The report, America’s Rural Roads: Beautiful and Deadly, comes as traffic fatalities are soaring nationwide. Rural roads have been especially lethal in recent years. Between 2016 and 2020, the five most recent years of data, 85,002 people have died in crashes on rural roads. That’s more than the entire population of Scranton, Pa., or the seating capacity of Lambeau Field, home of the Green Bay Packers. In 2020, the risk of dying in a crash was 62% higher on a rural road compared to an urban road for the same trip length. While rural road deaths fell for several years before the pandemic, they increased in 2020, mirroring what happened across the country. Deaths on all types of rural roads – interstate, arterial and collector/local – increased further in 2021, according to preliminary National Highway Traffic Safety Administration (NHTSA) data.

The high rate of crashes on rural roads is caused by several factors, including lack of safety resources, simpler roadway infrastructure, poor emergency medical services and to a significant extent, risky driver behaviors. The biggest culprits are not wearing a seat belt, impaired driving, speeding and distraction.

“Roads are the backbone of rural America, connecting far-flung communities and families. While cities and urban areas have alternatives to driving, that’s not the case for people in rural areas,” said GHSA Executive Director Jonathan Adkins. “Unfortunately, the dangerous and deadly driving behaviors that have increased during the pandemic have taken an oversized toll on rural residents. Making rural roads safer is essential for achieving the national goal of zero fatalities.”

To prevent these crashes and save lives, states, tribes and their partners must understand the unique challenges associated with rural roads – long distances, limited resources, cultural differences and more. The report offers a comprehensive look at the rural road issue through an in-depth analysis of federal data; input from an expert panel representing government, academic and nonprofit organizations; findings of a survey of SHSOs; and peer-reviewed and other relevant literature. The report was produced by Toxcel, a Virginia-based research consulting firm.
 

Rural Road Safety Trends, 2016-2020

The analysis of Fatality Analysis Reporting System (FARS) data conducted for this report uncovered several details about fatalities in rural road crashes and what risky driving behaviors are key factors:

• Everyone is at risk on rural roads. However, men are involved much more than women (more than two to one), mirroring their overinvolvement in crashes of all types. During the five-year period, 59,793 men died in rural road crashes compared to 25,151 women.
   
• The youngest drivers are at particular risk on rural roads. Although fatalities on rural roads involving 14-15-year-old drivers had declined between 2016 and 2019, they spiked in 2020, with rural fatalities for these young teen drivers jumping by 57%, mirroring the national uptick in roadway deaths in the first year of the pandemic.
   
• The risk to young drivers does not dissipate when they turn 18 years old. Instead, they continue to crash and die on rural roads well into their twenties – and at exceptionally high rates, the highest of any age group. Fatality rates then decline with age until the mid-forties when they climb again. Adults ages 65 and older make up 19% of the rural population but accounted for 21% of rural road deaths. This will only increase with the graying of the rural population.
   
• A lack of seat belt use is a hallmark of fatalities on rural roads. More than half (58%) of U.S. motor vehicle occupants killed in rural road crashes during the five-year period were unrestrained. By comparison, in 2020, 51% of all road fatalities were unbelted.
   
• Speeding is a safety problem on all types of roads, but especially in rural areas, where it was a factor in 27% of deaths. Nearly half (46%) of fatalities in crashes that involved speeding occurred on rural roads. Additionally, states with high maximum speed limits tend to have higher per capita rates of fatalities on rural roads than states with lower maximum speed limits.
   
• Alcohol and drug use are also key factors, as 43% of alcohol-related motor vehicle fatalities occurred on a rural road. Drug-impaired drivers killed 2,644 people on rural roads in 2020, but that figure is likely an undercount, as nearly twice as many crash deaths (5,335) have no information about potential drug involvement.
   
•  Of all fatalities that involved distraction, 46% occurred on rural roads – far more than the population would predict. At least 7,699 people died on rural roads in crashes involving driver distraction over the five-year period, although data are limited because distraction can be difficult for law enforcement or crash scene investigators to ascertain.

The report and its findings will be discussed in detail at the GHSA 2022 Annual Meeting in Louisville, Ky. During a general session panel discussion on Tuesday afternoon, September 20, safety experts from NHTSA, the National Center for Rural Road Safety, Toxcel, the Wyoming Department of Transportation Highway Safety Office and the Family, Career and Community Leaders of America will discuss the barriers to rural road safety and how states can overcome them. More information about that session and the Annual Meeting can be found on the GHSA website.

About GHSA:

The Governors Highway Safety Association (GHSA) is a nonprofit association representing the highway safety offices of states, territories, the District of Columbia and Puerto Rico. GHSA provides leadership and representation for the states and territories to improve traffic safety, influence national policy, enhance program management and promote best practices. Its members are appointed by their Governors to administer federal and state highway safety funds and implement state highway safety plans. Visit ghsa.org for more information or find us on Facebook and Twitter.

These findings are among many detailed in A Right to the Road: Understanding & Addressing Bicyclist Safety, a new report by the Governors Highway Safety Association (GHSA). Funded by a grant from State Farm^®, the publication analyzes national data to understand fatal bicyclist-motor vehicle crash characteristics and offers 30 action steps to help State Highway Safety Offices (SHSOs) and local communities assess their current bicyclist safety programs and take action to improve bicyclist safety.

“We need to ensure that bicyclists and motorists can share roads safely,” said Chris Mullen, Director – Technology Research at State Farm. “Unfortunately, bicyclists are vulnerable and much more susceptible to serious injury or death when on the roads with vehicles. That’s why it is so critical that we examine the factors surrounding these crashes and leverage a variety of proven tools to improve bicyclist safety nationwide.”

A unifying theme in many of these crashes is that the motorist often fails to see the bicyclist, while the bicyclist expects the driver to give way and is unable to stop in time to avoid a crash. This illustrates the need for all people to pay attention to their surroundings whenever they take to the road.

Other important data presented in the report includes where and when fatal bicyclist-motor vehicle crashes are occurring (72% in non-intersection locations, and 53% between 6:00 p.m. and 6:00 a.m., respectively). Alcohol was a factor in 37% of the 2015 bicyclist fatalities for either the cyclist or the driver. The report acknowledges limitations on the currently available data and calls for states and localities to refine crash reports to improve the accuracy of the data collected.

Better crash data is just one of the 30 recommendations. Other key suggestions include: more training for law enforcement to understand state and local laws designed to protect bicyclists; partnering with bicycling and community organizations to amplify driver and cyclist safety messaging; and pairing infrastructure improvements with public education.

“State highway safety agencies are tasked with addressing road user behavior through public awareness, so they are uniquely positioned to educate people about the safety benefits of engineering improvements and build support for better roadway design,” said GHSA Executive Director Jonathan Adkins. “While engineering solutions are vital, states and communities cannot solely build their way out of the problem. These changes should be accompanied by education and enforcement to be most effective.”

The report also outlines federal safety efforts, possible funding sources, partner organizations, and a wide range of promising state and local programs and policies that communities can use to encourage safer behavior by all road users, whether traveling by bicycle, motor vehicle or on foot.

This comprehensive report was authored by traffic safety expert Pam Fischer, who has previously researched safety topics for GHSA including teen driving, drowsy driving and pedestrian safety. The data analysis was done by Richard Retting of Sam Schwartz Transportation Consultants. An expert panel of state and federal officials, researchers and bicycle safety advocates served as advisors for the report. Access it and additional resources here: http://www.ghsa.org/resources/bicyclist-safety2017.

Click on the interactive images below and then hover over the icons for more bike safety tips from State Farm.