Waymo Safety Impact Report June 2025

Waymo Driver compared to human benchmarks

Waymo Driver compared to human benchmarks by crash type

Methodology

• Methodology

  • Despite the public availability of crash data for both human-driven and autonomous vehicles, drawing meaningful comparisons between the two is challenging. To ensure a fair comparison, there’s a number of factors that should be taken into consideration. Here are some of the most important:

    • AV and human data have different definitions of a crash. AV operators like Waymo must report any physical contact that results or allegedly results in any property damage, injury, or fatality, while most human crash data require at least enough damage for the police to file a collision report.
    • Not all human crashes are reported. NHTSA estimates that 60% of property damage crashes and 32% of injury crashes aren’t reported to police (Blincoe et al. 2023). In contrast, AV companies report even the most minor crashes in order to demonstrate the trustworthiness of autonomous driving on public roads.
    • Focus should be put on injury-causing crashes. Low speed crashes that result in minor damage can cause property damage that can be quickly repaired. These low speed crashes are also the most frequent types of crashes. In traffic safety, the most emphasis is put on reducing the highest severity crashes that can result in injuries.
    • It’s important to look at rates of events (incidents per mile) instead of absolute counts. Waymo is growing its operations in the cities we operate in. With more driving miles come more absolute collisions. It’s critical to consider the total miles driven to accurately calculate incident rates. If you do not consider the miles driven, it may appear like incidents are increasing while in reality the rate of incidents could be going down.
    • All streets within a city are not equally challenging. Waymo’s operations have expanded over time, and, because Waymo operates as a ride-hailing service, the driving mix largely reflects user demand. The results on this data hub show human benchmarks reported in Scanlon et al. (2023) that are adjusted to account for differences in driving mix using a method described by Chen et al. (2024).

    Waymo has used industry best-practices to make a fair comparison between AV and human data sources that is presented on this webpage. This analysis is described more below, and in even more depth in several of Waymo’s safety publications.

  • Waymo’s data is derived from crashes reported under NHTSA’s Standing General Order (SGO) and uses the same criteria as described in Kusano et al. (2024) and Kusano et al. (2025).

    We are intentionally using publicly available data to allow other researchers to replicate the results. To link the data shown on this dashboard to NHTSA’s published SGO data, researchers can download a list of SGO report IDs and boolean membership in each outcome group in the download section below.

    We compare Waymo’s crash rate to human benchmarks across several different types of crashes:

    Outcome Description Waymo Data* Human Benchmark

    Any-injury-reported	A crash where any road user is injured as a result of the crash	Any SGO reported crash with the field “Highest Injury Severity Alleged” is “Minor”, “Moderate”, or “Serious”, or “Fatality”). “Unknown” reported severity where the SGO narrative mentions injuries of unknown severity are also included.	Police-reported crashed vehicle rate where at least one road user had a reported injury. A 32% underreporting adjustment was applied according to Blincoe et al (2023).
    Airbag deployment	A crash where an airbag deploys in any vehicle	Any SGO reported crash where the “Any Air Bags Deployed?” is “Yes” for either the subject vehicle (SV) or counter party (CP).	Police-reported crashed vehicle rate where any vehicle involved in the crash had an airbag deployment. No underreporting adjustment was applied.
    Serious injury or worse	A crash where any road user is seriously injured or killed as a result of the crash	Police reports were requested through public information requests for any SGO crash with “Highest Injury Severity Alleged” as “Serious” or “Fatality” for the field “Highest Injury Severity Alleged.” The SGO crash was included if the police report indicated any person in the crash had an “incapacitating” (“A”) or “killed” (“K”) injury severity.	Police-reported crashed vehicle rate where any person in the crash had a police-reported injury of “incapacitating” (“A”) or “killed” (“K”). No underreporting adjustment was applied.

    *Based on initial data submitted as part of the NHTSA Standing General Order 2021-01

  • The human benchmark data are the same as reported in Scanlon et al. (2024), and extended upon in Kusano et al. (2025). These benchmarks are derived from state police reported crash records and Vehicle Miles Traveled (VMT) data in the areas Waymo currently operates RO services (Phoenix, San Francisco, Los Angeles, and Austin). The human benchmarks were made in a way that only included the crashes and VMT corresponding to passenger vehicles traveling on the types of roadways Waymo operates on (excluding freeways). The any-injury-reported benchmark also used a 32% underreporting correction (based on NHTSA’s Blincoe et al., 2023 study to adjust for crashes not reported by humans. The serious injury or worse (referred to as “suspected serious injury+” in the papers) and airbag deployment human benchmarks rates used the observed crashes without an underreporting correction.

    All streets within a city are not equally challenging. If Waymo drives more frequently in more challenging parts of the city that have higher crash rates, it may affect crash rates compared to quieter areas. The benchmarks reported by Scanlon et al. are at a city level, not for specific streets or areas. The human benchmarks shown on this data hub were adjusted using a method described by Chen et al. (2024) that models the effect of spatial distribution on crash risk. The methodology adjusts the city-level benchmarks to account for the unique driving distribution of the Waymo driving. The result of the reweighting method is human benchmarks that are more representative of the areas of the city Waymo drives in the most, which improves data alignment between the Waymo and human crash data. Achieving the best possible data alignment, given the limitations of the available data, are part of the newly published Retrospective Automated Vehicle Evaluation (RAVE) best practices (Scanlon et al., 2024b). This spatial dynamic benchmark approach described by Chen et al. (2024) was also used in Kusano et al. (2025).

  • Confidence intervals for Incidents Per Million Miles (IPMM) crash rates were computed using a Poisson Exact method. The confidence intervals for the percent reduction used a Clopper-Pearson binomial described in Nelson (1970). Both confidence intervals were assessed at a 95% confidence level. These confidence intervals use the same methods as described in Kusano et al. (2023).

    There is no perfect “apples-to-apples” comparison between human and AV data available today. The benchmarks and comparisons done on this page represent the current state-of-the-art human and AV data sources, based on the state of the art in the research in this field. The serious injury or worse and airbag deployment benchmarks do not have an underreporting correction for the human data because there is no estimate for airbag crash underreporting. Although, it is likely there is more underreporting in human crash data compared to AV crash data. The any-injury-reported benchmark does use an underreporting correction from Blincoe et al. (2023) based on multiple analyses of national crash police-report and insurance data and a national phone survey. It is not straightforward to compute confidence intervals on the any-injury-reported underreporting estimate because it is derived from multiple sources. There is also evidence that underreporting may differ between localities, meaning a national estimate may not fully represent underreporting in the cities Waymo operates in.

    See Scanlon et al. (2024) and Kusano et al. (2024) for a more comprehensive discussion of the limitations of these results:

    1. Scanlon, J. M., Kusano, K. D., Fraade-Blanar, L. A., McMurry, T. L., Chen, Y. H., & Victor, T. (2024). Benchmarks for Retrospective Automated Driving System Crash Rate Analysis Using Police-Reported Crash Data. Traffic Injury Prevention, 25(sup1), S51-S65.
    2. Kusano, K. D., Scanlon, J. M., Chen, Y. H., McMurry, T. L., Chen, R., Gode, T., & Victor, T. (2024). Comparison of Waymo Rider-only crash data to human benchmarks at 7.1 million miles. Traffic Injury Prevention, 25(sup1), S66-S77.

• FAQ

  • Waymo has driven limited miles in certain cities compared to others. When there are limited miles, the comparisons are not statistically significant. We are not showing the results for these areas with limited Waymo miles because the confidence intervals are so large that they would distort the axes of graphs shown on this page. We do present the results from all areas we have driven RO miles in the download section. As Waymo expands its operations into new cities, we will be adding benchmarks and comparisons to human data.

  • Crashes that have airbag deployments and result in injuries (either serious injuries or worse, or any level of injury), are more relevant to assessing safety than those that result in small amounts of property damage.

  • The purpose of this data hub’s analysis is to compare Waymo’s Rider-Only (RO) driving to human benchmarks to determine Waymo’s impact on traffic safety today. Examining subsets of driving data — e.g., in individual cities, times of day, days of week, or over time — reduces the number of events and miles, making it harder to draw statistically significant conclusions. The conclusions you can draw from data are governed by what is called statistical power.

    There are also limitations to human crash and vehicle miles traveled data. This makes it difficult to develop more precise benchmarks across all possible dimensions (e.g. different benchmarks for times of day). As more RO miles are accumulated over time, there will be opportunities to do additional analyses that look at subsets of the data. For example, Kusano et al. (2025) introduced comparisons by crash type, which was enabled by both new benchmarks and more accumulated RO miles.

  • In this analysis, we use publicly available data — specifically, Waymo’s crash reports submitted under NHTSA’s Standing General Order (SGO) — to enable other researchers to replicate the results. The data displayed on this webpage undergoes consistent updates aligned with the NHTSA SGO reporting timelines.

    In addition to new data being published, we may update the methodology used to do comparisons between the Waymo RO (Rider Only) service and human benchmarks. The best practices in retrospective safety impact is an evolving science. When we do make changes in methodology, we will communicate those changes and their effects on the results and interpretation of the data. For more details, see the release notes documents available in the downloads section.

  • This analysis leverages the methodology and human benchmarks introduced in Scanlon et al. (2024), Kusano et al. (2024), and Kusano et al. (2025)

    These research papers have been accepted for publication in the scientific journals.

    Citations:

    • Scanlon, J. M., Kusano, K. D., Fraade-Blanar, L. A., McMurry, T. L., Chen, Y. H., & Victor, T. (2024). Benchmarks for Retrospective Automated Driving System Crash Rate Analysis Using Police-Reported Crash Data. _Traffic Injury Prevention, 25(sup1), S51-S65.
    • Kusano, K. D., Scanlon, J. M., Chen, Y. H., McMurry, T. L., Chen, R., Gode, T., & Victor, T. (2024). Comparison of Waymo Rider-only crash data to human benchmarks at 7.1 million miles. _Traffic Injury Prevention, 25(sup1), S66-S77.
    • Kusano, K. D., Scanlon, J. M., Chen, Y. H., McMurry, T. L., Gode, T., & Victor, T. (2025). Comparison of Waymo Rider-Only Crash Rates by Crash Type to Human Benchmarks at 56.7 Million Miles. Traffic Injury Prevention (In Press).

    In addition, the human benchmarks from Scanlon et al. were adjusted using a dynamic driving mix adjustment described by Chen et al. (2024). This paper is currently undergoing the peer review process. This spatial dynamic benchmark approach described by Chen et al. (2024) was also used in Kusano et al. (2025).

  • This analysis included all collisions, regardless of the party at fault and Waymo’s responsibility. Moreover, the question of fault in causing or contributing to a collision is a legal determination. That said, the recent peer reviewed study led by Swiss Re showed that over 3.8 million miles, the Waymo Driver reduced the frequency of property damage insurance claims by 76% and completely eliminated bodily injury claims compared to human drivers.

    Citation:

    • Di Lillo, L., Gode, T., Zhou, X., Atzei, M., Chen, R., & Victor, T. (2024). Comparative safety performance of autonomous-and human drivers: A real-world case study of the Waymo Driver. Heliyon, 10(14). https://doi.org/10.1016/j.heliyon.2024.e34379

    A subsequent study using insurance claims data that is currently under peer review found the Waymo RO service had similarly large reductions compared to humans over 25 million miles driven. In addition to an overall human benchmark, this new study also introduces a “new model year” vehicle benchmark. The newest vehicles (defined as model years 2018 to 2021) had lower property damage and bodily injury claims rates compared to the overall population. Waymo had an 88% reduction in property damage claims, 92% in bodily injury claims compared to the overall population, and an 86% reduction in property damage claims and 90% in bodily injury claims. All of these differences were statistically significant.

    Citation:

    • Di Lillo, L., Gode, T., Zhou, X., Chen, R., & Victor, T. (2024). Do Autonomous Vehicles Outperform Latest-Generation Human-Driven Vehicles? A Comparison to Waymo’s Auto Liability Insurance Claims at 25 Million Miles.

  • This analysis shows that the Waymo Driver reduces airbag deployment, injury, and police-reportable crashes compared to human drivers in the cities where it operates. Other studies further support these findings and contribute to the growing evidence of the Waymo Driver’s safety benefits. As Waymo accumulate more mileage, it will become possible to make statistically significant conclusions on other subsets of data.

    There’s no single metric to evaluate the safety of AVs, and an aggregate, retrospective analysis like this may be one important factor in confirming design elements and predictions done in earlier iterations of our safety determination lifecycle.

  • This analysis examines crashes with several different outcomes, the most severe of which is the serious injury or worse outcome. This outcome includes fatal crashes, but as fatal crashes are the most rare type of crashes, there is not yet sufficient mileage to make statistical conclusions about fatal crashes alone. The Waymo Driver is also inherently designed to mitigate or eliminate the top causes of fatal collisions according to the latest NHTSA data: speeding, impaired and distracted driving, and unbelted passengers.

    As we accumulate more mileage, it will become possible to make statistically significant conclusions on other subsets of data (for example, fatal crashes as its own category).

    As has been the case for many safety innovations in the history of vehicle safety, there are other ways to determine the potential of a technology before it is widely deployed and miles are accumulated. For example, our research that reconstructed fatal crashes involving human drivers in Chandler, AZ found the Waymo Driver avoided 100% of simulated, fatal crashes when it was the initiator, and 82% of collisions even when it was the responder. This type of study, when paired with Waymo’s safety readiness determination process, shows that the Waymo Driver has a tremendous potential to reduce serious and fatal injuries.

  • This information is important to analyze and understand collisions and is not available in the NHTSA SGO.

• Miles per Geo

  Total miles driven in each location (through March 2025)

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• Crashes with SGO identifier and group membership

  Police-reported, any-injury-reported, airbag deployment, delta-V < 1 mph and other relevant collision information: day, location, zip code (through March 2025)

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• Collision count and comparisons to benchmarks by outcome and location

  Aggregated by outcome and location (through March 2025)

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• Geographic distribution of benchmark and Waymo RO miles

  Human benchmark crash counts for different outcome levels, human vehicle miles traveled (VMT), and Waymo RO miles reported by S2 cell through March 2024. This information can be used to reproduce the dynamic benchmark adjustments.

  Download CSV

• Release Notes

  A description of changes to the data and methodologies used on the data hub, links to historical data, and data dictionaries.

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