PHASE I

Throughout the accident and exposure data there are special observations that relate to accident and injury causation and characteristics of the motorcycle accidents studied. These findings are summarized as follows:

1.                  Approximately 3/4 of these motorcycle accidents involved collision with another vehicle

2.                  Approximately 1/4 of these motorcycle accidents were single vehicle accidents involving  colliding with the roadway or some fixed object in the environment.

3.                  Vehicle failure accounted for less than 3%

4.                  2/3 of the cases, Motorcycle rider error, a slide out and fall due to over braking or running wide on a curve due to excess speed or under-cornering.

5.                  2% of the accidents are from roadway defects (pavement ridges, potholes, etc.); 1% of the accidents, animal was involvement

6.                  In 2/3 of accidents with multiple vehicle, the driver of the other vehicle violated the motorcycle right-of-way.

7.                  The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. The driver did not see the motorcycle before the collision, or did not see the motorcycle until too late to avoid the collision.

8.                  Deliberate hostile action by a motorist against a motorcycle rider is a rare accident cause.

9.                  The most frequent accident configuration is the motorcycle proceeding straight then the automobile makes a left turn in front of the oncoming motorcycle.

10.              Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.

11.              Weather is not a factor in 98% of motorcycle accidents.

12.              Most motorcycle accidents involve a short trip. The accident is likely to happen in a very short time close to the trip origin.

13.              Almost 1/2 of the multiple vehicle accidents, the view of the motorcycle is limited by glare or obstructed by other vehicles.

14.              A critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps (on in daylight) and the wearing of high visibility yellow, orange or bright red jackets.

15.              In 62% of the motorcycle accidents in the post-crash phase, Fuel system leaks and spills were present. This represents an undue hazard for fire.

16.              The median pre-crash speed was 29.8 mph, and the median crash speed was 21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.

17.              Limits of peripheral vision; more than 3/4 of all accident hazards are within 45deg of either side of straight.

18.              Most critical is the front surfaces of the motorcycle and rider.

PHASE II

Throughout the accident and exposure data there are special observations that relate to accident and injury causation and characteristics of the motorcycle accidents studied. Continues:

19.              Vehicle defects related to accident causation are rare and likely to be due to deficient or defective maintenance.

20.              Motorcycle riders between the ages of 16 and 24 are significantly over represented in accidents; motorcycle riders between the ages of 30 and 50 are significantly underrepresented.

21.              Craftsmen, laborers, and students comprise most of the accident-involved motorcycle riders. Professionals, sales workers, and craftsmen are underrepresented and laborers, students and unemployed are over represented in the accidents.

22.              Motorcycle riders with previous recent traffic citations and accidents are over represented in the accident data.

23.              92% were self-taught or learned from family or friends. The motorcycle riders involved in accidents are essentially without training; Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents.

24.              More than 1/2 of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years. Motorcycle riders with dirt bike experience are significantly underrepresented in the accident data.

25.              Lack of attention to the driving task is a common factor for the motorcyclist in an accident.

26.              Almost 1/2of the fatal accidents show alcohol involvement.

27.              The ability to counter steer and swerve was essentially absent. Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would over brake and skid the rear wheel, and under brake the front wheel greatly reducing collision avoidance deceleration.

28.              The typical motorcycle accident allows the motorcyclist just less than 2 seconds to complete all collision avoidance action.

29.              Passenger-carrying motorcycles are not over represented in the accident area.

30.              Unfamiliar with motorcycles, the drivers of the other vehicles involved in collision with the motorcycle are not distinguished from other accident populations except that the ages of 20 to 29, and beyond 65 are over represented.

31.              The large displacement motorcycles, are associated with higher injury severity when involved in accidents. underrepresented in accidents

32.              Any effect of motorcycle color on accident involvement is not determinable from these data, but is expected to be insignificant because the frontal surfaces are most often presented to the other vehicle involved in the collision.

33.              Motorcycles equipped with fairings and windshields are underrepresented in accidents, most likely because of the contribution to conspicuity and the association with more experienced and trained riders.

34.              Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.

35.              Motorcycle modifications such as those associated with the semi-chopper or cafe racer are definitely over represented in accidents.

36.              98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury. The likelihood of injury is extremely high.

PHASE III

Throughout the accident and exposure data there are special observations that relate to accident and injury causation and characteristics of the motorcycle accidents studied. Continue:

37.              1/2 of the injuries to the somatic regions were to the ankle-foot, lower leg, knee, and thigh-upper leg.

38.              Crash bars are not an effective injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.

39.              The use of heavy boots, jacket, gloves, etc., is effective in preventing or reducing abrasions and lacerations, which are frequent but rarely severe injuries.

40.              At least 13% of the accidents, which typified by multiple vehicle collision in frontal impact at higher than average speed. Groin injuries were sustained by the motorcyclist

41.              Injury severity increases with speed, alcohol involvement and motorcycle size.

42.              73% of the accident-involved motorcycle riders used no eye protection, and it is likely that the wind on the unprotected eyes contributed in impairment of vision that delayed hazard detection.

43.              Approximately 50% of the motorcycle riders in traffic were using safety helmets but only 40% of the accident-involved motorcycle riders were wearing helmets at the time of the accident.

44.              Voluntary safety helmet use by those accident-involved motorcycle riders was lowest for untrained, uneducated, young motorcycle riders on hot days and short trips.

45.              The most deadly injuries to the accident victims were injuries to the chest and head.

46.              The use of the safety helmet is the single critical factor in the prevention of reduction of head injury; the safety helmet that complies with FMVSS 218 is a significantly effective injury countermeasure.

47.              Safety helmet use caused no attenuation of critical traffic sounds, no limitation of precrash visual field, and no fatigue or loss of attention; no element of accident causation was related to helmet use.

48.              FMVSS 218 provides a high level of protection in traffic accidents, and needs modification only to increase coverage at the back of the head and demonstrate impact protection of the front of full facial coverage helmets, and insure all adult sizes for traffic use are covered by the standard.

49.              Helmeted riders and passengers showed significantly lower head and neck injury for all types of injury, at all levels of injury severity.

50.              The increased coverage of the full facial coverage helmet increases protection, and significantly reduces face injuries.

51.              There is not liability for neck injury by wearing a safety helmet; helmeted riders had less neck injuries than unhelmeted riders. Only four minor injuries were attributable to helmet use, and in each case the helmet prevented possible critical or fatal head injury.

52.              60% of the motorcyclists were not wearing safety helmets at the time of the accident. Of this group, 26% said they did not wear helmets because they were uncomfortable and inconvenient, and 53% simply had no expectation of accident involvement.

53.              Valid motorcycle exposure data can be obtained only from collection at the traffic site. Motor vehicle or driver license data presents information that is completely unrelated to actual use.

54.                 Less than 10% of the motorcycle riders involved in these accidents had insurance of any kind to provide medical care or replace property.