The latest cutoff shown on NHTSA’s Standing General Order crash-reporting page is August 17, 2026. The page provides an ADS dashboard and downloadable incident CSV files, but a current aggregate crash total is not specified here. These records are notifications from covered entities—not a complete count of every crash involving an automated driving system, and not a safety ranking of manufacturers.
What the latest NHTSA ADS data cover
NHTSA’s Standing General Order on Crash Reporting page says its ADS dashboard data run through August 17, 2026, and that the CSV files are updated monthly. The charts classify incidents by the type of automation system the reporting entity said was engaged before the crash began.
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To access the data, go to NHTSA’s Standing General Order on Crash Reporting page and use its ADS dashboard or incident CSV downloads. The public files include the reporting entity; vehicle make, model, and model year; unique vehicle and incident identifiers; incident month and year; roadway and surface conditions; the object at the crash scene; an investigation indicator; and a narrative description. Personally identifying information and information claimed as confidential business information are redacted.
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How the current reporting rules work
The current public files are governed by the third amended Standing General Order 2021-01, effective June 16, 2025. Under the amended order, the most severe reportable crashes are due within five days, while less severe reportable crashes are due monthly. The amendment also reduced routine duplicate reporting and requires updates when an entity receives new information.
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These deadlines do not mean every crash appears immediately. Reporting depends in part on when an entity learns about an incident and on its recording and telemetry capabilities. The CSVs are therefore a changing record of incidents reported under the order, rather than a real-time census.
Why raw company crash counts do not measure safety
NHTSA warns that its summary incident data “should not be assumed to be statistically representative of all crashes.” Counts are not adjusted for fleet size, miles driven, or the places and conditions in which a system operates. A company with more vehicles, greater exposure, or better telemetry may generate more reports without that raw total establishing a higher crash rate.
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- Different exposure: The files do not normalize incidents by vehicle miles traveled, fleet size, or operational design domain—the conditions and locations where a system is intended to operate.
- Different ability to detect incidents: Reporting can depend on an entity’s telemetry and when it learns of a crash. Stronger monitoring can make more incidents visible.
- Possible duplicate records: Multiple entities or sources can report one event. NHTSA says duplicate reports may remain when records cannot be matched to the same crash.
- Uneven reporting for Level 2 systems: Level 2 advanced driver assistance systems (ADAS) are often in privately owned vehicles. An incident may not reach the manufacturer if an owner does not report it.
- Different system categories: ADS and Level 2 ADAS are not interchangeable labels. Check the system classification and reported engagement state before interpreting a record.
For a meaningful comparison, use the same reporting period and examine severity, crash context, roadway and surface conditions, object struck, system engagement, reporting coverage, telemetry access, and fleet exposure. Even then, the public incident files alone do not provide the exposure data needed to calculate comparable crash rates.
What the historical figure of 227 means
NHTSA’s initial data release in 2022 reported 227 crashes involving ADS-equipped vehicles. The agency described that release as not comprehensive. It is a historical benchmark from the initial release, not the current dashboard total; NHTSA’s later reporting scope and dashboard coverage should not be collapsed into that single figure.
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The initial release also illustrated why a count of reports can exceed a count of distinct crashes: more than one entity or source may report the same event.
What a reporting omission can—and cannot—show
NHTSA’s September 30, 2024 consent-order announcement provides an example of why report details matter. It said two Cruise reports omitted post-crash details about an October 2, 2023 incident in which a driverless Cruise vehicle dragged a pedestrian approximately 20 feet before stopping. The order included a $1.5 million monetary penalty and a corrective-action plan.
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This enforcement example concerns reporting compliance and a specific incident. It does not make the dashboard a complete measure of crash risk, nor does one case establish how one manufacturer’s overall safety compares with another’s.
How to use the dashboard responsibly
- Set the reporting window. Note the dashboard’s August 17, 2026 cutoff and compare records from the same period rather than mixing releases or snapshots.
- Check the system category. Separate ADS incidents from Level 2 ADAS reports, and read the chart’s system classification rather than treating all automation-related records as equivalent.
- Read incident details. Use the available fields and narrative to assess severity, conditions, object struck, and whether the system was reported as engaged before crash onset.
- Look for reporting and duplicate limits. Consider what the entity could detect, when it learned about the incident, and whether multiple submissions may describe one event.
- Avoid ranking by total alone. Without exposure figures such as miles traveled and fleet size, raw counts are notifications, not comparable crash rates.
NHTSA’s page states: “The data reported in the CSV files will be updated monthly.” That cadence makes the displayed cutoff important whenever figures are quoted.
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