Fatality Analysis Reporting System (FARS) was created in the United States by the National Highway Traffic Safety Administration (NHTSA) to provide an overall measure of highway safety, to help suggest solutions, and to help provide an objective basis to evaluate the effectiveness of motor vehicle safety standards and highway safety programs.

FARS contains data on a census of fatal traffic crashes within the 50 States, the District of Columbia, and Puerto Rico. To be included in FARS, a crash must involve a motor vehicle traveling on a trafficway customarily open to the public and result in the death of a person (occupant of a vehicle or a non-occupant) within 30 days of the crash. FARS has been operational since 1975 and has collected information on over 989,451 motor vehicle fatalities and collects information on over 100 different coded data elements that characterizes the crash, the vehicle, and the people involved.

FARS is vital to the mission of NHTSA to reduce the number of motor vehicle crashes and deaths on our nation's highways, and subsequently, reduce the associated economic loss to society resulting from those motor vehicle crashes and fatalities. FARS data is critical to understanding the characteristics of the environment, trafficway, vehicles, and persons involved in the crash.

NHTSA has a cooperative agreement with an agency in each state government to provide information in a standard format on fatal crashes in the state. Data is collected, coded and submitted into a micro-computer data system and transmitted to Washington, D.C. Quarterly files are produced for analytical purposes to study trends and evaluate the effectiveness highway safety programs.

Content

There are 40 separate data tables. You can find the manual, which is too large to reprint in this space, here.

Querying BigQuery tables

You can use the BigQuery Python client library to query tables in this dataset in Kernels. Note that methods available in Kernels are limited to querying data. Tables are at bigquery-public-data.nhtsa_traffic_fatalities.[TABLENAME]. Fork this kernel to get started.

Acknowledgements

This dataset was provided by the National Highway Traffic Safety Administration.

This dataset supports measure M.D.2 of SD 2023. The original source of the data is the Texas Department of Transportation supplemented by analysis from the Austin Transportation Department. Each row represents the number of crashes resulting in fatalities or injuries due to the top contributing factors for a year. This dataset can be used to understand the trends in the number and percentages of crashes resulting in serious injuries or fatalities caused by the top contributing factors.

View more details and insights related to this measure on the story page : https://data.austintexas.gov/stories/s/9ssh-bavk

In 2021, more than 44,000 male drivers were involved in fatal crashes in U.S. road traffic, which accounted for 72.3 percent of the total, while female drivers were involved in about 15,100 fatal crashes. The number of drivers who were involved in fatal crashes has shown an increase of about 16.2 percent from 2016.

Analysis of ‘Parking Statistics in North America’ provided by Analyst-2 (analyst-2.ai), based on source dataset retrieved from https://www.kaggle.com/terenceshin/searching-for-parking-statistics-in-north-america on 28 January 2022.

--- Dataset description provided by original source is as follows ---

ABOUT

This dataset identifies areas within a city where drivers are experiencing difficulty searching for parking. Cities can use this data to identify problem areas, adjust signage, and more. Only cities with a population of more than 100,000 are included.

Data

Some variables to highlight:

• AvgTimeToPark: The average time taken to search for parking (in minutes)
• AvgTimeToParkRatio: The ratio between the average time taken to search for parking and of those not searching for parking in the current geohash
• TotalSearching: The number of drivers searching for parking
• PercentSearching: The percentage of drivers that were searching for parking
• AvgUniqueGeohashes: The average number of unique geohashes at the 7 character level (including neighbouring and parking geohashes) that were driven in among vehicles that searched for parking
• AvgTotalGeohashes: The average number of all geohashes at the 7 character level (including neighbouring and parking geohashes) that were driven in among vehicles that searched for parking
• CirclingDistribution: JSON object representing the neighbouring geohashes at the 7 character level whereby vehicles searching for parking tend to spend their time. Each geohash will have the average percentage of time spent in that geohash prior to parking.
• HourlyDistribution: JSON object representing the average prevalence of searching for parking by hour of day (% distribution based on number of vehicles experiencing parking problems)
• SearchingByHour: JSON object representing the average percentage of vehicles searching for parking within the hour
• PercentCar: Percentage of vehicles with parking issues that were cars
• PercentMPV: Percentage of vehicles with parking issues that were multi purpose vehicles
• PercentLDT: Percentage of vehicles with parking issues that were light duty trucks
• PercentMDT: Percentage of vehicles with parking issues that were medium duty trucks
• PercentHDT: Percentage of vehicles with parking issues that were heavy duty trucks
• PercentOther: Percentage of vehicles with parking issues that were unknown classification

Content

This dataset is aggregated over the previous 6 months and is updated monthly. This data is publicly available from Geotab (geotab.com).

Inspiration

As some inspiration, here are some questions:

• Which cities are the hardest to find parking?
• By joining population data externally, can you determine a relationship between a region's population and the time that it takes to find parking?
• Similarly, by finding external data, is there a correlation between GDP and parking times? What about average household income?

--- Original source retains full ownership of the source dataset ---

Road accidents have been a major cause for concern across the Indian subcontinent. In 2022 alone, the country reported nearly 169 thousand fatalities due to road accidents. Each year, about three to five percent of the country’s GDP was invested in road accidents. Notably, while India has about one percent of the world’s vehicle population, it also accounted for about six percent of the global road traffic incidents. Almost 70 percent of the accidents involved young Indians.

Cases and causes

Two-wheelers had the maximum involvement in fatal road accidents across the country in 2018. A major portion of the accidents that year occurred at T-junctions. Over speeding has been a cause for concern throughout the country regardless of day or night-time. Moreover, fast and risky maneuvers and illegal street races on roads and highways not designed for the purpose created significant trouble for the police. Over 65 percent of the accidents occurred on straight roads. Additionally, state highways had a share of about 25 percent of the total road accidents in 2018.

Future scenario

Roughly around 17 accident-related deaths occur across India every hour. Fewer cops and empty roads at night, and sometimes even during the day seem to enable motorists to do away with the traffic rules. However, efforts were made to reduce these discrepancies. The police had equipped themselves with night vision speed guns to identify the culprits. Over speeding fine was increased in the amendment of the Motor Vehicles Act as well. The road network has played a crucial role in India’s economic development and the government is likely to continue to invest resources in making road safety a vital component of everyday commute.

In 2022, the number of deaths due to road accidents in India among victims between 25 to 35 years amounted to nearly 42.6 thousand, the most compared to other age groups. That year, there were over 169 thousand accidental fatalities across the south Asian country. Over-speeding was the leading contributor of accidents. Combined, state and national highways recorded around 258 thousand road accidents in 2022. This number had dropped significantly in 2016, before increasing again in recent years.

Accident demographics

The Indian subcontinent ranked first in terms of road accident deaths according to the World Road Statistics which comprised of 199 countries. A majority of victims were two-wheeler commuters. Additionally, pedestrians made up a high share of victims as well, reflecting the lack of infrastructure, be it improper footpaths and the lack of foot-over bridges or negligence of traffic rules. About 70 percent of the road accidents in India accounted for about six percent of the global road traffic accidents.

Accident prevention

Poor enforcement of fines, in addition to mild punishments and corruption encourages drivers, especially among young Indians, to engage in rash driving. Accident awareness programs were initiated by the government among the motorists, along with the National Road Safety Policy to encourage safe transport, strict enforcement of safety laws and fines and establishment of road safety database.

The first Social Drivers of Health (SDoH) dataset contains percentages of preventable hospitalizations (i.e., discharges) by Race/Ethnicity, preferred language spoken, expected payer, percent of employment, percent of home ownership, percent of park access and percent of access to basic kitchen facilities by the stated year. Preventable hospitalizations rates were created by dividing the number of patients who are 18 years and older and were admitted to a hospital for at least one of the preventable hospitalization diagnoses (see list below) by the total number of hospitalizations. List of preventable hospitalization diagnoses: diabetes with short-term complications, diabetes with long-term complications, uncontrolled diabetes without complications, diabetes with lower-extremity amputation, chronic obstructive pulmonary disease, asthma, hypertension, heart failure, angina without a cardiac procedure, dehydration, bacterial pneumonia, or urinary tract infection were counted as a preventable hospitalization. These conditions correspond with the conditions used in the Agency for Healthcare Research and Quality’s (AHRQ), Prevention Quality Indicator - Overall Composite Measure (PQI #90). The SDoH "overtime" dataset contains percentages of preventable hospitalizations (i.e., discharges) by Race/Ethnicity, preferred language spoken and expected payer overtime in the stated year range.

This collection focuses on how changes in the legal drinking age affect the number of fatal motor vehicle accidents and crime rates. The principal investigators identified three areas of study. First, they looked at blood alcohol content of drivers involved in fatal accidents in relation to changes in the drinking age. Second, they looked at how arrest rates correlated with changes in the drinking age. Finally, they looked at the relationship between blood alcohol content and arrest rates. In this context, the investigators used the percentage of drivers killed in fatal automobile accidents who had positive blood alcohol content as an indicator of drinking in the population. Arrests were used as a measure of crime, and arrest rates per capita were used to create comparability across states and over time. Arrests for certain crimes as a proportion of all arrests were used for other analyses to compensate for trends that affect the probability of arrests in general. This collection contains three parts. Variables in the Federal Bureau of Investigation Crime Data file (Part 1) include the state and year to which the data apply, the type of crime, and the sex and age category of those arrested for crimes. A single arrest is the unit of analysis for this file. Information in the Population Data file (Part 2) includes population counts for the number of individuals within each of seven age categories, as well as the number in the total population. There is also a figure for the number of individuals covered by the reporting police agencies from which data were gathered. The individual is the unit of analysis. The Fatal Accident Data file (Part 3) includes six variables: the FIPS code for the state, year of accident, and the sex, age group, and blood alcohol content of the individual killed. The final variable in each record is a count of the number of drivers killed in fatal motor vehicle accidents for that state and year who fit into the given sex, age, and blood alcohol content grouping. A driver killed in a fatal accident is the unit of analysis.

The first Social Drivers of Health (SDoH) dataset contains percentages of preventable hospitalizations (i.e., discharges) by Race/Ethnicity, preferred language spoken, expected payer, percent of employment, percent of home ownership, percent of park access and percent of access to basic kitchen facilities by the stated year. Preventable hospitalizations rates were created by dividing the number of patients who are 18 years and older and were admitted to a hospital for at least one of the preventable hospitalization diagnoses (see list below) by the total number of hospitalizations. List of preventable hospitalization diagnoses: diabetes with short-term complications, diabetes with long-term complications, uncontrolled diabetes without complications, diabetes with lower-extremity amputation, chronic obstructive pulmonary disease, asthma, hypertension, heart failure, angina without a cardiac procedure, dehydration, bacterial pneumonia, or urinary tract infection were counted as a preventable hospitalization. These conditions correspond with the conditions used in the Agency for Healthcare Research and Quality’s (AHRQ), Prevention Quality Indicator - Overall Composite Measure (PQI #90). The SDoH "overtime" dataset contains percentages of preventable hospitalizations (i.e., discharges) by Race/Ethnicity, preferred language spoken and expected payer overtime in the stated year range.

Source: Behavioral Risk Factor Surveillance System (BRFSS), 2012 & 2014.

This table contains key data on the number of people with a Dutch driving licence, on 1 January of each year, broken down by the type of driving licence and by age and province of the licence holder. The figures are based on the driving licence register of the Dutch Road Authority (RDW).

Data available from: 1-1-2014

Status of the figures: final

Changes as of 18 March 2025: Data over 2025 have been added

When will new figures be published? New figures will be published yearly, in the first quarter.

This dataset tracks the updates made on the dataset "Percentage of Drivers and Front Seat Passengers Wearing Seat Belts, 2012 & 2014, All States" as a repository for previous versions of the data and metadata.

This file/dataset contains tables of the number of individuals with no licence, a learner licence, a restricted licence, and a full licence as of 6 March 2018 for various subpopulations. Licences are standard licences (not diplomatic or pseudo licence) for motor cars and light motor vehicles only.

Deaths or serious injuries among emergency medical technicians (EMTs) and other ambulance occupants occur at a high rate during transport. According to a study by the National Institute for Occupational Safety and Health (NIOSH), EMTs and paramedics have higher fatality rates when compared to all workers, with forty-five percent of EMT deaths resulting from highway incidents, primarily due to vehicle collisions.1 Data from the National Highway and Traffic Safety Administration showed that among the persons killed in crashes involving an ambulance between 1992 and 2011, twenty one percent were EMTs and patients, while four percent were ambulance drivers.2 To reduce injury potential to the EMTs and other ambulance occupants, NIOSH, the Department of Homeland Security, the U.S. General Services Administration, and the National Institute of Standards and Technology, along with private industry partners, have committed to improving the workspace design of ambulance patient compartments for safe and effective perfo

This dataset tracks the updates made on the dataset "Percentage of Adults Who Report Driving After Drinking Too Much (in the past 30 days), 2012 & 2014, Region 9 - San Francisco" as a repository for previous versions of the data and metadata.

How many people are staying at home? How far are people traveling when they don’t stay home? Which states and counties have more people taking trips? The Bureau of Transportation Statistics (BTS) now provides answers to those questions through our mobility statistics program.

The "Trips by Distance" data and number of people staying home and not staying home are estimated for the Bureau of Transportation Statistics by the Maryland Transportation Institute and Center for Advanced Transportation Technology Laboratory at the University of Maryland. The travel statistics are produced from an anonymized national panel of mobile device data from multiple sources. All data sources used in the creation of the metrics contain no personal information. Data analysis is conducted at the aggregate national, state, and county levels. A weighting procedure expands the sample of millions of mobile devices, so the results are representative of the entire population in a nation, state, or county. To assure confidentiality and support data quality, no data are reported for a county if it has fewer than 50 devices in the sample on any given day.

Trips are defined as movements that include a stay of longer than 10 minutes at an anonymized location away from home. Home locations are imputed on a weekly basis. A movement with multiple stays of longer than 10 minutes before returning home is counted as multiple trips. Trips capture travel by all modes of transportation. including driving, rail, transit, and air.

The daily travel estimates are from a mobile device data panel from merged multiple data sources that address the geographic and temporal sample variation issues often observed in a single data source. The merged data panel only includes mobile devices whose anonymized location data meet a set of data quality standards, which further ensures the overall data quality and consistency. The data quality standards consider both temporal frequency and spatial accuracy of anonymized location point observations, temporal coverage and representativeness at the device level, spatial representativeness at the sample and county level, etc. A multi-level weighting method that employs both device and trip-level weights expands the sample to the underlying population at the county and state levels, before travel statistics are computed.

These data are experimental and may not meet all of our quality standards. Experimental data products are created using new data sources or methodologies that benefit data users in the absence of other relevant products. We are seeking feedback from data users and stakeholders on the quality and usefulness of these new products. Experimental data products that meet our quality standards and demonstrate sufficient user demand may enter regular production if resources permit.

These data are made available under a public domain license. Data should be attributed to the "Maryland Transportation Institute and Center for Advanced Transportation Technology Laboratory at the University of Maryland and the United States Bureau of Transportation Statistics."

Daily data for a given week will be uploaded to the BTS website within 9-10 days of the end of the week in question (e.g., data for Sunday September 17-Saturday September 23 would be updated on Tuesday, October 3). All BTS visualizations and tables that rely on these data will update at approximately 10am ET on days when new data are received, processed, and uploaded.

The methodology used to develop these data can be found at: https://rosap.ntl.bts.gov/view/dot/67520.

The Copernicus DEM is a Digital Surface Model (DSM) which represents the surface of the Earth including buildings, infrastructure and vegetation. The original GLO-30 provides worldwide coverage at 30 meters (refers to 10 arc seconds). Note that ocean areas do not have tiles, there one can assume height values equal to zero. Data is provided as Cloud Optimized GeoTIFFs. Note that the vertical unit for measurement of elevation height is meters.

The Copernicus DEM for Europe at 100 meter resolution (EU-LAEA projection) in COG format has been derived from the Copernicus DEM GLO-30, mirrored on Open Data on AWS, dataset managed by Sinergise (https://registry.opendata.aws/copernicus-dem/).

Processing steps: The original Copernicus GLO-30 DEM contains a relevant percentage of tiles with non-square pixels. We created a mosaic map in https://gdal.org/drivers/raster/vrt.html format and defined within the VRT file the rule to apply cubic resampling while reading the data, i.e. importing them into GRASS GIS for further processing. We chose cubic instead of bilinear resampling since the height-width ratio of non-square pixels is up to 1:5. Hence, artefacts between adjacent tiles in rugged terrain could be minimized: gdalbuildvrt -input_file_list list_geotiffs_MOOD.csv -r cubic -tr 0.000277777777777778 0.000277777777777778 Copernicus_DSM_30m_MOOD.vrt

In order to reproject the data to EU-LAEA projection while reducing the spatial resolution to 100 m, bilinear resampling was performed in GRASS GIS (using r.proj) and the pixel values were scaled with 1000 (storing the pixels as Integer values) for data volume reduction. In addition, a hillshade raster map was derived from the resampled elevation map (using r.relief GRASS GIS). Eventually, we exported the elevation and hillshade raster maps in Cloud Optimized GeoTIFF (COG) format, along with SLD and QML style files.