But the Department of Transport led by U.S. Transportation Secretary Mary Peters, who interestingly enough is a biker herself, has unveiled a safety campaign with the goal of stopping the ongoing trend and growing numbers of motorcycle fatalities.

In 2006, motorcycle fatalities continued their nine-year increase, reaching 4,810 (a 5% increase from 2005) and exceeding the number of pedestrian fatalities for the first time since the National Highway Traffic Safety Administration (NHTSA) began collecting fatal motor vehicle crash data in 1975. In 2005, the motorcycle fatality rate was 73 per 100,000 registered motorcycles. By comparison, the fatality rate in the same year for passenger vehicles per 100,000 registrations was a mere 14.

This trend has been so pronounced that motorcycle fatalities have for all practical purposes offset the gain in lives saved resulting from higher seat belt use and improved passenger vehicle safety.

In an unusual turn, the fatality numbers have motorcycle organizations from different chapters of ABATE, to the American Motorcycle Association (AMA) as well as the Motorcycle Safety Foundation seemingly as concerned as the state and governmental offices charged with highway safety.

An obvious indicator is based on the most unscientific signs. With every other bar trying to host a bike night, the explosion of dealerships and custom builders its obvious there are more riders on the roads. Indeed, the hard data does show motorcycle registrations jumping 63 percent, from 3,826,373 in 1997 to 6,227,146 in 2005. But unfortunately, fatalities have increased disproportionately to the rise in registrations and sales. Motorcycle fatalities have increased each year from a low of 2,116 in 1997 to an all-time high of 4,810 in 2006.

The Public Service Announcement featuring
U.S. Transportation Secretary Mary Peters

But opinions about traffic studies and surveys are doubtful at best and hostile at worst. As soon as any motorcycle study is released the results are not only immediately attacked, but with passion rarely seen in any other national debate. An underlying problem is the difficulty of applying any kind of exact science to traffic studies, from collecting data to the varying laws from state to state. The very mechanics of data collection in any kind of study or survey leaves it and the results open to question and criticism. None of these challenges take into account the inherent perplexity trying to study human nature, probably the most unpredictable equation of all.

Even within past and current studies, there are many ways to measure the number of motorcycle fatalities. Compared to all other motor vehicle traffic crash fatalities the proportion of motorcycle fatalities increased from 5 percent in 1997 to 11 percent in 2006. Critics of this type of data point out that a motorcycle accident is more likely to end in a fatality compared to its four-wheeled cousin, automatically compounding the numbers.

What’s not disputable however are the demographic data of what age groups are having fatal accidents on two-wheels. While younger (20-29) motorcycle riders continue to account for the highest number of fatalities each year, motorcyclists over 40 have seen the greatest increases in fatalities from 1997 to 2006. The percentage increases between 1997 and 2006 in fatalities by age group are as follows: Under 20 (42%), 20-29 (86%), 30-39 (80%), 40-49 (172%), 50-59 (307%), Over 59 (280%).

Just taking a quick glance at the demographic fatalities and it would be easy to dismiss a majority of the increase to older males suffering from an empty nest syndrome, or even more cutting critique, a mid-life crisis. This has been the cliché many media and news outlets have fallen back on when reporting the fatality statistics as if to put all the blame on one segment of society who, according to popular opinion should know better.

The stereotype of the old biker buying a new, powerful motorcycle after being away from riding for thirty years venturing out on more crowded roads with slower reaction time has been regurgitated in so many mediums for so many years, it has become the default excuse for increasing motorcycle fatalities.

Unfortunately, this led to governmental agencies to more or less exclusively focus safety concerns and messages on the older riders, as if scolding them like some unruly child would make any bad or irresponsible behavior go away.

It appears however that officials managed to look beyond the media myth and have not only exposed more chilling data, but lead the powers-that-be to expand the upcoming campaign beyond the tradition of encouraging more safety training to some other unlikely areas.


Bad habits or stupidity
The statistics are dominated by the usual suspects that have appeared since traffic studies first gained national attention. The typical fatality is a white male who is most likely caught in a multi-vehicle accident, 55 percent over 45 percent who die in ‘single vehicle accidents’. More about that phrase later.

Trends other than the growing number of older riders dying on the roads are increasing in the different surveys, a symptom that is surprising and across the age range of bikers.

Regardless of age, it appears some riders either have a high opinion of themselves or care so little it borders on a death wish. In 2005, 27 percent of all fatally injured motorcycle operators had BAC levels of .08 g/dL. An additional 7 percent had lower alcohol levels (BAC .01 to .07 g/dL).

An interesting term used in all traffic accident studies is ‘single vehicle accident.’ In plain English, it refers to accidents where no other vehicle was involved, placing all the blame for the accident and death solely on the vehicles operator.

The statistics tragically reach 41 percent among those who died in single vehicle crashes in 2005who had BAC levels of .08 g/dL or higher. Move over to weekend nights and the number increases to 61 percent. According to these numbers, a majority of riders who lost control of their motorcycles had alcohol in their bloodstream at the time of the accident.

Alcohol or not, twice as many fatalities occurred over weekends, which can be explained by riders who consider Sunday mornings as the time to take the bike out with the more casual bikers out in force.

Aside from the growth of over 40 riders appearing in the statistics, looking closely at the fatality numbers, the cliché of the older biker being the foundation of any accident data appears to be an urban legend. Riders in the age group of 20 to 29 have exceeded any other since 1997. Opponents to the ‘empty-nester’ theories further point out bikers over forty are on the roads more than ever, contributing to their increasing numbers in the accident data.

The other part of the myth the media fall back on so quickly, larger, more powerful engines?

Well, the largest number of fatalities (41 percent) is still in the 501 – 1000cc engine size group, followed by 38 percent in the 1000 – 1500cc engine size group.

The magical figure that seems to make the headlines would be two-thirds of riders killed on 1000-1500 cc motorcycles were over forty years old. This may justify some of the news stories, but as shown in this article and acknowledged by the upcoming safety campaign, there are more important areas to focus on in order to save lives.

For instance, when the data of one in four motorcycle operators involved in fatal crashes were riding with invalid licenses at the time of the accident is considered, a pool of possibilities are probable.

Firstly, a basic understanding about motorcycles concedes that a smaller sized engine doesn’t necessarily mean a safer bike. There are many sportsbikes under 1000cc that will leave larger engine motorcycles in the dust. Although many experts recommend smaller engine motorcycles to new riders, it’s mostly for easier handling from a lighter overall weight, torque output as well as the less expensive models available.

So the secret to the tragic growth could be in the smaller statistics rather than the more obvious majorities. Although the numbers aren’t the largest in its category, 45 percent of overall motorcycle fatalities occurring in single-vehicle accidents should cause concern over the amount of riders who don’t have the confidence or abilities to ride safely. This combined with a quarter of riders involved in fatal accidents being unlicensed points to the lack of officially recognized motorcycle safety training among the biker population.

It’s no surprise then that one of the focuses of the new safety campaign is promoting training courses for both new and experienced riders. Other propositions, or ‘Behavioral Countermeasure Strategies’ as they’re called in the official report include; enforcement activities to interdict violators of speed limits, helmet laws, motorcycle licensing as well as encouraging participation in safety classes. Except for the last point, the Department of Transportation wants law officials to take a closer look at bikers.

Not only does the US Department of Transportation intend to use the media in an effort to reduce alcohol related crashes, but will encourage law enforcement to have a ‘high-visibility’. This implies the possibility of sobriety checkpoints or potentially stricter enforcement of state DUI/DWI laws.

On a less sinister note, the campaign will have a multimedia edge, releasing a CD-ROM version of the Riders Helping Riders peer-to-peer drinking-and riding prevention curriculum for use in rider training programs and at motorcycle events and rider gatherings. An online resource will even be made available for States and local agencies containing media pieces designed to remind motorcyclists that when they drink and ride, they put themselves and their bikes at risk.

The more conventional print materials will still be used addressing impaired riding in ‘Drunk Driving. Over the limit. Under arrest.’ brochures.


It starts with a beginning
As mentioned earlier, by redesigning and encouraging states to recognize safety training in the motorcycle licensing process, the campaign takes the fight to reduce fatalities to the newest members in our two-wheeled world. The goal of developing national standards for entry-level rider training is certainly ambitious and could change the way a person sits in a saddle for the first time on a nationwide basis.

Clutch and Chrome’s article, ‘Motorcycle Safety Course: The new must-have accessory?’ highlights the disparities of safety courses from state to state from subsidizing classes to recognizing the effectiveness of the courses. Indeed, in researching the article, Clutch and Chrome found Mississippi didn’t even have information regarding motorcycle safety courses available online at all!

It won’t just be the states receiving encouragement to embrace safety courses; the Department of Transportation is developing an employer-based program for employees who ride motorcycles on or off the job. There’s no indication if this will come in the form of tax based incentives, grants or course kits to be used by employers.

The Department of Transportation is also looking to national motorcycle organizations, manufacturers and related motorcycle and highway safety groups for partnership in this fight against fatalities. They intend to meet with the different organizations on a quarterly basis to share planned activities and coordinate safety efforts. Although the report doesn’t outline how far down the department will drill down to state and local advocacy groups, but AMA and the various chapters of ABATE will most certainly want to participate. ABATE for example has always been cautious of any new laws or interference with what they consider a bikers right to ride free.

Probably the most refreshing aspect of the safety campaign is the United States falling inline with the rest of Europe who has for years taken the route of educating all users of the roads, not just bikers for motorcycle safety. It’s been thought by making drivers aware of their two-wheeled cousins, motorcycle fatalities can be greatly reduced.

Starting with the very lighting that lights the roads to ensuring roadway markings and warning signs benefit all roadway users regardless of the vehicle type, the Department of Transportation is taking a well-rounded, complete approach. The report even mentions road design, construction and maintenance practices to help eliminate the hazards bikers face on a daily basis.

But how can this all be achieved?

It’s hoped that regular meetings with the Motorcyclist Advisory Council will garner advice on fixing the highway infrastructure. One of the more impressive suggestions was to emphasize the importance of recognizing the needs of motorcyclists during all phases of highway construction, leading Clutch and Chrome to believe not only will highway design benefit bikers in the future but also in the interim the temporary surfaces and lane changes should be more rider friendly.

However, only press releases and brochures outlining tips, design, construction and maintaining roadways for increased motorcycle safety is specifically mentioned in the study, but its certainly a step in the right direction. After all, with the same U.S. Department of Transportation who has committed to decreasing motorcycle fatalities also being tasked with building and maintaining the country’s roadways there is hope more will be done than simply mailing brochures.

Finally, looking to the grass roots to spread the word, a marketing kit will be made available for use by States, local communities and motorcycle organizations for a campaign titled ‘Share the Road’.



Older riders still a focus
Just because the campaign has expanded to look beyond the cliché of the older baby-boomer biker, doesn’t mean there’s no attention being given to that demographic at all.

A public relations blitz is planned having U.S. Transportation Secretary Mary Peters giving interviews concerning motorcycle safety to a variety of publications including AARO, Parade, Modern Maturity and others aimed at not only riders but those among the age group of 50 years and over.

Since there’s only one Transportation Secretary and many, many older riders, educational safety materials are being proposed encouraging them to take safety training, avoid drinking and riding, wear helmets and proper riding apparel. It’s easy to assume the bikers riding around with no motorcycle license are the young irresponsible twenty-somethings, but it’s more likely to be the older riders, who most likely didn't need one when they first started riding.

Of course, no government led campaign or highway study would be without its push for not only more bikers wearing helmets, but using DOT approved ones as well. Proposals range from the humorous of a how-to video online showing riders the proper way to adjust and wear a helmet, to developing a publication for various agencies interested in encouraging helmet use in their area or jurisdiction.

An interesting tact suggested by the report involves 'working with motorcycle manufacturers to meet the Secretary's challenge to provide free helmets, or helmets at a reduced cost'. All eyes will certainly be kept on that idea!



Kit and Kaboodle
The Department of Transportation’s safety campaign is definitely a multi-pronged attack with the ambitious goal of reducing the number of motorcycle fatalities across the United States. It’s quite an undertaking with results that can hit closer to home more than most bikers appreciate.

For example, looking at any motorcycle rally or bike week that has an attendance of 50,000 riders, according to the studies thirty-two of those bikers will die on the road over the next twelve months. Regardless of how fearless bikers may portray themselves to be, the sorrow is always strongest when it’s one of your own that becomes the victim of a highway death.

Reaction from motorcycle organizations and advocacy groups has been limited since the reports release in October 2007. Groups will most likely want to participate where they can, some with genuine concern, others to keep an eye to ensure current liberties enjoyed by bikers aren't diminished in anyway.

There are other facets to the upcoming safety campaign, but they have more to do with committee meetings, studies and other evaluations of highway safety.

However, the Transportation Department does mentions creating ‘a training program designed to educate police on motorcycle safety and the specific enforcement efforts they can undertake to reduce motorcycle crashes.’ in the report. There's no other information included and it is possible this point refers to the publication to help law enforcement 'encourage' helmet use.

Then again, earlier in the article we did cover the studies objective of wanting state and local agencies to 'to interdict violators of speed limits, helmet laws, motorcycle licensing'. It's vague objectives and ambiguous proposals such as these which will keep not only biker advocacy groups watching, but the average rider as well.

The safety campaign the Department of Transportation outlines in it's Action Plan to Reduce Motorcycle Fatalities is an enormous undertaking. But everyone surely acknowledges it really needs to be with the stakes being as high as they are.

Sadly, the very lives of our fellow bikers could count on it being successful.