Motorcycle safety involves many aspects of vehicle design and equipment as well as unique operator and training skills for riding a motorcycle.
Video Motorcycle safety
Accident rate
According to the US National Highway Traffic Safety Administration (NHTSA), in 2006, 13.10 cars from 100,000 ended in fatal collisions. The rate for motorcycles is 72.34 per 100,000 registered motorcycles. Motorcycles also have higher death rates per unit of distance traveled when compared to cars. Per mile travel vehicle, the risk of a motorcycle rider from a fatal accident is 35 times greater than a passenger car. In 2004, figures from the UK Department of Transport showed that motorcycles had 16 times more serious injury rates than cars.
A national study by the Australian Transport Safety Bureau (ATS) found that:
- The mortality rate of motorcyclists increased among all age groups of motorists between 1998 and 2000
- The death of motorcycle riders is almost 30 times more than other vehicle drivers
- Motorcyclists under 40 are 36 times more likely to be killed than other vehicle operators of the same age.
- Motor riders aged 40 and over are about 20 times more likely to be killed than other drivers of the same age.
According to 2005 data from NHTSA, 4,008 motorcyclists died on US roads in 2004, an increase of 8% from 2003.
During the same period, car drivers showed a 10% increase in mortality, while cyclists showed an 8% increase in mortality. Pedestrians also showed a 10% increase in mortality. A total of 37,304 occupants of the car were killed on US roads in 2004.
In 1999 there were more than four million motorcycles registered in the United States, comprising 2% of all vehicles registered in the US. In that year, 5% of all fatalities were motorcyclists or passengers. One of the main reasons motorcyclists killed in accidents is that motorcycles barely provide protection in accidents. About 80% of reported motorcycle accidents result in injury or death; the comparable figure for cars is about 20 percent.
Maps Motorcycle safety
Research
Two major scientific studies on the causes of motorcycle accidents have been conducted in North America and Europe: Hurt Reports and MAIDS reports.
Injured Report
The main work done on this subject in the United States is the Pain Report, published in 1981 with data collected in Los Angeles and the surrounding countryside. There has been old calls for new safety studies in the US, and Congress has provided seed money for such projects, but to date the remainder of the funding has not been all promised.
The Hurt Report concludes with a list of 55 findings, as well as some key recommendations for law enforcement and legislation. Among them, 75% of motorcycle accidents involve collisions with other vehicles, usually cars. In the MAIDS report, the figure is 60%.
Other important findings in Hurt's report (quoted below) are:
- 75% of accidents are found involving motorcycles and passenger vehicles, while the remaining 25% of accidents are single motor accidents.
- In single-vehicle accidents, motorist fault occurs as a trigger factor for accidents in about two-thirds of cases, with typical errors being slide-out and falling due to overbraking or wide walks on the curve due to excess speed or lack of side bites.
- Almost half of fatal accidents show alcohol involvement.
- Injury severity increases with speed, alcohol involvement, and motorcycle size.
- In some vehicle accidents, other vehicle drivers violate motorcycle rights and cause accidents in two-thirds of the accident.
- The additional findings of the report indicate that wearing suitable teeth, in particular, helmets and durable clothing, reduces substantial injury accidents.
- Vehicle failure accounts for less than 3% of these motorcycle accidents, and most are single vehicle accidents where control is lost due to a puncture leak.
- Weather is not a factor in 98% of motorcycle accidents.
- Failure of motorists to detect and recognize motorcycles in traffic is a major cause of motorcycle accidents... Motorcycle specialty is an important factor in multiple vehicle accidents, and the involvement of accidents is significantly reduced with the use of motorcycle headlights. -In the daytime and the use of bright yellow, orange, or red jackets with high visibility.
MAIDS Report
The latest large-scale study of motorcycle accidents was a MAIDS report conducted in five European countries from 1999 to 2000 using the OECD rigorous standards, including statistically significant sample sizes over 900 incidents and more than 900 cases of control.
The MAIDS report tends to support most of the Wound Reports findings, for example that "69% of OV drivers [other vehicles] are not trying to avoid collision maneuvers," suggesting they do not see motorcycles. Furthermore, "the greatest number of PTW [two-wheeled] accidents is due to a failure of perception on the part of the OV driver or PTW rider." And "The data showed that in 68.7% of all cases, the helmet was able to prevent or reduce the head injury suffered by the rider (ie, 33.2% 35.5%).In 3.6% of all cases, the helmet was found not have an effect on head injury "and" No cases were reported where the helmet was identified as a contact code for serious or maximum neck injury. "
Olsen Report
A lesser known study, known as the Olsen Report after a principal investigator in the University of Michigan study in 1979, found that motorist safety could be improved by wearing striking clothing (especially yellow-green); using headlamps during the day, especially modulated headlamps; and using lights running and wearing retro-reflective clothing at night.
Inconspicuous findings of conspicuity
A New Zealand study using data taken between 1993-96 in the city of Auckland, the "urban-dominated area" (Wells et al. ) supports the wounded Report call to raise awareness of motorists, claiming that motorists wear colored helmets white or bright, fluorescent or reflective outfits or using less-represented daytime headlights when compared to a group of motorcycle accident victims. The casualties were those who were killed, hospitalized or treated "with a severity injury score of 5 in 24 hours after a motorcycle accident". Accidents that do not result in hospitalization or treatment for critical injury, or death, are not considered, nor are there any other road users' involvement, or errors. The definition of reflective or fluorescent clothing is taken to include "clothing or other items such as jackets, vests, aprons, sashes, ankles or wrist ribbons, or back packs including stripes, decals or strips". No assessment of type (open or full-face) of the helmet performed. Most of the accidents occurred in the 50km/h (31%), 64% (64%) daylight and 65% in the sun (72%). "No relationship was observed between the risk of accident-related injury and color frontal clothing of the driver (motorcycle).
The MAIDS report does not publish information about the color of the helmet or the prevalence of reflective or fluorescent clothing in either the accident or control group, or the use of lamps in the control group, and therefore does not draw statistical conclusions on its effectiveness, neither justifying nor arguing. claims Wells report. In each case of MAIDS, the clothes worn by the rider are photographed and evaluated.
MAIDS found that white painted motorbikes were actually more represented in accident samples than exposure data. In clothing, MAIDS uses a "pure subjective" determination of whether and how the clothing worn might affect the suspicions in the accident. The report concludes that "in 65.3% of all cases, clothing does not contribute to the conspicuity of motorists or PTW [powered two-wheeler, ie motorcycles]." There are very few cases found where bright clothing from PTW riders raises concern thorough PTW (46 cases).There are more cases where the use of dark clothes degrades the care of motorists and PTW (120 cases). "MAID concluded that in one case dark clothing actually increased uniformity but did not report where bright clothes degrade it.
Attitude on risk
Packer is a historian inspired by Michel Foucault who sees an approach to motorcycle safety found in mainstream sport and motorcycle media tours, supported by MSF, and is generally consistent with suggestions from transport agencies, such as the US National Agenda for Motorcycle Safety, such as an ideology or "discourse", and placed it as just one of several possible ideologies about the risks of a motorcycle. While paying homage to the first two discourses, Packer himself sympathized with the third approach and insulted the fourth. Packer's analysis of the second category, hyperreflective discipline, recognizes that seriousness, tranquility, ongoing training, and the use of complete safety tools are not misdirected, but also have concerns about their alignment with the profit motive of the insurance industry, motorcycle equipment, and the general will of motorcycle manufacturers, as well as the government's bureaucratic inertia and creep mission. He sees motorcyclists making non-utilitarian options balancing risk and reward as honorable as any other category.
BMW psychologist and researcher Bernt Spiegel finds that motorcyclists and novice motorcyclists typically share the fatalistic stances described by Thompson, insofar as they think that high-speed motorcycles such as the Russian chicken or roulette game, where the rider is testing his courage to see how near him can come to the "edge", or specifically restrict traction when braking or cornering, without knowing how close he is over that limit and crashing. In Thompson's words in the Hell's Angels, "The Edge... There is no honest way to explain it because the only person who really knows where it is that person people who have gone, others who are alive are those who push their luck as long as they feel they can cope, and then retreat, or slow down, or do whatever they do when it is time to choose between Now and Later.
Spiegel does not agree that only those who have "left", that is, fall or die, know the location of the boundary line. He said that if motorcycle riders, or even non-professional riders who ride modern sport bikes near their performance limits, approach the limit of traction blindly, they will become like a group of blind people roaming around the top of the building, and most of them will wandering around the edge and falling. In fact, Spiegel says, crashes among skilled high-speed riders are so rare that it must happen that they can sense where the traction limit is when they approach the limit, before they lose traction. Spiegel's physiological and psychological experiments help explore how it is possible for a good rider to expand his perception beyond the control of his motorcycle to the interface between his motorcycle contact patch and the road surface.
Those who subscribe to the first and fourth categories of the Packer risk category tend to believe that no rider can sense when he is near the limits of traction, while the second and third categories of risk include those who share Spiegel's view that the rider should not lose the attraction and start skid to know where the limit is. Consumer News Motorcycle Awesome Motorcycle Driver's Column Ken Condon says, "The best riders are able to measure traction with great accuracy" even though that number changes depending on motorcycles, tires and tires. 'condition, and various road surface qualities. But Condon says riders feel the limit of traction through hand and foot interfaces with handelbars and footpegs, and chairs, rather than extending their perceptions to the contact patch itself.
Safety and motorcycle community
In many countries, non-compliance issues arise between motorcyclists' attitudes and national road safety plans. Western democratic societies often rely on fundamental utilitarian views to achieve their functions, such as setting individual freedom limits to ensure public safety. Zero vision and other absolute political goals are essentially inconsistent with the individual philosophy of risk acceptance and blurring. Over the years, in France, legislative measures have been taken to limit the output power of two-wheeled vehicles. Discussion about compulsory speed restriction devices has been unpopular in motorcycle communities in countries such as Britain and Sweden. However, rallies and motorcycle rights organizations have helped inform public officials about the negative impact of such restrictions on their communities, without reports of those devices being installed after viewing the day. In contrast, collaboration with these groups leads to increased focus on rider training and roadside security measures. In addition, the focus shifts towards the greatest percentage of accidents, caused by alcohol and drug use, non-legal motorcycles, and motorists without valid motorcycle licenses.
Roadside security
Roads are primarily designed for their primary users, cars, and rarely engineered with special motorcycle safety in focus. Roadblock options and guardrails to prevent vehicles crossing above average or running off roads have proved dangerous for motorcyclists, as they are designed to dispose of the braking energy for heavier and more structurally harder and heavier cars and trucks. In addition, they are designed to be impacted on sliding rails and not on their support poles, which act as swords for unprotected street users. A statistical explanation for car bias is found in use and mortality; motorcyclists are in numerical minority.
Road surfaces can also cause accidents. Sudden changes on the surface can be enough to cause a momentary traction loss, destabilizing a motorcycle. The risk of slipping increases if motorists brake or change direction. This is due to the fact that most of the braking and steering control is done through the front wheels, while the power is sent through the rear wheels. During treatment, material selection may be inadequate for motorcycles. For example, asphalt sealers are used to fill and repair cracks in asphalt paving, but these often create slippery surfaces that can cause the motorcycle to lose traction. Sometimes, the steel plate is used as a temporary cover above the road trench. The shear properties of them, combined with improper installation can cause incidents.
According to Victoria Rodney Brown motorcycle supporters, the nature and possibilities of hazardous consequences differ significantly for motorcyclists compared to other vehicle drivers. For example, the current road standard on the US permit pavement ridge is up to 1.5 inches (about 3.8 cm) without tapering, which poses a significant danger to motorcycles. Holes and the presence of debris pose a greater danger to motorcyclists than larger vehicle drivers, because the former can lead to loss of stability and control and the latter can deflect the motorcycle wheels during impact.
Controversy
In 2007, a report by the Insurance Agency for Highway Safety (IIHS) stated that "supersport" motorcycles are four times more likely to be involved in road accidents than other types. When reprinting this news release as a news report, USA Today removes the word "insurance" from the "Insurance Institute for Road Safety", giving the wrong impression that IIHS is a government agency, not a private nonprofit organization.
According to the American Motorcyclist Association (AMA), the IIHS report is an attempt to ban all categories of motorcycles, or covert attempts to support legislative requirements for speed governors across all vehicles. The IIHS report is not a new study, being an analysis of existing data from the national Fatal Accident Reporting System. This methodology comprises a comparison of fatalities for different styles of motorcycles based on the rate per 10,000 registrations. The report excludes key factors, such as the number of miles the bike is riding, the traffic environment in which it is used, along with the age and experience of the rider, among others.
In an effort to sort out this confusion, the AMA requested a copy of the IIHS classification system used in its analysis and found some significant anomalies. For example, although the IIHS report focuses on speed and acceleration due to factors that make the category of "supersport" extremely dangerous, the two most powerful motors available at that time in the United States, the Kawasaki ZX-14 and the Suzuki Hayabusa, are placed in the Sport category, rated much more harmless. And they share that category with the Honda ST1300 and Yamaha FJR1300, two sport-touring bikes.
The AMA thinks the timing of the IIHS report is unusual. The National Transportation Safety Council specifically requested the Federal Highway Administration to work with states to develop uniform data collection procedures that would yield better information about the number of miles traveled by motorcycle, one of the most important factors in evaluating crash statistics. As a result, this could be one of the final reports to use exclusive registration data, which is less accurate in reflecting actual motorcycle usage.
This new IIHS report is very similar to a research group funded twenty years ago which is also intended to show higher mortality rates among motor sport. At the time, IIHS used its study as a springboard for well-organized campaigns that included ready-made news footage fed to TV news operations across the country. The campaign culminated in the introduction of a bill in the US Senate to apply a horse power limit on all motorcycles sold in the US.
In response to previous attempts by IIHS to ban sportbikes, the AMA conducted a study analysis and asked the question that the Association submitted to Harry Hurt, leading the researcher in the most comprehensive study of motorcycle accidents ever undertaken. Wounded review of the research and stated it was "fatal defect" for exactly the type of methodological problem seen in the new IIHS report. The association then coordinated the campaign among motorcyclists across the country who eventually led the senator to revoke the law he proposed.
The IIHS report just came out just as the AMA and the motorcycle community managed to get federal funding for the first comprehensive motorcycle safety study since the Hurt Report.
Death of motorcycle and military personnel
Data from the Iraq War era shows that US military veterans returning from the West Asian battle areas are dying in motorcycle related deaths. Between October 2007 and October 2008, 24 marines were in charge of dying from motorcycle accidents. There were 4,810 deaths on motorcycles in the US in 2006, up 5 percent from a year earlier, and more than doubling (2,161) over the previous decade, according to the National Highway Traffic Safety Administration (NHTSA). In the Marine Corps, high-speed bicycles cause the majority of casualties. In 2007, 78 percent of motorcycle accidents in the Marines occurred on sports bikes, compared to 38 percent nationally. In the chapter on Come and Race Bicycles, Iraq War veteran and writer Jack Lewis observes the perception of the veterans' observational observations, resulting in suicidal behavior: "We've walked past the world's worst neighborhoods with painted bullseyes in our chests... the most risky riders in the military community are risk-fighting and adrenaline-fighting professionals. "
The consequences of the accident
After a collision occurs, or the rider loses control through several other accidents, some types of injuries are common when the bike falls:
- Collisions with unforgiving protective barriers or "furniture" by the wayside (lampposts, marks, fences, etc...). Note that when a person falls from a motorcycle in the middle of the curve, the lights and signs become impossible to negotiate.
- Concussions and brain damage, because the head roughly contacts vehicles or other objects. Riders who wear approved helmets reduce the risk of death by 37 percent.
- Rupture of joints (elbows, shoulders, hips, knees and wrists), fingers, spine and neck, for the same reason. The most common disabilities are the shoulders and pelvis.
- Soft tissue damage (skin and muscle) (rash) as the body slides on the surface. This can be completely prevented by the proper use of special motorcycle protective clothing such as leather jackets or denim pants and reinforced textiles.
- There is also a condition known as the biker arm, where the nerves in the upper arm are damaged during the fall, causing permanent paralysis of the arm movement.
- Facial damage, if there is no full-face helmet, unprotected face glide on the ground or hit an object. Thirty-five percent of all collisions show a major impact on the chin-bar area.
The Hurt Report also commented on the injury after an accident stating that the chances of injury were very high in motorcycle accidents - 98% of multiple vehicle collisions and 96% of single vehicle accidents resulted in several types of injuries to motorcyclists; 45% resulted in more than minor injuries.
Personal protective equipment
It is increasingly common for gloves, jackets, pants, and boots to be equipped with hard plastic in the area of ​​possible contact in an attempt to ensure that when a motorcycle rider contacts the ground, his clothing will allow him to glide relatively easily compared to "wringing ", Threatening injury to the part of the body that is being pushed in an abnormal direction.
Riders sometimes use the acronym MOTGMOTT and ATGATT, which means "Most Wheel Most of the Time" and "All Gear Wheels of All Time", when describing the preferences of their personal fixtures.
Training
In many developed countries, drivers are now asked or encouraged to attend safety classes to obtain separate motor SIM.
Training can help bridge the gap between beginners and experienced riders as well as improve the skills of more experienced riders. Skill training seems to be the answer to reducing KSI ("dead or seriously injured") among motorcyclists. However, studies show that some who undergo advanced skills training are more likely to be at higher risk when using the road (Rutter & Quine, 1996). This risk compensation effect is commented on in the evaluation findings of the "Bikesafe Scotland" scheme, in which some trainees say they drive faster in unbuilt areas after the course (Ormston et al., 2003). ). This is not to say that training is not important, but more advanced training should be forged with psychological training (Broughton 2005).
A literature review found that driver and driver education has few benefits, due to the failure of most programs to take into account age and lack of experience of the highest risk driver. After reviewing a motorcycle rider education/training program in three countries, Dan Mayhew of the Canada Traffic Injury Research Foundation said, "there is no solid evidence that rider training is associated with collision reduction."
David L. Hough has cited a comparison of risks in Injured Reports that show riders who do not receive professional or organized training, such as those who are self-taught or learn to ride from friends and family, to two to three times higher than those with rider training. Hough also said that the increase in motorcycle deaths in the US after 2000 coincides with the relaxation of training requirements of national riders.
In the United States, the Motorcycle Safety Foundation (MSF) provides a standardized curriculum to states that, in turn, provide low-cost safety training for new and current riders. The two states, Oregon and Idaho, distance themselves from the MSF curriculum for their own sake. With over 1,500 locations in the US, and over 120,000 students per year, MSF trains roughly 3% of 4,000,000 new motorcycle owners sold for use on the road. Motorcycle injuries and deaths among US military personnel have been on the rise since the early 2000s. Among other US Department of Defense initiatives, the Air National Guard seeks to understand why the national safety program is not enough to reduce accidents, and how those programs can be modified to cause productive behavior change.
In the UK, for example, organizations like the Institute of Advanced Motorists (IAM) and the Royal Society for the Prevention of Accidents (RoSPA) offer advanced motorcycle training with the goal of reducing accident rates. There are often additional incentives for motorists in the form of reduction of insurance premiums.
In Canada, the Canada Safety Council (CSC), a nonprofit organization, provides beginner and novice safety training courses for beginners and beginners through the Gearing Up training program. Again, as in the United States and the UK, the focus is on improving riders' skills to reduce accident rates. Insurance premiums can be reduced once they are successfully completed because the program is recognized and supported nationally by Motor and Moped Industry Board (MMIC).
In New Zealand, Accident Compensation Corporation provides additional motor skills training under the auspices of its Ride Forever program. Since the ACC is responsible for covering the cost of accidents in New Zealand, 'Ride Forever' aims to reduce exposure costs related to injuries and rehabilitation costs associated with motorcycles. 'Ride Forever' provides online advice and coaching and access to ACC subsidized on-road instructions through a one-day series with rides with registered motorcycle instructors.
Countersteering
Countersteering is used by motorcyclists, and every vehicle with two wheels is aligned (like a bike or scooter thrust), to start a certain turn in a certain direction by occasionally pointing the counter in the desired direction ("turn left to turn right").
The small amount of initial countersteering input required to make the bike slim, which is only about 0.5 seconds on the average curve, makes it difficult for many to understand. Soft curves may take only 0.125 seconds, while sharp turns may require full countersteering seconds at the corners of entry.
According to Injured Reports, most motorcyclists in the United States will over-brake and rear wheel slippers and under front brakes while trying to avoid collisions. The ability to fight and bend basically does not exist in many riders.
Motorcycle equipment
Back View Mirror
Not all motorcycles have a rearview mirror. The off road cycle is not. Before the 1960s, most motorcycles, even roadster, were not equipped with rearview mirrors. All road bikes are now factory equipped with rearview mirror.
Turn Signal Indicators
Not all motorcycles have turn signal indicators, or "blinders". The off road cycle is not. Before the 1970s, most motorcycles, even roadster, were not equipped with light indicator sein. All road bikes are now factories equipped with turn signal indicators.
Headlights
On most new motorcycles, the headlights are switched on as soon as the bike begins as a legal requirement. Some bikes have modulated the headlamps. This is done using a headlight modulator. This is still a subjective issue in some European countries. The argument is that the forced use of the main lights will lose all the safety benefits if the car should also have their "embedded" lights. There is also the argument that forcible use of headlamps is seen as "aggressive" by other road users and thereby reinforces the negative stereotypes of cyclists owned by some people. Modulators are legal in the US and Canada. It has been suggested that the bright yellow front turn signal will be more practical and more effective than the headlights during the day.
Crash bar
Crash bars (also called "safety bar," or "roll bars") are common equipment on a cruiser bike type. They are designed to protect the riders' feet (and motors) from injury in the rollover and in contact glance with other vehicles. The Hurt Report concludes that crash bars are not an effective countermeasures; Reduction of ankle injuries is accompanied by increased injuries to the upper legs of the thighs, knees, and lower legs.
Anti-lock braking system
The anti-lock braking system on motorcycles was introduced by BMW in 1988 and soon adapted by another brand. With ABS brakes, stopping the bike is easier and safer, allowing shorter stop spans and reduced risk of slipping. The IAM UK with support from the FIA ​​has proposed that from 2015, ABS should be required on all new motorcycles with displacement greater than 125cc sold in the EU.
Airbag devices
Built-in airbag fuel tanks and usable jacket airbag devices have been designed to moderate the risks associated with motorcycles.
The first motorcycle accident test with airbags was done in 1973 and proved that the airbag system could be advantageous for the rider. These tests were followed up by tests in the 1990s that show the airbag device can not completely hold the rider while traveling more than 30 mph (48 km/h), but still reduce the speed and rider's rides. Honda recently developed a fuel tank mounted airbag for the Goldwing model which takes just 0.15 seconds to use. Crash sensors at the front wheel send data to the ECU airbag (electronic control unit) which in turn activates the airbag inflator. The airbag then takes the rider's power.
Fuel tanks installed in airbags can help save lives. It has been proven by dummies trials that this type of airbag technology is very useful during frontal collisions. This is important because statistically, 62% of motorcycle accidents in the US are frontal collisions. Additional tests were performed to show that when a motorcyclist affects a car during a frontal collision, a fuel tank mounted airbag prevents anyone from traveling into a vehicle. This significantly reduces head trauma by 83% which would otherwise occur according to data from the crash test dummy. Motorists will live with airbags, while death rates will be higher without air bags. It has also been shown that this can only work if the crash is at low speed and follows the same dynamics as a car accident.
Source of the article : Wikipedia
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