A Lieutenant Colonel assigned to San Antonio, Texas, died in a PMV-2 mishap 3 August 2024 at 1620 local. The Soldier was riding his motorcycle when he was involved in a crash. Local police and emergency services responded, and he was pronounced dead while enroute to the local University hospital. He completed the Basic RiderCourse but was not wearing personal protective equipment. Speed and alcohol involvement are currently unknown.
Since FY19, the Army has lost an average of 28 Soldiers a year to PMV-2 mishaps. This mishap was the 29th PMV-2 fatality of FY24 and below the number of fatalities for the same time last year.
Safety tip
Per AR 385-10
Motorcycle and all-terrain vehicle rider protection. Commanders will ensure that all individuals covered by this regulation wear the following PPE while operating motorcycles, off-road vehicles, and ATVs on the installation and by all Soldiers who ride motorcycles and ATVs at any time on or off Army installations.
(1) Helmets.
(a) In the United States, meet FMVSS 218, United Nations Economic Commission for Europe Standard, BS 6658, or Snell Standard according to DoDI 6055.04. The DOT symbol is on the outside back of the helmet, near the bottom.
(b) Outside the United States, meet the HN standards. If the HN has no standard, helmets must meet at a minimum DOT FMVSS.
(c) Properly fastened under the chin.
(2) Eye protection. Eye protection must meet or exceed ANSI/ISEA Z87.1 for impact and shatter resistance (includes goggles, wraparound glasses, or a full-face shield (properly attached to a helmet)). A windshield or fairing does not constitute eye protection.
(3) Foot protection. Foot protection includes sturdy over-the-ankle footwear that affords protection for the feet and ankles (durable leather or ballistic-type fabric athletic shoes that cover the ankles are acceptable).
(4) Protective clothing. Protective clothing includes long-sleeved shirt or jacket, long trousers, and full-fingered gloves or mittens made from leather or other abrasion-resistant material. Motorcycle jackets and pants constructed of abrasion-resistant materials (such as leather, Kevlar®, or Cordura®) and containing impact-absorbing padding are strongly encouraged. Riders are encouraged to select PPE that incorporates fluorescent colors and retro-reflective material.
Helmets
The most important protective gear.
Choose DOT compliant helmets for impact resistance and head injury prevention.
Full-face helmets offer additional comfort and protection.
Face Shields and Goggles
Essential for protecting the face from wind, insects, and debris.
Ensure they are impact-resistant and free of scratches.
Footwear
Over-the-ankle boots with oil-resistant soles provide protection against burns and impacts, and aid in maintaining grip.
Gloves
Full-fingered motorcycle gloves protect against various elements and injuries.
Ensure proper fit for optimal control and comfort.
Jackets, Pants, Riding Suits
Use leather or abrasion-resistant fabrics for protection.
Designed for comfort and crash protection, with features like wind flaps and fitted cuffs.
Overview
Riding a motorcycle is among the riskier modes of transportation. Not only does operating a motorcycle require more physical skill and strength than driving a passenger vehicle, but motorcycles lack a protective structure, offering the rider virtually no protection in a crash. Furthermore, the motorcycle’s smaller size relative to most motor vehicles may make it less visible to drivers and will also make it more vulnerable in a collision with larger, heavier passenger vehicles and trucks.
Motorcycling increased in popularity in the early 2000s with increases in both motorcycle registrations and VMT during that time. Since 2011, both registrations and VMT have remained relatively consistent (NCSA, 2000; NCSA, 2023).
Along with this growth in popularity and riding exposure was a rise in the number of crashes and fatalities involving motorcyclists. From 2000 to 2008 the number of motorcyclists killed in crashes increased by 83% and the number injured increased by 66% (NHTSA, 2011). Since 2015 more than 5,000 motorcyclists have been killed in traffic crashes annually (NCSA, 2023). Of increasing concern is the rise in fatal crashes since the COVID-19 pandemic for all road users, including motorcyclists (Office of Behavioral Safety Research, 2021).
Despite accounting for only 3.5% of registered vehicles, motorcyclists comprised 14% of all motor vehicle traffic fatalities in 2021. Additionally, motorcyclists were nearly 24 times more likely to die in traffic crashes per VMT than passenger car occupants (NCSA, 2023). Moreover, in 2021, per 100 million VMT, there were 30.68 motorcyclist fatalities compared to 1.22 passenger car occupant fatalities per 100 million VMT (NCSA, 2023).
Although motorcycles lack the protective vehicle structure of passenger vehicles, there are actions motorcyclists can take to protect themselves in a crash. Wearing a motorcycle helmet that meets the performance standards of Federal Motor Vehicle Safety Standard 218 (Motorcycle Helmets, 49 CFR Part 571, 2011; “compliant helmet”) is one of the most effective ways to reduce the chance of serious injury or death in a crash. In 2021 some 39% of fatally injured motorcyclists were not wearing a helmet (NCSA, 2023). Research indicates that helmets reduce motorcycle rider fatalities by 22% to 42% and brain injuries by 41% to 69% (Coben et al., 2007; Cummings et al., 2006; Deuterman, 2004; NHTSA, 2003; NHTSA, 2006; NHTSA, 2019). A Cochrane Collaboration review of 61 studies concluded that risk reductions were on the high end of these ranges (Liu et al., 2008).
A study of hospital data in the 2013 National Trauma Data Bank compared medical outcomes of helmeted versus un-helmeted motorcyclists involved in a crash. Compared to helmeted motorcyclists, un-helmeted motorcyclists were more likely to be admitted to the Intensive Care Unit (ICU), more likely to need ventilation, and more likely to have clinical indicators of significant/severe injury (Patel et al., 2019). Another study found that riders who were wearing a helmet were less likely to have a cervical spine injury (Page et al., 2018). Notably, other studies have found no evidence that helmets increase the risk of neck injuries (Brewer et al., 2013; Potts et al., 2008, Strategy E1; NHTSA, 2000; Philip et al., 2013; Ulmer & Preusser, 2003).
Tips provided by AR 385-10, NHTSA and MSF