April 28 Cleanup of our part of FM 473 · 2020. 6. 30. · Texas Motorcycle Crash Analysis-Page...

ISSUE 219 M AY -JUNE 2018

PREZ Notes - Page 2

Club Calendar - Page 3 Club Rally Financial Report- Page 4

Club Rally Pictures- Page 5-13 Texas Motorcycle Crash Analysis- 4-18

April 28 Cleanup of our part of FM 473

Well another Hill Country Hangout is in the books. It seems that one of the challenges with early April events is the unpredictable weather. Last year it was a little rain, this year it was cold and wind. I am SOOO glad I grabbed a jacket and warm socks before I headed out to Kerrville.

Friday evening was beautiful but early Saturday morning that all changed. When I got up and out at 5pm it was still in the mid 50’s. Soon the wind start-ed, and the temps went down. Quick thinking by Helen Henson resulted in some shelter from the winds, which was a big help. Needless to say, a lot of hot coffee was consumed that day, thanks to the tireless efforts of Dave and his kids. But despite the cool, blustery weather quite a few bikes headed out for the poker run. Those of us left to consume hot coffee figured it was just all the folks with electric gear trying to stay warm. But, despite the weather the food was big hit. This year we offered paella on Friday night and it was quite popular. The best part was how Kirk re-cruited anybody in arms reach to contribute some muscle to the dinner. It takes several people with long spatulas to stir a pan with 10 pounds of rice and multiple pounds of chicken, sausage and shrimp. Watching the cooking show was almost as popular as the actual dinner. Of course, no rally is complete without chili and Dave (or should I say Dave’s wife) whipped up an excellent batch again this year. Obviously, with temps in the 40’s the Saturday night chili was a big hit.

A rally is not even possible without the efforts of many volunteers. As I have said before the small, local rally is the epitome of the riding experience and seeing everyone pitching in to help regardless of their ride, their beliefs, their politics, makes you re-alize that for all the gloom and doom we are bom-barded with daily, people are basically good and want to help each other. Even with the extra meal and some additional ex-penses we managed to make a nice return on this year’s event. The details are contained in the rally finance report found elsewhere in this newsletter. There are numerous pictures from the rally both on our club webpage (www.sabmwra.org) or the club Facebook page. To sort of change directions. We hold officer elec-tions each year at the Christmas party. This year two positions are coming around for election, presi-dent and treasurer. I do not intend to serve another two-year term as president. After 27 years and eight club rallies I think it’s time to let someone else have some fun. The job is not nearly as difficult as most people think, evidenced by the fact I can do it. If you think you might be interested in serving as a club officer, please contact me. I’ll be happy show you the ropes.

Love is the feeling you get when you like something as much as your motor-cycle. -Hunter S. Thompson

PREZ Notes

SAN ANTONIO BMW RIDERS ASSOCIATION

http://www.sabmwra.org

Club social – Club socials for the second quarter of 2018 (April 12th, May 10th, June 14th) will be at The Cove, 606 West Cyprus. Fun starts at 7 PM and goes to about 8 PM.

ACTIVITIES – This calendar does not include every Thursday social and Sunday breakfast ride. Events will be filled in as they are planned.

*Every Sunday there is an informal breakfast ride (weather permitting). The destination for the Sunday breakfast ride will be determined by participants un-less previously announced via e-mail. The ride de-parts at 8:30 AM from the Starbuck’s at 1604 and NW Military Hwy (Shavano Park).

*The first Wednesday of each month is Euro Bike Nite at about 6:30 at Pizza Italia, 3023 Thousand Oaks, just east of Jones Maltsberger.

2018 Events Calendar -Date in bold is a club activi-ty, dates not bolded are simply items of interest to members. NOTE – Everything is subject to change so remember to check the club calendar,http://www.sabmwra.org/html/calendar.html for the latest.

May

5th-7th - The semi-annual ride is back on the schedule to the Alpine area. May 4,5, & 6th. 12 Rooms are be-ing held till April 1 for our club, more rooms are available if we book early. $55.00 per night includes tax. Highland Inn on Hwy 90, they have clean rooms, and are very friendly toward us in the past. Phone 432-837-5811.

July

12-15th – BMW MOA National Rally in Des Moines, Iowa

August

4th – 9am- trash PU along our adopted roadway

Note our cover picture. We could use your help. More hands make for a quick pickup.

November

3rd – 10am Trash PU along our adopted roadway

2nd-4th – Houston BMW Club rally- details to fol-low.

9th-11th – BMW MOA Weekend Getaway – YO Hotel in Kerrville, TX Details to follow.

Club Calendar


Must be a Texas Rider

http://www.sabmwra.org/html/calendar.html

http://www.sabmwra.org/html/calendar.html


2018 Hill Country Hangout Rally Financial Report

For 2018, the overall attendance was down slightly, 92 this year versus 96 last year. This was most likely due to the weather. There were 78 early registrations with one refund, but only 72 showed up. There were 20 on-site registrations. We had two expenses this year that were not present last year. First, we spent $188 for more rally signage, the biggest expense being two large signs for the front gate. Those are reusable so we won’t have that ex-pense in the future. Second, we offered a second meal this year without increasing the rally fee. The extra meal was a big success.

Rally Income

Source AMOUNT Comments

Brown Paper Ticket sales $ 2,730.00 78 registered

On site ticket sales $ 900.00 20 registered

Cabin Fees $ 791.00

memberships $ 35.00

50/50 drawing $ 230.00 half to winner, half to FB

Cleaning refund $ 200.00 pending

Total income $ 4,886.00

Rally Expenses

Source AMOUNT Comments

Rally food, coffee, supplies $ 690.00

Signs $ 188.00 reusable

Rally stickers $ 200.00

50/50 payout $ 115.00

Food Bank Donation $ 115.00 pending

Refunds $ 75.00

Park rental $ 2,081.00

Total expense $ 3,464.00

Total rally profit (loss) $ 1,422.00


Hill Country Hangout 2018

Registration


Hill Country Hangout 2018 Camping


Hill Country Hangout 2018 Paella Dinner



Chili Dinner



Awards and Door Prizes



Comings and Goings


Hill Country Hangout 2018 Bikes

AIRHEADS ???



Miscellaneous


Comprehensive Analysis of Motorcycle Crashes in Texas: A Multi-Year Snapshot (Excerpted)

Report Number: 2016-TTI-G-1YG-0029 Submitted by the TEXAS A&M TRANSPORTATION INSTITUTE September 2016

The following is a much shortened version of the Crash analysis conducted by the Texas A&M (Whoop) Transportation Institute showing only main chapters and Key Points. If you enjoy statistical da-ta and love looking at graphs, the full version can be found at: https://www.looklearnlive.org/wp-content/uploads/2016/12/MOTO_ReportRev1a.pdf In 2014, over 400,000 motorcycles were registered in the state of Texas, which is approximately a two-fold increase over the number of registrations recorded in 2001. Although motorcycles comprise a relatively small proportion (2 percent) of the total motor vehi-cles in operation, motorcycle drivers and passengers account for a considerable proportion (12 percent in 2015) of all fatal crashes each year in Texas. In 2015, there were 455 motorcyclists who died on Tex-as roads. In that same year, motorcyclists sustained 1,866 incapacitating injuries. Although Texas has experienced a decrease in motorcyclist fatalities each year since 2013, the occurrence of fatal and severe crashes remains high, as do the medical and other costs endured by motorists and society at large. Motorcyclists are at a considerably increased risk of sustaining a fatal or nonfatal injury due to a crash. At the national level, the rate of motorcyclist fatalities per vehicle mile traveled is 26 times higher than the rate among passenger car occupants, with overall in-jury rates approximately five times higher among motorcyclists than passenger car occupants.5 There are several reasons for the overrepresentation of mo-torcyclist crashes. Operating a motorcycle safely re-quires the ability to maintain balance even on smooth roadways, coordination of actions and sense, and acute awareness. Motorcycles usually are smaller than other vehicles and, as such, are less conspicuous

to other motorists. Finally, unlike most other motor vehicles, which are enclosed, motorcyclists are ex-posed to their environment. They must contend with extreme weather conditions, particularly heat in Tex-as, which could impair their ability to operate the mo-torcycle safely. In the event of a crash, the motorcy-cle provides no protection from direct contact with the roadway, fixed objects, and other potential haz-ards. Many of the injuries sustained by motorcyclists are associated with high medical treatment and other costs that may also result in long-term consequences. The medical costs combined with work loss costs for motorcyclist crash deaths in Texas were $665 million in 2013.6 n addition, diagnoses such as a spinal cord injury can require a substantial amount of recovery time. The motorcyclist may never achieve the same quality of life he or she enjoyed prior to the crash. This change impacts not only the motorcyclist but also his or her family members and friends. Given the frequency of motorcycle crashes and their potential for notable costs in terms of loss of life as well as economic costs, there is an urgent need to continue to work diligently toward driving the fre-quency of these crashes toward zero. To this end, the purpose of this project was to understand the com-plex nature of motorcycle crashes in Texas through construction of a motorcycle crash database and a multi-year analysis of these data with an emphasis on the prevention of fatal and incapacitating injury crashes. To aid in this effort, researchers used the most com-prehensive analysis of motorcycle crash causation—a report led by H. H. Hurt titled Motorcycle Accident Cause Factors and Identification of Countermeas-


Comprehensive Analysis of Motorcycle Crashes in Texas

ures—as a guide. The analysis is usually referred to simply as the Hurt Report after the name of its prima-ry author. This report was released in 1981 and docu-ments in-depth analyses of motorcycle crashes in the City of Los Angeles, California, from 1976–1977. Although it is over 35 years old, it remains among the most referenced pieces of motorcycle safety litera-ture. Many of the research questions answered in this report for Texas were guided by key findings in the Hurt Report, which also allowed for making compari-sons with this prior seminal work. The overarching goal of this project was to support the prevention of motorcycle crashes in Texas by producing up-to-date information that guides data-informed decision-making.

Overview: Motorcycle Crashes 2010–2015 KEY POINTS • The number of registered motorcycles doubled from 2000 to 2014. • The counties with the most motorcycle registrations were Bexar, Collin, Dallas, Denton, El Paso, Harris, Montgomery, Tarrant, and Travis, which correspond to the most populated areas of Texas. • The majority of crashes were non-incapacitating (37 percent) in 2015. • The rate of fatal and incapacitating injuries for mo-torcyclists was eight per 100,000 population.

Vehicle Miles Traveled and Household Survey Data KEY POINTS • The rate of fatal crashes for motorcycles was 24.2 per 100 million VMT for motorcycles compared to 1.3 per 100 million VMT for all vehicles in 2014. The rate for motorcycle crashes is 18.6 times higher.

• 75–80 percent of all daily motorcycle mileage is 50 miles or less per motorcyclist. • Despite representing a small portion (0.5–1 percent) of total vehicle miles traveled, motorcycle driver fa-talities account for 13–14 percent of all traffic fatali-ties. • A majority of motorcycle trips are made by those 35 to 64 years of age.

Crash Factors KEY POINTS • 28 percent of motorcycle crashes were K (Fatal) or A (Incapacitating) crash severity compared to 4 per-cent for non-motorcycle crashes. • 44 percent of fatal crashes were associated with DUI. • Injury severity was associated with posted speed limits, and areas with higher speed limits were asso-ciated with more severe injuries. 49 percent of motorcycle crashes were single-vehicle crashes. For multi-vehicle crashes at intersections, the most frequent contributing factor was failure to yield right of way while turning left.

Person Factors KEY POINTS • Males account for 93 percent of motorcycle drivers involved in crashes. • 10 percent of motorcycles in crashes were carrying a passenger. • Approximately 50 percent of motorcyclists involved in crashes had an “M” license certification. Males had a higher percentage of not wearing hel-mets in crashes compared to females.


Comprehensive Analysis of Motorcycle Crashes

in Texas

Vehicle Factors KEY POINTS • There is no evidence to support the notion that mo-torcycle color plays a role in conspicuity. • A higher proportion of fatal crashes for motorcycle and four-wheeled vehicle crashes occurred during dark conditions. • An analysis of contributing factors related to con-spicuity among non-motorcycle vehicles that are like-ly to be at fault suggest that these vehicles crashed with motorcycles because the driver did not see the motorcycle. • Among crashes, cruisers and sport bikes were the most common types of motorcycles, while the most common engine size was 500–999cc and 1000–1499cc.

Environmental Factors KEY POINTS • 95 percent of K and A motorcycle crashes occur with dry surface conditions. • 84 percent of motorcycle crashes occur in clear weather. • Crashes with animals in rural areas were more se-vere than in urban areas. • Summer had the highest concentration of motorcy-cle crashes seasonally. Fatalities happened rather close to home addresses, indicating relatively short trip durations.

Multiple Factors: Cross-Cutting Analyses KEY POINTS The follow factors were associated with fatal motor-cycle crashes: (a) being male, (b) being older than age 40, (c) speeding over posted limited or unsafe speed, (d) not using a helmet, (e) having a positive

blood alcohol test, (f) driving in the dark or at dawn/dusk, (g) driving in cloudy or poor weather condi-tions, (h) driving in an N or P curve configuration, (i) being involved in a head-on crash, (j) being involved in an intersection crash and failing to yield the right of way, (k) disregarding a stop sign or traffic signal, and (l) overturning as well as hitting a variety of dif-ferent objects.

Discussion and Recommenda-tions This study comprised a comprehensive analysis of motorcycle-involved crashes occurring in Texas from 2010 to 2015. Although the number of motorcycle riders killed each year on the roads in Texas is de-creasing and the rates of motorcycle crashes are rela-tively stable, a considerable number of motorcycles are involved in crashes each year. In 2015, there were 7,127 motorcycle-involved crashes. Of great concern, nearly one-third of these crashes involved a death or incapacitating injury. The rate of these severe crashes based on population size is 3.5 times the rate for the state of Texas overall. Based on recent trends involv-ing dramatic increases in the number of motorcycle registrations in Texas over the last decade, motorcy-cles as a traffic safety issue will likely continue to be an area of concern for Texas. At present, over 400,000 motorcycles are registered in Texas each year. Based on the findings discussed in this report, there are several areas that should be considered when im-plementing countermeasures or designing new coun-termeasures or other types of interventions and pro-grams. These key findings are briefly discussed be-low along with comparisons to other reports, such as the Hurt Report.34 The Appendix contains a compar-ison of applicable findings with those from the Hurt Report. One of the more notable contributions of this report is the estimation of exposure based on VMT. Previous-ly, rates for motorcycle crashes in Texas could only



be based on population size or number of registered motorcycles. Both of these denominators have limita-tions since they do not actually capture the number of motorcycle operators driving on the road, the number of motorcycles actually being driven, or the frequen-cy of their use. VMT estimates are beneficial since they support computing rates based on distance driv-en or time at risk of being involved in a crash. When VMT is used to compute rates for comparison with Texas for all vehicles, the results are astonishing. For 2014, the fatal crash rate for motorcycles was 24 per 100 million vehicle miles traveled. This is approximate-ly 18 times the rate for Texas overall in that same year. The rate of fatal injury was 25 per 100 million vehicle miles traveled, which is in line with the rate reported by NHTSA for the nation in 2014. The total VMT is much lower than passenger vehicle VMT for the state since, overall, there are far fewer motorcycles than passenger vehicles on the road. In addition, among households with motorcycles, only 8 percent made a weekday trip, while 3 percent made a weekend trip. The bulk of motorcycle trips in Texas are of short distances, with 75 to 80 percent of daily mileage totaling 50 miles or less. These findings are also similar to the Hurt Report. Overall, male motor-cycle operators between 36 to 64 years of age with higher incomes are responsible for the majority of trip making. This finding is mirrored by the distribu-tion of crashes to some extent in that the majority of K and A crashes involve male motorcycle drivers. With respect to age, drivers in the 36 to 64 age group are overrepresented in motorcycle crashes as com-pared to drivers involved in passenger vehicle crash-es. This finding is of interest, especially given that the older age groups were more likely to have had a motorcycle endorsement on their driver’s license. The distribution of age in crashes examined in the Hurt Report differed markedly. In that study, the groups overrepresented were in the 16- to 24-year-old age group, with underrepresentation in the 30- to 50-year-old age group. In line with the Hurt Report, the majority of crashes occurred with clear weather conditions (84 percent) and dry pavement (94 percent). This finding is likely

due to the fact that motorcycles riders often avoid poor conditions. Similarly, approximately 67 percent of crashes occurred during daylight, with crashing in dark, dawn, or dusk lighting conditions associated with fatality among motorcycle drivers. One of the exposures of greatest concern is driving under the influence. Approximately half of fatal crashes in the Hurt Report involved alcohol. In this report, the percentage was not much lower, at 44 per-cent. Of additional concern, DUI was a factor in only 3 percent of non-injury crashes, but this percentage rose dramatically as crash severity increased to 12 percent for A crashes and 44 percent for K crashes. Having a BAC above 0.08 g/dL contributed signifi-cantly to fatality among motorcycle drivers. Speed was a contributing factor in a large proportion of crashes as well. Only 7 percent of non-injury crashes involved speeding as a contributing factor compared to 19 percent of A crashes and 30 percent of K crash-es. DUI motorcycle drivers seem to have a particular problem with traveling at an unsafe speed compared to non-DUI motorcycle drivers as well as DUI pas-senger car drivers. Helmet use rates in Texas are remarkably high, at 66 percent in 2015, for a state without helmet use legis-lation.36 Despite this, a number of riders involved in crashes were not using a helmet, which appears to be associated with injury severity, with 52 percent of fatalities involving riders not using a helmet. Overall, 36 percent of those involved in crashes were not us-ing a helmet. This percentage is only slightly lower than the estimate in the Hurt Report.37 Of particular concern, 67 percent of DUI drivers were not using a helmet compared to only 13 percent of non-DUI driv-ers. Further, middle-aged drivers also appear to use a helmet less frequently. The groups the least likely to use a helmet are 30 to 59 years old. Finally, 47 per-cent of passengers used a helmet compared to 36 per-cent of drivers, yet a higher proportion of males did not use a helmet compared to females, at 37 versus 29 percent. Approximately 49 percent of all motorcycle crashes



are single-vehicle crashes. The proportion reported in the Hurt Report was only about 25 percent. For these crashes, the first harmful event was most often over-turning followed by hitting a fixed object. The most commonly struck objects were curbs, median barri-ers, and guardrails. Among single motor vehicle crashes, results also suggest that motorcycles may have difficulty maintaining control of the vehicle on curves compared to straight segments in urban but not rural areas. For collisions with other vehicles, 90 percent in-volved a passenger vehicle, which is similar to the Hurt Report findings. The top contributing factors for collisions that are intersection related were failure to yield the right of way—turning left or stop sign, fail-ure to control speed, driver inattention, and disregard of stop sign or signal. With respect to multi-vehicle crashes, researchers also found evidence that con-spicuity factors played a role in over 40 percent of motorcycle crashes with passenger cars, SUVs or pickups, and large vehicles. In these cases, the other vehicle, not the motorcycle, was the vehicle indicated to be at fault due to a conspicuity issue. A limitation of these analyses is that very little infor-mation is available on motorcycle drivers and passen-gers who were not involved in crashes. This needs to be considered when interpreting these data. This limi-tation highlights the need for data on motorists not involved in crashes in order to identify risk factors for crashes and injuries with greater specificity and precision. This could be addressed by naturalistic driving studies that focus on motorcycles specifically and that include Texas given its large size and unique population. Much has been gained by conducting similar naturalistic driving studies with passenger vehicles on a large scale, such as the Strategic High-way Research Program 2 (SHRP2) study that follows approximately 3,100 drivers in Seattle, Washington; Bloomington, Indiana; Buffalo, New York; State College, Pennsylvania; Durham, North Carolina; and Tampa, Florida.38 It may also be fruitful to explore how to add additional data to the CRIS records given recent advances in data science. As an example, the NHTSA VIN Decoder39 has batch processing capa-

bilities that could eventually support efficiently add-ing motorcycle characteristics, such as engine size, type, and other information, to the CRIS data. These findings represent only motorcycle drivers and passengers involved in crashes in Texas. Consequent-ly, findings may not be applicable to other geograph-ic locations. Other areas in the United States or other countries may differ greatly from Texas in terms of environment and demographic characteristics. In summary, motorcycle riders are an important seg-ment of the traffic population in Texas. Although fewer and fewer motorcycle riders are dying each year, there remains a disparity with respect to the fre-quency of crashes and injury severity when compared to other motorists. Many safety programs that target DUI, speeding, and other issues benefit all drivers and could be effective for motorcycle drivers as well. However, the results presented in this report indicate that tailored programs also may be required to contin-ue to drive motorcycle deaths toward zero.


Steve & Helen have camping and cabins for rent & a web site - check it out at http://www.blancobeemerwerkes.com/cabin/index.html

http://www.blancobeemerwerkes.com/cabin/index.html


SA BMW RA P.O. Box 15143

San Antonio, TX 78212 WWW.SABMWRA.ORG

Club dues are $15 single,

$20 w/associate(s).

President Paul Mulhern

(210) 279-6074 [email protected]

Vice President Mary Putnam


Secretary

Bill Edwards (210) 410-9638

[email protected]

Treasurer Kirk Snelling

PH: 210-366-8914 [email protected]

Ridemeister

Chuck Wetzel (210) 410-5353

[email protected]

Newsletter Editor Dave Hoover


The San Antonio BMW Riders Newsletter is published bi-monthly solely for the use of its members. Any copying and/or duplicating is acceptable provided it is not done for profit. Classified ads are free to members Please call or e-mail the ads to the editor. Advertising rates for businesses are: One year - 6 issues Business Card $ 50.00 Quarter Page $100.00 Half page $190.00 Full Page $350.00

Editor Notes

I’ll tell you right up front, I was looking forward to the club ral-ly since last fall and I was not disappointed. I hope you all ap-preciate the efforts of your club officers and several volunteers that put a lot of time into planning, preparing and conducting the rally. I think you will agree this year’s rally was a success. I was able to bring out three of my kids this year; Miles, Quin-ton and Trinity, and we had a great time together. My boys learned a valuable lesson...if you don’t prepare and bring cold weather gear you will be cold. We had to take a side trip to Walmart to get each a sweatshirt. Quinton also learned that if you sleep in a hammock in cold weather you will be cold all around, and if you don’t tell dad you’re outside, the door will be locked when you try to come into the cabin. I really appreciated their help in the Chili line and Trinity’s help at the registration line. Again thanks to Kirk Snelling, our treasurer, and his friend for a great Friday night Paella dinner. It was total unique not to men-tion getting half the guys to help. Thanks also to Tony Fisher, Robert Stallones and Bart Harper for their great pictures of the Rally.

Hank Arriazola 201 N Commerce, Dilley Texas 78017 (830) 963-1203 [email protected]

Steve Henson

In The Heart Of The Hill Country

(512)413-5662 [email protected]

Call For an Appointment

Blanco BeeMerWerkes

http://www.sabmwra.org/

mailto:[email protected]

mailto:[email protected]

April 28 Cleanup of our part of FM 473 · 2020. 6. 30. · Texas Motorcycle Crash Analysis-Page...

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