University of Southern California Dissertations and Theses

Physical factors involved in injuries to California Highway Patrol motorcycle officers

(USC Thesis Other)

Physical factors involved in injuries to California Highway Patrol motorcycle officers

PDF

Download a page range

Download transcript

Copy asset link

Request this asset

Transcript (if available)

Content PHYSICAL FACTORS INVOLVED IN INJURIES TO CALIFORNIA HIGHWAY PATROL MOTORCYCLE OFFICERS by Stanley Henry Meyers A Thesis Presented to the FACULTY OF THE GRADUATE. SCHOOL UNIVERSITY OF SOUTHERN CALIFORNIA In Partial Fulfillment of the Requirements for the Degree MASTER OF SCIENCE (Safety) August 1974 UMl Number: EP65475 All rights reserved INFORMATION TO ALL USERS The quality of this reproduction is dependent upon the quality of the copy submitted. In the unlikely event that the author did not send a complete manuscript and there are missing pages, these will be noted. Also, if material had to be removed, a note will indicate the deletion. Dissisrtatifin: ftiMisMng UMl EP65475 Published by ProQuest LLC (2014). Copyright in the Dissertation held by the Author. Microform Edition © ProQuest LLC. All rights reserved. This work is protected against unauthorized copying under Title 17, United States Code ProQuest LLC. 789 East Eisenhower Parkway P.O. Box 1346 Ann Arbor, Ml 48106- 1346 C opyright by STANLEY HENRY MEYERS 1974 UNIVERSITY OF SOUTHERN CALIFORNIA THE GRADUATE SCHOOL UNIVERSITY PARK LOS ANGELES. CALIFORNIA 90007 This thesis, w ritten by Stanley Henry Meyers under the direction of h.A.%...Thesis Committee, and approved by a ll its members, has been pre sented to and accepted by the Dean of The G raduate School, in p a rtia l fu lfillm e n t of the requirements fo r the degree of Master of Science <0\ Dean Date..jC^U THESIS COMMITTEE Chairman ACKKTOWIEDGMENTS To the following persons, whose cooperation and guidance have made this study possible, the author ^fishes to express his gratitude: Commissioner Walter Pudinski, Dr. William R. Pierson, Dr. George Jones, and Professor Hugh H. Hurt, Jr.; and Betty, LeAndra, and Melanie who must at times have felt themselves bereft of husband and father. S.H.M. 11 TABLE OF COETEETS CHAPTER Page I, lETRODUCTIOE ......... 1 Statement of the Problem Purpose of the Study Limitations of the Study Eeed for the Study Definitions of the Terms Used II. REVIEW OF THE LITERATURE............................ 8 Research and Analysis of Vehicle Accidents III. RESEARCH METHODOLOGY........... l6 Equipment Protective Clothing Subjects Records Statistical Design IV. RESULTS AED COECLUSIOES........... . 25 Motorcycle Accident Characteristics Distribution of Injuries Severity of Injury - Lost Time The Analysis of Variance - Anthropometry/injuries V. SUMMARY AED RECOMMEEDATIONS....................... 34 Summary Recommendations BIBLIOGRAPHY........................................ 37 APPEEDIXES........................................... hk 111 LIST OF TABLES Table I. Day of Accident ................................ II. Injury Motorcycle Accidents by Month........... III. Time of Accident ...................... IV. Lighting ..................................... V. Weather........................ .............. VI. Road Type..................................... VII. M/C Involved ................................. VIII. Cause of Accident ............................. IX. Raw Accident Data - Central Los Angeles Area - 1973 X. Raw Accident Data - Central Los Angeles Area - 1972 XI. Raw Accident Data - Central Los Angeles Area - 1971 XII. Raw Accident Data - Central Los Angeles Area - 1970 XIII. Raw Accident Data » Central Los Angeles Area - I969 XIV. Raw Accident Data - West Los Angeles Area ■ » 1973 XV. Raw Accident Data » West Los Angeles Area - I972 XVI. Raw Accident Data - West Los Angeles Area - 1971 XVII.. Raw Accident Data - West Los Angeles Area - 1970 Page 26 26 27 28 28 28 29 29 60 61 62 63 64 65 66 67 68 IV LIST OF FIGURES Figure Page 1. Harley Davidson 7 4 ......... . ....................... 52 2. Moto Guzzi 850......... 58 3. Honda CB750................ ............. . 4. Height Range of Motorcycle Officers .................. 22 5. Body Region of Injuries (percentage).................. 3I V CHAPTER I lETRODUCTIOE When a motorcyclist is involved in an accident, his chances of being injured or killed are greater than if he were riding in a vehicle which affords more protection. In a 1971 study of the ratio of injuries to number of accidents involving ten Areas of the California Highway Patrol (CHP), motor officers were injured at the rate of 1 injury accident to I.9 accidents in comparison to 1 injury accident to 27.3 accidents for car officers. Considering the Central Los Angeles Area alone during the four years 1970 through 1973? with an inventory of sixty-four motorcycles; there were sixty-four injuries from a total of seventy-four motorcycle accidents. The costs of injuries cannot be ignored since it ranks second, next to salaries, in Departmental budgetary expenditures. Even though the percentage of injury costs per mile for motorcycles and automobiles has been reduced through the implementation of a sound occupational safety program, there still exists a mde variation between motor cycles and automobiles in injury costs per mile. These figures taken from a summary of accident rates and injury costs of ten largest motorcycle areas of the C.H.P, in I969 were 13.09^ to 0.54^ and in 1971 were 7.44^ to 0.270 with motorcycles being the more costly. Current figures for 1973 are not in as yet, however, indications are that the difference still exists. 2 One would suspect that a taller person with longer limbs would be more susceptible to injury to his extremities due to the violent tumbling and rolling which usually accompanies a motorcycle accident. Perhaps the obese or plump individual is less likely to sustain fractures due to the protection afforded his bones by the fat. The kinematics of a motorcycle rider are much the same as that of an unrestrained occupant of a vehicle, but with less protection of padded dashboards, visors and door panels. The body of a motorcyclist tends to continue in motion at its original speed. The rear of the cycle smngs upi^rard on frontal impact and acts as a catapult. After landing, the victim mil continue in motion, with the mode including violent tumbling and rolling, until his kinetic energy is dissipated in friction. An approximation of the coefficient of friction would vary from 0.7 to 1.2g, depending upon the wearing apparel of the rider.^ STATEMENT OF THE PROBLEM The principal question to be answered in this investigation was, "Is there any significance in the relationship between a motor cycle officer’s age, height, weight, or percentage of body fat and the type of injury or part of his body injured as a result of a motorcycle accident?" Preliminaiy to the basic question was, "is there a relation ship between ’lost time’ injuries and age, height or weight?’ ' The hypothesis of this research is that there is a relationship ^ugh H. Hurt, Jr. and Jack D. Baird, Accident Investigation Methodology Peculiar To Motorcycles And Minibikes, Paper Ho. 73051, Second International Congress on Automotive Safety, July I6-I8, 1973? p. 19. 3 when comparing certain anthropometric data (age, height, weight and percentage of body fat) with the type and location of injuries received as a result of motorcycle accidents. To test this hypothesis, all CHP injury-related motorcycle accidents investigated during 1970 through 1973 in the two CHP Areas, Central Los Angeles and West Los Angeles, were studied. The age, height, weight and percentage of body fat was compared mth the nature of injury and part of body injured of each subject involved in an accident. PURPOSE OF THE STUDY It was the purpose of this study to identify and investigate the relationships, if any, of the injuries incurred by the motor officers and their varying age and other anthropometric measurements and to validate or repudiate certain popularly held concepts concerning these relationships. A secondary purpose tvas to establish physical standards for motorcycle officers on a scientific basis so that injurious motorcycle accidents could be reduced. LBCETATIONS OF THE STUDY The research was limited to two Areas of the CHP. Since the subjects are all State Traffic Officers, the study was also limited by physical requirements established for officer recruitment. (Appendix A). HEED FOR THE STUDY Motorcycles are presumably an effective tool for traffic law enforcement, especially on heavily congested metropolitan freeways. Motor officers can maintain a more constant surveillance of traffic k conditions and respond to accidents or incidents more quickly by moving between other vehicles or by making abrupt turn-arounds utilizing the highway shoulders. The accident and injury rates of motorcycle officers are astro-, nomical in comparison to car officers mainly because motorcycles afford less protection to the rider. Many people feel that a person’s reactions decrease and susceptability for injury and recouperation time increases with age and that fatter persons are less coordinated than those that are thinner and that taller persons are more apt to receive limb injuries. This study investigated these questions as they relate to injuries received as a result of motorcycle accidents. DEFINITIONS OF THE TERMS USED Abbreviated Injury Scale. Combines and details several existing scales including the DeHaven-Cornell scale, the commonly used police scale, and others, for the measurement of severity of injuries. Accident Rate. The number of recordable automobile or motorcycle accidents times one million miles divided by the number of miles driven. Anthropometric Dummy. Designed to simulate humans, equipped with sensing devices to indicate the amount of injury a human would sustain during simulated crashes. Anthropometry. The comparative measurement and study of the human body. California Highway Patrol. A Department within the Business and 5 Transportation Agency. The California Highway Patrol has as its primary responsibility the duties of traffic law enforcement and the investigation of traffic accidents throu^out the State Trfithin unincorporated areas and upon all freeways. California Highway Patrol Area. A geographical location with a Zone. There are seven zones within the State with Zone Headquarters located in: Redding, Sacramento, San Francisco, Fresno, Los Angeles, San Diego, and San Luis Obispo. Chopper. A modified motorcycle. Coefficient of Friction. The friction coefficient between the tires and the roadway. Also knovm as the "drag factor." The amount of force required to move a certain weight over the surface of a par ticular roadway. Crashbars. Safety bars mounted on the front and rear of police motor cycles and extending from both sides to protect the rider in event of roll-over. Freeway. A highvjay in respect to which the owners of abutting lands have no right of easement of access to or from their abutting lands or in respect to which such owners have only limited or restricted right or easement of access. High Speed Wobble. A violent, uncontrolled laternal oscillation of a two-wheel motorcycle. Injury Rate. The number of lost time injuries times one million miles divided by the number of total hours worked. Kinematics. The aspect of the science of dynamics which deals with motion, wdthout reference to the forces producing it. 6 Lean Body Weight, The fat-free component of body composition which can be measured as an index of health. Lost Time Injury, Meaning a "disabling injury," A disabling injury occurs when an injured employee does not report for duty the day following the accident or incident. If regular days off follow the accident and return to duty is on the next regular work day, this is not recorded as a disabling injury. However, any lost time subse quent to the day of injury because of inability to work would make the injury a "disabling" case. Where an employee must take time off to go to a doctor for treatment only, this would not constitute "disability." Motorcycle Officer, A State Traffic Officer State Traffic Sergeant assigned to field enforcement duty on a two-wheel motorcycle. Occupational Safety Program, A term used by the California Highway Patrol to denote its accident prevention efforts. Percentage of Body Fat. One aspect of body composition which can be measured as an index of health.^ Specific Gravity, One aspect of body composition used to calculate 2. percentage of body fat. Surface Street. A way or place of whatever nature, publicly maintained and open to the use of the public for purposes of vehicular travel. Street includes highway. R. Pierson and E. L. Eagle, Nomogram For Estimating Body Fat, Specific Gravity and Lean Body Weight from Height and Weight, Aerospace Medicine, Vol. 40, No. 2, February I969. ^Ibid, 7 Traffic Officer. A "traffic officer" is any member of the California Highway Patrol, or any peace officer who is on duty for the exclu sive or main purpose of enforcing the provisions of Division 10 or 11 of the California Vehicle Code. CHAPTER II REVIEW OF LITERATURE There is a vast amount of literature dealing with anthro pometry. However, it is very narrow in scope, dealing primarily in race and cultural differences, the effects that human body size has on such factors as social and geographical mobility, shifting rural- urban and occupational patterns, and improved medical and public health conditions. Anthropometric data are essential to the designing of equip ment for human use. Height, weight and other body dimensions are important for equipment design -- commercial, industrial, military, or medical — to insure its safe, efficient, and comfortable use. An example of one of the many uses for anthropometric data is found in an article by D. I. Fryer. Of the many possible causes of injury in ejection, a few are related to the physical attributes of the user, although injury due to contact with part of the airframe is paid to anthropometric data during design of the aircraft. However, as many aircraft have been fitted with ejection seats after the design was finalized with ordinary seats in mind, limitations on clearance, partic ularly of the knees, exist in some types. Once these limiting measurements have been assessed, care must be taken that the aircrew selection to fly the particular type of machine are within this size limitation. This requires adoption of simple, accurate and reliable means of taking measurements such as thigh length and sitting height (Morant and Ruffel Smith, 1^4?). Posture has an important effect on liability to spinal ejection, and attention must be paid to the effect of the config uration of the cockpit and its equipment on the sitting attitude of pilots of the whole range of sitting heights likely to fly aircraft. ^ Certainly no less consideration should be given to anthro pometric measurements and the design of motorcycles for ease of con trol, comfort and elimination of contact points in the trajectory of the rider in event of impact. The National Motor Vehicle Safety Advisory Council has made several recommendations for motorcycle crash worthiness as a result of various Department of Transportation (DOT) contracts. They are as follows: The outer and upper contour of the motorcycle should be smoothed, eliminating sharp contours, filler caps, parcel grids, welded seams and any possibly lacerating projections. The steering head, for example, should not rise above the general contour of the fuel tank. Mirrors and windshields should be of * knock-off’ design. The fuel tank through design and selection of materials should minimize fire hazard. Fiberglass should not be used unless the tank is fitted with a flexible liner and safe-foam. Ignition coils should be fitted remotely from the tank and fliptop fuel caps should be eliminated. Seats should stay intact and in place at 50g from 30 mph. Foot-pegs should be rigid, strengthened, and designed to prevent dig-in when sliding. Crashbars should be redesigned for strength. So-called ’chopper’ modifications are contraindicated: apehanger handlebars, upsprung seats, sissy bars and exhaust stacks. Among the crash tests conducted under DOT contracts were those using an air-bag mounted at the steering head. These tests thus far indicate the effectiveness of the air bag in front-end collisions, though in side or rear col lisions it has little value. In a jointly funded DOT-AMF program, AMF’s Advanced Systems Laboratory built, tested and evaluated a special * ] D. I. Fryer, The Medical Investigation Of Accidents, A Textbook Of Aviation Physiology, Pertamon Press, New York, p. 1209. 10 frame to minimize the severity of injuries in si de-impact motorcycle accidents. The frame was to protect riders from both direct and oblique impacts as well as slides. Thirty-mph impact tests were conducted using a full-size American sedan, the experimental motorcycle and anthro pomorphic dummies. The test report concludes, ’The dummy showed no damage throughout the crash, including secondary bouncing which took place on the ground. The only damage indicative of potential injury were torn hip seams in the coveralls worn by the dummy. ’ Thus, AMF believes an operational motorcycle can be built to withstand 30-iûph side impact without serious rider injury and mthout significantly compromising the basic character of the vehicle. They note that their safety frame weighs forty-nine pounds, exactly the weight of the frame it replaced. The new frame should greatly reduce the high number of leg and foot injuries common to motorcycle accidents. ^ The National Safety Council, in its 1972 edition of Motor cycle Facts, indicates that a majority of motorcycle operators involved in accidents are young -- under 25 years of age. The present study of CHP motor officers involved in accidents and receiving injuries reflects an average age of 29*5 years. The National Safety Council states that all studies show that the parts of a motorcyclist’s body most often injured are the head, 4 arm, and leg. Internal injuries and multiple injuries also commonly occur however. The most serious type injury is that occurring to the head. An Illinois study revealed that two-thirds of the motorcyclists Based on the, praceedings. ofthe National Motor Vehicle Safety Advisory Council’s Second International Congress on Automotive Safety, by John P. Covington, Technical Editor. ^Statistics Division, National Safety Council, Motorcycle Facts, September, 1972, p. 4. ^Ibid., p. 5. 11 c killed in that state suffered skull fractures. This type of injury predominated over any other type. Similarly, almost two-thirds of the motorcyclists killed in Washington State died from injuries to the head or skull.^ Personal communication with the Chief Medical Examiner- Coroner of Los Angeles County, California, indicated that motorcycle accident fatalities are characterized by a high proportion of head injuries along mth multiple fractures of the limbs. This study agrees with the National Safety Council’s motorcycle accident injury statistics as far as parts of the body injured is concerned. However, w/ith officers wearing safety helmets for head protection, few head or skull injuries were encountered. The Traffic Officer group is selective in anthropometry because of the recruitment physical standards (Appendix A). Age, as previously mentioned, tends to be greater than for men in the non-traffic officer population involved in motorcycle accidents. The civilian motorcyclist is lighter in weight, with an average of l68 pounds. A comparison of age versus weight of the male civilian population shows that the youngest group, 18-24 years, averages 160 pounds. Weight then increas- es with age to 17I pounds for those aged 25-34 years. Johnson, D. R., A Case Study Analysis of Motorcycle Accidents in Three Illinois Counties. East Lansing, Michigan: Michigan State University, I968. Statistical Division, National Safety Council, Motorcycle Facts, September, 1972, p. 5» ■■ Y National Health Survey, Weight, Height, and Selected Body Dimensions of Adults, United States, I96O-I962, p. 8. 12 The latter age range would compare closely with the one-hundred Traffic Officers included in this research, since only four were younger than 25 years and seven older than 34 years. The average weight of the Traffic Officers is I83.5 pounds compared to 171 pounds for the civilian of the same age. Men in the general civilian population average 68.2 inches in height. By age, the maximum average height (69.1 inches) occurs in the age range 25 - 34 years and is just 0.4 inch taller than the youngest and 3*2 inches taller than the oldest age group. From ages 25 - 34 on, there is a small but consistent decrease in height mth increasing age to 68.5 inches for those aged 35 " • 44, and so on.^ The minimum hei^t requirement for Traffic Officers is now 68 inches and only recently was lowered from 69 inches. The Traffic Officers included in this research had an average height of 71*85 inches. The age, height and weight standards established for recruit ment of CHP personnel suggest the importance placed on anthropometry as requisite for; driver compartment design and ease of access to radio and other controls; motorcycle design, weight, location of clutch, throttle and brake controls, possible fluctuations in center of gravity due to weight and position of rider, in addition to uniformity of appearance of CHP personnel. A thorough search of the literature on anthropometry failed to reveal documented information to answer the questions concerning these basic questions; ^Ibid., p. 9* 13 1. Is age a factor in location of injury (body part injured) ? 2. Is height a factor in location of injury (body part injured) ? 3* Is weight a factor in location of injury (body part injured)? 4. Is the percentage of body fat a factor in location of injury (body part injured)? 5- Is age a factor in the type of the injury? 6. Is stature a factor in the type of the injury? 7* Is weight a factor in the type of the injury? 8. Is the percentage of body fat a factor in the type of the injury? 9. Is experience as a CHP motorcyclist a factor in the type of injury? 10. Is total CHP service a factor in the type of injury? Dr. John D, States, Chief Orthopedic Surgeon, School of Medicine and Dentistry, University of Rochester, has contributed greatly to answering some questions regarding anthropometry and age, height relationships. However, in discussing the significance of age effect, he was speaking of the entire range of ages and not a particular group, such as with CHP motorcycle officers. His comments were; Among orthopedic injuries significant variation exists between patients of different age with respect to energy dissipation, permanent impairment, and treatment periods. Specific correction factors were determined for the diagnosis when a major variation from the average existed. Weight, height, and particularly sitting height and the l4 upper and lower leg lengths of injured occupants, must be knovm to establish the signicance of their injuries. An example is knee injuries caused by dashboard contact of restrained occupants in head-on collisions. Short occu pants should not sustain knee injuries under these circum stances but tall occupants may be injured because their knees are closer to the dashboard. '9 Dr. States’ report, in this case, dealt primarily in injury scales. His Abbreviated Injury Scale (AIS) combines and details several existing scales including the DeHaven-Comell scale, the commonly used police scale, and others. For the purpose of this study a modification of the police scale was used (see Appendix F). Only the most severe injury, generally the injury causing lost time, or multiple injuries - ^ z a s counted to establish the part of body injured and the nature of the injury. The injury scaling incorporated in this research is based on ratings established by the California Statewide Integrated Traffic Records System, Item 4.5*4 in the Collision Report Manual. (See Appendix B). Dr. W. Rf Pierson and E. L. Eagle have developed a nomogram for estimating body fat, specific gravity and lean body weight from height and weight. (See Appendix C), In an article published in Aerospace Medicine, Dr. Pierson writes: Height and weight have been generally unsatisfactory as indices of health, metabolic reference standards, or performance correlates. As a consequence, many aspects of body composition ^John D. States, The Abbreviated and the Comprehensive Research Injury Scales, School of Medicine and Dentistry, University of Rochester, Paper No. 69081O, p. 2628. 15 have been considered and of these, the body fat content and the fat-free component are most acceptable. 1^ This study will ateempt to ascertain if height and weight in addition to other factors are determining factors in injuries to motorcycle officers. Since the overall condition of the subjects is to be considered in relation to body part injured and the nature of the injury, it is relevant that percentage of body fat be included in the analysis of this research. RESEARCH AND ANALYSIS OF VEHICLE ACCIDENTS The Automotive Crash Injury Research of Cornell University began large scale statistical studies in 1953* These studies estab lished the frequency of the more obvious injury mechanisms and injuries Research and analysis of accidents in detail is a relatively new science, beginning in 195^ when Mosely initiated the Harvard study of fatal accidents in the Boston area.^^ For the first time investi gators with professional training in engineering, medicine, psychology and other related fields joined in a team effort to examine the many factors influencing highway accident and injury causation. Similar W. R. Pierson and E. L. Eagle, Nomogram for Estimating Body Fat, Specific Gravity and Lean Body Weight From Height and Weight, Aerospace Medicine, Vol. 4o, No. 2, February I969. ^ * j A. L. Mosley, et al Research on Fatal Highway Collisions, Harvard Medical School, Boston, 1963* lé 12 12 teams were established by Huelka and Gikas, ’ Nahum and Siegel l4 of UCIA, Robertson, Ryan and McLean in Australia, Gratton and Hobbs of the Road Research Laboratory of Great Britain,Ghent of Ontario, 17 Canada, and McKay and LeFonseka of the Road Accident Research Unit oi Birmington.^^ Beginning in February I968, sixteen medical engineering teams were established by the U, S, Department of Transportation. These are knovm as Multidisciplinary Accident Investigation Teams and have been established at University and Research Centers throughout the United States. The University of Southern California Accident Research Team has enjoyed a good deal of success in this area. The U.S.C. Safety Center now provides a course in Multidisciplinary Highway/ 12 D, F. Huelke, P. W. Gikas and R. C. Hendrix, Patterns of Injury in Fatal Automobile Accidents - A Review of 235 Autopsies, Sixth Stapp Car Crash Conference. Halloman Air Force Base, I962. 13 Ibid., Cause of Death in Automobile Accidents, Final Report, ORA Project H06749? 1966, ^ ^^A. M. Nahum, A. ¥. Siegel, and S. B. Trachtenberg, Causes of Significant Injuries in Non-Fatal Traffic Accidents, Tenth Stapp Car Crash Conference, Holloman Air Force Base, I967. 15 J. S. Robertson, G. A. Ryan and A. J. McLean, Traffic Accidents in Adelaide, South Australia, Australian Road Research Board Special Report Number 1, I966. 16 E. Gratton and J. A. Hobbs, Injuries of the Hip Joint in Vehicle Occupants, Report Number LR126'^ Road Research Laboratory, Crowthorne, Great Britain, I967, 17 W. R. Ghent et al. Investigation of Automotive Mishaps in Frontenac County, Ontario, Canada, Canadian Journal of Surgery pp. 1-7, July 1970. 18 M. McKay, Injury and Collision Severity, SAE Paper Number 680779? 1968. 17 Collision Investigation for other teams throughout the country. Although literature on anthopometry is abundant, none deal precisly with the topic covered in this study. CMPTER III RESEARCH METHODOLOGY The data included in this research paper were obtained from accident reports accumulated over a four year period, 1970 - 1973, and involved two CHP Areas -v/ithin Los Angeles County; Central Los Angeles (CLA) and West Los Angeles (VHA), Four additional accidents occurring in the CLA Area during I969 were counted to increase the numerical data to 100. The CLA Area is just what the name implies. The office is located at 777 West Washington Boulevard, just underneath the Santa Monica and Harbor Freeway interchange in the central Los Angeles City. The Area includes fifty-eight miles of the Hollyimod, Glendale, Golden State, Harbor, Pasadena, Pomona, Santa Ana, and Santa Monica Freeways, There are no surface streets patrolled by the officers of this Area. The average daily traffic on these freeways is approximately I.65 million vehicles. Even though the CLA Area does not have the responsibility for patrolling surface streets, seventeen of the sixty-eight injury motor cycle accidents did occur off the freeways. The majority of these happened enroute to the office to begin a shift or enroute home after completion of a shift. A few were the result of pursuits of traffic violators onto surface streets. The WLA Area office is located at k^20 South Sepulveda Boule vard, Culver City. The Area consists of 124 miles of unincorporated 18 19 surface streets (similar in all respects to city streets) and 25,2 miles of freeways, including portions of the San Diego, Santa Monica, and Marina Freeways. Although only seventeen percent of the Area consists of freeways, they accounted for roughly thirty-eight per cent of the injury motorcycle accidents. Thirty-two of the 100 injury motorcycle accidents included in this study occurred within the WLA Area. EQUIHyiEWT A statement regarding the CHP accident experience and relative safety of different brands of motorcycles cannot be made at this time. The little information that is available on the subject is incon- conclusive. Of the 100 injury motorcycle accidents included in this research only four were Moto Guzzi’s and one Honda. The remaining ninety-five were Harley Davidson’s. The present investigation extends over the four years, 1970 through 1973. During 1970 only Harley Davidson motorcycles were used by the CHP. The CLA Area received one each of the Honda and Moto Guzzi motorcycles on February 25, 1971- Five more Moto Guzzi’s and two Honda’s,were delivered August 24, 1972. These lighter weight motorcycles were assigned to officers mth more riding experience than officers riding the standard Harley Davidson motorcycles. The Harley Davidson 74 (Figure l) is the primary motorcycle in this investigation since it is represented in ninety-five of the 100 injury motorcycle accidents. In addition to the specifications given 20 in Appendix C, the follovzing Harley Davidson dimensions are considered relevant to the accident data: Weight fully dressed (police equipment) without rider: Handlebar width (tip to tip): Length of front fork (centerline of axle to top of steering head) Vertical distance from level of seat to: highest portion of handlebars: top of fuel tank: top of steering head: Vertical distance from ground to operator’s footrest: Height fuel filter protrudes from top of tank: The Moto Guzzi 85O (Figure 2) accounted for four of the researched accidents. It weighs approximately 620 pounds without rider — twenty-seven percent less than the Harley Davidson. Complete motorcycle identification and basic dimensions for each are described in Appendix C. PROTECTIVE CLOTHING All CHP motorcycle officers wear protective helmets manu factured by Bell Toptex. Other wearing apparel varies in weight and durability according to the season; usually leather jackets during winter months and short-sleeve shirts during the summer. High leather motorcycle boots, gloves and reinforced breeches are worn at all times. 850 pounds 34 inches 28.5 inches l4 inches 5 inches 3 inches 9 inches 1 inch 21 SUBJECTS All subjects of this investigation were members of the California Highway Patrol. Areas of assignment at the time of the accidents were either Central Los Angeles Area or West Los Angeles Area. Physical requirements for State Traffic Officers and addi tional physical requirements for motorcycle duty are enumerated in Appendix A. As can be seen from the Raw Accident Data Sheet (Appen dix D) the subjects ranged in age from twenty-three to forty-two with an average of 29-7 years. Height varied from sixty-nine to seventy- eight inches mth an average of 71-85 inches (See Figure 4). Weight ■ of the subjects ranged from 145 to 242 pounds with an average of 183-5 pounds. Percentage of body fat as calculated using the technique of Pierson and Eagle, I969 (See Appendix G) was found to range from a low of five percent to a high of twenty-one. The average was 14.19 per cent. RECORDS Emphasis of this study was upon securing research oriented data and not the data required for the determination of legal respon sibility for the accident. That is, data were sought to test the hypothesis that age, height, weight and percentage of body fat have a bearing in the nature of injury and part of body injured. Although major emphasis was placed upon collecting data which would aid in testing the hypothesis, data were also secured for motorcycle damage impact area, cause of accident, environment, rider, notorcycle, and injuries. As may be expected, far more data 22 Æ i ' ' ’ v # % K s 23 were collected than required for this research, opening the possi bilities for further analysis of motorcycle accidents. The source of the accident data collected is from records maintained by the CHP at the CIA and WIA Area offices. Preselected data from the Traffic Collision Report, Forms 555-556 and 110; State of California Report of Vehicle Accident, Form 270; Accident Pre vention Report, Form 208; Employer’s Report of Occupational Injury or Illness, Form 121 (Appendix El through E 10) were extracted and tabulated according to variables on the Raw Accident Data page (Appendix d) . Coding used for the accident data extracted from the Form 555 is identical to the code information on the reverse of the Form 555. Codes for location of initial impact, type of motorcycle, type of injury, part of body, and cause of accident are in Appendix F. Infor mation from 1969, 1970 and 1971 accidents was obtained from CHP Form 110 (See Appendix E 5 through E 7). In those cases where the officer received injuries to more than one part of his body or several types of injuries, only the most severe injury was listed for uniformity of reporting and simpli fication of analysis, The degree and nature of injury ms taken from the Employer’s Report of Occupational Injury Or Illness, Form 121 and from the nar rative portion of the Traffic Collision Report, Form 555-558. This medical information is a synopsis of the Hospital Emergency Room physicians’ prognosis of the injury. Whether or not the officer lost time because of the injury 24 was determined by reviewing question number twenty-five of the Form 121 (Appendix E 10). Analysis was made of age, keight, weight, motor cycle experience and total CHP driving experience in relation to lost time to ascertain correlation, if any. STATISTICAL DESIGN Because of the exploratory nature of the study, k-sample analyses were conducted for the comparisons among groups and the nature of the data indicated biserai correlations as appropriate for the determination of relationships.^ The technique employed ms the Analysis of Variance (f), followed by Tukey’s three procedures in the 2 3 event of a significant F. ’ This technique allows inferences to be draim from the Analysis of Variance concerning differences in column mean scores and variances. The Point-biserai r (— pbis) was the technique employed for correlation analyses. No statistic ms accepted as indicating that the results were due to other than chance unless its chance occurrence was five per cent or less (P ^ .05). 1 William G. Cochran and Gertrude M. Cox: Experimental Designs. 2nd edition, New York, John Wiley and Sons, Inc., I962. 2 Helen M. Walker and Joseph Lev: Statistical Inference. New York, Henry Holt and Company, 1953- o J. W. Tukey: Comparing Individual Means in the Analysis of Variance. Biometrics, 5:99-114; 1949- ^George A. Ferguson: Statistical Analysis in Psychology and Education. New York, McGraw-Hill Book Company, Inc., 1959- CHAPTER IV RESULTS AND CONCLUSIONS Motorcycle Accident Characteristics Some of the environmental data gathered in this research are explained here as they relate to the accidents. No attempt ms made to determine their relationship, if any, to the nature of injury or part of body injured. The data are indicative of conditions present when the injury motorcycle accidents occurred. The age distribution of motor officers involved in accidents is not representative of the non-police population or even the driving population, but reflects the general age group of CHP personnel, especially motor officers. The average motor officer under thirty years of age ms taller and heavier than those over thirty. There were fifty-two under thirty years, average height 72.2 inches and 187,2 pounds. Forty-eight were over thirty with an average height of 71-5 inches and 179-8 pounds. Accident experience also reflects the varying character of accidents by day of the week. Accidents occur more frequently on Wednesdays and Thursdays. This is seen in Table I. Saturday and Sunday are usually regular days off for motor officers since motor cycles are more effectively utilized during weekday commuter traffic. Seasonal effects are shorn by Table II. 25 26 TABLE I DAY OF ACCIDEET Monday --»------ 9^ Tuesday l4^ Wednesday b-»---— — 19^ Thursday — ---- 22% Friday l4^ Saturday -------------- l6^ Sunday ----- 6^ TABLE II , INJURY MOTORCYCLE ACCIDENTS BY MONTH January -- — -------- 6^ February ---------- — 11^ March --- 8% April ------------* — 10% May 8ÿ June — ----- — 5^ July — 9% August -------------- 7% September----------- 8^ October ------------ * — 8^ November -------------- 8ÿ December ---- 12^ 27 Table III is the time of the accidents in increments of three hours. The CHP generally uses three shifts with the first beginning at 9:4-5 p.m., no motorcycles are assigned to this shift. The Day shift begins at 5:45 a.m. and ends at 2:15 p.m. The third shift begins at 1:45 p.m. and ends at 10:15 p.m. The third shift has the majority of motor officers assigned, due to heavier traffic periods. Weekday commuter traffic is usually heaviest between 6 a.m. - 9 a.m. and 4 p.m. - 7 p.m. The hours containing the highest percen tage of accidents includes the time wh.en both shifts are either enroute to work or enroute home after completion of the shift, Noon to 3 p.m. The fifteen per cent occurring 3 a.m. - 6 a.m. and 9 p.m. - Midnight would also include those officers in transit. TABLE III TIME OF ACCIDENT 3 a.m. - 6 a.m. ----- 3^ 6 a.m. - 9 a.m. — — 13% 9 a.m. - Noon ----- 6% Noon - 3 p.m. ---------------------- 25^ 3 p.m. - 6 p.m. --------------------- 21% 6 p.m. - 9 p.m. --------------------20% 9 p.m. - Midnight-------------------- 12% Tables IV and V indicate that most of the accidents occurred during the daylight in clear weather, just as with the general motoring public. 28 TABLE IV LIGHTING Daylight --------------■ 66% Dusk or dawn-------------- 3% Dark - street lights--------27% Dark - no street lights 4% TABLE V WEATHER Clear----------------------87% Cloudy — ----------------- 9% Raining----- 1% Fog-------------------— % Thirty-six per cent of the motorcycle accidents were on surface streets and sixty-four per cent on freeways. (See Table VI). Freeway ramps and connector roads accounted for fifteen per cent of accidents, possibly because of the sharp curves, grades and deposits of foreign material inherent with this type of road. TABLE VI ROAD TYPE Conventional, One Way -- 36^ Conventional, Two Way------ 33% Freeway — ------------ 49^ Other (Ramps/Connector Roads) 15% Table VII indicates that thirty-six percent of the motorcycle accidents were of the non-collision type. This event occurs when the motorcycle falls due to loss of control because of low friction pave ment surface or because of a high speed wobble. A high speed wobble is a violent, uncontrolled lateral oscillation of the motorcycle. 29 Ten per cent of the accidents were caused by wobbles and two of these were the most severe of the 100 injuries. One resulted in fatal injuries, the other, loss of both legs of the rider. TABLE VII m/c INVOLVED WITH Non collision --- — ^ ^ - / o Other motor vehicle----------52% Parked motor vehicle — ------ 1% Fixed object----------- 8% Other object (dog, etc.) ----- 3% Unsafe lane changes made by the other driver shared the number one spot in accident causation vjith the solo-motorcycle lost- control category - each were twenty-seven per cent of the total. See Table VIII. TABLE VIII CAUSE OF ACCIDENT Other vehicle made unsafe lane change 27% So1o-m/c lost control (slippery pavement) - 27% Other vehicle violated right-of-way----- 13% m/c rear-ended other vehicle------------ 6% So1o-m/c wobble------------------------- 10% Other vehicle rear-ended m/c-------- 6% m/c struck object in roadway------ 5% m/C violated right-of-way--------------- 2% Solo-front brake defective ----------- 1% Other vehicle on wrong side of road --- 1% Solo-Mechanical defect m/ C ----------- 1% So1o-m/c flat tire ----- 1% DISTRIBUTION OF INJURIES Figure 5 und Appendix D describe the distribution of injuries to the various body regions. The areas of the body sustaining 30 ' injuries most frequently were the arms and legs, with the head, shoulders and back also receiving a significant number of injuries. All portions of the limbs accounted for seventy-six per cent of the injuries. There were approximately the same number of injuries to right and left side extremities. Abrasions and lacerations were the most frequently sustained injuries mth thirty-five per cent. Twenty- six per cent were fractures, seventeen per cent concussions, contus ions and bruises, ten per cent dislocations, strains and sprains. The remaining twelve per cent were complaints of pain. SEVERITY OF INJURY - LOST TIME One measure of severity of injury is whether or not there was lost time and the length of time lost. Lost time is defined as a "disabling injury." This occurs when an injured employee does not report for duty the day following the accident. Sixty-six per cent of the injury motorcycle accidents included in this research resulted in lost time. Analyses were made to determine the correlation between lost time, age and body size. There was no significant correlation with age ( -^bis = .02), height ( —pbis = .09) or weight ( ^bis ~ ,13). Previous studies of employee behavior have indicated certain slump periods, where many an employee will, after a few years and having reached a plateau in his career, develop a state of depression for a short time. These periods are recignized by frequent tardiness, use of sick leave, and by a general slow-do-vm of normal work activ ities. 3 : HEAD SKULL IV SHOULDER —. 06% ARM — 13% ELBOW BACK — 06% HIP — 02% TORSO HAHD FINGER — Oh% LEG KNEE ANKLE — 05% FOOT Figure 5 - Body Region of Injuries (Percentage ) 32 Analyses of correlation between disabling injuries (lost time), motorcycle riding experience, and total driving experience with the CHP indicated no significant relationship. THE MALYSIS OF VARIANCE - AHTHROPOMETRY/iNJURIES Analysis of variance between age, height, weight and percen tage of body fat indicated that none are important factors in either the location of injury (body part injured) or the type of injury. Results of the F-test for analysis of variance are as follows: 1. Age is not a factor in location of injury (body part injured) F = 0,86 with 8 & 91 df 2. Height is not a factor in location of injury (body part injured) F = 0.9^ with 8 & 91 If 3. Weight is not a factor in location of injury (body part injured) F = 1.61 mth 8 & 91 df 4. Per cent body fat is not a factor in location of injury (body part injury) F = 0.91 with 8 & 91 df 5. Age is not a factor in the type of the injury F = 1.07 with 4 & 99 df 6. Height is not a factor in the type of the injury F = 0.97 with 4 & 95 df 7. Weight is not a factor in the type of the injury F = 0.39 with 4 & 95 df 8. Per cent body fat is not a factor in the type of the injury F = 0.96 mth 4 & 95 df 33 9. Experience as a CHP motorcyclist is not a factor in the type of injury F - 0.06 mth 4 & 95 dj 10. Total CHP service is not a factor in the type of the injury F = 0.55 with 4 & 95 dj CHAPTER V SUMMARY AND RECOMMENDATIONS Accidents involving CHP motorcycles result in injuries to the officer in almost every case. This is due mostly to the nature of the motorcycle; being a single-track vehicle, it inevitably crashes to the pavement upon impact mth another vehicle or object in the road. In a few cases, contact with another vehicle or object is not even necessary, the motorcycle itself will begin a violent, uncontrolled oscillation which eventually results in falling to the pavement. The motorcyclist continues at his original speed with a mode including violent tumbling and rolling. Nothing protects the victim, save wearing apparel, from burns, bruises, lacerations, contusions, and fractures. Injury costs per mile for motorcycle so far outshadows those for automobiles that automobile injury costs per mile in comparison are practically insignificant. These figures in I969 were 13.090 per mile for motorcycles and 0.^40 for automobiles. Two years later those figures dropped to 7.440 and 0.270. A very gratifying reduction, but there still exists a wide variation between motorcycles and auto mobiles. The hypothesis of this thesis was that there is a significant relationship between certain anthropometric data (age, height, weight and percentage of body fat) and the nature of injuries and part of body injured of motor officers involved in accidents. 34 35 Most police departments, including the CHP, are gradually- changing over to lighter weight foreign motorcycles. Some of these, notably the Moto Guzzi, have seats which are not adjustable to the riders height, A study should be conducted of the affects of anthro pometry and injuries sustained as related to ease of control of these motorcycles. Research was conducted of injury motorcycle accidents occur ring over a four year period, I97O throu^ 1973 in the Central Los Angeles Area and West Los Angeles Area of the CHP. Anthropometric data and injury data were extracted from various reports filed by CHP accident investigators. Analysis of the correlation between lost time injuries and the anthropometric data ms made using the point-bi serai test for correlation. There was no correlation mth any of the analyses. Age, height, weight and percentage of body fat were compared separately mth the nature of injury and body part injured. No significant difference existed in any of the factors determined by the F-test for analysis of variance. The results of the present study indicate that for the population represented by the sample and under the condition of the study, age and size are not factors in the type or location of injuries sustained as a result of motorcycle accidents. RECOMMENDATIONS A need for further study is indicated in the area of motor cycle rider injury causation. A similar investigation should be made using broader parameters. For instance, all motor officers on the California Highway Patrol and/or select police departments throughout ^ the country should be included as subjects of an anthropometry-injury study. A larger area for study would increase the range of anthro pometric measurements and lend greater, credence to the present study. BIBLIOGRAPHY Books Clauser, C. E.; McConville, J. T.; and Young, J. ¥. Weight, Volume, and Center of Mass of Segments of the Human Body. Aerospace Medical Research Laboratory, Aerospace Medical Division, Air Force Systems Command TR 69-70, Wright-Patterson Air Force Base, Ohio: 1969. Cochran, W. G. and Cox, G, M. Experimental Designs. Second Edition, Hew York: John Wiley and Sons, Inc., I962. Dehaven, H. The Site, Frequency and Dangerousness of Injury Sustained by 800 Survivors of Light Plane Accidents. Crash Injury Research, Department of Public Health, Cornell University Medical College, Hew York: July, 1952. Ferguson, G. A. Statistical Analysis in Psychology and Education. New York: McGraw-Hill Book Company, Inc., 1959* Fry, E, I. and Churchill, E. Bodily Dimensions of the Older Pilot. Antioch College, Wright Air Development Center, WADE Technical Report 96-499, ASTIA Document No. AD97217, June I996. Fryer, D. I, "The Medical Investigation of Accidents," in A Textbook of Aviation Physiology, New York: Pergamon Press. Gifford, E. C.; Provost, J. R.; and Lazo, J. Anthropometry of Naval Aviators. NAEC-ACEL-933, 8 Oct. I969. Gurjian, E. S., Et Al. Impact Injury and Crash Protection. Spring field, 111.: Charles A. Thomas, 1970. Henderson, M. Deaths on Motorcycles--A Study of 120 Fatalities. Traffic Accident Research Unit, Department of Motor Transport, New South Wales, Australia: October, 1970. Hertzberg, H, T.; Caniels, G. S.; and Churchill, E. Anthropometry of Flying Personnel - 1950. WADC-TR 92-321 September, 195^* Kaestner, N. F. Motorcycle Accident Study. Oregon State Department of Motor Vehicles. Salem, Oregon; I969. 37 38 Kulowski, J. Crash Injury. Springfield, 111,: Charles A. Thomas, i960. Newton,.. C., P., Et Al. Human Factors Analysis and Design Support Engineering for the P-3C> Lockheed-California, LR 19951 Rev A, 31 Aug. 1967* Ryan, G. A., and Garrett, J. ¥. A Quantitative Scale^ of Impact Injury. Cornell Aeronautical Laboratory, No. VJ-1823-R34, Oct. I968. Scheimmens, S., and Wolf, R. A. Leading Causes of Injury in Auto mobile Accidents. Automotive Crash Injury Research of Cornell University, New York: June, I962. Sendroy, J. Jr., Et Al. Determination of Human Body Volume From Height and Weight. National Naval Medical Center, Bethesda, Maryland: June 29? I965. Stoudt, H. W. ; Damon, A.; McFarland, R. A. ; and Roberts, J. Weight, Height and Selected Body Dimensions of Adults, United States, i960-1962. U. S. Public Health Service, Washington, D. C.: Swearingen, J. J. ; Hasbrook, A. H. ; and Snyder, R. G. Kinematic Behavior of the Human Body During Deceleration. AM 62-13: FAA-OFF of Aviation M:edicine. June, I962. Walker, H. M., and Lev, J. Statistical Inference. New York: Henry Holt and Company, 1953. lAlhite, R. M. ^thropometry of Army Aviators. USA QREC, TR-EP-I50, June, 1961. " " Woodson, W. E. Human Engineering Guide for Eq^uipment Designers, University of California (Berkeley), I96ÔI 39 Journals Barry, P. Z. "The Role of Inexperience in Motorcycle Crashes." Journal of Safety Research, 2:229-239, 1970. Bothwell, P. W. "The Problem of Motor-cycle Accidents." Practitioner, 188:474-488, 1962. Clark, D. , and Morton,. J.. H. "The Motorcycle Accident; A Growing Problem." Journal of Trauma, 11:230-237, 1971* Committee on Medical Aspects of Automobile Safety. "Medical Aspects of Motorcycle Safety." Journal of the American Medical Association, 205:290-291,' 1968. " ' Covington, John P. The National Motor Vehicle Safety Advisory Council’s Second International Congress on Automotive Safety. 2:13-18, 1973. Dempster, ¥, T. "The Anthropometry of Body Action." The New York Academy of Science, 63:59-585, 1955. _____ Gib el, ¥. C. ; and Felts, ¥.' J.^ "The Anthropometry of the Manual Work Space for the Seated Subject." The American Journal of Physical Anthropology, 17:137-l4l, 1959* Di Hi hunt, R.’ cf; Maltby, G. L.'; and Drake, E.' H. "The Increasing Problem of Motorcycle Accidents." Journal of the American Medical Association, 196:37-41, I96FI " Ghent, W. R,', Et Al. "Investigation of Automotive Mishaps in Fron tenac County, Ontario, Canada," Canadian Journal of Surgery, 1:1-7, 1970. Gratton,’ E. and Hobbs, J. A. . "Injuries of the Hip Joint in Vehicle Occupants." Report Number LR 126, Road Research Laboratory. Crowbhorne, Great Britain, 1:12-17, 1967* Gustilo, R. B. ; Ross, D. L. ; Leslie, W, R. ; and Telander, R. L.‘ "Motorcycle Injuries. An Increasing Traffic Problem." Minnesota Medicine, 48:489-491, 1965* Haddon, W* "A Logical Framework for Categorizing Highway Safety Phenomena and Activity." Journal of Trauma, 12:193-207, 1972. Huelke, C. F.' "Extremity Injuries Produced in Motor Vehicle Collisions." Journal of Trauma, 10:189-200, 1970, ko . Hurt, Hugh H., Jr. and Baird, Jack D. "Accident Investigation Method ology Peculiar to Motorcycles, and Minibikes." Paper Ho. 73051, Second: Ihtemational Congress on Automotive Safety, 2:19, 1973. Johnson, D. R. A Case Study Analysis of Motorcycle Accidents in Three Illinois Counties, East Lansing, Michigan: Michigan State University, 1:477 1968. King, D., and Richards, V. "Fracture-Dislocations of the Hip Joint," Journal of Bone and Joint Surgery. 23:533-551, 1941. McFarland, R. P. "Human Limitations and Vehicle Design." Ergonomics, 1:5-20, 1957. McKay, M. "injury and Collision Severity." SAE Paper Number 680779? 1:10-19, 1968. Mosley, A. L, Et Al. Research on Fatal Highway Collisions. Harvard Medical School, Boston, 1:17, I963. Pieron, A. P. and Groyona, B. J. S. "Two Wheel Trauma," Manitoba Medical Review, 46:334-337? I966. Pierson, W. R.' and Eagle. E. L. "Nomogram for Estimating Body Fat, Specific Gravity and Lean Body Weight From Height and Weight," Aerospace Medicine, 40:l6l-l64, I969. Robertson, J. S. ; Ryan, G. A. ; and McLean, A, J. "Traffic Accidents in Adelaids South Australia." Australian Road Research Board Special Report Number 1, 1:20-27? I966. Tyan, G. A. "injuries in Traffic Accidents." New England Journal of Medicine, 276:1066-1076, 1967. Smith, B." H., and Dehner, L. P.' "Fatal Motorcycle Accidents of Military Personnel: A Study of 223 Cases." Military Medicine, 134:1477-1487? 1969. Snyder, R.; G.: "Human Impact Tolerance." Society of Automotive Engineers Paper 700398, 1:63-64, 1970. Statistics Division, National Safety Council, Motorcycle Facts, 1:4-5? 1972. Tukey, V.' W. "Comparing Individual Means in the Analysis of Variance." Biometrics, 5:99-n4, 1949. United States Department of Health, Education and Welfare. "The Motorcycle in the United States." Journal of Trauma, 7:798-800, 1967. Wachsler, R. A., and Learner, D. B. "An Analysis of Some Factors Influencing Seat Comfort." Ergonomics, 3:315-320, I960. Parts of Series Campbell-, 0, E. ; Macbeth-, M.. E, ; . Pyan,. S. W. ; and Arnold, M. F, Motorcycle Accidents— Ottawa Area. Traffic Injury Research Foundation of Canada, I967. Crancer, Alfred. Motorcycle Fatality Study— 1965 and I966 Data. Washington Department of Motor Vehicles, Report 001, January, 1967. Harano, Richard M. and Peek, Raymond C. The California Motorcycle Study--Driver and Accident Characteristics. California Department of Motor Vehicles, Research Report 28, J?l6, I968. Huelke, D. F.; Gikas, P. W.; and Hendrix, R. C. "Patterns of Injury in Fatal Automobile Accidents - A Review of 235 Autopsies." Proceedings of the Sixth Stapp Car Crash Conference. Halloman Air Force Base, I962. Loy, W. E., and Fisher, L. C. Riding Comfort and Cushions. Trans actions of the Society of Automotive Engineers, 47:482-4-96, 1940, Mackay, M. C. "Injury and Collision Severity" in Proceedings of the Twelfth Stapp Car Crash Conference, New York: Society of Automotive Engineers, Inc., I968. Metropolitan Life Insurance Company. Motor Vehicle Accident Fatal- ities At Peak At Younger Ages. Statistical Bulletin, April, 1971. Nahum, A. M.; Siegel, A. W.; and Trachtenberg, S. B. "Causes of Significant Injuries in Non-Fatal Traffic Accidents." Proceedings of Tenth Stapp Car Crash Conference, Halloman Air Force Base, 1987. and Height, P. V. "injuries to Rear Seat Occupants in Automobile Collisions." Proceedings of the Eleventh Stapp Car Crash Conference, New York: Society of Automotive Engineers, Inc., I967. National Center for Health Statistics. Monthly Vital Statistics Report. U. S. Public Health Service, Vol. I9 Supplement, July 1970. National Safety Council. Motorcycle Facts, 1970. Chicago, National Safety Council. Statistics Division, 1971. Robertson, J. A. ; McLean; and Ryan, G. A. Traffic Accidents in Adelaide, South Australia. Melbourne, Australian Road Research Board, Special Report No. 1, I966. 43 ! Severy, D. M. ; Brirds, H. M, ; and Blai8dell, . DZ M. "Motorcycle Collision Experiments*" Proceedings of Fourteenth Stapp Car Crash Conference— Society of Automotive Engineers. 67-120,1970. State of New York, Department of Motor Vehicles, Divison of Research and Development. A Review of Motorcycle Safety Problems in New York State. Research Report No. 9? 19^6. States, J. D. "The Pathology and Pathogenesis of Injuries Caused By Lateral Impact Accidents." Proceedings of the Twelfth Stapp Car Crash Conference. New York: Society of Automotive Engineers, Inc., 19^8. "The Abbreviated and Comprehensive Research Injury Scales." Proceedings of the Thirteenth Stapp Car Crash Confer- ence, Society of Automotive Engineers, Paper 690ÜIO, New York, 1969. Stoudt, H, W. ; Damon, A. ; and McFarland, R. A. Weight, Height and Selected Body Dimensions of Adults, United*~States, 1960-1952, p. B, U,' S. Department of Health, Education and Welfare, June 1965. Van Kirk, D, J. and Lange, W. A. "A Detailed Injury Scale for Accident Investigation. " Proceedings for the Twelfth Stapp Car Crash Conference. New York: Society of Automotive Engineers, Inc., Ï95E ----- APPENDIXES kk APPENDIX A 1. California Highway Patrol Entrance Physical Requirements (Source: State Traffic Officer Civil Service Examination Dated 11/16/72) 2. Motorcycle Duty Physical Requirements (Source: Departmental Motorcycle Manual, California Highway Patrol, HPM 70.10, 1972.) 45 CALIFORNIA HIGHWAY PATROL ENTRANCE PHYSICAL REQUIREMENTS * Age Limits for Examination: 20 - 31 years (this includes birth dates between March 4, 19^1 and March 3, 1953? inclusive). Minimum age for appointment is 21 years. Physical Requirements: Sound physical condition, strength, endurance and agility; height not less than 5*8" and not more than 6*6"; waist measurement not in excess of measurement of the chest in repose; weight proportional to age and height; good health and freedom from disabling defects; effective use of both hands; normal visual function and visual acuity, not less than 20/40 in each eye ivithout correction and corrected to 20/20 in each eye; full color vision with no deficiencies; and normal hearing. HEIGHT AND WJEIGHT STANDARDS Height Minimum Maximum Weight Weight 5 ft. 8 in. 135 185 5 ft. 9 in. 135 190 5 ft. 10 in. 135 196 5 ft. 11 in. 138 200 6 ft. 0 in. 142 206 6 ft. 1 in. 146 212 6 ft. 2 in. 150 218 6 ft. 3 in. 154 224 6 ft. k in. 158 230 6 ft. 5 in. 162 236 6 ft. 6 in. 166 242 APPENDIX A SOURCE: STATE TRAFFIC OFFICER CIVIL SERVICE EXAMINATION DTD. ll/l6/72 MOTORCYCLE DUTY PHYSICAL REQUIREMENTS 1. Applicants shall be of sound physical condition, which may be determined by an appropriate physical examination conducted at the direction of the Department, 2. Applicants shall be capable of performing tests of strength, endurance, and agility as may be determined by the Department, 3- Waist measurements shall not exceed measurements of the chest in repose. 4. Good health and freedom from disabling defects. Effective use of; a. Arms. b. Legs. c. Hands. d. Feet. VISION STANDARDS 1. Visual acuity standards, a. Without corrective lenses. (1) Right eye 20/20. (2) Left eye 20/20. b. With corrective lenses. (1) Right eye 20/40 corrected to 20/20. (2) Left eye 20/40 corrected to 20/20, 2. Peripheral vision standards; with or without corrective lenses. a. Right eye 90°. b. Left eye 90°. ANNEX A HPM 70.10 APPENDIX A»1 APPENDIX B Traffic Collision Manual - Extent of Injury 48 TRAFFIC COLLISION MANUAL (EXTENT OF INJURY) 4.5.4 Extent of Injury. Mark "X" the type of injury which best describes the condition of the injured party. a. Fatal Injury. Dead at the time the collision report is prepared. b. Severe Wound, Distorted Member. "Severe wound" is a cut or laceration of the 'skin from which blood flows freely or saturates clothing. It is not an injury that merely oozes blood. A "distorted member" is an arm, foot, finger, etc., that is not in a normal position; usually due to a fracture or serious sprain. c. Other Visible Injuries. "Bruises" are discolored or swollen places where the body has received a blow. Bruises include black eyes and bloody noses. "Abrasions" are areas of the skin where the surface is roughened or broken by scratches or rubbing. A little blood generally oozes from abrasions. Skinned shins, knuckles, knees and elbows are abrasions. "Swelling" is a lump, etc., often combined vfith a bruise or abrasion. d. Complaint of Pain. This classification is for those who say they want to be listed as injured, but do not appear to be so, persons who seem dazed, confused, or incoherent (unless such behavior can be attributed to intoxication, extreme age, illness, or mental infirmities), and persons who are limping, but do not have visible injuries. Classify in this group any person who is knoi/m to have been unconscious as a result of the collision although it appears he has recovered. In this group may be both fraudulent claims of injury, and interna or other non- visible injuries which ^n.11 later be proved authentic. APPENDIX B APPENDIX C 1. Specifications - Harley Davidson 2. Specifications - Honda CB750 3- Dimensional Drawing - Honda CB750 k. Specifications - Moto Guzzi 750? page 1 5. Specifications - Moto Guzzi 750, page 2 50 51 G E N E R A L NOTÉ: Model FL specifications also apply to model F LP unless otherwise stated. DIMENSIONS Wheel Base . . Overall Length Overall Width . CAPACITIES Fuel Tanks: (U.S. Gal.) F L /F L H 61.5 in. 89.0 in. 36.5 in. FX 62.7 in. 92.0 in. 33.0 in. Total Small . . Large . . 1973 FX 3.5 5.0 3.6 Oil Tank . . . Transmission ENGINE Reserve 1.0 1.2 0.7 . 4 Quarts (U.S.) 1 -1 /2 Pints (U.S.) Model Designation Letters Number of Cylinders . . . . T y p e ................................... Horsepower . . . FLH . . . F L . . . . . Taxable Horsepower....................................................... 9.44 B o r e ..................................................... (87.3mm) 3-7/16 in. S tro k e ........................................... (100.8mm) 3-31/32 in. Piston Displacement.................. (1207 cc) 73.66 cu in. Torque....................... FLH . . . 70 Ib -ft at 4,000 R.P.M. F L . . . . 64 Ib -ft at 3,600 R.P.M. Compression Ratio. . . FLH *8 to 1 F L 7.25 to 1. Spark Plug (Heat for average use) No. 3-4 NOTE: The engine V .I.N . number is stamped on the right side of the engine crankcase and frame steering head. Always give this num ber when ordering parts or making an inquiry. TRANSMISSION Type ........................................... Constant Mesh 4 Forward 3 Forward 1 Reverse ...........................FL - FLH 2 . . . 45 Degree V Type 66.0 HP ai 5,200 R.P.M. 57.0 HP at 5,200 R.P.M. SPROCKETS A N D Internal Ratios - 1 s t .................... 2 n d .................... 3 r d .................... 4th or reverse GEAR RATIOS 3.00 2.71 1.82 1.50 1.23 1.00 1.00 2.66 SPROCKET TEETH A LL MODELS 4 SPEED TRANSMISSION 3 SPEED TRANSMISSION Clutch........................37 Transm ission.........22 SOLO SIDECAR SOLO SIDECAR FX (1973 & L a te r).. 23 Rear W h eel.............51 23 24 22 FL FLH FL FLH Engine Sprocket F L -F L H 1973 & Later FX F L-FL H 1973 & Later FX FL -F L H 1973 & Later FX 23 24 19 22 Overall Gear Ratios 1st (Low) 2nd 3rd 4th 11.19 6.79 4.59 3.73 10.71 6.51 4.40 3.57 10.74 6.50 4.39 3.57 10.25 6.24 4.21 3.42 11.69 7.09 4.79 3.90 11.20 6.80 4.60 3.73 10.01 5.60 3.73 9.69 5.36 3.57 12.20 6.75 4.50 10.57 5.84 3.90 TIRE DATA TIR E SIZE TIR E PRESSURE - POUNDS MODEL FRONT REAR FRONT REAR SIDECAR SOLO RIDER F L H /F L 5.10 X 16 5.10 X 16 20 24 FX 3.75 X 19 5.10 X 16 18 24 RIDER AND ONE PASSENGER F L H /F L 5.10 X 16 5.10 X 16 20 26 FX 3.75 X 19 5.10 X 16 18 26 RIDER AND ONE SIDECAR PASSENGER OR 150 LB. LOAD F L H /F L 5.10 X 16 5.10 X 16 22 26 20 Above tire inflation pressures are based on rider and passenger weights of approximately ISO lbs. each. For each 50 lbs. extra weight, increase pressure of rear tire 2 lbs., front tire 1 lb., and sidecar tire 1 lb. IMPORTANT: Above tires supplied as original equipment are identified on the sidewall as follows; Goodyear 5.10 x 16 Speed Grip and Goodyear 3.75 x 19 Sport Rib. These tires are of special design to provide maximum roadability, and should be used exclusively for re placement. CAUTION: Use only 5.00/5.10 x 16 inner tubes with 5.10 x 16 size tires - 5.00 x 16 tube does not fit correctly. 3.75 x 19 size tire must be used on taper base rim wit’ 3.25 x 18, 3.25 X 19 inner tube. Revised 10-72 1-1 52 a 0 ( 0 n d 1 & w I ( U a •H Specifications Item English M etric M odel name HO NDA M odel CB 750 Curb weight 5173 1b. 235 kg F R A M E Type Double cradle tubular steel Suspension, front Telescopic fork Suspension, rear Swinging arm Tire size, front 3.25—19 (4 PR) Tire size, rear 4.00—18 (4 PR) Fuel tank capacity 5.0 U.S. gal., 4.0 Imp. gal 18 lit. E N G IN E Type O H C. air-cooled, 4-cycle Cylinder arrangement Four cylinders in line Bore and stroke 2.401x2.480 in. 61 x63 mm Displacement 44.93 cu. in. 736 cc Compression ratio 9.0 ; 1 Carburetor Keihin four. piston valve Valve train Chain driven over head camshaft Max. horsepower 67 PS @ 8,000 rpm Max. torque 44.12 ft-lb @ 7,000 rpm 6.1 kg-m @ 7,000 rpm O il capacity 7.4 U.S. pt., 6.2 Imp. pt. 3.5 lit. Lubrication system Forced pressure and dry sump Engine weight (Include oil) 176.3 lb. 80 kg D R IV E T R A IN Clutch M ulti-plate type Transmission 5-speed, constant mesh Primary reduction 1.703 Secondary reduction 1.167 Gear ratio 1st 2.500 2nd 1.708* 3rd 1333 4th 1.097 5th 0.939 Final reduction 2 812 M in. turning circle 16.4 ft. j 5 m TECHNICAL DATA Dim ensional drawing E O E C Z Z ( E 6 Z ) 9 ^ Z (972)00Z (riE)S08 (8-S £)0l6 ( I WII 55 o I T N 8 ■ ê w 0 I 0 > 1 •H 56 MAIN FEATURES V 7 750 cc. ENGINE Cycle Number of cylinders Cylinder disposition Bore Stroke Displacement Compression ratio Revs at maximum engine speed Output at maximum engine speed Crankcase Cylinders Cylinder heads Crankshaft Crankshaft supports Connecting rods Pistons 4 stokes 2 - V . 90' 83 mm. 70 mm. 757.486 cc 9 to 1 (326") (2.75") (46.21 cu. in.) 6500 r p m. 60 HP SAE in light alloy in light alloy with hard chromed barrels in light alloy, hemispherical, with special cast Iron Inserted seats steel construction In anti friction material pressed In 2 suitable housings (as used In all F1 race cars) steel construction with AL TIN alloy thin wall bearings In light alloy Valve gear O.H.V., push rod oper,,ated via the camshaft In the crank case and gear driven by the crankshaft. Inlet: — opens 24” before TOC — closes 58” after BDC Exhaust: — opens 58° after BDC — closes 22° after TDC Rocker clearance for valve timing: — 0.5 mm. (.0196") Normal rocker clearance (cold engine) — Inlet 0.15 mm. (.0059") — exhaudt 0.25 mm. (.0098") Carburation 2 deirOrto carburetors type VHB 29 CD (right) and VHB 29 CS (left) both gravity fed from the tank. Standard carburetor setting — Choke 29 mm. — Throttle s..de 60 — Atomizer 265 — Main jet 145 — Pilot jet 45 — Starter atomizer 80 With needle SV9 set at second notch from top: Idling screw open 1 and V 2 turns for the left carburetor and 1 and 3/4 — 2 turns for the right carburetor. With needle SV5 third notch from top: Idling screw open IV2 to 2 turns for the left carburetor and 2 -'” /2 turns for the right carburetor. Air Intake prov'ded with dry filter. Lubrication Pressure, by gear pump driven by the crankshaft Oil strainer In crankcase. Normal lubrication pressure 3.8-4 2 kgs/sq. cm. (54 to 60 lbs sq. In.) controlled by relief valve. Electrically controlled oil pressure gauge. Cooling By air. Cylinder and cylinder head deeply flnrled. Ignition By battery with automatic advance distributor Initial advance: 10“ Automatic advance: 28” Ignition timing 38” full advance Contact breaker gap: 0.42-0.48 mm. (.016-018") Spark plug: n. 225 in Bosch-Marelli scale or equivalent. Plugs point gap: 0.6 mm. (.023") Ignition coil. Starting Electric starter with electromagnetic ratchet control. Ring gear bolted on flywheel. Operated by starter button. Exhaust system Dual exhaust pipes and mufflers. TRANSMISSION Clutch Twin driven plates, dry type, located on the flywheel. Controlled by lever on left handlebar. Gear box Four speeds, frontal engagement. Constant mesh gears. Cush drive Incorporated. Separate casa bolted on cranckase, operated by rocker, Pfdal on the right side of the machine. Engine gear box ratio: 1 to 1.375 (16-22) Internal gear ratios: — Low g e a r ............................1 to 2.230 (13-29) — Second gear . . . . 1 to 1.333 (18-24) — Third g e a r ............................1 to 0.954 (22-21) — High g e a r ............................1 to 0.750 (24-18) Secondary drive By constant ^pecJ double joint, cardan shaft. Layshaft bevel gears-rear wheel ratio: 4.375 (8-35) Overall gear ratios: — Low g e a r ................................................ 1 to 13.413 — Second g e a r ......................................... 1 to 8.015 — Third g e a r ................................................ 1 to 5.735 — High g e a r ................................................ 1 to 4.510 57 FRAME Duplex cradle, tubular structure. Suspension Telescopic front fork incorporating hydraulic dampers. Rear swinging fork with externally adjustable springs. Wheels 18x3 rims, front and rear. Tires 4.00x18 front and rear, block type (high speed). Tire pressure Fron* tire: solo with passenger Rear tire: solo with passenger 1.5 kgs/sq. cm. = 21 p.s.1. 1.8 kgs/sq. cm. = 25 p s i. 2.0 kgs/sq. cm. = 28 p.s.i. Note ■ > The above recommendation Is for normal riding (cruising speed). If using the machine at constant high speed or on motorways, the above pressures should be Increased by 0.2 kgs/sq. cm. (2.8 p.s.1.) Brakes Twin leading shoes front brake operated by hand lever on the right handlebar. Large rear brake operated on left hand side of machine. Overall dimensions and weight — W heelbase............ 1.470 mts. (about 57A") — L en gth.................... 2.245 mts. (about 88 J") — Width . . . . 0.830 mts. (about 32 6") — Height (dry) . . . . 1.070 mts. (about 42.1") — Minimum ground clearance 0.150 mts. (about 5.9") — Curb weight . . . . 228 kgs. (about 502 lbs) Performance Maximum permissible speeds and gradients cllmable In each gear, solo riding. Low gear: 62 kms/h (38.5 m p h.) climbing ability: 60'.., Second gear: 104.250 kms/h 64.6 m.p.h.) climbing abi lity: 40% Third gear: 145.250 kms/h (89.2 m.p.h.) climbing abi lity: 20% High gear: 185.276 kms/h (115 m.p.h.) climbing abi lity 8% Fuer consumption 37 m.p.g. (US). Measured according to CUNA standards. Fuel and oil capacities Fuel tank: 22.5 liters (5 84 US gis.) Including about 4 liters reserve (about 1 US gl.) • Petrol 98 NO (Regular octane) • Sump 3 liters (3V« quarts) Shell Super Motor Oil 100 • Transmission 0.750 liters (1% pints) Shell Splrax 90 E.P. - Rear wheel drive 0.180 liters (0.4 pints) Shell Splrax 90 E.P. - Front fork damqers 0.160 liters = 5.4 oz US Shell Tellux 33. 58 O I T N OO •H N M g O -p â CM Q > f J Û •H 59' APPENDIX D 1. Raw Accident Data - Central Los Angeles Area - 1973 2. Raw Accident Data » Central Los Angeles Area - 1972 3. Raw Accident Data - Central Los Angeles Area - 1971 h. Raw Accident Data - Central Los Angeles Area - 1970 5. Raw Accident Data - Central Los Angeles Area - 1969 6. Raw Accident Data - West Los Angeles Area - 1973 7. Raw Accident Data - West Los Angeles Area - I972 8. Raw Accident Data - West Los Angeles Area - 1971 9. Raw Accident Data - West Los Angeles Area - 1970 >- e [= q . U a p T O O V J O O S T l'B O 0n O J < M L r \ H l ”- H i H - = l - O J L f \ p H O O O O O O O O O O O O s n i T i q . s o T i C p o g J O j J B d on CM L T N i rW O V O V O V O V O CM-=h cm r-i O O O iH O O O iH iH O H h" j L m p u i J O a jc n q .'S M . . T h r H C M C M V O r H r H V D C M t H r H M O O O O O O O O O O O O O K C pa s 0 / W J O p s o d s O i r \ L f\ CM L r \ O L f \ L T \ O L r \ O L r \ on LT\.zd- M0 C M0n \ O - z ± r - 4 CMO\CM a O B d i i i i - [ 'B T q . T U i J O u o f q . ' B o o T C O C Q C Ü C Q C Ü C O C Ü C O C O H C Ü W p q K P 5 A A P = Î A P a : p : î E p î E 0 / M J O a d i î i e@gasï8ïe§eg • O M a iO i C o J o q .o p ^ b - t - 0 \ - = t r-i 0 \ r H b— U D O O CM 0 \ CM r - | L r \0\ \ O b - C M C O i r \ C M t — r-i c j N r - i O N o n o n m o o n o c M O i H o n ^ o n .z d -_ c r..c r_ :f_ c r..c r.z d -.z d -_ c r F d H O O T a jiL T 8 q .0 i o 6- v o - = r _ d - - d - CM o C M -=r o n ^ VO \ o on VO GO GO LTV VO r-i r-i on_=L o o u o T J s d x g o / H 00 o n b— r-i OO OO o n o \ o n VO o \ o -Zf- -Z^ r-i J -B j: i C p o g % CM CM C M C M C M O O n o O L T V O 1 —1 1 —1 t—1 1 —1 1 —1 1 —1 CM 1 —1 1 —1 1 —1 1 —1 CM I ^qSjBh L r \ L T \ L f V L r \ i r \ L f V L f v i r \ L r \ o o urv 0\ t — C — C — t— C — OOVOVO LPkOO o 1 —1 1 —1 t—1 1 —1 1 —1 t—1 t—1 1 —1 1 —1 1 —1 1 —1 CM CM CM CM CM CM (On O CM ,0 \ CM on ' C C C C [" — [" — VO D — t ~ — VO ["— t“ a ^ V r - i . . = h m O C M L r N O N O i H - = T L f N V O on on on on on on CM o n o n o n cm cm q .B @ g r—1 -Z f 1 —1 O C M C M O O o n r - i O C M - z h r - i L T N ON r-i VO ON ON LON LTN r-i ION ON LTN VO a d i C j j P 'S O H p q O M O m A A A A M A A p a A p o A u i o / M 0 < i î < : < i : 0 < t î < 0 0 M < i ! 0 u o T S T i i o o J O a d X i A ( x < p i - i P ^ P Q f e P i4 A 0 p iilC t, 0 a o « j j : n g iC -B A p -B o g S u - ç q - q S - c g s j t a q q . ' B a / i i X - e a W W A W B : S E 4 P «4 f ^ ; 3: p t , p 4 S î S C O Ê H s q .'e a o n o n o n o n o n o n o n o n o n o n o n o n L— t— L— [ — ■ t— - b— L— L— L— L— - f— LTN On t— O C — <X) t” - - = T t— VO -z f ON C M O O C M C M O r H C M C M C M i H C M H irv V O b— b— OO OO CO CO ON CO H O O O O O O O O O O r H r - i a u i - c i IfNOLrNlfNLfNLrNLrNlfNlfNLTNlfNlfN C M r - i H - Z t r - i O O O n o n r - i C M L T N o n o n v o - z t v o cmc o l t n l t n o t - c o i— j 1 —1 O 1 —1 1 —1 r— i 1 —1 t—1 1 —1 CM O O 6o on t a 0) I t o 3 t à k C ( U O t d " ë A I •H Ü Ü < I I X <V 6 4 I j u a p T O O V J O a s n i e o V O V O V O f H C M f H O O i - t O J C O O O C V J C n o n c O H t H C M r H , O O O H O O O O O O O O O O O O O O O o m T j , j s o t ; X p o g J O q .Ji'eg VO VO VO VO VO VO OJCVJ OOVOVOVO-zt CM-zd-VO OJ OOLTN OJ r— 1 r— 1 1 — 1 O O rH O OJ O rH rH rH rH O i— 1 i— 1 i— 1 C M X j n p u i J O a j n q . 'B i i C M OJ rHVOr H VO -z d-VOC M CM VO VD OJ-z tr H C Mr- l- zt- =f O O O O O O O O O O O O O O O O O O O ë > 4 1 D / M J O p o a d g o O O L O v i r v t r v o n o i o v t r v o o i o v O O O u n l t s o r H ^ H , z j - v o o o c M O J C M C M c n m o j i r \ i r \ q .O B d n ii x ' s t q . f u i J O t i o x q . - e o o i D/M J O o d X j i g g g s g g g s g g g g e s g s s s s *o|i axoiCojojOH VO VO VO b - l f \ CO b — O N W VO CO VO OvOOOJVO CM-d- b— C O C M C M V O C ? N ir vC M C M L P vC M O J C O O C M O V O V O t— CM b— O CJn Ov Ov Ov O V O On O O CTn Ov O O i O vO O Q 0 \ C O W CO CO CO CO W CO CO W W c o c o w c o c o w CO CO 1 dHO I B j o j i V O O V O C M V O O J V O O O C M r H O O C M O C M V O C M C O O O VO C J n VO V O COb— (OUOb”- W V O W V O b -V O b - W VO VO aouataadxg o/M W W O VO OO O V W V D O W W O W > -W VO VO rHO O Lf NOO VOC OrHtO CM COV OrH rH W CM VO W W JBg Xpog ^ uo ir\ ir\ iCN CM CM O i/vb— co Lf\ icv if\ lo UA ifv oo c o w r H r H r H i H r H r H C M r H r H r H r H i —I r H r H r H rH rH O i r v i r v o o i r v u A i / v i / v c M t r v o o u o L r v i L f v o L r v u o ovvo o c— b— b— o t ”- c r \ w o o o o O O O O O W b — VO o\ r H r H C M r H r H r H C M r H r H C M r H r H C M r H r H r H r H r H r H q.q2-taH C M C 7 \ t r \ ( 0 \ H C M C O C 3 N C M C O H H C O H r H r H C M O W b— VO b— VO b— b— b“ VO b— b— b“ b— b— b“ b— b— b— b~ b”— C O c O O O O v C J N r H b -O C J N V O b — V O V O b - W C O O O r H CMCOCMCMCMCOCMfOCMCMCMCMCMCMCOCOCOCOCO > JBag rH i-H rH rH rH W" rH rH ^ W" C M C M C M O C M O O r H C O O O O O O O O O C M O l f \ L f \ l T \ O v l / V O N O V b - r H OVOvCJNCJNOsOVt/NONrH LTv adiCi paoa fx3|jqfxjpqQpqpqAOpQ<t:ixlpqpqpPOQAA qq-TM paAiOAUi o/M O O O O O O O O M O O M O O O O O M O uoxsixxoD JO odXj, ao'Bjans X-BAp-eog Suxq-qS-pq jcaqq.'Ba/i Xbq l 3 : : g 5 : E - i e 4 : 3 : E - i : 3 : E 4 E - t E 4 C 0 A E 4 S : 5 : k k E 4 oq.-B Q CMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCM b— b~ b“ b— b— b— b— b~* t~* b— b— b“ b— b— b~ b~ b~ b— b— C O t O C O W O l / N b - r H C O C O H C O b - b - O C M r H O O O O C M C M C M C M C O O C M r H r H r H C O C M C M O C M C M O O ^ ^ ^ CM CM CO W W ifV irv b -O O CTNOVrHrH rH CM CM CM O O O O O O O O O O O O O r H r H r H r H r H H , auixi O O O ir s ir s o o iC N irN L T v C M ir vLP virvo o i t n i t n o o O O O W C M C M L f V l / N O C O r H L r V r H O C M C M W C M C M C M C M C M O L T V C O V O U N O C M W C M O O C X U O b - b - W C M CM CM CM CM 1—1 rH rH rH i—i CM rH i—1 O r— 1 O O i—| i—| i—| 6i O J t — 3 I IQ 0 > r H S) 5 to 5 k I O c d I I •H 0 u < 1 I % ( Û Î 62 q.uapxoov Jo a snag i H C M W C V l C M i H r O C ü i H C M i H C M b - W i H C ü r H O O O O O O O O O O O O O O O O O ainxj, js o q XW>4S>4S>4{2i^SS>4>4>HW>4|2; jCpog JO q.J'BH v û O J O j v û i r N V O r H V o o j o j c n i r N i r N o o v D V D V û O O i H i H O i H C M O O O r H O J C M C M i H O O iCanpui JO aonq.-eii CM 0 N \0 r4 C M C J nVO iH iH iH W C M iH iH iH C M iH O O O O O O O O O O O O O O O O O 0 I 1 O/M JO pood:s O O L r N O O i / N O O i r N o u A i r N O O O O U A r H ' A m m C M V O C M W C M W V O r H l f N t n o O r H C M q.O'Bciiiii I'BXq.xui JO uoxq.-eoo'i M C O W C O M C O P t q c Q W C Q C O C Q C Q H C O C Q M " O/M JO adXj, wSSggS§SS§wSSwS§§ •OM apoiCoaoq-OM t— LCNOOHOOVOirNOb-aDCM ON W ON tn CO b— O ON CM VO r4 00 O N V O r 4 C O O \ C M O l f N r 4 0 0 r 4 b — b— VO VO b~ VO b— VO b— b— b~ b~ O b — ON OO b— o o o o o o o o o o m m c o o o o o o o c o w cn cn cn cn I dHO otaxi lBq.Oi CM CM OO b—VO W CM VO OO ON 00 OO OO CM W W O W W W iH OOOOW ON IfN CM IfN W UOWOO CM OO a o u a x j c a d x a o / M OOO iH O O W r4 W W ON CM W CO ON O CM CM GO CM rH CM CMrHCMCOCMHCMOOCMOOb— rHiH q.B& jC p o g % O b - C O IfN IfN CM rH IfNlfNlfNWVO G V t f N O W IfN CM r H r H r H r H r H r H r H r H r H r H r H r H C M r H r H q .q 9 x a ii I f N O O O l f N l f N l f N O O O O O O l f N O O b - ON VO ON ONOO b^ IfN b — 00 OO b — C M O O O rH CO b — rH rH rH i— 1 i— 1 < — 1 rH rH rH rH rH C M C M rH C M rH rH q -q S jo H r H O O r H C M r H C M O N O N r H O W V O C M r H C M r H O b~ b~ b~ b— b— VO VO b— b— b— b— b— b— b— b— b~ a S V IfN ITN OO CO b— OO VO b - W IfN VO ON b—VO OO b—VO CMCMOOCMCMOOCMOOOOCMCMCMCMCMOOCMCM I q .3 a g W rH W rH W W W rH O O O O O O r H O O O O O O O C O C M r H O C M C M ON b - ON C?NVO ON ON ON rH CO ONOO IfN IfN ON IfN a d i C i p s o H O A O m H A m A A M A H A A A P q A q q - m P 9 A I O A U I o / M o I to 3 U I o o d I I •H I I < 0 I >4 1 q - u a p T O o v j o a s n ^ o b ~ H i H f H V O W i r v C J C V J C J C J U N C M O d O \ r H o o o o o o o o o o o o o o o o a n i T j , q . s o q > - ( l 2 i S S > 4 W > 4 S S : > 4 > 4 > - l > 4 > - l > H > 4 > H iC p o g J O q ..iB d V O O O C U V O H C J W iH OJ CM rH VO W rH VO CM 1—1 1—1 rH 1—1 1 —I l —1 rH O 1 —1 1 —1 CM O O O O 1 —1 i l i n p u i J O a j t i q . ' e i i -Zf W 1 —1 1—1 VO 0 \ CM 1—1 rH 1 —1 VO 1 —1 1—1 CM CM VO O O O O O O O O O O O O O O O O § 1 1 0 / K J O p a a d g L P k i r \ L P k O O o o u N i r N o i x v o i r \ o o o i H ' A U N V O r H b - C O O O r H f O O O W V O r H C M U N q . o g d m i x ' B i q . i u i J O u o T q . 'e o o q W W C O C O M W C Q W C Q W C Q C Q C Q C Q C O C Q E E a a E E a E w E a a k a a a D / n J O a d i C i g g s s s s s s s s s s s g g s • o j ^ a % o X o ; c o q . O H VO b - r H V O O O m C M V O V O W ON IfV b— CO b— 0 \ ONOO ON VO VO O rH ONOO OO b— CM oO CO VO C M CO UN CO CO CO VO W CO VO CO UN b— VO W VO b— CO CM C O C O C O C O C O C O C O C O C M C O O O C O C O C O 1 d H O B T n j l r a ^ o j i , W VO ON rH CM W VO O U N C O V O V O O O C O W V O CO CO CM CO CO CM CO CO CM UN CO CO rH rH CM CO a o u a x a a d x g o / W b— OO ON ON CM VO CM CM CM rH OO O W O rH OO 1 —1 1 —1 rH W " 1 —1 1 —1 -Æ p o g 2$ O O O O UN b— CO CM UN CM UN W UN CM UN UN VO CM CM 1 —1 1 —1 1 —1 1—1 rH 1 —1 1 —1 1 —1 1—1 1 —1 1 —1 1 —1 U N O U N O O U N O U N U N O U N O O V O U N O OO VO ON ON VO VO OO b— b— OO ONOO b — OO OO CM 1 —1 1 —1 rH rH 1—l i —l i —I r H i —l i —| i —1 i—1 i—1 i—1 i—1 CM q . q g % a H ON CM i H C M C O O O O O C M C M W O r H C M C M V O VO b— b~ b— b— b— b— b~ b“ b— b^ b— b“ b— b— b— a S v CM U N W U N W b - b— ON CM ONOO W b - ON CO oO C O C M C M C M C M C M C M C M C O C M C M C M C M C M C O C M 1 > rH W" rH 1—1 W" O O C M C O O r H U N r H C M C O C M O O O O O ON C ? N UN rH ON rH OO OO UN b— UN b— rH UNC3NCJN a d X j , P 'S O H p q A A A p q A A H H A H A M H p q A m m P 9 A I O A U I 0 / n * ^ o o o o o < * " 3 < m H g X p o g J O qTcucj W VO CO rH 1 —1 OJ 1 —1 1 — 1 X j n a p u i J O a x T iq -U H H C M VO iH O O O O 0 / W J O p a a d s O LfN O UN CM CO VO UN 0 j o a d m i x ' B T j T u i J O u o T q . u o o d K K K 3 8 O O / M J O a d X j , g g S 8 I • O M a " [o X o j[o q .O M rH W- VO C M b— W VO b— C M CO CO CO CO CO CO CO d H O B x u x i T 'B q .O i VO b - OO w CO UN C M C M a o u a x j a d x a o / M ON CO VO O w 6 q.iBH X p o g ^ UN VO UN C M 1 —1 rH 1 —1 1 — 1 ; K q - q S ia M b - UN O UN VD O CT\ b~ I— 1 C M 1 — I l —1 ^ q S x G H . O N W C M C M VO b — b — b— a § v VO W UN o C M CO C M CO cp'Bag rH W O CO rH O 0 \V O UN ON a d X j , p a O H m M A A q q .X M p a A T O A U i o / M << <C A << u o x s x i i o o J O a d iC j, P t-t E » H A pH a o a j j n g X a A p a o a Q «aj <aj «3 ; EH 9 u x q . q S x q < < < 0 M j a q q . B a / ^ < : <3j < : <aj M > M a a A W A CO EH CO EH 0 \ Cr\ ON ON VO VO VO VO a q .a Q CO CO VO CO C M 1 — 1 1 — 1 C M C M 1 — 1 1 —1 0 1 —1 rH 1 —1 rH a i a x j , UN UN UN 0 C M C M O W C T n COCO C M 0 1 —1 rH C M -S ON ( 0 < D I { Q 5 ■ 3 k , I O c d g 1 •H Ü Ü < I M X 0 ) I B q u a p i D O V J O a s n a o OJ C M UN CO rH UN rH O O O O O a n i T i q .s o q R X X X W IS X p o g J O j j a j OJ NO NO VO OJ NO O 1— 1 1 — 1 1 — 1 o rH X i n p u i J O 3 jm q .a M NO OJ O rH On rH O O rH O O O d ë 0 1 D/n J O p a a d g UN UN UN o U N O rH NO CO CO q - o a d m i i a x q . T n i J O u o x q . a o o d a s s ë s a O / M J O a d jC ji § § ê S ë Ê • O M 9 X o X o j: o q .O M CO ON en C J N NO rH rH ON o OJ C M w rH rH rH rH rH 'O W W W W W en 1 H H O a u i x i X B ^ o i OO W NO C M C M O W OO ON ON b -N O rH a o u a x j a d x g q / h CO NO OO O OJ t n t n w OO iH rH q .a a jCpoa % W UN NO 0\cn o\ rH rH rH rH rH X q S x s M O O UN O UN UN O b -O O O NO C — C M rH 1 — 1 C M 1 — I l — 1 q .q S x 3 H UN ON O rH O W b— NO t — b— b— b — a 2 v O r-H W ON t n OO tn t n t n *tn t n C M I l ' e s g 1 — I t n , o o o H C M tn ON ON X C M NO NO a d j î j j p a o g m H A A A A q ^ T M p a A X O A U j o/U < j ; <; «a; O O <3î B O X S X X X o o J O a d v C j, pt| pt| p4 A A Ph a o B j J n g iC a A p a o g < «a; «al « a j < < 2 u x q . q 2 x g A < < < A < j a q j a a / l < 1 «aj X < u i 66 g g q .u a p x o o v J o s s n a o X H C O H H C M W O O O O O O O O O O a m x i q .s o d X W X ^ X W f e X iC p o g J O q .J « a UN OJ H UNNÛ W ND VD C M H O C M r - H H C M H J Ù m Ç u i J O a a n c p a ii On O n C O O n OJOJ ON OJ O O O O O O O O g § s O /M J O p a a d g U N U N O O O O O O en OJ w w w i H H en q .o a d m i p a îQ - T B I J O u o x q .a o o g O /M J O a d iC j, g g g g g g g s ♦ o jji a x o jC o *io q .o ]^ O W o OO w UN o GO UNc O N Û o OO ND NO rH On X O O 0 X 0 0 0 0 h en en en w en en en w 1 d H O T B J O i OJ OJ 1-4 w OJ NO rH OO w X X OO X N D O O W a o t i a x j ô d x a o / M W W W N O O O O J O OJ UN en NO OJ rH en iC p o g ^ X O J r H N O O J W r H X rH rH rH rH rH rH rH 1 t^ q g -p a a ; O O O U N O O O O e n x N o o o XO N N O N O OJ 1 —1 1 —1 1 —1 1 —1 1 —1 1 —1 1 —1 M ^ T G H : X r H O O r H W O e n b— b— b— b— b— b— b— b— a S V On n o w e n N o w w x o j e n c n o n m o n c n o j 1 q -B a g C n r H r H O O O J O J O lr H OJ o O o CO NO o ON On rH On a d X j , p a o a A < A A A A A A q q -T M p a A x o A U i o / M < O O O O M H O u o f S f x i o o J O a d X i p 4 p Q A A A W O p t 4 9 o a j j : n g X a A p a o g S u x q .q S x x J 9 t[ q .a 0 M iC ad < î 6 4 A 6 h P>4S:s S A ; a j B d O JO JO JO JO JO JO JO J X b— X b— X b— X X ; U N O N O O N Û r H r H r H X rH 1— 1 OJ 1— 1 en 1— 1 1— 1 OJ o j o j e n N o x o o j o j O O O O O r H r H r H a in x j; O O U N O N O O U N U N r H C M O U N r H W r H r H NOOOOO UNOJ X X O O rH 1—I O ( —I r H O O r H OJ X O n I—I I to < U I ( A 3 + > 1 0 Q Ô I I •H Ü < I # I s ( U « 6 4 67' X E q . u a p T O O V j o 9 s n a g m v o N O r H r o c v J x u N H O O O O O O O ‘ a t u x i q . s o i Î H X X X X S X X ^ p o g J O j j a g OJ OJ UN w iH CM rH rH O O C M i H O r H C M C M v ü T i p u i J O a a n t p a M V O r H O N O N t n r H N O C M O O O O O O O O d X 1 O / M J O p a a d s U N O O UN UN UN O O 1 —1 rH 1 —1 CM UN NO t— q . o a d i a i % a T q . % n i J O u o x q . a o o q [ s s s s g g e a O / M J O a d v C j, s s e e e g s s i * o j j a x o - ^ a * i o q . o ] ^ CM UN W NO NO rH CM W W - NO NO W UN rH NO W NO NO X N O W UN X ON c o o o m m o o o n o o m 1 d H O a m x j ^ X ^ t ^ o jL U N C M N O O N O G O W O rH W NO NO NO W OO 00 a o u a x j a d x a g / M CM W OO W NO W CM O H CM W CM on CM X : ^ a ^ ^ p o g ^ W W on C M NO NO UN UN rH rH rH rH rH rH rH rH q . q S x 9 M U N O O O W O O O rH OO rH NO ON ONOO OO C M r H C M r H i —I r H r H r H q . q 2 x a H X rH W O n cm rH rH rH X X X NO X X * X X a 2 V O O O o O O O X C M U N mononcMCMCMoncM q . « a g rH rH rH UN O O O O W C M C M O CJn O n O N W rH OO NO X a d X j , p a o g a a a o a a a a q J T M p a A x o A u j o/n < A A A A < H < u o x s x x x o g J O a d j C j , FmüÜAAPmWfx^ a o a j j c n g X a ü p a o g 1 2 u x q . q 2 x g 9 j : a q q .a a i» v s X a g <£ W <d A I2E4E-ISAEHAE4 a t ^ a g r H r H r H r H r H r H r H r H X * X" b— b— b— b— b— b— on NO NO C M u n x n o c m 1 — 1 1 — 1 1 — 1 1 — 1 1 — 1 CM C M O rH on o n w UN UN NO ON O O O O O O O O amxj, UN UN UN UN UN O X CM UNW w rH w o w on ON NO NO X O ON rH X O r H r H O r H r H r H r H 3 I ( Q < U 0 0 5 to a t 1 3 o 3 I I •H Ü Ü c § f f i I M < U E H m Q . a a p T o o v J O a s t i - e o H O J - s r r O r H O J L T N O O o o i r N o o o o o o o o o o a n i T i % s o i iC p o g J O q - j - e d H - d - ' ^ H C V l < M V D V £ ) V £ ) i r \ O O O O i H H C J t H r H O j C j c n C u i J O S v tn q .’B M 1 1 0 / M J O p o a d s o o u N O iT\ ir\ ir\ Lf\ iT\ o m r4 u"\ m r-i CO VO o j CO 1^- q .0 T 3 d ia i T 6 T q . T % i i J O u o T c ^ 'e o o i C Q C Q H f ^ W C Q C O W W C O 0 / M JO A O A O A A A O O O w w w w i n S w w w w • 0 £ î @ -[O v C o J :o q .O M l> - o o i r \V D O cvj VO O i r \ v o i r v c j v o t / N O O D ir v c o c o i r v V O L r \ V O ^ C V I ( M ^ r - I O J _ = f c o c o c o c o c o c o c o c o o o c o 1 d H O o B i T i T e ^ o i VO OO GO (M CO ^ L f V V O O C O U ^ t ^ r H U O r H CO VO rH r ~ \ a o u a x j c a d x a o / m -z f OO GO c\j 0 \ 0 0 ^ CO GO O OO -=!■ iH (M rH C V J -d - %’ 3Si A ) o g % irv rH LTV VO CO O ITV O IC \ ON r H O J i —1 rH 1 —i l —I r H r H r — I r — 1 q . q â T 3 i ^ O O O - d - O N U O O O O O OO OJ GO ON O VO ONOOOO-d- rHCVJr— I r H C M r H r H r H r H C N J C V J C O H C \ J t - H C V J - d - H t - t— t— t— t— t— t— C~* 1^ — t— t— a S V C V J rH O GO O N ^ V O H H V O - d - C O C O O J C V IC O C N J C O C O O J s > q . B 0 a H rH CO rH O ^ O O CO O OJ O N -d rH C V J ON rH VO ON C V J VO a d j C j , p B O d p q p Q p q p q < A A p q p Q A q q - T M p a A i O A U i o / H o < i J o o < ! < 3 < ! o o < t ! u o T S f X p o o J O a c L C jj f q A A A f x j A A A A A a O B J J IT lS - f iB A p B O d S u T c j . q S t T ; O C < î ü O < î P < a ; o < a ; < a J < < i ; < a : < i J < C p q < i ; p £ l < i ; J & s d s s e e s s s S p - s a q .B d o o o o o o o o o o t— t— t— t— t— t— t t — rH OO O J ^ - c O O O V O - d c o o 1 —1 O 1 —1 rH 1 —1 1 —t o O C V J 1 —1 t— GO C V J C V J ^ ^ - d - d rH rH O O r H r H O O O O O O a x n x i O O O O O L f N O O O O N CO U O _ d CO CO C V J rH rH ITN rH rH VO e - O ON CO O _ d i^ - v o Ç V J 1 —1 O cvj 1 —1 1 —I C V J 1 —1 rH rH 68 0 t- 0\ r H I Ui ( U a i 1 to i3 -p ( Q s ( Ô I I •H 0 1 i M M ( U I APPENDIX E 1. Traffic Collision Report - CHP Form 555 Page 1 2. Traffic Collision Report - CHP Form 555 Page 2 3. Traffic Collision Supplemental CHP Form 556 Page 1 4. Traffic Collision Supplemental CHP Form 556 Page 2 5. Traffic Accident Report CHP Form 110 A 6. Traffic Accident Report CHP Form 110 B 7. Traffic Accident Report CHP Form 110 C 8. Report of Vehicle Accident CHP Form 270 Page 1 9» Report of Vehicle Accident CHP Form 270 Page 2 10. Accident Prevention Report CHP Form 208 Page 1 11. Accident Prevention Report CHP Form 208 Page 2 12. Employer's Report of Occupational Injury or Illness CHP Form 121 Page 1 13. Employer ^ s Report of Occupational Injury or Illness CHP Form 121 Page 2 70 TRAFFIC COLLISION REPORT DEPARTMENT OF CALIFORNIA HIGHWAY PATROL INJUR*, V a TAL OH TDW *W *y □ VES □ NO □ O H : PARTY Cl** □ m in o r □ MOO. □ MAJOR □ TOTAL PARTY □ MINOR { 2 MOD, Q MAJOR Q TOT A TO IINJUREO ONLY* VEHICLr* TYPE 57698 - 456 555 Rev U - 7 1 500M OSP C O L L IS IO N N A R R A T IV E I N o . 71 P R IM A R Y C O L L IS IO N F A C T O R e CLOUOV p r o p e r ORIVING* L IG H T IN G A OAfLIGHT C OARK - STREET LI D OARK - NO STREET ROADWAY SURFACE C SNOWY - ICY D SLIPPERY (MUOOY, O ILY , ETC.) ROADWAY CONDITIONS IMARK ONE t o TWREE *TEMSI A HOLES, PEEP RUYS_____________ B LOOSE MATERIAL ON ROADWAY C o b s t r u c t io n on r o a o w a y D CONSTRUE? lON'REPAiR ZONE E REDUEEO RDAOWAV WIDTH R IG H T O F WAV C O N T R O L A CONTROLS FUNCTIONING e CONTROLS NOT FUNCT C CONTROLS OaSCUREO D NO CONTROLS PRESENT T Y P E O F C O L L IS IO N D BROAOSlOE T Y P E O F V E H IC L E F OVERTURNEO G AUTO/PEDESTRIi M O TO R V E H IC L E IN V O L V E D W ITH NON-COLLISION 0 PEOESTRIAN C OTHER MOTOR D MOTOR VEHICLE ON OTHER ROAOWA> flK C O OBJECT OTHER OBJECT P E D E S T R IA N ’S A C T IO N A NO PEOESTRIAN INVOLVEO ION WAGON) R PASSENGER CAR C MOTORCYCLE/SCOOTER D PICKUP OR PANEL TRUC» “ ICKUP OR PANEL TRUCK OR TRUCK TRACTOR H SCHOOL BUS I o t h e r b u s I CONSTRUCTION O T H E R A S SO C IA TE D F A C T O R ONE TO th r e e ITEMS! SION OBSCUREMENT Ï r INATTENTION G STOP & GO TRAFFIC H ENTERING/LEAVING R < PREVIOUS COLLISION MTH ROAO A STOPPEO PROEEEDIKG STRAIGH C RAN OFF ROAO KING RIOHT TURN KING LEFT TURN ING UTURN G b a c k in g I PASSING OTHER ' K p a r k in g m a n e u v e r FROM SHOULOER. MEO- IAN, PARKING STRIP OR PRIVATE ORIVE M OTNER UNSAFE TURNING Q TRAVELING WRONG WAV* A HAO NOT BEEN ORINKU e HBO • UNOER in flu e n c e E UNOER DRUG INFLUENCE H NO UNUSUAL CONOITIONS IN V e s T lO A T E O B Y n CROSSING - NOT IN CROSSWALK IN ROAO - INCLUOES SNOULOER NOT IN ROAO G APPROACHING/LEAVI NO SCNOOL BUS I .D . N U M B E R L UNINVOLVED VEHICLE N NONE APPARENT G im p a ir m e n t no t k n o w n I.D . N U M B E R R E V IE W E D 8 V SKETCH - NARRATIVE CONTINUATION N A R R A T I V E C O N T I N U A T I O N ( U s e r e v e r s e s i d e o s n e c e s s a r y ) - K > - «« ► 55A ( R f V . 10-711 73 0III9 IN A L NO. SUPPLEMENTAL S U P P L E M E N T S F O R M 5 5 5 T R A F F IC C O L L IS IO N R E P O R T DATE OF ORIOINAL INCIDENT LOCATION/SUBJECT TIM E <24001 (FOB STATE USE ONLY) CITATIO i NO. F O R M 5 5 5 N A R R A T IV E C O N T IN U A T IO N O N L Y NEFONTINO DISTRICT P R E P A R E D GY 1 .0 . N U M B E R P R E P A R E D MO. DAY YR. R E V IE W E D - A P P R O V E D BY I.D . N U M B E R NAME/RANK MO. DAY YR. .J, ,.,x «P K C IA L NOTE ARREST OR CITA TIO N N o .. N o .. N o .. (O tIV tt) (CITATION WMWM) CtCTIO»») STATE OF C A LIFO R N IA C A IIF O R N IA H IG H W A Y PATR O L T R A F F I C , A C C I D E N T R E P O R T C O D IN G D Q X K t CCOUIIff) (JUOICUL AitTIICY) ♦ ACCIOtWT W UMttt) A CCIDENT OCCURRED ON (RO UTS N O .. SECTION, OR ROAD. STREET, A L LE Y ) AT INTERSECTION W IT H ..................................................................................................................... (KIOHWAT. lOAO, IT IIIT . A lllT | DAY OF W EEK . OTHER DESCRIPTION ftttllT IT IIIT . NAMKII. TOTAL K IL L » TOTAL > r.» INJURED M I" t. □ P E O E S TB IA N » . O O T % 8. O F IX E D O B JE C T P . [ OTHER MOTOR VBH □ RAN OFF ROAO . Q TR AIN 8. O 8IL.TC LIS T 6 . Q A N IM A L , □ OVERTURNED IN ROAO_________ 1 f . Q OTHER NON C O LL IS IO N ___________ RES. PHO NE........................................................... DRIVEN BY............................................................................................... EXP. .. EM PLOYER.........................................................................................................................................J ................................................................................................................................................................................. • rtltO N . COMIANT ( ( IV tl) THf.) (tIRTHOATI) ..Riirt..rtsp.i (T IA t) TMAtll PRESENT O W N E R ........... • itc iu o t r t A iL iit ) (SASI) (AODMtllT (CITTI EXTENT: O MINOR □ MAJOR g o i n g ................................O N .............. D A M A G E D .................... O MODERATE O TOTAL <01tlCTION) « IT IIIT om MIIMTTAT) «IP I t t O I I . I t OO OM . MONT. tTC.) USES ROAD OR STREET Q FREQUENTLY Q ] RARELY Q NEVER BEFORE DATE DRIVER LAST USED RO AD................................................................. VEH. MOVED TO......................................... ON ORDERS 0F.._............. _________________________________________________________ (LOCATION)______________________________________________________(CMP, POLiCl. P IIV II, C l OWHIW--- IP OTHII. OlVt IAN# ANC AOOIISS (PtIO t TO ACCIOINT) (ALS O LIS T ( I PEDESTRIAN ( (B IC Y C L IS T (— | ENGINEER I I OTHER W HEN IN V O lV s D ) — RES. P H O N E........................................................ DRIVEN BY............................................................................ .. .EXP . EMPLOYER.. ACROSS (P PRESENT O W N E R ......................................................................................................................................................... (tA N I) (AO O EXTENT: O MINOR □ MAJO GOING ................................O N ............................................................... DAMAGED................................................ D MODERATE □ TOTAL (OIIICTION) ( I T t i r r C l HIONWAT) _ ( IP PtNOI I. 11 OOOl. PttCNT. ITC. ) USES ROAD OR STREET |—| f r e q u e n t l y Q r a r e l y j n e v e r b e f o r e DATE DRIVER LAST USED RO AD................................................................ VE H. MOVED TO..............................................................................................................................................................................................ON ORDERS OF (LOCATION)_____________________________ (CHP. POilCt. d t lT lt. Ot OWWII— IP CTWtt. OITI NAN# AtO A B O tltt (P IIO I TO ACCtOtNT) PROPERTY DAMAGED OTHER THAN VE H IC L E S ................................................................................................................................................................................................................................................ OW N ED B Y ............................................................................................... :...........................NO TIFIED? (NAMR) (ADO t i l l ) <CITT> u'n EXTENT OF IN JU R Y (CWtCK %. t I T I t t VOUtO. i. OTHIt V lltR Lt IN JU tlKl, 4. MONINTAITUt OIITOITIO S I N t lt , Ot AI t t t l l t l t . A tlA IIO N I. CONICIOUlNtlS. ■ A O T O t l C A ItllO AW AT IW ttilN C . ilWPINO, CTr . ______ COSPiAIMT O P P A1I 71 VIC TIM W AS (C p to . e t iv ii 7 t IN V E H IC LE □ □ □ ] o □ n □ □ □□□□□□ ADDRESS. TAKEN TO LZJ □ □ TAKEN TO □ □ IT .ADDRESS . .A D D R E S S . BY CZZl □ □ □ □ □ □ □ □ □ □ N A M E .......... TAKEN TO .A D D R E S S .. B Y ________ REPORT MADE BY........................... < o fric tit) C alifornia Highway P atrol form I t o . A «rev. ttO tk -tO t 10.04 ttO w K D A BSF fl.S . SUSl 4*1 75- t r a f f i c A C C I D E N T R E P O R T STATISTIC M DATA A N D OIAO RAM COL. ACCIDENT CHARACTERISTICS DR. 4 DRIVERS A N D VEHICLES RED. 4 PEDESTRIANS PEDESTRIAN W A S: ^Cfcacfc one in each column) Ortw diagram of accident scene betow in reeionable importions, position of eehlcles at rest, slid marls, oilier physical dela, end measurements. Properly Identify yehlcles and hlghweys. acaiei s' .e c M P s io c o o a e o M ® A California Hiohwav Patrol Form 110-B irev. i -i.os» Page 2 76 T R A F F I C A C C I D E N T R E P O R T IN T iR V IiW A N D IN V iS T IO A T IO N SUM M ARY GIvt d«tcrlptlon of iccldtnt tetni, faetuil d iti, tiattmtntSp and odietr't opinion*, eonclmlon*. and rteommtRdttiont btlow: ACCIDENT NUMBER. ..................PHOTO# BY CHP NOTIFIED OF ACCIDENT— DATE. BY WHOM___________________________ INVE9TIOATCD PHOTO# BY. INVEBTIOATION TIME FROM .................T O .... REPORT ..................... TYPED............. IME REPORT# AT STATION APPROVED TOTAL TIME I 1 to -c (RCV. it 77 é t o w im e B: H a A i u a 313I H 3A livis g R 313IH 3A U S M iO gs 5 S i iN aaissv iN àai33v 30 Slivxaa a is n ]« IO N 1 1IM @NV i m o s a o iH V o ze w a o i j o S N O I 'i a i tn O IA lH d iN io iiiv n u T nnoH s r n ih iim q ïiit h as m w la o d n s ih i iN3 ai)3 V 3 1 3 IH3 A 30 idOd3 d V iN B M Il? ) 3 0 3 1 V 1 S i«3 |Md— aMitg Jisis 01 p jim o lO 'O — S « M J 1 0 1 0 0 1 — N 3 3 B 0 nyiO »3uejnsu|— s»ia»s |««o)g jo tdsa o i— xm d IJ03 |ooj— aO B Jog »|:|s o i »|3 ll|)A p « u«0 lO 'O —«I|0 J )U0 3 0 1 —1 U V N V3 a i |) j O MuïJnsu)— 533IAJ1S lOJluag |0 |Oaa 01— 3018 uUlO asuejmul— U3i««s l«Hu>g |o toao oi— 311 h/A <0001 HVHI O IZ HMOd 78 !Î<s action="" for="">ho d a y o f in ju r y , or (b ) r e q u ir e s m e d ic a l tr e a tm e n t o th e r th a n f i r s t a id . In a d d it io n , i f th e in ju r y r e s u lt s In d e a th , a r e p o r t m u s t b e m a d e b y te le p h o n e (4 1 5 -5 5 7 -3 9 6 2 o r A T S S 5 9 7 -3 9 6 2 ) o r to th e C a lif o r n io D iv is io n o f L a b o r S t a t is t ic s S R e s e a rc h , S an F r a n c is c o , w it h in 2 4 h o u r s a f t e r d e a th . FILING OF THIS REPORT IS NOT AN ADMISSION OF LIABILITY I . OFFICE NAME 2 LOCATION CODE 3 . PHONE NUMBER 4 . M AILIN G AOORESS 5 LOCATION, IF OIFFERENT FROM M A IL AOORESS * . HOME AOORESS iNUMBER AND STREET. C IT Y . ZIP ) I I MALE F E m AL 1 2 . WORK PLACE TO WHICH REGULARLY ASSIGNED 1 3 . WAGES 'M ONTHLY RATE) 7 SOCIAL SECURITY NUMBER SA. p h o n e NUMBER I I . OATE OF BIRTH I MO, DAY, YR) I2 A . DATE OF I MO, DAY, YR 1 3 a . AGENCY CODE; I ) 3 8 7 PEOESTRIAN CROSSING GUARD [ ] 3 8 8 NON UNIFORMED □ 3 8 9 UNIFORMED t 4 . ADDRESS. DR IF NO ADDRESS, DESCRIBE SPEC IFIC LOCATION OF ACCIDENT/EXPOSURE 1 5 ON EM PLOYER'S PREMISES? Q NO Q VES PL E A S E DO N O T use THIS CO L U MN CASE NUMBER EMPLOYER NO. OCCUPATION AT WAS EMPLOYEE DOING WHEN INJURED? (BE S P E C IFIC . ID EN TIFY TOOLS, EQUIPMENT DR MATERIAL THE EMPLOYEE WAS USING) ACCIDENT TYPE ESULTEO IN INJURY OR OCCUPATIONAL DISEASE. TELL WHAT AGENCY PART PART OF BODY HJURY DATE 19. NATURE OF INJURY OR ILLNESS AND PART OF BODY AFFECTED 2 0 . NAME AND ADDRESS OF PHYSICIAN 2 t . IF H O SP ITA LIZED . NAME AND ADDRESS OF HOSPITAL 2 2 . OATE OF INJURY OR ILLNESS (M O . DAY. YR) 2 3 . T IM E OF DAYiUSE A .M . OR P .M .) 24 WAS EMPLOYEE UNABLE TO WORK ON ANY DAY AFTER Ü NO n y e s , OA TE(s ) 2 9 . HAS EMPLOYEE RETURNCO TO WORK? [ I NO [ I YE S, OATE RETURNED 2 d . DID EMPLOYEE DIE? I I NO I I YES, OATE DECEASEO REPORT LAO 2 6 . INJURY. IN a n y m a n n e r . INVOLVEO A CRIME AGAINST THE UNITED STATES OR A VIOLATION OF A FEDERAL STATUTE' □ n o □ y es 3 0 . WAS ANOTHER PERSON RESPONSIBLE? LtAtlLlW CMAItA. AAMtt & AOOMAMt ( COOED BY □ t I LUAILITT CAAAItA. A NO I ] YES A OtTAlLAl E M P L O Y E E C E R T I F I C A T I O N : T h e fa c fs s h o w n ofeovo occurofe/y r e f le c t a n in ju r y s u s t a in e d b y mo in th e per- fa rm a n c e a f m y w a r k , __________ ______ TYPE NAME & RANK OF COMMANDER OR ALTERNATE SIGNATURE C M P 121 IR E V 1 -7 4 ) DESTROY PREVIOUS EDITIONS SUPERVISOR'S REVIEW 31 f ] VER IF IE D f a c t s INDICATE THIS INJURY WAS WO RK- REL ATE D 1 I t h i s i n j u r y is n o t c l e a r l y i n d e n t i - I— J f i e o w i t h s t a t e e m p l o y m e n t Sî. CIVE FACTS BEHIND ANSWER IN FSt. 33 . IDE N T IF Y THE UNSAFE ACT OR UNSAFE CONDITION: WHAT COR REC TIV E ACTION IS BEING T A K E N TO PREVENT SIMILAR ACC IDENTS 34 A. IF EMPLOY EE U N A B L E TO OO F U L L OUT Y n CONO IT ION PRECLUOES-----------------*----• l i m i t e d OUTY f 1 NO a p p r o p r i a t e LIMIT EO I__I DUTY A V A I L A B L E □ LIMITED DUTY ARRANGED THE POSSIBILITY OF L1M1TEO DUTY WAS DISCUSSED WITH THE ATTEN DIN G OOCTOR. O' SIGNATURE C LA S3 IF 1C AT ION /RA NK COMMANDER’S REVIEW 35, DO YOU CONCUR WITH REPORT □ IF NOT, EX PL A INr 36, A. T HIS INJURY WAS □ □ B. I HAVE DISCUSSED THIS INJURY WITH THE EM PLOYEE □ y e s □ n o 37. WHEN INJURY CAUSES A LOSS OF WORK AFT ER THE SHIFT ON WHICH THE INJURY OCCURS OR A NEED FOR MEOIC A L CARE. SUBMIT THIS FORM TO SCIF. THE STATE AOI N1STRATIVE M ANU AL REQUIRES THIS FORM TO BE SUBMITTED WITHIN 5 DAYS OF THE INJURY. DO NOT D E L A Y FORM 121 FOR MEDIC. ,. OPINION OR EXTEN SIV E VERI FIC ATI ON . SEE HPM 10.3, C HAP TER 20. I I CHP 121 NOT SENT TO SCIF. NO LOST TIME AND NO MEDICAL CARE INVOLVE D □ CHP 121 SUBMIT TEO TO , OFFICE OF SCIF 38, PER G.O. 10.6, THIS INJURY COUNTED AS c o n t i n u a t i o n f r o m f r o n t □ OISABLING □ NON-DISABLING PAGE 2 O F 2 P A G E S APPmOIX F 1. Coding Instructions - page 1 2. Coding Instructions - page 2 3. Coding Instructions - page 3 83 CODING INSTRUCTIONS Weather: A Clear B Cloudy C Raining D Snowing E Fog F Other Lighting: A Daylight B Dusk-Dawn C Dark-Street lights D Dark-No street lights E Dark-Street lights not functioning Roadway Surface: A Dry B Wet C Snowy-Icy D Slippery (Muddy, Oily, Etc. ) Type of Collision: A Head-on B Sideswipe C Rear end D Broadside E Hit object F Overturned G Auto/Pedestrian H Other Motorcycle Involed with: A Non-Collision B pedestrian C Other Motor Vehicle D Motor Vehicle on Other Road^vay E parked Motor Vehicle F Train G Bicycle H Animal I -Fixed Object J Other Obj ect K Other Road Type: A Conventional, One Way B Conventional, Two Way C Expressway D Freeway E Other Location of Initial Impact: FE Front end RE Rear end LS Left side RS Right side Type of Motorcycle: HD Harley Davidson MG Moto Guzzi HO Honda Nature of Injury: 01 Abrasion, Laceration, Puncture, Cut, Hemorrhage 02 Fracture 03 Dislocation ok Strain, Sprain 05 Hernia 06 Concussion, Contusion, Bruise 07 Burn 08 Inflamation, Irritation 09 Other-Complaint of Pain Part of Body: 00 Upper Extremity 01 Shoulder 02 Elbow 03 Wrist ok Hand 05 Finger 06 Arm, no joint involved 10 Lower Extremity: 11 Hip 12 Knee 13 Ankle 14 Foot 15 Toe 16 Leg, not otherwise classified 20 Body Parts, Not Otherwise Classified: 21 Skull 22 Brain 23 Other head (face, jaw, nose, etc.) 2h Neck 25 Back 26 Torso (rib area, clavical, trunk) 27 Internal Organs 28 Eye 29 Nervous System 30 Body Parts, not otherwise classified Cause of Accident: 01 Other vehicle made unsafe lane change 02 Solo - Lost control (slippery pavement) 03 Other vehicle violated right-of-way 04 M/C rear-ended other vehicle 05 Solo-Wobble 06 Other vehicle rear-ended m/c 07 m/c struck object in roadway 08 m/c violated right-of-way 09 Solo - Front brake defective 10 m/C on wrong side of road 11 Other vehicle on wrong side of road Lost Time: y Yes n No 8f- APEENDIX G Nomogram For Estimating Body Fat, Specific Gravity and Lean Body Weight Statistical Formulas and Notations 88 rP UT TT t O UT K I O o o (D S S lA } V y D 0 1 l> l o N UT M O c û T w i r r r r UT OJ S W i V r W h r h t UT co o C D UT o 8 UT OJ OJ o UT OJ UT M C V J (yiOAV) sai 8 ro t v j Aoog % ° 2 g o o o 8 UT UT O O O ÀllAVèJ9 O U O g J s m S a 3 1 3 lA lllN 3 0 g o S o o o o o UT O UT O œ 0 0 D- D- UT UT O U> S 3 H O N ! Sgi" «go «8m. Üi .. o , ^ 1 1 lis III 89 Statistical Forimilae and Notation The follomng formulae were utilized in the present study; * 1. Point hi serial correlation (r . ) = X - X sdTt) where sd(t) = sample deviation of all scores p Sc q = proportions of scores in two categories of dichotomons variable X Sc X = mean scores on continuous variable of ^ individuals .within the two categories *after Ferguson, G. A. Statistical Analysis in Psychology and Education. McGraw-Hill, New York, 1959* THf 2. Analysis of variance (F) Total sum of squares = Between sum of squares H / SW Within sum of squares = (Total ss) - (Between ss) ^ T 7 . L Between ss Mean square for Between ss = — — _ Within 88 Mean square for Within ss = — - — „ Mean square for Between sb ~ Mean square for Within ss **after Walker, H. M. and Leu, J. Statistical Inference. Henry Holt, New York, I953. 90 3. Pearson product-moment correlation coefficient r = MS XT - (gX)(SY) - (EX) ] [usY - (SY) 3 2 where 2 X = each score squared, then summed 2 where (2X) = each column summed, then squared</s>

Linked assets

University of Southern California Dissertations and Theses

Conceptually similar

PDF

A study of the Los Angeles medical agencies providing care for certain classes of low income groups

PDF

A comparison of training methods in cavity preparations in primary teeth for preclinical dental students

PDF

Factors contributing to patellofemoral joint stress: a comparison of persons with and without patellofemoral pain

PDF

Human and environmental factors contributing to slip events during walking

PDF

A survey of the development of counseling and guidance services in colleges, universities and communities of Southern California resulting from the advisement and guidance program of the Veterans...

PDF

Functional brain correlates for premovement planning and compensatory adjustments in rapid aimed movement

PDF

Community organizations and general plan adoption: a critical evaluation of the effect of community organizations on the adoption of an urban general plan

PDF

The use of occupational therapists or interdisciplinary teams in the evaluation of assistive technology needs of children with severe physical disabilities in Orange County schools

PDF

Nursing and gerontology: A study of professionalism

PDF

A study of the ketone body metabolism of excised rat tissues with respect to labile phosphate content

PDF

The relationship between fatty acid composition of subcutaneous adipose tissue and the risk of proliferateive benign breast disease and breast cancer

PDF

Occupational exposure to extremely low frequency electromagnetic fields as a potential risk factor for Alzheimer's disease

PDF

Rates of cognitive decline using logitudinal neuropsychological measures in Alzheimer's disease

PDF

A cineradiographic and electromyographic study of muscles used in glossopharyngeal breathing

PDF

A qualitative study on the relationship of future orientation and daily occupations of adolescents in a psychiatric setting

PDF

Assistive technology for clients with visual impairments of the Alaska Division of Vocation Rehabilitation: a qualitative evaluation

PDF

Hand function in older adults: the relationship between performance on the Jebsen Test and ADL status

PDF

The unattached Negro woman on relief: A study of fifty unattached Negro women on relief in the Compton district office of the State Relief Administration of California in Los Angeles

PDF

Aspects of judicial administration in California, Ohio and New Jersey

PDF

A follow up study of adapted computer technology training at the High Tech Traning Center of Santa Monica College

Asset Metadata

Creator Meyers, Stanley Henry (author)

Core Title Physical factors involved in injuries to California Highway Patrol motorcycle officers

School Graduate School

Degree Master of Science

Degree Program Safety

Degree Conferral Date 1974-08

Publisher University of Southern California (original), University of Southern California. Libraries (digital)

Tag health and environmental sciences,OAI-PMH Harvest,social sciences

Format application/pdf (imt)

Language English

Contributor Digitized by ProQuest (provenance)

Advisor Pierson, William R. (committee chair), Hurt, Hugh H., Jr. (committee member), Jones, George (committee member)

Permanent Link (DOI) https://doi.org/10.25549/usctheses-c39-330981

Unique identifier UC11313194

Identifier EP65475.pdf (filename),usctheses-c39-330981 (legacy record id)

Legacy Identifier EP65475.pdf

Dmrecord 330981

Document Type Thesis

Format application/pdf (imt)

Rights Meyers, Stanley Henry

Type texts

Source University of Southern California (contributing entity), University of Southern California Dissertations and Theses (collection)

Access Conditions The author retains rights to his/her dissertation, thesis or other graduate work according to U.S. copyright law. Electronic access is being provided by the USC Libraries in agreement with the au...

Repository Name University of Southern California Digital Library

Repository Location USC Digital Library, University of Southern California, University Park Campus, Los Angeles, California 90089, USA