The Bike

On-road motorcycles fall into three general categories: sport performance, touring, and cruiser models. Cruisers comprise half of on-road motorcycle purchases, with Harley-Davidson commanding 50 percent of the marketplace. The typical Harley rider is a 47-year old male earning more than $80,000. According to the Insurance Institute for Highway Safety (IIHS), the death rate of cruisers (coupled with standard motorcycles) was 5.7 per 10,000 registered motorcycles in 2005.

Touring cycles, favored by older riders, are the amenity-loaded luxury vehicles of the on-road motorcycle fleet. Designed for long-distance rides with passengers and luggage, they vary from 800cc to 1,600cc and can weigh more than 1,000 pounds. According to the Insurance Information Institute (I.I.I.), touring models have the highest average loss payments at $15,696, a figure that reflects a hefty sticker price. IIHS touring segment fatalities were 6.5 per 10,000 registered motorcycles in 2005.

Sport performance models are the genetically engineered athletes of the motorcycle group. At the high end are the super sports, including the fabled Suzuki Hayabusa. Aptly nicknamed the “crotch rocket,” the 2008 Hayabusa accelerates to 60 miles per hour in 2.6 seconds and to 180 miles per hour in 15.9 seconds. Such beasts challenge the skills of professionals on racetracks; just imagine the mismatch of skill to power on public roadways with less-experienced riders. Not surprisingly, this is the class favored by riders 30 years old and younger. While horsepower varies among the models in this category, the aerodynamic styling, light weight, and handling of the super sports make them irresistible. Their exhilarating acceleration is what ultimately leads to disaster by narrowing the rider reaction margin to milliseconds. IIHS fatality statistics are high for the super sports — at 22.5 per 10,000 registered motorcycles in 2005 — while the broader category of sport performance motorcycles is 10.7, less than half of the super sports' fatalities. Super sports also incur the highest theft and collision losses.

The Ride

According to the Motorcycle Industry Council, a non-profit trade group, the average motorcycle owner is a 40-year-old man with a median income of $55,000, although the incidence of female buyers is increasing. Unlike the mid-1980s when laborers led in motorcycle ownership, today's owners are professionals and technical workers. Men comprise 91 percent of the fatality statistics; correspondingly, woman suffer more than 90 percent of passenger deaths (NHTSA/2007).

Accident rates climb in warmer weather when motorcyclists in the seasonal states return to the roads. According to the IIHS, 56 percent of motorcycle accidents involve other vehicles and 44 percent are single-vehicle accidents. In multiple-vehicle accidents, 79 percent of the motorcycles involved front-end impact. Frequently, a left-turning vehicle will strike a motorcycle traveling straight, passing or overtaking that vehicle. Visibility is invariably at issue, as drivers either do not see motorcycles or underestimate their approaching velocity. Drivers also generally have a limited understanding of the stability and braking challenges riders face in emergencies. Thus, a motorcyclist might manage to avoid a collision only to be taken out by debris when his defensive swerve goes awry.

The IIHS reports that speeding or alcohol impairment is common in single-vehicle crashes: 49 percent were speeding and 41 percent had blood alcohol concentrations above legal limits. Speed is the principal cause of more than half of super sport fatal crashes but accounts for less than a quarter of cruiser and touring fatalities. Inebriation is a serious impediment to the rider's ability to maintain motorcycle control. However, studies show significant control loss by riders at concentrations below the legal limit.

The Investigation

Motorcycle accident investigations reveal an inescapable truth of life on the road: small issues can have big consequences. Motorcycles are far more susceptible to human error, road conditions, and the elements than passenger vehicles. This exposes a rider to the high probability of injury or death. Understanding the dynamics of a road trip gone wrong may require an expanded toolset and broader experience for an investigator than a standard automotive accident investigation. Thus, beseeching a motorcycle specialist will yield a more insightful analysis of the factors leading to the accident.

Of course, like any vehicular accident, the process starts with a CSI-like accident-scene inspection, culminating in a physical examination of the damaged vehicle(s). At each stage, the investigator should focus on clues that tell the motorcycle's crash narrative. At-scene evidence, like skid marks, becomes crucial for gauging front- and rear-wheel alignment as well as speed and control issues, while crash photos aid in determining terminal velocity and for documenting bent or broken components to be examined for pre- or post-accident failure issues. Marks and gouges are telltale signs of impact damage, whereas bearings, shafts, and welds will likely show failure evidence. Motorcycle tires frequently are the best source of accident sequence evidence. They tend to wear faster than those of passenger vehicles. Thus, it is crucial to note signs of deterioration.

Beyond these standard procedures, an investigator should review other motorcycle-specific operational issues and contributing factors. Identifying the motorcycle model is the first step because each type has unique characteristics. The stable cruiser has slow-handling qualities because of laid-back ergonomics and raked front suspension. Hefty touring models are built for comfort rather than maneuverability, and the extremely responsive sport-performance motorcycles pose control challenges for novices.

Additionally, the investigator needs to probe rider issues that might affect safe operation. Did the motorcyclist carry a passenger? Additional weight can adversely affect handing and braking, especially when exceeding the manufacturer's gross vehicle weight rating (GVWR), which takes into account the bike, rider, passenger, luggage, and accessories. Accidents in touring models are frequently associated with under-inflated tire failures exacerbated by exceeding GVWR. How has the motorcyclist personalized his ride? Consumers and dealers often underestimate how the accessories they install affect braking, lighting, steering, and engine reliability. Thus, verifying component size, fastener torque, and interference with other components is crucial.

Critical, too, are owner maintenance habits, as inconsistent care makes safe motorcycle operation problematic, especially when owners routinely service their rides at home rather than at dealerships. Hit-or-miss practices means that important systems like lighting, which is prone to malfunction from engine vibration, fail frequently.

When focusing on accident details, the investigator should study the cosmetic damage suffered by the motorcycle. This is commonly referred to as the bike's “crash rash.” Determining whether the rash is on the high side or low side indicates rider control issues prior to an accident. Typically, high-side accidents point to handling problems and low-side accidents result from traction loss. Telling clues can also be found by examining damage to riding gear and medical records.

Next, the investigator should weigh environmental factors. Obviously, motorcyclists are more susceptible than drivers to weather. High temperatures contribute to dehydration, while even mild cold weather can chill the rider to the point of hypothermia. Details such as the time of day and sun position are also important because motorcycle goggles and face shields are susceptible to glare.

Road design or conditions can also play roles. Winding roads make for great riding, but even experienced riders can drift left of center. Furthermore, any deterioration in the road surface can trigger problems for riders of all skill levels. All of these details feed into the greater analysis of the crash factors. The downside is that no matter what issues contributed to a motorcycle accident, insurance carriers routinely face high-dollar value claims resulting from traumatic injury, even death. The first line of defense for controlling costs is hiring an accident reconstruction firm with motorcycle expertise.

The Insurance Carrier

Standing sentinel for the motorcyclist is the insurance carrier, but pricing coverage is challenging in a soft market when risk exposure is on the upswing. National motorcycle fatalities are commanding a growing share of total vehicle fatalities and the largest cohort of riders — those older than forty — is seeing a historic rise in deaths and injuries.

Carriers with a strong presence in the power sports marketplace are astute providers of motorcycle coverage. For example, GEICO's strategy balances underwriting discipline with safe-riding advocacy delivered via the Internet. By clicking its web site's motorcycle insurance link, visitors can obtain information about coverage terms, product offerings, and pricing. They can also tap into other rider resources such as MyGreatRides.com, a company-powered forum for motorcyclists, and the Motorcycle Safety Foundation. GEICO, Progressive, and Allstate (with its interactive Allstate Garage) lead the trend of providing customized online portals for motorcycle-riding enthusiasts.

Certainly, new riders benefit from this Internet bonanza, but major carriers realize that safe cycling is a lifetime habit and that establishing a 24/7 connection with their insureds is essential to supporting that goal. Ultimately, a proactive commitment to risk reduction programs for motorcycling is the right strategy for a carrier with a power sports portfolio.