Bicycle injury statistics show a substantial nonfatal emergency-department burden alongside a smaller fatal-crash burden. The measures below retain each source’s definitions, periods and limitations because pedal-cyclist, bicycle, e-bike and micromobility categories are not interchangeable.
Key Bicycle Injury Statistics
The most broadly useful figures include:
- In 2019, 328,903 estimated nonfatal pedal-cyclist injury visits occurred in U.S. emergency departments.
- In 2020, 356,630 estimated nonfatal pedal-cyclist injury visits occurred in the United States.
- The 2020 U.S. pedal-cyclist ED estimate was 8% higher than in 2019.
- U.S. pedal-cyclist traffic fatalities rose from 859 in 2019 to 948 in 2020.
- U.S. pedal-cyclist fatalities reached 966 in 2021, the highest number reported since 1975.
- In April 2020, 6.0% of injury ED visits among U.S. people younger than 18 involved pedal-cyclist injuries.
- During 2006–2015, 2,219,742 U.S. children aged 5–17 were treated in EDs for bicycle-related injuries.
- Children aged 10–14 accounted for 45.7% of U.S. pediatric bicycle injuries during 2006–2015.
- The U.S. pediatric bicycle-injury rate fell from 447.4 to 321.1 per 100,000 children between 2006 and 2015.
- Among injured U.S. children aged 5–17, helmet use was associated with 48% lower odds of head or neck injury during 2006–2015.
- Among injured U.S. children aged 5–17, motor-vehicle involvement was associated with OR 4.04 for hospitalization during 2006–2015.
- In a three-year Seattle-area study, head injuries occurred in 22.3% of injured cyclists.
- In that Seattle-area study, motor-vehicle collision was associated with OR 4.6 for serious injury.
- Estimated U.S. e-bike head and neck injuries rose from 2,993 in 2009 to 9,916 in 2020.
- Hospitalization occurred in 20.6% of U.S. e-bike head and neck injury cases during 2009–2020.
- Across U.S. e-bikes, powered scooters, hoverboards and bicycles, 1,933,296 estimated micromobility injuries occurred during 2019–2022.
- Bicyclists represented 2.2% of U.S. traffic fatalities in 2021.
- Non-intersection locations accounted for 62% of U.S. bicyclist fatalities in 2021.
- Urban areas accounted for approximately 85% of U.S. bicyclist fatalities in 2021.
- Dawn, dusk or nighttime conditions accounted for 56% of U.S. bicyclist fatalities in 2021.
Contents
- Key Bicycle Injury Statistics
- National Bicycle Injury Statistics and Pandemic Trends
- Bicycle Injury Statistics by Age, Sex and Pandemic Period
- Children and Adolescent Bicycle Injury Data
- Bicycle Injury Types, Body Regions and Outcomes
- E-Bike Versus Pedal-Bicycle Injury Statistics
- Fatal Bicycle Injury Statistics by Setting and State
National Bicycle Injury Statistics and Pandemic Trends
CDC NEISS-AIP figures are weighted national estimates from a stratified probability sample of hospitals. They cover nonfatal emergency-department visits, not untreated injuries, urgent-care-only injuries or fatalities.
| Period | Measure | U.S. estimate or observation |
|---|---|---|
| 2019 | Nonfatal pedal-cyclist ED visits | 328,903 |
| 2020 | Nonfatal pedal-cyclist ED visits | 356,630 |
| 2020 vs 2019 | Change | 8% higher |
| 2019 | 95% confidence interval | 255,096–402,711 |
| 2020 | 95% confidence interval | 265,330–447,931 |
Source: CDC MMWR, “Emergency Department Visits for Nonfatal Pedal Cyclist Injuries Before and During the COVID-19 Pandemic, United States, 2019–2020”. The intervals describe sampling uncertainty, and the estimates do not measure exposure-adjusted risk.
All nonfatal injury-related ED visits declined 15% in 2020 versus 2019, including a 31% decline during March–April 2020 versus March–April 2019. These two observations cover all nonfatal injuries, not bicycle-specific incidence.
Traffic fatalities rose from 859 in 2019 to 948 in 2020, a 10% increase, and reached 966 in 2021, the highest number reported since 1975. These are FARS traffic fatalities rather than all bicycle injuries.
Bicycle Injury Statistics by Age, Sex and Pandemic Period
The CDC’s April comparisons are shares of injury-related ED visits within each population, not population incidence rates.
| Population | April 2019 | April 2020 | Reported comparison |
|---|---|---|---|
| Younger than 18 | 2.1% | 6.0% | 2.9 times |
| Adults aged 18 or older | 1.0% | 1.5% | — |
| Adults aged 50 or older | 0.8% | 1.7% | 2.1 times |
| Females | 0.7% | 1.7% | 2.4 times |
| Males | 1.6% | 2.5% | 1.6 times |
Source: CDC MMWR. The denominators are injury-related ED visits within each listed population.
In April 2020, pedal-cyclist injuries were 6.0% of injury ED visits among people younger than 18, compared with 2.1% in April 2019. For adults aged 18 or older, the share was 1.5% versus 1.0%; for adults aged 50 or older, it was 1.7% versus 0.8%.
Among females, the share was 1.7% versus 0.7%; among males, it was 2.5% versus 1.6%. The reported ratios compare ED-visit shares and do not establish an equivalent change in risk per ride or per resident.
Children and Adolescent Bicycle Injury Data
During 2006–2015, an estimated 2,219,742 U.S. children aged 5–17 were treated in EDs for bicycle-related injuries, with a 95% confidence interval of 1,871,120–2,568,363. The study estimated an average of 608 injuries per day.
Children aged 10–14 accounted for 45.7% of pediatric bicycle injuries. The estimated rate fell from 447.4 per 100,000 children in 2006 to 321.1 per 100,000 in 2015, and the decline was statistically significant (P<0.001).
- Helmet use was associated with 48% lower odds of head or neck injury (OR 0.52; 95% CI 0.40–0.59).
- Helmet use was associated with 29% lower odds of hospitalization (OR 0.71; 95% CI 0.54–0.94).
- Motor-vehicle involvement nearly doubled the odds of traumatic brain injury (OR 1.98; 95% CI 1.49–2.64).
- Motor-vehicle involvement was associated with about fourfold higher odds of hospitalization (OR 4.04; 95% CI 3.33–4.89).
Source: Bicycle-related injuries among children treated in US emergency departments, 2006-2015. These are observational associations among ED-treated injuries, not randomized estimates of causal effects.
Bicycle Injury Types, Body Regions and Outcomes
A prospective Seattle-area study identified 3,854 injured cyclists over three years through hospitals and medical examiner offices. It was regional rather than nationally representative, and serious injury was defined as Injury Severity Score above 8.
In that sample, 51% reported wearing helmets at the crash, head injuries occurred in 22.3%, and facial injuries occurred in 34%. Motor-vehicle collision increased serious-injury odds more than fourfold (OR 4.6), while self-reported speed above 15 mph was associated with OR 1.2.
Compared with adults aged 20–39, serious-injury odds were OR 2.1 for children younger than 6 and OR 2.2 for adults older than 39. Helmet use was not associated with serious injury in this study (OR 0.9).
Source: Epidemiology of bicycle injuries and risk factors for serious injury. The findings are from one regional observational study; the helmet result does not replace the separate pediatric associations above.
E-Bike Versus Pedal-Bicycle Injury Statistics
A national NEISS analysis limited to head and neck injuries estimated that U.S. e-bike-related cases rose from 2,993 in 2009 to 9,916 in 2020. These figures are not estimates of all e-bike injuries.
| Measure, 2009–2020 | E-bike | Pedal bicycle |
|---|---|---|
| Head injuries among head/neck cases | 60.4% | 52.0% |
| Fractures among head/neck cases | 10.9% | 6.0% |
| Hospitalization among head/neck cases | 20.6% | 10.4% |
Source: Trends in Head and Neck Injuries Related to Electric Versus Pedal Bicycle Use in the United States. The comparison is restricted to the study’s NEISS head/neck cases.
Helmet-use distributions had Cramer V values of 0.203 versus 0.079 by age group, 0.220 versus 0.082 by injury location, and 0.162 versus 0.059 by injury type for e-bike versus pedal-bicycle users. Cramer V is an association measure, not a protective-effect estimate.
Across e-bikes, powered scooters, hoverboards and bicycles, a separate U.S. study estimated 1,933,296 injuries during 2019–2022. Helmet use was documented in clinical notes for 20.3% of micromobility injury cases; among cases with helmet information, use was 48.7% for bicycle injuries and 43.8% for e-bike injuries.
Source: The Burden of Injuries Associated With E-Bikes, Powered Scooters, Hoverboards, and Bicycles in the United States: 2019–2022. The helmet percentages use cases with documented information, not all injured riders, and the total combines several device categories.
Fatal Bicycle Injury Statistics by Setting and State
In 2021, bicyclists represented 2.2% of U.S. traffic fatalities. Non-intersection locations accounted for 62% of bicyclist fatalities, urban areas approximately 85%, light trucks 46%, and dawn, dusk or nighttime conditions 56%.
The urban share rose from 69% in 2011 to 85% in 2021. Male bicyclists represented 86% of those killed and 81% of those injured in 2021; the two percentages use different NHTSA denominators.
Source: NHTSA, Countermeasures That Work: Bicycle Safety. Light-truck involvement includes SUVs, pickups and vans and does not necessarily establish fault.
In 2015, the United States recorded 818 pedalcyclist traffic fatalities, equal to 2.3% of all traffic fatalities, and a rate of 2.5 per million residents. This population denominator does not measure cycling exposure.
| State, 2015 | Fatalities | Per million residents |
|---|---|---|
| Florida | 150 | 7.4 |
| Louisiana | 34 | 7.3 |
| California | 129 | 3.3 |
| Michigan | 33 | 3.3 |
| Ohio | 25 | 2.2 |
| Texas | 50 | 1.8 |
| New York | 36 | 1.8 |
| West Virginia | Not specified in supplied claim | 0.54, lowest nonzero rate |
Source: NHTSA, Traffic Safety Facts: 2015 Data, Bicyclists and Other Cyclists. State counts and rates are FARS traffic-fatality measures; the supplied West Virginia fact specifies the rate but not a count.