I know it has been published before many times, but I thought one more time couldn't hurt. Here are the findings from the Hurt Study Motorcycle Accident Cause
Factors and Identification of Countermeasures. A motorcycle accident study
offers you and your students a wealth of information about accidents and how to
avoid them. The "Motorcycle Accident Cause Factors and Identification of
Countermeasures," is a study conducted by the University of Southern
California (USC). With funds from the National Highway Traffic Safety
Administration, researcher Harry Hurt investigated almost 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.
Reprinted here for your
information and use are the findings. The final report is several hundred
pages. If you choose to have this document in your resource library, the order
information is: Motorcycle Accident Cause Factors and Identification of
Countermeasures, Volume 1: Technical Report, Hurt, H.H., Ouellet, J.V. and
Thom, D.R., Traffic Safety Center, University of Southern California, Los
Angeles, California 90007, Contract No. DOT HS-5-01160, January 1981 (Final
Report) This document is available through: The National Technical Information
Service, Springfield, Virginia 22161 "Motorcycle Accident Cause Factors
and Identification of Countermeasures" Findings Throughout the accident
and exposure data there are special observations which relate to accident and
injury causation and characteristics of the motorcycle accidents studied. These
findings are summarized as follows:
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 slideout and fall due to overbraking 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.
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 45deg of either side of straight ahead.
17.
Conspicuity of the motorcycle is most critical for the frontal surfaces of the
motorcycle and rider.
18.
Vehicle 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
overrepresented in accidents; motorcycle riders between the ages of 30 and 50
are significantly underrepresented. Although the majority of the
accident-involved motorcycle riders are male (96%), the female motorcycles
riders are significantly overrepresented in the accident data.
20.
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 overrepresented in
the accidents.
21.
Motorcycle riders with previous recent traffic citations and accidents are overrepresented
in the accident data.
22. The
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 underrepresented 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 overrepresented 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 overrepresented. Also, these drivers are generally unfamiliar
with motorcycles.
30. The
large displacement motorcycles are underrepresented 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 underrepresented 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 overrepresented in accidents.
35.
Likelihood of injury is extremely high in these motorcycle accidents - 98 percent
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 un-helmeted 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.
End of
Hurt Report Summary
Information from the
International Motorcycle Safety Conference '90 that you can use right now.
- Driving a car makes you a
safer motorcyclist, possibly because it lets you understand the enemy.
- Age and experience make you a
safer rider, although experts disagree on which factor is more important.
- You are in greater danger in
urban areas than out on the road, even though you may be traveling faster
in a rural area.
- Many riders put on a helmet
for a ride in the country but don't bother when riding around town. The
facts suggest this is contrary to what they should be doing.
- Drinking and riding, not
surprisingly, is even more dangerous than drinking and driving a car.
- Other motorists usually can't
see you as well as you think they can. Vehicles and objects frequently
block you partially or completely from view. In addition, many drivers
have not learned to look for and identify motorcyclists. Making yourself
and your bike as conspicuous as possible will help you to avoid the other
guy.
- “If you're on your bike at
night, wear white," says an old Rolling Stones song. It's still true
25 years later. White also makes you very visible during the day. Black is
a poor choice but not as bad as olive drab.
- For the same reasons you
should be conspicuous, you also should learn evasive techniques: braking
swerving, staying in the right gear for maximum acceleration.
- Developing the judgment to use
these techniques properly is even more difficult but just as critical.
- Lane position is also an
important avoidance technique and may be more vital than braking in some
situations. Basically, you should move yourself away from any potential
threats before they violate your right-of-way.
- While rider training equips
you with the essentials or sharpens an experienced rider's skills, it
still leaves a lot to learn. At the moment, the statistics that are
available don't promise the trained rider a huge survival advantage.
Experience, judgment, a sober mind, conspicuity and a mature attitude are
your best protection against accident involvement.
- Helmets work, and they don't
cause neck or other injuries. There is no indication that they interfere
with control or perception. Riders who wear helmets are simply much less
likely to sustain head injuries.
- Even though one paper
questioned the effectiveness of chin bars for protection, all other
experts, including those who have done much more extensive studies,
believe that chin bars with EPS foam offer important additional
protection. In general, the more a helmet covers, the more real protection
it offers.
- As Harry Hurt, who has done
more independent research than anybody in this area, remarked: "Don't
worry if you are wearing a helmet with a chin bar. Worry if you're
not."
- When buying a helmet, you
should fasten in properly, then see if it can be rolled off your head by
pulling up and forward at the rear.
- It is difficult for a helmet
to meet both the Snell and D.O.T. standards. Some helmets that claim to
meet both actually meet neither, although this probably is not too
important to buyers unless they are paying a premium to get the Snell
label.
- A cheapo $70 helmet offers
protection very close to what you get from a $300 helmet with similar
coverage.
- Glasses and dentures might
amplify the injuries sustained when you receive a facial impact.
- If
you're a frequent passenger and want to be a better one, take a Motorcycle
RiderCourse.
