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OCR for page 11
SECTION III--TYPE OF PROBLEM BEING ADDRESSED
EXHIBIT III-3
Motorcycle Fatality Rates
Source: Adapted from Shankar, 2004; FARS, 2006
While it is often assumed that excessive speed is a factor in the causation of single-vehicle
crashes, research has suggested that loss of traction due to the road surface condition is also
a contributing factor in crashes (de Rome et al., 2002).
Multiple-Vehicle Crashes
In 2006, 50 percent of all fatal motorcycle crashes were the result of a motorcycle crash with
another vehicle (FARS, 2006). Most of these crashes occurred on major roadways (as opposed
to freeways and minor roads) and most of them occurred between noon and midnight
(NHTSA, 2004). There were also a large number of cases involving alcohol.
In 1981, an in-depth motorcycle crash study conducted in Los Angeles found that 75 percent
of all crashes, both fatal and non-fatal, involved a collision with another vehicle, most
often at an intersection. Failure to yield the right of way was the most frequently reported
cause of a motorcycle-vehicle collision in that study (Hurt et al., 1981). More recent data
has suggested that inattention and unsafe speed are also major causes of motorcycle-
vehicle crashes. There is also recent research that suggests that motorcycle conspicuity
is a contributing factor in motorcycle-automobile
collisions (Wells et al., 2004). EXHIBIT III-4
Helmet Use Distribution of Motorcycle Fatalities
in 2006
Source: FARS, 2006
Specific Attributes
of the Problem Helmets Not
Used
Helmets 42%
Exhibit III-4 illustrates the distribution of helmet Used
58%
use in fatal crashes. Numerous studies have been
completed over recent years to quantify the
safety effectiveness and value of using a helmet.
For example, one study showed that helmeted
riders were less likely to have sustained traumatic
III-3
OCR for page 12
SECTION III--TYPE OF PROBLEM BEING ADDRESSED
EXHIBIT III-5 brain injury across a variety of crash-related factors
Distribution of Motorcycle Fatalities including crash type, speed limit, highway type and
in 2004 in which Speeding Was Cited
alcohol involvement (Bigelow, 2001). Another study
As a Factor
Source: NHTSA, 2006b found that riders not wearing helmets were found
to be three times more likely to have head injuries
Speeding requiring either EMS transport or hospitalization
37%
or resulting in death than motorcyclists who were
helmeted (Finison, 2001).
Speeding is one of the factors that increases the odds
of a motorcyclist being at fault in a collision (Kim,
Not 2001). Exhibit III-5 shows that speed is a contributing
Speeding
63% factor in fatal crashes 37 percent of the time, which is
about twice the rate for drivers of passenger cars or
light trucks (NHTSA, 2006b).
Alcohol involvement among motorcycle riders is higher than all other vehicle types
(passenger cars, SUVs, vans, and pickups [NHTSA, 2005]). The operation of a motorcycle
combined with alcohol can lead to deadly consequences for motorcycle riders and
passengers. In fact, riding a motorcycle while under the influence of alcohol is a leading
cause of fatal crashes involving motorcycles. Exhibit III-6 illustrates the distribution of blood
alcohol level in fatal crashes.
Licensing programs are necessary to measure the readiness of riders to ride safely on the
road. Many riders, however, avoid the licensing process and ride illegally. In 2006, one in
four motorcycle operators (24 percent) involved in fatal crashes was operating the vehicle
with an invalid license, as illustrated in Exhibit III-7. This compares with only 13 percent
of drivers of passenger vehicles involved in fatal crashes without a valid license (FARS, 2006).
Typically, riders who are operating a motorcycle with an invalid license are actually
operating a vehicle "out of class," meaning that the rider has an automobile license but the
EXHIBIT III-7
Distribution of Motorcycle Fatalities in 2006
by Proper Licensing of Rider
EXHIBIT III-6 Source: FARS, 2006
Alcohol Level Distribution of Motorcycle Fatalities
in 2006 Unknown
Improperly 1%
Source: FARS, 2006
Licensed
24%
BAC 0.08+
28%
BAC 0.01-0.08
6% BAC 0.00
66% Properly
Licensed
75%
III-4
OCR for page 13
SECTION III--TYPE OF PROBLEM BEING ADDRESSED
license is not lawfully endorsed for motorcycle EXHIBIT III-8
operation. Age Distribution of Motorcycle Fatalities
in 2006
An interesting trend in motorcycle safety is the changing Source: FARS, 2006
distribution of motorcycle fatalities by age group. Unknown
Exhibit III-8 presents the age distribution of motorcycle 0% Under 20
fatalities in 2006. While the exhibit does not demonstrate 5%
50 & Over
any trends over recent years, older motorcyclists have
24%
become proportionately more involved in fatal crashes.
In fact, the number of fatalities in the over-40 age group 20-29
26%
has been steadily increasing since 1992. This could
be due to a combination of the aging of the younger
population of users, or it could be due to an increase in
new motorcyclists among the older population.
40-49
24%
30-39
21%
III-5
