Motorcycle safety

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Motorcycles have a far higher rate of crippling and fatal accidents per unit distance than automobiles. According to the US Highway Safety Authority, in 2002 20.9 cars out of 100,000 ended up in fatal crashes. The rate for motorcycles is 66.7 per 100,000. 2004 figures from the Department for Transport in the UK, indicate that motorcycles have 121 deaths or serious injuries per 100 million vehicle kilometers, compared to the corresponding figure of 2.6 for motorists.It is HIGHLY dangerous!!

A national study by the Australian Transport Safety Bureau (ATS) found that:

  • Motorcycle rider death rates increased among all rider age groups between 1998 and 2000
  • Motorcycle rider deaths were nearly 30 times more than drivers of other vehicles
  • Motorcycle riders aged below 40 are 36 times more likely to be killed than other vehicle operators of the same age.
  • Motorcycle riders aged 40 years and over are around 20 times more likely to be killed than other drivers of that age. [1]

According to 2005 data from the National Highway Traffic Safety Administration NHTSA, 4,008 motorcycle occupants were killed on United States roads in 2004, an 8% increase from 2003. [2]

Additional data from the United States reveals that there are over 4 million motorcycles registered in the United States. Motorcycle fatalities represent approximately five percent of all highway fatalities each year, yet motorcycles represent just two percent of all registered vehicles in the United States. One of the main reasons motorcyclists are killed in crashes is because the motorcycle itself provides virtually no protection in a crash. For example, approximately 80 percent of reported motorcycle crashes result in injury or death; a comparable figure for automobiles is about 20 percent. [3]

In the United States, the primary overseer of motorcycle safety training is the Motorcycle Safety Foundation.

Contents

[edit] Causes of accidents

Given the common incidence and serious consequences of motorcycle accidents, there has been surprisingly little study of their causes. The only major work done on this subject in the USA is the Hurt Report, performed around 1980 in the Los Angeles area. One of the central conclusions of the report was this:

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.

Furthermore:

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.

A recent New Zealand study also agreed:

Fluorescent clothing, white or light coloured helmets, and daytime headlights may reduce motorcycle injuries and death. Wells and colleagues (p 857) analysed 463 motorcycle drivers admitted to hospital following a road traffic incident and 1233 other drivers (control group) to evaluate how wearing conspicuous attire affected the risk of having an accident. They found that with reflective or fluorescent clothing the risk of a crash injury was reduced by 37%, with a white helmet by 24%, and with headlights by 27%.[1]

Unfortunately there are other causes too, such as cars losing control, bad driver behaviour and motorists falling asleep/taken ill and unconsious drivers. Deadman's braking and vigilance control can help.

In the UK, road accident investigators discovered that up to 70% of motorcycle accidents were rider error[citation needed], and didn't initially involve another vehicle. The majority of these accidents happened on left hand bends. Riders were found to be travelling beyond their ability going into the corner, and lost their confidence half way through the corner. The result was that they panicked, grabbed the front brake, and this would force the bike to alter course, causing an accident. In the majority of these accidents, it was found that had they not panicked, the bike would have negotiated the corner successfully.

There is also research currently being carried out into the accident style known as "Sorry, mate, I didn't see you!" (a.k.a SMIDSY). This is where cars, usually in a built up area, will pull out in front of bikers. This is most common during times of poor light. Initial findings are that the human eye is unable to see movement while it is coming straight at them. They cannot accurately calculate speed, and so ignore the information collected by their eyes.

Another factor is many motorists' failure to acknowledge road users smaller than themselves, due to the perception they will be better off in a collision. This may be a function of poor attitude, or insufficient training and regard for all road users.

[edit] Consequences of accidents

Once the collision has occurred, or the rider has lost control through some other mishap, several common types of injury occur when the bike falls:

  • Collision with less forgiving protective barriers, or badly placed roadside "furniture" (lampposts, signs, fences etc.) This is often simply a result of poor road design, and can be engineered out to a large degree. Note that when one falls off a motorcycle in the middle of a curve, lamps and signs create a "wall" of sorts with little chance to avoid slamming against a pole.
  • Concussion and brain damage, as the head violently contacts other vehicles or objects. This risk is massively reduced by wearing properly fitting, standards-approved head protection.
  • Breakage of joints (elbows, shoulders, hips, knees and wrists), fingers, spine and neck, for the same reason. The most common breakages are the shoulder and the pelvis.
  • Soft tissue (skin and muscle) damage (road rash) as the body slides across the surface at speed. This can be prevented entirely with the proper use of motorcycle-specific protective apparel such as a leather jacket or reinforced denim and textile pants. There is also a condition known as biker's arm, where the nerves in the upper arm are damaged during the fall, causing a permanent paralysis of arm movement.
  • Facial disfigurement, if in the absence of a full-face helmet, the unprotected face slides across the ground. Note though that this is in fact quite a rare occurrence.

The Hurt Report also commented on injuries after an accident:

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.

[edit] Personal protective equipment

Main article: Motorcycle safety clothing
Motorcycle safety gear.

To address the risks of motorcycling, before and after a fall, motorcyclists use personal protective equipment (PPE, or more commonly "motorcycle gear"). Many developed countries now require certain articles of PPE, and manufacturers and governments recommend its extensive use.

[edit] Functions of PPE

  • Improved Visibility — Although for decades the popular image of the motorcycle rider has been of someone clad head-to-toe in black leather, in the light of the Hurt Report findings, and the day-to-day experiences of motorcyclists themselves, many riders choose higher-visibility gear. Bright colors and retroreflective strips are common on quality equipment.
  • Abrasion Resistance — Thick, tough leather provides the most abrasion resistance in a crash, but fabrics such as cordura, kevlar and ballistic nylon provide significant protection too. In addition, fabrics are generally cheaper, easier to maintain, and more comfortable in hot weather. Thick leather, which affords the most abrasion resistance, can be uncomfortable in temperatures exceeding 85 °F and above 100 °F may cause heat stress & loss of control with insufficient fluid replacement. Some PPE may be constructed of fabrics made into a 'mesh' that provides cooling and a stable surface for the attachment of padding (see below).
  • Padding — Quality jackets and pants provide significant extra padding in the vulnerable joint regions described above. This can take the form of simple foam padding, or dual-density foam that stiffens when compressed, sometimes with plastic or carbon fiber outer-shells that distribute the impact across the pad. Integrated pieces can be found in some jackets.
  • Weather Protection — One important aspect of PPE not mentioned above is protection from the elements. Motorcyclists exist in very close contact with nature, unlike car drivers who are essentially indifferent to it. Extreme weather can make a long ride unbearable or dangerous. PPE provides protection from wind, rain and cold.

[edit] Items of PPE

  • Helmet — A full-face helmet provides the most protection, with 3/4- and 1/2-face helmets available.
  • Gloves — Commonly made of leather, cordura, or kevlar, or some combination. Some include carbon fiber knuckle protection or other forms of rigid padding. Gloves designed specifically for motorcycle use have slightly curved fingers and the seams are on the outer surfaces to allow the motorcyclist to maintain his grip and control on the handlebars and clutch/brake levers.
  • Jackets — Generally made from leather, ballistic nylon, cordura, kevlar or other synthetics. Most jackets include special padding on elbows, spine and shoulders.
  • Pants — Made of the same material as jackets, usually including special protection for the knees and hips. One company even makes a pair of cotton denim jeans with kevlar reinforcement.
  • Boots — Especially those for sport riding, include reinforcement and plastic caps on the ankles, and toe area. Boots designed for cruiser-style riders often have steel-reinforced toes. Boots should always have a rubber sole (as opposed to leather or other less-flexible materials). Despite their toughness and protection, most boots are very lightweight. Some include even titanium plating.
  • Goggles or Helmet Visor — Eye protection is of utmost importance - an insect or a kicked-up pebble in the eye at speed has enough momentum to cause significant damage. Such an event could easily cause the rider to lose control and crash. Besides this danger, squinting into the wind is unpleasant at best and watering eyes are quite distracting.
  • Ear plugs — Most riders experience substantial wind noise at speeds above 40-50 mph; at speeds of 65-70 mph, hearing damage can occur in as little as 15 minutes. Ear plugs help protect against hearing damage, and reduce fatigue during long rides.
  • Vests — Made with high-visibility colors and retroreflective materials, vests can be worn over jackets to increase the chance of being seen and allow drivers to better judge the speed and position of riders, especially in adverse conditions of dark and wet.
  • Other PPE — Dirt bike riders wear a range of plastic armor to protect against injury from falling and hitting other riders and bikes, running into track barriers, and being hit by flying debris kicked up by the tires of other riders' bikes. This type of armor typically covers the back, chest, and sometimes the extremities.

Note: It is increasingly common for gloves, jackets, pants, and boots to be outfitted with hard plastics on probable contact areas in an effort to ensure that when a motorcyclist contacts the ground, his clothing will permit him to slide relatively easily as opposed to "crumpling", risking injury to body parts being stressed in abnormal directions.

[edit] Training

In many developed countries riders are now either required or encouraged to attend safety classes in order to obtain a separate motorcycle driving license.

In the United States, the Motorcycle Safety Foundation provides low cost safety training for new and current riders.

In the United Kingdom, for example, organisations such as the IAM and RoSPA offer advanced motorcycle rider training with the aim of reducing accident rates. There is often an added incentive to riders in the form of reduced insurance premiums.

[edit] Authors

Several authors have written books on motorcycle safety and rider skills improvement. One of the best known is David Hough who has written (as of 2006) a series of three books on the subject, and created a sidecar training course.

[edit] Motorcycle equipment

On most new motorcycles, the headlights turn on as soon as the bike is started as a legal requirement. Some bikes have modulated headlights. This is accomplished using Motorcycle Headlight Modulators. This is a still a subjective issue in some European countries. The argument is that the forced use of the headlight will lose all safety benefits if cars are also required to have their lights "hardwired." There is also an argument that states that the forced use of the headlight is seen as "aggressive" by other road users and so reinforces negative stereotypes of bike riders held by some. Modulators are legal in the US and Canada [4].

Crash bars (also called "safety bars," or "roll bars") are common equipment on cruiser-type bikes. They are designed to protect a rider's legs (and the motor) from injury in a rollover. Critics claim these only work if the accident doesn't throw the rider away from the motorcycle, or alternately, trap them under the bike. The Hurt Report concluded this regarding crash bars:

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.

Several motorcycle manufacturers offer Anti-lock Brake Systems (ABS) [5].

Honda has recently demonstrated an airbag system fitted to a Goldwing. Again, many have pointed out that this can only work if the accident is at low speed and follows the same dynamics as a car accident. It should be viewed as passenger vehicle airbags - a worthwhile supplement, but not as a replacement for any other safety devices.

Nacent alternative airbag systems designed for for the motorcyclist's upperchassi have been introduced into the market, such as the Hit-Air and EggParka. The safety technology has not grown in mainstream acceptance yet, but the innovation shows future promise in motorcyclist safety.

[edit] Sources

  1. ^ Eye catching gear may reduce motorcycle injuries, Summary of New Zealand paper studying effect of rider visibility on accidents. (Full paper available at link.)

[edit] See also

[edit] External links

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