Search PubMed⌕ Search

SEARCH · Search PubMed

Results for “Motorcycles”

Search indexed PubMed citations on genomics, clinical trials, systematic reviews and public health. Explore titles, authors and supplied subject terms, then open the PubMed record.

Quote a phrase for an exact phrase match. Source license links do not imply unrestricted reuse.

At least 127 records · Page 7Linked to original sources
PubMed1994

Motorcycle crashes in New Zealand resulting in death and hospitalisation. I: Introduction methods and overview.

Relative to car crashes motorcycle crashes have received relatively little attention by the research community. This is the first in a series of three papers describing the epidemiology of motorcycle crashes resulting in death and hospitalisation in New Zealand. This paper describes the methods used for the study, provides an overview of all crashes, and, in particular, compares traffic crashes with nontraffic crashes. The source of the fatality data was national mortality data files for the years 1978 to 1987 inclusive. The source of the hospitalisation data was a national morbidity file, which records all public hospital discharges in New Zealand. A total of 1,175 motorcyclist fatalities were identified for the period 1978-1987, resulting in a mortality rate of 3.6 per 100,000 persons per year. A total of 2,623 motorcycle crash victims were hospitalised in 1988 resulting in a hospitalisation rate of 80.4 per 100,000 persons per year. Males, especially those 15-24 years of age had very high mortality (26-27) and morbidity rates (464-462). Motor vehicle traffic crashes represented 96% of the fatalities and 85% of the hospitalisations. Drivers were the victims in 88% of fatalities and 86% of hospitalisations. For hospitalised victims the leading injuries were to the lower limb (43%) and head (24%). Whereas 29% of the traffic crashes were AIS-3 or higher the comparable figure for nontraffic crashes was 19%. There has been a significant linear increase in the fatality rate between 1978 and 1988 but no comparable trend in hospitalisations.(ABSTRACT TRUNCATED AT 250 WORDS)

Accidents, Traffic↗
PubMed1994

Motorcycle petrol tanks and their role in severe pelvic injuries.

Between 1985 and 1992, nine patients who sustained severe pelvic lesions as a result of motorcycle accidents were admitted to and treated in the authors' department. In six of these nine cases the petrol tank of the motorcycle was one of the wounding agents, and all six patients had the same kind of motorcycle with an oversized petrol tank. All six patients had unstable pelvic lesions. In addition, four had subperitoneal haematomas which required multiple transfusions; five had perineal and/or genital lesions, and one had a ruptured membranous urethra. Severe pelvic injuries are rare, but can have after-effects which jeopardize the social and family life of the patients. A national epidemiological study would be useful to evaluate the frequency of such injuries and to draw conclusions leading to improved safety for motorcyclists.

Accidents, Traffic↗
PubMed1993

Motorcycling safety research: a review of the social and behavioral literature.

The literature on motorcycling safety research is reviewed, and it is argued that there have been two main periods. The first, spanning the 1970's, was based on accident analysis, and the main objective was to identify and control factors that contribute to the severity of motorcycling accidents. The main concerns were to reduce head and brain injuries through safety helmets, to reduce multi-vehicle collisions through daytime use of headlamps, and to reduce drink-riding. The second period, the 1980's shifted the emphasis of research to what might be called 'riding analysis'--that is, analysis of the process of motorcycle riding. Particular attention was paid to skills testing, training evaluation and perceived risk. Now, in the early 1990's, a third period is developing, in which the rider is seen as 'active agent'. The theoretical basis of the new research has come from the models of social psychology, and the main concern is to use riders' beliefs and attitudes about safe riding to predict their behaviour on the roads and so their accident involvement. The three periods of research are reviewed in turn, and the paper concludes with an outline of the key research issues that remain to be addressed.

Accident Prevention↗
PubMed2005

The role of alcohol in Thailand motorcycle crashes.

In order to identify motorcycle accident cause factors and countermeasures in Thailand, a large prospective study was undertaken. Researchers conducted on-scene, in-depth investigation and reconstruction of 969 collisions involving 1082 motorcycle riders. Accidents were randomly sampled and included all levels of injury severity. Alcohol proved to be the most outstanding cause factor, with 393 drinking riders in crashes. Alcohol accidents were distinctly different from non-alcohol crashes. Alcohol accidents were more frequent on weekends and particularly at night, usually when the rider was on his way home. Drinking riders were more likely to lose control of the motorcycle, usually by running off the road. They were more likely to be in a single vehicle accident, to violate traffic control signals, and to be in non-intersection collisions. Males were far more likely to drink and ride than females. Drinking riders were far more likely to be inattentive to the driving task just before they crashed, and to be the primary or sole cause of the accident. One-fourth of all riders did not go to the hospital, and another 42% needed only treatment in the emergency room. Drinking riders were more likely to be hospitalized and far more likely to be killed. The higher hospitalization and fatality rates of drinking riders resulted from the kinds of accidents in which they were involved, not from the minimal differences in speeds and helmet use. Problems with balance and coordination were about equally rare among drinking and non-drinking riders. Inattention was a far greater contributing factor.

Accidents, Traffic↗
PubMed2006

Socioeconomic differences and motorcycle injuries: age at risk and injury severity among young drivers. A Swedish nationwide cohort study.

STUDY OBJECTIVE: The study examines whether there are socioeconomic differences among young motorcycle drivers (aged 16-25) involved in road-traffic injuries with regard to age and injury severity. DESIGN: Nationwide retrospective register-based cohort study. SETTING AND PARTICIPANTS: Subjects born in 1970-1972 were extracted from the Swedish Population and Housing Census of 1985 (n = 334,070). Individual records from the 1985 census were linked to police-reported data and hospital-based data for the period 1988-1995 on the basis of a search for each subject's first registered road-traffic injury as a motorcycle driver (n = 2034). Information on household socioeconomic group was taken from the Swedish census of 1985. Two categories of crash severity were analysed (minor injury and severe/fatal injury), based on assessments of the police and according to length of hospitalization. MAIN RESULTS: Incidence of motorcycle injury varies considerably according to age of driver, reaching a peak at the age of 17. The greatest differences in injury risk between socioeconomic groups are present when their members are aged 17-19. At the age of 18, subjects belonging to low socioeconomic positions run a risk of injury occurrence 2.5 times higher than those belonging to the highest socioeconomic category. Young drivers in lower socioeconomic groups have higher odds for both minor and severe injuries than their counterparts in the highest socioeconomic group, but there is no further increase for the latter. CONCLUSIONS: The study demonstrates how crucial the first years of driving are in relation to injury, and how wide the gap is in terms of socioeconomic differences at these ages, suggesting that this is the most appropriate time for intervention.

Accidents, Traffic↗
PubMed2004

Motorcycle-related hospitalizations in the United States, 2001.

OBJECTIVES: To estimate the prevalence of motorcycle-related hospitalization in the United States in 2001 and to describe the demographic, clinical, hospital, and financial characteristics associated with these injuries. METHODS: Cross-sectional analysis of the 2001 Nationwide Inpatient Sample of the Healthcare Cost and Utilization Project was conducted in 2003. RESULTS: There were an estimated 30,505 (confidence interval=26,566-34,445) motorcycle-related hospital discharges in 2001. Approximately 62% of cases were aged > or =30 years, and males accounted for 89% of cases. The most common principal diagnoses were fractures of the lower limb (29.4%), fractures of the upper limb (13.1%), and intracranial injuries (12.3%). The mean length of stay was 5 days, the median hospital charge was $15,404, and the total estimated hospital charges were >$841 million. The majority of patients (56.5%) were admitted to large urban teaching hospitals, and these hospitals accounted for nearly 70% of all hospital charges. Approximately 26% of cases were self-pay or listed public insurance as the expected payer. CONCLUSIONS: These findings shed light on the substantial morbidity and financial impact of motorcycle-related injuries. Renewed and strengthened prevention efforts are warranted.

Accidents, Traffic↗
PubMed2005

Influence of ethanol-gasoline blended fuel on emission characteristics from a four-stroke motorcycle engine.

Emission characteristics from a four-stroke motorcycle engine using 10% (v/v) ethanol-gasoline blended fuel (E10) were investigated at different driving modes on the chassis dynamometers. The results indicate that CO and HC emissions in the engine exhaust are lower with the operation of E10 as compared to the use of unleaded gasoline, whereas the effect of ethanol on NO(X) emission is not significant. Furthermore, species of both unburned hydrocarbons and their ramifications were analyzed by the combination of gas chromatography/mass spectrometry (GC/MS) and gas chromatography/flame ionization detection (GC/FID). This analysis shows that aromatic compounds (benzene, toluene, xylene isomers (o-xylene, m-xylene and p-xylene), ethyltoluene isomers (o-ethyltoluene, m-ethyltoluene and p-ethyltoluene) and trimethylbenzene isomers (1,2,3-trimethylbenzene, 1,2,4-trimethylbenzene and 1,3,5-trimethylbenzene)) and fatty group ones (ethylene, methane, acetaldehyde, ethanol, butene, pentane and hexane) are major compounds in motorcycle engine exhaust. It is found that the E10-fueled motorcycle engine produces more ethylene, acetaldehyde and ethanol emissions than unleaded gasoline engine does. The no significant reduction of aromatics is observed in the case of ethanol-gasoline blended fuel. The ethanol-gasoline blended fuel can somewhat improve emissions of the rest species.

Air Pollutants↗
PubMed2003

A longitudinal study of risk factors for motorcycle crashes among junior college students in Taiwan.

A cohort of 4729 junior college students in an urban and a rural area in Taiwan was followed up for a period of 20 months. Students' characteristics, including riding exposures, as well as human, vehicular, and environmental factors were collected using one initial and three follow-up questionnaires. The Anderson-Gill (AG) multiplicative intensity model was used to determine the risk of a motorcycle crash over time while also allowing for the modeling of multiple events. The average response rate for the four assessments was 92%. The adjusted relative hazard (RH) for students living in the rural as opposed to the urban area for crashes was 1.67 at the beginning of the study but decreased to 0.66 by the end. Past motorcycle crash history, number of riding days, average riding distance, risk-taking level, alcohol consumption, and traffic violations were all significantly associated with an increased risk of being involved in a crash. Conversely, increasing age, riding experience, and automobile licensure were related to a decreased risk of crashing. Furthermore, helmet use was not independently related to the risk of crashing. In conclusion, a high-risk group predisposed to involvement in a motorcycle crash, including both non-injury and injury-related crashes, can be identified using selected risk factors for crash prevention among young riders.

Accidents, Traffic↗
PubMed2003

A behavioral comparison between motorcyclists and a matched group of non-motorcycling car drivers: factors influencing accident risk.

Motorcyclists and a matched group of non-motorcycling car drivers were assessed on behavioral measures known to relate to accident involvement. Using a range of laboratory measures, we found that motorcyclists chose faster speeds than the car drivers, overtook more, and pulled into smaller gaps in traffic, though they did not travel any closer to the vehicle in front. The speed and following distance findings were replicated by two further studies involving unobtrusive roadside observation. We suggest that the increased risk-taking behavior of motorcyclists was only likely to account for a small proportion of the difference in accident risk between motorcyclists and car drivers. A second group of motorcyclists was asked to complete the simulator tests as if driving a car. They did not differ from the non-motorcycling car drivers on the risk-taking measures but were better at hazard perception. There were also no differences for sensation seeking, mild social deviance, and attitudes to riding/driving, indicating that the risk-taking tendencies of motorcyclists did not transfer beyond motorcycling, while their hazard perception skill did.

Acceleration↗
PubMed1999

The prevalence of non-standard helmet use and head injuries among motorcycle riders.

OBJECTIVES: This study examined the prevalence of non-standard helmet use among motorcycle riders following introduction of a mandatory helmet use law and the prevalence of head injuries among a sample of non-standard helmet users involved in motorcycle crashes. METHODS: Motorcycle rider observations were conducted at 29 statewide locations in the 2 years following the introduction of the mandatory helmet use law in January, 1992. Medical records of motorcyclists who were injured in 1992 for whom a crash report was available and for whom medical care was administered in one of 28 hospitals were reviewed. Chi-squares and analysis of variance were used to describe differences between groups. RESULTS: Prevalence of non-standard helmet use averaged 10.2%, with a range across observation sites from 0 to 48.0%. Non-standard helmet use varied by type of roadway, day of week, and time of day. Injuries to the head were more frequent and of greater severity among those wearing non-standard helmets than both those wearing no helmet and those wearing standard helmets. CONCLUSIONS: Non-standard helmets appear to offer little head protection during a crash. Future study is needed to understand the dynamics leading to head injury when different types of helmets are worn.

Accidents, Traffic↗
PubMed1997

Estimates of injury impairment after acute traumatic injury in motorcycle crashes before and after passage of a mandatory helmet use law.

STUDY OBJECTIVE: This study estimates trends in impairment before and after the 1992 California Mandatory Helmet Use Law using the injury impairment Scale (IIS). METHODS: We linked medical records and police reports for a cohort of 4,790 nonfatally injured motorcycle riders who crashed between January 1, 1991, and December 31, 1993, and were treated for injuries in 1 of 18 hospitals in 10 California counties. All injuries were coded according to the Abbreviated Injury Scale and matched to corresponding codes in the IIS. The IIS provides an estimate of the likelihood of impairment from any given injury. Impairment is not directly measured. RESULTS: After implementation of the law, the proportion of riders likely to sustain head injury-related impairments decreased by 34.1%. Impairments resulting from head injuries were the most common type before passage of the law, but they were surpassed by leg injury-related impairments after passage. Helmet nonuse, speeding, and drinking were among variables associated with increased odds ratios of head injury estimated to cause impairment. CONCLUSION: The proportion of motorcycle riders with head injury impairment as estimated with the IIS decreased significantly after the introduction of mandatory motorcycle helmet legislation.

Accidents, Traffic↗
PubMed2002

Extract of motorcycle exhaust particles induced macrophages apoptosis by calcium-dependent manner.

Large survey and experiments have reported that environment pollutants from fossil fuel combustion would cause immune system deleterious by enhancement of allergic reaction and damage to respiratory tract. In this study, we reported that the extract of motorcycle exhaust particles (MEP) might affect the immune system by inducing cell apoptosis on macrophages. The motorcycle exhaust particles were collected from a two-stoke engine and their cytotoxic effect on macrophages was investigated. We found MEP is cytotoxic and induced apoptosis in RAW 264.7 cells, murine peritoneal macrophage, and rat alveolar macrophage. Pretreatment with mitochondria permeability transition inhibitor (cyclosporin A), intracellular (BAPTA-AM) and extracellular (EGTA) Ca(2+) chelator, and antioxidants (NAC, GSH, catalase, SOD) attenuated the MEP-induced cell apoptosis, and BAPTA-AM was the most effective one. Utilized Fura-2/AM loaded RAW 264.7 cells to directly detect the change of intracellular Ca(2+) concentration ([Ca(2+)](i)), we found that MEP could induce a sustained increase of [Ca(2+)](i). The raise of [Ca(2+)](i) induced by MEP could be completely blocked by the intracellular Ca(2+) chelator, BAPTA-AM, however, only partially inhibited by the extracellular Ca(2+) chelator, EGTA. These results suggested that both influx of extracellular Ca(2+) and release of Ca(2+) from the internal storage were involved. We also found that MEP caused a decrease of mitochondria membrane potential and an increase of oxidative stress in RAW 264.7 cells. In conclusion, we found that the particles, collected from the motorcycle exhaust, contain chemicals that will induce apoptosis of macrophage in calcium-dependent manner.

Animals↗
PubMed2003

Injuries from motorcycle- and moped crashes in Sweden from 1987 to 1999.

The objective of this paper is to study injuries from motorcycle and moped crashes in Sweden from 1987 to 1999. Databases at the National Board for Health and Welfare and codes from both ICD9 and ICD10 systems were used, including patterns of age, gender, E-code and type of injury. Length of hospital stay, type of injuries and trends over time was evaluated. To get a more detailed picture of the age distribution, type of vehicle used and number of killed, data from the Swedish National Road Administration were also used. In Sweden, 27,122 individuals received in-patient care due to motorcycle and moped injuries between 1987 and 1999. The motorcycle and moped injury rate was reduced in the second half of the studied period and so were the total days of treatment per year. Males had eight times the incidence of injuries compared to females. Riders under the age of 26 and in particular those at an age of 15 had the highest incidence rate. Head injuries were the most frequent diagnosis, followed by fractures to the lower limbs. Concussion was the most frequent head injury. Focal and diffuse brain injuries combined showed the same frequency as concussion. It is concluded that more preventative strategies must be presented before the injury rate can be reduced.

Accidents, Traffic↗
PubMed1993

Student's exposure to volatile organic compounds while commuting by motorcycle and bus in Taipei City.

This study examined student's exposure to volatile organic compounds (VOCs) while commuting by bus and motorcycle in Taipei, Taiwan in the winter of 1992. A total of 19 target C5-C10 VOCs on three most frequently used commuting routes were collected on Tenax-GC adsorbent tubes. The VOCs were desorbed by thermal desorption method and analyzed by GC-MS. The most abundant VOC exposure experienced by commuters was to toluene. Several alkylated benzenes, such as propyl benzenes, ethyl-methyl-benzenes and trimethyl-benzenes, were relatively abundant on the roads in Taipei. The mean benzene concentration measured in buses was 173 micrograms/m3 and motorcycles. On the average, the commuters in Taipei experienced about three to eight times higher VOC concentrations than the commuters in Los Angeles, California. Higher VOC concentrations were measured on motorcycles than in buses. The VOC concentrations were not significantly different between morning and afternoon commutes, nor among the three commuting routes. VOC concentrations measured in classroom at three schools in downtown Taipei did not vary significantly on each sampling day. However, at each school the in-classroom VOC concentrations varied significantly over the six consecutive sampling days. The VOC concentrations measured on the roads were about five times higher than those measured in the school classrooms in the city. Moderate to high correlations were found among most of the measurements of the 19 VOCs. The survey questionnaire indicated that daily commuting time ranged from 45 minutes for elementary school students to 95 minutes for vocational school students.(ABSTRACT TRUNCATED AT 250 WORDS)

Adolescent↗
PubMed2003

Motorcycle exhaust particulates enhance vasoconstriction in organ culture of rat aortas and involve reactive oxygen species.

The effects of motorcycle exhaust particulate on vasoconstriction were determined using rat thoracic aortas under organ culture conditions treated with organic extracts of motorcycle exhaust particulate from a two-stroke engine. The motorcycle exhaust particulate extract (MEPE) induced a concentration-dependent enhancement of vasoconstriction elicited by phenylephrine in the organ cultures of both intact and endothelium-denuded aortas for 18 h. Nifedipine (an L-type Ca2+ channel blocker), manganese acetate (an inorganic Ca2+ channel blocker), and staurosporine (a nonselective protein kinase C inhibitor), but not the selective protein kinase C inhibitor chelerythrine, inhibited the enhancement of vasoconstriction by MEPE. Staurosporine has also been reported as a myosin light chain kinase (MLCK) inhibitor, so we tested whether the MLCK pathway was involved in the effect of MEPE. The results showed that ML-9 (a selective MLCK inhibitor) could inhibit the enhancement of vasoconstriction by MEPE. The phosphorylation of a 20-kDa myosin light chain in a primary culture of rat vascular smooth muscle cells was also enhanced by MEPE. Moreover, we also examined the role of reactive oxygen species (ROS) in the stimulatory effect of MEPE on vasoconstriction. The antioxidant N-acetylcysteine significantly inhibited the enhancement of vasoconstriction by MEPE. A time-dependent increase in ROS production by MEPE was also detected in primary cultures of vascular smooth muscle cells. These results indicate that MEPE induces a marked enhancement of vasoconstriction in aortas under organ culture conditions and imply that a ROS-Ca2+-MLCK pathway may be involved in this MEPE-induced response.

Air Pollutants↗
PubMed2004

Motorcycle exhaust particles induce airway inflammation and airway hyperresponsiveness in BALB/C mice.

A number of large studies have reported that environmental pollutants from fossil fuel combustion can cause deleterious effects to the immune system, resulting in an allergic reaction leading to respiratory tract damage. In this study, we investigated the effect of motorcycle exhaust particles (MEP), a major pollutant in the Taiwan urban area, on airway inflammation and airway hyperresponsiveness in laboratory animals. BALB/c mice were instilled intratracheally (i.t.) with 1.2 mg/kg and 12 mg/kg of MEP, which was collected from two-stroke motorcycle engines. The mice were exposed 3 times i.t. with MEP, and various parameters for airway inflammation and hyperresponsiveness were sequentially analyzed. We found that MEP would induce airway and pulmonary inflammation characterized by infiltration of eosinophils, neutrophils, lymphocytes, and macrophages in bronchoalveolar lavage fluid (BALF) and inflammatory cell infiltration in lung. In addition, MEP treatment enhanced BALF interleukin-4 (IL-4), IL-5, and interferon-gamma (IFN-gamma) cytokine levels and serum IgE production. Bronchial response measured by unrestrained plethysmography with methacholine challenge showed that MEP treatment induced airway hyperresponsiveness (AHR) in BALB/c mice. The chemical components in MEP were further fractionated with organic solvents, and we found that the benzene-extracted fraction exerts a similar biological effect as seen with MEP, including airway inflammation, increased BALF IL-4, serum IgE production, and induction of AHR. In conclusion, we present evidence showing that the filter-trapped particles emitted from the unleaded-gasoline-fueled two-stroke motorcycle engine may induce proinflammatory and proallergic response profiles in the absence of exposure to allergen.

Animals↗
PubMed2004

Prevalence and patterns of foot injuries following motorcycle trauma.

OBJECTIVES: To determine the prevalence and patterns of foot injuries following motorcycle trauma. DESIGN: Prospective. SETTING: Yorkshire Region Trauma Units (Level 1 trauma centers with trauma research). PATIENTS: Individuals injured in motorcycle road traffic accidents between January 1993 and December 1999. OUTCOME MEASUREMENTS: Patient demographics, protective devices (helmet) use, Injury Severity Score (ISS), Glasgow Coma Scale (GCS), clinical details, therapeutic interventions, resuscitation requirements, duration of hospital stay, mortality, and type of foot injuries sustained. RESULTS: The parent population of 1239 contained 53 (4.3%) foot-injured motorcyclists (49 men) with a mean age of 31.7 years (range 18-79 years). Fifty-two were drivers and one was a rear-seat passenger. Mean ISS was 6.9 (range 4-33), significantly lower than the parent population mean of 34.98 (range 9-75) (P = 0.001). Mean GCS was 14.7 (range 13-15). The motorcyclists' injuries included 26 metatarsal fractures (49.1%), 14 talar fractures (26.4%), 7 os calcis fractures (13.2%), and 6 toe fractures (11.3%). Associated foot injuries included three partial foot amputations, four Lisfranc dislocations, three cases of foot compartment syndrome (two crush injuries with no fracture, one open fourth metatarsal fracture with associated Lisfranc dislocation). Forty-six motorcyclists had more than one foot injury. Associated injuries included 22 ankle fractures (41.5%), 15 tibial fractures (28.3%), 6 femoral fractures (11.3%), 5 pelvic ring fractures (9.4%), 23 upper limb injuries (43.4%), and 3 cases of chest trauma (5.7%). No one sustained abdominal trauma or head injury compared with the parent population. All patients required operative stabilization of foot fractures, including their associated injuries. Mean hospital stay was 10.9 days (range 1-35 days). In the parent population, there were 71 deaths (6.0%), whereas there was only 1 death (1.9%) in the foot-injured group (with fractures including open book pelvic, T6-8, unilateral open femur, tibial, ankle, and metatarsal) with an ISS 33, who died of multiorgan dysfunction syndrome. At final follow-up, all patients underwent radiologic and clinical assessment of foot injuries. Forty-three patients returned to their previous occupation and level of mobility. Ten of the more significantly injured patients had to modify their occupation from manual to sedentary-type jobs due to their foot injuries. We noted a pattern of complex ipsilateral foot and limb injury in nine patients, which we postulate was due to the actual mechanism of contact with the road surface. CONCLUSION: Motorcycle accidents continue to be a source of severe injury, especially to the foot. The most common foot injury is a metatarsal fracture; however, there must be a high index of suspicion for associated injuries. Although these injuries are associated with a low mortality rate, they require prompt assessment and treatment to limit long-term morbidity and disability. The difference in foot injury pattern and mortality between the parent population and our series, among other factors, potentially may be influenced by the actual mechanism of contact with the road surface and the modifying action of the foot during the accident.

Accidents, Traffic↗
PubMed2002

The impact of a repealed motorcycle helmet law in Miami-Dade County.

OBJECTIVE: To study the impact of helmet nonuse in motorcycle crashes after the repeal of a mandatory helmet law in the state of Florida. METHODS: We prospectively studied all patients evaluated at the University of Miami/Jackson Memorial Medical Center from July 1, 2000, through December 31, 2000, involved in motorcycle crashes, and compared them with those seen during the same time period the year before the helmet law change. RESULTS: In 1999, before the repeal of the helmet law, there were 52 cases evaluated at our center compared with 94 after the law change. Helmet usage decreased from 1999 (83%) to 2000 (56%). The number of brain injuries (Abbreviated Injury Scale score > or = 2) during this same time period increased from 18 to 35, and the number of fatalities from 2 to 8. CONCLUSION: The repeal of a motorcycle helmet law significantly increased the number and severity of brain injuries admitted to our trauma center.

Accidents, Traffic↗