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)

Number of motorcycle deaths should lead to more helmet laws

On a trip to Fort Worth’s main post office a couple of months ago, I noticed the traffic on Interstate 35W North moving very slowly on this “expressway,” especially for a Saturday afternoon.

Rather than get angry, I blamed myself for not remembering all the construction that’s been there for months. At least the return trip would be quicker, I thought as I dropped off my mail.

But in less than 10 minutes something happened that also had brought the southbound lanes almost to a standstill, a situation I didn’t realize until I was already on the entrance ramp with no way to avoid the massive jam.

This time I was about to get angry until I saw the flashing lights of emergency vehicles ahead and realized that there had been an accident. As my car inched along and got closer to the scene, I was not prepared for what I saw.

On the side of the highway was a wrecked motorcycle, and a short distance away lay a covered body, with only a man’s shoes exposed. An ambulance was leaving with its lights flashing, causing me to believe that perhaps a motorist had been injured as well.

I learned later that afternoon that only the motorcycle had been involved in the crash that killed a 44-year-old Haltom City man and critically injured his female passenger. Neither the driver nor the passenger wore a helmet, police said.

I’ve long been concerned about the number of motorcycle fatalities in this state and nationwide each year, but the problem became more real for me after I viewed that awful sight.

In March, there were four motorcycle fatalities in Fort Worth in one week, and on Sunday a 24-year-old Cleburne man was killed when he was thrown from his motorcycle as he tried to make a turn.

While other traffic deaths have been on the decline, motorcycle fatalities have been rising in Texas, according to the Texas Department of Transportation. Although down slightly last year to 460 people killed compared with 488 in 2011, annual motorcycle deaths in the state have increased 56 percent since 2004.

Nationally there were about 4,550 deaths in 2012, doubling the amount in the mid-1990s, USA Today reported.

The number of fatalities, as well as serious head injuries, began to rise significantly as states repealed or relaxed their laws requiring motorcyclists to wear helmets.

Texas had such a law but changed it in 1997 from mandating helmet use for all riders to requiring helmets for those under 21 and those who have not completed a rider education course or secured a minimum of $10,000 in medical insurance coverage. Then in 1990 Gov. Rick Perry signed a bill that removed the minimum amount of insurance coverage.

Helmet use decreased significantly after those laws were passed, placing more riders in danger of being killed or gravely injured. The federal Centers for Disease Control and Prevention reported that, during the first full year after the weakening of the Texas helmet law in 1997, “deaths jumped 31 percent compared to the year prior to repealing its law.”

The CDC says helmets reduce the risk of death by 37 percent and the risk of head injury by 69 percent. In 2010, the U.S. saved $3 billion because of helmet use and could have saved $1.4 billion more had all motorcyclists worn helmets.

Some people are calling for national laws to address the problem, but I won’t go that far.

I do think individual states, and particularly Texas, should pass laws requiring helmet use by all riders — drivers and passengers.

At the same time we must continue to educate the rest of the population about motorcycle safety, including reminding motorists to be on the lookout for those riding two-wheel vehicles.

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Source: Star-Telegram (Sanders, 8/07)

FEWER TEXAS MOTORCYCLE ACCIDENT FATALITIES IN 2012

Texas saw a slight reduction in the number of people killed in motorcycle accidents last year.

Fewer Texas motorcycle accident fatalities in 2012

During the summer months, many Texans enjoy taking to the road on their motorcycles. When riding a motorcycle, however, it is critical that people take proper safety precautions to avoid dangerous collisions with other motor vehicles.

Recently, the Texas Department of Transportation reported that the number of people killed in motorcycle accidents in the state actually declined in 2012. The reduction was small -- 488 people were killed in such crashes in 2011, while there were 460 fatalities in 2012.

Although the six percent decline was not large, it was a rare occasion, as the number of people killed in motorcycle accidents has tended to rise steadily in recent decades. In fact, since 2004, the number of motorcycle collision fatalities in Texas has risen by a staggering 56 percent overall.

Motorcycle accidents are of particular concern in Texas and across the country due to the high rate of injuries and fatalities following such collisions -- practically 90 percent of such collisions lead to either personal injuries or death.

Consequently, experts are focusing on ways to reduce the number of motorcycle accidents that occur annually and further reduce the number of fatalities caused by such collisions.

Protect yourself from a dangerous motorcycle accident in Texas

In Texas, the Department of Transportation has taken steps to help protect motorcyclists on the road. For instance, it has initiated public awareness campaigns to encourage other motorists to be more aware of the motorcyclists on the road. The Texas Department of Transportation has encouraged drivers to "Look Twice" and "Share the Road" with motorcyclists.

In addition, the Federal Highway Administration has been researching the most common causes of motorcycle accidents for decades. It plans to release the results of the Motorcycle Crash Causation Study in 2015, after examining information from a minimum of 280 collisions.

Across the country, the number of people killed in motorcycle accidents more than doubled from 1997 to 2009. In 2009, the Federal Highway Administration reported that 4,462 people across the country were killed in such collisions.

Motorcyclists can also take proactive measures to protect themselves on the road. One of the best solutions is to always wear a helmet while riding, as they can reduce the severity of injuries and even prevent death.

If you or a loved one has been injured in a motorcycle accident in Texas, you may be entitled to compensation to cover the damage caused in the collision. Seek the advice of a knowledgeable personal injury attorney to ensure your rights are protected.

Pioneering Electric Motorcycle Riders Complete Two Cross-Country Trips This Week

 Two electric motorcycle teams made cross-country trips across the U.S. this week. Terry Hershner, a green energy and electric vehicle advocate, took a solo trip from San Diego, Calif. to Jacksonville, Fla., riding a modified 2012 Zero S. The other, Team Moto Electra, took a replica vintage Norton Featherbed, that was electrified by Brian Richardson and a James Madison University team led by Dr. Robert Prins.

Hershner set out very early on May 31 from San Diego, and reached Jacksonville on June 5. He ran into a few snags, such as traffic accidents stalling traffic for miles, a large rainstorm in Texas, and a serious problem when the motor failed. Fixing the problem required the overnight delivery of a replacement motor from Zero Motorcycles, and late night motorcycle surgery by Hershner. Total travel time was 5 days 15 hours—including the 40 hours required for the roadside motor-ectomy, to cover 2,659 miles.

This makes Terry Hershner the first to complete a solo unassisted cross-country electric motorcycle trip.

If At First, You Don't Succeed...

Hershner's first cross-country attempt with his 2012 Zero S was last November, when he traveled from Orlando, Fla. to Los Angeles to attend the launch party for the 2013 Zero S. After he didn't quite make it, due to the long distances between charging stations along I-10 in Arizona, he spent the last six months living in California and modifying his bike for long-range travel. The battery pack capacity was increased to 18 kilowatt-hours—the stock Zero S has a nine kilowatt-hour pack—and charging rate was amped up to support a one-hour charge time. Legendary motorcycle designer Craig Vetter also lent a hand with aerodynamics.

Between the bigger pack and improved aerodynamics, Hershner can ride 150 miles or so on a charge, at 70 miles per hour. The one-hour charging system uses multiple Elcon 2500 chargers, for a total 13.5 kilowatt charging rate. It's designed to simultaneously plug into multiple power outlets or multiple J1772 charging stations.

The improved aerodynamic design of the fairing, a shell placed over the frame of some motorcycles, is the result of a few years research and design by Craig Vetter. He contends that motorcycles are aerodynamically inefficient, and with better fairing designs there could be huge fuel savings, whether that fuel is electricity or gasoline. With the fairing, a motorcycle becomes a smooth object that slides through the air—rather than getting pushed against air.

Mobile Charging

Team Moto Electra is the brainchild of Brian Richardson, of Blue Grass, Va. He built the electric motorcycle on a vintage Norton Featherbed frame, with technical assistance from Dr. Prins and his students at James Madison University. The bike was raced in the 2010-2011 TTXGP seasons, with AMA Motorcycle Racing champion Thad Wolff as the rider. They were the first team to race an electric bike in a sanctioned gas bike race.

They left Jacksonville, Fla. on June 3, and arrived in Santa Monica on the afternoon of June 6. There were no major snags, but they did have to get throttle parts shipped to them while near Tuscon.

For the trip, they upgraded the battery pack to provide longer riding range. The whole team was along for the ride, following along in a van and carrying a standalone generator for charging the bike. Wolff and Brian Richardson, the manager of Moto-Electra Racing, traded off riding duties.

Prior to the trip, Richardson said, “We will travel from the Atlantic Ocean to the Pacific Ocean using only the batteries in the vehicle.” He explained that Thad Wolff, one of the great AMA Superbike racers of the 1980s, would be racing against the clock.

Ride, Charge, Repeat

The pattern for both Moto Electra and Terry Hershner was to ride for about two hours, then charge for about an hour—repeating this pattern as many times as required.

The goal of both teams was to demonstrate the capability of fast charging for a long-range all-electric motorcycle trip. The 2:1 riding-to-charging ratio is quite different typical electric car trips that have a ratio of one hour of driving to three or four hours of charging. The more challenging ratio of driving-to-charging for most EVs is part of the problem for taking long-range trips in an electric car. Fast-charging potentially flips the ratio.

Tesla Motors and Nissan are investing in nationwide fast charging networks that could feasibly let electric car owners make road trips. Until then, electric vehicle owners have to be enterprising and brave to make long range trips. “At the turn of the 20th century, gasoline powered vehicles were useless for long distance travel,” said Richardson. “There were no roads, no filling stations, and the vehicles were not dependable. Our goal is to challenge perceptions about the useful range of electric vehicles, and set a world record in the process.” Mission accomplished.


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Source: PluginCars (Herron, 6/7)

Motorcycle Injuries Worsen With Weaker Helmet Laws

Across the nation, motorcyclists opposed to mandatory helmet use have been chipping away at state helmet laws for years while crash deaths have been on the rise. In September 1997 the state of Texas amended its motorcycle helmet laws. The change meant only riders younger than 21 are required to wear a helmet. During the first full year following the weakening of the law, deaths jumped 31-percent compared to the year before.

For more than 40 years, Michigan required all motorcycle riders to wear helmets. State legislators changed the law last year so that only riders younger than 21 must wear helmets. The average insurance payment on a motorcycle injury claim was $5,410 in the two years before the law was changed, and $7,257 after it was changed — an increase of 34 percent, the study by the Highway Loss Data Institute found.

After adjusting for the age and type of motorcycle, rider age, gender, marital status, weather and other factors, the actual increase was about 22 percent relative to a group of four comparative states, Illinois, Indiana, Ohio and Wisconsin, the study found.

“The cost per injury claim is significantly higher after the law changed than before, which is consistent with other research that shows riding without a helmet leads to more head injuries,” said David Zuby, chief research officer for the data institute and an affiliated organization, the Insurance Institute for Highway Safety. The data institute publishes insurance loss statistics on most car, SUV, pickup truck and motorcycle models on U.S. roads.

While other studies have shown an increase motorcycle deaths after states eliminate or weaken mandatory helmet requirements, the industry study is the first to look specifically at the effect of repealing helmet requirements on the severity of injuries as measured by medical insurance claims, Zuby said.

Some states have sought to mitigate the repeal or loosening of mandatory helmet laws by setting minimum medical insurance requirements, but “that doesn’t even come close to covering the lifelong care of somebody who is severely brain-injured and who cannot work and who is going to be on Medicaid and a ward of the state,” said Jackie Gillan, president of Advocates for Highway and Auto Safety, which backs mandatory helmet requirements for all riders.

Jeff Hennie, vice president of the Motorcycle Riders Foundation, dismissed the study, saying the insurance industry views helmets as “the silver bullet that’s going to change the landscape of motorcycle safety.” He said insurers are upset because “life has gotten more expensive for them and they have to pay out more.”

“The fact is our highways are bloody,” Hennie said. “This (the Michigan helmet law change) doesn’t make helmets illegal. … No one is forcing anyone to ride without a helmet.”

Vince Consiglio, president of American Bikers Aimed Toward Education of Michigan, blamed the increase in the severity of injuries on bikers who don’t take safety courses required to obtain a special motorcycle license. He said bikers without motorcycle licenses have made up an increasingly larger share of fatalities and injuries in recent years.

But Gillan said the study “clearly shows there is no such thing as a free ride, and the public is paying the cost for this.”

There’s no way to know how many of the Michigan claims involved motorcyclists not wearing helmets, the study said. But another recent study by the University of Michigan’s Transportation Research Institute found a significant increase in motorcyclists involved in crashes who weren’t wearing helmets after the law changed. From April 13, 2012, the first full day after the change took effect, through the end of the year, 74 percent of motorcyclists involved in crashes were wearing helmets, compared with 98 percent in the same period for the previous four years, the study found.

Nationally, motorcycle deaths have risen in 14 of the past 15 years, with more than 5,000 deaths last year, according to an analysis by the Governors Highway Safety Association of preliminary 2012 data. That’s the highest proportion motorcycles have ever represented of overall traffic deaths, more than 14 percent, the association said.

Currently, 19 states and the District of Columbia require all motorcyclists to wear a helmet, 28 states require only some motorcyclists — usually younger or novice riders — to wear a helmet, and three states have no helmet use law. States have been gradually repealing or weakening mandatory helmet laws for nearly two decades.

In 1967, to increase motorcycle helmet use, the federal government required that states enact helmet laws in order to qualify for certain federal safety programs and highway construction aid. The federal incentive worked. By the early 1970s, almost all states had motorcycle helmet laws that covered all riders. In 1976, Congress stopped the Transportation Department from assessing financial penalties on states without helmet laws, and state lawmakers began repealing the statutes.

In 1991, Congress created new incentives for states to enact helmet and seat belt laws, but reversed itself four years later.

The National Highway Traffic Safety Administration, which sent observers to states last year to count how many motorcyclists wore helmets, found that 97 percent of motorcyclists in states with universal helmet laws were wearing helmets compared with 58 percent of motorcyclists in states without such coverage.



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Source: CBS (AP, 5/30)

DPS Urges Motorists to Use Caution Around Motorcyclists

The Texas Department of Public Safety (DPS) is reminding drivers on Texas roadways to use extra caution around motorcycles as part of Motorcycle Safety and Awareness Month, which is observed during the month of May.

“Because of size and visibility, motorcyclists face unique challenges on the road that make them more vulnerable,” said DPS Director Steven McCraw. “We encourage all drivers – whether on two wheels or four – to actively watch out for each other and obey traffic laws. Motorcyclists can further protect themselves by wearing helmets; and other drivers can help by looking twice and giving extra space to motorcyclists.”

Currently, there are more than 440,000 motorcycles and mopeds registered in Texas, and that number is expected to grow.

DPS recommends all drivers “Share the Road” and “Look Twice” for motorcycles, which are Texas Department of Transportation public awareness campaigns that highlight motorcycle safety. Motorists should use caution, especially at intersections and when changing lanes – two common places where serious motorcycle collisions occur. Half of all fatal motorcycle crashes in Texas occur because a car or truck driver never saw the motorcyclist.

In 2012, 460 people in Texas died in motorcycle crashes – down from the 488 motorcyclists who died in 2011. However, those deaths accounted for approximately 13 percent of all traffic deaths in the state last year, and 89 percent of motorcycle crashes in Texas result in death or injury.

In addition to the annual awareness campaign, May 2013 also marks the 30th anniversary of the DPS Motorcycle Safety Unit. The unit coordinates training courses at more than 200 locations around the state for both basic and experienced riders. Motorcyclists must be properly licensed to operate a motorcycle in the State of Texas. For more information on motorcycle training or to find a training location in your area, please call 1-800-292-5787 or visit www.dps.texas.gov/msb.

Drivers and motorcyclists can significantly reduce their chances of being involved in a serious or fatal crash by adhering to basic safety measures, including:

• Always allow a motorcyclist the full lane width – never try to share a lane.

• Perform a visual check for motorcycles by checking mirrors and blind spots before entering or exiting a lane of traffic, and at intersections.

• Always signal your intentions before changing lanes or merging with traffic.

• Allow more following distance – three or four sec¬onds – when behind a motorcycle so the motorcyclist has enough time to maneuver or stop in an emer¬gency.

• Never tailgate. In dry conditions, motorcycles can stop more quickly than cars.

• Never drive while distracted.

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Source: KBTX (AP, 5/2)

Maypearl rally aids wounded heroes

MAYPEARL – Downtown Maypearl was thundering with the thrum of motorcycles as thousands turned out Friday-Sunday for Rally Round Our Heroes.

Big B’s Leather and Wounded Heroes of Texas organized the motorcycle rally, concerts and vendor fair to raise money and awareness for disabled veterans and the veterans associations of Dallas-Fort Worth.

“This is basically the first family-oriented biker rally in North Texas. We didn’t expect it to be this big, but we will definitely do it again next year,” said Chuck Perry, Wounded Heroes of Texas founder. “We wanted this to be an event to honor our disabled vets and raise funds for our Galveston retreat. It’s really just a feel-good event and helps vets.”

Perry said the Wounded Heroes of Texas helps disabled veterans adjust to life after service and reintegrate into society. The nonprofit organization’s annual Galveston fishing and sailing retreat for veterans is one of the ways it helps.

The three-day event featured live music from Southern Heat, Curb Service and Janis Joplin tribute band Piece of My Heart, while several vendors sold “everything from mufflers to mints,” Perry said. Rally Round Our Heroes also featured raffles, displays and bike washes.

He said the Wounded Heroes of Texas serves veterans from the Oklahoma border to Temple, Texas, and he is hoping to start a chapter in Brownsville next year. The organization is part of the national Veteran Association’s reintegration program and aims to continue to serve more of Texas every year.

The Rally Round Our Heroes received support from the Maypearl city council and mayor, as well as local support from businesses. Bruce (the big ‘B’ of Big B’s Leather) and Cupcake Helsing helped host the event, organize the vendor fair and promote the event to their customers.

“We’re a traveling vendor and have the store here (in Maypearl), so we invited all of our contacts to come set up at the rally,” Cupcake said. “We’ve got vendors clear from Iowa to local vendors out here.”

The event attracted a lot of visitors and customers to downtown Maypearl.

“We set it up spread out like this so people would want to walk through town to see everything and spend time visiting the businesses and vendors,” she said. “We hit some logistical bumps in the road this year, but it is the first year we’ve hosted it.”

Cupcake said she worked with Perry to host the event in Maypearl, because she wanted to see the small town flourish. The Helsings opened their store four years ago in downtown and the Farm-to-Market Roads 66 and 157 have become favorite routes of bikers.

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Source: Waxahachie News (Schwaderer, 4/15)

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)

Gender makes no difference when it comes to having fun or accidents on motorcycles

EL PASO — The 2006 Suzuki GSXR 600 roars down the I-10 freeway going 60 mph at 6:30 a.m. on a weekday and exits on Schuster Avenue. The woman at the wheel, Tory Lewis, a fit 5’ 2’’ blonde, then turns left onto Hawthorne from Schuster Avenue entering the University of Texas at El Paso campus. Her bike comes to an abrupt stop behind the Administrative Building and she parks in a spot designated for motorcycles.

She removes her dark-blue helmet and is ready to start her day as she walks towards her graphic and design fundamentals class located in the Liberal Arts Building.

“I just love how I’m able to feel the speed,” said Lewis, a medical engineering student at UTEP.

Lewis, 28, was born and raised in Michigan and served in the United States Army for about seven years before being stationed at Fort Bliss in April of 2005.

Growing up around motorcycles motivated Lewis to learn to ride at the age of 15 and she hasn’t been able to get off since.

She bought the Suzuki, her first motorcycle, in 2006 and is proud to say she has never been in an accident.

“I always take precautions and I wear my safety gear,” she said. “I have also taken the motorcycle safety course and the advanced one.”

She understands it’s a risk to ride a motorcycle because no matter how safely she drives other vehicles are unpredictable and larger vehicles sometimes do not see her.

And she remembers getting pulled over by a police officer for speeding one time. The officer acted surprised when she removed her helmet. “He said he never expected he was pulling over a girl and talked about it nonstop,” she chuckled.

Lewis’ mother, Vickie Knake, 50, has also been riding since the age of 15 and has always been a member of motorcycle clubs. She currently lives in Baldwin, Michigan, and now only rides for fun and occasionally attends motorcycle events. Knake said a lot has changed since she started riding as a teenager.

“Riding used to be exiting and free. Now it’s a money maker and (full of) politics,” said Knake, explaining that most motorcycles clubs and events now seem to focus on making money rather than cruising and enjoying the ride.

El Pasoan Timothy Daniels, 44, has been riding since he was 18. He likes to ride with Lewis, and sometimes jokes about being a better driver than women motorcyclists. He has been a member of various motorcycle clubs for about seven years and is currently a member of the Moto Family, a driving club created about two years ago. Moto Family has 18 members, mainly men, and just three women members. The club participated in the Toys for Tot’s Bike Run last year in Las Cruces. Bike members usually cruise the city in groups when time allows, and try to ride together every Sunday morning depending on the weather.

“We treat women just how we treat the guys in the club,” Daniels said. “No one is better than anyone else.”

He added that although men have always outnumbered women in the club, the few female riders who join like to stick around.

Although accidents are common among motorcycle drivers, the sex of the rider is usually not a factor. Most motorcycle-related deaths occur because the riders aren’t wearing a helmet, according to accident statistics. What matters most is that drivers take precautions like driving safely and wearing a helmet.

There were 426 motorcycle deaths in Texas in 2009, according to the Texas Department of Transportation. This is a 13.6 percent increase from the 375 motorcycle deaths recorded in 2007, according to the National Highway Traffic Safety Administration (NHTSA). Sixty percent of these bike drivers were not wearing helmets and 39 percent of the motorcyclists killed had a blood alcohol level greater than .08.

According to NHTSA, motorcycle riders are 35 times more likely to be in traffic accidents than someone driving a passenger car. The agency does not break down the statistics for men and women motorcycle drivers.

A possible factor in the increase of motorcycle accidents is that the number of states requiring riders to wear helmets has decreased in the past 40 years. In the 1970s, for example, 47 states had laws requiring the use of helmets by motorcycle riders; today only 19 states have a law requiring helmets. The rest of the states, including Texas, only require riders to wear helmets partially, meaning once they reach a certain age. Here is a map from the Insurance Institute for Highway Safety showing helmet laws in all 50 states.

Although some men claim that women don’t drive as well as men, gender does not appear to be a factor in accidents and motorcycle deaths.

“I was about to sell my bike a few years ago because of how dangerous it is and all the deaths (I read about) but I wasn’t able to,” Lewis said.

“You’re always going to have accidents, either on your motorcycle or car, and you just have to be as cautious as you can,” she said. “I enjoy riding too much; it’s hard to get rid of something you have had almost your entire life.”

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Source: Boderzine (Gonzales, 3/28)

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)

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)

Oklahoma's lack of helmet laws for adult motorcyclists still gets debate

The most recent statistics available from the Oklahoma Highway Safety Office show there were 98 motorcycle fatalities in 2011.

It's the freedom of choice they like.

They ride their motorcycles with the wind in their hair and say helmets shouldn't be required by law.

This is a motocycle helmet worn by Jim Watson, of Edmond, during motorcycle safety training Saturday July 26, 2008 at Edmond Fire Station 5.

Our position is very simple, that helmets are a very good device but it should be our choice whether to wear one.”

John Pierce, Legislative chairman for the American Bikers Active Toward Education In Oklahoma, adults 18 and older don't have to wear a helmet when riding a motorcycle, only those younger than 18.

John Pierce, 69, of Collinsville, staunchly defends bikers' choice to wear a helmet. Pierce is the legislative chairman for the American Bikers Active Toward Education, a group of about 1,100 motorcycle enthusiasts in the state.

“Our position is very simple, that helmets are a very good device but it should be our choice whether to wear one,” Pierce said. “We believe we have the right to decide whether to wear a helmet.”

Others say it is a safety issue and helmets should be mandatory. No helmet law increases insurance rates, they say.

The most recent statistics available from the Oklahoma Highway Safety Office show there were 98 motorcycle fatalities in 2011.

Of those killed, 81 percent were not wearing helmets. In 2010, the figures were 78 people killed and 85 percent not wearing helmets.

Oklahoma City police have reported 10 motorcycle fatalities this year. Seven of those people were not wearing helmets, police Capt. Dee Patty said. In 2011, Oklahoma City police worked eight fatal motorcycle crashes; six people who died did not wear helmets, Patty said.

AAA Oklahoma, a company that sells insurance, supports enacting an Oklahoma helmet law to save lives, spokesman Chuck Mai said.

“The proof is there. AAA Oklahoma strongly supports enactment of legislation requiring motorcycle riders and passengers to wear helmets and encourages all motorcycle riders to educate themselves of the lifesaving qualities of helmet use,” Mai said.

He said motorcycle insurance premiums can be affected by claims in a geographic area.

Texas does not require a helmet for adult riders age 21 and older who have $10,000 medical insurance coverage. Kansas requires motorcycle riders younger than 18 to wear helmets.

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Source: NewsOK (Medly, 12/17)

Holiday gift ideas for bikers

The holidays are just around the corner. If you are having difficulties on getting something for that special someone, do not worry, Biker Lawyer has you covered!

Great gifts for him:

Water-resistant 100% nylon twill with poly-twill quilted lining. Zipper front. Rib-knit collar, cuffs and waist. Two zipper hand-warmer pockets and two interior pockets. Embroidered appliqué on right sleeve, front and back.

The Microwire™ is woven into a heating matrix within the glove and provides consistent heat coverage to the entire length of each finger, including the thumb as well as the back of the hand. 95% leather, 5% neoprene gloves with waterproof, breathable Aquatex™ lliner. Electrical plug-ins built into gauntlet cuff. Includes connecting harness, power switch, and three prong harness to go up jacket sleeves. Can be worn alone or with other heated clothing. Padded palms, drawcord closure and graphics in contrasting colors.

Hybrid fiberglass composite shell that results in a lighter weight than traditional fiberglass shells. Quick release face shield mechanism. Front and rear vent to provide maximum air flow. Removable, washable Nylex® liner wicks moisture away for maximum comfort. Fits P&A Helmet Headset and Road Tech™ Helmet Headset with Bluetooth® 2.0 Technology (P/N 98272-09VM) sold separately. Helmet bag included. Custom graphics.

Great gifts for her:

Ideal vest for adding patches and pins. Lightweight leather with poly-twill lining. V-neck with snap front. Embroidered graphics on left hem.

Constructed of full grain leather upper, full length cushion sock lining, and YKK® locking inside zipper. Rubber mini-lug outsole and Goodyear® welt construction. Shaft height: 12.5"; Heel height: 1.5". Riding appropriate footwear.

Fiberglass shell. Double D-ring chin strap. Chin and forehead venting. Tool-free removable face shield. Helmet bag included. Allover graphics. Meets DOT requirements. KBC®, 3 lbs. 8 oz.

Motorcycle sales fluctuate

WILLIAMSTOWN - As gasoline prices fluctuate from around $4 per gallon and fall to $3.70 per gallon, many people have been looking for ways to save money, but not by purchasing a motorcycle.

"A lot of people are coming in to buy bikes, but we haven't heard much from customers about gas prices," said Patsy Hardy, co-owner of S&P Harley Davidson in Williamstown.

Kenny Hardy, general manager of the Thunder Road facility, said that the store has seen a surge in motorcycle sales, but fuel savings is not a main factor.

The average motorcycle gets anywhere from 35 to 60 miles per gallon, while the average midsize car gets roughly 20 to 30 miles per gallon, according to Environmental Protection Agency 2009 gas mileage statistics. Combine fuel economy with increased motorcycle publicity and that helps explain why more people have turned to this two-wheeled form of transportation, Kenny Hardy said.

Hardy continued that gas mileage for a motorcycle is the same as for mileage for a vehicle.

"Gas mileage depends on the model of the bike and the riding style," he said. "You could have a bike that gets 60 miles per gallon and only average 40 miles per gallon because of the way it is being ridden."

Other motorcycle enthusiasts are warning potential buyers that while the fuel savings will draw you in, there are costs in bikes.

"People who enjoy riding and the sport of motorcycles are more likely to get their money's worth out of the purchase than someone who buys a bike for fuel economy," said Mike Radcliff, sales manager at Lemon and Barrett's ATV and Cycle in Mineral Wells.

Radcliff said his store has not seen an increase in motorcycle sales at all, let alone due to increased gasoline prices.

"A few years ago when gas initially spiked and prices reached $4 per gallon, we saw a huge increase in sales and people realized they could save some money in gas if they rode a motorcycle," Radcliff said. "Unfortunately, it ended up costing them more because they don't love to ride."

Radcliff said that unless you enjoy motorcycles and are passionate about riding them, you will end up losing money on the cost of the bike's purchase, safety equipment and insurance than you will save on fuel.

"I have seen it 100 times," he said. "A guy comes in and buys a bike to save money and he loses money because he doesn't ride the bike enough to offset the cost.

"Unless you are someone who just loves to ride, don't invest in a bike for savings," Radcliff added.

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Source: News and Sentinel (Craig, 10/21)