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PubMed1981

[The vibration of the handle-bars of a motorcycle in running on the paved road (author's transl)].

Lately, in our country, daily motorcycling mail deliverers suffered from vibration hazards have been increasing. The vibration level of the handle of motorcycles was measured in order to evaluate its hazardous effects. The tested motorcycle with a 90 cc engine was selected among many motorcycles for daily use. Running test was made on the chasis dynamometer and asphalt roads. Following results were obtained. 1) The direction showing the maximum value of vibrations acceleration is in other directions than, X, Y, Z of ISO (International Organization for Standardization). 2) The maximum vibration acceleration level exceeds the exposure guidelines of ISO and its frequency is an accordance to the engine speed of the motorcycle in running. 3) The levels in the frequency ranges from 6 to 20 Hz and from 50 to 100 Hz are liable to induce vibration hazards. 4) The stronger the gripping power, the more the vibration acceleration level in the frequency range of 6-20 Hz and, on the contrary, the vibration acceleration level decreases in the range of 50-100 Hz. 5) The rubber grips of this motorcycle are not effective for abating the vibration on the frequency spectrum less than 125 Hz or 200 Hz.

Humans↗
PubMed2005

Adolescents' attitudes and behaviour towards motorcycle helmet use in Italy.

UNLABELLED: The study investigated the use of, attitudes towards, and adherence to motorcycle helmets in a group of adolescents. A random sample of 412 adolescents (14-19 years old) attending randomly selected public secondary classes in Catanzaro (Italy) received a questionnaire consisting of questions on socio-demographics, patterns of motorcycle use, frequency of helmet use, helmet use by adult family members and close friends who are motorcyclists, attitudes towards helmet use and number of traffic-related motorcycle accidents in the last year. A total of 387 adolescents participated. The frequency of self-reported helmet use as a driver of the motorcycle or as the passenger was 34.7% and 33.7% respectively. Routine helmet use was greater for adolescents from households in which at least one family member wore a helmet, for youths who agreed that helmet use should be mandatory, and for those who did not experience an accident in the past year. Regression analysis of the attitude models indicated that the younger the age, the more willing an adolescent would be to believe that helmet use reduced the risk of head injuries and the positive attitude that helmet use should be mandatory was higher in younger adolescents and in those who had no road accident within the past year. A total of 17% reported that they had an accident during the last 12 months of the study period and 30 of them presented motorcycle-related injuries. CONCLUSION: The development of programmes on helmet use starting as early as primary school is strongly needed.

Adolescent↗
PubMed1996

Modelling of conspicuity-related motorcycle accidents in Seremban and Shah Alam, Malaysia.

Preliminary analysis of the short-term impact of a running headlights intervention revealed that there has been a significant drop in conspicuity-related motorcycle accidents in the pilot areas, Seremban and Shah Alam, Malaysia. This paper attempts to look in more detail at conspicuity-related accidents involving motorcycles. The aim of the analysis was to establish a statistical model to describe the relationship between the frequency of conspicuity-related motorcycle accidents and a range of explanatory variables so that new insights can be obtained into the effects of introducing a running headlight campaign and regulation. The exogenous variables in this analysis include the influence of time trends, changes in the recording and analysis system, the effect of fasting activities during Ramadhan and the "Balik Kampong" culture, a seasonal cultural-religious holiday activity unique to Malaysia. The model developed revealed that the running headlight intervention reduced the conspicuity-related motorcycle accidents by about 29%. It is concluded that the intervention has been successful in improving conspicuity-related motorcycle accidents in Malaysia.

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↗
PubMed2006

Motorcycle-related maxillofacial injuries among Nigerian intracity road users.

PURPOSE: We sought to determine the etiology and pattern of motorcycle-related maxillofacial injuries among intracity road users in Nigeria. PATIENTS AND METHODS: We conducted a prospective review of all patients presenting at the maxillofacial surgery units of the Obafemi Awolowo University Teaching Hospital Ile-Ife and Usmanu Dan Fodiyo University Teaching Hospital Sokoto with motorcycle-related injuries. RESULTS: One hundred seven patients were included in the study. A significant male preponderance was observed (P = .002). Overall, the peak age incidence was 20 to 29 years, whereas female patients had a peak age incidence of 10 to 19 years. Victims were mostly riders (50.5%) but none of them was a female. While 8.4% of accidents occurred on motorcycles with more than one pillion passenger, none of the victims reported using a crash helmet. Mechanism of accident was mostly head-on collision (39.2%). The injuries sustained were predominantly soft tissue injuries or in combination with bone injury. Bone and dental injuries were attributed mostly to falls. Facial bone injuries occurred mostly in the mandible (64 of 104). A symmetric distribution of injuries was observed in the upper, middle, and lower thirds of the face, but the middle third had the highest injury sites while the upper third had the least. CONCLUSIONS: Motorcycle-related maxillofacial injuries among Nigerians affect males predominantly. The injuries sustained have a symmetric distribution and were mostly soft tissue injuries in isolation or in combination with bony injuries. The middle third of the face is most vulnerable. Mandatory use of safety helmets and education of cyclists on the appropriate number of pillion passengers are imperative to minimize the morbidity and mortality associated with motorcycle accidents.

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 &#x2265;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↗
PubMed1998

The motorcyclist: easy rider or easy victim? An analysis of motorcycle accidents in Germany.

This report reviews the findings from 86 motorcycle accidents during a 1-year period at the Trauma Center "Bergmannsheil" in Bochum, Germany. A study of the case histories supplemented by telephone conversations yielded the following results: 90.7% of the patients were men, and the average age was 28.8 years; most of the accidents occurred in the 25- to 30-year-old age group (27.9%). Motorcycle accidents happened mostly during recreational rides on weekends in the summertime. Although there was a high rate of helmet use (98.8%), the head region was affected in 12 victims. Two patients died because of their severe head injuries (2.3%). Lower extremity injuries (46%), especially open tibia fractures (19.7%), were among the most common injuries sustained. Fractures of the distal radius constituted the largest portion of upper extremity injuries (18.8%). The average stay in our hospital was 35.4 days; 23.4% of the patients had to change jobs after the accident. Fifty percent of the crashes happened with motorcycles between 500 and 750 cc stroke volume. Although 34.5% possessed their driver's licenses for more than 8 years, they had not had much experience handling a motorbike. These results underline the fact that motorcycle accidents are sustained by young men in their working prime; as a result, these accidents pose a tremendous burden to individuals and society and every attempt should be made to offer highly qualified surgical and trauma care to minimize the damage to the motorbiker. A plea is made for more prevention measures like driver education, better road conditions, or legislative changes to prevent motorcycle crashes. The wearing of a helmet is strongly advocated.

Accidents, Traffic↗
PubMed2006

Motorcycle helmet effect on a per-crash basis in Thailand and the United States.

OBJECTIVE: To compare the effectiveness of motorcycle helmets seen in prospective on-the-street motorcycle accident investigations. The data are drawn from two detailed, in-depth studies of motorcycle accidents, in which trained investigators collected extensive accident evidence on-scene immediately after the crash. This article compares helmeted and unhelmeted motorcycle riders on a per-accident basis for fatality rates, the rate of serious (AIS > 2) brain injuries among survivors, or an outcome that involved either of the two. METHODS: Nine hundred motorcycle crashes in Los Angeles and 969 crashes in Thailand were investigated in detail at the accident scenes, including photos of vehicles, skids, damage, and sometimes the rider. Helmets were collected and injury information was obtained from riders and care providers. This evidence was then used to reconstruct collision events to identify speeds, precrash motions, collision contacts, injury causation, and helmet performance. RESULTS: In both studies, approximately 6% of riders were killed and 20-25% were hospitalized. Overall, unhelmeted riders were two to three times as likely to be killed, and three times as likely to suffer either death or survival with AIS > 2 brain injury. Unhelmeted survivors had three to four times as many AIS > 2 brain injuries as helmeted riders on a per-crash basis. Nearly 100% of riders with AIS > 4 somatic injuries died. Such injuries were 30% of Thailand fatalities and 57% of L.A. fatalities, but only about 2-3% of the overall accident population. Among the 97-98% of riders with AIS < 5 somatic injuries, helmet use could prevent about three-fourths of fatalities and brain injuries. CONCLUSIONS: Helmets were extremely effective in preventing brain injury and death in 97% of the accident population in less-than-extreme crashes. Helmet use cannot prevent all fatalities because many of those killed succumb to below-the-neck injuries that a helmet cannot prevent.

Accidents, Traffic↗
PubMed1995

Case-control study of the effectiveness of different types of helmets for the prevention of head injuries among motorcycle riders in Taipei, Taiwan.

A total of 1,351 victims of motorcycle accidents, brought to one of 15 hospitals responsible for emergency care in Taipei, Taiwan, between August 1 and October 15, 1990, were enrolled in a case-control study to investigate the effectiveness of different types of helmets for the prevention of head injuries. A total of 562 of those with head injuries were assigned to the case group, while the remaining 789 victims without head injuries were considered as emergency room controls. The case group was subdivided into daytime and evening cases, according to the time of accident. For each daytime case, we took four pictures of passing motorcycles at the same time and place during the week after each accident. Of the 254 daytime cases, we successfully took pictures for 224 (88%) and identified 1,094 motorcycle riders in the pictures as street controls. Logistic regression analyses were used to determine the roles of the following variables in predicting risk of head injury: age, sex, riding position, weather, place of accident, helmet type, and motorcycle type, and status of helmet wearing. The relative risk of head injury among motorcycle riders was significantly reduced by wearing a full-face helmet, but not by wearing a full- or a partial-coverage helmet.

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↗
PubMed1994

Lower extremity injuries from motorcycle crashes: a common cause of preventable injury.

Lower extremity injuries are among the most common injuries sustained by motorcycle riders in crashes and often lead to extended and costly medical treatment and permanent disability. This study characterizes lower extremity injuries in a group of 700 motorcycle riders in crashes in Los Angeles County from July 1, 1988, through October 31, 1989. Motorcycle crash fatalities (n = 163) were identified through the Los Angeles County Coroner's office, and nonfatally injured riders (n = 537) were identified at four of the ten level I and level II trauma centers in the county. Lower extremity injuries were diagnosed in 301 (56%) of nonfatally injured and in 75 (46%) of fatally injured riders. Fractures were the most common lower extremity injury and were diagnosed in 52% and 42% of riders with nonfatal and fatal injuries, respectively. Over a third of all fractures were to the tibia or fibula. Drivers and passengers did not differ in their risk for lower extremity injuries. Multiple-vehicle collisions resulted in a higher risk of lower extremity injuries than did single-vehicle collisions. The highest risk for lower extremity fractures was observed among riders in broadside collisions in which another vehicle struck the motorcycle (risk ratio = 2.7). Modifications in vehicle design and rider apparel may prevent some lower extremity injuries in motorcycle crashes.

Abbreviated Injury Scale↗
PubMed1996

Alcohol use, driver, and crash characteristics among injured motorcycle drivers.

BACKGROUND: Motorcycle drivers have the highest frequency of alcohol use among all road users. This study examines alcohol use among a large sample of injured motorcycle drivers and examines how crash characteristics differ with the use of alcohol. METHODS: Over 3000 motorcycle drivers who crashed between January 1, 1991, and December 31, 1992, were studied. All fatally injured drivers in 11 California counties and a sample of nonfatally injured drivers treated in 28 hospitals were included in the study if a crash report and medical record were available. RESULTS: Among drivers tested for alcohol use, 42% tested positive for the presence of alcohol. Drinking drivers were more likely to be speeding and less likely to wear a helmet, and more frequently had single motorcycle crashes than nondrinking drivers. Crash characteristics, but not alcohol use, were predictive of increased injury severity. CONCLUSIONS: Alcohol use remains a significant factor in motorcycle crashes and is an important area for injury prevention efforts.

Accidents, Traffic↗
PubMed2006

Changes in traffic crash mortality rates attributed to use of alcohol, or lack of a seat belt, air bag, motorcycle helmet, or bicycle helmet, United States, 1982-2001.

OBJECTIVE: To estimate the contributions of five risk factors to changes in US traffic crash mortality: (1) alcohol use by drivers and pedestrians, (2) not wearing a seat belt, (3) lack of an air bag, (4) not wearing a motorcycle helmet, and (5) not wearing a bicycle helmet. DESIGN: Longitudinal study of deaths; attributable deaths were estimated using data from other studies. SETTING: US traffic crashes in 1982-2001. SUBJECTS: People who died in a crash. MAIN OUTCOME MEASURES: Counts of deaths attributed to each risk factor, change in rates of deaths, and counts of lives saved by changes in risk factor prevalence. RESULTS: There were 858 741 traffic deaths during the 20 year period. Estimated deaths attributed to each factor were: (1) alcohol use, 366 606; (2) not wearing a seat belt, 259 239; (3) lack of an air bag, 31 377; (4) no motorcycle helmet, 12 095; (5) no bicycle helmet, 10 552. Over the 20 years, mortality rates attributed to each risk factor declined: alcohol by 53%; not wearing a seat belt by 49%; lack of an air bag by 17%; no motorcycle helmet by 74%; no bicycle helmet by 39%. There were 153 168 lives saved by decreased drinking and driving, 129 297 by increased use of seat belts, 4305 by increased air bag prevalence, 6475 by increased use of motorcycle helmets, and 239 by increased use of bicycle helmets. CONCLUSIONS: Decreased alcohol use and increased use of seat belts were associated with substantial reductions in crash mortality from 1982 through 2001. Increased presence of air bags, motorcycle helmets, and bicycle helmets were associated with smaller reductions.

Accidents, Traffic↗
PubMed2003

"Born to be wild". The effect of the repeal of Florida's mandatory motorcycle helmet-use law on serious injury and fatality rates.

In response to political pressure, the state of Florida repealed its mandatory motorcycle helmet-use law for all operators and passengers older than the age of 21, effective July 1, 2000. Using monthly data and a multiple time-series design, the authors assessed the effect of this law change on serious injury and fatality rates for motorcycle riders aged 21 and older. Controls for serious injury and fatality rates for motorcycle riders younger than 21 years of age were included in the analyses. Maximum-likelihood results showed that the repeal of the mandatory helmet-use law in Florida had little observable effect on serious injuries or on fatalities that resulted from motorcycle crashes. Policy implications of these findings are discussed, and explanations are given as to why the repeal of the mandatory motorcycle helmet-use law in Florida was inconsequential.

Accidents, Traffic↗
PubMed2006

[Traffic accidents from the motorcycle couriers' perspective: feedback for health promotion].

This research note is the result of a qualitative study in Porto Alegre, Rio Grande do Sul, Brazil, aimed at exploring traffic accident risk from the motorcycle couriers' point of view. The research results highlight the importance of accident prevention and health promotion for these workers. The study was based on sociological theories of risk, especially those emphasizing the social and cultural nature of its meanings. Information was gathered through focus groups and analyzed according to the Data-Based Theory. According to the research subjects, all motorcycle couriers, the traffic accident risk is inherent to their daily work duties and is produced by personal and social interests like money, speed, and urgency. Motorcycle couriers attempt to control such risks by using self-defense strategies. Considering the high incidence of traffic accidents with motorcycle couriers in Porto Alegre, these strategies have apparently not been effective. This note emphasizes that traffic accidents involving motorcycle couriers are work-related accidents, and that health promotion measures to prevent them should target not only the couriers themselves but also their employers and customers.

Accidents, Occupational↗
PubMed2004

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.

Accidents, Traffic↗