402nd Field Artillery Brigade holds their first joint motorcycle ride to New Mexico

By Sgt. 1st Class Ernesto Camacho, 2nd Battalion, 362nd Field Artillery Regiment Division West Public Affairs

FORT BLISS, Texas – The 402nd Field Artillery Brigade, Division West, held its first joint motorcycle ride Oct. 24, which included riders from the 5th Armored Brigade, and 166th Aviation Brigade, out of Fort Hood.

The ride teamed experienced with inexperienced riders, but it gave all the motorcyclists an opportunity to gain group experience on their ride to Cloudcroft, N.M.

“Rides like this give weak riders an idea of what needs to be done to get better,” said DJ Dryer, Mission Training Center safety manager. “Experienced can learn new skills as well, but sharpen their old skills.”

The joint ride coordinated by Command Sgt. Maj. Ernest Bowen Jr., 402nd Field Artillery Brigade command sergeant major, and Sgt. 1st Class Jae Haney, 402nd Field Artillery Brigade medic, included Division West soldiers traveling from Fort Hood, Texas.

Command Sgt. Maj. Glen Vela, Division West motorcycle mentor, and Master Sgt. Ruben Samarripa, of the 166th Aviation Brigade, were among those that made the trek to Fort Bliss to join their comrades in the joint ride.

The day began with a thorough route and safety briefing conducted by Bowen.

“Anybody have a bike that doesn’t reach 70 miles an hour,” said Bowen. “The speed limit is there for a reason.”

Upon completion of the briefing, all riders were issued a first aid pack along with emergency contacts and locations of medical facilities in case an emergency were to arise or they needed assistance during an accident.

The soldiers conducted their final equipment and motorcycle checks and lined up in three groups of six riders per team, with the most experience riders of each team as their lead, and began their ride to Cloudcroft followed by the 402nd's Recovery Team.

Enroute to Cloudcroft, the riders stopped at their designated rest areas along the way in Alamogordo and Oro Grande. Riders arrived at Big Daddy’s Diner where they ate barbecue and then continued on their way through the mountain side.

Passing through Mayhill, one of the riders experienced some minor difficulties and pulled off to the side of the rode into the gravel path to clear his eyes, where he laid his motorcycle down. He endured minor injuries along with minor damage to his motorcycle as well.

“At the point of the incident, patient assessment, scene management and patient transport was performed flawlessly by all motorcycle riders and the scene was managed by numerous trained accident scene management trained personnel,” said Sgt. 1st Class Jae Haney, 402nd Field Artillery Brigade medic.

Haney provided medical aid until the emergency medical service technicians arrived on the scene. The rider was transported from the accident scene to Alamogordo Medical Facility where he was treated and released with minor injuries.

“Everyone reacted in exact accordance to what was briefed,” said Col. Raul Gonzalez, brigade commander of 5th Armored Brigade. “He was treated and taken care of before the first responders arrived. We just passed off all of the medical notes to the responders.”

Upon completion of the accident response and the sheriff’s accident report, the riders recovered the soldier’s motorcycle accordingly and continued along with their motorcycle ride around the mountainside back through Cloudcroft, where the teams conducted their after action review, and returned to Fort Bliss.

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source: Dvids (AP, 12/11)

Motorcycle thefts: The most stolen models and hot areas for crime

Producers with clients who ride motorcycles designed by Honda, Yamaha or Suzuki may want to be on their guard. So may those representing bikers living in Florida or Texas. And the time to be especially wary for all these groups? July.

That’s what a look at 2012 motorcycle thefts has taught the National Insurance Crime Bureau. In a recent report, the NICB analyzed data from bike thefts across the country, including model, make, and year, as well as when and where the bikes were stolen.

Based on this information, insurance rates—as well as the importance of having an appropriate insurance policy—may fluctuate for people in certain areas with certain bikes.

The most stolen motorcycle makes

2007 Suzukis are sporting the biggest proverbial target for thieves, with 1,179 of the bikes stolen last year. Not far behind are 2006 Suzukis, and 2006 and 2007 Hondas.

Yamaha makes an appearance in the number five slot, with 885 2009 Yamahas stolen in 2012.

The three models—Suzuki, Honda and Yamaha—comprise the top 10 motorcycle thefts, with years ranging from 2005 to 2009. Altogether, they account for nearly 20% of total thefts. Kawasakis, Harleys and Vespas fell further down the list in the top 15.

The biggest hotbeds for theft

Of the 46,601 motorcycle thefts in the US in 2012, 13% took place in California. Florida made second place, representing 9% of all thefts, while 7% took place in Texas. North Carolina and Indiana round out the top five, with 6% and 5% of thefts, respectively.

By contrast, motorcycle owners in Vermont, North Dakota, South Dakota, Wyoming and Alaska are relatively safe for bikers. All five states represented less than 1% of motorcycle thefts in 2012.

The data did not change markedly from 2011 to 2012, the NICB noted.

When to expect peaks in crime

Unsurprisingly, most motorcycle thefts occur in warmer months when biking is a more palatable mode of transportation. July saw the most reported motorcycle thefts, with 5,529, followed by August with 5,290 and June with 4,765.

Thieves were least active in February, when only 2,089 motorcycles were stolen. December and January also saw fewer theft reports.

The good news?

Since 2010, motorcycle thefts have been on the decline. While 2011 to 2012 represented just a 1% decrease in thefts, 2010 to 2011 saw a 7.5% decline.

Additionally, certain policies are designed to protect a biker against motorcycle theft. Often sold by auto insurance companies, comprehensive coverage pays out when a bike is stolen. Rates can vary considerably, but are affordable for most bikers.

According to Olvier Shami of Motorcyle USA, choosing the right policy is vital for producers working with bikers. That’s a decision those who specialize in bike insurance are best equipped to make.

“The ideal insurance agent is one who has witnessed first-hand the mess that the wrong insurance creates when it’s truly needed,” Shami said.

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Source: IbagMag (Lane, 11/26)

Christian bikers enjoy "Fullmoon" rides

If there is a full moon in the sky, that is a sure sign that motorcycle engines will soon be heard.

The Fullmoon ride leaves from the First National Bank parking lot, located at the corner of State Highway 6 and Bypass 35 at 6:30 p.m. each month on the Saturday night most near the full moon. The July ride last Saturday helped Pastor Harry Stafford celebrate his 68th birthday.

Stafford, organizer of the ride, proudly admits that this ride has been in existence for 14 years.

“As far as we know, our ride is the longest running monthly motorcycle ride in the world. The ride is open to all bikes, bikers, patches, no patches, trikes, cars, trucks and all street legal vehicles. It is a very safe ride as we meander along the back roads of Brazoria County. All rides always end up some restaurant where they serve great food,” he laughed.

At one point, Stafford laid claim to his hosting the longest running monthly motorcycle ride in Texas. “I wondered if perhaps we might not be the longest ride in the world. Digger O’Dell and I have e-mails lists that include former co-workers and friends all around the world. When I would send out e-mails, I began listing our ride as the longest running monthly motorcycle ride in the world and thus far, no one has disputed my claim, so it must be accurate,” he laughed.

There were approximately 30 riders last Saturday evening. Often, there are 20 - 100 riders in the monthly event.

Stafford is a member of the Christian Motorcyclist Association and the Texas Motorcycle RoadRiders Association. He also serves as the Chaplain for the Blue Knights Chapter Seven Motorcycle Club and the Chapter 3 Red Knights.

Stafford is the Pastor for the Road of Life Community Church, 29788 Highway 6 East in Santa Fe. Bike blessings are an integral part of his motorcycle ministry. “We have a double-sided banner on display for this service which reads ‘Bike Blessing’. We have crosses which we present to the riders. These crosses represent the Cross of Cavalry and the riders normally hang them on their handle bars to remind them to place their faith in Christ, who died upon the cross for us. He can keep them safe as they ride,” Stafford explained.

The ministry also includes other church visitations, third Sunday Devotion and Ride (leaving the church with kickstands up at 11:30 a.m.), occasional rides to Lakewood Church to hear Joe Osteen, ladies only rides, hospital visits, weddings, assist with funerals. The group also has a ministry that is devoted to older residents. In 2011, they rode to Winchester Lodge in Alvin. Santa and Mrs. Claus visited with the residents while the group was there. There was also a special singing, caroling and plenty of Christmas music.

During Sunday morning worship at the Road of Life Fellowship Church, attendees join in with the special praise/worship, hear special speakers, receive salvation, miracles are performed and healings are received. There are also blessings and special prayer for all needs. Each Thursday night at 7 p.m., an Overcomers meeting is held at the church for those who are trying to overcome anything or to anyone who has overcome and is willing to share their experience with others.

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Source: Alvin (Zavalla, 7/26)

B-King Breaks 200 mph at Texas Mile

In March 2013, Joe Robbins ran his 2008 Suzuki B-King into the 200 mph club at the Texas Mile, with an official pass marked at 200.9 mph. It took a few days, a number of attempts and a little bit of madness, but Robbins now has the distinct honor of being the only rider yet to push a B-King beyond the 200 mph mark at the Texas Mile.

Robbins currently races in the NHDRO drag series, competing with the ‘King he built-up primarily for that purpose. His experience drag racing started on four wheels, when in 2007 he took a 1980 model year Corvette and boosted it to 500 horsepower and 500 lb-ft of torque. The experience was exhilarating, but according to Robbins, he “needed more power.” He also knew that it all would be a whole lot more fun on a bike.

Robbins grew up on motorcycles and started to ride before he was 10 years old on a dirt mile track built by his father. His love of motorcycles grew over the years and he has owned many bikes during that time, but when his search for a drag bike began, he went where so many have gone before and started looking at Suzuki’s Hayabusa. The aftermarket options and the high-level of performance offered by the super-powered machine were alluring, “but then the B-King came out and I had to have it. It was more my style,” says Robbins.

He bought a black B-King and took it immediately to the races. He continued on for more than two years before buying a second, so he could have one for the street as well. “I enjoy riding the B-King on the street more than any bike I have or had,” explains Robbins. “I have been on the B-King for 12 hours on trips. I’ve been to Key West twice from Wisconsin.”

Now with a bike designated specifically for racing, Robbins set about creating more power in the already hulking 1340cc machine. With help on the ECU from Justin Woolich, who hails from Australia, Robbins was able to create his own timing, fuel and secondary maps. He removed factory limits from the ECU and then bolted on a host of aftermarket parts to get himself, a 218 pound, 6'1" suited rider, and the B-King into the 9.25-second range for the quarter-mile.

It was a positive start for Robbins, but then he got word from a friend who lives near the Texas Mile that a number of B-King riders had come into town thinking they’d easily get the 200 club, but consistently fell short. He did some research and found that a fine-tuned stock B-King engine, trained rider and optimal conditions would likely yield speeds from the 170s to the 180s in the mile. Getting over 200 mph would take some creativity and work, but it was a challenge Robbins was more than happy to accept.

After conferring with engine builder Chuck Bower from RC Performance in North Carolina, Robbins decided to go “with a 1565cc large bore build. It was a first generation block bored to accept 85mm JE Pistons. I stroked the crank to 69mm and came up with a 14:1 compression ratio. I added a five axis CNC large bore cylinder head porting, new cams, a race cut tranny and micro polish. Carrillo rods are in there to take the higher power and nitrous operations and I added a heavy-duty Vance & Hines cam chain and solid roller adjuster. ARP bolts hold everything together.”

He also needed an upgraded fuel pump, so went with a modified Audi Bosch that “would sufficiently supply fuel up to about 400 hp,” continues Robbins. “I modified the fuel system and installed this pump directly into the factory location within the fuel tank. I installed a full-on Brocks header exhaust system and my own type of ram/cold air induction and tuned accordingly. I created my own timing curve, primary and secondary fueling maps and then adjusted rev limits and converted the pair circuit to actually control nitrous operations. This circuit allowed me to program the stock ECU to activate NOS, add fuel and pull timing during operations.”

On the dyno, the new B-King engine pumped out 238 hp and 140 lb-ft of torque. The NOS shot added another 48 hp and topped out the torque at 168 lb-ft. He put a fresh set of Dunlop Q2s on the front and rear after installing a longer swingarm, which gave him a 67-inch wheelbase, and headed to Texas.

Robbins drove the track in his truck the night before runs started on Saturday and found the straight to be rough, with “washboard type buckling at certain locations.” Robbins claims, “I would not have made the trip if I knew how rough it really was.”

His first two passes on Saturday were done sans nitrous, and he achieved a 185 mph and 187 mph. There was potential for his second run to be even faster since he posted the speed in sixth gear at 9950 rpm. “I was going to change to lower gear to get rpm close to the 10400 mark where peak horsepower is on my bike,” he admits, “but the lines were about three hours to make a pass and I wanted to spray.”

On his third pass he cracked the NOS, which had a bottle pressure of 1200 psi thanks in part to help from the scorching Texas sun (during dyno testing the cold bottle pressure was at 600 psi). He hit the arming switch at the three-quarter mile mark, where he assumes he was already in the mid-180s. “I think the front lifted a bit,” he says of the extra dose of power, “it pulled super hard. I think that might have been around a 70 hp shot with the extra bottle pressure. I could barely hang on. Anything over 180 on a B-King is all just blurry colors. Just reading the tach is hard; takes about two seconds looking at it to get an idea for these old eyes.”

That run he reached his rev limit at 11,200 rpm and thought he was well over the 200 mark, but the official pass rang in at 197 mph. He couldn’t hear the bike at those speeds and says the wind buffeting is “insane on this bike up there. I was surprised that the headlight and trim stayed on. I didn’t tape anything for aerodynamics.”

After investigating, Robbins decided the wheel was breaking loose, so he put a 41 tooth sprocket on and lowered the tire pressure to 19 psi.

Sunday came and just before his pass officials notified him that the mile marker had fallen down, which “is the last black blur when you need to shut down.” He repeated the process from the day before, hit the NOS at the three-quarter mark and the run felt smooth. He thought he’d gone too far down the track and put on the brakes, but when by the time he’d slowed enough to see where he was it became frustratingly apparent that he’d slowed too soon. Despite the hiccup, his ticket came in at 200.5 mph.

He wanted one more pass though, and had to wait four hours to get it. By that time the mile marker had been put back up and the sun had warmed his bottle to 1100 psi. The wheel broke loose this time near the 200 mph mark but he was able to improve his run slightly, registering at 200.9 mph.

“I didn’t have the strength to make a third pass that day,” admits Robbins. “I felt like I got beat by a gorilla. The drag on a B-King is incredible and this speed may just be about the top end for it.”

Though he had the bike geared to reach up to the 220s, he had accomplished his goal of surpassing the 200 mph mark and made the record books. Not a bad way to spend the weekend.

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Source: MotorcycleUSA (Wilson, 7/23)

Mexican Bikers Make Trek to Texas

Jorge Rojas López says that like the hippie counterculture movement of the 1960s, bikers and their reputation for being rough, tough and rebellious is uniquely American.

But that did not stop Rojas, 61, and about three dozen other Mexican nationals from traveling as far as 900 miles to attend an event in Austin that celebrates the fierce independence and individuality of the Lone Star State, the Republic of Texas Biker Rally.

Billed as one of the largest rallies of its kind in the country — rivaling similar events in Sturgis, S.D.,and Daytona Beach, Fla.— the rally draws more than 35,000 people from across the world, promoters said.

The event, which celebrated its 19th year when it was held this month, included performances by the 1980s metal stars Twisted Sister and the Mötley Crüe front man Vince Neil. It also featured, for the first time, performances by Mexican motorcycle acrobats, part of a national club called the Confederación Internacional de Motociclistas Oficiales y Policías de Caminos. The group includes members of regional clubs, like Dorados de Villa in Ciudad Juárez, of which Rojas is a member, across the border from El Paso. Others come from Mexico City, Nuevo León, Querétaro and Guadalajara. The group’s performers are daredevils who mount one another’s shoulders, ride backward on front-end rims or form human pyramids on two motorcycles as they cruise along a designated route. By day, they are professors, teachers, police officers and businessmen.

“The biker is from here, the real biker, and this is a Mexican expression of that culture,” Rojas said. But the Mexican signature, he added, is the acrobatic element. “We don’t see them dominate the bike the way the Apaches dominated the horse better than the Spaniards,” he said.

Rojas, a criminology professor and the rector of the Universidad Cultural in Ciudad Juárez, said the performance transcended the tumultuous histories between Texas and Mexico.

“From my sociological point of view, Texas is really a mixture of cultures,” he said. “Mexicans, we don’t harbor resentment. To the contrary, we see this as a cultural expression. The culture is universal: it doesn’t have borders or limits, it doesn’t have a color. We’re citizens of the world, and as such, we understand this cultural expression.”

Alejandro Galán, the national group’s leader, acknowledges the history but uses it as a punch line instead of a point of contention.

“We’re here because we want to take it back,” he joked, referring to the Treaty of Guadalupe Hidalgo, under which Mexico in 1848 lost its northern territory to the United States.

The state’s Chicanos, Americans of Mexican descent who identify with both cultures, say the Mexican bikers are a welcome addition to the Texas event.

Mikey Rodriguez, 42, is a member of the Latin Lords MC, a group from Baytown, near Houston. This was his 13th visit to the rally. In previous years, the Mexican riders would caravan in, wearing Mexican wrestler masks amid a cheering crowd. That they make the trek, he said, is not surprising.

“When you’re involved in this lifestyle, you travel left and right,” he said.

Rachel Salas, 36, a Latina and native of Lubbock, said the Mexicans were as welcome as anyone else and just as embraced.

“Everybody gets along, I think that’s a good thing,” she said. “Everyone is very friendly, almost too friendly.”

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Source: Texas Tribune (Aguilar, 6/21)

Local motorcycle store owners urge drivers to put safety first

LUFKIN, TX- Fatal motorcycle accidents have been popping up all over East Texas leaving many motorcycle owners and fans concerned.

While many people think motorcycles are cool and fast, they are also very dangerous. Riding motorcycles has become more of a social norm in the past decade, but it's also opened up a doorway for more wrecks.

"It's a great thing to do. I've done it for the majority of my life, but you have to understand that you put your life on the line when you get out on the highway," said Scott Wilcox, the owner of Cycle Heaven in Lufkin.

Wilcox says he has seen countless friends die in motorcycle accidents.

"That definitely changed my outlook, and perspective on motorcycle riding and it brought up several points with me. It doesn't have to be an automobile, it doesn't have to be a one vehicle accident and it can be anything. You have to expect the unexpected," said Wilcox.

Tom Moore, the parts and service manager at Texas Thunder Harley Davidson, says a lot of fatalities happen because riders don't follow the rules.

"I'm a firm believer that every time you get on a motorcycle you should be wearing ankle high boots, you should be wearing at least a half helmet, gloves aren't necessary, but they come in handy. It's a little bit easier to repair a motorcycle than a person," said Moore.

It doesn't matter if you are a brand new or seasoned rider, it's always important to put your helmet on before you get on the bike, Moore says.

"The motorcycle is a vehicle just like a car and they do carry the right of way. It is your job as a driver of the vehicle to keep an eye out on them and make sure they are not in your way," said Moore.

Wilcox says he loves to ride, but believes it's every riders job to remind themselves about the dangers of reckless driving.

"The car is always going to win. Once you get comfortable and relaxed to the point of throwing caution to the wind, you are in a very deadly situation. If you encounter a situation where there is a violent person in an automobile, give them the right of way. What do you have to prove at that point? They are going to win with that car. So give them the right of way. Let that get away from you," said Wilcox.

Both men say that it is also important to retake the state mandated rider safety course several times throughout your motorcycle career.

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Source: KTRE (Reed, 4/11)

Traffic fatalities on the rise in West Texas

The screech of tires on asphalt. A crash.

An ambulance wails, lights flashing, but arrives too late. Another person is killed on a Texas road — It happens every day.

Statewide in 2011, 3,016 people died in 2,797 crashes, according to state and national data. The Big Country is no stranger to fatal crashes: In 2011, 68 people were killed in 66 crashes in the region.

And according to the most recent available statistics, these numbers are trending upward in West Texas.

INVESTIGATIONS

Armando Renteria is a certified crash investigator for the Sweetwater Police Department. He has been in that position since 1999.

“We look at different things, like at which angle did it (the vehicle) leave the roadway? Was it gradual?” Renteria said. “We look at the different skid marks and markings in the median.”

There were 28 recorded crashes in Nolan County from 2008-12. Sweetwater is that county’s seat, which means Renteria has seen his fair share of crashes.

He said investigators use algebra, calculus and trigonometry to determine how crashes happened.

“You know you’re in high school and you say, ‘I’ll never have to do algebra again?' It’s not true in this job,” he said.

The Texas Department of Transportation and the National Highway Traffic Safety Administration study traffic fatalities and publish statistics on them.

Their analysis supports some widely held conventions about traffic fatalities — that driving in excess of the posted speed limit is dangerous, and so is driving a motorcycle.

Other statistics might be more surprising, though:

Single-vehicle crashes account for the majority of traffic fatalities.

More fatal crashes occur on U.S. and state highways than on interstate highways.

Though general data for 2012 is available, 2011 is the most recent available year for in-depth information.

SINGLE-VEHICLE CRASHES

Renteria said single-vehicle accidents — rollovers in particular — can be especially deadly.

“If you’re doing 75 mph and there’s a rollover, you’re bouncing around in that vehicle like crazy,” he said. “You see all kinds of trauma — brain injuries, broken bones.”

Single-vehicle accidents are even more difficult to investigate than other fatal crashes, Renteria said, because frequently the only witness to the crash is dead.

“You have to go back and figure out the root cause of the accident,” he said. “Is there a mechanical defect? Is there some traffic device defect?”

Since 2007 more than half of fatal crashes in Texas have been categorized as single-vehicle crashes.

Common causes of single-vehicle fatalities include rollovers and crashes into stationary objects such as utility poles, concrete barriers, culverts and guard rails.

Vehicles striking trees, light poles and fences are the most common listed causes of single-vehicle fatalities.

Renteria said drowsiness and a phenomenon known as “road hypnosis” can contribute to these types of crashes.

Watching the yellow line as you drive down the road “can make you tired and put you to sleep,” he said.

Renteria stressed the importance of getting a good night’s rest before embarking on road trips. Driving tired just leads to more accidents, he said.

“There’s a certain thing you need to do before you get out on the road. Make sure you get plenty of rest,” he said. “Take plenty of breaks while you’re driving. You don’t have to do it in one trip.”

ARE INTERSTATES REALLY MORE DANGEROUS?

Interstate highways have some of the highest posted speed limits and have the most miles traveled of any roadways in the state, but account for the fewest number of fatal wrecks.

The Texas Department of Public Safety is recognized as the pre-eminent crash investigator in the state.

Spokesman Senior Trooper Phillip “Sparky” Dean said interstates tend to be safer.

“Interstates are for the most part pretty straight,” he said. “You’ve got two lanes going the same direction.”

State and U.S. highways were the leading locations of fatal wrecks in Taylor County from 2008-11, accounting for 24 of 68 fatal crashes.

Dean said this could be explained by people getting complacent with driving on familiar highways.

“People are crashing on a straight piece of roadway,” he said. “A lot of that is the attitude that it’ll never happen to me — This could happen to you. No one is exempt.”

Carol Rawson, TxDOT traffic operations director based in Austin, said interstates are the safest because they’re built the best.

“Our interstate highways are built to our highest standards. We have nice lanes, big shoulders. The interstate is your best level of road,” Rawson said.

U.S. and state highways account for 28,000 miles of Texas roadways. U.S. 83, at 899 miles, is the longest. The state depends on these highways systems to deliver traffic through many of the state’s rural areas, Rawson said.

“The majority of our crashes are occurring in rural Texas,” Rawson said. “People believe the fatalities are happening in our cities.”

Statewide in 2011 more fatal crashes occurred on state and U.S. highways than on any other type of road.

Rawson said the most dangerous of the U.S. and state highways are those with two lanes moving in opposite directions with no center divider between them. TxDOT is planning to place cable barriers on these roads, along with widening some by 2 or 4 feet, she said.

“A lot of highways don’t have edge lines,” Rawson said.

In Nolan and Howard counties, however, interstate wrecks accounted for the most traffic fatalities from 2008-11. In Howard County, most of its 23 crashes were on Interstate 20, mainly near Big Spring. Nolan County saw half of its 20 fatal crashes occur on I-20, mostly near Sweetwater.

DISTRACTED DRIVING

Though TxDOT and NHTSA do not keep specific data about distracted driving, Dean identified it as a major cause of highway fatalities.

“There’s all kinds of distractions in today’s vehicles,” the DPS’s Dean said. “That driver needs to do nothing but drive that car. Unfortunately, driving the car is the last thing they’re doing.”

Eating, talking on the phone, texting, smoking and messing with the CD player while driving are some examples of distracted driving.

“We’re making the vehicles safer, but we’re not making the drivers safer,” Dean said.

“The factor has always been there,” Renteria said. “It’s just now ... being looked at a little more with the evolvement of technology. You see these wrecks where the teenager is texting, and they’re deceased now.”

Renteria suggested that parents advise their children to pull over to the side of the road before using their phones to call or text.

“Texting?” he said. “It can wait.”

Dean said that a driver with a learner’s permit is not allowed to use a phone in the car at all.

SPEEDING

Statewide, speeding was a factor in about one third of fatal crashes since 2009, according to data.

In the Big Country, speeding was a factor in about 35 percent of the fatal crashes from 2009-11. It was a factor in nearly all of the crashes in Nolan County in this time period.

In Taylor County speeding was a factor in 39 percent of fatal crashes in that time period.

The speed limit on some interstate, state and U.S. highways was raised from 70 to 75 mph in 2012. U.S. 277 north of Abilene saw the posted speed increase in late 2012.

National and state data hasn’t caught up to reflect this change, but Rawson said she doesn’t expect there to be a substantial uptick in fatality numbers because “most people were traveling at that speed anyway.”

“We’re making sure (speed limits) are safe and appropriate,” Rawson said.

PEDESTRIANS

In the state in 2011, 418 pedestrians were killed by vehicles.

Pedestrian-vehicle fatalities in Texas increased by 17 percent in 2011 from the previous year, a jump to 418 deaths from 357.

Three pedestrian deaths were recorded in the Big Country in 2011. In Taylor County, one pedestrian was killed on Key Lane, south of Potosi. One was killed in Eastland County on County Road 323, and another was killed in Brown County on U.S. 183.

In Abilene already this year, two pedestrians have been killed by vehicles. Tina H. Brown was killed in early January by a pickup as she was crossing South First Street. Zachery Joseph Melton was killed by a pickup as he was walking at night on Sayles Boulevard a few days later. Also in January a Ranger woman was killed while trying to help motorists who were involved in a multivehicle accident on Ranger Hill.

“We’re having a lot of pedestrians killed on our highways,” Rawson said.

MOTORCYCLES

From 2007-11 in Taylor County, 29 percent of motor vehicle fatalities involved motorcyclists.

About 43 percent of those killed were wearing helmets.

In the state, motorcycle fatalities accounted for about 11 percent of fatalities for that time period.

About half of the 471 people killed in motorcycle crashes in 2011 were wearing helmets.

“We’ve been seeing a lot of motorcycle fatalities,” Rawson said. “That can be attributed to gas prices that have gone up. There’s a group of baby boomers that love getting the Harley motorcycles when maybe they’re not so familiar using them.”

TxDOT estimates that 127 motorcyclists were saved by wearing helmets in 2011.

If all of them wore helmets — instead of the observed rate of 46 percent — the agency figures 94 more lives could be saved.

In January, Clayton Dowlin Johnson, 18, was killed on when his motorcycle collided with an SUV on South Treadaway Boulevard.

His passenger was taken to Hendrick Medical Center and survived. Both Johnson and his passenger were wearing helmets.

SEAT BELTS

Even though the state has had a seat belt law since 1985, it wasn’t until 2010 that all passengers, including those in the back seat, had to buckle up.

The National Highway Traffic Safety Administration reports seat belt use in Texas has remained at about 94 percent for the most recent two-year period (2010-11).

Rawson said TxDOT is focused on getting the percentage of the population who don’t wear a seat belt to start wearing one.

“That group, if we could get them to buckle up, the fatality number would go down,” she said. “When you’re thrown out of the vehicle, your chance of dying goes up.”

“Who in Texas does not know that it’s the law to wear a seat belt?” Dean said.

TxDOT estimates 200 lives could have been saved in 2011 if everyone wore a seat belt.

In Taylor County in 2011, more than half of people killed in motor vehicle crashes were wearing seat belts, six of 11.

DWI

About a third of traffic fatalities in the state in 2011 involved drivers with blood alcohol content of 0.08 percent or higher, which is the legal blood alcohol limit for operating a vehicle in Texas.

The percentage of official crashes involving a drunken driver have risen slightly from 2007 to 2011, despite increased educational campaigns, and DPS trooper and city police patrols near holidays.

Troopers currently are increasing spring break patrols until March 17.

“Impaired driving is the most hazardous occurrence on our roadways, but it’s also the most avoidable,” said Warren Diepraam, vehicular crimes prosecutor for Montgomery County. “If you’re unlucky you may kill yourself or someone else. It’s just not worth the risk.”

More DWI traffic fatalities occur in Texas than in any other state: 1,213 deaths were recorded in 2011.

Diepraam said those numbers would be even higher if all drunken driving deaths were properly recorded.

“That number is a significant underestimate,” he said.

Diepraam said depending on the time and location of DWI-related deaths, a fatality crash might not be recorded as a drunken driving death.

A fatal crash that occurred in a private neighborhood is one example, he said.

The prosecutor, who has been at the scene of more than 1,000 fatal crashes, said he works hard to send a message to potential DWI offenders.

“The message that we like to send is that vehicular homicide is a crime, and it’s a violent crime,” Diepraam said. “If you kill somebody, you need to go to prison.”

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Source: Reporter News (Collins, 3/9)

Revving up for the Wild Hog Motorcycle and Music Rally

Get your bikes revved up and mark your calendar the weekend of April 25-28 when the Wild Hog Motorcycle Rally and Music returns for an 11th engagement.

The 2013 lineup was officially unveiled Tuesday night at a special Business After Hours held at the Wild Hog Saloon. Delbert McClinton, a regular performer at the King Biscuit Blues Festival, will headline this year's Wild Hog Music Festival.

A Texas native, McClinton grew up listening to Bob Willis and His Texas Playboys. Some of the masters of blues music served as his tutors including Jimmy Reed, Howlin' Wolf and Sonny Boy Williamson. During a tour of England, McClinton demonstrated a few of his harmonica licks to a young John Lennon. The lineup card also includes a return engagement by 7 Bridges The Ultimate Eagles Experience, The Return – A Beatles Flashback, Geneva, Grand Theft Audio and Purfek Daze. The times of the performances will be announced at a later date. Originally from Nashville, Tenn., Geneva and her self-titled band have been touring for several years. They were the first band to perform for U.S. troops in the Middle East at the onset of Operation Iraqi Freedom. Geneva has written, recorded and released 5 CDs featuring songs primarily inspired by their experiences on the bike rally circuit. Geneva filmed a reality show, “Geneva's Rock –N-Ride”, which airs seasonally on select Fox networks. She has graced the cover of over a dozen mainstream biker magazine covers. This year marks Geneva's 10th anniversary headlining the biker world.

 Besides all the live music and full display of motorcycles, all of the usual activities are on tap for this year's festival. They include field events such as the poker run, weenie bite, burn out, slow race, balloon toss and more. There will be a bike parade and bike show plus all the food you can eat. Other events on the card are the Dyno Shootout, mechanical bull rides, the ever-popular Ms. Wild Hog Beauty Contest and new this year, oil wrestling. The festival will open Thursday evening April 25 with the traditional early bird and registration party for early registrants, sponsors, volunteers and wild hog riders groups. The event will close Sunday, morning April 28 with a worship service and the blessing of the bikes.

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Source: Helena-Arkansas (Hogan, 2/14)

Motorcycle crashes, shootings, train accidents killed Fort Hood soldiers in 2012

While Fort Hood saw 19 suicides in 2012 — nearly double that of 2011 and just three less than the record 22 suicides in 2010 — even more soldiers suffered untimely deaths at the Army post in incidents ranging from motorcycle crashes to shootings to train accidents.

At least a dozen Fort Hood soldiers died in vehicle crashes in 2012; eight were on motorcycles. Motor vehicle crashes, and especially motorcycle crashes, are a long-standing problem throughout the military, and a 2012 Statesman investigation found similarly high numbers of motor vehicle crashes among Texas veterans who died after returning from war and leaving the military.

The motorcycle deaths come despite the extensive training and safety measures that Fort Hood officials require of all soldiers who ride a motorcycle. Officials and safety experts have said that returning service members can struggle with driving outside a war zone, where aggressive habits such as fast driving, avoiding unknown objects on the road and not coming to a stop help keep soldiers alive.

Riders must take up to three training courses, participate in a mentorship coaching program and wear fluorescent vests, helmets and eye protection. And soldiers returning from deployments must take a refresher course before riding again.

Several of the reported deaths were the result of extremely risky behavior on the part of soldiers. Among those killed in 2012 were a soldier who lost control while “doing wheelies” outside a Fort Hood-area restaurant in April and another who died during a February police chase after participating in motorcycle races on a Killeen avenue, according to Fort Hood safety memos.

Three Fort Hood soldiers were killed by gunshots last year. One was killed in October during an argument outside an off-post house party; another by a fellow soldier who told authorities he was trying to cure the victim’s hiccups by scaring him with a gun he thought was loaded with dummy rounds. One soldier was shot and killed by Fort Hood police after they came under fire while approaching his car, which was parked near a lake on the post.

Two soldiers were killed in train-related incidents outside Fort Hood. In the first, a soldier drove past lowered gate guards at a railroad crossing and was struck by an oncoming train. In the second incident, freight train engineers said they saw a body on the tracks in Copperas Cove before running over a soldier. It’s unclear how the soldier ended up on the tracks; police refused to release further information on the incident. One Fort Hood soldier died from an unintentional drug overdose, according to Fort Hood officials. The 2012 Statesman investigation found overdoses, particularly of prescription drugs, were nearly as prevalent as suicides among Texas veterans receiving disability benefits from the Department of Veterans Affairs.

Several of last year’s untimely Fort Hood deaths remain unexplained. Five soldiers, ranging in age from 24 to 47, were found “unresponsive” in their homes or barracks, according to Fort Hood officials, but their deaths weren’t ruled suicide or overdose by medical examiners. Fort Hood officials didn’t provide their causes of death.

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Source: Statesman (Schwarts, 1/19)

BMW Recalling 2,385 Motorcycles for Kickstand Problem

BMW is recalling 2,385 of its 2012-13 motorcycles to keep gravity from having its way with them.

In a report to the National Highway Traffic Safety Administration, BMW said the kickstand on its S 1000 RR models could fail, allowing the $15,000 motorcycle to topple over.

BMW told the safety agency that the problem was that the attachment threads were not properly cleaned. So the remaining bits of metal could allow the bolts to loosen and the kickstand could separate from the frame.

BMW told the agency it had its first report of a problem in March followed by five more in June and July. “Given the low number of warranty claims and the long period of time in which the claims were received,” BMW said it continued to “monitor” the situation.

Following some additional reports in Germany – as well as in the United States – BMW began investigating in October, found the cause and concluded a recall was needed.

BMW described the recall as “voluntary,” but once a manufacturer finds a safety problem it has five business days to inform the safety agency of its plan for a recall or face civil fines.

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Source: The New York Times (Jensen, 12/28)

Motorcycle deaths, injuries cost $16 billion

WASHINGTON— Direct costs from deaths and injuries due to motorcycle crashes were $16 billion in 2010, but the full cost is likely higher because long-term medical expenses are difficult to measure, a government report said.

Motorcyclists are involved in fatal crashes at higher rates than drivers of other types of vehicles, and are 30 times more likely to die in a traffic crash than passenger car occupants, according to the Government Accountability Office report.

In 2010, 82,000 motorcyclists were injured and 4,502 were killed in crashes, the report said. The average cost for a fatal crash was estimated at $1.2 million, while the cost for injuries ranged from $2,500 to $1.4 million depending upon the severity.

It's difficult to determine the full costs with accuracy because some types of costs are difficult to measure, the report said. For example, treating serious injuries can be long and expensive, but follow-up analyses of costs are conducted only for a few years. Also, other consequences of long-term injuries such as changes in employment and living status can't be fully measured, the report said.

Laws requiring all motorcyclists to wear helmets are the only strategy proven effective in reducing fatalities and injuries, the report said. Several studies have estimated helmets reduce the risk of death by as much as 39 percent, the report said. The National Highway Traffic Safety Administration has estimated helmets saved the lives of 1,550 motorcyclists in 2010.

However, there has been strong opposition from motorcycle groups to "universal" helmet laws, and only 19 states have them. Another 28 states have "partial" helmet laws that require only some motorcyclists to wear helmets, usually riders under age 21 or under age 18.

Three states have no helmet laws: Illinois, Iowa and New Hampshire. Earlier this year, Michigan legislators repealed that state's helmet requirement for motorcyclists over 21. Other proposals to repeal mandatory helmet laws were considered in California, Maryland, Missouri and Tennessee.

While many motorcycle groups endorse the use of helmets, they also oppose mandatory helmet laws as infringements on personal liberties and their right to assume the risk of riding without a helmet, the report said.

"We are 100 percent pro-helmet, and 100 percent anti-helmet law," Jeff Hennie, vice president of the Motorcycle Riders Foundation, said. "Putting a helmet law in place does not reduce motorcycle fatalities."

Educating other motorists to look out for motorcyclists, and teaching motorcyclists how to ride safely, "is the ultimate solution for saving lives," he said.

But Jackie Gillan, president of Advocates for Highway and Auto Safety, which supports mandatory helmet laws, said: "Education is not a substitute for wearing a helmet." "It's like saying if you take a driver's ed class, you don't have to wear your seat belt," she said. "Now how silly is that?"

Partial helmet laws are also difficult to enforce because it's hard for police to tell the age of motorcyclists as they go whizzing by, she said.

The National Transportation Safety Board dropped mandatory helmet laws from their list of ten "most wanted" safety improvements earlier this month, angering some safety advocates.

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Source: AP (11/28)