Helmet Law Facts

"A study of the effects of the mandatory helmet law for motorcyclists"

The most commonly used study of the effectiveness of motorcycle helmets is the Motorcycle Accident Cause Factors and Identification of Countermeasures conducted by the University of Southern California. Funded by the National Highway Traffic Safety Administration, researcher Harry Hurt investigated 900 motorcycle accidents in the Los Angeles area and 3,600 motorcycle traffic accident reports in the same geographic area.

Some of their observations are especially noteworthy:

• Approximately three-fourths of the accidents involved collision with another vehicle, which was most often a passenger automobile. In multiple vehicle accidents, the driver of the other vehicle violated the motorcycle right-of-way and caused the accident in two-thirds of these accidents. The failure of motorists to detect and recognize motorcycles in traffic is the predominating cause of motorcycle accidents. The driver of the other vehicle did not see the motorcycle before the collision, or did not see the motorcycle in time to avoid the collision. Intersections are the most likely place for the motorcycle accident, with the other vehicle violating the motorcycle right-of-way, and often violating traffic controls.
• The median pre-crash speed was 29.8 mph and the median crash speed was 21.5 mph.
• The motorcycle riders involved in accidents are essentially without training; 92% were self-taught or learned from family or friends. Motorcycle rider training experience reduces accident involvement and is related to reduced injuries in the event of accidents. More than half of the accident-involved motorcycle riders had less than 5 months experience on the accident motorcycle, although the total street riding experience was almost 3 years. Motorcycle riders in these accidents showed significant collision avoidance problems. Most riders would over brake and skid the rear wheel, and under brake the front wheel greatly reducing collision avoidance deceleration. The ability to counter steer and swerve was essentially absent. Almost half of the fatal accidents show alcohol involvement. Motorcycle riders in these accidents were significantly without motorcycle license, without any license, or with license revoked.
• The likelihood of injury is extremely high in these motorcycle accidents - 98% of the multiple vehicle collisions and 96% of the single vehicle accidents resulted in some kind of injury to the motorcycle rider, 45% resulted in more than a minor injury. The most deadly injuries to the accident victims were injuries to the chest and head. The use of the safety helmet is the single critical factor in the prevention of reduction of head injury. Safety helmet use caused no attenuation of critical traffic sounds, no limitation of precrash visual field, and no fatigue or loss of attention. (Italics mine.)

1. Helmets are shown to have no statistically significant effect on the probability of a fatality given that a motorcycle accident has occurred.
2. The major determinants of fatality are the rider's crash speed (kinetic energy) and blood alcohol level.
3. For the average rider involved in the average accident, it is found that the probability of death increases form 2.1% to 11.3% when the rider's blood alcohol level increases from 0.0 to 0.1 (from sober to legally intoxicated in most states).
4. In the same vein, an increase in the crash speed from 40 to 60 mph increases the probability of death from 7.1% to 36.3%.
5. It is found that helmets have a statistically significant effect in reducing head injury severity.
6. It is shown that past a critical impact velocity to the helmet (approximately 13 mph), helmet use has a statistically significant effect that increases the severity of neck injuries. Notice point 2 in the Hurt Report, median crash speed is 21.5 mph.
7. As a result of (5) and (6), we establish that a tradeoff between head and neck injuries confronts a potential helmet user. Past a critical impact speed to the helmet (13 mph), which is likely to occur in real life accident situations helmet use reduces the severity of head injuries at the expense of increasing the severity of neck injuries.
8. Further statistical tests reveal the qualitative nature of this tradeoff. It is shown that an individual who wears a helmet and experiences an impact velocity to the head greater than 13 mph may avoid either severe or minor head injuries and incur either severe or minor neck injuries; all permutations of the tradeoff are equally likely to occur.

Additionally, the State of New York Department of Motor Vehicles did a study in 1969 comparing accident data from the years 1966 and 1967 in order to detect possible effects of the mandatory helmet law, which became effective Jan. 1, 1967. The study showed, first, a decrease in the number of accidents reported - from 5184 to 3161.

Thus far, these data show no effect of the helmet, the proportion of fatality among all accidents is unchanged.

However, a comparison of the distribution of injuries to head, face and neck before and after helmets were required showed: a) a 34% reduction in serious injuries to the head, b) a 27% reduction of serious face injuries, and c) a 75% increase in the proportion of serious injuries to the neck. Most important, a comparison of the head and neck injuries among fatalities for the two years showed the following:

From these data alone it appears that wearing the helmet is associated with greatly reduced fatal head injury but greatly increased neck injury and the differences in percentages could be larger than appear here because while nearly all of the cyclists in the 1967 figures wore helmets, some of those in 1966 also wore helmets before the law required it.

In addition, Michael E. Holt, P.E. of American Eagle Engineering, Ltd. produced a report showing through testing, engineering mathematics, true statistics and actual injuries that helmet usage is overall detrimental instead of beneficial. He did actual physical testing on various helmets, with disappointing results. Calculated the following helmet thickness requirements for a 170 pound rider at various speeds:

Currently, we have 1" thick helmets available to us, which weigh from 2 to 4.5 pounds. If we were to use a 6" thick helmet, it would weigh 15 to 20 pounds. Keep in mind that a 4-pound helmet, at 50 mph, becomes 200 pounds on impact. He refers to Colorado Department of Health reports which show more spinal cord injuries to helmeted riders than non-helmeted riders, a Department of the Navy report showing that aviators are often killed or made paralyzed by the helmets they wear, and a pamphlet published by the American College of Surgeons on techniques of helmet removal from injured patients (in this pamphlet they state "The rescuer who removes a helmet improperly might inadvertently aggravate cervical spine injuries". He also mentions the effect of wearing a helmet on coordination and mobility; he suggests an experiment to experience those effects, playing tennis, golf or swimming while wearing a helmet. Another point he makes, and this may be the most important of all, is that most riders ride in what they feel is a safe manner. Most people tend to ride faster and more recklessly with a helmet on because they feel it extends their "safety margin".

We have examined the studies; let us look at the statistics themselves. In Maryland, who enacted their helmet law in 1992, we will look at the death to accident ratio (DAR). Theoretically, if helmets have significant safety benefits, then the ratio of deaths to accidents should decline as the use of helmets increases (such as after a helmet law is enacted).

As we see from Maryland, there is actually an increase in their DAR since helmets obviously do not decrease the severity of injury or the likelihood of death in an accident.

Is Maryland an isolated case? Let us look at data obtained from the 1994 Motorcycle Statistical Annual, Motorcycle Industry Council, Inc., 1994. The state motorcycle accident statistics were divided between states with a mandatory helmet law and those without.

The only variable used in this comparison is a mandatory helmet law. The results show that accident and fatality rates are higher overall in states with mandatory helmet laws. The total number of accidents and fatalities are also higher in these same states.

Kentucky repealed their helmet law in 1998. In the last year of mandatory helmet use, there were 29 deaths in motorcycle accidents. In the year after repeal there were 31 deaths in motorcycle accidents.

In Florida, Daytona Bike Week was used as a gauge of the effectiveness of helmets after the helmet law was repealed there. In 2000, 15 deaths were attributed to motorcycles and this year we lost only 6. Statewide in Florida, bike-related fatalities fell from 110 during the first six months of last year to 86 during the last six months, the period when helmets were no longer mandatory in Florida.

Let us now look at accident and fatality rates nationwide. According to the 1993 Motorcycle Industry Council (MIC) Motorcycle Statistical Annual, based on data received by the MIC from authorities in all 50 states and the District of Columbia, the 1992 statistics indicate that out of 4,001,307 registered motorcycles, there were 82,428 accidents (206 per 10,000 registrations) that resulted in 2,398 fatalities (5.99 per 10,000 registrations or 2.91 per 100 accidents).

One-third of all motorcycle accidents and fatalities in the United States occurred in four states: California, Florida, Texas, and New York. All four have helmet laws.

The six safest states in which to ride, based on the numbers of fatalities per 10,000 registrations, are Wisconsin, Iowa, Minnesota, New Hampshire, North Dakota, and Wyoming. None of these states has an adult helmet law.

Looking at fatality rates (number of rider fatalities per 100 accidents), the six safest states are Colorado, New Hampshire, Wisconsin, Iowa, Wyoming, and Minnesota. Again, these states do not require adult helmet use.

In terms of accident rates, only two of the top six states have helmet laws: Vermont (helmet law), Rhode Island, Louisiana (helmet law), North Dakota, Minnesota and Alaska.

Now that we have identified the safest states in all three major safety categories, let's compare the safety records of helmet law states versus "freedom of choice" states.

While helmet law states have 61% of all the registered motorcycles (2,457,637), they have recorded 64% of all accidents (52,955) and 66% of all fatalities (1,575), a significantly greater number of both accidents and fatalities.

Regarding the three safety categories identified earlier, the 25 helmet law states and the District of Columbia combined for 215.47 accidents per 10,000 registered motorcycles and 6.41 fatalities per 10,000 registrations, while the 25 "freedom of choice" states averaged 190.93 accidents and 5.33 fatalities. The national average in both categories in 1992 were 206.00 and 5.99 respectively.

The most telling statistic is the fatality rate or the percentage of riders dying in crashes. This is the only statistic that's not influenced by any factor other than accident survivability. If helmets truly provided the safety benefits that the helmet law proponents claim, then one would expect the fatality rates to be significantly lower. In fact, just the opposite is true.

While the nationwide motorcycle fatality rate is 2.91, the fatality rate in helmet states is 2.97, compared to 2.79 in free states. While this differential may seem insignificant, it translates into 18 more fatalities per 10,000 accidents. If the helmet law stales could boast the same lower fatality rate, there'd be 95 more riders alive today.

Many times after a helmet law repeal there is an increase in fatalities. Often this is due to an increase in motorcycle registrations and motorcyclists riding many more miles after a repeal. These statistics show conclusively that helmet laws and helmet use have absolutely no statistically significant effect on injury rates or fatality rates.

California is proving the consistent trend that states with mandatory helmet laws have higher death rates than those that repealed the law. Instead of seeing a dramatic decrease in fatalities as proponents predicted, the truth is California's death rate is 2% higher than the year before the helmet law went into effect. This falls in line with the experience of other states with mandatory helmet laws. In 1992, the states with the lowest fatality rates were Iowa, Minnesota, Wisconsin, New Hampshire, North Dakota and Wisconsin none of which have full helmet laws. Coincidentally, those states with the best overall safety also have comprehensive rider education courses in place. More evidence to the value of safety programs comes from the fact that in California, their award winning safety program accounted for a 43% decrease in fatalities and a 40% decrease in injuries from 1986 through 1991, before the helmet law was in effect. The decrease in injuries alone amounted to 12,258, compared to 5,829, which the California Highway Patrol attributes to the helmet law between 1992 and 1993. Did the helmet law in California cause a drop in fatalities? While deaths did go down, the number of riders decreased at even a greater number. That coupled with a national trend of continued fatality decreases, it's hard to credit the helmet law with anything more than causing a financial disaster in California.

There was a 26% drop in new motorcycle sales in 1992-1993. Ridership was down an estimated 18%. How does that compute to dollars lost to California? Over $1 million less was received in gasoline tax, over $15 million in sales taxes, payroll taxes and in state income taxes. The state lost $950,000 in registration fees. California used to account for 1/5 of all motorcycles in the United States. They are now experiencing the lowest totals since 1969.

Motorcycle registrations have plummeted since the 1992 Helmet Law. There are 225,000, a whopping 35%, fewer riders today! And of those that do ride, they ride less often.

When the authorities boast that the Helmet Law is working because accidents are "down." We counter that a piece of plastic placed on one's head cannot, and will not, ever prevent an accident.

However, fewer riders riding less have fewer accidents. In so far as the Helmet Law has dissuaded 225,000 bikers from riding altogether, in that sense the Helmet Law has been terribly effective in reducing accidents by getting us off the road entirely!

In other states, new motorcycle sales dropped 41% in Nebraska and 36% in Oregon in 1989, and fell 20% in Texas in 1990, the first full years following enactment of their helmet laws. States with helmet laws have 1.3 motorcycles per 100 persons; states with no helmet laws have double the per capita rate at 2.6. States with partial helmet laws have 2.0 motorcycles per 100 persons, or 54% higher ownership rate than helmet law states.

Could our state economy use a boost? Of course! According to the American Motorcyclist Association, the economic value of motorcycling in the US in 1999 was 14.3 billion dollars, modifying our helmet law would increase Mississippi's share through additional sales of new motorcycles, additional registrations, sales of accessories and additional motorcycle tourism. Tourism? Yes! Keep in mind that the average motorcyclist in the US is 38 years old, married, college-educated and earns slightly more than $44,000 a year. Is this the kind of tourist we want to attract to Mississippi? I believe it is. We already have three large motorcycle rallies in the state and modifying our helmet law will attract many more attendees simply due to the fact that they would be able to ride without a helmet.

We have demonstrated that helmet laws are ineffective in preventing accidents, injury and deaths. In fact, the only ways to increase motorcycle safety is to implement motorcycle rider training courses, motorcycle awareness training for automobile operators and alcohol awareness programs. ABATE of Mississippi has made inroads toward motorcycle awareness training in certain areas, notably Hattiesburg public schools and Adams county schools where we have helped introduce training materials and curriculum. ABATE strongly supports state sponsored motorcycle rider training courses and is willing to help in any way we can in order to make them a reality. ABATE also believes that alcohol awareness programs should not be directed primarily at motorcyclists as drunk driving and alcohol abuse are not restricted to motorcyclists, but are a problem for a large percentage of the general public.

Arkansas, Louisiana, Kentucky, Florida and Texas have all repealed their mandatory helmet laws in recent years and are enjoying the effects on their economy now. Can Mississippi join the ranks of states promoting individual freedom and modify our existing helmet law to allow "Freedom of Choice"? I, for one, hope so.

Sources:

"Motorcycle Accident Cause Factors and Identification of Countermeasures", Volume 1: Technical Report, Hurt, H. H., Ouellet, J. V., and Thom, D. R., Traffic Safety Center, University of Southern California, Los Angeles, California 90007, Contract No. DOT HS-5-01160, January 1981 (Final Report)

"The Effect of Motorcycle Helmet Use on the Probability of Fatality and the Severity of Head and Neck Injuries", Jonathan P. Goldstein, Ph.D., Department of Economics, Bowdoin College, Brunswick, Maine 04011

"An Evaluation of Motor Vehicle Accidents Involving Motorcycles - Severity, Characteristics, Effects of Safety Regulations", Raeder, P. K., Jr., and Negri, D. B., Research Report No. 1969-12, State of New York Department of Motor Vehicles, Motorcycle Accidents

"Ineffectiveness of Helmets and Detrimental Effects of Helmet Use", Michael E. Holt, P. E., American Eagle Engineering, Loveland, Colorado 80538, September, 1989

"Statewide Motorcycle Accidents", Maryland State Highway Administration, Office of Traffic and Safety, Traffic Safety Division, 24 July 1995

"Maryland Motorcycle Traffic Accident Trends", Maryland State Highway Administration, Office of Traffic and Safety, Traffic Safety Division, 11 Feb. 1999

"Motorcycle / Statewide Accident Profile Sheet", Maryland State Highway Administration, Office of Traffic and Safety, 28 Nov. 2000

"1994 Motorcycle Statistical Annual", Motorcycle Industry Council, Inc., 1994

"Motorcycle Death Toll Increases Only Slightly Once Helmets Optional", Herald-Leader, Lexington, Kentucky, 6 Oct. 1999

"Helmet Law Statistics", Bish, B., National Coalition of Motorcyclists, Published in Easyriders, May, 1994