It's been a while since I have read the summary from the Hurt report.
I just stumbled upon a link to it in another forum and I still find it
interesting reading. A little dated but interesting.
Here's the link:
http://www.motorcycle-accidents.com/pages/stats.html
And here is the summary:
Motorcycle Accident Causes and Factors
In 2006 about 4,935 people were killed riding motorcycles of different
kinds (see above). A major Motorcycle accident study analyzed
information from thousands of accidents, drew conclusions about the
causes and looked for ways people can avoid accidents. The "Motorcycle
Accident Cause Factors and Identification of Countermeasures," was a
study conducted by the University of Southern California, with funds
from the National Highway Traffic Safety Administration, researcher
Harry Hurt investigated nearly every aspect of 900 motorcycle
accidents in the Los Angeles area. Additionally, Hurt and his staff
analyzed 3,600 motorcycle traffic accident reports in the same
geographic area. Below are some of the findings.
Motorcycle Accident Study findings:
1. Approximately three-fourths of these motorcycle accidents involved
collision with another vehicle, which was most usually a passenger
automobile.
2. Approximately one-fourth of these motorcycle accidents were single
vehicle accidents involving the motorcycle colliding with the roadway
or some fixed object in the environment.
3. Vehicle failure accounted for less than 3% of these motorcycle
accidents, and most of those were single vehicle accidents where
control was lost due to a puncture flat.
4. In the single vehicle accidents, motorcycle rider error was present
as the accident precipitating factor in about two-thirds of the cases,
with the typical error being a slide out and fall due to over braking
or running wide on a curve due to excess speed or under-cornering.
5. Roadway defects (pavement ridges, potholes, etc.) were the accident
cause in 2% of the accidents; animal involvement was 1% of the
accidents.
6. In the multiple vehicle accidents, the driver of the other vehicle
violated the motorcycle right-of-way and caused the accident in
two-thirds of those accidents.
7. The failure of motorists to detect and recognize motorcycles in
traffic is the predominating cause of motorcycle accidents. The driver
of the other vehicle involved in collision with the motorcycle 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. The most frequent accident configuration is
the motorcycle proceeding straight then the automobile makes a left
turn in front of the oncoming motorcycle.
9. 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.
10. Weather is not a factor in 98% of motorcycle accidents.
11. Most motorcycle accidents involve a short trip associated with
shopping, errands, friends, entertainment or recreation, and the
accident is likely to happen in a very short time close to the trip
origin.
12. The view of the motorcycle or the other vehicle involved in the
accident is limited by glare or obstructed by other vehicles in almost
half of the multiple vehicle accidents.
13. Conspicuity of the motorcycle is 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. (Note: the
statistics which have just been released here in Australia - August
1996, DO NOT SHOW that "Lights on" legislation has worked!)
14. Fuel system leaks and spills were present in 62% of the motorcycle
accidents in the post-crash phase. This represents an undue hazard for
fire.
15. 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.
16. The typical motorcycle pre-crash lines-of-sight to the traffic
hazard portray no contribution of the limits of peripheral vision;
more than three- fourths of all accident hazards are within 45 degrees
of either side of straight ahead.
17. Conspicuity of the motorcycle is most critical for the frontal
surfaces of the motorcycle and rider.
18. defects related to accident causation are rare and likely to be
due to deficient or defective maintenance.
19. 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 under represented. Although the majority
of the accident-involved motorcycle riders are male (96%), the female
motorcycle riders are significantly over represented in the accident
data.
20. Craftsmen, laborers, and students comprise most of the
accident-involved motorcycle riders. Professionals, sales workers, and
craftsmen are under represented and laborers, students and unemployed
are over- represented in the accidents.
21. Motorcycle riders with previous recent traffic citations and
accidents are over represented in the accident data.
22. T he motorcycle riders involved in accidents are essentially
without training; 92% were self-taught or learned from family or
friends. Motorcycle rider training experience reduces accident
involvement and is related to reduced injuries in the event of
accidents.
23. More than half 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 under represented in the
accident data.
24. Lack of attention to the driving task is a common factor for the
motorcyclist in an accident.
25. Almost half of the fatal accidents show alcohol involvement.
26. 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. The ability to counter steer and swerve was
essentially absent.
27. The typical motorcycle accident allows the motorcyclist just less
than 2 seconds to complete all collision avoidance action.
28. Passenger-carrying motorcycles are not over represented in the
accident area.
29. The driver 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.
Also, these drivers are generally unfamiliar with motorcycles.
30. The large displacement motorcycles are under represented in
accidents but they are associated with higher injury severity when
involved in accidents.
31. 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.
32. Motorcycles equipped with fairings and windshields are under
represented in accidents, most likely because of the contribution to
conspicuity and the association with more experienced and trained
riders.
33. Motorcycle riders in these accidents were significantly without
motorcycle license, without any license, or with license revoked.
34. Motorcycle modifications such as those associated with the
semi-chopper or cafe racer are definitely over represented in
accidents.
35. The likelihood of injury is extremely high in these motorcycle
accidents-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.
36. Half of the injuries to the somatic regions were to the
ankle-foot, lower leg, knee, and thigh-upper leg.
37. 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. 38.The use of
heavy boots, jacket, gloves, etc., is effective in preventing or
reducing abrasions and lacerations, which are frequent but rarely
severe injuries.
39. Groin injuries were sustained by the motorcyclist in at least 13%
of the accidents, which typified by multiple vehicle collision in
frontal impact at higher than average speed.
40. Injury severity increases with speed, alcohol involvement and
motorcycle size.
41. Seventy-three percent 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 which delayed
hazard detection.
42. 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.
43. Voluntary safety helmet use by those accident-involved motorcycle
riders was lowest for untrained, uneducated, young motorcycle riders
on hot days and short trips.
44. The most deadly injuries to the accident victims were injuries to
the chest and head.
45. The use of the safety helmet is the single critical factor in the
prevention of reduction of head injury; the safety helmet which
complies with FMVSS 218 is a significantly effective injury
countermeasure.
46. Safety helmet use caused no attenuation of critical traffic
sounds, no limitation of pre crash visual field, and no fatigue or
loss of attention; no element of accident causation was related to
helmet use.
47. 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.
48. Helmeted riders and passengers showed significantly lower head and
neck injury for all types of injury, at all levels of injury severity.
49. The increased coverage of the full facial coverage helmet
increases protection, and significantly reduces face injuries.
50. 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.
51. Sixty percent 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.
52. Valid motorcycle exposure data can be obtained only from
collection at the traffic site. Motor vehicle or driver license data
presents information which is completely unrelated to actual use.
53. Less than 10% of the motorcycle riders involved in these accidents
had insurance of any kind to provide medical care or replace property.
--
Don
http://www.actualriders.ca/casualcruise2009.htm
2004 Road King
2000 Yamaha Venture MM Edition
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> had insurance of any kind to provide medical care or replace property.
>