MOTORCYCLE CRASHES IN MICHIGAN

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1 MOTORCYCLE CRASHES IN MICHIGAN An Overall Analysis SERGEANT STEVEN J. SPINK MICHIGAN DEPARTMENT OF STATE POLICE TRAFFIC SERVICES SECTION FIELD SUPPORT UNIT APRIL 2006

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3 CONTENTS Page Introduction...9 A Historical Perspective...10 So What or Where is the Problem?...18 What is a Crash...18 Crash Environment...19 Crash Type...21 Single Motor Vehicle Crashes...23 Multi-Vehicle Crashes...26 The Angle Crash...26 The Rear End Crash...31 The Sideswipe Same Direction Crash...35 The Remaining Multi-Vehicle Crash Types...39 Fault and All Multi-Vehicle Crash Types...42 Fault by Comparison...44 The Unendorsed Operator...46 Relating Age to Endorsement...48 Crash Severity and Fault...50 Impairment and Other Factors...61 Summary...62 Conclusions and Recommendations...65 References...69 Epilogue...70 Appendices... 3

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5 INDEX OF TABLES AND CHARTS Page Chart 1: All Motor Vehicle Registrations...10 Chart 2: All Motorcycle Registrations...11 Chart 3: All Crashes...12 Chart 4: Motorcycle Crashes...13 Chart 5: All Fatalities...14 Chart 6: Death Rate...15 Table 1: Motorcycle Crash Specific Comparisons...17 Table 1a: Age Comparisons...17 Table 1b: Age Population...17 Chart 7: Motorcycle Crash Types...21 Table 2: Crash Types...21 Table 3: Multi-Vehicle Crash Types...22 Table 4: SMV Remarks...23 Table 5: SMV Remarks and Fault...24 Chart 8: SMV Motorcycle Crash Hazardous Action...25 Table 6: Multi-Vehicle Crash...26 Chart 9: Angle Crash Remarks...27 Chart 10: Fault and the Angle Crash...28 Chart 11: Hazardous Action and the Motorcycle Angle Crash...29 Chart 12: Hazardous Action and the Other Vehicle Angle Crash...30 Chart 13: Rear End Crash Remarks...31 Chart 14: Fault and the Rear End Crash...32 Chart 15: Hazardous Action and the Motorcycle Rear End Crash...33 Chart 16: Hazardous Action and the Other Vehicle Rear End Crash...34 Chart 17: Sideswipe Same Direction Crash...35 Chart 18: Fault and the Sideswipe Same Direction Crash...36 Chart 19: Hazardous Action and the Motorcycle Sideswipe Same Crash...37 Chart 20: Hazardous Action and the Other Vehicle Sideswipe Same Crash...38 Chart 21: Hazardous Action and the Motorcycle All Remaining Types...40 Chart 22: Hazardous Action and the Other Vehicle All Remaining Types...41 Chart 23: Multi-Vehicle Crash Fault Other Vehicle At-fault...42 Chart 24: Multi-Vehicle Crash Fault Motorcycle At-fault...43 Table 7: Hazardous Action Comparison...44 Table 8: Operator Comparison...45 Chart 25: Endorsed...46 Chart 26: At-fault and Endorsed...47 Chart 27: Not At-fault and Endorsed...47 Table 9: Age and Endorsement...48 Chart 28: Age and Endorsement...49 Table 10: Age and Crash Involvement...49 Chart 29: Single Motor Vehicle...51 Chart 30: Rear End...52 Chart 31: Sideswipe Same Direction...53 Chart 32: Other/Unknown...54 Chart 33: Rear End Left Turn...55 Chart 34: Rear End Right Turn...56 Chart 35: Angle...57 Chart 36: Head On Left Turn...58 Chart 37: Sideswipe Opposite Direction...59 Chart 38: Head On

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7 APPENDICIES Appendix A Appendix B Appendix C Crash Table Historical Data 2004 Motorcycle Crash Data 7

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9 Introduction Why study Michigan s motorcycle crashes? There have been several studies conducted on motorcycle crashes throughout the nation but few, if any, comprehensive studies of Michigan specific crashes. Even though most of the data shows similar trends to Michigan s motorcycle crashes, there is considerable data that differs from what has been learned about motorcycle crashes occurring in this state. This document is a logical next step to the research paper Serious Motorcycle Crashes in Michigan. Upon completion of that analysis, it was felt a closer analysis of ALL motorcycle crashes in Michigan was warranted. The analysis of serious motorcycle crashes reveals those crashes are comparatively similar throughout the three-year period studied. Because of those similarities, it was felt a closer look at all motorcycle crashes that occurred in Michigan for the year 2004 would give an accurate representation of how and why motorcycles crashes occur within this state during the current age. Most of the data analyzed was supplied by the Criminal Justice Information Center, specifically the Official Traffic Crash Report (UD-10). During this study, 3,495 UD-10s were analyzed. Historical and certain comparison data was obtained from the Michigan Traffic Crash Facts booklet published by the Office of Highway Safety Planning (OHSP) in conjunction with the University of Michigan Transportation Research Institute (UMTRI). Prior to 1992, the Michigan Traffic Accident Facts booklet was compiled and published by the Michigan Department of State Police and OHSP. The contents of this analysis reflect the views of the author who is responsible for the facts and accuracy of the data presented herein. The contents do not necessarily reflect the views or policies of the Michigan Department of State Police. 9

10 A Historical Perspective Historical data was compiled back to 1962 using the Michigan Traffic Accident Facts booklet. Some data was unavailable from 1963 through As a result, this perspective will concentrate on the years 1966 through Chart 1 illustrates the number of registered motor vehicles in Michigan increased from approximately 4.1 million in 1966 to nearly 8.6 million in 2004, an increase of 107% over a 38- year period. Chart 1: All Motor Vehicle Registrations 10,000,000 9,000,000 8,000,000 7,000,000 6,000,000 5,000,000 4,000,000 3,000,000 2,000,000 1,000,

11 Chart 2 illustrates the number of registered motorcycles in Michigan increased from 81,136 in 1966 to 208,544 in 2004, an increase of 157% over the same 38-year period. Chart 2: All Motorcycle Registrations 350, , , , , ,000 50,000 0 In comparing the number of registered motorcycles to the total number of registered motor vehicles, the data shows motorcycle registrations accounted for 2% of all registered motor vehicles in Michigan in 1966 and 2.4% in The highest point for motorcycle registrations in Michigan was 306,297 in 1974 when they accounted for 7.4% of all registered vehicles. Michigan also enacted the 55 mph speed limit on interstate freeways in

12 Chart 3 illustrates the number of motor vehicle crashes in Michigan increased from 302,880 in 1966 to 373,028 in 2004, an increase of 23% over a 38-year period. Chart 3: All Motor Vehicle Crashes 500, , , , , , , , ,000 50,

13 Chart 4 illustrates the number of motorcycle crashes in Michigan increased from 2,723 in 1966 to 3,276 in 2004, an increase of 20% over the same 38-year period. Chart 4: Motorcycle Crashes 12, , ,000 6,000 4,000 2,000 0 There were 11,024 motorcycle crashes in 1973, which represent a 304% increase in 7 years. However, since 1973 the number of motorcycle crashes has declined from this all time high. It should be noted that 1973 was the year the Motorcycle Safety Foundation was established. 13

14 Chart 5 illustrates the number of traffic crash fatalities overall and the number of motorcycle fatalities. Michigan recorded 2,296 traffic crash fatalities in 1966, which included 104 motorcyclerelated fatalities, and 1,159 traffic crash fatalities in 2004, which included 79 motorcycle-related fatalities. The highest number of reported traffic crash fatalities during the period studied was 2,478 in The highest number of motorcycle-related fatalities reported during the same period was 209 in Chart 5: All Fatalities All Fatals Motorcycle Fatals

15 The state of Michigan calculates the overall traffic crash death rate by relating the number of deaths per 100 million miles traveled. Chart 6 illustrates a comparison between overall death rate and the death rate specific to motorcycles. The upper line in the chart represents the death rate for motorcycles, while the lower line represents the rate for all motor vehicles. The highest rate for motorcycles was recorded in 1966 at 42.7 deaths per 100 million miles traveled, while the rate in 2004 was The highest rate for all vehicle types was also recorded in 1966 at 5.2 deaths per 100 million miles traveled, while the rate in 2004 was 1.1. Chart 6: Death Rate Comparison MC death rate VEH death rate

16 The following is a recap of the data for the period 1966 through 2004: Total number of motor vehicle registrations rose 107% Highest number of motor vehicle registrations was 8,708,698 in 2003 Total number of annual motor vehicle crashes rose 23% Highest number of annual motor vehicle crashes was 435,477 in 1996 Motorcycle registrations rose 157% Highest number of motorcycle registrations was 306,297 in 1974 Motorcycles account for 2.4% of all registered motor vehicles Number of annual motorcycle crashes rose 20% Highest number of annual motorcycle crashes was 11,024 in 1973 Motorcycle crashes accounted for 0.9% of all motor vehicle crashes in 2004 the same percentage as in 1966 Overall number of traffic crash fatalities per year fell by 50% Number of motorcycle-related fatalities per year fell by 24% Motorcycle fatalities accounted for 4.5% of all traffic crash fatalities in 1966 Motorcycle fatalities accounted for 6.8% of all traffic crash fatalities in 2004 Current death rate for all motor vehicles is 1.1 per 100 million miles traveled Highest death rate for all motor vehicles was 5.2 in 1966 Death rate for all motor vehicles has fallen by 78% Current death rate for motorcycles is 12.6 per 100 million miles traveled Highest death rate for motorcycles was 42.7 in 1966 Death rate for motorcycles has fallen by 70% In 1966, the Michigan Traffic Accident Facts booklet provided detailed information about motorcycle crashes, which is not found in the 2004 publication. Table 1 shows comparisons between motorcycle crashes in 1966 and

17 Table 1: Motorcycle Crash Specific Comparisons Crash Type: Top Four Motorcycle Crashes Single Motor Vehicle crash 33.7% 47.0% Angle crash as a % of Multiple-Vehicle crashes 45.4% 36.2% Rear End crash as a % of Multi-Vehicle crashes 19.2% 27.1% Sideswipe Same crash as a % of Multi-Vehicle crashes 9.6% 10.9% Violation or Hazardous Action: Top Three Speed too Fast 39.0% 25.8% Other 14.3% 15.6% Following too Close or Unable to Stop 13.4% 17.8% Directional Analysis SMV Crash Failed to Negotiate Curve 16.7% 39.7% Lost Control on Straight Road 31.9% 15.4% Environmental Road Condition Dry 91.2% 89.8% Daylight 70.4% 71.6% At Intersection 39.0% 27.3% By comparison, the top four crash types remain the same and when combined together account for approximately 80% of the motorcycle crashes in 1966 and 86% in There were approximately 13% less Single Motor Vehicle crashes in 1966 than in The top three hazardous actions identified in 1966 are identical to those noted in In addition, the two most common types of directional analysis are identical even though the percentage of occurrence is reversed. Environmental factors are also nearly identical in that most crashes occurred on dry pavement during daylight hours. Approximately 12% more of the crashes occurred at intersections during 1966 than in Today the average age of the motorcyclist involved in a crash is 40. Table 1a compares certain age groups involved in motorcycle crashes to those involved in all crashes. Table 1a: Age Comparisons Age Group All Crash Numbers % of Total MC Crash Numbers % of Total , % % , % 2, % 65 & older 43, % % Table 1b provides age data supplied by the Michigan Department of State for 2004, which shows the relation to age and overall number of endorsed motorcyclists. Table 1b: Age Population Age Group Numbers of Endorsed Motorcyclists % of Total % , % , % , % , % , % 65 & older 33, % 17

18 So What or Where is the Problem? The historical data during the preceding four decades shows an increase in the number of registered motorcycles, vehicle miles traveled, and motorcycle riders; a decrease in the number of traffic crashes and traffic fatalities; and the most frequently occurring types of motorcycle crashes and hazardous actions associated with those crashes has remained the same. With this information in mind, what or where is the problem? Even though overall traffic crash numbers have increased, fatalities are down and the death rate is lower. The problem is that in terms of what would be considered as a normal mode of transportation, not an experimental type vehicle or a professional racing type vehicle, the motorcycle could be easily called the most dangerous type of transportation available and there is no valid reason for this conclusion. From a scientific standpoint this should not be the case, or at least if it is agreed that the motorcycle, because of its design, is the most dangerous type of transportation, it still should not be AS DANGEROUS as it currently is. Why? Given the environmental conditions where almost 90% of the motorcycle crashes are occurring, dry roads during daylight hours, comparing a motorcycle to passenger or commercial type motor vehicle, the motorcycle is capable of out performing those vehicles in stopping and acceleration ability and maneuverability. There are many factors that have had a positive effect on lowering the number of traffic crashes. Driver licensing, which was not a requirement years ago, is a requirement today. After the requirement to have a driver license was enacted, a person could legally operate a motorcycle without any other type of license or endorsement. Years later, the motorcycle endorsement was created. Driver education also came along years after the first automobile rolled off the assembly line. Today, Michigan has a graduated licensing system for young drivers; roadways are designed and engineered better; intersections are controlled by signs and/or signals; construction materials have improved and last longer; dirt/gravel roads are fewer; trees and other vision obstructions have been removed or relocated away from critical traffic areas; and the motorcycle has vastly improved through the introduction of components such as tubeless tires, four-stroke engines, fuel injection, anti-lock disk brakes, and even airbags on certain motorcycles available in Given all these factors, how can the number of motorcycle crashes be reduced? How can the most dangerous mode of transportation better its reputation? The search for the answer to these questions is the purpose of this analysis. This study will begin by identifying and then analyzing the typical Michigan motorcycle crash. What is a Crash? The Michigan Vehicle Code (MVC) does not provide the definition of a traffic crash, but does define when a person is required to report a crash. The Michigan criterion for a crash is, did the incident involve a motor vehicle that was in transport, and on the roadway, that resulted in death, injury or property damage of $1000 or more? If the answer is yes, it is a reportable crash. In addition, Michigan law requires ALL fatal crashes occurring on public or private property to be reported. The section entitled Concept of the Michigan State Police Traffic Crash Report in the 2004 edition of the UD-10 Traffic Crash Report Instruction Manual states, Every reasonable effort shall be made to obtain factual information for the completion of the report. If this is not possible, law enforcement shall use their best judgment and record their considered opinions based on 18

19 their investigation and experience. This should be done even though it may not be possible to substantiate all recorded information or have sufficient evidence to initiate prosecution. This analysis was targeted specifically at motorcycles in transport on a public roadway, and does not include motorcycles that were parked or crashes that occurred off-road regardless of the seriousness of the crash. The Michigan State Police Criminal Justice Information Center provided the original data for this analysis. A total of 3,495 entries were identified and screened, and a total of 3,291 crashes were selected for analysis. Crash Environment There was very little difference noted between the previous analysis of serious motorcycle crashes and this analysis of all motorcycle crashes with respect to environmental conditions. More than 70% of all motorcycle crashes occur on dry roadways other than freeways, during daylight hours, and away from controlled intersections. 71.6% daylight 10.8% dark-lighted 10.4% dark-unlighted 5.2% dusk 1.6% dawn 70.3% no traffic control 13.7% at signaled intersections 12.7% at stop signed intersections 0.9% at yield signed intersections 89.8% dry roads 5.5% wet roads 1.6% debris on road 1.1% other/unknown 0.1% muddy roads 0.1% snowy/icy roads 32.7% on straight roads, non-freeway 18.4% on curved roads, non-freeway 17.3% within an intersection 8.4% at or within 150 feet of a driveway 7.0% within 150 feet of an intersection 4.9% on a freeway, except entrance/exit ramp 4.5% on a freeway entrance/exit ramp When this data is compared to overall motor vehicle crash data, there are two distinct differences. The first area where there is a marked difference is road surface condition. In respect to overall traffic crash data, 64.4% occur on dry roads vs. 89.8% for motorcycle crashes. Other published analysis of motorcycle crashes attributes this difference to the fact that motorcycles are fair weather vehicles, meaning that they are mainly driven in good weather and on dry roads. Michigan s motorcycle crashes occur every month of the year, but 94.2% occur from April 1 through October 31. Therefore it is believed that the low incidence of crashes in unfavorable 19

20 weather conditions is based more on preference of when to ride as opposed to adjusting driving behavior. The second area where there is a marked difference is intersection crashes. Data for all traffic crashes indicates that 45.5% occur at intersections. The analysis of motorcycle crashes reveals that only 27.3% occur at intersections. Note that 26.3% of motorcycle crashes occur at controlled intersections. This discrepancy can be attributed to some crashes occurring at intersections that are uncontrolled, meaning there is no signal, stop sign, or yield sign. The reason for the difference in number of intersection related crashes is the greater percentage of Single Motor Vehicle crashes associated with motorcycle crashes. Overall, 34.4% of all traffic crashes are Single Motor Vehicle crashes, but 47% of motorcycle crashes are Single Motor Vehicle crashes and nearly 80% happen away from controlled intersections. 20

21 Crash Type Chart 7 shows motorcycle crashes categorized by type. Chart 7: Motorcycle Crash Types Other/Unknow n 4% Head On 2% Sidesw ipe Opposite 2% Rear End LT 1% Rear End RT 1% Head On - LT 4% Sidesw ipe Same 6% Single Motor Vehicle 47% Rear End 14% Angle 19% Crash type is based upon the intended direction of travel prior to the crash. To understand motorcycle crashes, the various crash types and their frequency of occurrence must be analyzed. Table 2 shows the breakdown of crash types for motorcycle crashes in Michigan. Crash types have been ranked according to their frequency of occurrence. Table 2: Crash Types Crash Type Number % of Total Single Motor Vehicle % Angle % Rear End % Sideswipe Same Direction % Head On Left Turn % Other/Unknown % Head On % Sideswipe Opposite Direction % Rear End Left Turn % Rear End Right Turn % Nearly half of all motorcycle crashes are Single Motor Vehicle (SMV) crashes. In 1966, the only historical year with wide ranging motorcycle crash data, 39.5% of reported motorcycle crashes were SMV crashes. As a comparable, only 20.7% of ALL motor vehicle crashes in 1966 were SMV crashes. The historical data for ALL motor vehicle crashes, at least as far back as 1966 shows that SMV crashes account for less than 35% of all traffic crashes. 21

22 Single Motor Vehicle crashes are OVERREPRESENTED in motorcycle crashes. After considering SMV crashes in motorcycle crashes, the remainder can be categorized as Multi- Vehicle (M-V) crashes. M-V motorcycle crashes account for 53% of the total number of reported motorcycle crashes. There are nine crash types in the M-V crash group. Table 3 illustrates the nine types of M-V motorcycle crashes and their percentage of frequency in relation to all motorcycle crashes and all motor vehicle traffic crashes. Crash types are ranked from most frequent to least frequent as they pertain to motorcycle crashes. Table 3: Multi-Vehicle Crash Types Crash Type % of All Motorcycle Crashes % of ALL Traffic Crashes Angle 19.2% 18.9% Rear End 14.3% 24.4% Sideswipe Same Direction 5.8% 8.7% Head On Left Turn 4.0% 2.6% Other/Unknown 3.9% 5.0% Head On 2.2% 1.6% Sideswipe Opposite Direction 1.5% 2.5% Rear End Left Turn 1.4% 1.0% Rear End Right Turn 0.7% 0.9% The Angle crash and Rear End crash, when combined, account for 33.5% of all motorcycle crashes and 43.3% of all motor vehicle traffic crashes. The two main groups of crashes have been identified as SMV and M-V and can be analyzed according to their respective subgroups. The reason for a separate analysis is that the two main groups of crashes are fundamentally different types of crashes. Factors associated with one are not readily associated with the other. 22

23 Single Motor Vehicle Crashes Nearly 5 out of every 10 motorcycle crashes in Michigan, or 47 out of 100 to be more precise, do not involve a collision with another motor vehicle. The motorcycle may crash on the roadway, leave the roadway and crash, or collide with a train, pedestrian, bicyclist, or an animal. When the motorcycle leaves the roadway it may collide with a tree, rock, guardrail, bridge abutment, or other fixed object. This indicates that nearly half of ALL motorcycle crashes cannot be blamed on the other driver because there is no other driver. Each Single Motor Vehicle (SMV) crash report was studied individually. The Crash Diagram and Remarks section of the report was given specific attention due to the limited information available from the coded entries. Through this analysis, a clearer picture can be made of how these crashes are occurring. Table 4 categorizes the mechanics of the crash and lists them by frequency of occurrence. The data shows that three conditions, failure to negotiate a curve, a collision with an animal, and loss of control on a straight road, are present in over half of all SMV crashes. Table 4: SMV Remarks Action Numbers % of Total Failed to Negotiate Curve % Struck an Animal % Lost Control on a Straight Road % Debris/Uneven or Rough Pavement % Lost Control During a Turn % Exited the Road on the Right Side % Swerved to Avoid a Collision % Laid Down to Avoid a Collision % Mechanical Failure % Excessive Speed/Careless/Reckless % Involved an Animal (Non Contact) % Exited the Road on the Left Side % Unable to Stop % Miscellaneous % Struck an Object % Improper Passing % Fleeing the Police % Drove Through a T-Intersection % Failed to Yield 3 0.2% When fault is factored into these numbers, it presents a slightly different picture of events. Table 5 compares the mechanics of the crash in terms of hazardous action. Actions are ranked by overall frequency of occurrence as in Table 4. This data shows that 92.4% of those that failed to negotiate a curve were found at-fault, 87.7% of those that experienced a loss of control on a straight roadway were found at-fault, and only 3.1% of those that had a collision with an animal were found at-fault. 23

24 Table 5: SMV Remarks and Fault Action Number At-fault Number Not At-fault Failed to Negotiate Curve Struck an Animal Lost Control on a Straight Road Debris/Uneven or Rough Pavement 8 90 Lost Control During a Turn Exited the Road on the Right Side 68 8 Swerved to Avoid a Collision Laid Down to Avoid a Collision Mechanical Failure Excessive Speed/Careless/Reckless 41 1 Involved an Animal (Non Contact) Exited the Road on the Left Side 37 2 Unable to Stop 34 1 Miscellaneous Struck an Object 6 18 Improper Passing 22 1 Fleeing the Police 17 0 Drove Through a T-Intersection 17 0 Failed to Yield 1 2 Because information from the Crash Remarks and Diagram section on the UD-10 is not coded, it cannot be compared to these motorcycle crash specific mechanics and those specific mechanics occurring in all motor vehicle crashes. However, a comparison with fault or hazardous action can be made. The State of Michigan UD-10 Traffic Crash Report Instruction Manual defines a hazardous action as whether in the investigating officer s opinion, a person is at-fault in any way. Chart 8 depicts the hazardous actions associated with SMV motorcycle crashes. 24

25 Chart 8: SMV Motorcycle Crash Hazardous Actions Other 13% Unknown 7% Reckless 3% Careless/Negligent 8% Blank 2% Unable to Stop 4% Improper Backing 0% None 39% Inproper/No Signal 0% Improper Turn 0% Improper Lane Use 1% Improper Passing 0% Drove Left Of Center 1% Drove Wrong Way 0% Disregard Traffic Control 0% Speed Too Slow 0% Failed To Yield 1% Speed Too Fast 22% This data reveals that in 39% of SMV motorcycle crashes the operator was not at-fault and 59% were found at-fault to some degree or another. In 2% of the crashes, this code was left blank. Because the Michigan Traffic Crash Facts booklet does not show hazardous actions based on specific crash types as this analysis does, a comparison will not be made at this time. Later in the analysis the overall motorcycle crash hazardous actions and those associated with all motor vehicle crashes will be completed. The following is a recap of what has been discovered about SMV motorcycle crashes: 47% of all motorcycle crashes are SMV compared to less than 35% of all motor vehicle traffic crashes that are SMV. The three most common factors associated with the SMV motorcycle crash are; o o o Failed to negotiate a curve Collision with an animal Loss of control on a straight road 59% of those involved in a SMV motorcycle crash were found at fault to some degree. 50% of all hazardous actions are for one of the following; o o o o 22% Speed too fast 13% Other 8% Careless/negligent driving 7% Unknown 25

26 Now that a closer look has been taken at SMV motorcycle crashes, it is pertinent to do the same with Multi-Vehicle (M-V) motorcycle crashes. Multi-Vehicle Crashes Table 2 identified nine types of Multi-Vehicle (M-V) crashes, which account for 53% of all motorcycle crashes. Table 3 shows the top three M-V crashes are the same with respect to motorcycle crashes vs. all motor vehicle traffic crashes. The analysis of these crashes will begin by treating M-V crashes as a group independent of SMV crashes. Table 6 shows the nine types of M-V motorcycle crashes and their percentage of occurrence independent of the SMV crashes. Table 6: Multi-Vehicle Crash Crash Type Numbers % of Multi-Vehicle Crashes Angle % Rear End % Sideswipe Same Direction % Head On Left Turn % Other/Unknown % Head On % Sideswipe Opposite Direction % Rear End Left Turn % Rear End Right Turn % The Angle, Rear End, and Sideswipe Same Direction crashes account for 74.2% of all M-V motorcycle crashes, while the remaining six types combined account for 25.8%. Because of this disparity, the top three M-V crashes will be analyzed separately and the remaining six will be analyzed as a single group. The Angle Crash The leading type of M-V crash is the Angle crash, which accounts for 19.2% of all motorcycle crashes and 36.2% of the M-V motorcycle crashes. The Angle crash is described in the State of Michigan UD-10 Traffic Crash Report Instruction Manual as a crash where the intended direction of travel prior to impact is basically perpendicular for both vehicles and the impact is approximately 90 degrees. Crashes are not considered Angle crashes if the impact takes place during a Head On Left Turn, Rear End Left Turn, or Rear End Right Turn. Those crashes have their own classification. The most common Angle crash usually occurs at an intersection with another road, alley, or driveway. Even with the instructions provided, a small number of the Angle crashes reviewed occurred during U-Turn maneuvers or other maneuvers that would have been more appropriately classified elsewhere. 26

27 Chart 9 shows how the Angle crashes occurred. The chart is applicable to all motor vehicles involved not just the motorcycle. Chart 9: Angle Crash Remarks Crossed Centerline Through Curve 1% Changed Lanes 1% Improper Passing 4% Backed Into Path 2% Fleeing Police 1% Lost Control Straightaway 2% Turning Lost Control 2% Careless/Reckless 5% Failed To Yield 82% Because of the nature of the Angle crash it would be expected that failure to yield would be the most common action associated with this type of crash and the data confirms this to be true. Over 80% of all Angle crashes involve driver s failure to yield the right-of-way to another. Of the 480 cases of failure to yield, 395 were committed by the motor vehicle that struck the motorcycle. A failure to yield in this particular analysis was determined by reviewing the Crash Diagram and Remarks section of the UD-10 and is not to be confused with the hazardous action, fail to yield. This condition is comprised of the following actions listed by frequency of occurrence: A motor vehicle entered into the path of another motor vehicle from another road, alley, or driveway An oncoming motor vehicle turned left in front of the other motor vehicle A motor vehicle disregarded a signal, stop sign, or yield sign and entered into the path of another motor vehicle 27

28 Chart 10 shows nearly 70% of all motorcycle Angle crashes are the fault of the motor vehicle that collided with the motorcycle. Chart 10: Fault and the Angle Crash Unknown or No-fault 2.4% Motorcycle At-fault 28.3% Other Vehicle At-fault 69.3% In approximately 28% of all Angle crashes, the motorcyclist was found at-fault. Chart 11 reveals how those hazardous actions were assigned. Fail to yield has been separated from the other actions to show emphasis. The data shows that in 7% of Angle crashes, fail to yield was associated with the actions of the motorcycle. 28

29 Chart 11: Hazardous Action and the Motorcycle Angle Crash Improper Passing 2% Unable To Stop 1% Improper Turn 1% Other 2% Unknown 2% Careless/Negligent 2% Blank Reckless 3% 1% Disregard Traffic Control 3% Fail To Yield 7% Speed Too Fast 5% None 69% Where the motorcycle is found at-fault, the three most frequent hazardous actions noted are: Fail to yield Speed too fast Disregard a traffic control device 29

30 Approximately 70% of all Angle crashes are the fault of the motor vehicle that collided with the motorcycle. Chart 12 shows where the other motor vehicle was determined to be at-fault in terms of hazardous action. Again, fail to yield actions have been separated for emphasis. The data shows that 53% of all Angle crashes involve a failure to yield the right-of-way to the motorcycle. Chart 12: Hazardous Action and the Other Vehicle Angle Crash Improper/No Signal 1% Improper Backing 1% Unknown 1% Other 1% Careless/Negligent 1% Blank 2% Improper Turn 4% None 28% Improper Lane Use 2% Disregard Traffic Control 5% Fail To Yield 53% In Angle crashes where the other motor vehicle is found at-fault, the three most common hazardous actions noted are: Fail to yield Disregard a traffic control device Improper turn 30

31 The Rear End Crash The second most common M-V crash is the Rear End crash, accounting for 14.3% of all motorcycle crashes and 27.1% of the M-V motorcycle crashes. The UD-10 Traffic Crash Report Instruction Manual defines a Rear End crash as a collision between motor vehicles traveling in the same direction, one behind the other, and no turn is involved. Chart 13 shows how the Rear End crashes occurred. Chart 13: Rear End Crash Remarks Failed To Yield 3% Crossed Centerline Thru Curve 1% Miscellaneous 2% Improper Passing 2% Backed Into Path 2% Fleeing Police 1% Laid Down 2% Careless/Reckless 3% Lost Control Straightaway 1% Unable To Stop 83% Again, the most common action associated with the Rear End crash is unable-to-stop and colliding with the rear of another vehicle. When the actions described in Chart 13 are broken down by which operator committed the action, certain differences begin to emerge % of the motorcycle operators were unable to stop and rear- ended the vehicle ahead 88.2% of the other vehicle operators were unable to stop and rear- ended the motorcycle ahead Chart 14 shows that when fault is considered, further differences in Rear End motorcycle crashes as compared to Angle motorcycle crashes become apparent when fault is considered. Chart 14 illustrates this point. 31

32 Chart 14: Fault and the Rear End Crash Unknown or No-fault 3% Other Vehicle At-fault 43% Motorcycle At-fault 54% In the Angle crash, it was determined that nearly 80% of those types of crashes are the fault of the operator of the vehicle that collided with the motorcycle. In Rear End crashes, fault is almost equally split between involved parties with the motorcyclists slightly more often at-fault. The most common hazardous action associated with the Rear End crash was, unable-to-stop. 38.1% of the motorcycle operators were associated with this fault 30.7% of the other motor vehicle operators were associated with this fault What is noteworthy is that unlike the other motor vehicle operators, motorcycle operators involved in Rear End crashes had a higher incidence of excessive speed and reckless operation in conjunction with the crash. 8.0% involved excessive speed or reckless operation 0.2% of the other motor vehicles involved excessive speed or reckless operation 32

33 Charts 15 and 16 each display the hazardous actions on the part of the motorcycle and the other motor vehicle for the Rear End crash. Unable-to-stop has been separated for emphasis. Chart 15: Hazardous Action and the Motorcycle Rear End Unknown 1% Other 3% Reckless 4% Careless/Negligent 1% Blank 1% None 45% Unable To Stop 38% Improper Passing 1% Speed Too Fast 4% 33

34 Chart 16: Hazardous Action and the Other Vehicle Rear End Other 4% unknown 1% Careless/Negligent 2% Blank 3% Unable To Stop 31% None 54% Improper Backing 1% Improper Lane Use 1% Fail To Yield 3% 34

35 The Sideswipe Same Direction Crash The third most common M-V crash is the Sideswipe Same Direction crash, accounting for 5.8% of all motorcycle crashes and 10.9% of the M-V motorcycle crashes. The UD-10 Traffic Crash Report Instruction Manual defines the Sideswipe Same Direction crash as a collision between vehicles traveling in the same direction making side contact. Sideswipe crashes differ from Angle crashes in that a Sideswipe is a glancing impact and should not in itself stop the forward movement of the vehicle. Chart 17 shows how the Sideswipe Same Direction crashes occurred. Chart 17: Sideswipe Same Direction Crash Remarks Failed To Yield 16% Miscellaneous 1% Changed Lanes 31% Crossed Centerline 1% Speed/Careless/Reckless 3% Unable To Stop 8% Turning Lost Control 3% Lost Control Straightaway 3% Failed To Negotiate Curve 8% Fleeing Police 3% Improper Passing 24% Again, because of the nature of the Sideswipe Same Direction crash, 50% of the crashes occur because of an improper lane change or an improper passing situation. Improper lane driving as it pertains to Sideswipe Same Direction crashes include: Improper lane changes Loss of control on a curve and intruding into another lane Improperly passing another motor vehicle Following too close and sideswiping the lead motor vehicle in an attempt to avoid a rear end collision Failure to yield by driving into the path of another motor vehicle and causing a sideswipe impact 35

36 The analysis of fault and the Sideswipe Same Direction crash reveals similar results to the Rear End crash except that more than 50% are the fault of the other motor vehicle operator rather than the motorcycle operator. Chart 18 illustrates fault and the Sideswipe Same Direction crash. Chart 18: Fault and the Sideswipe Same Direction Crash Motorcycle At-fault 46% Other Vehicle At-fault 54% 36

37 Charts 19 and 20 display the hazardous actions on the part of the motorcycle and the other motor vehicle for the Sideswipe Same Direction crash. Chart 19: Hazardous Action and the Motorcycle Sideswipe Same Unknown 5% Reckless 4% Careless/Negligent 4% Other 3% Unable To Stop 7% Improper Turn 2% None 54% Improper Lane Use 11% Improper Passing 4% Drove Left Of Center 1% Fail To Yield 4% Speed Too Fast 3% The top three hazardous actions attributed to 23.2% of the motorcycle operator are: Improper lane use Unable-to-stop Unknown Excessive speed, careless operation, or reckless operation account for 10% of the hazardous actions. 37

38 Chart 20: Hazardous Action and the Other Vehicle Sideswipe Same Unknown 5% Careless/Negligent 1% Reckless 1% Blank 6% Unable To Stop 3% Other 5% None 39% Improper/No Signal 4% Improper Turn 7% Improper Lane Use 16% Speed Too Fast 1% Improper Passing 1% Failed To Yield 14% The top three hazardous actions present in 36.3% of the other motor vehicle crashes are: Improper lane use Fail to yield Improper turn For comparison purposes, 2.1% of the hazardous actions were for excessive speed, careless operation, or reckless operation. 38

39 The Remaining Multi-Vehicle Crash Types The six remaining M-V crash types, when combined, account for 13.7% of all motorcycle crashes and 25.8% of the M-V motorcycle crashes. Listed in order of frequency of occurrence they are: Head On Left-Turn Other/Unknown Head On Sideswipe Opposite Direction Rear End Left-Turn Rear End Right-Turn Brief descriptions of the six M-V crash types are: Head On Left-Turn Other/Unknown Head On Sideswipe Opposite impact Rear End Left-Turn Rear End Right-Turn Two vehicles approaching and at least one is attempting a left turn The crash does not fit any other classification The intended direction of travel of both vehicles is toward each other Vehicles traveling in opposite directions and make a glancing side A vehicle intending a left turn is struck from the rear A vehicle intending a right turn is struck from the rear There are a plethora of actions associated with these six M-V crash types, but some stand out as more common than others. The following three actions occur most frequently and account for 63.6% of those actions where motorcycle involvement is concerned: Following too closely and unable to stop Failure to negotiate a curve or crossed the centerline through a curve Lost control on a straight road The following three actions associated with the other motor vehicle occurred in 65.2% of the crashes: A left turn into the path of the oncoming motorcycle A failure to yield at an intersection or exiting an alley of driveway An improper lane change 39

40 Charts 21 and 22 display the hazardous actions on the part of the motorcycle and the other vehicle for the remaining six crash types. Chart 21: Hazardous Action and the Motorcycle All Remaining Types Unknown 2% Careless/Negligent 6% Blank Reckless 1% 2% Other 4% Unable To Stop 7% Improper Turn 1% Improper Lane Use 2% Improper Passing 1% Drove Left Of Center 7% None 60% Failed To Yield 4% Speed Too Fast 4% There were 176 instances where the motorcycle operator was credited with a hazardous action in association with these crashes. The top four actions common with 24% of the crashes are: 7% Drove left of center 7% Unable-to-stop 6% Careless/Negligent operation 4% Speed too fast 40

41 Chart 22: Hazardous Action and the Other Vehicle All Remaining Types Unknown 2% Reckless 1% Careless/Negligent 4% Blank 7% Other 4% None 36% Unable To Stop 4% Improper Backing 2% Improper Turn 2% Improper Lane Use 2% Improper Passing 1% Drove Left Of Center 2% Speed Too Fast 1% Failed To Yield 32% Several different, but applicable, hazardous actions can be associated with these types of crashes but out of the 256 hazardous actions attributed to operators of the motor vehicle that collided with the motorcycle, failure to yield was noted 32% of the time. 41

42 Fault And All Multi-Vehicle Crash Types The nine Multi-Vehicle crash types have been analyzed separately and will now be looked at in their entirety as they relate to hazardous actions. Chart 23 displays all hazardous actions identified as occurring with the nine Multi-Vehicle crash types and the percentage of occurrence where the driver of the other motor vehicle is determined to be at-fault. Chart 23: Multi-Vehicle Crash Fault Other Vehicle At-Fault Unknown 3% Reckless 1% Careless/Negligent 4% Speed too fast 1% Other 5% Unable to Stop 17% Fail to Yield 51% Improper Backing 2% Improper/No Signal 1% Improper Turn 5% Improper Lane Use 5% Improper Passing 1% Drove Left of Center 1% Disregard Traffic Control 3% In the crashes where the vehicle was found at fault, failure to yield was the predominant hazardous action occurring 51% of the time. 42

43 Chart 24 displays the same hazardous action information for the motorcycle. Chart 24: Multi-Vehicle Crash Fault Motorcycle At-Fault Reckless 6% Careless/Negligent 8% Speed Too Fast 12% Fail To Yield 11% Unknown 4% Disregard Traffic Control 3% Other 8% Drove Left Of Center 5% Improper Passing 3% Improper Lane Use 4% unable To Stop 35% Improper Turn 1% When combined, excessive speed, careless/negligent operation, and reckless operation account for 26% of the actions associated with fault on the part of the motorcyclist. Following too close or unable to stop in time to avoid a collision account for 35% of the at-fault crashes. Following too close and unable to stop are nearly always associated with driving too fast for conditions. When combining the four mentioned hazardous actions, the data shows that they are present in 61% of the crashes where the motorcyclist is found at-fault. Several factors associated with all motorcycle crashes in Michigan have now been analyzed to the extent allowed by the available data. Before any further conclusions can be ascertained, a comparison of those factors to those same factors as they relate to all motor vehicle crashes must be completed in an effort to identify those factors unique to motorcycle crashes. 43

44 Fault by Comparison The 2004 Michigan Traffic Crash Facts publication contains data on driver hazardous action in relation to all reported traffic crashes. This analysis of Michigan s motorcycle crashes contains data specific to motorcycle crashes. Table 7 shows a comparison between the two sets of data. Table 7: Hazardous Action Comparison Hazardous Action All Crashes % of Total Motorcycle Crashes % of Total None 48.2% 45.5% Speed Too Fast 5.9% 8.5% Speed Too Slow 0.3% 0.2% Failed To Yield 8.7% 11.7% Disregard Traffic Control 2.2% 1.2% Drove Wrong Way 0.1% 0.1% Drove Left Of Center 0.6% 1.1% Improper Passing 0.6% 0.7% Improper Lane Use 2.1% 1.8% Improper Turn 1.0% 1.3% Improper/No Signal 0.1% 0.3% Improper Backing 1.7% 0.5% Unable To Stop 13.2% 9.1% Reckless Driving 0.5% 1.8% Careless/Negligent 2.2% 4.4% Other 3.5% 6.1% Unknown 9.2% 3.4% Specific operators in relation to all crashes will also be compared. Table 8 compares all crashes in Michigan to the study population of motorcycle operators and operators of the motor vehicle that collided with them. 44

45 Table 8: Operator Comparison Hazardous Action All Crashes % Motorcycle % Other Vehicle % None 48.2% 49.3% 38.4% Speed Too Fast 5.9% 12.7% 0.6% Speed Too Slow 0.3% 0.2% 0.0% Failed To Yield 8.7% 2.3% 29.4% Disregard Traffic Control 2.2% 0.9% 1.8% Drove Wrong Way 0.1% 0.1% 0.1% Drove Left Of Center 0.6% 1.4% 0.5% Improper Passing 0.6% 0.9% 0.3% Improper Lane Use 2.1% 1.2% 3.0% Improper Turn 1.0% 0.4% 2.9% Improper/No Signal 0.1% 0.0% 0.7% Improper Backing 1.7% 0.0% 1.3% Unable To Stop 13.2% 8.8% 9.8% Reckless Driving 0.5% 2.5% 0.5% Careless/Negligent 2.2% 5.6% 2.2% Other 3.5% 7.7% 2.9% Unknown 9.2% 4.3% 1.6% With respect to the operator of the motorcycle involved in a crash, the most common aspects are: Failure to negotiate a curve or a loss of control on a straight road due to excessive speed A loss of control or inability to avoid a collision due to excessive speed, reckless operation, or careless/negligent operation With respect to the operator of a motor vehicle that collides with a motorcycle, the single most common aspect is: A failure to yield the right-of-way to the motorcycle by: o Making a left turn into the path of the motorcycle o Driving into the path of the motorcycle at an intersection or leaving a driveway or alley 45

46 The Unendorsed Operator There was some difference in the number of unendorsed vs. endorsed motorcyclists between this study and the study of serious motorcycle crashes. In the serious motorcycle crash study, it was determined that an average of 41.5% of all motorcycle operators were unendorsed and this study reveals that 36.3% met those criteria. Chart 25 depicts the respective percentages based on endorsement. Chart 25: Endorsed Unknown 4% Unendorsed 36% Endorsed 60% When studying the number of endorsed vs. unendorsed operators based on crash type, there was no noticeable difference observed. The percentage of unendorsed vs. endorsed operators was studied in relationship to fault. Chart 26 shows that 52.6% of those found at-fault in a crash were properly endorsed, while 41.3% were unendorsed. It might be concluded from this data that a properly licensed operator is more likely to be found at-fault than not, but it is believed a logical and correct interpretation requires further analysis, which is represented in Chart

47 Chart 26: At-Fault and Endorsed Unknown 6% Unendorsed 41% Endorsed 53% Chart 27 shows that 66.9% of the operators found not at-fault in a crash were properly endorsed, while 31.3% were unendorsed. Chart 27: Not At-Fault and Endorsed Unendorsed 31% Unknown 2% Endorsed 67% The data concludes that a properly endorsed motorcycle operator involved in a crash is less likely to be found at-fault for the crash.the margin is slim but nonetheless present. There is no published data available to make the comparison between unendorsed motorcycle operators and unlicensed drivers involved in all traffic crashes as a whole. Such a comparison would effect the conclusions on proper licensing and any likelihood of involvement in a crash. 47

48 Relating Age to Endorsement How various age groups relate to one another in holding a valid operator license is also relevant for the analysis. The average age for a motorcycle operator involved in a crash is 40 and there is a one in three chance that the operator is unendorsed. Table 9 shows the various age groups and their percentage of the overall group and the percentage of unendorsed operators within each group. Table 9: Age and Endorsement Age Group Numbers % of Operators % Unendorsed % 51.8% % 41.5% % 33.6% % 31.6% % 29.0% 65 over % 17.9% Unknowns % n/a Initially the data shows that the smallest group by numbers is the age group 65 and over. This group also has the best ratio of operators with a valid license. The age group with the largest percentage of unendorsed operators is 16 through 24. Over half of the operators in this group did not have a valid endorsement. This group falls fourth out of six in terms of size. Under Michigan law, a person must be at least age 16 to apply for a motorcycle endorsement. Those persons age 16 and 17 must successfully complete an approved motorcycle safety course before they are eligible to obtain that endorsement. There were 12 crashes involving a motorcycle operator 17 years of age in Four of those held a motorcycle endorsement, four did not, and the license status of the remaining four was unknown. There were five crashes involving a motorcycle operator 16 years of age in One held a motorcycle endorsement, one did not, and the license status of the remaining three was unknown. Factoring out the unknowns, this data shows that 16 and 17 year olds fall within their age group in that only half of them held an endorsement. The group age 25 through 34 have the largest percentage of endorsed operators and also ranks third in terms of size. The group age 45 through 54 ranks first in terms of size and while it has the largest number of endorsed operators, it ranks third in percentage of unendorsed operators. 48

49 Chart 28 depicts another way to visualize this data. The upper curve represents the total number of motorcycle operators, while the lower curve represents the numbers of operators with an endorsement. This graph shows it is only after approximately age 50 that the number of operators with an endorsement approaches 100% of the respective age population. Chart 28: Age and Endorsement age age age age age age 65 and over It is also relevant to analyze age and crash involvement. Table 10 displays the percentage of operators within a specific age group and numbers of operators involved in a crash. Table 10: Age and Crash Involvement Age Group # of Endorsed % of Endorsed # In Crash % of Crash Total 16 & % % , % % , % 2, % , % % This data reveals that motorcycle operators age 16 and 17 make up 1% of the total population of endorsed operators but are involved in 3.4% of the crashes. Also, the group age 16 through 24, which accounts for 2.8% of endorsed operators, is involved in 17.8% of the crashes. Contrast this with the group age 65 and older, whichmakes up 6.8% of the endorsed operators but are involved in only 2.1% of the crashes. Finally, the group age 25 through 64, which accounts for 90.3% of all endorsed operators, is involved in only 84.2% of the crashes. 49

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