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Difference between revisions of "Motorcycle safety"
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* Motorcycle riders aged 40 years and over are around 20 times more likely to be killed than other drivers of that same age.<ref>{{cite web|url=http://www.transport.sa.gov.au/rss/content/safer_people/road_users/motorcyclists_crashes.htm|publisher=Australian Transport Safety Bureau (ATS)|title=Motorcyclists - Crashes|date=}}</ref> | * Motorcycle riders aged 40 years and over are around 20 times more likely to be killed than other drivers of that same age.<ref>{{cite web|url=http://www.transport.sa.gov.au/rss/content/safer_people/road_users/motorcyclists_crashes.htm|publisher=Australian Transport Safety Bureau (ATS)|title=Motorcyclists - Crashes|date=}}</ref> | ||
According to 2005 data from the National Highway Traffic Safety Administration NHTSA, 4,008 motorcycle occupants were killed on United States roads in 2004, an 8% increase from 2003.<ref>{{cite web|url=http://www. | According to 2005 data from the National Highway Traffic Safety Administration NHTSA, 4,008 motorcycle occupants were killed on United States roads in 2004, an 8% increase from 2003.<ref>{{cite web|url=http://www.withviclegal.com/articles/motorcycle-helmet-fact-sheet|title=Motorcycle Helmets Fact Sheet|publisher=Highway and Auto Safety|accessdate=2007-06-26}}</ref> | ||
During that same period, drivers of automobiles showed a 10% increase in fatalities, and cyclists showed an 8% increase in fatalities. Pedestrians also showed a 10% increase in fatalities. A total of 37,304 automobile occupants were killed on U.S. roads in 2004.<ref>United States Department of Transportation, Fatality Analysis Reporting System Encyclopedia 1994-2005 [http://www-fars.nhtsa.dot.gov/Main/index.aspx]</ref> | During that same period, drivers of automobiles showed a 10% increase in fatalities, and cyclists showed an 8% increase in fatalities. Pedestrians also showed a 10% increase in fatalities. A total of 37,304 automobile occupants were killed on U.S. roads in 2004.<ref>United States Department of Transportation, Fatality Analysis Reporting System Encyclopedia 1994-2005 [http://www-fars.nhtsa.dot.gov/Main/index.aspx]</ref> | ||
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===Hurt Report=== | ===Hurt Report=== | ||
{{main|Hurt Report}} | {{main|Hurt Report}} | ||
The only major work done on this subject in the USA is the [[Hurt Report]], published in 1981 with data collected in | The only major work done on this subject in the USA is the [[Hurt Report]], published in 1981 with data collected in Los Angeles and the surrounding rural areas.<ref name="Hough1">{{Citation | ||
|last=Hough |first=David L. | |last=Hough |first=David L. |title=Proficient Motorcycling: The Ultimate Guide to Riding Well |edition=2nd |year=2000|publisher=BowTie Press|location=USA | url=http://books.google.com/books?id=yeAIAIxS-cgC&q |isbn=1889540536, 9781889540535 | ||
|page=20 | quote= | |page=20 | quote= | ||
}}</ref> There have been longstanding calls for a new safety study in the US, and Congress has provided the seed money for such a project, but as yet the remainder of the funding has not all been pledged.<ref name="LAT1">{{Citation | }}</ref> There have been longstanding calls for a new safety study in the US, and Congress has provided the seed money for such a project, but as yet the remainder of the funding has not all been pledged.<ref name="LAT1">{{Citation | ||
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A New Zealand study supported the Hurt Report's call for increased rider conspicuity, claiming high-visibility clothing, white or light colored helmets, and daytime headlights may reduce motorcycle injuries and death. The study found that wearing reflective or fluorescent clothing reduced the risk of a crash injury by 37%, a white helmet by 24%, and riding with headlights on by 27%.<ref>{{cite web|url=http://www.bmj.com/cgi/content/full/328/7444/857|date=April 10, 2004|publisher=BMJ|title=Motorcycle rider conspicuity and crash related injury: case-control study |accessdate=2007-06-26|author=Susan Wells et al.}} [http://www.bmj.com/cgi/content/abstract/328/7444/857 Abstract], [http://www.bmj.com/cgi/content/full/328/7444/0-b Quick summary]</ref> | A New Zealand study supported the Hurt Report's call for increased rider conspicuity, claiming high-visibility clothing, white or light colored helmets, and daytime headlights may reduce motorcycle injuries and death. The study found that wearing reflective or fluorescent clothing reduced the risk of a crash injury by 37%, a white helmet by 24%, and riding with headlights on by 27%.<ref>{{cite web|url=http://www.bmj.com/cgi/content/full/328/7444/857|date=April 10, 2004|publisher=BMJ|title=Motorcycle rider conspicuity and crash related injury: case-control study |accessdate=2007-06-26|author=Susan Wells et al.}} [http://www.bmj.com/cgi/content/abstract/328/7444/857 Abstract], [http://www.bmj.com/cgi/content/full/328/7444/0-b Quick summary]</ref> | ||
However, the MAIDS report did not back up the claims that helmet color makes any difference in accident frequency, and that in fact motorcycles painted white were actually over-represented in the accident sample compared to the exposure data.<ref>{{Citation |title=MAIDS (Motorcycle Accidents In Depth Study) Final Report 2.0 | date=April 2009 |url=http://www.maids-study.eu/ |publisher=ACEM, the European Association of Motorcycle Manufacturers|chapter=Table 5.5: Predominating PTW | However, the MAIDS report did not back up the claims that helmet color makes any difference in accident frequency, and that in fact motorcycles painted white were actually over-represented in the accident sample compared to the exposure data.<ref>{{Citation |title=MAIDS (Motorcycle Accidents In Depth Study) Final Report 2.0 | date=April 2009 |url=http://www.maids-study.eu/ |publisher=ACEM, the European Association of Motorcycle Manufacturers|chapter=Table 5.5: Predominating PTW color |page=47 }}</ref> While recognizing how much riders need to be seen, the MAIDS report documented that riders' clothing usually fails to do so, saying that "in 65.3% of all cases, the clothing made no contribution to the conspicuity of the rider or the PTW [powered two-wheeler, i.e. motorcycle]. There were very few cases found in which the bright clothing of the PTW rider enhanced the PTW’s overall conspicuity (46 cases).There were more cases in which the use of dark clothing decreased the conspicuity of the rider and the PTW (120 cases)." The MAIDS report was unable to recommend specific items of clothing or colors to make riders better seen.<ref>{{Citation |title=MAIDS (Motorcycle Accidents In Depth Study) Final Report 2.0 | date=April 2009 |url=http://www.maids-study.eu/ |publisher=ACEM, the European Association of Motorcycle Manufacturers|page=100}}</ref> | ||
==Controversy== | ==Controversy== | ||
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* Collision with less forgiving protective barriers, or badly placed roadside "furniture" (lampposts, signs, fences etc.) This is often simply a result of poor road design, and can be engineered out to a large degree. Note that when one falls off a motorcycle in the middle of a curve, lamps and signs create a "wall" of sorts with little chance to avoid slamming against a pole. | * Collision with less forgiving protective barriers, or badly placed roadside "furniture" (lampposts, signs, fences etc.) This is often simply a result of poor road design, and can be engineered out to a large degree. Note that when one falls off a motorcycle in the middle of a curve, lamps and signs create a "wall" of sorts with little chance to avoid slamming against a pole. | ||
* Concussion and brain damage, as the head violently contacts other vehicles or objects. Riders wearing an [[Motorcycle_helmet#Standards_testing|approved helmet]] reduce the risk of death by 37 percent.<ref>{{Citation | * Concussion and brain damage, as the head violently contacts other vehicles or objects. Riders wearing an [[Motorcycle_helmet#Standards_testing|approved helmet]] reduce the risk of death by 37 percent.<ref>{{Citation | ||
|last=Wald |first=Matthew |date= 12 September 2007 |title=Rise in Motorcycle Deaths Renews Helmet Law Debate |newspaper= | |last=Wald |first=Matthew |date= 12 September 2007 |title=Rise in Motorcycle Deaths Renews Helmet Law Debate |newspaper=The New York Times|url=http://www.nytimes.com/2007/09/12/us/12helmet.html }}</ref> | ||
* Breakage of joints (elbows, shoulders, hips, knees and wrists), fingers, spine and neck, for the same reason. The most common breakages are the shoulder and the pelvis. | * Breakage of joints (elbows, shoulders, hips, knees and wrists), fingers, spine and neck, for the same reason. The most common breakages are the shoulder and the pelvis. | ||
* Soft tissue (skin and muscle) damage ([[road rash]]) as the body slides across the surface at speed. This can be prevented entirely with the proper use of motorcycle-specific protective apparel such as a leather jacket or reinforced denim and textile pants. | * Soft tissue (skin and muscle) damage ([[road rash]]) as the body slides across the surface at speed. This can be prevented entirely with the proper use of motorcycle-specific protective apparel such as a leather jacket or reinforced denim and textile pants. | ||
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==Personal protective equipment== | ==Personal protective equipment== | ||
{{main|Motorcycle personal protective equipment}} | {{main|Motorcycle personal protective equipment}} | ||
[[Image:Motorbike safety gear 2.jpg|thumb|Right|A motorcyclist wearing helmet, gloves, boots and leathers]] | [[Image:Motorbike safety gear 2.jpg|thumb|Right|A motorcyclist wearing [[helmet]], [[gloves]], [[boots]] and [[leathers]]]] | ||
To address the risks of motorcycling, before and after a fall, motorcyclists use personal protective equipment (PPE, or more commonly "motorcycle gear"). Many developed countries now require certain articles of PPE, and manufacturers and governments recommend its extensive use. | To address the risks of motorcycling, before and after a fall, motorcyclists use personal protective equipment (PPE, or more commonly "motorcycle gear"). Many developed countries now require certain articles of PPE, and manufacturers and governments recommend its extensive use. | ||
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* [[Motorcycle helmet|Helmet]] — A full-face helmet provides the most protection. Thirty-five percent of all crashes show major impact on the chin-bar area.<ref name=cost327>{{cite web|url= http://cordis.europa.eu/cost-transport/src/cost-327.htm| title= COST 327 | * [[Motorcycle helmet|Helmet]] — A full-face helmet provides the most protection. Thirty-five percent of all crashes show major impact on the chin-bar area.<ref name=cost327>{{cite web|url= http://cordis.europa.eu/cost-transport/src/cost-327.htm| title= COST 327 | ||
Motorcycle Safety Helmets |first=Dietmar | last= Otte|publisher=COST Transport Secretariat | accessdate= 5 April 2010}}</ref> However, 3/4- and 1/2-helmets also are available. Some motorcycle training sites have banned the use of half-helmets because of avoidable injuries sustained by riders wearing them. | Motorcycle Safety Helmets |first=Dietmar | last= Otte|publisher=COST Transport Secretariat | accessdate= 5 April 2010}}</ref> However, 3/4- and 1/2-helmets also are available. Some motorcycle training sites have banned the use of half-helmets because of avoidable injuries sustained by riders wearing them. | ||
* Gloves — Commonly made of leather, cordura, or Kevlar, or some combination. Some include carbon fiber knuckle protection or other forms of rigid padding. Gloves designed specifically for motorcycle use have slightly curved fingers and the seams are on the outer surfaces to allow the motorcyclist to maintain his grip and control on the handlebars and clutch/brake levers. Some gloves also provide protection to the wrist. | * Gloves — Commonly made of leather, cordura, or Kevlar, or some combination. Some include carbon fiber knuckle protection or other forms of rigid padding. Gloves designed specifically for motorcycle use have slightly curved fingers and the seams are on the outer surfaces to allow the motorcyclist to maintain his grip and control on the handlebars and clutch/brake levers. Some [[gloves]] also provide protection to the wrist. | ||
* Jackets — Generally made from leather, ballistic nylon, cordura, Kevlar or other synthetics. Most jackets include special padding on elbows, spine and shoulders. Airbag system technology is now available fitted to jackets and vests for accident protection and impact protection for both riders and pillions. Competition-approved hard armor is superior to soft padding. Competition-approved back and chest protectors can be worn underneath jackets. Inflatable airbag jackets can offer an additional airbag for neck support. | * Jackets — Generally made from leather, ballistic nylon, cordura, Kevlar or other synthetics. Most jackets include special padding on elbows, spine and shoulders. Airbag system technology is now available fitted to jackets and vests for accident protection and impact protection for both riders and pillions. Competition-approved hard [[armor]] is superior to soft padding. Competition-approved back and chest protectors can be worn underneath jackets. Inflatable airbag jackets can offer an additional airbag for neck support. | ||
* Pants — Made of the same material as jackets, usually including special protection for the knees and hips. | * Pants — Made of the same material as jackets, usually including special protection for the knees and hips. | ||
* [[Motorcycle boot|Boots]] — Especially those for sport riding, include reinforcement and plastic caps on the ankles, and toe area. Boots designed for cruiser-style riders often have steel-reinforced toes (However this reduces sensitivity of the foot when changing gear). Boots should always have a rubber sole (as opposed to leather or other less-flexible materials). Despite their toughness and protection, most boots are very lightweight. Some even include titanium plating. | * [[Motorcycle boot|Boots]] — Especially those for sport riding, include reinforcement and plastic caps on the ankles, and toe area. Boots designed for cruiser-style riders often have steel-reinforced toes (However this reduces sensitivity of the foot when changing gear). Boots should always have a rubber sole (as opposed to leather or other less-flexible materials). Despite their toughness and protection, most boots are very lightweight. Some even include titanium plating. | ||
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* Other PPE — Dirt bike riders wear a range of plastic armor to protect against injury from falling and hitting other riders and bikes, running into track barriers, and being hit by flying debris kicked up by the tires of other riders' bikes. This type of armor typically covers the back, chest, and sometimes the extremities. | * Other PPE — Dirt bike riders wear a range of plastic armor to protect against injury from falling and hitting other riders and bikes, running into track barriers, and being hit by flying debris kicked up by the tires of other riders' bikes. This type of armor typically covers the back, chest, and sometimes the extremities. | ||
It is increasingly common for gloves, jackets, pants, and boots to be outfitted with hard plastics on probable contact areas in an effort to ensure that when a motorcyclist contacts the ground, his clothing will permit him to slide relatively easily as opposed to "crumpling", risking injury to body parts being stressed in abnormal directions. | It is increasingly common for [[gloves]], jackets, pants, and boots to be outfitted with hard plastics on probable contact areas in an effort to ensure that when a motorcyclist contacts the ground, his clothing will permit him to slide relatively easily as opposed to "crumpling", risking injury to body parts being stressed in abnormal directions. | ||
Since the first line of protection in crash contact is the outer shell of clothing, designers have moved that further from the body. The ultimate protective shell so far is an airbag that stays with the driver as he flies off the bike. However, increasing use of "exoskeleton" plastic shields attached to clothing points toward design of a complete roll bar belted to the driver. A near-stage design is a plastic or light alloy double "wheel" perimeter rim around the driver, over his head and in front and behind him. When the driver unbelts himself and gets off the bike, he leaves the wheel roll bar with the bike. But when the driver flies off the bike, the roll bar flies with him and makes contact with hard surfaces. The driver is relatively safe from contact, belted within a contact rim extending out around him. | Since the first line of protection in crash contact is the outer shell of clothing, designers have moved that further from the body. The ultimate protective shell so far is an airbag that stays with the driver as he flies off the bike. However, increasing use of "exoskeleton" plastic shields attached to clothing points toward design of a complete roll bar belted to the driver. A near-stage design is a plastic or light alloy double "wheel" perimeter rim around the driver, over his head and in front and behind him. When the driver unbelts himself and gets off the bike, he leaves the wheel roll bar with the bike. But when the driver flies off the bike, the roll bar flies with him and makes contact with hard surfaces. The driver is relatively safe from contact, belted within a contact rim extending out around him. | ||
Riders sometimes use the acronyms MOTGMOTT and ATGATT, which stand for "Most Of The Gear Most Of The Time" and "All The Gear All The Time", when describing their personal gear preferences.<ref>{{Citation |first=Ralph |last=Hanson |date=2006-06-19 |title=Motorcycles are just one of life's risks: ; Still, ATGATT is undoubtedly the best policy |periodical=Charleston Daily Mail |page=4A. |accessdate=June 6, 2009 |publisher=ProQuest Newsstand database. (Document ID: 1063575001) |url=http://ezproxy.spl.org:2048/login?url=http://proquest.umi.com/pqdweb?did=1063575001&Fmt=3&clientId=11206&RQT=309&VName=PQD |quote=ATGATT? That's All The Gear, All The Time - helmet, jacket, gloves and boots. And I could be badly injured riding my motorcycle tomorrow.}}</ref><ref>{{Citation |first=Condon|last=Keith|date=2009-08|title=Gearing Up|periodical=[[Motorcycle Consumer News]]|page=41|accessdate=24 July 2009|publisher=Bowtie News|quote=Riders "in the know" wear "All The Gear, All The Time" (ATGATT).}}</ref> | Riders sometimes use the acronyms MOTGMOTT and ATGATT, which stand for "Most Of The Gear Most Of The Time" and "All The Gear All The Time", when describing their personal gear preferences.<ref>{{Citation |first=Ralph |last=Hanson |date=2006-06-19 |title=Motorcycles are just one of life's risks: ; Still, ATGATT is undoubtedly the best policy |periodical=Charleston Daily Mail |page=4A. |accessdate=June 6, 2009 |publisher=ProQuest Newsstand database. (Document ID: 1063575001) |url=http://ezproxy.spl.org:2048/login?url=http://proquest.umi.com/pqdweb?did=1063575001&Fmt=3&clientId=11206&RQT=309&VName=PQD |quote=ATGATT? That's All The Gear, All The Time - helmet, jacket, [[gloves]] and boots. And I could be badly injured riding my motorcycle tomorrow.}}</ref><ref>{{Citation |first=Condon|last=Keith|date=2009-08|title=Gearing Up|periodical=[[Motorcycle Consumer News]]|page=41|accessdate=24 July 2009|publisher=Bowtie News|url=http://www.mcnews.com/mcn/|quote=Riders "in the know" wear "All The Gear, All The Time" (ATGATT).}}</ref> | ||
==Training== | ==Training== | ||
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It has been suggested that bright yellow front turn signals would be more practical and more effective than headlights in the daytime.<ref>{{cite web|url=http://members.optusnet.com.au/carsafety/esv19_paine_mc_drl.pdf |format=PDF| title = Daytime running lights for motorcycles }}</ref> | It has been suggested that bright yellow front turn signals would be more practical and more effective than headlights in the daytime.<ref>{{cite web|url=http://members.optusnet.com.au/carsafety/esv19_paine_mc_drl.pdf |format=PDF| title = Daytime running lights for motorcycles }}</ref> | ||
Crash bars (also called "safety bars," or "roll bars") are common equipment on cruiser-type bikes. They are designed to protect a rider's legs (and the motor) from injury in a rollover and in a glancing contact with other vehicles. Critics claim these only work if the accident doesn't throw the rider away from the motorcycle, or alternatively, trap them under the bike. This is true but if the machine was designed with the rider seated in a safety cage within the machine rather than on top the he could be retained in position with a seat belt. e.g. the BMW C1. The Hurt Report concluded that crash bars are not an effective injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.<ref name="Hurt" /> | Crash bars (also called "safety bars," or "roll bars") are common equipment on cruiser-type bikes. They are designed to protect a rider's legs (and the motor) from injury in a rollover and in a glancing contact with other vehicles. Critics claim these only work if the accident doesn't throw the rider away from the motorcycle, or alternatively, trap them under the bike. This is true but if the machine was designed with the rider seated in a safety cage within the machine rather than on top the he could be retained in position with a seat belt. e.g. the [[BMW C1]]. The Hurt Report concluded that crash bars are not an effective injury countermeasure; the reduction of injury to the ankle-foot is balanced by increase of injury to the thigh-upper leg, knee, and lower leg.<ref name="Hurt" /> | ||
===Airbag devices=== | ===Airbag devices=== | ||
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The second airbag device which is now available is an inflatable airbag jacket. A rider can wear an airbag jacket that is tethered to the motorcycle, so if he or she is thrown from the bike during a collision, the jacket will automatically inflate for a 20 second period to provide a cushion for the rider. This will lessen the upper body and internal injuries to a rider that may often be fatal. Mugen Denko pioneered the development of airbag jackets in 1985 and conducted many tests,<ref>{{Citation|last=Thrush |first=Denny T.|title=Coming Soon?|newspaper=American Motorcyclist|pages=30|date=May 2002|url=http://books.google.com/books?id=__oDAAAAMBAJ&pg=PA30&dq=%22Mugen+Denko%22&hl=en&ei=WmzhS_CcFJGINpmBiaID&sa=X&oi=book_result&ct=result&resnum=1&ved=0CDYQ6AEwAA#v=onepage&q=%22Mugen%20Denko%22&f=false | issue = 5 | volume = 56 | accessdate = 2010-05-05 | issn = 0277-9358 | publisher = American Motorcyclist Assoc}}</ref> although the idea was initially patented in Hungary in 1976.<ref>{{cite web | url= http://www.motor-airbag.com/doksi.html | title= Documents of the invention | accessdate= 26 May 2010}}</ref> | The second airbag device which is now available is an inflatable airbag jacket. A rider can wear an airbag jacket that is tethered to the motorcycle, so if he or she is thrown from the bike during a collision, the jacket will automatically inflate for a 20 second period to provide a cushion for the rider. This will lessen the upper body and internal injuries to a rider that may often be fatal. Mugen Denko pioneered the development of airbag jackets in 1985 and conducted many tests,<ref>{{Citation|last=Thrush |first=Denny T.|title=Coming Soon?|newspaper=American Motorcyclist|pages=30|date=May 2002|url=http://books.google.com/books?id=__oDAAAAMBAJ&pg=PA30&dq=%22Mugen+Denko%22&hl=en&ei=WmzhS_CcFJGINpmBiaID&sa=X&oi=book_result&ct=result&resnum=1&ved=0CDYQ6AEwAA#v=onepage&q=%22Mugen%20Denko%22&f=false | issue = 5 | volume = 56 | accessdate = 2010-05-05 | issn = 0277-9358 | publisher = American Motorcyclist Assoc}}</ref> although the idea was initially patented in Hungary in 1976.<ref>{{cite web | url= http://www.motor-airbag.com/doksi.html | title= Documents of the invention | accessdate= 26 May 2010}}</ref> | ||
Full inflation of these jackets can now be achieved in 25ms. | Full inflation of these jackets can now be achieved in 25ms. The majority of the airbag jackets on the market are tethered to the motorcycle, but [[Dainese]] has a technology called D-Air which has a built-in computer chip. This computer chip constantly detects the rider’s environment and if it detects a collision, the jacket will then self-inflate. This jacket is currently aimed specifically at the racing environment and undergoing testing by Dainese-sponsored riders. Hit Air, the maker of another airbag jacket, performed tests on its jacket which showed that its safety effectiveness surpassed that of a normal riding jacket or a jacket with extra padding protection. Little independent testing has been done to date on the effectiveness of these devices <ref>http://www.trace-project.org/publication/archives/trace-wp4-wp6-d4-1-1-d6-2.pdf</ref>. The airbag jackets provide reusable airbag protection to the neck, chest, back, shoulders, hips, bottom and spine. Cost of airbag jackets are approx $US500. | ||
As demand for safety measures increases, so the need for motorcycle airbags may grow in popularity over the coming years. Yamaha and Suzuki are currently testing airbag systems, so they will be available on additional motorcycles and so that more people will request airbag devices more often. According to Honda’s web site, the Goldwing model motorcycle currently retails for US$23,099 and the airbag is only an additional US$1,250 option. | As demand for safety measures increases, so the need for motorcycle airbags may grow in popularity over the coming years. Yamaha and Suzuki are currently testing airbag systems, so they will be available on additional motorcycles and so that more people will request airbag devices more often. According to Honda’s web site, the Goldwing model motorcycle currently retails for US$23,099 and the airbag is only an additional US$1,250 option. | ||
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* Huang, B., & Preston, J. (2004). A literature review on motorcycle collisions: Final report. Oxford University, Transport Studies Unit. | * Huang, B., & Preston, J. (2004). A literature review on motorcycle collisions: Final report. Oxford University, Transport Studies Unit. | ||
* Pierce, A. (2002). The personal airbag. Tech Directions, 61(7), 10. | * Pierce, A. (2002). The personal airbag. Tech Directions, 61(7), 10. | ||
* {{cite web|url=http://www.webbikeworld.com/Motorcycle-Safety/crash.htm|title=Fatal Single Vehicle Motorcycle Crashes, report by the US | * {{cite web|url=http://www.webbikeworld.com/Motorcycle-Safety/crash.htm|title=Fatal Single Vehicle Motorcycle Crashes, report by the US National Highway Traffic Safety Administration|month=October | year=2001}} | ||
* {{cite web|url=http://www.dft.gov.uk/stellent/groups/dft_transstats/documents/page/dft_transstats_041007.pdf|format=PDF|title=Casualty rates: by road user type and severity: 1994 to 2004|publisher=Department of Transport, UK}} | * {{cite web|url=http://www.dft.gov.uk/stellent/groups/dft_transstats/documents/page/dft_transstats_041007.pdf|format=PDF|title=Casualty rates: by road user type and severity: 1994 to 2004|publisher=Department of Transport, UK}} | ||
* {{cite web|url=http://www.dft.gov.uk/pgr/roadsafety/research/rsrr/theme5/indepthstudyofmotorcycleacci4784?version=1|title=In-Depth Study of Motorcycle Accidents|publisher=Department of Transport, UK|month=November | year=2004}} | * {{cite web|url=http://www.dft.gov.uk/pgr/roadsafety/research/rsrr/theme5/indepthstudyofmotorcycleacci4784?version=1|title=In-Depth Study of Motorcycle Accidents|publisher=Department of Transport, UK|month=November | year=2004}} | ||
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[[Category:Motorcycle safety | [[Category:Motorcycles]] | ||
[[Category:Motorcycle safety]] | |||