# Motorcycle Fatalities Across American States Table of Contents*[*Show*]* 1. The Deadliest U.S. States for Motorcyclists 2. When Motorcycle Crashes Turn Deadly 3. Why Motorcycle Crashes Turn Deadly 4. The Age Groups Facing the Highest Fatality Threat 5. A Decade on Two Wheels - The disproportionate number of motorcycle crashes on U.S. roads is due to numerous factors, including rider behavior (speeding and alcohol impairment) and state regulations (such as helmet laws). - A comparative lack of rider licenses and the behavior of car and truck drivers were also key crash issues. - Despite generally consistent countrywide dangers, states such as Wyoming, South Dakota, and Montana feature disproportionate motorcyclist fatality levels. Motorcycles represent a small share of the vehicles on American roads, yet make up a disproportionate share of motorists who never make it home. With no seatbelt, no airbags, and no protective frame to buffer the rider from the road, small mistakes can be deadly. Yet the level of risk U.S. motorcyclists face also depends on where they ride. This campaign, from [Fort Lauderdale’s](https://www.floridainjuryadvocate.com/fort-lauderdale/motorcycle-accident-lawyer/) Blakeley Car Accident & Personal Injury Lawyers, ranks U.S. states by motorcyclist risk. We look at deaths per capita, helmet use and regulations, and the role of rider impairment and speeding. We also consider which riders are most at risk, the times of day that feature the highest levels of danger, and other relevant factors. First, let’s look at the states in which riding a motorcycle is most deadly. ## The Deadliest U.S. States for Motorcyclists Although motorcycles account for a comparatively small share of vehicles on U.S. roads, in 2024 they were involved in 6,228 traffic deaths, 15.9% of that year’s 39,254 motor vehicle fatalities. That’s 1.83 motorcyclist deaths per 100,000 residents, a rate that’s remained consistent, despite an overall drop in yearly traffic deaths. (Note: figures draw on different NHTSA bases: motorcyclist deaths, motorcycles involved in fatal crashes, and riders involved; this means totals may vary slightly by metric.) 2024’s total fatality figure fell just 2.2% from the 2023 record (6,366) and remains 23.8% above 2015’s total (5,029), emphasizing the marginal progress made on improvements to motorcycle safety. Compared with passenger cars, motorcyclists face 67.25 deaths per 100,000 registered vehicles; for car drivers, the rate is 10.81, meaning motorcyclists are 6.2 times more likely to die per registered vehicle. Per 100 million miles traveled, the gap widens to 28.00 versus 1.05 deaths, nearly 27 times higher. National averages hide substantial geographic differences. Wyoming featured the highest per-capita motorcyclist death rate (4.08 per 100,000 residents), 2.2 times the national rate, followed by South Dakota (3.57), Montana (3.34), Arizona (2.89), and South Carolina (2.81). The Mountain West stands out in the top ten motorcycle danger ranking; this region accounts for five of the ten deadliest states (Idaho and New Mexico are also just outside the top ten). High-speed rural highways, extended riding seasons, and comparatively long emergency response times in low-population regions may increase the likelihood of a fatal crash. Rhode Island recorded the lowest rate (0.72 deaths per 100,000 residents); Wyoming recorded a motorcyclist fatality rate 5.7 times that of Rhode Island when measured per 100,000 residents. Massachusetts (0.98), New York (1.05), Vermont (1.08), Illinois (1.17), and New Jersey (1.18) also ranked among the safest states. The lower rates posted by these states suggest shorter riding seasons and lower average road speeds in densely populated Northeastern states. Raw death counts provide a very different emphasis. Florida recorded the most motorcyclist deaths (642), followed by Texas (583) and California (522). Combined, these three states accounted for 1,747 deaths, 28.1% of the national total. Yet from a per-capita vantage, their rankings differ significantly: Florida ranks seventh (2.75 deaths per 100,000 residents), Texas 30th (1.86), and California 43rd (1.32). Florida’s rate was 2.1 times California’s, despite the fact that California has nearly 16 million more residents. Helmet laws underscore another key divide. Only 17 states and the District of Columbia oblige all riders to wear a helmet. Thirty states mandate their use for specific groups (usually those under 18), while Illinois, Iowa and New Hampshire feature no helmet requirements. States that feature universal helmet laws averaged 1.51 motorcyclist deaths per 100,000 residents, compared with 2.16 in states that feature partial laws: that’s a difference of 43%. Eight of the ten deadliest states featured partial helmet laws; six of the ten safest states obliged all riders to wear a helmet. The use of a helmet among riders who fatally crashed also varied. In states where a helmet was mandatory for all riders, just 11.0% of motorcyclists killed were not wearing one: that’s compared with 46.9% of riders who fatally crashed in partial-law states and 59.2% who fatally crashed in states with no helmet laws. That means that riders killed in states with no universal helmet requirements were more than four times as likely to be unhelmeted. In 2024, 2,045 motorcyclists killed in the U.S. were not wearing a helmet, representing 34% of victims whose helmet use was known. Florida recorded the highest number of unhelmeted deaths (263), which accounted for 41% of its motorcyclist fatalities. The highest unhelmeted proportions featured in the Upper Midwest and Plains: Iowa (73%), North Dakota (71%), South Dakota (68%), Wisconsin (67%), and Indiana (65%). By contrast, unhelmeted victims accounted for just 5% of fatal-crash victims in Washington, 6% in Massachusetts and Virginia, and 7% in Nevada. Helmet laws alone can’t explain a state’s risk. Nevada and Tennessee both oblige all riders to wear a helmet, yet rank eighth and ninth for per-capita fatalities. Riding conditions, speed, impairment levels, and road design are also key contributory factors. ## When Motorcycle Crashes Turn Deadly U.S. motorcycle fatalities closely follow the calendar, rising and falling with the riding season. In 2024, 6,215 motorcycles were involved in fatal crashes, with August recording the highest monthly total (744), 12.0% of the annual figure, and June (741) and September (703) just behind. June to the end of August accounted for 2,173 motorcycles in fatal crashes, 35.0% of the yearly total. May to September saw 3,553 (57.2%), while April through October accounted for 4,724 (76.0%), which means three-quarters of all fatal motorcycle crashes occurred within seven months. January recorded the lowest total (174, 2.8%), while December through February combined accounted for just 684 (11.0%). While August averaged 24 motorcycles in fatal crashes per day, January saw just 5.6: a 4.3-fold difference. September (703) and October (634) both exceeded April fatalities (537), suggesting substantial riding periods during the summer/autumn transition as daylight hours shortened. Fatal crash rates also often depend on the day of the week. Saturday was the deadliest day, with 1,258 motorcycles involved in fatal crashes (20.2%), followed by Sunday (1,116; 18.0%) and Friday (947; 15.2%). Monday recorded the lowest total (698; 11.2%), meaning Saturday’s figure was 80% higher. Although Saturday and Sunday represent just 28.6% of the week, they accounted for 2,374 motorcycles in fatal crashes, or 38.2%. If we include Friday, that raises the total to 3,321 (53.4%), meaning more than half of all fatal crashes occurred between Friday and Sunday. Saturdays and Sundays averaged 1,187 crashes a day, 64% above the Monday-to-Thursday average (724). By combining season and weekday peaks, we can pinpoint the highest overall risk periods. Saturdays in August were the deadliest combination, with 180 motorcycles involved in fatal crashes during the month’s five Saturdays, followed by Saturdays in June (175) and May (146). Sundays in June and September both recorded 143. The least deadly combinations were January’s Thursdays (12) and Sundays (13). The time of day is another key variable. Of the 6,228 motorcyclists killed in 2024, 1,392 (22.4%) died between 6 p.m. and 9 p.m., the deadliest three-hour period. The 3 p.m. to 6 p.m. window followed (1,322 deaths, 21.2%). These six combined hours accounted for 2,714 fatalities (43.6%). From noon to 9 p.m., 3,615 motorcyclists died (58.0%), with 739 fatalities between midnight and 6 a.m. (11.9%), despite lower traffic volumes. Weekends represent the main danger window. During the period the NHTSA defines as the weekend (6 p.m. Friday to 6 a.m. Monday), 2,868 motorcyclists (46.1%) died within just 2.5 days, compared with 3,347 (53.7%) during the remaining 4.5-day workweek. Additionally, the number of daily fatalities was approximately 54% higher during weekends. The deadliest hours varied, depending on the day in question. During weekdays, fatalities peaked between 3 p.m. and 6 p.m., with 843 deaths (25.2% of weekday fatalities) coinciding with the evening commute. During weekends, the peak shifted to 6 p.m. to 9 p.m., accounting for 700 deaths (24.4%). Late-night weekend riding involved added risk: between midnight and 3 a.m., 299 motorcyclists died, compared with 179 during weekdays, a 67% increase despite fewer weekend nights. Ultimately, the data provides a clear danger period for motorcyclists: Saturday evening during the summer. ## Why Motorcycle Crashes Turn Deadly Where and when motorcyclists ride can influence their level of risk, yet the choices made by riders and surrounding drivers are usually the main factors. In 2024 in the U.S., 6,357 motorcycle riders were involved in fatal crashes, largely due to four key contributory issues: speeding, alcohol impairment, unlicensed riders, and drivers turning left across a motorcyclist’s path. The most common rider contributory behavior regarding fatal crashes is speeding. In 2024, 2,322 riders (36.5%) involved in fatal crashes were speeding, compared with 22% of passenger car drivers, 15% of light truck drivers, and 8% of large truck drivers. That means motorcyclists were 1.7 times more likely to be speeding than passenger car drivers. Without a protective frame, high speeds on a motorcycle increase the likelihood of fatal injuries. Fixed-object collisions accounted for 24% of motorcycles involved in fatal crashes, compared with 16% of passenger cars, 12% of light trucks, and 5% of large trucks. Drunk driving contributes to around one in four motorcyclist deaths. In 2024, 1,529 of the 5,950 riders killed (25.7%) had a blood alcohol concentration of at least 0.08%. Impairment was especially common in single-vehicle crashes: 40% of riders killed in these crashes were alcohol-impaired, compared with 18% involved in crashes with another vehicle. Overall, impaired solo riders were 2.2 times more likely to be involved in a fatal crash. Single-vehicle crashes accounted for 2,125 deaths (35.7% of all rider fatalities). Impaired riders were also less likely to wear a helmet. 59% of alcohol-impaired riders killed had been wearing a helmet, compared with 70% of those who hadn’t been drinking. Lack of a license is also a key factor. In 2024, 2,229 of the 6,357 riders involved in fatal crashes (35.1%) didn’t have a valid motorcycle license. Of these, 453 (7.1%) had no license, while for 1,776 (27.9%) their license lacked a valid motorcycle endorsement or qualification (figures were unavailable in 1.9% of cases). Only 4,011 riders (63.1%) were properly licensed: to compare, 14% of passenger car and light truck drivers involved in fatal crashes lacked a valid license, meaning motorcyclists were 2.5 times more likely to be improperly licensed. Riders who were involved in a fatal crash also had relatively poor driving histories. 15.4% had been subject to a license suspension or revocation during the previous five years (compared with 11.8% of passenger car drivers). To earn a motorcycle license requires knowledge and skills tests or an approved training course. These fatal crash figures suggest a significant proportion of riders involved in fatal crashes may not have sufficiently learned to ride safely. Left-turn collisions represent another major danger to motorcyclists. In 2024, 3,396 fatal crashes involved two vehicles (a motorcycle and another vehicle). In 1,532 of these cases (45.1%), the other vehicle was turning left as the motorcycle continued straight, passed, or overtook. These crashes were far more common than collisions in which both vehicles were traveling in a straight line (689; 20.3%). This type of crash often occurs when drivers misjudge an approaching motorcycle’s speed or don’t see the motorcycle before turning across its path. Collision data reinforces this trend, with 78% of motorcycles in fatal two-vehicle crashes struck at the front, compared with just 6% struck from behind. This suggests that many fatal impacts occur head-on or at an angle. Overall, 3,825 riders (64.3% of all motorcyclists killed) died in crashes that involved another vehicle. Clearly, motorcycle safety doesn’t just depend on rider speed, impairment levels, and motorcycle training: it also depends on drivers recognizing motorcycles and yielding safely when they turn. ## The Age Groups Facing the Highest Fatality Threat American motorcycle fatalities disproportionately affect men. In 2024, 5,748 of the 6,221 motorcyclists killed (92.3%) were male, compared with 473 women (7.6%): that’s around 12 men for every woman (the sex was unknown in 7 cases). The gap is even wider than for other vehicle types, where men accounted for 67.5% of deaths. That said, women represented a larger share of injured riders, accounting for 9,877 of an estimated 86,887 injuries (11.4%), compared with 77,008 men (88.6%). Age is also a significant factor when we measure motorcycle risk. In 2024, the average age of a rider who was killed was 40. Motorcyclists under 30 accounted for 2,050 deaths (32.9%), while those aged 50 or older accounted for 1,941 (31.2%). Motorcyclists aged between 25 and 29 represented the largest individual age group, with 706 deaths (11.3%). Other high fatality groups included those aged between 21 and 24 (705 deaths) and 30 and 34 (698), each representing around 11% of the fatalities, while those aged 65 or older accounted for 637 deaths (10.2%), the most of any age group over 40. Young rider deaths are subject to a sharp rise. Although overall motorcycle fatalities fell 2.2% between 2023 and 2024, deaths among riders aged under 25 increased 18.4%, from 1,135 to 1,344. The number of fatalities rose 19.9% for riders aged between 15 and 20 (508 to 609) and 15.0% among those aged between 21 and 24 (613 to 705). Deaths among children aged under 15 more than doubled (from 14 to 30). By contrast, deaths of riders aged 25 or older fell 6.6%; the largest improvement could be seen among those aged between 40 and 64, down 11.8% from 2,561 to 2,259. Fatalities declined 15.1% among riders aged between 60 and 64 and 14.1% for those aged between 45 and 49. Riders aged 65 and older were the only group outside the under-25 category subject to a notable increase (1.8%). Risky rider behavior also varies with age. Speeding is especially prevalent among younger riders, with 56% of riders aged between 15 and 20 involved in fatal crashes while speeding, compared with 52% aged between 21 and 24 and 48% aged between 25 and 29. The proportion steadily declines with age: 24% among riders aged between 50 and 54 and 14% among riders aged 65 or older. These figures mean that the youngest riders were four times as likely to be speeding as the oldest. Alcohol impairment levels peak later in life: among riders killed, the highest rate was 35% for those aged between 30 and 34, closely followed by 34% for those aged between 35 and 39. Riders with invalid motorcycle licenses were most common among early and middle adulthood. 42.2% of riders aged between 25 and 34 involved in fatal crashes lacked a valid license, as did 41.5% of those aged between 35 and 44 and 40.6% of those aged between 15 and 20. Licensing issues were particularly prevalent among the youngest riders, with 21 of the 22 riders under 15 involved in fatal crashes possessing no license at all. Older riders were more likely to be properly licensed: invalid licensing affected just 14.7% of those aged between 65 and 74 and 9.9% of riders aged 75 or older. Overall, the data provides three distinct risk profiles: young riders prone to speeding, middle-aged riders more likely to be alcohol-impaired and lacking a valid license, and higher older rider fatality figures, despite strong licensing rates. With fatalities among under-25 riders rising while overall deaths decline, young motorcyclists represent an increasingly troubling road-safety challenge. ## A Decade on Two Wheels Motorcycle deaths in America have steadily risen over the past decade, from 5,029 in 2015 to 6,228 in 2024, a 23.8% rise. While fatalities remained relatively stable through 2019, they rose 11.4% in 2020 to 5,620, despite 8.8% fewer motorcycle miles traveled during the pandemic. Motorcycle deaths rose another 9.3% in 2021, reaching 6,251 in 2022 and peaking at 6,366 in 2023. Even with a 2.2% decline in 2024, fatalities were still well above pre-pandemic levels. Over the decade, 56,283 motorcyclists died on American roads, more than 15 a day. Fatalities increased 19.2% between the two halves of the decade, from 25,674 between 2015 and 2019 to 30,609 between 2020 and 2024. The increase isn’t just down to rising motorcycle ownership. Registered motorcycles grew just 7.7%, from 8.6 million in 2015 to 9.3 million in 2024, while deaths rose over three times as quickly. Fatalities per 100,000 registered motorcycles increased 15.0%, from 58.47 to 67.25. Deaths per 100 million miles traveled also rose, from 25.65 in 2015 to 28.00 by 2024, peaking at 31.54 in 2023. The three highest per-mile death rates of the decade occurred in 2020, 2021, and 2023. The story is similar when we measure injuries. An estimated 86,887 motorcyclists were injured in 2024, up 5.2% from 82,567 in 2023, and around 237 a day. Men accounted for 77,008 injuries (88.6%), compared with 9,877 women (11.4%). Since 2016, more than 776,000 motorcyclists have been injured, over 86,000 a year. Per 100,000 registered vehicles, motorcyclist injuries were only slightly higher than passenger car occupant injuries (938 versus 888). However, per 100 million miles traveled, the rate was 391 for motorcyclists and 86 for passenger car occupants, meaning riders were 4.5 times more likely to be injured per mile. Despite rising fatalities, injury rates have dropped. Between 2016 and 2024, they fell 16.8% (from 104,442 to 86,887), while deaths increased 16.7% (from 5,337 to 6,228). Consequently, the ratio of injuries to deaths fell from 19.6 to 14.0, suggesting motorcycle crashes are increasingly likely to be fatal. ### Key Motorcycle Trauma Study Surviving a motorcycle crash often means suffering severe injuries. A 2023 study published in Injury, which analyzed 315,258 motorcycle drivers treated at U.S. trauma centers, found that legs were the most injured body part (59.5%), followed by arms and hands (57.0%), the chest (41.7%), the head (38.6%), the face (29.9%), the spine (21.8%) and the abdomen (21.4%). Severe injuries were common. 30.4% of crash victims suffered severe chest injuries, 19.9% experienced severe leg injuries, and 18.5% bore severe head injuries. Nearly a third (30.6%) had major trauma scores, 32.8% required intensive care, and 15.4% needed mechanical ventilation. Helmets substantially reduce head injuries and mortality rates. Unhelmeted riders were more likely to suffer head injuries (54.4% versus 30.4%) and severe head injuries (28.5% versus 13.3%). They were 3.3 times more likely to fracture their skull (17.9% versus 5.5%) and over twice as likely to suffer brain bleeds (21.3% versus 9.7%). Their mortality rate was also higher: 6.2% compared with 3.9% for helmeted riders. Overall, the past decade has seen a serious decline in American motorcycle safety. Fatalities have risen, while crashes are increasingly likely to end with a fatality. Risk is highest in states with partial helmet laws and rural roads, during summer weekend evenings, and among riders who speed, ride while impaired, or lack valid licenses. And even responsible riders face dangers from drivers who turn left across their path. Improving motorcycle safety requires shared responsibility. Riders must slow down, avoid drinking while in charge of their vehicle, and wear protective gear at all times, while drivers must remain alert and check carefully before they make a turn. You can take legal action to secure maximum compensation for your losses after a crash. A [motorcycle accident lawyer](https://www.floridainjuryadvocate.com/fort-lauderdale/motorcycle-accident-lawyer/) from our team at Blakeley Car Accident & Personal Injury Lawyers will put you first after an accident. They’ll help you get the money you need to cover your medical expenses, lost pay, pain, suffering, and other losses. We have a reputation for successfully handling claims like yours, bringing our clients over $250 million in compensation. You can rely on us to help you with your insurance claims or a lawsuit against the liable party. Contact us now to learn more. ### Data sources [https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813824](https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813824) [https://www-fars.nhtsa.dot.gov/People/PeopleAllVictims.aspx](https://www-fars.nhtsa.dot.gov/People/PeopleAllVictims.aspx) [https://trid.trb.org/View/2348158](https://trid.trb.org/View/2348158) [https://www.iihs.org/research-areas/fatality-statistics/detail/motorcycles-and-atvs](https://www.iihs.org/research-areas/fatality-statistics/detail/motorcycles-and-atvs) [https://cdan.dot.gov/tsftables/tsfar.htm](https://cdan.dot.gov/tsftables/tsfar.htm) --- Source: https://www.floridainjuryadvocate.com/research/motorcycle-fatalities-by-the-numbers/