The Motorcycle Association Of New York State (MANYS) previously ran the program from 1998 to December of 2008. The current program was started in 1997, when the New York State Legislature established the Motorcycle Safety Fund to finance a statewide motorcycle operator and instructor training program. Over the last 5 years nearly 70,000 motorcyclists have received training.

Visit the NYS DMV Website or the  Motorcycle Safety Foundation (MSF) Website

Related Link: NYS Audit Report 2007-R-3

AUSTIN –  With gas prices topping $4.00 per gallon, more and more Texans are trading their gas-guzzling SUVs and pickup trucks for more fuel-efficient motorcycles to save at the pump. More motorcycles on the road means more motorcyclists may crash and ultimately die on Texas roadways. That’s why the Texas Department of Transportation (TxDOT) is launching a motorcycle safety campaign encouraging drivers to take extra caution watching for motorcyclists on roadways.

Because they have less physical protection than passenger vehicle occupants, riders are particularly vulnerable in a crash. Federal officials report that per vehicle mile traveled, motorcyclists are about 35 times more likely to die in a crash than passenger vehicle occupants.

“Registered motorcycles are at an all-time high in Texas,” said Carlos Lopez, TxDOT’s traffic operations director. “We’re reminding drivers to be on the lookout for the nearly 400,000 motorcyclists on Texas roadways, especially at intersections where many crashes happen.”

Starting July 14, television and radio commercials and billboards along interstate highways will urge drivers to look twice for motorcyclists. The public education initiative will run for two weeks, coinciding with National Ride to Work Day on July 16.

Co-sponsoring the effort is the Texas Motorcycle Roadriders Association, which educates riders and promotes motorcycle safety in Texas.

TxDOT and the Texas Motorcycle Roadriders Association have these safety tips for sharing the road with motorcyclists:

* Look twice for motorcyclists—at intersections, entering highways and whenever turning or changing lanes. The small size of motorcycles often makes them hard to see, and motorcyclists can get lost in blind spots.
* Always maintain a safe following distance. Motorcycles can stop more quickly than passenger vehicles.
* When passing a motorcyclist, move to the other lane and allow a full lane for the motorcycle. After doing so, avoid re-entering the lane too quickly.

In 2006, 346 motorcyclists were killed on Texas roads, which is nearly ten percent of all fatalities.

Source: Texas Department of Transportation

For more information contact: Mark Cross
Telephone: (512) 463-8588

The Florida Rider Training Program (FRTP) uses curriculum developed by the Motorcycle Safety Foundation. The FRTP Course provides an “introduction to the fundamentals of safe, responsible motorcycling. This includes the knowledge and skills necessary to ride safely on the streets and highways”.

The motorcycle rider courses are designed to teach and improve skills and activities such as:

- effective turning
- braking maneuvers
- protective apparel selection
- obstacle avoidance
- traffic strategies
- responsible attitudes

Upon successful completion of the course, riders may be entitled to insurance premium discounts through participating insurance companies.

Related Links:

Florida Rider Training Program Homepage

List of Course Sponsors

Article Source:

Florida Department of Highway Safety and Motor Vehicles

Even after accounting for increases in motorcycle registrations that occurred during this period, study authors noted a 32 percent increase in head injury deaths and a 42 percent increase in head injury-related hospitalizations, raising concerns about motorcyclists’ safety and the impact of this trend on health care costs.

Pennsylvania repealed its universal motorcycle helmet law in 2003. Under the current law, only motorcyclists under 21 and riders with less than two years experience who have not taken a safety course are required to wear helmets.

Study authors analyzed data from Pennsylvania’s departments of Health and Transportation during the years 2001-2002 and 2004-2005. They found helmet use by motorcyclists involved in reported crashes decreased from 82 percent to 58 percent in the two years after repeal. The authors also looked at data from head injury and non-head injury deaths to determine specifically how many deaths were caused by not wearing helmets. They found the registration-adjusted head injury death rate increased by 32 percent, whereas the non-head injury death rate did not change.

“Our study shows that since the repeal of Pennsylvania’s motorcycle helmet law, helmet use has gone down, while head injuries from motorcycle crashes have gone up, even after increased motorcycle registration,” said Kristen Mertz, M.D., M.P.H., study lead author and assistant professor, Department of Epidemiology, University of Pittsburgh Graduate School of Public Health. “We looked at both head injuries and non-head injuries to get a clearer picture of the impact of the helmet law repeal. The relatively large increase in head injury deaths and hospitalizations after the repeal suggests that the law was protecting riders.”

The study authors looked at hospitalizations per 10,000 registrations from motorcycle crashes by examining discharge data compiled from all acute care hospitals in the state. They found an increase of 42 percent in the head injury hospitalization rate and a 2 percent increase in the non-head injury hospitalization rate. The number of head-injured, hospitalized motorcyclists requiring further care at facilities specializing in rehabilitation and long-term care increased 87 percent after the repeal, and increased 16 percent for non-head injured motorcyclists.

Total acute care hospital charges stemming from motorcycle-related head injuries increased 132 percent in the two years following repeal compared to 69 percent for non-head injuries.

“Our findings strengthen the argument for more comprehensive helmet laws that help protect riders and lower the cost of health care,” said Hank Weiss, Ph.D., M.P.H., study co-author and associate professor, Department of Neurological Surgery, Center for Injury Research and Control, University of Pittsburgh. “Serious head injuries, causing anything from short-term memory loss, inability to concentrate to coma and death, can severely impact quality of life and affect not just those injured, but their families as well. Until a universal helmet law is reinstated, Pennsylvania needs effective voluntary strategies to increase helmet use.”

Motorcycle helmet laws have weakened nationwide since 1975, when the federal government stopped withholding highway money from states without such regulations. Only 20 states now have laws that require all riders to wear helmets.

The study was supported in part by the Centers for Disease Control and Prevention, National Center for Injury Prevention and Control.

Article Source: eurekalert.org

Related Link: American Journal Of Public Health

By: Pete Crusoe

For decades, industry experts have been telling us what we already know: motorists don’t see motorcycles and even when they do, they often can’t judge motorcycle speed and distance correctly. All too often, the result is fatal.

More bikes are on the road and drivers are getting older…

Every year the number of motorcycles on the road increases. At the same time, the driving population in general is getting older. According to the Motorcycle Industry Council, U.S. motorcycle sales have increased steadily for the past 14 years. In 1992, sales were about 250,000 units. In 2006, motorcycle sales were over one million. At the same time, the average age of motorcycle drivers has increased from 24 years old in 1980 to an average of 41 years old today. Currently there are almost 19 million drivers licensed in the U.S. that are 70 or older. By, 2020 it is estimated there will be more than 30 million drivers over the age of 70.

The Motorcycle Safety Foundation reports that the primary traffic violation committed by drivers aged 50 and over is “failure to observe the right of way”. For older drivers, it is well known that as we age our depth perception is reduced, peripheral vision deteriorates, and reaction time becomes slower. Also, let’s not forget the new drivers; Studies have shown that young drivers take a long time to develop and hone their “information gathering” and response skills.

So, what does any of this have to do with headlight modulators?

Well, for starters when a motorcycle is the victim in an accident with a motor vehicle – the number one reason given by the driver is that they didn’t see the motorcycle and as stated above, the leading cause of these accidents is failure to yield the right of way.

Motorcyclists have become invisible again:

One of the problems facing motorcyclists today is they no longer have the advantage of standing out in the crowd through the use of “always on” headlights. Now that most motor vehicles currently on the road are equipped with Daytime Running Lamps (DRL’s), motorcyclists have been thrust back to invisibility.

Some motorists may be slightly annoyed – but, they’ll know you’re there!

From the motorist’s point of view, a headlight modulator on high beam pulsating in the rearview mirror may be annoying. However, in these situations the modulator can be run on low beam or shut off when stuck in traffic. In any case, the goal here is safety and headlight modulators will get you noticed.

In addition, the argument that “there are no definitive studies that prove headlight modulators reduce accidents” is certainly countered by the fact that both the U.S. and Canada have legalized their use. Obviously, these governments must have been convinced of their value.

Summary:

So, as our roads become more congested and motorist still can’t see us, and we can’t react as quickly as we once could, but we want to keep doing we what enjoy – then, there’s only one option: Change the variables!

It is our responsibility to do what we can to insure our safety on the road. Wearing high visibility clothing, proper riding gear, attending driver training courses, and compensating for our changing abilities are all requirements for safe riding. Modern headlight modulators offer motorcyclists the opportunity to once again be seen and should be seriously considered as a valuable component in the mix.

Sources, Technical Information and Facts:

Headlight Modultors are legal for use in all 50 states.

- The use of Headlight modulators is governed by Title 49 of the Code of Federal Regulations (49CFR), specifically, 49CFR Section 571.108, paragraph S7.9.4, entitled “Motorcycle Headlamp Modulation System”. Click Here to read the full text.

- Also Title 49, US Code, Chapter 301 (Motor Vehicle Safety) explains that states may not prescribe a safety regulation that differs from a motor vehicle safety standard prescribed under this section…except they may impose a higher standard of performance. Click here to read the full text.

Headlight modulators work by varying the power at a specific rate of speed. (50-70% max power and not less than 17% of max for each cycle and rate is 240cpm +-40). Accordingly, since the light never shuts off, it does not flash but pulsates.

It is a common belief that headlight modulators will burn out the bulbs more frequently. Actually, since the average power applied to the bulb filament is lower, it would stand to reason that the modulator would effectively extend the lifetime of the bulb. Moreover, even if it were true – bulbs are not that expensive.

It is also a common belief that headlight modulators will keep animals from running into the path of your motorcycle. Sorry, but you’re still going to have to rely on your good judgment and skills in this area. While some studies show that some animals are effected by daytime running lamps, there is no evidence to suggest that headlight modulators are more are less effective than any other light or device at deterring animals from crossing your path.

Headlight modulator resources:

Comagination
Kisantech
Diamond Star
Amperite

Article Sources:

Motorcycles.org
California Dept of Motor Vehicles
National Highway Traffic Safety Administration
SmartRider Motorcycle Safety Program Inc.

Article updated 4/08

Secretary Peters – an avid motorcyclist – also released a television public service announcement where she credits her riding gear for saving her life during a 2005 motorcycle crash.

“Take it from a motorcycle enthusiast who also happens to be the U.S. Secretary of Transportation,” Secretary Peters says in the PSA. “Check your bike before each ride, wear all your safety equipment and ride with others so you’re more visible. If I hadn’t taken those safety precautions, I wouldn’t be standing here today.”

Peters said the motorcycle safety initiative will create new national safety and training standards for novice riders, curb counterfeit helmet labeling so that consumers can be certain they are buying DOT-certified helmets, place new focus on motorcycle-specific road improvements, and provide training to law enforcement officers on how to spot unsafe motorcyclists. In addition, Peters said, the plan includes a broad public awareness campaign – including the PSA – on safe riding techniques.

Secretary Peters said she is one of the many “baby-boomers” who have recently returned to riding after years of shelving their bikes in lieu of family and careers. In August 2005, she suffered a broken collar bone after a crash on a two-lane highway just north of Tucson, Arizona.

Source:
National Highway Traffic Safety Administration (NHTSA)

Currently, only 20 states, the District of Columbia, and 4 territories have universal helmet laws requiring all riders to wear a helmet. Twenty-seven states and 1 territory have partial laws that require minors and/or passengers to wear such helmets. Three states have no helmet laws.

“The facts are very clear- head injuries are a leading cause of deaths in motorcycle crashes,” said NTSB Chairman Mark V. Rosenker. “The most important step riders can take in terms of protecting themselves and staying alive is to wear a DOT- compliant helmet every time they ride.”

“Universal helmet laws have proven effective in the mitigation of injuries and the prevention of fatalities. Implementing these recommendations will take strong leadership in the States,” Rosenker said. “I hope that the Governors and legislative leaders in the States will act promptly and decisively to implement the universal helmet laws recommended today by the Board.”

Since 1997, motorcycle fatalities have increased 127 percent. Last year, 4,810 motorcyclists died in crashes, and accounted for more than 10 percent of all motor vehicle crash fatalities.

Last September, the Safety Board held a public forum and gathered information on ongoing motorcycle research and initiatives, as well as countermeasures that may reduce the likelihood of motorcycle accidents and fatalities. The meeting included participants representing government, motorcycle manufacturers, motorcyclist associations, state motorcycle rights organizations, researchers, trauma physicians, law enforcement, and insurance companies.

As a result of today’s meeting, the National Transportation Safety Board issued the following recommendations:

To the National Highway Traffic Safety Administration:

Re-prioritize the National Agenda for Motorcycle Safety recommendations based on objective criteria, including known safety outcomes.

Following completion of the re-prioritization of the National Agenda for Motorcycle Safety, implement an action plan for states and others, such as federal agencies, manufacturers, insurance organizations, and advocacy groups, to carry out those recommendations that are determined to be of high priority.

To the Federal Highway Administration:

Following the 2007 Motorcycle Travel Symposium, develop guidelines for the states to use to gather accurate motorcycle registrations and motorcycle vehicle miles traveled data. The guidelines should include information on the various methods to collect registrations and vehicle miles traveled data and how these methods can be put into practice.

To the three states with no motorcycle helmet laws: ( Iowa, Illinois and New Hampshire).

Require that all persons shall wear a Department of Transportation Federal Motor Vehicle Safety Standard 218-compliant motorcycle helmet while riding (operating), or as a passenger on any motorcycle.

To the 27 states and 1 territory with partial motorcycle helmet laws:

Amend current laws to require that all persons shall wear a Department of Transportation Federal Motor Vehicle Safety Standard 218-compliant motorcycle helmet while riding (operating), or as a passenger on any motorcycle.

To the 8 states, the District of Columbia, and the 4 territories with universal motorcycle helmet laws/regulations not specifically requiring FMVSS 218- compliant helmets:

Amend current laws to specify that all persons shall wear a Department of Transportation Federal Motor Vehicle Safety Standard 218-compliant motorcycle helmet while riding (operating), or as a passenger on any motorcycle.

To all states:

Provide information to the National Highway Traffic Safety Administration (NHTSA) on the effectiveness of your motorcycle safety efforts to assist NHTSA with its effort to re-prioritize the National Agenda for Motorcycle Safety recommendations.

Source: National Transportation Safety Board

Related Links:

Helmet Law Defense League
Motorcycle Safety Foundation
Motorcycle Riders Foundation
ABATE of New York

Supersports are built on racing platforms but modified for the highway and sold to consumers. They’re especially popular with riders younger than 30. With their light weight and powerful engines, supersports are all about speed. They typically have more horsepower per pound than other bikes. A 2006 model Kawasaki Ninja ZX-6R, for example, produces 111 horsepower and weighs 404 pounds. In contrast, the 2006 model Harley-Davidson Ultra Classic Electra Glide, a touring motorcycle, produces 65 horsepower and weighs 788 pounds.

“Supersport motorcycles are indeed nimble and quick, but they also can be deadly,” says Anne McCartt, Institute senior vice president for research. “These bikes made up less than 10 percent of registered motorcycles in 2005 but accounted for over 25 percent of rider deaths. Their insurance losses were elevated, too.”

Motorcyclist fatalities have more than doubled in 10 years and reached 4,810 in 2006, accounting for 11 percent of total highway fatalities, preliminary counts from the National Highway Traffic Safety Administration indicate.

In an Institute analysis of deaths per 10,000 registered motorcycles, supersport drivers had a death rate of 22.6 in 2000 and 22.5 in 2005. Sport and unclad sport bikes, which are similar to supersports, had the next highest death rates at 10.8 for 2000 and 10.7 for 2005. Death rates for other types of motorcycles were much lower. Cruisers and standard motorcycles had a combined death rate of 5.6 in 2000 and 5.7 in 2005. The death rate for touring motorcycles was 5.3 in 2000, rising to 6.5 in 2005. Overall motorcycle driver deaths rose 59 percent between 2000 and 2005, and the overall death rate climbed to 7.5 driver deaths per 10,000 registered motorcycles from 7.1.

Meanwhile, helmet use fell. Only 51 percent of riders wear helmets certified by the US Department of Transportation. This compares with 71 percent in 2000, according to the federal government’s National Occupant Protection Use Survey.

Registrations jump: Motorcycle ridership is on the increase, with total registrations climbing 51 percent between 2000 and 2005 and contributing to the rise in motorcyclist deaths. Interest in high-performance bikes is growing, as well. Supersports are zooming in popularity, with registrations up 83 percent in 2005 compared with 2000, though cruisers and standard motorcycles made up the bulk of registrations. Combined registrations of cruisers and standards climbed 59 percent from 2000 to 2005. In 2005 supersports accounted for 9 percent of registrations, cruisers made up 47 percent, and standards 4 percent.

In fatal crashes, the average engine size in all classes of motorcycles has risen sharply. Among motorcycle drivers killed in 2005, 33 percent drove motorcycles with engine sizes larger than 1,200 cubic centimeters (cc), compared with 26 percent in 2000 and 17 percent in 1997.

Crash characteristics: Speeding and driver error were bigger factors in fatal crashes of supersport and sport and unclad sport bikes compared with other classes of motorcycles. Speed was cited in 57 percent of supersport riders’ fatal crashes in 2005 and 46 percent of the fatal crashes of sport and unclad sport riders. Speed was a factor in 27 percent of fatal crashes among riders on cruisers and standards and 22 percent on touring motorcycles.

Alcohol also is a problem in fatal crashes of motorcyclists, although less so than among passenger vehicle drivers. In 2005 it was a factor in the fatal crashes of 19 percent of supersport riders and 23 percent of sport and unclad sport riders. Alcohol impairment was an even bigger factor in the fatal crashes of cruisers and standard bikes and touring motorcycles, particularly among riders 30-49 years old. Thirty-three percent of cruiser and standard riders and 26 percent of touring motorcycle riders had blood alcohol concentrations above the legal threshold for impairment. By comparison, 33 percent of fatally injured passenger vehicle drivers had blood alcohol concentrations at or above 0.08 percent in 2005.

“Supersport motorcycles have such elevated crash death rates and insurance losses because many people ride them as if they were on a racetrack,” McCartt says. “Data show that speed is a big factor in their crashes. A combination of factors, including the motorcycle itself, may push up death rates. Motorcyclists presumably buy supersports and sport bikes because they want to go fast, and manufacturers are happy to oblige. Short of banning supersport and sport motorcycles from public roadways, capping the speed of these street-legal racing machines at the factory might be one way to reduce their risk.”

Insurance collision and theft losses: Not only does motorcycle class influence driver death rates but it also has a major bearing on insurance losses. Supersport motorcycles had the highest overall collision coverage losses among 2002-06 model bikes, almost 4 times higher than losses for touring motorcycles and more than 6 times higher than cruisers, a HLDI analysis reveals. Nine of the 10 motorcycles with the highest losses were supersports. The Kawasaki Ninja ZX-10R, a 1,000 cc supersport, topped the worst list, with collision losses more than 9 times the average. Five of the 10 motorcycles with the highest overall losses had engine displacements of 1,000 cc or larger.

Claim frequency is driving the high overall losses among supersport motorcycles, meaning that supersports are involved in more collisions in relation to their numbers on the road than other motorcycles. Supersports had a claim frequency of 9 claims per 100 insured vehicle years, compared with a frequency of 2.3 for all 2002-06 models.

Supersport motorcycles are popular targets for thieves, too. Their average theft loss payments per insured vehicle year (a vehicle year is 1 vehicle insured for 1 year, 2 insured for 6 months, etc.) were more than 7 times higher than the average for all 2002-06 motorcycles.

“These bikes own the field when it comes to elevated death rates and collision losses. They also hold the distinction of being the most frequently stolen motorcycle,” says Kim Hazelbaker, HLDI senior vice president. “We found a strong correlation between motorcycle class and insurance losses, with supersports showing up time and again as having far higher losses than other types of motorcycles.”

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Source: Insurance Institute for Highway Safety, Highway Loss Data Institute