This document is available to the public from the National Technical Information Service, Springfield, VA 22161

U.S. Department

of Transportation

National Highway

Traffic Safety

Administration

DOT HS 809 271 June 2001

Technical Report
This publication is distributed by the U.S. Department fo Transportation, National Highway Traffic

Safety Administration, in the interest of information exchange. The opinions, findings and

conclusions expressed in this publication are those of the author(s) and not necessarily those of the

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Technical Report Documentation Page 

1. Report No. 

DOT HS 809 271

2. Government Accession No. 3. Recipient's Catalog No. 

5. Report Date 

June 2001 

4. Title and Subtitle 

Recent Trends in Fatal Motorcycle Crashes 

6. Performing Organization Code 

NRD-31 

7. Author(s) 

Shankar, Umesh 

8. Performing Organization Report No. 

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) 

Mathematical Analysis Division, National Center for Statistics and Analysis 

National Highway Traffic Safety Administration 

U.S. Department of Transportation 

NRD-31, 400 Seventh Street, S.W. 

Washington, D.C. 20590

11. Contract or Grant No. 

13. Type of Report and Period Covered 

NHTSA Technical Report 

12. Sponsoring Agency Name and Address 

Mathematical Analysis Division, National Center for Statistics and Analysis 

National Highway Traffic Safety Administration 

U.S. Department of Transportation 

NRD-31, 400 Seventh Street, S.W. 

Washington, D.C. 20590

14. Sponsoring Agency Code 

15. Supplementary Notes 

16. Abstract 

Motorcyclist fatalities decreased each year from 1993 to 1997, reaching a historic low of 2,116 in 1997. In 1998 and 

again in 1999 this trend was reversed with increases to 2,294 (8.7%) in 1998 and to 2,472 (7.8%) in 1999. The overall 

increase in motorcyclist fatalities from 1997 to 1999 was 356 (16.8%). This reversal in the fatality trend prompted and 

analysis into the possible reasons for the surge in fatalities in recent years. 

The objective of this study is to analyze the combined motor vehicle crash data from the Fatality Analysis Reporting 

System (FARS) with the Motorcycle Industry Council (MIC), Federal Highway Administration (FHWA) and the US 

Census Bureau for the recent increases in motorcyclist fatalities. The combined data is then used to calculate rates and 

identify possible causes for the recent increases in motorcyclist fatalities for developing crash prevention programs. 

17. Key Words 

motorcycle, motorcyclist, fatalities, fatal crashes, recent 

trends, engine displacement, age group, land use 

18. Distribution Statement 

Document is available to the public through the National 

Technical Information Service, Springfield, VA 22161 

http//:www.ntis.gov

19. Security Classif. (of this report) 

Unclassified

20. Security Classif. (of this page) 

Unclassified

21. No. of Pages 

78 

22. Price 

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized
 1 

TABLE OF CONTENTS

1. EXECUTIVE SUMMARY .................................................................................................. 3

1.1 PURPOSE ......................................................................................................................... 3 

1.2 CONCLUSIONS................................................................................................................. 4 

2. INTRODUCTION................................................................................................................. 5

3. ANALYTICAL APPROACH.............................................................................................. 6

3.1 DATA SOURCES............................................................................................................... 6 

3.2 HISTORICAL COMPARISONS .......................................................................................... 6 

3.3 FATAL MOTORCYCLE CRASH FACTS .......................................................................... 16 

3.4 ANALYTICAL TOOLS .................................................................................................... 18 

4. FINDINGS........................................................................................................................... 19

4.1 MOTORCYCLIST FATALITIES BY PERSON TYPE.......................................................... 19 

4.2 MOTORCYCLIST FATALITIES BY AGE GROUPS (PERCENT) ........................................ 20 

4.3 MOTORCYCLIST FATALITIES BY LAND USE................................................................ 21 

4.4 MOTORCYCLIST FATALITIES BY ENGINE DISPLACEMENT IN CUBIC CENTIMETERS 

(CC) ............................................................................................................................... 22 

4.5 MOTORCYCLIST FATALITIES IN 1,001-1,500 CC ENGINE SIZE BY YEAR AND AGE 

GROUP .......................................................................................................................... 24 

4.6 MEAN AGE OF MOTORCYCLIST KILLED AND MEAN ENGINE DISPLACEMENT IN 

FATAL CRASH............................................................................................................... 25 

4.7 MOTORCYCLIST FATALITIES BY CRASH TYPE ........................................................... 27 

4.8 MOTORCYCLIST FATALITIES BY HELMET USE........................................................... 27 

4.9 MOTORCYCLIST FATALITIES BY ROADWAY TYPE ..................................................... 28 

4.10 MOTORCYCLIST FATALITIES BY SPEEDING ................................................................ 29 

4.11 MOTORCYCLE OPERATOR FATALITIES BY DRIVER BLOOD ALCOHOL 

CONCENTRATION (BAC).............................................................................................. 30 

4.12 MOTORCYCLE OPERATOR FATALITIES BY LICENSE STATUS AND LICENSE 

COMPLIANCE................................................................................................................ 31 

4.13 MOTORCYCLIST FATALITIES (YEARS 1980, 1985, 1990 AND 1998)........................... 33 

4.14 MOTORCYCLIST FATALITIES BY ENGINE SIZE AND LAND USE.................................. 35 

4.15 MOTORCYCLIST FATALITIES BY AGE GROUP AND LAND USE................................... 36 

4.16 MOTORCYCLIST FATALITIES BY AGE GROUP AND SPEEDING FACTOR..................... 37 

4.17 MOTORCYCLIST FATALITIES BY ENGINE SIZE AND SPEEDING FACTOR.................... 38 

4.18 MOTORCYCLIST FATALITIES BY LAND USE AND ROADWAY TYPE............................ 39 

4.19 MOTORCYCLE OPERATOR FATALITIES BY AGE GROUP AND LICENSE STATUS BY 

LICENSE COMPLIANCE................................................................................................. 40 

4.20 MOTORCYCLE OPERATOR FATALITIES BY LICENSE STATUS BY LICENSE 

COMPLIANCE AND ENGINE SIZE.................................................................................. 42 

4.21 MOTORCYCLE OPERATOR FATALITIES BY LICENSE STATUS BY LICENSE 

COMPLIANCE AND LAND USE ...................................................................................... 43 

4.22 MOTORCYCLE OPERATOR FATALITIES BY AGE GROUP AND OPERATOR BAC........ 44 

4.23 MOTORCYCLE OPERATOR FATALITIES BY ENGINE SIZE AND OPERATOR BAC....... 45
 2 

TABLE OF CONTENTS (continued)

4.24 MOTORCYCLE OPERATOR FATALITIES ON UNDIVIDED ROADWAY BY AGE GROUP 

AND OPERATOR BAC................................................................................................... 46 

4.25 MOTORCYCLE OPERATOR FATALITIES ON UNDIVIDED ROADWAYS BY CRASH TYPE 

AND OPERATOR BAC................................................................................................... 47 

4.26 MOTORCYCLE OPERATOR FATALITIES ON UNDIVIDED ROADWAY SINGLE VEHICLE 

CRASH BY AGE GROUP AND OPERATOR BAC ............................................................ 48 

4.27 MOTORCYCLE OPERATOR FATALITIES SPEEDING ON UNDIVIDED ROADWAYS BY 

AGE GROUP AND OPERATOR BAC.............................................................................. 49 

4.28 MOTORCYCLE OPERATOR FATALITIES SPEEDING ON UNDIVIDED ROADWAY SINGLE 

VEHICLE CRASH BY AGE GROUP AND OPERATOR BAC ............................................ 51 

4.29 MOTORCYCLIST FATALITY RATE BY REGISTERED MOTORCYCLES AND VMT........ 52 

4.30 MOTORCYCLIST FATALITY RATE PER 100,000 US RESIDENT POPULATION ............ 53 

5. CONCLUSIONS ................................................................................................................. 55

5.1 MOTORCYCLIST FATALITIES BY PERSON TYPE.......................................................... 55 

5.2 MOTORCYCLE EXPOSURE RATES................................................................................ 55 

5.3 MOTORCYCLIST AGE ................................................................................................... 55 

5.4 MOTORCYCLE ENGINE DISPLACEMENT IN CUBIC CENTIMETERS............................. 56 

5.5 MOTORCYCLE OPERATOR FATALITIES BY OPERATOR BAC..................................... 56 

5.6 MOTORCYCLIST HELMET USE .................................................................................... 56 

5.7 MOTORCYCLE OPERATOR LICENSE STATUS BY LICENSE COMPLIANCE .................. 56 

5.8 MOTORCYCLIST FATALITIES BY SPEEDING FACTOR.................................................. 57 

5.9 MOTORCYCLIST FATALITIES BY CRASH TYPE (SINGLE/MULTIPLE)......................... 57 

5.10 MOTORCYCLIST FATALITIES BY LAND USE (URBAN/RURAL).................................... 57 

5.11 MOTORCYCLIST FATALITIES BY ROADWAY TYPE ..................................................... 57 

6. APPENDIX A: ADDITIONAL DATA ............................................................................. 58

7. APPENDIX B: DATA SOURCES..................................................................................... 68

8. APPENDIX C: STATUS OF STATE MOTORCYCLE HELMET USE 

REQUIREMENTS.............................................................................................................. 72

9. APPENDIX D: ADDITIONAL CHARTS........................................................................ 74

10. REFERENCES................................................................................................................ 77
 3 

1. EXECUTIVE SUMMARY

This report was written to provide insight into the recent increases in motorcyclist 

fatalities. The analysis was based on 1990-1999 data from the Fatality Analysis 

Reporting System (FARS), a census of all fatal motor vehicle crashes; Motorcycle 

Industry Council (MIC), sales and market distribution data; Federal Highway 

Administration (FHWA), motorcycle registration and vehicle miles traveled (VMT) data; 

and the United States Census Bureau, general population data. 

Motorcyclist fatalities decreased each year from 1993 to 1997, reaching a historic low of 

2,116 in 1997. In 1998 and again in 1999 this trend was reversed with increases to 2,294 

(8.4%) in 1998 and to 2,472 (7.8%) in 1999. The overall increase in motorcyclist 

fatalities from 1997 to 1999 was 356 (16.8%). This reversal in the fatality trend 

prompted an analysis into the possible reasons for this surge in fatalities in recent years. 

This report does not analyze all variables within the FARS database and other data 

sources. Also, this analysis does not examine injury data from the General Estimates 

System (GES), which reports injuries resulting from motor vehicle crashes. Further 

analyses need to be undertaken by examining other variables within FARS and GES that 

may provide additional information describing other factors associated with motorcycle 

crashes. The National Highway Traffic Safety Administration (NHTSA) plans to 

conduct these analyses and report the findings. 

1.1 Purpose

The purpose of this report is to: 

• Use FARS data to analyze motorcycle crashes; 

• Use exposure data such as ownership from MIC, vehicle registration and vehicle 

miles traveled (VMT) from FHWA, and resident population from the US Census 

Bureau; 

• Combine the FARS data with the exposure data to calculate rates; and, 

• Identify possible causes for the recent increase in motorcyclist fatalities. 

The analytical approach involved several steps. First, a review of the data sources was 

conducted to determine the appropriate data elements to be examined within FARS, and 

to determine whether exposure data by age groups were available. Motorcycle 

registration data and VMT data by age groups were not available from FHWA. 

Ownership data by age groups for four different years were available from MIC and were 

used in some sections of the calculations, rates, trends and analyses. Resident population 

data from the U.S. Census Bureau were also used for analysis based on age groups. 

Motorcycle registration and VMT data were used to calculate rates over the ten-year 

period from 1990 to 1999 to identify trends. 
 4 

1.2 Conclusions

The findings from the analysis described in this report identify a variety of trends from 

FARS data, available exposure data and calculated rates. Analyses from all data sources 

support FARS data about greater involvement of riders in the over 40 age group and 

1,001-1,500 cc engine motorcycles in fatal crashes. 

Findings from FARS, MIC, FHWA and US Census Bureau data provide insight into 

possible reasons for the increase in motorcyclist fatalities in recent years and could aid in 

the design of crash prevention programs: 

1.2.1 Exposure data show more motorcycles on the road with more vehicle miles 

traveled; 

1.2.2 More people over age 40 are operating motorcycles; 

1.2.3 Larger engine motorcycles are being bought and operated; 

1.2.4 There are more motorcyclist fatalities on rural roadways in recent years; 

1.2.5 Undivided roadways account for a majority of motorcyclist fatalities particularly 

on rural roadways; 

1.2.6 Speeding is still one of the major factors in motorcycle crashes especially among 

riders under the age of 30; 

1.2.7 High BAC levels continues to be a major problem among motorcycle operators; 

1.2.8 Helmet use is only slightly above 50 percent among motorcyclists killed with a 10 

percent increase from 1990 (43 percent) to 1999 (53 percent); and 

1.2.9 Motorcycle operators, especially in the under 20 and 20-29 age groups, are often 

improperly licensed to operate motorcycles. 
 5 

2. INTRODUCTION

More than 100,000 motorcyclists have died in traffic crashes since the enactment of the 

Highway Safety Act of 1966 and The National Traffic and Motor Vehicle Safety Act of 

1966. 

This report examines on motorcyclist fatalities from 1990-1999. In 1998, motorcycles 

made up less than 2 percent of all registered vehicles in the United States and accounted 

for only 0.4 percent of all vehicle miles traveled. However, in the same year 

motorcyclists accounted for 5.5 percent of total traffic fatalities, and in 1999, 5.9 percent 

of total traffic fatalities. Per 100,000 registered vehicles, fatality rate for motorcyclists 

(59.53) in 1999 was 3.6 times the fatality rate for passenger car occupants (16.41). Per 

vehicle mile traveled in 1999, motorcyclists (23.4) were about 18 times as likely as 

passenger car occupants (1.3) to die in motor vehicle traffic crash. 

The purpose of this report is to: 

• Combine NHTSA’s motor vehicle crash data from FARS with data from the 

Motorcycle Industry Council (MIC), the Federal Highway Administration 

(FHWA) and the US Census Bureau; 

• Analyze combined data within specific problem areas by looking for trends and 

calculating rates; and, 

• Identify areas that may explain the possible causes for the recent increase in 

fatalities. 

In order to better understand the reasons for the increase in fatalities, FARS data can be 

analyzed in various cross tabulations of more than 100 data elements. These analyses 

among the different variables provide better insight into the specific problem areas 

relating to the increase in fatalities. This analysis and report is based on FARS data 

elements (compared with MIC data) in various cross tabulations either individual or 

combined. 

The following sections detail data used in the analysis, describe the methodology to 

analyze crash and exposure data, highlight the findings, and summarize the implications 

for crash prevention programs. 
 6 

3. ANALYTICAL APPROACH

The analytical approach for the report involved the following steps: 

• Reviewing the data sources, FARS, MIC, FHWA and US Census Bureau, to 

determine the data elements of interest in FARS and how these data sources could 

be combined with data from the other three sources; 

• Formulating hypotheses about factors in fatal motorcycle crashes that may vary 

with different data elements and from year to year; 

• Calculating percentages and rates to analyze 10 years of trend data and within 

specific data elements; and, 

• Summarizing data that focus on increases in motorcyclist fatalities. 

3.1 Data Sources

Four data sources were used in this analysis: 

• Fatality Analysis Reporting System (FARS) relating to fatal traffic crashes; 

• 2000 Motorcycle Statistical Annual from Motorcycle Industry Council (MIC) 

relating to ownership, retail sales, and motorcycle population; 

• Federal Highway Administration (FHWA) relating to registration and vehicle 

miles traveled (VMT); and, 

• US Census Bureau relating to resident population. 

3.2 Historical Comparisons 

The following sections provide some historical comparisons from the four data sources 

that have been used in this analysis. More information relating to the data sources is 

included in Appendix B. 

3.2.1 Fatality Analysis Reporting System (FARS) Data 

A review of FARS data from 1975 through 1999 shows motorcyclist fatalities 

reached an all time high of 5,144 fatalities in 1980, which was 10 percent of the 

51,091 fatalities from all motor vehicle crashes. Eleven years later (1990), the 

number of motorcyclist fatalities was 3,244, only 63 percent of the high for 

motorcyclist fatalities reached in 1980. In 1999, there were 2,472 fatalities, only 

76 percent of the motorcyclist fatalities in 1990. In fact, the motorcyclist fatality 

count in 1999 was just 48 percent of the count in 1980. Table 1 shows the 

fatalities from motor vehicle crashes from 1975 to 1999. 
 7 

Table 1: Fatalities from Motor Vehicle Crashes by Year and Person Type 

Person Type 

Occupants by Vehicle Type 

Year Passenger 

Cars Motorcycles 

Others/ 

Unknown (1) 

Non 

Motorists 

Total 

Fatalities 

1975 25,929 3,189 6,807 8,600 44,525 

1976 26,166 3,312 7,624 8,421 45,523 

1977 26,782 4,104 8,264 8,728 47,878 

1978 28,153 4,577 8,803 8,798 50,331 

1979 27,808 4,894 9,228 9,163 51,093 

1980 27,449 5,144 9,334 9,164 51,091 

1981 26,645 4,906 8,873 8,877 49,301 

1982 23,330 4,453 7,863 8,299 43,945 

1983 22,979 4,265 7,599 7,746 42,589 

1984 23,620 4,608 8,263 7,793 44,257 

1985 23,212 4,564 8,267 7,782 43,825 

1986 24,944 4,566 8,724 7,853 46,087 

1987 25,132 4,036 9,397 7,825 46,390 

1988 25,808 3,662 9,700 7,917 47,087 

1989 25,063 3,141 9,883 7,495 45,582 

1990 24,092 3,244 9,798 7,465 44,599 

1991 22,385 2,806 9,549 6,768 41,508 

1992 21,387 2,395 9,098 6,370 39,250 

1993 21,566 2,449 9,559 6,576 40,150 

1994 21,997 2,320 10,001 6,398 40,716 

1995 22,423 2,227 10,641 6,526 41,817 

1996 22,505 2,161 11,031 6,368 42,065 

1997 22,199 2,116 11,410 6,288 42,013 

1998 21,194 2,294 11,894 6,119 41,501 

1999 20,818 2,472 12,516 5,805 41,611 

Note:

(1) Others/Unknown vehicle type includes light trucks, vans, pickups, utility 

vehicles, large trucks, buses and other type of vehicles and unknown type 

of vehicle. 

The number of occupant fatalities of passenger cars fell from 22,199 in 1997 to 

21,194 in 1998 and further decreased to 20,818 in 1999. The overall fatalities 

from motor vehicle crashes would have declined further in 1998 and 1999, if 

motorcyclist fatalities had also decreased in 1998 and 1999. 
 8 

The fatality rate for motorcyclists per 100,000 registered vehicle reached an all 

time high of 94.02 in 1978 compared to 59.53 in 1999. Similarly, the fatality rate 

for motorcyclists per 100 million VMT reached an all time high of 64.6 in 1977 

compared to 23.4 in 1999. Motorcyclist fatalities and fatality rates from 1975 to 

1999 are shown in Table 2. Review of motorcyclist fatalities and fatality rates 

from 1975 to 1999 show a reduction in the number of motorcyclist fatalities since 

1975. This may be due to the decline in the number of registered motorcycles, 

reduced VMT, speed changes, and economic trends along with the corrective 

steps taken to reduce fatalities in motor vehicle crashes. 

Table 2: Motorcyclist Fatalities and Fatality Rates by Year and per Registered 

Vehicle and Vehicle Miles of Travel 

Year 

Registered 

Motorcycles 

Vehicle 

Miles 

Traveled 

(Millions) 

Motorcyclist 

Fatalities 

Fatality Rate 

per 100,000 

Registered 

Motorcycles 

Fatality 

Rate per 100 

Million 

VMT 

1975 4,964,070 5,629 3,189 64.24 56.7 

1976 4,933,332 6,003 3,312 67.14 55.2 

1977 4,933,256 6,349 4,104 83.19 64.6 

1978 4,867,855 7,158 4,577 94.02 63.9 

1979 5,422,132 8,637 4,894 90.26 56.7 

1980 5,693,940 10,214 5,144 90.34 50.4 

1981 5,831,132 10,690 4,906 84.13 45.9 

1982 5,753,858 9,910 4,453 77.39 44.9 

1983 5,585,112 8,760 4,265 76.36 48.7 

1984 5,479,822 8,784 4,608 84.09 52.5 

1985 5,444,404 9,086 4,564 83.83 50.2 

1986 5,198,993 9,397 4,566 87.82 48.6 

1987 4,885,772 9,506 4,036 82.61 42.5 

1988 4,584,284 10,024 3,662 79.88 36.5 

1989 4,420,420 10,371 3,141 71.06 30.3 

1990 4,259,462 9,557 3,244 76.16 33.9 

1991 4,177,365 9,178 2,806 67.17 30.6 

1992 4,065,118 9,557 2,395 58.92 25.1 

1993 3,977,856 9,906 2,449 61.57 24.7 

1994 3,756,555 10,240 2,320 61.76 22.7 

1995 3,897,191 9,797 2,227 57.14 22.7 

1996 3,871,599 9,920 2,161 55.82 21.8 

1997 3,826,373 10,081 2,116 55.30 21.0 

1998 3,879,450 10,283 2,294 59.13 22.3 

1999 4,152,433 10,584 2,472 59.53 23.4 
 9 

Chart 1: Motorcyclist Fatalities by Year 

0

1400

2800

4200

5600

75777981838587899193959799

Year

Motorcyclist Fatalities

Further review of FARS data shows, on the other hand, that the number of 

motorcyclist fatalities has increased by 16.8 percent between 1997 and 1999 after 

reaching a historic low of 2,116 in 1997. Table 3 shows the number of 

motorcyclist fatalities from 1990 to 1999 by age group. As seen in the table the 

number of motorcyclist fatalities among age 40 and over has been increasing, 

especially from 1997 to 1999. The number of motorcyclist fatalities among age 

40 and over has increased from 699 in 1997 to 968 in 1999, an increase of 38 

percent. Motorcyclist fatalities has increased between 1990 and 1999 only in the 

40-49 and over 49 age groups whereas the number of fatalities has decreased for 

all other age groups. The fatalities in 40-49 age group has increased from 278 in 

1990 to 576 in 1999 and in the over 49 age group from 188 in 1990 to 401 in 

1999. Still 20-29 age group has the most number of motorcyclist fatalities from 

1990 to 1999 for any age group. 

Table 3: Motorcyclist Fatalities by Year and Age Group 

Motorcyclist Age Group 

Year < 20 20-29 30-39 40-49 > 49 Unknown Total 

1990 504 1,457 816 278 188 1 3,244 

1991 411 1,219 728 296 151 1 2,806 

1992 318 981 652 280 164 0 2,395 

1993 262 1,005 666 338 176 2 2,449 

1994 260 910 608 346 195 1 2,320 

1995 195 909 576 359 188 0 2,227 

1996 202 763 555 420 221 0 2,161 

1997 166 694 556 405 294 1 2,116 

1998 201 720 612 475 285 1 2,294 

1999 136 758 610 567 401 0 2,472 
 10 

Chart 2: Motorcyclist Fatalities by Age Group and Year 

0

500

1000

1500

2000

90

91

92

93

94

95

96

97

98

99

Year

Fatalities

< 20 20-29 30-39 40-49 > 49

3.2.2 Motorcycle Industry Council (MIC) Data 

According to the 2000 Motorcycle Industry Council Statistics, motorcycle 

registrations accounted for 2 percent of all motor vehicles registered for use in 

1999. There were 2.5 motorcycles in use for every 100 persons living in U.S. in 

1998. California, Florida, Texas, New York and Ohio represented over one-third 

(34 percent) of the motorcycles in use in 1998. By region, the South had the 

highest motorcycle population in 1998 with 28 percent of the total motorcycles in 

use. The West showed the highest motorcycle penetration, at 2.8 vehicles per 100 

persons. The Midwest had 2.7 motorcycles per 100 persons, East had 2.4 

motorcycles per 100 persons and South had the least motorcycle penetration 

compared to all the regions with 2.1 motorcycles per 100 persons. 

An estimated 4,809,000 “on-highway” motorcycles were in use in 1998 compared 

to 3,650,000 motorcycles in 1990, an increase of 32 percent between 1990 and 

1998. Table 4 shows the distribution of motorcycles by engine size in cubic 

centimeters (cc) for these years. Two thirds (66 percent) of the motorcycles in 

1998 had an engine displacement of over 749 cc compared to 40 percent in 1990. 

The percentage of motorcycles for all other engine sizes has decreased from 1990 

to 1998. These data indicate that motorcycles with engines over 749 cc are 

becoming more prevalent. 
 11 

Table 4: On-highway Motorcycles by Engine Displacement in cc 

Engine 

Displacement 1990 1998 

Under 125 cc 430,700 11.8% 202,000 4.2% 

125-349 cc 328,500 9.0% 240,400 5.0% 

350-449 cc 197,100 5.4% 187,600 3.9% 

450-749 cc 1,215,500 33.3% 995,500 20.7% 

Over 749 cc 1,478,200 40.5% 3,183,500 66.2% 

Total 3,650,000 100.0% 4,809,000 100.0% 

Chart 3: Engine Size Percentage by Year 

0%

25%

50%

75%

100%

1990 1998

Year

Percent Engine Size

Under 450 cc 450-749 cc Over 749 cc

Table 5 shows the number of new on-highway motorcycle units sold between 

1990-1999. There has been an increase each year in the number of units sold 

starting in 1993. The cumulative increase in the number of units sold is almost 65 

percent between 1990 and 1999 with most of the increases occurring in 1998 and 

1999. An estimated 372,000 new on-highway motorcycle units were sold in 

1999, almost 21 percent over the previous year and an increase of over 50 percent 

from the 247,000 units sold in 1997. The average number of units sold between 

1990 and 1999 was 235,400 units per year 
 12 

Table 5: New On-Highway Motorcycle Units Sold by Year and Percent and 

Cumulative Increases 

Year Units Sold 

Percent Increase from 

Previous Year Cumulative Increase 

1990 208,000 N/A N/A 

1991 190,000 -8.7 -8.7 

1992 186,000 -2.1 -10.8 

1993 201,000 +8.1 -2.7 

1994 210,000 +4.5 +1.8 

1995 214,000 +1.9 +3.7 

1996 228,000 +6.5 +10.2 

1997 247,000 +9.2 +19.4 

1998 298,000 +20.6 +40.0 

1999 372,000 +24.8 +64.8 

Chart 4: New On-Highway Motorcycle Units Sold by Year 

0

100000

200000

300000

400000

909192

93949596979899

Year

Units Sold

Average

The mean age of a motorcycle owner in 1998 was 38.1 years compared to 33.1 

years in 1990, 28.5 years in 1985 and 26.9 years in 1980. Table 6 shows the 

percent of ownership of motorcycles by age groups for four individual years. The 

percent of ownership for those age 50 years and over in 1998 was 19.1 percent 

compared to 10.1 percent in 1990, 8.1 percent in 1985 and 5.7 percent in 1980. 

Similar increases are also seen in the 35-39 and 40-49 age groups. Under 18, 18-

24 and 25-29 age groups showed corresponding decreases. The largest decrease 

was in the under 18-age group and the greatest increase was in the 40-49 age 

group. 
 13 

Table 6: Ownership of Motorcycles by Age Group 

Year 

Age 1980 1985 1990 1998 

Under 18 24.6% 14.9% 8.3% 4.1% 

18 – 24 24.3% 20.7% 15.5% 10.6% 

25 – 29 14.2% 18.7% 17.1% 10.9% 

30 – 34 10.2% 13.8% 16.4% 11.5% 

35 – 39 8.8% 8.7% 14.3% 16.0% 

40 – 49 9.4% 13.2% 16.3% 24.6% 

50 and Over 5.7% 8.1% 10.1% 19.1% 

Not Stated 2.8% 1.9% 2.0% 3.2% 

Median Age 24.0 Years 27.1 Years 32.0 Years 38.0 Years 

Mean Age 26.9 Years 28.5 Years 33.1 Years 38.1 Years 

Chart 5: Motorcycle Ownership Percentage by Age Group and Year 

0%

25%

50%

75%

100%

1980 1985 1990 1998

Year

Percent Ownership

Under 25 25-29 30-39 40 and Over Unknown

3.2.3 Federal Highway Administration (FHWA) Data 

Table 7 shows motorcycle registrations and vehicle miles traveled (VMT) from 

1990 to 1999. The data show that motorcycle registrations have increased from 

1997 to 1999 by 8.5 percent while the 1999 VMT for motorcycles shows an 

increase of 8.0 percent since 1995. The data indicate increased exposure in terms 

of both motorcycle registrations from 1997 to 1999 and vehicle miles traveled 

from 1995 to 1999. 
 14 

Table 7: Motorcycle Registrations and Vehicle Miles Traveled (VMT) by Year 

Year Motorcycle Registrations VMT (Millions) 

1990 4,259,462 9,557 

1991 4,177,365 9.178 

1992 4,065,118 9,557 

1993 3,977,856 9,906 

1994 3,756,555 10,240 

1995 3,897,191 9,797 

1996 3,871,599 9,920 

1997 3,826,373 10,081 

1998 3,879,450 10,283 

1999 4,152,433 10,584 

Chart 6: Registered Motorcycles and VMT by Year 

0

3,000

6,000

9,000

12,000

909192

93949596979899

Year

VMT/Registrations

Registered Motorcycles (000's) VMT (Millions)

3.2.4 US Census Bureau Data 

The US population increased from 249,464,000 in 1990 to 272,691,000 in 1999, 

or 9.3 percent as per the estimates released by the Census Bureau on October 1, 

2000. Table 8 shows the population estimates from 1990 to 1999 by age group. 

The population of age group 20-29 has been steadily decreasing each year from 

1990 to 1999 and the 30-39 age group has been decreasing each year since 1995. 

All other age groups have shown a steady increase in population each of the years 

since 1990. The greatest increase in population has been in the 40-49 and over 49 

age groups. The population of 40-49 age group has increased by 31.6 percent 
 15 

from 1990 to 1999 and over 49 age group increased by 16.7 percent. The increase 

for under 20 and 30-39 age group for the same years are 8.8 percent and 0.9 

percent respectively. 

Table 8: Estimate of US Resident Population (100,000) by Year and Age Group 

Resident Population Age Group 

Year < 20 20-29 30-39 40-49 > 49 Total 

1990 718.8 403.7 418.9 316.2 637.0 2,494.7 

1991 723.1 398.7 426.9 328.6 644.3 2,521.5 

1992 730.7 391.9 433.4 341.7 652.7 2,550.3 

1993 740.0 383.6 438.3 351.4 664.6 2,577.8 

1994 749.1 375.0 441.1 363.9 674.1 2,603.3 

1995 756.8 368.9 441.2 377.2 683.9 2,628.0 

1996 764.4 364.4 438.7 392.4 692.4 2,652.3 

1997 771.0 363.1 433.8 398.5 711.6 2,677.8 

1998 777.0 362.5 427.8 407.4 727.8 2,702.5 

1999 781.9 362.4 422.7 416.2 743.7 2,726.9 

Chart 7: US Resident Population by Age group and Year 

0

200

400

600

800

90919293949596979899

Year

Population (100,000)

< 20 20-29 30-39 40-49 > 49
 16 

3.3 Fatal Motorcycle Crash Facts

Data from the Fatality Analysis Reporting System and the Traffic Safety Facts 1999: 

Motorcycles provided the following information that served as a basis for the formulation 

of the hypotheses shown on the next page: 

• Almost half (42 percent) of all motorcyclist fatalities in 1999 resulted from 

crashes in seven states: 236 in California, 182 in Texas, 177 in Florida, 120 in 

Ohio, 111 in Pennsylvania, 107 in New York, and 106 in North Carolina; 

• In 1999, 41 percent of all motorcyclists involved in fatal crashes were speeding, 

approximately twice the rate for drivers of passenger cars or light trucks. 

• In 1999, the percentage of alcohol involvement was more than 50 percent higher 

for motorcyclists than for drivers of passenger vehicles; 

• Almost half of the motorcycle operators who died in single-vehicle crashes in 

1999 were intoxicated; 

• Intoxication rates for drivers in fatal crashes in 1999 were highest for motorcycle 

operators (28 percent) compared to drivers of large trucks (1 percent), light trucks 

(20 percent) and passenger cars (17 percent); 

• More than 5 percent of the motorcycle operators involved in fatal crashes in 1999 

had at least one previous conviction for driving while intoxicated on their driver 

records, compared to less than 4 percent for passenger car drivers; 

• Nearly one out of six motorcycle operators (15 percent) involved in fatal crashes 

in 1999 were operating the vehicle with an invalid license (license suspended, 

revoked, expired, canceled or denied) at the time of the collision, while fewer (11 

percent) drivers of passenger vehicles in fatal crashes did not have a valid license; 

• Motorcycle operators involved in fatal traffic crashes were more than 1.5 times as 

likely as passenger vehicle drivers to have a previous license suspension or 

revocation (20 percent and 13 percent respectively); 

• More than one half of all motorcycles involved in fatal crashes in 1999 collided 

with another motor vehicle in transport. In two-vehicle crashes, 76 percent of 

motorcycles involved were impacted in the front. Only 3 percent were struck in 

the rear; 

• In 1999 and 1998 more motorcyclists were killed on rural roads than urban roads 

reversing the trend from 1990 to 1997; 

• Per vehicle mile, motorcyclists were about 16 times as likely as passenger car 

occupants to die in a traffic crash in 1998; 
 17 

• Motorcycles are more likely to be involved in a fatal collision with a fixed object 

than are other vehicles. In 1999, 27 percent of the motorcycles involved in fatal 

crashes collided with a fixed object, compared to 17 percent for passenger cars, 

11 percent for light trucks, and 3 percent for large trucks; 

• Occupant fatality rates for motorcycles are much higher than those for passenger 

cars and light trucks. Table 9 gives the occupant fatality rates by vehicle type for 

1988 and 1998 and percent change between 1988 and 1998. 

Table 9: Occupant Fatality Rates by Vehicle Type 1988 and 1998 

Fatality Rate Motorcycles Passenger Cars Light Trucks 

1988 

Per 10,000 Registered Vehicles 8.0 2.1 1.9 

Per 100 Million VMT 36.5 1.9 1.7 

1998 

Per 10,000 Registered Vehicles 5.9 1.7 1.5 

Per 100 Million VMT 22.4 1.4 1.2 

Percent Change, 1988-1998 

Per 10,000 Registered Vehicles -26% -19% -21% 

Per 100 Million VMT -39% -26% -29% 

Based on the data from FARS, MIC, Federal Highway, US Census Bureau and Traffic 

Safety Facts 1999: Motorcycle, the following hypotheses were formulated for testing in 

further analysis of fatal motorcycle crashes: 

• Alcohol involvement among operators is a major factor; 

• Over 40 age groups are more frequently involved; 

• Motorcycle with larger engines will be involved; 

• More crashes are now occurring on rural roadways; 

• Speeding is a factor; 

• Drivers involved are less likely to wear helmets; and, 

• License status is still a concern for motorcycle operators. 
 18 

3.4 Analytical Tools

Review of the data from FARS, MIC, FHWA and the US Census Bureau indicate that 

further in-depth analysis is required using either data individually or by combining data 

to calculate rates and look for trends. This report focuses on the following three major 

areas: 

• Age groups among motorcyclists; 

• Motorcycle engine displacement in Cubic Centimeters (cc) in fatal crashes; and, 

• Land use in motorcyclist fatalities (rural/urban). 

Several data variables have been used in the analysis relating to the above three areas 

either individually or as a combination. The data variables used are: 

• Alcohol involvement among operators (drivers); 

• License status with license compliance among operators; 

• Helmet use among occupants (motorcyclists, which includes operator and 

passenger); 

• Speeding as a factor in crashes; 

• Crash type (single vehicle/multiple vehicle); and, 

• Roadway type (undivided/divided). 

Fatality rates have been calculated using FARS data in conjunction with MIC, FHWA, 

and US Census Bureau data. Also, individual data from MIC, FHWA and Census 

Bureau have been analyzed for trends in the use of motorcycles, resident population, 

motorcycle registrations, and vehicle miles traveled: 

• Motorcyclist fatality rate per 100,000 registered vehicles by year; 

• Motorcyclist fatality rate per 100 million VMT by year; 

• Motorcyclist fatality rate per 100,000 US resident population by age group; and, 

• Ratio of fatality percentage (numerator) to ownership percentage (denominator) 

by age group. 
 19 

4. FINDINGS 

Detailed results are presented based on ownership, number of fatalities, resident 

population, motorcycle registrations and vehicle miles traveled. Additional data used in 

the analysis, but not shown in the findings, are given in Appendix A. 

4.1 Motorcyclist Fatalities by Person Type

Motorcyclist fatalities reached a historic low of 2,116 in 1997, and had been declining 

since 1990. However, fatalities increased by 16.8 percent between 1997 and 1999. Table 

10 shows motorcyclist fatalities from 1990 to 1999. The numbers indicate that operators 

account for about 90 percent of the fatalities while passengers account for the remaining 

10 percent. 

Table 10: Motorcyclist Fatalities by Year and Person Type 

Operator (Driver) Passenger 

Year Number Percent Number Percent Total 

1990 2,896 89 348 11 3,244 

1991 2,497 89 309 11 2,806 

1992 2,172 91 223 9 2,395 

1993 2,216 90 233 10 2,449 

1994 2,095 90 225 10 2,320 

1995 2,020 91 207 9 2,227 

1996 1,962 91 199 9 2,161 

1997 1,937 92 179 8 2,116 

1998 2,089 91 205 9 2,294 

1999 2,276 92 196 8 2,472 

Chart 8: Motorcyclist Fatalities by Person Type and Year 

0

1,000

2,000

3,000

4,000

90

91

92

93

94

95

9697

98

99

Year

Fatalities

Driver Passenger
 20 

Table 11 shows motorcyclist fatalities by sex from 1990 to 1999. The data show that for 

the past ten years over 90 percent of the motorcyclists killed were males. 

Table 11: Motorcyclist Fatalities by Year and Sex 

Motorcyclist Sex 

Male Female Unknown 

Year Number Percent Number Percent Number Percent Total 

1990 2,988 92 256 8 0 0 3,244 

1991 2,579 92 227 8 0 0 2,806 

1992 2,211 92 183 8 1 0 2,395 

1993 2,238 91 211 9 0 0 2,449 

1994 2,111 91 209 9 0 0 2,320 

1995 2,024 91 203 9 0 0 2,227 

1996 1,966 91 195 9 0 0 2,161 

1997 1,926 91 190 9 0 0 2,116 

1998 2,088 91 206 9 0 0 2,294 

1999 2,247 91 224 9 1 0 2,472 

4.2 Motorcyclist Fatalities by Age Groups (percent) 

Even though motorcyclist fatalities declined between 1990 and 1997, there have been two 

consecutive years in which the trend reversed itself with a 8.4 percent increase in 

fatalities between 1997 and 1998 and a 7.8 percent increase between 1998 and 1999. 

This increase has been observed for the most part, in the over 40-age group. The number 

of under 20 and 20-29 age group fatalities has declined considerably between 1990 and 

1999 and the 30-39 age group has maintained the same percentage of fatalities. But the 

40-49 and over 49 age groups showed a steady increase each year between 1990 and 

1999. The percentage of fatalities in the 40-49 age group has increased from 8.6 percent 

in 1990 to 22.9 percent, a factor of 2.7. The over 49 age group fatality percentage for the 

same years has increased from 5.8 in 1990 to 16.2 in 1999, by a factor of 2.8. Table 12 

shows the percent of motorcyclist fatalities by age groups for the last 10 years. 

However, examining Table 12 shows, there are still proportionally more fatalities in the 

20-29 year age group than in the under 20, 30-39, 40-49, and over 49 age groups from 

1990 to 1999. This indicates that 20-29 age group is still the leading age group in terms 

of the number of motorcyclist fatalities among all age groups. 
 21 

Table 12: Motorcyclist Fatalities as Percent by Year and Age Group 

Motorcyclist Age Group by Percent 

Year < 20 20-29 30-39 40-49 > 49 

1990 15.5 44.9 25.2 8.6 5.8 

1991 14.7 43.5 26.0 10.6 5.4 

1992 13.3 41.0 27.2 11.7 6.8 

1993 10.7 41.1 27.2 13.8 7.2 

1994 11.2 39.2 26.2 14.9 8.4 

1995 8.8 40.8 25.9 16.1 8.4 

1996 9.3 35.3 25.7 19.4 10.2 

1997 7.8 32.8 26.3 19.1 13.9 

1998 8.8 31.4 26.7 20.7 12.4 

1999 5.5 30.7 24.7 22.9 16.2 

Chart 9: Motorcyclist Fatality Percentage by Year and Age Group 

0%

25%

50%

75%

100%

90919293949596979899

Year

Percent Fatalities

< 20 20-29 30-39 40-49 > 49

4.3 Motorcyclist Fatalities by Land Use

Between 1990 and 1997 the majority of motorcyclist fatalities occurred on urban 

roadways but it was generally decreasing. This trend has changed in the past two years 

with more fatalities occurring on rural roadways. Motorcyclist fatalities on rural 

roadways increased from 44.5 percent in 1990 to 51.7 percent in 1999 an increase of 7.2 

percent. In 1997, 1,047 motorcyclists were killed on rural roadways compared to 1,278 

in 1999, an increase of 22.1 percent. The increase in motorcyclist fatalities for the same 

years on urban roadways was 9.8 percent. Table 13 shows the breakdown of the fatalities 

by land use for the years 1990 through 1999. 
 22 

Table 13: Motorcyclist Fatalities by Year and Land Use 

Land Use 

Rural Urban Unknown 

Year Number Percent Number Percent Number Percent Total 

1990 1,445 44.5 1,798 55.4 1 0.0 3,244 

1991 1,337 47.6 1,465 52.2 4 0.1 2,806 

1992 1,091 45.6 1,285 53.7 19 0.8 2,395 

1993 1,177 48.1 1,256 51.3 16 0.7 2,449 

1994 1,070 46.1 1,244 53.6 6 0.3 2,320 

1995 1,070 48.0 1,144 51.4 13 0.6 2,227 

1996 1,027 47.5 1,126 52.1 8 0.4 2,161 

1997 1,047 49.5 1,064 50.3 5 0.2 2,116 

1998 1,166 50.8 1,119 48.8 9 0.4 2,294 

1999 1,278 51.7 1,168 47.2 26 0.1 2,472 

Chart 10: Motorcyclist Fatalities by Year and Land Use 

0%

25%

50%

75%

100%

90919293949596979899

Year

Percent Fatalities

Rural Urban Unknown

4.4 Motorcyclist Fatalities by Engine Displacement in Cubic Centimeters (cc) 

In addition to the overall increase in motorcyclist fatalities in recent years, there has been 

a noticeable increase in motorcyclist fatalities within the 1,001-1,500 cc engine size 

category. The number of motorcyclist fatalities in the 1,001-1,500 cc engine group rose 

from 702 in 1990 to 817 in 1999, an increase of 16.4 percent the only group to show an 

increase of fatalities between 1990 and 1999. The largest number of motorcyclist 

fatalities is still in the 501-1,000 cc engine group. However, the fatality count among 

motorcyclists in the 1,001-1,500 cc group is fast approaching the 501-1,000 cc level. 
 23 

Motorcyclist fatalities in the 500 cc and less engine group declined by 71 percent 

between 1990 and 1999. Similarly fatalities in the 501-1,000 cc group have declined by 

35 percent during the same time period. Starting in 1996, a very small number of all 

motorcyclist fatalities are reported involving motorcycles with engine displacements 

greater than 1,500 cc. Table 14 shows fatalities from 1990 to 1999 by engine 

displacement. 

Table 14: Motorcyclist Fatalities by Year and Engine Displacement in Cubic Centimeters 

Engine Displacement in Cubic Centimeters 

Up to 500 501-1,000 1,001-1,500 > 1,500 Unknown 

Year No. % No. % No. % No. % No. % Total 

1990 639 19.7 1,526 47.0 702 21.6 0 0.0 377 11.6 3,244 

1991 497 17.7 1,365 48.6 654 23.3 0 0.0 290 10.3 2,806 

1992 411 17.2 1,107 46.2 590 24.6 0 0.0 287 12.0 2,395 

1993 388 15.8 1,111 45.4 683 27.9 0 0.0 267 10.9 2,449 

1994 311 13.4 1,038 44.7 633 27.3 0 0.0 338 14.6 2,320 

1995 310 13.9 1,009 45.3 666 29.9 0 0.0 242 10.9 2,227 

1996 243 11.2 1,001 46.3 654 30.3 8 0.4 255 11.8 2,161 

1997 194 9.2 957 45.2 729 34.5 11 0.5 225 10.6 2,116 

1998 213 9.3 1,040 45.3 781 34.0 16 0.7 244 10.6 2,294 

1999 184 7.4 993 40.2 817 33.1 23 0.9 455 18.4 2,472 

Chart 11: Motorcyclist Fatalities by Year and Engine Displacement in cc 

0

400

800

1200

1600

90919293949596979899

Year

Fatalities

Upto 500 501-1,000 1,001-1,500
 24 

4.5 Motorcyclist Fatalities in 1,001-1,500 cc Engine Size by Year and Age Group 

Review of data from Table 14 above showed that the increase in motorcyclist fatalities is 

only in the 1,001-1,500 cc engine size group between 1990 and 1999. Analysis of data 

from Table 15 shows number of motorcyclist fatalities in the 1,001-1,500 cc engine size 

category has increased only in 40-49 and over 49 age groups between 1990 and 1999. 

The motorcyclist fatalities in 40-49 age group have been steadily increasing each year 

since 1992. Similarly motorcyclist fatalities in over 49-age group have been steadily 

increasing each year since 1993. 

The motorcyclist fatalities in over 40-age group in the 1,001-1,500 cc engine size have 

been increasing even though overall motorcyclist fatalities have reduced from 1990 to 

1997. The number of motorcyclist fatalities in 40-49 age group has increased by 2.5 

times between 1990 and 1999. Similarly motorcyclist fatalities in over 49-age group 

have increased by 3.4 times between 1990 and 1999. These numbers indicate the 

involvement of larger motorcycles like 1,001-1,500 cc engine size group by age groups 

over 40 in fatal crashes. Additional numbers for motorcyclist fatalities by engine size by 

age group for each year are given in Appendix A. 

The percentage of motorcyclist fatalities in over 40-age group has increased from 27 

percent in 1990 to 65 percent in 1999 in the 1,001-1,500 cc engine size. Almost two 

thirds (65 percent) of the motorcyclist fatalities in 1999 were in over 40-age group and 

the rest one third in under 40-age group. In 1990, three fourths (74 percent) of 

motorcyclist fatalities were in under 40-age group compared to 27 percent in over 40-age 

group. 

Table 15: Motorcyclist Fatalities in 1,001-1,500 cc Engine Size by Year and Age Group 

Motorcyclist Age Group 

< 20 20-29 30-39 40-49 > 49 Unknown 

Year No. % No. % No. % No. % No. % No. % Total 

1990 22 3 236 34 258 37 116 17 70 10 0 0 702 

1991 19 3 202 31 246 38 126 19 60 9 1 0 654 

1992 17 3 146 25 231 39 125 21 71 12 0 0 590 

1993 13 2 191 28 253 37 167 24 59 9 0 0 683 

1994 12 2 137 22 215 34 176 28 93 15 0 0 633 

1995 12 2 135 20 233 35 182 27 104 16 0 0 666 

1996 15 2 119 18 211 32 198 30 111 17 0 0 654 

1997 8 1 99 14 232 32 225 31 165 23 0 0 729 

1998 17 2 91 12 252 32 267 34 153 20 1 0 781 

1999 3 0 79 10 206 25 293 36 236 29 0 0 817 
 25 

Chart 12: Motorcyclist Fatalities in 1,001-1,500 cc Engine Size by Year and Age Group 

0%

25%

50%

75%

100%

90919293949596979899

Year

Percent Fatalities

< 20 20-29 30-39 40-49 > 49

4.6 Mean Age of Motorcyclist Killed and Mean Engine Displacement in Fatal Crash 

From 1990 to 1999 the average age of motorcyclists killed increased each year. The 

mean age of the motorcyclist killed in 1990 was 29.3 years. It increased to 36.5 years in 

1999, an increase of 24.6 percent. Similarly the mean engine displacement of the 

motorcycles involved in fatal crashes has increased from 769 cc in 1990 to 922 cc in 

1999, an increase of 19.9 percent. The analysis indicates a rise in the average age of 

motorcyclist killed and greater involvement of motorcycles with larger engines in fatal 

crashes. Table 16 shows the mean age of motorcyclist killed and mean engine 

displacement in fatal crash from 1990 to 1999. 

Table 16: Mean Age of Motorcyclist Fatality and Mean Engine Displacement in cc 

Involved in Fatal Crash by Year 

Year 

Mean Age of Motorcyclist 

Killed (Years) (1) 

Mean Engine Displacement 

Involved in Fatal Crash (cc) (2) 

1990 29.3 769 

1991 29.6 786 

1992 30.5 799 

1993 31.3 820 

1994 31.8 837 

1995 32.1 842 

1996 33.4 865 

1997 34.8 899 

1998 34.6 904 

1999 36.5 922 
 26 

Note:

(1) Excludes unknown occupant age 

(2) Excludes unknown engine size 

Chart 13: Mean Age of Motorcyclist Fatality by Year 

0

10

20

30

40

90919293949596979899

Year

Mean Age (Years)

Chart 14: Mean Engine Displacement in cc in Fatal Crash by Year 

0

250

500

750

1000

90919293949596979899

Year

Mean Engine Size cc
 27 

4.7 Motorcyclist Fatalities by Crash Type 

Table 17 shows the number and percentage of fatalities for each year by crash type. The 

numbers do not indicate any significant variation over the ten-year period. However, 

further analysis of fatalities as shown in the following sections indicate significant trends 

and reveal information regarding speeding, alcohol use, age groups, engine displacement, 

and helmet use. 

Table 17: Motorcyclist Fatalities by Year and Crash Type 

Single Vehicle Crash Multiple Vehicle Crash 

Year Number Percent Number Percent Total 

1990 1,469 45 1,775 55 3,244 

1991 1,285 46 1,521 54 2,806 

1992 1,114 47 1,281 53 2,395 

1993 1,069 44 1,380 56 2,449 

1994 1,010 44 1,310 56 2,320 

1995 960 43 1,267 57 2,227 

1996 937 43 1,224 57 2,161 

1997 937 44 1,179 56 2,116 

1998 1,042 45 1,252 55 2,294 

1999 1,134 46 1,338 54 2,472 

4.8 Motorcyclist Fatalities by Helmet Use 

Helmet use in fatal crashes among motorcyclist fatalities has shown a slow but steady 

increase from 43 percent in 1990 to 53 percent in 1999, a 10 percent increase. At the 

same time 44 percent of the motorcyclists who were killed in 1999 did not wear a helmet 

while riding a motorcycle compared to 51 percent in 1990. Table 18 shows the number 

and percent of the motorcyclist fatalities by helmet use from 1990 to 1999. 
 28 

Table 18: Motorcyclist Fatalities by Year and Helmet Use 

 

Helmet Use 

Not Used Used Unknown 

Year Number Percent Number Percent Number Percent Total 

1990 1,650 51 1,384 43 210 6 3,244 

1991 1,400 50 1,236 44 170 6 2,806 

1992 958 40 1,303 54 134 6 2,395 

1993 986 40 1,330 54 133 5 2,449 

1994 1,001 43 1,228 53 91 4 2,320 

1995 940 42 1,197 54 90 4 2,227 

1996 925 43 1,162 54 74 3 2,161 

1997 879 42 1,145 54 92 4 2,116 

1998 1,021 45 1,182 52 91 4 2,294 

1999 1,082 44 1,300 53 90 4 2,472 

Chart 15: Motorcyclist Fatalities by Year and Helmet Use 

0%

25%

50%

75%

100%

90919293949596979899

Year

Percent Fatalities

Not Used Used Unknown

4.9 Motorcyclist Fatalities by Roadway Type 

Seventy percent of the motorcyclist fatalities occur on undivided roadways, another 20 

percent are on roadways that have a median with no median barrier. Data from 1990 to 

1999 indicate that there are not many changes in the percentage of the fatalities occurring 

on different types of roadways. Table 19 shows the number and percentage of fatalities 

on different roadways. Further data analysis on undivided roadways is provided in the 

following sections. 
 29 

Table 19: Motorcyclist Fatalities by Year and Roadway Type 

Roadway Type 

Not 

Divided 

MedianNo Barrier Median 

w/Barrier 

One Way 

Traffic Unknown 

Year No. % No. % No. % No. % No. % Total 

1990 2,244 69 629 19 213 7 83 3 75 2 3,244 

1991 1,984 71 506 18 193 7 62 2 61 2 2,806 

1992 1,762 74 371 15 172 7 42 2 48 2 2,395 

1993 1,798 73 389 16 161 7 65 3 36 1 2,449 

1994 1,631 70 468 20 157 7 39 2 25 1 2,320 

1995 1,586 71 431 19 145 7 31 1 34 2 2,227 

1996 1,531 71 411 19 168 8 21 1 30 1 2,161 

1997 1,484 70 437 21 146 7 16 1 33 2 2,116 

1998 1,662 72 405 18 176 8 23 1 28 1 2,294 

1999 1,737 70 486 20 161 7 41 2 47 2 2,472 

Chart 16: Motorcyclist Occupant Fatality by Year and Roadway Type 

0%

25%

50%

75%

100%

90919293949596979899

Year

Percent Fatalities

Not Divided Median-No Barrier Median w/Barrier

One Way Traffic Unknown

4.10 Motorcyclist Fatalities by Speeding 

The percent of motorcyclist fatalities, where speeding was recorded as driver contributing 

factor remains about 42 percent and has not changed significantly in the past ten years. 

Further analysis of the data in the following sections reveals some important information 

relating to speeding and alcohol use by age groups. Table 20 shows the numbers and 

percentage of fatalities listed for each of the past ten years. 
 30 

Table 20: Motorcyclist Fatalities by Year and Speeding Factor 

Speeding Factor 

Speeding Not Speeding Unknown 

Year Number Percent Number Percent Number Percent Total 

1990 1,423 43.9 1,787 55.1 34 1.0 3,244 

1991 1,315 46.9 1,465 52.2 26 0.9 2,806 

1992 1,083 45.2 1,290 53.9 22 0.9 2,395 

1993 1,067 43.6 1,348 55.0 34 1.4 2,449 

1994 1,033 44.5 1,247 53.8 40 1.7 2,320 

1995 961 43.2 1,213 54.5 53 2.4 2,227 

1996 940 43.5 1,178 54.5 43 2.0 2,161 

1997 882 41.7 1,205 56.9 29 1.4 2,116 

1998 956 41.7 1,315 57.3 23 1.0 2,294 

1999 1,027 41.5 1,410 57.0 35 1.4 2,472 

4.11 Motorcycle Operator Fatalities by Driver Blood Alcohol Concentration (BAC) 

The National Highway Traffic Safety Administration defines a fatal traffic crash as being 

alcohol-related if either a driver or a non-occupant (e.g., pedestrian) had a blood alcohol 

concentration (BAC) of 0.01 grams per deciliter (g/dl) or greater in a police reported 

traffic crash. Persons with a BAC of 0.10 g/dl or greater involved in fatal crashes are 

considered to be intoxicated. This is the legal limit of intoxication in many states. BAC 

values have been assigned to drivers involved in fatal crashes when alcohol test results 

are unknown. A complete description of the statistical procedures used for unknown 

alcohol test results in FARS can be found in a technical report available from the 

National Center for Statistics and Analysis (reference No. 6) 

Alcohol involvement among motorcycle operators has been declining over the last ten 

years. The percent of fatally injured operators who had been drinking in 1999 was 38 

percent compared with 52 percent in 1990. But a majority of operators killed who had 

been drinking were intoxicated with a BAC 0.10+. In 1999, there were 875 operators 

killed that had been drinking (BAC 0.01+) of which 644 (74 percent) operators killed 

were intoxicated (BAC 0.10+). These numbers indicate that even though the alcohol 

involvement among operators is declining, there is still an underlying problem because of 

the high proportion with BACs over 0.10+. Table 21 shows the numbers and percent of 

operators killed by their BAC from 1990 to 1999. 
 31 

Table 21: Motorcycle Operator Fatalities by Year and Operator BAC 

BAC 0.00 BAC 0.01-0.09 BAC 0.10+ BAC 0.01+ 

Year No. % No. % No. % No. % Total 

1990 1,378 48 359 12 1,158 40 1,518 52 2,896 

1991 1,214 49 298 12 985 39 1,283 51 2,497 

1992 1,110 51 262 12 799 37 1,062 49 2,172 

1993 1,223 55 245 11 748 34 993 45 2,216 

1994 1,246 59 229 11 621 30 849 41 2,095 

1995 1,177 58 233 12 610 30 843 42 2,020 

1996 1,123 57 232 12 607 31 839 43 1,962 

1997 1,164 60 215 11 558 29 773 40 1,937 

1998 1,241 59 190 9 659 32 848 41 2,089 

1999 1,401 62 231 10 644 28 875 38 2,276 

Chart 17: Motorcycle Operator Fatality by Year and Operator BAC 

0%

25%

50%

75%

100%

90919293949596979899

Year

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+

4.12 Motorcycle Operator Fatalities by License Status and License Compliance 

The definitions of properly and improperly licensed terms used throughout this report are 

based on the following: 

Properly Licensed – a valid driver license with a motorcycle endorsement, a motorcycle 

only license, learner’s permit, and a temporary license or no license required for 

operating a motorcycle type vehicle like mopeds. 
 32 

Improperly Licensed – not licensed, not licensed to operate a motorcycle, or a license 

that is suspended, revoked, expired, or canceled or denied. 

From 1990 to 1999 a steadily increasing percent of fatally injured motorcycle operators 

were properly licensed. This number hit an all time high of 71 percent in 1999 compared 

to 55 percent in 1990. Still 28 percent of the operators killed in 1999 were riding a 

motorcycle with an improper license. Table 22 shows the number and percentage of 

operators killed by their license status for the past ten years. 

Table 22: Motorcycle Drivers Killed by Year and License Status and License Compliance 

License Status with License Compliance 

Properly Licensed Improperly Licensed Unknown 

Year Number Percent Number Percent Number Percent Total 

1990 1,579 55 1,265 44 52 2 2,896 

1991 1,422 57 1,045 42 30 1 2,497 

1992 1,249 58 890 41 33 2 2,172 

1993 1,349 61 836 38 31 1 2,216 

1994 1,294 62 777 37 24 1 2,095 

1995 1,263 63 737 36 20 1 2,020 

1996 1,274 65 666 34 22 1 1,962 

1997 1,300 67 623 32 14 1 1,937 

1998 1,405 67 665 32 19 1 2,089 

1999 1,619 71 629 28 28 1 2,276 

Chart 18: Motorcycle Operator Fatality by Year and License Status by License 

Compliance 

0%

25%

50%

75%

100%

90919293949596979899

Year

Percent Fatalities

Properly Licensed Improperly Licensed Unknown
 33 

4.13 Motorcyclist Fatalities (Years 1980, 1985, 1990 and 1998) 

In order to calculate fatality rates based on ownership, data were used from MIC’s 2000 

Motorcycle Statistical Annual. These data were available for 1980, 1985, 1990, and 1998 

and were given as percentage of ownership by age groups. Rates are calculated by 

dividing the fatality percentage (numerator) by ownership percentage (denominator) for 

the specific age group. Since actual numbers of owners by the age group were not 

available, this method of calculating the rates was used. 

Table 23 shows the number of fatalities, their percentages, and mean age of all 

motorcyclist fatalities in that year. The data show that only fatalities in the 40 and over 

age group have increased (by 63 percent) between 1990 and 1998 whereas fatalities in the 

other age groups have declined over time. The number of fatalities in the 40 and over age 

group has overtaken all other age groups in 1998. The largest increase in the percentage 

of fatalities in any age group between 1990 and 1998 is in the 40 and over age group 

whereas the largest decline is in the under 25-age group. The decline in fatalities in the 

under 25-age group between 1980 and 1998 is 80 percent. The decline in fatalities for 

the 25-29 age group is 63 percent for the same period and for 30-39 age group 33 percent 

between 1980 and 1998. 

Table 23: Motorcyclist Fatalities by Age Group and Year (1980, 1985, 1990, and 1998) 

1980 1985 1990 1998 

Age Group Number Pct Number Pct Number Pct Number Pct 

Under 25 2,793 54 2,297 50 1,294 40 564 25 

25-29 967 19 970 21 667 21 357 16 

30-39 920 18 861 19 816 25 612 27 

40 and Over 460 9 431 9 466 14 760 33 

Unknown 4 0 5 0 1 0 1 0 

Mean Age 

(Years) 26.2 26.8 29.3 34.6 
 34 

Chart 19: Motorcyclist Fatalities by Age Group and Year (1980, 1985, 1990 and 1998) 

0

1000

2000

3000

80859098

Year

Fatalities

Under 25 25-29 30-39 40 and Over Unknown

Chart 20: Motorcyclist Fatality Percentage by Age Group and Year (1980, 1985, 1990 

and 1998) 

0%

25%

50%

75%

100%

80859098

Year

Percent Fatalities

Under 25 25-29 30-39 40 and Over Unknown

Table 24 below gives the rates based on the fatality percentage divided by the ownership 

percentage (refer to Table 6 in Section 3.2.2 above for Ownership data) for a particular 

age group when the data is read across the table by year. As seen in earlier tables, the 

rates for the 40 and over age group have increased during 1990, and 1998. This is due to 

the fact that there are more owners in this age group as a percentage (denominator) in 

recent years and correspondingly, also more fatalities as a percentage (numerator). In 

fact the highest increase in the ratio has been for the 40 and over age group when 

compared during 1990 and 1998 years. 
 35 

Table 24: Ratio of Fatality Percentage to Ownership Percentage by Age Group and Year 

(1980, 1985, 1990 and 1998) 

Age Group 1980 1985 1990 1998 

Under 25 1.1104 1.4138 1.6761 1.6728 

25-29 1.3239 1.1364 1.2023 1.4275 

30-39 0.9411 0.8387 0.8192 0.9702 

40 and Over 0.5921 0.4432 0.5439 0.7581 

Chart 21: Ratio of Occupant Fatality Percentage to Ownership Percentage by Age Group 

and Year (1980, 1985, 1990 and 1998) 

0

0.5

1

1.5

2

80859098

Year

Percent Fatality / Percent 

Ownership

Under 25 25-29 30-39 40 and Over

4.14 Motorcyclist Fatalities by Engine Size and Land Use 

Table 25 shows the number and percentage of motorcyclist fatalities by rural/urban and 

engine size aggregated for ten years. The data indicate more fatalities on urban roads for 

those operating motorcycles below 1,000 cc engine size compared to more fatalities on 

rural roads for those operating motorcycles of 1,000-1,500 cc engine size. These 

numbers show greater involvement of motorcycles over 1,000 cc engine size on rural 

roads in fatal crashes. 
 36 

Table 25: Motorcyclist Fatalities by Engine Size and Land Use (1990-1999) 

Land Use 

Engine Size Rural Urban Unknown 

cc Number Percent Number Percent Number Percent Total 

Up to 500 1,595 47.1 1,777 52.4 18 0.5 3,390 

501-1,000 4,730 42.4 6,372 57.2 45 0.4 11,147 

1,001-1,500 3,787 54.8 3,102 44.9 20 0.3 6,909 

1,501 and 

Above 36 62.1 22 37.9 0 0.0 58 

Unknown 1,560 52.3 1,396 46.8 24 0.8 2,980 

Total 11,708 47.8 12,669 51.7 107 0.4 24,484 

Chart 22: Motorcyclist Fatality by Engine Size in cc and Land Use (1990-1999) 

0%

25%

50%

75%

100%

Up to 500 501-1,000 1,001-1,500

Engine Size cc

Percent Fatalities

Rural Urban Unknown

4.15 Motorcyclist Fatalities by Age Group and Land Use 

Analysis of the data from Table 26 aggregated for ten years shows that motorcyclist 

fatalities for the Under 20 age and 30-39 age groups are almost evenly divided between 

urban and rural roads. The fatalities on the rural roads increase as age increases. In the 

20-29 age group there are more fatalities on urban roads. These numbers show a division 

of motorcyclist fatalities under the age of 30 mainly on urban roads and motorcyclist 

fatalities over the age of 40 mainly on rural roads. The 30-39 age group fatalities are 

almost evenly divided between urban and rural roads. 
 37 

Table 26: Motorcyclist Fatalities by Age Group and Land Use (1990-1999) 

Land Use 

Age Group Rural Urban Unknown 

Number Percent Number Percent Number Percent Total 

Under 20 1,315 49.5 1,316 49.6 24 0.9 2,655 

20-29 3,801 40.4 5,574 59.2 41 0.4 9,416 

30-39 3,093 48.5 3,262 51.1 24 0.4 6,379 

40-49 2,095 55.7 1,657 44.0 12 0.3 3,764 

Over 49 1,402 62.0 856 37.8 5 0.2 2,263 

Unknown 2 28.6 4 57.1 1 14.3 7 

Total 11,708 47.8 12,669 51.8 107 0.4 24,484 

Chart 23: Motorcyclist Fatality by Age Group and Land Use (1990-1999) 

0%

25%

50%

75%

100%

Under 20 20-29 30-39 40-49 Over 49

Age Group

Percent Fatalities

Rural Urban Unknown

4.16 Motorcyclist Fatalities by Age Group and Speeding Factor 

Fifty four percent of the 20-29 age group motorcyclist fatalities were related to speeding 

as a factor in the crash. The number of motorcyclist fatalities reduced where speeding 

was on the police accident report for operators over the age of 30 with just 19 percent of 

the over 49 age group fatalities related to speeding as a factor. These numbers indicate 

that speeding is a greater problem among motorcyclists under the age of 30. Table 27 

shows the breakdown of fatalities and percentages by age group and speeding as a factor 

aggregated for ten years. Overall, 44 percent of motorcyclist fatalities were related to 

speeding, and 60 percent of those fatalities occurring among those under the age of 30. 
 38 

Table 27: Motorcyclist Fatalities by Age Group and Speeding (1990-1999) 

Speeding Factor 

Age Speeding Not Speeding Unknown 

Group Number Percent Number Percent Number Percent Total 

Under 20 1,285 48.4 1,336 50.3 34 1.3 2,655 

20-29 5,077 53.9 4,223 44.8 116 1.2 9,416 

30-39 2,681 42.0 3,610 56.6 88 1.4 6,379 

40-49 1,210 32.1 2,495 66.3 59 1.6 3,764 

Over 49 432 19.1 1,789 79.1 42 1.9 2,263 

Unknown 2 28.6 5 71.4 0 0.0 7 

Total 10,687 43.6 13,458 55.0 339 1.4 24,484 

Chart 24: Motorcyclist Fatality by Age group and Speeding (1990-1999) 

0%

25%

50%

75%

100%

Under 20 20-29 30-39 40-49 Over 49

Age Group

Percent Fatalities

Speeding Not Speeding Unknown

4.17 Motorcyclist Fatalities by Engine Size and Speeding Factor 

Table 28 shows the numbers and percentages of the motorcyclist fatality breakdown by 

engine displacement and speeding factor aggregated for ten years. More than half (52 

percent) of all motorcyclist fatalities occurred riding motorcycles in the 501-1,000 cc 

engine size category were related to speeding as a driver related factor in the crash 

compared to 36 percent riding motorcycles under 500 cc engine size and 39 percent in 

1,001-1,500 cc category. 
 39 

Table 28: Motorcyclist Fatalities by Engine Size and Speeding Factor (1990-1999) 

Speeding Factor 

Engine Size Speeding Not Speeding Unknown 

Cc Number Percent Number Percent Number Percent Total 

Up to 500 1,202 36 2,147 63 41 1 3,390 

501-1,000 5,792 52 5,212 47 143 1 11,147 

1,001-1,500 2,662 39 4,137 60 110 1 6,909 

1,501 and 

Above 14 24 44 76 0 0 58 

Unknown 1,017 34 1,918 64 45 2 2,980 

Total 10,687 44. 13,458 55 339 1 24,484 

Chart 25: Motorcyclist Fatality by Engine Size and Speeding Factor (1990-1999) 

0%

25%

50%

75%

100%

Up to 500 501-1,000 1,001-1,500

Engine Size cc

Percent Fatalities

Speeding Not Speeding Unknown

4.18 Motorcyclist Fatalities by Land Use and Roadway Type 

Seventy-one percent of all motorcyclist fatalities are on undivided roadways with another 

19 percent on roadways with no median barrier. Eighty seven percent of motorcyclist 

fatalities in rural areas occur on undivided roadways and another 9 percent occur on rural 

roadways with no median barrier. In fact, 42 percent of all motorcyclist fatalities occur 

on rural, undivided roadways. These numbers indicate a very high percentage of 

fatalities occurring on undivided roadways. Further analysis of this issue appears in the 
 40 

following sections. Table 29 shows the 10-year aggregated breakdown of the 

motorcyclist fatalities by type of roadway and land use. 

Table 29: Motorcyclist Fatalities by Land Use and Roadway Type (1990-1999) 

Roadway Type 

Not 

Divided 

Median-No 

Barrier 

Median 

w/Barrier 

One Way 

Land Traffic Unknown 

Use No. % No. % No. % No. % No. % Total 

Rural 10,169 87 1,075 9 252 2 108 1 104 1 11,708 

Urban 7,180 57 3,443 27 1,439 11 313 2 294 2 12,669 

Unkno

wn 70 65 15 14 1 1 2 2 19 18 107 

Total 17,419 71 4,533 19 1,692 7 423 2 417 2 24,484 

Chart 26: Motorcyclist Fatality by Roadway Type and Land Use (1990-1999) 

0%

25%

50%

75%

100%

Rural Urban

Land Use

Percent Fatalities

Not Divided Median-No Barrier Median w/Barrier

One Way Traffic Unknown

4.19 Motorcycle Operator Fatalities by Age Group and License Status by License 

Compliance 

Analysis of the data in Table 30 aggregated over ten-year period shows that properly 

licensed status becomes more usual with the increasing age of the operator. The under 20 

group has the lowest percentage of all fatally injured operators with proper motorcycle 

licenses and the highest percentage occurs in the over 49 group. This may show a 
 41 

tendency of motorcycle operators under the age of 20 to overlook the importance of 

having a proper license. 

Table 30: Motorcycle Operator Fatalities by Age Group and License Status by License 

Compliance (1990-1999) 

 

License Status by License Compliance 

Age Properly Licensed Improperly Licensed Unknown 

Group Number Percent Number Percent Number Percent Total 

Under 20 961 44 1,155 53 45 2 2,161 

20-29 4,609 54 3,861 45 112 1 8,582 

30-39 3,742 64 2,059 35 48 1 5,849 

40-49 2,694 78 711 21 39 1 3,444 

Over 49 1,747 82 345 16 28 1 2,120 

Unknown 1 25 2 50 1 25 4 

Total 13,754 62 8,133 37 273 1 22,160 

Chart 27: Motorcycle Operator Fatality by Age Group and License Status by License 

Compliance (1990-1999) 

0%

25%

50%

75%

100%

Under 20 20-29 30-39 40-49 Over 49

Age Group

Percent Fatalities

Properly Licensed Improperly Licensed Unknown
 42 

4.20 Motorcycle Operator Fatalities by License Status by License Compliance and 

Engine Size 

The larger the motorcycle engine size more likely the operator is to have a proper license. 

This is shown in the statistics for fatally injured motorcycle operators. Proper license 

status for operator fatalities in the 1,001-1,500 cc engine displacement category is 1.7 

times higher than the engine displacement category up to 500 cc and 1.3 times higher 

than the 501-1,000 cc engine displacement group. These numbers fall in line with Table 

30 showing proper license status by age group where over 40 age groups had highest 

percentages of proper licenses. This reflects the use of motorcycles with larger engine by 

operators over the age of 40. Over half (51 percent) of fatally injured operators in the 

engine displacement category up to 500 cc were improperly licensed. Table 31 shows the 

aggregated 10-year breakdown of operator license status by engine displacement. 

Table 31: Operator Fatalities by License Status by License Compliance and Engine 

Displacement (1990-1999) 

License Status by License Compliance 

Properly 

Licensed 

Improperly 

Licensed Unknown 

Engine Size Cc Number Percent Number Percent Number Percent Total 

Up to 500 1,474 47 1,600 51 55 2 3,129 

501-1,000 6,038 59 4,048 40 107 1 10,193 

1,001-1,500 4,694 77 1,348 22 53 1 6,095 

1,501 and Above 46 90 4 8 1 2 51 

Unknown 1,502 56 1,133 42 57 2 2,692 

Total 13,754 62 8,133 37 273 1 22,160 
 43 

Chart 28: Motorcycle Operator Fatality by Engine Size and License Status by License 

Compliance (1990-1999) 

0%

25%

50%

75%

100%

Up to 500 501-1,000 1,001-1,500

Engine Size cc

Percent Fatalities

Properly Licensed Improperly Licensed Unknown

4.21 Motorcycle Operator Fatalities by License Status by License Compliance and Land 

Use 

Analysis of the data for properly and improperly licensed status by land use shows a 

higher percentage of fatally injured motorcycle operators with a proper license in rural 

areas compared to urban areas. However, still more than a third (37 percent) of all 

operators killed were improperly licensed in both urban and rural roadways. Table 32 

shows the license status by license compliance of operators killed by land use aggregated 

for ten-year period. 

Table 32: Motorcycle Operator Fatalities by License Status by License Compliance and 

Land Use (1990-1999) 

License Status with License Compliance 

Land Properly Licensed Improperly Licensed Unknown 

Use Number Percent Number Percent Number Percent Total 

Rural 7,021 67 3,373 32 115 1 10,509 

Urban 6,672 58 4,728 41 155 1 11,555 

Unknown 61 64 32 33 3 3 96 

Total 13,754 62 8,133 37 273 1 22,160 
 44 

Chart 29: Motorcycle Operator Fatality by Land Use and License Status by License 

Compliance (1990-1999) 

0%

25%

50%

75%

100%

Rural Urban

Land Use

Percent Fatalities

Properly Licensed Improperly Licensed Unknown

4.22 Motorcycle Operator Fatalities by Age Group and Operator BAC 

Fifty-eight percent of operator fatalities in the 30-39 age group were related to alcohol, 

which was the highest percent among any age group. Out of those operators killed who 

had been drinking (682+2,682=3,364), 80 percent (2,682) were intoxicated with a BAC 

0.10+. Forty-nine percent of the operator fatalities in the 40-49 age group were alcohol 

related. Out of the operators in the 40-49 age group who had been drinking 

(366+1,297=1,663) 78 percent (1,297) were intoxicated with a BAC 0.10+. These high 

numbers indicate a problem of high alcohol use among operators of motorcycles that 

were killed. Table 33 gives the 10-year aggregated breakdown of the results by operator 

alcohol use and age group. 

Table 33: Operator Fatalities by Age group and Operator BAC (1990-1999) 

Operator BAC 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

Under 20 1,695 78 191 9 274 13 2,161 

20-29 4,784 56 1,062 12 2,736 32 8,582 

30-39 2,485 42 682 12 2,682 46 5,849 

40-49 1,781 52 366 11 1,297 38 3,444 

Over 49 1,531 72 193 9 396 19 2,120 

Unknown 2 41 0 5 2 54 4 

Total 12,277 55 2,495 11 7,388 33 22,160 
 45 

Chart 30: Motorcycle Operator Fatality by Age Group and Operator BAC (1990-1999) 

0%

25%

50%

75%

100%

< 20 20-29 30-39 40-49 > 49

Driver Age

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+

4.23 Motorcycle Operator Fatalities by Engine Size and Operator BAC 

The number of operator fatalities by engine size and operator BAC indicate that operators 

of 1,001-1,500 cc engine displacement motorcycle category had the highest percentage 

(50 percent) who were drinking and the highest percentage who were intoxicated with a 

BAC 0.10+ (39 percent). The highest number of operator fatalities with alcohol 

(1,167+3,192=4,359) was associated in the 501-1,000 cc engine displacement category. 

Table 34 shows the numbers and percentage of operator fatalities by their BAC and 

engine size for an aggregated ten-year period. 

Table 34: Motorcycle Operator Fatalities by Engine Size and Operator BAC (1990-1999) 

Operator BAC 

Engine Size BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Cc Number Percent Number Percent Number Percent Total 

Up to 500 1,928 62 336 11 865 28 3,129 

501-1,000 5,834 57 1,167 11 3,192 31 10,193 

1,001-1,500 3,014 49 685 11 2,396 39 6,095 

1,501 and 

Above 33 65 2 4 16 31 51 

Unknown 1,468 54 306 11 919 34 2,692 

Total 12,277 55 2,495 11 7,388 33 22,160 
 46 

Chart 31: Motorcycle Operator Fatality by Engine Size and Operator BAC (1990-1999) 

0%

25%

50%

75%

100%

Upto 500 501-1000 1001-1500

Engine Size cc

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+

4.24 Motorcycle Operator Fatalities on Undivided Roadway by Age Group and Operator 

BAC 

On undivided roadways overall 59 percent of the operators killed in the 30-39 age group 

were drinking. Among the 30-39 age group operators killed who had alcohol 

(487+1,892=2,379), 80 percent (1,892) were intoxicated. Similarly overall 50 percent of 

the 40-49 age group operators killed were drinking. Among the 40-49 age group 

operators killed with alcohol (270+964=1,234), 78 percent (964) were intoxicated. These 

numbers indicate a high use of alcohol by operators over the age of 30 on undivided 

roadways. Overall, 45 percent of the operators killed on undivided roadways were using 

alcohol with 34 percent intoxicated with BAC 0.10+. Table 35 shows the BAC 

breakdown among operator fatalities by age group for an aggregated ten-year period. 

Table 35: Motorcycle Operator Fatalities on Undivided Roadways by Age Group and 

Operator BAC (1990-1999) 

Operator BAC 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

Under 20 1,331 79 148 9 213 13 1,692 

20-29 3,314 55 753 13 1,957 32 6,024 

30-39 1,679 41 487 12 1,892 47 4,058 

40-49 1,228 50 270 11 964 39 2,462 

Over 49 1,093 72 132 9 283 19 1,508 

Unknown 0 0 0 0 1 100 1 

Total 8,644 55 1,790 11 5,310 34 15,745 
 47 

Chart 32: Motorcycle Operator Fatality on Undivided Roadways by Age Group and 

Operator BAC (1990-1999) 

0%

25%

50%

75%

100%

< 20 20-29 30-39 40-49 > 49

Driver Age

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+

4.25 Motorcycle Operator Fatalities on Undivided Roadways by Crash Type and 

Operator BAC 

Table 36 shows the distribution of motorcycle operator fatalities on undivided roadways 

by type of crash and operator BAC for an aggregated ten-year period. Sixty one percent 

of the operators killed in single vehicle crashes were alcohol involved. Among the 

operators killed in single vehicle crashes who had been drinking (857+3,584=4,441), 81 

percent (3,584) were intoxicated. Alcohol use by fatally injured operators in single 

vehicle crashes was almost twice as high as in multiple vehicle crashes. Alcohol use in 

the intoxicated category (BAC 0.10+) for operators killed in single vehicle crashes was 

almost 2.5 times as high for those in multiple vehicle crashes. This shows high alcohol 

use among operators killed in single vehicle crashes. 

Table 36: Motorcycle Operator Fatalities on Undivided Roadways by Crash Type and 

Operator BAC (1990-1999) 

Operator BAC 

BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Crash Type Number Percent Number Percent Number Percent Total 

Single Vehicle 

(SV) Crash 2,941 40 857 12 3,584 49 7,382 

Multiple Vehicle 

(MV) Crash 5,703 68 933 11 1,727 21 8,363 

Total 8,644 55 1,790 11 5,310 34 15,745 
 48 

Chart 33: Motorcycle Operator Fatality on Undivided Roadways by Crash Type and 

Operator BAC (1990-1999) 

0%

25%

50%

75%

100%

SV Crash MV Crash

Crash Type

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+

SV Crash - Single Vehicle Crash

MV Crash - Multiple Vehicle Crash

4.26 Motorcycle Operator Fatalities on Undivided Roadway Single Vehicle Crash by Age 

Group and Operator BAC 

Operators in the 30-39 age group killed on undivided roadway in single vehicle crashes 

had the highest rate of alcohol involvement compared to any age group with 73 percent 

drinking and 62 percent intoxicated with a BAC 0.10+. Similar high alcohol involvement 

among fatally injured operators in the 20-29 and 40-49 age group is also evident with 60 

percent in the 20-29 age group drinking with 47 percent intoxicated, and 66 percent in the 

40-49 age group with 55 percent intoxicated. The striking fact is the very high 

percentage of the operators who were intoxicated (BAC 0.10+) in these single vehicle 

crashes on undivided roadways. The numbers once again show that even though alcohol 

rate among operators generally has declined as an overall number, there is still an 

underlying problem of high alcohol involvement among motorcycle operators killed in 

this type of crash. Table 37 shows the BAC levels for fatally injured operators by age 

group for an aggregated ten-year period. 

Among the fatally injured operators in the 30-39 age group who were drinking 

(229+1,257=1,486), 85 percent (1,257) were intoxicated. Similarly among fatally injured 

operators in the 40-49 age group who were drinking (126+641=767), 84 percent (641) 

were intoxicated. Of the fatally injured operators in the 20-29 age group that were 

drinking (372+1,351=1,723), 78 percent (1,351) were intoxicated. These numbers are 

also very high even among fatally injured operators in the over 49-age group with 78 

percent intoxicated (191/(191+55)). There were more operators killed who were drinking 

in the 20-29, 30-39 and 40-49 age groups than operators killed who were not drinking. 

For the 30-39 age group the ratio was 2.8 times more alcohol fatalities. 
 49 

Table 37: Motorcycle Operator Fatalities on Undivided Roadway Single Vehicle Crash 

by Age Group and Operator BAC (1990-1999) 

Operator BAC 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

Under 20 455 68 75 11 143 21 674 

20-29 1,162 40 372 13 1,351 47 2,885 

30-39 538 27 229 11 1,257 62 2,024 

40-49 389 34 126 11 641 55 1,156 

Over 49 397 62 55 9 191 30 643 

Unknown 0 0 0 0 1 100 

Total 2,941 40 857 12 3,584 49 7,382 

Chart 34: Motorcycle Operator Fatality on Undivided Roadway Single Vehicle Crash by 

Age Group and Operator BAC (1990-1999) 

0%

25%

50%

75%

100%

< 20 20-29 30-39 40-49 > 49

Driver Age

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+

4.27 Motorcycle Operator Fatalities Speeding on Undivided Roadways by Age Group 

and Operator BAC 

Table 38 shows fatally injured motorcycle operators who were speeding on undivided 

roadways by age group and operator BAC levels for an aggregated ten-year period. Once 

again the 30-39 age group has the highest percentage (67 percent) of drinking operator 

fatalities among all age groups. The 40-49 age group follows closely with 64 percent. Of 
 50 

the fatally injured operators in the 30-39 age group who were drinking (209+976=1,185), 

82 percent (976) were intoxicated. Percentages were roughly the same for the 40-49 age 

group. There were more drinking fatally injured operators than not drinking for age 

groups 30-39 and 40-49. These numbers again point to the risks involved when speed 

and alcohol are combined on undivided roadways for motorcycle operators. 

Table 38: Motorcycle Operator Fatalities Speeding on Undivided Roadways by Age 

Group and Operator BAC (1990-1999) 

Operator BAC 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

Under 20 605 73 79 10 140 17 825 

20-29 1,691 52 430 13 1,153 35 3,273 

30-39 575 33 209 12 976 55 1,760 

40-49 293 35 103 12 436 52 832 

Over 49 172 58 27 9 98 33 296 

Unknown 0 0 0 0 1 100 1 

Total 3,336 48 848 12 2,803 40 6,986 

Chart 35: Motorcycle Operator Fatality Speeding on Undivided Roadways by Age Group 

and Operator BAC (1990-1999) 

0%

25%

50%

75%

100%

< 20 20-29 30-39 40-49 > 49

Driver Age

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+
 51 

4.28 Motorcycle Operator Fatalities Speeding on Undivided Roadway Single Vehicle 

Crash by Age Group and Operator BAC 

There were more fatalities among operators in single vehicle crashes who were drinking 

in the 20-29, 30-39 and 40-49 age groups than those who did not have any alcohol. Table 

39 provides the breakdown of operator fatalities for those speeding on undivided 

roadways in single vehicle crashes by age group and operator BAC for an aggregated tenyear period. As can be seen from the numbers, alcohol use among those in the over 30-

age groups is higher than among those in the under 30-age groups (with the exception of 

the over 49 age group). Seventy-four percent of those operators who died in the 30-39 

age group were drinking. Operators in this age group were almost 3 times as likely to be 

drinking in these crashes as not. 

Table 39: Motorcycle Operator Fatalities Speeding on Undivided Roadway Single 

Vehicle Crash by Age Group and Operator BAC (1990-1999) 

Operator BAC 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

Under 20 312 66 54 12 105 22 471 

20-29 786 41 249 13 881 46 1,917 

30-39 302 26 128 11 727 63 1,157 

40-49 161 28 71 12 338 59 569 

Over 49 113 55 16 8 77 37 206 

Unknown 0 0 0 0 0 0 0 

Total 1,674 39 519 12 2128 49 4,320 

Chart 36: Motorcycle Operator Fatality Speeding on undivided Roadway Single Vehicle 

Crash by Age Group and Operator BAC (1990-1999) 

0%

25%

50%

75%

100%

< 20 20-29 30-39 40-49 > 49

Driver Age

Percent Fatalities

BAC 0.00 BAC 0.01-0.09 BAC 0.10+
 52 

4.29 Motorcyclist Fatality Rate by Registered Motorcycles and VMT 

Fatality rates for motorcyclists declined between 1990 and 1997 both when measured per 

100,000 registered motorcycles and when measured per 100 million motorcycle VMT. 

However, in 1998 and 1999 fatality rates increased by 7.6 percent per 100,000 registered 

motorcycles and by 11.4 percent per 100 million VMT. The number of fatalities has 

increased more sharply for these years than the increase in the VMT in 1998 and 1999. 

Table 40 gives the fatality rates for registered motorcycles and motorcycle VMT from 

1990 to 1999. 

Table 40: Motorcyclist Fatality Rates by Year and Registered Motorcycles and VMT 

Year 

Fatality Rate per 100,000 

Registered Motorcycles 

Fatality Rate per 100 million 

VMT 

1990 76.16 33.9 

1991 67.17 30.6 

1992 58.92 25.1 

1993 61.57 24.7 

1994 61.76 22.7 

1995 57.14 22.7 

1996 55.82 21.8 

1997 55.30 21.0 

1998 59.13 22.3 

1999 59.53 23.4 

Chart 37: Motorcyclist Fatality Rate by Year and Registered Motorcycles and VMT 

0

20

40

60

80

90919293949596979899

Year

Fatality Rate

Registered Motorcycle Rate VMT Rate
 53 

4.30 Motorcyclist Fatality Rate per 100,000 US Resident Population 

Even though the population of 40-49 and over 49 age groups grew between 1990 and 

1999, the increase in motorcyclist fatality for these two groups have outpaced the 

increase in population as evident from the increase in the fatality rates. Table 41 gives 

the motorcyclist fatality rates per 100,000 US resident population. The greatest rate 

increase is seen for the over 49-age group with the rate jumping from 0.30 in 1990 to 

0.54 in 1999. Similarly the fatality rate for the 40-49 age group has risen from 0.88 in 

1990 to 1.36 in 1999. The rates for other age groups have decreased over the same 

period of time with the largest decrease occurring in the under 20 age group. These rates 

underscore the increase in motorcyclist fatalities in the over 40 age groups seen in 

previous sections. 

Table 41: Motorcyclist Fatality Rate by Year and per 100,000 US Resident Population 

Occupant Age Group 

Year Under 20 20-29 30-39 40-49 Over 49 Total 

1990 0.70 3.61 1.95 0.88 0.30 1.30 

1991 0.57 3.06 1.71 0.90 0.23 1.11 

1992 0.44 2.50 1.50 0.82 0.25 0.94 

1993 0.35 2.62 1.52 0.96 0.26 0.95 

1994 0.35 2.43 1.38 0.95 0.29 0.89 

1995 0.26 2.46 1.31 0.95 0.27 0.85 

1996 0.26 2.09 1.27 1.07 0.32 0.81 

1997 0.22 1.91 1.28 1.02 0.41 0.79 

1998 0.26 1.99 1.43 1.17 0.39 0.85 

1999 0.17 2.09 1.44 1.36 0.54 0.91 
 54 

Chart 38: Motorcyclist Fatality Rate by Year and per 100,000 US Resident Population 

0

1

2

3

4

90919293949596979899

Year

Rate per 100,000 population

< 20 20-29 30-39 40-49 > 49 TOTAL
 55 

5. CONCLUSIONS 

The analysis described in this report supports a variety of conclusions about the targets 

for motorcycle crash prevention programs and could aid in the design of countermeasure 

programs. The analysis also demonstrates the utility of using different data sources to 

cross verify the results from one data source with another. Since one of the major foci of 

this report and analysis is based on age groups and engine size, use of the FARS data in 

conjunction with MIC data along with US Census Bureau data permitted conclusions that 

could not have been drawn by using FARS data alone. The use of MIC data supports the 

observations of the FARS data relative to the involvement of 40 and over age groups and 

motorcycles with engine sizes of 1,001-1,500 cc in recent years in fatal motorcycle 

crashes. 

This report does not analyze all variables within the FARS database and other data 

sources. Also, this analysis does not examine injury data from the General Estimates 

System (GES), which reports injuries resulting from motor vehicle crashes. Further 

analyses need to be undertaken by examining other variables within FARS and GES that 

may provide additional information describing other factors associated with motorcycle 

crashes. The National Highway Traffic Safety Administration (NHTSA) plans to 

conduct these analyses and report the findings. 

5.1 Motorcyclist Fatalities by Person Type 

In view of the fact that 90 percent of all fatally injured motorcyclists are operators rather 

than passengers, it is imperative that safety programs, education, training and 

enforcement be geared towards motorcycle operators. Also, since more than 90 percent 

of the fatally injured motorcyclists are males, safety messages should be directed mostly 

towards the male audience. 

5.2 Motorcycle Exposure Rates 

Data from FHWA relating to registered motorcycles and motorcycle VMT show an 

increase in the number of registered motorcycles in the past two years and also an 

increase in VMT in the past five years. MIC data show that number of new on-highway 

motorcycle units sold has increased each year since 1992 with most of the increase seen 

between 1997 and 1999. The motorcyclist fatality rates based on registered motorcycles 

and VMT have also increased between 1997 and 1999. These exposure data indicate 

more motorcycles on the roads with more vehicle miles traveled in the recent years. 

5.3 Motorcyclist Age 

Results from 1990-1999 FARS data show that there is an increase in the number of 

motorcyclist fatalities in over 40-age group. MIC data also suggests more over 40-age 

people are buying and riding motorcycles increasing their exposure. Review of US 

Census Bureau data from 1990-1999 indicates an increase in over 40-age population. If 

these patterns continue as seen from the combination of data sources, there is the 
 56 

likelihood that there will continue to be an increase in the number of over 40-age 

motorcyclists involved in fatal crashes. 

5.4 Motorcycle Engine Displacement in Cubic Centimeters 

Analysis of FARS and MIC data shows that there is an increase in the average engine 

size of motorcycles involved in fatal crashes. Data from FARS indicates that more over 

40-age group motorcyclists are getting killed on motorcycles with 1,001-1,500 cc 

engines. This leads to the supposition that there may be a corresponding increase in the 

number of larger motorcycles involved in fatal crashes. 

5.5 Motorcycle Operator Fatalities by Operator BAC 

Forty-five percent of all motorcycle operator fatalities between 1990 and 1999 were 

associated with operator BAC of 0.01+, and 33 percent were in the intoxicated category 

(BAC 0.10+). Although the percentage of drinking-operator fatalities has decreased from 

52 percent in 1990 to 38 percent in 1999, alcohol is still a major problem, especially 

among motorcyclists over the age of 30 and among motorcyclists operating motorcycles 

with larger engines. This poses a great risk for all motorcycle operators, particularly 

when riding on rural undivided roadways. Alcohol use among motorcycle operators 

should become an important topic of any safety initiatives developed by NHTSA and its 

partners. 

5.6 Motorcyclist Helmet Use 

Helmet use among occupants killed has increased from 43 percent in 1990 to 53 percent 

1999. Still almost half of the motorcyclists killed were not a wearing a helmet. 

Increasing the number of states with helmet laws covering all riders, more education, and 

stronger enforcement of existing helmet use laws are required to reduce the risks of fatal 

injury. 

Only 20 states, the District of Columbia and Puerto Rico require helmet use for all riders. 

Twenty-seven states require use for a specific segment of riders and 3 states do not 

require any helmet use while riding a motorcycle (reference 7). Detailed information 

relating to the helmet use requirements is provided in Appendix C. 

5.7 Motorcycle Operator License Status by License Compliance 

Almost one third (28 percent) of the motorcycle operators killed in 1999 did not have a 

proper license compared to more than half in 1990. Having a proper license is more 

usual among operators over the age of 30 than among operators under the age of 30. 

These numbers indicate the need for stronger relationships between rider training and 

licensing programs. The numbers also suggest a need for better enforcement of 

motorcycle licensing. 
 57 

5.8 Motorcyclist Fatalities by Speeding Factor 

With more than 40 percent of all motorcyclist fatalities associated with speeding as a 

contributing factor, safety messages relating to the risk of motorcycles speeding has to be 

communicated along with necessary education programs. This is particularly important 

in the under 30 population since more than half (60 percent) of all fatally injured 

motorcyclist with speeding as a factor in the crash were under the age of 30. 

5.9 Motorcyclist Fatalities by Crash Type (Single/Multiple)

There has not been any significant change in the distribution of motorcyclist fatalities 

between single and multiple vehicle crashes in the past ten years. But a closer look at the 

data reveals differences with respect to alcohol use, speeding, age group, land use, engine 

size and other factors between the two types of crashes. Motorcycle operators in single 

vehicle crashes were more often drinking than those in multiple vehicle crashes and more 

often intoxicated. Operators in 30-39 age groups on rural undivided roadways were 

found to have some of the highest percentages of fatalities with alcohol use in single 

vehicle crashes. A greater effort is needed for propagating the safety messages through 

appropriate prevention programs to motorcyclists about their risks of being involved in 

single vehicle crash. Law enforcement efforts should address impaired riding issues as 

part of a comprehensive impaired driving program. Also, state and local impaired 

driving programs should include activities and messages that focus on reducing impaired 

riding. 

5.10 Motorcyclist Fatalities by Land Use (Urban/Rural) 

Even though the shift of motorcyclist fatalities is very gradual from urban roadways to 

rural roadways, it is possible that this trend will continue. This is important since 42 

percent of all motorcyclist fatalities occur on rural undivided roadways. Also, helmet 

use, license status, alcohol use and speeding vary between urban and rural roadways. 

Hence more attention should be focused towards rural roadways for better education, 

enforcement, communication and other safety messages. 

5.11 Motorcyclist Fatalities by Roadway Type 

Over 70 percent of all fatalities occur on undivided roadways with 42 percent of all 

fatalities occurring on rural undivided roadways. Alcohol use among operators on 

undivided roadways was found to be one of the highest and particularly among the over 

30 age groups. A major effort is needed to send out a message designed to focus 

attention on the risks involved in operating motorcycles on undivided roadways. The 

safety message should also include the risks attached to speeding and alcohol use on 

undivided roadways. 
 58 

6. APPENDIX A: Additional Data 

The following sections provide additional data that were used in the analysis but not 

shown in the previous sections. 

Table A-1: Motorcyclist Fatalities by Crash Type and Land Use (1990-1999) 

Land Use 

Rural Urban Unknown 

Crash Type Number Percent Number Percent Number Percent Total 

Single 

Vehicle 5,861 53 5,053 46 43 0 10,597 

Multiple 

Vehicle 5,847 43 7,616 56 64 0 13,527 

Total 11,708 48 12,669 52 107 0 24,484 

Table A-2: Motorcyclist Fatalities by Crash Type and Age Group (1990-1999) 

Crash Type 

Single Vehicle Crash Multiple Vehicle Crash 

Age Group Number Percent Number Percent Total 

< 20 1,040 39 1,615 61 2,655 

20-29 4,279 45 5,137 55 9,416 

30-39 3,005 47 3,374 53 6,379 

40-49 1,707 45 5,057 55 3,764 

> 49 923 41 1,340 59 2,263 

Unknown 3 43 4 57 7 

Total 10,957 45 13,527 55 24,484 

Table A-3: Motorcyclist Fatalities by Crash Type and Engine Size (1990-1999) 

Crash Type 

Engine Single Vehicle Crash Multiple Vehicle Crash 

Size cc Number Percent Number Percent Total 

Up to 500 1,326 39 2,064 61 3.390 

501-1,000 5,186 47 5,961 53 11.147 

1,001-1,500 3,214 47 3,695 53 6,909 

> 1,500 28 48 30 52 58 

Unknown 1,203 40 1,777 60 2,980 

Total 10,957 45 13,527 55 24,484 
 59 

Table A-4: Motorcyclist Fatalities by Helmet Use and Land Use (1990-1999) 

Land Use 

Helmet Rural Urban Unknown 

Use Number Percent Number Percent Number Percent Total 

Not Used 5,294 49 5,486 51 62 1 10,842 

Used 5,991 48 6,435 52 41 0 12,467 

Unknown 423 36 748 64 4 0 1,175 

Total 11,708 48 12,669 52 107 0 24,484 

Table A-5: Motorcyclist Fatalities by Helmet Use and Age Group (1990-1999) 

Helmet Use 

Age Not Used Used Unknown 

Group Number Percent Number Percent Number Percent Total 

< 20 1,309 49 1,231 46 115 4 2,655 

20-29 4,077 43 4,838 51 501 5 9,416 

30-39 2,934 46 3,111 49 334 5 6,379 

40-49 1,674 44 1,948 52 142 4 3,764 

> 49 845 37 1,336 59 82 4 2,263 

Unknown 3 43 3 43 1 14 7 

Total 10,842 44 12,467 51 1,175 5 24,484 

Table A-6: Motorcyclist Fatalities by Helmet Use and Engine Size (1990-1999) 

Helmet Use 

Engine Not Used Used Unknown 

Size cc Number Percent Number Percent Number Percent Total 

Up to 500 1,603 47 1,648 49 139 4 3,390 

501-1,000 4,463 40 6,129 55 555 5 11,147 

1,001-1,500 3,085 45 3,486 50 338 5 6,909 

> 1,500 21 36 37 64 0 0 58 

Unknown 1,670 56 1,167 39 143 5 2,980 

Total 10,842 44 12,467 51 1,175 5 24,484 
 60 

Table A-7: Motorcyclist Fatalities by Helmet Use and Crash Type (1990-1999) 

Helmet Use 

Not Used Used Unknown 

Crash Type Number Percent Number Percent Number Percent Total 

Single 

Vehicle 5,302 48 5,138 47 517 5 10,597 

Multiple 

Vehicle 5,540 41 7,329 54 658 5 13,527 

Total 10,842 44 12,467 51 1,175 5 24,484 

Table A-8: Motorcycle Operator Fatalities by Land Use and Operator BAC (1990-1999) 

Land BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Use Number Percent Number Percent Number Percent Total 

Rural 5,804 55 1,149 11 3,555 34 10,509 

Urban 6,410 55 1,340 12 3,805 33 11,555 

Unknown 63 66 5 5 28 29 96 

Total 12,277 55 2,495 11 7,388 33 22,160 

Table A-9: Motorcyclist Fatalities by Roadway Type and Age Group (1990-1999) 

Roadway Type 

Undivided 

Median-no 

Barrier 

Median 

w/Barrier 

One Way 

Age Traffic Unknown 

Group No. % No. % No. % No. % No. % Total 

< 20 2,088 79 368 14 97 4 29 1 73 3 2,655 

20-29 6,606 70 1,709 18 717 8 206 2 478 2 9,416 

30-39 4,428 69 1,264 20 466 7 119 2 102 2 6,379 

40-49 2,692 72 715 19 270 7 43 1 44 1 3,764 

> 49 1,602 71 475 21 142 6 25 1 19 1 2,263 

Unknown 3 43 2 29 0 0 1 14 1 14 7 

Total 17,419 71 4,533 19 1,692 7 423 2 417 2 24,484 
 61 

Table A-10: Motorcyclist Fatalities by Roadway Type and Engine Size (1990-1999) 

Roadway Type 

Undivided 

Median no 

Barrier 

Median 

w/Barrier 

One Way 

Engine Traffic Unknown 

Size cc No. % No. % No. % No. % No. % Total 

Up to 

500 2,510 74 600 18 178 5 56 2 46 1 3,390 

501-

1,000 7,817 70 2,056 18 849 8 218 2 207 2 11,147 

1,001-

1,500 4,814 70 1,396 20 518 7 97 1 84 1 6,909 

> 1,500 45 78 12 21 1 2 0 0 0 0 58 

Unknown 2,233 74 469 16 146 5 52 2 80 3 2,980 

Total 17,419 71 4,433 19 1,692 7 423 2 417 2 24,484 

Table A-11: Motorcycle Operator Fatalities by Roadway Type and 

 Operator BAC (1990-1999) 

Roadway BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Type Number Percent Number Percent Number Percent Total 

Undivided 8,644 55 1,790 11 5,310 34 15,745 

Median 

no Barrier 2,383 58 441 11 1,287 31 4,111 

Median 

w/Barrier 836 54 162 11 539 35 1,538 

One Way 

Traffic 200 51 54 14 136 35 390 

Unknown 214 57 47 12 116 31 376 

Total 12,277 55 2,495 11 7,388 33 22,160 

Table A-12: Motorcycle Operator Fatalities on Undivided Roadway Multiple Vehicle 

Crash by Age Group and Operator BAC (1990-1999) 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

< 20 875 86 73 7 70 7 1,018 

20-29 2,151 69 382 12 606 19 3,139 

30-39 1,141 56 257 13 636 31 2,034 

40-49 840 64 144 11 323 25 1,306 

> 49 696 80 77 9 92 11 865 

Unknown 0 0 0 0 1 100 1 

Total 5,703 68 933 11 1,727 21 8,363 
 62 

Table A-13: Motorcycle Operator Fatalities on Undivided Roadway Single Vehicle Crash 

by Land Use and Operator BAC (1990-1999) 

Land BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Use Number Percent Number Percent Number Percent Total 

Rural 1,956 41 528 11 2,231 47 4,715 

Urban 975 37 326 12 1,340 51 2,641 

Unknown 10 38 3 12 13 50 26 

Total 2,941 40 857 12 3,584 49 7,382 

Table A-14: Motorcycle Operator Fatalities on Undivided Roadway Multiple Vehicle 

Crash by Land Use and Operator BAC (1990-1999) 

Land BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Use Number Percent Number Percent Number Percent Total 

Rural 3,049 69 487 11 904 20 4,439 

Urban 2,622 68 446 11 816 21 3,884 

Unknown 33 82 1 2 7 17 40 

Total 5,703 68 933 11 1,727 21 8,363 

Table A-15: Motorcycle Operator Fatalities Speeding on Undivided Roadway MultipleVehicle Crash by Age Group and Operator BAC (1990-1999) 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

< 20 294 83 25 7 36 10 354 

20-29 904 67 180 13 272 20 1,356 

30-39 273 45 81 13 249 41 603 

40-49 132 50 33 12 98 37 263 

> 49 59 66 11 12 20 23 90 

Total 1,662 62 329 12 675 25 2,666 
 63 

Table A-16: Motorcycle Operator Fatalities Not Speeding on Undivided Roadways by 

Age Group and Operator BAC (1990-1999) 

Age BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Group Number Percent Number Percent Number Percent Total 

< 20 714 84 67 8 70 8 851 

20-29 1,578 59 317 12 782 29 2,677 

30-39 1,082 48 270 12 898 40 2,251 

40-49 914 57 163 10 518 32 1,595 

> 49 905 76 102 9 181 15 1,188 

Unknown 0 0 0 0 1 100 1 

Total 5,192 61 920 11 2,450 29 8,563 

Table A-17: Motorcycle Operator Fatalities Speeding on Undivided Roadways by Land 

Use, Crash Type and Operator BAC (1990-1999) 

BAC 0.00 BAC 0.01-0.09 BAC 0.10+ 

Land Use 

Crash 

Type Number Percent Number Percent Number Percent Total 

Single 

Vehicle 1,082 40 305 11 1,335 49 2,722 

Multiple 

Vehicle 791 62 150 12 337 26 1,278 

Rural 

Total 1,873 47 455 11 1,672 42 4,000 

Single 

Vehicle 585 37 213 13 786 50 1,583 

Multiple 

Vehicle 856 62 179 13 337 25 1,372 

Urban 

Total 1,441 49 392 13 1,122 38 2,955 

Single 

Vehicle 7 46 1 7 7 47 15 

Multiple 

Vehicle 15 92 0 0 1 7 16 

Unknown 

Total 22 70 1 4 8 26 31 

Single 

Vehicle 1,674 39 519 12 2,128 49 4,320 

Multiple 

Vehicle 1,662 62 329 12 675 25 2,666 

Total 

Total 3,336 48 848 12 2,803 40 6,986 
 64 

Table A-18: Motorcyclist Fatalities by Year, Engine Size and Age Group 

Year 1990 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 176 28 272 43 107 17 27 4 57 9 0 0 639 

501-

1,000 229 15 824 54 327 21 104 7 42 3 0 0 1,526 

1,001-

1,500 22 3 236 34 258 37 116 17 70 10 0 0 702 

Unknown 77 21 125 33 124 33 31 8 19 5 1 0 377 

Total 504 16 1,457 45 816 25 278 9 188 6 1 0 3,244 

Year 1991 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 139 28 222 45 73 15 32 6 31 6 0 0 497 

501-

1,000 204 15 698 51 314 23 108 8 41 3 0 0 1,365 

1,001-

1,500 19 3 202 31 246 38 126 19 60 9 1 0 654 

Unknown 49 17 97 33 95 33 30 10 19 7 0 0 290 

Total 411 15 1,219 43 728 26 296 11 151 5 1 0 2,806 

Year 1992 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 101 25 181 44 73 18 32 8 24 6 0 0 411 

501-

1,000 154 14 562 51 252 23 92 8 47 4 0 0 1,107 

1,001-

1,500 17 3 146 25 231 39 125 21 71 12 0 0 590 

Unknown 46 16 92 32 96 34 31 11 22 8 0 0 287 

Total 318 13 981 41 652 27 280 12 164 7 0 0 2,395 
 65 

Year 1993- Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 97 25 148 28 71 18 33 9 39 10 0 0 388 

501-

1,000 119 11 596 54 255 23 95 9 45 4 1 0 1,111 

1,001-

1,500 13 2 191 28 253 37 167 24 59 9 0 0 683 

Unknown 33 12 70 26 87 33 43 16 33 12 1 0 267 

Total 262 11 1,005 41 666 27 338 14 176 7 2 0 2,449 

Year 1994 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 75 24 133 43 55 18 18 6 30 10 0 0 311 

501-

1,000 121 12 534 51 230 22 109 11 43 4 1 0 1,038 

1,001-

1,500 12 2 137 22 215 34 176 28 93 15 0 0 633 

Unknown 52 15 106 31 108 32 43 13 29 9 0 0 338 

Total 260 11 910 39 608 28 346 15 195 8 1 0 2,320 

Year 1995 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 69 22 126 41 58 19 33 11 24 8 0 0 310 

501-

1,000 80 8 571 57 220 22 101 10 37 4 0 0 1,009 

1,001-

1,500 12 2 135 20 233 35 182 27 104 16 0 0 666 

Unknown 34 14 77 32 65 27 43 18 23 9 0 0 242 

Total 195 9 909 41 576 26 359 16 188 8 0 0 2,227 
 66 

Year 1996 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 58 24 87 36 50 21 20 8 28 12 0 0 243 

501-

1,000 98 10 495 49 224 22 137 14 47 5 0 0 1,001 

1,001-

1,500 15 2 119 18 211 32 198 30 111 17 0 0 654 

> 1,500 0 0 0 0 1 13 2 25 5 63 0 0 8 

Unknown 31 12 62 24 69 27 63 25 30 12 0 0 255 

Total 202 9 763 35 555 26 420 19 221 10 0 0 2,161 

Year 1997 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 42 22 61 31 37 19 24 12 29 15 1 1 194 

501-

1,000 76 8 480 50 231 24 103 11 67 7 0 0 957 

1,001-

1,500 8 1 99 14 232 32 225 31 165 23 0 0 729 

> 1,500 0 0 1 9 1 9 3 27 6 55 0 0 11 

Unknown 40 18 53 24 55 24 50 22 27 12 0 0 225 

Total 166 8 694 33 556 26 405 19 294 14 0 0 2,116 

Year 1998 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 54 25 67 31 47 22 19 9 26 12 0 0 213 

501-

1,000 92 9 503 48 246 24 130 13 69 7 0 0 1,040 

1,001-

1,500 17 2 91 12 252 32 267 34 153 20 1 0 781 

> 1,500 0 0 1 6 3 19 6 38 6 38 0 0 16 

Unknown 38 16 58 24 64 26 53 22 31 13 0 0 244 

Total 201 9 720 31 612 27 475 21 285 12 1 0 2,294 
 67 

Year 1999 - Motorcyclist Age Group 

Engine < 20 20-29 30-39 40-49 > 49 Unknown 

Size cc No. % No. % No. % No. % No. % No. % Total 

Up to 

500 30 16 61 33 45 24 25 14 23 13 0 0 184 

501-

1,000 76 8 534 54 226 23 104 10 53 5 0 0 993 

1,001-

1,500 3 0 79 10 206 25 293 36 236 29 0 0 817 

> 1,500 0 0 1 4 2 9 12 52 8 35 0 0 23 

Unknown 27 6 83 18 131 29 133 29 81 18 0 0 455 

Total 136 6 758 31 610 25 567 23 401 16 0 0 2,472 
 68 

7. APPENDIX B: Data Sources 

The following sections give information relating to the four data sources used in the 

analysis. 

7.1 Fatality Analysis Reporting System (FARS)

The National Center for Statistics and Analysis (NCSA) collects and analyzes data, 

conducts research, and disseminates statistical information to support efforts by NHTSA 

and the highway safety community aimed at reducing deaths, injuries and economic 

losses resulting from motor vehicle crashes. 

NCSA designed and developed the Fatality Analysis Reporting System (FARS) database, 

a national census of police-reported motor vehicle crashes resulting in fatal injuries. 

FARS compiles data from various sources on the location and circumstances of the crash, 

types of vehicles, and people involved. This system generates overall measures of 

highway safety, helps identify traffic safety problems, and provides a basis to evaluate 

the effectiveness of motor vehicle safety standards and highway safety programs. 

FARS system became operational in 1975. It contains a census of fatal motor vehicle 

traffic crashes within the 50 states and the District of Columbia and Puerto Rico. 

A motor vehicle crash is a transport incident that involves a motor vehicle in transport, is 

not an aircraft incident or water craft incident, and does not include any harmful event 

involving a railway train in transport prior to involvement of a motor vehicle in transport. 

To be included in FARS, a crash must involve a motor vehicle traveling on a traffic way 

customarily open to the public, and result in the death of a person (either an occupant of a 

vehicle or a non-motorist) within 30 days of the crash. Data elements contain specific 

information including the age of the person, license status of the driver, roadway type, 

motorcycle engine size, and land use (urban/rural). These data elements can be used in 

determining trends relating to fatal crashes. Thus, the FARS system provides a basis to 

evaluate the effectiveness of motor vehicle safety standards and highway safety 

programs. 

NHTSA has contracted with an agency in each state to provide information on fatal 

crashes. Data on fatal motor vehicle traffic crashes are gathered from the state’s own 

source documents and are coded on standard FARS forms. The analyst or analysts from 

the contract agency in each state obtain documents needed to complete the FARS forms, 

which generally include some or all of the following: 

Police Accident Reports (PARS); 

State vehicle registration files; 

State driver-licensing files; 

State Highway Department data; 

Vital Statistics; 
 69 

Death certificates; 

Coroner/medical examiner reports; 

Hospital medical records; and, 

Emergency medical services reports. 

The FARS file contains descriptions of each fatal crash reported. Each crash has more 

than 100 coded data elements that characterize the crash, the vehicles, and the people 

involved. The specific data elements may be modified slightly at times, in response to 

users’ needs and highway safety emphasis areas. 

All data elements are reported on one of the following forms: 

The Accident Form: This form records information about the time and location of the 

crash, the first harmful event in the crash, whether it is a hit-and-run crash, whether a 

school bus was involved, and the number of vehicles and people involved. Information 

on the weather conditions, roadway surface conditions, geometric profiles of the 

highways, the geographic location of the crash including the route information as well as 

the presence of the traffic control devices is also recorded in this form. Roadway 

information such as the functional classification, route, National Highway System (NHS) 

relation, land use, the number of lanes, and the flow of traffic at the site of the crash is 

recorded on this form. 

The Vehicle and Driver Form: These forms include the data for each vehicle and driver 

involved in the fatal crash. The data include the vehicle type, the initial and principal 

points of impact, the most harmful event, and the driver’s license status. 

The Person Form: This form contains data on each person involved in the fatal crash. 

The data include the age, gender, role (driver, passenger, non-motorist), the severity of 

the injuries sustained, and the restraint usage characteristics. 

FARS data can be used to answer a myriad of questions on the safety of vehicles, drivers, 

pedestrians, traffic situations, roadways and environmental conditions. But the data 

cannot by themselves be used to calculate the rates to find trends over a period of time 

based on exposure data. For example, FARS data can be used in evaluating the following: 

Speed limit as a factor in fatal crashes; 

Fatalities by zip code, region, county, or state; 

Fatal crashes by land use categories (urban or rural); 

Fatalities by type of roadway; 

Pedestrian fatalities by zip code, region, county or state; 

Fatalities by vehicle type (passenger car or motorcycle); 

Fatalities by age group; and, 

Fatalities in various weather or road surface conditions. 

NCSA has developed a variety of reports and fact sheets using the information from 

FARS. Some are produced annually. Examples of the fact sheets and reports include: 
 70 

Traffic Safety Facts: An annual compilation of data on motor vehicle crashes; 

Motor Vehicle Traffic Crashes as a leading cause of death in the US, 1997: A report 

examining the status of fatalities in motor vehicle crashes compared to the other causes of 

death; 

Traffic Safety Facts – Motorcycles: An annual compilation of motorcycle crash data; 

and, 

Traffic Safety Facts – Alcohol: An annual compilation of data on the effects and 

involvement of alcohol in motor vehicle crashes. 

Additional information on traffic safety facts, FARS and other publications can be 

obtained from the NHTSA’s website at: 

www.nhtsa.dot.gov

7.2 Motorcycle Industry Council (MIC) 

The Motorcycle Industry Council (MIC) is a nonprofit, national trade association 

representing the motorcycle industry. The MIC’s purpose is to preserve and promote 

motorcycling and the motorcycle industry. This is accomplished through activities in 

government relations, statistics, communications, technical and aftermarket programs. 

MIC has two offices, Executive Office in Irvine, California and Government Relations 

Office in the Washington, D.C. area. 

More than 300 members represent manufacturers and distributors of motorcycles, 

scooters, parts and accessories, and members of allied trades, such as publishing 

companies, advertising agencies, insurance companies, and consultants. While dealers, 

clubs and individuals are not eligible for membership, MIC works with these groups on 

issues of mutual interest. 

7.3 Federal Highway Administration (FHWA) 

FHWA is part of the U.S. Department of Transportation and is headquartered in 

Washington, D.C., with field offices across the United States. FHWA performs its 

mission through these main programs: 

The Federal Highway Program provides federal financial assistance to States to construct 

and improve the National Highway System, urban and rural roads, and bridges. The 

program provides funds for general improvements and development of safe highways and 

roads. 

The Federal Lands Highway Program provides access to and within national forests, 

national parks, Indian reservations and other public lands by preparing plans, letting 
 71 

contracts, supervising construction facilities, and conducting bridge inspections and 

surveys. 

To support all of these program areas, FHWA conducts and manages a comprehensive 

research, development, and technology program. 

Each year FHWA brings together annual series of selected statistical tabulations relating 

to highway transportation in three major areas: 

• Highway Use – the ownership and operation of motor vehicles; 

• Highway Finance – the receipts and expenditures for highways by public 

agencies; and, 

• The Highway Plant – the extent, characteristics, and performance of the public 

roadways, roads, and streets in the U.S. 

7.4 US Census Bureau 

US Census Bureau is part of the Department of Commerce and located in Washington, 

DC. One of the missions of the Census Bureau is to collect census data every ten years 

and update the data each year. The sole purpose of the census is to secure general 

statistical information and compile the population by state, race, age groups, and several 

other categories. 
 72 

8. APPENDIX C: Status of State Motorcycle Helmet Use Requirements 

Twenty states, the District of Columbia and Puerto Rico require helmet use for all riders. 

Twenty-seven states require use of helmet for a specific segment of riders, usually under 

18. Helmet use is not required in three states. The table below with the notes gives the 

details of the state helmet use requirements. 

Helmet Use Required 

for all Riders 

Helmet Use for A Specific Segment of 

Riders (Usually Under 18) 

Helmet Use Not 

Required 

Alabama Alaska Colorado 

California Arizona Illinois 

District of Columbia Arkansas Iowa 

Georgia Connecticut 

Maryland Delaware (1) 

Massachusetts Florida (2) 

Michigan Hawaii 

Mississippi Idaho 

Missouri Indiana 

Nebraska Kansas 

Nevada Kentucky (3) 

New Jersey Louisiana (4) 

New York Maine (5) 

North Carolina Minnesota 

Oregon Montana 

Pennsylvania New Hampshire 

Puerto Rico New Mexico 

Tennessee North Dakota 

Vermont Ohio (6) 

Virginia Oklahoma 

Washington Rhode Island (7) 

West Virginia South Carolina 

South Dakota 

Texas (8) 

Utah 

Wisconsin 

Wyoming 

1. Riders under 19 must wear helmets and helmets must be in the possession of other 

riders, even though use is not required. 

2. Required for riders under age 21 and for those without $10,000 of medical 

insurance that will cover injuries resulting from a motorcycle crash. 
 73 

3. Required for riders under age 21, riders operating a motorcycle with an 

instruction permit, riders with less than one-year experience, and/or riders who do 

not provide proof of health insurance to county clerk. (Insurance provision 

repealed effective July 15, 2000.) 

4. Required for riders under age 18 and those who do not have a health insurance 

policy with medical benefits of at least $10,000. Proof of policy must be shown 

to law enforcement officer upon request. 

5. Required only under 15 years of age, novices, and holders of learner’s permits. 

6. Riders under 18 and first year novices are also required to wear helmets. 

7. Riders under 21 and first operators must wear helmets. 

8. Riders 20 and under and those who have not completed a rider training course or 

who do not have $10,000 medical insurance coverage. 
 74 

9. APPENDIX D: ADDITIONAL CHARTS 

The following six charts show the motorcyclist fatalities and resident population 

comparison for each age group and all ages combined. 

0

400

800

1,200

1,600

90 91 92 93 94 95 96 97 98 99

Year

Population/Fatality

Motorcyclist Fatalities Population (100,000)

Age < 20

0

400

800

1,200

1,600

90 91 92 93 94 95 96 97 98 99

Year

Population/Fatality

Motorcyclist Fatalities Population (100,000)

Age 20-29
 75 

0

400

800

1,200

1,600

90 91 92 93 94 95 96 97 98 99

Year

Population/Fatality

Motorcyclist Fatalities Population (100,000)

Age 30-39

0

400

800

1,200

1,600

90 91 92 93 94 95 96 97 98 99

Year

Population/Fatality

Motorcyclist Fatalities Population (100,000)

Age 40-49
 76 

0

400

800

1,200

1,600

90 91 92 93 94 95 96 97 98 99

Year

Population/Fatality

Motorcyclist Fatalities Population (100,000)

Age >49

0

900

1,800

2,700

3,600

90 91 92 93 94 95 96 97 98 99

Year

Population/Fatality

Motorcyclist Fatalities Population (100,000)

All Ages
 77 

10. REFERENCES 

10.1 Department of Transportation, National Highway Traffic Safety Administration, 

“Traffic Safety Facts 1999: Motorcycle”. 

10.2 Motorcycle Industry Council, “2000 Motorcycle Statistical Annual”. 

10.3 United States Census Bureau, Population Division, Population Estimates 

Program, “Resident population Estimates of the United States by Age and Sex: 

April 1, 1990 to July 1, 1999, with Short-Term Projection to October 1, 2000”. 

10.4 Department of Transportation, Federal Highway Administration, “Motorcycle

Vehicle Miles Traveled – 1975-1999”. 

10.5 Department of Transportation, Federal Highway Administration, “Registered 

Motorcycles – 1975-1999”. 

10.6 Department of Transportation, National Highway Traffic Safety Administration, 

“A Method of Estimating Posterior BAC Distributions for Persons Involved in 

Fatal Traffic Accidents (DOT HS 807 094)”. 

10.7 Department of Transportation, National Highway Traffic Safety Administration, 

“State Legislative Fact Sheet, Motorcycle Helmet Use Laws, January 2001”.