KING, Alfred Smith, 1927A STUDY OF SELECTED FACTORS RELATED TO SNOWMOBILE TRAFFIC ACCIDENTS IN THE STATE OF MICHIGAN. Michigan State University, Ph.D., 1971 Education, curriculum development U niversity M icrofilms, A X£RQ\ C om pany , A n n Arbor, M ichiga © 1971 ALFRED SMITH KING ALL RIGHTS RESERVED A STUDY OF SELECTED FACTORS RELATED TO SNOWMOBILE TRAFFIC ACCIDENTS IN THE STATE OF MICHIGAN By Alfred S. King A THESIS Submitted to Michigan State University in partial fulfillment of the requirements for the degree of DOCTOR OF PHILOSOPHY College of Education 1971 ABSTRACT A STUDY OF SELECTED FACTORS RELATED TO SNOWMOBILE TRAFFIC ACCIDENTS IN THE STATE OF MICHIGAN By Alfred S. King The snowmobile has become a major part of the winter recreational lives for many Americans. The tremen­ dous sales records also seem to substantiate the fact that it is here to stay. Along with the influx of these vehicles came the increased involvement of snowmobiles with other vehicles on our streets, rural roads, and high­ ways. This involvement has brought about a dispropor­ tionate number of traffic accidents and injuries to snowmobile drivers and passengers during the seasonal months. This descriptive study was designed to show specific factors that were most prominent in snowmobile traffic accidents throughout the State of Michigan during the 1969-70 season. With information gathered from traffic accident reports, driving records, and personal interviews, recommendations were made for: (a) the modification of the Michigan State UD-10 accident report Alfred S. King form in order t.o improve reporting of snowmobile a c cidents, (b) the educational needs of snowmobilers, (c) improving upon the snowmobile accident injury r a t i o , and (d) the reduction in the number of snowmobile accidents. Design and Methodology The population selected for the study consisted of all traffic oriented accidents which involved snowmo­ biles during the 1969-70 season in the State of Michigan. These were accidents which occurred on a public street or highway or on the right-of-way of these r o ads. A total of 227 accidents, which included 239 drivers and snowmobiles, was found in the Michigan State Police files to make up the population for the study. The variables used were consistent with the information required for describing accidents on the Michigan State UD-10 accident report form. Driver records were secured and analyzed, and personal interviews were conducted with 2 3 drivers according to a driver profile questionnaire which was developed for the study. in four major categories: 1. Snowmobile Registration 2. Non-fatal Accidents 3. Personal Interviews 4. Fatal Accidents The study was reported Alfred S. King Major Findings The m ost significant findings of the study are as 1. Snowmobile registrations in Michigan soared to a total o f 130,230 by June of 1970— almost an 86 per cent increase over 1969 registra­ tions . This figure does not include many w ho failed to register their vehicle or are not required by law to do so. 2. Snowmobile non-fatal accidents reached a peak in the month of January when 30 per cent occurred. 3. Approximately one-fourth of the drivers had accidents while driving in a county other than the one of their residence. 4. The weekend days accounted for 77.09 per cent of all snowmobile a c c idents. 5. The time period of 4:01 p.m. through 12:00 p.m. was responsible for 55.06 per cent of the accidents reported. 6. Single-vehicle accidents accounted for 115 of the snowmobile accidents, and 112 involved another m o tor vehicle (including 12 other sn o w m o b i l e s . 7. The average age of all snowmobile drivers involved in accidents was 27.69 years of age. Alfred S. Kin? The youngest: was nine years old, the oldest 63. However, 18.41 per cent of the drivers were under 16 years of age. 8. Seventy per cent of all drivers received injuries as a result of their accident, and 42.29 per cent of these were serious. 9. Snowmobile drivers violated a traffic law in 57.28 per cent of the accidents. 10. An alcoholic beverage had been consumed by 21.76 per cent of the snowmobile drivers prior to their accidents. 11. Only 42.26 per cent of the drivers had clear driving records. 12. The major cause for the accidents was "driver carelessness" according to 34.78 per cent of the drivers personally interviewed. 13. One-half of the fatal accidents occurred on weekend days. 14. Ten of the twelve fatal accidents occurred in the time period 4:01 p.m. through 12:00 p.m. 15. Male drivers were involved in all reported fatal accidents and had an average age of 35.33 years of age. The youngest was 15 years of age, the oldest (2 of them) were 56 years old. Alfred S. King 16. One-half of the fatal accidents occurred when the driver attempted to cross a public road or enter a road from a driveway. 17. A most significant finding was revealed from the obtainable driving records of those operators involved in fatal accidents. of the seven drivers had extensive poor driving records. Three A C KNOWLEDGMENTS For his help in providing assistance, guidance, and encouragement, sincere appreciation is expressed to my doctoral guidance committee chairman, Dr. Robert E. Gustafson. Appreciation is also expressed to the following persons for the part which they played in making this study po ssible: The doctoral guidance committee: Dr. George W. Ferree, Dr. Howard Hickey, and Dr. Robert O. Nolan. Mr. Frederick E. Vanosdall of the Highway Traffic Safety Center for his technical assistance. Dr. Milo W. Chalfant, Traffic Safety Coordinator of the Michigan Department of State and Mr. Lars Syverson of the Driver's Record Section, Michigan Department of State, for their help in the collection of data. Sergeant Donald Calcatera of the Safety and Traf­ fic Division, Michigan State Police, for his sincere interest and aid in gathering accident data. Especially to my wife, Betsy, and my boys, Ted and Tom, who made this and all my efforts worthwhile. TABLE OF CONTENTS Page ACKNOWLEDGMENTS .................................... iii LIST OF TABLES...................................... v ii LIST OF F I G U R E S ................................... x THE P R O B L E M ................................. 1 Statement of the P r o b l e m ................ Purpose of the S t u d y ................... Assumptions ............................. Importance of the S t u d y ................ Delimitations............................. Definition of Terms....................... Accident Report ............. . . . Driving Record ....................... Factors................................ I n j u r i e s ............................. Non-traffic Accident ................ Post.................................... Registration .......................... Road or R o a d w a y ....................... Snowmobile............................. Snowmobile Season or Season . . . . Traffic Accident or Accident. . . . Organization of the Study................ 7 7 8 8 8 9 9 9 10 10 10 10 10 11 11 11 11 11 Chapter I. II. III. REVIEW OF RELATED LITERATURE................ 13 Review of Literature ................... Major Hazards in the Operation of a S n o w m o b i l e ............................. Michigan Snowmobile Law . . . . . . Summary.................................... 15 16 23 24 DESIGN AND METHODOLOGY....................... 27 Selection of the S a m p l e ................ Selection of the Sample for Personal Interviews ................... The Nature of the V a r i a b l e s ............. 27 28 29 Chapter Page Development of the Personal Interview Questionnaire ................ The Procedures for Collecting Data. . The Michigan Snowmobile Accident Reports (UD-10)....................... Driver Records ....................... Personal Interview Responses. . . . The Treatment of Data . . . . . . . Accident Report D a t a ................ Driver Record D a t a .................... Personal Interview Questionnaire D a t a ................................. Summary.................................... IV. ANALYSIS OF THE D A T A ................... Analysis of the D a t a ............... Snowmobile Registration ............. Non-fatal Snowmobile Traffic Accidents......................... Residence of drivers ............. Month and day of the week accidents occurred............ Time of day when accidents o c c u r r e d ...................... Young drivers................... Vehicle d a m a g e ................ Single snowmobile accidents . . . Snowmobile-motor vehicle collisions . . . . . . . . Driver age according to sex . . . Driver injuries .................... Passenger injuries ................ Pedestrian injuries............ Weather at the time of the a c c i d e n t ...................... Light conditions at the time of the accident................ Locality where accidents occurred . Roadway characteristics where accidents occurred. . . . . . What drivers were doing before the accident................... Types of roads and roadways where accidents occurred............. Estimated speed .................... Law v i o l a t i o n s ................ Drinking condition of drivers . . iv 31 32 32 32 33 34 34 35 36 36 38 41 41 41 48 49 51 54 56 56 60 62 66 66 70 70 71 72 72 74 74 75 75 77 Chapter Page Vision obstructions................. Vehicle defects .................... Driver records .................... Personal Interview Questionnaire R e p o r t .................................. Driver exposure .................... Driver experience ................. Driver environment ................. Educational needs ................. "Open-ended" q u e stions............. Fatal A c c i d e n t s ....................... Residence of drivers ............. Month and day of the week fatal accidents o c c u r r e d ................. Time of day when fatal accidents occurred. . . . . . Vehicle d a m a g e .................... Driver age and sex . . . . . . Causes of fatal injuries . . . . Deployment of snowmobiles in fatal accidents.................... Locality of fatal accidents . . . Law v i o l a t i o n s .................... Weather, surface condition, visual obstructions, and vehicle defects involvement in fatal accidents. . Fatal accident driver records . . Sum m a r y .................................. V. SUMMARY, DISCUSSION AND CONCLUSIONS, AND RECOMMENDATIONS.............................. Summary..................................... Snowmobile Registration ............. Review of the Major Findings in Non-fatal Accidents ................. Review of the Major Findings in Driver Records Rep o r t................. Review of the Major Findings in the Personal Interview Report . . . Review of the Major Findings in the Fatal A c c i d e n t s ................. Discussion and Conclusions ............. Recommendations ........................... Recommendations for Further Study . . . BIBLIOGRAPHY ........................................ V 78 78 78 81 83 85 87 89 91 92 94 94 95 97 97 99 100 101 101 102 103 104 106 106 108 108 112 113 114 116 118 121 122 Page A P P E N D I C E S ............................................. A. B. 127 MI C H I G A N STATE POLICE ACCIDENT REPORT F ORM U D - 1 0 ................................. 128 LIST O F QUESTIONS ACCORDING TO CONTENT A R E A O F I N T E R E S T .......................... 131 C. SNOWMOBILE DRIVER PROFILE QUESTIONNAIRE. D. SNOWMOBILE REGISTRATION A C T OF 1968 . . 135 . . 139 LIST OF TABLES Table 4.1 Page Distribution of Michigan Snowmobile Regisstrations by County.......................... 43 Distribution of Snowmobile Accidents by C o u n t y ....................................... 47 Residence of Drivers Involved in Non-fatal Snowmobile Traffic Accidents................. 48 Distribution of Accidents by Month and Day of the W e e k ................................ 50 Distribution of Drivers Under 16 Years of Age Involved in Accidents by Day of the Week.......................................... 56 Distribution of Damaged Parts of Snowmobiles Involved in Traffic Accidents ............. 57 Distribution of Road and Roadside Hazards Involved in Single Snowmobile Traffic A c c i d e n t s ................................... 58 Distribution of the Deployment Factors Most Relevant to the Cause of Snowmobile-Motor Vehicle Accidents .......................... 61 4.9 Distribution of Male Drivers by Age 63 4.10 Distribution of Female Drivers by Age. 4.11 Distribution of Driver Injuries by Sex and T y p e ................................... 67 Distribution of Reported Injuries According to Parts of the Body Injured............... 67 Distribution of Male Passenger Injuries by Age and T y p e ............................. 68 Distribution of Female Passenger Injuries by Age and T y p e ............................. 69 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4.12 4.13 4.14 vii . . . . . 64 Table 4.15 4.16 4.17 4.18 4.19 4.20 Page Weather Conditions at the Time of the A c c i d e n t .................................... 71 Light Conditions at the Time of the A c c i d e n t .................................... 71 Distribution by Kind of Locality in Which Accidents Occurred .......................... 72 Distributions of Roadway Characteristics on Where Accidents Occurred by Road Character and S u r f a c e ................................. 73 Distribution by What Drivers Were Going to Do Before theAccident. . 74 Distribution of Snowmobiles Operating on the Road or on the Shoulder by Road Type. . 75 4.21 Distribution of Estimated Speeds . . . . 76 4.22 Distribution of Indicated Violations . . . 76 4.23 Distribution of Drinking Condition of Drivers................................ 77 4.24 Driver Vision Obstruction................... 78 4.25 Distribution of Responses to Questions Relevant to Driver Exposure ................ 84 Distribution of Responses to Questions Relevant to Driver Experience ............. 86 Distribution of Responses to Questions Relevant to Driver Environment ............. 88 4.26 4.2 7 4.2 8 4.29 4.30 Distribution of Responses to Questions Relevant to Determining Educational Needs . 90 Distribution of Responses to the "Open-ended Questions Concerning Vehicle Defects and Major Causes for the A c c i d e n t ............. 92 Distribution of Fatal Accidents by Month and Day of the W e e k .............................. 95 viii Table 4 .31 4. 32 4. 33 Page Distribution of Vehicle Damage to Snowmo­ biles Involved in Fatal Accidents . . . . 97 Distribution of Deployment Factors Most Relevant to the Cause of Snowmobile Fatal A c c i d e n t s ...................................... 101 Distribution of Indicated Violations 102 . . . LIST OF FIGURES Figure 4.1 Page 1970 Michigan Snowmobile Registration by C o u n t y ....................................... 42 4.2 Distribution of Accidents by Month. 44 4.3 1969-70 Michigan Snowmobile Traffic A c c i d e n t s ................................... 46 Distribution of Snowmobile Traffic Accidents by Time of D a y ............................. 52 Distributions of Weekend Accidents by Time of D a y ....................................... 53 Distribution of Accidents Involving Drivers Under 16 Years of Age by Time of Day . . . 55 4.4 4.5 4.6 . . . 4.7 Distribution of Vehicle Defects by Number 4.8 Distribution of Snowmobile Driver Records as Automobile Operators ................... 80 Residence of Drivers Personally Interviewed by C o u n t y ................................... 82 4.10 1969-70 Fatal Snowmobile Traffic Accidents by C o u n t y ................................... 93 4.11 Distribution of Fatal Accidents by Time of D a y .......................................... 96 4.9 4.12 . Distribution of Drivers in Fatal Accidents by A g e ....................................... x 79 98 CHAPTER I THE PROBLEM The snowmobile has been unobtrusively on the American and Canadian scene since 1927.1 That was the year Carl Eliason of Sagner, Wisconsin patented his first "motor toboggan” and Joseph Armand Bombardier of Valcourt, Quebec completed his version of the snowmobile, a propellordriven sled. 2 Then came the snowmobile boom in the 1960's. Today Bombardier, Ltd. is one of the largest and best~-known snowmobile builders. The number of manufacturers has now increased to approximately sixty United States and foreign producers.^ The 1969 sales in the United States numbered 285,000 units. The International Snowmobile Industry Association, the manufacturers organization, forecasts sales of 350,000 units for 19 70, which amounts to a 23 per cent increase over the number sold during the 1969 season, and indicates that actual sales may come closer to the ^Frank Donatien, 1966, p. 40. "Snow Cruising," Travel, January, 2 "Snurfers, Skibobs and Snowmobiles," Changing Times, November, 1968, p. 14. 3 Robert L. Horney, "Snowmobility," Parks and Recre­ ation , October, 1969, p. 29. 1 2 half-million mark. 4 These new units will add to the total of more than one million vehicles now estimated to be in use throughout the United States and Canada. 5 Sales potential and the competitive mark e t have now brought on tremendous increases in h o rse—power compara­ tive to that between automobile manufacturers. When the first mass-produced snowmobiles made their appearance eleven years ago, a seven horse-power m o tor produced speeds up to thirty m i l e s - p e r - h o u r . However, horse-power now ranges from ten to eighty and the speed record stands at 114.5 miles-per-hour. (An experimental model has gone 170 mph over a short course and the designer says the machine is capable of much m o r e . ) 6 Cruising speed for the ordinary snowmobile fell into the twenty to thirty mil e ­ per-hour range in the mid-sixties, but is now advertised 7 to be fifty miles-per-hour. In five years snowmobiling has become the fastest growing winter sport in North America and a four-hundred Q million dollar industry. It has also brought about legislative concern as law enforcement agencies, irate 4 Patrick J. Snook, "1969 Snowmobile Buyer's Guide," Field and S t r e a m , October, 196 9, p. 68. “*News item. New York T i m e s , February 12, 1970. 6Jack Olsen, "Bad Show out in the Cold Snow," Sports Illustrated, March 16, 1970, p. 30. 7 "A Red-Hot Winter for Snowmobiles," Business W e e k , January 10, 19 70, p. 34. 8Ibid. 3 homeowners, nature lovers, timber companies, ecologists, and safety experts denounce the vehicles hedge-chopping, Q noise-making, and accident-prone tendencies. The average owner is y o ung, married, and makes under 10,000 dollars per year.'*'® The price range is from 400 dollars for mini-scooters to 2,000 dollars and more for some deluxe models. dollars.^ The average price is about 900 These figures point to the vast market and availability that has brought on the tremendous increase in numbers. There is no question that the snowmobile gives solid evidence that it is here to stay as it presents another means for the average American to make use of his ever-increasing income and leisure time. 12 The growth of snowmobile clubs is phenomenal with approximately 1,500 13 in existence and reaching 112,500 members. There is a growing number of publications and a national organization (United States Snowmobile Association). The Association has a membership of over 10,000 members and is an 9lbid. 10Ibid. ^ H e r b e r t Shuldiner, "Get Ready for Your Winter FunI” Popular Science, October, 1969, p. 122. 12 "New Look of the North," Motor Boating, January, 1969, p. 265. ^ M i c h a e l R. Hoffman, "Letter from the Publisher," Sno-mobile Times, October, 1970, p. 1. 4 officially chartered, nonprofit corporation devoted to the promotion of recreation and competitive snowmobiling. 14 Although ninety per cent of the snowmobiles sold are for recreational purposes, racing is a growing spec­ tacle that attracts many people each year. During the 1969-70 racing season attendance increases of up to 100 per cent were reported to the United States Snowmobile Association for annual events sponsored by various local clubs. The Association reported an attendance total of 650.000 for their 90-plus sanctioned events and conserva­ tively estimate that the coming season will break the three-quarter million mark.1® The Ironwood, Michigan "Olympic Snowmobile Derby" drew a thousand contestants and 20.000 spectators in 1969.^ The Bangor, Maine Jaycees Paul Bunyan Championship of 1970 drew over 16,000 people for a five-hour program in ten-degree weather. This figure was the largest one-day attendance for any sporting event 1Q in the State of Maine during the previous year. 14Horney, op. c i t ., p. 32. 15 "Snurfers, Skibobs and Snowmobiles," op. cit., p. 14. Jerry Hoffman, "Snowmobile Racing Ushers in Era of Resplendency," Sno-mobile Times, October, 1970, p. 21. 17 H. V. Bloomfield, "Snowmobiles: Boom or Bane?" American Forests, May, 1969, p. 50. 18 Bud Leavitt, "Planning Snow Sled Expedition? . . Maine Offers Ultimate," Snow-mobile Times, October, 1970, p. 37. 5 Snowmobile vehicle manufacturers are not: the only ones capitalizing on their tremendous sales escalation. Equally excited are a number of companies that are now finding profits in accessories such as clothing, trailers, sled gloves, goggles, helmets, boots, and other extras that snowmobilers request. Winter camping is another boon of the snowmobile craze, and some states are catering to their constituents by providing many new park facilities designed especially for snowmobiles. Sixty of Michigan's eighty-three counties now have special camping and recreational accomodations and plan a twenty per cent increase for the 1970-71 season. Michigan provides trails that run from forty to sixty miles one way between counties to eighty-mile trails through national and state forests. Also provided in these forests are general-use areas of 300 to 400 acres. One Michigan commercial firm plans to develop seven camp­ grounds around the state that will provide i^ore than 5000 campsites and hundreds of acres of snowmobile terrain. 19 The evidence of tremendous activity in the business world produced by the snowmobile leaves no doubt that this vehicle is here to stay and must be reckoned with for the safety of drivers, wildlife, and for the preservation of the environment in which it travels. 19 Mike Wendland, "Winter Camping— an Arrival in Michigan," Sno-mobile Times, October, 19 70, p. 54. 6 Michigan residents are among the m o s t enthusiastic customers in the United States, according to the registra­ tion figures listed by the Sno-mobile Times magazine. It was noted that 69,251 snowmobiles were registered by Michigan residents during the 196 8-69 season. This placed the State barely second to Minnesota in national state registrations which registered over 70,000 vehicles. 20 However, the latest statistics show Michigan has now registered 130,230 snowmobiles 21 to top Minnesota, which now totals 114,950 r e g i s t r a t i o n s . ^ Snowmobile accidents in Michigan have increased considerably, and in alarming numbers, as the vehicles become more numerous. 23 reported accidents. reported a c c idents.24 The 1968-69 season produced 573 The 1969-70 season recorded 1,190 However, the most startling statis­ tic is the ratio of injuries to accidents. There were 562 injuries, including 12 fatalities, among the 573 20 "United States and Canada Snowmobile Regulations," Sno-mobile T i m e s , November, 1969, p. 30. 21 Michigan, Department of State, M i c h i g a n 's Snow­ mobile Regist r a t i o n ; 1969-70 (Lansing, Michigan: 1970). 22 "Across the Continent— Registration and Legisla­ tion," Sno-mobile T i m e s , October, 1970, p. 8. 23 Michigan State Police, Report on Snowmobile A c c i ­ dents, 1968-1969 Winter Season (Lansing, Michigan: August, 1969). 24 Michigan State P o l i c e , Report on Snowmobile A c c i ­ dents, 1969-19 70 Fiscal Year (Lansing, Michigan: August, 1970). --------------- 7 reported accidents in 1968-69 25 and 1,06 8 injuries, includ­ ing 17 fatalities, reported among the 1,190 reported accidents during the 1969-70 season. 26 It is obvious through this review that involvement of snowmobiles in our nation, and particularly in the State of Michigan, is no passing fancy to be dealt with lightly. There must be immediate action taken to improve the safety for all persons involved in snowmobiling. This study is to be directed toward bringing forth information that will facilitate such action. Statement of the Problem The dramatic increase in the number of snowmobiles has brought with it many complications— particularly those pertaining to safe operation. Traffic accidents involving snowmobiles and the resulting injuries have increased by alarming numbers. It is anticipated that through this study much can be learned that will help to alleviate this growing problem. Purpose of the Study The purpose of this study was to find specific factors that were most prominent in snowmobile traffic accidents throughout the State of Michigan during the 1969-70 season. 25 With information gathered from traffic Michigan State Police (1969), loc. cit. Michigan State Police (1970), loc. cit. 26 8 accident rep o r t s , driving r e c o r d s , and personal interviews, recommendations were made for: (a) the modification of the Michigan State UD-10 accident report form (Appendix A) in order to improve reporting of snowmobile accidents; (b) the educational needs of snowmobile drivers; (c) improv­ ing upon the snowmobile accident injury ratio; and (d) the reduction in the number of snowmobile accidents. Assumptions 1. It was assumed that all information collected from the Michigan State Police accident report form (UD-10) is factual and objective. 2. It was assumed that the data collected from the driver record files of the Michigan Secre­ tary of State was up to date and accurate. 3. It was assumed that data collected through personal interviews are true and accurate to the best knowledge of the person answering the questionnaire. Importance of the Study To this point in time there have been no studies in the State of Michigan concerning factors involved in snowmobile accidents. The only known relative studies that have been made elsewhere were in Canada, the State of New York and by the National Safety C o u n c i l . All of these studies are admittedly limited in scope. Delimitations This study is intended to provide information derived from snowmobile accidents labeled "traffic" by 9 by the Michigan State Police. These accidents are those which occurred on a public street or highway, or on the right-of-way of a public street or highway. Non-traffic accidents— those which occurred beyond the right-of-way of a public street or highway— are not included as a part of the study because of the possibility of confusing the data about the two when making interpretations. Non­ traffic snowmobile accidents should be the subject for a separate study. It is recognized that this report will represent only a part of the overall snowmobile problem. Other specific problem areas such as destruction of flora and wildlife, noise level irritation, ecological concerns, etc., are acknowledged as being important but are not the sub­ ject of the study. Definition of Terms Accident Report All motor vehicle accidents which occur in the State of Michigan must be recorded on the standard UD-10 accident report form. This same form was used to report the snowmobile accidents that are described in this study. Driving Record The driving records analyzed were the official records on file with the office of the Secretary of State Records Section. This information includes all accidents. 10 violations, and penalties that have been officially recorded for each driver. Factors Factors is used throughout the study when refer­ ring to those things which are suspect as contributors to the cause of snowmobile accidents. Injuries The injuries referred to in this study are only those which were the result of a snowmobile traffic accident. Non-traffic Accident This kind of accident involved a snowmobile and occurred beyond the right-of-way of a road. They are not included as a part of this study. Post In order to post, a snowmobile driver assumes a body position similar to that of a jockey riding a race horse. Registration All snowmobiles in the State of Michigan must comply with the 196 8 Snowmobile Registration Law by being registered with the office of the Secretary of State. XI Road or Roadway These terms are used for reference to that portion of a highway which is improved, designed, or ordinarily used for vehicular travel, exclusive of the berm or shoulder. 27 Snowmobile A snowmobile is a motor-driven snow sled. Snowmobile Season or Season The snowmobile season in the State of Michigan is the same as the fiscal year (July 1 through June 30) . Traffic Accident or Accident These terms are interchangeably used to mean any accident involving a snowmobile on a roadway or shoulder of a roadway that resulted in death, injury, or property , 28 damage. Organization of the Study In Chapter II relevant literature is reviewed. It is recognized that the studies examined are limited in scope since small numbers of accidents make up the Universe. However, these are the only studies that have been com­ pleted pertaining to this area of interest. 27 J. Stannard Baker and William R. Stebbins, Jr., Dictionary of Highway Traffic (Evanston, Illinois: Traf­ fic Institute, Northwestern University, 1964), p. 196. 28Ibid., p. 241. 12 Chapter* 1X1 contains the design of the study and the methodology involved in the gathering of data for presentation. The Universe is described as well as the sample used for personal interviews. In Chapter XV data gathered from the Michigan accident report form, personal interviews, and driving records are tabulated in table and graphic form to depict particular relationships and accident facts. The summary, conclusions, discussion, mendations are presented in Chapter V. and recom­ CHAPTER II REVIEW IN RELATED LITERATURE The decision to make this descriptive study depict­ ing the involvement of snowmobiles in traffic accidents was made because there was very little known information concerning this growing problem. There was strong evidence that studies were needed, or just statistical reports com­ piled reflecting the numbers and kinds of snowmobile accidents. This was partially revealed through informal inquiries with insurance company representatives. Some insurance companies have noted a marked increase in claims resulting from snowmobile accidents. It was implied that many of these accidents were not investigated by, or reported to, law enforcement agencies. Written evidence that accidents and injuries were becoming a problem with snowmobilers was indicated by the sudden influx of safety guides in the late 1960's. Two of the most prominent guides were written for and distributed by the International Snowmobile Manufacturers Association^ and the National Safety Council.^ ^International Snowmobile Industry Association, Snowmobile Safety Handbook (Washington, D . C . : International Snowmobile Industry Association, 196 8). 2 Paul M. Prince, Snowmobiles, Safety Education Data Sheet No. 100 (Chicago: National Safety Council). 13 14 Another Indication that the accident and injury lists of snowmobilers were growing too large was the expe­ dience shown by state legislatures in approving statutes to control and delineate the use of the vehicles. The four popular states for snowmobiles, Michigan, Minnesota, Wisconsin, and New York 3 all have passed snowmobile laws within the past two years. New Y o r k ’s state legislature introduced more than 100 new bills on the subject of snow— 4 mobiles last year and passed another law. These new bills were primarily punitive in nature and favored restricting the use of snowmobiles to the owner's back yard.5 Michigan passed its first statute to register and regulate snowmobiles in 1968. g However, this act is apparently too permissive and a revision has been made which will be presented for action by the legislature during its 1971 session. Canada also has enacted snowmobile laws which are limited in scope, but individual provinces have begun the process of making vast revisions of these original statutes. 3 "United States and Canada Snowmobile Regulations," Sno-mobile Times, November, 196 9, pp. 30-31. 4 Anne Tanner, "New York Adopts New Legislation," Sno-mobile Times, October, 1970, pp. 38-40. 5Ibid. g Michigan, Department of State, Snowmobile Regis­ tration Act of 1968 (Lansing, Michigan: Snowmobile Regis­ tration Unit, Finance Division; Michigan Department of State, 1968). 15 The Province of Alberta passed their new law, "The Snow Vehicle Act," in 1969. 7 Other provinces are now preparing bills to be presented this year. The inappropriate snowmobile legislation passed by U.S. state legislatures and Canadian provinces seem to have been presented and accepted by inadequately informed legislators in an attempt to control a budding accident problem. The lack of information can only be blamed upon insufficient knowledge and few studies revealing the true accident problem. However, the compilation of accident statistics by law enforcement agencies and the appearance of some studies are promising to provide the basis for more appropriate future legislation. Review of Literature Dr. Richard W. McLay presented findings regarding snowmobile accidents in the State of Vermont during the International Snowmobile Conference at Albany, New York in 1969. 8 McLay disclosed the results of a snowmobile accident survey which involved sixty-three case studies ranging from minor cuts and bruises to a fractured skull. The work was a study of the relationship of snowmobile ^C. J. Kenway, "Alberta Adopts Progressive, FarReaching Legislation," Sno-mobile Times, October, 1970, pp. 51-52. g Richard W. McLay and Stanley Chism, "A Snowmobile Accident Study," (a report of the study given at the International Snowmobile Conference, Albany, New York, May 20-21, 1969). 16 operation to accidents. He involved personal interviews with the accident victims where possible. McLay and Chism found what they described as "major hazards” in the operation of a snowmobile, through personal interviews with accident victims. Major Hazards in the Operation of a Snowmobile 1. Jumps 2. Lack of experience 3. Poor visibility 4. Speed 5. Alcohol 6. Barbed wire 7. Climbing over banks 8. Equipment not in repair 9. Thin ice Noting in his accident survey that broken backs occurred when the driver or passenger failed to post upon negotiating a jump, McLay cited the experimental work carried out as a senior thesis project by Gaye and Titemore. 9 Their experimental study hypothesized: If the magnitudes of the acceleration of the seat or of a sled being pulled could be determined, the forces felt by the driver or passenger could be estimated. 9 Through the use J. H. Gaye and R. G. Titemore, "Acceleration of a Snowmobile Determined by High Speed Photography," (unpun­ i s h e d B.S. thesis. The University of Vermont, Burlington, 1969) . 17 of a high-speed motion picture camera, the results of their work indicate that for an instant the base of the spine feels force 8.5 times the body weight on impact after a jump. They added that the actual force is probably much higher than this for a very short period of time, espe­ cially on icy snow. The major conclusion to be drawn from their study is to avoid jumping, but if you must, make sure you post. Second, make sure you are completely familiar with the machine before jumping. lights . Third, do not overdrive head­ Night riding appears to be dangerous, especially on new trails or icy surfaces. Fifth, avoid alcohol. Fourth, do not speed. Sixth, make sure your equipment is in top shape before going out. Finally, remember that on thin ice the weight of your snowmobile is roughly equi­ valent to two extra people standing next to you. Mortimer, et a l .,^ investigated the snowmobile accident injury problem in their "Ergonomic Study of Snowmobiles" for the purpose of determining the extent of the anthropometric and human factors standpoint. In their opinion the snowmobile should be designed for maximum com­ fort and safety for the conditions in which it is used. Snowmobiles differ considerably in physical dimensions 10R. G. Mortimer, et a l ., "Ergonomic Study of Snow­ mobiles," a study made at the Highway Safety Research Institute, Ann Arbor, Michigan and supported, in part, by an Exploratory Research Grant from the National Safety Council, Chicago, Illinois, June 30, 1970). 18 that affect the operator's posture. However, a broader range of positions are necessary for operators when com­ pared with the automobile because (1) snowmobile drivers are not restricted by licensing, (2) all controls are operated with the hands so the feet need not remain in one location, stability, (3) body motion must be used to help maintain (4) various positions such as sitting and kneeling are assumed depending upon the terrain and snow conditions, and (5) riders need to be able to extricate themselves rapidly in the event of a turnover. Mortimer found that there is no standardized design for snowmobiles that provides for all these factors and recommends that the snowmobile industry conduct a human factor's engineer­ ing analysis and incorporate the findings into snowmobile design now, rather than years later when rigidification of design would make changes more difficult. The Mortimer study made the following specific recommendations for physical improvements to the snow­ mobile : 1. Windshields: A study should be conducted to determine optimal windshield structural design, dimensions, and placement. Protection should be provided for at least the 95th percentile male in the kneeling position. A sturdy, padded, steel rim around the windshield should be provided to protect riders from unseen wires, branches, and other objects. 19 2. Seats: The seat should be designed to absorb the necessary amount of shock so that inexperienced and uninformed riders will not be injured. Adjustable seats are desirable. A warning lable about the consequences of fail­ ing to post should be perma­ nently attached in an easy—toread location. 3. Footrests: The inward slant of footrests should be incorporated on all vehicles. A roll bar for leg protection should be designed. A foot rest should be provided with a six-inch minimum width for a driver and passenger. 4. Handlebars: Handlebars should be positioned so that the arms do not get in the way of the legs or vice versa. The brake and throttle levers may need to be relocated. Improved steering control on turns. Hand grips or a seat strap should be provided for the passenger. 5. Body Ang l e s : A variety of sitting and kneel­ ing positions should be provided for both comfort and safety. Other improvements to the snowmobile seem appro­ priate in order to reduce accidents on highways. Traffic Safety magazine article, The "What Happens When the Snowmobile Meets the H i g h w a y , " ^ reports that when the snowmobile, with its high noise level and low silhouette, crosses the path of highway traffic the fatalaccident. (Eight results can be a such fatalities were reported nationally during the 1968-69 winter.) It seems that the 11"What Happens When the Snowmobile Meets the High­ way?" Traffic Safety, February, 1970, pp. 14-15. 20 reduction of the noise level should not be difficult. However, increasing the height of the silhouette may be more perplexing. An increase in the height could make the vehicle too cumbersome to feasibly use in wooded or other areas where operating space is restricted. Physical improvements to the vehicle can be of great help in making snowmobiles more safe to operate and could be a factor in the reduction of accidents. In spite of these physical improvements, studies show that the operators are prime suspects in many accidents. Accident statistics for snowmobiles indicate a lack of good judgment on the part of many drivers. Negri's New York study points this factor out in his report on "Accidents Involving Snowmobiles." 12 Snowmobilers who drive on public roads should be extremely aware that their vehicle can stop and start much more quickly on ice or snow than automobiles. Snowmobile operators are also admonished to exercise caution when crossing public h i g h w a y s . Both of these general rules for safety were recommended in the New York study from information received through the investigation of ninety-three snowmobile accidents occurring in the State of New York during 196 7 and 1968. Additional recommendations indicated by Negri for increased safe control and manipulation of snowmobiles by 12 D. B. Negri, Accidents Involving Snowmobiles— A Preliminary Review (Albany, New Y o r k : State Department of Motor Vehicles, Division of Research and Development, February, 1970). 21 their operators are of particular note. Young children should be skillfully guided and instructed in the use and operation of snowmobiles if they are to be permitted to drive. Also, parents should consider carefully the hazards of snowmobile operation before giving young children per­ mission to use them. Notable statistics found in this study revealed that of the 132 snowmobile occupants, sixty-three per cent were killed or injured. The body areas sustaining the highest frequency of injury were the legs and head. operators ranged from ten to sixty years of age. The More than half of the snowmobile accidents occurred on Saturday and Sunday. The afternoon and evening hours from three to eight p.m. accounted for fifty per cent of the accidents. Although the Negri study included only 93 snowmo­ bile accidents and included both traffic and non-traffic accidents, it served its purpose well in defining a growing need for greater concern to improve the safety of snowmo­ bile operation. The Canadian study of snowmobile accidents'*"^ reported on 103 official accounts of collisions involving motorized snow vehicles on highways in Ontario from Novem­ ber, 196 8, through March, 1969. The study came very close 13 Ontario Department of Transport, Snowmobile Col­ lisions on Highways and Roads in Ontario (prepared for the 1970 International Snowmobile Congress, Duluth, Minnesota by the Research Section, Ontario Department of Transport, Ontario, Canada, 1970). 22 to concurring with the New York report when it revealed that sixty-three per cent of all collisions occurred during the hours of darkness. Seventy-three persons were killed or injured in the 10 3 reported accidents. Fifteen fatalities were recorded in fourteen snowmobile collisions with a vehicle or fixed object in the highway right-of-way. This high ratio of both fatalities and injuries to accidents seems to remain consistent in most reports on snowmobile accidents, whether they are labeled "traffic" or "non-traffic." The involvement of alcohol is significant in this Canadian study. Twenty-seven per cent of the snow vehicle operators were described as "ability impaired" or "had been drinking." Fatal accident reports which indicated driver condition disclosed that fifty-eight per cent (7 of 12) had recorded blood alcohol content— most of them at high levels. Of these seven fatalities where alcohol con­ centrations were observed, four of the post-mortem blood tests revealed a blood alcohol content exceeding 0.17 per cent by weight. Following the precedence being set in automobile accidents by young drivers, fifty-one per cent of snowmo­ bile operators in reported collisions were twenty years of age or less. years of a g e . Thirteen per cent were under sixteen 23 Michigan Snowmobile Law In 1968 the Michigan Legislature passed a law to register and regulate snowmobiles 14 (Appendix D ) . The law required that snowmobiles be registered and numbered beginning in 1969. Some of the major provisions of the law a r e : 1. 2. All snowmobiles must be registered except: (a) If a snowmobile is used on the owner's property exclusively, or on lands under his control. (b) If a snowmobile is exclusively operated in special snowmobile events of limited duration conducted according to pre­ arranged schedules under permits from government units having jurisdiction. Snowmobiles cannot drive upon the main tra­ veled portion of any roadway, or on a highway or street within 10 feet of such roadway. 3. When a snowmobile is registered, it may be driven across highways when crossing is safe and does not hinder traffic. Snowmobiles must always yield the right-of-way to motor vehicles on the highway. 4. Snowmobiles cannot cross limited access high­ ways or freeways. 5. Snowmobiles may drive on county road systems which are not maintained for motor vehicles during the winter. 14 Michigan, Department of State, l o c . c i t . 24 6. Snowmobiles must have one headlight and one tail-light. 7. There are no age limits for operating snow­ mobiles . 8. Snowmobile accidents must be reported if they result in injury or death to any person or if there is property damage estimated at $100 or more. 9. Dealers renting snowmobiles must carry lia­ bility insurance covering: (a) $10,000 bodily injury or death for one person in any one accident. (b) $20,000 bodily injury or death for two or more persons in any one accident. (c) $5,000 property damage. The studies reviewed in this chapter present the basis for a concerted effort by any government wishing to stem the tide of increasing snowmobile accidents and injuries through the legislative processes. Action in the educational field is appropriate for preparing new and present owners of snowmobiles through classroom instruction and in the art of handling their vehicles on all types of terrain according to the Mortimer 15 study. Special attention should be paid to the proper ^Mortimer, et al., loc. cit. 25 manipulation of jumps and the climbing of banks. Also, included in preparing operators for safe operation of their vehicles should be the awareness of particular hazards such as low-hanging tree limbs, single strands of a wire fence or chain restraints. Each of these hazards has taken their toll of snowmobile drivers. Thin ice, excessive speed, and poor visibility should also be cited as hazards to be reckoned with. Mortimer^ also indicates that legislators could very well require the snowmobile industry to standardize particular safety equipment such as windshields, mufflers, seats, footrests, handlebars, and controls. The machine should be formed in a manner which will provide a variety of sitting and kneeling positions for both the comfort and safety of the operator. Upon providing these safety requirements, a manufacturer could then embellish their vehicles with distinguishing characteristics. The New York 17 and Ontario 18 studies imply that law enforcement agencies will have to be better deployed in order to enforce laws controlling speeds, highway con­ flicts, and operational areas for snowmobiles. Accident investigation procedures will have to improve in order to provide more complete and accurate descriptive records and also increase the percentage of accidents reported. ^^Ibid. ^ N e g r i , loc. c i t . 18 Ontario, Department of Transport, loc* c i t . 26 19 The Ontario study suggests that alcohol involvement with accidents can be expected to become more prominent in mobile casualties. the problem of the future as it has with auto­ Thiswill undoubtedly be the most difficult of all problems to solve. It is hoped that through this study most of the factors found to be of consequence in the studies discussed will be substantiated or dismissed as not being significant. It is also the purpose of this report to reveal any p r e ­ viously unreported factors that add to the snowmobile traffic accident problem. In Chapter III the design and methodology used in the study for the purpose of gathering and analyzing data will be discussed. 19.. Ibid CHAPTER III DESIGN AND METHODOLOGY In this chapter a detailed explanation of the research design and the methods involved in treatment of the data is presented. tion of the sample; sonal interview; The chapter includes: (1) selec­ (2) selection of the sample for per­ (3) the nature of the variables; (4) the development of the personal interview questionnaire; (5) the procedures for collecting data, including: (a) 1969-70 snowmobile traffic accident report data, (b) driver records data, and responses; (c) personal interview (6) the treatment of data, including: dent report data, (a) acci­ (b) driver records data, and (c) personal interview data; and (7) the summary. Selection of the Sample The sample selected for this study consisted of all "traffic" accidents involving snowmobiles in the State of Michigan during the 1969-70 season. These accidents were labeled "traffic" by the Michigan State Police because they occurred on a public street, highway or thoroughfare, or on the right-of-way of these public roads. 27 28 "Non-traffic" accidents which occurred on trails, in fields, or other areas where snowmobiles are operated off public streets make up the remainder of accidents in Michigan during the 1969-70 snowmobile season, but are not the subject of this study. Selection of the Sample for Personal Interviews An arbitrary number of 2 3 snowmobile drivers who were involved in traffic accidents were selected for personal interviews. This number was determined to pro­ vide an approximate 10 per cent sample group. The volume of snowmobile traffic accidents in each county was used as a basis for the original selection of drivers. In order to have all areas of the State represented, geograph­ ical location was then considered. Upon identifying these geographical areas through county snowmobile traffic acci­ dent experience records, sex and age were considered for the final selection to satisfy those concerns. Two drivers were selected because of their availability as residents of the East Lansing area. It was felt that through this method a stratified, controlled, selected group could best be used to provide pertinent information regarding snowmobile drivers for use in this study. Therefore, the drivers to be interviewed were not randomly selected. 29 The Nature of the Variables The descriptive variables regarding snowmobile accidents, w h ich w ere selected as the basis for this study, were determined by their appearance on the standard M i c h i ­ gan UD — 10 accident report form. Prior to this selection, a personal observation of the reports was made at the Michigan State Police accident records section in Lansing to verify their completeness. Consultation with personnel at the records section provided assurance that the reports offered the most reliable official snowmobile accident information available. Driver records included were official data c o l ­ lected and compiled by the Michigan Secretary of State's office and were complete, up-to-date, and available. Information gathered from the personal interviews was accepted as factual to the best knowledge of the driver providing the account. Since no threat is indicated to the respondent by the information asked in the personal interview, it was expected to be dependable. The variables selected from the UD-10 accident report form in order to provide information for this study are: 30 Driver and Passengers (if pertinent) Sex Age Driver's license Driving experience Involvement with alcohol Residence Violations Vehicle Mechanical defects (moving parts) Physical defects Use Maneuver Obstacle collided with Damage Deployment Estimated Speed Terrain, Weather, and Visibility Factors Level Obstructions On Grade Clear or Cloudy Hillcrest Rain Wet Snow Dry Straight Snow or Ice Curve Road 31 Chronology Time of day Day of week Month County of occurrence Injuries (driver and passenger) Fatal Visible serious Visible not serious Not visible but indicated by victim No injury Development of the Personal Interview Questionnaire The Snowmobile Driver Profile Questionnaire (Appen­ dix C) was developed in order to provide an instrument which would act as a guide for personal interviews. The purpose of the questionnaire was to identify those characteristics which contributed substantially to the complete profile of the snowmobile drivers who have been involved in an accident. Content areas of interest (Appendix B) were used for the grouping of specific questions. These content areas contained questions which were developed in order to determine: Driver exposure Driving environment Driver experience Educational needs 32 Two "open-ended" questions were developed in order to gain additional relative information concerning the vehicle condition and additional probable causal factors indicated by the driver. This information was accepted as being biased and therefore was not treated as if it were factual. The Procedures for Collecting Data The Michigan Snowmobile Accident Reports {UD-10 i The Safety and Traffic Division of the Michigan State Police provided access to their files containing all reported snowmobile accidents in the State of Michigan during the 1969-70 season. These accidents were recorded on the standard UD-10 accident form and filed according to the date of occurrence. The "traffic" accident reports were separated from the "non-traffic" reports and the population drawn. Driver Records It was determined after consultation with Michigan State Police officials that the driver information needed for this study could be acquired from the driver record computer tapes kept in the Driver Records Section of the Michigan Department of State. Formal request was made in order to gain access to the computer information. request was approved. The 33 The drivers license number or birthdate for each operator was fed info the computer. The readout on the computer tape provided the following information: 1. Name of the driver 2. License identification number 3. Date of birth 4. Address 5. Date of original application for a license 6. Restrictions 7. Reportable accidents— place, date, type 8. Violation records— place, date, charge 9. Court action— place, date 10. Points charged against driver 11. Department of State License Appeal Board action 12. Suspension and revocation information 13. Re-examination information 14. Warning letter information This same information was available for deceased drivers. However, deceased driver records are kept sepa­ rately and for only a one-year period after death. A special request was made in order to obtain the records of fatally injured drivers. Personal Interview Responses The 2 3 drivers selected to be personally inter­ viewed were contacted by phone. Identification of the researcher was m a d e , followed by an explanation of the 34 project: and its p u rposes. The respondent also was informed why he was selected to be personally contacted. All respondents agreed to answer the 21 questions in the questionnaire. The parents of the under-licensing-age drivers were asked for and gave permission for the inter­ view with their youngster. The Treatment of Data Accident Report Data A map of Michigan was used to depict the total number of 1970 snowmobile registrations throughout the State according to county. The accidents were also por­ trayed on the map corresponding to the number of occur­ rences per county. Distribution tables were constructed to disclose the chronological accident data related to month of the year, day of the week, and time of the day. The time of day was broken into the following categories for reporting: 12:01 a.m.- 4:00 a.m. 12:01 p.m.- 4:00 p.m. 4:01 a.m.- 8:00 a.m. 4:01 p.m.- 8:00 p.m. 8:01 a.m.-12:00 a.m. 8:01 p.m.-12:00 p.m. These time categories were selected in order to better point to times when a particular use of a snowmo­ bile may determine the reason for movement and could reflect on the consequent accident. 35 Tables were constructed bo show frequency, number, and percentages of the following variables as they were recorded on the accident report by the investigating officer: Fatal and Non-fatal Accidents Residence of Drivers Driver Age and Sex Vehicle Damage Estimated Speed Driver Injuries Passenger Age Passenger Injuries Pedestrian Injuries Weather Light Conditions Locality Roadway Characteristics Driving Maneuver Type Road Law Violation Drinking Condition of Drivers Vision Obstructions Vehicle Defects Driver Record Data General discussion of the information gathered from the driving records was pursued and a circle graph 36 was constructed to depict the records of snowmobile drivers compiled as automobile drivers. The chart shows the numbers and percentages of drivers who fell into the following categories: No Accidents or Violations Accidents and/or Violations Under-Licensing-Age Drivers No Information Available Personal Interview Questionnaire Data The discussion of and reporting on the driving records of those interviewed and their sex and ages was followed by the questionnaire content area report. The content area report included the discussion of the data compiled and charts showing the number and per cent of particular responses. Questions and responses were listed according to the following areas of interest: Driver Exposure Driver Experience Driver Environment Educational Needs "Open-ended" Questions Regarding Vehicle Defects and Probable Causes for the Accident According to the Driver Summary It was felt that a descriptive study might reveal some common factors contributing to the cause of snowmobile 37 traffic accidents and provide information to base recom­ mendations upon. Through discussion and the use of frequency dis­ tributions and charts, the available information from accident r e c o r d s , driving records, personal interviews, and registration records could best be reported. Because of the thorough use of accident records, recommendation for the modification of the Michigan UD-10 accident report form to facilitate better reporting of snowmobile accidents was made. Presented in Chapter IV are the analysis and findings of this descriptive study. CHAPTER IV ANALYSIS OF THE DATA Chapter III contained the guidelines for the design and methodology used in the study. This chapter will contain the analysis of the data collected and p r e ­ sent it in verbal, graphic, and table form according to the aforementioned guidelines. This study was designed to gather data about certain unique factors involved with snowmobile traffic accidents in the State of Michigan during the winter season of 1969— 70. Data from the Michigan UD-10 accident forms, the driver record computer t a p e s , and the personal interview questionnaires were recorded and tabulated by hand. The data were tabulated descriptively for analysis and d is­ cussion. The results of this tabulation were organized in the following manner for presentation and discussion: 1. Snowmobile Registration 2. Non-fatal Snowmobile Traffic Accidents Number of Accidents Residence of Drivers Month and Day of Week Accidents Occurred 38 39 Time of the Day When Accidents Occurred Young Drivers Vehicle Damage Single Snowmobile Accidents Snowmobile-Motor Vehicle Collisions Driver Age According to Sex Driver Injuries Passenger Injuries Pedestrian Injuries Weather at the Time of the Accident Light Conditions at the Time of the Accident Locality Where Accidents Occurred Roadway Characteristics Where Accident Occurred What Drivers Were Doing Before the Accident Types of Roads and Roadways Where Accidents Occurred Law Violations Drinking Condition of Drivers Vision Obstructions Vehicle Defects Driver Records 3. Personal Interview Questionnaire Report Driver Exposure Driver Experience Driver Environment 40 Educational Needs "Open-ended" Questions 4. Fatal Accidents Residence of Drivers Month and Day of the Week Fatal Accidents Occurred Time of Day When Fatal Accidents Occurred Young Drivers Vehicle Damage Driver Age and Sex Causes of Fatal Injuries Deployment of Snowmobiles in Fatal Accidents Locality of Fatal Accidents Law Violations Weather, Surface Conditions, Visual Obstruc­ tions and Vehicle Defects Involvement in Fatal Accidents Fatal Accident Driver Records Upon gaining access to the Michigan State Police files containing the reports on snowmobile accidents reported and recorded on the UD-10 accident forms for the 1969-70 winter season, 227 reports were found to make up the population of snowmobile traffic accidents involving 239 snowmobiles. Fatal snowmobile accidents were filed apart from other snowmobile accidents and am investigation of the reports revealed that 12 fatal accidents were traffic oriented. These 12 accidents were reported sepa­ rately in this study. 41 Three drivers included in non-fatal accidents and one driver involved in a fatal accident were not Michigan residents. Data concerning the driving records of these drivers was not collected. Analysis of the Data Snowmobile Registration The map below. Figure 4.1, shows the number of snowmobile registrations by county throughout the State. Table 4.1 indicates the number of registrations per county and the per cent that this number represents of total registrations in the State through June 3, 1970. It should be noted that the total number of registrations does not represent all snowmobiles operated in Michigan, since owners who operate snowmobiles on their land only or land under their control, and snowmobiles which are operated only in special snowmobile e v e n t s , need not be registered by law. Through the use of information found in Table 4.1, it was found that 15.43 per cent of all registrations were credited to the 15 counties in Michigan's upper peninsula. Non-fatal Snowmobile Traffic Accidents The 1969-70 Michigan snowmobile traffic accidents increased as the season peaked. increase vividly. Figure 4.2 reveals the The number of accidents began with the 42 1101 1069 ^ 1019 r 3813 j_.__._L 2786 -s 1050 826 ' 223 1 834 1140, 737 1 1065 ^1136'12 78|1061 13 79jl518f-410“ -tr ■ ' *•> 1 2152 |1090 .... j j 19 85 918. J t,t. — i jll87 _.r-“ -^ , * 1652i — ■* 5845J, 4790r - r ,1092jll37 15011 ■ 1393 -t - L - -T - - L - r - . r ' — Ll/96. 3 8 9 4 |918 |1353|3489j 756 j 7274 j ] 779 179811146 j 1741 j 1222 ^107_0i_^0^ L i 0^J_473j^3 5 2 j 461 i 604Total Registrations = 130,230 FIGURE 4.1.— 1970 Michigan Snowmobile Registration by County 43 TABLE 4.1.— Distribution of Michigan Snowmobile Registra tions by County County Alcona Alger Allegan Alpena Antrim Arenac Baraga Barry Bay Benzie Berrien Branch Calhoun Cass Charlevoix Cheboygan Chippewa Clare Clinton Crawford Delta Dickinson Eaton Emmet Genesee Gladwin Gogebic Grand Traverse Gratiot Hillsdale Houghton Huron Ingham Ionia Iosco Iron Isabella Jackson Kalamazoo Kalkaska Kent Keweenaw Number Per Cent* 522 891 1, 393 1,745 1,050 984 569 918 4 ,025 560 1,070 473 1 ,146 408 1,334 1,530 2 ,786 1,140 1,137 428 2 ,270 1,337 1 ,353 1 ,103 8,217 737 1,069 .40 .75 1.06 1.33 .80 .75 .43 .70 3 .09 .43 .82 .36 .87 .31 1.02 1.17 2 .13 .87 .87 .32 1.74 1.02 1.03 .84 6 .30 .56 .82 2 ,738 1,187 352 1, 367 1,065 3,489 1,092 1,184 1,019 1, 379 1 ,741 1, 798 579 4 ,790 87 2 .10 .91 .27 1.04 .81 2 .67 .83 .90 .78 1.05 1.33 1. 38 .44 3.67 .06 County Number 223 Lake 1,908 Lapeer 629 Leelanau Lenawee 461 756 Livingston 793 Luce Mackinac 1,013 3, 894 Macomb 702 Manistee Marquette 3,813 Mason 826 Mecosta 1,061 1,071 Menominee 1,518 Midland 559 Missaukee Monroe 604 Montcalm 1,9 85 Montmorency 495 2,918 Muskegon 1,278 Newaygo Oakland 7,274 1,136 Oceana Ogemaw 1,078 Ontonagon 1,101 Osceola 834 Oscoda 230 1, 168 Otsego Ottawa 1,652 930 Presque Isle 1, 338 Roscommon Saginaw 5, 845 St. Clair 1, 796 305 St. Joseph Sanilac 1,909 Schoolcraft 826 Shiawassee 1,501 Tuscola 2 ,152 779 Van Buren 1, 222 Washtenaw 4,942 Wayne Wexford 1,216 337 Foreign Total 130,230 Per Cent* .17 1.46 .48 .35 .58 .60 .77 2 .99 .53 2 .92 .63 .81 .82 1.16 .42 .46 1.52 .38 2 .24 .98 5 .58 .87 .82 .84 .64 .17 .89 1.26 .71 1.02 4 .48 1. 37 .23 1. 46 .63 1.15 1.65 .59 .93 3. 79 .93 .25 ♦Actual computed value rounded to the nearest hundredth. Source: Reprinted from the records of the Michigan Secretary of State, Snowmobile Records Division. 44 80 75 71 70 65 60 60 55 51 50 Number of Accidents 45 40 35 32 30 25 20 15 12 10 5 0 SEPT OCT NOV DEC JAN Months of the Year Total accidents = 227 FIGURE 4.2.— Distribution of Accidents by Month FEB M A RCH 45 first substantial snow coverage in November and increased to the crest in January when over thirty per cent of all accidents occurred. However, the number of accidents remained high throughout the last two months of the season. Snowmobile accidents tapered off during the month of March and abruptly stopped at the end of the month although Michigan experienced a substantial amount of snow due to storms in early April. The isolated accident, reported on September 9, 1969, was not due to early snows or the beginning of the season. That accident occurred under perfectly dry conditions and involved an automobile that had a windshield broken by a stone thrown from the track of a snowmobile. The second map, Figure 4.3, lists the number of non-fatal snowmobile traffic accidents per county for the 1969-70 season and Table 4.2 indicates the number and per cent of the total non-fatal snowmobile traffic accidents which occurred by county. Eighteen counties reported no non-fatal snowmobile traffic accidents. However, three of these counties did report a fatal snowmobile traffic acci­ dent . The number of upper peninsula snowmobile registra­ tions indicates that there are more snowmobiles per capita in that area than in the lower peninsula, as expected, because of the weather conditions and open areas condusive to the operation of snowmobiles. However, information 46 r:;: 11 12 Total A c c i d e n t s 227 FIGURE 4.3.— 1969-70 Michigan Snowmobile Traffic Accidents* •Excluding fatal accidents. 47 TABLE 4.2.— Distribution of Snowmobile Accidents by County* County Accidents Alcona Alger Allegan Alpena Antrim Arenac Baraga Bay Benzie Berrien Branch Calhoun Cass Charlevoix Cheboygan Chippewa Clare Crawford Delta Dickinson Emmet Genesee Gladwin Gogebic Grand Traverse Houghton Huron Iosco Iron Isabella Jackson Kalamazoo Kalkaska Per Cent** 5 5 2 8 1 2 1 4 1 2 1 1 2 5 2 12 8 1 7 1 3 1 3 2 2.20 2.20 .88 3.52 .44 .88 .44 1.76 .44 .88 .44 .44 .88 2.20 .88 5.29 3.52 .44 3.08 .44 1.32 .44 1.32 .88 3 3 1 4 1 1 3 1 3 1.32 1.32 .44 1.76 .44 .44 1.32 .44 1.32 County Accidents Lake Lapeer Leelanau Livingston Luce Mackinac Manistee Marquette Mecosta Menominee Missaukee Montcalm Montmorency Muskegon Newaygo Oakland Oceana Ogemaw Ontonagon Oscoda Otsego Ottawa Presque Isle Roscommon Saginaw St. Clair Sanilac Schoolcraft Tuscola Van Buren Wayne Wexford Total 4 2 1 1 3 6 3 11 1 1 1 2 4 11 1 7 3 5 2 1 7 1 5 7 6 5 8 4 4 1 2 7 Per Cent** 1.76 .88 .44 .44 1.32 2.64 1.32 4.84 .44 .44 .44 .88 1.76 4.84 .44 3.08 1.32 2.20 .88 .44 3.08 .44 2.20 3.08 2.64 2.20 3.52 1.76 1.76 .44 .88 3.08 TTT *Not including twelve fatal accidents. **Actual computed value rounded to the nearest hundredth. Note: accidents. 18 counties reported no snowmobile traffic 48 compiled from Tables 4.2 and 4.1 shows that, traffic acci­ dents reported account for 21.6 per cent of the total and registrations account for only 15.43 per cent of the total. This situation might be explained by the fact that many snowmobilers come from other parts of the State to ride their vehicles in the upper peninsula. Approximately one- fourth of the snowmobilers who had traffic accidents last year were not residents of the county where the accident occurred. This data is depicted in the following report on the residence of drivers. Residence of drivers.— Of the 227 non-fatal acci­ dents, which included 239 drivers. Table 4.3 shows that the majority, nearly 70 per cent, of these drivers were residents of the county where the accident occurred. Nearly one-fourth of the drivers were residents of other counties in Michigan, and less than seven per cent were unknown or out-of-state drivers. TABLE 4.3.— Residence of Drivers Involved in Non-fatal Snowmobile Traffic Accidents Residence County of Occurrence Another Michigan County Ohio Indiana Not recorded Total Number of Drivers Per Cent* 166 57 2 1 13 2*39" 69.45 23.85 .84 .42 5.44 •Actual computed value rounded to the nearest hundredth. 49 Month and day of -the week accidents occurred.— Table 4.4 indicates the number of traffic accidents per month during the 1969-70 season and the number of accidents that occurred on specific days of the week during each month. It is clearly apparent that the weekend days of Friday, Saturday, and Sunday are the most dangerous days for snowmobile drivers on or near the roadways in the State of Michigan. Weekend days accounted for 77.09 per cent (175) of all snowmobile accidents which occurred during the 1969-70 season. This pattern very well could reflect the vastly increasing recreational use of snowmo­ biles and the type of persons who are driving the majority of snowmobiles. The working man generally spends more of his time for recreational purposes on the weekend days. If he is a snowmobiler, he then has the time to follow longer trails and enjoy driving his snowmobile to many of the gatherings which are generally arranged at numerous campsites throughout the State by snowmobile clubs. Many summer trailer camps have begun year-around operation and cater specifically to the snowmobile trade throughout the winter season. With these many opportunities for travel and enjoyment throughout the formerly dormant months of the cold season, snowmobilers are taking to the trails and roadways in increasing numbers on the weekends. TABLE 4.4.— Distribution of Accidents by Month and Day of the Week 1969-70 Day of the Week Months Total per Cent* Sunday Monday Tuesday Wednesday Thursday Friday Saturday 1 September 1 0.44 October 1 November 3 December 12 5 January 23 4 February 16 March 11 2 65 Total Per Cent* 28.63 7 1 12 5.29 4 3 12 15 60 26.43 4 8 12 20 71 31.28 3 3 8 21 51 22.47 1 1 3 3 11 32 14.10 11 10 13 18 42 68 227 4.85 4.4 5.73 7.93 18.5 29.96 9 •Actual computed value rounded to the nearest hundredth. 51 Time of day when accidents occurred.— Figure 4.4 was constructed to show the time of the day when snowmobile traffic accidents occurred. The peak time period for acci­ dents was from 8:01 p.m. through 12:00 p.m. during which 28.63 per cent occurred. The time period from 4:01 p.m. through 8:00 p.m. followed closely, recording 26.43 per cent of all accidents. It should be noted that no snowmo­ bile traffic accidents occurred within the time period 4:01 a.m. through 8:00 a.m. The combined dusk and dark hours from 4:01 p.m. to 4:00 a.m. claimed the bulk (70.48 per cent) of the accidents. Although 35 accidents were reported for the total time period of 12:01 a.m. to 4:00 a.m., it was interesting to find that the majority of these accidents were clustered near the midnight hour. Eighteen accidents (54.29 per cent) reported in this category occurred during the first hour (12:01 a.m. to 1:00 a.m.) of the time period. accidents Only seven (20 per cent) occurred during the last two hours, from 2:01 a.m. to 4:00 a.m., of the four-hour time period. Since the weekend days accounted for 77.09 per cent of all traffic accidents during the season. Figure 4.5 was constructed to show the breakdown of accidents which occurred on Friday, Saturday, and Sunday according to time of day. Again, the time period 8:01 p.m. through 12:00 p.m. leads in the number of accidents, followed closely by the time period 12:01 p.m. through 4:00 p.m. as was indicated 52 65 65 60 56 55 60 26.43% 24j67% 50 45 40 Number of Accidents 35 35 30 25 20 15 10 10 4.4% 12:014 a.m. 8:01- 12:014:018 a.m. 12 a.m. 4 p.m. 8 :014:018 p.m. 12 p.m, Time of Day FIGURE 4.4.--Distribution of Snowmobile Traffic Accidents by Time of Day Total Accidents— 22 7 One accident had no time reported. ♦Actual computed value rounded to the nearest hundredth. 53 25 Number of Accidents 19 20 15 12 10 Friday (42) 12:014 a.m. 4:018:0112:018 a.m. 12 a.m. 4 p.m. 4:018:018 p.m. 12 p.m. Time of Day 25 20 Number 17 19 20 15 of Accidents 10 Saturday (6 8 ) * 12:014 a.m. 4:018:01- 12:018 a.m. 12 a.m. 4 p.m. 8 : 01 4:018 p.m. 12 p.m. Time of Day 25 21 19 20 Number 15 of Accidents 10 15 Sunday (65) 12:014 a.m. 4:018:0112:018 a.m. 12 a.m. 4 p.m. 8 : 01 4:018 p.m. 12 p.m. Time of Day FIGURE 4 5.— Distribution of Weekend Accidents by Time of Day *One Saturday did not have a time reported. 54 in the total accident count. It was noted that the com­ bination of two consecutive time periods, Saturday 8:01 p.m. through 12:00 p.m. and Sunday 12:01 a.m. through 4:00 a.m., account for almost one-fourth (23.43 per cent) of all acci­ dents that occurred on the weekends. However, this same combination of sequential time periods accounted for 4 3.3 per cent of all snowmobile traffic accidents during the season. There is a strong implication that the number of accidents also reflects the peak periods of exposure by snowmobilers. Information revealed through personal inter­ views indicates that the majority of snowmobilers travel at the times when most accidents occurred on the weekend days . Young drivers.— The young drivers, fifteen years old and younger, who are under licensing age contribute heavily to the number of snowmobile traffic accidents which occurred in the daylight hours. Figure 4.6 shows the distribution of these accidents and seems to indicate the reason for the 12:01 p.m. through 4:00 p.m. time period being so heavily populated when observing all acci­ dents. It is shown in Table 4.5 that these underage drivers contribute considerably to the weekend numbers of traffic accidents. Over 70 per cent, 31 of 44, of the accidents among this group occurred on the weekend days of Friday, Saturday, and Sunday, according to the times indicated on the accident reports. 55 20 19 18 18 18 1 2 :0 1 - 4 :01— 8 p.m. 17 16 15 14 13 12 11 10 9 8 7 6 5 4 3 3 2 1 1 2 : 01- 4 a.m. 4:018 a.m. 8 01 12 a.m, 4 p .m . 8 01 Time of Day • - 12 p.m. Distribution of Accidents Involving Drivers er 16 Years of Age by Time of Day 56 TABLE 4.5.— Distribution of Drivers Under 16 Years of Age Involved in Accidents by Day of the Week Day Number of Drivers Per Cent* 11 3 1 3 6 9 11 25.00 6 .82 2.27 6 .82 13.64 20 .45 25.00 Sunday Monday Tuesday Wednesday Thursday Friday Saturday Total 44 ♦Actual computed value rounded to the nearest hundredth. Vehicle d a m a g e .— Snowmobiles usually are damaged when involved in a traffic accident. Of the 239 snowmo­ biles involved in traffic accidents during the 1969-70 season, 6 7.37 per cent reported snowmobile damage. Table 4.6 indicates the parts of the vehicle that were most frequently reported damaged because of a traffic accident. It would appear, because of the number of reports indicat­ ing front end damage, that snowmobilers are more apt to hit objects than to be the victims of other motor vehicles. Single snowmobile accidents.— Of the 227 recorded traffic accidents, 115 mobile accidents and 112 (50.66 per cent) were single snow­ (49.34 per cent) were accidents involving other motor vehicles, including twelve snowmo­ biles. The frequency distribution. Table 4.7, indicates the number of involvements by road and roadside objects, obstructions, and conditions in single snowmobile traffic 57 TABLE 4.6.— Distribution of Damaged Parts of Snowmobiles Involved in Traffic Accidents Damage Drive Belt Side Front Ski All parts Windshield Rear Hood (cowling) Handlebars Frame Steering Undercarriage Bumper Seat Gas Tank Engine Total Loss (2 burned) No Damage Unknown Vehicles* Per Cent** 1 24 91 9 3 15 10 10 1 2 2 3 2 1 1 1 .42 1.00 38.07 3.77 1.26 6.28 4.18 4.18 .42 .84 .84 1.26 .84 .42 .42 .42 13 5.44 61 17 25.52 7.11 *Some vehicles reported multiple parts damaged. **Actual computed value rounded to the nearest hundredth. 58 TABLE 4.7.— Distribution of Road and Roadside Hazards Involved in Single Snowmobile Traffic Accidents Hazard Ditch Rut Tree Ice Snowbank Fence Guard Rail Railroad Tracks Utility Pole Guy Wire Dog Curb Mailbox Pedestrian Deer Building Road Sign Bridge Unknown Total Accidents 21 10 12 10 19 5 3 1 1 2 1 3 3 2 2 1 2 17 Per Cent* 18.26 8.70 10.43 8.70 16.52 4.35 2.61 .87 .87 1.74 .87 2.61 2.61 1.74 1.74 .87 1.74 14.78 115 ‘Actual computed value rounded to the nearest hundredth. Note: Forty-eight drivers were thrown from their vehicle in these accidents. 59 accidents. It is apparent that snowbanks and dit c h es, named on 34.78 per cent of the accident reports, seem to present the greatest hazard to snowmobile operators who were involved in single vehicle traffic accidents. These two hazards in addition to icy conditions and ruts accounted for 52.18 per cent of the indicated reasons for single accidents. Drivers seem to be unable to cope effectively with these hazards, which results in loss of control and, usually, an accident causing property damage and/or bodily injury. When problems arise in the operation of a snowmo­ bile and control is lost, there is a great chance that the driver will fall or be thrown from the machine, espe­ cially in single snowmobile accidents. The accident reports describing the 115 single vehicle accidents show that 48 (41.74 per cent) of the drivers were thrown from their vehicles, 21 because the vehicle overturned and 27 fell or were thrown off because of loss of control or collision with a stationary o b j e c t The seven accidents involving three pedestrians, two d o g s , and two deer all occurred on the roadway in the evening and night hours. The pedestrian accidents could be attributed to darkness and lack of adequate vehicle lights. The four accidents involving animals seemed to be unavoidable, since all reports indicated that the animals darted into the paths of the snowmobiles. 60 One single accident: involved the pulling of a boy who was holding on to the back of the machine. His feet slipped under the track on the snowmobile causing injury to his heel. Another single accident resulted from a sled being towed in a ditch. The sled overturned injuring one of five occupants slightly. The other accident involving a sled resulted in a broken leg to the sleigh rider who fell off when the snowmobile hit a bump in the roadway. A handicapped male driver was responsible for one other single vehicle accident. Because of the crippled condi­ tion of his right hand, the driver lost control of the snowmobile and collided with a bridge abutment, which resulted in serious bodily injuries. Snowmobile-motor vehicle collisions.— Snowmobiles were involved in traffic accidents with another motor vehicle (including 12 snowmobiles) on 112 occasions, or 49.34 per cent of the 227 traffic accidents reported last season. In Table 4.8 the deployment factors which seemed to be most relevant to the cause of snowmobile-motor vehicle accidents are listed. The most obvious hazard for snowmobilers along and on the roadways appears to be parked vehicles. On 27 occasions— almost one-fourth of the accidents— snowmobiles collided with parked vehicles, and numbered among these accidents were five snowmobiles. Automobiles hit snowmobiles traveling in the same direction along the roadway on seven occasions. Four snowmobiles TABLE 4.8.— Distribution of the Deployment Factors Most Relevant to the Cause of Snowmobile-Motor Vehicle Accidents Deployment Factor Accidents Per Cent* 4 3.57 18 16.07 Intersections of Roadway 9 8.03 Snowmobile Comming off Sidewalk 2 1.79 Snowmobile Coming from Parked Position 1 .89 14 11.61 Snowmobile Pulled out of Driveway 8 7.14 Snowmobile Sideswiped Other Vehicle 3 2.68 Snowmobile Making U-Turn in Road 3 2.68 Snowmobile Making Left Turn 3 2.68 27 24.11 Car Turning to Driveway 4 3.57 Car Failed to Make Turn 1 .89 Car Pulled out of Driveway 2 1.79 13 11.61 Snowmobile Stopped on Roadway Snowmobile Crossing Roadway Snowmobile Driving on Wrong Side of the Road Snowmobile Hit Parked Vehicle No Particular Factor Total 112 ♦Actual computed value rounded to the nearest hundredth 62 were stalled on the roadway and hit by automobiles. Four­ teen snowmobiles had collisions while traveling on the wrong side of the roadway. snowmobiles. Two of these involved other These situations also produced eleven head- on collisions. On two occasions snowmobiles sideswiped other vehicles; one, another snowmobile, and the other an automobile (a Police C r u i s e r ) . Another accident was reported which involved a snowmobile which sideswiped an automobile and proceeded on to collide with another snow­ mobile. Snowmobiles attempting to cross the roadway are a very significant factor in the cause of collisions with motor vehicles. reported. Eighteen of this kind of accident were Four of these happened when snowmobilers were following a trail which led to the roadway. accidents accounted for nine collisions. Intersection Speed, judgment of the turning radius, and visual perceptions dominate the probable reasons for this particular group of a ccidents. Eight accidents involved snowmobiles pulling out of drive­ ways . Two of these accidents were preceeded by a faulty throttle which caused the vehicle to thrust into the street. Two accidents involved stones which were thrown from the track of the snowmobile; one hit the driver of a following snowmobile, and the other hit the windshield of a passing automobile. Driver age according to s e x .— The frequency distri­ bution chart. Table 4.9, indicates male driver age and sex, and Table 4.10 indicates female age and sex. There were 63 TABLE 4.9.— Distribution of Male Drivers by Age Number of Drivers Age 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 Age Number of Drivers 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 3 1 6 5 3 9 13 7 6 7 5 5 3 3 3 5 7 9 8 1 9 9 3 2 5 9 4 4 3 2 4 7 1 2 0 2 2 Total Number of Male Drivers = 195 Average Age = 26.56 years Median Age - 26 years Age Groups: 15 and under = 40 16-24 - 44 25-34 = 62 35-44 » 29 45-63 = 20 Age 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 Number of Drivers 2 1 2 0 0 2 1 4 1 1 1 0 1 0 1 0 0 1 64 TABLE 4.10.— Distribution of Female Drivers by Age Age 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 Number of Drivers Age 2 1 1 0 0 1 0 1 1 1 1 0 0 1 1 Number of Drivers 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 0 0 0 0 1 0 1 0 0 0 2 2 0 0 0 Total Number of Female Drivers = 32 Average Age = 34.77 years Median Age = 38 years Age Groups: 15 and under 16-24 25-34 35 - 44 44-55 = 4 = 5 — 4 = 10 = 8 Age Number of Drivers 42 43 44 45 46 47 48 49 50 51 52 53 54 55 Unknown 1 2 3 1 1 0 0 1 2 0 0 1 0 2 1 65 twelve accidents that did not report the sex or age of the snowmobile driver. recorded. One female driver did not have an age Two accidents involving only snowmobiles were reported listing a male and a female driver. Eleven acci­ dents involving only snowmobiles were reported to have both male dri v e r s . Of the 195 male drivers who were involved in 184 traffic accidents during the 1969-70 season, over 20 per cent (40) were under sixteen years of age. The youngest male involved as a driver in a snowmobile accident was nine years old, with three drivers of this age. On the other end of the age scale, the oldest driver was 6 3 years of age. The median age of 26 years reveals that older male drivers are involved in more snowmobile traffic acci­ dents than younger d r i v e r s . This is the reverse of the national automobile accident statistics, which show young male drivers as having the highest degree of involvement in accidents of any age group. Although only 32 female drivers were involved in snowmobile traffic accidents, the same trend is evident as with male drivers. female drivers. More accidents included older Fifty per cent of the females reported as drivers in snowmobile accidents were 38 years of age or older. There were four female drivers under sixteen years of age; but on the other end of the age scale there were five female drivers fifty years of age and older— the oldest being 55. The female group fell into two main 66 age categories: 22 years and under— the youngest being 12; and 37 to 55 years of age. Hie 23 through 36 age groups included only four female drivers. If both male and female drivers are combined into one group, the average age is 27.69 years of age with the median age falling at 27 years. Both of these statistics are higher than would be expected, if compared to automo­ bile drivers. Driver injuries.— Table 4.11 clearly denotes that most drivers who have snowmobile traffic accidents are also going to suffer some kind of bodily injury. Of all drivers who had accidents last season, 69.5 per cent were injured to some degree, and more serious injuries per cent) were suffered than any other kind. (42.29 The reports also show that male drivers were victims of serious injury in a higher percentage of the accidents than females. Of injuries that were specifically described on the accident reports, limbs of the body and their extrem­ ities were mentioned most frequently. The distribution of these specific injuries is listed in Table 4.12. Passenger injuries.— The number of passengers on snowmobiles which were involved in snowmobile accidents was almost evenly divided between males and females. Males, Table 4.13, numbered 41 and females. Table 4.14, 38. Included as passengers were a male on a sled and a male being pulled without a sled. sleds are included. Three females who were on 67 TABLE 4.11.— Distribution of Driver Injuries by Sex and Type A Male Per Cent4 of Total Female Per Cent4 of Total Total Per Cent4 of Total 85 43.59 11 34.37 96 42.29 Type of Injury B C 33 16 .92 6 18.75 39 17.18 16 8.21 7 21. 87 23 10.13 Total O 61 31.28 8 25.00 69 30 .40 195 32 227 ♦Actual computed value rounded to nearest hundredth. Code of Injury: A - Visible signs of injury, as bleeding wound or distorted member, or had to be carried from scene. B - Other visible injury, as bruises, abrasions, swelling, limping, etc. C - No visible injury but complaint of pain or momentary unconsciousness. O - No indication of injury. TABLE 4.12.— Distribution of Reported Injuries According to Parts of the Body Injured Part of Body Injured Number of Drivers Per Cent4 Head Leg Knee Foot Back Body Arm Shoulder Wrist Hand Total 15 20 4 2 4 2 2 6 2 3 60 25.00 33.33 6.67 3.33 6.67 3.33 3.33 10.00 3.33 5.00 ♦Actual computed value rounded to nearest hundredth. 68 TABLE 4.13.— Distribution of Male Passenger Injuries by Age and Type Age Type Inj ury 4 6 7 8 11 12 12 12 12 13 13 13* 13 13 A O B C O O O o o o o A A O Age Type Injury 14 15 15 15** 15 15 15 15 16 17 18 19 20 20 O O O A O A A A O O A A B B Age 22 23 23 25 26 26 27 34 35 37 39 40 59 Type Injury C B A C C O B A O A O O A *On sled being towed by snowmobile. **Holding on rear of snowmobile. Total Number of Male Passengers Injured = 41 Average Age of Male Passengers Injured = 19.365 years Median Age of Male Passengers Injured =» 15 years Composite Account of Male Passenger Injuries Type Number Per Cent* A B C O Total 13 5 4 19 41 31.71 12.20 9.74 46.35 *Actual computed value rounded to nearest hundredth. Code of Injuries: A - Visible signs of injury, as bleeding wound or distorted m e m b e r s , or had to be carried from s c ene. B - Other visible injury, as bruises, abrasions, swelling, limping, etc. C - No visible injury, but complaint of pain or momentary unconsciousness. O - No indication of injury. 69 TABLE 4.14.— Distribution of Female Passenger Injuries by Age and Type Age Type Injury 3 7 8 8 9* 10 10 10 11 14 15 15 17 A B A O A O O A B O O o o Age Type Injury A C A C B C B C B B A C O 19 22** 22 23 24 25 27 30 31 31 31* 32 32 Age Type Inj ury 34 34 35 36 38 38 39 44 46 46 52 58 B A A B C B C B O A O A *On same sled being towed by automobile. **On sled with four other passengers being towed by snowmobile. Total Number of Female Passengers Injured = 38 Average Age of Female Passengers Injured = 25.947 years Median Age of Female Passengers Injured = 26 years Composite Account of Female Passenger Injuries Type Number Per Cent* A B C O Total 12 10 7 9 38 31.58 26.32 18.42 23.68 *Actual computed value rounded to nearest hundredth. Code of Injuries; A - Visible signs of injury, as bleeding wound or distorted member, or had to be carried from scene. B - Other visible injury, as bruises, abrasions, swelling, limping, etc. C - No visible injury but complaint of pain or momentary unconsciousness. D - No indication of injury. 70 Passengers were injured in 64.56 per cent: of all traffic accidents and suffered some type of injury. More fell within the most serious injury classification than any other kind. Twelve passengers were thrown off snow­ mobiles of the 79 total accidents that involved passengers. Of the passenger injuries that were specifically described on accident reports, leg injuries numbered nine and head, back, and hand injuries were designated once. Female passengers were more likely to be injured than males; however, both groups received a higher per­ centage (31.64 per cent) of serious injuries than any other kind. The difference in the ages of male and female passengers was notable. was 15 years and their The male passengers median age average age was 19.37 female passenger median age was 26 years and y e a r s . The their average age was 25.9 5 years. Pedestrian injuries.— Three pedestrians were involved in snowmobile accidents and all received serious injuries. Pedestrians' ages ranged from the youngest, a male eleven years of age, to the oldest, a female forty years of age. year old male. The other pedestrian victim was a nineteen All pedestrians were hit by snowmobiles while they were in the roadway. Weather at the time of the accident.— Table 4.15 shows that 82.38 per cent of the accidents (187) occurred under clear or cloudy weather conditions. Thirty-seven 71 accidents occurred while It was snowing. No Information concerning the weather was recorded on three accidents. No other kind of weather was recorded. TABLE 4.15.— Weather Conditions at the Time of the Accident mi Weather Clear or Cloudy Snowing Not Reported Total - s a i '■ rai— . it— Number of Accidents Per Cent* 187 37 3 227 82.38 16. 30 1.32 *Actual computed value rounded to nearest hundredth. Light conditions at the time of the accident.— Information revealed in Table 4.16 shows that the majority of snowmobile accidents occurred during darkness. This period of the day accounted for 56.82 per cent of all snow mobile accidents which occurred. The daylight hours accounted for 39.64 per cent of all accidents. accidents occurred at dusk and none at dawn. Only six No informa­ tion was recorded on two accidents. TABLE 4.16.— Light Conditions at the Time of the Accident Light Condition Daylight Dusk Darkness Not Reported Total Number of Accidents 90 6 129 2 227 Per Cent* 39 .65 2.64 56.83 .88 ‘Actual computed value rounded to nearest hundredth. 72 Locality where accidents occurred.— Table 4.17 indicates that most of the accidents occurred on roads or roadways in rural areas. However, it is worthy of note that nearly thirty per cent of all snowmobile traffic accidents occurred in residential areas. This information gives verification to the suspicion that snowmobiles are becoming a safety factor on the streets in our urban and suburban areas. TABLE 4.17.— Distribution by Kind of Locality in Which Accidents Occurred Locality Accidents Manufacturing or Industrial Shopping or Business Apartments School or Playground One-Family Homes Farms, Fields Not Developed Not Recorded Total 1 13 0 3 68 72 57 13 227 Per Cent* .44 5.73 .00 1.32 29.96 31.72 25.11 5.73 *Actual computed value rounded to nearest hundredth. Roadway characteristics where accidents occurred.— Table 4.18 denotes the characteristics of the roadway where accidents occurred. It appears that most accidents come about under ideal or expected conditions. However, snowmobile operators do have problems on curves and operat­ ing their vehicles safely on road grades and at hillcrests. It is noted in the descriptive reports of accidents that 73 icy surfaces present: a control problem, particularly on occasions when this condition is come upon unexpectedly at curves or other points when a maneuver must be made. TABLE 4.18.— Distributions of Roadway Characteristics on Where Accidents Occurred by Road Character and Surface Surface Condition Dry Wet Snow or Ice No Information Total Characteristic Straight Curve No Information Total Level On Grade Hillcrest No Information Total Surface Accidents 12 12 196 7 Per Cent* 5 .29 5.29 86.34 3.08 227 Character Accidents 178 39 10 Per Cent* 78.41 17.18 4. 40 227 167 37 13 10 73.57 16.30 5.23 4.40 227 *Actual computed value rounded to the nearest hundredth. 74 What drivers were doing before the accident.— The maneuvers that drivers were doing prior to the accidents are listed in Table 4.19. The indication is that the majority of drivers, nearly 70 per cent, were driving on a straight course before the traffic accident occurred. However, in 2 8.63 per cent of the accidents, drivers were involved in making a turn of some type. TABLE 4.19.— Distribution by What Drivers Were Going to Do Before the Accident Maneuver Straight Left Turn Right Turn U-Turn Stopped Start from Parked Position Negotiating Curve No Information Total Accidents Per Cent* 155 14 5 4 6 3 39 1 227 68.28 6.17 2.20 1.76 2.64 1.32 17.18 0.44 ♦Actual computed value rounded to nearest hundredth. Types of roads and roadways where accidents occurred.— There were 2 39 snowmobiles involved in the 227 traffic accidents throughout Michigan during the 1969-70 season. Of these, 187 snowmobiles were being operated on the road. Only 52 snowmobiles were being operated on the shoulder of a roadway prior to the accident. Table 4.20 denotes the type of road where the accidents occurred and 75 the number of snowmobiles traveling on or near the shoulder of that particular type road. TABLE 4.20.— Distribution of Snowmobiles Operating on the Road or on the Shoulder by Road Type Type Road Operating on Shoulder of Roadway Snowmobiles Per Cent* U.S. Highway State Highway County Road Rural Road City Street Total** 2 7 1 31 11 52 3.85 13.46 1.92 59.62 21.15 21.76 Operating on Roadway Snowmob iles Per Cent* 3 9 13 100 62 187 1.60 4.81 6.95 53.48 33.16 78.24 ♦Actual computed value rounded to nearest hundredth. **Total snowmobiles = 2 39. Estimated speed.— In Table 4.21 the estimated speed of drivers prior to the accident are listed. Although most drivers were traveling at an estimated speed of 25 m.p.h or less, it is of concern to note the speed capa­ bility of stock snowmobiles. One was estimated to be traveling at 70 m.p.h., and 30.55 per cent of the drivers were traveling in excess of 30 m.p.h. on a public road or roadway. Law violations.— Table 4.22 contains the list of indicated violations which were recorded on accident reports. Although 184 violations were cited on the acci­ dent reports, only 53 citations were issued by law enforce­ ment agencies. 76 TABLE 4.21.— Distribution of Estimated Speeds Miles Per Hour 0-5 5-10 10-15 15-20 20-25 25-30 30-35 35-40 40-45 Drivers 13 30 22 25 31 22 18 14 10 Per Cent* 5.48 12.55 9.21 10 .46 13.10 9 .21 7.53 5.86 4.18 Miles Per Hour Drivers Per Cent* 3 4 1 1 9 36 1.26 1.67 .42 .42 3. 89 15 .06 45-50 50-55 55-60 70 Parked Unknown Total 139 ♦Actual computed value rounded to nearest hundredth. TABLE 4.22.— Distribution of Indicated Violations Violation Speed Too Fast Failed to Yield Right of Way Drove Left of Center Passed Stop Sign Improper Overtaking Made Improper Turn Improper Parking Unregistered Snowmobile Driving on Roadway Driving on Wrong Side of Road Failed to Make Good Observation Failed to Have Vehicle Under Control Careless Operation Failed to Use Due Caution Impeding Traffic Defective Equipment Driving on Sidewalk Failure to Stop in Assured Distance Improper or No Signal Failure to Report Accident Total Number Per Cent* 62 25 10 1 1 2 2 15 38 5 1 6 5 1 3 1 2 1 2 1 184 33.69 13.04 5.43 0.54 0.54 1.09 1.09 8.15 20.65 2.72 0.54 3.26 2.72 0.54 1.63 0 .54 1.09 0.54 1.09 0.54 Accidents Involving Snowmobiles Violations No Violation Unknown Total 130 90 7 227 57.28 39.64 3.08 77 Excessive speed was the m o s t prominent violation reported. Of all citations 33.69 p e r cent fell Into this group, and 20.65 per cent were cited for driving on the roadway. dents The accident reports revealed that in 130 acci­ (5 7.28 per cent) which involved snowmobiles a law was violated by the snowmobile driver. It is also worthy of note that 6.27 per cent of all snowmobiles involved in traffic accidents were cited for not being registered. Drinking condition of d r i v e r s .— The consumption of alcohol is a factor of concern in dealing with snowmo­ bile traffic accidents. Table 4.2 3 shows that 21.76 per cent of snowmobile drivers had been drinking. Only one driver was described as being "under the influence", and it should be noted that he was not cited. There also was no citation for "impairment" issued to any drivers. significant number of drivers, A 17.15 per cent, had their drinking condition listed as "unknown." TABLE 4.23.— Distribution of Drinking Condition of Drivers Condition Under the Influence Not Under the Influence Had Not Been Drinking Condition Unknown Number Per Cent* 1 51 146 41 0.42 21.34 61.09 17.15 *Actual computed value rounded to nearest hundredth. 78 Vision obstructions.— Visual obstructions, listed in Table 4.24, were a reported factor in 10.13 per cent of the snowmobile traffic accidents. Ten accident reports indicated no information available, and 194 indicated that there were no visual obstructions prior to the accident. TABLE 4.24.— Driver Vision Obstruction Visual Obstruction Reported Yes Mo Not Reported Accidents 23 19 4 10 Total Per Cent* 10.13 85.46 4.41 227 ♦Actual computed value rounded to nearest hundredth. Vehicle defects.--Throttle problems were the most numerous of vehicle defects described in traffic accident reports, as shown in Figure 4.7. Throttles were either stuck or frozen in the "wide-open" position and were reported as the major cause of the accident. snowmobile drivers Twenty-one (8.78 per cent) reported vehicle defects prior to their accident. However, 198 reports showed no defects and 20 reports listed this category as unknown. Driver records.— The driving records or disposition of 239 snowmobile operators are depicted in Figure 4.8. The majority of licensed drivers (101 drivers or 42.26 per cent) who were involved in a snowmobile accident had clear 79 10 9 8 7 Number of Defects 6 5 4 3 2 1 0 Ski Motor Throttle Lights Brakes No Belt Guard Vehicle Defects FIGURE 4.7.— Distribution of Vehicle Defects by Number 80 101 Drivers No Accidents or Violations 42.26%* Male = 79 22 Female ' 15 Drivers No Information 6.27%* Male = 12 Female 44 Drivers Under Licensing Age 18.41%* Male = 40 Female 79 Drivers Accidents and/or Violations 33.06%* Male = 76 Female Total number of drivers = 239 FIGURE 4.8.— Distribution of Snowmobile Driver Records as Automobile Operators *Actual computed values rounded to the nearest hundredth. 81 driving records. However, if all snowmobile operators were considered, the majority (123 drivers or 51.47 per cent) would be either (1) under licensing age or (2) have had accidents or violations recorded on their driving records. The 79 drivers who had previous driving records were involved in 81 accidents resulting in the injury of 4 4 persons and were responsible for 183 violations. Only three of 32 female drivers had a previous driving record. One female had been in an automobile acci­ dent and also had a violation. The other two females had violations only recorded. Five males had been cited for being "under the influence" recorded on their driving records. Personal Interview Questionnaire Report This section contains the information collected through personal interviews from drivers located in the counties designated in Figure 4.9. The information was reported according to the following predetermined content areas of interest: 1. Driver Exposure 2. Driver Experience 3. Driver Environment 4. Educational Needs 82 J ± I Each X represents a driver To t a l i n t e r v i e w s = 2 3 figure 4.9.— Residence of Drivers Personally Interviewed by County 83 Two "open-ended" questions were included in order to obtain the driver's assessment relative to vehicle defects that contributed to the accident and his thoughts concerning the major cause(s) of the accident. Each of the 23 drivers interviewed had been in a snowmobile traffic accident during the 1969-70 season. The driving records of those interviewed revealed that: (a) Fifteen drivers had no previous accidents or violations; (b) six drivers had been in a prior accident(s) or had received a citation for law violation(s); and (c) two drivers were underage. The ages of the group interviewed included: seven females ranging from 17 through 45 years of age and sixteen males ranging from 9 through 51 years of age. Two males were under licensing age— the nine year old and a fourteen year old. All geographic areas of the State were represented by the drivers interviewed. Driver exposure.— The responses dealing with the questions relevant to driver exposure are reported in Table 4.25. The most obvious response in the table is that all drivers interviewed primarily used their snowmobile for recreational purposes. The majority of drivers (73.92 per cent) rode snowmobiles 11 or more hours per week. This figure could very well indicate that many snowmobilers spend as much 84 TABLE 4.25.— Distribution of Responses to Questions Relevant to Driver Exposure Question 2. 3. 4. 5. 6. 7. Number of hours generally driven per week 0-10 h r s . 11-20 hrs. 21-30 hrs. 31+ hrs. Usual time of day driving** 8:00 a.m.-12:00 a.m. 12:01 p.m.- 4:00 p.m. 4:01 p.m.- 8:00 p.m. 8:01 p.m.-12:00 p.m. 12:01 a.m.- 8:00 a.m. Primary use of snowmobile Recreation Racing Work Particular days of week most driving done*** Sunday Monday Tuesday Wednesday Thursday Friday Saturday Drive everyday during the season Yes No Hours driven prior to the accident 0 - 2 2 - 4 4 - 6 6+ Responses Per Cent* 6 9 6 2 26 .09 39.13 26 .09 8.70 0 3 8 14 3 0.00 13.04 34.78 60.87 13.04 23 0 0 100.00 0.00 0.00 15 4 4 4 5 5 13 65 .22 17.39 17.39 17.39 21.74 21.74 56.52 13 10 56.52 43.48 10 8 5 0 43.48 34.78 21.74 0 .00 ‘Actual computed value rounded to the nearest hundredth. “ Five drivers reported driving in two time periods. ‘“ Eleven drivers named more than one day. 85 or more time on a snowmobile than in an automobile during the season. Related to this statement is the fact that 56.52 per cent of those interviewed drive everyday through­ out the snow m o n t h s . A very conspicuous statistic reported is the days of the week and time of day when most snowmobilers usually d r ive. The d a y s , Saturday and S u n d a y , and the time of day, 8:01 p.m. - 12:00 p.m., are congruent with the days and time when most snowmobile accidents occurred. Driving fatigue did not seem to play a major part in the accidents of those who were interviewed. Approx­ imately 78 per cent of the drivers had driven four or less hours prior to their accidents, and more than half of these had driven less than two hours. Driver experience.— The responses dealing with the questions relevant to driver experience are reported in Table 4.26. A notable statistic in this category is the number of months of experience driving a snowmobile. Approx­ imately 4 8 per cent of those interviewed reported three months or less driving experience prior to the accident. However, 52.17 per cent had from 21 to 84 months of driving experience. It was also noted that 8 of 10 drivers reporting 12 to 84 months of experience had driven in the same area where the accident occurred on former occasions. 86 TABLE 4.26.— Distribution of Responses to Questions Relevant to Driver Experience Responses Total Male Female Question Per Cent* 1 . Months of snowmobile driving experience prior to accident Months 0 1 9. 6. 2 3 12 15 24 60 72 84 Hours of instruction prior to driving a snowmobile alone Hours None Less than 1 1 2 3+ 6 1 1 1 1 0 0 0 7 1 1 1 13.04 13.04 13.04 8.70 4.35 4.35 30.43 4.35 4.35 4.35 9 5 0 0 2 2 4 1 0 0 11 9 1 0 2 47.83 39.13 4.35 0.00 8.70 6 10 5 2 11 12 47.83 52 .17 0 3 1 2 0 1 3 0 2 0 3 3 3 2 1 1 1 0 First time driving snowmobile in area where accident occurred Yes No *Actual computed value rounded to the nearest hundredth. 87 Five of the seven females interviewed had two months or less driving experience. The two other females reported 12 and 24 months of experience, respectively. The two under-licensing-age males, nine and twelve years old, both reported 24 months of driving experience. Both also reported that they had never driven in the area where the accident occurred prior to the accident. It seems most significant that 86.96 per cent of those interviewed had less than one hour of instruction in the operation of a snowmobile. Of this group, over 50 per cent had no instruction at all. Driving in an unfamiliar area did not seem to show significance since one more driver reported driving in a familiar area than reported that he was not, when the accident occurred. Driver environment.— The responses dealing with the questions relevant to driver environment are reported in Table 4.27 Each driver indicated that the snowmobile was registered in the county of his residence and the majority of drivers {78.26 per cent) revealed that they usually drove in their home county. Many accidents {39.13 per cent) occurred where the surface was described as packed snow. This condition might point to steering control problems, or lack of traction on this kind of surface, or excessive speed. 88 TABLE 4.27.— Distribution of Responses to Questions Relevant to Driver Environment Question 8. 14. 15 . 17. 18. Depth of snow prior to accident Packed 1 — 6 inches 6 - 1 2 inches 12+ inches Usually drive in county of residence Yes No Snowmobile registered in home county Yes No Driving on trail prior to accident Yes No Wearing safety equipment Yes No Responses Per Cent* 9 7 3 4 39.13 30 .43 13.04 17.39 18 5 78.26 21.74 23 0 100.00 0.00 20 3 86 .96 13.04 11 12 47. 83 52.17 ♦Actual computed value rounded to nearest hundredth. These responses could also indicate that many snowmobiles are traveling on the roads or streets, since 69.56 per cent of the drivers were operating on six inches or less of snow. However, an overwhelming majority of drivers (86.96 per cent) reported that they were riding on a snow­ mobile trail. This might indicate that the roads and roadways are being used by many snowmobilers as part of a designated trail. 89 Nearly half (47.83 per cent) of the drivers reported that they wore safety equipment. In spite of this acceptable general figure, further query of these drivers revealed that: only two drivers were wearing complete safety equipment (helmet, goggles and clothing), three were wearing helmets only, three wore goggles only, and three were wearing protective clothing only. Educational needs.— The responses dealing with the questions relevant to driver educational needs are reported in Table 4.28. It is evident that most snowmobile drivers (69.57 per cent) who received verbal or no instruction were not adequately prepared for the operation of the vehicle. This information indicates that the majority of drivers who were interviewed taught themselves how to operate the machine. This fact also leads to other implications, the most prominent pointing toward the necessity for a standardized instructional program. It is also apparent that snowmobile dealers have not involved themselves extensively with operational instructions, since nine revealed that this instruction came from either a friend or a parent. Adding to this concern for operational instructions involving the vehicle is the fact that only 47.83 per cent of all drivers interviewed had received a basic driver education course. This statistic was notable since the average age of the drivers interviewed was 27.43 years of age. 90 The majority of drivers (56.52 per cent) report­ edly were familiar with the Michigan Snowmobile Law. All of these drivers cited their own initiative for gaining this information. However, much concern should be acknow­ ledged for the large minority (43.48 per cent) of drivers who were not familiar with the Law. Over one-half of the snowmobiles driven by the drivers interviewed (56.52 per cent) did not have insurance coverage on their vehicles. TABLE 4.28.— Distribution of Responses to Questions Relevant to Determining Educational Needs Question 10. 11. 12. 13. 18. Kind of instruction prior to driving snowmobile Verbal Behind-the-Wheel None Who gave instruction Dealer Parent Friend Had taken driver education course Yes No Familiar with Michigan snow­ mobile law Yes No Snowmobile covered by insurance Yes No Responses Per Cent* 5 7 11 21.74 30.43 47.83 3 4 5 13.04 17. 39 21.74 12 11 52.17 47. 83 13 10 56 .52 43.48 10 13 43.48 56.52 ♦Actual computed value rounded to the nearest hundredth. 91 "Open-ended" q u e s t i o n s .— The responses dealing with the "open-ended" questions relevant to the driver's opinion concerning vehicle defects that contributed to the accident and his thoughts dealing with the major causes of the accident are reported in Table 4.29. Lighting problems which were mentioned as the most prominent vehicle defect by drivers is high on the list of reported traffic accidents also. This defect may very well be of major concern because of the vast amount of night driving done by snowmobilers. Throttle problems were noted by drivers to a lesser extent; however, this deficiency led the list of defects for all reported traffic accidents. The most conspicuous major cause for accidents listed by drivers is carelessness upon the part of the operator. This cause in addition to inexperience made up 60.87 per cent of the responses in this category. Only four drivers believed that their accident was unavoidable. It would appear that the major cause of snowmobile accidents, as assessed by the drivers involved, pointed toward the need for increased activity for educating snow­ mobilers in the safe operation of their ve h i c l e s . 92 TABLE 4.29.— Distribution of Responses to the "Open-ended" Questions Concerning Vehicle Defects and Major Causes for the Accident Question • iH CM 22. Vehicle defects noted by driver Throttle Lighting None Major causes of accident according to the driver** Visual conditions Turning difficulty Lost control Not alert Carelessness Inexperience Speed Unavoidable accident Responses Per Cent* 2 5 16 8.70 21.74 69 .57 3 1 3 2 8 6 4 4 13.04 4.35 13.04 8.70 34.78 26.09 17.39 17.39 *Actual computed value rounded to the nearest hundredth. **Eight drivers indicated more than one cause. Fatal Accidents The map of Figure 4.10 depicts the twelve fatal snowmobile traffic accidents reported to the Michigan State Police during the 1969-70 season. This number represents 66.6 7 per cent of the eighteen total fatal snowmobile accidents recorded by the State police last year. No county reported more than one fatal accident, and three counties— Ingham, Lenawee, and Shiawassee— did not report any other snowmobile traffic accidents. 93 a fatal one. only snowmobile trdffic accident reported was FIGURE 4.10.— 1969-70 Fatal Snowmobile Traffic Accidents by County 94 All of the fatalities were operators of the snow­ mobile involved in the accident with the exception of two. One of these exceptions was a female passenger who was thrown into a tree when the driver failed to negotiate a turn because of icy conditions. the vehicle and was not injured. The driver jumped from The other exception was a 15 year old male riding on a sled with three other male youngsters which was hit by an automobile when the sled slid over the center line on a curve. Nine fatal accidents involved automobiles and one included a semi-truck. bile accidents. The other two were single snowmo­ In one of these accidents, the victim (a passenger) was thrown off the vehicle into a tree, and the other was found overturned at a street intersection on top of the driver. Residence of d rivers.— Eight of the twelve drivers involved in fatal accidents were residents of the county where the accident occurred. of California, One driver was a resident and the remaining three were residents of other counties in M i c h i g a n . Month and day of the week fatal accidents occurred.— In Table 4.30 data depicting the month and day when fatal accidents occurred during the 1969-70 season are shown. The peak month for fatal accidents was December when 41.67 per cent of these accidents occurred. This 95 TABLE 4.30.— Distribution of Fatal Accidents by Month and Day of the Week 1969-70 Month Sun December January February March Total 1 Day of the Week Mon Tues Wed Thurs Fri 1 1 1 1 Total Per Cent* 1 1 2 5 2 4 1 41.67 16.67 33. 33 8.33 1 3 12 Sat 1 1 1 2 1 2 2 1 ♦Actual computed value rounded to the nearest hundredth. data contrasts with the non-fatal accident reports which show January as the peak month for accidents. A relationship is noticeable when comparing days of the week when non-fatal and fatal accidents occurred. Approximately 77 per cent of the non-fatal accidents occurred during the weekend days of Friday, Saturday, and Sunday; while only 50 per cent of the fatals occurred during these days. It may be worthy of note to see that each day of the week was represented by at least one fatal accident. Time of day when fatal accidents occurred.— The time of day when fatal accidents occurred is depicted in Figure 4.11. The period of darkness from 8:01 p.m. to 12:00 p.m. claimed 58.3 3 per cent of the fatal accidents, and the combined periods of dusk and darkness from 4:01 p.m. 96 10 Number of Fatal Accidents 12:014 a.m. 4:018 :018 a.m. 12 a.m. 12:014 p.m. 4:018 :0 1 8 p.m. 12 p.m. Time of Day FIGURE 4.11.— Distribution of Fatal Accidents by Time of Day 97 to 12:00 p.m. accounted for 83.33 per cent of all the fatals. These same time periods were also very prominent with non-fatal accidents when 55.06 per cent of the acci­ dents were reported. Only three fatal accidents were reported to have occurred under daylight conditions. Vehicle d a m a g e .— Vehicle damage in fatal snowmo­ bile accidents is reported in Table 4.31. Eight of the snowmobiles received considerable damage in the fatal accidents. losses. Three of the eight were reported to be total Three other snowmobiles received minor damage, and the one towing a sled was not damaged. TABLE 4.31.— Distribution of Vehicle Damage to Snowmobiles Involved in Fatal Accidents Deunage Vehicles Total Loss Extensive Minor None Total 3 5 3 1 12 Per Cent* 25.00 41.6 7 25.00 8.33 ‘Actual computed value rounded to nearest hundredth. Driver age and s e x .— The ages of drivers involved in fatal snowmobile traffic accidents are represented in Figure 4.12. All of the drivers were m a l e . Fifty per cent of the drivers fell between the ages of 25 and 44. This figure is much higher than would be expected, if com­ pared to national automobile driver statistics. However, 98 8 7 6 Number of Drivers 5 4 3 2 1 0 14-15 16-24 25-44 45-56 Age FIGURE 4.12.— Distribution of Drivers in Fatal Snowmobile Traffic Accidents by Age 99 snowmobile drivers1 ages proved to be older when dealing with non-fatal accidents also. It is interesting to note that the six drivers included within this group actually fell in the age group from 30 to 41 years of age. The average age, consequently, was higher than that recorded for non-fatal accidents, 35.33 years of age. Most surprising is the almost complete absence of drivers in the 16 - 24 years of age group. old was listed within this group. One 23 year However, the non-fatal report also revealed this group to be comparatively small. Two drivers involved in fatal accidents were under licensing age. Both were males, 14 and 15 years old. The fifteen year old driver was fatally injured in his accident. The fourteen year old was not injured, but a 15 year old passenger was on a sled being towed and was fatally injured. Causes of fatal injuries.— The cause of death was specifically stated in five of the twelve accident reports. Three were directly related to skull fractures, one pas­ senger on a sled expired because of a fractured curvical vertebra and the other driver due to internal injuries. Death came instantly to three of the twelve drivers; one lived two days; one lived for 25 days; and five apparently died at the scene or enroute to the hospital. 100 The female passenger who was thrown Info a free lived for two days. The male passenger on a sled being fowed was killed Insfanfly. The driver In both of these cases did not suffer any injury. Deployment of snowmobiles in fatal accidents.— In all but one of the fatal accidents, it seems apparent that more alert and prudent operation of the snowmobile could have prevented the accident. The deployment factors relative to the snowmobile when the accident occurred are listed in Table 4.32. The list shows that fifty per cent of the fatal accidents took place when a snowmobile proceeded to cross the roadway or enter the roadway from a driveway. It should be noted here that one driver was traveling on the railroad tracks and was injured fatally attempting to cross a major highway. Two other snowmobiles hit parked cars, and two more were on the wrong side of the road. Turning procedures were involved in three of the twelve fatal accidents. It is evident from the non-fatal accident reports that these same deployment factors dominate as causal factors in most snowmobile traffic accidents. 101 TABLE 4.32.— Distribution of Deployment Factors Most Rele­ vant to the Cause of Snowmobile Fatal Accidents Deployment Factors 1. 2. 3. 4. 5. 6. 7. Hillcrest on wrong side of road Crossed center line on curve Hit parked car Came out of driveway Crossing highway Failed to negotiate turn at "T" intersection--hit tree Undetermined cause Total Number Per Cent* 1 1 2 3 3 8.33 8.33 16 .67 25.00 25 .00 1 1 8.33 8.33 12 ♦Actual computed value rounded to the nearest hundredth. Locali of fatal accidents.— The fatal accidents were split equally between urban and rural areas with each accounting for six of the accidents. However, the most important data related to this category is that six, or fifty per cent, of the fatal accidents occurred on a U.S. highway or a Michigan State highway. Four of the other accidents occurred on city streets, and only two fatals occurred on rural roads. These statistics vividly point out the danger of operating snowmobiles on regularly traveled roadways. Law violations.— Table 4.33 contains the list of indicated violations which were recorded on fatal acci­ dent reports. Driving on the roadway and driving left 10 2 TABLE 4.33.— Distribution of Indicated Violations Violation Drove Left of Center Drove on Roadway Speed Too Fast Failed to Yield Right of Way Made Improper Turn Careless Operation Driving Linder the Influence Total Number 3 3 1 2 1 1 1 Per Cent* 25.00 25 .00 8. 33 16 .67 8. 33 8. 33 8. 33 12 ♦Actual computed value rounded to the nearest hundredth. of center made up fifty per cent of these violations. Both of these violations were prominent in non-fatal acci­ dents also. Excessive speed, which led the non-fatal listings, was named only once in the fatal accident reports. Driving under the influence was reported in one fatal accident and alcohol was involved in another. Weather, surface condition, visual obstructions, and vehicle defects involvement in fatal accidents.— Weather conditions were consistent in all but one fatal accident. Rain was reported in one accident, but the remaining eleven accidents occurred under clear or cloudy weather conditions. Seven reports listed the surface condition as snowy or i c y ; three accidents occurred on wet surfaces; and one accident took place on a dry surface. 103 Visual obstructions were reported in one accident, and one report had this category marked as "unknown." The remaining ten accident reports indicated "no visual o b s t r u c t i o n s ." Vehicle defects were unknown in seven accidents, probably due to the condition of the snowmobile after the accident. Five accident reports stated "no defects," but one driver, who lived for 25 days after his accident, apparently claimed that the throttle stuck on the snowraobile. Fatal accident driver r e c o r d s .— There were four driving records unavailable for this s t u d y . were underage, no records. Two drivers 14 and 15 years of age, and therefore had One driver was from California, and the other driver had no record of having a Michigan driver's license, although he apparently was a resident of the State and 56 years old. Two drivers had no accidents or violations recorded. Two drivers had received one citation each, one for reckless driving in 1961, and the other for improper passing in 196 4. Three drivers proved to have extensive driving records. One had been involved in five accidents and received eight citations for varied violations since 1964. He also had his driving restricted for a one year period following a conviction for driving under the influence 104 of liquor. He was 34 years of age at the time of his fatal accident. Another driver had seven accidents listed on his record in addition to eleven violations since 1962. of his violations were for speeding. Six He also had his driving privileges lifted for a three month period for driving under the influence of liquor. He was 34 years of age at the time of his fatal accident. The third driver had been in two accidents and had been issued 21 citations since 1963. His driver's license had been suspended on four different occasions for having an unsatisfactory driving record and had been returned just over two months prior to his fatal accident. He was 23 years of age. The driver who was operating the snowmobile on which the passenger was killed had been involved in two prior accidents since 1965. Summary Presented in Chapter IV was an analysis of the data obtained from 227 non-fatal and 12 fatal 1969— 70 snowmobile traffic accident reports obtained from the Michigan State Police, Records Section. Also included in this chapter was an analysis of all readily available driving records of those drivers who were involved in the non-fatal and fatal snowmobile traffic accidents and an analysis of the personal interview questionnaire responses. 105 The chapter was divided Into four major sections: (1) snowmobile registration, traffic accident report, (2) the non-fatal snowmobile (3) the personal interview questionnaire response report, and (4) the fatal snowmo— bile traffic accident report. Tables, maps, histograms, and one circle graph were constructed to more vividly show compiled frequen­ cies and percentages. The major findings were explained for each section and sub-section throughout the chapter. In Chapter V the summary, conclusions, discussion, and recommendations will be reported. CHA P T E R V SUMMARY, DISCUSSION A N D CONCLUSIONS, AND RECOMMENDATIONS In the preceding chapter the analysis of the data gathered for this study was presented. the following may be found: mation gathered, In this chapter (1) a summary of the infor­ (2) discussion and conclusions, (3) g e n ­ eral recommendations including recommendations for revision of the Michigan UD-10 accident report forms, and (4) recommendations for further study. Summary It was the purpose of this study to find specific factors that were most prominent in snowmobile traffic accidents throughout the State of Michigan during the 1969-70 winter season. The information gained about these factors was to be used to make recommendations for: (a) the modification of the Michigan State accident report form (UD-10) dents; in order to bet t e r report snowmobile acci­ (b) the educational needs of snowmobile drivers; (c) improving upon the snowmobile accident injury ratio; and (d) the reduction in the number of snowmobile accidents. 106 107 The data on 1969-70 snowmobile traffic accidents was collected from 227 non-fatal and 12 fatal accident reports on file with the Michigan State Police, Records Section. The driving records were obtained from the Michigan Secretary of State, Driver Records Section. Information collected from personal interviews was standardized through the use of a questionnaire developed according to the content areas of interest relative to: 1. Driver Exposure 2. Driver Experience 3. Driver Environment 4. Educational Needs Two "open-ended" questions were included to gain information concerning vehicle defects and probable causes of the accident as revealed by the drivers. The data was reported in four major categories: 1. Snowmobile Registration 2. Non-fatal Accidents 3. Personal Interview Report 4. Fatal Accidents The variables used in the study included factors relevant to time, the driver and passengers, the vehicle, injuries, terrain, weather, visibility, and observations recorded by the investigating officer. 10 8 Data was tabulated in frequency distributions showing percentages in chart and graphic forms in order to vividly depict the variables. Non-fatal and fatal accidents were analyzed and reported separately. Snowmobile Registration Snowmobile registrations were listed by county showing the number registered and the per cent of the total registered for each county. Registrations seemed to reflect population centers and increased proportion­ ately in the northern lower peninsula and upper peninsula as would be expected due to available operating area and weather conditions. Over 15 per cent of all registrations were credited to counties in the upper peninsula. Review of the Major Findings in Non-fatal Accidents There were 227 non-fatal snowmobile traffic acci­ dents recorded in Michigan during the 1969-70 winter season. Eighteen counties did not record any non-fatal snowmobile traffic accidents. However, three of these counties did report a fatal accident. The upper peninsula accounted for 21.6 per cent of all non-fatal accidents although registering only 15.43 per cent of all vehicles. This could have come about through the fact that many snowmobilers drive in counties 109 other than the one of their residence. Approximately one- fourth of the drivers who had traffic accidents were not residents of the county where the accident occurred. Snowmobile accidents began to increase steadily from November and reached a peak in January when 30 per cent occurred. The final accident of the season was recorded on March 29, 19 70. The weekend days of Friday, Saturday, and Sunday accounted for 77.09 per cent of all snowmobile accidents. This figure seems to reflect that the dominant use of snowmobiles is for recreational p u r p o s e s . The most dangerous time period for driving a snow­ mobile was 8:01 p.m. through 12:00 p.m. during which 2 8.63 per cent of all accidents occurred. The hours from 4:01 p.m. through 4:00 a.m. accounted for 70.48 per cent of the accidents. Young drivers under licensing age contribute heavily to the number of daylight accidents. These inex­ perienced drivers had 70 per cent of their accidents on weekend d a y s . The most dangerous time period for this group is from 12:01 p.m. through 4:00 p.m. Snowmobiles are usually damaged when involved in a traffic accident. During the 1969-70 season 67.37 per cent of snowmobiles involved in traffic accidents reported d ama g e . Front-end damage was most likely to occur and was reported on 38.07 per cent of snowmobiles involved in accidents. 110 One half of the 227 traffic accidents reported last season were single snowmobile accidents. Snowbanks and ditches present the largest problem to snowmobilers as 34.78 per cent of single vehicle accidents were reportedly caused by these two hazards. The driver was thrown from his snowmobile in 41.74 per cent of the single snowmobile accidents last season, either falling off after losing control or because the vehicle overturned. One handicapped driver was involved in a single vehicle accident. Snowmobiles collided with other motor vehicles, including 12 snowmobiles, on 112 occasions or 49.34 per cent of all traffic accidents. Parked cars seem to be the greatest hazard to snowmobilers in this category. On 27 occasions— almost one-fourth of the collisions in this group— a snowmobile hit a parked vehicle. Snowmobiles were involved in head-on collisions in 11 different accidents. Eighteen were hit crossing the roadway and fourteen were involved in accidents when they were traveling on the wrong side of the road. The average age of all snowmobilers involved in traffic accidents was 2 7.69 years of age. One hundred ninety-five male drivers were involved in 184 of the 227 accidents last season. Forty male drivers, or 20.51 per cent, were under licensing age. youngest male driver was 9 years old and the oldest 63 years of age. The average male age was 26.56 years. The Ill Thirty-two female drivers were involved in acci­ dents. Their average age was 34.77 years. The female drivers were almost devoid of a middle age group. primarily fell into the young group older group They (under 22) or the (37 through 55 years of a g e ) . Four females were under licensing age, the youngest being 12 years old. Seventy per cent of all drivers involved in acci­ dents during 1969-70 were injured, and 42.29 per cent of the injuries were serious. Male drivers were more fre­ quently seriously injured than female drivers. Leg and head injuries, respectively, were mentioned most frequently as the kind of injury suffered by drivers. Passengers were injured in 64.56 per cent of the 79 accidents that involved them. thirty-eight females were injured. Forty-one males and Three females and one male were passengers on a sled being towed. More serious injuries were reported for passengers than any other kind, and leg injuries were most often mentioned on the accident report. The male passenger median age was 15 years old. The female median age was 26 years old. Three pedestrians were hit by snowmobiles and all three were seriously injured. The pedestrians were hit while they were in the driving lanes of the road. Fifty-seven per cent of all accidents occurred during the hours of darkness. 112 Although most accidents occurred on rural roads or roadways, 29.96 per cent occurred in urban residential areas. A straight course was being followed by 68.28 per cent of the drivers prior to their accident; however, 28.63 per cent were involved in a turning maneuver. Accident reports revealed that snowmobilers had violated a law in 57.28 per cent of their accidents. Although 184 law violations were indicated on the accident reports, only 53 drivers were actually cited. speed was the most prominent violation, 3 3.69 per cent of the total number. Excessive accounting for Nine drivers had estimated speeds in excess of 45 m.p.h. One driver had an estimated speed of 70 m.p.h. Accident reports show that 21.76 per cent of snow­ mobile drivers had been drinking. to be One driver was reported "under the influence" but was not cited. Vehicle defects were recorded in 8.78 per cent of the accident r e p o r t s . category, Throttle problems dominated this followed by lighting and brake defects. Review of the Major Findings in the Driver Records Report Driving records revealed that 42.26 per cent of licensed drivers had clear records. One-third of the drivers had previous accidents and/or violations. However, 51.47 per cent of the drivers were under licensing age or had a driving record. 113 Those who had a driving record averaged having one accident and over two violations per driver. Three of the thirty-two female drivers had a driving record. Five males had convictions for being "under the influence" on their records. Review of the Major Findings in the Personal Interview Report Twenty-three personal interviews were reported. Respondents were chosen on the basis of geographical representation throughout the State, sex, age, and the accident experience of the county. All respondents reported using their snowmobiles primarily for recreational purposes. Of all drivers interviewed, 73.92 per cent reported that they rode snowmobiles 11 hours or more per week. They usually rode on weekends during the hours of 8:01 p.m. through 12:00 p.m. The interviews revealed that 47.82 per cent of these drivers had only three months or less experience. Five of the seven females reported two months or less snowmobile driving experience prior to their accident. The two under licensing age drivers both reported 24 months of driving experience. A major portion— over 86 per cent— of the drivers reported riding on a snowmobile trail prior to the 114 accident although they were on the road or road right-ofway at the time of the accident. Some kind of safety equipment was worn by 47.83 per cent of the drivers; however, only two of the twentythree drivers wore helmets, goggles, and protective clothing. Most drivers, 69.57 per cent, received verbal instruction only prior to driving a snowmobile for the first time. Less than one hour of instruction prior to driving a snowmobile was reported by 89.96 per cent of the drivers. Over three-fourths (78.26 per cent) of the drivers reported that most of their driving was done in their home county. Of the drivers interviewed, 47.83 per cent had not taken a basic driver education course. Most of the drivers, 56.52 per cent, did not have insurance coverage on their snowmobile. Insufficient lighting and throttle problems were most often mentioned as vehicle defects contributing to the cause of accidents. The drivers revealed that their own carelessness was the major cause for most accidents. Review of the Major Findings in the Fatal Accidents Twelve, or 66.6 7 per cent, of the 18 fatal snowmo­ bile accidents reported last season occurred road. on a public 115 Nine of the twelve fatal accidents involved a motor car traveling on a public road. Only two fatals were single snowmobile accidents. All except one of the fatal traffic accidents occurred in the more-populated lower peninsula of the State. Fifty per cent of the fatal accidents occurred on the weekend days, and 58.33 per cent of the fatals occurred in the hours of darkness between 8:01 p.m. and 12:00 p.m. The time period of 4:01 p.m. to 12:00 p.m. accounted for 83.33 per cent of the fatal traffic accidents. All drivers in the fatal accidents were male and most were 30 years of age or older. The oldest driver was 56 years old, and two were under licensing age. The youngest was 14 years old. Two of the persons fatally injured were passengers, one on the snowmobile and the other on a sled being towed. Fifty per cent of the fatal accidents occurred when snowmobiles entered the road from a driveway or were attempting to cross a road. Fifty per cent of the fatal accidents occurred on a U.S. or State highway. Four fatals occurred on city streets. Alcohol was reported to be involved in two fatal accidents. 116 One fatal accident report placed the responsibility for the accident on a vehicle defect. Three drivers involved in the twelve fatal acci­ dents had extensive driving records. Discussion and Conclusions The findings of this study seem to indicate that the problems of snowmobiling, although still in its infant stage, are not being adequately met by snowmobile drivers, enforcement agencies, manufacturing companies, state licen­ sing agencies or legislators. Each of these groups has a responsibility to snowmobiling and should become involved immmeiately. The tremendous increase in registrations has only begun. Sales have skyrocketed during the past few years and, consequently, have lured over 60 manufacturers pro­ ducing more than 400 different models into the field. Many snowmobiles, that are running presently, have not been properly registered, which was indicated by the 8.15 per cent which were involved in traffic accidents and were not registered. The snowmobile has been presented to the public as a "fun" machine built for winter recreation. Misuse caused by many inexperienced drivers, who have treated the operation of the snowmobile too casually, has brought about numerous unnecessary deaths and injuries that could very 117 well have been avoided through proper training and under­ standing about the operation and limitations of the machine. Manufacturers are to be admonished about their concern for safety. The stability and control required to keep the snowmobile upright in critical unexpected turning maneuvers must be improved in order to reduce the many accidents caused by these deficiencies. Insufficient lighting and throttle control problems are also areas that manufacturers must improve to provide a safe vehicle for customers. Lighting is of particular concern because of the great amount of snowmobile operation during the hours of darkness. Throttle problems were directly related to one death and nine non-fatal accidents. It also seems apparent from personal interviews with driver-owners, that safe operational instructions do not appear to be included in each sales transaction as frequently as care and maintenance information. Law enforcement agencies appear to notice many snowmobile driver violations but seldom cite them, even when accidents occur. It appears that the mandate is not clearly evident to these agencies that action is expected from them to enforce the State Snowmobile Regulations. State licensing agencies have a tremendous job to do with the registration process involved with each vehicle and are progressing well. However, it would seem that at 118 this point insufficient emphasis has been placed upon the necessity for drivers to know and adhere to the State regulations that apply to snowmobilers. Legislators have indicated their awareness of the need for effective legislation to control the use of snow­ mobiles through the Snowmobile Registration Act of 1968. This law has probably reduced the number of accidents and injuries that would have occurred had there been no law. However, because of the accident experiences recorded during the past two years, it is apparent that legislators must determine whether continued dependence upon this 196 8 law will bring about a desirable reduction in snowmobile accidents. Recommendations It is the considered feelings of the researcher that safe and enjoyable snowmobiling in the State of Michi­ gan can best be facilitated if the following recommenda­ tions are instituted: 1. The State Legislature should enact into law snowmobile regulations that will: a. Set a minimum age limit for operators of snowmobiles. b. Further restrict the use of snowmobiles on U.S., State, and County highways, and regularly traveled city streets and rural roads. c. Designate areas for unrestricted use of snowmobiles. d. Require safety helmets and goggles to be worn by all snowmobile operators. That manufacturers or their sales representa­ tives accept the responsibility for: a. Requiring every snowmobile manufacturer to develop and include with each sale an owner's guide which will contain directions for the safe operation of that particular model snowmobile and general information on snowmobile safety. b. Continuous research and development of better safety equipment and design for snowmobiles and to incorporate these improvements into each new model. c. Initiating a program through the Inter­ national Snowmobile Industry Association which will provide snowmobile safety information to the general public through the public media. Law enforcement agencies should more vigor­ ously enforce snowmobile regulations. That the Michigan UD-10 Accident Report form be revised to include the following information a. Snowmobile horse-power. b. Size and number of tracks on the snowmobile 120 c. Months of snowmobile driving experience by the operator. d. Whether the snowmobile was owned, rented, or borrowed by the driver. e. Specify the "surface traveled upon" to be dry, ice, or snow and depth of the snow. f. Maneuver being attempted by the driver, i.e., crossing the road. g. Snowmobile registration number. h. Whether passenger was an occupant of the snowmobile or was being towed on another vehicle. i. Any physical handicaps of the driver. j. Insurance coverage on the vehicle and driver. 5. The public schools should consider providing the following programs for the training and safety of snowmobile drivers: a. An after-school voluntary snowmobile driver training program. b. A snowmobile driver training program offered through an adult education program. c. Assembly programs for all students rele­ vant to safe snowmobiling. 121 Recommendations for Further Study 1. A parallel study should be done on non-traffic snowmobile accidents. 2. An appropriate study of the various state snow­ mobile laws is needed to provide legislators with adequate information for making decisions pertaining to future snowmobile legislation. 3. A study of various kinds of snowmobile safety equipment to increase the safe operation of the machine appears to be n e c e s s a r y . 4. Studies are also needed which will assess the effects of snowmobile operation on wilderness flora and fauna. BIBLIOGRAPHY 122 BIBLIOGRAPHY Books Arraore, Sidney F. Introduction to Statistical Analysis and Inference for Psychology and Education. New Y o r k : John Wiley & Sons, Inc., 1966. Baker, J. Stannard, and Stebbins, William R . , Jr. Dic­ tionary of Highway Traffic. Evanston, Illinois: Traffic Institute, Northwestern University, 1964. Borg, Walter R. Educational Research: An Introduction. New Y o r k : David McKay Company, Inc., 1967. Campbell, William Giles. Form and Style in Thesis Writing, Boston: Houghton Mifflin Company, 1967. Publications of Organizations International Snowmobile Industry Association. Snowmobile Safety Handbook. Washington, D . C . : International Snowmobile Industry Association, 1968. Larson, Clayton J. Snowmobiles. United States Department of Commerce. Washington, D.C.: Government Printing Office, September, 1969. McLay, Richard W . , and Chism, Stanley. ”A Snowmobile Acci­ dent Study." Proceedings of the International Snowmobile Conference. Albany, New Y o r k : U . S . Department of Interior, Bureau of Outdoor Recrea­ tion and New York State Conservation Commission, May 20-21, 1969. Michigan Department of State. Michigan's Snowmobile Regis­ tration: 1969-70. Lansing: Michigan Department of State, Snowmobile Records Division, 1970. Michigan State Police. Report on Snowmobile Accidents, 1968-1969 Winter Season. Lansing: Michigan Department of State, State Police Safety and Traf­ fic Division, August, 1969. 123 124 Michigan State Police. Report on Snowmobile Accidents, 1969-1970 Fiscal Y e a r . Lansing: Michigan Department of S t a t e , State Police Safety and Traf­ fic Division, August, 1970. Mortimer, R. G . , et a l . Ergonomic Study of Snowmobiles. A study made at the Highway Safety Research Institute, University of Michigan, Ann Arbor; supported in part by an Exploratory Reserach Grant from the National Safety Council. Chicago: National Safety Council, June 30, 1970. N e g r i , D . B . Accidents Involving Snowmobiles— A Prelim­ inary Revi e w . Report of the Division of Research and Development, New York State Department of Motor Vehicles, Number 19 70-1. Albany: New York State Department of Motor Vehicles, February, 1970, O'Dell, Raymond T. Report on Oversnow Vehicles. Report of the National Park Service, U.S. Department of the Interior. Washington, D . C . : Government Printing Office, June, 1968. Ontario Department of Transport. Snowmobile Collisions on Highways and Roads in Ontario. Prepared for the 19 70 International Snowmobile Congress, Duluth, Minnesota. Ontario: Ontario department of Transport, 1970. Prince, Paul M . , and Barenklau, Keith. Snowmobiles. National Safety Council, Safety Education Sheet Number 100. Chicago: National Safety Council. State of Michigan. Snowmobile Registration Act of 1 96 8 . Lansing: Michigan Department of State, Snowmobile Registration Unit, Finance Division, November, 1968 . U.S. Department of Interior. Bureau of Outdoor Recreation. Proceedings of the International Snowmobile Con­ ference . Duluth , Minnesota: February 9-11, H T 7 0 . Periodicals "A Red-hot Winter for Snowmobiles." uary 10, 1970, p. 34. Business W e e k , Jan­ "Across the Continent— Registration and Legislation." Sno-mobile Times, Vol. 2, October, 1970, pp. 8-10. 125 Bloomfield, H. V. "Snowmobiles: Boom or Bane?" Forests, Vol. 75, May, 1969, pp. 4-5+. Donatien, Frank. "Snow Cruising." uary, 1966, pp. 40-41. American Travel, Vol. 125, Jan­ Hoffman, Jerry. "Snowmobile Racing Ushers in Era of Resplendency." Sno-mobile Times, Vol. 2, October, 1970, pp. 17-21+. Hoffman, Michael R. "Letter from the Publisher." Snomobile Times, Vol. 2, October, 1970, p. 1. Horney, Robert L. "Snowmobility." Parks and Recreation, Vol. 4, October, 1969, pp. 29-32+. Kenway, C. J. "Alberta Adopts Progressive, Far-Reaching Legislation." Sno-mobile Times, Vol. 2, October, 1970, pp. 51-52. Leavitt, Bud. "Planning Snow Sled Expedition? . . . Maine Offers Ultimate." Sno-mobile Times, Vol. 2, October, 1970, pp. 36-37. "New Look of the North." Motor Boating, Vol. 12 3, January, 1969, pp. 264-265. Olsen, Jack. "Bad Show Out in the Cold Snow." Sports Illustrated, Vol. 32, March 16, 1970, pp. 28-35. Shuldiner, Herbert. "Get Ready for Your Winter Fun!" Popular Science, Vol. 195, October, 1969, pp. 122127+. Snook, Patrick J. "1969 Snowmobile Buyer's Guide." Field and Stream, Vol. 74, October, 1969, pp. 67-73+. "Snurfers, Skibobs and Snowmobiles." Changing Times, Vol. 22, November, 1968, pp. 13-14. "United States and Canada Snowmobile Regulations." Snomobile Times, Vol. 1, November, 1969, pp. 30-31. Wendland, Mike. "Winter Camping— An Arrival in Michigan." Sno-mobile Times, Vol. 2, October, 1970, pp. 53-54. "What Happens When the Snowmobile Meets the Highway?" Traffic Safety, Vol. 70, February, 1970, pp. 14-15. 126 Unpublished Materials Gaye, J. H., and Titemore, R. G. "Accelerations of a Snowmobile Determined by High Speed Photography." Unpublished Bachelor of Science thesis, The University of Vermont, Burlington, 1969. Newspapers Lansing State Journal, August 30, 19 70. New York Times, February 12, 19 70. APPENDICES 127 APPENDIX A MICHIGAN STATE POLICE ACCIDENT REPORT FORM UD-10 128 129 STATE O F MICHIGAN -OFFICIAL TRAFFIC ACCIDENT REPORT. . . . . . . . . . D e p a r t m e n t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N o -o fs h e e t sA t t a c h e d 19 D a t e . , Dayo fWeek „ . . . . . .. . .C o m p l a i n tN o . . F i l eC l a s sN u m b e r . . . . . . . . . . . . . . a t . . . . . . . . . . .A.M. . . . . . . . . . . . P ! E l C o u n t y. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C i t y . . . . Twp.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .S e e . . . H i g h w a yo rs t r e e to nw h i c ha c c i d e n to c c u r r e d( N a m e ) . . . . . . . . . . . . . . . . . .T r u n k l i n eNo. . . . . . . . . . . . C o u n t y RoadN o . . . . . . AT ITS INTERSECTION WITH ( * t * * c t , h i g h w a y o rR . R , c r o t a i n g ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0* < a ( , - I FNOT AT INTERSECTION: { / r e t o rm i / e t o rf r a c t i o n ,t h e r e , ? / } . . . . . . . . . . . . . . . . . . o f ( i n t e r m a c ti n g § tr» e t, h i g h w a y , c i t y , viifmge. c o u n t y lin e or _ L 5 ! 1 A_ _ _L § _ _ _ _ _ _ _ _L*_ R .R .) S p e c i a lr e f e r e n c e U *e to in d ic a te m m r p r r r l a r lo c a tio n : f m fla y . A nu«* n u m f u r , t t i t a m . m ile p o tr , u n d e t p a i a , o r o th e r t m n d m a t k \ CODE OF I N J U R Y Damage t op r o p e r t yo t h e rt h a nv e h i c l e * R amao b i r c ra n d I nr o a d w a y f l ,o r . . . . . .f e e tf r o m N E ita te n a tu re Jw of d a m a g e lU i* o n l y t h t m o t i t s r i e u * o n # in s a c h i p a c s f o r i n j u r y .) |edge of roadway Name a n da d d r e s so fo w n e ro fo b j e c ts t r u c k Y e a r Make H ui t so fv e h i c l ed a m a g e d D r i v e r > D r i v e r ' s L i c e n s e u j B y : V e h i c l er e m o v e dt . . . . . . . . . . . . . . S t a t e . . C i t y. S t. o rRR S t .o r RR . . . . . . . . . . . . C i t y , C o u n t y , S fa f* R r g .D p .L i e .' O O t h e r S t a r e To t a l OCCUPANTS num­ F r o n tC e n t e r b e r F r o n tR i g h t . . . . . . . . . . v e h i ­ c l e s R e a rL e f t . . . . . . . . . . i n ­ e a rC e n t e r v o l v e d R R e a rR i f ; h t f~ MPSC . . N o . . . . IC C N o . . Y e a r ,N o . ,k S t a t eo f Reg. . . . . T y p e O w n e r y x K - Dead A - V m b l * r i g r n o f in j u r y , S i b l s s d m g w o u n d o # d l » t o r t * d m a m t w r . o r h a d fo b * c a r r i r d f r o m K * n § B • 0 ( h * r w itib l* in ju r y - a t b r u i i n , a b r t i i o r U , tW S lIJ n o . U m p lriQ - SIC. C - N o w iiib la i n j u r y b u t c o m p l a i n t o f p a i n o r m o m e n t a r y u n c o r t K l o m m w ■ O N o In d ic a tio n o f in ju ry . D a t eo f B i r t h . . . . . . . . . . . . . . . 3"v n r m o d f o r R ^ l r i c f r o r n S r w i^ K M o n th , D ay, Year A d d r e s s . . A d d r e s s . A d d r e s s . A d d r e s s A d d r e s s. C r f v .m rf S l.if p & CQ Y r a r Make Y e a r .N o . ,f r .S t a r eo f Reg T y p e P a r t s< > lv e h i c l ed a m n g e d Own er S t .o rKK S T o r RR D i i v e r R e g .O p .L i e D r i v e r ' s License By: V e h i c l er e m o v e dl o . . " vT psc" . . N o . . . . ICC N o . . . C ity. C o u n ty. State ] D a t eo f . . . . . . . . . . . . . . . . . . . . . .B i r t h. O t h e r1 T y p e and/t>> f i e t t r h t in n * S u ilr . . . . . . . . A fu n l/i. D a y , Y e a r OCCUPANTS F r o n tC e n t e r F r o n tR i g h t A d d r e s s . . . . A d d r e s s R e a rL e f t R e a rC e n t e r . . . . . . . A d d r e s s R e a rR i g h t A d d r e s s A d d r e s s . . . . C r fj- Mi ni S t a t e I n j u r e dt a k e nt o WEATHER (C heck one) By LIGHT CONDITION fC h rc A I1C l e a ro rc l o u d y (C heck one) ]Mfg o ri n d u s t r i a l O R a i n i n g ;jS n o w i n g 1 ~ ]D a y l i g h t ! f_J F o g |]O t h e r( s p e c i f y ) KIND OF LOCALITY n n i) D u s ko r da wn I -]D a r k n e s s ROADWAY CONSTRUCTION f Check n n rl _ 3C o n c r e t e 1 3S h o p p i n go rb u s i n e s s f H B l a c k t o p L JA p a r t m e n t s r a v e l IjS c h o o lo rp l a y g r o u n d |]G f]One f a m i l yh o m e s jF a r m s ,f i e l d s L3 D i r to rs a n d [ O t h e r( t p SURFACE fC h rrA one) (C h a ek tw o) CONDITION ( Check o ftt J □ D r y e f e c t( d e e c r i b e ) IIS t r a i g h tr o a d □ D [ 3 Wet ']Snowyo ri c y |I C u r v e ]O t h e r( s p e c i f y ) e c ity ) [jL e v e l [ 3 On g r a d e [ ’ ]H i l l c r e i t [ _ . ]N o td e v e l o p e d N a m e . CHARACTER . . . . . . . . . . . . . . . . . . . . A d d r e s s L o a h ty u ld e r , t t ' t p p e r y t e h e O m* t, e tc . ( 3No d e f e c t Age. . .. . . S e a . . Name . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Age_ _ _ _ _S e a . . A d d r e s s . Name A d d r e s s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Age. . . .S e a . . T h i sf o r mi sp r e s c r i b e db yC o m m i s s i o n e r .M i c h i g a nS t a t eP o l i c ep u r s u a n tt oS e c t i o n6 1 2 -A c t3 0 0 ,P . A .1 9 4 9 ,a sa m e n d e d - 130 A L L A P P L IC A B L E 9CHEDU LM S M U S T BK C H E C K E D O M C B m ' 3 C O J*StD E K E D O P IN IO N S H O U L D ■ ■O I V M H > F F 4 C T S A B M H O T O B T A I H A M L M H O A D T Y H f fC A ec fr o n * o r m o r r to * s a c k d r iv e r > WHAT DRfVIKt WtWI OOINO TO DO tlFOW ACCIDENT D r i v e rN o . Iw a sh e a d e dI N I s I B \cm fW a t . . . . . .MPH S l r r t fo rHMvav D r i v e iN o .2 w a sh e a d e d| n I s I k IW D M IV g * • A l d r i v i n gl a n e I1H |on. . . . . . . . . . . . . . . . . B t . . . . . .MPH CD CD a drivinglanea I|f ~ f 3d r i v i n gl a n e a D A IV g R 1 n a (C hrtk o f t *to* * * c hd r i v e r ) _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ I t Go t t r a i f h ta h e a d I T T )D Make U t u r n G D B a c k I)D O v e r t a k e CD I1 Make r i g h tt u r n CD G S l o wo ra t o p D I I DRemains t o p p e di nt r a f f i cl a n e Q C Z 3S t a r ti nt r a f f i cl a n e D C D Remainp a r k e d G^CDjMak^eft " w h TTTe DESTRIAN WA«_DOn7o“ | L JA l o n g P e d F X r i u iwm goimlN T C f l M *a n a ) LJ | S lw j Q A c t o n o r i n t o . . . . . . . . . .. . . . . . .. . . . . . F rom l E S lm l G Walkinginroadway— withtraffic W a l k i n gi nr o a d w a y —a g a i n a tt r a f f i c ^^^jtandin^^ryroadwaj^ C r o i s i n go re n t e r i n ga ti n t e r s e c t i o n □ O F l t; n ro no ro f fv e h i c l e _ _ _ _ _ _ _ _ _ _ _ _ _ _ VIOLATION INDICATED f C h e c k an* r mo t * tor rmch driver) I CD CD CD CD CD CD d F a i l e dt oy i e l dr i g h to fway CD Dro vel e f to f c e n t e r CD D i v i d e dr o a d w a yf o t h + r ) Onewayi t r e e l Unpaved -a n yw i d t h To. r r . d .c o r n um f l . f p CD v. o r r iv f to m M ( U p . fie. CD O t h e rw o r k i n gi nr o a d w a y 2 N o ti nr o a d w a y RED. C ] CD CD CD □ □ C l Cl C lF a t i g u e d I m p r o p e ro rn os i g n a l CD CD CD C l CD G n n Im proper p a r k i n gl o c a t i o n r n II O t h e ri m p r o p e rd r i v i n g I m p r o p e ro v e r t a k i n g D i v i d e dr o a d w a y( l i m i t e d a c c e s s . ) CD CD CD CD CD CD n n n in [ . ][ .J Made i m p r o p e rt u r n S p e e dt o of e a t 4o rmorel a n e a G i n *o rm o n APPARENT PHYSICAL CONDITION f C h r e *n . Drive* CD CD CD * 1 CD Cl CD □ Cl !1P u i h i n go rw o r k i n go nv e h i e l e I DO t h e ri nr o a d w a y CD O C r o n i n so re n t e r i n gn o ta ti n t e r s e c t i o n . . .. Ha. □ (d esc rib e ) r —] i —| _ _ ~z A s l r e p O t h e ri m p a i r m e n t (describe)-______ - P a s s e d• t o pm i g n CD D N o r m a l C o n d it i o nn o tknown R e s t r i c t i o no nl i c e n s e c o m p l i e dw i t h R e s t r i c t i o no nl i c e n a en o t c o m p l i e dw i t h( d e m c r i b m ) _ _ _ _ _ D i a r e g a r d e dt r a f f i ca i g n a t CD CD No violationindicated F o l l o w e dt o or l o a e l y DRINKING CONDITION^Chrct. DRIVER 1 2 FED HAD flCEN DRINKING CD CD CD Under the influence H ! 1 CD Notundertheinfluence VEHICLE CONDITION f C h f r *on* or m a t t > VISION OBSTRUCTION ✓ C h r r AO f t *or m o t * l o r* * f hd f t'Wfl f 1 W in d sh ie ld or w in d o w s ( tiesi nt*e) _ _ _ _ _ _ _ [" ]! !f! I n f l u e n c en o tknown LI 171 ! ”l□ n HAD NOT BEEN DRINKING r_'r !1 '7 NOT KNOWN CMFCK IF IF D R I N K I N G B k l i r , h i i t f m ,c r o i n , em b an k m en t, p a r k e dc a n . e t c . r j l i r ) 1 2 [1 1D e f e c t i v et i r a k n IIS t o p» i g n CD CD fD ID Stopandgosignal D e f r c t i v el i g h t ! dftfct i v rs t e e r i n g n n n I-!Defectivetire* ^ r]O t h e rd ^ f e r l i v ee q u i p m e n t (unify) . ._ .. f1[D No v i r i o no b s t r u c t i o n INDICATE ON THIS DIAGRAM WHAT HAPPENED I. Draw h e a v yl i n e s t os h o w s t r e e t s i n d i c a soni ) . Name s t r e e t s * f ARROW ) , Draw a r r o wp o i n t i n gn o r t h 4 . Showv e i l ,a n dpe d . t h u s ; V e h i c l e ! '♦[1) ( 2 j * -' O f f i r e ro r watrhman L ]R . R .g a t e so rs i g n a l s [ J O t h e r( s p e c i f y ) _ _ _ _ _ ■--j C o n t r o ln o tf u n c t i o n i n g . i n a d e q u a t eo ro b s c u r e d (describe) — APFLICAfILt ri 1 I G C h e m i c a lt e s tg i v e n i C hech on* or m a t• i VEHICLE DIRIV?ER Cj TRAFFIC CONTROL CD r ’ n u t k n o w n il d e f e c t i v e ' I ] N u r lef etr t R E M A R K S O A N D ------- — -------- ----------- R E C O M M E N D A T I O N S I n s p e c ts c e n ef o rn e e do ft r a f f i ce n g i n e e r i n g * I J R e e x a m i n ed r i v e rf o rl i c e n s ec o m p e t e n c y ? L l # 1 C7 #2 ( e x p l a i n ) Yes (•ipisin) P e d e s t r i a n s 0 * - 5 . Show a n g l eo fc o l l i s i o n IJm A r r e s t : Name . . . . A r r e s t ; Name . . . .. or sh eet of paper fo r m ors w tr tiilft rsm ark s o r . . . . . . . . . . . . .A d d r e s s . . . . . . . . . . . . . . . . . . . . . ... . . . . . T i m e . Q AM iI PM R e p o r tr e c e i v e db y fo r c e rJ I n v e s t i g a t o r . . . . . . . . S J jn a r u f# * r x t hmnJi I n v e s t i g a t e d a ts c e n e ? fo r m ............ Charge....... ...... R e p o r t e db y(n *m m ).. D a t er e c e i v e d.. c o m p la in t C h a r g e ., . fte d jf * ff u . P h o t o g r a p h s_ .C C o m p l a i n tr — S r a t i o n or D * p a r i m » n < d la a r s m APPENDIX B LIST OF QUESTIONS ACCORDING TO CONTENT AREA OF INTEREST 131 PERSONAL INTERVIEW QUESTIONNAIRE ACCORDING TO CONTENT AREA OF INTEREST General Statement: To identify those characteristics which will help in forming a more complete profile of snowmobile drivers who have been involved in accidents, as they pertain to driver exposure, experience, environment, and educational needs. Specific Objectives A. To determine driver exposure. Questions 2. How many hours do you generally drive per week during the season? 0-10 10-20 20-30 31 and above 3. What time of the day do you usually drive? 8-12 a.m. 12-4 p.m. 4-8 p.m. 8-12 p.m. 4. ___ 12-8 a.m. For what primary purpose do you use your snowmobile? Recreation Racing Work 5. Do you drive a snowmobile everyday during the season? Yes No 6. What days of the week do you do most of your driving? None ___ Su M ___ T W T F 132 Sa 133 7. B. Had you been driving a prolonged period of -time on the day of the accident? 0-2 h r s . ___ 2— 4 hrs. ___ 4-6 h r s . over 6 h r s . To determine driver experience. Questions 1. How much experience in driving a snowmobile did you have prior to your accident? Mos. 9. How many hours of instruction did you receive before driving a snowmobile by yourself? None Less than 1 hr. ____1 hr. 2 hrs . 16. C. ___ 3 hrs . or more Is this the first time you have driven your snow­ mobile in the area where the accident happened? Yes ___ No To determine driving environment. Questions 8. How deep was the snow that you were operating in prior to the accident? Packed ___ 1-6 inches ___ 6-12 inches Over 12 inches 14. Do you usually drive your snowmobile in the county of your residence? Yes___________ No 15. In what county is your snowmobile registered? Residence Other 17. Were you driving on a trail or where other snow­ mobiles had traveled? Yes No 134 19. O. Were you wearing any safety protective equipment? No Helmet Goggles Clothing To determine educational needs. Questions 10. 11. What kinds of instruction did you receive? Verbal Be h i n d —t h e —w h eel NA Who gave y o u the instruction? ____Parent Dealer Friend NA 12. Have you taken a basic driver education course? Yes ___ No 13. Are you familiar with the Michigan law pertaining to snowmobiles? Yes No 18. Did you have insurance coverage on your snowmobile? Yes No The "open-ended” questions included in the questionnaire: 20. Was there anything physically or mechanically wrong with the snowmobile that you feel helped cause the accident? 21. Describe the major causes of your accident. APPENDIX C SNOWMOBILE DRIVER PROFILE QUESTIONNAIRE 135 SNOWMOBILE DRIVER PROFILE QUESTIONNAIRE FOR PERSONAL INTERVIEW How much experience in driving a snowmobile did you have prior to your accident? Mos. How many hours do you generally drive per week during the season? 0-10 ___ 11-20 ___ 21-30 ___ 31 and above What time of the day do you usually drive? 8-12 a.m. ___ 12-4 p.m. ___ 4-8 p.m. ___ 8-12 p.m. 12-8 a.m. For what primary purpose do you use your snowmobile? Recreation Racing Work Do you drive a snowmobile every day during the season? Yes No What days of the week do you do most of your driving? None Su M T W T F Sa Had you been driving a prolonged period of time on the day of the accident? 0-2 h r s . 2-4 h r s . 4-6 h r s . Over 6 h r s . How deep was the snow that you were operating in prior to the accident? Packed 1-6 inches 6-12 inches 137 9. How many hours of instruction did you receive before driving the snowmobile by yourself? None Less than 1 hr. 1 hr. 2 hrs .___ ___ 3 hrs . or more 10. What kind of instruction did you receive? Verbal Behind-the-wheel NA 11. Who gave you the instruction? Dealer Parent Friend NA Have you taken a basic driver education course? Yes ___No 13. Are you familiar with the Michigan law pertaining to snowmobiles? Yes ___ No 14. Do you usually drive your snowmobile in the county of your residence? Yes No 15. In what county is your snowmobile registered? Residence Other 16. Is this the first time you have driven your snowmobile in the area where the accident happened? Yes No 17. Were you driving on a trail or where other snowmobiles had traveled? Yes No 18. Did you have insurance coverage on your snowmobile? Yes No 19. Were you wearing any safety protective equipment? No Helmet Goggles C lothing _ 12. 138 20 . 21. Was there anything physically or mechanically wrong with the snowmobile that you feel helped cause the accident? Describe the major causes of your accident. APPENDIX D SNOWMOBILE REGISTRATION A C T OF 196 8 139 140 STATE O F M I C H I G A N Snowmobile Registration Act of 1968 (Act 74 - P.A. 1968) AN ACT to register and regulate snowmobiles. The People of the State of Michigan enact: Sec. 1. As used in this act: (a) "Operator” means any person who operates or is in actual physical control of a snowmobile. (b ) "Owner” means any person, other than a lienholder, having the property in or title to a snowmobile entitled to the use or possession thereof. (c) “Operate” means to ride in or on and to control the operation of a snowmobile. (d) “Person” means an individual, partnership, corporation, the state and any of its agencies or subdivisions, and any body of persons whether incorporated or not. (e) “Snowmobile” means any motorized vehicle designed for travel primarily on snow or ice steered by wheels, skis or runners. (f) "Snowmobile dealer” means any person engaged in the sale of snowmobiles. (g) "Highway or street” means the entire width between the boundary lines of every way publicly maintained when any part thereof is open to the use of the public for pur­ poses of vehicular travel. (h) "Roadway” means that portion of a highway improved, designated, or ordinarily used for vehicular travel. If a highway includes 2 or more separate roadways the term roadway refers to any such roadway separately, but not to all such roadways collectively. Sec. 2. Snowmobiles are exempt from all taxes and fees imposed on vehicles under the provisions of Act No. 300 of the Public Acts of 1949, as amended, being sections 257.1 to 257.923 of the Compiled Laws of 1948. Sec. 3. Except as otherwise provided, no snowmobile shall be operated within this state unless registered by the owner as provided in this act. No registration is required for a snowmobile operated exclusively on lands owned or under the control of the snowmobile owner, (56) 141 Sec. 4. Beginning January 1, 1969 and each 3 years thereafter, the owner of each snowmobile requiring registration by this state shall file an application for registration with the secretary of state on forms provided by him. The application shall be signed by the owner of the snowmobile and shall be accompanied by a fee of $5.00 if subm itted in the first year of the 3-year registration period; $3.00 if subm itted in the second year, and $2.00 if subm itted in the third year. Upon receipt of the application in approved form, the secre­ tary of state shall enter it upon the records of his office and issue to the applicant a certifi­ cate of registration containing the num ber awarded to the snowmobile, the name and address of the owner and such other inform ation as the secretary of state deems necessary. The certificate of registration shall be pocket size and shall accompany the vehicle and be made available for inspection upon demand by any peace officer. Sec. 5, ( l ) The owner of any snowmobile having been issued a certificate of regis­ tration for the snowmobile shall paint on or attach in a perm anent m anner to each side of the forward half of the snowmobile the identification num ber in block characters of good proportion, not less than 3 inches in height, reading from left to right. The numbers shall contrast so as to be distinctly visible and legible. No number other than the num ber awarded to a snowmobile under this act, or granted reciprocity under this act, shall be painted, a t­ tached or otherwise displayed on either side of the forward half of the snowmobile. (2) There may be issued not earlier than 90 days prior to the expiration date of a certificate a registration renewal decal or other device indicating that the certificate of registration is in full force and effect. Display of the decal or other device shall be as prescribed by rule adopted by the secretary of state. (3) Initial certificates of registration awarded pursuant to this act shall expire on December 31, 1971, and thereafter certificates of registration and renewals thereof shall expire at the end of each 3-year interval from December 31, 1971, unless sooner canceled. Sec. 6. (1) The owner of any snowmobile shall notify the secretary of state within 15 days if the snowmobile is destroyed or abandoned, is sold or an interest therein trans­ ferred either wholly or in part to another person, or if his address no longer conforms to the address appearing on the certificate of registration. The notice shall consist of a sur­ render of the certificate of registration on which the proper inform ation shall be noted on a place to be provided. When the surrender of the certificate is by reason of the snow­ mobile being destroyed or abandoned, the secretary of state shall cancel the certificate and enter such fact in his records and the num ber may be then reassigned. (2) If the surrender is by reason of a change of address on the part of the owner, the new address shall be recorded by the secretary of state and upon payment of a fee of $1.00 a certificate of registration bearing such information shall be returned to the owner. The transferee of a snowmobile registered under this act. within 15 days after acquiring it, shall make application to the secretary of state for transfer to him of the certificate of registration issued to the snowmobile, giving his name, address and the number of the snowmobile and pay to the secretary of state a fee of $1.00. Upon receipt of the application and fee the secretary of state shall transfer the certificate of registration issued for the snowmobile to the new owner. Unless the application is made and the fee paid within 15 days, the snowmobile shall be deemed to be without certificate of registration and a person shall not operate the snowmobile until a certificate is issued. (3 ) If any certificate of registration is lost, m utilated or illegible, the owner of the snowmobile, may obtain a duplicate of the certificate upon application and paym ent of a fee of $2,00. Sec. 7. A snowmobile dealer or m anufacturer, upon application to the secretary of state upon forms provided by him, may obtain certificates of registration for use in the testing or demonstrating of such snowmobile upon payment of $10.00 for each registration. Certificates of registrations so issued may be used by the applicant only in the testing or demonstrating of snowmobiles by tem porary placement of the numbers on the snowmobile being tested or demonstrated. Any 1 certificate issued pursuant to this section may be used on only 1 snowmobile at any given time. The tem porary placement of numbers shall be as prescribed by this act or rules adopted hereunder. 142 Sec. 8. The departm ent of state m ay award any certificate of num ber directly or may authorize any person to act as its agent for the awarding thereof. All records of the de­ partm ent of state m ade or kept pursuant to this act shall be public records eicep t as otherwise provided herein. Sec. 9. (1 ) A dealer shall m aintain in safe operating condition all snowmobiles, rented, leased or furnished by him. The dealer, his agents or employees shall explain the operation of the snowmobile being rented, leased or furnished and if such dealer, his agent or employee believes the person to whom the snowmobile is to be rented, leased or furnished is not competent to operate such snowmobile with competency to himself and to the safety of others, he shall refuse to rent, lea^e o r furnish the same. (2 ) Any dealer renting, leasing or furnishing any snowmobile shall carry a policy of liability insurance subject to limits exclusive of interests and costs, with respect to such snowmobile, as follows: $10,000.00 because of bodily injury to or death of 1 person in any I accident and subject to said limit for 1 person, $20,000.00 because of bodily injury to or death of 2 or more persons in any 1 accident, and $5,000.00 because of injury to or destruction of property or others in any 1 accident, or the alternative, demand and be shown proof that the person renting, leasing or being furnished a snowmobile carries liability policy of at least the type and coverage as specified above. Sec. 10. A snowmobile registered in another state or in a province of Canada to a nonresident of this state may be operated within the state under authority of such regis­ tration not to exceed 20 days. Sec. 11. The revenue received under this act shall be deposited in the state treasury. The legislature may make annual appropriations to the several state agencies responsible for adm inistration of the provisions of this act to implem ent its provisions and to the departm ent of conservation for the development and m aintenance of snowmobile trails on lands under the control of the departm ent. Sec. 12. N o person shall operate a snowmobile upon the main traveled portion of any roadway, as defined in section 55 of Act No. 300 of the Public Acts of 1949, being section 257.55 of the Compiled Laws of 1948, or on a highway or street within 10 feet of such roadway with the following exceptions: (a ) Properly registered snowmobiles may cross public highways, except limited access highways and freeways as defined in Act No. 300 of the Public Acts of 1949 if such crossing can be made in safety and it does not interfere with the free movement of vehicular traffic approaching from any direction on such highway. The snowmobile operator shall yield the right of way to all vehicular traffic upon any highway. (b ) Snowmobiles m ay be operated on highways in the county road systems which are not m aintained for winter wheel vehicular traffic by removal of snow. (c) Snowmobiles may be operated on a street and highway during a period of em er­ gency, when so declared by a police agency having jurisdiction, when travel by conventional autom otive equipment is not possible. (d ) Snowmobiles may be operated on the highways within the restrictions set forth herein for the purposes of crossing bridges and culverts. (e) Snowmobiles may be operated on county highways not having 10 or m ore feet of traversable right of way outside the traveled portion of the roadway as far off the roadway as possible. (f) Snowmobiles m ay be operated on a street or highway for a special snowmobile event of limited duration which is conducted according to a prearranged schedule under perm it from the governm ental unit having jurisdiction. (g) W henever it is impractical to gain im m ediate access to an area adjacent to a public highway where a snowmobile is to be operated, the vehicle may be operated adjacent and parallel to the highway for the purpose of gaining access to the area of operation. This subsection shall apply to the operation of a snowmobile from the point where the vehicle is unloaded from a motorized conveyance to and from the area where the snow* mobile is to be operated when loading and unloading cannot be effected in the immediate vicinity of the area of operation without causing a hazard to vehicular traffic approaching 143 from either direction on the highway. Loading or unloading m ust be accomplished with due regard to safety at the nearest possible point to the area of operation. Sec. 13. No snowmobile shall be operated in this state unless it has at least 1 headlight, 1 taillight and adequate brakes capable of producing deceleration a t 14 feet a second on level ground a t a speed of 20 miles an hour. Sec. 14. Any city or village may pass an ordinance regulating the operation of snow­ mobiles if the ordinance meets substantially the minimum requirements of this act. Sec. 15. No person shall operate a snowmobile: (a) At a rate of speed greater than is reasonable and proper having due regard for conditions then existing. (b) While under the influence of intoxicating liquor or narcotic drugs, barbital or any derivative of barbital. (c) During the hours from /l t hour after sunset to Y* hour before sunrise without displaying a lighted headlight and a lighted taillight. (d ) In any nursery, planting area, or natural area of forest reproduction and when growing stock may be damaged. (e) Unless it is equipped with a m uffler in good working order and in constant operation to prevent excessive or unusual noise and annoying smoke. (f) While transporting thereon a bow or a firearm unless the same be securely encased. Sec. 16. The operator of a snowmobile involved in an accident resulting in injuries to or death of any person, or property damage in an estimated amount of $100.00 or more, or some person acting for him, or the owner of the snowmobile having knowledge of the accident, shall immediately by the quickest means of communication notify a state police officer or officers, or the sheriff’s office of the county wherein the accident occurred, or to the office of the police department of the municipality wherein the accident occurred. Sec. 17. Any person who violates the provisions of this act is guilty of a misdemeanor. Sec. 18. This act shall take effect on September 1, 1968. This act is ordered to take immediate effect. SNOWMOBILE REGISTRATION UNIT FINANCE MICHIGAN P r in te d N o v em b er 1968 DIVISION D E P A R T M E N T OF L ansing , Michigan 48918 STATE