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1Scan for outdated or missing drivers - takes under a minute2Repair Windows errors before they cause bigger problems3Fix the driver behind crashes, sound loss and screen glitchesThe headline is broadly true, but the number needs a time stamp. In an independent study covering 2021 through 2024, Waymo vehicles operating without a human driver had 68% fewer police-reportable crash involvements per mile than human-driven vehicles in Phoenix, San Francisco, Los Angeles, and Austin.
That study covered approximately 50 million driverless miles. It does not mean Waymo has only driven 50 million autonomous miles. Waymo’s own safety dashboard reports 220.6 million rider-only miles through March 2026, using a different methodology and a much larger dataset.
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What the 50-million-mile study found
The Insurance Institute for Highway Safety (IIHS) compared crash rates for Waymo vehicles and human drivers in the same four cities and during the same 2021–2024 period. The comparison used vehicle miles rather than simply counting collisions, which matters because Waymo and human-driver data are collected differently.
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| Road user | Police-reportable crash involvements per million miles | Exposure |
|---|---|---|
| Waymo automated vehicles | 1.28 | Approximately 50 million miles |
| Human drivers | 4.06 | Approximately 222 billion miles |
That works out to a 68% lower rate for Waymo. Put another way, the human-driver comparison produced roughly 4.06 police-reportable crash involvements for every million miles, while Waymo produced about 1.28.
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This is a rate comparison, not a claim that Waymo completed 50 million miles without a collision. The vehicles were involved in reportable crashes. The result is that those involvements occurred less often per mile than in the human comparison group.
The result varied by city
Waymo did not outperform human drivers equally in every location. The IIHS results were:
| City | Waymo result versus human drivers |
|---|---|
| Phoenix | 76% fewer crash involvements |
| San Francisco | 35% fewer crash involvements |
| Los Angeles | 71% fewer crash involvements |
| Austin | 4% more crash involvements |
Austin was the exception, although the sample there was relatively small. That detail prevents the study from being used as proof that an autonomous Waymo is safer than a human driver in every city or driving environment.
What counts as a crash in the IIHS comparison?
The 68% figure does not represent every scrape, bump, curb contact, or sensor-damaging incident involving a Waymo vehicle. The researchers started with federally required automated-vehicle crash reports and filtered them to make the comparison closer to conventional police crash data.
They excluded reports where:
- The automated driving system was not engaged.
- The vehicle was not traveling on a public road.
- No actual crash occurred.
- The report duplicated another incident.
Those exclusions removed approximately one-quarter of the reported incidents. The researchers then assessed whether a similar incident involving a human driver would normally have been reported to police.
Of 736 public-road crashes involving automated driving with the system engaged, IIHS classified approximately 22% as likely police-reportable. The resulting dataset contained 89 Waymo police-reportable crash involvements. Sixty-four of those occurred during driverless operation; the rest involved supervised automated driving.
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That distinction is important. Automated-vehicle companies have historically had to report relatively minor incidents that would not necessarily appear in a human-driver crash database. A low-speed contact may trigger an automated-vehicle report even when a human driver would exchange information privately or never report the event.
Waymo also performed better on serious outcomes
The IIHS analysis found larger reductions for some specific types of crash involvement:
- 85% fewer single-vehicle crashes per vehicle mile than human drivers.
- 81% fewer injury crashes per vehicle mile than human drivers.
These figures are encouraging because crash frequency alone does not tell the whole safety story. A system that has fewer minor incidents but more severe collisions would not represent a meaningful safety improvement. The available IIHS results point in the better direction on both frequency and injury outcomes, while still leaving room for crashes to occur.
A separate peer-reviewed study found similar results
A 2025 peer-reviewed study examined 56.7 million Waymo rider-only miles through the end of January 2025. It found statistically significant reductions in Waymo’s crashed-vehicle rates for:
- Any-injury-reported crashes.
- Airbag-deployment crashes.
- Suspected serious-injury-or-worse crashes.
The largest reduction by crash type involved vehicle-to-vehicle intersection crashes. Waymo vehicles had:
- 96% fewer any-injury-reported crashes, with an 87%–99% confidence interval.
- 91% fewer airbag-deployment crashes, with a 76%–98% confidence interval.
The study also reported statistically significant reductions in cyclist, motorcycle, pedestrian, secondary, and single-vehicle crash categories for the any-injury-reported measure. It found no statistically significant increase in any of the 11 crash-type groups analyzed.
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This research supports the general direction of the IIHS result, but it is not the same study. The mileage period, crash definitions, comparison method, and dataset differ.
Waymo’s current safety figures are based on more miles
Waymo’s own Safety Impact dashboard now covers 220.6 million rider-only miles through March 2026. It includes operations in Los Angeles, the San Francisco Bay Area, Phoenix, Austin, and Atlanta.
Compared with Waymo’s human benchmarks, the company reports:
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| Outcome | Waymo’s reported reduction |
|---|---|
| Serious-injury-or-worse crashes | 94% fewer |
| Crashes involving an airbag deployment in any vehicle | 82% fewer |
| Injury-causing crashes | 82% fewer |
| Pedestrian crashes with injuries | 93% fewer |
| Cyclist crashes with injuries | 84% fewer |
| Motorcycle crashes with injuries | 84% fewer |
Those numbers should not replace the independent 68% IIHS finding. Waymo’s dashboard uses different outcome definitions, geography, human benchmarks, and reporting periods. It is useful evidence, but it is company-reported evidence rather than an independent replication of the IIHS analysis.
Why “crash involvements” does not mean Waymo caused every crash
The studies count the Waymo vehicle’s involvement in a crash. They do not necessarily assign fault to Waymo.
For example, a Waymo could be struck by another driver who runs a red light. That event can count as a crash involving the Waymo vehicle even if the automated system behaved correctly. Waymo’s safety methodology explicitly includes crashes regardless of which road user was at fault.
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That approach is appropriate when measuring the risk faced by a vehicle and its occupants, but it means “Waymo was involved in fewer crashes” is more precise than “Waymo caused fewer crashes.” Fault analysis is a separate question.
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Human crash data are not perfect. Drivers do not report every collision, and reporting rules differ between states. IIHS estimates that roughly half of all crashes and about one-third of injury crashes go unreported.
That creates a difficult comparison:
- Waymo incidents may be reported under rules designed specifically for automated vehicles.
- Human drivers may handle minor collisions without police involvement.
- Different states use different thresholds for crash reporting.
- Waymo operates in a limited area and under a defined set of conditions.
IIHS attempted to reduce that problem by estimating which automated-vehicle incidents would likely have been police-reportable if a human driver had been involved. It is a stronger approach than comparing raw company incident totals with ordinary crash databases, but it cannot remove every difference between the datasets.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Why the result does not apply to all driving
Waymo’s system is Level 4 automation operating within a defined operational design domain. It is not a universal replacement for a human driver on every road, at every speed, and in every weather condition.
The IIHS result applies specifically to the studied cities and years. It does not establish Waymo’s crash rate on rural roads, in locations where it does not operate, or in conditions outside its approved operating domain. It also does not show that the system is safer in every unusual scenario.
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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchThere is a further exposure issue. Human drivers and Waymo vehicles do not necessarily drive at the same times of day, on the same road types, in the same weather, or under the same traffic conditions. Waymo acknowledges that aligning those factors perfectly is difficult.
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How to state the claim accurately
The short version, “Waymo crashes 68% less than humans,” is too broad. A technically accurate version is:
In an independent 2021–2024 analysis, Waymo vehicles operating without a human driver had 68% fewer police-reportable crash involvements per vehicle mile than human-driven vehicles in Phoenix, San Francisco, Los Angeles, and Austin.
That wording preserves the important limits:
- It identifies the independent source.
- It gives the study period.
- It describes police-reportable crash involvements rather than every incident.
- It specifies driverless operation.
- It limits the result to four cities.
- It uses a per-mile rate instead of a raw crash count.
What the evidence says about Waymo safety
The evidence supports a meaningful conclusion: in the operating areas and conditions studied, Waymo’s driverless vehicles were involved in police-reportable crashes less often than human-driven vehicles, and they also showed lower rates for injury-related outcomes.
It does not support stronger claims such as “Waymo is crash-free,” “Waymo is safer everywhere,” or “Waymo has fewer incidents of every kind.” Austin’s result was slightly worse than the human comparison, minor incidents may be treated differently between datasets, and involvement does not equal fault.
FAQ
Did Waymo really drive 50 million autonomous miles?
Approximately 50 million driverless miles were included in the IIHS study covering 2021 through 2024. That is an older study exposure figure, not Waymo’s current total. Waymo reported 220.6 million rider-only miles through March 2026.
How much safer was Waymo than human drivers?
In the IIHS analysis, Waymo had 1.28 police-reportable crash involvements per million miles versus 4.06 for human drivers. That equals 68% fewer involvements per mile in the four-city comparison.
Did Waymo cause 68% fewer crashes?
Not necessarily. The study measured crash involvements, regardless of fault. A Waymo vehicle can be counted when another driver causes the collision, so the result describes crash exposure rather than Waymo’s share of responsibility.
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No. The finding applies to four cities—Phoenix, San Francisco, Los Angeles, and Austin—during 2021–2024 and within Waymo’s operating conditions. Austin showed a 4% higher rate, although its sample was relatively small.
The Bottom Line
Waymo’s 50-million-mile result is real but dated and narrower than the headline suggests. The independent IIHS analysis found 68% fewer police-reportable crash involvements per mile than human drivers in four cities from 2021 through 2024. Newer Waymo data cover far more miles and show further reductions in serious and injury crashes, but they use a different methodology. The fairest conclusion is that Waymo currently appears to crash less often than human drivers in its operating areas—not that it is safer in every situation or free of collisions.
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