ANALYSIS 0T SNOWMOBILE ACCTDEHTS mvowmeif T}. . if, . YOUNG OPERATORS TN THE STATE 0E HEw YORxgzi a; TTTesTs féT The Decree of PTT D MTCHTGAN STATE UNTVERSTTY THEODORE E. HINCKLEY : f A .1971 ' 1,, ,~ lIITITTTTTTTTTTTTTTTTTTTTTTTTTTTTTTl 10609 2665 LIBRARY Michig“ State UHAVK fly This is to certify that the thesis entitled ANALYSIS OF SNOWMOBILE ACCIDENTS - INVOLVING YOUNG OPERATORS IN THE STATE OF NEW YORK presented by Theodore B. Hinckley has been accepted towards fulfillment of the requirements for Ph.D. degreein Education ””25 E 5: Z §fé m unaware-m ‘3-.- 1d “Inn-I G 70 9/ 9 fl ABSTRACT ANALYSIS OF SNOWMOBILE ACCIDENTS INVOLVING YOUNG OPERATORS IN THE STATE OF NEW YORK BY Theodore B. Hinckley Statement of the Problem An estimated one million snowmobiles operating in North America during the 1969-1970 winter season attest to the public acceptance of snowmobiling and hearld a poten- tial snowmobile problem. Due to the high and increasing density of registered and nonregistered snowmobiles, and the concomitant increase in accidents resulting in death and injury to operators and passengers, as well as accompanying property damage, this study endeavored to identify the commonalities of these occurrences. The accidents included 70 on-road and 23 off-road occurrences, in which 75 personal injury-type accidents accounted for 98 personal injuries. The research was conducted in New York because of the atypical registration law which permitted registered snowmobiles use of the highways. Theodore E. Hinckley Methods of Procedure This descriptive survey compiled the factors found to reside with the Operator, the vehicle, and the environ- ment. The young operators were selected for analysis because of the disproportionate accident experience in that age group. Subjects were further selected on the basis of having filed an accident report and the state police completion of a snowmobile accident report form. Ninety-three persons 24 years of age or younger involved in snowmobile accidents in New York State during the 1969- 1970 winter season comprised the population. From the population of 93 individuals, 42 subjects, on whom a special snowmobile accident report had been filed, were utilized for an in-depth study. Data were collected from the accident report, the snowmobile accident report, subject interview, school record report, and abstract of driving record. The data were computer analyzed for dis- tributions of specified record columns and correlation of selected inter-item coefficients. The Major Findings A l. Fifty-seven per cent of the subjects constituting the sample felt that alcohol in their system may have been a factor in the accident. 2. The majority of the subjects would have taken a course in snowmobile Operation and maintenance had it been available before they became accident involved, and slightly less than half still maintained their interest Theodore B. Hinckley in participating in such a course, since they became accident involved. The subjects were involved in the emotional satisfac- tions derived from the snowmobile. Fifty per cent of the subjects in the sample rated themselves better than average snowmobile operators. The majority of the sample subjects were reported to be average students in all respects. The majority of the snowmobiles in this study were unregistered. Vehicle deficiencies were found to be a factor in 11.8 per cent of the accidents in the total pOpulation. Sticking throttle, inadequate lighting or windshield- ing, and high noise levels were factors in four fatal injury occurrences. The majority of accidents occurred under seemingly ideal conditions of weather, light, terrain, and topography. The site of 75.3 per cent of the 93 accidents was the public highway, and in 74.2 per cent of the cases the collision was with another motor vehicle. ANALYSIS OF SNOWMOBILE ACCIDENTS INVOLVING YOUNG OPERATORS IN THE STATE OF NEW YORK 'By Theodore E. Hinckley\‘;h. A THESIS Submitted to Michigan State University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY College of Education 1971 Copyright by THEODORE E. HINCKLEY 1971 ACKNOWLE DGMENTS This study would not have been initiated or com- pleted without the encouragement of numerous individuals and agencies. It is with a feeling of gratitude that these acknowledgments are thankfully given: To Mr. Charles W. Bostick, Director, Mr. Philip K. Raeder, Former Director, and D. Barry Negri of the Division of Research and DevelOpment of the New York State Department of Motor Vehicles for furnishing acci- dent reports, snowmobile accident reports, abstracts of driver's records and encouragement for the study. To the members of the Doctoral Guidance Committee, Dr. Robert E. Gustafson, Chairman, Dr. Calhoun C. Collier, Dr. William A. Mann, and Dr. Robert O. Nolan, who encour- aged this investigation into an emerging area of safety. To K. R. Baldwin, J. R. Bertoni, M. Brown, B. F. Buckingham, B. D. Burke, C. L. Butler, J. A. Cheney, R. S. Crawford, T. Doyle, D. M. Fish, D. W. Gillen, J. D. Harrington, H. Hendrell, D. P. Horan, P. T. Kuno, P. R. LaJoie, P. Moran, C. R. Napper, J. J. Piazza, T. E. Potter, R. A. Racine, B. A. Smith, J. L. Steinfeld, iii H. S. Thomas, E. F. Troha, W. Waligunda, G. E. Ward, P. Weeks and J. W. Wondrasch for assistance during the subject contact phase of the study. To Nancy G. Hinckley, my wife, for continuing encouragement and support from inception to the finale of this study. iv TABLE ACKNOWLEDGMENTS . . LIST OF LIST OF LIST OF Chapter I. II. III. TABLES . . FIGURES . . APPENDICES . THE PROBLEM . OF CONTENTS Growth of Acceptance . Growth of Problems The Current Problem . . Purpose of the Study Assumptions Importance of the Study Definition of Terms Abstract of Operating Record (BS-242 Accident . Motor Vehicle Accident Report Off- Road Accident On- -Road Accident Snowmobile Snowmobile Accident Report Winter Season Organization of the Study . REVIEW OF THE LITERATURE . Snowmobile Accident Statistics 5 A Prevailing Factors in Snowmobile Accidents Summary . . DESIGN AND METHODOLOGY . Selection of the Population_' Selection of the Sample Variables of Concern in this Study Page iii .viii xi ,xiii l—' Chapter Page DevelOpment of the Interview Instrument . . 34 Formulation of the Subject Contact Letter . 35 Evolution of the Subject School Record Request . . . . . . . . . . . 36 Collection of the Data . . . . . . . . 36 Codification of the Data . . . . . . . 37 Procedures for the Measurement of the Variables . . . . . . . . . . . 39 Treatment of the Data . . . . . . . . 39 Summary . . . . . . . . . . . . . 40 IV. ANALYSIS OF THE DATA . . . . . . . . . 41 Commonalities of Accident Data of the Population . . . . . . . . . . . 42 Operator . . . . . . . . . 42 Age and geographical distribution . . . 42 Sex . . . . . . . . . . . . . 42 License status . . . . . . . . . 42 Vehicle . . . . . . . . . . . . 45 Registration . . . . . . . . . . 45 Vehicle make . . . . . . . . . . 45 Horsepower . . . . . . . . . . 45 Environment . . . . . . . . . . . 49 Location . . . . . . . . . . . 49 Weather . . . . . . . . . . . 49 Light . . . . . . . . . . . . 49 Accident . . . . . . . . . . . . 53 Time of day . . . . . . . . . . 53 Day of week . . . . . . . . . . 53 Week of season . . . . . . . . 53 Severity of accident . . . . . . . 53 Type of accident . . . . . . . . 58 Actions preceding accident . . . . . 58 Indicated causes . . . . . . . . 58 Operator Variables of the Sample and Selected Case Summaries . . . . . . 63 Age . . . . . . . . . . . . . 63 Sex . . . . . . . . . . . . . 63 Family Life . . . . . . . . . . . 63 Occupation . . . . . . . . . . . 65 Driving Record . . . . . . . . . . 72 Self-Concept as an Operator of Automobiles and Snowmobiles . . . . . 74 Automobile and Snowmobile Operation Experience . . . . . . . . . . . 77 vi Chapter Physical, Emotional, and Mental State Physical and emotional . Alcohol . . . . . . Speed .. . . . . . Hypothermia . . . . . School relationship and mental Operator suggestions . . Selected Case Summaries . Crossing the Highway . The Parked Vehicle . . The Unseen Obstruction The Unseen Snowmobile . . Vehicle Variables of the Sample Registration . . . Vehicle Condition . . Extra Equipment . . Vehicle Deficiencies . Environmental Variables Surface . . . . . Topography . . Location . . . Choice of Route . Summary . . . . o o o o o o e o o o Fh V. SUMMARY, CONCLUSIONS AND DISCUSSION, AND RECOMMENDATIONS . . . . Summary . . . . . Summary of the Major Findings Summary of Demographic Data Summary of Operator Variables Summary of Vehicle Variables Summary of Environmental Variables Conclusions and Discussion . Discussion of Feelings Not Supported by the Data . . . . . . Recommendations . . . Recommendations for Further Study BIBLIOGRAPHY . . . . . . . . . vii the Sample Page 81 81 81 87 87 92 92 98 99 102 105 108 111 111 111 115 115 119 119 119 121 121 121 127 127 128 128 128 130 131 131 135 137 138 140 Table 3.1 3.2 4.1 LIST OF TABLES Distribution of population by age . . . Distribution of sample by age . . . . Make and frequency of snowmobiles involved in accidents . . . . . . . . . Horsepower of snowmobiles involved in accidents . . . . . . . . . . Distribution of accidents by site . . . Distribution of accidents by weather conditions . . . . . . . . . . Distribution of snowmobile accidents by time of day . . . . . . . . . . Distribution of snowmobile accidents by day of week . . . . . . . . . . Distribution of snowmobile accidents by week of winter season . . . . . . Distribution of accidents by collision or noncollision type . . . . . . . . Distribution of snowmobile accidents by actions preceding the occurrence . . . Distribution of snowmobile accidents by apparent cause . . . . . . . . . Distribution of sample by siblings . . . Occupation of parents . . . . . . . viii Page 29 33 47 48 50 50 54 55 56 '60 61 62 67 68 Table Page 4.13 Distribution of sample by existence of parents in the home . . . . . . . . . 69 4.14 Responses to question: "How did your parents generally treat you?" . . . . . . 69 4.15 Distribution of sample's difficulties in the home environment . . . . . . . . 70 4.16 Distribution of the sample by vocation . . . 71 4,17 Distribution of subjects' driving records by accidents and convictions . . . . . . 73 4,13 Distribution of subjects' driving records by departmental administrative action . . . 75 4,19 Distribution of subject's self-concept as an operator of automobiles and snowmobiles . 76 4.20 Distribution of sample by years of auto and snowmobile experience . . . . . . . 78 4.21 Distribution of sample by amount of sleep preceding the accident . . . . . . . . 82 4,22 Distribution of descriptions of physical ‘and emotional feelings previous to accidents of subjects . . . . . . . . 84 4,23 Distribution of estimated speed of snowmobile by operator prior to the accident . . . . . . . . . . . 90 4,24 Distribution of subjects' school record reports by qualities . . . . . . . . . 94 4.25 Distribution of sample by expressed interest in a snowmobile operation and maintenance educational-program . . . . . . . . . 95 4.25 Distribution of subjects' responses to the question: Do you have any suggestions on how we can make snowmobiling in New York State safer?. . . . . . . . . . . . 96 ix Table Page 4.27 Distribution of subjects' responses to the condition of the vehicle components . . . 114 4.28 Distribution of subjects' responses to vehicle maintenance frequency . . . . . 116 4.29 Distribution of subjects' responses to question: "Can you think of anything about snowmobiles that makes them difficult to operate or might cause an accident?" . . . . . . . . . . 118 4.30 Surface conditions at accident site as reported by subjects . .' . . . . . . 120 4.31 Topography at accident site as reported by subjects . . . . . . . . . . . . 120 Figure 3.1 3.2 LIST OF FIGURES Population of the study of snowmobile accidents winter 1969-1970 . . . . . Area of jurisdiction--Troup A, B, and D . Location of subjects interviewed by county Snowmobile accident involvement of Operators by sex . . . . . . . . License status of Operators involved in snowmobile accidents . . . . . . . Registered status of snowmobiles . . . Location of snowmobile accidents . . . Light conditions at the time of the snowmobile accident . . . . . . . Type of snowmobile accident . . . . . Snowmobile accident victims . . . . . Marital status of subjects . . . . . Family size of married subjects . . . . Hours of snowmobile Operation per year by subjects . . . . . . . . . . Total hours of snowmobile operation by subjects . . . . . . . . . . . Distribution of responses to question relative to being upset, worried, or bothered previous to the accident . . xi Page 30 32 38 43 44 46 51 52 57 59 64 66 79 80 83 Figure 4.13 4.15 Page Distribution of emotional reaction to snowmobile operation . . . . . . . . . 85 Distribution of responses to question relative to whether your snowmobiling is affected by alcohol . . . . . . . . . . . . 86 Distribution of number of drinks consumed by subjects within six hours of the snowmobile aCCident O O O O O O I O O O O O O 88 Distribution of responses relative to alcohol being a factor in the accident . . . 89 Distribution of reported incidence of use of protective clothing by subjects . . . . 91 Distribution of subjects' reactions to the school environment . . . . . . . . . 93 Distribution of the registration status of subject's snowmobiles . . . . . . . . 112 Distribution of operator's opinion of the general condition of the snowmobile . . . . 113 Distribution of extra vehicle equipment . . . 117 On-road snowmobile accidents distribution by subjects and non-subjects . . . . . . 122 Off-road snowmobile accidents distribution by subjects and non-subjects . . . . . . 123 Distribution of accidents for sample by location . . . . . . . . . . . . . 124 Distribution of operator's reasons for the choice of the route on which the snow- mobile accident occurred . . . . . . . 125 xii LIST OF APPENDICES Appendix Page A. Motor Vehicle Accident Report, Form MV 104 . . . . . . . . . . . . 147 B. Snowmobile Accident Report, Form 11/69 . . . 150 C. Interview Instrument . . . . . . . . . 153 D. Subject Contact Letter . . . . . . . . . 159 E. School Record Request Letter . . . . . . . 161 F. Specific Accident Case Information . . . . . 163 G. Vehicle and Traffic Laws Relative to Snowmobiles in Effect During the Study . . . . . . . . . . . . . . 165 H. Paul Siple's Windchill Index . . . . . . . 170 xiii : CHAPTER I THE PROBLEM Motorized over-snow travel became practical when Igor Sikorsky piloted his five-passenger, propeller-driven "sleigh" in 1909 around Kiev in Russia.1 In the United States the revolution of effective vehicles for winter travel came a few years later. In 1913, Virgil D. White, a Ford dealer in West Ossipee, New Hampshire, invented the Model T snowmobile, patented it, and copyrighted the name.2 White converted a Model T Ford truck for snow travel by substituting skis in place of the front wheels and adding an additional differential to the rear which afforded the use of two rear driving half-tracks. Joseph-Armand Bombardier in 1923 attempted to build a propeller-driven sled; his attempt ended in disaster. Mr. Bombardier's first practical snow vehicle, perfected in 1936, was a seven passenger, enclosed cabin on 1C. B. Colby, "Getting the Picture," Outdoor Life, November, 1969, p. 6. 2"The First Snowmobiles," Yankee, January, 1971: pp. 74-79. half-tracks and skis.3 Bombardier's product was very similar to the Model T Ford snow vehicle and the snow vehicles built by Ford Motor Company for Admiral Byrd's Polar expedition in 1928.4 The snowmobile as we know it today was invented and patented by Carl J. Ellison in 1929 in Northern Wisconsin. Ellison's creation possessed ski-like front runners and a rear drive track,5 but lacked the aerodynamic cowling of today's models. In 1959, Bomardier built a snowmobile which was very similar in design to what prevails today. Differ- ences between the 1959 models and today's models of Bombardier or other manufacturers are largely a matter of-detail.6 Growth of Acceptance Sales of snowmobiles have accelerated from 250 units in 1959 to 505, 000 in 1969-1970, with an esti- mate by the industry of 600,000 units for the 1970- 1971 season.7 From utilitarian motives evolved a vehicle which is now the epitomy of winter adventure and recreation. "People used to sit around and hate each other," recalls 3Ronald Schiller, "The Cat that Conquered Winter," Rod and Gun in Canada, 70:10 (November, 1968), p. 11. 4James J. Tuite, Snowmobiles and Snowmobiling (New York. Cowles Book, 1969), p. 5. 5Stephen A. Briggs, II, "Snowmobile History," National Safety Congress Proceedings, 26:40 (1965), p. 40. 6"Snow Vehicles," Machine Desig_, 38: 138 (January, 1966), p. 140. 7H. K. Howe, Snowmobile Industry Sales (Washington, D.C.: International Snomebile Industry Association, June, 1970), p. 1. Maine's Governor Kenneth Curtis. "The snowmobile has changed all that."8 The successful promotional efforts of snowmobile manufacturers have stimulated man's imagination for adventure. Some purchasers are enticed by Ski-Doo's jumping record of 69 feet.9 Other buyers are impressed by record speed, which is officially 114.5 miles per hour.10 However, Tom Earhart, aboard his "super snowmobile,‘ claims a top speed of 170 miles per hour.11 Other prospective snowmobilers are enthralled by the endurance of the snowmo- biles, which enabled the Plaisted expedition to reach the North Pole successfully in 1968.12 The economic impact of the snowmobile is welcomed in most states. For example, the average snowmobiler invests $1200 in equipment and vehicle,13 upon which he pays the sales tax. Most owners register and insure their vehicles. The snowmobiler purchases a trailer to transport his snow- mobile; this trailer, of course, is also registered. The outdoorsman drives to the most snow-covered part of his 8"With an Earsplitting Roar Comes the Marvelous Menace," Life, 66:60, January 31, 1969, p. 60. 9Joel Heath, "Winter Fun Vehicle--The Snowmobile," Consumer Bulletin, March 16, 1970, p. 30. 10J. R. Olsen, "Bad Show Out in the Cold Snow," Sports Illustrated, 32:20, March 16, 1970, p. 30. 11"It Had to Come," The Christian Science Monitor, February 18, 1970, p. 15. 12Heath, op. cit., p. 34. 13D. E. Clarkin, "The Industry Pledge," Proceedings of the International Snowmobile Conference (Minnesota Department of Conservation, February, 1970), p. 5. state for the weekend. Lodging, meals, and fuel are pur- chased, thus affecting the economy of that area. The total amount spent for snowmobiles and equipment during the 1969-1970 season is conservatively estimated at $606,000,000. This estimation is based on the released sales figures and the previously mentioned average invest- ment. No one knows whether sales will continue to increase at such an astonishing rate, and if the sales rate continues, whether it will have an adverse effect on the nation's international balance of payments, since the majority of snowmobiles are imported. Growth of Problems The snowmobile dilemma is a manifestation of our affluent society's need for recreation and adventure. In addition to the economic impact of the snowmobile, there are recreational and environmental facets to consider as well as effects on participants and nonparticipants involved in the snowmobile scene. Generally speaking, man's activities are regulated. For example, any game, contest, or competition has rules and regulations. All forms of transportation have federal, state, and even local regulations. It would appear that the inherent nature of man is such that he needs and requires regulation. Therefore, it seems reasonable that snowmobile travel and recreation likewise be regulated. In addition, manufacturers of transportation units and pro- cessors of ingested products and body preparations are regulated. Even manufacturers of sporting goods are regulated. Therefore, it also seems reasonable that snowmobile manufacturers be regulated in respect to the production of nonhazardous, noninjurious units. The environmental implications of the snowmobile are most often minimized by manufacturers, Operators, and state departments of economic development. There is an effort to "trade—off" the detrimental effects of the snow- mobile on the environment for the economic uplift.l4 The snowmobile engine pollutes atmOSpherically with unburned hydrocarbons; and sonically, with a decibel rating in excess of 85 on the A scale measured at 50 feet, the threshold of damage to human hearing.15 The odor and high noise level have an adverse effect on wildlife, 16 Animals tend especially during times of food scarcity. to overreact to intruders in their sanctuary, resulting in death from exhaustion or starvation. The packing of snow may benefit the wildlife by providing paths; how- ever, it also provides convenient access for predatory 14K. J. Whitney, "Economic Impact of Minnesota Snowmobiling," Proceedings of the Internatignal Snow- mobile Conference (Minnesota Department of Conservation, February, 1970f, p. 33. ‘ 15Richard E. Griffith, "Environmental Impact Work- shop," Proceedings of the International Snowmobile Con- ference (Minnesota Department of Conservation, February, 1970), . 72. 16Richard E. Griffith, "Environmental Quality Impact," Proceedings of the International Snowmobile Conference (Albany, New York: New York State Department of Conservation, May, 1969), p. 80. dOgs to previously inaccessible areas.17 The damage to plant life should not be minimized. The snowmobiler, exercising his pseudoright of eminent domain extending over all lands upon which snow has fallen, has caused exten- sive damage in tree nurseries and tree plantations.18 From a recreational standpoint, the snowmobile fulfills society's hard-pressed need for wholesome winter recreation, especially in areas not topographically suited to skiing. This vehicle has improved the quality of winter adventure for many people, even persons physically incapable of skiing, skating, or snowshoeing. Many clubs and cliques have formed to fulfill the participants' need for association and companionship.19 Implications relating to the participants of snow- mobiling are grim in some respects. The high decibel levels may cause hearing damage to the operator and passengers.20 The high vibration level, added to the high noise level, may cause operator fatigue, which is a factor in accidents, 21 injuries, and fatalities. The lack of sufficient sup- portive padding on the vehicle seat, combined with rough 17Ibid. 18Olsen, loc. cit. 19P. A. Snook, "Snowmobiling," National Wildlife, Vol. 7, December-January, 1969, p. 43. 20A. P. Peterson and E. E. Gross, Handbook of Noise Measurement (West Concord, Massachusetts: General Radio Company, 1969): P. 27. 21D. Bell, "The Move to Harness the Snowmobiliacs," Maclean's, Vol. 80:4 (April, 1967), p. 3. terrain (not jumping), has resulted in multiple compression fractures of the spine.22 Riding in the kneeling position has resulted in "Ski-Doo Knee," a chronic, pretibial soft— tissue contusion of the knee.23 Attempts by Operators to live up to the advertisers' projected image has produced many tragic results.24 Exposed mechanisms are another omnipresent hazard,25 as well as sudden upset from unseen obstructions.26 For nonparticipants, the snowmobile represents an invasion of their privacy, either by trespass or by sonic pollution from nearby operators.27 They view this as an abridgement of their freedoms. Concern is growing about the sonic pollution, trespass, and efficient access to out-of—the-way cabins and wildlife areas that the 22Stanley E. Chism and A. Bradley Soule, "Snow- mobile Injuries: Hazards from a Popular New Winter Sport," Journal of the American Medical Association, Vol. 209, No. 11 (September, 1969), p. 1673. 23William Castor and Hugh McIntyre, "Snowmobile Accidents," Canadian Medical Association Journal, Vol. 102:421 (February, 1970), p. 421. 24J. W. Martyn, "Snowmobile Accidents," Canadian Medical Association Journal, VOl. 101:770-72 (September, 1§693 I p0 7710 25"The Alluring but Alarming Snowmobile," Family Safety, Vol. 28 (Winter, 1969), P. 5. 26Charles Garrison, "Maine Safety Report," Recreational Industry, November, 1969, p. 13. 27Elizabeth N. Layne, "Abominable Snowmen," Ameri- can Heritage, Vol. 21:113 (February, 1970), p. 113. vehicle affords to thieves, and to outlaw hunters and 28 To the amelioration of these concerns, the fishermen. province of Saskatchewan requires all snowmobiles to have identification on the tread which will leave an identifi- 29 able impression. The tempo and tenor of legislation are increasing as states enact and amend laws to protect participants and nonparticipants alike.30 The snowmobile problem has as many complexities as our present society. This study will deal with only a small segment of the dilemma. The Current Problem A disproportionate percentage of young peOple are victims of snowmobile accidents. In New York, during the winter of 1967-1968, 39 per cent of the operators and 60 per cent of the passengers injured in snowmobile accidents were found to be 24 years of age and younger. For the winter of 1968-1969, the Ontario Department of Transport found that 57 per cent of the accidents involved operators who were 24 years of age or younger.31 28Diane Lansing, "Snowmobiles Push Farther Afield," Christian Science Monitor, November 25, 1969, p. 6. 29"Winter's Horseless Sleigh: New State La -- Proposed Local Regulations of Snowmobiles," Municipality, Vol. 65:30 (February, 1970), p. 30. 30 Ibid., p. 39. 31Ontario Department of Transport, "Snowmobile Collisions on Highways and Roads in Ontario," Prepared for the 1970 International Snowmobile Congress Congress, Duluth, Minnesota, by the Research Section (Toronto, Canada: Ontario Department of Transport, February, 1970), p. 18. The present study was undertaken because of the unusual conditions that existed in New York State during the winters of 1967 through 1970. A unique application of the motor vehicle law allowed snowmobiles to be operated upon the public highways of the state. Snowmobiles were insured and registered for highway use.32 Purpose of the Study The purpose of this study was to determine the operator, vehicle, and environmental factors present in reported snowmobile accidents involving drivers 24 years of age or younger, that occurred during the 1969-70 winter season in the state of New York. Specific tasks involved were the preparation of case summaries of selected snow- mobile accidents involving young operators; the discern- ment of the conditional commonalities present in the accidents studied--specifica11y, those factors most pre- valent related to the operator, the vehicle, and the environment; and the determination of common data regarding reported snowmobile accidents and Operators involved, that occurred during the period of the study and within the selected age group, as obtained from accident reports filed with the New York Department of Motor Vehicles. 32"Vehicle and Traffic Law," New York Department of Motor Vehicles (Albany, New York: September, 1969), p. 193. 10 Assumptions It was assumed that case study data could be gathered and conditional commonalities ascertained through information gathered from the accident report form (MV 104), the driving record abstract (DS-242), the snowmobile acci- dent report form (ll/69), and the school record report. Further, the assumption was made that a structured personal interview would uniquely augment the other collected data. Importance of the Study At this point in time no studies have been com- pleted, that have utilized an extensive personal inter- view. While there have been compilations of accident report data; vehicle studies; and summaries of injury severity, types, and location, the accident victim has been summarily neglected. Public and legislative concern has fostered some inappropriate actions based upon misconceptions. Hopefully, the information revealed through this study will assist concerned persons in making meaningful deci- sions, and help elected representatives in proposing and passing legislation which will deal effectively with the problem. Definition of Terms Abstract of OperatinggRecord (BS-242) A summary of information on file with the New York Department of Motor Vehicles. This information is recorded 11 on magnetic tape and is subject to recall either by name, date of birth, or license identification number. The recorded information includes license restrictions and type; dates and disposition of violations, accidents, and departmental action; as well as descriptions of the actions. Accident An event, occurrence, or happening which is unexpected or undesigned; it has an element of chance or probability, and has undesirable or unfortunate results.33 Motor Vehicle Accident Report The accident report form MV 104 which must be completed by a police officer for any accident meeting statute definitions for on- or off-road accidents. A copy of the report is contained in Appendix A. Off-Road Accident An accident that occurs outside of the highway right of way. Reporting of such occurrences is not required, except in the case of a fatal injury. On-Road Accident An accident that occurs within the highway right way, resulting in personal injury and/or prOperty damage 33Stannard J. Baker and William R. Stebbins, Jr., Dictionary of Highway Traffic (Evanston, Illinois: North- western University, 1960), p. 2. 12 in excess of $150.00 which, according to law, must be reported to the Motor Vehicle Department. Snowmobile A motor-driven sled propelled by an endless track and steered by the use of a ski-like structure, designed to be operated on snow. Snowmobile Accident Repgrt The Snowmobile Report Form 11/69, developed by the Director of the Division of Research and Development, New York State Department of Motor Vehicles, to obtain objec- tive data Tegarding the vehicle, operator, and environment. The Form 11/69 was completed by state police officers for all snowmobile accidents occurring within selected areas of jurisdiction. A copy of the report is contained in Appendix B. Winter Season Beginning October 15, 1969, and continuing through March 15, 1970. Organization of the Study In Chapter II an extensive review of the literature related to snowmobile accidents is presented. The chapter is divided into three categories: accident statistics, summary of prevailing factors in snowmobile accidents, and related studies. 13 In Chapter III the design and methodology of the study, as well as the sampling procedures employed, will be described. The data will be compiled and analyzed in Chapter IV. Tabulations and depictions will be enumerated, in addition to the identification of conditional commonali- ties present in the reported occurrences. Chapter V will contain a summary, conclusions, discussion, recommendations, and suggestions for further research. CHAPTER II REVIEW OF THE LITERATURE Much significant literature has been written con- taining findings and recommendations regarding the snow- mobile syndrome. Some of the recommendations appear to be contradictory; others are the result of researchers' static tests, which should not be applied to vehicle dynamics. This chapter contains the major findings and recommendations which were revealed through a review of the literature. Two major areas, snowmobile accident sta- tistics and prevailing factors in snowmobile accidents, will serve to structure the chapter. Snowmobile Accident Statistics Fleming reported at the First International Snowmobile Conference that state officials from snow belt states disclosed a total of 39 fatal accidents for the winter of 1968-1969. During the same period, the province of Quebec had 24 fatalities and 700 injury-producing accidents, while Ontario reported 29 deaths and 300 non- fatal injuries.l Negri studied snowmobile accidents in 1John P. Fleming, "Summary of Snowmobile Fatalities 1968-1969 Winter Season," A Report of a Study Given at the International Snowmobile Conference (Albany, New York: May 20-21, 1969). 14 15 New York during the 1967-1968 winter. During that period 93 accidents resulted in 79 occupant injuries and four fatalities.2 The Public Utilities section of the National Safety Council reported a 24 per cent injury rate for the use of snowmobiles by public utilities during the winter of 1968-1969.3 A study by Negri in New York of the snow- mobile accident reports for the 1969 calendar year revealed a total of 18 fatal, 316 personal injury, and 64 property- damage accidents.4 The study involved 227 on-road and 171 off-road accidents and represented the final effort by New York State's Motor Vehicle Department in studying snow- mobile accidents, as legislation was passed transferring the regulation of snowmobiles to the Office of Parks and Recreation in the Executive Department.5 The increase in injuries and fatalities was viewed with concern, especially when high and increasing numbers 2D. B. Negri, Accidents Involving Snowmobiles--A Preliminary Review, New York State Department of Motor Vehicles, DIVision of Research and Development, No. 1970-1 (Albany: February, 1970). 3"Snowmobile Survey," Research Committee, Public Utilities Section, National Safety Council (Chicago, Illinois: August, 1969). 4D. B. Negri, Snowmobile Accidents--A Detailed Investigation, New York Department of Motor Vehicles, DiVision of Research and Development, No. 1970-2 (Albany: December, 1970). 5J. L. Harris, et al., "An Act to Amend the Vehicle and Traffic Law and Conservation Law in Relation to Regis- tration, Operation and Control of Snowmobiles," The Assem- bly of the State of New York, No. 4862-A (February, 1970). 16 of accident involvement were attributed to young operators. Ontario reported that 59 per cent of the accidents involved operators 24 years of age and younger.6 Using a group of victims ranging from ages 2 to 63, Martyn found that 60 per cent of those injured were 30 years of age or younger.7 During the 1967-1968 winter season, 59 per cent of the injured and 35 per cent of the fatalities were 24 years of age or younger. Negri reported an increase from the 1967-1968 season to the 1969-1970 season of 32 per cent of the accident operators who were in the 24 year or younger age group.8 A study by McLay, funded by a National Safety Council grant, was conducted in Vermont. Apparently, acci- dent reports or hospital admission records were the orig- inal source of information. Some accident victims were interviewed and members of snowmobiling clubs were con- sulted. McLay's recommendations were related to the opera- tional factors; lacking was any recommendation for further study.9 6Ontario Department of Transportation, "Snowmobile Collisions on Highways and Roads in Ontario," prepared for the 1970 International Snowmobile Congress, Duluth, Minne- sota by the Research Section, Ontario Department of Trans- port, Toronto, Canada (February, 1970). 7J. W. Martyn, "Snowmobile Accidents," Canadian Medical Association Review, Vol. 101:770-72 (SeptefiSer 15, 1969). 8Negri, loc. cit. 9Richard W. McLay and Stanley E. Chism, "A Snow- mobile Accident Study," A Report of a Study Given at the International Snowmobile Conference (Albany, New York, May 20-21, 1969). l7 Negri analyzed 93 snowmobile accidents from the 10 and 398 from the calendar year 11 1967-1968 winter season, of 1969 and the first six months of 1970. In both of these studies,in-depth analyses were performed from the motor vehicle accident reports and the snowmobile accident report forms for traffic and non-traffic accidents. Recommendations were made for further study in the areas of equipment and public information. King performed a descriptive study,in which he evaluated information taken from motor vehicle accident reports, driving records, and telephone interviews. Fur- ther study was recommended in the areas of legislation, equipment, and impact on flora and fauna.12 Most of the literature reviewed was statistically oriented. The content numerically described accidents or mechanical deficiencies of the vehicle. A significant amount of literature dealt with the regions and extent of trauma. Chism stated that the most commonly occurring type of injury was a compression fracture of one or more verte- bral bodies,especially T-ll, T-12, and L-l, occasionally l3 T-4 and L-3. Castor found that 62 per cent of the 10 ll Negri, 1970-1. Negri, 1970-2. 12Alfred S. King, "A Study of Selected Factors Related to Snowmobile Traffic Accidents in the State of Michigan" (unpublished Doctoral dissertation, Michigan State University, 1971). l3Chism and Soule, loc. cit. 18 injuries were incurred by the lower extremity, with 17 per cent occurring to the head, neck, and eyes.14 The statistical studies cited indicated a high and increasing involvement with snowmobiles by young operators. Prevailing Factors in Snowmobile Accidents Unfortunately, the history of accident prevention activities in this country appears to be . . . "Let's permit a series of accidents to occur. Then we will somehow or sometime get around to recognize the problem and plan countermeasures."15 The problem has now been recognized and countermeasures have been suggested by researchers. The use of helmets by operators was first recom- mended by Kao in May of 1969, at the First International Snowmobile Conference.16 During the Safety Committee Meet- ing, McLay advocated the use of goggles with various tinted lenses for protection of the eyes of snowmobile operators,17 A 20 per cent reduction in the casualty rate was Martyn's conservative estimate, in favor of the use of 4Castor and McIntyre, loc. cit. 15Fleming, loc. cit. 16Henry Kao, "Human Factors," Recommendations of a Human Factors Workshop Held at the International Snow- mobile Conference (Albany, New York, May 20-21, 1969). 17Richard W. McLay, "Machine Considerations," Recommendations of a Machine Safety Workshop Held at the International Snowmobile Conference (Albany, New York, May 20-21, 1969). l9 helmets and goggles.18 Many other researchers made less conservative claims, and some even suggested that head and eye protection be required for operation, just as they are 19,20,21122123r24'25 In con- in sanctioned competitions. trast, Hoene, of the International Snowmobile Industry Association, stated, ". . . We wouldn't seriously consider any mandatory helmet regulations until we find out something more about snowmobile accidents."26 The industry's unusual position in regard to head protection seems to substantiate Baker's allogations, ". . . The snowmobile people are not really interested in protection: They just want to sell 27 more of these snowmobiles." The research section of the Ontario Department of Transportation felt more injury and 18Martyn, loc. cit. 19Negri, 1970-l. 20Castor and McIntyre, loc. cit. 21 22 King, loc. cit. Negri, 1970-2. 23Martyn, loc. cit. 24R. L. Withington and L. W. Hall, "Snowmobile Accidents: A Review of Injuries Sustained in the Use of Snowmobiles in Northern New England During the 1967-1969 Season," Journal of Trauma, Vol. 10 (September, 1970). 25R. H. Dominici and E. H. Drake, "Speed on Snow-- The Motorized Sled," The American Journal of Surgery, Vol. 119 (April, 1970). 26Proceedings of the 1970 International SnowmobiTe Congress (Duluth, Minnesota, February, 1970; St. Paul, M1nn- §§6E57_TMinnesota Department of Conversation, March, 1970). 27W. J. Baker, "Discussion," The American Journal of Surgery, Vol. 119 (April, 1970). 20 helmet data were needed before any conclusions regarding the value of protective headgear could be reached.28 Researchers called upon the snowmobile industry to refrain from use of spectacular forms of advertising, such as jumping and other hazardous stunts.29'3o'31'32 During the First International Snowmobile Conference, the industry representatives present agreed to terminate the spectacular scenes in their advertising campaigns.33 Apparently the tenor of the advertising did not change. Many researchers found that the false impressions created as to proper snowmobile use by dramatic commercials did promote sales but did not induce the rational use of the 34,35,36,37 vehicles. Jumping was found to produce approximately 8.5 G's impact on landing, with resultant compression fractures of the spine.38 A survey of films produced by or for the industry revealed a total of 29 films with a total running time of 28Ontario Department of Transportation, loc. cit. 29Chism and Soule, op. cit., p. 1672. 30McLay, loc. cit. 31Castor and McIntyre, loc. cit. 32 . . . 33 . W1th1ngton, loc. c1t. McLay, loc. c1t. 34McLay and Chism, loc. cit. 35Chism and Soule, loc. cit. 36Castor and McIntyre, loc. cit. 37Withington and Hall, loc. cit. 38McLay and Chism, loc. cit. 21 640 minutes. However, only 17 per cent of the films and 16 per cent of the running time were devoted to the instructional or safety aspects of snowmobiling. Equipment difficulties were cited either as a factor in the accident or as contributing to the severity of the injury, by most of the studies and reports deal- ing with snowmobile accidents. One of the most frequently mentioned equipment deficiencies was the lack of suffi- cient supportive, shock-absorbent padding on the Seat.39,40,41’42'43144I45146 The injury related to this deficiency is a chronic contusion diagnosed as "Ski-Doo Knee," which occurs when the vehicle is operated from a 47 Another kneeling position for long periods of time. equipment deficiency often mentioned was the lack of ade- quate lighting. Lights were reported to be inadequate both 39R. C. Sturgis, et al., "Ergonomic Study of Snowmobiles," a Study made at the Highway Safety Research Institute, Ann Arbor, Michigan: Supported in part by an Exploratory Research Grant from the National Safety Council, Chicago, Illinois, June 30, 1970. 4oMcLay, loc. cit. 41Kao, loc. cit. 42Chism and Soule, loc. cit. 43Castor and McIntyre, loc. cit. 44McLay and Chism, loc. cit. 45Richard W. McLay, Paul M. Whalen, and William T. Kurth, "Methods for Eliminating Snowmobile Caused Spinal Injuries," Presented at the International Snowmobile Con- ference (Duluth, Minnesota, February 9-11, 1970). 46Sturgis, loc. cit. 47Castor and McIntyre, loc. cit. 22 for illumination of the intended path ahead and for recognition by other vehicles.48’49’50’51'52'53'54 Throttles locking in the full open position,55’56'57'58'59 compounded by high horsepower yielding high speeds,60'61'62'63 64,65,66 and the inherent instability and ineffective 67'68’69 of the vehicle,have also resulted in 70,71,72,73 steering many tragedies. Ineffective brakes, the hazard of unshielded mechanisms,74’75’76 and ineffective 48McLay,loc. cit. 49Kao, loc. cit. 50Martyn, loc. cit. 51Dominici and Drake, loc. cit. 52 53 Withington, loc. cit. Negri, 1970-2. 54Sturgis, loc. cit. 55Negri, 1970-1. 56Martyn, loc. cit. 57Dominici and Drake, loc. cit. 58Withington and Hall, loc. cit. 59Negri, 1970-2. 60McLay, loc. cit. 61 62 Kao, loc. cit. Dominici and Drake, loc. cit. 63Negri, 1970-2. 64Chism and Soule, loc. cit. 5Martyn, loc. cit. 66Dominici and Drake, loc. cit. 67Chism and Soule, loc. cit. 68Martyn, loc. cit. 69Dominici and Drake, loc. cit. 70McLay, loc. cit. 71Chism and Soule, loc. cit. 72Martyn, loc. cit. 73Dominici and Drake, loc. cit. 74 "Snowmobile Accidents in Canada Winter of 1969- 1970," Canada Safety Council (Ottawa: October, 1970). 75 Chism and Soule, loc. cit. 76Dominici and Drake, loc. cit. 23 77,78,79,80 l maintenance (some performed by dealers)8 were also cited in the literature as factors contributing to accidents or to the severity of the injury. Sturgis recommended many design changes, some of which had already been condemned by other researchers. For example, he recommended a steel reinforcement at the top of the windshield, whereas other studies recommended that the windshield be flexible.82’83 Significant recom- mendations were made by Sturgis in the areas of overall design, seats, footrests, handle bars, brakes, throttle, passenger seating, lighting, and maintenance.84 While many researchers did not make specific recommendations, their discussions and statements of inadequacies were tanta- mount to recommendations for the improvement of those defi- ciencies. Basic remedial activities, based on accident data, were recommended in the areas of legislation,85’86'87 77 78 McLay, loc. cit. Negri, 1970-1. 79 80 Fleming, loc. cit. McLay and Chism, loc. cit. 81Accident Description--Appendix F. 82Dominici and Drake, loc. cit. 83Withington and Hall, loc. cit. 84Sturgis, et al., loc. cit. 85King, loc. cit. 86Chism and Soule, loc. cit. 87Withington and Hall, loc. cit. 24 educational training programs,88'89’90'91'92'93'94'95 vehicle design,96’97’98’99’100’101 and public information 102,103 . . programs. Publicat1on of owners-operators man- 104,105,106 107,108 uals and safety materials, as well as improved forms for accident reporting,109’llo were also recommended by some researchers. Few studies related to the life style of the acci- dent subjects were found. Negri commended that experience indicated a more expedient safety-improvement action would be to modify equipment rather than to attempt to alter 88 89 King, loc. cit. Negri, 1970-1. 90C. E. Garrison, "Maine Safety Report," Recrea- tional Industry (November, 1969), p. 13. 91Raymond T. O'Dell, "Report on Oversnow Vehicles," United States Department of Interior, National Parks Services (June, 1968), p. 17. 92 93 Martyn, loc. cit. Castor and McIntyre, loc. cit. 94Withington and Hall, loc. cit. 95"Snowmobile Survey," loc. cit. 96Negri, 1970-2. 97King, loc. cit. 98McLay, Whalen, Kurth, loc. cit. 99Chism and Soule, loc. cit. looDominici and Drake, loc. cit. 101Withington and Hall, loc. cit. lOZKing, loc. cit. 103Negri, 1970-2. 104King, loc. cit. 105O'Dell, loc. cit. 106"Snowmobile Survey," loc. cit. 107Ibid. 108 109 Negri, 1970-2. King, loc. cit. 110Withington and Hall, loc. cit. 25 111 human behavioral patterns. The use of alcohol relates directly to life style, and was found by Martyn to be the 112 prodrome to a serious situation. Garrison reported that 50 per cent of the fatalities reported in Maine during 1968 were related to heavy drinking prior to involvement.113 Ontario reported that 27 per cent of the operators involved in accidents were identified as ability impaired or had been drinking. Fifty-eight per cent of the fatalities indi- cated alcohol consumption, and 57 per cent of those cases had an alcohol level exceeding 0.17 per cent by weight.114 Two other indicators of life style by the accident subjects 115,116 were imitations of daring deeds and time of accident. Most of the researchers reported both daylight and darkness 117,118,119,120.121,122,123.124 The within one time Span. Canada Safety Council's report is atypical; they recognized it is dark before five, six, or eight o'clock p.m. during 111 112 Negri, 1970-2. Martyn, loc. cit. 113Garrison, loc. cit. 114Ontario Department of Transport, loc. cit. 115Martyn, loc. cit. 116Castor and McIntyre, loc. cit. 117 118 Ibid. King, loc. cit. 119 120 Negri, 1970-2. Negri, 1970-1. 122 121 Garrison, loc. cit. Fleming, loc. cit. 123Dominici and Drake, loc. cit. 124Withington and Hall, loc. cit. 26 part of the winter in the snow belt area.125 Therefore, depictions of light conditions relative to the opera- tional habits of the snowmobile operator were erroneous, due to inappropriate selection of day-night demarcation by many researchers. Summary Findings and recommendations were reported from studies which summarized snowmobile accident data and studies which determined factors prevalent in snowmobile accident occurrences. The Design and Methodology used in this study will be described in Chapter III. 125Snowmobile Accidents in Canada, loc. cit. CHAPTER III DESIGN AND METHODOLOGY The purpose of this study was to compile the factors found to reside with the operator, the vehicle, and the environment which may have contributed to snowmobile acci- dents. Past studies have been able to reveal common factors peculiar to automobile and motorcycle accidents. In 1959 R. W. Bishop conducted a study in Michigan that revealed the common factors contributing to single auto- mobile accidents. Bishop employed the interview as one 1 of his data collecting methods. In 1968 D. R. Johnson conducted a study employing the interview method in Illinois that examined the commonalities contributing to motorcycle accidents.2 In 1971 A. S. King conducted a study in Michigan of selected factors related to snowmobile acci- dents. King also used an interview to gather data.3 It 1Richard W. Bishop, "Case Studies of One Car Acci- dents Involving Young Drivers" (unpublished Ed.D. Disserta- tion, New York University, 1961.) 2Duane R. Johnson, "A Case Study Analysis of Motor- cycle Accidents in Three Illinois Counties" (unpublished Ph.D. Dissertation, Michigan State University, 1968.) 3Alfred S. King, "A Study of Selected Factors Relating to Snowmobile Traffic Accidents in the State of Michigan" (unpublished Ph.D. Dissertation, Michigan State University, 1971.) 27 28 was therefore felt that a personal interview could be used to supplement the information gathered through the Motor Vehicle Accident Report From (MV 104) and the Snowmobile Accident Report Form (ll/69). This chapter includes a description of the methods used to select the population and the sample, variables of concern in this study, development of the interview instrument, formulation of the subject contact letter, evolution of the school record request, collection of the data, codification of the data, procedures for measurement of the variables, and treatment of the data. Selection of the Population Because of the high level of snowmobile accident involvement of young people, the 24 years of age and younger group (see Table 3.1) was selected as the popu- lation of interest for this study. All snowmobile accidents for the selected age group during the 1969-1970 winter season which were reported to the Department of Motor Vehicles via the Motor Vehicle Accident Report Form constituted the population of this study (see Figure 3.1). The population consisted of 93 persons whose ages ranged from 8 to 24 years. The mean, median, and mode of the population were 18.6 years, 17.1 years, and 23.3 years, respectively. 29 TABLE 3.1.--Distribution of population by age. Months Number Percent 271-299 21 22.4 252-270 8 8.5 233-251 11 11.7 214-232 10 10.6 195-213 14 14.9 176-194 18 19.2 157-175 4 4.2 138-156 5 5.3 119-137 1 1.6 100-118 1 1.6 Total 93 100.0 Mean Mode Median Range Months 222.47 280 205 101-288 Years 18.6 23.3 17.1 8-24 30 .onmanmoma Aeneas mucmcfloom OHMDOEBOQD mo apnea men «0 cowumasmomll.a.m Tasman manfiflze 31 Selection of the Sample For the 1969-1970 winter season specific data were collected through the cooperation of the State Police in Troops A, B, and D (see Figure 3.2). Their jurisdictions included major areas of snowmobile operations, which are the northern section of the state along the Great Lakes, the St. Lawrence River Valley, together with several counties in the central portion of the state. From the 93 individuals constituting the population, 59 persons, upon whom special snowmobile accidents report forms were filed, were selected as the sample for this study. How- ever, 16 subjects were eliminated from the sample because eight refused to be interviewed, four were fatally injured, and four had left the state. Thus the final number of individuals comprising the sample of this study was 43. As depicted in Table 3.2, the sample was comprised of 43 persons whose ages ranged from 13 to 24 years. The mean, median, and mode of the sample were 18.9 years, 18.8 years, and 23.3 years, respectively. Variables of Concern in this Study This study was concerned with variables relative to the operator, the vehicle, and the environment. Specific operator variables were: age; sex; family life; occupation; life goal and aim; driving record; self-con- cept as an automobile operator and snowmobile operator; operator experience level; mental, emotional, and physical state; and familiarity with the terrain. The vehicle 32 n.fiW§. .Q can .m .m ODOHHIIQOMDOAUmeSH mo OTHGIT.N.M onnmwh . . T . 2.4.33 .7 w . \ .v. J. . . -p .. 1.3.: . . , T . \J. J . Mr _ s a J. 3:32. 535.0.“ I. I . :91 \\ . A. ,. . .\ {l I T s _ o D In a . .s x 35.35 .ifiER. _. . .no .0 JI. . . wl\.| 9.. . 3:. 'Jpsxii 33 TABLE 3.2.--Distribution of sample by age. Months Number Percent* 271-299 10 23.3 252-270 5 11.6 233-251 5 11.6 214-232 7 16.3 195-213 5 11.6 176-194 9 20.9 157-175 2 4.6 138-156 0 0 119-137 0 0 100-118 0 0 Total 43 99.9 Mean Mode Median Range Months 227.78 280 226 156-288 Years 18.9 23.3 18.8 13-24 *Actual computed value rounded to the nearest tenth. 34 variables were: registration, make, horsepower, speed in the accident, preventive maintenance performed, prOper function of components, and emergency equipment. The environmental variables were: surface conditions, visibil— ity, time of day, and day of week. The sources of these data were: the accident report form (MV 104), the snow— mobile accident report form (ll/69), abstract of driving records (DB-242), school record report, and personal interview. Development of the Interview Instrument The interview instrument was developed to obtain detailed biographical information; to determine the sequence of events leading up to the accident; and to ascertain the driver, vehicle, and environmental condi- tions prior to and at the time of the accident. The following were major considerations in the evolution of the questionnaire: Will the phraseology and order of the questions produce a useful response, be readily understood by the subjects, enhance the subjects' confidence in the interviewer, develop rapport with the subjects, result in frankness on the part of the subjects? With these objec- tives and considerations in mind, conferences were held with Dr. Thomas Mustico, Director of Educational Research, State University College,Oswego; Phillip Raeder, Director, Division of Research and Development, Department of Motor Vehicles; and Robert Young, Deputy Commissioner, Department of Conservation, to gain insight into the types of questions 35 that would be the most effective. Subsequent to these conferences, correspondence was established with Dr. Richard Bishop regarding the use of segments of the interview schedule develOped for his study entitled "One Car Accidents and the Young Driver." An original draft of the questionnaire was dupli- cated. It was pretested on 36 volunteers of the 24 years and younger group. The instrument was critiqued by interviewers and interviewees in light of the objectives and considerations, then revised to incorporate improve- ments suggested from the initial pretest. The second pretest was administered,using the improved questionnaire on 36 additional volunteer subjects of the young age group. The instrument was further revised and a final edition was duplicated in quantity for use with the acci- dent subjects. A copy of the final instrument is attached in Appendix C. Formulation of the Subject Contact Letter A letter was developed to be sent to each person of interest in the sample to solicit his cooperation while expressing concern and consideration for him, and to assure him of his anonymity. The first draft was com- posed and presented to 10 volunteer subjects. Their reac- tions and criticisms were incorporated and then the letters were reproduced and sent to the subjects of the study. A copy of the letter is attached in Appendix D. 36 Evolution of the Subject School Record Request An important aspect of this study was to elicit the cooperation of the subject's school district to pro- vide information regarding his school record. Specific areas of interest were the subject's ability, achievement, social relationships, and history of repeated problems. Of prime concern was the protection of the subject's identity by the school district. Assistance in drafting the request was obtained from the assistant superintendent of schools and the director of pupil personnel services from the Oswego School District. Their suggestions were incorporated in the final draft of the letter. Copies of the school record request were sent to each subject's high school director of pupil personnel services. A copy of the school record request is attached in Appendix E. Collection of the Data The Department of Motor Vehicles provided motor vehicle accident reports for the 93 persons in the popula- tion and 59 snowmobile accident reports for the persons in the sample. The Department of Motor Vehicles also pro- vided 24 abstracts of driving records for the licensed operators in the sample. The remaining 19 subjects were not licensed. 37 Of the 59 persons selected as the sample for this study, 43 subjects were personally interviewed. Sixteen subjects had to be omitted from this phase of the study because eight refused to be interviewed, four were fatally injured, and four had left the state. The interview pro- cedure was as follows: The subject received the contact letter (in some cases a positive written response was returned), the subject was then contacted via telephone by the interviewer, and a mutually agreeable time was arranged for the interview. The 12 interviewers were selected on the basis of successful interview experience with the two pretests, snowmobile experience, interest, and age level. It was also felt that the interviewer being the subject's contemporary would help to establish rapport and insure the veracity of the subject. The location of the subjects interviewed is depicted in Figure 3.3. Because one completed interview was lost during this phase, the sample size became 42. Consequently, based on interview information, only 42 school record requests were sent to the subjects' respective schools and returned. Codification of the Data Codifying manuals were authored for use with the interview instrument, the accident report form, the snow— mobile accident report form, the driving record abstract, and the school record report. Each variable was itemized 38 ‘- .\. .hucsoo he Om3mfl>Hmucfl muomnnsm mo coaumooqul.m.m musmfim msufimse ’ 3.2K .1823 (t\ l l! . J ‘ .fi ' 39 with a selection of responses from 0 to 9. The responses were transferred to a summary sheet by use of the above- mentioned manuals, then transposed to punch cards. Procedures for the Measurement of the Variables The punch cards were submitted to the computer for distribution of specified record columns. Items were then resubmitted for correlation of selected inter-item coeffi- cients. A method of controlling variables was utilized by the use of verifying questions upon which a check was effected. For example, some of the interview responses were verified or refuted by certain items from the acci- dent report form, the snowmobile accident report form, the abstract of the driving record, and the school record report. Treatment of the Data The data were organized into four parts for analysis. Part one deals with the commonalities of the population accident data and the data relative to the population of 93 from the accident report form (MV 104). Part two con- cerns the data relative to the sample of 42 obtained from the interview, the abstract of the driving record, the snowmobile accident report (ll/69), and the school record report. Two inter-item coefficients were calculated for the subject's responses relative to the number of accidents and convictions and the abstract of the subject's driving record. A coefficient was calculated for the subject's 40 self-concept as an automobile operator versus the number of convictions evidenced by the abstract of his driving record. Parts three and four deal with the vehicle and environmental factors,respectively, relative to the 42 subjects, which were predominantly obtained through the interview. The data, as organized, will be presented in table and graph form in the following chapter. Case sum- maries and situational diagrams are provided for additional insight. Summary The design and methodology contained in this chapter described and delineated: the selection of the population and sample, variables of concern in this study, the interview instrument, the subject contact letter, and the school record request. Collection and codification of the data, as well as procedures for measurement of the variables and treatment of the data,were included in this chapter. The results of the computer analysis will be discussed and illustrated in Chapter IV. CHAPTER IV ANALYSIS OF THE DATA This chapter contains an analysis of the data collected by methods described in the preceding chapter. The results of the analysis are reported in four parts, which will serve to structure the chapter. In part one the commonalities of accident data gathered from the accident report form (MV 104) relative to the population of 93 are presented. A compilation of the operator variables and selected individual case summaries obtained from personal interviews, snowmobile accident report (ll/69), abstract of driving records (BS-242), and the school record reports for the sample of 42 resides in part two. The vehicle data findings for the sample of 42, assembled from the snowmobile accident reports (ll/69) and personal interviews are found in part three. Part four contains the analysis of the environmental data relating to the sample of 42, gathered from the snowmobile accident reports (ll/69) and the personal interviews. The analysis of the collected data will be revealed through figures, tables, and statements. 41 42 Commonalities of Accident Data of the PopulatIOn Data from the accident reports (MV 104) relative to the operator, the vehicle, the environment, and the accident pertaining to the population of 93 persons are presented in this section. Qperator Age and geographical distribution.--The age and geographical distribution of the population were depicted in Table 3.1 and Figure 3.1, respectively. The ages ranged from 8 to 24 years. The mean, median, and mode of the population were 18.6 years, 17.1 years, and 23.3 years respectively. The geographic distribution of the popula— tion included the major areas of snowmobile operations which were the northern section of the state, along the Great Lakes, the St. Lawrence River Valley, together with several counties in the central portion of the state. Sex.--The sex of the operator is revealed in Figure 4.1. Only 6.5 per cent of the operators were female, compared with 93.5 per cent males. License status.-—The license status of the popula- tion is shown in Figure 4.2. Of the 93 accident-involved operators, only 48 were licensed. However, 52 of the operators had successfully passed a test of the motor vehicle laws, whereas 41 had not. 43 87 Males 95..% 6 Females 6.5% Total number of operators 95 Figure 4.l.--Snowmobile accident involvement of operators by sex. 44 41 Not Licensed 44.1% 4 Learners 48 Licensed 51.6% Total number of operators 95 Figure 4.2.--License status of operators involved in snowmobile accidents. 45 Vehicle Registration.--Figure 4.3 illustrates the rela- tionship between the registered and non-registered snow- mobiles involved in accidents. Thirty-eight of the snowmobiles were registered, representing 40.9 per cent of the total of 93. The majority, 59.1 per cent, were not registered. The vehicle and traffic laws relative to snowmobile registration may be found in Appendix G. Vehicle make.--Table 4.1 shows that Ski-Doo vehicles accounted_for 50.5 per cent of the occurrences, while the next most frequently involved snowmobile, Polaris, was involved in 8.6 per cent. In an attempt to justify the high percentage of involvement by some vehicles, an effort was made to obtain sales totals for the various makes. All the manufacturers and the Inter- national Snowmobile Industry Association were contacted to obtain this information. Of the 27 manufacturers contacted, only four respOnded (Massey-Ferguson, Inc., Moto-Ski, Yamaha Motor Co., and Chaparal Industries, Inc.). Chaparal Industries, Inc., waslthe only manufacturer to return the sales figures requested. Horsepower.--The horsepower of 60.2 per cent of the snowmobiles was ascertained. The most commonly occur- ring horsepower level was from 17 to 18, accounting for 21.5 per cent of the total. As depicted in Table 4.2, 46 55 Not Registered 59.1% (A CD C ered 40.9% (0 Cl' '031 P r Total number of Operators 95 Figure 4.3.--Registered status of snowmobiles. 47 TABLE 4.1.--Make and frequency of snowmobiles involved in accidents. Name Number Per cent* Ski-Doo 47 50.5 Polaris 8 8.6 Snow Jet 6 6.5 Moto-Ski 4 4.3 'Ski-Daddler 4 4.3 Ski-Roule 4 4.3 Artie-Cat 3 3.2 Scorpion 2 2.2 Fox Track 2 2.2 Rupp 2 2.2 Snow Prince 2 2.2 Evinrude 2 2.2 A M F 1 1.1 Alouette l 1.1 Boa-Ski l 1.1 Johnson 1 1.1 Snowbug l 1.1 Yamaha 1 1.1 Unknown 1 1.1 Total 93 100.4 *Actual computed value rounded to the nearest tenth. 48 TABLE 4.2.--Horsepower of snowmobiles involved in accidents. Horsepower Number Per cent* 10 2 2.2 12 6 6.5 14-16 4 4.3 17—18 20 21.5 19-21 * N 5 5.4 22—24 8 8.6 25-28 10 10.8 45 l 1.1 Unknown 37 39.8 Total accidents 93 100.2 *Actual computed value rounded to the nearest tenth. 49 the horsepower of 39.8 per cent of the vehicles remained unknown. Environment Location.--Table 4.3 reveals the distribution of accidents by site. The location of 75.3 per cent of the occurrences was the public highway. The next most fre- quently occurring accident site is shown to be private property, with a rate of 17.2 per cent. Figure 4.4 con- solidates and clarifies Table 4.3, in that it combines the off-road accident statistics and shows their occurrence rate to be 24.7 per cent. Weather.--Table 4.4 shows that the most prevalent weather condition at the time of the accident was clear, in 60.3 per cent of the accidents. However, the reduced. visibility of snow, sleet, and fog does represent a fac- tor in excess of 39 per cent. Lyggr.--Light conditions are revealed in Figure 4.5. Fifty-one and six tenths per cent of the accidents occurred during daylight. All darkness factors, such as dusk-dawn, lighted, and unlighted areas, tabulated to 48.4 per cent. A 29 per cent level of accident involve- ment was found for the "dark:un1ighted area" classifica- tion. 50 TABLE 4.3.--Distribution of accidents by site. Where Number Per cent* Public Highway 70 75.3 Private Property 16 17.2 Commercial Property 3 '3.2 Club Property 2 2.2 Public Property 2 2.2 Total Accidents 93 100.1 *Actual computed value rounded to the nearest tenth. TABLE 4.4.--Distribution of accidents by weather conditions. Condition Number Per cent* Clear 56 60.3 Snowing 22 23.7 Sleeting 13 14.0 Fog 2 2.2 Total accidents 93 100.2 *Actual computed value rounded to the nearest tenth. 51 25 Off-road «I Accidents 24.75 70 On-road Accidents 75.5% 0 ‘ ‘ Total number of PCCL eras a3 Figure 4.4.--Location of snowmobile accidents. 52 4e Daylight 51.6% 45 Darkness 48.4% 27 Dark=Un11ghted Area 29.0% 15 Dark:Lighted Area 16.1% L A A A L O 10 20 50 4O - 50 Number of Accidents Figure 4.5.—-Light conditions at the time of the snowmobile accident. 53 Accident Time of day.--The most prevalent time of day for 32.3 per cent of the snowmobile accidents, (Table 4.5), was from 2:01 p.m. to 5:00 p.m. This is the time when daylight fades into dusk and darkness, a time when stu- dents are dismissed from school. The time Span from 2:01 p.m. to 11:00 p.m., which traverses daylight to dark- ness, accounted for more than two-thirds of the accidents. Day of week.--Twenty-nine per cent of the accidents occurred on Sunday, as shown in Table 4.6. The weekends, Friday, Saturday, and Sunday, accounted for 54 per cent of the occurrences. A high level of accident experience on Tuesday and Thursday, combined with the most prevalent hours of occurrences and the population mean age of 18-1/2 years, may be indicative of after-school operation by students. Week of season.--Table 4.7 shows high occurrence weeks were December 21-27 and December 28-January 3. It was during these weeks that New York received a record snowfall, as well as the fact that the students were on vacation. Severity of accident.--Persona1 injury is the leading type of accident, representing 80.6 per cent of the population as shown in Figure 4.6. Upon more careful examination of the personal injury accidents, it was 54 TABLE 4.5.--Distribution of snowmobile accidents by time of day. Time Number Per cent* 11:01 p.m.- 2:00 a.m. 7 7.6 2:01 a.m.- 5:00 a.m. 2 2.2 5:01 a.m.- 8:00 a.m. 0 0.0 8:01 a.m.-11:00 a.m. 9 9.7 11:01 a.m.- 2:00 p.m. 12 12.9 2:01 p.m.— 5:00 p.m. 30 32.3 5:01 p.m.- 8:00 p.m. 12 12.9 8:01 p.m.-11:00 p.m. 21 22.6 Total 93 100.2 *Actual computed value rounded to the nearest tenth. 55 TABLE 4.6.--Distribution of snowmobile accidents by day of week. Day Number Per cent* Monday 9 9.7 Tuesday 14 15.1 Wednesday 6 6.5 Thursday 13 14.0 Friday 9 9.7 Saturday 15 16.1 Sunday 27 29.0 Total accidents 93 100.1 *Actual computed value rounded to the nearest tenth. 56 TABLE 4.7.--Distribution of snowmobile accidents by week of winter season. Week of Occurrence Number Per cent* 11-23 11-29 1 1.1 11-30 12- 6 4 4.3 12- 7 12-13 3 3.2 12-14 12-20 10 10.8 12-21 21-27 18 19.4 12-28 1- 3 20 21.5 1— 4 1—10 4 4.3 1-11 1-17 7 7.5 1-18 1-24 5 5.4 1-25 1-31 8 8.6 2— 1 2- 7 2 2.2 2- 8 2-14 1 1.1 2-15 2-21 3 3.2 2-22 2-28 5 5.4 3- l 3- 7 2 2.2 Total weeks--15 Total accidents 93 100.2 *Actual computed value rounded to the nearest tenth. 57 18 Property! Damage 19.4% «'4 IV 75 Personal Injury 80.op Total number of accidents 93 Total Victims 98 Figure 4.6.--Type of snowmobile accident. 58 found that 4.1 per cent resulted in fatalities. Figure 4.7 reveals that in 75 occurrences, 98 persons were injured. These figures indicate that the mode would be multiple victims. Type of accident.--Tab1e 4.8 shows that collision accidents accounted for 92.9 per cent of the occurrences, and that noncollision accidents accounted for 7.5 per cent. The greatest number of collisions, 74.2 per cent, occurred with motor vehicles. The second most common interactor was the pedestrian, in 8.6 per cent of the accidents. Actions_preceding accident.--An examination of actions preceding the accident (Table 4.9) reveals that the most common action was proceeding straight ahead in 47.3 per cent of the cases; the next in frequency of occurrence was crossing the highway, 24.7 per cent. Five and four tenths per cent of the accidents occurred when the snowmobiles were stopped and they were struck by other motor vehicles. Indicated causes.--The apparent causes of accidents in this study are listed in Table 4.10. Leading the list is failure to yield the right-of—way, at 32.3 per cent. The next most commonly occurring cause is excess speed for conditions, at 25.8 per cent. The category "none evident" included accidents such as colliding with a lone tree in 59 4 Fatals 4.1? 94 Nonfatal Injuries 95.9% Total number of personal injury accidents 75 Total number of victims 98 Figure 4.7.--Snowmobile accident victims. 60 TABLE 4.8.--Distribution of accidents by collision or noncollision type. Number Per cent* Collision Cause: Motor Vehicle 69 74.2 Pedestrians 8 8.6 Fixed Object 6 6.5 Train 2 2.2 Animal 1 1.1 Total Collisions 86 92.9 Noncollision Cause: Overturned 4 4.3 Operator fell off 3 3.2 Total Noncollisions 7 7.5 Total Accidents 93 100.4 *Actual computed value rounded to the nearest tenth. 61 TABLE 4.9.--Distribution of snowmobile accidents by actions preceding the occurrence. Actions Number Percent Proceeding straight ahead 44' 47.3 Crossing highway 23 24.7 Turning left 8 8.6 Overtaking another vehicle 6 6.5 Turning right 4 4.3 Stopped in traffic (nonmoving) 4 4.3 Skidding 3 3.2 Parked (nonmoving) l 1.1 Total moving accidents 88 94.6 Total nonmoving accidents 5 5.4 Total accidents ' 93 100.0 62 TABLE 4.10.--Distribution of snowmobile accidents by apparent cause. Apparent Cause Number Per cent* Failure to yield the right-of—way 30 32.3 Excess speed for conditions 24 25.8 Defective equipment 11 11.8 Loss of control 9_ 9.7 Failure to keep right 2 5 5.4 Unseen obstacle 5 5.4 Following too closely 4 4.3 None evident 3 3.2 Overtaken by other vehicle 2 2.2 Total accidents 93 100.1 *Actual computed value rounded to the nearest tenth. b3 the middle of an open field in daylight, and hitting a pedestrian in the middle of an open field in daylight. Operator Variables of the Sample and Selected Case Summaries Utilizing data obtained from personal interviews, snowmobile accident reports (ll/69), abstract of driving records (DS-242), and school record reports, a compilation of operator variables and selected case summaries is presented in this section. The compilation and case sum- maries relate to the sample of 42 subjects of concern in this study. 5.22 The sample's age distribution was presented in Chapter III and was tabulated in Table 3.2. The age characteristics for the sample are as follows: mean age, 18.9 years; mode age, 23.3 years; and a range from 13 to 24 years. The mean age of the sample differed from the mean age of the population by .3 of a year or 3.6 months. Sex -Thirty-nine members of the sample were male and three were female. This represented 93 per cent and 7 per cent, respectively. The sample deviated from the popula- tion distribution by a plus .5 per cent for females. Family Life Ten of the subjects, or nearly 25 per cent, were married (Figure 4.8) and nine had children, for a total 64 10 harried 25.9% Total number of subjects 42 Figure 4.8.--Marita1 status of subjects. 65 of 15 children (Figure 4.9). The distribution of the subjects' brothers and sisters is shown in Table 4.11. Totals of 85 brothers and 46 sisters were reported by the sample, for a total of 131 siblings. The filial family had a mean of 3.28 siblings per family. The occupations of the subjects' parents are revealed in Table 4.12. The highest frequency of occupations reported for fathers and mothers, respectively, was semi-skilled and housewife. The high number for the category "not reported" resulted from subjects not knowing or not wishing to state unem- ployed or an occupation that did not fit their ontology. Four fathers and six mothers of the subjects were deceased. Only two subjects came from homes with separated parents, as shown in Table 4.13. Thirty-five and seven tenths per cent of the sample felt that their parents granted them freedom, and 9.5 per cent felt that their parents yielded them responsibil- ity (Table 4.14). Table 4.15 shows that only one of the subjects felt he had difficulties with his mother. In excess of 61 per cent had normal difficulties or no diffi- culties in the home. Occupation Table 4.16 exposes the fact that 42 per cent of the subjects didn't really have an occupation, since they were students. Most of the other vocations represented were of the skilled or semi—skilled type, as opposed to 66 5 F Number of Subjects 4 P 3 b 2 . 1 . .____1. O O 1 2 Number of Children Total number of children 15 Figure 4.9.--Family size of married subjects. 67 TABLE 4.11.-—Distribution of sample by siblings. Number Had Number Had Number of Siblings Brothers Sisters Totals None 8 14 22 1 9 10 19 2 12 4 32 3 4 l 15 4 3 2 20 5 2 1 15 6 3 2 30 Not Reported 1 8 9 Total Brothers--85 Total Sisters--46 Total Brothers and Sisters of the sample of 42--131 Mean 3.28 siblings per subject in the filial family. 68 TABLE 4.12.--Occupation of parents. Father Mother Occupation Number Occupation Number Semi-skilled ll Housewife 11 Unskilled 5 Factory 5 White Collar 5 Professional 4 Unemployed 3 Clerical 2 Blue Collar 2 Unskilled 2 Professional 0 Domestic 1 Not Reported 12 Not Reported 11 Total Fathers 38 Total Mothers 36 69 TABLE 4.13.--Distribution of sample by existence of parents in the home. State: Living with Number per cent Both Parents 29 69.0 Father--Mother Deceased 6 14.3 Mother--Father Deceased 4 9.5 Mother--Parents Separated 2 4.8 Mother-—Father Unknown 1 2.4 Total 42 100.0 TABLE 4.14.--ReSponses to question: "How did your parents generally treat you?" Treated Number Per cent Granted Freedom 15 35.7 Normal for Age 11 26.2 Strict 8 19.0 Yielded Responsibility 4 9.5 Other 1 2.4 Not Reported 3 7.1 Total 42 99.9 *Actual computed value rounded to the nearest tenth. 70 TABLE 4.15.--Distribution of sample's difficulties in the home environment. Difficulties Number Per cent None 14 33.3 Normal 12 28.6 Some 3 7.1 A Lot 1 2.4 Father Only 1 2.4 Mother Only 1 2.4 Not Reported 10 23.8 Total 42 100.0 71 TABLE 4.16.--Distribution of the sample by vocation. Vocation Number Per cent* Student 18 42.9 Skilled 4 9.5 Mechanic 4 9.5 Machinist 3 7.1 Unskilled 3 7.1 Farmer 3 7.1 Laborer 3 7.1 Clerical 2 4.8 Professional 1 2.4 Unemployed 1 2.4 Total 42 99.9 *Actual computed value rounded to the nearest tenth. 72 the professional type. The results of this table were expected because of the 18.9 years mean age of the sample. Driving Record 7 ‘-A Questions relating to the subject's accidents and convictions were selected as verifiers, and inter—item correlations were performed. The subject's interview responses relative to accidents and convictions were correlated against his abstract of driving record (DS-242). Computation of the Pearson Product-Moment Corre- lation Coefficient yielded r = .080 and r = .599, respec- tively, for accidents and convictions (Table 4.17). Many possible reasons exist for the lack of correlation between the abstract of Operating record and the interview responses. Because the abstracts were obtained soon after the interview, some accidents and convictions may not have been posted. Perhaps the subjects confused arrests and convictions, and since there is a classic court log-jam of traffic cases, it is likely that they might not have been convicted./ Another aspect may have been the subject's confounding any accident with the statute definition of accident, whereas the DS-242 lists only reported statute accidents. Further, the subject's responses would tend to be consistent with his self-concept. 73 TABLE 4.17.--Distribution of subjects' driving records by accidents and convictions. Accidents Convictions Number Record Interview Record Interview 0 34 26 25 21 l ‘6 10 6 12 2 2 4 3 3 3 0 1 2 2 4 0 l 3 l 5 0 0 2 2 6 0 0 0 l 7 0 0 1 0 Totals 42 42 42 42 Coefficients r'= .080 r'= .599 74 Table 4.18 shows the motor vehicle department's administrative actions relative to the subject's driving record. The majority of the sample, 69 per cent, were not subjects of departmental action. Further perusal of the above-mentioned table indicates that of the 24 total actions, some subjects were recipients of more than one action. Self-Concept As An Operator of Automobiles and Snowmobiles Information relative to the subject's self-concept as an automobile operator and a snowmobile operator was obtained through the personal interview. A better than average self-concept as an automobile operator was thought to correlate positively with the number of convictions on the subject's abstract of driving record (DS-242). As shown in Table 4.19, half of the subjects felt they were better than average snowmobile operators, and 45 per cent felt they were better than average automobile operators. There is a correlation of r = .894 between the number of convictions shown in Table 4.17 and the number of subjects rating themselves as above average or better 75 TABLE 4.18.—-Distribution of subjects' driving records by departmental administrative action. Action Frequency Per cent None 29 69.0 Driver Clinic #1 7 16.7 Driver Clinic #2 3 7.1 Suspension #1 l 2.4 Suspensions #2, #3 3 7.1 Revocation 3 7.1 Warning letters #1, #2 3 7.1 Hearing "to show cause" 1 2.4 Total Actions 24 76 TABLE 4.19.--Distribution of subject's self-concept as an operator of automobiles and snowmobiles. Automobile Snowmobile Self Rating Number Per cent* Number Per cent* Superior 3 7.1 2 4.8 Very good 5 11.9 5 11.9 Above Average 11 26.2 14 33.3 Average 12 28.6 17 40.5 Below Average 2 4.8 2 4.8 No Idea 7 16.7 1 2.4 Not Reported 2 4.8 ~1 2.4 Total 42 100.1 42 100.1 *Actual computed value rounded to the nearest tenth. 77 automobile Operators; this correlation again is indicative Of consistency Of self-concept. Automobile and Snowmobile Operation Experience The mean years Of experience for snowmobile Opera- tion by the subjects was 2.54 years, and 3.39 years for automobile operation, as reported in Table 4.20. The range Of automobile operation experience extended from zero tO nine years. While 21.4 per cent Of the subjects had no years Of automobile Operating eXperience, the highest frequency Of experience level (33.3 per cent) was five years. The snowmobile Operation experience ranged from less than one year to seven years. The less than one year experience category accounted for 16.7 per cent Of the sample. The number Of years Of snowmobile experi- ence with the highest frequency was three years, which accounted for 23.8 per cent Of the sample. The number of hours per year Of Operation Of snowmobiles by the Operators is revealed in Figure 4.10. The mean number Of hours Of Operation per year was found to be 106.4 hours. Twenty-six and two tenths per cent Of the subjects Operated more than 201 hours, and 9.5 per cent operated 10 or less hours per year. Figure 4.11 depicts the total hours Of snowmobile operation, with the mean total hours Of Operation as 284.4 hours for the sample. 78 TABLE 4.20.--Distribution Of sample by years Of auto and snowmobile experience. Automobile Snowmobile Experience Years Number Per cent* Number Per cent* 0 9 21.4 7 16.7 1 0 0.0 6 14.3 2 4 9.5 7 16.7 3 4 9.5 10 23.8 4 3 7.1 6 14.3 5 14 33.3 4 9.5 6 3 7.1 l 2.4 7 0 0.0 1 2.4 8 0 0.0 0 0.0 9 l 2.4 0 0.0 Not Reported 4 9.5 0 0.0 Total 42 100.0 42 100.1 Mean 3.39 years 2.54 years *Actual computed value rounded tO the nearest tenth. 79 Hours l-lO . 4 Subjects 9.5% 11-20 4 Subjects 9.5% 21-50 6 Subjects 14.3% J 51-100 6 Subjects 14.5% 101-200 9 Subjects 21.4% J more Than 11 Subjects 26.2% I 201 Not Reported 2 Subjects 4.8% O 2 4 6 8 10 12 Subjects Mean Fours per Year 106.4 Figure 4.10.--Hours Of snowmobile Operation per year by subjects. 80 Hours 1-1c 1 ) Slbject ?.4% ‘r—-——J F———— 13.-30 2 31.,1.‘(:jects 4 .871; 31-50 3 Subjects 7.1% 51-100 7 Subjects 16.7% J 101-200 6 Subjects 14.3% 1 201-500 5 Subjects |11.9% More Than ‘ 501 16 Subjects 58.1% r—— Not Reported 2 Subjects 4.8% r_____m O 4 8 12 Subjects Mean of total hours of operation 284.4 Figure 4.11.--Tota1 hours Of snowmobile Operation by subjects hours. 81 Physical, Emotionali and Mental State An attempt was made tO gather data relative to the subjects' physical, emotional, and mental state pre- ceding the accident. The sources Of this information were the personal interview and the school record report. Physical and emotiona1.--The subjects received a mean Of eight hours and twenty-seven minutes Of sleep the night preceding the accident (Table 4.21). Also, none Of the sample had been injured or ill during the 24 hours previous tO the occurrence. 'However, Figure 4.12 reveals that 19 per cent Of the subjects were upset, worried, or bothered previous to the accident. Data in Table 4.23 indicate that before the snowmobile accident more than 83 per cent were in a physical or emotional state other than normal. The subject's emotional reactions to the Operation Of the snowmobile, as shown in Figure 4.13, were positively oriented, indicative Of a strong cathexis toward the snowmobile. Alcohol.--The use Of alcohol is a segment of the life style and frequently has been found to be a factor in accidents. Some Of the subjects' beliefs regarding alcohol were probed, as well as the amount of alcohol consumed prior tO the accident. The subjects felt that the ingesting Of alcohol did not affect their Operation Of a snowmobile. Figure 4.14 illustrates that 81 per cent believed this way. 82 TABLE 4.21.--Distribution Of sample by amount Of sleep preceding the accident. Hours Of Sleep Number Per cent 5 l 2.4 6 0 0.0 7 8 19.0 8 ' 18 42.9 9 5 11.9 10 6 14.3 11 3 7.1 12 l 2.4 Total 42 100.0 Mean-~8.45 hours 83 8 Affirmative 19% 54 Negative 81% Total number of subjects 42 Figure 4.12.-~Distribution Of responses tO question relative tO being upset, worried, or bothered previous tO the accident. 84 TABLE 4.22.--Distribution Of descriptions Of physical and emotional feelings previous tO accidents Of subjects. Description Number Per cent Normal 7 16.7 Drowsy l 2.4 Tired 3 7.1 Nervous 1 2.4 Bored 1 2.4 Excited 10 23.8 Angry 3 7.1 Other 16 38.1 Total nonnorma1--35 Total 42 100.0 Subject's Descrintion 85 n .-.' lC’ GODd {Luv/o " A 8 Relaxec 21.42 ' V" ‘ sf a?) Llrted 701/6 4 FPBS 90L}a 8 Bxhilercted 18.0% L l 10 15 Subjects Figure 4.13.--Distribution Of emotional reaction tO snowmobile Operation. (‘3 86 a Affirmative 19% 34 Negative 81% Total number Of subjects 42 Figure 4.14.--Distribution Of responses tO question relative to whether your snowmobiling is affected by alcohol. 87 Seventeen subjects reported they had consumed alcoholic beverages within six hours Of the accident. Based on the reported data in Figure 4.15, those who reported drinking had a mean in excess Of three drinks prior to the accident. As indicated in Figure 4.16, 35 answered in some form Of the affirmative relative tO alcohol being a prodrome tO an occurrence . Spg_d.--Table 4.23 indicates the mean estimated speed prior to the accident was 24.8 miles per hour. Speeds reported by the subjects ranged from 1 to 5 miles per hour by 2.4 per cent Of the sample, to 46 to 50 miles per hour by 2.4 per cent Of the sample. The most fre- quently occurring speed interval was 26 to 30 miles per hour by 19 per cent Of the sample. Hypothermia.--The mean reported temperature by the sample was plus 15°F. Combining the mean temperature Of plus 15°F with the mean estimated speed Of 24.8 miles per hour, and consulting Siple's windchill index yielded an estimated mean windchill Of -33°F. Siple's windchill index may be found in Appendix H. The windchill element, when considered in relation to the data contained in Figure 4.17, that only 57.1 per cent Of the subjects used protective clothing, may lead the reader tO conclude that an early stage Of hypothermia was a contributing factor in 42.9 per cent Of the accidents. 88 O 18 Subjects 42.3% ] 1 8 Subjects 19.8% 2 2 ISubjectS 4.0% Drinks 5 NO Sitjects 0.0% 4 1 Subject 2.4% 5 so Subjects 0.0% 6 1 ISubject 2.4% 7 5 Subjects]ll.9% Don't Know 4 Subjects 9.5% Not Reported 5 Subjects 7.1% l i A ’1 O 5 10 15 20 Subjects Mean number of drinks 3.41 Figure 4.15.--Distribution Of number Of drinks consumed by subjects within six hours Of the snowmobile accident. 89 Responses NO 10 Subjects 42.9% Yes 3 Subjects 7.1% Maybe 9 Subjects 21.4% Don't Know 4 Subjects 9.5% Doubtful 8 Subjects 19.0% 0 ; 121‘r 18: Subjects Total number of subjects 42 Figure 4.16.--Distribution Of responses relative tO alcohol being a factor in the accident. 90 TABLE 4.23.—-Distribution Of estimated speed Of snowmobile by operator prior tO the accident. Speed (MPH) Number Per cent Not reported 5 11.9 1 - 5 1 2.4 6 — 10 2 4.8 11 - 15 4 9.5 16 - 20 5 11.9 21 - 25 6 14.3 26 - 30 8 19.0 31 - 35 5 11.9 36 - 4O 4 9.5 41 - 45 1 2.4 46 - 50 1 2.4 Total 42 100.0 Mean estimated speed--24.8 MPH Total estimates--37 91 18 Subjects 42.9% None Reported 24 Subjects 57.1% Used Protective Clothing Total number of subjects 42 Figure 4.17.--Distribution Of reported incidence Of use Of protective clothing by subjects. 92 School relationship and mental state.--The sub- jects' reactions to school are depicted in Figure 4.18. These data indicated a tacit approval Of school by 85.7 per cent, and a rejection Of school by 14.3 per cent Of the sample. Table 4.24 shows that 26.2 per cent Of the subjects had a history Of repeated problems, and 42.9 per cent of the subjects were below average in their social relationships. Table 4.24 further shows that while 14.3 per cent Of the subjects were above average in ability, only 9.5 per cent had above average achievement. Con- versely, while only 19 per cent Of the subjects were below average in ability, 47.6 per cent had below average achievement. Table 4.25 reveals that 57.1 per cent Of the sub- jects would have enrolled in a snowmobile educational program prior to the accident if the program had been available. Only 38.1 per cent Of the sample stated they would not have participated in such a program. Table 4.26 further shows that 45.2 per cent Of the subjects would presently enroll in a snowmobile Operation and maintenance program if it were available. Operator suggestions.-—Table 4.26 shows the sub- jects' responses tO the question: DO you have any sugges- tions on how we can make snowmobiling in New York State safer? The subjects' suggestions are divided into the Reactions Liked a Lot Liked SO - so Disliked Hated Total-number 93 5 Subjects 11.9% 15 Subjects 51.0% 18 Subjects 42.9% 5 Subjects 11.0% Subject 2.4% ‘- «r Subjects of subjects 42 Figure 4.18.--Distribution Of subjects' reactions tO the school environment. (ILL 94 «.ma m.m~ m.m new: o.ooa me s.ua e H.sm em ~.m~ as sameness cmummmmm o.ooa me a.me ms 5.4m mm e.m H muecmsoebcecm Hmfloom o.ooa me c.se om a.me we m.s e bsb2c>cecbe o.ooa we o.sa m s.cc mm m.eH c sueeene undo Hem HOQEOZ undo Mom HOQEOZ pooo Hem HOQEDZ ucwo Hem Honssz wuHHmso Hence mmmum>< 3o~mm mmmnm>< ommuo>< m>on¢ .mmwuflacsv an manomwu OHOOOH Hoonom .muomflASm mo :Oflusofluumflnll.vm.v mqmds 95 TABLE 4.25.--Distribution Of sample by expressed interest in a snowmobile Operation and maintenance educa- tional program. Would Have Enrolled Would Enroll Now Response Number Per cent Number Per cent Positive 24 57.1 19 45.2 Undecided 2 4.8 2 4.8 Negative 16 38.1 21 50.0 Total 42 100.0 42 100.0 96 TABLE 26.--Distribution Of subjects' reSponses to the question: DO you have any suggestions on how we can make snowmobiling in New York State safer? Suggestions Number Per cent Of Sample Operator Age Limits 20 47.6 Require helmets 14 33.3 Courses 10 23.8 Operational tests 19.0 Written tests 16.7 Licensing 11.9 Vehicle Registration 31 73.8 Limit Horsepower 6 14.3 Inspection 5 11.9 Equipment standards 5 11.9 Insurance 3 7.1 Environment Public Information Programs 23 54.8 Ban highway Operation 10 23.8 Crossing warning signs 16.7 Provide more Off-road areas 7 16.7 None 2 4.8 Total Responses 163 Mean Responses per subject 3.88 97 following response areas: the Operator, the vehicle, and the environment. The mean response per subject was 3.88, which indicates that the average subject made nearly four suggestions. The sample's suggestions relative to the Operator were age limits, require helmets, and courses, which accounted for 47.6 per cent, 33.3 per cent, and 23.8 per cent Of the sample, respectively. Other Operator-related suggestions were operational testing, written tests, and licensing, comprising 19.0 per cent, 16.7 per cent, and 11.9 per cent Of the sample, respectively. In the area Of suggestions concerning the vehicle, a majority Of the subjects (73.8 per cent) stated the need for snowmobile registration. Vehicle insurance was the recommendation Of only 7.1 per cent Of the subjects. The subjects made three suggestions that dealt directly with the vehicle. These suggestions, limit horsepower, by 14.3 per cent; inspection, by 11.9 per cent; and equipment standards, by 11.9 per cent, reflected the concern Of 16 Of the subjects. Even though the area Of environment received the least attention by the subjects, it contained their second most frequently occurring reSponse, public information programs (54.8 per cent). Many Of the subjects were con- cerned about the interaction between the snowmobile and other highway vehicles, as evidenced by 23.8 per cent Of the subjects' suggestions to ban highway Operation Of 98 snowmobiles and 16.7 per cent Of the subjects wanting crossing warning signs. Seven Of the subjects felt a need for more Off-road areas. Only two Of the subjects had no suggestions. Selected Case Summaries Summarized on the following pages are four cases which were selected to provide examples Of the most common types Of snowmobile accident occurrences. 99 Crossing the Highway Sample Case #1 i 1 . J Environmental Information Roadway Trail Type: Two lanes, dirt road Type: One lane, temporary Surface: Ice--Snow Surface: Ice--Snow Character: Straight with Character: Straight with up-grade down-grade Condition: NO defects Condition: NO defects Time: 3:30 p.m., Sunday Light: Daylight Weather: Clear, 25°F Factors: Tree on subject's right obscured view Of highway, Sun in subject's eyes 100 Vehicle Information Registered: NO Make: Polaris Colt 1968 Horsepower: 14 Equipment: Headlight, tail light, windscreen, repair kit Components: All functioning properly Maintenance: One week ago Speed: 25 mph Operator Information Age: 24 years Sex: Male, 5 ft. 7 in., 140 lbs., married Family: 2 brothers, 2 sisters, father and mother living, one child age 2 Occupation: Laborer (highway construction) Life goal: Heavy equipment Operator Driving record: Subject claimed 1 accident, 2 convictions M.V.D. shows 3 accidents, 7 convictions, 2 hearings, 2 suspensions Self-concept: As auto Operator--above average, snowmobile Operator--above average Experience: Auto--8 years Snowmobile--2 years Mental, emotional, physical state: Good health, no medica- tion, sufficient sleep, three bottles Of beer con- sumed before accident, possible alcohol level of .06 per cent, preoccupied about being late for Sunday dinner School record: Ability--average Achivement--academic "none" Social relationships--with problem students History Of repeated problems--discipline problem, expelled twice for smoking Interview: Became uneasy when questioned about parental home environment Protective clothing: None Familiarity with terrain: Subject originally broke trail Subject's statement: "I was heading home on the trail, late for dinner. Going down slight hill with trees blocking view Of road. I automatically entered the road, saw a vehicle, and turned a sharp left, tOO late." Factors: Preoccupied, late for dinner Impairment, three bottles Of beer Variations l. Operator starting snowmobile in driveway, throttle frozen, snowmobile unoccupied proceeds out into road and is struck or strikes an auto in either the right or left lane. _1_01 Snowmobile Operator starting from driveway, vision obscured by snowbanks, proceeds out into highway, and either strikes auto or is struck by auto. Snowmobile Operator attempts to stop on snowbank before entering highway, cannot stOp in time, and is either struck by auto or strikes auto. Snowmobile operator attempts to beat traffic while crossing, highway bare and dry, or Operator loses con- trol on striking Opposite snowbank and as snowmobile re-enters highway is either struck by auto or strikes auto or rolls over. Number of cases-~popu1ation 23, sample 13, one fatal. 10.: The Parked Vehicle Sample Case #2 N > L33 Environmental Information Roadway Shoulder Type: Two lanes, blacktOp Type: Eight feet wide, plowed Surface: Dry Surface: Ice-snow Character: Straight and Character: Straight and level level Conditions: NO defects Conditions: No defects Time: 4:00 a.m., Thursday, New Year's Day Light: Dark, road unlighted Weather: Clear, -30°F. Factors: Automobile parked without lights, Temperature -30°F. 103 Vehicle Information Registered: Yes Make: Evinrude "Bobcat" 1969 Horsepower: 23 Equipment: Headlight, tail light, (lights used), wind- screen, repair kit, first aid kit Components: All functioning properly Maintenance: Don't know Speed: 25 mph Operator Information Age: 23 years Sex: Male, 5 ft. 9 in., 185 lbs., single Family: NO siblings, father and mother living Occupation: Warehouse man Life goal: Undecided . Driving record: subject claimed no accidents and conVic- tions; M.V.D. shows no accidents and convictions Self-concept: As auto Operator--average Snowmobile operator--average Experience: Auto--7 years Snowmobile--3 years Mental, emotional, physical state: Good health, no medi- cation, fatigued from late hour, five bottles of beer consumed before accident, possible alcohol level Of .08 per cent. School record: Ability-~below average Achievement--average Social relationships--below average History of repeated problems--"none" Interview: Cooperative, concerned, straight forward Protective clothing: Suit, boots, face mask, goggles, gauntlet mittens Familiarity with terrain: Subject so stated Subject's statement: " I was proceeding south running on the shoulder of the roadway. It was real cold and very dark. I came upon an unlighted parked car, swerved to miss the car, fell Off the snowmobile and passenger and I hit the car minus the snow- mobile." ‘ Factors: Physical, the late hour Impairment--five bottles Of beer. 104 Variations 1. Auto parked partially in a driveway and on roadway, collided with by snowmobile. 2. Truck or snowmobile parked on shoulder without lights, collided with by snowmobile. 3. Two or more snowmobiles proceeding on the shoulder Of the road and colliding with autos with and without lights parked facing either direction. Number of cases--popu1ation 12, sample 5, l fatal. Trail 105 The Unseen Obstruction Sample Case #3 Environmental Information Type: Eighteen feet wide Surface: Character: Condition: Packed snow Straight and down-grade Average for snow trail Time: 1:30 p.m., Sunday Light: Daylight Weather: Cloudy, 30°F Factors: Obstruction, unknown and unnoticed by Operator. 106 Vehicle Information Registered: No Make: Fox Track Futura 1969 Horsepower: 20-1/2 Equipment: Headlight, tail light, windscreen Components: All functioning properly Maintenance: Unknown Speed: 20 mph Operator Information Age: 24 years Sex: Male, 5 ft. 10 in., 135 lbs., married Family: 1 sister, father and mother living, one child Occupation: Graduate assistant Life goal: College profesSor Driving record: Subject claimed no accidents and 3 con- victions; M.V.D. shows no accidents and 3 convictions Self-concept: As auto operator--average Snowmobile operator--poor Experience: Auto--5 years Snowmobile--first drive Mental, emotional, physical state: Good health, no medi- cation, sufficient sleep, no alcohol consumed, - having a good time on his first snowmobile drive School record: Ability-~above average Achievement--above average Social relationships--above average History of repeated problems--below average Interview: Responsive, cooperative, interested Protective clothing: Suits and helmets Familiarity with terrain: none Subject's statement: " I was on my first snowmobile drive proceeding down hill on the trail designated by the rental agency when the snowmobile hit a rut. The snowmobile canted to the left throwing the operator and passenger off. I struck a stump and dislocated my left shoulder. I have stopped Operating snowmobiles forever." Factors: Operator, inexperience Variations l. Snowmobile struck Obstruction, ejected passenger who was struck by following snowmobile. 2. Snowmobile struck Obstruction and overturned. 107 3. Snowmobile struck Obstruction, Operator lost control, vehicle continued on and struck: tree, pedestrian, or another vehicle. Number of cases--population 7, sample 3, no fatals. 108 The Unseen Snowmobile Sample Case #4 Environmental Information Roadway Type: Two lanes, blacktop Surface: Ice--snow Character: Straight and level Condition: NO defects Time: 3:15 p.m., Sunday Light: Daylight Weather: Cloudy, 30°F Factors: Surface, ice-snow 109 Vehicle Information Registered: Yes Make: Ski-DOO Super Olympic 1969 Horsepower: 18 Equipment: Headlight, tail light, windscreen, repair kit, survival equipment Components: All functioning properly Maintenance: Unknown Speed: 30 mph Operator Information Age: 22 years Sex: Male, 5 ft. 7 in., 145 lbs., single Family: 3 brothers, 1 sister, father and mother living Occupation: Unemployed Life goal: Electronics Driving record: Subject claimed 2 accidents and 2 convic- tions; M.V.D. shows 2 accidents and 2 convictions Self-concept: As auto Operator--very good Snowmobile operator--excellent Experience: Auto-~5 years Snowmobile--5 years Mental, emotional, physical state: Good health, no medi- cation, sufficient sleep, no alcohol consumed, elated about his ride School record: Ability--average Achievement--below average Social relationships--below average History of repeated problems--average Interview: Cooperative, helpful Protective clothing: Suit, helmet, goggles Familiarity with terrain: subject so stated Subject's statement: " I was going to the race track when a car in the middle of the road swerved to his left. Seeing that collision was coming, I locked the brakes and jumped Off before hitting." Factors: Operator, lack of anticipation of auto Operator's actions; Auto Operator, lack of perception of the snowmobile. 110 1. Auto turning left into driveway at night in front of snowmobile with lights on. 2. Auto backing out Of driveway day or night into path of or side Of snowmobile. 3. Auto passing a stop sign into the path of or side Of snowmobile. 4. Auto striking snowmobile from behind at traffic signal. 5. Auto backing into parked snowmobile. Number Of caseSr-population 6, sample 3, no fatals. 111 Vehicle Variables of the Sample Data concerning vehicles, Obtained from the snow- mobile accident reports (11/69) and the personal interviews with the 42 subjects constituting the sample of this study, were organized into the categories of registration, vehicle conditions, extra equipment, and vehicle deficiencies. These data are presented in this section. Registration The majority of the subjects' snowmobiles were not registered. As snown in Figure 4.19, 35 (83.4 per cent) were not registered; the remaining 17 (16.6 per cent) Of the 42 snowmobiles were registered. This shows a significant deviation from the entire pOpulation, which had 59.1 per cent and 40.9 per cent, respectively, for not registered and registered vehicles. Vehicle Condition Figure 4.20 shows that the subjects predominantly felt their snowmobiles were in excellent condition. Only 9.5 per cent rated the general condition Of their snow- mobiles as fair, while 16.7 per cent and 73.8 per cent rated them as good and excellent, respectively. However, when questioned directly about the components for seeing, steering, and stOpping, 75 per cent of the sample rated those critical components only fair (Table 4.27). Brakes, steering, lights, and Windshields were rated by the sub- jects as: excellent by .8 per cent, good by 17.6 per cent, and poor by 6.6 per cent. 112 17 Registered 16.6% 55 Not Registered 85.4% Total number of snowmobiles 42 ZFigure 4.19.--Distribution of the registration status of subject's snowmobile. 113 7 Good 16.7% 4 Fair 9.5% 31 Excellent 75.8% Total number of subjects 42 .Figure 4.20.--Distribution of operators' Opinion of the general condition of the snowmobile. 114 o.ooa mod o.ooa Ne o.o0H Nv o.ooa Nv o.ooa Nv Hmuoa v.0 HA o.o o H.h m v.N H h.mH h Room a.mh mNH m.om vm N.mh mm N.mh NM o.mm mm mem $.5H mN m.vH w h.md h ¢.HN m h.mH h .. U000 m. N m.v N o.o o o.o o o.o o UGOHHmOxm ucmo Hem Honesz name use Honfisz undo Hem Hmnfidz ucmo Hem umofisz uamo Hem Hwnfisz coauwtcou Hmuoe caowsmocwz mucmfiq mcwucmum mmxmum .mucocomEOo oHOH£m> on» NO coduwocoo on» on noncommwu .muOOnQSm mo coflusnwuumwoln.hm.v mqm Seat Belts__., D Fell Asleep D Hod Been Drinking Vehicle was V h' l D left Front Ion leer [I Left Side 13.3.? D Y” a, when: [3 Right Front fl light Rear El Right Side [:1 Other Away? D No ' A T 5. : Dmel’ 98 00,. d DRIVER INFORMA ION D Mole ' I It Address dull! Sex E] Femo e é Mo. Day Yr. I Own“ State of License e [:1 NJ. State [:1 Other . Address . Gore State U Unltcemed B FLY. Learner's D N. Y. Interim No. 2 ,— _ ‘ Mil Permit VEHIClE YEAR MAKE BODY TYPE PLATE NO. STATE OF REG. EXPIRATION license IMI. No. MO. YR. Scot Ielts Installed? Circle Positions Circle Positions D Yes 0 Fred D Rea 0‘ ”95'7““ I 2 3 0‘ ”will“ I 2 3 Apparent Condition of Driven D No Weortng Sod 4 5 6 Not __We¢ln¢ 4 5 0 III B Physical-Defect E] Normal ' Belts___~_p Seat BeIB——p U Fell Asleep [I Had Been Drinking Vehicle was Dom Vehicl [1 left Front left Rear [:1 left sad. km; [I Yes .1 M [:1 Right Front [3 light Rear Cl Right side [:1 Other Away? D No 6. NW Addres Sex Age J lniury 'Position in VehIcIe 2 Nature oI Injuries Date of Death In Ve Hicle ‘ 1 Number______ ‘ 5 : Person WeorTng y“ Injured Tohn E] y“ Nome ot Hospital I Was Person D Yes D Pedestrian 1 Seat Belt? To Hospital? D No Eton-a D No D Bicyclist E Nome Address Sex Age Injury D I 2 3 "mm of loiwiu Date of Death In Vehicle 4 5 a 7 Number 0 “not! Wearing D Yes Iniured Token C] Yes Name of Hospital Was Person E] Yes C] Pedestrian ., 5'00 In" t D No To Hospital? [3 No Eiectedt [IMO I] swam Nun. Address Set Me Inimr __ l 2 3 l N000" of Mimics Date of Death In Vehicle ‘ 5 6 N 3 Number 1 Person Wealthy D Yes lniured Tohen 8 Yes No“ of Hospital Wos Person [:1 Yes D Pedestrian u Soc-r loll? [3 No To Hospital? No Eiected? [:1 No C] ascycIm f Nat-e Address SOFT A90 I "It"? \ t I 2 3 D "W" °‘ "W3“ Date of Death In Vehicle ‘ 5 a 4 __ ‘ Number [ Parson Wearing |; Yes Iniured Token 8 Yes Nome 0' Hospital Wu Person D Yes Pedestrian _ -1. Seen Ieltt LI No To "capitol: No Eiectedt E] No Bicyclist DAV-104A W61) DIVISIQI OF RESEARCH AND DINEIDPI‘DI‘I' WEIR ACCIDENT REPORT H H v ram t 1. Place of accident: (Check one) I‘- TOWSP'PI‘W (Check 009) a. Private property — a. Paved road -— b. Public property — b. Unpaved road — c. Club property — a. Open field -— d. Commial property— d. Wooded area — e. Public highway —- 9. Lake —— f. Other: apecify f. Trail — 3. Other: specify 2. Reaeon for trip at time of accident: (Check one) 5. Direction of Snowmobile travel: a. Pleaaure —‘ A. l. himing Left — 2. ‘iurning Right -— 3. Going Straight — b. Reecue niaaion -— c. Hunting or fiahing —- d. malnu- -- B. 1. Going Uphill -- e. Other: apecify 3. treepaaa at time of accident: YES____ no_ 3a Going Level —— C. {limping YES_ NO— VEHICLE S b le Vehicle nvolved (If more than one *1 ence-o e invo ve use additional for. .) 1, “fire and Hodel 6. Uindacreen: YES _ N0 _ 2. Year 7. timber of Tracke __ 3. Itaraepawer 8. Regiatered: YES _ NO _ u, flog-n as no 9. towing a Trailer YES _ NO _ S. Lighta : a. Headlight YES NO I). Side or Tail Light YES _ NO __ c. Lighte Uaed YES _ NO mrator 6. Licenae Ileatrictione ( If liceneed) I. Name: a. Corrective leneee— 2 . Sex : HALE FINALE b . Other:epecify 3. Height: Height c. tione — ll. Any apparent phyaical defecta (Specify) 5. Operator Licenae: (Check one) 7. occupation: a. Not liceneed — B. timber of Yeara driving-1 motor vehicle I). Operator licenee — 9. Number of Yeara driving a anon-Iobile c. Chauffer licenee — lO. Relatianahip to Owner of anowobile d. Licemed for motorcycle __ operation APPENDIX B SNOWMOBILE ACCIDENT REPORT FORM 11/69 150 7. ARIES“ Name at Person Orato- . Nvtmo and Address of Magistrate t‘ .3...- names and addresses of uniniured persons involved or witnesses; specify which (attach separate sheet. if neaessafl. ‘7 rm or ACCIDENT I0. nArrIC II. uarn 13. EOAD l5. EOAD COLLISION WITH: CONT IOL CONDITION CONMTION soar LI 1. Pedestrian [j I. None 1:] I. Daylight E] I. Dry C] I. Comets {J 2. Other Motor Vehicle D 2. Police Officer! D 2. Dawn 0 2. Wet D 2. Blacktop L3 3. Other MV and Pedestrian D 3. Signal Light U 3. Dusk D 3. Ice-Snow D 3. Brick or lack i ] 4. Railroad Train in Operation D 4. 30:32:13“ 0 4. Muddy D 4. Gravel x’ ‘ ' ' ' 9 D 5. Dirt or Sand _] 5. Annual or Annual 0 4. Signal light Not I4 .0” Drawn Vehicle D in Operatic?“ D 5' 3:33;? . CHARACTER D 6' Other Material [J 6. Fixed Obiect 5. Flashing Lig l. t ° ht “a i3 7. Bicycle [j s Stop Sign ‘2' warns D i3“ a I" ‘0“ me .- h Ob' 7 C . S' CONMTION . . D l. I lone I] 8. Or er lect D . autton Ign D I. Clear D 2. 9,0,9... ”a. U 2. 2 Lane E 9. Motorcycle D . 8. Yield Sign U 2 Cl C, Grade D 3 3 Lane :1 I0. Overturned in ttood [j 9. Other (Includes D 3‘ R ‘2' [j 3. Straight a Cl ‘ ‘ um r‘I ll. Iton Ott ltoad u. Crossing) ' °' Hil'cmt . . “.7 C] 4. Snow 0 S. 4 Lone Divided I I I). Other B IO. School Crossing 0 5 5‘“. D 4, wand D 6. 6 to.“ Guard. ' . . _ _ “ a Dodge or Shield No. C] 6- Fos D 5. Com ”m. [j :. moms; t' PAVEMENT U I. lanes Marked Opposing lanes 0 3. Curb Grade 3 9' u" "2’.“ MAIKINGS D 2. lanes Unmorlted Separated by: D 4. Moll D ‘- Curve 3 . Po " AWARE"! countaurma CIRCUMSTANCES l9. ACTIONS or VEHICLE woes ACCIDENT (Check One Boat below for each Vehicle) (Check One Sea below lor each Vehicle) I 2 I 2 I I 2 L‘ C] I. Speed Too Fast tor Conditions Cl C] I2. Failing to Signal D D l- Gains Swish! About I: C] 2, Failing r. mp Right Cl C] 13. unottended. Rolling Down Hill D D 2. 0Malawi L] [J a. Failing to Yield light or Way 0 U 14. Failing to Obey Signal Cl C] 3. Melting light rent to Vehicle g 8 l5. ‘3de Step 550“ D D 4. Making Left Turn [3 Cl 4. Failing to Yield light of Way '6' 0mm“ “9”?" °' N° "9"“ D Cl 5. Melting a “U" Turn to Pedestrian B 8 '7’ WM“ w‘m WW” W“ D D 6- who . f ' . . D C] 5. “"0..th 100 09,“, 0 I8 0‘ ”I". Brakes U U 7. Starting In Traffic Leno D ‘9"“‘P'°P" M” Cl Cl S.$t InT tr lane D D 6' mung ”Didi" El D 20. Animal on Highway W ro 'c C] D 7. Ileclrless Driving El U . . D U 9. Starting from Porlmtg 2|. Dnvtng Through Play Str‘ CI U . . C] D e. Driving wrist. Intoxicated g D 22. “Md“, mm ID. Slowtng or stopping D D 9. Driving While Ability is Impaired [3 El 23, u...“ 5403M U D II- Shddins C] D I0. Improper Passing D D 24. on.“ D 0 I2. Parked D D II. Improper Turning D D 25. None 2!- ACTION OF PEDESTIIAN 2i. ACTION OF PEDESTIIAN CROSSING NOT AT INTERSECTION 9°59"? AT INTERSECTION D I. Walking in road with traffic C] 6. Pushing or working on vehicle In roadway I 1 1' w'"? 5'97“" C] 2. Walking in road against traffic D 7. Other working In roadway 1" ’ 7‘ A9°"l"' 5'9"“ E] 3. Standing or Playing In roadway D 8. lying in roadway I J 3' N? 5'9““ [j t. Caming Irorn behind parked vehicle [3 9. Not in rrorrierroy I I “ °'°9°"°”7 D 5. Getting in or off other vehicle B IO. Other x}. DIAGRAM OP ACCIDENT Use solid line to show path oI vehicle before Decident ———> D Dotted alter Accident-------__..-- Number each vehicle. Show direction by arrow -——-’ B (Q g..— 3: Description or ACCIDENT —_ Show pedestrian by O. Railroad I-I-I- Direction of Travel Indicate N S E W North by Arrow Vehicle I U D U D Vehicle 2 D D D D .3 SIGN Officer's Ranlv. and Name Badge No. Troop Initials .of 9" l Er of Snowmobile l. tiante 2. Ownership (if other than operator) : (Check one) a. Private b. Rental c. Other: Specify 3. Number of Units Owned: ll. Principle Business of Owner if other than operator Occupants (Total number: including trailer occupants ) (Nae snowmobile overloaded? YES_ NO __ ) 1, Operator: a. Injured: YES_ NO__ b. Hearing Helmet: YES NO 2. Passenger: Occupant Of: Snowmobile trailer u. a . Name b . Age c . Sex : Hale__ Pernale__ d. Wearing Helmet: YES__ NO e. Injured: YES__ NO— 3. Passenger: Occupant Of: Snowmobile_ Trailer_ 5. a. Name b. Age c. Sex: Hale_ Female— d. Wearing Helmet: YES__ NO___ e. Injured: YES___ NO Passenger: Occupant Of: Snattetobile_ runep__ a. Name b. Age c. Sex: Hale_ Pcntale_ d. Hearing Helmet: YES__ NO— e. Injured: YES___ th__ Passenger: Occupant of: Snosraobile_ Trailer__ a. Name b. Age c. Sex: Hale__ Female— d. Hearing Helmet: YIS_ NO____ e. Injured: YES_ NO— Description of Accident ( Include such factors as estimated speed, probable cause, and any pertinent information ) APPENDIX C INTERVIEW INSTRUMENT 153 Interviewer . . . INTERVIEW QUESTIONS . . . . I.D. No. School Experience: How far did you go in school? Name and address of the school you last attended. How did (do) you like school? Are you now: married, single, divorced, other, military veteran? If married: number of children, ages of children. Number of brothers and sisters. Employment history: Present occupation. Briefly explain what you do. How long have you had this job? How many differ- ent employers have you had during the last five years? What is your career goal or amibition? What is your favorite recreation? How did you learn to drive? Taught by member of family or friend. Taught through a driver education course. Taught myself. Other (describe). How did you learn to operate a snowmobile? Taught by member of family or friend. Taught through a snowmobile course. Taught myself. Other. (describe). Driving Experience: How many years have you been driving? How many miles per year do you drive? Total mileage driven? Snowmobile experience: How many years have you been driving? How many hours per year do you drive? Total hours driven? Tell me in your own words how this accident happened, beginning a few minutes before the accident happened. Describe the terrain approaching and at the accident scene: level, slight grade, steep grade, hill crest, dip. What was the approximate temperature at the time of the accident? On this diagram show me the position of your snowmobile when you first realized that you were in trouble. How could you tell that you were in a tight spot? At what Speed were you traveling at this point? Were you at a: constant speed, slowing down, speeding up? Exactly what did you do to avoid the accident when you realized you were in an emergency situation? 154 155 Then what happened? Do you feel that a different reaction on your part could have prevented or reduced the severity of the accident? What were you thinking about just before you saw that you were in trouble? Were there any passengers on the snowmobile or in the sled when the accident happened? If so, what was their relationship to you? Do you recall any distractions on the snowmobile or in the sled that contributed to the accident? Explain. Was there anything such as wild game, other snowmobiles, pretty girls, that took your attention away from operating just before the accident happened? If so, explain. Did any environmental conditions (shoulder, trees, ditches, other) aggravate the seriousness of the accident after the point of no escape? If so, explain. Was your visability reduced in any way just before the accident happened? If so, explain. Was your View of the road and surrounding area blocked in any way just before the accident happened? If your View was blocked, explain. Did the lack of appropriate signs, signals or highway markings help to cause the accident? Explain how. What was the legal speed limit at the location of the accident? What happened next? Are you still operating a snowmobile? Did you stop? If so, how long? Are you operating any differently as a result of this accident? In what way? What advice do you have for operators to prevent this type of accident? Where did your trip originate? home, school, work, other. What was your destination and reason for the trip? Did you make any StOpS on this trip? How long did you operate before the accident happened? Overall. Since the last trip stop? How many miles did you operate before the accident hap- pened? (since you began the trip that day) About what speed were you traveling during most of your trip? Was this your own snowmobile? If not, how many times have you driven this snowmobile in the past year? Do you think the accident would have happened if you had been driving your own snowmobile? What in your opinion was the general condition of the snowmobile you were driving? excellent, good, fair, poor. ~ How were your: brakes; steering mechanism; lights; wind- shield? When was this machine 1ast serviced? 156 were you wearing any special clothing? If so, what? Did the snowmobile have: first aid kit; repair kit; survival equipment; extra fuel; other. Why did you choose this route? Did anything happen that upset, worried, or bothered you on this trip. ("Close calls," or near accidents, behavior of another Operator, argument with passenger, etc.)? yes, no. If so, tell me about it. Describe how you felt within an hour before the accident (physically and emotionally). drowsy, tired, nervous or upset, bored, excited, elated, angry, dejected (down in the dumps), in a hurry, other. Why? How many hours of sleep did you have the night before making the trip? Describe generally what you did on the day of the accident from the time you arose to the time you started on the trip that resulted in the accident. Was there anything unusual about this routine? In thinking back to the day of this trip, was there any- thing "on your mind" which worried you or caused you to be anxious or nervous, etc.? This could have been something that happened a few days before the trip, that day, or perhaps was going to happen in a day or two. Were you sick or injured within twenty-four hours before making this trip? If so, tell me about it. Tell me about any close calls or near accidents you have had since the accident under discussion. Are you bothered by any of the following: dizzy spells; nervous spells; hard of hearing; severe headaches; poor eyesight (no glasses); seizures of any sort; heart ailment; diabetes; anything else. Describe. When was the last time you had a physical examination by a physician? Did you take any of the following on the day of the acci- dent? insulin; antihistamines; barbituates; benzedrine, tranquilizers; other. What were you treating? Was this treatment prescribed by a doctor? Did you have wine, beer, whiskey, or other alcoholic ' beverages within six hours before the accident? How much? Did this have anything to do with the accident? How much beer or whiskey can you drink before it bothers your operation? How is your Operation affected if you have more? How do you feel about drinking and operating a snowmobile? How do you think this accident might have been prevented? Before you had this accident did you ever think you would be in an accident? ' Do you think now, after having an accident, that you could have another? Why? 157 What type and amount of insurance did you have on your snowmobile (if it was the operator's snowmobile) at the time of this accident? If not insured, why not? In how many accidents including this one have you been involved as a driver in an auto: How many of these were the other driver's fault? In how many Of these were you convicted for a violation? How many times have you been convicted for moving viola- tions? How do you feel about driving an automobile? How do you feel about operating a snowmobile? How do you feel when operating a snowmobile? (Physically and emotionally.) How good a driver do you think you are compared to other drivers? How good an operator do you think you are compared to other snowmobile operators? What do you believe are your best traits as a snowmobile Operator? Your worst traits? What do you think safe snowmobiling is? What do you believe are your best traits as a driver? Your worst traits? What do you think safe driving is? Please tell me if you: agree; disagree; or are undecided about the following sentence: "Good Operators can overcome almost any hazardous situation presented by surface and vehicle conditions Or by other Operators." Why do you feel this way? Have you ever had any real close one (near accidents) while Operating a snowmobile? Can you think of anything that you did that kept you from having an accident at that time? DO you have any suggestions on how we can make snowmobiling in New York State safer? Age limits? Restrictions on operation? Can you think of anything about snowmobiles that make them ‘ difficult to operate or might cause an accident? How do you feel about registering your snowmobile? What irritates you most about other snowmobile operators? What techniques (newspaper and magazine articles, radio and TV programs, posters, etc.) designed to pro- mote safety affect your thinking and behavior? If you had driver education, do you think the course helped you become a better driver? How? How could the course have been improved? If you did not have driver education, do you think that you would benefit by taking a course now? Why? Would you have attended a course in snowmobile operation and maintenance if it had been available? Why? DO you think that you would benefit from participation in a snowmobile course now? Why? 158 What accidents, other than snowmobiles, have you been ' involved in? Is there anything more you'd like to say about your accident? Is there anything more you'd like to say about the snow- mobile problem? Is your father living? What does he do? Is your mother living? What, if any, work does she do outside of the house? Did your parents live together all of your life? If not, could you tell me why? Did you have any difficulties getting along with your parents? Will you tell me about it? How did your parents generally treat you? strict, easy, other. ‘ Do both your parents drive? Are they (either one) good drivers? Why do you say that? DO both your parents snowmobile? Are they (either one) good operators? Why do you say that? What do your parents, wife or girl friend, or friends think of your driving? What do your parents, wife or girl friend, or friends think of your snowmobiling? Tell me how you feel about this interview. Interviewer's impression of subject's attitude and behavior during the interview. APPENDIX D SUBJECT CONTACT LETTER 159 CNHNEGC) -\ . Subject's Name Subject's Street Address Subject's City and State and Zip Dear Mr. or Miss : The traffic safety students of the State University of New York at Oswego in cooperation with the Department of Motor Vehicles and the Department of Conservation are conducting research studies concerning the causes of snowmobile acci- dents. We are seeking your cooperation for additional information about the causes of snowmobile accidents through a personal interview. No names will be used in recording the informa- tion. The information Obtained in the interview will be analyzed by a computer to determine the common conditions surrounding snowmobile accidents. Based on your experiences and information provided, perhaps effective measures for preventing snowmobile accidents may be found. You will be contacted to arrange for an interview at a time and place convenient for you. We appreciate your cooperation and participation in this effort to improve the snowmobiling situation in New York. Sincerely, Theodore Hinckley, Assistant Professor Department of Industrial Arts and Technology TH/mjd 160 APPENDIX E SCHOOL RECORD REQUEST LETTER 161 OSWEGO Date Director, Pupil Personnel Services (Name of) High School Street Address City, State, and Zip Dear Sir: In cooperation with the New York Department of Motor Vehicles we are attempting to research the snowmobile accident pro- blem via the case study method. NO names will be used except as identification to gather data. The data gathered will be analyzed by a computer to determine the commonali- ties. I would suggest that this communications might be separated between the subject's name and identification number and that you might respond by checking the response that applies. I appreciate your cooperation in this endeavor. Sincerely, Theodore Hinckley, Assistant Professor Department of Industrial Arts and Technology TH/mjd Subject: Name Date of Birth Identification Number: Date of Birth Above Average Below 1. Ability 2. Achievement 3. Social relationship: (participation in clubs, sports, and social organizations) 4. History of related problems: (Health, absenteeism) Please return to: Theodore Hinckley, Assistant Professor Department of Industrial Arts and Technology State University College at Oswego Oswego, New York 13126 162 APPENDIX F SPECIFIC ACCIDENT CASE INFORMATION 163 Type: Vehicle: Occupant: Description: Operator's Statement: Injury: SPECIFIC ACCIDENT CASE INFORMATION Personal Injury Oswego County, December, Friday, 8:15 p.m. Weather--clear--5°F, private property, returning from dealer's. 1969 Moto-Ski, not registered, 18 h.p., equipment--headlight, tail light, lights used. Operator--age 20, male, licensed, 5 ft. 10 in., 185 lbs., clerical worker, 7 years operating a snowmobile, helmet and boots worn. Snowmobile proceeding through a field adjacent to highway at 45-50 mph struck car parked in driveway. "After dinner I went to get my snowmobile from the dealer's where it had been serviced. The snowmobile had been inside where it was warm. On my way home the throttle began to bind, it finally froze full open. I saw the parked car but was too close to avoid it." Fracture Of the right femur, operator removed by ambulance, taken to hospital. 164 1 APPENDIX G VEHICLE AND TRAFFIC LAWS RELATIVE TO SNOWMOBILES IN EFFECT DURING THE STUDY 165 VEHICLE AND TRAFFIC LAWS RELATIVE TO SNOWMOBILES IN EFFECT DURING THE STUDY 37S-a. Equipment for snowmobiles and snow tra- vellers. It shall be unlawful to operate on any public highway in this state any snowmobile or snow traveller unless it is equipped with a suitable braking device or system, a suitable horn or other device for signaling, a red reflector approved by the commissioner attached to the rear, and if Operated on a public highway during the period from one-half hour after sunset to one-half hour before sunrise, one white or amber lighted lamp approved by the commissioner in front, one lighted red lamp on the rear and a light illuminating the number plate carried on the rear. 410. Registration Of motorcycles, snowmobiles and snow travellers; fees; renewals. No motorcycles, snowmobiles or snow travellers shall be operated or driven upon the public highways of this state without first being registered in accordance with provisions Of this article, except as otherwise expressly provided in this chapter. 166 167 Every owner of a motorcycle, snowmobile or snow traveller which shall be operated or driven upon the public highways of this state shall, except as otherwise expressly provided, cause to be filed, by mail or other- wise, in the Office or a branch Office of the commissioner, or with an agent of the commissioner, constituted as pro- vided in this chapter, an application for registration, addressed to the commissioner, and on a blank to be pre- pared under the direction of and furnished by the commis- sioner for that purpose, containing: (a) a brief descrip- tion of the motorcycle to be registered, including the name of the manufacturer and factory number Of such vehicle; (b) the name, residence, including county and business address of the owner of such motorcycle, snow- mobile Or snow traveller. 2. Registration record. Upon the receipt of a sufficient application for registeration, as provided in this article, the commissioner or agent receiving it shall register such motorcycle, snowmobile or snow travel- ler, and maintain a record of the registration Of such motorcycle, snowmobile or snow traveller under the dis- tinctive number assigned to such motorcycle, snowmobile or snow traveller, as provided in this section, and the information in such record may be obtained upon payment of the fees specified in section two hundred two of this chapter. 168 3. Certificate Of registration. Upon the filing of such application and the payment of the fee hereinafter provided, the commissioner shall assign to such motorcycle, snowmobile or snow traveller, a distinctive number and, without expense to the applicant, issue and deliver in such manner as the commissioner may select to the owner a certificate of registration in such form as the commis- sioner may prescribe, and a number plate at a place within the state of New York named by the applicant in his appli- cation. A certificate of registration shall not be valid unless it is signed by the person who signed the applica- tion for registration. In the event of the loss, mutila- tion or destruction of any certificate of registration or number plate, the owner of a registered vehicle may file such statement and proof of the facts as the commissioner shall require, with a fee of one dollar, in the Office of the commissioner, or, unless and until the commissioner shall otherwise direct, in the Office of the agent who issued the certificate or plate and the commissioner or his agent, as the case may be, shall issue a duplicate or substitute. 4. Times for registration and reregistration. Registration applied for and certificates issued under any application shall expire on a date determined by the commissioner. Registration shall be renewed periodically in the same manner and upon payment Of the same annual fee as provided in this section for registration, to take 169 effect and to expire on dates to be determined by the com- missioner. Provided, however, that the commissioner shall have authority to fix the length of time for which any such vehicle which is registered without fee shall be regis- tered. Provided further, however, that renewal of a registration may be used during the thirty day period immediately preceding the expiration date of such regis- tration including such expiration date. Provided, however, that when a registration or renewal thereof is made for a period of more or less than one calendar year, the annual fees as provided in this section shall be increased or reduced proportionately on a monthly computation basis. 5. Registration fees. The following fees shall be paid to the commissioner or agent upon the registration or reregistration of a motorcycle, or snowmobile or snow traveller in accordance with the provisions Of this arti- cle: If the weight Of the motorcycle, snowmobile or snow traveller fully equipped be two hundred pounds or less, two dollars, if such weight be more than two hundred pounds, and not more than five hundred fifty pounds, five dollars and if such weight be more than five hundred fifty pounds, one dollar for each one hundred pounds or major fraction thereof. 9. "Snowmobile" and "snow traveller" as used in this section shall mean a vehicle designed for travel over snow or ice, supported by skis or runners and propelled by a traction wheel or belt. 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