In 2005, 4,553 motorcyclists were killed and an additional 87,000 were injured in traffic crashes in the United States — 13 percent more than the 4,028 motorcyclist fatalities and 14 percent more than the 76,000 motorcyclist injuries reported in 2004.

Table 2 - 2005 Motorcycle Rider Fatalities by State, Helmet Use, and Operator Alcohol Use

An estimated 132,000 motorcyclists have died in traffic crashes since the enactment of the Highway Safety and National Traffic and Motor Vehicle Safety Act of 1966.

Motorcycles made up more than 2 percent of all registered vehicles in the United States in 2004 and accounted for only 0.3 percent of all vehicle miles traveled.

Per vehicle mile traveled in 2004, motorcyclists were about 34 times more likely than passenger car occupants to die in a motor vehicle traffic crash and 8 times more likely to be injured.

Table 3
Occupant Fatality Rates by Vehicle Type, 1994 and 2004

Per registered vehicle, the fatality rate for motorcyclists in 2004 was 4.8 times the fatality rate for passenger car occupants. The injury rate for passenger car occupants per registered vehicle was 0.9 times the injury rate for motorcyclists.

In 2005, motorcyclists accounted for 10 percent of total traffic fatalities, 12 percent of all occupant fatalities, and 3 percent of all occupants injured.

Motorcycle Involvement in Crashes

In 2005, 2,347 (50%) of all motorcycles involved in fatal crashes collided with another motor vehicle in transport. In two-vehicle crashes, 78 percent of the motorcycles involved were impacted in the front. Only 6 percent were struck in the rear.

Motorcycles are more likely to be involved in a fatal collision with a fixed object than are other vehicles. In 2005, 26 percent of the motorcycles involved in fatal crashes collided with fixed objects, compared to 17 percent for passenger cars, 12 percent for light trucks, and 3 percent for large trucks.

In 2005, there were 2,128 two-vehicle fatal crashes involving a motorcycle and another vehicle. In 38 percent (819) of these crashes the other vehicle was turning left while the motorcycle was going straight, passing, or overtaking the vehicle. Both vehicles were going straight in 593 crashes (28%).

NHTSA considers a crash to be speeding-related if the driver was charged with a speeding-related offense or if an officer indicated that racing, driving too fast for conditions, or exceeding the posted speed limit was a contributing factor in the crash.

In 2005, 34 percent of all motorcyclists involved in fatal crashes were speeding, compared to 26 percent for passenger car drivers, 25 percent for light-truck drivers, and 2 percent for large-truck drivers.

Table 4
Motorcycle Rider Fatalities by Age Group, 1995 and 2005

Table 5
Motorcycle Riders Fatalities by Engine Size cc, 1995 and 2005

Licensing

Nearly one out of four motorcycle operators (24%) involved in fatal crashes in 2005 were operating their vehicles with invalid licenses at the time of the collision, while only 12 percent of drivers of passenger vehicles in fatal crashes did not have valid licenses.

Motorcycle operators involved in fatal traffic crashes were 1.4 times more likely than passenger vehicle drivers to have a previous license suspension or revocation (17% and 12%, respectively).

In 2005, 3.9 percent of the motorcycle operators involved in fatal crashes had at least one previous conviction for driving while intoxicated on their driver records, compared to 3.1 percent of passenger vehicle drivers.

Figure 1
Previous Driving Records of Drivers Involved in Fatal Traffic Crashes, by Type of Vehicle, 2005

Alcohol

In fatal crashes in 2005 a higher percentage of motorcycle operators had blood alcohol concentrations (BAC) of .08 grams per deciliter (g/dL) or higher than any other type of motor vehicle driver. The percentages for vehicle operators involved in fatal crashes were 27 percent for motorcycles, 22 percent for passenger cars, 21 percent for light trucks, and 1 percent for large trucks.

In 2005, 27 percent of all fatally injured motorcycle operators had BAC levels of .08 g/dL or higher. An additional 7 percent had lower alcohol levels (BAC .01 to .07 g/dL).

The percentage with BAC .08 g/dL or above was highest for fatally injured motorcycle operators among two age groups, 35-39 and 40-44 (39%) each followed by ages 45-49 (34%).

Forty-one percent of the 1,878 motorcycle operators who died in single-vehicle crashes in 2005 had BAC levels of .08 g/dL or higher. Sixty-one percent of those killed in single-vehicle crashes on weekend nights had BAC .08 g/dL or higher.

Figure 2
Intoxication Rates for Motorcycle Operators Killed in Traffic Crashes,
by Time of Day, 2005

Motorcycle operators killed in traffic crashes at night were 3 times more likely to have BAC levels .08 g/dL or higher than those killed during the day (43% and 13%, respectively).

The reported helmet use rate for motorcycle operators with BAC levels .08 g/dL or higher killed in traffic crashes was 42 percent, compared with 65 percent for those with no alcohol (BAC = .00 g/dL).

Helmet Use and Effectiveness

NHTSA estimates that helmets saved the lives of 1,546 motorcyclists in 2005. If all motorcyclists had worn helmets, an additional 728 lives could have been saved.

Helmets are estimated to be 37-percent effective in preventing fatal injuries to motorcyclists.

This means for every 100 motorcyclists killed in crashes while not wearing a helmet, 37 of them could have been saved had all 100 worn helmets.

According to NHTSA’s National Occupant Protection Use Survey, a nationally representative observational survey of motorcycle helmet, safety belt, and child safety seat use, helmet use declined by 23 percentage points over 5 years, from 71 percent in 2000 to 48 percent in 2005. This drop is statistically significant and corresponds to a striking 79 percent increase in nonuse.

Reported helmet use rates for fatally injured motorcyclists in 2005 were 58 percent for operators and 50 percent for passengers, compared with 56 percent and 47 percent, respectively, in 2004.

All motorcycle helmets sold in the United States are required to meet Federal Motor Vehicle Safety Standard 218, the performance standard which establishes the minimum level of protection helmets must afford each user.

In 2005, 20 States, the District of Columbia, and Puerto Rico required helmet use by all motorcycle operators and passengers. In another 27 States, only persons under a specific age, usually 18, were required to wear helmets. Three States had no laws requiring helmet use.

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