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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>THE EFFECT ON MOTORCYCLING OF THE 1981 TRANSPORT ACT</title>
      <link>https://trid.trb.org/View/283244</link>
      <description><![CDATA[The transport act of 1981 introduced various measures intended to reduce the high accident rate among motorcyclists.  The riding test was extended, the duration of a motorcycle provisional licence was limited to two years and the maximum engine size of motorcycles that learners may ride was reduced to 125 cc.  The report shows that an immediate consequence was a reduction of over one half in the number of motorcyclists passing the riding test.  The amount of motorcycling has fallen sharply (although the fall could be due to other factors as well) and the numbers of motorcycling accidents and casualties have fallen in consequence.  The restriction on engine size was immediately effective, reducing casualties among learner motorcyclists by about one quarter.  (TRRL)]]></description>
      <pubDate>Wed, 31 Aug 1988 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/283244</guid>
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      <title>ENGINE CAPACITY RESTRICTIONS FOR NOVICE MOTORCYCLISTS - THE VICTORIAN EXPERIENCE</title>
      <link>https://trid.trb.org/View/211537</link>
      <description><![CDATA[In an attempt to reduce the over-involvement of learner and first year probationary motorcyclists in accidents, the Victorian government amended the law in 1979 to restrict these riders to motorcycles with engine capacities of less than 260 cc.  This paper presents an evaluation of sales figures and accident data which indicates a high level of compliance with the law amongst these motorcyclists, and which found that casualty rates for learners and first year probationers began to decrease from mid 1979 and continued to do so until mid 1981.  Furthermore, concern has been expressed that since the legislation there has been a trend in the industry towards production of more powerful 250 cc motorcycles.  This study found that "powerful" 250 cc motorcycles are not over-represented in accident or sales figures.  (Author/TRRL)]]></description>
      <pubDate>Sun, 30 Jun 1985 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/211537</guid>
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      <title>ROAD SAFETY. TRANSPORT COMMITTEE. SESSION 1982-83. MINUTES OF EVIDENCE. TUESDAY 22 MARCH 1983</title>
      <link>https://trid.trb.org/View/199392</link>
      <description><![CDATA[The minutes of evidence contain a memorandum submitted by the Department of Transport.  A summary of information is given for the UK on casualties and accidents for the year 1981, costs of accidents, trends in casualties, road safety organisation.  Annexes are included on standards of vehicle construction and vehicle lighting; MOT testing (the vehicle testing scheme); standards of driver training and examination; motorcycle rider training and examination; pedal cycle rider training; pedestrian awareness of good practice; road lighting and accidents; all purpose trunk road lighting policy; motorway lighting policy; speed limits; drinking and driving; importance of cost effective engineering solutions to road safety; steps taken to monitor the impact of changes resulting from the 1981 Transport Act; extent of enforcement; the problems of dangerous parking. (TRRL)]]></description>
      <pubDate>Thu, 28 Jun 1984 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/199392</guid>
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      <title>THE VICTORIAN 260CC LEGISLATION; EVALUATION REPORT USING ACCIDENT DATA TO DECEMBER 1981</title>
      <link>https://trid.trb.org/View/191333</link>
      <description><![CDATA[Learner and first year probationary motorcyclists are over- represented in road accidents, being involved in accidents about four times as often as full motorcycle licence holders in relation to their numbers.  In an attempt to reduce this over-involvement, the Victorian Government amended the law at the beginning of 1979, to restrict learner and first year probationary motorcyclists to motorcycles with engine capacities of less than 260cc.  This evaluation firstly shows that casualty rates (motorcyclists killed or injured per 1,000 learner permit or probationary licence holders) began to decrease from mid 1979 and continued to do so until the end of 1980.  For the purposes of comparison an estimate of casualty rates for full licence holders was obtained. The rates showed a small but statistically significant increase over the same period.  A second part of the evaluation compared the numbers of casualties experienced by each licence group before and after the introduction of the restriction, with 1979 the transition year, being excluded. This comparison showed that learner and first year probationary motorcyclists accounted for a smaller percentage of all motorcycle casualties after the introduction of the restriction.  In fact, in the after period, compared to full licence holder casualties, learner permit casualties were about 40 per cent less than expected while first year probationary casualties were about 39 per cent below the expected figure.  (Author/TRRL)]]></description>
      <pubDate>Sun, 30 Oct 1983 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/191333</guid>
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      <title>MOTOR VEHICLE THEFT LAW ENFORCEMENT ACT OF 1981 INTRODUCED</title>
      <link>https://trid.trb.org/View/180545</link>
      <description><![CDATA[This article summarizes the Motor Vehicle Theft Law Enforcement Act of 1981 (HR4325), sponsored by Representative S. William Green (R-NY) and others. The act provides for the identification of new motor vehicles, trucks, motorcycles, their parts, and their components. The alteration of such identification and other activities related to such identified units, would become federal crimes, as would the export of any stolen self-propelled vehicle, knowing that its identification number has been tampered with. The bill would create Task Forces to report on the theft of off-highway mobile equipment (farm and construction equipment) and to report on state motor vehicle titling programs. Rep. Green indicates that law enforcement, the insurance industry, and consumers agree that this act would serve to create standards which would provide law enforcement agencies with the tools needed to help battle theft on an interstate and international level.]]></description>
      <pubDate>Wed, 30 Jun 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/180545</guid>
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      <title>MOTORCYCLES AND ROAD TRAFFIC LAW. THE 1981 LEGISLATION</title>
      <link>https://trid.trb.org/View/174145</link>
      <description><![CDATA[The article explains the main points of the complex clause, with which all those concerned with traffic education and all holders of provisional driving licences will need to be familiar.  The new legislation is based on the findings of an advisory committee which was convened in an attempt to reduce motor cycle accidents.  Motorcyclists were shown to be 15 times more likely to be involved in an accident, and 30 times more likely to be killed or seriously injured compared with car occupants.  A two-stage test of competence was recommended.  The first stage being an off-the-highway test of machine control and handling, which if sucessfully negotiated would qualify the rider for the second stage corresponding to the existing test.  Riders having undergone pre-test training would have a considerable advantage in the first stage of the test. Provisional licence holders will also be restricted to a 'learner machine' with a power output not exceeding about 11.8 bhp.  These machines would be suitably marked.  (TRRL)]]></description>
      <pubDate>Sat, 27 Feb 1982 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/174145</guid>
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