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)

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)

Getting Started: The First Steps to Riding a Motorcycle

Riding a motorcycle isn't a right. It is a privilege one must not take for granted.  Here's a checklist for newbie riders to consider before jumping in the saddle:

Safety Gear

Motorcycling is a high-risk activity, and the most vulnerable riders are new ones. Protecting yourself with proper safety gear is an easy way to save yourself from injury, but the cost of gear adds up, and you'll want to add this to your biking budget.

Training Courses

Though it's common practice to experience your first ride in a parking lot, leave motorcycle training to the pros and take a Motorcycle Safety Foundation course. The skills you'll learn will last you a lifetime, and MSF instructors will educate you with fundamental skills that will make you a better, more competent rider.

Consider Your Bike Options

Will you be borrowing a bike? Are you considering buying your first bike? Plan ahead by either borrowing, renting, or buying a bike, and you'll be more committed to following through with your path to motorcycling.

Start Slow

As a newbie, you're most likely to make potentially dangerous mistakes. Relax, take it easy, and learn at your own pace; motorcycling is an acquired skill that takes plenty of practice, and it's important that you keep that in mind while you learn.

Learn The Rules of the Road

Traffic laws are different for motorcycles, and each state's Department of Motor Vehicles has online manuals for motorcyclists. Download one, and educate yourself on the laws that govern motorcycling.

Get Licensed

There's no excuse for riding on public roads without a license. Once you've taken a MSF course and learned the basics, schedule an appointment at your local DMV office and take the test.


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Source: About: Motorcycles (Wasef)

How to deal with motorcycle equipment failures

If your motorcycle is properly maintained, you greatly reduce the possibility of any equipment failure. However, just in case ...

Blowouts and how to deal with them

If you use tires of good quality, keep them at the proper pressure, and change them when the tread is worn, the chances of having a blowout are small. However, should it happen to either of your tires, you must act quickly and properly.

1. Do not use the brakes; braking hard will only make things worse. If you must use some brake, apply gradual pressure to the brake on the good tire and ease over to a safe spot to stop. 
2. Ease off on the throttle and slow down gradually; rapid deceleration could throw the bike out of control. 
3. Hold those handlebars firmly; a great shuddering may take place as the out-of-round tire flops against the pavement, but you are concerned only with keeping that front wheel pointed ahead until you stop.

Stuck Throttle

Most riders have had bad dreams about this, but few have experienced the problem. That is why all contemporary motorcycles have a cut-off switch by the right thumb. Just in case. Practice flipping the cut-off switch. Chances are you will never have a throttle stick, but if you do, you’ll know how to deal with it. As you hit the cut-off switch, pull in the clutch (you will probably be in gear); then look for a safe place to coast to a stop.


Broken Clutch Cable

Imagine you are cruising along in fifth gear; you want to shift down; you pull in the clutch lever – and there is no return action. It just lies up against the hand grip. No fun, but not dangerous. You can shift the bike without a clutch. This is not advisable unless necessary, but it can be done. Back off on the throttle and shift down a gear. If you have a sensitive foot, you can probably find neutral before coming to a complete stop. If not, get set for a jerky halt.

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source: Motorcycle Safety Foundation

Allstate Installs Permanent Warning Signs to Promote Motorcycle Safety at Dangerous Intersections in Dallas

These signs will be permanently installed today in Grand Prairie, Texas at the corner of E. Main St. and 14th St.

DALLAS – In an effort to help standardize warning signs for motorcycle safety and help reduce the number of motorcycle crashes at intersections involving other vehicles, Allstate Insurance Company announced earlier this month plans to permanently install motorcycle warning signs in more than 30 U.S. cities this year. Currently, there is no standard sign for motorcycle awareness.

The yellow, diamond shaped warning sign was created following two years of development, which included 140 temporary installations in various U.S. cities between 2010 and 2011.  The signs were designed to establish a standardized warning device that can be used by any local or state agency and would be recognizable to riders and motorists across the country.  Simply reading, “Watch for Motorcycles,” the sign was developed by Allstate as part of its “Once is Never Enough” (ONE) program – an awareness campaign that encourages people to look twice for motorcycles at intersections – and are being donated and installed  in Dallas to help prevent motorcycle crashes in the future.

According to the Texas Department of Transportation (TxDOT), there were 569 crashes involving a motorcyclist in Dallas County in 2010, and of those crashes, 35 percent occurred at intersections.

According to the National Highway Traffic Safety Administration, 46 percent of all multi-vehicle crashes occur at intersections, oftentimes as a result of a vehicle turning left, impeding the motorcyclist’s right-of-way.

[If you've been involved in a motorcycle accident, contact Texas Biker Lawyer]

“It’s for all of us who share the road to remember to always look twice at intersections, especially on our crowded roads,” said Dusty Wallace, Allstate Agent.  “The addition of these motorcycle warning signs will be a great reminder to help keep everyone safe.”

Through its ONE program, Allstate works with local traffic authorities – like TxDOT – to identify dangerous intersections for riders and then donates and installs warning signs at the determined locations to increase awareness of motorcycles.

The signs will be permanently installed today in Grand Prairie, Texas at the corner of E. Main St. and 14th St.  Additional signs will be installed in Dallas during the coming weeks.

In honor of National Motorcycle Safety Awareness Month, Allstate is also encouraging people throughout the month of May to take the ONE Pledge – committing to look twice for motorcycles at intersections – and share with at least ONE other person to spread the message. For every pledge shared, Allstate will donate ONE dollar toward the creation and installation of more “Watch for Motorcycles” signs at dangerous intersections across the country. To take the ONE Pledge and help make our roads a safer place to ride, visit Facebook.com/AllstateMotorcycle.

Now in its fourth year, Allstate’s ONE program has evolved from general motorcycle awareness education, to installing temporary warning signs at dangerous intersections in more than 30 cities over the past two years, to the permanent installations of the new warning signs promoting motorcycle safety.

*The Fatality Analysis Reporting System shows 46 percent of all multi-vehicle motorcycle fatalities (5,746 out of 12,571 fatalities from 2006-2010) occurred at intersections.


***FACT SHEET***
Dallas County Crash Statistics
Provided by Texas Department of Transportation (TxDOT)

• According to TxDOT, there were 569 motorcycle crashes documented in Dallas County in 2010
• Of the documented crashes, 33 resulted in a fatality (6 percent)
• In nearly two-thirds of the motorcycle crashes, another vehicle was involved (362 out of 569)
• According to national figures from the Fatality Analysis Reporting System (FARS) Encyclopedia, 54 percent of fatal motorcycle crashes were multi-vehicle crashes
• Thirty-five percent of all motorcycle crashes occurred at intersections (199 of 569)
• The goal of Once is Never Enough (ONE) is to prevent motorcycle collisions with other vehicles at intersections
• In 2010, more than half of the Dallas County motorcycle crashes (312 of 569) took place in Dallas, and 10 percent (56 of 569) occurred in Irving

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(Allstate Press Release, Beaman & Taylor,  May 29, 2012)

Employing A Motorcycle Accident Lawyer That Can Help With Your Insurance Claims

If involved in an accident, you need to first of all talk with a motorcycle accident lawyer before agreeing to an arrangement coming from an insurance company. Mishaps concerning motorcycles cause massive physical, mental shock and debilitating injuries and can have an undesirable impact on the basic way of life of the immediate family members. An experienced motorcycle accident lawyer will inform the victim to have a written record of the health-related bills related to the automobile accident. These paperwork can increase the victim's credibility and enhance their odds of getting a reasonable solution.

Motorcycle mishaps take place not just as a result of driver's negligence but because of other factors, like a missing road signal, or due to a malfunctioning traffic light. A lot of these threats exist when the city or local government won't hold up their end of the legal bargain.

There are points that may be observed to help decrease the odds of having an accident. Safe riding comes in various forms. Many are decisions the driver can make on the road, and some are decisions he or she makes just before he sits on a bike for the first time. Having to take a training course is definitely crucial for any novice, and a plus for experienced motorcyclists. Newbies study everything from starting up a bike, to proper and safe turning and driving. Skilled riders can benefit from learning more advanced methods. Both group could even see benefits from accreditation in these courses with insurance discounts.

Novices would want to keep in mind the particular bike they will choose. Usually, a bike with a smaller sized engine is much more suited to users who are less experienced. It's crucial for you to ensure that the size of your bike is suitable to your power and weight, because a rider outmatched by their motorbike is just creating trouble for themselves. A rider should always be sure that he's wearing both a helmet, plus a tough and comfy clothing that can help limit his injuries in an automobile accident. This includes boots, pads and leather-based jackets. A good motorcycle rider should always observe traffic laws. Running traffic signs, speeding or driving in a hostile manner will only put the motorist in harm's way. Even worse, most people may see the motorcycle driver as a danger or irritation and drive offensively against him. If driving intoxicated in a car seems hazardous, the dangers are only increased by the fact that motorcycle drivers are responsible for balancing their vehicles.

If the driver has adhered to every one of the safety measures, but nevertheless became a victim of a motorbike accident, he ought to contact a motorcycle accident lawyer. Insurance providers often times like to divide the liability between the motorcyclist and the at-fault party; even though the biker may have had practically nothing to do with the root cause of the automobile accident. Working with insurance providers after a motorbike accident can be quite challenging. That's the reason it would be far better for any motorcycle crash victim to employ an experienced lawyer to raise his odds of getting a claim.

You can find more detailed information about a Texas motorcycle accident lawyer at our website. Be sure to contact a Texas motorcycle accident lawyer immediately right after your motorcycle accident.

Infographic: the Dangers of Riding a Motorcycle

It's a motorcyclist's right to enjoy the open road, but it is their responsibility to exercise caution. Road conditions, other drivers and personal protective gear are all important to consider when getting on a bike.

[via]

Motorcycle Safety Report Shows Positive Trend

Tulsa police examine a motorcycle that was involved in an accident. Motorcycle fatalities in Oklahoma fell 30 percent in 2010 as compared to the previous year. MATT BARNARD/Tulsa World

For once, Oklahoma has come out looking good in some national rankings: According to a recent report by the Governors Highway Safety Association, Oklahoma had one of the biggest declines in motorcycle fatalities in 2010 in the entire nation, posting a whopping 30 percent drop over the previous year's figure.

The decline may be just because there are fewer motorcycles on the road, or some other similar explanation. Then again, it may be that we're getting safer out there.

Let's hope it's the latter, because it's predicted that two-wheeled transportation will become even more common as more Americans discover the economy of motorcycles and scooters, and as more and more baby boomers attempt to recapture their misspent youth.

The GHSA report noted that motorcycle fatalities declined nationally at least 2 percent in 2010 over 2009, which saw an astounding 16 percent drop over the previous year.

The association estimated there were 4,465 motorcycle fatalities in 2009, and predicted there would be 4,376 or fewer in 2010. (States were still gathering data when the preliminary report was released in April.)

The two years of declines in motorcycle fatalities were cheered by riding enthusiasts (myself included) as indications that safety programs and other measures are working. Prior to 2009, motorcycle deaths had increased for 11 straight years.

According to the report, Oklahoma had 83 motorcycle deaths in the first nine months of 2009, compared with 58 deaths in the first nine months of 2010.

The GHSA's researchers, who surveyed safety offices in all 50 states and the District of Columbia, feel confident that the final figures will represent at least a 2 percent decline over the previous year.

The researchers projected declines in about half of the states, and remarkable declines in several states, including Texas (16 percent), Oregon (27 percent) and Oklahoma.

What could be accounting for this good news? Officials who saw both declines and increases in fatalities had lots of theories.

States that saw decreases in fatalities in many cases have put more emphasis on motorcycle safety. Activities included safety-promotion events, strategic safety plans, and educational and awareness campaigns. These states also were more likely to offer expanded rider-training opportunities. Some states took steps to address specific problem sites.

Some state officials believe there are fewer beginning riders taking to the road, a theory backed up by some dealers who report more recent sales to experienced riders rather than new riders.

Less travel was a factor in some states, where officials believe the economy was keeping some residents from taking up riding. Bad weather also kept lots of bikers off the roads in some states.

Tougher legislation increasing the penalties for riding without a motorcycle endorsement on drivers licenses, and also requiring motorcycle safety courses to obtain an endorsement, also were credited with bringing down fatalities.

Not surprisingly, states that had seen growth in registrations also in some cases experienced increases in fatalities.

Helmet use is a big factor in fatalities, and the recent trend toward less usage could have kept the declines in the last two years from being more dramatic.

A National Highway Traffic Safety Administration report found that use of federally compliant helmets - the most protective type - dropped by 13 points in 2010, from 67 percent in 2009 to 54 percent. Un-helmeted riders increased from 24 percent to 32 percent. Use of federally compliant helmets dropped by 10 points in states with universal helmet laws and by 15 points in states without such laws. (Thirty states don't have universal helmet laws.)

According to the NHTSA, helmets are 37 percent effective in preventing fatal injuries to operators, and 41 percent effective for passengers. In 2008, 42 percent of fatally injured motorcyclists were not wearing helmets; it's estimated that 822 of them would have lived if they had been wearing helmets.

The American College of Emergency Physicians' position on helmets is: "It is the single most effective strategy to prevent death and serious injury. NHTSA estimates that nearly 20,000 motorcyclists were saved by helmets between 1984 and 2006. It also estimates that more than 12,000 people might have been saved had they worn helmets."

Helmet laws were required by the federal government years ago, and by 1975, all but three states mandated helmet use for all motorcyclists. But mandates and incentives changed over the years, and now only 20 states have universal helmet laws. Most of the other states have laws requiring helmet use for some riders, usually younger ones.

While helmet use is advisable in the view of safety experts, they are hugely unpopular with many riders, who contend they restrict their sight and hearing, among other problems. History and experience indicate mandatory helmet laws are a tough sell politically - just look at how many states have repealed mandatory helmet laws - so chances are there won't be a groundswell of support to reinstate them.

While mandatory helmet laws continue to be debated, we now know that expanded safety measures are proving to be more and more effective. More training for beginning riders would be a good idea. Public awareness and educational campaigns work. Better enforcement of speeding and alcohol impairment laws also would help. Highway safety data for 2008 show that 35 percent of all riders involved in fatal crashes were speeding. In 2009, 29 percent of fatally injured riders had blood-alcohol levels above the legal limit, and another 7 percent had lower levels of alcohol.

While the news on fatalities was generally good, there is still plenty of reason for concern. Most of the declines occurred in the first half of the year, with fatalities actually increasing in the third quarter.

In reviewing the national data, GHSA Chairman Vernon Betkey said, "While there is a lot of good news in this report, the increase in fatalities toward the end of the year is a clear red flag. Just like with overall traffic deaths, a strengthening economy presents us with the potential for more tragedy on our roads. We are going to be very aggressive in targeting our programs where they are needed the most. Additionally, we will continue to remind all roadway users that motorcycles are a legal and legitimate way of transportation and we all need to safely share the road."

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source: www.tulsaworld.com (Pearson, 6/26)

5 Myths About Motorcycle Safety Debunked

Many motorists are trading in their cars for motorcycles partly to save money on gas, partly because of the allure of the sense of freedom that only comes with riding a motorcycle. But if you're new to two wheels, be warned: just as the motorcycle has attained a mythical status within American culture, so too are there many myths concerning motorcycle safety.

1. "You should lay your bike down to avoid a crash." FALSE

Laying your bike down is actually just crashing anyway. My guess is that this was a line from a rider who inadvertently found himself on the floor while actually trying to avoid a collision. Maybe before ABS brakes, it was necessary in certain emergencies, but most modern bikes shouldn't have a problem staying upright when stopping quickly. Laying down could actually make things much worse.

2. "Helmets can actually cause more injuries." FALSE

I find it hard to accept that some people actually believe this. Despite urban legends which claim wearing a helmet could impair your vision or could actually cause a rider to break their neck if thrown from their bike, the truth is that countless studies prove the exact opposite. Statistically, wearing a helmet makes you a safer rider as bikers who chose to wear helmets crash far less frequently than those who don't. Additionally, DOT-approved helmets use energy-absorbing technology which prevents neck injuries.

3. "Loud pipes save lives." FALSE

The popularity of loud modified exhaust systems demonstrates the prevalence of the theory that the louder you are, the more likely other motorists will notice you. Not so. Pipes only carry your noise to the rear of the bike, so it only increases awareness to you to those drivers you've already passed - not to those up ahead. It's better to invest in a bright helmet and jacket, which have been proven to save lives.

4. "Don't use your front break." FALSE

Many novice bikers are erroneously taught not to use their front break because if they break too sharply, they could be thrown over the front of the bike. While it's true that 70 percent of a bike's stopping power is in the front break - that's actually power you'll want to use when you need to make a sudden stop. The Motorcycle Safety Foundation teaches new riders to use both the front and rear brakes simultaneously in order to ensure a safe, steady stop.

5. "Splitting lanes is dangerous." FALSE

First off, let me clarify that lane splitting is illegal in Texas. However, a study conducted in California - the only state where the practice is legal - suggests that splitting lanes is actually safer than staying in lane, particularly in heavy, slow-moving traffic. Nonetheless, it's not likely to be legalized in Texas any time soon.

As a Texas Motorcycle Accident Attorney, I've heard all the reasons for why motorcycle accidents occur: "I just didn't see him," or "He was coming so fast" - coming out of the at-fault driver's mouth. But when it comes to you, the rider, make sure you don't fall for any of these motorcycle safety myths. You can't count on regular motorists to be fully aware of their surroundings, which includes you.  So wear the appropriate safety gear, and stay sharp on the roads.  Ride safe.

Is It Time to Ban Motorcycles?

An article this week in the Sun-Sentinel argues that it’s time to ban motorcycles. The author makes a few good points, too, that really can’t be argued with.

• A motorcycle crash is more likely to result in a fatality than a car crash.
• 73 out of every 100,000 motorcycle riders die in a car crash.
• Motorcycle rider fatalities make up for 11% of all traffic fatalities.

Those statistics are taken from a 2007 report from the U.S. Department of Transportation, and as far as I know, are absolutely true. Scary stuff, right?

Of course, that doesn’t exactly tell the whole story. The fact of the matter is that motorcycle fatalities have been declining for the last two years, and organizations like the AMA, MSF, and the NHTSA are pushing motorcycle safety more than ever.

There’s also the fact that the majority of motorcycle accidents are caused by other vehicles.

The Hurt Report, otherwise known as the "Motorcycle Accident Cause Factors and Identification of Countermeasures” report, names other drivers as one of the leading causes of motorcycle accidents and fatalities.

The report reads:

"The automobile driver fails to detect the inconspicuous motorcycle in traffic. This is due to lack of motorcycle and rider conspicuity and lack of caution and awareness of the automobile driver."

Now, the Hurt Report was conducted in the late 70’s, so I’m not going to use that as hard evidence. But the Department of Transportation has compiled various reports that support the fact that distracted drivers are the main cause for concern when it comes to motorcycle accidents. (They even dedicated an entire website, www.distraction.gov, to the problem.)

MSF President Tim Buche, said:

"Distracted driving is of great concern for motorcyclists as we simply have more at stake. Riders are obviously more vulnerable than car or truck drivers, the ones with far more access to a variety of distractions. Most motorcyclists are focused on one thing: riding. Other motorists should be focused on driving."

So are motorcyclists really the problem?

OK, I’ll be the first to admit that a motorcycle isn’t the safest way to travel. But neither is driving. Or flying. Or cycling. I even broke a toe once while I was walking. But should we ban pedestrian travel?
Life is full of accidents. There is only so much you can do to prevent them.

TxDOT: Motorcyclists dying in record numbers

McALLEN, Texas — Former McAllen firefighter Ronaldo "Ronnie" Gomez considers himself one of the lucky ones.

In May 2008, a suspected drunk driver clipped him as he turned his motorcycle at the intersection of North 10th Street and Trenton Road.

He sustained a punctured lung, broken ribs, a broken eye socket, a broken nose and hip injuries. And the lower portion of his left leg would be amputated.

But he survived.

"I was in bad shape," Gomez recalled. "The doctor said that if it wasn't for the physical condition that I was in — a condition you have to keep up when you're a firefighter — I might have not come out of it."

The 28-year veteran firefighter would have to learn how to walk again with a prosthesis; his injuries would force him to retire.

"It's usually the guy that you don't see that gets you," he said, reflecting on the wreck during a recent interview.

Experts agree.

The two places where serious motorcycle collisions commonly occur are at intersections and when changing lanes, Texas Department of Transportation officials said.

The agency launched a "Share the Road" campaign in April in part to highlight a dire trend: Motorcyclists are dying in record numbers, and if aggressive steps to promote safety on the road are not taken, the statewide death toll could double within four years, according to a TxDOT news release.

Motorcyclists and their passengers accounted for 14 percent of the state's traffic deaths with 434 fatalities in 2009, the year for which the most recent statistics were available, according to TxDOT. More than 5,800 others were also seriously injured that year.

The 60-year-old Gomez, who began riding motorcycles when he was 15, noted two key survival factors: Experience and training, he said, will help motorcyclists learn how to better maneuver their bikes during heavy traffic, hazardous weather and emergency situations.

But there has been a dramatic increase in the number of new motorcyclists on the roadways, which might mean more inexperienced drivers. The number of motorcycles in Texas alone has more than doubled to 422,815 in the last decade and is expected to double again in the next four years, according to TxDOT.

Rising gasoline prices may be one of the driving forces behind the spike.
"We know that 66 percent of motorcycle crashes result in death or serious injury for the motorcyclist," said Carol Rawson, TxDOT's Traffic Operations director. "As more and more people turn to motorcycles for affordable transportation and recreation, it's more important than ever to remind drivers to look twice for motorcycles."

At least three people from the Rio Grande Valley have died in collisions since the beginning of the year, including Edcouch-Elsa School Board President Benigno "Benny" Layton, who was involved in a single-vehicle accident near San Antonio.

Layton was wearing a helmet at the time of the wreck, but even with the protective gear, drivers are still vulnerable because motorcycles don't have seatbelts, which increases the risk of ejection.

Under Texas law, all riders under the age of 21 are required to wear a helmet when operating a motorcycle. But riders 21 and older may choose to ride without one if they have completed a safety course or are covered by an applicable insurance plan.

The Department of Public Safety location in McAllen does not offer any training courses, but there are at least two other locations where riders can look for guidance — Edinburg's Coastal Cycle Academy, which meets at the University of Texas-Pan American's parking lot, and Harlingen's Texas State Technical College, 1902 North Loop 499. The courses are designed to help both new students and more experienced drivers, as well.

Despite his wreck, Gomez continues to ride — on a slightly modified three-wheeled motorcycle with his firefighter riding club, the Dragon Slayers.

But he offers a word of caution.

"I have friends that said to me, `I have a bike and I saw your accident and I don't trust myself with it,'" Gomez said. "If you have any negative thoughts about riding, don't get on it because you have to have a clear mind when you ride.

"You have to be in the right mindset."

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Source: http://www.chron.com/disp/story.mpl/ap/tx/7585759.html
By Naxiely Lopez, The Monitor

How Motorcycle Riders Can Maintain Traction to Avoid Skids and Slides

Traction is a concern anytime you are on a motorcycle. Some part of your mind should be addressing it whenever you ride. It is a primary issue when you are braking or cornering, a moderate concern while you are accelerating, and still of a little interest when you are riding straight at a steady speed. It can even be an issue when you stop and put your foot down.

Actually, it isn't traction you are thinking about. Your mind is worrying about all those things that can eliminate traction—water, oil, coolant, diesel fuel, gasoline, sand, dirt, plasticized sealants, ice and tree sap, to name a few.

Your first line of detection is normally your eyes, but sometimes slippery stuff can be deceiving. Occasionally an oil slick looks like a tar patch. Sand can look like a slightly different pavement composition. Diesel fuel or coolant can appear as just a slight, nearly invisible sheen on the road.

Shade can hide a slippery hazard or actually create it. After a dewy night in our local mountains, the road sometimes stays wet and glazed until the sun reaches it. However, during the winter months, the low sun may never dry off some corners, and even in the afternoon riding into a shaded corner can produce a slick surprise. If it gets cold enough after the sun goes down, that leftover moisture can freeze. (Using one of those key-chain thermometers as a zipper pull on your jacket can provide information about whether temperatures are near freezing.) Even on a warm, dry day, a shaded corner can be hazardous, especially if you are coming from bright sun. The shade can hide sand or dirt, and I have seen more than one rider crash in a dark dusty corner.

Experience can help you learn the signs of slick surprises, but there are things you can do to help. For one thing, avoid polarized glasses, which can hide the shine of something slippery. Use your nose to smell spilled fuel, coolant and oil. (If you don't know what coolant, oil and diesel fuel smell like, you should learn.) If you smell any of these things, you slow down and move away from the part of the road you suspect to be contaminated. Many times they are not visible.

Where Does the Goo Go?

Lubricants and other automotive fluids are normally the slickest stuff you'll encounter on the road. Cars and trucks are the usual source of spilled fluids, though they used to leak a lot more. We were always advised to avoid the center of the road, where the oil usually fell, especially in heavy traffic areas and major intersections. That's still good advice, especially when it's wet. Heavy traffic areas that are covered and protected from the elements—tunnels and toll booths, for example—are almost always slippery when it rains. The rain doesn't fall directly on the road surface to wash the oil away but instead drops off the wet vehicles that pass through, giving you that super-slick oil-on-water mixture. The curving tunnel at the west end of U.S. Interstate 10 where it becomes Pacific Coast Highway, which adds an off-camber turn to the equation, is a classic and scary example. Most riders will eventually encounter a toll booth on a rainy day, and if they don't remember how slick they can be, they probably will when they put their foot down or at least when they accelerate away.

In corners, fuel or oil is likely to get thrown to the outside, so if you smell or suspect a spill, you can usually avoid it by staying to the inside. Staying to the inside also gives you more room to straighten up without running out of lane. On the other hand, moving to the outside as you enter a corner and staying there until you can see all the way through the turn allows you to look farther down the road and gives you more time and distance to adjust for any potential hazards. This latter approach is the one usually recommended, and if you enter the corner with some speed margin to allow you to tighten your line if needed, it gives you the most options.

What do you do if you see a strip of oil in a corner you will have to cross? Slow down and tighten your arc before you reach it and cross it as upright as possible with no brakes and the throttle in neutral. The oil will stay on your tires for a few rotations, so continue with caution, avoiding hard turns or braking. Of course, unless you have encountered one of those oil traps someone deliberately dumped in the middle of a corner (increasingly common in Southern California), the line of fuel or oil is likely to simply follow the bend of the corner all the way through. You will have to decide whether to ride inside or outside of it. In a right-hand bend, staying inside is usually the best idea, especially if you can see it goes all the way through the corner. In a left-hander, staying clear of the line of spilled fluid might place you too close to the oncoming lane, so you'll have to decide if there is enough room to stay safely inside of it. In any event, the best approach is to slow down so your need for traction is reduced and you can straighten up to cross the slick as needed.

Slippery Subject

Lots of things land on roads and make them slippery, and some things are there permanently—manhole covers, metal bridge gratings, paint, railroad tracks, cattle guards and those plasticized sealants some road-maintenance agencies use to seal cracks. They offer little traction when dry and almost none when wet—and many of these metal items are the first places where ice forms on wet, cold days.

While some of these metal components could probably be designed to provide better traction, those plasticized crack sealants are clearly the work of some motorcycle-hating devil. While most tar strips are slightly slippery, the newer composites offer all the traction of the inside of an alligator's nose. Sometimes you can avoid them, but other times they spread over a corner and seem to cover more surface than the regular pavement. The only thing to do in that case, especially when it's wet, is slow down and call or write the local road department.

"Go soothingly on the greasy mud, for therein lies the skid demon." That remark has been attributed to everything from Asian road signs and motorcycle manuals to Mark Twain. Whoever said it, it is good advice for motorcyclists who think the demon may be lying in wait. Slow down, straighten up and don't accelerate or brake any more than you absolutely have to, and he'll probably let you go.