Trends in Fatal Motorcycle Crashes
by Warren Woodward, Chair, State Legislative Committee
Street Bikers United
Recent Trends in Fatal Motorcycle Crashes: An Update (http://www-nrd.nhtsa.dot.gov/pdf/nrd-30/NCSA/Rpts/2006/810606.pdf
) is 72 pages of charts and analysis from The National Highway Traffic
Safety Administration (NHTSA) based on the 10 years from 1995 to 2004.
It should have been called Fabricating Trends in Fatal Motorcycle
Crashes. Here's why:
Cherry Picking - NHTSA is cherry picking data. In the opening summary,
motorcycle fatalities are presented as a crisis: "Since 1997
motorcycle rider fatalities have increased 89%." Wow, sounds bad,
but over the years I have received many solicitations from investment
newsletters. As a result I've learned how easy it is to pick certain
time frames to make profits look good. It's called cherry picking and
it's what NHTSA is doing here. Go back 15 years, since 1990, and
fatalities have only increased 24%. If you go back 25 years, from 1980
to 2004, the fatalities actually decrease 22%. From the graph below of
yearly rider fatalities you can see what I mean:
So instead of starting out the report with a horrifying 89% increase in
fatalities, NHTSA could have begun by saying that since 1980 motorcycle
fatalities have dropped 22%. But then there's no crisis, and we wouldn't
need to be saved, or at least not by them.
Helmets - A chart on page 36 of the report shows that the helmet use
rate in fatal crashes was basically unchanged over the 10 years, 1995 to
2004. If helmets "save lives", shouldn't more of the dead be helmet less,
especially as fatalities rose 89%? Yet helmeted riders consistently
comprise the dead majority at around 54% of fatalities every year. Of
course that doesn't stop NHTSA from calling for mandatory helmet laws.
Ultimately, the helmet numbers are useless because they do not reflect
anything except how many were wearing and how many were not at time of
death. NHTSA might as well have a chart showing how many riders were or
were not wearing wristwatches. How can anyone tell if a helmet would
have helped or not? Just because someone died without a helmet does not
mean they would have lived with a helmet. And how many of the helmeted
dead had snapped necks or basal skull fracture? NHTSA doesn't say.
A similar trick was played here in
just recently by the state Department of Transportation. They emphasized
that two thirds of the riders who died in
last year were not wearing helmets. Of course the implication is that
had they been wearing helmets they would not be dead. But we don't know
that. The fact is that helmets have not changed the death to accident
ratio in any state where they have been mandated ( see Helmet Law Facts
I think fatalities went up over the 10 years for the same reason they
went down over the 25 years. And if you find that reason be sure and
tell me. My point is there is no one reason. All I know is the more
experience and training a rider has the better, but even that won't save
you when you're time is up.
VMT - Much of the report is simply invalid since it is based on NHTSA's
fictitious Vehicle Miles Traveled. In NHTSA's National Agenda for
Motorcycle Safety they actually admit: "Unfortunately, vehicle
miles of travel (VMT) data for motorcycles are not reported directly and
must be estimated." Fabricated would be a more accurate word than
estimated ( see addendum 2, Helmet Law Facts, at http://www.sbumaui.org/
). When it comes to VMT, NHTSA is winging it.
Speed & Alcohol - According to NHTSA, over the 10 years, speed
related deaths decreased 6% and alcohol related deaths decreased 8%.
That's great, but I always question the accuracy of those numbers. For
example, we had a rider here on
cross the double yellow line while going up Haleakala. Cars coming down
the other way are usually doing at least 60. The Maui News said the
accident may have been speed related. Sorry, from where I sit it was
intelligence related (and he was wearing a helmet).
Engine Displacement - One of the more troubling aspects of the report is
NHTSA's fixation on engine displacement. There are 23 different charts,
almost 1/3 of the report's total charts, concerning engine displacement
and fatalities--engine displacement and speed, engine displacement and
type of crash, engine displacement and type of road, there's even one
that compares engine displacement with the days people died!
We all know that motorcycle engine displacement has increased over the
years and that a 750, for example, is no longer a "big bike".
Somehow though, a popular myth is being created, and NHTSA is fueling
it, that increased displacement = increased fatality, especially amongst
inexperienced riders. Having got into plenty of accidents when I was
uneducated and inexperienced on my first bike which displaced 175cc, I
have never bought into this myth.
There is so much more to a motorcycle than displacement. Power to weight
ratio has a lot more to do with speed. There are plenty of 600cc rockets
that can smoke a bagger with more than twice that displacement. Weight,
seat height, rider position, center of gravity, tires, braking
capability, and rider experience all play a role in how well a machine
can be handled. Yet NHTSA has not figured out how to quantify those so
they are not part of the mix. And NHTSA will never be able to quantify
Looking long term, I see NHTSA's displacement fixation leading to a push
for graduated licensing whereby riders would be prohibited from owning
larger displacement bikes until they passed certain exams over a certain
number of years. Outrageous? It's already happening in
. NHTSA is laying the groundwork now--creating the problem by cherry
picking the displacement data--and the solution will be a graduated
license system. I'd bet on it.
Blame the Rider - The undercurrent running throughout NHTSA's report is
blame the rider. We are either too young, too old, too fast, too drunk,
or the motor's too big. Certainly riders do die because of one or a
combination of those. However, there are 75 charts in this 72 page
report and not one showing rider fatalities caused by the Right Of Way
violations of other road users.
NHTSA is as blind as a Right Of Way violator. What's worse is that, as
taxpayers, we pay their undeserved salaries
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