BIKE LAW 101 – Motorcycle Accident Reconstruction

Protecting The Rights Of Those Who Ride

Steve Magas is Ohio's Bike Lawyer. He has written about Ohio Bike Laws, bike crashes, bicycle advocacy and court cases for some 30 years. Soon we'll be adding a series of features about your favorite Ohio bike shops.

BIKE LAW 101 – Motorcycle Accident Reconstruction – say WHAT??

Friday 14 Aug 2009 by Steve Magas | No Comments

BIKE LAW 101 –

“MOTORCYCLE ACCIDENT RECONSTRUCTION” – Say WHAT?

By, Steven M. Magas[1]

I recently received my copy of that epic tome, “Motorcycle Accident Reconstruction & Litigation,” by Ken Obenski, a well known forensic expert, and lawyer Paul Hill. As a contributing author to the sister volume, “Bicycle Accident Reconstruction & Litigation” I was curious to see what they had done with the subject relative to motorcycles. This 1130-page volume discusses the engineering and legal process of reconstructing motorcycle crashes in the sort of wonderful technical detail that only us trial lawyers [and former math majors] could love! Along the way, Obenski, an experienced rider himself, offers some wonderful insight into common rider errors which lead to self-induced crashes and better tactics for dealing with commonly encountered hazards.

STEERING

Steering is the thing that sets motorcycles apart from all other vehicles. As EVERY reader of this magazine knows, they clearly do not steer like cars, but they also do not steer like bicycles, mopeds, trikes, forklifts or even airplanes! Many of us understand, instinctively or by virtue of taking the MSF class, how to lean and guide our bike through the twisties, but could not begin to analyze the physics of it. Unfortunately, too often reconstructionists and lawyers, including some construction accident attorney in nyc, find that motorcycle crashes are caused by the operator errors while steering in a crisis.

As I’ve stated in earlier columns, a shocking number of deaths and injuries from motorcycle crashes come in single vehicle accidents. This results in including injury law attorneys so that the legal complications can be handled. In Ohio last year, 158 motorcyclist operators, and 19 passengers, were killed. More than half of those crashes were single vehicle crashes. The motorcycle operator was listed in the police report as being “In Error” in 53% of the crashes[2], leading to 115 deaths and 1,849 injuries.[3] Many [possibly as many as 40%, according to Obenski] of these deaths and injuries relate simply to improper steering.

I like the idea presented in one popular motorcycling magazine that while most riders steer a motorcycle fine in good times, the critical issue is how the “nut that connects the handlebar to the seat” will perform in a crisis![4] This glaring weakness is frequently exposed only after a crash occurs!

Unfortunately, many panicked riders turn INTO, and not AWAY from, a suddenly appearing obstacle. By turning the handlebars away from the obstacle to try to avoid it, the rider unknowingly counter-steers the bike TOWARDS it. The concept of counter-steering is covered in some depth in the MSF classes. Many of us don’t practice it or think about it after “graduation” until a sudden emergency arises!

Turning the bars left and leaning left to get away from a hazard to the right amounts to asserting two “contradictory inputs.” The bike must obey the laws of physics [which can never be skirted], and will always follow the prevailing input, regardless of the rider’s intent! The accident reconstructionist will often be told that the bike just “locked up” in such a crash. Yet, the bike checks out as normal. When the operator turned the bars “away” from the hazard and tried to lean that way also, “…the gyroscopic effect of the front wheel offers such high resistance to this effort that it will feel as if the steering is ‘locked’” and a crash will ensue.

Imagine now an inexperienced rider, on a big, fast bike, heading into a corner too fast. Realizing he can’t make the curve, he tries to brake and “steer” harder “into” the curve, but ends up counter-steering his way into a violent crash.

Lesson 1 – Know How To Steer & Panic Steer!

“LAYING IT DOWN”

How many times have you heard it? “I knew I was going to crash, so I just laid it down?” Well, accident expert Obenski says “Laying a bike down makes absolutely no sense in 99.99% of all emergency situations.” Why? The main reason is that once you lay it down you’ve played all your cards – you have absolutely no other options except to accept your fate. Obenski describes it like this: “The bike becomes a ballistic object that will slide in a straight line with a drag factor of about 0.5 and, with rare exceptions, cannot recover its normal riding position until it stops.” If you keep the bike UP, you have options, maneuverability and alternative strategies which almost always make more sense. Even standing on the pegs and trying to JUMP OVER a crash may be preferred over sliding into it!

PERCEPTION/REACTION

Accident reconstructionists and forensic engineers frequently measure and discuss “perception/reaction” times. This relates to idea that there is a time lag between the brain’s perception that life has gone from “good” to “not good” and a human being’s reaction to that realization. 1.5 seconds is a common “perception/reaction time” used by experts in analyzing daylight accidents. Thus, it takes a motorcyclist about a second and a half to “perceive” the danger of a guy turning a pick-up truck into her lane, and to “react” by taking some evasive maneuver. This time becomes critical when analyzing whether the rider could have avoided the crash.

At 60 mph, the motorcyclist travels 132 feet, almost half a football field, in that second and a half![5] If the vehicle is only 90 feet away when it turns left in front of your bike, it was probably physically impossible for you to “perceive” the danger and “react” before hitting it at 60 mph! Perception/reaction times are unique to each individual and change with age, experience, stress, weather, visibility, intoxication level and more!

Another common problem with inexperienced riders [and some with much experience] is that they are simply not sure what to do in a sudden emergency. Again, this is discussed at some length in the MSF classes. However, in reconstructing crashes we know that riders sometimes choose evasive action that “seems” good, but may simply be wrong, as in our counter-steering example above. Even worse, as Obenski eloquently states, “…sometimes riding a motorcycle is like combat in that the one thing you can be sure will be wrong is indecision!” In one study, a full ONE-THIRD of riders did NOTHING in a panic situation – they didn’t even apply the brakes![6] You must take action, the right action, to either avoid a crash, or minimize its impact.

Lesson 2 – Learn What To Do When Life Is Not Good and PRACTICE Before Life Changes!

BRAKES & WEATHER

Today’s motorcycles have incredibly powerful front brakes. That point is drilled into new recruits by the MSF drill sergeants. Although it’s a lousy idea, the front brake CAN provide 100% of the stopping power, and get the back of the bike off the ground! It’s better, of course, to split the braking between front [70% or so] and back [30% or so]. This is completely opposite the bicycling mantra of maximizing the rear brake in order to avoid being thrown head over handlebars. Perhaps this is why many new riders tend to overuse the rear brake. Faulty braking technique is found to be a factor in many motorcycle crashes.

Locking up the brakes is never a good idea since locked tires have “no directional stability.” Yet, it is an easy thing to do on a motorcycle, particularly the rear brakes. You should learn, BEFORE a panic situation, how much force you can exert on that rear brake pedal before they lock up. Once locked, the rear will try to pass the front! While perhaps mildly disconcerting in a car, this is frequently an unrecoverable event on a bike and can lead to catastrophic results!

As you might expect, bike brake performance is “highly rider-dependent.” Operating a motorcycle requires far more technical skill than operating a car but many of us never “practice” – we just ride! Going over those “parking lot” drills from your MSF class from time to time is a GREAT idea!

Lesson 3: Practice, Practice, Practice…

FINALLY

I commute virtually year round. As I rode home into and out of a series of high intensity storms last night, I tried to keep Obenski’s words in mind. “As long as acceleration in any axis is kept below the friction coefficient a motorcycle can be driven even on wet ice!” In other words, slow down, adjust your thinking, and watch out for those areas of the roadway where the “friction coefficient” may be lessened by rain– areas like intersections, where traffic slows, or the center of the lane, where oil drips. Rain, after a dry spell [like last night’s here in Cincinnati], creates particularly treacherous conditions as the water mixes with the oils and other stuff on top of the pavement to create a slick surface for cars, trucks, busses AND bikes!

This is just the beginning of an extensive forensic analysis of motorcycle accidents I will undertake in these articles. As one who routinely represents injured motorcyclists, it seems to me that cars, trucks and busses are forever interrupting the right of way of motorcyclists! Hopefully, this will never happen to you, but, if it does, try to remember one more bit of scientific wisdom from engineer Obenski – “biology generally makes a softer landing point than masonry…”

GOOD LUCK AND GOOD RIDING!

[1] Steve Magas, The Bike Lawyer, is an avid commuting and touring motorcyclist and an active Ohio trial lawyer who handles motorcycle cases in all of Ohio’s 88 counties! He can be reached for a FREE Consultation at 513-484-BIKE, or at BikeLawyer@aol.com.

[2] Having dealt with MANY police reports that inaccurately parcel out “fault,” I take this number with a grain of salt!

[3] Fortunately, out of almost 600,000 “units” involved in vehicle crashes in 2005, there were only 4,413 motorcycles – just 0.7%.

[4] See, “Countersteering: Motorcyclists Who Zig” at www.motorcyclecruiser.com.

[5] 60 mph = 88 feet per second.

[6] http://www.webbikeworld.com/Motorcycle-Safety/braking-tips.htm

BIKE LAW 101 – MAIDS & CONSPICUITY – Part II

Friday 14 Aug 2009 by Steve Magas | No Comments

BIKE LAW 101 – MORE HELP FROM MAIDS & A STATISTICAL REASON TO BE CONSPICUOUS!!

By Steven M. Magas[1], Bikelawyer@aol.com – 513-484-BIKE

In an earlier article I described the results of “MAIDS” – an in-depth study of motorcycle crashes in Europe. The investigators modeled their study after the famous Hurt Report from 1981. The investigators in the MAIDS study looked at 900+ motorcycle crashes in a truly “in depth” fashion – getting to the crash scenes with police, gathering evidence, examining vehicles, interviewing the riders and motorists, reviewing medical records and doing a true “reconstruction” of each crash. They published their results in an exhaustive pair of reports – a 173 page Final Report and a 350 page “Report on the Project Methodology and Processes.

Some of the results of the study were not shocking [the object most often impacted by the motorcycle was a car] and some were surprising [most crashes occurred between 5:00 and 6:00 pm while the highest number of fatal crashes occurred between 7:00 and 8:00 pm] This month we’ll take a closer look at MAIDS and see what we can learn to help us in our day to day riding, commuting and touring..

I. RESEARCH METHODS

The MAIDS investigators recognized that relying on police reports to analyze all the various factors which might cause a motorcycle to crash is woefully inadequate. Police investigators are not seeking to identify all causes – they are usually trying to determine if there is a need to charge anyone with a crime or traffic offense. Once that question is answered the depth of their investigation may be as narrow as quickly issuing a ticket to an offender and sending the parties on their way or as in depth as treating the crash site as a crime scene – taping off the area, identifying and marking the location of physical evidence, interviewing witnesses, identifying and analyzing skid marks or gouges in the road, and conducting a “reconstruction.”

The MAIDS investigators wanted to do a truly “in depth” investigation into all types of crashes. They wanted to do a consistent, uniform investigation that answered thousands of questions in each case. In order to conduct this type of investigation the MAIDS team secured cooperation from police departments in FIVE countries – France, Germany, Netherlands, Spain and Italy. Each accident investigated involved a MAIDS investigator at the scene of the crash with police. “Basic Data Summary Sheets” for each crash were completed. These data sheets required investigators to answer a total of 1627 questions about each crash! A “specialized” questionnaire was developed when additional information was required as to a specific component of a crash. In the 921 crashes investigated, more than 2000 variables were identified and coded for each crash!

In addition to the crashes investigated, the MAIDS teams looked at another 923 cases of motorcycles that were NOT involved in crashes. This “control” data was essential for analyzing the crash data. If they wanted to determine, for example, whether the color of the motorcycles in crashes was significant they would need some standard data about all motorcycles – not just those involved in crashes.

II. CONSPICUITY – “I Didn’t See The Bike”

“Conspicuity” is a favorite topic of mine. My own totally unresearched “seat of the pants” opinion is that motor vehicle operators wander through life in their big, heavy four wheeled boxes relatively oblivious to what is going on around them. Distraction, as we all know, has become a huge traffic issue. Anyone who commutes regularly has seen this phenomena… passing car after car with drivers who are on the phone, texting, reading newspapers or office materials, putting on their make-up, yelling at kids, or using both hands to gesture wildly their traveling companions or fellow motorists!

As you ride your bike through town take a look at the behavior motorists engage in to protect themselves, and avoid crashes when they are changing lanes, turning left, turning right on red or pulling out into traffic.. Usually, this “behavior” amounts to nothing more than a glance – just a very quick look left or right, if you’re lucky. Motorists often spend less One Second determining whether their next anticipated movement is “safe.” By “safe” I mean safe for THEM, not for you.

This may explain why the MAIDS teams found that Human Factors were by far the most significant cause of motorcycle crashes. They determined that car drivers were at fault in slightly more than 50% of the 900+ motorcycle crashes studied. The motorcycle operator was at fault in 37.1% of the crashes.

What is more interesting, however, is that the MAIDS researchers did not stop here. Once they determined that “Human Factors” was the contributing factor, they dug deeper into the facts and analyzed what TYPE of failure led to the collision. They divided these human failures into four categories:

– Perception Failure – Failure of a rider/motorist to detect danger

– Comprehension Failure – Failure of rider/motorist to comprehend that what was perceived was dangerous.

– Decision Failure – Failure of rider/motorist to make a correct decision to avoid perceived dangers.

– Reaction Failure – Failure of rider/motorist to react appropriately to avoid perceived dangers.

In almost 40% of all crashes studied, the primary cause of the crash was the failure of the car operator to PERCEIVE the motorcycle or its operator. This was, by far, the most significant cause of all motorcycle crashes caused by human error. Second place on the “cause” list was a failure of the motorcycle rider to make an appropriate/correct decision to avoid a danger actually perceived by the rider [13%].

Another significant finding by the MAIDS team involves the location of danger to motorcyclists. Where is the danger coming from? Ahead of you, behind you, to the sides, from the bike? The MAIDS team studied this and found that NINETY PERCENT [90%] of the vehicles involved in crashes with a motorcycle were IN FRONT OF THE RIDER at the time of the precipitating crash event. In other words, very few crashes involved cars that out of the motorcycle operator’s sight prior to the crash. When the sightlines of motorists were studied similar, although not as dramatic, results were found – the majority of motorcycles involved in crashes were in front of the car driver.

One other human factor studied by the MAIDS team was something called “traffic scanning.” This is the scan I discussed above, the looking a motorist does before making a move. As we might suspect, the MAIDS investigators found that motorists were terrible at scanning. A “traffic scan error” was present and contributed to a crash in 63% of the crashes studied!

Finally, when MAIDS researchers tried to figure out what motorists and motorcyclists were doing just before crashing they determined that in almost 40% of the crashes car drivers were turning LEFT and 65% of motorcyclists were going STRAIGHT.

The “Human Factors” data shows that the failure of car operators to “see” or “perceive” motorcyclists is the most significant cause of crashes. 90% of the danger to us is right in front of us. The Causation data shows that the “Left Hook” continues to be a significant, and stupid, way that motorcyclists are being hurt and killed.

Is the picture starting to come into focus for you? What these numbers mean for the average rider? To me, these numbers are a clear signal to continue hammer home my battle cry for “CONSPICUITY.”

Conspicuity is clearly critical to your safety. Think back to my earlier thoughts about what motorists do as they are driving down the road and the “traffic scanning errors the MAIDS team found. How much time does a motorist spend checking for danger before turning left in front of you? As you ride your Harley, Ducati, Hayabusa, scooter, or Goldwing down the road you may have ONE SECOND or so to make a visual impact in the brain of an oncoming motorist who is glancing your way before starting to pull out from a stop sign or turn left in front of you! If you fail to make a visual impact, to be PERCEIVED by the motorist, you may need to take action to avoid a crash.

Increasing conspicuity can be achieved in many simple ways. Adding lights and using them in the daytime. Wearing a bright or reflective helmet. Wearing a jacket that is designed to be both seen during a one second glance and perceived as a danger. Adding, and using, a horn that sounds like a freight train can help you be “perceived” more quickly. For night riding, you can, again, add lights to the front or back, add reflective tape as part of your trim package, and wear clothing with reflective elements.

What about loud pipes? Do they help make you more “conspicuous” and avoid crashes? Accordng Jim Oullet, one of Harry Hurt’s researchers in the Hurt Report, the answer is a resounding NO. Jim notes, in an article published on the Motorcycle Cruiser webpage, that “…by the time you are close enough for a car driver to hear you, he’s already in your path. In fact, you run the risk that the driver will be so alarmed that he was stop and STAY in your path!…” While many love their pipes, do NOT rely on this as your only strategy for being perceived by others!

The bottom line, whether you dress in black leather or dorky Hi Viz yellow, is to recognize and understand that motorists are crashing into us because they are not SEEING us and not PERCEIVING us as a danger. Increase your “conspicuity” and you will increase the likelihood that a motorist will “see” you when they look right at you!

GOOD LUCK AND GOOD RIDING!

[1] Steve Magas is an avid motorcycle rider and Ohio trial lawyer who has been protecting the rights of those who ride for more than 25 years. He writes regular articles on motorcycle safety and legal issues for various publications. Steve is a motorcycle commuter and tourist who is often found on Big Blue, his 2004 BMW R1150RT riding to work, to court, or to a gig with his classic rock band, Saffire Express, with a trumpet case strapped on the bike! Steve and his bride recently completed their first extended ride to the “North Coast” – the Indiana Dunes with a side trip to Buddy Guy’s in Chicago!

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BIKE LAW 101- What Do MAIDS Have to do With MOTORCYCLES???

Friday 14 Aug 2009 by Steve Magas | 1 Comment

BIKE LAW 101 – PROTECTING YOUR RIGHTS!!

HOW DO “MAIDS” KEEP YOU SAFER?

By Steven M. Magas [BMWMOA Member #121590][1], Bikelawyer@aol.com – 513-484-BIKE

I’ve never ridden in Europe… it’s something I’d love to do someday. Motorcycling in Europe seems to be treated differently than here in the U.S. Gas prices overseas have been much higher than U.S. gas prices for many years. A government study compared premium gas prices, in US dollars, for six European countries, and the U.S. from January 1996 [we paid $1.27/gal …sigh … and they paid ~$4.00/gal] to June 2008 [we paid $4.31/gal, they paid ~ $9.00/gal!]

The use of motorcycles as a primary mode of transportation seems to be more accepted and widespread in Europe. Perhaps $9.00/gal is the “tipping point” where people start riding to save money on gas? Perhaps the fact that many European cities are far less “car friendly” than U.S. cities plays a role. Since all of Europe fits into the state of Texas, maybe the fact that you can climb on a bike, ride a few hours and “see the world” plays a role? Maybe it’s those crazy sections of the Aubobahn which have abandoned the “speed limit” concept? Perhaps they just “get it” – >Bikes = FUN!

In addition to bikes being accepted on the roads and taken seriously as a mode transportation, Europeans also take their law enforcement pretty seriously too. In Belgium, for example, a speeding ticket can cost anywhere from 60 to 2500 Euros which, at the current exchange rate, is, like half a million dollars… Well… OK… an exaggeration, perhaps, but at today’s exchange rate a 2500 Euro fine is a whopping $3,875.00! Speeding too far over the limit will not only cost you your cash, but also your BIKE, as many European countries give cops the power to impound a vehicle if the speeding violation is too far over the limit!

So what do the joys and risks of riding in Europe have to do with life in the U.S.? And what’s this about “MAIDS” keeping you safer?? Lemme tell ya….

“MAIDS” is an acronym, of course – for “Motorcycle Accident In-Depth Study.” This study involved taking a look at 921 accidents – and when I say “a look” I mean an incredibly detailed, close-up, microscopic “look.” They didn’t just read the police report and say, “Oh yea, it was the rider’s fault.” Instead, more than 2000 accident variables were cataloged and coded. A full reconstruction of each of the 921 crashes was prepared. The vehicles were inspected. Witnesses were interviewed. They frequently obtained medical records for injured riders and passengers. From this data, the researchers attempted to identify as many human, environmental and mechanical factors playing a role in causing the crash as they could find. This is a monumental effort to try to understand what factors contribute to motorcycle crashes!

In ANY “study” it’s always good to ask “Who’s doing it” and “Why” in order to try to sniff out any bias or predetermined outcomes. For example, studies of drugs by the companies who make them and want you to buy them always seem a bit “iffy” to me. Studies of motorcycle crashes by insurance industry groups bent on passing a helmet law are also questionable. MAIDS was co-funded by the European Commission, and claims to be the “only database entirely devoted to PTW accidents…” [“PTW” is the term used in the study for “Powered Two Wheelers” such as motorcycles and mopeds/scooters]. The European Commission is the body created to represent all members of the European Union and is responsible for implementing common EU policies.

So, what did they find out?

Well, here’s a starter – the OBJECT MOST FREQUENTLY STRUCK in a motorcycle accident was…. Drum roll please… a passenger car! As Gomer Pyle used to say, “Surprise … Surprise….Surprise!

But what about the Real Results of this study? Well, here’s a few…

The primary cause of most of the 921 accidents was “human error” the most frequent being the four-wheeled cager’s “failure to see” the motorcycle within the “traffic environment due to lack of driver attention, temporary view obstructions or the low conspicuity of…” the motorcycle.
The second most frequently struck object was pavement – either due to a single vehicle crash or a maneuver to avoid impacting another vehicle.
The majority of the crashes occurred in urban settings.
Travel and impact speeds of the motorcycle in most crashes were relatively lower than I would have expected –less than 30 mph in 70% of all crashes!
A KEY finding, in my mind à 90% of all risks to the motorcycle operator, both vehicular and environmental, were IN FRONT OF THE RIDER prior to the crash.
In 37% of the crashes, motorcycle operator error was the primary contributing factor.
In 50% of the crashes error by the car/truck operator was the primary contributing factor.
70% of the car/truck driver errors involved the “failure to see or perceive” the motorcycle
Interesting info – car drivers who had motorcycle licenses were FAR less likely to crash into a bike!
Among secondary contributing factors, motorcycle operators failed to see other vehicles and
Motorcycle operators also made a large number of faulty decisions; i.e., they chose a “poor or incorrect collision avoidance strategy” which contributed to the crash
Two self-inflicted factors also increased the motorcyclist’s risk of crashing:
- Alcohol use
- Unlicensed operator illegally riding a bike that, under European law, required a license.
Older riders were “under represented” and younger riders were “over represented” – conflicting with data found in other studies, and U.S. crash data released by the NHTSA each year.
18% of car drivers, and 8% of motorcycle riders were found to have committed traffic control violations.
Less than ONE percent of motorcycle crashes were caused by technical problems on the bike. Almost all of these relate to TIRES! [So Inspect That Rubber, people!]
73% of motorcycle operators attempted some type of collision avoidance maneuver prior to impact, with 32% experiencing a loss of control as a result.
Helmets – they are mandatory throughout Europe and 90% of riders had them. However, almost 10% of the helmets CAME OFF during the crash. Whether due to improper fastening by the rider or a failure of the fastener mechanism, this is a lousy number.

In many European countries, licenses are required to ride bigger bikes. You also have to be older – you can’t get an “unrestricted license” until you are 21. In Germany, the age is 25 and from ages 18-25 you are limited to smaller bikes for at least two years or until you get training and tested.

This study will form the basis of a number of future articles this year. The data collected is absolutely fascinating and is something we need to encourage our government and motorcycle groups and agencies to duplicate in the U.S.

In 1981, the “Hurt Report” was published – this was the last major in-depth study of factors leading to motorcycle crashes in the U.S. Harry Hurt and his staff took an in-depth look at 900 Los Angeles motorcycle crashes and analyzed an additional 3600 reports from around the country. The report and appendices are 800 pages or so.

In a 1999 interview, Harry Hurt said, “We had no idea that study would last so long. We always assumed someone would commission another, bigger study. As it worked out, no one ever came up with a contract. Nobody wants to do any new research projects.”

The problem, of course, is that these things tend to get “politicized.” Pro-Helmet groups want to skew things in favor of helmet laws. Anti-sport bike groups want to limit horsepower. Insurance companies, bike dealers, prosecutors, helmet makers, tire companies… they all have their reasons for wanting studies to come out a particular way. Plus, in-depth studies like this that go BEYOND simply reading the police report and accepting the officer’s analysis, are very time consuming and expensive.

What I like about the MAIDS study is the depth of the investigation. They didn’t just look at police reports listing brief conclusory statements – they interviewed witnesses and participants, looked at the roadway and the vehicles and collected some 2000 data points. The “In Depth” portion of the MAIDS acronym is very true!

There is a move afoot to fund another “Hurt-like” study in the U.S. The motorcycle industry committed $2.8 million to the project in 2007 to meet the matching requirements imposed by Congress. The AMA has committed money to the project and has a place online for ANYONE to toss a few bucks into its “FUEL THE FUND” pot! [http://www.amadirectlink.com/study/].

The US Study will use the same methodology as MAIDS – independent investigators are dispatched to accident sites in real time so they can collect in depth accident data. Like MAIDS, the US study will gather data on many crashes. The LA Times quoted Samir Ahmed, the Oklahoma State University engineering professor who is directing the US study as stating, “900 is the least we consider adequate from a statistical point of view.” This allows investigators to get 20 times the amount of data than they can obtain from FARS [The US “Fatality Accident Reporting System”].

Future articles will explore the MAIDS study in more detail and compare the MAIDS results with the Hurt Report from 1981. Has anything changed in the past 27 years? Just looking at sales figures and checking out the Bike Nights at Quaker Steak and Lube and other local establishments tells me that motorcycling is more popular than ever – particularly with those of us who are… um… more experienced- yea, that’s the ticket… There are more older riders now than there were 27 years ago, and more riders over 40 being killed. There are also a LOT more “bigger” bikes and a lot more urban crashes.

The U.S. study is still climbing through the bureaucratic process. HOPEFULLY, the study will begin in 2009 and by 2013 I’ll be writing about the results of the US Study!

GOOD LUCK AND GOOD RIDING!

BIKE LAW 101 – An Overview of Bike Law

Monday 10 Aug 2009 by Steve Magas | No Comments

In 2008 and 2009 I was asked by Adventure Cycling to prepare articles for the Cyclist’s Yellow Pages. If you are not familiar with the CYP it is an incredible resource for all aspects of cycling – especially touring, advocacy and finding experts to answer whatever cycling questions you may have. By clicking the link below you can download a PDF of the 2009 article which provides a very broad, very basic overview of “bike laws” around the country.

Your Right To The Road – 2009 Cyclist’s Yellow Pages

Bike Law 101

Ohio Bike Lawyer

Monday 10 Aug 2009 by Steve Magas | No Comments

Steve Protects The Rights of Cyclists.

If you have been injured in a bicycle accident you may be worried paying for your medical bills, you may be incurring lost wages, and experiencing pain and suffering. Remember, the insurance company you are dealing with wants to pay you NOTHING, if possible, or the least amount of money it can get away with! If you don’t protect your rights, you may not be able to make a claim. Insurance companies have highly skilled attorneys and adjusters whose goal is to protect the company’s money and pay you as little as they can. You need an experienced OHIO bike lawyer to protect your rights and fight for you.

An Experienced Bike Lawyer can Reduce Your Stress Level. Being injured in a bike accident can be an ordeal. You are hurt – possibly undergoing surgery and rehabilitation. You can’t do the things you used to do. You life gets turned upside down. The bills for your medical care are mounting – but you don’t think YOU should have to pay them since the crash was not your fault. The insurance adjuster can be aggressive and obnoxious – minimizing your injuries and questioning your integrity. You may be off work. You may not have health insurance. You may be angry, upset and stressed out.

The first thing I do when I take your case is notify the insurance adjustor that he/she is prohibited from calling you any more. ALL communication comes to my office. This allows you to focus on recovering from your bicycle accident injuries. My job is to deal with the paperwork, investigate the crash, interview all witnesses, get the police report and police photographs, take more video or photographs, gather up your medical bills, medical records, proof of property damage and other documents, and negotiate with the insurer. Your job is simply to get better!

My main office is located at 7850 Five Mile Road in Cincinnati, OH 45230 and we have a Satellite office located at 9435 Waterstone Blvd., off Fields Ertel Road in Cincinnati.

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