1st lecture of
the HURT study guide
1.
Approximately 3/4 of
motorcycle accidents
involved collisions with
another vehicle, and 1/4 of
these motorcycle accidents
were single vehicle
accidents involving the
motorcycle colliding with
the roadway or some fixed
object.
2.
Vehicle failure accounted
for less than 3% of those where
control was lost due to a
puncture flat.
3.
About 2/3 of the cases, with
the typical error being a
slide out and fall due to
over braking or running wide
on a curve due to excess
speed or under-cornering
4.
2/3 of those accidents, the driver of the other
vehicle violated the
motorcycle right-of-way and
caused the accident
5.
The failure of motorists to
detect and recognize
motorcycles in traffic is
the predominating cause of
motorcycle accidents.
6.
Intersections are the most
likely place for the
motorcycle accident, with
the other vehicle violating
the motorcycle right-of-way,
and often violating traffic
controls
7.
Most motorcycle accidents
involve a short trip
8.
The view of the motorcycle
or the other vehicle
involved in the accident is
limited by glare or
obstructed by other vehicles
in almost ½ of the multiple
vehicle accidents.
9.
Accident involvement is
significantly reduced by the
use of motorcycle headlamps
(on in daylight) and the
wearing of high visibility
yellow, orange or bright red
jackets.
10.
Fuel system leaks and spills
were present in 62% of the
motorcycle accidents in the
post-crash phase.
2nd lecture of the HURT
study guide
1.
limits of peripheral vision;
more than 3/4 of all
accident hazards are within
45deg of either side of
straight ahead.
2.
Vehicle defects related to
accident causation are rare
and likely to be due to
deficient or defective
maintenance
3.
The motorcycle riders
involved in accidents are
essentially without
training; 92% were
self-taught or learned from
family or friends.
Motorcycle rider training
experience reduces accident
involvement and is related
to reduced injuries in the
event of accidents
4.
More than 1/2 of the
accident-involved motorcycle
riders had less than 5
months experience on the
accident motorcycle,
although the total street
riding experience was almost
3 years
5.
Lack of attention to the
driving task is a common
factor for the motorcyclist
in an accident
6.
Almost half of the fatal
accidents show alcohol
involvement.
Most riders would over brake
and skid the rear wheel, and
under brake the front wheel
greatly reducing collision
avoidance deceleration. The
ability to counter steer and
swerve was essentially
absent
7.
The typical motorcycle
accident allows the
motorcyclist just less than
2 seconds to complete all
collision avoidance action.
3rd lecture of the HURT
study guide
1.
1/2 of the injuries to the
somatic regions were to the
ankle-foot, lower leg, knee,
and thigh-upper leg
2.
Crash bars are not an
effective injury
countermeasure; the
reduction of injury to the
ankle-foot is balanced by
increase of injury to the
thigh-upper leg, knee, and
lower leg.
3.
The use of
heavy boots, jacket, gloves,
etc., is effective in
preventing or reducing
abrasions and lacerations,
which are frequent but
rarely severe injuries.
4.
Groin injuries were
sustained by the
motorcyclist in at least 13%
of the accidents, which
typified by multiple vehicle
collision in frontal impact
at higher than average
speed.
5.
Injury severity increases
with speed, alcohol
involvement and motorcycle
size.
6.
73% of the accident-involved
motorcycle riders used no
eye protection, and it is
likely that the wind on the
unprotected eyes contributed
in impairment of vision that
delayed hazard detection.
7.
Voluntary safety helmet use
by those accident-involved
motorcycle riders was lowest
for untrained, uneducated,
young motorcycle riders on
hot days and short trips.
8.
The most deadly injuries to
the accident victims were
injuries to the chest and
head.
9.
The use of the safety helmet
is the single critical
factor in the prevention of
reduction of head injury;
the safety helmet that
complies with FMVSS 218 is a
significantly effective
injury countermeasure.
10.
FMVSS 218 provides a high
level of protection in
traffic accidents, and needs
modification only to
increase coverage at the
back of the head and
demonstrate impact
protection of the front of
full facial coverage
helmets, and insure all
adult sizes for traffic use
are covered by the standard.
11.
Helmeted riders and
passengers showed
significantly lower head and
neck injury for all types of
injury, at all levels of
injury severity.
12.
The increased coverage of
the full facial coverage
helmet increases protection,
and significantly reduces
face injuries.
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