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At least 19 recordsLinked to original sources

PubMed1992

Alcohol and motorcycle riders: a comparison of motorcycle and car/truck DWIs.

Alcohol's effects on balance and motor coordination would be expected to have greater consequences for motorcycle riders than car/truck drivers. Driving while intoxicated/under the influence (DWI) reports for 1984 and 1985 from the San Antonio, TX, Police Department were reviewed to evaluate motorcycle DWIs, and to compare them with car/truck DWIs. During the 2-y period there were 100 DWI reports involving motorcycle riders, which were compared to 100 involving car/truck drivers. Motorcycle riders were all male and younger (mean 26 y) than car/truck drivers (p less than 0.05). Initiation of the DWI investigation of motorcycle riders was more frequently due to excessive speed, and less likely due to an accident, when compared to car/truck investigations. Breath alcohol testing demonstrated a significantly lower blood alcohol concentration in motorcycle riders, 0.14 +/- 0.05 g/dL, than in car/truck drivers, 0.16 +/- 0.05 g/dL (p = 0.016). The results of this study suggest that alcohol influences motorcycle riders to a greater extent than it does car/truck drivers. Further data is needed to determine whether lower blood alcohol concentration limits should be considered for the definition of "driving while impaired" in motorcycle riders.

Alcoholic Intoxication↗

PubMedDate not supplied

Fatal motorcycle accidents in the county of Funen (Denmark).

A study of motorcycle fatalities in the period 1977-1983 in the county of Funen, Denmark was compared with an analysis of data obtained from the Accident Register at the Odense University Hospital. Among the operators killed one fifth were illegally operating the motorcycle. A remarkable statistical difference in distribution of accidents involved motorcycles and the total distribution of motorcycles in the county was reported, thus finding an over-representation of heavy motorcycles in the present study. No important differences were found in the distribution of type of accidents compared to other studies. In the present study all but one victim were tested for blood-alcohol concentration (BAC). The results differ from previous studies in as much as 50% of the killed operators of an accident involving motorcycles had a BAC above 0.08%. The reported distribution by age, licensing experience and size of motorcycle in fatal motorcycle accidents seem to support introduction of a graduated licence depending on motorcycle size as well as operator age. Furthermore a limitation in the right to carry a pillion passenger should be considered, and the operator of the motorcycle carrying a pillion passenger should be held responsible for the passenger wearing a helmet.

Accidents, Traffic↗

PubMed1992

Motorcycle helmet-use laws and head injury prevention.

OBJECTIVE: To rebut criticism of a previous study of motorcycle helmet-use laws through reanalysis with improved measures of exposure, stratification for regional differences in crash risk, and addressing of total motorcycle-related mortality and the grounds for targeting motorcyclists for helmet-use laws. DESIGN: Death certificate-based correlational study of motorcycle-related deaths and motorcycle helmet-use laws. POPULATION STUDIED: United States resident deaths from 1979 through 1986. RESULTS: Regardless of the denominator used (resident population, motorcycle registrations, or motorcycle crashes), states with full helmet-use laws had consistently lower head injury-associated death rates than states without such laws, even when stratified by region. Total motorcycle-related mortality, however, was similar between law groups. On a registration or crash basis, motorcyclists who died in crashes had a fivefold to sixfold higher risk of head injury than those who died using any other type of motor vehicle. CONCLUSION: Full helmet-use laws were consistently associated with lower rates of head injury-associated death. While disagreement remains on the acceptability of the legislative approach, the scientific basis for motorcycle helmet-use laws as a head injury prevention tool appears sound.

Accidents, Traffic↗

PubMed1989

[The strain on the rider's arms in straight-ahead motorcycle operation].

The causes of vibration hazards to motorcycle mail deliverers have been considered to be due to the vibrations from the motorcycle, strain on the rider's hands and arms, cold conditions, and duration of the operation and others, and the rider's muscle tone in handling the motorcycle rises as the stability of the motorcycle decreases. In this report, the steering angle and banking of the motorcycle, vibration on the handgrips and EMG on the rider's arms and shoulders were measured during motorcycle operation with weights placed on the front and rear carriers. The relationship between the stability of the motorcycle, vibration on the handgrips and strain on the rider's arms and shoulders measured by EMG are also discussed. The following results were obtained. 1. When weights were placed on the front and rear carriers, the motorcycle became unstable especially at low vehicle speed, and handling became difficult. 2. The acceleration levels of the vibrations on the left handgrip exceeded the 4-8 exposure guideline of ISO when the vehicle speed was 50 km/h with weights. 3. When the weights were placed on the front or rear carrier, the vibration levels on the left grip were generally larger than those without weights. 4. The differences in vibration acceleration levels or vibration levels by weights could not be determined. 5. The EMGs of the musculus extensor digitorum (arms) and musculus trapezius (shoulders) increases with increase of vehicle speed. 6. There were no obvious differences in the EMG on the rider's arm and shoulders under straight-ahead operation by weight loading combinations.(ABSTRACT TRUNCATED AT 250 WORDS)

Action Potentials↗

PubMed1990

Head injury--associated deaths from motorcycle crashes. Relationship to helmet-use laws.

A review of US mortality data from 1979 to 1986 identified 15,194 deaths and nearly 600,000 years of potential life lost before age 65 years that were associated with head injuries from motorcycle crashes. White males from 15 to 34 years of age accounted for 69% of the deaths. The rate of motorcycle-related deaths associated with head injury declined modestly between 1979 and 1986 (19% using rates based on resident population and 8% based on motorcycle registrations). Population-based rates adjusted for age, sex, and race in states with partial or no motorcycle helmet-use laws were almost twice those in states with comprehensive helmet-use laws. Two states that weakened their helmet-use laws from comprehensive to partial during the study period had increases in motorcycle-related head injury death rates (184% and 73%), and one state that strengthened its law from partial to comprehensive had a decline in its death rate (44%). Head injury death rates based on motorcycle registrations were also lowest in states with comprehensive helmet-use laws. Since helmets reduce the severity of nonfatal head injuries in addition to lowering the rate of fatal injuries, we urge the adoption and enforcement of comprehensive motorcycle helmet-use legislation.

Accidents, Traffic↗

PubMed1988

A study of reported injury accidents among novice motorcycle riders in a Scottish region.

A study is reported of the effect of sex, age, cubic capacity, and training on the rate of reported injury accidents in a cohort of 304 first time learner motorcycle riders resident in the Lothian and Borders of Scotland in 1983. Motorcycle in this paper includes all types of registerable two wheeled motor vehicle. Injury accidents as reported by the police were observed in this cohort over an average period of one year. The overall reported injury accident rate within the cohort was 8.2 per hundred riders. This rate does not seem to be markedly different to the Scottish rate for all riders. It was found that the cubic capacity of the motorcycle was the single most important risk factor of the four studied. The risk was disproportionately high in the 200+ cc category. Lower reported injury accident rates were observed for females and trained riders but these differences did not reach statistical significance mainly due to the low numbers of these two categories within the cohort. Contrary to popular assumption, younger riders within this cohort did not have higher injury accidents. A large proportion of the riders who had been involved in injury accidents within the cohort and who had registered 50 cc motorcycles were found to be riding higher capacity (mainly 200+ cc) motorcycles at the time of accident. There was a very low uptake of motorcycle training (7.3%) by the cohort. Approximately 15% of the cohort was female, a higher percentage than those reported by other studies.

Accidents, Traffic↗

PubMed1991

Motorcycle licensure, ownership, and injury crash involvement.

The interrelationships among motorcycle licensure, ownership, and injury crash involvement were investigated in a sample of 2,723 motorcycle drivers severely or fatally injured in California in 1985-86. Owners of motorcycles in such crashes ("driver-owners") were less likely to have valid licenses than a random sample of motorcycle owners who had not been in crashes (42 vs. 57 percent). Thirty-three percent of the crash-involved drivers had valid motorcycle driver's licenses; 39 percent were operating motorcycles they did not own ("driver-nonowners"). Driver-nonowners were less likely to be validly licensed than driver-owners (20 percent vs. 44 percent). The licensing rate of crash-involved driver-nonowners was 15 percent if the owner was also unlicensed. Rates of valid licensure were lowest among the youngest drivers. Virtually no crash-involved driver-nonowners under age 21 were licensed in cases in which the owner was also young and unlicensed.

Accidents, Traffic↗

PubMed1986

Handlebar vibration of a motorcycle during operation on different road surfaces.

In Japan daily motorcycle mail deliverers have been exposed to vibration from the handlebars of their motorcycles. Handlebar vibration was measured during the operation of a motorcycle in order to evaluate the hazardous effects of vibration and to identify preventive measures against the vibration hazards. Tests were made on asphalted, unpaved, and packed-snow road surfaces. The tested motorcycles were selected from the many motorcycles in daily use. The test motorcycle was a 1-cylindered, 89-cm3, 4-cycle machine. The direction showing the maximum value of vibration acceleration was not always in the directions of X, Y, and Z proposed by the International Organization for Standardization (ISO). The maximum vibration acceleration level exceeded the exposure guideline of ISO, while its frequency corresponded to that of the engine speed during operation. Vibration of greater than 20 Hz was transmitted through the front forks from the road surface and tires.

Fingers↗

PubMed1975

Some epidemiologic features of motorcycle collision injuries. I. Introduction, methods and factors associated with incidence.

Using official police reports and hospital admission and emergency room medical records, 1273 persons with confirmed medically treated motorcycle injury were identified in Sacramento County, California, during 1970. Less than 39% of all injured motorcyclists were identified in this study using only official police reports. The annual incidence rate was highest for 18-year-old male drivers. In addition to age of driver, risk of injury was associated with drivers of short stature (less than 173 cm) operating an intermediate or larger size motorcycle. Risk of injury was higher for drivers with training than for those without training or those who operated their motorcycles frequently regardless of type of use. Risk of injury was not related to make of motorcycle but was related to engine size. Two-thirds of the injury-producing collisions involved a motorcycle and a second motor vehicle. Motorcycle collisions occurred most fre quently during the afternoon and early evening hours and during the summer months, but peaks in incidence of collisions occurred during weeks which included a holiday.

Accidents, Traffic↗

PubMed1989

The geographical distribution of motorcycle accidents in Tasmania, 1983-1986.

Motorcycles have traditionally been a mode of transport that was an inexpensive alternative to motorcars. Today the picture has changed. Motorcycles are now mainly used for sport and recreation in general. Public disquiet about the high risks of accidents among motorcyclists has led to the introduction of motorcycle rider training schemes in Australia in recent years. This paper shows the value of geographical analysis in establishing which areas in Tasmania are high risk areas for motorcycle accidents. The Tasmanian Motorcycle Rider Training scheme is assessed in terms of its value in reducing the accident risk.

Accidents, Traffic↗

PubMed2026

A 20-Y Analysis of Motorcycle Trauma After Helmet Law Repeal.

INTRODUCTION: After Arkansas repealed its universal motorcycle helmet law in 1997, helmet use decreased and motorcycle-related injuries and fatalities increased. Long-term clinical and population-level impacts of this policy change remain incompletely characterized. This study integrates statewide crash and fatality data with trauma center data to evaluate trends in helmet use, injury severity, and mortality at scene and hospitalization. METHODS: We retrospectively reviewed motorcycle-related admissions and emergency department deaths at the state's only adult level I trauma center from 2004 to 2023 across three periods: 2004-2006, 2013-2015, and 2021-2023. Demographics, helmet use, injury severity, and outcomes were assessed. Logistic regression evaluated associations between helmet use, severe head injury (Abbreviated Injury Scale ≥3), and inhospital mortality. Fatality data were obtained from the National Highway Traffic Safety Administration, and crash-level data (2015-2023) were obtained from the State Department of Transportation. RESULTS: Among 1104 trauma admissions, annual admissions nearly tripled over time, with nonhelmeted riders representing 64%-72%. Helmet use was independently associated with lower odds of severe head injury (odds ratio 0.48, P < 0.001). Nonhelmeted riders had higher on-scene fatality risk (relative risk 1.21). Severe head injuries increased and were strong predictors of inhospital mortality. Population-adjusted motorcycle fatality rates rose from 2.34 to 3.18 per 100,000 residents by 2021-2023. CONCLUSIONS: Motorcycle fatalities and severe head injuries increased during the postrepeal period and were associated with helmet nonuse and severe head trauma. Clinical and statewide data show consistent associations among helmet nonuse, severe head injury, and prehospital and in-hospital mortality, highlighting helmet use as a target for injury prevention policy.

Acute brain injury↗

PubMed1992

A population-based study of motorcycle injury and costs.

STUDY OBJECTIVE: To provide a population-based injury and cost profile for motorcycle injury in Connecticut. DESIGN: Population-based retrospective epidemiologic review of Connecticut death certificates, hospital discharge data, and police accident reports. RESULTS: Connecticut death certificates identified 112 deaths from motorcycle injuries for an annual death rate of 1.2 per 100,000 persons. Death rates were highest among 20- to 24-year-old men. Nonhelmeted motorcyclists were 3.4-fold more likely to die than were helmeted riders (P less than .05). An estimated 2,361 motorcycle-related hospital discharges resulted in an annual hospitalization rate of 24.7 per 100,000 persons. Head, neck, and spinal injuries accounted for 22% of all injuries. Total costs exceeded $29 million; 29% of hospitalized patients were uninsured, and 42% of the cost was not reimbursed to the hospitals. CONCLUSION: Motorcycle injuries contribute significantly to Connecticut's mortality, morbidity, and medical costs. Our study suggests that a uniform helmet law would save an estimated ten lives and prevent more than 90 nonfatal injuries in Connecticut each year at a cost savings to the state of $5.1 million. These data are crucial in advocating re-enactment of motorcycle helmet laws.

Abbreviated Injury Scale↗

PubMed1991

A prospective study of the impact of helmet usage on motorcycle trauma.

STUDY OBJECTIVE: To determine the effect of the use of a motorcycle helmet on reducing the mortality, morbidity, and health care costs resulting from motorcycle crashes. DESIGN: A prospective, multicenter study of all eligible motorcycle crash victims. SETTING: The emergency departments of eight medical centers across the state of Illinois, including representatives from urban, rural, teaching, and community facilities. TYPE OF PARTICIPANTS: All motorcycle crash victims presenting less than 24 hours after injury for whom helmet information was known. Data were collected from April 1 through October 31, 1988. MEASUREMENTS AND MAIN RESULTS: Fifty-eight of 398 patients (14.6%) were helmeted, and 340 (85.4%) were not. The nonhelmeted patients had higher Injury Severity Scores (11.9 vs 7.02), sustained head/neck injuries more frequently (41.7 vs 24.1%), and had lower Glasgow Coma Scores (13.73 vs 14.51). Twenty-five of the 26 fatalities were nonhelmeted patients. By logistic regression, the lack of helmet use was found to be a major risk factor for increased severity of injury. A 23% increase in health care costs was demonstrated for nonhelmeted patients (average charges $7,208 vs $5,852). CONCLUSION: Helmet use may reduce the overall severity of injury and the incidence of head injuries resulting from motorcycle crashes. A trend toward higher health care costs was demonstrated in the nonhelmeted patients.

Accidents, Traffic↗

PubMed1992

The impact of motorcycle helmet use.

Mandatory motorcycle helmet-use legislation is supported by the high morbidity of motorcycle trauma and its cost to society. Opponents argue, however, that the majority of motorcycle trauma morbidity and costs are the result of injuries to body regions other than the head. Previous data do not address this argument because they fail to control for differences in non-head injury severity (i.e., kinetic impact) between helmeted and unhelmeted patients. This study investigates the impact of helmet use on the morbidity and cost of motorcycle trauma, after controlling for non-head injuries. A retrospective review of all patients admitted to Harborview Medical Center with motorcycle trauma from 1/1/85 to 1/1/90 was performed. Non-head injury severity was determined by calculating an ISS that did not include head injury. This non-head ISS was used to control for injury severity below the neck. Four hundred twenty-five patients were identified. Stratified analysis showed that helmet use decreased the need for and duration of mechanical ventilation, the length of ICU stay, the need for rehabilitation, and prevented head injury. Costs of acute care were significantly less in helmeted patients. Regression analysis, controlling for age, gender, and blood alcohol level (as well as non-head injury severity), confirmed that acute costs were 40% less with helmet use.

Adult↗

PubMed1988

Helmet effectiveness in preventing motorcycle driver and passenger fatalities.

Helmet effectiveness in preventing fatalities to motorcycle drivers and passengers was determined by applying the double pair comparison method to the Fatal Accident Reporting System (FARS) data for 1975 through 1986. Motorcycles with a driver and a passenger, at least one of whom was killed, were used. In order to reduce as much as possible potentially confounding effects due to the dependence of survivability on sex and age, the analysis is confined to male drivers (there were insufficient female driver data), and to cases in which the driver and passenger age do not differ by more than three years. Motorcycle helmet effectiveness estimates are found to be relatively unaffected by performing the analyses in a number of ways different from that indicated above. It was found that helmets are (28 +/- 8)% effective in preventing fatalities to motorcycle riders (the error is one standard error), the effectiveness being similar for male and female passengers, and similar for drivers and passengers. An additional result found was that the fatality risk in the driver seat exceeds that in the passenger seat by (26 +/- 2)%. The 28% effectiveness found generates calculated fatality increases from repeal of mandatory helmet-wearing laws that are compatible with observed increases.

Accidents, Traffic↗

PubMed1992

Travel exposure and choice of comparison crashes for examining motorcycle conspicuity by analysis of crash data.

Much research has been conducted examining the problem of motorcycle road crashes. Most of this research has concluded that motorcyclists have a conspicuity problem, particularly during the day. This type of research has often involved comparing multi-vehicle motorcycle crashes with single vehicle motorcycle crashes occurring during the day and night. The aim of this paper is to point out that comparison of single and multiple vehicle motorcycle crashes juxtaposes subsets of crashes with clearly different causes (car drivers' possible failure to detect a motorcyclist against motorcyclists' loss of vehicle control). Comparing groups of crashes for which conspicuity can be posited as a common cause (car drivers' possible failure to detect a motorcyclist or car) may be a more enlightening comparison. The issue of exposure is also examined in this paper.

Accidents, Traffic↗

PubMed1987

Fatal motorcycle accidents and alcohol.

A series of fatal motorcycle accidents from a 7-year period (1977-1983) has been analyzed. Of the fatalities 30 were operators of the motorcycle, 11 pillion passengers and 8 counterparts. Of 41 operators 37% were sober at the time of accident, 66% had measurable blood alcohol concentration (BAC); 59% above 0.08%. In all cases where a pillion passenger was killed, the operator of the motorcycle had a BAC greater than 0.08%. Of the killed counterparts 2 were non-intoxicated, 2 had a BAC greater than 0.08%, and 4 were not tested. The results advocate that the law should restrict alcohol consumption by pillion passengers as well as by the motorcycle operator. Suggestions made to extend the data base needed for developing appropriate alcohol countermeasures by collecting sociodemographic data on drivers killed or seriously injured should be supported.

Accidents, Traffic↗

PubMed1992

Motorcycle fatalities in New Mexico: the association of helmet nonuse with alcohol intoxication.

STUDY OBJECTIVE: To determine the relationship among helmet use, alcohol use, and ethnicity in people killed on motorcycles. DESIGN: Retrospective review of all motorcycle fatalities in New Mexico from 1984 through 1988. SETTING: Office of the Medical Investigator, State of New Mexico. TYPE OF PARTICIPANTS: All decedents of motorcycle crashes in New Mexico from 1984 through 1988. INTERVENTIONS: Review of all autopsies, medical investigator reports, traffic fatality reports, and toxicological studies on fatally injured motorcyclists. RESULTS: Nine of the helmeted drivers (18%) were legally intoxicated compared with 67 of the nonhelmeted drivers (51%) (chi 2 = 15.7, P less than .0001); 42 of the white nonHispanic decedents (37%), ten of Hispanic decedents (12%), and none of the Native-American decedents were wearing helmets. The head and neck region was the most severely injured body region in 42 of the nonhelmeted cases (84%) and in eight of the helmeted cases (50%) (Fisher's exact test, P less than .02). CONCLUSION: There is an association between nonuse of helmets and alcohol intoxication in fatally injured motorcyclists in New Mexico. Strategies for preventing motorcycle fatalities should address alcohol abuse and ethnicity in conjunction with helmet use.

Abbreviated Injury Scale↗