Motorcycle Deaths Research Articles

Donorcycles: Motorcycle Helmet Laws and the Supply of Organ Donors

Government traffic safety mandates are typically designed to reduce the harmful externalities of risky behaviors. We consider whether motorcycle helmet laws also reduce a beneficial externality by decreasing the pool of viable organ donors. Our central estimates show that organ donations resulting from fatal motor vehicle accidents increase by 10 percent when states repeal helmet laws. Two characteristics of this association suggest that it is causal: first, nearly all of it is concentrated among men, who account for over 90 percent of all motorcyclist deaths, and second, helmet mandates are unrelated to organ donations due to circumstances other than motor vehicle accidents. Our estimates imply that every death of a helmetless motorcyclist prevents or delays as many as 0.33 deaths among individuals on organ transplant waiting lists.

A review of risk factors and patterns of motorcycle injuries

Per vehicle mile traveled, motorcycle riders have a 34-fold higher risk of death in a crash than people driving other types of motor vehicles. While lower-extremity injuries most commonly occur in all motorcycle crashes, head injuries are most frequent in fatal crashes. Helmets and helmet use laws have been shown to be effective in reducing head injuries and deaths from motorcycle crashes. Alcohol is the major contributing factor to fatal crashes. Enforcement of legal limits on the blood alcohol concentration is effective in reducing motorcycle deaths, while some alcohol-related interventions such as a minimal legal drinking age, increased alcohol excise taxes, and responsible beverage service specifically for motorcycle riders have not been examined. Other modifiable protective or risk factors comprise inexperience and driver training, conspicuity and daytime headlight laws, motorcycle licensure and ownership, riding speed, and risk-taking behaviors. Features of motorcycle use and potentially effective prevention programs for motorcycle crash injuries in developing countries are discussed. Finally, recommendations for future motorcycle-injury research are made.

Factors associated with the relationship between motorcycle deaths and economic growth

This paper examines the Kuznets curve relationship for motorcycle deaths. The Kuznets curve describes the inverted U-shape relationship between economic development and, in this case, motorcycle deaths. In early stages of development we expect deaths to increase with increasing motorization. Eventually deaths decrease as technical, policy and political institutions respond to demands for increased safety. We examine this effect as well as some of the factors which might explain the Kuznets relationship: in particular motorcycle helmet laws, medical care and technology improvements, and variables representing the quality of political institutions. We apply a fixed effects negative binomial regression analysis on a panel of 25 countries covering the period 1970–1999. Our results broadly suggest that implementation of road safety regulation, improvement in the quality of political institutions, and medical care and technology developments have contributed to reduced motorcycle deaths.

Engaging policy makers in road safety research in Malaysia: A theoretical and contextual analysis

Road traffic injuries (RTIs) are a growing public health problem that must be addressed through evidence-based interventions including policy-level changes such as the enactment of legislation to mandate specific behaviors and practices. Policy makers need to be engaged in road safety research to ensure that road safety policies are grounded in scientific evidence. This paper examines the strategies used to engage policy makers and other stakeholder groups and discusses the challenges that result from a multi-disciplinary, inter-sectoral collaboration. A framework for engaging policy makers in research was developed and applied to describe an example of collective road safety research in Malaysia. Key components of this framework include readiness, assessment, planning, implementation/evaluation, and policy development/sustainability. The case study of a collaborative intervention trial for the prevention of motorcycle crashes and deaths in Malaysia serves as a model for policy engagement by road safety and injury researchers. The analytic description of this research process in Malaysia demonstrates that the framework, through its five stages, can be used as a tool to guide the integration of needed research evidence into policy for road safety and injury prevention.

Efectos de las intervenciones diseñadas para prevenir las muertes de motociclistas en Cali, Colombia (1993-2001)

Describe the impact of interventions focused on decreasing deaths by motorcycle crash. We analyzed variations in deaths by motorcycle crash in Cali when the interventions were implemented and the statistical significance of changes between 1993 and 2001. The rate of motorcyclist deaths per 100,000 inhabitants decreased from 9.7 in 1995 to 3.6 in 2001. The greatest reduction was observed after the introduction of the helmet law for motorcycle drivers in 1996 (12.3%). Other interventions-such as a helmet law for passengers, a reflective safety vest, a circulation ban for motorcyclists in December, and compulsory courses for all motorcyclists-produced a greater decrease in mortality; meanwhile, a lack of law enforcement increased it. The establishment and implementation of a combination of prevention strategies was more effective than a single or non-articulated strategy.

Use and Misuse of Motor-Vehicle Crash Death Rates in Assessing Highway-Safety Performance

Objectives. The objectives of the article are to assess the extent to which comparisons of motor-vehicle crash death rates can be used to determine the effectiveness of highway-safety policies over time in a country or to compare policy effectiveness across countries. Methods. Motor-vehicle crash death rates per mile traveled in the 50 U.S. states from 1980 to 2003 are used to show the influence on these rates of factors independent of highway-safety interventions. Multiple regression models relating state death rates to various measures related to urbanization and demographics are used. Results. The analyses demonstrate strong relationships between state death rates and urbanization and demographics. Almost 60% of the variability among the state death rates can be explained by the independent variables in the multiple regression models. When the death rates for passenger vehicle occupants (i.e., excluding motorcycle, pedestrian, and other deaths) are used in the regression models, almost 70% of the variability in the rates can be explained by urbanization and demographics. Conclusions. The analyses presented in the article demonstrate that motor-vehicle crash death rates are strongly influenced by factors unrelated to highway-safety countermeasures. Overall death rates should not be used as a basis for judging the effectiveness (or ineffectiveness) of specific highway-safety countermeasures or to assess overall highway-safety policies, especially across jurisdictions. There can be no substitute for the use of carefully designed scientific evaluations of highway-safety interventions that use outcome measures directly related to the intervention; e.g., motorcyclist deaths should be used to assess the effectiveness of motorcycle helmet laws. While this may seem obvious, there are numerous examples in the literature of death rates from all crashes being used to assess the effectiveness of interventions aimed at specific subsets of crashes.

Florida's Weakened Motorcycle Helmet Law: Effects on Death Rates in Motorcycle Crashes

Objectives: Effective July 1, 2000, Florida's universal helmet law was amended to exclude riders ages 21 and older with insurance coverage providing at least $10,000 in medical benefits for injuries sustained in a motorcycle crash. Observed helmet use in Florida was reported to have declined from nearly 100% in 1998, before the law change, to 53% after. This study examined the effects of the law change on the likelihood of death, given involvement in a motorcycle crash. Methods: Rates of motorcyclist deaths per crash involvement in Florida for 2001–2002 (after the law change) were compared with those for 1998–1999 (before the law change). Before/after death rate ratios (95% CIs) were examined, and logistic regression models estimated the effect of the helmet law change on the odds of death in a crash, while controlling for rider gender, age, and seating position, and number of vehicles. Results: The motorcyclist death rate increased significantly after the law change, from 30.8 to 38.8 deaths per 1,000 crash involvements. Motorcyclist death rates increased for single- and multiple-vehicle crashes, for male and female operators, and for riders of all ages including those younger than 21. After controlling for gender and age, the likelihood of death given involvement in a motorcycle crash was 25% higher than expected after the law change. It is estimated that 117 motorcyclist deaths could have been avoided during 2001–2002 if Florida's universal helmet law had remained in place. Conclusions:This study provides evidence of the life-saving benefits of universal helmet laws. The results also suggest that age-specific helmet laws are not effective in protecting the youngest drivers. This is not surprising, as these laws are largely unenforceable.

Trends in Motorcycle Fatalities Associated With Alcohol-Impaired Driving—United States, 1983-2003

Motorcycles are the most dangerous type of motor vehicle to drive. These vehicles are involved in fatal crashes at a rate of 35.0 per 100 million miles of travel, compared with a rate of 1.7 per 100 million miles of travel for passenger cars. The National Highway Traffic Safety Administration (NHTSA) has reported increasing numbers of motorcycle deaths associated with alcohol-impaired driving in recent years, especially among persons aged > or =40 years. To determine trends by age group in motorcycle fatalities overall and in those involving alcohol impairment, CDC analyzed data from the NHTSA Fatality Analysis Reporting System (FARS) for 1983, 1993, and 2003. This report summarizes the results of that analysis, which indicated that, during 1983-2003, the overall prevalence of elevated blood alcohol concentrations (BACs) among motorcycle drivers who died in crashes declined; however, the peak rate of death among alcohol-impaired motorcycle drivers shifted from those aged 20-24 years to those aged 40-44 years. Strong enforcement of existing BAC laws, together with other public health interventions aimed at motorcyclists, might reduce the crash mortality rate, especially among older drivers.

The role of sales of new motorcycles in a recent increase in motorcycle mortality rates

Introduction The National Highway Traffic Safety Administration (NHTSA) has reported that mortality rates from crashes among motorcycle riders in the United States increased from 21.0 per 100 million motorcycle miles traveled in 1997 to 38.4 per 100 million motorcycle miles traveled in 2003. At the same time, annual domestic sales of new, on-road motorcycles increased from 247,000 in 1997 to 648,000 in 2003. Method This study used data from the NHTSA Fatality Analysis Reporting System and annual sales figures for on-road motorcycles to determine if newer motorcycles were more likely to be involved in fatal crashes and if fatal crashes involving newer motorcycles could account for the mortality increase after 1997. Results Mortality rates were 7.9, 8.1, 5.4, and 2.9 per 10,000 motorcycles sold for motorcycles < 1, 1–3, 4–6, and 7–11 years old, respectively, from 1994 to 2003. Assuming complete registration, the number of motorcycles sold during the 2000–2003 time period accounted for 42.4% of the total number of motorcycles registered in 2003. Motorcycles sold during 2000–2003 were associated with 52.5% of all motorcycle deaths in 2003. The increase in the number of deaths associated with motorcycles less than four years old between 1997 and 2003 accounted for 78.1% of the total increase in motorcyclist deaths over this time period. Conclusions Two possible explanations for the association between high sales volumes and mortality rates are: (a) increased exposure from more extensive use of motorcycles when they are new; and (b) inexperience with motorcycle riding or with specific motorcycles. Impact on industry This study suggests that the deaths of growing numbers of motorcyclists are a consequence of the financial success of the motorcycle industry.

Helmet use and motorcycle fatalities in Taiwan

Motorcycle deaths accounted for more than half of total traffic fatalities in Taiwan in 2002. This study uses the police-reported crash data from Taiwan between 1999 and 2001 to estimate the effectiveness of helmets, simultaneously taking into account of sample selection bias. Sample selection arises because helmet usage will affect the probability of death or injury, which in turn influences whether a crash is included in the data. The results show that sample selection does not seriously bias the estimate of helmet effectiveness and helmets reduce the probability of death in a crash by 40%, which is higher than what was previously found. Without helmets, the number of motorcyclists killed in 2001 would have jumped by 51%. The estimated proportion of helmeted motorcyclists has increased from 71 to 78% between 1999 and 2001, suggesting that helmet use is rising after the implementation of mandatory helmet law in 1997. Also, helmets significantly reduce the likelihood of head and neck injuries in a crash by 53%, and lead to a 71% reduction in the probability of death caused by head and neck injuries.

Florida's motorcycle helmet law repeal and fatality rates.

On July 1 2000, the State of Florida exempted adult motorcyclist and moped riders from wearing helmets provided they have medical insurance of 10,000 US dollars. Monthly time series of motorcycle occupant deaths are examined from 1/1994 to 12/2001. The interrupted time series analysis estimates a 48.6% increase in motorcycle occupant deaths the year after the law change. The impact estimate reduces to 38.2% and 21.3% when trends in travel miles and motorcycle registrations are controlled. Our findings suggest that the law's age exemption should be revoked.

Motorcycle rider conspicuity and crash related injury: case-control study

Objective To investigate whether the risk of motorcycle crash related injuries is associated with the conspicuity of the driver or vehicle.Design Population based case-control study.Setting Auckland region of New Zealand...

Reducing the toll of road traffic accidents

Rodger Charlton and Gary Smith (October 2003, JRSM1) refer to the sizeable number of deaths in motorcyclists. Although constituting only 4% of total road traffic accidents they contribute 14% of the deaths. 80% of motorcycle deaths are from head injury. I have patented and produced a prototype of a new design for head protection which has been shown by the Transport Research Laboratory to provide between 47–59% more protection against rotational forces than conventional helmets. This is a development of my observation that the scalp in the human head provides most of the protection against rotational forces, a major factor in head injury: the Phillips Helmet has a membrane which simulates the scalp in being able to slide over the surface of the shell as the scalp does over the skull. That existing helmet manufacturers are reluctant to take on this invention is maybe not surprising. More disturbing is the lack of response from the Department of Transport, to which I have written twice.

Repeal of Motorcycle Helmets Laws Increases Motorcycle Deaths

Repeal of Motorcycle Helmets Laws Increases Motorcycle Deaths

Fatalities from non-use of seat belts and helmets in greece: A nationwide appraisal

It has been established that seat belt use by car occupants and helmet use by motorcycle riders substantially reduces the risk of serious and fatal injuries following accidents. No study, however, has evaluated the motor vehicle deaths that could be prevented in Greece by general use of these devices, even though this country has the highest mortality from motor vehicle accidents in the European Union. We have estimated the odds ratios (OR) for death rather than injury in a motor vehicle accident by seat belt use among occupants of passenger cars or helmet use among motorcycle riders, using a nationwide database in which persons killed or injured in road traffic accidents in 1985 and 1994 were recorded. The study base included 910 dead and 19511 injured persons for 1985 and 1203 dead and 22186 injured persons for 1994. The OR and 95% confidence intervals (CI) for death rather than injury was 0.69 (CI: 0.58 to 0.81, p < 10 −1) for seat belt users versus non-users and 0.64 (CI: 0.51 to 0.81; p < 10 −3) for helmet users versus non-users. There was evidence that the protective effect of these passive safety devices increased from 1985 to 1994 probably reflecting technological improvements. The proportion of all deaths that could have been avoided if all car occupants used seat belts was estimated to 27%, whereas 38% of motorcycle deaths could have been avoided if all motorcycle riders used helmets. These proportions translate to about 500 deaths per year, mostly deaths among young men.

The epidemiology of fatal motor vehicle accidents in Kuwait

The main objectives of this study are to present data on fatal motor vehicle accidents in Kuwait with a view to find out the principal epidemiological features, establish a baseline for future evaluation, use international death rates to compare Kuwait with other countries and offer specific recommendations as to how the risks involved can be reduced. The epidemiology of all fatal accidents which had occurred in Kuwait between 1 January 1977 and 31 December 1978 are analysed. This two-year series, which includes 726 accidents and represents 1.7% of all types of accidents, resulted in 803 deaths (7.3% of the national deaths toll) and 1175 injuries. The death rates per hundred million vehicle kilometers of travel, per 100,000 registered motor vehicles and per 100,000 resident population in 1978 were about 8.5, 84.8 and 31.7 respectively. These figures reveal significantly higher rates than in some industrialized countries, thus ranking motor vehicle accidents among the four leading causes of death and probably as the commonest single cause of death in Kuwait. The study shows that children under the age of 15 yr contributed 26.2% of all motor vehicle fatalities. 40.9% of pedestrian deaths (55.2% of the series), 25% of pedal-cyclist deaths, 6.3% of motorcyclist deaths and 1.2% of driver deaths. It also confirms the importance of the motor vehicle-pedestrian type of accident (58.3%) and the over-representation of buses, trucks and motorcycles with respect to involvement in fatal accidents as compared to their relative ratios of registered vehicles. The principal recommendations call for the formation of a National Council for Road Safety, the establishment of intensive roadside care, traffic education of road users and at risk groups, improvement of the environment and the firm enforcement of the law to curb the toll of this killer disease in a traditional country undergoing rapid modernization like Kuwait.

Motorcycle helmet use in relation to legal requirements

Helmet use by motorcyclists was observed in late 1978 in cities in six U.S. states with varying legal requirements regarding their use. In two cities (Baltimore, Maryland and Miami, Florida) in which all motorcyclists are legally required to wear helmets, virtually all wore helmets. In three cities (New Orleans, Louisiana, Phoenix, Arizona and Houston, Texas) where helmet use laws requiring use by all motorcyclists were changed in 1976 or 1977 so that use is required only by those less than 18 years old, wearing rates were 39, 46 and 63%, respectively. In Los Angeles, California, which has never had a law requiring helmet use, 46% wore helmets. Based on these survey results, and on the known efficacy of helmets in reducing injuries to motorcyclists, the repeal of helmet laws that occurred in 26 states in 1976–1978 can be expected to result in major increases in motorcyclist deaths in succeeding years.

Motor vehicle sizes in 1440 fatal crashes

All motor vehicle related fatalities, including pedestrian, motorcyclist and bicyclist deaths, in 1970–1971 in Maryland were examined by vehicle size, driver descriptives, and situational variables. Occupant deaths per 100,000 vehicle years registered were substantially higher among smaller vehicles but pedestrian deaths were higher for larger vehicles. Motorcycles, tractor-trailer trucks and cars with wheelbases of 105 inches (2.67 meters) or less respectively, had first, second and third highest deaths per years registered for their occupants or riders and pedestrians combined. Variations in driver descriptives or situational variables did not account for the relationship between size and fatal injury. More than 88% of occupants, after exclusion of each index death, survived—suggesting that better energy management in vehicles would increase survival substantially.

Safety of Minibikes-Reply

In Reply.— Mr Amidon's letter accusesThe Journal(232:55; 58, 1975) of misleading the medical community. Specifically, Mr Amidon writes that it is unfair to apply the number of minibike and motorcycle injuries and deaths in Wilmington, Del, to the country as a whole. However, had the extrapolation been made from statistics taken from areas in California, Texas, or New York, where motorcycle registrations and, presumably, the number of minibikes are highest, the extrapolation might have suggested a worse picture nationally. Mr Amidon also objects to the use of epidemic in describing minibike and motorcycle injuries. Perhaps, in a strict, narrow interpretation, 21 cases in Wilmington do not constitute an epidemic, a term the authors used only to emphasize a serious and rapidly growing problem. Nevertheless, in the face of a nationwide accumulation of thousands of areas such as Wilmington, Del, with deaths totaling more than 3,000 and an estimated 350,000

The motorcycle syndrome.

The author presents findings of an in-depth study of nine accident-prone motorcyclists and outlines a previously undescribed syndrome in an attempt to elucidate the psychological causes of the rapidly rising rate of motorcycle accidents and deaths. Examining the reasons why the motorcycle is particularly dangerous to these patients, the author explores the specific ego defect common to them, their adaptive and defensive use of the cycle, the cycle's symbolic meaning, and the unconscious conflicts it reactivates. He also suggests that this syndrome gives clues to understanding accident-prone drivers of other motor vehicles.