Reprinted here for your information and use are the findings.

The final report is several hundred pages. If you choose to have this document in your resource library, the order information is: 

Throughout the accident and exposure data there are special observations which relate to accident and injury causation and characteristics of the motorcycle accidents studied. These findings are summarized as follows:

1. Approximately three-fourths of these motorcycle accidents involved collision with another vehicle, which was most usually a passenger automobile.
2. Approximately one-fourth of these motorcycle accidents were single vehicle accidents involving the motorcycle colliding with the roadway or some fixed object in the environment.
3. Vehicle failure accounted for less than 3% of these motorcycle accidents, and most of those were single vehicle accidents where control was lost due to a puncture flat.
4. In the single vehicle accidents, motorcycle rider error was present as the accident precipitating factor in about two-thirds of the cases, with the typical error being a slideout and fall due to overbraking or running wide on a curve due to excess speed or under-cornering.
5. Roadway defects (pavement ridges, potholes, etc.) were the accident cause in 2% of the accidents; animal involvement was 1% of the accidents.
6. In the multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of those accidents.
7. The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. The driver of the other vehicle involved in collision with the motorcycle did not see the motorcycle before the collision, or did not see the motorcycle until too late to avoid the collision.
8. Deliberate hostile action by a motorist against a motorcycle rider is a rare accident cause.
9. The most frequent accident configuration is the motorcycle proceeding straight then the automobile makes a left turn in front of the oncoming motorcycle.
10. Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.
11. Weather is not a factor in 98% of motorcycle accidents.
12. Most motorcycle accidents involve a short trip associated with shopping, errands, friends, entertainment or recreation, and the accident is likely to happen in a very short time close to the trip origin.
13. The view of the motorcycle or the other vehicle involved in the accident is limited by glare or obstructed by other vehicles in almost half of the multiple vehicle accidents.
14. Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps (on in daylight) and the wearing of high visibility yellow, orange or bright red jackets.
15. Fuel system leaks and spills were present in 62% of the motorcycle accidents in the post-crash phase. This represents an undue hazard for fire.
16. The median pre-crash speed was 29.8 mph, and the median crash speed was 21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.
17. The typical motorcycle pre-crash lines-of-sight to the traffic hazard portray no contribution of the limits of peripheral vision; more than three-fourths of all accident hazards are within 45deg of either side of straight ahead.
18. Conspicuity of the motorcycle is most critical for the frontal surfaces of the motorcycle and rider.
19. Vehicle defects related to accident causation are rare and likely to be due to deficient or defective maintenance.
20. Motorcycle riders between the ages of 16 and 24 are significantly overrepresented in accidents; motorcycle riders between the ages of 30 and 50 are significantly underrepresented.
21. Although the majority of the accident-involved motorcycle riders are male (96%), the female motorcycles riders are significantly overrepresented in the accident data.
22. Craftsmen, laborers, and students comprise most of the accident-involved motorcycle riders. Professionals, sales workers, and craftsmen are underrepresented and laborers, students and unemployed are overrepresented in the accidents.
23. Motorcycle riders with previous recent traffic citations and accidents are overrepresented in the accident data.
24. The motorcycle riders involved in accidents are essentially without training; 92% were self-taught or learned from family or friends. Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents.
25. More than half of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years. Motorcycle riders with dirt bike experience are significantly underrepresented in the accident data.
26. Lack of attention to the driving task is a common factor for the motorcyclist in an accident.
27. Almost half of the fatal accidents show alcohol involvement.
28. Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would overbrake and skid the rear wheel, and underbrake the front wheel greatly reducing collision avoidance deceleration. The ability to countersteer and swerve was essentially absent.
29. The typical motorcycle accident allows the motorcyclist just less than 2 seconds to complete all collision avoidance action.
30. Passenger-carrying motorcycles are not overrepresented in the accident area.
31. The driver of the other vehicles involved in collision with the motorcycle are not distinguished from other accident populations except that the ages of 20 to 29, and beyond 65 are overrepresented. Also, these drivers are generally unfamiliar with motorcycles.
32. The large displacement motorcycles are underrepresented in accidents but they are associated with higher injury severity when involved in accidents.
33. Any effect of motorcycle color on accident involvement is not determinable from these data, but is expected to be insignificant because the frontal surfaces are most often presented to the other vehicle involved in the collision.
34. Motorcycles equipped with fairings and windshields are underrepresented in accidents, most likely because of the contribution to conspicuity and the association with more experienced and trained riders.
35. Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.
36. Motorcycle modifications such as those associated with the semi-chopper or cafe racer are definitely overrepresented in accidents.
37. The likelihood of injury is extremely high in these motorcycle accidents-98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury.
38. Half of the injuries to the somatic regions were to the ankle-foot, lower leg, knee, and thigh-upper leg.
39. Crash bars are not an effective injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.
40. The use of heavy boots, jacket, gloves, etc., is effective in preventing or reducing abrasions and lacerations, which are frequent but rarely severe injuries.
41. Groin injuries were sustained by the motorcyclist in at least 13% of the accidents, which typified by multiple vehicle collision in frontal impact at higher than average speed.
42. Injury severity increases with speed, alcohol involvement and motorcycle size.
43. Seventy-three percent of the accident-involved motorcycle riders used no eye protection, and it is likely that the wind on the unprotected eyes contributed in impairment of vision which delayed hazard detection.
44. Approximately 50% of the motorcycle riders in traffic were using safety helmets but only 40% of the accident-involved motorcycle riders were wearing helmets at the time of the accident.
45. Voluntary safety helmet use by those accident-involved motorcycle riders was lowest for untrained, uneducated, young motorcycle riders on hot days and short trips.
46. The most deadly injuries to the accident victims were injuries to the chest and head.
47. The use of the safety helmet is the single critical factor in the prevention of reduction of head injury; the safety helmet which complies with FMVSS 218 is a significantly effective injury countermeasure.
48. Safety helmet use caused no attenuation of critical traffic sounds, no limitation of precrash visual field, and no fatigue or loss of attention; no element of accident causation was related to helmet use.
49. FMVSS 218 provides a high level of protection in traffic accidents, and needs modification only to increase coverage at the back of the head and demonstrate impact protection of the front of full facial coverage helmets, and insure all adult sizes for traffic use are covered by the standard.
50. Helmeted riders and passengers showed significantly lower head and neck injury for all types of injury, at all levels of injury severity.
51. The increased coverage of the full facial coverage helmet increases protection, and significantly reduces face injuries.
52. There is not liability for neck injury by wearing a safety helmet; helmeted riders had less neck injuries than unhelmeted riders. Only four minor injuries were attributable to helmet use, and in each case the helmet prevented possible critical or fatal head injury.
53. Sixty percent of the motorcyclists were not wearing safety helmets at the time of the accident. Of this group, 26% said they did not wear helmets because they were uncomfortable and inconvenient, and 53% simply had no expectation of accident involvement.
54. Valid motorcycle exposure data can be obtained only from collection at the traffic site. Motor vehicle or driver license data presents information which is completely unrelated to actual use.

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

Riding Texas Highways

Motorcycling is very popular in Texas. We have one of the largest motorcycle populations in the United States. Before you take to the road, you should know the Texas laws governing motorcycles, and the common sense safety rules. Experienced and knowledgeable motorcyclists would rather be riding then fighting a legal battle or recovering from a crash.

If you have never ridden a motorcycle, you should know that a motorcycle only looks easy to ride. Motorcycles are different from other vehicles - only two wheels places more demand on the operator for balance and coordination. The motorcycle's smaller size makes it harder for others to see it in traffic and more vulnerable to injury in a crash. Riding a motorcycle requires special skills and knowledge beyond those required for driving a car.

On today's highways, there are large number of motorcycle riders and even larger numbers of automobile drivers who do not understand how to safely mix in traffic. This lack of knowledge resulted in an increase in motorcycle-related crashes. The key to safety is understanding and learning how to share the roadway.

Knowing all you can about the motorcycle you ride, or intend to ride, is good preparation for safe and enjoyable riding. Learning to ride off the street in "The Course for Motorcycle Riders" is good insurance. When you take to the road, you will be able to concentrate on the traffic because control of the motorcycle becomes second nature with the proper instruction.

There are plenty of things on the highway that can cause you trouble. Your motorcycle should not be one of them. Three ways to be sure your motorcycle won't let you down are:

• Make sure you have the right equipment to begin with.
• Keep your motorcycle in safe riding condition.
• Avoid adding accessories or making modifications that make your motorcycle harder to handle. 

Texas Law requires the following equipment on Motorcycles and Motor Driven Cycles:
 
 

Texas Law requires the following equipment on Mopeds:
 
 

Helmets and Passengers - Helmets meeting the Federal Motor Vehicle Safety Standard #218 (FMVSS-218) are required for a motorcycle operators and passengers. Persons at least 21 years old are exempt from wearing a helmet is they have completed a Department-approved motorcycle operator training course or they are covered with at least $10,000 in medical insurance. Persons operating or riding upon a motorcycle with a helmet exemption sticker displayed are presumed to meet the helmet exemption requirements.

Helmets should also:

• Fit snugly
• Be securely fastened when riding
• Be free of defects such as cracks, loose padding, frayed straps, or exposed metal.

Licensing and Operation

Adult Motorcycle Operator Licensing

The operator of a motorcycle on a public roadway must hold a valid motorcycle license (Class M Driver License). This requirement also applies to operators of scooters.

To receive a license to operate a motorcycle, applicants must pass a written test covering traffic laws pertaining to motorcycles, and a road test. The road test may be waived.

Road Test and Waiver Information

In order to take a road test, applicants must have their own motorcycle and provide a passenger vehicle and a licensed driver to drive the examiner during the road test. The vehicle owners must show proof of liability insurance for both vehicles and must pass an on-site safety inspection.

An applicant who has passed a Department of Public Safety approved basic motorcycle operator training course, and has an unrestricted (not an instructional permit) class A, B, or C license, can present a an MSB-8 completion certificate and receive a waiver of the road test. 

Requirements for Licensing Minors

Texas law requires that minors, ages 15 through 17 pass a basic motorcycle operator training course approved by the Department of Public Safety before applying for a motorcycle license. Before taking the course, minors must have successfully completed the classroom phase of a driver education course. A minor must present the MSB-8 before testing for a motorcycle license.

Minors over the age of 16 who already have an unrestricted Class A, B, or C driver license are eligible for a road test waiver. Minors under the age of 16 can only be licensed to ride a motorcycle with no more than 125cc piston displacement. This restriction is indicated by the restriction code "I" on the driver's license. After the person reaches the age of 16, the 125cc restriction may be removed.

Mopeds - The operator of a moped must hold a valid license as a moped operator (Class M driver license with a restriction code of "K"). A moped is defined as a motor driven cycle that cannot exceed 30 mph, does not have an engine larger than 50cc, and does not have manual gear shifting. Applicants for a moped operator's license must be at least 15 years old. The licensing requirements involve a written examination on traffic laws that apply to the operation of mopeds. No road test involving the operation of a moped is required.

Registration - Every owner of a motor vehicle, including motorcycles, motor scooters, and mopeds that will be ridden on public roadways, must register their vehicle through the County Tax Collector in their county of residence. A license plate must be attached to the rear of the vehicle, and must include a sticker showing current registration.

Inspection - All motor vehicles registered in Texas, including motorcycles, motor scooters, and mopeds, must be inspected each year at an official motor vehicle inspection station. When the motorcycle passes inspection, an approved certificate must be placed near the rear license plate. These certificates are good for one year from the month of inspection. 

Insurance - All motor vehicle operators must show proof of liability insurance when the vehicle is registered or inspected, or when getting an operator license.
 

Be Road Ready

Studies indicate that in crashes, motorcycle riders and passengers are more likely to be seriously injured or killed than automobile operators or passengers. Your chance of reaching your destination safely is directly related to the preparation you do before the ride. You need to mentally prepare by being alert, free of stress, sober, and ready for riding.

Head Protection - A helmet protects you against head injury, windblast, cold, sunburn, flying objects, and hearing loss. Head injuries account for the majority of motorcycle fatalities. Without a helmet, you are five times more likely to sustain a critical head injury in a crash.

Eye Protection - Eyeglasses with shatterproof lenses protect the eyes but most styles do not seal out the wind that makes your eyes water. Goggles provide eye protection and most models protect your eyes from the wind. A motorcycle windshield or fairing alone is not adequate for eye protection. Eye protection should:

• Be shatterproof
• Be securely fastened
• Be optically clear
• Resist impact and penetration
• Not block peripheral vision

• Low-heeled footwear that covers the ankle with no dangling laces or rings and provides a good grip on the road surface and footpegs.
• Gloves that protect the hands from cuts and bruises, blisters, cold, wind, and provide better grip for control.
• Brightly colored long-sleeved shirt or jacket and long pants that will resist abrasions and fit comfortably without binding.
• Rain suits are recommended in rainy weather.

• Be securely fastened to the helmet and be free of scratches.
• Resist impact and penetration.

Frequently Asked Questions

Q. What is "The Course for Motorcycle Riders?"

A. The Basic Motorcycle Operator Training Course teaches the mental and physical skills that new, or inexperienced, riders need for safe and enjoyable street riding. The Advanced Motorcycle Operator Training Course is for the more experienced rider and teaches more advanced street survival skills. Both courses are approved by the Department of Public Safety and offered by contracted sponsors participating in the Texas Motorcycle Operator Training Program.

Q. Who is required to take the course?

A. Minors, 15 through 17 years old, must complete the Basic Motorcycle Operator Training Course to be eligible to receive a motorcycle operator's license. Riders of all ages are encouraged to take it.

Q. When and where are the courses offered?

A. Course schedules vary both in days and times offered. Courses are available in more then 40 throughout the state. Call toll free in Texas 1/800-292-5787 or (512) 424-2021 (in Austin) to find the course nearest you.

Q. What do you get out of the course?

A. Course graduates receive a program patch, decal, and a course completion certificate (MSB-8) that indicates which course was attended. The MSB-8, annotated for the basic or advanced course, is recognized by many insurance companies for a discount on motorcycle liability insurance and is proof of course completion for ticket dismissal. The MSB-8, annotated for the basic course, may be accepted to waive the driver license road test.

Q. Who can become an instructor?

A. To find out the instructor training requirements, click above. To find out about the next available instructor training course, contact the Motorcycle Safety Unit. 
 

For more information contact: