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    <title>Transport Research International Documentation (TRID)</title>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <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>A reinforcement learning based autonomous vehicle control in diverse daytime and weather scenarios</title>
      <link>https://trid.trb.org/View/2616214</link>
      <description><![CDATA[Autonomous driving holds significant promise for substantially reducing road fatalities. Unlike traditional machine learning methods that have conventionally been applied to enhance the motion control of Autonomous Vehicles (AVs), recent attention has shifted toward the utilization of Deep Learning (DL) and Deep Reinforcement Learning (DRL) techniques. These advanced approaches have the potential to greatly improve AV vehicle control and empower vehicles to learn from their surroundings. However, the majority of existing research has concentrated on straightforward scenarios, often neglecting the intricate challenges posed by vulnerable road users such as pedestrians, cyclists, and motorcyclists, as well as the influence of varying weather conditions. In this study, we propose a novel model founded on DRL, specifically leveraging Deep-Q Networks (DQN), to effectively manage AVs in complex scenarios characterized by heavy traffic, diverse road users, and diverse weather conditions. Our approach involves training the model in diverse weather conditions, encompassing clear daytime and nighttime as well as challenging weather conditions like heavy rainfall during both the day and sunset. Through this comprehensive training, the AV becomes proficient in navigating safely through intersections and reaching its destination without any accidents. To rigorously evaluate and validate our proposed approach, extensive testing was conducted employing the CARLA simulator. The simulation results unequivocally demonstrate that our model not only reduces travel delays but also minimizes the occurrence of collisions, marking a significant step forward in achieving safer and more efficient autonomous driving.]]></description>
      <pubDate>Thu, 07 May 2026 11:02:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2616214</guid>
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    <item>
      <title>Exploring the motorcycle crash risks and riders' risk profiles: Evidence from the motorcycle crash causation study</title>
      <link>https://trid.trb.org/View/2659380</link>
      <description><![CDATA[Motorcyclists are among the most vulnerable road users in the United States, facing disproportionately high crash and fatality rates, while many states prioritize motorcycle safety through the Strategic Highway Safety Plan. Despite this alarming trend, crash reports often lack critical insights into rider behavior and contributing risk factors. National crash data highlights an alarming trend where motorcycle crashes and fatality rates significantly exceed those of passenger cars, with sharp increases in recent years. However, existing crash reports often lack critical details about motorcycle operator behavior and risk factors, limiting efforts to develop effective safety interventions. This study aims to bridge this gap by analyzing the Federal Highway Administration's Motorcycle Crash Causation Study dataset, incorporating both crash-involved motorcyclists and paired control groups who were not in the crashes. By applying a random parameter logit model to estimate crash likelihood and a random parameter Weibull model to assess hazard duration until crash occurrence, this research identifies key contributing factors. Findings reveal that rider age, annual mileage, prior crash experience, passenger presence, travel speed, licensing status, motorcycle maintenance practices, and riding tasks play pivotal roles in influencing motorcycle crash risks. These insights underscore the urgent need for targeted motorcycle rider training, policy enhancements, and proactive safety interventions. By collaborating with state and local stakeholders, decision-makers can implement strategies that reduce motorcycle-related crashes, ultimately improving roadway safety for all users.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659380</guid>
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    <item>
      <title>Examining the influence of rider behavior on motorcycle crashes: A structural equation modeling approach using a modified MRBQ</title>
      <link>https://trid.trb.org/View/2692455</link>
      <description><![CDATA[Motorcycle crashes represent a significant public health challenge in Northeastern Thailand, yet limited research has examined the behavioral factors contributing to this issue within the region's unique context. This study aimed to identify key behavioral predictors of motorcycle crashes in four Northeastern Thai provinces using a modified Motorcycle Rider Behavior Questionnaire (MRBQ) and structural equation modeling approach. Data were collected from 4,317 motorcyclists in Nakhon Ratchasima, Chaiyaphum, Buriram, and Surin provinces through stratified multi-stage sampling. Confirmatory factor analysis validated a four-factor structure of the modified MRBQ comprising traffic errors, stunts, safety equipment use, and control errors, all demonstrating excellent internal consistency reliability (α = 0.850–0.930). Structural equation modeling revealed that traffic violations (β = 0.372) represented the strongest predictor of crash involvement, followed by safety equipment use (β = −0.239) which showed a protective effect, and stunts (β = 0.180). Control errors, riding frequency, and traffic errors all showed significant positive associations with crashes, while licensing demonstrated a protective effect. The model explained 36.7% of variance in crash involvement. This research contributes to motorcycle safety literature by validating a culturally adapted assessment instrument and quantifying the relative influence of behavioral factors on crash involvement in Northeastern Thailand, providing an empirical foundation for targeted interventions addressing the most significant risk factors in this region.]]></description>
      <pubDate>Mon, 27 Apr 2026 17:01:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692455</guid>
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    <item>
      <title>Advancing sustainable mobility: Insights from Taiwan's motorcycle electrification</title>
      <link>https://trid.trb.org/View/2686308</link>
      <description><![CDATA[Vehicle electrification has been progressing rapidly as various countries aim to reduce their carbon emissions. Mobility justice, which frames safe, affordable and sustainable transport as a basic right and links mobility inequalities to broader systemic forces, offers a valuable analytical lens for examining these transitions. Although there has been an increase in research on vehicle electrification and heightened awareness of mobility injustice, the exploration of discussions related to two-wheeled vehicles, such as motorcycles, remains underdeveloped. This paper fills this research gap by applying the mobility justice lens to analyse the case of motorcycle electrification in Taiwan. Drawing on key governmental vehicle electrification documents and in-depth interviews with motorcycle users, the study examines whether policy discourse aligns with lived experiences of riders in Taipei. With Critical Discourse Analysis (CDA) and applying a conceptual framework of mobility justice, the findings highlight that vehicle electrification policy strategies may unintentionally worsen difficulties faced by already disadvantaged individuals if lived experiences are not taken into account. The study argues that transport system designs and policymaking should also recognise road users' identities beyond four-wheeled vehicles. Motorcycle users' urban mobility space is forcibly compressed, mirroring the unjust marginalisation of their voice in public discourse. Furthermore, policymakers' detachment from motorcyclists' realities, paired with low transparency and idealistic discourses, erodes public trust and slows the transition.]]></description>
      <pubDate>Mon, 27 Apr 2026 14:58:59 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686308</guid>
    </item>
    <item>
      <title>Undercounts stemming from misclassification derived from fatal injuries in traffic crashes in Colombia, 2010 to 2021</title>
      <link>https://trid.trb.org/View/2680649</link>
      <description><![CDATA[To identify and address potential misclassification of traffic fatalities in Colombia from 2010 to 2021. For an ecological study, the authors employed national records and databases. A database was consolidated to include information on the fatality occurrence site, area, place of death, year of occurrence, marital status, age, and enrollment in social security. Generalized linear regression models were used to detect and adjust possible errors in records due to misclassification starting from existing data, allowing reclassification with a high probability of specific garbage codes being valid, potentially associated with mortality caused by traffic. In 2010; there was a mortality rate of 13.3 deaths per 100,000 population, while in 2021; it was 15.1/per 100,000 population. In 2020; from the effects of pandemic-related confinement, the risk came down to 11.5/100.000 population. With the imputation, these records increased from 14.9 (2010) to 16.4 (2021); the most notable rise was among motorcyclists, who contributed 62%, with a marked increase in 2021:13/100.000 population, while pedestrians contributed 27.2%, cyclists: 4% and vehicle occupants: 6.5%. Over the past decade, Colombia has stood out as one of the few countries worldwide that have been unable to reduce traffic-related mortality. The potential underestimation of the problem likely exacerbates this challenge due to record misclassification or measurement errors, which may be as high as 10%. Motorcyclists are particularly vulnerable, facing a significantly increased risk of death. To address this critical issue, cross-sectoral and inter-institutional policies, and plans are urgently needed to mitigate the high incidence of motorcycle fatalities and break the cycles of poverty and orphanhood they can cause.]]></description>
      <pubDate>Wed, 15 Apr 2026 10:29:29 GMT</pubDate>
      <guid>https://trid.trb.org/View/2680649</guid>
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    <item>
      <title>Evaluation of Motorcycle Helmet Test Procedures</title>
      <link>https://trid.trb.org/View/2691562</link>
      <description><![CDATA[FMVSS No. 218, Motorcycle helmets, specifies minimum performance requirements for helmets designed for use  by motorcyclists and other motor vehicle users. FMVSS No. 218 includes three performance test types that have  remained largely unchanged since it was first published in 1973: an impact attenuation test, a penetration test, and  a retention system test. In 2013 NHTSA initiated a helmet testing research program with compliance test labs.  Based upon this testing, adjustments were made to the test procedures and were evaluated in this study. In  continuation of NHTSA’s motorcycle helmet research, the testing described in this report aimed to achieve the  following: (1) assess the feasibility of conducting modified FMVSS No. 218 tests and other performance tests,  and refining test procedures as necessary; and (2) evaluate the repeatability of each of the modified test  procedures assessed.  Six helmet models were tested in six test types. Two test types were based on tests included in FMVSS No. 218,  while four test types were based on tests included in international standards. Four models were used for the  impact attenuation, retention system, and chin bar tests. Five helmets of each helmet model were used for these  test types. The other two helmet models were used for the positional stability, face shield, and rigid projection  tests. Fifteen helmets of each helmet model were used for these test types.  Overall, the results from the six helmet models tested showed that conducting these tests was feasible and the results for all test procedures were generally repeatable. Although the results for a small number of individual  helmet models showed elevated variation, that variation was not substantial enough to prevent the tests from  differentiating the performance of the tested helmets.]]></description>
      <pubDate>Mon, 13 Apr 2026 08:56:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2691562</guid>
    </item>
    <item>
      <title>Evaluating a New Road Sign and Traffic Markings for Motorcycle Safety on Untreated Roads</title>
      <link>https://trid.trb.org/View/2655602</link>
      <description><![CDATA[Objective: This research investigated effects for new traffic markings on the user behaviour of motorcycle riders. Background: Across motorised vehicles, motorcycles represent the most vulnerable road users. Method: A road sign and traffic markings were installed at six trial sites. Data from video cameras at each site provided measures of rider behaviour in relation to speed, road position, brake use, and use of the traffic markings, before and after installations. Throughout this research 4652 motorcycle riders travelled through the sites. Of these 1542 riders were analysed in more detail to investigate the effects of the road safety intervention on rider behaviour. Results: At five sites speed was reduced by a significant margin. At four sites there were significant improvements in road position at the final traffic marking. At five of the trial sites on the apex of a bend, there were significant improvements in road position. Braking behaviour decreased at two of the trial sites. For use of the traffic markings a significant increase was observed across all the trial sites. Across the behaviour measures, the changes were still present 4 weeks later. At a comparison site no changes in behaviour were observed. Conclusion: The findings provide evidence of improved rider behaviour which are placed in reference to the Safe System principles for road safety and casualty reduction. Application: This research has generated international interest for installing the road sign and traffic markings in other regions and contributes to the Scottish Government’s Road Safety Framework to 2030 by reducing motorcycle casualties.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:57:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655602</guid>
    </item>
    <item>
      <title>Modified MRBQ for the gig economy: Linking risky riding behaviors to self-reported safety incidents among food delivery riders</title>
      <link>https://trid.trb.org/View/2684297</link>
      <description><![CDATA[The rapid growth of the food delivery sector has created job opportunities, particularly for young and low-income workers, but has also introduced new road safety challenges. To examine these risks, this study adapted and extended the Motorcycle Rider Behavior Questionnaire (MRBQ) to reflect the unique behaviors of food delivery riders. A 62-item MRBQ was developed through literature review and focus group discussions, and data were collected via an offline survey from 524 riders in Hanoi, Vietnam. The adapted MRBQ was analyzed using exploratory factor analysis to identify key dimensions of risky riding behavior, followed by a multivariate probit model to examine their associations with self-reported crashes, near-crashes, and fines. The analysis revealed six behavioral dimensions: traffic errors, safety violations, distractions, traffic violations, speeding violations, and control errors. Notably, the emergence of ‘distractions’ and ‘traffic violations’, linked to mobile phone use and frequent signal and lane breaches, highlights risk specific to app-based delivery work. The absence of the stunts factor, characterized by thrill-seeking behaviors, among food delivery riders further differentiates them from recreational or non-occupational riders, highlighting their more work-oriented and goal-driven riding style. The results further showed that older age, lower education, higher income, and lack of formal training were significantly associated with increased self-reported safety incidents, including crashes, near-crashes, and fines. Key behavioral predictors of these incidents were distractions, speeding, and traffic violations. The findings reinforce existing road safety recommendations by providing context-specific empirical evidence for food delivery riders, highlighting the continued importance of rider training and delivery platform designs that prioritize safety alongside efficiency in urban gig-economy settings.]]></description>
      <pubDate>Wed, 08 Apr 2026 13:40:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/2684297</guid>
    </item>
    <item>
      <title>Influence of Roadway Curvature on Two-Wheeler Rider Kinematics and Safety in Urban Environments: A Case Study</title>
      <link>https://trid.trb.org/View/2669850</link>
      <description><![CDATA[Rapid urbanization is degrading urban mobility due to increased traffic congestion, pollution, and pressure on infrastructure. Two-wheelers contribute significantly through their high volume, frequent lane changes, and CO2 emissions in dense areas. The combination of challenging road geometries (e.g., sharp curves, narrow lanes) and the inherent limitations of motorcycle design and rider behaviour amplifies risks for two-wheeler riders. In this context, the study aims to investigate the influence of road geometrical elements—specifically, curve radius, deflection angle, and curve length on the kinematic behavior and trajectories of two-wheeler (TW) riders in urban environments. Three machine learning models RFR, XGBoost, and SVR were used to model the non-linear relationship between velocity and kinematic variables on curved road segments. RFR and XGBoost showed high accuracy (R2 > 0.94), while SVR performed moderately (R2 = 0.69). The study results offer valuable insights for policymakers and highway designers to develop targeted interventions in infrastructure design aimed at improving two-wheeler safety.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:21:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2669850</guid>
    </item>
    <item>
      <title>Analysis of the rear-end crash test of a motorcycle at low speed</title>
      <link>https://trid.trb.org/View/2666122</link>
      <description><![CDATA[Every year, more and more two-wheelers appear on the roads, which can be seen on the basis of statistical data. Every year, there are a large number of road accidents in which motorcyclists are injured. The following paper presents data on road accidents in Poland involving motorcyclists and other two-wheelers. The presented data are based on police data and data from the Central Statistical Office. The paper briefly presents various ways of performing motorcycle crash tests. The article presents a motorcycle crash test bench. The aim of the research at the stand was to investigate and analyze the movement of the head during a collision from behind at low speed. The collected data was processed using TEMA software. The research will continue to improve the test stand and to improve the safety of motorcyclists.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:15:34 GMT</pubDate>
      <guid>https://trid.trb.org/View/2666122</guid>
    </item>
    <item>
      <title>Motorized two- and three-wheeler fatalities in Ghana: trends, risk factors, and policy implications</title>
      <link>https://trid.trb.org/View/2657985</link>
      <description><![CDATA[Although motorized two- and three-wheelers are affordable, fast and can travel on poor road conditions, their negative consequences cannot be ignored. This study seeks to investigate the trend and compare the nature of crashes involving motorized two-wheelers and three-wheelers (comprising rickshaws and tricycles). Crash data for the twenty-year period, 2002–2021 and the accumulated number of registered motorcycles were used for the trend analysis. Data for the four-year period, 2018–2021, was used for the comparative analysis of the different types of motorcycles. To determine whether there are differences between the variables, chi-square (χ2) tests were performed on the crash data for the various motorcycle modes to assess statistical significance. From the analysis, motorcycle is now the riskiest mode of transport in Ghana contributing 31.7% of fatalities in 2021 from a 2.7% share in 2002. Fatalities among motorcyclists increased by over 1800%, the highest of any road user type during the period. The two-wheelers constituted 85% of all the deaths with tricycles and rickshaws representing 13% and 2%, respectively. Fatalities among the different types of motorcycles varied with gender, age, time of day, day of week, collision type, region, type of ridership and number of vehicles involved in collision. A policy framework is required by the National Road Safety Authority (NRSA) to regulate commercial motorcycle operations which have fast become part of the commercial transport system, albeit illegal, in all parts of the country. The police should ensure the strict enforcement of crash helmet wearing among the two-wheelers to reduce fatalities.]]></description>
      <pubDate>Mon, 23 Mar 2026 15:15:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657985</guid>
    </item>
    <item>
      <title>Determinants of Personal Protective Gear Use and Adherence to Safety Standards among Motorcyclists: A Case Study in Qatar</title>
      <link>https://trid.trb.org/View/2646858</link>
      <description><![CDATA[The use of safety gear by motorcyclists is critical in reducing injury severity in the event of a crash. This paper examines the influence of rider characteristics on their selection of safety gear and adherence to safety gear standards. This study employed discrete choice models to investigate factors influencing the use of standard safety gear by motorcyclists. Moreover, variations in risky riding characteristics and non-mandated safety gear usage rates based on rider characteristics have been explored. The data was collected using an online survey questionnaire in Qatar from 439 riders. Results show that only half of the riders used standard safety gear. Despite the relatively high rate of helmet use, the overall uptake of non-mandated protective gear remains low. It is observed that the age group of 23–30 years is the low-risk group compared to other age groups, and the highly educated riders tend to be more risk-taking. Riders’ perceived sense of safety and past crash experience significantly interact; those who reported feeling safe while riding, despite having a history of crashes, were more likely to wear standard safety equipment. The study suggests that interventions based on immersive experiences, such as simulator training and accounts from injured riders, could play a key role in shifting how riders perceive risk and safety. Additionally, locally tailored awareness campaigns are necessary to improve both the understanding and use of standard safety gear among motorcyclists in Qatar.]]></description>
      <pubDate>Mon, 23 Mar 2026 09:45:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646858</guid>
    </item>
    <item>
      <title>Real life motorcycle crashes into road barriers – does motorcyclists’ injury severity vary between different types of barriers and the presence of motorcycle protection systems?</title>
      <link>https://trid.trb.org/View/2663649</link>
      <description><![CDATA[This paper set out to investigate and compare injury outcomes among motorcyclists injured in crashes into different types of road barriers, and if Motorcycle Protection Systems (MPS) installed on barriers result in any injury mitigation in real-life conditions. Information on motorcyclist crashes involving roadside barriers was accessed from two different databases, the Swedish Traffic Accident Data Acquisition, a national information system containing data on traffic accidents and injuries occurring in the Swedish road transport system, and the Transport Accident Commission injury database in Victoria, Australia. Barrier types and the presence of MPS were determined by using photographs of the reported crash site available in the Google Maps Street view feature. Injury outcome was compared using three different injury severity metrics, Fatal and Serious Injury ratios (FSI-ratio), Maximum Abbreviated Injury Scale (MAIS) and mean Risk of Permanent Medical Impairment (RPMI) of at least 1% (mRPMI 1%+) and at least 10% (mRPMI 10%+). No significant differences were observed between different types of barriers, for any of the injury metrics. In Sweden, FSI ratios varied between 49–60% in speed limits ≥70 km/h. In Victoria the number of minor injuries was underreported, resulting in higher FSI ratio varying between 73–89% in speed limits ≥80 km/h. The analysis of MPS showed that there was a significant difference in the fatality risk where significantly fewer motorcyclists were fatally injured in a crash involving a barrier with MPS compared to a barrier without MPS. This difference was observed in curves on roads with a speed limit ≥70 km/h. The risk of fatal or serious injury is generally higher for crashes involving road barriers, compared to all crash types. No significant difference in injury outcome was observed between different types of barriers at speed limits ≥70 km/h. In curves on roads with a speed limit ≥70 km/h, MPS results in a significantly lower risk of fatality, compared to a barrier without MPS.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663649</guid>
    </item>
    <item>
      <title>Investigating risky riding behaviors among young motorcyclists in Bangladesh using a modified motorcycle rider behavior questionnaire</title>
      <link>https://trid.trb.org/View/2672067</link>
      <description><![CDATA[Motorcycles serve as a dominant mode of personal transportation in developing countries, particularly in densely populated nations such as Bangladesh. Despite their convenience and affordability, motorcycles expose riders to significant safety risks due to minimal physical protection and common engagement in risky behaviors. This study aims to understand these behaviors among young Bangladeshi riders using the Motorcycle Rider Behavior Questionnaire (MRBQ). A nationwide online survey was conducted, collecting responses from 508 male riders aged 18–25 across Bangladesh. Exploratory Factor Analysis (EFA) revealed five key factors: Traffic Errors, Control Errors, Safety Violations, Stunts, and Speed Violations. The results showed frequent unsafe behaviors, including inconsistent helmet use by both riders and pillion passengers, frequent engagement in stunts such as wheel spins and racing, and widespread instances of speeding and hazardous overtaking, all of which are common risk-taking behaviors. Licensed and postgraduate-educated riders reported significantly fewer risky behaviors across all factors. On the other hand, riders operating motorcycles with engine capacities over 150 cc demonstrated higher levels of safety violations, stunts, and speed violations. A multivariate regression model further supported the predictive validity of MRBQ scores. Factors such as traffic and control errors were associated with higher rates of near-crashes and crashes. Violations were more common among young riders aged 18 to 22, unlicensed riders, and those with greater riding exposure. These findings confirm the MRBQ's effectiveness in the Bangladeshi context and highlight the need for targeted safety programs aimed at behavior change, licensing enforcement, and risk awareness among young motorcyclists.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:16 GMT</pubDate>
      <guid>https://trid.trb.org/View/2672067</guid>
    </item>
    <item>
      <title>Understanding motorcyclists' perceptions of risk, safety behaviors, and attitudes toward public safety measures: A qualitative study in two Argentine cities, Buenos Aires and Córdoba</title>
      <link>https://trid.trb.org/View/2661797</link>
      <description><![CDATA[Motorcyclists are among the most vulnerable road users globally. In Argentina, this group faces a critical safety crisis, accounting for 4 out of every 10 traffic fatalities in 2022. Despite this disproportionately high crash rate, research into the contextual perceptions and experiences that shape motorcyclists' safety behaviors remains limited. This qualitative study aims to explore riders' views on risk factors, safety practices, and strategies for improving road safety. A total of 63 riders (ages 18 to 49), segmented by age, gender, and use type (work-related or private), participated in eight focus groups organized in two major Argentine cities: Buenos Aires and Córdoba. Thematic analysis of the discussions reveals that participants primarily attributed risk to reckless behavior by drivers of larger vehicles, inadequate infrastructure, and—for occupational riders—adverse work conditions and economic pressures. Participants acknowledged engaging in risky behaviors such as speeding and alcohol consumption, which were often justified by factors like crime avoidance, time constraints, or habit. Additional influences on safety included factors such as motorcycle type, maintenance, and rider experience. Of note, overconfidence—especially among younger riders—was identified as a contributing factor to crashes. Strong facilitators for safer practices included motivational factors like family responsibilities and personal crash experiences, as well as recognized external interventions such as enforcement, awareness campaigns, training, and licensing improvements. Findings underscore the urgent need for targeted, context-sensitive interventions that address both the structural environment and the behavioral determinants of motorcycle safety, particularly for the growing population of delivery riders.]]></description>
      <pubDate>Wed, 18 Mar 2026 09:00:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/2661797</guid>
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