In 2008 about 4,935 people were killed riding motorcycles of different kinds.

1. Approximately three-fourths of these motorcycle accidents involved collision with another vehicle, which was most usually a passenger automobile.
2. Approximately one-fourth of these motorcycle accidents were single vehicle accidents involving the motorcycle colliding with the roadway or some fixed object in the environment.
3. Vehicle failure accounted for less than 3% of these motorcycle accidents, and most of those were single vehicle accidents where control was lost due to a puncture flat.
4. In the single vehicle accidents, motorcycle rider error was present as the accident precipitating factor in about two-thirds of the cases, with the typical error being a slide out and fall due to over braking or running wide on a curve due to excess speed or under-cornering.
5. Roadway defects (pavement ridges, potholes, etc.) were the accident cause in 2% of the accidents; animal involvement was 1% of the accidents.
6. In the multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of those accidents.
7. The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents
8. The driver of the other vehicle involved in collision with the motorcycle did not see the motorcycle before the collision, or did not see the motorcycle until too late to avoid the collision.
9. Deliberate hostile action by a motorist against a motorcycle rider is a rare accident cause
10. The most frequent accident configuration is the motorcycle proceeding straight then the automobile makes a left turn in front of the oncoming motorcycle.
11. Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.
12. Weather is not a factor in 98% of motorcycle accidents.
13. Most motorcycle accidents involve a short trip associated with shopping, errands, friends, entertainment or recreation, and the accident is likely to happen in a very short time close to the trip origin.
14. The view of the motorcycle or the other vehicle involved in the accident is limited by glare or obstructed by other vehicles in almost half of the multiple vehicle accidents.
15. Conspicuity of the motorcycle is a critical factor in the multiple vehicle accidents, and accident involvement is significantly reduced by the use of motorcycle headlamps (on in daylight) and the wearing of high visibility yellow, orange or bright red jackets
16. (Note: the statistics which have just been released here in Australia – August 1996, DO NOT SHOW that “Lights on” legislation has worked!)
17. Fuel system leaks and spills were present in 62% of the motorcycle accidents in the post-crash phase
18. This represents an undue hazard for fire.
19. The median pre-crash speed was 29.8 mph, and the median crash speed was 21.5 mph, and the one-in-a-thousand crash speed is approximately 86 mph.
20. The typical motorcycle pre-crash lines-of-sight to the traffic hazard portray no contribution of the limits of peripheral vision; more than three- fourths of all accident hazards are within 45 degrees of either side of straight ahead.
21. Conspicuity of the motorcycle is most critical for the frontal surfaces of the motorcycle and rider.
22. defects related to accident causation are rare and likely to be due to deficient or defective maintenance.
23. Motorcycle riders between the ages of 16 and 24 are significantly over-represented in accidents; motorcycle riders between the ages of 30 and 50 are significantly under represented
24. Although the majority of the accident-involved motorcycle riders are male (96%), the female motorcycle riders are significantly over represented in the accident data.
25. Craftsmen, laborers, and students comprise most of the accident-involved motorcycle riders
26. Professionals, sales workers, and craftsmen are under represented and laborers, students and unemployed are over- represented in the accidents.
27. Motorcycle riders with previous recent traffic citations and accidents are over represented in the accident data.
28. T he motorcycle riders involved in accidents are essentially without training; 92% were self-taught or learned from family or friends
29. Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents.
30. More than half of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years
31. Motorcycle riders with dirt bike experience are significantly under represented in the accident data.
32. Lack of attention to the driving task is a common factor for the motorcyclist in an accident.
33. Almost half of the fatal accidents show alcohol involvement.
34. Motorcycle riders in these accidents showed significant collision avoidance problems
35. Most riders would over brake and skid the rear wheel, and under brake the front wheel greatly reducing collision avoidance deceleration
36. The ability to counter steer and swerve was essentially absent.
37. The typical motorcycle accident allows the motorcyclist just less than 2 seconds to complete all collision avoidance action.
38. Passenger-carrying motorcycles are not over represented in the accident area.
39. The driver of the other vehicles involved in collision with the motorcycle are not distinguished from other accident populations except that the ages of 20 to 29, and beyond 65 are over represented
40. Also, these drivers are generally unfamiliar with motorcycles.
41. The large displacement motorcycles are under represented in accidents but they are associated with higher injury severity when involved in accidents.
42. Any effect of motorcycle color on accident involvement is not determinable from these data, but is expected to be insignificant because the frontal surfaces are most often presented to the other vehicle involved in the collision.
43. Motorcycles equipped with fairings and windshields are under represented in accidents, most likely because of the contribution to conspicuity and the association with more experienced and trained riders.
44. Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.
45. Motorcycle modifications such as those associated with the semi-chopper or cafe racer are definitely over represented in accidents.
46. The likelihood of injury is extremely high in these motorcycle accidents-98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider; 45% resulted in more than a minor injury.
47. Half of the injuries to the somatic regions were to the ankle-foot, lower leg, knee, and thigh-upper leg.
48. 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
49. 38.The use of heavy boots, jacket, gloves, etc., is effective in preventing or reducing abrasions and lacerations, which are frequent but rarely severe injuries.
50. Groin injuries were sustained by the motorcyclist in at least 13% of the accidents, which typified by multiple vehicle collision in frontal impact at higher than buy prescription drugs online average speed.
51. Injury severity increases with speed, alcohol involvement and motorcycle size.
52. Seventy-three percent of the accident-involved motorcycle riders used no eye protection, and it is likely that the wind on the unprotected eyes contributed in impairment of vision which delayed hazard detection.
53. Approximately 50% of the motorcycle riders in traffic were using safety helmets but only 40% of the accident-involved motorcycle riders were wearing helmets at the time of the accident.
54. Voluntary safety helmet use by those accident-involved motorcycle riders was lowest for untrained, uneducated, young motorcycle riders on hot days and short trips.
55. The most deadly injuries to the accident victims were injuries to the chest and head.
56. The use of the safety helmet is the single critical factor in the prevention of reduction of head injury; the safety helmet which complies with FMVSS 218 is a significantly effective injury countermeasure.
57. Safety helmet use caused no attenuation of critical traffic sounds, no limitation of pre crash visual field, and no fatigue or loss of attention; no element of accident causation was related to helmet use.
58. FMVSS 218 provides a high level of protection in traffic accidents, and needs modification only to increase coverage at the back of the head and demonstrate impact protection of the front of full facial coverage helmets, and insure all adult sizes for traffic use are covered by the standard.
59. Helmeted riders and passengers showed significantly lower head and neck injury for all types of injury, at all levels of injury severity.
60. The increased coverage of the full facial coverage helmet increases protection, and significantly reduces face injuries.
61. There is not liability for neck injury by wearing a safety helmet; helmeted riders had less neck injuries than unhelmeted riders
62. Only four minor injuries were attributable to helmet use, and in each case the helmet prevented possible critical or fatal head injury.
63. Sixty percent of the motorcyclists were not wearing safety helmets at the time of the accident
64. Of this group, 26% said they did not wear helmets because they were uncomfortable and inconvenient, and 53% simply had no expectation of accident involvement.
65. Valid motorcycle exposure data can be obtained only from collection at the traffic site
66. Motor vehicle or driver license data presents information which is completely unrelated to actual use.
67. Less than 10% of the motorcycle riders involved in these accidents had insurance of any kind to provide medical care or replace property.

Hazardous road conditions can be the cause of both single-bike accidents and collisions with cars and trucks. However, in single-bike accidents in particular, the police may not pay attention to the road hazards that contributed to the accident. In many of these accidents, the police report says that the driver is 100% at fault. If you are injured because of bad roads, sand, gravel, pot holes, or other debris in the roadway, or poor visibility at an intersection, then photograph it immediately before the conditions change!

The truth is that the police report is sometimes simply wrong. At the Shaked Law Firm, our personal injury attorneys have a long history of gaining motorcycle accident settlements and verdicts by proving that dangerous road conditions were the true causes.

We can help people who have been victimized by:

• Roadway defects
• Grading highways, road resurfacing
• Uneven pavement
• Road resurfacing humps
• Potholes
• Gravel, buy prescription drugs sand and loose dirt
• Unsigned curves
• Construction debris: oil slicks or chemical spills
• Dangerous intersections
• Obscured signs and intersections
• Trees and vegetation blocking the view

The trial lawyers of the Shaked Law Firm have a history of taking motorcycle and bicycle accident cases in which others assumed all blame should be given to the biker, and then proving that dangerous road conditions are the true cause.

Please contact our personal injury lawyers today for a free case evaluation. Don’t waste any time: statutes of limitations set time limits on your rights to sue.

In a significant number of scooter, motorcycle and bicycle accident lawsuits, defective equipment is to blame for the crash. Often, in both single-bike accidents or collisions with cars and trucks, police reports will blame motorcyclists, when the true responsibility lies with the manufacturer of a defective component or product.

The Shaked Law Firm has the experience and resources to take on anyone responsible for defectively designed or defectively manufactured bikes. Our lawyers can file motorcycle and bicycle accident lawsuits on behalf of people victimized by:

Motorcycle helmet defects
Motorcycle tire failure
Brake failure
Shock absorber failure
Stuck throttles
Chain or belt failure
Improper dealer assembly
Improper derailers
Defective pedals
Defective toeclips

We should note, however, that the lawyers and staff of the Shaked Law firm are not among those who say that motorcycles are inherently dangerous. We do not believe in air bags for motorcycles. A motorcycle is and should be a motorcycle. We are riders ourselves; we would never advocate air bags, leg bags, and other overly cautious safety measures. We simply believe that anyone who buys a motorcycle deserves to get what they pay for and have their bike function as intended.

If you have been in a motorcycle or bicycle accident due to defective equipment, you need lawyers familiar not only with bike accident cases, but with the motorcycles themselves. These can be difficult and expensive cases. Our Florida personal injury attorneys are also bikers, and are devoted to helping people who suffer from motorcycle and bicycle accidents. We do all work on contingency, which means that we collect fees only when you collect damages. Please contact our personal injury lawyers today for a free case evaluation. And don’t waste any time; there are time limits, called statutes of limitations, that require that you act promptly to protect your rights.

Please contact our personal injury lawyers today for a free case evaluation. Don’t waste any time: statutes of limitations set time limits on you rights to sue.

Their excuse is almost always that they just didn’t see you. According to the motorcycle accident statistics in The Hurt Report, around 3 out of every 4 motorcycle and scooter wrecks are collisions with other vehicles, most of which are cars and trucks. And in two-thirds of those accidents, the driver of Buy Viagra Online Without Prescription the car or truck is at fault, violating the motorcyclist’s right of way.

Most often, a motorcycle, bicycle or scooter is going straight and a car makes a right or left turn straight into the bike. In about half of car, motorcycle or bicycle collisions, the view of the motorcycle or bicycle is obstructed by glare or a door roof pillar in the car or by blind spots in the car driver’s field of view. Other common accidents include u-turns, rear end accidents, intersection accidents, and lane-change accidents.

All these numbers unfortunately add up to thousands of serious injuries and deaths every year in Florida motorcycle, bicycle and scooter accidents. The lawyers of the Shaked Law Firm have won millions of dollars for victims of motorcycle accidents and their families. We know how to get the damages and recovery you and your family deserve. Visit our verdicts and settlements page to read about other cases handled by Sagi Shaked and his team of lawyers.

The Florida motorcycle, bicycle and scooter accident lawyers of the Shaked Law Firm do all Buy Drugs work on contingency — we charge you nothing and collect no fee unless we collect damages. Please contact our attorneys today for a free case evaluation. There are time limits that require that you act promptly to protect your rights.