,640 781 15 9,454 1998 

Non-Rollover 24,663 2,920 8,180 3,104 82 38,949 

Rollover 4,411 1,882 2,837 719 16 9,865 1999 

Non-Rollover 23,616 3,098 8,212 3,134 61 38,121 

Rollover 4,198 1,998 2,618 729 23 9,566 2000 

Non-Rollover 23,298 3,510 8,165 3,144 108 38,225 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 47

Table: A-2 

Passenger Vehicle Occupants Killed in Fatal Crashes 

Percent not using Restraints 

By Year, Crash Type, and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans Other 

Total 

Rollover 76 80 87 76 30 79 1991 

Non-Rollover 58 65 76 62 87 61 

Rollover 74 77 86 77 83 78 1992 

Non-Rollover 56 67 76 54 78 59 

Rollover 72 75 85 73 83 76 1993 

Non-Rollover 53 58 73 54 69 56 

Rollover 70 76 82 77 76 75 1994 

Non-Rollover 51 60 72 52 75 54 

Rollover 70 74 85 76 67 75 1995 

Non-Rollover 51 58 70 50 88 54 

Rollover 68 75 81 71 88 73 1996 

Non-Rollover 49 60 68 50 72 52 

Rollover 69 73 81 74 88 73 1997 

Non-Rollover 48 54 67 52 76 51 

Rollover 67 73 81 72 69 72 1998 

Non-Rollover 46 52 67 51 50 50 

Rollover 68 75 81 74 83 73 1999 

Non-Rollover 46 52 67 50 92 50 

Rollover 68 69 79 72 89 72 2000 

Non-Rollover 45 51 63 48 74 48 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 48

Table: A-3 

Occupant Fatalities In Rollover Crashes 

By Year, Person Role and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans Other 

Total 

Driver 3,578 540 1,856 234 27 6,235 1991 

Passenger 1,750 342 687 238 6 3,023 

Driver 3,220 503 1,769 239 22 5,753 1992 

Passenger 1,518 331 691 325 18 2,883 

Driver 3,094 573 1,745 235 25 5,672 1993 

Passenger 1,554 361 658 306 10 2,889 

Driver 3,275 642 1,726 277 20 5,940 1994 

Passenger 1,595 421 683 333 9 3,041 

Driver 3,426 701 1,858 302 19 6,306 1995 

Passenger 1,650 509 713 348 11 3,231 

Driver 3,344 85 1,853 333 9 6,397 1996 

Passenger 1,653 526 692 348 8 3,227 

Driver 3,208 923 1,834 353 19 6,337 1997 

Passenger 1,557 566 645 415 7 3,190 

Driver 3,221 1,005 1,914 404 10 6,554 1998 

Passenger 1,451 700 646 419 3 3,219 

Driver 3,202 1,220 2,036 366 9 6,833 1999 

Passenger 1,516 682 688 418 3 3,307 

Driver 3,065 1,240 1,874 354 14 6,547 2000 

Passenger 1,437 809 663 413 4 3,326 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 49

Table: A-4 

Occupant Fatalities In Rollover Crashes 

Percent Not Using Restraints 

By Year, Person Role and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans Other 

Total 

Driver 76 78 87 76 89 79 1991 

Passenger 77 82 88 75 100 80 

Driver 74 74 85 78 82 77 1992 

Passenger 75 81 87 76 83 79 

Driver 71 74 84 74 80 76 1993 

Passenger 73 76 88 73 90 77 

Driver 69 76 82 76 90 74 1994 

Passenger 73 77 83 77 44 76 

Driver 70 73 84 76 63 75 1995 

Passenger 69 75 87 75 73 75 

Driver 67 73 80 67 89 72 1996 

Passenger 70 77 83 74 88 74 

Driver 68 72 81 74 84 73 1997 

Passenger 71 76 81 74 100 74 

Driver 67 72 79 70 80 72 1998 

Passenger 68 74 85 74 33 74 

Driver 67 75 81 73 78 73 1999 

Passenger 71 76 82 76 100 75 

Driver 67 69 79 71 86 71 2000 

Passenger 76 70 80 73 100 73 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 50

Table: A-5 

Drivers of Vehicles In Fatal Crashes 

Percent with BAC 0.01 or Greater 

By Year, Crash Type, and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans Other 

Total 

Rollover 57 52 63 32 50 57 1991 

Non-Rollover 26 26 31 19 22 26 

Rollover 55 46 60 30 49 54 1992 

Non-Rollover 25 23 28 16 18 25 

Rollover 53 44 58 30 41 52 1993 

Non-Rollover 23 21 28 16 20 23 

Rollover 51 41 55 29 56 50 1994 

Non-Rollover 21 21 26 13 12 22 

Rollover 52 39 56 27 38 50 1995 

Non-Rollover 21 20 25 14 11 21 

Rollover 50 42 55 27 29 49 1996 

Non-Rollover 21 21 24 14 15 21 

Rollover 48 37 52 25 32 46 1997 

Non-Rollover 20 18 23 13 13 20 

Rollover 47 40 53 27 47 46 1998 

Non-Rollover 20 17 22 13 9 20 

Rollover 47 36 51 27 40 45 1999 

Non-Rollover 19 18 22 14 19 19 

Rollover 49 37 51 27 48 46 2000 

Non-Rollover 21 20 23 15 13 21 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 51

Table: A-6 

Drivers of Vehicles In Fatal Crashes 

Percent with BAC 0.10 or Greater 

By Year, Crash Type, and Vehicle Body Type 

Light Trucks 

Year Crash Type Passenger 

Cars SUVs Pickup 

Trucks Vans Other 

Total 

Rollover 47 41 54 28 42 47 1991 

Non-Rollover 19 16 24 14 18 19 

Rollover 44 34 50 24 34 43 1992 

Non-Rollover 18 16 22 12 14 18 

Rollover 43 34 50 24 34 43 1993 

Non-Rollover 17 15 22 11 15 17 

Rollover 42 31 48 24 50 41 1994 

Non-Rollover 16 15 20 10 7 16 

Rollover 42 31 48 21 34 41 1995 

Non-Rollover 15 14 19 10 8 15 

Rollover 40 33 48 23 14 40 1996 

Non-Rollover 15 15 18 10 9 15 

Rollover 39 29 43 20 20 37 1997 

Non-Rollover 15 12 18 10 10 15 

Rollover 39 29 45 22 40 37 1998 

Non-Rollover 14 11 17 10 6 14 

Rollover 38 27 44 21 33 37 1999 

Non-Rollover 14 12 16 10 14 14 

Rollover 39 27 43 24 39 37 2000 

Non-Rollover 15 13 17 11 11 15 

Source: NCSA, NHTSA, FARS 1991-2000 
 National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 52

7. REFERENCES 

1. Robert McGuigan, “The Severity of Rollover Crashes on the National Crash 

Severity Study”, U.S. Department of Transportation, National Highway Traffic 

Safety Administration, National Center for Statistics and Analysis, July 1980. 

Included in NHTSA Technical Report DOT-HS-805 883, “Accident Data 

Analysis of Vehicle Crashworthiness – Ten Papers”, April 1981 

In his investigation of the severity of rollover crashes using data from the NCSS, 

Mr. McGuigan differentiated between rollovers with and without prior impact. 

Rollovers with no prior impact were divided into three severity levels, based on 

number of turns and degree of roof crush. While rollovers without prior impact 

have low delta-v compared with other types of crashes, they have a higher 

probability of producing severe injuries, primarily because of ejection. In prior 

impact rollovers, McGuigan found that the odds of sustaining severe injuries were 

2.3 times as great as in a non-rollover crash with the same delta-v. 

2. Daniel Najjar, “The Truth About Rollovers”, U.S. Department of Transportation, 

National Highway Traffic Safety Administration, National Center for Statistics 

and Analysis, January 1981. Najjar found that while rollover occupants were 

seriously injured more than twice as often as non-rollover occupants, there was no 

significant difference in injury rates between pure rollovers and rollovers 

following impact. 

3. “A Method for Estimating Posterior BAC Distributions for Persons Involved in 

Fatal Traffic Accidents”, U.S. Department of Transportation, National Highway 

Traffic Safety Administration, National Center for Statistics and Analysis, 

NHTSA Technical Report DOT-HS-807-094. 

4. “Resident Population of the United States by Age and Sex: April 1, 1990 to July 

1, 2000”, United States Census Bureau, Population Division, Population 

Estimates Program. 
DOT HS 809 438

April 2002