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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <title>Traffic Safety Facts 2022 Data: Motorcycles</title>
      <link>https://trid.trb.org/View/2403829</link>
      <description><![CDATA[In 2022 there were 6,218 motorcyclists killed, 15 percent of all traffic fatalities. The number of motorcyclist fatalities in 2022 increased by 1 percent from 2021, from 6,143 to 6,218. An estimated 82,687 motorcyclists were injured in 2022, a 3-percent decrease from 84,898 motorcyclists injured in 2021. Per vehicle miles traveled in 2022, the fatality rate for motorcyclists (26.16) was almost 22 times the passenger car occupant fatality rate (1.20). This fact sheet for 2022 covers the following: crash characteristics; crash involvement; age; motorcycle engine size; speeding; licensing and previous driving records; alcohol; helmet use and effectiveness; and data by state.]]></description>
      <pubDate>Fri, 19 Jul 2024 16:40:28 GMT</pubDate>
      <guid>https://trid.trb.org/View/2403829</guid>
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      <title>Traffic Safety Facts 2016 Data: Motorcycles</title>
      <link>https://trid.trb.org/View/1501675</link>
      <description><![CDATA[In this fact sheet for 2016, the information on motorcycles is presented as follows: Overview; Registration; Environmental Characteristics; Crash Involvement; Speeding; Age; Motorcycle Engine Size;   Licensing and Previous Driving Records; Alcohol; Helmet Use and Effectiveness. Key findings are as follows: In 2016, there were 5,286 motorcyclists killed—a 5.1-percent increase from the 5,029 motorcyclists killed in 2015. Per vehicle miles traveled in 2016, motorcyclist fatalities occurred nearly 28 times more frequently than passenger car occupant fatalities in traffic crashes. Twenty-seven percent of motorcycle riders involved in fatal crashes in 2016 were riding without valid motorcycle licenses. In 2016, motorcycle riders involved in fatal crashes were found to have the highest percentage of alcohol-impaired drivers than any other vehicle types (25% for motorcycles, 21% for passenger cars, 20% for light trucks, and 2% for large trucks). Thirty-seven percent of motorcycle riders who died in single vehicle crashes in 2016 were alcohol-impaired. Motorcycle riders killed in traffic crashes at night were three times more frequently alcohol-impaired than those killed during the day in 2016. NHTSA estimates that helmets saved 1,859 motorcyclists’ lives in 2016, and that 802 more lives could have been saved if all motorcyclists had worn helmets.]]></description>
      <pubDate>Fri, 16 Mar 2018 09:53:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/1501675</guid>
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      <title>Traffic Safety Facts 2015 Data: Motorcycles</title>
      <link>https://trid.trb.org/View/1442083</link>
      <description><![CDATA[In this fact sheet for 2015, the motorcycle information is presented in the following sections:  Overview; Registration; Environmental Characteristics; Crash Involvement; Speeding; Age; Motorcycle Engine Size; Licensing and Previous Driving Records; Alcohol; and Helmet Use and Effectiveness. Key findings are as follows: In 2015, there were 4,976 motorcyclists killed—an 8-percent increase from the 4,594 motorcyclists killed in 2014. An estimated 88,000 motorcyclists were injured during 2015, a 3-percent decrease from the 92,000 motorcyclists injured in 2014. Per vehicle mile traveled in 2014 (latest available data), motorcyclist fatalities occurred nearly 27 times more frequently than passenger car occupant fatalities in traffic crashes. Twenty-seven percent of motorcycle riders involved in fatal crashes in 2015 were riding without valid motorcycle licenses. In 2015, motorcycle riders involved in fatal crashes were found to have the highest percentage of alcohol-impaired drivers than any other vehicle types (27% for motorcycles, 21% for passenger cars, 20% for light trucks, and 2% for large trucks). Forty-two percent of motorcycle riders who died in single-vehicle crashes in 2015 were alcohol-impaired. Motorcycle riders killed in traffic crashes at night were three times more frequently alcohol-impaired than those killed during the day in 2015. The National Highway Traffic Safety Administration (NHTSA) estimates that helmets saved 1,772 motorcyclists’ lives in 2015, and that 740 more could have been saved if all motorcyclists had worn helmets. In States without universal helmet laws, 58 percent of motorcyclists killed in 2015 were not wearing helmets, as compared to 8 percent in States with universal helmet laws.]]></description>
      <pubDate>Sun, 05 Feb 2017 17:58:52 GMT</pubDate>
      <guid>https://trid.trb.org/View/1442083</guid>
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      <title>Traffic Safety Facts 2013 Data: Motorcycles</title>
      <link>https://trid.trb.org/View/1354338</link>
      <description><![CDATA[In 2013, there were 4,668 motorcyclists killed in motor vehicle traffic crashes—a decrease of 6 percent from the 4,986 motorcyclists killed in 2012. There were an estimated 88,000 motorcyclists injured during 2013, a 5-percent decrease from 93,000 motorcyclist injured in 2012. In 2013, two-wheeled motorcycles accounted for 93 percent of all motorcycles in fatal crashes. In 2013, motorcyclists accounted for 14 percent of all traffic fatalities, 4 percent of all people injured, 18 percent of all occupants (driver and passenger) fatalities, and 4 percent of all occupants injured. Of the 4,668 motorcyclists killed in traffic crashes, 94 percent (4,399) were riders and 6 percent (269) were passengers. Additional statistics on motorcycles are contained in this fact sheet, which is presented in the following order: Overview; Registration; Crash Involvement; Speeding; Age; Engine Size; Licensing and Previous Driving Record; Alcohol; and Helmet Use.]]></description>
      <pubDate>Mon, 25 May 2015 15:13:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/1354338</guid>
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    <item>
      <title>LITERATURE SURVEY OF MOTORCYCLE ACCIDENTS WITH RESPECT TO THE INFLUENCE OF ENGINE SIZE</title>
      <link>https://trid.trb.org/View/673038</link>
      <description><![CDATA[For completion of the type approval of two- or three-wheeled motor vehicles, and in particular of Directive 95/1/EC of the European Community, the Directorate General III (Industry) commissioned TNO Automotive (Netherlands) to perform a study to examine whether there is a relation between motorcycle accident occurrence and motorcycle engine power exceeding 74 kW. This report presents the results of a literature survey of existing studies, together with the factors that are likely to have a bearing on motorcycle accidents. Studies investigating the relation between performance properties and involvement of motorcyclists in accidents or the accidents risk used several different methods: (1) Studies searching for direct evidence of the following relationships: (a) Analysis of officially registered accidents, where accidents are weighted on the basis of the respective motorcycle population; (b) Questionnaires/interviews among a representative group of motorcyclists and accident-involved motorcyclists, where accidents are weighted on the basis of exposure to a collision (mostly distance travelled); and (c) combination of the two methods (both data sources); and (2) studies searching for indirect evidence of the relationships by investigating the effects of engine size/power restrictions for novice motorcyclists. The conclusion of this literature survey is that there is no scientific evidence that engine size is a major factor in motorcycle accidents; engine size does not emerge as a risk factor.]]></description>
      <pubDate>Wed, 04 Apr 2001 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/673038</guid>
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      <title>TRAFFIC INJURY RESEARCH FOUNDATION OF CANADA</title>
      <link>https://trid.trb.org/View/313526</link>
      <description><![CDATA[This article describes the work of the traffic injury research foundation of Canada (tirf), which, as a registered charity, is independant of both government and industry. Financial support is generated principally from two sources: (a) research grants or contracts, and (b) contributions or donations.  Since 1975 tirf has conducted some 125 research and evaluation studies with funding in excess of 3 million dollars.  Examples of research undertaken by tirf which have influenced legislation include work on alcohol, drugs and traffic safety, the major study in 1981 on the magnitude and characteristics of the problem of road crashes involving young adults, and the review of the relationship between motorcycle engine size and collision involvement.  Examples of recent work of international interest include projects to study new driver accidents, and the correlation between life style and road crashes.]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/313526</guid>
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      <title>MOTORCYCLE ENGINE SIZE AND TRAFFIC SAFETY</title>
      <link>https://trid.trb.org/View/311102</link>
      <description><![CDATA[The objectives of this study are to: a) identify and review post 1984 literature on the relationship between motorcycle engine size and collision involvement; b) examine studies that have evaluated the effect of licencing restrictions on collisions; and c) consider other possible methods of reducing such accidents.  A brief overview of motorcycle safety issues in North America and elsewhere is provided first, followed by a review of both the unpublished and published literature on the correlation between engine size and accident rate.  Methods to decrease such accidents are also discussed, including: improved licencing and testing procedures; education and training; and improvements in motorcycle design.]]></description>
      <pubDate>Sun, 30 Sep 1990 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/311102</guid>
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      <title>MOTORCYCLE ENGINE SIZE AND COLLISION INVOLVEMENT</title>
      <link>https://trid.trb.org/View/266867</link>
      <description><![CDATA[This report attempts to document the evidence pertaining to the nature and characteristics of the relationship between motorcycle engine capacity and collision involvement.  Information was derived from two sources: international practices and experiences related to licensing restrictions on motorcycle engine size; and scientific studies that have examined the association between engine size and collision involvement. Despite a considerable amount of research no study has yet clearly established whether there is a relationship and, if so, what its nature, magnitude and characteristics are.  Moreover, after years of restrictions being imposed on the operation of large motorcycles by novice riders in several countries, the results of such efforts remain mixed.  Consequently, no unambiguous bottom-line emerges from the research reviewed in this report--accordingly, any intentions to introduce regulations or legislation that would restrict engine size must proceed with a clear understanding and acknowledgement both of the ambiguous nature of the scientific evidence that would support such a move, as well as the mixed and often disappointing results achieved in jurisdictions where such restrictions have been introduced.]]></description>
      <pubDate>Tue, 31 Dec 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/266867</guid>
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    <item>
      <title>MOTORCYCLE ENGINE SIZE AND COLLISION INVOLVEMENT</title>
      <link>https://trid.trb.org/View/212080</link>
      <description><![CDATA[At first glance, it would seem that establishing the nature and characteristics of the relationship between motorcycle engine size and accidents should be easy and straight-forward.  Even a brief perusal of this report will dispel such a view.  Despite a considerable amount of research no study has yet clearly established whether there is a relationship and, if so, what its nature, magnitude and characteristics are.  Moreover, after years of restrictions being imposed on the operation of large motorcycles by novice riders in several countries, the results of such efforts remain mixed.  Consequently, no unambigious bottom-line emerges from the research reviewed in this report--accordingly, any intentions to introduce regulations or legislation that would restrict engine size must proceed with a clear understanding and acknowledgement both of the ambigious nature of the scientific evidence that would support such a move as well as the mixed and often disappointing results achieved in jurisdictions where such restrictions have been introduced.  (Author)]]></description>
      <pubDate>Wed, 31 Jul 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/212080</guid>
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