Hurt Report

flhrciblue · Posted: Tue May 01, 2007 10:57 am�� Post subject: Hurt Report

well i saw a report on channel 9 (OKC) this morning and it set me off, so
here's a copy of the summary of the infamous hurt report. as is so
often the case the media wants it to be it was the lack of helnmets
that are the root cause of motorcycle accidents. the key point to me
are items # 6, 7, 10. still no one seems to think that training
dricvers to be more aware is a good idea? the NHTSA has authorized a
new report (the hurt report was released in 1981) but it is only 50
% funded by the agency, the remainder of the funding is to come from
the industry and the public.

______________________________________________________

"The Hurt Report"
(AKA "Motorcycle Accident Cause Factors and Identification of
Countermeasures")

A brief summary of the findings is listed below. To order the full
report, contact:

National Technical Information Service
5285 Port Royal Road
Springfield, Virginia 22161
(703)-487-4600
and order:

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)
Vol.I (The Main Report and Summary) is PB81206443 (~400 pages)
Vol.II (Appendix: Supplementary Data) is PB81206450 (~400 pages)
Either document is $42.95 plus $3.00 shipping. (circa 1990)

Summary of 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 often 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 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 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.

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 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.

13. 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.

14. 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.

15. 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.

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. 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.

18. Conspicuity of the motorcycle is most critical for the frontal
surfaces of the motorcycle and rider.

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 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.

22. 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.

23. Motorcycle riders with previous recent traffic citations and
accidents are overrepresented in the accident data.

24. 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.

25. 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.

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

27. Almost half of the fatal accidents show alcohol involvement.

28. Motorcycle riders in these accidents showed significant
collision avoidance problems. Most riders would overbrake and skid
the rear wheel, and underbrake the front wheel greatly reducing
collision avoidance deceleration. The ability to countersteer and
swerve was essentially absent.

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

30. Passenger-carrying motorcycles are not overrepresented in the
accident area.

31. 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.

32. Large displacement motorcycles are underrepresented in accidents
but they are associated with higher injury severity when involved in
accidents.

33. 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.

34. 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.

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

36. Motorcycle modifications such as those associated with the semi-
chopper or cafe racer are definitely overrepresented in accidents.

37. 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.

38. Half of the injuries to the somatic regions were to the ankle-
foot, lower leg, knee, and thigh-upper leg.

39. 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.

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

41. 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.

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

43. 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.

44. 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.

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

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

47. 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.

48. 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.

49. 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.

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

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

52. There is no 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.

53. 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.

54. 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.

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

Wachee · Posted: Tue May 01, 2007 11:51 am�� Post subject:

I just read an article yesterday that outline how a man who was severely hurt in an accident had his judgment reduced by the jury because he was on a motorcycle. They, the jury, basically said that he was partially at fault just because he was on a motorcycle. He had no actually fault in the accident but I guess since he was on a vehicle that has inherent risk, he is at fault.

Just crazy. But like Kiki has talked about we need to review our insurance coverage and make sure that if, God forbid, we are in an accident we have the coverage to take care of it.
_________________
�We either make ourselves happy or miserable. The amount of work is the same.� � Carlos Castaneda

�There are only two ways to live your life. One is as though nothing is a miracle. The other is as if everything is.� � Albert Einstein

flhrciblue · Posted: Tue May 01, 2007 1:33 pm�� Post subject:

two groups i belong to watch for this stuff on a national level and represent us all as a lobbyists in DC. one is the Motorcycle Riders Foundation http://www.mrf.org/ and the other is the American Motorcyclist Association http://www.amadirectlink.com/index.asp. both have good publicatiions and good web-sites.
_________________
Make a joyful noise unto the LORD, all the earth: make a loud noise, and rejoice, and sing praise.
Psalm 98.4 KJV
and if a motorcycle isnt a "joyful noise", what is?

TINK · Posted: Tue May 01, 2007 4:45 pm�� Post subject:

I just took the Experienced Rider Course on Saturday...and one os the SIS up here took it on Sunday.

You would be surprised how many had never taken the basic course before getting on a bike and taking to the road. They were unaware of some basic life saving techniques that an MSF course gives you. And from what I heard a few went down in the class.

While I agree, car drivers need to be educated...there are a share of motorcycle riders who could use some instruction and who drink and ride.

A fair number of motorcycle accidents reveal that motorcycle riders are intoxicated at the time of the accident.

It never is one side or another. Clearly the Hurt Report underscores the fact that everyone sharing the road needs to improve their riding and or driving skills.

And, because we are so physically vulnerable because we choose to ride, we need to hone our skills constantly, stay humble, ride as though we are invisable, Check Our Medical And Insurance Policies, Encourage riders to take BRC or MSF courses and always try to minimize our risk factors while in the saddle.

Be safe out there!!
_________________
~~we ride under the same sun and rest under the same moon~~

**personal motto: to embrace the people, perspectives and pathways I encounter while riding