table of contents - national highway traffic safety ...ii. state of motorcycle safety t he effects...

Table of Contents

I. Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

II. StateofMotorcycleSafety . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

III. ExternalFactors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

IV. CurrentandFutureInitiatives. . . . . . . . . . . . . . . . . . . . . . . 11

A.DataandResearch. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

B. FMVSSNo.218CompliantHelmetsandOtherPersonalProtectiveEquipment . . . . . . . . . . . . . . . . . . . 14

C. RiderEducationandTraining . . . . . . . . . . . . . . . . . . . . 17

D.Licensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

E. RiderImpairment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

F. MotoristAwarenessandMotorcycleConspicuity. . . . 24

G.Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

H.RoadwayInfrastructure. . . . . . . . . . . . . . . . . . . . . . . . . . 26

V. InternationalEfforts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

VI. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

2006 Motorcycle Safety Program Plan | �

� | National Highway Traffic Safety Administration


SignificantgainshavebeenmadesincetheenactmentofFederalmotorvehicleandhighwaysafetylegislationin1966;how-ever,theannualtolloftrafficcrashesstillremainstragicallyhigh.In2004,theNationalHighwayTrafficSafetyAdministration’sFatalityAnalysisReportingSystem(FARS)andGeneralEstimatesSystem(GES)revealedthatanestimated42,636peoplewerekilledandanother2.8millionwereinjuredonourNation’sroadways.Trafficcrashescontinuetoaccountfor95percentofalltransportationfatalitiesand99percentofinjuries,andrepresenttheleadingcauseofdeathfortheagegroup4through34yearsold.ThelargenumberofcrasheshasplacedaconsiderableburdenonourNation’shealthcaresystemaffectingtheeconomy,reaching$230.6billionayear,anaverageof$820foreverypersonlivingintheUnitedStates.1

People Killed in Motor Vehicle Crashes, by Role and Year

RoleYear

Change % Change2003 2004

Occupants* 33,627 33,134 -493 -1.50%

Drivers 23,352 23,063 -289 -1.20%

Passengers 10,171 9,991 -180 -1.80%

Motorcycle Riders

3,714 4,008 +294 +7.90%

Non-Occupants 5,543 5,494 -49 -0.90%

Pedestrians 4,774 4,641 -133 -2.80%

Pedalcyclists 629 725 +96 +15%

Other** 140 128 -12 -8.60%

TOTAL 42,884 42,636 -248 -0.60%

* Includes unknown occupants of motor vehicles in transport. ** Includes occupants of motor vehicles not in transport and of

non-motor vehicle transport devices.

I. IntroductionRecentdataindicatesthatdeathsandinjuriesattributabletomotorcyclecrashesarebecomingalargerportionofthispublichealthproblem.Motorcyclecrash-relatedfatalitieshavebeenincreasingsince1997,andinjurieshavebeenincreasingsince1998.SincethepassageoftheHighwaySafetyandNationalTrafficandMotorVehicleSafetyActof1966,anestimated128,000motorcyclistshavediedintrafficcrashes.Allroadusersareurgedtoprotectthemselvesfrominjuryordeathbywearingsafetybelts,drivingunimpaired,andobservingtrafficrules.Manymotorcycledeathscouldbepreventedifmotorcyclistswouldtakeresponsibilityforensuringtheyhavedoneeverythingpossibletomaketheirridesafe.Thisincludestakingaridertrainingcourseandobtainingthelicenseendorsementneededtolegallyoperateamotorcycle,wearingpersonalprotectivegearincludingaFederalMotorVehicleSafetyStandard(FMVSS)No.218-complianthelmet,andridingunimpaired.Additionally,motoristsneedtoheightentheirawarenessofmotorcyclistsandsharetheroadsafelywiththeseandothermotorvehicles.

Motorcycle Riders Killed, by YearCalender

Year FatalitiesCalender

Year Fatalities

1975 3,189 1990 3,2441976 3,312 1991 2,8061977 4,104 1992 2,3951978 4,577 1993 2,4491979 4,894 1994 2,3201980 5,144 1995 2,2271981 4,906 1996 2,1611982 4,453 1997 2,1161983 4,265 1998 2,2941984 4,608 1999 2,4831985 4,564 2000 2,8971986 4,566 2001 3,1971987 4,036 2002 3,2701988 3,662 2003 3,7141989 3,141 2004 4,008

Total 105,0021Blincoe,Larry.(May2002).The Economic Impact of Motor Vehicle Crashes,2000,(DOTHS809446).Washington,D.C.:NationalHighwayTrafficSafetyAdministration.

II. State of Motorcycle Safety

Theeffectsofacrashinvolvingamotorcyclecanbedevastat-ing.AccordingtoNHTSA’sFARSdata,whiletotaltrafficdeathsdecreasedby0.6percentin2004,motorcycledeathsincreasedby8percent,comparedto2003.Motorcyclistfatali-tieshaveincreasedeachyearsincereachinganhistoriclowof2,116in1997.In2004,4,008motorcyclistswerekilled,anincreaseofover89percentbetween1997and2004.Withoutthissubstantialincreaseinmotorcyclistfatalitiesbetween1997and2004,overallhighwayfatalitieswouldhaveexperiencedamarkedreductionof4.4percentoverthissametimeperiod.

Total Versus Motorcycle Rider Fatalities by Year, 1997-2004

FatalitiesYear

1997 1998 1999 2000 2001 2002 2003 2004Total 42,013 41,501 41,717 41,945 42,196 43,005 42,884 42,636Change --- -512 +216 +228 +251 +809 -121 -248Motorcycle Riders

2,116 2,294 2,483 2,897 3,197 3,270 3,714 4,008

Change --- +178 +189 +414 +300 +73 +444 +294Percent of all Fatalities

5.00% 5.50% 6.00% 6.90% 7.60% 7.60% 8.70% 9.40%


The2004motorcycleriderfatalitydatarepresentsthethird-largestpercentageincreasesince1987andreflectsthelevelslastseenthatyear.In2004,themotorcycleriderfatalityrateincreasedto39.89per100millionvehiclemilestraveled(VMT),withmotorcycleriderfatalitiesmakingup9.4percentofallmotorvehicletrafficcrashfatalities.Twenty-fiveStatesareatorbelowthenationalaverageof6.9motorcyclefatalitiesper10,000registeredmotorcycles.Twenty-fiveStates,theDistrictofColumbia,andPuertoRicoareabovethenationalaverage.RuralareasandsouthernStatescontinuetoexperiencehighermotorcyclefatalities.

Likewise,in2004,76,000motorcyclistswereinjuredintrafficcrashes,13percentmorethanthe67,000motorcycliststhatwereinjuredin2003.


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2006 Motorcycle Safety Program Plan | 7

Motorcycle Rider Fatalities and Injuries and Fatality and Injury Rates, 1994-2004

Year Fatalities Registered VehiclesFatality

Rate*

Vehicle Miles

Traveled (millions)

Fatality Rate**

1994 2,320 3,756,555 61.76 10,240 22.66 1995 2,227 3,897,191 57.14 9,797 22.73 1996 2,161 3,871,599 55.82 9,920 21.78 1997 2,116 3,826,373 55.30 10,081 20.99 1998 2,294 3,879,450 59.13 10,283 22.31 1999 2,483 4,152,433 59.80 10,584 23.46 2000 2,897 4,346,068 66.66 10,469 27.67 2001 3,197 4,903,056 65.20 9,639 33.17 2002 3,270 5,004,156 65.35 9,552 34.23 2003 3,714 5,370,035 69.16 9,577 38.78 2004 4,008 5,780,870 69.33 10,048 39.89

Year Injuries Registered Vehicles Injury Rate*Vehicle

Miles Traveled (millions)

Injury Rate**

1994 57,000 3,756,555 1,528 10,240 5611995 57,000 3,897,191 1,475 9,797 5871996 55,000 3,871,599 1,428 9,920 5571997 53,000 3,826,373 1,374 10,081 5221998 49,000 3,879,450 1,262 10,283 4761999 50,000 4,152,433 1,204 10,584 4722000 58,000 4,346,068 1,328 10,469 5512001 60,000 4,903,056 1,229 9,639 6252002 65,000 5,004,156 1,293 9,552 6772003 67,000 5,370,035 1,250 9,577 7012004 76,000 5,780,870 1,321 10,048 760

* Rate per 100,000 registered vehicles. ** Rate per 100 million vehicle miles traveled. Source: Vehicle miles traveled and registered vehicles — Federal Highway Administration.Traffic deaths — Fatality Analysis Reporting System (FARS), NHTSA. Traffic injuries — General Estimates System (GES), NHTSA.

Pervehiclemilestraveledin2004,motorcyclistswereabout34timesmorelikelythanpassengercaroccupantstodieinamotorvehicletrafficcrashand8timesmorelikelytobeinjured.Thisisasteepincreasefrom1997,whenmotorcyclistswere15timesmorelikelytodieinacrashthanpeopleridinginpassengercars.Perregisteredvehicle,thefatalityrateformotorcyclistsin2004was4.8timeshigherthanthefatalityrateforpassengercaroccupants.Theinjuryrateforpassengercaroccupantsperregisteredvehiclewas1.1timeslowerthantheinjuryrateformotorcyclists.In2004,motorcyclistsaccount-edfor9percentoftotaltrafficfatalities,11percentofalloccupantfatalities,and3percentofalloccupantsinjured,whileonlyaccount-ingfor2percentofallregisteredvehiclesand0.3percentofvehiclemilestraveledonU.S.roadways.

n In2004,therewere1,803two-vehiclefatalcrashesinvolvingamotorcycleandanothervehicle.In39percent(711)ofthesecrashes,theothervehiclewasturningleftwhilethemotorcyclewasgoingstraight,passing,orovertakingthevehicle.Bothvehiclesweregoingstraightin465crashes(26%).

n In2004,36percentofallmotorcyclistsinvolvedinfatalcrasheswerespeeding,whichisapproximatelytwicetheratefordriversofpassengercarsorlighttrucks.Thepercentageofalcoholinvolvementwas31percenthigherformotorcycliststhanfordriversofpassengervehicles.

n Forty-onepercentofthe1,672motorcycleoperatorswhodiedinsingle-vehiclecrashesin2004hadbloodalcoholconcentration(BAC)levelsof.08gramsperdeciliter(g/dL)orhigher.Sixtypercentofthosekilledinsingle-vehiclecrashesonweekendnightshadBAClevelsof.08g/dLorhigher.

Motorcycle Quick Factsn In2004,2,105(51%)ofall

motorcyclesinvolvedinfatalcrashescollidedwithanothermotorvehicle.Intwo-vehiclecrashes,78percentofthemo-torcyclesinvolvedwerestruckinthefront.Only6percentwerestruckintherear.

n Motorcyclesaremorelikelythanothervehiclestobeinvolvedinafatalcollisionwithafixedobject.In2004,26percentofthemotorcyclesinvolvedinfatalcrashescollidedwithfixedobjects,comparedto18percentforpassengercars,12percentforlighttrucks,and4percentforlargetrucks.

n Motorcyclesarealsomorelikelythanothervehiclestobeinvolvedinaninjurycollisionwithafixedobject.In2004,11percentofthereportedinjurycrashesinvolvingmotorcycleswerefixed-objectcrashes,comparedto9percentforpassengercars,7percentforlighttrucks,and4percentforlargetrucks.

8 | National Highway Traffic Safety Administration

n Datafor2004showsthatmotorcycleriderfatalitiesincreasedforeveryagegroup,butthegreatestincreaseswereexperiencedinthe20-29andthe40-and-olderagegroups.

n ThepercentagewithBAC.08g/dLorabovewashighestforfatallyinjuredoperatorsbetweentheagesof35and39(39%),followedbyages40to44(38%)andages45to49(34%).

n Motorcycleenginesizealsocontinuestobecorrelatedwithfatalcrashes.In2004,mid-sizeengines(501to1,000cc)showedthelargestnumberswith1,631fatalities,followedbythelargestengines(1,001to1,500cc)with1,542fatalities.Smaller-engine(upto500cc)fatalitieshavebeendecreasingovertheyears,with221fatalitiesin2004.

2006 Motorcycle Safety Program Plan | 9

III. External Factors

2Risinggascostsdriveupnumberofmotorcyclists,The Times and Democrat,October9,2005,www.timesanddemocrat.com/articles/2005/10/09/news/doc4349da88c92d5645406710.txt

3Two-wheelersonTrackfor13thStraightYearofGrowth,Discover Today’s Motorcycling, Motorcycle Industry Council (MIC),October17,2005,www.motorcycles.org/dtm. cfm?pagename=Media%20News%20Bureau&content= 04EAEF84-995B-8C20-5BE0F2B1FBE620B9&referer= Media%20Releases

4Alaska,Arkansas,Mississippi,andtheDistrictofColumbiadonothaveState-sponsoredridertraining.

Motorcyclesarebecomingmoreandmoreprevalentinthevehiclefleetmix.Thepopularityofthismodeoftransportationisattributedtothelowinitialcostofamotorcycle,itsuseasarecre-ationalvehicle,and,forsomemodels,thegoodfuelefficiency.Oncethoughtthatwarmweatherbroughtoutthemotorcycleenthusiast,themotor-cycleindustryisnowexpectingtheincreasedpriceoffueltonotonlyfurtherincreasesales,buttoextendtheridingseasonintothewintermonths.2In2004,newunitmotorcyclesalessurpassedtheonemillionmark,reachinglevelsnotseensincethe1970s.However,accordingtotheMotorcycleIndustryCouncil(MIC),motorcycleandscootersalesjumpedevenhigherinthe2005summersalesseasonthanduring2004,furtherdemonstrat-ingAmerica’sgrowingpassionfortwo-wheeling.3MICstatisticsshowthatamong12oftheleadingbrands,salesofon-highwaymodelsforthethirdquarterof2005wereup16percentcomparedtothesameperiodin2004.

AccordingtotheMIC,1973wasthehighpointforannualmotorcyclesales,whenAmericanspur-chasedmorethan1.5millionmotorcycles.Salesin1979toppedtheonemillionmark,buttaperedduringthe1980sandearly1990s.Motorcyclingreboundedin1993andthenumbershavegrowneveryyearsince.

U.S. New-on-Highway Unit Motorcycle Sales, 1992-2004

Year Unit Year Unit1992 186,000 1999 379,0001993 201,000 2000 471,0001994 210,000 2001 556,0001995 214,000 2002 618,0001996 228,000 2003 662,0001997 247,000 2004 725,0001998 298,000

Source: Motorcycle Industry Council

Statemotorcycleridertrainingprogramscontinuetohavedifficultymeetingtheincreaseddemand.Currently,47Stateshavelegislatedridereducationandtrainingprograms.4SomeStatesdomandatetrainingformotorcyclistsunderacertainage(generally18).However,manyreportwaitingtimesofuptoseveralmonthstocompleteacourse.

In2004,25percentofmotorcycleoperatorskilledintrafficcrasheswerenotlicensedorwereim-properlylicensedtooperateamotorcycle.Bynotobtainingamotorcycleoperatorlicense,ridersarebypassingtheonlymethodStatelicensingagencieshavetoensureridershavetheminimumknowl-edgeandskillsneededtooperateamotorcycle.

Oneofthemainreasonsmotorcyclistsarekilledincrashesisbecausethemotorcycleitselfprovidesvirtuallynoprotectioninacrash.Anautomobilehasstructuredfeaturesandrestraintsystemstoprovideprotectiontotheoccupant.Inaddition,ithasmorestabilitybecauseitisonfourwheels,andbecauseofitssize,itiseasiertobeseen.Amo-torcyclesuffersincomparisonwhenconsideringvehiclecharacteristicsthatdirectlycontributetooccupantsafety.

TheuseofaFederalMotorVehicleSafetyStan-dard(FMVSS)No.218complianthelmetlow-ersthefatalityandinjuryratesofmotorcyclists.Decadesofresearchhasconsistentlyshownthathelmetsarethemosteffectivepieceofsafetygearformotorcycleriders.Helmetsareestimatedto

be37percenteffectiveinpreventingfatalinjuriestomotorcyclists.5Motorcyclehelmetuselawsarethemosteffectivewaytogetallmotorcycliststowearhelmets.Formorethan35years,Stateshaveenacted,amended,repealed,andre-enactedmo-torcyclehelmetlaws,usuallyamidintensepublicdebate.CongresshaspassedlegislationaffectingStatemotorcyclehelmetlawsfourtimesduringthisperiod.

Congressional Motorcycle Helmet Use Legislation Timeline

1966-1975 All but three States (Colorado, Illinois, and Iowa) enact helmet laws in response to a Federal requirement.

1976-1980 Congress eliminates sanctions: Half the States repeal/amend helmet laws.

1981-1988 No action.

1989-1994 Gradual re-enactment and Congressional encouragement to pass helmet laws.

1995-2003 Congressional leniency on helmet laws; six States repeal.

2004 Louisiana reinstates State universal helmet law.

In2005,20States,theDistrictofColumbia,andPuertoRicorequiredhelmetusebyallmotorcycleoperatorsandpassengers.Inanother27States,onlypeopleunderaspecificage,usually18,wererequiredtowearhelmets.ThreeStates(Colo-rado,Illinois,andIowa)havenolawsrequiringhelmetuse.

Manyotherfactorsaffectmotorcyclefatalityandinjuryrates.States,localjurisdictions,nationalorganizations,andindividualseachhavearespon-sibilityforensuringmotorcyclesafety.Asstatedpreviously,ridersneedtotakepersonalrespon-sibilityfortheirownsafetybytakingridertrain-ingcourses,obtainingproperlicensure,wearingFMVSSNo.218complianthelmetsandotherprotectivegear,andridingunimpaired.Likewise,motoristsneedtoheightenawarenessofmotorcy-clistsandsharetheroadsafelywiththeseandothermotorvehicles.

�0 | National Highway Traffic Safety Administration

5SeeNHTSA2004TrafficSafetyFactsatwww-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/TSF2004/809908.pdf

2006 Motorcycle Safety Program Plan | ��

IV. Current and Future Initiatives

In1997,NHTSAworkedwiththeMotorcycleSafetyFoundation(MSF),anationalnonprofitorganizationpromotingsafemotorcycling,toprovidetheleadershipandresourcestocreatetheNational Agenda for Motorcycle Safety (NAMS). NAMSisastrategicplanningdocumentthatpro-videsasharednationalvisionforfuturemotorcyclesafetyeffortsbyincorporatinginputfromabroad,multi-disciplinaryspectrumofstakeholders.Developingthisframeworkinvolvedparticipationbyindustry,research,trainingexperts,ridercom-munities,lawenforcement,healthcare,media,andinsurancecompanies.Theresultwasacollabora-tivedocumentthatexaminescomponentsofmo-torcyclesafetyprogramsattheFederal,State,andlocallevelsandoffersstrategiesforbroad-basedsupportandaction.Itservesasacomprehensivenationalblueprint,whichallinterestedpartiescanusetopromoteandenhancemotorcyclesafety.6

NAMS’srecommendationsandactionitemswerebasedondatafrom1998and1999.By2000itbecameclearthatanupwardtrendinmotorcyclecrash-relatedfatalitiescontinuedfromtheincreas-esnotedin1998.Recentdatacontinuestorevealnewandemergingtrendsinvolvingrisesinruralversusurbanfatalitiesanddeathsamongolderridersonlargermotorcycles.Thesetrendswereun-knownand,consequently,notaddressedinNAMS.

InJanuary2003,NHTSAreleaseditsMotorcycle Safety Program Plan.7Thisdocumentcenteredoncrashprevention,whichoffersthegreatestpotentialsafetybenefitformotorcyclists,whilealsoaddressinginjurymitigationandemergencyresponse.Theplanencompassedmajorareasofconcern,includingtheneedformorebehavioralandvehicleresearch,aswellastheneedtoobtain

morecompletedataonspecificaspectsofmotor-cyclecrashes.Italsoaddressedissuesofroadwaydesignthatcanenhanceoperatorsafety.Theprogramplanwasbuiltoncurrentandpastefforts,andalsoaddressedanumberofconcernsraisedintheNAMSincludingmaterialdesignedformedicalprofessionalstoteachcritical“firstonthesceneofamotorcyclecrash”life-savingtechniquestomotorcyclistsandthegeneralpublic.InMarch2005,NHTSAreleaseditsFirst There, First Care trainingguidefulfillingthiskeyrecommendationfromtheNAMS.

ThisdocumentupdatesNHTSA’s2003 Motorcycle Safety Program PlanandcontinuestoalignwithNAMSonsomeefforts,butalsofocusesitseffortsonmorerecenttrendsrevealedbyNHTSA’sFARSdata.ItpresentstheprioritiesandspecificprograminitiativesthatNHTSAintendstopursueintheshortandlongterm.ThedocumentisconsistentwithNHTSA’sstatutoryresponsibilitiesinpromot-ingmotorcyclesafety.

6 TherecommendationsinNAMSarenotrecommendationsdirectedtoNHTSAoranyFederalGovernmentagency.Thosestakeholdersinthemotorcycleandtrafficsafetycom-munitymayadoptandaddressanyrecommendationwithintheirauthorityasappropriate.

7 SeeNHTSA’s2003MotorcycleSafetyProgramatwww.nhtsa.gov/people/injury/pedbimot/motorcycle/motor-cycle03/index.htm

�� | National Highway Traffic Safety Administration

Inaddition,theagencyiscurrentlydevelopingaNAMSimplementationguide.ThisguideisbeingdevelopedtoassistStates,localagencies,andorga-nizationsinimplementingthegoalsoutlinedintheNAMS.TheguidewillfocusontheNAMSrecom-mendationsthatcanbeimplementedbyStateandlocalgovernmentsandnongovernmentalorganiza-tions,whichinclude:

n increasingaccesstoridereducationprograms;n increasingtheproportionofmotorcyclistswho

areproperlylicensed;n reducingthenumberofmotorcyclistsriding

whileimpaired;n increasingmotorcyclists’visibility;n increasinghelmetusage;andn increasingothermotorists’awarenessof

motorcyclists.

TheSafe,Accountable,Flexible,EfficientTranspor-tationEquityAct:ALegacyforUsers(SAFETEA-LU)Pub.L.,109-59,enactedonAugust10,2005,reauthorizedmanyofNHTSA’sexistingprogramsandaddednewonestocarryoutNHTSA’sregulatoryactivitiesandpolicyagenda.Section2010ofSAFETEA-LUauthorizesanewStatemotorcyclistsafetygrantprogramtosupportridertraining,motoristawareness,andimpaireddrivingprograms.Inaddition,Section2010ofSAFETEA-LUdirectstheSecretaryofTransportationtoworkwiththeNHTSAadministratortodevelopandprovideStateswithmodellanguageforuseintrafficsafetyeducationcourses,driver’smanuals,andotherdriver’strainingmaterialsinstructingdriversontheimportanceofsharingtheroadsafelywithmotorcyclists.

Section2003ofSAFETEA-LUdirectstheSecretaryofTransportationto“conductastudyoneducational,publicinformation,andotheractivitiestargetedatreducingmotorcyclecrashesandresultingfatalitiesandinjuries,wheretheoperatorofthemotorcyclewasimpaired.”Section5511ofSAFETEA-LUauthorizesgrantstotheOklahomaTransportationCentertoconductacomprehensivemotorcyclecrashcausationstudyusingtheOrganizationforEconomicCooperationandDevelopment(OECD)methodology.TheFederalHighwayAdministration(FHWA)isoverseeingthiseffort.Last,Section1914of

SAFETEA-LUauthorizesaMotorcyclistAdvisoryCounciltocoordinatewithandadvisetheFHWAadministratoroninfrastructureissuesofconcerntomotorcyclists.

NHTSAwillcontinuetojoinwithFHWAandthemotorcycleandtrafficsafetycommunitiestoimprovemotorcyclesafety.Indoingso,arenewednationalcomprehensiveeffortneedstotakeplaceatalllevels–Federal,State,local,andindividual–inordertoreducethenumberoffatalitiesandinjuriesattributabletomotorcyclecrashes.

NHTSAwillcontinuetoencourageStatestosponsormotorcyclesafetytechnicalprogramassessments(MSPA)andtousetheresultstobetterunderstandhowexistingStateandFederalresourcesarebeingdistributed,aswellastoidentifyandaddressinefficienciesinfundingandstrengthentheStates’comprehensivemotorcyclesafetyprograms.NHTSAwillcontinuetoencourageStatestoelevatemotorcyclesafetyasapriority;betterquantify,analyzeanddocumenttheproblems;andseekandimplementscience-basedinnovativesolutions.

NHTSAregionalofficesarerequestingthattheirStatesholdmeetingstoraisethepublic’sawarenessaboutmotorcyclesafetyissuesandtodevelopcoalitionstoaddressStatemotorcyclesafetyissues.Stateswillbeaskedtoevaluatetheirridertrainingprogramstodetermineiftheyaremeetingthegrowingdemandforbothbeginnerandadvancedridersafetytraining.StatesthatdonothavethenecessaryresourcestoaddressdrivertraininginatimelymannerwillbeaskedtoexpandtheStatestrainingcapabilities.IfaStatedoesnothaveaState-administeredmotorcycleridereducationprogram,theNHTSARegionalOfficeswillrequestthattheStatesdetermineifaState-operatedpro-gramisfeasible.TheNHTSARegionalofficeswillalsoworkwithStatestohelpeducateandincreaseenforcementinareasrelatedtomotorcyclesafety.

SomeoftheregionshaveworkedwithStatestoestablishpartnershipswithnontraditionalentitiessuchasmanufacturersandadvocacygroups,expandboththeavailabilityofandpublicityforridertrainingprograms,andestablishworkinggroupsinresponsetorecenttrends.


InMay2005,NHTSAbeganhostingquarterlymotorcyclesafetynetworkmeetingswithnationalmotorcyclingorganizationsandmanufacturerstoidentifywaystoworkcooperativelytoaddressthesignificantincreasesinmotorcyclecrashesandtheresultingfatalitiesandinjuries.NHTSAwillcontinuetohostthesequarterlymeetingsheldinWashington,DC.

InFebruary2006,theagencypublishedaFederal RegisternoticeproposingtoupdateHighwaySafetyGuidelineNo.3–MotorcycleSafety.NHTSAplanstopublishtheupdatedguidelineonmotorcyclesafetyinthesummerof2006.Theguidelinepro-videsStatehighwaysafetyofficescurrentinfor-mationoneffectiveprogramcontentforStatestouseindevelopingandassessingtheirtrafficsafetyprograms.

OthermotorcycleinitiativesbeingpursuedbyNHTSAtoaddressthegrowingproblemofmo-torcyclefatalitiesandinjuries,alongwithmoredetailedinformationonplannedSAFETEA-LUactivities,aredescribedbelow.

A. Data and Research NHTSA’sFARSdataprovidesinformationonwhoisinvolvedinmotorcyclecrashes,butitdoesnotprovideinformationonwhyamotorcyclistcrashed.

Background on IssueWhileNHTSAhasaconsiderableknowledgebaseregardingmotorcyclecrashes,thedatastilldoesnotanswerthequestionastowhymotorcyclefatalitiesareontherise.Fromrecentdata,NHTSAhaslearnedwhoiscrashingandalsowheremostmotorcyclecrashesoccur,butstillneedstodeterminewhyolderriderswithbiggerbikesonourNation’sruralroadwayscontinuetorepresentthefastestgrowinggroupoffatalities.Basicquestionsremainincluding:Whatarethecharacteristicsofmotorcycleridersandtheirridinghabitsthatdistinguishthosewhoarecrash-involvedfromthosewhoarenot?Whatistheriskofcrashinvolvementatincreasingbloodalcohollevels?Whatvehicle-,roadway-,driver-,andrider-relatedfactorsareassociatedwiththerecentincreaseinmotorcyclefatalities?

Highlights of Current ProgramNHTSAhascollectedandanalyzeddataonmo-torcyclecrashessince1975.NHTSA’sNationalCenterforStatisticsandAnalysis(NCSA)providesanalyticalandstatisticalsupporttotheagencyandtothehighwaysafetycommunitythroughdatacol-lection,crashinvestigation,anddataanalysis.

In1999,withmotorcyclistfatalitiesinsingle-ve-hiclecrashesaccountingforalmosthalf(46%)ofthefatalitiesfromallfatalmotorcyclecrashes,thereport-Fatal Single-Vehicle Motorcycle Crashes(DOTHS809360),waswrittentoprovideinsightintothepossiblecausesforthesefatalities.Theanalysiswasbasedon1990-1999datafromFARS.

Motorcyclist Fatalities in 2000 Research Note (DOTHS809387),releasedinDecember2001,com-paredthe2000FARStothetrendsandratesfromtheearlierreport.

InJune2001,NCSAreleasedRecent Trends in Fatal Motorcycle Crashes(DOTHS809271),areportthatexaminedallmotorcyclefatalitiesfrom1990to1999.ThisreportincludesanalysesfromFARS,MIC,FHWA,andtheUnitedStatesCensusBureauinexploringtherecentincreasesinthenumberofmotorcyclistfatalitiesandcontributingvariables.


InSeptember2005,NCSAreleasedMotorcycle Helmet Use in 2005 — Overall Results(DOTHS809937).TheNationalOccupantProtectionUseSurvey(NOPUS)istheonlyprobability-basedobservationalsurveyofmotorcyclehelmetuseintheUnitedStates.Thesurveyobservesusageasitactuallyoccursatarandomselectionofroadwaysites,andsoprovidesthebesttrackingofhelmetuseintheUnitedStates.Itshowedthathelmetusedeclinednationwideto58percentin2004from71percentin2000.

Mostrecently,inOctober2005NCSAreleasedImpaired Motorcycle Operators Involved in Fatal Crashes(DOTHS809939).ThedatawasobtainedfromNHTSA’sFARSdatabase,whichannuallycol-lectsimpaired-ridingcrashstatisticsfromthe50States,theDistrictofColumbia,andPuertoRico.Thereportfoundanincreaseinthenumberofim-paired(BAC>=.08)motorcycleoperatorsinvolvedinfatalcrashesoverthepastfewyears.

Proposed InitiativesAsstatedabove,NCSAreleasedacomprehensivestudyrelatingtofatalmotorcyclecrashesinJune2001.Thisstudywascompletedinresponsetoareversalintrendsincefatalitiesincreasedtwoyearsinarowafterdecliningeachyearbetween1993and1997,reachinganhistoriclowof2,116fatali-tiesin1997.NCSAwillupdatethisstudysincemotorcycleriderfatalitieshavenowincreasedforsevenyearsinarowsince1997.Trenddatafrom1997to2004willbeanalyzedalongwithdatafromMICandexposuredatafromFHWA.

Theagencywillalsodeterminethecharacteristicsofmotorcycleoperatorsintoday’sgeneralriderpopulationand,totheextentpossible,thechar-acteristics,behaviors,andexperiencesassociatedwithmotorcyclistswhobecomeinvolvedinacrash.Datatobecollectedincludebiographicanddemographiccharacteristics,ridinghabits,ridertraining,crashinvolvement,andlicensingstatus.

SAFETEA-LUauthorizestheFHWAtoconductacomprehensivemotorcyclecrashcausationstudythroughtheOklahomaTransportationCenter.NHTSAiscurrentlyconductingapilotstudyto

developaprotocolforusingthemethodologydefinedbytheOECD.Thismethodspecifieshowin-depthinvestigationsshouldbeconductedatthecrashscenesduringtheimmediatepost-crashperiod,aswellasspecificdataelementstobecollected.Datatobeacquiredincludesroadwayandenvironmentalconditions,aswellasallinvolvedvehiclesandequipment.Also,in-depthinterviewswithriders,motorists,andavailablewitnesseswillbeconductedon-scenetotheextentpossible,andallridersandmotoristswillalsobetestedforalcoholusingPreliminaryBreathTestersbyresearchersworkingtobetterunderstandmotorcyclecrashcausesandcountermeasurestothesecrashes.Oncetheprotocolissufficientlydeveloped,itwillbemadeavailableforuseonthecomprehensivecrashcausationstudy.

Expected Program OutcomesUltimately,thecollectionandanalysisofdataonmotorcycleoperatorcharacteristicsshouldenableNHTSAtoimprovethetypesofcountermeasuresdevelopedforreducingtheoccurrenceofinjury-producingcrashes.NHTSA’sdatacollectionandresearcheffortswillalsocontinuetotrytoresolvequestionssurroundingthemedicaloutcomesofcrash-involvedmotorcyclistsincludingshort-andlong-termeffectsandthecostsofrehabilitationforinjuredoperators.

B. FMVSS No. 218 Compliant Helmets and Other Personal Protective Equipment

Helmetsandpersonalprotectiveequipmentwornbymotorcyclistsprovidetheprimarydefenseagainstinjuryinacrash.Studiesshowthatthehead,arms,andlegsaremostofteninjuredinacrash.Unhelmetedmotorcyclistsinvolvedincrashesarethreetimesmorelikelytosufferbraininjuresthanthosewearinghelmets.8Protectiveclothingandequipmentserveathree-foldpur-poseformotorcyclists:comfortandprotectionfromtheelements;injuryprotection;andthrough

8NationalHighwayTrafficSafetyAdministration.(Febru-ary1996).ReporttoCongress:BenefitsofSafetyBeltsandMotorcycleHelmets.(DOTHS808347).Washington,DC:NationalHighwayTrafficSafetyAdministration.


theuseofcolororreflectivematerial,ameansforothermotoriststoseethemotorcyclist.Motorcycleoperatorsandpassengersshouldusethefollowingpersonalprotectivegear:n motorcyclehelmetsthatmeetFMVSSNo.218;n properclothing(preferablyretroreflective),in-

cludinggloves,boots,longpants,andadurablelong-sleevedjacket;and

n eyeandfaceprotection.

Background on IssueDecadesofresearchhasconsistentlyshownthathelmetsarethemosteffectivepieceofsafetygearformotorcycleriders.Helmetsareestimatedtobe37percenteffectiveinpreventingfatalinjuriesand67percentinpreventingbraininjuriestomotorcyclists.Thismeansforevery100motorcyclistskilledincrasheswhilenotwearinghelmets,37ofthemcouldhavebeensavedhadall100wornhelmets.In2004,abouttwo-thirdsofthefatallyinjuredmotorcycleriderswerenotwearinghelmetsinStateswithoutuniversalhelmetlaws(lawrequiringallmotorcycleoperatorsandpassengerstowearhelmets)comparedto15percentinStateswithuniversalhelmetlaws.NHTSAestimatesthathelmetssavedthelivesof1,316motorcyclistsin2004.Ifallmotorcyclistshadwornhelmets,anadditional671livescouldhavebeensaved.

AccordingtoNHTSA’s2005NationalOccupantProtectionUseSurvey(NOPUS)results,helmetusedeclinedby23percentagepointsoverfiveyears,from71percentin2000to48percentin2005.Thisdropisstatisticallysignificantandcorrespondstoastriking45percentincreaseinnonuse.Incomparison,in2004,reportedhelmetuseratesforfatallyinjuredmotorcyclistswere56percentforoperatorsand47percentforpassengers.9

Since1997,sixStates(Texas,Arkansas,Kentucky,Louisiana,Florida,andPennsylvania)haverepealedtheiruniversalmotorcyclehelmetlaws.

LouisianareinstateditsuniversalmotorcyclehelmetlawinAugust2004.Currently,20states,theDistrictofColumbia,andPuertoRicorequirehelmetusebyallmotorcycleoperatorsandpassengers.Inanother27States,onlypeopleunderaspecificage,usually18,arerequiredtowearhelmets.10ThreeStates(Colorado,Illinois,andIowa)havenolawsrequiringhelmetuse.SeveralStatesarecurrentlyconsideringhelmetlawrepeals.Fatally Injured Motorcycle Riders in States with Universal Helmet Laws versus Without Universal Helmet Laws

Year 2003 2004Total in States with Universal Helmet Laws

1,610 100% 1,677 100%

Helmeted 1,365 85% 1,428 85%Not Helmeted 245 15% 249 15%Total in States without Universal Helmet Laws

2,104 100% 2,331 100%

Helmeted 615 29% 792 34%Not Helmeted 1,489 71% 1,539 66%

Motorcycle rider fatalities whose helmet use was unknown were distributed proportionally to the known use categories.Total fatalities may not add due to rounding. NHTSA’sevaluationsoftherepealofuniversalhelmetlawsinKentucky,Louisiana,Texas,Arkansas,andFloridaallshowthathelmetusedropsfromnear100-percentcompliancetoaboutthe50-percentrangewithinthefirstyear.NHTSArecentlycompleteditsevaluationofFlorida’shelmetlawrepeal.11EffectiveJuly1,2000,Floridaeliminatedthelegalrequirementthatallmotorcycleriderswearhelmets.Statelawnowrequireshelmetuseonlybyridersundertheageof21andriderswhodonotcarryatleast$10,000ofmedicalinsurance.InFlorida,motorcyclistfatalitiesincreasedby81percent,comparing2001-2003to1997-1999,comparedtoa48-percentincreasenationally.Non-fatalseriousinjuriesbeganincreasinginthefirstsixmonthsof2000,andincreasedby32percentinthefirstfullyearfollowinglawrepeal.Therewasa40-percentincreaseinthenumberofinjuredmotorcyclistswhowereadmittedtohospitals,withadmission

92005fatalitydatanotyetavailable10Age-specificlawsareverydifficulttoenforce.11SeeNHTSA’sEvaluationoftheAll-RiderMotorcycle

HelmetLawinFloridaatwww.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/FlaMCReport/images/FloridaMCRe-portscr1.pdf.


forheadinjuriesincreasingby82percent.Theaverageheadinjurytreatmentcostincreasedbyalmost$10,000,to$45,602.Onlyone-in-fourofthosehospitalizedhadcostslessthan$10,000,therequiredlevelofmedicalinsurancetoridewithoutahelmetinFlorida.

Fatalitiesincreasedby24percentabovewhatwasexpectedfromtheincreasedregistrationsafterrepealoftheall-ridermotorcyclehelmetlawinFlorida,beginningbeforethelawwasineffectinJuly.Floridacrashreportsalsoindicatedthathelmetusedeclinedmarkedlyamongridersunder21,whowerestillcoveredbythelaw.Fatalitiesinthisagegroupnearlytripled(188%increase)inthethreeyearsafterthelawchange.

Highlights of Current ProgramOnMarch1,1974,theagencyamendedPart571ofTitle49,CodeofFederalRegulations(38FR22391)toaddFMVSSNo.218,MotorcycleHel-mets,whichestablishedminimumperformancerequirementsforhelmetsdesignedforusebymotorcyclistsandothermotorvehicleusers.TherequirementsofFMVSSNo.218weremainlyadoptedfromtheAmericanNationalStandardInstitute(ANSI)Z90.1-1971titled“AmericanNa-tionalStandardforProtectiveHeadgear–forMo-torVehicularUsers–Specifications.”TheFMVSSNo.218requirementsincludedimpactattenuation,penetrationresistance,retention,labeling,projec-tions,andperipheralvision.

InJune2005,48percentofmotorcyclistsintheUnitedStatesusedDOT-complianthelmets,a10-percentdropfrom2004.12Theagencyisawareof

thepracticeofnoncomplianthelmetsbeinglabeledascertifiedhelmetsthroughtheuseofstickerssoldbysomemotorcycleshopsandothersources.13Theprimarymethodoffalsecertificationisbyaffix-ingaDOTsymboltoanon-certifiedmotorcyclehelmet.Sincethestandarddoesnotspecifytheexactconfigurationofthesymbolotherthansize,location,andcontrastingcolor,thestickercaneas-ilybemadebyanyone.Thispracticeunderminestheintentoftheagency’smotorcyclehelmetsafetystandard.ThepracticealsomakesitdifficultfortheStatestoenforcetheirmotorcyclehelmetuselaws.MotorcycleriderswhowearnoncomplianthelmetswithcounterfeitDOTstickersmayknowinglyorunknowinglyforfeittheheadprotectionthatisprovidedbycertifiedmotorcyclehelmets.Addi-tionally,ridersneedtounderstandtheimportanceofwearingacomplianthelmetandotherprotectivegearintheeventofacrash,tolimittheextentofanyinjuriessuffered.Proposed InitiativesTheIntermodalSurfaceTransportationEfficiencyAct(ISTEA)of1991requiredDOTandNHTSAtostudythebenefitsofusingsafetybeltsandmotorcyclehelmets.NHTSAreleasedthisstudyinFebruary1996.14TofurtherNHTSA’sdatacollectionandresearchefforts,NHTSA’sNCSAwillupdatethemotorcyclehelmetsportionofthisstudybasedondatafromtheCrashOutcomeDataEvaluationSystem(CODES).Imputationtechniqueswillbeimplemented,inadditiontoprobabilisticlinkage,toensurecomparisonofthetotalpopulationinvolved.

ToenhanceStatehelmetenforcementandadju-dicationefforts,NHTSAisconsideringamendingFMVSSNo.218,MotorcycleHelmets,toaddressthefalsificationofhelmetcertificationsresultingfromthenon-specificlabelingrequirementsofthemotorcyclehelmetstandard.

12SeeNHTSA’sResearchNote“MotorcycleHelmetUsein2005—OverallResults,”March2005,DOTHS809937athttp://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/RNotes/2005/809-937/809937.html

13Seehttp://store.helmetsrus.com/doourthst.htmlaccessedonSeptember28,2005.

14NationalHighwayTrafficSafetyAdministration.(Febru-ary1996).ReporttoCongress:BenefitsofSafetyBeltsandMotorcycleHelmets.(DOTHS808347).Washington,DC.

2006 Motorcycle Safety Program Plan | �7

NHTSAwillalsoimplementanoutreachprogramdirectedatmotorcyclehelmetmanufacturers.Tothisend,NHTSAwillattendtradeshoweventstoconductfieldinspectionsofmotorcyclehel-metsandprovideinformationtomanufacturersabouttherequirementsofFMVSSNo.218andtheagency’sproceduralrequirementsforlawfullyimportingthesehelmets.

CommunicationeffortstoassistinthisendeavorwillincludethedevelopmentofavideoclipdesignedtoassistmotorcyclistsandlawenforcementtodistinguishnoncomplianthelmetsfromthosethatmeettheFederalsafetystandardandprovideinformationonhowtochooseaproperlyfittedhelmet.ThevideoclipwillbepostedonNHTSA’sWebsite.

Additionally,NHTSAwilldevelopapublicserviceannouncementtopromotehelmetuse.Theagencywillalsoupdateitsmotorcyclehelmetusesupportmaterial.

Last,NHTSAwillconductanevaluationofthereinstatementoftheLouisianaall-riderhelmetlaw.InJune2004,Louisianareinstateditsall-riderhelmetlawinresponsetothesubstantialincreaseinmotorcyclistfatalitiesandinjuries.Theevaluationwillassessthechangesfollowingthereinstatement.Researcherswillexaminevariablessuchashelmetusagerates,lawenforcementcitationdata,fatalityandinjuryrates,injurypatternsofmotorcyclistsadmittedtotraumacenters,emergencyrooms,orlong-termrehabilitationcenters,andhealthcarecostdataforinjuredmotorcyclists.15Expected Program Outcomes NHTSA’supdateto“BenefitsofSafetyBeltsandMotorcycleHelmets”willprovidetheagency,Con-gress,andtheStateswithoutcomedataintermsofmortality,relativeincidence,injuryseverity,andhospitalcharges.Statesmaythenusethisdatawhenconsideringuniversalhelmetuselaws.

AmendmentstoFMVSSNo.218thatwouldaddressthelabelingissuepotentiallycouldresultinasafetybenefitthroughincreaseduseofproper

headprotectionbymotorcycleriders.Initialestimatesindicatethatrevisionstothelabelingprovisionmayresultincostsaslowasthreecentsperhelmetforanestimated3.6millioncertifiedhelmetsmanufacturedperyearwithatotalcostof$0.03x3,600,000=$108,000.16Inadditiontoimprovingenforceabilityandsafety,reducingthesaleanduseofunauthorizedDOTstickersonuncertifiedmotorcyclehelmetswillreducethefinancialdisadvantageforcedonmotorcyclehelmetmanufacturersthatdesign,test,andcertifytheirhelmetstothestandard.

NHTSAexpectsitsevaluationoftheLouisianaallriderhelmetlawreinstatementwillprovidefurtherdatatosupporttheefficacyofhelmetsanduniversalhelmetuselaws.Theagencybelievesthatifallridersweretoweartheproperprotectivegear,mainlyahelmetcomplyingwithFMVSSNo.218,therewouldbeareductioninriderfatalitiesandinjuries.

C. Rider Education and Training

Motorcycleridereducationprovidesanoppor-tunityfornoviceriderstolearnthebasicskillsnecessarytooperateamotorcyclesafelyandforexperiencedriderstorefreshandrefinetheirtech-niques.Tosatisfydemand,StatetrainingprogramsshouldprovidetrainingatsitesaccessiblebyridersthroughouttheStateandofferclassesfrequentlyandwithlittledelaytointerestedriders.Themo-torcycleindustryanddealersspecificallyshouldbeallowedandencouragedtohostridertrainingclassesusingStateapprovedcurriculum.

Background on IssueNHTSArecognizesthatthereisanincreasingdemandforridereducationandtrainingcoursesandthatsomeStateshavedifficultymeetingthisdemand.Although47StateshaveState-legislatedmotorcycleridereducationprograms,administra-tionvariesbetweenStates.Thegreatvariationin

15TheprojectiscurrentlyonholdduetodestructionintheregionfromHurricanesKatrinaandRita.

16DatafromOVSC.


ridereducationprogramsacrossStates,intermsofbothscopeandmodesofadministration,com-binedwithalackofacentralizeddatabaseonStatepractices,hasmadeitdifficultforStatesandpro-gramstoexchangeinformationandbenefitfromoneanother’soperationortrainingexperiences.

Highlights of Current ProgramTheagencycontinuestoworkwiththeMotorcycleSafetyFoundation,theAmericanAssociationofMotorVehicleAdministrators,theNationalAssociationofStateMotorcycleSafetyAdminis-trators(SMSA),andotherpartnerstoenhanceStatemotorcycleridereducationprograms.Inaddition,NHTSAhasworkedwiththeSMSAtodevelopaforecastingmethodologytoassistStateridereducationandtrainingprogramswithmeetingtheincreasingtrainingdemand,identifyingresourcesneededtomeetthedemand,anddevelopinganactionplanforreachingridereducationandtraininggoals.

InApril2005,NHTSApublishedadetailedState-by-Statelistingofridereducationandtrainingprogramstoassistwiththeexchangeofinforma-tionamongStates.InJuly2005NHTSAreleasedPromising Practices in Motorcycle Rider Education and Licensing.17ThisreportoutlinesadministrativeeffortsbyvariousStateprogramsthathaveimple-mentedhigh-qualityridertrainingandcompre-hensivelicensingprograms.Aresearch-basedmodelofpromisingpracticesinridereducationandlicensingwasusedtoexaminetheadministra-tivepracticesof47Statesthatofferstate-legislatedmotorcycleridereducation.Onthebasisofthereviewandanalysis,fivepromisingpracticeStatesinmotorcycleridereducationandlicensingwereidentifiedandfiverecommendationswereprovid-ed.TheserecommendationsprovideguidelinesforStatesinterestedinimprovingtheirridereduca-tionprogram,focusingoncriticalcomponentsofadministration,ridereducation,andlicensing.

PromisingPracticeRiderEducationandTrainingRecommendations:1.Organizeridereducationprogramandlicensing

programunderthesameadministrativeagency.2.Explorealternativesourcesoffundingtosupport

ridertrainingactivities.3.Centralizeregistrationandincreasethe

flexibilityofcourseschedules.

4.Offerclassestargetedtowardexperiencedoperatorswhoareridingwithoutalicense.

5.Implementongoingtraining,monitoring,andmentoringofinstructors.

Proposed InitiativesIncooperationwithSMSA,NHTSAwillcreateprofessionaldevelopmentworkshopstoassistStatesinimprovingtheirridereducationpro-gramsandincreaseprogramcapacitytomeetstudentdemandandreducetrainingbacklogs.Demonstrationgrantswillbeawardedtopromotetheimplementationofsuccessfulpracticesintheadministrationandoperationofridertrainingand

licensingprogramsasidentifiedinthepublicationPromising Practices in Motorcycle Rider Education and Licensing.Inaddition,theagencywillimple-menttheStatemotorcyclistsafetygrantprogramauthorizedinSAFETEA-LU.ThegrantprogramwillprovideStatesfundingtosupportridereduca-tionandmotoristawarenessprograms.

TheagencywillalsobegintoidentifycosteffectiveandefficientpoliciesandpracticestoallowStateridereducationandtrainingprogramstomaxi-mizelimitedfundingwhilecontinuingtomeetincreasingdemand.

NHTSAwillcontinuetoparticipatewiththeMary-landCODESTeam,theNationalStudyCenter,theMarylandHighwaySafetyOffice,andtheMarylandMotorVehicleAdministrationintheStatemotor-cyclesafetyadvisorycommittee.Thisadvisorycom-mitteehasfocusedonreviewingtheState’sefforts

17SeeNHTSA’sPromisingPracticesinMotorcycleRiderEducationandLicensingreportatwww.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/MotorcycleRider/pages/contents.html.


inreducingmotorcyclecrashesandfatalitiesandincreasingmotorcyclesafetyawareness.

NHTSAwillalsousethedatafromexistingCODESStatestocomparethreedistinctgroupsofmotorcyclists.Initially,dataonpeoplewhowere:(1)successfuland(2)notsuccessfulincompletingthebasicmotorcycleridertrainingcoursewillbeobtainedfromtheMVAsforcalendaryears1995through2002.Thethirdgroupwillbecomprisedofpeoplewhohaveobtainedneworrenewedmotorcyclelicensessince1995,butforwhomitisunknownastowhethertheyhavepassedamotor-cycletrainingcourse.

NHTSAandtheMSFhavejoinedtoexaminemotorcyclists’crash-avoidanceskillsinrelationtoridereducationandtraining.AmajorobjectiveofthisprojectistoevaluatetheeffectivenessofcurrentMSFridereducationandtrainingcurri-culaforimprovingridercrashavoidanceskills.Amultiyearstudyisplanned.

Expected Program OutcomesCollectively,thedesiredoutcomeforeffortsde-scribedistoallowStatestomakeimprovementstotheirridereducationprograms.Byidentify-ingcost-effectiveandefficientpoliciesandprac-ticesformotorcycleridereducationandtrainingprograms,limitedStatefundingcouldbefurthermaximized,tonotonlyassistinmeetingincreaseddemand,buttopotentiallystandardizepracticesamongStates.Byensuringtheavailabilityoftrain-ing,potentialriderswouldlearnthebasicskillsnecessarytooperateamotorcyclesafely,whichinturncouldhelpreducethenumberofmotorcycleriderseriousinjuriesandfatalities.SAFETEA-LU’sSection2010motorcyclistsafetygrantprogramwillsupportthiseffort.

ThroughtheCODESdatanetworkproject,NHTSAhopestogainabetterunderstandingofpossiblelinksbetweenarider’straininghistoryandcrashinvolvement.Toaidinthiseffort,itwouldalsobeadvantageousforaState’smotorcycleridereducationprogramtoincludeaprogramevaluationplantoofferadditionalinsightintotheeffectivenessofridertraining.

D. LicensingMotorcycleoperatorlicensingisamajorcompo-nentofacomprehensiveStatemotorcyclesafetyprogram.18Byobtainingaspecializedmotorcyclelicense,amotorcyclistdemonstratestheminimumabilityneededtosafelyoperateamotorcycleontheroadway.AllStatesandtheDistrictofColumbiarequirethatmotorcycleoperatorswhousepublicroadwayspossessavalidmotorcyclelicenseorendorsement.Toreceivealicense,operatorsmustpassawrittenknowledgeandskillstest.Beyondthesestipulations,Statesvaryintheirproceduresforlicensingridersandforencouragingunlicensedoperatorstoobtaintherequiredlicense.

Background on IssueIn2004,24percentofmotorcycleoperatorsinvolvedinfatalcrasheswereoperatingthevehiclewithoutaproperlicense.(“Improperlylicensed”isdefinedasnotlicensedtooperateamotorcycle,oralicensesuspended,revoked,expired,canceled,ordenied,ornoendorsementtooperateamotorcycle.)Thiscomparesto12percentofpassengervehicledriversinfatalcrashesnothavingavalidlicense.Motorcycleoperatorsinvolvedinfataltrafficcrasheswere1.3timesmorelikelythanpassengervehicledriverstohaveapreviouslicensesuspensionorrevocation(15percentand12percent,respectively).

Previous Driving Records of Drivers Involved in Fatal Traffic Crashes, by Type of Vehicle, 2004

18SeePromisingPracticesinMotorcycleRiderEducationandLicensingatwww.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/MotorcycleRider/pages/contents.html

DWIConvictions

RecordedSuspensions or

Revocations

RecordedCrashes

7.4%

15.2%

0.7%3.1%

27.4%

25.5%

4.3%

17.3%

14.2%15.6%

MotorcyclesPassenger CarsLight TrucksLarge Trucks

Vehicle Type:

12.9%

19.2%SpeedingConvictions

13.9%

3.1%

19.9%

11.1%


Highlights of Current ProgramNHTSAwillcontinuetoexaminetherelationshipbetweenStates’ridereducationandtrainingpro-gramsandtheirlicensingpractices.Totheextentpossible,NHTSAisencouragingStatelicensingprogramstoworkinconcertwithridereduca-tionandtrainingprogramstoissueanoperatorlicense,asappropriate,uponsuccessfulcompletionofarider-trainingcourse.NHTSAwillcontinuetoworkwithlawenforcementagenciestoenforcelicensinglaws,andwithmotorcyclingorganiza-tionstoincreasethenumberofproperlylicensedmotorcyclists.

Proposed InitiativesIncooperationwithAAMVA,NHTSAwillup-datetheMotorcycle Operator Licensing SystemandIntegrating Motorcycle Rider Education and Licens-ingguidelines.NHTSA,AAMVA,andavarietyofNationalandStateorganizationsareworkingcollectivelytoidentifyandmakethenecessarychangestothesemanuals.Oncecomplete,NHTSAhopesthatStateswilladoptandimplementtherevisedguidelines.

NHTSAisalsoconductingaresearchstudyinMarylandtoincreasemotorcyclelicensure.InMarylandin2001,14percentofregisteredmotor-cycleownersfailedtoobtainpropermotorcyclelicensure.Crashanalysisrevealedthatmotorcycleownerswithoutproperlicensurewereoverrep-resentedinthemotorcyclecrashfatalitiesfortheState.Thisprojectwillevaluatetheuseofmotorcy-clesafetyeducationalmaterialstoincreaseproperlicensureintheState.

Expected Program OutcomesThedesiredoutcomeofNHTSA’seffortsinlicens-ingisforlicensingagenciestofollowcomprehen-sivetestingpracticesthatrequireapplicantstopasswrittenknowledgetestsandskillstests.ThroughtheMarylandpilotproject,NHTSAhopesmotor-cyclelicensureofregisteredmotorcycleownerswillincreaseintheState.Ifsuccessful,theagencyhopesthatotherStateswillimplementsimilarpro-gramstoreducethenumberofunlicensedmotor-cycleridersintheirrespectiveStates.

NHTSAhopesthatbyupdatingtheMotorcycle Operator Licensing SystemandIntegrating Motor-cycle Rider Education and LicensingguidelinesthatStateswilladoptandimplementtheguidelinesinincreasingmotorcyclelicensure.

E. Rider Impairment Alcoholandotherdrugsaremajorriskfactorsinalltypesofmotorvehiclecrashes.Thesefactorsappearmorefrequentlyinmotorcyclecrashesthanincrashesofothervehicletypes,withthemostprominentfactorbeingtheconsumptionofalcohol.19AsofAugust2005,.08BAClegislationbecameeffectiveinall50States,theDistrictofColumbia,andPuertoRico.

Background on IssueIn2004,thepercentageofdriverswithabloodalcoholconcentration(BAC)of.08gramsperdeci-liter(g/dL)orhigherinfatalcrasheswashighestformotorcycleoperators.

Drivers/Operators Involved in Fatal Crashes with a BAC ≥.08 g/dL by Vehicle Type

Vehicle Type Percentage

Passenger Cars 22

Light Trucks 21

Large Trucks 1

Motorcycles 27

Source: FARS 2004 (ARF)

In2004,28percentofallfatallyinjuredmotorcycleoperatorshadBAClevelsof.08orhigher.Anaddi-tional6percenthadloweralcohollevels(BAC.01to.07).Theintoxicationratewashighestforfatallyinjuredoperatorsbetweentheagesof35and39(39%),followedbyages40to44(38%),andages45to49(34%).Forty-onepercentofalloperatorskilledonmotorcycleswith1,001to1,500-ccenginesizeshadalcoholintheirblood(7%withBACof.01to.07,34%withBACof.08orhigher).

19Othersubstancesandcausesofimpairment(e.g.,prescrip-tiondrugs,over-the-counterdrugs,illegalrecreationaldrugs,environmentalfactors,anddrowsiness)largelycon-tinuetobeunknownfactorsinmotorcyclecrashes.


In2004,4.3percentofmotorcycleoperatorsinfatalcrasheshadatleastonepriorconvictionfordrivingwhileintoxicatedontheirdriverrecords,comparedto3percentofpassengervehicledrivers.

Forty-onepercentofthe1,672motorcycleopera-torswhodiedinsingle-vehiclecrashesin2004hadBAClevelsof.08g/dLorhigher.Sixtypercentofmotorcycleoperatorskilledinsingle-vehiclecrashesonweekendnightshadBAClevelsof.08g/dLorhigher.MotorcycleoperatorskilledintrafficcrashesatnightwerethreetimesmorelikelythanthosekilledduringthedaytohaveBAClevelsof.08g/dLorhigher(42%and13%,respectively).

Theriskindrinkingandthenridingisexacerbatedbyandpossiblycorrelatedwithotherrisk-takingbehaviors,suchasridingwithoutahelmetandotherproperprotectivegear.ThereportedhelmetusagerateformotorcycleoperatorswithBAClev-elsof.08g/dLorhigherkilledintrafficcrasheswas41percent,comparedwith63percentforthosewithnoalcohol.

Intoxication Rates for Motorcycle Operators Killed in Traffic Crashes, by Time of Day, 2004

Twenty-sevenStatesareatorbelowthenationalalcohol-relatedmotorcyclefatalityrateaverageof2.31per100millionVMT.Twenty-threeStates,theDistrictofColumbia,andPuertoRicoareabovethenationalaverage.TheUnitedStates’overallalcohol-relatedfatalityratewas0.51in2004.Thealcohol-relatedmotorcyclefatalityratewas220percentabovetheoverallU.S.alcohol-relatedfatal-ityrate,withruralareasandsouthernStatesshow-ingthehighestfatalityrates.

Total

Daytime

Nighttime

Total

Daytime

Nighttime

Total

Daytime

Nighttime

Weekends

Weekdays

Weekdays and Weekends

All CrashesSingle-VehicleMulti-Vehicle

0 5 10 15 20 25 30 35 40 45 50 55 60 65Percentage of Drivers with BAC .08 g/dL or Higher


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Highlights of Current ProgramInordertocombattheimpaired-riderproblem,NHTSAhasongoingprogramsandiscurrentlydevelopingnewstrategiesbasedonknowledgelearnedfromrecentstudies.AreportDrinking, Riding and Prevention – A Focus Group Study(No-vember2002)examinedtheattitudesandbeliefsofmotorcyclists’regardingdrinkingandridingandfoundthat:(1)ridersoftendiscouragepeersfromridingafterdrinking,butaculturallyreinforcedre-spectforriderfreedomandindividualresponsibil-itysetsinterventionboundaries;(2)riderconcernforthesafetyandsecurityofthemotorcycle(i.e.,leavingthemotorcycleandgettinghomeanalter-nativeway)nearlyalwaysovershadowsconcernforindividualsafetyandcontributestoridingevenafterdrinking;and(3)motorcycleimpoundmentandcourt-orderedpaymentforvehiclestorage,alcoholtreatmentprograms,andothercostsareconsideredpersuasivecountermeasuresthatseemtodeterdrinkingandriding.Theresultssuggestedthattheintegrationofsocialnormmodelsintodrinking-and-ridingpreventionprogrammingmaybeapromisingapproach.

People Killed in Alcohol-Related Crashes, by Role

RoleYear

Change % Change2003 2004

Occupants* 12,997 12,636 -361 -2.80%

Drivers 9,445 9,185 -260 -2.80%

Passengers 3,512 3,418 -94 -2.70%

Motorcycle Riders

1,547 1,560 +13 0.80%

Non-Occupants 2,561 2,498 -63 -2.50%

Pedestrians 2,282 2,211 -71 -3.10%

Pedalcyclists 235 249 +14 6.00%

Other** 44 39 -5 -11%

TOTAL 17,105 16,694 -411 -2.40%

* Totals include occupants whose seating position was unknown.

** Includes occupants of motor vehicles not in transport and of non-motor vehicle transport devices.

Othereffortstoreduceimpairedridinghavebeenmultifocused.Theagencyhasandwillcontinuetoworkwithlawenforcementtoincreasethe

useofthemotorcycleDWIdetectioncuesandenforcementofStateimpaireddrivinglawsformotorcyclists.InMarch2005,NHTSArevisedThe Detection of Driving While Intoxicated (DWI) Motorcyclistsbrochure.20ThisbrochureisbasedonNHTSA-sponsoredresearchconductedinthelate1980sthatdevelopedasetofbehavioralcuestobeusedbylawenforcementpersonneltoassistinthedetectionofmotorcyclistswhoareoperatingtheirvehicleswhileintoxicated.

Also,in2005,impairedmotorcycleridingwasinte-gratedintoNHTSA’sHigh-VisibilityEnforcement(HVE)campaignplanner.

Inaddition,partnershipswithnationalmotor-cyclingorganizationsandmanufacturerswillbestrengthenedtogainthecommitmentofallpar-tiestoworktoreduceimpairedridingthroughavarietyofwaysincluding:advertising,training,andpoliciesgoverningmotorcyclingevents.Proposed InitiativesCurrently,NHTSAisconductingaclosed-coursestudytoexaminetheimpairingeffectsofalcoholonperformance-relatedmotorcycleskillsatdiffer-entBAClevels.

Theagencyissupportingthedevelopment,im-plementation,andevaluationofaninnovative,multifacetedprogramthattestsdifferentstrategiesdesignedtoreducethenumberofalcohol-relatedmotorcyclecrashesthroughacooperativeagree-mentwithInnocorpofWisconsin.Keycompo-nentsofthisprogramareenforcementofexistingimpaired-drivinglaws;providingstorageformo-torcycleswhenoperatorsaretooimpairedtoridehome;joiningwithtavernownersandmotorcycledealers;anddevelopmentofpublicinformationandeducationmaterialstargetingmotorcyclists,dealers,andthegeneralpublic.

NHTSAisalsodevelopingapeer-to-peerdrink-ing-and-ridingpreventioncurriculumtobeusedinridertrainingprogramsandatgroupfunctions

20SeeTheDetectionofDWIMotorcyclistsatwww.nhtsa.dot.gov/people/injury/pedbimot/motorcycle/610DWIMotorcyWeb/images/Motorcyclists.pdf


suchasclubmeetings.ThecurriculumiscurrentlybeingpilotedandevaluatedthroughoutGeorgiainconjunctionwiththeGeorgiaDepartmentofMo-torVehicleSafety,MotorcycleSafetyProgram.

Inaddition,Section2003ofSAFETEA-LUdirectstheSecretaryofTransportationto“conductastudyoneducational,publicinformation,andotheractivitiestargetedatreducingmotorcycleaccidentsandresultingfatalitiesandinjuries,wheretheoperatorofthemotorcycleisimpaired.”SAFETEA-LUfurtherdirectstheSecretarytosubmitareporttoCongressontheresultsofthestudythatincludesdatacollectedandstatisticscompiled,aswellasrecommendationstoreducethenumberofalcohol-relatedmotorcyclecrashesandtheresultingfatalitiesandinjuries.

Aseparateinitiativeisongoingtoassessthefeasibilityofalternativeapproachestodeterminetherelativeriskofalcohol-impairedriders.Theresearchprojectwillprovideinformationregardingavarietyofapproachesthatmaybeusedtodeterminecrashrisksamongriderswhodrink.Drafttechnicalreportsonalternativeapproachesidentifiedarecurrentlyunderreview.

ByAugust2006,NHTSAanticipatesthatimpairedridingwillbeincludedintheHigh-VisibilityEnforcement(HVE)campaignandcampaignplanner.LawenforcementagenciesthroughoutthecountrywillparticipateintheHVEinitiative.Expected Program Outcomes Theagencyrecognizesthatitwilltakemorethanpublicinformationandeducationtosolvetheimpaired-ridingproblem.Bycontinuingtoworkwithlawenforcementorganizationsatthenational,State,andlocallevels,NHTSAhopestodevelopadditionalstrategiestomoreaggressivelyenforceimpaired-ridinglaws.ThefindingsfromNHTSA’sstudytodeterminemotorcycleimpairmentatdifferentBAClevelsshouldprovidevaluableinformationontheBAClevelwhereimpairmentbeginsanditseffectsatincreasedlevelsforridersatdifferentlevels.Incombinationwithon-the-roaddatafromcrashandnon-crash-involved

ridersmorespecificinformationaboutalcoholimpairmentandcrashriskwillbeobtainedforfurtherimpaired-ridingcountermeasuredevelopment.

TheWisconsindemonstrationprogramwillprovideresourcestoreduceimpairedmotorcycleridingbypromotingpositiveridingbehaviorsandusingmotorcycledealers,lawenforcement,andestablishmentsthatservealcoholtohelpmarkettheimportanceofsoberriding.Theresultsofthisdemonstrationprojectwillbeanalyzedandpro-videdtoallStatestouseindevelopingprogramstoaddressimpairedriding.

OneofNHTSA’sgoalforthepeer-to-peerdrink-ing-and-ridingpreventioncurriculumistoin-creaseawarenessofridersregardingdrinkingandriding.Inaddition,theagencyhopesitwillencourageriderstointervenewhentheyobserveothersthathavebeendrinkingandareabouttoride,byprovidingtoolsthatcanbeusedtopreventthemfromriding.

F. Motorist Awareness and Motorcycle Conspicuity

Itiscriticalformotoriststolearntorecognizeandsharetheroadsafelywithmotorcyclists.Alargenumberofmotorcyclecrashesincludetwokeycrashcomponents:poorspeed-spacingjudgmentofotherdriversandpoormotorcycleconspicuity.Motoristsneedtobeawarethattheiractionsaffectthesafetyofmotorcyclists.


Background on IssueIn2004,therewere1,803two-vehiclefatalcrashesinvolvingamotorcycleandanothervehicle.In39percent(711)ofthesecrashestheothervehiclewasturningleftwhilethemotorcyclewasgoingstraight,passing,orovertakingthevehicle.Bothvehiclesweregoingstraightin465crashes(26%).Becauseofthemotorcycle’ssizeanduniquehan-dlingcharacteristics,otherroadwayusersmaynotunderstandtheactionsthatmotorcycliststaketosafelyinteractintraffic.Highlights of Current ProgramIneducatingmotoristsonlearningtorecognizeandsharetheroadwithmotorcyclists,NHTSA,whileexpandingthenetworkofitsexistinghigh-waysafetypartnerships,continuestoengagekeynationalorganizationstopromotemotorcycleawarenesstotheirmembers,whilealsoencourag-ingtheseorganizationstoincludesafetyawarenessmessagesintheirmaterial,asappropriate.

CongressrequestedthatNHTSAexaminewaystoenhancemotorcycleconspicuity.NHTSA’seffortstoincreasemotorcyclesafetywereconductedintwophasesanddesignedtotestthespeed-spacingandconspicuityhypotheses.Thefirstphasewasatesttrackevaluationinwhichparticipantsinavehiclepressedabuttonatwhattheyperceivedwasthelastmomenttheycouldsafelycrossthepathoftheexperimentalmotorcycleapproachingthem.Theintentionofthisphasewastodeterminewhich,ifany,treatmentsinfluenceddriverstopro-videasafergap.Thesecondphasecontainedtwoparts:anon-roadassessmentofgapacceptanceandaninterview.Thegoalofthisphasewastodetermineifanyofthetreatmentsprovidedasafergapinrealtrafficandifanyofthetreatmentsweremoreconspicuous.TestingwasconductedintheUnitedStatesandCanadatoallowanassessmentoftheimpactofpassengerfleetdaytimerunninglamp(DRL)use.

DRLsonmotorcycleshavebeenfoundtoincreasemotorcyclistconspicuity.Onepossibleexplanationfordriversturninginfrontofoncomingmotor-cyclesinvolvesadecreaseinmotorcyclistnotice-

abilityduetoincreasinguseofDRLsinthepassen-gercarfleet.Theon-roadassessmentwasusedtoexaminetheeffectsofdriverfamiliaritywithmotorvehicleDRLs.

InadditiontoDRLs,othertechnologieshaveemergedwiththeintentofincreasingtheconspi-cuityofmotorcycles.Forexample,modulatingheadlampshavebeenshowntoincreasevisibility.Thestudyimplementedsomeofthesenewtreat-mentsastestconditions.Thefindingsarecurrentlybeingreviewed.

Proposed InitiativesAsrequiredinSAFETEA-LU,NHTSAisdevelop-ingmodellanguageforuseintrafficsafetyeduca-tioncourses,driver’smanuals,andotherdriver’strainingmaterials,emphasizingandinstructingdriversofmotorvehiclesoftheimportanceofsharingtheroadsafelywithmotorcyclists.

Inaddition,NHTSAisworkingtoimplementSAFETEA-LU’snewSection2010grantpro-gramestablishedaStatemotorcyclistsafetygrantprogramtosupportmotorcycleridertrainingandmotoristawarenessprograms.SAFETEA-LUspecifiesthattoqualifyforamotorcyclistsafetygrant,inthefirstyearaStatemustmeetoneofsixcriteria,andfortheremainingthreeyearstheStatemustmeettwoofsixcriteria.Thecriteriaare:(1)motorcycleridertrainingcourse;(2)motorcyclistsawarenessprogram;(3)reductioninfatalitiesandcrashesinvolvingmotorcycles;(4)impaireddrivingprogram;(5)reductionoffatalitiesandaccidentsinvolvingimpairedmotorcyclists;and(6)feescollectedfrommotorcyclistsforthepurposeoffundingtrainingandsafetyprogramsareusedonlyforthosepurposes.Fundscanonlybeusedformotorcyclistsafetytrainingandmotorcyclistawarenessprograms.Fundingincludesaminimumof$100,000peryearforqualifyingStates($6mil-lionforFY06,07,and08;$7millionforFY09).Toincreasemotorcycleconspicuity,NHTSAiscurrentlyconductingmoreanalysesonthedatacollectedtobetterunderstandtheresearchneedsandunderstandthefullinteractionwiththeve-hiclefleet.


Expected Program Outcomes TheSAFETEA-LUmotorcyclistsafetygrantprogramwillprovideresourcestoStatestomakeimprovementstotheirmotoristawarenessandridereducationprogramsandincreaseavailabilityoftraining.

ThroughNHTSA’sresearchandtestingefforts,theagencyhopestogaininsightintotheinteractionofmotorcycleDRLtreatmentsandDRLconcentrationinthevehiclefleet.Theseeffortsarealsoexpectedtoprovideunderstandingofreal-worldinteractionsbetweenpassengervehiclesandmotorcycles.

G. BrakingItisimportanttomonitorthemotorcyclecrashexperiencetofacilitateidentificationofpotentialfactorsthatmayhampersafeoperationandridersafety.Motorcycledesigns,includingtheirbrakesystems,havechangedsignificantlyoverthepast20years.Motorcyclebrakesystems,andtheriders’misuse/underuseofthesesystems,arepotentialfactorsinmanycrashes.Twopromisingtech-nologiesareavailableinproductionmotorcycles:antilockbrakesystems(ABS);andcombinedbrak-ingsystems(CBS)thatapplythebrakesonbothwheelswhenonlyonelever/pedalisapplied.Background on Issue Insingle-vehiclemotorcyclecrashes,about13percentoffatalitieshavebeenrelatedtoabrakingmaneuverusedpriortothecrash.However,avail-abledatadoesnotindicateifmotorcyclebrakingperformancewasacontributingfactorinthesecrashes.Aprimaryinterestwillcenterondeter-miningwhetherpresentFederalrequirementsforeffectivebrakingactionneedtoberevisedtomorecloselyreflectnewtechnologyalreadyavailableinthemarketplace.Amajorissuewillinvolveevalu-ationofhowchangesinmotorcycleoperationanddesignfeaturesaffectridersafetyandperformance.Highlights of Current ProgramNHTSAiscurrentlyinvestigatingthebenefitsofnewerbrakingtechnologiesformotorcycles.Theobjectiveofthisprogramistoassesstheeffective-

nessofanti-lockbrakingsystems(ABS)andcom-binedbrakesystems(CBS)onmotorcyclesundervariousbrakingmaneuversandloadingconditions,andtodeterminethebenefitsthatthesesystemsmayoffer.

ProgramresultsindicatethatanoverallreductioninstoppingdistancecanbeachievedwiththeuseofABS.ResultsalsoindicateanoverallreductioninstoppingdistancewithCBSwhenonlythefootpedalisapplied.AnotherbyproductofCBSisthatmoreconsistentstopscanbeachievedwhenonlytherearbrakeisapplied.Allresultswerecomparedwith“baseline”performanceofstandardhydraulicbrakes(i.e.,noABSorCBS).Proposed InitiativesFuturebraketestingmayincludeperformingad-ditionaltestsofmotorcycles(i.e.,differentbrands/models)withABSand/orCBS.Thereisalsointer-estinperformingabehavioralstudywithmotor-cyclistsonmotorcyclesequippedwithstandardbrakesystems(baseline),andABS/CBS-equippedmotorcycles.

Expected Program OutcomesThisinitiativewilldeterminehowcertainbraketechnologiesmayassistinreducingthetotalnumberofannualmotorcycleinjuriesandfatali-ties,howridersinteractwiththedifferentbrakingtechnologies,anddeterminingotherbenefitsandeffectsofABS/CBS.

H. Roadway InfrastructureMotorcycleshavedifferentoperatingcharacter-isticsthanpassengercarsandtrucks.Motorcy-clistsarejustifiablyconcernedabouttheeffectsofroadwayinfrastructuresmoothnessonmotorcyclehandlingandoperationalsafety. Background on the IssueRun-off-road(ROR)crashesposeamajordangertomotorcyclists.RORcrashesinvolvevehiclesthatleavethetravellaneandencroachontotheshoul-derandbeyondandhitoneormoreobjects,suchasbridgewalls,poles,embankments,guardrails,


parkedvehicles,andtrees.Motorcyclesaremorelikelythanothervehiclestobeinvolvedinafatalcollisionwithafixedobject.In2004,26percentofthemotorcyclesinvolvedinfatalcrashescollidedwithfixedobjects,comparedto18percentforpassengercars,12percentforlighttrucks,and4percentforlargetrucks.

Reducingthelikelihoodthatavehiclewillleavetheroadwaythroughroadwaydesign(e.g.,flat-teningcurvesorinstallingshoulderrumblestrips)preventsdeathsandinjuriesresultingfromRORcrashes.Whenanerrantmotorcycledoesen-croachontheroadside,fatalitiesandinjuriescanbereducedbyminimizingthelikelihoodofthevehiclecrashingintoanobject(e.g.,throughobjectremoval)oroverturning(e.g.,sideslopeflatten-ing)orcanreducetheseverityofthecrash(e.g.,byinstallingbreakawaydevices).

Highlights on the Current Program FHWA,throughtheFederalaidandFederallandhighwayprograms,providesfinancialandtech-nicalresourcestoState,local,andotherFederal

agenciesfortheimprovementandpreservationofAmerica’shighwaysystem.Thedesign,construc-tion,operation,andpreservationoftheroadwayrelatingtomotorcyclesafetyareofprimeconcerntoFHWA.

Ontheengineeringfront,FHWAconductsre-searchandsupportsprivatesectorresearchintoavarietyofinnovativedesignfeaturesthatcreatesaferroads.Roadsafetydesignfeaturesthathelptoreduceroaddeparturesandminimizetheseverityofroadwaycrashesinclude:rumblestrips;retrore-flectivesignsandforgivingroadsidehardware(i.e.,guardrailsandbreakawaypoles);skidresistancepavements;andall-weatherpavementmarkings.Proposed InitiativesNHTSAwillcontinuetosupportFHWA’seffortsinanalyzingthecurrentandfutureroadwayissuesinidentifyingspecificactionstoimprovesafety.Inaddition,receivinginputonroadwayinfra-structurerelatedsafetyissuesfromthemotorcyclecommunityiscrucialforaneffectiveprogramtobeplannedbybothNHTSAandFHWA.FHWA


hasalreadyinitiatedactionstoaddressmotorcyclesafetyneedsrelatingtotheroadwayinfrastructure.FHWA,workinginpartnershipwiththeAMA,hastakenstepstoimproveroadwaysurfacesthroughguidanceregardinguseofnon-slipperyroadseal-ants,repairsubstances,androadmarkingdecals.Thishasbeencarriedoutincombinationwitheducationalcampaigns.Inaddition,theFHWA,incooperationwithNHTSA,willcontinuetoworkwiththeTranspor-tationResearchBoard(TRB)andothersontheimplementationoftheAmericanAssociationofStateHighwayandTransportationOfficial’sStrate-gicHighwaySafetyPlan(SHSP)(http://safetyplan.tamu.edu).ThepurposeofSHSPistoimprovesafetyontheNation’shighwaysthroughacom-prehensiveapproach(enforcement,engineering,education,andemergencymedicalservices)withinputandparticipationfrommanyorganizationsandindividuals.Theguidewillcontainengineer-ing,aswellaseducational,enforcement,andemergencymedicalservicestoimprovemotorcyclesafety.Asapartofthiseffort,FHWAwillcoordi-natewithNHTSAontheappropriateoutreachanddistributionactivitiesfortheGuide.

Lastly,Section1914ofSAFETEA-LUauthorizedthecreationofaMotorcyclistAdvisoryCounciltocoordinatewithandadvisetheFHWAadministra-toroninfrastructureissuesofconcerntomotor-cyclists.FHWApublishedanoticeofintenttoes-tablishthecouncilthatwasincludedintheFederalRegisteronDecember23,2005(70FR76352).Thenoticesoughtpubliccommentsontheissuesthecouncilshoulddiscussandtheorganizationsandparticipantstobeconsideredforrepresentationtothecouncil.

Expected Program OutcomesOneexpectedoutcomeofimprovingroadwayin-frastructureistoreducethenumberofmotorcycleRORfatalitycrashes.NHTSAandFHWAplantodothisbycontinuingtodevelopandimplementprogramsandinfrastructuretokeepvehiclesfromencroachingontheroadside,minimizethelikeli-hoodofcrashingifamotorcyclisttravelsofftheshoulder,andreducetheseverityofthecrash.


V. International EffortsNHTSArecognizestheincreasingdemandandneedforinvolvementintheinternationalarenaoftrafficandvehiclesafety.Thereareopportunitiestolearnfromothercountries,aswellassharestrate-giesandgoodpracticesforincreasingmotorcyclesafety.Section2003ofSAFETEA-LUauthorizestheNHTSAadministratorto“participateandco-operateininternationalactivitiestoenhancehigh-waysafety.”Thisincreasedneedforinternationalcooperationonmotorcyclesafetyissues,aswellasotherhighwaysafetymatters,isduetochang-ingnationalandinternationaltrendsinautomo-tivesafetyandtrade.Thechangingtrendsrequireinternationalcooperationtolearnaboutbettersafetypracticesandtoleveragelimitedresources.Itisalsoduetoincreasingstatutoryandinternationaltreatyobligations.Further,researchandstandardsettingactivitiesoutsidetheUnitedStates,eventhoseoccurringwithouttheinvolvementorinflu-enceoftheU.S.Government,mayaffectthedesignandsafetyofvehicles,includingmotorcycles,soldintheUnitedStates.

Currently,NHTSArepresentstheUnitedStatesintheUnitedNationsEconomicCommissionforEurope(UNECE)WorkingPartyonRoadTraf-ficSafety(calledWP.1).WP.1isawell-establishedUnitedNationsbodywithintheUNECETrans-portDivision,focusingonreducingthenumberandgravityofroadtrafficcrashes.UNECEanditsWorkingParties,includingWP.1,serveasfocalpointsfortheexchangeofinformationandde-velopmentofpolicyrecommendationsregardinggoodpracticesinthevehicle,behavioral,andin-frastructureareasoftrafficinjuryprevention.ThisisimportantgivenNHTSA’slimitedresourcesforinternationalactivities.NHTSAcurrentlychairsaWP.1workinggrouptoidentifyinternationalpracticesinmotorcycleandmopedsafety.

NHTSAisalsoactivelyworkingwiththeUNECEWorldForumforHarmonizationofVehicleRegu-lations(calledWP.29)todevelopaharmonized

GlobalTechnicalRegulation(GTR)formotorcyclebrakes.TheworkwasinitiatedinMarch2002bytheExecutiveCommittee(calledAC.3)responsibleforglobalharmonizationactivityunderthisforum,duringthe126thsessionofWP.29.Thedevelop-mentofthenewglobalregulationisintendedtoreducetheinjuriesandfatalitiesassociatedwithmotorcycleaccidentsbothintheUnitedStatesandaroundtheworld.ThebodyunderWP.29respon-sibleforthetechnicalwork,calledtheWorkingPartyonBrakesandRunningGear(GRRF)isinthefinalstagesofitsworkandisexpectedtorec-ommendestablishmentofthenewGTRtoWP.29bytheendof2006.

NHTSAparticipatesintheUnitedNationsRoadSafetyCollaboration,coordinatedbytheWorldHealthOrganizationperGeneralAssemblyReso-lutionA/58/289,Improvingglobalsafety,”adoptedinApril2004.Thiscollaborationconsistsofover70internationalandnationalagenciesinroadsafety,focusingonsuccessfulinterventionsforpoweredtwo-wheeledvehicles,speeding,impaireddriving,andoccupantprotectionandisdevelopingaseriesoftoolkitsonimplementationstrategies.NHTSAwillcontinuetoparticipatewiththecollaborationandreviewtoolkitsasappropriate.


VI. Conclusion

Theincreasingtrendinmotorcyclefatalitiesandinjuriescallsfornewstrategiesaswellastheexpansionofexistingprograms.Therehavebeenperiodsofmajorimprovementinmotorcyclesafety,especiallysincetheimplementationofFederallawsandprogramsthatwerefirstestablishedover35yearsago.Butcontinuedescalatingfatalityandinjurytrendssignalthatmoreneedstobedoneandareasoffocusmustbeexpanded.

NHTSA’sMotorcycleSafetyProgrampromotestheDepartmentofTransportation’shighestpriority–safetransportation.Itincludesbriefsynopsesofthemanyactivitiestheagencywillpursueinreduc-ingthenumberofmotorcyclecrashes,fatalities,

andinjuries.NHTSA’smotorcyclesafetyprogramisabalancedandcomprehensiveapproachto:(1)preventcrashesbeforetheyoccur;(2)mitigateandreducecrash-relatedinjuries;and(3)providerapidandappropriateemergencyresponse.

TheproblemofmotorcyclefatalitiesandinjuriesisnotNHTSA’salonetosolve.ToreducetheneedlessinjuriesanddeathsonourNation’sroadways,NHTSAurgesStates,localjurisdictions,nationalorganizations,ridergroups,manufacturers,insurersandallindividuals–ridersanddrivers–totakeresponsibilityforthisgrowingproblembydoingeverythingintheirpowertoensureasafeandenjoyablerideforallmotorcyclists,everytrip,everytime.

DOT HS 810 615June 2006

table of contents - national highway traffic safety ...ii. state of motorcycle safety t he effects...

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