63 CRASHES IN
VERMONT
2023

The peak day for fatal crashes shifted from Sunday and Monday in the prior period, both with 12 fatal crashes, to Thursday and Saturday in the current period, both also with 12 fatal crashes. The peak hour for fatal crashes remained 8p in both periods, increasing from 7 fatal crashes in the prior period to 12 fatal crashes in the current period.

Fatal crashes occurring in clear weather conditions decreased from 52 in the prior period to 33 in the current period. Conversely, fatal crashes in cloudy conditions increased from 12 to 18, and in rain from 6 to 8. Fatal crashes during daylight decreased from 56 to 39, while those in dark, unlighted conditions increased from 12 to 18.

The top vehicle makes involved in fatal crashes saw some shifts; Chevrolet fatal crash involvement decreased from 15 to 11, and Toyota from 12 to 11, while Ford increased from 8 to 10. The age group 45-54 saw an increase of 9 persons involved in fatal crashes, rising from 11 to 20, whereas the 21-25 age group saw a decrease of 6 persons, from 16 to 10. The number of females involved in fatal crashes decreased from 49 to 38, while the number of males remained stable at 102.

Fatal crashes in 50 mph speed zones decreased from 31 in the prior period to 28 in the current period, remaining the most frequent speed zone for fatal crashes. Crashes in 35 mph zones decreased from 13 to 12, and in 65 mph zones from 9 to 6. However, fatal crashes in 40 mph zones increased from 8 to 10.

The dominant manner of collision in both periods was 'The First Harmful Event was Not a Collision with a Motor Vehicle in Transport', accounting for 40 fatal crashes (63.5%) in the current period, down from 44 fatal crashes (60.3%) in the prior period. Angle collisions decreased from 15 fatal crashes to 8 fatal crashes, while Front-to-Front collisions increased from 9 fatal crashes to 12 fatal crashes.

Light Pickups and 4-door sedans remained dominant vehicle body types involved in fatal crashes. Light Pickups increased from 18 in the prior period to 19 in the current period, while 4-door sedans decreased from 22 to 16. Fatal crashes involving Two Wheel Motorcycles increased from 13 to 17, indicating a notable increase in this high-fatality category.

Rural roadways continued to account for the majority of fatal crashes, with 54 fatal crashes in the current period, down from 61 in the prior period. Urban fatal crashes also decreased from 12 to 8. This indicates that rural roads carry a disproportionate share of fatal crashes, which is often associated with higher speeds and longer emergency response times.

Minor Arterial roadways saw a decrease in fatal crashes from 20 in the prior period to 15 in the current period, while Major Collector crashes decreased from 15 to 12. Other Principal Arterial roadways experienced an increase from 13 to 16 fatal crashes, and Local roadways increased from 10 to 11 fatal crashes. The mix of fatal crashes across Interstate, arterial, and local/collector roads remained diverse, with arterials and collectors being prominent.

State Highway Agencies remained the primary owner of roadways where fatal crashes occurred, though the number decreased from 55 in the prior period to 44 in the current period. Fatal crashes on Town or Township Highway Agency roads also decreased from 18 to 16. This highlights that state-owned roads continue to be where most fatal crashes happen.

Drivers remained the dominant person type involved in fatal crashes, though their count decreased from 107 in the prior period to 89 in the current period. Passengers involved in fatal crashes increased from 38 to 44. Pedestrians involved in fatal crashes decreased from 6 to 5, while bicyclists remained stable at 1.

The number of fatalities (K) decreased from 76 in the prior period to 69 in the current period. Serious injuries (A) significantly increased from 10 to 20, and minor injuries (B) slightly increased from 19 to 20. The number of persons with no injuries (O) decreased from 45 to 28.

A significant number of individuals involved in fatal crashes were not using safety equipment, with 'None Used/Not Applicable' decreasing from 68 in the prior period to 64 in the current period. The number of individuals using 'Shoulder and Lap Belt Used' also decreased from 63 to 51. This indicates a continued prevalence of non-use of safety equipment among those involved in fatal crashes.

The '12 Clock Point' (front of the vehicle) remained the most frequent point of impact in fatal crashes, decreasing from 57 in the prior period to 47 in the current period. 'Non-Collision' impacts increased from 8 to 11. The '9 Clock Point' (left side) was a notable impact area in the prior period with 8 occurrences, but was not among the top impact points in the current period, where 'Left-Front Side' was recorded 5 times.

Single-vehicle fatal crashes decreased from 42 in the prior period to 36 in the current period. Two-vehicle fatal crashes remained stable at 27 in both periods. The number of multi-vehicle fatal crashes (three or more vehicles) decreased from 4 in the prior period to 0 in the current period.