1 MOTORCYCLE ACCIDENTS AND MOTORCYCLE INJURIES- A REVIEW Robert E. Scott JULY 1983 FINAL REPORT UMTRI The University of Michigan Transportation Research Institute
2 On September 16, 1982, the Regents of The University of Michigan changed the name of the Highway Safety Research Institute to the University of Michigan Transportation Research Institute (UMTRI).
3 MOTORCYCLE ACCIDENTS AND MOTORCYCLE INJURIES--A REVIEW Robert E. Scott Submi tted to: Office of Highway Safety Planning Lansing, M,ichigan The University of Michigan Transportation Research Institute Ann Arbor, Michigan UMTR
5 4. Title d JrLtitlo Motorcycle Accidents and Motorcycle Injuries--A Review 7. hdu'3 Robert E. Scott I 5. R w 0.1. July p.rirrinq ofprit.(ial c h I 9. Puhdmq 0-1- M- 4 M&eaa WUL Unit Me. The university of Michigan Transportation Research Institute Ann Arbor, Michigan Spmurir*Maad-* Off ice of Highway Safety Planning South Capital Avenue, Lower Level Lansing, Michigan. I. Prlwriaq 0qmir.ci.r R e H.. UMTR % T ~ e i ~ ~ d ~. r i d b ~ d Final 6/10/83-8/17/ JI.~H~W A~~ c.l. > 11. Usnm This report provides information on the relationship between motorcycle helmet laws and usage, describes more than a decade of motorcycle accident experience in Michigan, and examines the relation between helmet usage and the cost of injury and the incidence and severity of injuries to the head, face, and neck. Several states have repealed or weakened their helmet laws in the past eight years and studies of the consequences have been conducted in a number. The results of such studies in Colorado, Kansas, South Dakota, and Louisiana are reviewed. In each state, helmet usage dropped, typically to near 50 percent. Fatality rates increased as did the incidence of serious to fatal head injury. A description of the fatal accident experience of Michigan over the last twelve years is provided, along with a study of all motorcycle accidents which have occurred from 1978 through The National Accident Sarnpl i ng System (NASS) provides national 1 y representative information on traffic accidents that includes detailed injury descriptors and the costs of trauma as measured by length of hospital stay and days work lost. The consequences of motorcycle accidents as they are related to helmet use is evaluated using :he data of 1980 and NASS 17. K.r W d m 18. Dism~L.*m St- I iii
7 List of Tables TABLE OF CONTENTS INTRODUCTION 2.0 SUMMARYOF FINDINGS Experience of Other States 2.2 Michigan Motorcycle Accident Experience 2.3 National Accident Sampling System Data 3.0 EXPERIENCE OF STATES THAT HAVE REPEALED OR WEAKENED HELMET LAWS History Colorado SouthDakota Kansas Louisiana NHTSA Texas MICHIGAN MOTORCYCLE EXPERIENCE Michigan Data Fatal Involvement Data A l l Michigan Motorcycle Involvements MOTORCYCLE DATA IN THE NATIONAL ACCIDENT SAMPLING SYSTEM. 5.1 National Accident Sampling System Fatality Alcohol Involvement Length of Hospital Stay and Work Lost Head. Neck. and Face Injuries...
9 List of Tables Distribution of Motorcycle Fatalities by Time of Day... Single-Vehicle Impacts of Motorcycles Motorcycle lnvolvements and Fatality Rates in Michigan, , Motorcycle lnvolvements by Day of Week, Proportion of lnvolvements in the Five Highest Counties, lnvolvements by Urbanization of Locality and Year, ,., Fatality Rate by Urbanization, Accident Location, Age of Motorcycle Drivers Involved in Accidents Accident and Fatal Involvement Rate by Age, Fatal i ty and Treatment, NASS Motorcycle Riders.. Summary of Days in Hospital and Work Lost....,.... Severe to Non-survivable I njur i es, A I S= Body Region of Most Severe Injury to Occupant, NASS
11 List of Figures 1. Motorcycle Fatalities Per 10,000 Motorcycles, Motorcycle Rider Fatalities in Michigan Motorcycle Registrations in Michigan Motorcycle Rider Fatalities in Michigan by Week of Year Proportion of Fatalities in High Incidence Season Michigan Motorcycle Fatalities by Hour of Day Age Distribution of Drivers by Year, Fatal Involvements.. 8. Motorcycle Accidents in Michigan in Michigan Motorcycle lnvolvements by Hour of Day, Hospital Stay in Days, Cumulative Distribution, NASS Data Cumulative Distribution of Work Days Lost, NASS Data...
13 1.0 INTRODUCTION Beginning in the mid-60s many states began adopting laws mandating the use of approved helmets by a1 1 motorcycle riders. By 1975, a1 1 but three states had enacted such laws. In 1979, Congress prohibited NHTSA from using sanctions against states which did not require helmets to be used by riders aged 18 or over. Statle legislatures then faced pressures to repeal helmet legislation from several organizations and for a variety of reasons. Michigan has resisted such pressures, and thus is one of the states that still require helmets to be used by all riders. Nearly every year, however, the pressures from groups who desire repeal of the law are renewed. This report has been prepared with the hope that it might provide decision-makers with current information on the societal implications of helmet usage. The ex8periences of several states which have repealed or modified their laws are reviewed. Particular emphasis, however, is devoted to characterizing and describing the motorcycle experience in Michigan in recent years. Information is also presented on comparisons of the patterns of injury sustained by helmeted and non'-helmeted riders. This information has been derived from the computer files of the National Accident Sampling System (NASS), the most recent nationally representative accident data with appropriate injury detail. The author intends that this report will summarize the more recent information on motorcycle accidents in a convenient form for considering the call for changes in the motorcycle helmet usage legislation.
15 2.0 SUMMARY OF FINDINGS This section of the report contains a brief summary of the findings which are reported in more detail in sections 3, 4, and 5. Section 3 consists primarily of a review of literature regarding experience in other states--particularly with respect to changes in the motorcycle helmet usage laws. Section 4 is based on analyses of Michigan fatal and non-fatal accident data. Section 5 is based on data provided by the National Accident Sampling System, and permits conclusions regarding the types and severities of injuries sustained by helmeted and riders. non-helmeted The statements given in this section are concise, and the reader is encouraged to study the more detailed supporting information and definitions. 2.1 EXPERIENCE OF OTHER STATES Studies of the experience of other states which have repealed or weakened their helmet laws have all reported similar results. Helmet usage has dropped from high levels--usually over 90 percent--to typically near 50 percent, There is evidence that when older riders are exempt from mandatory usage, younger drivers (who are still required by law to use the helmets) show substantial reductions in usage. The motorcyclist fatality rates in such states have risen markedly after repeal. Nationally, the fatality rate per registered motorcycle fell dramatically--by one third--as usage laws were enacted in the late 60s. The rate increased again as stat:es began to repeal their laws. The incidence of serious or fatal head injuries increased with repeal, and the total cost per injured rider was much higher for those not wearing helmets.
16 2.2 MICHIGAN MOTORCYCLE ACCIDENT EXPERIENCE Both the total number of motorcycle registrations and the number of motorcyclist fatalities have been dropping slightly since It is not known if either trend will continue in the future. The fatality rate (expressed in terms of fatal ities per motorcycle involvement in a reported accident) is 10 times as great for motorcycle riders as for passenger car occupants for the aggregate of all types of accidents in which each is involved. Motorcycle involvements and fatalities are both more frequent in the afternoon, evening, and early morning hours. The fatality rate (as defined above) is highest in the later night and early morning hours. The number of reported motorcycle accident involvements in rural and urban areas (def i ned i n Mi chi gan as "townsh i ps" vs. i ncorporated areas) are about the same. Rural accidents, however, are about 1.6 times as likely to involve a fatal injury. The fatality rate on limited access roads is about twice as high as on non-limited access roads,.although only a small proportion (three percent) of the involvements occur on such roads. Fatality rates are generally higher on rural, high-speed roads. The most noticeable trend that has occurred over the last 12 years has been a gradual increase of the average age of drivers in fatal accidents. The proportions of drivers in the 1-17 year bracket and in the year bracket have both decreased from Only the proportion over 26 years has increased. A simi lar change has occurred in the age distribution for motorcycle drivers involved in all reported crashes over the period 1978 through FINDINGS FROM THE NATIONAL ACCIDENT SAMPLING SYSTEM DATA The fatality rate (fatalities per involved rider) is six times as great for non-helmeted riders as for those wearing helmets. Substantially more (47 percent) helmeted riders in accidents lose no time off work. Likewise, 10 percent more of the helmeted riders spend no time in a hospital, i.e., are not admitted.
17 Ser ious head i njury (def i ned as an AI S-3l or greater) i s reduced 40 percent among the helmeted riders relative to those who are not helmeted. Serious neck injury is redluced even more by helmets, but is of very low incidence regardless of hlelmet use--less than two percent of the serious injury. The incidence of the head as thle most severely injured body region is reduced 65 percent by the use of hlelmets. 'The Abbreviated lniury Scale (AIS) Revision, American Association of Automotive Medicine, the serious injury.
19 3.0 EXPERIENCE OF STATES THAT HAVE REPEALED OR WEAKENED HELMET LAWS 3.1 HISTORY A brief history of motorcycle helmet laws in the United States is appropriate background to the discussion of the experience of specific states. A number of states passed laws requiring the use of helmets by motorcycle riders before the Federal Highway Safety Program Standards became effective. New York and Georgia, for example, passed such laws in In June 1967, the National Highway Traffic Safety Administration (NHTSA) of the Department of Transportation issued Federal Highway Safety Program Stiendard Number 3, which required the adoption of \aws mandating the use of approved helmets by motorcycle riders.' Most other states then rapidly adopted such laws. The Michigan law became effective in By 1975, a1 l but three states hied such laws, Cal i fornia never adopted such legislation. Illinois adopted a law in 1967, but it was ruled unconstitutional by the State Supreme Court and repealed in Utah's law required helmets only on roads with a speed limit above 35 mph. The Secretary of Transportation began action against California, Utah, and Illinois in 1975 under the provisions of the Highway Safety Act of However, the Federal Highway Act of 1979 prohibited DOT from using sanctions against states which did not have laws requiring helmets by motorcyclists aged 18 or over. za Report to Conqress on the Effect of Motorcycle Helmet Use Law Repeal--A Case for Helmet Use, NHTSA, Department of Transportation, Report No. DOT -HS , Apr i 'Ruschmann, Paul A. "Mandatory Motorcycle Helmet Laws in the Courts and in the Legislatures," Proceedings, International Motorcycle Safety Conference, May 1980, Motorcycle Safety Foundat ion, Washington, D.C.
20 Through the efforts of several organizations, many states soon repealed or modified their.laws. By December, 1979, eight states had repealed their laws (Colorado, Connecticut, Indiana, Iowa, Maine, Nebraska, Rhode I s 1 and, and Washington). Twenty others 1 imi ted the legislation to minors. Two states have modified the requirements even more recently. South Carol ina 1 imi ted the requirement to those under 18 in 1980, and Wyoming took similar action in A notable exception is Louisiana, which after limiting the law to those under 18, readopted the universal requirement effective January 1, Following widespread repeal of the laws, Congress became concerned with the increase in fatalities in 1977, and in the Surface Transportat ion Act of 1978, included a requirement for NHTSA.to study the effect of repeals. As a consequence, NHTSA sponsored studies in Colorado, South Dakota, and Kansas. Each of these studies was similar, with the goals of examining changes in helmet usage before and after repeal, studying changes in the characteristics of accidents and injury patterns, and establishing differences in the costs of accidents to those riding with and without helmets. The studies were based on police-reported data, helmet use surveys, and medical and cost data from cooperating hospitals. The following paragraphs of this section will provide brief summaries of the findings of each of these studies. In addition, a review of a study concerning of the effects of repeal in Louisiana will be included, as well as a synopsis of an NHTSA study of fatality changes based on the Fatal Accident Reporting System (FARS) maintained by NHTSA. Lastly, a brief examination of data from a state requiring use only by mi nors (Texas) wi 1 l be presented. Colorado was originally selected by NHTSA to serve as a "control" state, i.e., a state which had a helmet law since 1969 and in which the experience could be compared with several states that had repealed their laws. However, during the study--on May 20, Colorado also 'Personal communication from Lou Buchanan of NHTSA.
21 repealed its law. Consequently, the effect of the repeal became a secondary objective. During 1976, 1977, and 1978, a total of over 57,000 observations of helmet usage were obtained from roadside surveys. Helmet usage was 99.7 percent before repeal. This dropped to 57.7 percent in the first year after repeal, and to 49.3 percent in the second year after repeal. The fatality rate for riders not using helmets was 5.1 per 100 injured riders, but only 2.69 per 100 injured helmeted riders. Only injured riders were included because of incomplete coverage of propertydamage involvements. Riders not using helmets were more than twice as likely to suffer fatal head injuries (3.80 per 100 injured riders) as those using helmets (1.64 per 100 injured riders). Hospital stays were also longer for non-helmeted riders; 19.8 percent without helmets were hospitalized four or more days compared with 16.7 percent wearing helmets. 3.3 SOUTH DAKOTA A Study similar to Colorado's was conducted in South Dakota, which changed its law to apply only to those under 18 on July 1, 1977.' Usage surveys of 48,000 riders were conducted in 1976, 1977, and Before repeal in 1976 usage among drivers and passengers was 99.5%. In the transition year usage dropped to 517.9%~ and then down to 49.9% in Thus the effect of repeal was to cut usage from near 100 percent to one-half even though the the law still applied to one segment of the population. SKrane, 5. W,, Winterfield, L. A. Impact of Motorcycle Helmet Usage in Colorado: A Three Year Study, Division of Highway Safety, Colorado Depar trnen t of Hi ghways, Report No. DOT-HS , Ju l y bstruckman-johnson, Cynthia, and E l lingstad, V. S. Impact of Motorcycle Helmet Law Repeal in South Dakota : Executive Summary, Human Factors Laboratory, Department of Psycho1 ogy, Un ivers i ty of South Dakota, Report No. DOT-HS , June 1980.
22 The proportion of motorcycle accidents which were fatals increased 32 percent after repeal. Of 908 accident victims for whommedical reports were available, head trauma was the most severe injury to eight percent of the helmeted riders, but 17 percent of those not using helmets. Accident costs were not significantly different for the two groups, but the lack of statistical significance may have been a consequence of the small sample of only 136 riders for which cost data were available. 3.4 KANSAS Kansas repealed its helmet law on July 1, While helmet usage data were not available for all riders in the "before" period, it was observed to be only 47.1 percent in 1977.' Among those who were in accidents, helmet use dropped from 94.5 percent before repeal to 32.7 percent after. The fatal i ty rate (based on fatal ities per 100 thousand registrations) increased from 42.1 in 1975 to 64.6 in an increase of 53.4 percent. The incidence of head injury increased by 77 percent, but no significant increase in neck injury rate was detected. Costs were significantly different for the two groups. The average total cost for non-helmeted hospital admissions was $14,906, but only $6,956 for helmeted admissions, i.e. 214% more for the non-helmeted group. 3.5 LOUISIANA Since October 1, 1976, Louisiana's helmet law has not applied to riders over 17 years of age.' The fatality rate (fatalities per 100 involvements) increased from 1.6 in 1975 (prior to repeal) to 2.52 in 'Lummis, M. L. and Dugger, C., Impact of the Repeal of the Kansas Mandatory Motorcycle Helmet Law: , Univers i ty of Kansas Col 1 ege of Hea 1 th Sc i ences, Report No. ~0T-~S , October 'Dart, Olin K. Jr., 'lhotorcycle Helmet Effectiveness in Louisiana," Proceedinqs, International Motorcycle Safety Conference, May Motorcycle Safety Foundation, Li nth icum, Maryland. s,
23 1977 and 3.05 in 1978, an increase of 190 percent. Since the law was changed (to apply only to th0s.e under 18), the helmet usage rate has shown a reduction of about 50 percent in all accidents, and about 75% in fatal accidents. Dart also reports that "The 1978 fatal head injury rate ;is over three times as great for non-helmeted riders as compared to helmeted riders. The overall fatal head injury rate since repeal is 45 percent greater than the rate before repeal." The law which exempted riders over 17 years from the requirement to wear helmets was repealed and replaced with a law requiring helmets on all riders effective January 1, Louisiana is.the only state that has reinstituted its original law after either repealing or weakening the statute. No reports on the effect of the new law have been published. However, a study of usage and the medical and cost consequences is now in progress under sponsorship of NHTSA. Unpublished roadside survey results indicate that helmet usage by all riders has risen to over 90 percent, near the usage prior to repeal in ' 3.6 NHTSA NHTSA has conducted a number of studies regarding the effect of motorcycle helmets, addressing many subjects which have been raised dur i ng the controversy over mandatory helmet laws. Opponents of mandatory helmet laws have argued that helmets may increase the incidence of injury, or reduce the riders hearing and vision capabilities. The latter two issues have been mentioned as possible accident causal factors.1 NHTSA has concluded from its studies that none of these factors can justify not using helmets. Probably the most striking eviidence that has been presented is a simple curve of national fatalities per 10,000 registered motorcycles 'Personal communication with Dr. Norman McSwain, Project Director, Tulane University, l 0 A Report to the Congress on the Effect of Motorcycle Helmet Use Law Repeal --A Case for Helmet Use, NHTSA, DOT, Report DOT-HS , Apri
24 that was derived from FHWA registration data and the FARS data of NHTSA representing a period of 22 years. The figure from NHTSA is reproduced here because of its strikingly graphical message. Figure 1. Motorcycle Fatalities Per 10,000 Motorcycles, The vertical ly shaded interval (Figure 1) is the period from 1966 through 1969 during which helmet laws were enacted in 40 states. During the horizontal 1 y shaded interval from , the 1 aws were repealed or weakened in 27 states. 3.7 TEXAS The University of Michigan Transportation Research Institute has maintained computer files of subsets of accidents in Texas for a number of years, Texas is one of the states that weakened its helmet law to
25 apply only to riders under 18 years of age. These files permit a look at the helmet usage in such a state using recent data (1981) that presumably represent a stable situation three years after the law was changed in Since enforcement of an age-specific law is difficult, the reported usage by young riders is of particular interest. The f i le which consists of a 5% random sample of a1 l Texas accidents contai ns 698 motorcycle i nvolvements. Among riders of these motorcycles, helmet usage i nformati on is missing (unknown) on 21.5 percent. However, it is missing on orrly 6.7 percent of the young (1-17 years) riders. Excluding the missirig data cases, the usage rate among,the 1-17 year old riderswas 59.6 perczent--slightly over half. Among the year old riders the reported usage rate was only 33.4 percent, whi le it was 44.8 percent among the 26 and older group. Thus, the law did not effectively encourage usage aniong the target population. The total usage rate is similar to that in states with no requirement. Usage differences in rural versus urban and on roads of various classes were not statistically significant.
26 4.0 MI CH l GAN MOTORCYCLE EXPERI ENCE 4.1 MICHIGAN DATA (UMTRI) The University of Michigan Transportation Research Institute has mai ntained f i les of Michigan traf f ic accident data for many years. Prior to 1978, files consisted of all fatal accidents, all accidents involving large trucks, and a f i le of a random 5% sample of all accidents in the state. Since motorcycles constitute a minority group of vehicles, the sample files do not contain enough cases to give a representative picture of the motorcycle experience. Start i ng in 1978, several noteworthy changes took place. the basic accident reporting form was changed considerably. In addition, UMTRI beganmaintaining census files of all traffic accidents in 1978, The Michigan data used in this study, then, is of two groups which lead to two different but related analyses. Fatal accidents are readily available from both periods; hence one group of analyses will be based on a1 l fatal involvements from 1971 through The second group wi I 1 be based on a1 l pol i ce-reported motorcycle involvements from 1978 through Whi le the first group can be used to describe the characteristics of fatal accidents, only the second group may be used to examine fatality rates. The characteristics of the motorcycle accident experience in Michigan that are provided by each of these data sets are presented separately below. 4.2 FATAL INVOLVEMENT DATA A "fatal involvement" in the context used here connotes a motorcycle in an accident in which at least one rider of the subject cycle was fatal ly injured. In the period from 1977 through 1982, there were 1,784 fatal motorcycle involvements. in Michigan. These involvements led to 1,852 fatalities among motorcycle riders. The number of fatalities per year is shown in Figure 2, Fatalities reach a peak in 1973 and 1974, and while they appear to be somewhat cyclical in nature, they have a generally decreasing trend which is shown by the dashed regression line in the figure. Although the reasons for the dips in 1976 and are not known, the general features of the fatal i ty
27 experience are similar to the history of registrations. Registrations for the same years is shown in Figure 3." Motorcycle Rider Fatalities in Michigan Year Figure 2. Hotorcycle Rider Fatal i ties in Michigan Motorcycle registrations rose rapidly in the later 1960s and early 1970s--from 39,000 in 1964 to a peak of 300,000 in Since 1974 the registrations have gradually declined to 244,000 in The decline in registrations since 1974 may account for much of the deciine in fatalities shown in Figure 2. The incidence of motorcycle fatalities varies strongly with season. Later it will be shown that this is true of all motorcycle involvements. While it may seem natural to seek the monthly distribution of llthe registration data are from "Hichigan Traffic Accident Facts," Michigan Department of State Police, ,
28 I 0 s 200- C.- E.- C L C ur? e loo // A Motorcycle Rgistrations in Michigan ptata/a--ala 0, 1 1 I I I Year Figure 3. Motorcycle Registrations in Michigan fatalities, aggregating the fatalities into only 12 groups masks much of the detail available. McDole used a three-week moving mean of the week of the year to report on fatal i ties that occurred in 1964 through ' He found that the fatalities were much higher in the summer, with almost none in the winter months. They were above average from the 19th to the 39th week. Even though smoothed by a moving mean, the week of the year presentation provides much more detail than ~ ould be given by a simple monthly plot. The pattern of fatalities which occurred in the twelve-year period from 1971 through 1982 is shown in Figure 4. A three-week moving mean lamcdole, Thomas L. "Motorcycles: Random Particles in the Traffic Stream," Hit Lab Reports, Highway Safety Research Institute,._The - _.- University of Michigan, December 1970.
29 has been used for smoothing. This pattern is very similar to the one found by McDole. The horizontal broken line represents the mean rate. The week1 y fatal i ty count is above the mean from the end of the 16th week (Apr i 1 22) through the 39th week (September 30). Over 50 percent of the fatalities occurred in the twelve-week period from May 21 to August 20. This pattern has been relatively stable over the twelve-year period. To illustrate, Figure 5 shows the proportion of fatalities which occurred during the high-incidence "season" for each of the years. The high-incidence season as used here refers to the period above the mean in Figure 4, i.e., the 17th through 39th weeks inclusive. Except for 1973, which had 72.6 percent in the "season," the proportions for the other years only range by 4.3 percent. The small range indicates the pattern of Figure 4 is stable, since the slope at each end of the season is high. A small change in the duration of a high-incidence season would produce a substantial change in the proportion shown in Figure 5. Fatal it ies are shown by hour of day in F i gure 6. I t is convenient to consider the hourly data in three-hour blocks. The distribution across the eight blocks of three hours each is given in Table 1 for each year. Most of the fatalities occur from 1500 hours to 0259, and are low from 0300 until noon. There are sorne minor changes across the years, but generally the greatest change is an increase in fatalities in the hours between 2100 and Before 1976, 32 percent occurred in this period, whi le 41 percent occurred in the same period from 1976 through The collision configuration of the fatal accidents has changed over the years. The greatest change has been in the proportion which are single-vehicle involvements. This proportion, shown in Table 2, has increased through the years, with a sl ight decrease since The multi-vehicle impacts are about equally divided between head-on (15.5 percent) and angle impacts (16.8 percent). Another 15.8 percent were unclassifiable two-vehicle collisions. Averaged over the twelve-year period, the "other" vehicle in twovehicle fatal motorcycle accidents was most of ten a passenger car (67.6% of the time), next most of ten a truck (26.3% of the time). A1 though
30 10- Motorcycle Rider Fatalities in Michigan by Week of Year V) al E E 6-9 * Q 60 Week of Year I Figure 4. Motorcycle Rider Fatalities in Michigan by Week of Year cyclists often ride together, only 3.8% of the "other vehicles" were also motorcycles. A small proportion of two-vehicle collisions did not identify the other vehicle (2.4%). Of the accident attributes which have been examined, the one which exhibits the greatest change during the twelve-year period--other than the decrease in fatalities shown in Figure 2--is the age of the driver. The mean age of the dr i ver i ncreased (w i th some f 1 uc tuat i on) from a 1 ow of 24.2 years in 1971 to a high of 29.3 years in While a change in the average age of five years may not seem great, such a change suggests a pronounced shift in the distribution of ages. The drivers of fatal vehicles are grouped into three age categories in Figure 7, and the distributions among the three groups is shown for each year. The proportions that were in both 1-17 and year groups decreased over
31 Proportion of Fatalities in High Incidence Season I Year Figure 5. Proportion of Fatalities in High Incidence Season the twelve years. Conversely, those over 26 years of age consti tute an increasing proportion of the drivers. The decreasing motorcycle registrations shown in Figure 3, together with the reduction in fatalities and the increase in drivers age (Figures 2 and 7), suggest the inference that fewer motorcycles are being purchased, particularly by young people, and that the cycling population is stabilizing to a more fixed, aging group. It would be inappropriate, however, to assume tihat these trends can provide the basis of reliable predictions into the future. Hotorcycles involved in accidents in which a cyclist was killed were nearly always driven by a male. Females drove only 2.4 percent of ihe fatally-involved vehicles over the twelve-year period. The average
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