Q&A: Motorcycles — general

May 2011

1 Do motorcyclists have high crash death rates?

Yes. According to the federal government, per mile traveled in 2007, the number of deaths on motorcycles was about 37 times the number in cars.1 Motorcycles are less stable than cars during maneuvers such as emergency braking and swerving and are less visible on the road. Some motorcycles have high performance capabilities that can encourage riders to speed, accelerate quickly, or engage in other risky driving maneuvers. When motorcyclists crash, they lack the protection of an enclosed vehicle so they're more likely to be injured or killed.

2 What are the most common types of motorcycle crashes?

A little more than half of motorcyclist deaths in 2009 were a result of crashes with at least one other vehicle. In two-vehicle fatal crashes, 75 percent of the motorcycles involved were struck in the front and only 6 percent were hit in the rear. Forty-two percent of two-vehicle fatal motorcycle crashes involved a vehicle turning left while the motorcycle was going straight, passing, or overtaking the vehicle.

Crashing into a fixed object is a bigger problem on a motorcycle than it is for other vehicles. In 2009, 24 percent of motorcycles involved in fatal crashes collided with fixed objects, compared with 17 percent of cars in fatal crashes.

3 Are most fatal motorcycle crashes caused by passenger vehicles?

No. Nearly half of all motorcycle driver deaths involve just the motorcycle and no other vehicle. This proportion has remained largely unchanged over time. Speeding and alcohol use contribute to many of these fatal single-vehicle crashes. In 2009, 48 percent of the 1,791 motorcycle drivers killed in single-vehicle fatal crashes were speeding. Forty-two percent of motorcycle drivers killed in single-vehicle crashes in 2009 had blood alcohol concentrations (BAC) of 0.08 percent or higher.

In an Institute study of fatal motorcycle crashes, the majority of fatal multiple-vehicle crashes were head-on, involved one vehicle running a traffic control, or involved one vehicle turning left in front of the other.2 In head-on crashes, the driver of the other vehicle, not the motorcyclist, more often ran the traffic signal or turned left in front of the motorcycle. However, motorcycles were more often speeding or not in the proper lane.

4 Are rider deaths increasing?

Fatalities among motorcycle drivers and passengers in 2009 were more than double those in 1997. They reached 5,112 in 2008, accounting for 14 percent of total highway crash deaths. This is the highest number of motorcyclists killed in one year since the National Highway Traffic Safety Administration (NHTSA) began collecting fatal motor vehicle crash data in 1975. However, motorcyclist deaths declined 16 percent to 4,281 in 2009. In contrast, both 2008 and 2009 marked record lows for passenger vehicle occupant deaths.

5 Is motorcycling becoming more popular?

Yes, but the recession may be slowing the rise in popularity. About 655,000 motorcycles were sold in 2009, sharply down from the 1.1 million motorcycles sold in 2008, according to the Motorcycle Industry Council, a trade group based in Irvine, Calif. The record was 1973, when Americans bought more than 1.5 million bikes. Sales cooled in the 1980s before starting to climb again in 1993 as baby boomers took up cycling as a hobby or returned to riding after breaks to raise families, industry representatives say. Bikes also have become more specialized with more than 300 models appealing to a broader range of potential riders.

The industry council notes that many riders now are using motorcycles for transportation and not just for fun. Recreation is the top reason people cite for riding, but transportation climbed to second place ahead of short-distance touring in the council's 2008 owner survey. This may be because of high fuel costs, environmental concerns, convenience, or a combination of factors, the group says.3

6 Have rider demographics changed over time?

Yes. The typical motorcycle owner in 2008 was 43 years old, according to the Motorcycle Industry Council's latest available Motorcycle/ATV Owner Survey.3 That was up from 1998, when the typical owner was 38, and a leap from the typical 24-year-old owner in the 1980s.4 As a result, the average age of fatally injured motorcycle drivers climbed to 40 in 2008 from 37 in 2000 and 30 in 1990. There are indications that ownership is once again on the upswing among younger riders.

Women continue to take up riding, making up 12 percent of owners in 2008, compared with 6 percent in 1990.4 Only 4 percent of motorcycle drivers killed in 2009 crashes were women, while 90 percent of passengers who died were women.

7 What are the most common types of street-legal motorcycles?

Street-legal motorcycles can be grouped into 10 different classes: cruiser, standard, chopper, dual purpose, supersport, sport, unclad sport, sport-touring, touring, and scooter. Most motorcycles are designed with the same fundamental components — chassis with two wheels, engine, handlebars, and open riding position. Motorcycles are classified according to riding ergonomics, riding position, body style, design features, usability, and driving dynamics. Cruisers and standards form the largest class of bikes. They accounted for nearly half of registrations in 2000 and 2003-08.5

CRUISERS are the largest class of bikes. Riders typically are about 42, according to insurance data from the Highway Loss Data Institute. Cruisers mimic the style of American motorcycles from the 1930s to 1960s, such as Harley-Davidsons and Indians.	STANDARDS have basic designs and upright riding positions, with low power-to-weight ratios that result in a user-friendly motorcycle. Their average driver is 37.	SUPERSPORTS are consumer versions of racing motorcycles. Reduced weight and increased power allow for quick acceleration, nimble handling, and high speeds. The average driver is about 29 years old.	SPORT motorcycles are closely related to supersports. Sport bikes are capable of high speeds but don't have the acceleration, stability, and handling of supersports. They generally have lower power-to-weight ratios than supersports. The average age of a sport bike driver is 34.
UNCLAD SPORT motorcycles are similar to sport bikes and supersports in design and performance but without plastic body fairings or windscreens. The average rider is about 34.	SPORT-TOURING motorcycles are similar to sport bikes but tend to be heavier and equipped with touring features such as saddlebags, a rear trunk, and larger seats. Typically, they have more substantial windshields and wind-deflecting fairings than sport bikes. Sport-touring bikes have the largest engines in the sport class. The average driver is 44.	TOURING motorcycles have big engines and fuel tanks plus room to haul luggage. They're often outfitted with antilock brakes, audio systems, and cruise control. These motorcycles are popular among riders in their mid-to late 40s.	SCOOTERS have small wheels, automatic transmissions, and small engines, but larger scooters are becoming more popular. The average age of a scooter driver is 45.

8 Is engine size increasing?

The average engine size in all classes of motorcycles involved in fatal crashes has risen. Among motorcycle drivers killed in 2009, 29 percent drove motorcycles with engine sizes larger than 1,400 cubic centimeters, compared with 9 percent in 2000 and 2 percent in 1997.

9 How do fatality rates differ by motorcycle class?

Registration-based death rates indicate that drivers of cruisers, standards, touring, and sport-touring motorcycles have the lowest death rates. These motorcycles, which together form the largest class of registered motorcycles on the road, are most often driven by people age 40 and older, according to data from the Highway Loss Data Institute (HLDI).

Motorcyclists who drive supersport motorcycles, which make up a small fraction of registered motorcycles, are overrepresented in fatal crashes. The driver death rate per 10,000 registered motorcycles for supersports is about 4 times as high as the rate for motorcyclists who ride cruisers or standards.5 Supersport motorcycles are built on racing platforms but modified for the highway and sold to consumers. A combination of light weight and high-horsepower engines means many of these motorcycles can quickly reach speeds of more than 160 miles per hour. For example, a 2006 model Kawasaki Ninja ZX-6R produces 111 horsepower from a 636 cubic centimeter engine and weighs 404 pounds. In contrast, the 2006 model Harley-Davidson Ultra Classic Electra Glide, a touring bike, produces 65 horsepower from a 1,450 cubic centimeter engine and weighs 788 pounds. Motorcyclists who ride supersports tend to be younger than 30.

The driver death rate per 10,000 registered motorcycles for sport motorcycles is about twice as high as the rate for drivers of cruisers or standards.5 Sport bikes are similar to supersports but generally have lower power-to-weight ratios. In the sport bike class, a 2006 Suzuki Katana 750 produces 92 horsepower from a 750 cubic centimeter engine and weighs 465 pounds. The average age of a sport bike driver is 34.

See Status Report special issue on motorcycles

10 Do rider characteristics differ by motorcycle class?

Yes. Different types of motorcycles tend to attract riders in different age groups. Riders of supersport, sport, and unclad sport bikes tend to be younger than riders who chose standard, cruiser, and touring motorcycles. Among fatally injured motorcycle drivers in 2009, supersport riders were the youngest, with an average age of 29. Touring and sport-touring motorcycle riders were the oldest, at 53 and 50 on average respectively. Sport and unclad sport bikes drew younger riders, too, with 33 being the average age of fatally injured drivers.

For each class of motorcycles, fatally injured riders shared similar characteristics across all age groups. Speeding and driver error were bigger factors in fatal crashes of supersport and sport and unclad sport bikes compared with other classes of motorcycles. Speeding was indicated in 61 percent of supersport riders' fatal crashes in 2009 and 54 percent of the fatal crashes of sport and unclad sport riders. Speeding was a factor in 26 percent of fatal crashes among riders of cruisers and standards, 30 percent on sport-touring motorcycles, and 18 percent on touring motorcycles. Sport and supersport riders were more likely to have been wearing helmets than many other motorcyclists. Seventy-three percent of supersport riders who died in crashes in 2009 wore helmets, compared with 46 percent of cruiser/standard riders. Fatally injured riders of sport-touring bikes were most likely to have been helmeted, at 78 percent.5

11 Is alcohol use among motorcyclists a problem?

Alcohol is a factor in many fatal crashes of motorcyclists. Thirty percent of fatally injured motorcycle drivers in 2009 had BACs at or above 0.08 percent. By comparison, 35 percent of fatally injured passenger vehicle drivers had BACs at or above 0.08 percent in 2009. Alcohol is a bigger problem in single-vehicle crashes of motorcyclists than in crashes with other vehicles. Forty-two percent of fatally injured motorcycle drivers involved in single-vehicle crashes in 2009 had BACs at or above the legal threshold for impairment, versus 50 percent of fatally injured passenger vehicle drivers.

Alcohol impairment (BAC of 0.08 percent or higher) was a factor in the fatal crashes of 24 percent of fatally injured supersport drivers and 27 percent of fatally injured sport and unclad sport riders in 2009. Impairment was a bigger factor in the fatal crashes of cruisers, standard bikes, and touring motorcycles. Thirty-five percent of fatally injured cruiser and standard riders and 28 percent of touring motorcycle riders had BACs at or above 0.08 percent.

A 2007 study by NHTSA carefully measured rider performance under different BACs on a closed course. It found that BAC levels as low as 0.05 percent significantly increased riders' reaction times and the likelihood of lane departure, compared with zero BAC.6

12 Which motorcycles have the highest insurance losses?

Supersport motorcycles had the highest overall collision coverage losses among 2006-10 model bikes, almost 3 times higher than losses for touring motorcycles and almost 5 times as high as cruisers, according to data from HLDI. Of the 10 motorcycle models with the highest losses, all but one were supersports.

Supersport motorcycles also are the most frequently stolen. Their overall theft losses, measured as average theft loss payments per insured vehicle year (an insured vehicle year is 1 vehicle insured for 1 year, 2 insured for 6 months each, etc.), averaged $204 for 2002-09 models. This is almost 6 times as high as the average for all motorcycles.

Touring motorcycles had more expensive claims than supersports for both collision coverage and theft. These heavy, powerful bikes aren't involved in collisions in relation to their numbers on the road as often as supersports, but when touring bikes crash their insurance costs are high because they're pricier. These bikes aren't stolen nearly as often as supersports, but their expensive features, such as cruise control and sound systems, make them costly to replace.

13 Do motorcycles have safety features commonly found in passenger vehicles?

Motorcycles lack much of the safety gear found in passenger vehicles. Electronic stability control, for instance, isn't designed for two-wheel vehicles. The technology helps prevent sideways skidding and loss of control that leads to rollovers and other types of crashes among cars and SUVs.

Traction control, available on some motorcycles but not common, prevents the rear wheel from slipping if the rider applies too much engine power. Daytime running lights make motorcycles more visible to other drivers. Since 1979 most motorcycle manufacturers have equipped their motorcycles with automatic-on headlamps. Advanced brake systems, such as antilocks and combined braking systems, can shorten stopping distance and improve stability in hard braking situations.7 Antilock brakes are increasingly available as an option on motorcycles, including many bikes produced by Aprilia, BMW, Harley-Davidson, Honda, Kawasaki, Suzuki, Triumph, and Yamaha.

Some manufacturers are exploring ways to adapt other safety advances to motorcycles. Airbags are one such feature. A frontal airbag is optional on Honda's Gold Wing touring motorcycle.

Wearing a helmet is the best lifesaver for a motorcyclist involved in a crash.

14 Are motorcycle antilock braking systems effective at reducing crashes?

Yes. Studies by the Institute and HLDI compared crash rates for motorcycles equipped with optional antilock brakes against the same models without the option. The rate of fatal crashes per 10,000 registered vehicle years was 37 percent lower for motorcycles equipped with optional antilocks than for those same motorcycles without them. In crashes of all severities, the frequency at which collision claims were filed was 22 percent lower for the antilock models.8,9

See Antilock brakes Q&A

15 Do motorcyclists need special licenses?

All 50 states and the District of Columbia require motorcyclists to pass a written knowledge test to obtain a license or endorsement to operate a motorcycle on public roads. Licensing procedures vary.10 NHTSA recommends that motorcycle drivers hold learner's permits for at least 90 days before obtaining a full endorsement for a license.11 Despite state requirements, about 1 out of 4 motorcycle drivers involved in fatal crashes in 2009 didn't have a valid license to drive a motorcycle. In comparison, 14 percent of passenger vehicle drivers involved in fatal crashes didn't have valid licenses in 2009. One study found that properly licensed motorcycle riders are less likely to be involved in fatal crashes than unlicensed riders.12

16 Are rider safety training and education effective in reducing crashes?

Although rider education courses can teach novice motorcyclists basic operating skills and help experienced motorcyclists refresh their skills, they don't appear to reduce the risk of crashes. Most states offer rider education programs based on courses developed by the Motorcycle Safety Foundation.7 Participation is usually voluntary, but some states require new riders younger than either 18 or 21 to attend. Riders in some states are offered the incentive of automatic licensure in lieu of a written knowledge test or road test once they complete a rider education course.

A 1996 review of the effects of motorcycle rider training in the United States, Canada, and Europe on crash risk concluded that there is "no compelling evidence that rider training is associated with reductions in collisions."13 The New York Department of Motor Vehicles conducted a large-scale analysis of motorcycle rider training between 1981 and 1985. In the NHTSA-sponsored study, motorcycle operator's license applicants were randomly assigned to one of four groups. One group took the state's existing knowledge and driving test and another took a Motorcycle Operator Skill Test developed by NHTSA. The two remaining groups were assigned to rider training courses, plus the operator skills test. Riders who took the state's standard knowledge and driving test had fewer motorcycle crashes in the subsequent two years than riders in the three experimental training program groups.14 A 2010 review of international research also found no established link between motorcycle rider training and crash risk.15

References

¹National Highway Traffic Safety Administration. 2009. Traffic safety facts, 2008: motorcycles. Report no. DOT HS-811-159. Washington, DC: US Department of Transportation.

²Preusser, D.F.; Williams, A.F.; and Ulmer, R.G. 1995. Analysis of fatal motorcycle crashes: crash typing. Accident Analysis and Prevention 27:845-51.

³Motorcycle Industry Council. 2009. Statistical Annual. Irvine, CA.

⁴Motorcycle Industry Council. 2007. Motorcycle and scooter sales climb for 14th consecutive year. Media release, February 16. Irvine, CA.

⁵Teoh, E.R.; and Campbell, M. 2010. Role of motorcycle type in fatal motorcycle crashes. Journal of Safety Research 41(6): 507-12.

⁶Creaser, J.I.; Ward, N.J.; Rakauskas, M.E.; Boer, E.; Shankwitz, C.; and Nardi, F. 2007. Effects of alcohol on motorcycle riding skills. Report no. DOT HS-810-877. Washington, DC: National Highway Traffic Safety Administration.

⁷National Highway Traffic Safety Administration. 2006. Motorcycle safety program plan. Washington, DC: US Department of Transportation.

⁸Teoh, E.R. 2011. Effectiveness of antilock braking systems in reducing fatal motorcycle fatal crash rates. Traffic Injury Prevention 12(2):169-73.

⁹Highway Loss Data Institute. 2009. Insurance special report: motorcycle antilock braking system (ABS). Highway Loss Data Institute. Arlington, VA.

¹⁰Baer, J.D.; Baldi, S.; and Cook, A.L. 2005. Promising practices in motorcycle rider education and licensing. Report no. DOT HS-809-852. Washington, DC: National Highway Traffic Safety Administration.

¹¹National Highway Traffic Safety Administration. November 2006. Uniform guidelines for state highway safety programs: motorcycle safety. Washington, DC: US Department of Transportation.

¹²Billheimer, J.W. 1998. Evaluation of the California motorcyclist safety program. Transportation Research Record 1640:100-09.

¹³Mayhew, D.R. and Simpson, H.M. 1996. Effectiveness and role of driver education and training in a graduated licensing system. Ottawa, Ontario: Traffic Injury Research Foundation.

¹⁴New York State Department of Motor Vehicles. 1987. Motorcycle rider education evaluation project. NHTSA Contract no. DTNH 22-80-C-0512. Albany, NY.

¹⁵Kardamanidis, K.; Martiniuk, A.; Ivers, R.Q.; Stevenson, M.R.; and Thistlethwaite, K. 2010. Motorcycle rider training for the prevention of road traffic crashes (Review). Cochrane Database of Systematic Reviews 2010, Issue 10, Art. no. CD005240. Oxfordshire, England: The Cochrane Collaboration.