Impact of Helmet Use on Injury and Financial Burden of Motorcycle and Moped Crashes in Hawai‘i: Analysis of a Linked Statewide Database

PubMed Central

Castel, Nikki A; Wong, Linda L; Steinemann, Susan

2016-01-01

Helmet use reduces injury severity, disability, hospital length of stay, and hospital charges in motorcycle riders. The public absorbs billions of dollars annually in hospital charges for unhelmeted, uninsured motorcycle riders. We sought to quantify, on a statewide level, the healthcare burden of unhelmeted motorcycle and moped riders. We examined 1,965 emergency medical service (EMS) reports from motorcycle and moped crashes in Hawai‘i between 2007–2009. EMS records were linked to hospital medical records to assess associations between vehicle type, helmet use, medical charges, diagnoses, and final disposition. Unhelmeted riders of either type of vehicle suffered more head injuries, especially skull fractures (adjusted odds ratio (OR) of 4.48, P < .001, compared to helmeted riders). Motorcyclists without helmets were nearly three times more likely to die (adjusted OR 2.85, P = .001). Average medical charges were almost 50% higher for unhelmeted motorcycle and moped riders, with a significant (P = .006) difference between helmeted ($27,176) and unhelmeted ($40,217) motorcycle riders. Unhelmeted riders were twice as likely to self-pay (19.3%, versus 9.8% of helmeted riders), and more likely to have Medicaid or a similar income-qualifying insurance plan (13.5% versus 5.0%, respectively). Protective associations with helmet use are stronger among motorcyclists than moped riders, suggesting the protective effect is augmented in higher speed crashes. The public financial burden is higher from unhelmeted riders who sustain more severe injuries and are less likely to be insured. PMID:27980882

Impact of Helmet Use on Injury and Financial Burden of Motorcycle and Moped Crashes in Hawai'i: Analysis of a Linked Statewide Database.

PubMed

Galanis, Daniel J; Castel, Nikki A; Wong, Linda L; Steinemann, Susan

2016-12-01

Helmet use reduces injury severity, disability, hospital length of stay, and hospital charges in motorcycle riders. The public absorbs billions of dollars annually in hospital charges for unhelmeted, uninsured motorcycle riders. We sought to quantify, on a statewide level, the healthcare burden of unhelmeted motorcycle and moped riders. We examined 1,965 emergency medical service (EMS) reports from motorcycle and moped crashes in Hawai'i between 2007-2009. EMS records were linked to hospital medical records to assess associations between vehicle type, helmet use, medical charges, diagnoses, and final disposition. Unhelmeted riders of either type of vehicle suffered more head injuries, especially skull fractures (adjusted odds ratio (OR) of 4.48, P < .001, compared to helmeted riders). Motorcyclists without helmets were nearly three times more likely to die (adjusted OR 2.85, P = .001). Average medical charges were almost 50% higher for unhelmeted motorcycle and moped riders, with a significant ( P = .006) difference between helmeted ($27,176) and unhelmeted ($40,217) motorcycle riders. Unhelmeted riders were twice as likely to self-pay (19.3%, versus 9.8% of helmeted riders), and more likely to have Medicaid or a similar income-qualifying insurance plan (13.5% versus 5.0%, respectively). Protective associations with helmet use are stronger among motorcyclists than moped riders, suggesting the protective effect is augmented in higher speed crashes. The public financial burden is higher from unhelmeted riders who sustain more severe injuries and are less likely to be insured.

Trends in Arkansas motorcycle trauma after helmet law repeal.

PubMed

Bledsoe, Gregory H; Li, Guohua

2005-04-01

This study aimed to assess the impact of the 1997 Arkansas helmet law repeal on motorcycle registrations, crash and fatality risks, and alcohol involvement in motorcycle crashes. Annual motorcycle registration data for the years 1990 through 2001 were obtained from the Arkansas Department of Finance and Administration. These motorcycle registration data were complemented by the motorcycle crash data from the Arkansas State Police Highway Safety Office and motorcycle fatality data for the state of Arkansas from the Fatality Analysis Reporting System. The impact of the repeal on crash rates, helmet usage, and alcohol involvement was assessed through comparisons of data from before (1993 to 1996) and after (1998 to 2001) the repeal. After the repeal, an increase in motorcycle registrations correlated with a marked rise in the total number of crashes and fatalities; however, fatalities per crash remained virtually the same. The proportion of motorcycle fatalities that were not wearing a helmet increased from 47.0% (47/100) before the repeal to 78.2% (104/133) after the repeal (P = 0.001). The overall percentage of fatal motorcycle crashes involving alcohol use remained unchanged after the repeal (37.6% [29/77] to 38.5% [40/104], P = 0.91), but the percentage of fatal crashes involving drinking nonhelmeted drivers increased from 14.2% (11/77) to 33.6% (35/104) (P = 0.003). Inebriated motorcyclists killed in crashes were overwhelmingly non-helmeted (87.5%, 35/40) after the repeal, up from 37.9% (11/29) before the repeal (P < 0.001). These findings suggest that the repeal of the mandatory helmet law in Arkansas has had a significant adverse effect on road safety.

Paternalism and its discontents: motorcycle helmet laws, libertarian values, and public health.

PubMed

Jones, Marian Moser; Bayer, Ronald

2007-02-01

The history of motorcycle helmet legislation in the United States reflects the extent to which concerns about individual liberties have shaped the public health debate. Despite overwhelming epidemiological evidence that motorcycle helmet laws reduce fatalities and serious injuries, only 20 states currently require all riders to wear helmets. During the past 3 decades, federal government efforts to push states toward enactment of universal helmet laws have faltered, and motorcyclists' advocacy groups have been successful at repealing state helmet laws. This history raises questions about the possibilities for articulating an ethics of public health that would call upon government to protect citizens from their own choices that result in needless morbidity and suffering.

Paternalism & Its Discontents: Motorcycle Helmet Laws, Libertarian Values, and Public Health

PubMed Central

Jones, Marian Moser; Bayer, Ronald

2007-01-01

The history of motorcycle helmet legislation in the United States reflects the extent to which concerns about individual liberties have shaped the public health debate. Despite overwhelming epidemiological evidence that motorcycle helmet laws reduce fatalities and serious injuries, only 20 states currently require all riders to wear helmets. During the past 3 decades, federal government efforts to push states toward enactment of universal helmet laws have faltered, and motorcyclists’ advocacy groups have been successful at repealing state helmet laws. This history raises questions about the possibilities for articulating an ethics of public health that would call upon government to protect citizens from their own choices that result in needless morbidity and suffering. PMID:17194856

Evaluation of motorcycle helmet law repeal in Arkansas and Texas

DOT National Transportation Integrated Search

2000-09-01

In 1997, Arkansas and Texas became the first states since 1983 to repeal "universal" laws requiring all motorcycle riders to wear helmets. Helmet use under the universal law was 97 percent in statewide surveys (1996 in Arkansas and 1997 in Texas). By...

[Prevalence and evolution of helmet use in motorcycle riders in an Argentine city (Mar del Plata, 2006-2014)].

PubMed

Tosi, Jeremías David; Ledesma, Ruben Daniel; Poó, Fernando Martín; Montes, Silvana Andrea; López, Soledad Susana

2016-03-01

Traffic collisions involving motorcyclists are a growing problem in low and middle income countries. Helmet use is the foremost protective measure for this group of road users, however many riders do not wear them. The objective of the present study is to report the changes in helmet use during the period 2006-2014 in an Argentine city and discover associated factors for the year 2014. The sample includes more than 6,900 observations of motorcyclists carried out during the years 2006 (n=962), 2008 (n=977), 2012 (n=2,542), and 2014 (n=2,466). The data indicates a progressive increase in helmet use over time, but differences due to gender and type of rider remain. Factors associated to helmet use in motorcycle drivers during 2014 were: passenger helmet use, motorcycle type, license plate use and gender. Although the results are positive, it is necessary to be attentive to the negative consequences of the growing fleet of motorcycles.

Correlates and Barriers Associated with Motorcycle Helmet Use in Wa, Ghana.

PubMed

Akaateba, Millicent Awialie; Yakubu, Ibrahim; Akanbang, Bernard Afiik Akanpabadai

2015-01-01

This study was conducted to investigate the correlates and barriers to helmet use among motorcycle riders in Wa, a motorcycle-predominant town in Ghana. An additional objective was to determine the association between helmet use and riders' knowledge, attitudes, and beliefs toward helmets. Cross-sectional surveys including both observation of helmet use and interviews were conducted among motorcycle riders at 6 randomly selected fuel stations and 4 motorcycle service centers within and outside the Central Business District of Wa. Questions covered riders' sociodemographic and riding characteristics, helmet use, reasons for use or nonuse of helmets, and knowledge, attitudes, and beliefs about helmets. Analyses were based on frequencies and testing of strength of association using adjusted odds ratios (with 95% confidence intervals) in binary logistic regression. The prevalence of helmet use among the 271 sampled riders was 46% (95% confidence interval [CI], 40.2-52.0). Gender, age, marital status, and occupation were significant sociodemographic correlates of helmet use in Wa. Compared to currently married riders, unmarried riders were 5 times less likely to use a helmet. No significant association existed between riders' educational attainment and helmet use. Helmet use was also positively correlated with helmet ownership and license holding. The leading reasons stated for helmet nonuse among nonusers were not traveling a long distance and helmets block vision and hearing. Protection from injury, legal requirement, and coping with the police for fear of being accosted for helmet nonuse were identified as common reasons for helmet use. Positive attitudes and beliefs were also significantly correlated with helmet use. Despite the existence of a legislation mandating the use of helmets on all roads as well as the high level of awareness among riders on this legislation and the benefits of helmets, the incidence of helmet use among motorists continue to be low in Wa, Ghana. This means that efforts to identify strategies to increase helmet use need to continue. The evidence provided by this study suggests that stakeholders in road safety need to put in interventions to ensure a rigorous enforcement of the helmet use legislation and improvement in helmet design. These should be combined with the development of targeted educational programs with the aim of changing unfavorable attitudes and beliefs toward helmet use.

The effect of the 1997 Texas motorcycle helmet law on motorcycle crash fatalities.

PubMed

Bavon, Al; Standerfer, Christina

2010-01-01

This study seeks to determine the effect of the Texas motorcycle helmet law on fatalities since the repeal of the universal helmet law in 1997. Texas monthly motorcycle accident data between 1994 and 2004 were obtained from the National Highway Transportation Safety Administration's Fatality Analysis Reporting System (FARS) and supplemented with motorcycle registration data from the Texas Department of Transportation. An ARIMA model was used to estimate the impact of the law. A sharp increase in fatality rates occurred immediately following the implementation of the law in September 1997. Deaths increased by 30%, fatality rates per motorcycle registrations increased by 15.2%, and fatality rates per vehicle miles traveled increased by 25% after repeal. Helmet use decreased from 77% in 1996 to 63% in 1997 and 36% in 1998 and thereafter. The parameter estimates of the ARIMA model (0,0,0) (0,1,1) show that the change in the law led to statistically significant increases of 2.3 fatalities and 1.18 fatality rate per 100 billion vehicle miles traveled. The repeal of the universal helmet law in Texas in 1997 has had a significant adverse effect on motorcyclist fatalities in Texas.

Motorcycle helmets and cervical spine injuries: a 5-year experience at a Level 1 trauma center.

PubMed

Page, Paul S; Wei, Zhikui; Brooks, Nathaniel P

2018-06-01

OBJECTIVE Motorcycle helmets have been shown to decrease the incidence and severity of traumatic brain injury due to motorcycle crashes. Despite this proven efficacy, some previous reports and speculation suggest that helmet use is associated with a higher likelihood of cervical spine injury (CSI). In this study, the authors examine 1061 cases of motorcycle crash victims who were treated during a 5-year period at a Level 1 trauma center to investigate the association of helmet use with the incidence and severity of CSI. The authors hypothesized that wearing a motorcycle helmet during a motorcycle crash is not associated with an increased risk of CSI and may provide some protective advantage to the wearer. METHODS The authors performed a retrospective review of all cases in which the patient had been involved in a motorcycle crash and was evaluated at a single Level 1 trauma center in Wisconsin between January 1, 2010, and January 1, 2015. Biometric, clinical, and imaging data were obtained from a trauma registry database. The patients were then divided into 2 distinct groups based on whether or not they were wearing helmets at the time of the accident. Baseline and functional characteristics were compared between the 2 groups. The Student t-test was used for continuous variables, and Pearson's chi-square analysis was used for categorical variables. RESULTS In total, 1061 patient charts were examined containing data on 738 unhelmeted (69.6%) and 323 helmeted (30.4%) motorcycle riders. On average, helmeted riders had a much lower Injury Severity Score (p < 0.001). Cervical spine injury occurred in 114 unhelmeted riders (15.4%) compared with only 24 helmeted riders (7.4%) (p < 0.001), with an adjusted odds ratio of 2.3 (95% CI 1.44-3.61, p = 0.0005). In the unhelmeted group, 10.8% of patients were found to have a cervical spine fracture compared with only 4.6% of patients in the helmeted group (p = 0.001). Additionally, ligamentous injury occurred more frequently in unhelmeted riders (1.9% vs 0.3%, p = 0.04). No difference was found in the occurrence of cervical strain, cord contusion, or nerve root injury (all p > 0.05). CONCLUSIONS The results of this study demonstrate a statistically significant lower likelihood of suffering a CSI among helmeted motorcyclists. Unhelmeted riders sustained a statistically significant higher number of vertebral fractures and ligamentous injuries. The study findings reported here confirm the authors' hypothesis that helmet use does not increase the risk of developing a cervical spine fracture and may provide some protective advantage.

Psychological models for development of motorcycle helmet use among students in Vietnam

NASA Astrophysics Data System (ADS)

Kumphong, J.; Satiennam, T.; Satiennam, W.; Trinh, Tu Anh

2018-04-01

A helmet can reduce head accident severity. The aim of this research study was to study the intention for helmet use of students who ride motorcycles in Vietnam, by Structural Equation Modeling (SEM). Questionnaires developed by several traffic psychology modules, including the Theory of Planned Behaviour (TPB), Traffic Locus of Control (T-LOC), and Health Belief Model (HBM), were distributed to students at Ton Thang University and University of Architecture, Ho Chi Minh City. SEM was used to explain helmet use behaviour. The results indicate that TPB, T-LOC and HBM could explain the variance in helmet use behaviour. However, TPB can explain behaviour (helmet use intention) better than T-LOC and HBM. The outcome of this study is useful for the agencies responsible to improve motorcycle safety.

Viet Nam’s mandatory motorcycle helmet law and its impact on children

PubMed Central

Pervin, Aaron; Sidik, Mirjam; McKinley, Tyler; Tu, Nguyen Thi Hong; Nam, Nguyen Phuong

2009-01-01

Abstract Objective To measure the use of motorcycle helmets in children and to determine the reasons why children wear helmets less often than adults. Methods The frequency of helmet wearing among adults and children was ascertained by trained roadside observers, and randomized road user surveys were completed in four major centres in Viet Nam: Hanoi, Ho Chi Minh City, Can Tho and Da Nang. Survey data on key questions were cross tabulated, and χ² was calculated for significant differences between parents and non-parents (0.05). Findings The frequency of helmet use in the four study locations ranged from 90–99% among adults, from 15–53% among children ≤ 7 years of age, and from 38–53% among children > 7 but ≤ 14. Of the parents surveyed, 67% said the fear of neck injury was the most important reason their children did not wear a helmet. Conclusion Children wear motorcycle helmets much less often than adults. Legislation to penalize adults whose children do not wear motorcycle helmets has been proposed in Viet Nam. Furthermore, ongoing advocacy and social marketing efforts are being made to disseminate information about the safety benefits of helmets to combat erroneous public perceptions. PMID:19551255

Youth motorcycle-related brain injury by state helmet law type: United States, 2005-2007.

PubMed

Weiss, Harold; Agimi, Yll; Steiner, Claudia

2010-12-01

Twenty-seven states have youth-specific helmet laws even though such laws have been shown to decrease helmet use and increase youth mortality compared with all-age (universal) laws. Our goal was to quantify the impact of age-specific helmet laws on youth under age 20 hospitalized with traumatic brain injury (TBI). Our cross-sectional ecological group analysis compared TBI proportions among US states with different helmet laws. We examined the following null hypothesis: If age-specific helmet laws are as effective as universal laws, there will be no difference in the proportion of hospitalized young motorcycle riders with TBI in the respective states. The data are derived from the 2005 to 2007 State Inpatient Databases of the Healthcare Cost and Utilization Project. We examined data for 17 states with universal laws, 6 states with laws for ages <21, and 12 states with laws for children younger than 18 (9287 motorcycle injury discharges). In states with a <21 law, serious TBI among youth was 38% higher than in universal-law states. Motorcycle riders aged 12 to 17 in 18 helmet-law states had a higher proportion of serious/severe TBI and higher average Abbreviated Injury Scores for head-region injuries than riders from universal-law states. States with youth-specific laws had an increased risk of TBI that required hospitalization, serious and severe TBI, TBI-related disability, and in-hospital death among the youth they are supposed to protect. The only method known to keep motorcycle-helmet use high among youth is to adopt or maintain universal helmet laws.

The impact of mandatory helmet law on the outcome of maxillo facial trauma: a comparative study in kerala.

PubMed

Usha, M; Ravindran, V; Soumithran, C S; Ravindran Nair, K S

2014-06-01

Motorcyclists comprise the majority of road-traffic victims in low and middle income countries,and consequently, the majority of the road-traffic victims globally. Simple measures can be taken to make safer on the roads, which include enforcement of safety measures like seat belt and helmets. The compulsory Helmet law was enforced in Kerala on 18/06/07. Resistance to legislation on motorcycle helmets still coexists world wide with debate on the effectiveness of helmets. In an attempt to analyze the protective effect of helmets on facial injuries a comparative study was conducted in Government Dental College, Calicut, which is a major trauma centre in northern Kerala. Data for the present study was obtained from the patients who have reported to the Emergency Department of Oral and Maxillofacial Surgery, Government Dental College, Calicut, for a period of 6 months immediately after the implementation of strict helmet rule in Kerala. For the study all patients with a history of nonfatal motor cycle accident sustaining facial injuries were included. The results were compared with the study conducted in the same institution in the pre law period. The study demonstrates the protective effect of motorcycle helmets in decreasing the morbidity of maxillofacial trauma.There was a marked decrease in incidence of motorcycle-related injuries, remarkable increase in helmet usage and better outcome in helmeted individuals in the post law period. Road traffic injury control is a public health problem. Health and medical professionals have an ethical responsibility to educate and arrange for the safety of individuals. Helmets are effective in preventing or reducing the severity of motorcycle-related injuries and in a developing country like India, enforced mandatory motor cycle helmet law is potentially one of the most cost effective interventions available.

Effectiveness of Collision-Involved Motorcycle Helmets in Thailand

PubMed Central

Wobrock, Jesse; Smith, Terry; Kasantikul, Vira; Whiting, William

2003-01-01

The purpose of this study was to analyze variables present in selected motorcycle crashes involving helmeted riders to find the best injury predictors. The helmets used in this study were collected from motorcycle crashes in Thailand. Pertinent data were collected, a conventional helmet impact drop test apparatus was used to quantify the head impact forces, and stepwise multiple regression analyses were performed. The results indicate that the geometry of the object impacting the head and GSI were the best predictors for MAIS (R2=.875) while geometry of the object, liner thickness and impact energy were the best predictors for ISS (R2=.911). Analysis of motor vehicle crashes in the United States in the year 2001 reveals that motorcyclist fatalities increased 7.2%, from 2,862 fatalities in 2000 to 3,067 in 2001 [NHTSA 2002]. In 2001, 59,000 motorcyclists were injured, which represents an increase of 2.0% from 2000. These statistics are indicative of the risk that motorcycle riders face in the traffic environment and warrant the need for further research focusing on injury potential in motorcycle crashes. PMID:12941212

Safety belt and motorcycle helmet use in Virginia : the 2000 update.

DOT National Transportation Integrated Search

2000-01-01

This series of surveys to determine the safety belt and motorcycle helmet use rates in Virginia was initiated to qualify the Commonwealth for incentive funds in accordance with the requirements of Section 153 of the Intermodal Surface Transportation ...

Safety belt and motorcycle helmet use in Virginia : the 1998 update.

DOT National Transportation Integrated Search

1998-11-01

This series of surveys to determine the safety belt and motorcycle helmet use rates in Virginia was initiated to qualify the Commonwealth for incentive funds in accordance with the requirements of Section 153 of the Intermodal Surface Transportation ...

Safety belt and motorcycle helmet use in Virginia : the 1996 update.

DOT National Transportation Integrated Search

1996-01-01

This series of surveys to determine the safety belt and motorcycle helmet use rates in Virginia was initiated to qualify the Commonwealth for incentive funds in accordance with the requirements of the Intermodal Surface Transportation Efficiency Act,...

Safety belt and motorcycle helmet use in Virginia : the 1999 update

DOT National Transportation Integrated Search

1999-09-01

This series of surveys to determine the safety belt and motorcycle helmet use rates in Virginia was initiated to qualify the Commonwealth for incentive funds in accordance with the requirements of Section 153 of the Intermodal Surface Transportation ...

Safety belt and motorcycle helmet use in Virginia : the 1997 update.

DOT National Transportation Integrated Search

1997-10-01

This series of surveys to determine the safety belt and motorcycle helmet use rates in Virginia was initiated to qualify the Commonwealth for incentive funds in accordance with the requirements of Section 153 of the Intermodal Surface Transportation ...

A Comprehensive Approach to Motorcycle-Related Head Injury Prevention: Experiences from the Field in Vietnam, Cambodia, and Uganda.

PubMed

Craft, Greig; Van Bui, Truong; Sidik, Mirjam; Moore, Danielle; Ederer, David J; Parker, Erin M; Ballesteros, Michael F; Sleet, David A

2017-11-30

Motorcyclists account for 23% of global road traffic deaths and over half of fatalities in countries where motorcycles are the dominant means of transport. Wearing a helmet can reduce the risk of head injury by as much as 69% and death by 42%; however, both child and adult helmet use are low in many countries where motorcycles are a primary mode of transportation. In response to the need to increase helmet use by all drivers and their passengers, the Global Helmet Vaccine Initiative (GHVI) was established to increase helmet use in three countries where a substantial portion of road users are motorcyclists and where helmet use is low. The GHVI approach includes five strategies to increase helmet use: targeted programs, helmet access, public awareness, institutional policies, and monitoring and evaluation. The application of GHVI to Vietnam, Cambodia, and Uganda resulted in four key lessons learned. First, motorcyclists are more likely to wear helmets when helmet use is mandated and enforced. Second, programs targeted to at-risk motorcyclists, such as child passengers, combined with improved awareness among the broader population, can result in greater public support needed to encourage action by decision-makers. Third, for broad population-level change, using multiple strategies in tandem can be more effective than using a single strategy alone. Lastly, the successful expansion of GHVI into Cambodia and Uganda has been hindered by the lack of helmet accessibility and affordability, a core component contributing to its success in Vietnam. This paper will review the development of the GHVI five-pillar approach in Vietnam, subsequent efforts to implement the model in Cambodia and Uganda, and lessons learned from these applications to protect motorcycle drivers and their adult and child passengers from injury.

Further Analysis of Motorcycle Helmet Effectiveness Using CODES Linked Data

DOT National Transportation Integrated Search

1998-01-01

Linked data from the Crash Outcome Data Evaluation System (CODES) in seven : states was used by the National Highway Traffic Safety Administration as the : basis of a 1996 Report to Congress on the Benefits of Safety Belts and : Motorcycle Helmets (D...

Examination of factors associated with use rates after transition from a universal to partial motorcycle helmet use law.

PubMed

Russo, Brendan J; Barrette, Timothy P; Morden, Jeffery; Savolainen, Peter T; Gates, Timothy J

2017-01-02

Motorcycle riders account for a disproportionately high number of traffic injuries and fatalities compared to occupants of other vehicle types. Though research has demonstrated the benefits of helmet use in preventing serious and fatal injuries in the event of a crash, helmet use has remained relatively stable in the United States, where the most recent national estimates show a 64% use rate. Use rates have been markedly lower among those states that do not have a universal helmet law for all riders. In 2012, the state of Michigan repealed its longstanding mandatory helmet use law. In order to gain insights as to the effects of this legislative change, a study was conducted to examine short-term changes in helmet use and identify factors associated with use rates. A statewide direct observation survey was conducted 1 year after the transition from a universal helmet law to a partial helmet law. A random parameters logistic regression model was estimated to identify motorcyclist, roadway, and environmental characteristics associated with helmet use. This modeling framework accounts for both intravehicle correlation (between riders and passengers on the same motorcycle) as well as unobserved heterogeneity across riders due to important unobserved factors. Helmet use was shown to vary across demographic segments of the motorcyclist population. Use rates were higher among Caucasian riders, as well as among those age 60 and above. No significant difference was observed between male and female riders. Use was also found to vary geographically, temporally, and with respect to various environmental characteristics. Geographically, helmet use rates tended to be correlated with historical restraint use trends, which may be reflective of riding environment and general differences in the riding population. To this end, rates were also highly variable based upon the type of motorcycle and whether the motorcyclist was wearing high-visibility gear. The study results demonstrate the short-term reduction in helmet use following transition from a universal to partial motorcycle helmet law. The reduction in use is somewhat less pronounced than has been experienced in other states, which may be reflective of general differences among Michigan motorcyclists because the state has also generally exhibited higher use rates of seat belts and other forms of occupant protection. The study results also highlight potential target areas for subsequent education and public awareness initiatives aimed at increasing helmet use.

Safety belt and motorcycle helmet use in Virginia : results of the 1992 through 1995 surveys.

DOT National Transportation Integrated Search

1995-01-01

This series of surveys to determine the safety belt and motorcycle helmet use rates in Virginia was initiated to qualify the Commonwealth for incentive funds in accordance with the requirements of the Intermodal Surface Transportation Efficiency Act,...

The use of non-standard motorcycle helmets in low- and middle-income countries: a multicentre study.

PubMed

Ackaah, Williams; Afukaar, Francis; Agyemang, Williams; Thuy Anh, Trinh; Hejar, A R; Abdul, Ghaffar; Gururaj, Gopalkrishna; Elisa, Hidalgo-Solórzano; Martha, Híjar; Hyder, Adnan A; Inclán-Valadez, Cristina; Kulanthayan, Subramaniam; Norton, Robyn; Odero, Wilson; Owoaje, Eme T; Peden, Margie; Rajam, Krishnan; Abdul Razzak, Junaid; Oluwafunmilola Sangowawa, Adesola; Shah, Jawaid; Le Tuan, Pham; Umar Rs, Radin; Thi Van Anh, Nguyen; Van der Putten, Marc; Vajanapoom, Nitaya; Vichit-Vadakan, Nuntavarn; Yellappan, Kaviyarasu; Yu, James

2013-06-01

The use of non-standard motorcycle helmets has the potential to undermine multinational efforts aimed at reducing the burden of road traffic injuries associated with motorcycle crashes. However, little is known about the prevalence or factors associated with their use. Collaborating institutions in nine low- and middle-income countries undertook cross-sectional surveys, markets surveys, and reviewed legislation and enforcement practices around non-standard helmets. 5563 helmet-wearing motorcyclists were observed; 54% of the helmets did not appear to have a marker/sticker indicating that the helmet met required standards and interviewers judged that 49% of the helmets were likely to be non-standard helmets. 5088 (91%) of the motorcyclists agreed to be interviewed; those who had spent less than US$10 on their helmet were found to be at the greatest risk of wearing a non-standard helmet. Data were collected across 126 different retail outlets; across all countries, regardless of outlet type, standard helmets were generally 2-3 times more expensive than non-standard helmets. While seven of the nine countries had legislation prohibiting the use of non-standard helmets, only four had legislation prohibiting their manufacture or sale and only three had legislation prohibiting their import. Enforcement of any legislation appeared to be minimal. Our findings suggest that the widespread use of non-standard helmets in low- and middle-income countries may limit the potential gains of helmet use programmes. Strategies aimed at reducing the costs of standard helmets, combined with both legislation and enforcement, will be required to maximise the effects of existing campaigns.

The Impact of Michigan’s Partial Repeal of the Universal Motorcycle Helmet Law on Helmet Use, Fatalities, and Head Injuries

PubMed Central

Carter, Patrick M.; Buckley, Lisa; Flannagan, Carol A. C.; Cicchino, Jessica B.; Hemmila, Mark; Bowman, Patrick J.; Almani, Farideh; Bingham, C. Raymond

2017-01-01

Objectives To evaluate the impact of the partial repeal of Michigan’s universal motorcycle helmet law on helmet use, fatalities, and head injuries. Methods We compared helmet use rates and motorcycle crash fatality risk for the 12 months before and after the April 13, 2012, repeal with a statewide police-reported crash data set. We linked police-reported crashes to injured riders in a statewide trauma registry. We compared head injury before and after the repeal. Regression examined the effect of helmet use on fatality and head injury risk. Results Helmet use decreased in crash (93.2% vs 70.8%; P < .001) and trauma data (91.1% vs 66.2%; P < .001) after the repeal. Although fatalities did not change overall (3.3% vs 3.2%; P = .87), head injuries (43.4% vs 49.6%; P < .05) and neurosurgical intervention increased (3.7% vs 6.5%; P < .05). Male gender (adjusted odds ratio [AOR] = 1.65), helmet nonuse (AOR = 1.84), alcohol intoxication (AOR = 11.31), intersection crashes (AOR = 1.62), and crashes at higher speed limits (AOR = 1.04) increased fatality risk. Helmet nonuse (AOR = 2.31) and alcohol intoxication (AOR = 2.81) increased odds of head injury. Conclusions Michigan’s helmet law repeal resulted in a 24% to 27% helmet use decline among riders in crashes and a 14% increase in head injury. PMID:27854530

Florida's weakened motorcycle helmet law: effects on death rates in motorcycle crashes.

PubMed

Kyrychenko, Sergey Y; McCartt, Anne T

2006-03-01

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

National mandatory motorcycle helmet laws may save $2.2 billion annually: An inpatient and value of statistical life analysis.

PubMed

Dua, Anahita; Wei, Shuyan; Safarik, Justin; Furlough, Courtney; Desai, Sapan S

2015-06-01

While statistics exist regarding the overall rate of fatalities in motorcyclists with and without helmets, a combined inpatient and value of statistical life (VSL) analysis has not previously been reported. Statistical data of motorcycle collisions were obtained from the Centers for Disease Control, National Highway Transportation Safety Board, and Governors Highway Safety Association. The VSL estimate was obtained from the 2002 Department of Transportation calculation. Statistics on helmeted versus nonhelmeted motorcyclists, death at the scene, and inpatient death were obtained using the 2010 National Trauma Data Bank. Inpatient costs were obtained from the 2010 National Inpatient Sample. Population estimates were generated using weighted samples, and all costs are reported using 2010 US dollars using the Consumer Price Index. A total of 3,951 fatal motorcycle collisions were reported in 2010, of which 77% of patients died at the scene, 10% in the emergency department, and 13% as inpatients. Thirty-seven percent of all riders did not wear a helmet but accounted for 69% of all deaths. Of those motorcyclists who survived to the hospital, the odds ratio of surviving with a helmet was 1.51 compared with those without a helmet (p < 0.001). Total costs for nonhelmeted motorcyclists were 66% greater at $5.5 billion, compared with $3.3 billion for helmeted motorcyclists (p < 0.001). Direct inpatient costs were 16% greater for helmeted riders ($203,248 vs. $175,006) but led to more than 50% greater VSL generated (absolute benefit, $602,519 per helmeted survivor). A cost analysis of inpatient care and indirect costs of motorcycle riders who do not wear helmets leads to nearly $2.2 billion in losses per year, with almost 1.9 times as many deaths compared with helmeted motorcyclists. The per capita cost per fatality is more than $800,000. Institution of a mandatory helmet law could lead to an annual cost savings of almost $2.2 billion. Economic analysis, level III.

Safety belt and motorcycle helmet use in Virginia : results of the 1993 survey to qualify for incentive funds under ISTEA, Section 153.

DOT National Transportation Integrated Search

1993-01-01

Section 153 of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) established an incentive grant program to support states in adopting and implementing laws requiring the use of safety belts and motorcycle helmets. Having such laws ...

Safety belt and motorcycle helmet use in Virginia : results of the 1992 survey to qualify for incentive funds under ISTEA, section 153.

DOT National Transportation Integrated Search

1993-01-01

Section 153 of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) established an incentive grant program to support states in adopting and implementing laws requiring the use of safety belts and motorcycle helmets. Having such laws ...

Novelty helmet use and motorcycle rider fatality

PubMed Central

Rice, Thomas M.; Troszak, Lara; Erhardt, Taryn; Trent, Roger B.; Zhu, Motao

2018-01-01

Objectives To compare the risk of fatal injury across helmet types among collision-involved motorcyclists. Methods We used data from a cohort of motorcyclists involved in police-reported traffic collisions. Eighty-four law enforcement agencies in California collected detailed information on helmet and rider characteristics during collision investigations in June 2012 through July 2013. Multiply-adjusted risk ratios were estimated with log-binomial regression. Results The adjusted fatal injury risk ratio for novelty helmets was 1.95 (95% CI 1.11–3.40, p 0.019), comparing novelty helmets with full-face helmets. The risk ratios for modular, open-face, and half-helmets, compared with full-face helmets, were not significant. Conclusions A more complete understanding of the inadequacy of novelty helmets can be used in educational and law enforcement countermeasures to improve helmet use among motorcycling populations in California and other US states. Law enforcement approaches to mitigating novelty helmet use would seem attractive given that novelty helmets can be visually identified by law enforcement officers with sufficient training. PMID:28431344

Effects of repealing the motorcycle helmet law in Michigan.

PubMed

Hothem, Zachary; Simon, Robert; Barnes, Wesley; Mohammad, Azmath; Sevak, Shruti; Ziegler, Kathryn; Iacco, Anthony; Janczyk, Randy

2017-09-01

In 2012, Michigan repealed its universal helmet law. Our study assessed the clinical impact of this repeal. Our trauma database was queried retrospectively for 2 motorcycle riding seasons before and 3 seasons after repeal. On-scene death data was obtained from the Medical Examiner. Helmet use in hospitalized patients decreased after the helmet law repeal. Non-helmeted patients had a significant increased rate of head injury. Non-helmeted patients were more likely to die during hospitalization. While, helmet use and drugs/alcohol status significantly affected the risk for head injury, only drug/alcohol had a significant effect on overall mortality. Following helmet law repeal, helmet use has decreased. Helmet status and drug/alcohol use was found to significantly increase risk of head injury. Although overall mortality was only affected by drug/alcohol use, non-helmeted patients did have a higher inpatient mortality. These findings deserve furthermore study and may provide a basis for reinstating the universal helmet law. Copyright © 2016 Elsevier Inc. All rights reserved.

Socioeconomic Inequalities in Nonuse of Seatbelts in Cars and Helmets on Motorcycles among People Living in Kurdistan Province, Iran.

PubMed

Moradi, Ghobad; Malekafzali Ardakani, Hossein; Majdzadeh, Reza; Bidarpour, Farzam; Mohammad, Kazem; Holakouie-Naieni, Kourosh

2014-09-01

The aim of this study was to determine the socioeconomic inequalities in nonuse of seatbelts in cars and helmets on motorcycles in Kurdistan Province, west of Iran, 2009. The data used in this study was collected from the data gathered in non-communicable disease surveillance system (NCDSS) in 2009 in Kurdistan. A total of 1000 people were included in this study. The outcome variable of this study was the nonuse of seatbelts and helmets. The socio-economic status (SES) was calculated based on participants' residential area and assets using Principal Component Analysis (PCA) method. The concentration index, concentration curve, and comparison of Odds Ratio (OR) in different SES groups were used to measure the socioeconomic inequalities using logistic regression. In order to determine the contribution of determinants of inequality, decomposition analysis was used. The prevalence of nonuse of seatbelts in cars and helmets on motorcycles were 47.5%, 95%CI [44%, 55%], respectively. The Concentration index was -0.097, CI [-0.148, -0.046]. The OR of nonuse of seatbelts in cars and helmets on motorcycles in the richest group compared with the poorest group was 0.39, 95%CI [0.23, 0.68]. The results of the decomposition analysis showed that 34% of inequalities were due to SES, 47% were due to residential area, and 12% were due to unknown factors. There is a reverse association between SES and nonuse of seatbelts in cars and helmets on motorcycles. This issue must be considered while planning to reduce traffic accidents injuries.

Socioeconomic Inequalities in Nonuse of Seatbelts in Cars and Helmets on Motorcycles among People Living in Kurdistan Province, Iran

PubMed Central

MORADI, Ghobad; MALEKAFZALI ARDAKANI, Hossein; MAJDZADEH, Reza; BIDARPOUR, Farzam; MOHAMMAD, Kazem; HOLAKOUIE-NAIENI, Kourosh

2014-01-01

Abstract Background The aim of this study was to determine the socioeconomic inequalities in nonuse of seatbelts in cars and helmets on motorcycles in Kurdistan Province, west of Iran, 2009. Methods The data used in this study was collected from the data gathered in non-communicable disease surveillance system (NCDSS) in 2009 in Kurdistan. A total of 1000 people were included in this study. The outcome variable of this study was the nonuse of seatbelts and helmets. The socio-economic status (SES) was calculated based on participants’ residential area and assets using Principal Component Analysis (PCA) method. The concentration index, concentration curve, and comparison of Odds Ratio (OR) in different SES groups were used to measure the socioeconomic inequalities using logistic regression. In order to determine the contribution of determinants of inequality, decomposition analysis was used. Results The prevalence of nonuse of seatbelts in cars and helmets on motorcycles were 47.5%, 95%CI [44%, 55%], respectively. The Concentration index was -0.097, CI [-0.148, -0.046]. The OR of nonuse of seatbelts in cars and helmets on motorcycles in the richest group compared with the poorest group was 0.39, 95%CI [0.23, 0.68]. The results of the decomposition analysis showed that 34% of inequalities were due to SES, 47% were due to residential area, and 12% were due to unknown factors. Conclusion There is a reverse association between SES and nonuse of seatbelts in cars and helmets on motorcycles. This issue must be considered while planning to reduce traffic accidents injuries. PMID:26175978

Helmet wearing in Kenya: prevalence, knowledge, attitude, practice and implications.

PubMed

Bachani, A M; Hung, Y W; Mogere, S; Akunga, D; Nyamari, J; Hyder, A A

2017-03-01

In light of the increasing prevalence of motorcycles on Kenyan roads, there is a need to address the safety of individuals using this mode of transport. Helmet use has been proven to be effective in preventing head injuries and fatalities in the event of a crash. This study aims to understand the prevalence of helmet use as well as knowledge, attitudes, and practices in two districts in Kenya over a 5-year period (2010-2014). Observational studies on helmet use at randomly selected locations throughout each district were done every quarter to estimate the prevalence of helmet use. Roadside knowledge, attitude, and practice (KAP) surveys were done two times a year in each district. Helmet use among motorcycle drivers and passengers in Thika and Naivasha was assessed through systematic observations at randomly selected locations in the two districts between August 2010 and December 2014. Roadside KAP surveys were administered in both sites to motorcyclists in areas where they stopped, including motorcycle bays, petrol stations and rest areas near the helmet observation sites. Secondary analysis of trauma registries was also used. Negative binomial regressions were used to assess trends of helmet wearing among motorcyclists over time, and logistic regressions were used to analyze associated risk factors as well as association with health outcomes among those admitted to the four hospitals. A total of 256,851 motorcycles were observed in the two target districts during the study period. Overall, prevalence of helmet use among motorcycle drivers in Thika and Naivasha across all periods was 35.12% (95% confidence interval [CI]: 34.87%-35.38%) and 37.42% (95% CI: 37.15%-37.69%) respectively. Prevalence of helmet wearing remained similar after the passage of a traffic amendment bill. These results were not statistically significant in either Thika or in Naivasha. Data from the KAP survey showed that respondents recognized the life-saving effect of wearing a helmet, but many did not always wear a helmet because they found it inconvenient/uncomfortable. Analysis of trauma registry data showed that helmet wearing was associated with a significant reduction in head injuries among motorcyclists (adjusted odds ratio: 0.472, 95% CI: 0.327-0.684). This study highlights the low prevalence of helmet use and documents the potential reduction in the risk of head injuries to motorcyclists if this risk factor was addressed. The passage of a traffic amendment bill showed negligible impact on helmet use. This highlights the need for a multi-faceted strategy that includes media campaigns and widespread enforcement in addition to legislative change for improving helmet use. Copyright © 2016 The Authors. Published by Elsevier Ltd.. All rights reserved.

Motorcycle helmet effectiveness in reducing head, face and brain injuries by state and helmet law.

PubMed

Olsen, Cody S; Thomas, Andrea M; Singleton, Michael; Gaichas, Anna M; Smith, Tracy J; Smith, Gary A; Peng, Justin; Bauer, Michael J; Qu, Ming; Yeager, Denise; Kerns, Timothy; Burch, Cynthia; Cook, Lawrence J

2016-12-01

Despite evidence that motorcycle helmets reduce morbidity and mortality, helmet laws and rates of helmet use vary by state in the U.S. We pooled data from eleven states: five with universal laws requiring all motorcyclists to wear a helmet, and six with partial laws requiring only a subset of motorcyclists to wear a helmet. Data were combined in the Crash Outcome Data Evaluation System's General Use Model and included motorcycle crash records probabilistically linked to emergency department and inpatient discharges for years 2005-2008. Medical outcomes were compared between partial and universal helmet law settings. We estimated adjusted relative risks (RR) and 95 % confidence intervals (CIs) for head, facial, traumatic brain, and moderate to severe head/facial injuries associated with helmet use within each helmet law setting using generalized log-binomial regression. Reported helmet use was higher in universal law states (88 % vs. 42 %). Median charges, adjusted for inflation and differences in state-incomes, were higher in partial law states (emergency department $1987 vs. $1443; inpatient $31,506 vs. $25,949). Injuries to the head and face, including traumatic brain injuries, were more common in partial law states. Effectiveness estimates of helmet use were higher in partial law states (adjusted-RR (CI) of head injury: 2.1 (1.9-2.2) partial law single vehicle; 1.4 (1.2, 1.6) universal law single vehicle; 1.8 (1.6-2.0) partial law multi-vehicle; 1.2 (1.1-1.4) universal law multi-vehicle). Medical charges and rates of head, facial, and brain injuries among motorcyclists were lower in universal law states. Helmets were effective in reducing injury in both helmet law settings; lower effectiveness estimates were observed in universal law states.

Motorcycle helmet effectiveness in reducing head, face and brain injuries by state and helmet law.

PubMed

Olsen, Cody S; Thomas, Andrea M; Singleton, Michael; Gaichas, Anna M; Smith, Tracy J; Smith, Gary A; Peng, Justin; Bauer, Michael J; Qu, Ming; Yeager, Denise; Kerns, Timothy; Burch, Cynthia; Cook, Lawrence J

Despite evidence that motorcycle helmets reduce morbidity and mortality, helmet laws and rates of helmet use vary by state in the U.S. We pooled data from eleven states: five with universal laws requiring all motorcyclists to wear a helmet, and six with partial laws requiring only a subset of motorcyclists to wear a helmet. Data were combined in the Crash Outcome Data Evaluation System's General Use Model and included motorcycle crash records probabilistically linked to emergency department and inpatient discharges for years 2005-2008. Medical outcomes were compared between partial and universal helmet law settings. We estimated adjusted relative risks (RR) and 95 % confidence intervals (CIs) for head, facial, traumatic brain, and moderate to severe head/facial injuries associated with helmet use within each helmet law setting using generalized log-binomial regression. Reported helmet use was higher in universal law states (88 % vs. 42 %). Median charges, adjusted for inflation and differences in state-incomes, were higher in partial law states (emergency department $1987 vs. $1443; inpatient $31,506 vs. $25,949). Injuries to the head and face, including traumatic brain injuries, were more common in partial law states. Effectiveness estimates of helmet use were higher in partial law states (adjusted-RR (CI) of head injury: 2.1 (1.9-2.2) partial law single vehicle; 1.4 (1.2, 1.6) universal law single vehicle; 1.8 (1.6-2.0) partial law multi-vehicle; 1.2 (1.1-1.4) universal law multi-vehicle). Medical charges and rates of head, facial, and brain injuries among motorcyclists were lower in universal law states. Helmets were effective in reducing injury in both helmet law settings; lower effectiveness estimates were observed in universal law states.

Factors associated with the enactment of safety belt and motorcycle helmet laws.

PubMed

Law, Teik Hua; Noland, Robert B; Evans, Andrew W

2013-07-01

It has been shown that road safety laws, such as motorcycle helmet and safety belt laws, have a significant effect in reducing road fatalities. Although an expanding body of literature has documented the effects of these laws on road safety, it remains unclear which factors influence the likelihood that these laws are enacted. This study attempts to identify the factors that influence the decision to enact safety belt and motorcycle helmet laws. Using panel data from 31 countries between 1963 and 2002, our results reveal that increased democracy, education level, per capita income, political stability, and more equitable income distribution within a country are associated with the enactment of road safety laws. © 2012 Society for Risk Analysis.

Roles of Motorcycle Type and Protective Clothing in Motorcycle Crash Injuries

PubMed Central

Erdogan, Mehmet Ozgür; Sogut, Ozgur; Colak, Sahin; Ayhan, Harun; Afacan, Mustafa Ahmet; Satilmis, Dilay

2013-01-01

Background. The aims of this study were to identify subgroups of motorcyclists with a higher accident risk and evaluate the efficiency of protective clothing for preventing injuries. Methods. A 1-year prospective study of motorcycle crashes was conducted beginning in June 2012. Participants were patients involved in motorcycle crashes and admitted to our emergency department. Results. A total of 226 patients were included in the study. In total, 174 patients were involved in crashes with light motorcycles. Patients involved in a motorcycle accident without a helmet had a higher incidence of head and maxillofacial trauma. Motorcycle jackets were not protective for systemic injuries (P > 0.05) or upper extremity fractures (P > 0.05). Motorcycle pants (P > 0.05) and motorcycle shoes (P > 0.05) were not protective against leg and foot fractures. However, motorcycle protective clothes were protective against soft-tissue injuries (P = 0.001). Conclusion. Riders of heavy motorcycles rode more safely than riders of light motorcycles. Light motorcycle riders were the most vulnerable and comprised the largest percentage of motorcyclists. Helmets may be effective for preventing head and facial injuries. Other protective clothes were not effective against fractures or systemic injuries. PMID:24349787

Full-face motorcycle helmet protection from facial impacts: an investigation using THOR dummy impacts and SIMon finite element head model.

PubMed

Whyte, Thomas; Gibson, Tom; Eager, David; Milthorpe, Bruce

2017-06-01

Facial impacts are both common and injurious for helmeted motorcyclists who crash; however, there is no facial impact requirement in major motorcycle helmet standards. This study examined the effect of full-face motorcycle helmet protection on brain injury risk in facial impacts using a test device with biofidelic head and neck motion. A preliminary investigation of energy absorbing foam in the helmet chin bar was carried out. Flat-faced rigid pendulum impacts were performed on a THOR dummy in an unprotected (no helmet) and protected mode (two full-face helmet conditions). The head responses of the dummy were input into the simulated injury monitor finite element head model to analyse the risk of brain injury in these impacts. Full-face helmet protection provides a significant reduction in brain injury risk in facial impacts at increasing impact speeds compared with an unprotected rider (p<0.05). The effect of low-density crushable foam added to the chin bar could not be distinguished from an unpadded chin bar impact. Despite the lack of an impact attenuation requirement for the face, full-face helmets do provide a reduction in head injury risk to the wearer in facial impacts. The specific helmet design factors that influence head injury risk in facial impacts need further investigation if improved protection for helmeted motorcyclists is to be achieved. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/.

Hospital charges associated with motorcycle crash factors: a quantile regression analysis.

PubMed

Olsen, Cody S; Thomas, Andrea M; Cook, Lawrence J

2014-08-01

Previous studies of motorcycle crash (MC) related hospital charges use trauma registries and hospital records, and do not adjust for the number of motorcyclists not requiring medical attention. This may lead to conservative estimates of helmet use effectiveness. MC records were probabilistically linked with emergency department and hospital records to obtain total hospital charges. Missing data were imputed. Multivariable quantile regression estimated reductions in hospital charges associated with helmet use and other crash factors. Motorcycle helmets were associated with reduced median hospital charges of $256 (42% reduction) and reduced 98th percentile of $32,390 (33% reduction). After adjusting for other factors, helmets were associated with reductions in charges in all upper percentiles studied. Quantile regression models described homogenous and heterogeneous associations between other crash factors and charges. Quantile regression comprehensively describes associations between crash factors and hospital charges. Helmet use among motorcyclists is associated with decreased hospital charges. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Evaluation of the Use and Reasons for Not Using a Helmet by Motorcyclists Admitted to the Emergency Ward of Shahid Bahonar Hospital in Kerman

PubMed Central

Faryabi, Javad; Rajabi, Mahboobeh; Alirezaee, Shahin

2014-01-01

Background: Motorcycle crashes are the cause of severe morbidity and mortality especially because of head injuries. It seems that wearing a helmet has an effective role in protection against head injuries. Nevertheless, motorcyclists usually have no tendency to wear a helmet when driving in cities and have several reasons for this behavior. Objectives: This study aimed to evaluate the use and reasons for not using a helmet by motorcyclists admitted to an emergency ward of a trauma hospital due to accident in Kerman, Iran. Patients and Methods: This study was carried out by recoding the opinions of motorcyclists who had been transferred to the emergency ward of Shahid Bahonar Hospital (Kerman/Iran). Since no data was available on the frequency of the use of helmets, a pilot study was carried out and a sample size of 377 was determined for the main study. Then a researcher-made questionnaire was used to investigate the motorcyclists’ reasons for not using a helmet. Results: Only 21.5% of the motorcyclists had been wearing helmets at the time of the accident. The most frequent reasons for not using a helmet were the heavy weight of the helmet (77%), feeling of heat (71.4%), pain in the neck (69.4%), feeling of suffocation (67.7%), limitation of head and neck movements (59.6%) and all together, physical discomfort was the main cause of not wearing a helmet during motorcycle rides. Conclusions: In general, it appears that it is possible to increase the use of helmets by eliminating its physical problems, and increasing the knowledge of community members in relation to the advantages of helmet use, which will result in a significant decrease in traumas resulting from motorcycle accidents. PMID:25599066

Motorcycle-related hospitalization of adolescents in a Level I trauma center in southern Taiwan: a cross-sectional study.

PubMed

Liang, Chi-Cheng; Liu, Hang-Tsung; Rau, Cheng-Shyuan; Hsu, Shiun-Yuan; Hsieh, Hsiao-Yun; Hsieh, Ching-Hua

2015-08-28

The aim of this study was to investigate and compare the injury pattern, mechanisms, severity, and mortality of adolescents and adults hospitalized for treatment of trauma following motorcycle accidents in a Level I trauma center. Detailed data regarding patients aged 13-19 years (adolescents) and aged 30-50 years (adults) who had sustained trauma due to a motorcycle accident were retrieved from the Trauma Registry System between January 1, 2009 and December 31, 2012. The Pearson's chi-squared test, Fisher's exact test, or the independent Student's t-test were performed to compare the adolescent and adult motorcyclists and to compare the motorcycle drivers and motorcycle pillion. Analysis of Abbreviated Injury Scale (AIS) scores revealed that the adolescent patients had sustained higher rates of facial, abdominal, and hepatic injury and of cranial, mandibular, and femoral fracture but lower rates of thorax and extremity injury; hemothorax; and rib, scapular, clavicle, and humeral fracture compared to the adults. No significant differences were found between the adolescents and adults regarding Injury Severity Score (ISS), New Injury Severity Score (NISS), Trauma-Injury Severity Score (TRISS), mortality, length of hospital stay, or intensive care unit (ICU) admission rate. A significantly greater percentage of adolescents compared to adults were found not to have worn a helmet. Motorcycle riders who had not worn a helmet were found to have a significantly lower first Glasgow Coma Scale (GCS) score, and a significantly higher percentage was found to present with unconscious status, head and neck injury, and cranial fracture compared to those who had worn a helmet. Adolescent motorcycle riders comprise a major population of patients hospitalized for treatment of trauma. This population tends to present with a higher injury severity compared to other hospitalized trauma patients and a bodily injury pattern differing from that of adult motorcycle riders, indicating the need to emphasize use of protective equipment, especially helmets, to reduce their rate and severity of injury.

Trends in prevalence, knowledge, attitudes, and practices of helmet use in Cambodia: results from a two year study

PubMed Central

Bachani, Abdulgafoor M.; Branchini, Casey; Ear, Chariya; Roehler, Douglas R.; Parker, Erin M.; Tum, Sotheary; Ballesteros, Michael F.; Hyder, Adnan A.

2015-01-01

Introduction Road traffic injuries (RTIs) are a major cause of both morbidity and mortality globally. Relative to countries with similar economic patterns both within and outside of South-East Asia, Cambodia's road traffic fatality rate is high, with motorcyclists accounting for more than half of all fatalities as a result of head injuries. Despite the initiation of national motorcycle helmet legislation for Cambodian drivers in 2009, helmet use among both drivers and passengers remains low. Methods This study adopted a two-pronged approach to assess the current status of and knowledge, attitudes, and practices (KAPs) towards helmet use among drivers and passengers in five provinces in Cambodia. The objective was to better understand helmet use over a two year period since the introduction of the 2009 legislation. Researchers conducted both (1) direct observation of daytime and nighttime helmet use (January 2011–January 2013) and (2) roadside KAP interviews with motorcyclists (November 2010–November 2012). Results The observed helmet rate across all study sites was 33% during nighttime and 48% during daytime, with proportions up to ten times higher among drivers compared with passengers. Self-reported helmet use was higher than observed use. Within the past 30 days, 60% of respondents reported that they “always” wore a helmet when they were drivers while only 24% reported they “always” wore a helmet as a passenger. Reported barriers for use among drivers included: “driving route”, “forgetfulness”, and “inconvenience/discomfort.” Conclusion Despite awareness of the protective value of helmets, motorcycle helmet use rates remain low in Cambodia. Many misconceptions remain in Cambodia regarding helmet use, including that they are unnecessary for short distance or at low speeds. These serve as an important barrier to helmet use, which, if dispelled and coupled with visible and regular enforcement, may significantly reduce the number of motorcycle-related injuries and fatalities. PMID:24377776

Trends in prevalence, knowledge, attitudes, and practices of helmet use in Cambodia: results from a two year study.

PubMed

Bachani, Abdulgafoor M; Branching, Casey; Ear, Chariya; Roehler, Douglas R; Parker, Erin M; Tum, Sotheary; Ballesteros, Michael F; Hyder, Adnan A

2013-12-01

Road traffic injuries (RTIs) are a major cause of both morbidity and mortality globally. Relative to countries with similar economic patterns both within and outside of South-East Asia, Cambodia's road traffic fatality rate is high, with motorcyclists accounting for more than half of all fatalities as a result of head injuries. Despite the initiation of national motorcycle helmet legislation for Cambodian drivers in 2009, helmet use among both drivers and passengers remains low. This study adopted a two-pronged approach to assess the current status of and knowledge, attitudes, and practices (KAPs) towards helmet use among drivers and passengers in five provinces in Cambodia. The objective was to better understand helmet use over a two year period since the introduction of the 2009 legislation. Researchers conducted both (1) direct observation of daytime and nighttime helmet use (January 2011-January 2013) and (2) roadside KAP interviews with motorcyclists (November 2010-November 2012). The observed helmet rate across all study sites was 33% during nighttime and 48% during daytime, with proportions up to ten times higher among drivers compared with passengers. Self-reported helmet use was higher than observed use. Within the past 30 days, 60% of respondents reported that they "always" wore a helmet when they were drivers while only 24% reported they "always" wore a helmet as a passenger. Reported barriers for use among drivers included: "driving route", "forgetfulness", and "inconvenience/discomfort." Despite awareness of the protective value of helmets, motorcycle helmet use rates remain low in Cambodia. Many misconceptions remain in Cambodia regarding helmet use, including that they are unnecessary for short distance or at low speeds. These serve as an important barrier to helmet use, which, if dispelled and coupled with visible and regular enforcement, may significantly reduce the number of motorcycle-related injuries and fatalities. Copyright © 2013 Elsevier Ltd. All rights reserved.

Motorcycle Helmets: The Economic Burden of an Incomplete Helmet Law to Medical Care in the State of Connecticut.

PubMed

Wiznia, Daniel H; Averbukh, Leon; Kim, Chang-Yeon; Goel, Alex; Leslie, Michael P

2015-09-01

The lack of a mandatory motorcycle helmet law leads to increased injury severity and increased health care costs. This study presents a financial model to estimate how the lack of a mandatory helmet law impacts the cost of health care in the state of Connecticut. The average cost to treat a helmeted rider and a nonhelmeted rider was $3,112 and $5,746 respectively (cost adjusted for year 2014). The total hospital treatment cost in the state of Connecticut from 2003 through 2012 was $73,106,197, with $51,508,804 attributed to nonhelmeted riders and $21,597,393 attributed to helmeted riders. The total Medicaid cost to the state of Connecticut for treating nonhelmeted patients was $18,277,317. This model demonstrates that the lack of a mandatory helmet law increases overall health care costs to the state of Connecticut, and provides a framework by which hospital costs can be reduced to contribute to the economic stability of health care economics in the state.

75 FR 13809 - Reclassification of Motorcycles (Two and Three Wheeled Vehicles) in the Guide to Reporting...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-23

... highway extent, condition, use, and performance measures. DATES: Comments must be received on or before 90... impairment, decreased use of helmets, and increased motorcycle use. Data from the National Highway Traffic... States to use to gather accurate motorcycle registrations and motorcycle vehicle miles of travel data...

Assessing the reliability and validity of direct observation and traffic camera streams to measure helmet and motorcycle use.

PubMed

Zaccaro, Heather N; Carbone, Emily C; Dsouza, Nishita; Xu, Michelle R; Byrne, Mary C; Kraemer, John D

2015-12-01

There is a need to develop motorcycle helmet surveillance approaches that are less labour intensive than direct observation (DO), which is the commonly recommended but never formally validated approach, particularly in developing settings. This study sought to assess public traffic camera feeds as an alternative to DO, in addition to the reliability of DO under field conditions. DO had high inter-rater reliability, κ=0.88 and 0.84, respectively, for cycle type and helmet type, which reinforces its use as a gold standard. However, traffic camera-based data collection was found to be unreliable, with κ=0.46 and 0.53 for cycle type and helmet type. When bicycles, motorcycles and scooters were classified based on traffic camera streams, only 68.4% of classifications concurred with those made via DO. Given the current technology, helmet surveillance via traffic camera streams is infeasible, and there remains a need for innovative traffic safety surveillance approaches in low-income urban settings. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/

Impact of Helmet Use on Severity of Epidural Hematomas in Cambodia.

PubMed

Gupta, Saksham; Iv, Vycheth; Sam, Nang; Vuthy, Din; Klaric, Katherine; Shrime, Mark G; Park, Kee B

2017-04-01

Traumatic brain injury is a major cause of morbidity and mortality worldwide, often necessitating neurosurgical intervention to evacuate intracranial bleeding. Since the early 2000s, Cambodia has been undergoing a rapid increase in motorcycle transit and in road traffic accidents, but the prevalence of helmet usage remains low. Epidural hematomas are severe traumatic brain injuries that can necessitate neurosurgical intervention. This is a retrospective cohort study of patients with epidural hematoma secondary to motorcycle accidents who presented to a major national tertiary care center in Phnom Penh, Cambodia, between November 2013 and March 2016. All patients were diagnosed with computed tomography of the head. In this cohort, 21.6% of patients in motorcycle accidents presented with epidural hematoma and 89.1% of patients were men, 47.6% were intoxicated, and were 87.8% were not wearing helmets at the moment of impact. Not wearing a helmet was associated with a 6.90-fold increase in odds of presenting with a moderate-to-severe Glasgow coma scale score and a 3.76-fold increase in odds of requiring craniotomy or craniectomy for evacuation of hematoma. Male sex was also associated with increased odds of higher clinical severity at presentation and indication for craniotomy or craniectomy, and alcohol intoxication at the time of accident was not associated with either. Helmet usage is protective in reducing the severity of presentation and need for neurosurgical intervention for patients with epidural hematoma secondary to motorcycle accidents. Copyright © 2016 Elsevier Inc. All rights reserved.

Modeling the effect of operator and passenger characteristics on the fatality risk of motorcycle crashes

PubMed Central

Tavakoli Kashani, Ali; Rabieyan, Rahim; Besharati, Mohammad Mehdi

2016-01-01

Abstract: Background: In Iran more than 25% of crash fatalities belong to motorcycle operators and passengers in the recent years, from which about 20% are related to passenger fatalities. Methods: The aim of this study was to investigate the motorcycle operator and passenger characteristics as well as other contributory factors that may affect the fatality risk of motorcyclists involved in traffic crashes. To this end, motorcycle crash data between 2009 and 2012 was extracted from Iran traffic crash database and a logistic regression analysis was performed to obtain odds ratio estimates for each of the study variables. Results: The fatality risk of motorcyclists has a direct relationship with the number of pillion passengers carried. Results also indicate that the amount of increase in the likelihood of having a fatality in a motorcycles crash is considerably higher when the operator is accompanied by a male passenger of the same age. Furthermore, results showed that if the crash is occurred in the darkness, on curves, in rural areas and on highways, then the crash would be more likely to be fatal. Moreover, the head-on collisions, older operators, unlicensed operators and not using a safety helmet were found to increase the likelihood of a fatality in a motorcycle crash. Conclusions: Preventative measures such as, imposing stricter rules regarding safety helmet usage and confining the number of pillion passengers to one, might be implemented to reduce the fatality risk in motorcycle crashes. In addition, more appropriate infrastructures for penalizing offending motorcyclists could also reduce the frequency of law violations such as not wearing helmet or riding without motorcycle license, which in turn, would result into a reduction in the fatality risk of motorcycle crashes. PMID:26420217

Methods of estimating the effect of integral motorcycle helmets on physiological and psychological performance.

PubMed

Bogdan, Anna; Sudoł-Szopińska, Iwona; Luczak, Anna; Konarska, Maria; Pietrowski, Piotr

2012-01-01

This article proposes a method for a comprehensive assessment of the effect of integral motorcycle helmets on physiological and cognitive responses of motorcyclists. To verify the reliability of commonly used tests, we conducted experiments with 5 motorcyclists. We recorded changes in physiological parameters (heart rate, local skin temperature, core temperature, air temperature, relative humidity in the space between the helmet and the surface of the head, and the concentration of O(2) and CO(2) under the helmet) and in psychological parameters (motorcyclists' reflexes, fatigue, perceptiveness and mood). We also studied changes in the motorcyclists' subjective sensation of thermal comfort. The results made it possible to identify reliable parameters for assessing the effect of integral helmets on performance, i.e., physiological factors (head skin temperature, internal temperature and concentration of O(2) and CO(2) under the helmet) and on psychomotor factors (reaction time, attention and vigilance, work performance, concentration and a subjective feeling of mood and fatigue).

The Association Between Risk-taking Behavior and Helmet Use Among Motorcyclist

NASA Astrophysics Data System (ADS)

Trinh, Tu Anh; Phuong Linh Le, Thi

2018-04-01

The central aim of the research was to examine speeding behavior without helmet wearing among motorcycle riders in Ho Chi Minh City. The research model expanded the Theory of Planned Behavior by both psychological flow theory and sensation-seeking. 268 motorcyclists were involved in the research. A Confirmatory factor analysis and a Structural equation modeling were employed for model specification. The findings indicated a significant effect between predictors and the intention of speeding without helmet wearing. In addition, there was direct relation between intention and actual behavior. Also, sensation-seeking proved to be important in moderating predictors between the low-sensation-seeking motorcyclists and high-sensation-seeking ones. A deeper understanding of why motorcycle riders exceed the speed limit without wearing helmet played key role in changing their behavior.

Motorcycle injuries in North-Central Nigeria.

PubMed

Nwadiaro, H C; Ekwe, K K; Akpayak, I C; Shitta, H

2011-01-01

The increasing use of commercial motorcycle as mode of transportation in urban cities in Nigeria has become important source of morbidity and mortality. This is coupled with poor helmet use, narrow roads, increasing traffic, and poor licensing of the motorcycle riders. The objectives of this study are to determine the pattern of injuries following accident involving motorcycles, the mortality rate, and the immediate causes of mortality. This is a combined retrospective and prospective study spanning over 2 years (1 year each). Patient's records were retrieved to collate data for the retrospective study while all the patients presenting to the casualty unit of Jos University Teaching Hospital following involvement in motorcycle accidents between April 2006 and March 2007 were selected for the study. Out of 485 motorcycle injured patients, 295 and 190 were recruited from the retrospective and prospective study respectively. The male: female (M: F) ratio was 4.8:1. The ages ranged from 2.5 to 84 years with a peak at 21-30 years. The total number of injuries was 559 with 443 patients singly injured and 42 patients multiply traumatized. Head injury (40.1%) was the most frequently occurring injury followed closely by extremity injuries (38.1%). None of the patients wore protective helmet. Thirty-six (36) mortalities (7.4%) were recorded and all dead patients had head injuries. All deaths occurred within 24 h. Head injury represents a common cause of morbidity and mortality following motorcycle injuries in our environment. Therefore, strict enforcement of helmet laws from May 10, 2010 may reduce morbidity and mortality.

COMPARATIVE STUDY ON THE LEVEL OF BACTERIOLOGICAL CONTAMINATION OF AUTOMATIC TELLER MACHINES, PUBLIC TOILETS AND PUBLIC TRANSPORT COMMERCIAL MOTORCYCLE CRASH HELMETS IN KIGALI CITY, RWANDA.

PubMed

Nigatu, W; Fabiola, N S; Flora, I J; Mukahirwa, M A; Omar, M; Nsengimana, J; Nsabimana, A

2014-12-01

The environments can be contaminated by infectious agents that constitute a major health hazards as sources of community and hospital-acquired infections due to various activities. A comparative study on the level of bacteriological contamination of automatic teller machines (ATMs), public toilets and commercial motorcycle crash helmets were conducted in Kigali city during the period of January to March, 2013. Samples were collected from selected ATMs, public toilets and commercial motorcycle crash helmets surfaces. Micro-organisms identified from these samples were associated to infecting organisms recovered from unwashed hands surfaces and recorded results in the nearby hospital. Samples from each device and subject were transported to the laboratory where they were analysed for the presence of coliforms and other airborne, human skin and intestinal disease causing microorganisms. Microbiological methods including spread plate techniques and some biochemical tests were used to partially identify the microorganisms. Subjects involved in this study were consented students from University of Rwanda and Kigali motorcyclists for collections of samples from hands and crash helmets respectively. The following pathogenic bacteria have been found on the devices, Staphylococcus aureus, Staphylococcus epidermis, Streptococcus species, Escherichia coli, Salmonella, Klebsiella, Enterobacter aerogenes, Pseudomonas. The commercial motorcycle crash helmets had the highest level of bacteriological contamination compared to ATMs and public toilets. There was no growth observed on samples collected after treatment from ATMs, public toilets, and commercial motorcycle crash helmets. Attempt to correlate this finding with infecting organisms recovered from unwashed hands surfaces and recorded results in the nearby hospital show that the presences of some of these infectious pathogens. This study has revealed the ability of these public devices to serve as vehicle of transmission of microorganisms with serious health implications. To improve and ensure the safety of these public devices the use of disinfectants is of high importance on reducing bacteriological load on those public devices. Proper cleaning regimen to sanitise these facilities regularly and public education on their hygienic usage are recommended to reduce the associated risks.

76 FR 28131 - Federal Motor Vehicle Safety Standards; Motorcycle Helmets

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-13

..., this final rule sets a quasi-static load application rate for the helmet retention system; revises the... Analysis and Conclusion e. Quasi-Static Retention Test f. Helmet Conditioning Tolerances g. Other... it as a quasi-static test, instead of a static test. Specifying the application rate will aid...

Motorcycle crashes potentially preventable by three crash avoidance technologies on passenger vehicles.

PubMed

Teoh, Eric R

2018-07-04

The objective of this study was to identify and quantify the motorcycle crash population that would be potential beneficiaries of 3 crash avoidance technologies recently available on passenger vehicles. Two-vehicle crashes between a motorcycle and a passenger vehicle that occurred in the United States during 2011-2015 were classified by type, with consideration of the functionality of 3 classes of passenger vehicle crash avoidance technologies: frontal crash prevention, lane maintenance, and blind spot detection. Results were expressed as the percentage of crashes potentially preventable by each type of technology, based on all known types of 2-vehicle crashes and based on all crashes involving motorcycles. Frontal crash prevention had the largest potential to prevent 2-vehicle motorcycle crashes with passenger vehicles. The 3 technologies in sum had the potential to prevent 10% of fatal 2-vehicle crashes and 23% of police-reported crashes. However, because 2-vehicle crashes with a passenger vehicle represent fewer than half of all motorcycle crashes, these technologies represent a potential to avoid 4% of all fatal motorcycle crashes and 10% of all police-reported motorcycle crashes. Refining the ability of passenger vehicle crash avoidance systems to detect motorcycles represents an opportunity to improve motorcycle safety. Expanding the capabilities of these technologies represents an even greater opportunity. However, even fully realizing these opportunities can affect only a minority of motorcycle crashes and does not change the need for other motorcycle safety countermeasures such as helmets, universal helmet laws, and antilock braking systems.

Impact of a helmet law on two wheel motor vehicle crash mortality in a southern European urban area

PubMed Central

Ferrando, J.; Plasencia, A.; Oros, M.; Borrell, C.; Kraus, J.

2000-01-01

Background—In Spain, a federal road safety law went into effect in the fall of 1992 extending to urban areas the unrestricted use of safety helmets by all two wheel motor vehicle occupants. Objectives—To assess the effect of the law in reducing fatal motorcycle crash injuries; to estimate the number of lives saved; and to determine changes in the distribution of severity and anatomical location of injuries. Methods—Pre-test/post-test design of all deaths of two wheel motor vehicle occupants from 1990–92 (pre-law period) and from 1993–95 (post-law period) detected by the Barcelona Forensic Institute and the city police department. Injuries were coded using the 1990 version of the abbreviated injury scale. Poisson regression methods were used to model trends in mortality ratios and to provide estimates of the number of lives saved. Results—Between 1993 and 1995, 35 lives of two wheel motor vehicle occupants were spared, representing a decrease of 25% in the observed motorcycle crash mortality in the post-law period when compared with what would be expected if no such law had gone into effect. The proportion of deaths with severe head injuries was also reduced from 76% to 67% in the post-law period. Conclusions—This study offers the first evaluation of a helmet law using combined forensic and police data in a large south European urban area where there is widespread use of motorcycles. Our results confirm the effectiveness of the helmet law, as measured by the reduction in the number of deaths and mortality ratios after the law implementation. The findings reinforce the public health benefits of mandatory non-restricted motorcycle and moped helmet use, even in urban areas with lower traffic speeds. PMID:11003182

Helmet use and risk compensation in motorcycle accidents.

PubMed

Ouellet, James V

2011-02-01

The "risk compensation" hypothesis suggests that individuals offset perceived gains in safety by increasing their risk-taking behavior to maintain a stable or "homeostatic" level of risk. If this is true for motorcyclists, then helmet use, which reduces the risk of brain injury and death, may lead helmet users to take more risks when they ride. Thus, increased risk-taking by helmet users should show up as overrepresentation in crashes, and accident reconstruction should reveal risky behaviors in the seconds just before the crash. This article examines data from two separate studies involving the on-scene, in-depth investigation and reconstruction of motorcycle crashes: 900 in Los Angeles (1976-1977) and another 1082 in Thailand (1999-2000). Each crash was investigated on scene within minutes of its occurrence by teams of specially trained researchers and later reconstructed in order to identify precrash and crash events, verify helmet use/nonuse, etc. "Exposure" data on helmet use and other readily visible factors were also collected for the population-at-risk by observing riders who passed by each accident scene some time after a crash that had been investigated by the team. In this article, helmeted and unhelmeted accident-involved riders are compared to each other as well as to the population-at-risk. In Thailand, helmeted riders did not differ significantly from unhelmeted riders in alcohol use, precrash speed, being the primary or sole cause of the crash, or unsafe speed or lane positioning for the traffic conditions; they were no more likely to be in a single-vehicle accident, to crash by running off the road, or to lose control. In Los Angeles, drinking riders were half as likely to wear a helmet as nondrinkers. However, when drinkers and nondrinkers were segregated, helmeted riders were no more likely to cause their crash, run stop signs or red lights, commit other traffic code violations, or run off the road. They did not differ in speed or single-vehicle crash rates. In both studies, helmeted riders were underrepresented in crashes compared to helmet use in the population-at-risk, and helmet use was associated with greater distances traveled. The data fail to support the hypothesis that the increased safety provided by motorcycle helmet use is offset by more risk-taking while riding. The only evidence of risk compensation was that helmet use increased with greater amounts of travel.

Frequency Domain Evaluation of Helmet Padding Performance

DTIC Science & Technology

2014-01-24

F717 [8] have been used to evaluate helmets including motorcycle, football , and hockey helmets to ensure a basic level of protection. These standards...injury, including concussion and traumatic brain injury. These topics are outside the scope of this research and will not be addressed in this paper. The...Document. [6] Moss, W. C., and King, M. J., 2011. Impact response of us army and national football league helmet pad systems. Tech. rep., DTIC Document. [7

A comparison of observed and self-reported helmet use and associated factors among motorcyclists in Hyderabad city, India.

PubMed

Wadhwaniya, S; Gupta, S; Mitra, S; Tetali, S; Josyula, L K; Gururaj, G; Hyder, A A

2017-03-01

India has a high burden of fatal road traffic injuries (RTIs). A large proportion of fatal RTIs in India are among motorcyclists. The overall goal of this study is to assess and compare observed and self-reported prevalence of helmet use; and to identify factors associated with helmet use and over-reporting in Hyderabad city, India. Roadside knowledge, attitude and practice interviews. Six rounds of roadside interviews were conducted with motorcyclists (drivers and pillion riders) between July 2011 and August 2013 using a structured tool developed for this study. Observations on helmet use were recorded and respondents were also asked if they 'always wear a helmet'. Prevalence of helmet use was calculated and a paired t-test was used to compare observed and self-reported helmet use proportions. Unadjusted and adjusted odds ratios were calculated to identify factors associated with helmet use and over-reporting. A total of 4872 respondents participated in the roadside interview. The response rate was 94.4%. The overall observed helmet use was 34.5% and 44.5% of respondents reported that they 'always wear a helmet'. As the observed helmet use increased, the over-reporting of helmet use was found to decrease. However, factors associated with observed and self-reported helmet use are similar. Male gender, youth (≤24 years), a lower level of education and non-ownership of helmet were associated with a higher risk of not wearing helmets. Male gender, youth (≤24 years), no schooling, riding a lower engine capacity motorcycle and using a motorcycle for purposes other than travelling to school/work were associated with over-reporting of helmet use. Self-reports provide an overestimate of helmet use that lessens as actual helmet use increases. Interviews also allow identification of factors associated with helmet use. Increasing helmet ownership and enhanced enforcement may help increase helmet use. Copyright © 2016 The Authors. Published by Elsevier Ltd.. All rights reserved.

Safety belt and motorcycle helmet use in Virginia : the Summer 2003 update.

DOT National Transportation Integrated Search

2004-01-01

The Virginia Transportation Research Council has been collecting safety belt use data in Virginia since 1974. In 1992, the National Highway Traffic Safety Administration (NHTSA) published the final guidelines for conducting surveys of belt and helmet...

Safety belt and motorcycle helmet use in Virginia : the Summer 2007 update.

DOT National Transportation Integrated Search

2007-01-01

The Virginia Transportation Research Council has been collecting safety belt use data in Virginia since 1974. In 1992, the National Highway Traffic Safety Administration (NHTSA) published the final guidelines for conducting surveys of belt and helmet...

Safety belt and motorcycle helmet use in Virginia : the Summer 2004 update.

DOT National Transportation Integrated Search

2004-01-01

The Virginia Transportation Research Council has been collecting safety belt use data in Virginia since 1974. In 1992, the National Highway Traffic Safety Administration (NHTSA) published the final guidelines for conducting surveys of belt and helmet...

Safety belt and motorcycle helmet use in Virginia : the Summer 2006 update.

DOT National Transportation Integrated Search

2006-01-01

The Virginia Transportation Research Council has been collecting safety belt use data in Virginia since 1974. In 1992, the National Highway Traffic Safety Administration (NHTSA) published the final guidelines for conducting surveys of belt and helmet...

Photo-oxidative degradation of motorcycle helmets in Hanoi, Vietnam: A prospective preliminary study.

PubMed

Ramli, Roszalina; Che Man, Zuraidah; Nordin, Rifqah; Abdul Karim, Fadzlina; Rashdi, Muhd Fazlynizam; Oxley, Jennie; Viet Cuong, Pham

2016-09-01

Vietnamese spend hours travelling on the road using their motorcycles. Their helmets are exposed continuously to sunlight and rain. The objectives of this study were to determine the association between the effect of photo-oxidative degradation (POD) of the outer shells and helmet age on helmet damage. The micro-structural change of the outer shell was also investigated. This was a prospective, cross sectional study recruiting injured motorcyclists from Hanoi, Vietnam hospital. The participants were interviewed by a trained researcher. The participants' helmets were collected post-crash. Initially, the helmets were examined for their type and external characteristics. A 3 cm × 3 cm cut was made on the helmet in the impacted and non-impacted areas (control). These areas were investigated for evidence of POD and presence of micro-cracks and material disintegration. 50 participants were enrolled. Sources of information included questionnaire and laboratory analyses. The helmet factors of interest were age of the helmet, exposure of helmet to sunlight and rain (duration/day) and history of previous impact. Laboratory analyses included Fourier Transform Infra Red (FTIR) for degradation and scanning electron microscopy (SEM) for micro-structural examination. Majority of the helmets was the open-face type, 40 (80.0%). 31 (62.0%) helmets aged less than three years (LTY) and 19 (38.0%) were three years old or more (MTY). 19 (61.3%) of the LTY helmets and 12 (63.2%) MTY helmets showed evidence of POD. The duration of helmet exposure to sunlight was between 93 to 6570 hours (mean 2347.74 hours; SD 1733.39). The SEM showed 15 helmets (30%) with micro-fractures, 21 helmets (42.0%) with material disintegration. Prolonged uv exposure to the ABS helmets resulted in changes in the helmet material in the form of material disintegration and microcracks and this association was statistically significant (p = 0.03). POD occurs due to routine exposure to the ultraviolet light. Prolonged uv exposure affects outer shell surface material integrity.

Safety system for child pillion riders of underbone motorcycles in Malaysia.

PubMed

Sivasankar, S; Karmegam, K; Bahri, M T Shamsul; Naeini, H Sadeghi; Kulanthayan, S

2014-01-01

Motorcycles are a common mode of transport for most Malaysians. Underbone motorcycles are one of the most common types of motorcycle used in Malaysia due to their affordable price and ease of use, especially in heavy traffic in the major cities. In Malaysia, it is common to see a young or child pillion rider clinging on to an adult at the front of the motorcycle. One of the main issues facing young pillion riders is that their safety is often not taken into account when they are riding on a motorcycle. This article reviews the legally available systems in child safety for underbone motorcycles in Malaysia while putting forth the need for a safety system for child pillion riders. Various databases were searched for underbone motorcycle safety systems, related legislation, motorcycle accident data, and types of injuries and these were reviewed to put forth the need for a new safety system. In motorcycle-related accidents, children usually sustain lower limb injuries, which could temporarily or permanently inhibit the child's movements. Accident statistics in Malaysia, especially those involving motorcycles, reflect a pressing need for a reduction in the number of accidents. In Malaysia, the legislation does not go beyond the mandatory use of safety helmets for young pillion users. There is a pressing need for another safety system or mechanism(s) for young pillion riders of underbone motorcycles. Enforcement of laws to enforce the usage of passive safety systems such as helmets and protective gear is difficult in underdeveloped and developing countries. The intervention of new technology is inevitable. Therefore, this article highlights the need for a new safety backrest system for child pillion riders to ensure their safety.

Analysis of accidents and injuries on motorcycles in Mexico.

PubMed

Berrones-Sanz, Luis David

2017-01-01

To analyze the type of injuries and the characteristics and geographical distribution of road accidents where motorcycles were involved in Mexico. A descriptive analysis of second-hand information sources was conducted, including the number of accidents (N = 41,881), total number of injured people (N = 13,916) and medical expenses (N = 9,111) associated to motorcycle accidents during 2014. Motorcycles represent 13.14% of the total number of deaths in road accidents in Mexico, and the Southeast region of Mexico registers the highest proportion of fatal injuries. Of the total number of motorcycles, 1.84% (95% confidence interval [CI]: 1.83-1.86) were involved in a collision. 3.64 (95% CI: 3.39-3.89) people died and 105.5 (95% CI: 104.1-106.8) were injured in every 10,000. Out of the total number of injuries, 76.6% were male and 53.74% were women. 55.1% of deaths were caused by intracranial trauma. Only 16.6% wore a helmet at the time of the accident, and those not wearing a helmet had a 2.11 (odds ratio [OR]: 2.1; CI 95%: 1.8-2.4) higher chance of head injury. Regarding the severity of the crash, those occurred in suburban areas (OR: 6.58; CI 95%: 5.69-7.60), in unpaved surfaces (OR: 4.13; CI 95%: 3.04-5.61), after low alcohol consumption (OR: 1.89; CI 95%: 1.46-2.44), at night (OR: 2.24; CI 95%: 1.95-2.57) and on weekends (OR: 1.65; CI 95%: 1.44-1.90), had the highest chance of turning into a fatal accident. In spite of the progress made in terms of road safety, motorcycle accidents are still increasing, and the use of a helmet is still proportionally low. More information on these groups and risk factors needs to be available so people are better informed. Also, regulations need improvements regarding the use of security equipment like helmets in order to reduce injuries and fatal accidents.

Automatic helmet-wearing detection for law enforcement using CCTV cameras

NASA Astrophysics Data System (ADS)

Wonghabut, P.; Kumphong, J.; Satiennam, T.; Ung-arunyawee, R.; Leelapatra, W.

2018-04-01

The objective of this research is to develop an application for enforcing helmet wearing using CCTV cameras. The developed application aims to help law enforcement by police, and eventually resulting in changing risk behaviours and consequently reducing the number of accidents and its severity. Conceptually, the application software implemented using C++ language and OpenCV library uses two different angle of view CCTV cameras. Video frames recorded by the wide-angle CCTV camera are used to detect motorcyclists. If any motorcyclist without helmet is found, then the zoomed (narrow-angle) CCTV is activated to capture image of the violating motorcyclist and the motorcycle license plate in real time. Captured images are managed by database implemented using MySQL for ticket issuing. The results show that the developed program is able to detect 81% of motorcyclists on various motorcycle types during daytime and night-time. The validation results reveal that the program achieves 74% accuracy in detecting the motorcyclist without helmet.

Evaluation of an integrated multisector campaign to increase child helmet use in Vietnam.

PubMed

Nhan, Le Dinh Trong; Parker, Lukas; Son, Mai Thi Hoai; Parker, Erin M; Moore, Matthew R; Sidik, Mirjam; Draisin, Natalie

2017-11-25

This study presents child helmet use before, during and after implementing the Vietnamese National Child Helmet Action Plan (NCHAP) and evaluates its effect on child helmet use. The NCHAP, an integrated multisector campaign, incorporated a wide-scale public awareness campaign, school-based interventions, increased police patrolling and enforcement, and capacity building and support to relevant government departments in target provinces. In Vietnam's three largest cities, 100 schools in 20 districts were selected to monitor motorcycle helmet use behaviour. The effectiveness of the NCHAP was measured by unannounced, filmed observations of student motorcycle passengers and their adult drivers as they arrived or left their schools at four points. Baseline observations at each school were conducted in March 2014, with subsequent observations in April 2015, December 2015 and May 2016. Across the 84 218 observed students, student helmet prevalence increased from 36.1% in March 2014 to 69.3% immediately after the initiation in April 2015. Subsequent observations in December 2015 and May 2016 showed a reduction and stabilisation of helmet use, with 49.8% and 56.9% of students wearing helmets, respectively. Helmet use in students was higher when adult drivers were also wearing helmets. Integrated multisectoral interventions between governments, civil society and the corporate sector that incorporate communications, school-based education, incentives for change and police enforcement have the potential to increase helmet use among children. Future integrated campaigns may be more effective with an increased focus on parents and other adult drivers given their potential influence on child helmet use. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2017. All rights reserved. No commercial use is permitted unless otherwise expressly granted.

The scourge of head injury among commercial motorcycle riders in Kampala; a preventable clinical and public health menace.

PubMed

Kamulegeya, Louis H; Kizito, Mark; Nassali, Rosemary; Bagayana, Shiela; Elobu, Alex E

2015-09-01

Trauma is an increasingly important cause of disease globally. Half of this trauma is from road traffic injuries with motorcycles contributing 21-58%. Low protective gear use, lack of regulation and weak traffic law enforcement contribute to unsafe nature of commercial motorcycles also known as "boda boda" in Uganda. To determine the prevalence of protective gear use, the occurrence of head injury and the relationship between the two among commercial motorcycle riders in Kampala. Following ethical approval we recruited consecutive consenting participants to this analytical cross-sectional study. Data was collected using pretested interviewer administered questionnaires, double entered in Epidata and analyzed with STATA. Proportions and means were used to summarize data. Odds ratios were calculated for association between wearing helmets and occurrence and severity of head injury. All 328 participants recruited were male. Of these, 18.6% used Protective gear and 71.1 % sustained head injury. Helmets protected users from head injury (OR 0.43, 95% CI, 0.23-0.8) and significantly reduced its severity when it occurred. Protective gear use was low, with high occurrence of head injury among commercial motorcycle riders in Uganda. More effective strategies are needed to promote protective gear use among Uganda's commercial motorcycle riders.

Repeal and modification of mandatory motorcycle helmet legislation : a review of available information : final report.

DOT National Transportation Integrated Search

1978-01-01

In 1975, Congress relieved the Secretary of Transportation of the power to impose sanctions upon states for not having a law requiring the use of helmets by motorcyclists. Shortly afterward, the states having such laws began repealing or modifying th...

Impact of safe community program on motorcyclists' safety with focus on helmet usage in 14 cities of IR Iran.

PubMed

Moghisi, Alireza; Mohammadi, Reza; Svanström, Leif

2014-01-01

The aim of this study was to evaluate the effectiveness of safe community interventions on motorcyclists' safety. Two cross sectional observations were conducted in 14 cities (five safe community practicing and nine safe community non-practicing cities) independently on 2005 and 2007. Ten percent of registered motorcycles were observed and interviewed (n=1114 in each observation). 87.9% used motorcycle for commercial purposes. All motorcyclists were male and mostly aged 18-29 years old. Death rate significantly rose from 122 to 254 per 100000 motorcyclists in Fars province since the first observation (p < 0.0001). Helmet usage rate was constant (13%). Recorded crashes increased from 16.4% to 23.1% in safe community setting (p < 0.0001). 11% carried more than one pillion. Heat disturbances, embarrassment, hearing blockage, and negligence were the most mentioned excuses for not using helmet. Law enforcement, public education, accessibility to helmets on discount rate, new legislation and, finally, access to new designed helmet were the most suggestions made by motorcyclists to promote helmet usage. No significant effect was noticed between two settings except in injury registration system in safe community. Community involvement in the safety programs could ensure sustainability of initiatives and continuity of interventions in safe communities.

Motorcycle helmets: What about their coating?

PubMed

Schnegg, Michaël; Massonnet, Geneviève; Gueissaz, Line

2015-07-01

In traffic accidents involving motorcycles, paint traces can be transferred from the rider's helmet or smeared onto its surface. These traces are usually in the form of chips or smears and are frequently collected for comparison purposes. This research investigates the physical and chemical characteristics of the coatings found on motorcycles helmets. An evaluation of the similarities between helmet and automotive coating systems was also performed.Twenty-seven helmet coatings from 15 different brands and 22 models were considered. One sample per helmet was collected and observed using optical microscopy. FTIR spectroscopy was then used and seven replicate measurements per layer were carried out to study the variability of each coating system (intravariability). Principal Component Analysis (PCA) and Hierarchical Cluster Analysis (HCA) were also performed on the infrared spectra of the clearcoats and basecoats of the data set. The most common systems were composed of two or three layers, consistently involving a clearcoat and basecoat. The coating systems of helmets with composite shells systematically contained a minimum of three layers. FTIR spectroscopy results showed that acrylic urethane and alkyd urethane were the most frequent binders used for clearcoats and basecoats. A high proportion of the coatings were differentiated (more than 95%) based on microscopic examinations. The chemical and physical characteristics of the coatings allowed the differentiation of all but one pair of helmets of the same brand, model and color. Chemometrics (PCA and HCA) corroborated classification based on visual comparisons of the spectra and allowed the study of the whole data set at once (i.e., all spectra of the same layer). Thus, the intravariability of each helmet and its proximity to the others (intervariability) could be more readily assessed. It was also possible to determine the most discriminative chemical variables based on the study of the PCA loadings. Chemometrics could therefore be used as a complementary decision-making tool when many spectra and replicates have to be taken into account. Similarities between automotive and helmet coating systems were highlighted, in particular with regard to automotive coating systems on plastic substrates (microscopy and FTIR). However, the primer layer of helmet coatings was shown to differ from the automotive primer. If the paint trace contains this layer, the risk of misclassification (i.e., helmet versus vehicle) is reduced. Nevertheless, a paint examiner should pay close attention to these similarities when analyzing paint traces, especially regarding smears or paint chips presenting an incomplete layer system. Copyright © 2015 Elsevier Ireland Ltd. All rights reserved.

The effect of motorcycle helmet fit on estimating head impact kinematics from residual liner crush.

PubMed

Bonin, Stephanie J; Gardiner, John C; Onar-Thomas, Arzu; Asfour, Shihab S; Siegmund, Gunter P

2017-09-01

Proper helmet fit is important for optimizing head protection during an impact, yet many motorcyclists wear helmets that do not properly fit their heads. The goals of this study are i) to quantify how a mismatch in headform size and motorcycle helmet size affects headform peak acceleration and head injury criteria (HIC), and ii) to determine if peak acceleration, HIC, and impact speed can be estimated from the foam liner's maximum residual crush depth or residual crush volume. Shorty-style helmets (4 sizes of a single model) were tested on instrumented headforms (4 sizes) during linear impacts between 2.0 and 10.5m/s to the forehead region. Helmets were CT scanned to quantify residual crush depth and volume. Separate linear regression models were used to quantify how the response variables (peak acceleration (g), HIC, and impact speed (m/s)) were related to the predictor variables (maximum crush depth (mm), crush volume (cm 3 ), and the difference in circumference between the helmet and headform (cm)). Overall, we found that increasingly oversized helmets reduced peak headform acceleration and HIC for a given impact speed for maximum residual crush depths less than 7.9mm and residual crush volume less than 40cm 3 . Below these levels of residual crush, we found that peak headform acceleration, HIC, and impact speed can be estimated from a helmet's residual crush. Above these crush thresholds, large variations in headform kinematics are present, possibly related to densification of the foam liner during the impact. Copyright © 2017 Elsevier Ltd. All rights reserved.

Roadside observation of secondary school students' commuting to school in Vientiane, Laos.

PubMed

Ichikawa, Masao; Nakahara, Shinji; Phommachanh, Sysavanh; Mayxay, Mayfong; Kimura, Akio

2015-01-01

To investigate modes of secondary school students' commuting to school and their unsafe driving practices in Laos, we conducted a roadside observation in front of the gate of a selected school in central Vientiane in December 2011. Of the 544 students observed, the majority came to school on foot (43%), followed by motorcycle (36%), and bicycle (14%). Of the 195 students who commuted by motorcycle, 45 (23%) drove it themselves. Of the 150 students who commuted as pillion riders, 35 (23%) were driven by a student or another child driver. The prevalence of helmet use among students (3%) was much lower than adults (66%). It was common for adult drivers to wear a helmet but to leave student pillion riders unhelmeted on the same motorcycle. Carrying two or three pillion riders was also often observed. The study revealed the necessity for measures to promote safe travel to school.

77 FR 48105 - Federal Motor Vehicle Safety Standards; Motorcycle Helmets

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-13

... final rule further required that the size label state the helmet size in discrete, numerical terms in... ``discrete size'' in FMVSS No. 218 be amended by adding language requiring that this value reflect the actual... issues regarding the measurement of ``discrete size.'' The agency will respond to this petition in a...

Impact of mandatory motorcycle helmet wearing legislation on head injuries in Viet Nam: results of a preliminary analysis.

PubMed

Passmore, Jonathon; Tu, Nguyen Thi Hong; Luong, Mai Anh; Chinh, Nguyen Duc; Nam, Nguyen Phuong

2010-04-01

To compare estimated prevalence of head injuries among road traffic injury patients admitted to hospitals, before and after the introduction of a mandatory helmet law in the Socialist Republic of Viet Nam. Before and after study of all road traffic injury patients with head injuries admitted to 20 provincial and central hospitals 3 months before and after the new law came into effect on 15 December 2007. Relative risk was computed and comparison made for the periods of 3 months before and after the new law. The study found a 16 percent reduction in the risk of road traffic head injuries (4683 to 3522; relative risk [RR] 0.84; 95% confidence interval [CI] 0.81-0.87) and an 18 percent reduction in the risk of road traffic death (deaths in hospital plus injured patients discharged to die at home; 566 to 417; RR 0.82; 95% CI 0.73-0.93). Over the first 3 months of the comprehensive mandatory helmet legislation there has been a significant reduction in the risk of road traffic head injuries among patients admitted to 20 hospitals. The Viet Nam Government's decision to require all motorcycle riders and passengers to wear helmets is suspected of leading to positive road safety benefits and should be seen as a policy example for other low- and middle-income countries with a high utilization of motorcycles for transport.

Knowledge, attitude, and practice of Nigerian commercial motorcyclists in the use of crash helmet and other safety measures.

PubMed

Oginni, Fadekemi O; Ugboko, Vincent I; Adewole, Richard A

2007-06-01

This study was designed to evaluate the knowledge, attitude, and practice of some commercial motorcyclists in Nigeria in the use of crash helmet and other cycling safety measures. At randomly selected commercial motorcycle parks from two South Western Nigerian locations (Lagos and Ile-Ife), we obtained verbal consent from commercial motorcyclists (randomly selected) and thereafter administered structured questionnaires to consenting motorcyclists. The questionnaire sought to know the respondents' biodata (age, gender, and educational attainment inclusive), cycling background, and experience (trainer, duration of training and cycling, and history of crashes). Furthermore, risk factors and practices like alcoholism, maintenance history of the motorcycle, maximum number of pillion passengers carried, and use of crash helmet were elicited. Respondents' knowledge of available safety measures was also investigated. Data was entered into an IBM compatible computer and analyzed using the SPSS 11.0 statistical software. Statistical significance was inferred at p value<0.05. There were 224 male respondents aged 15-58 years. Their peak age was 25-29 years and mean 35.1+/-8.9 years; 8.4% had no formal education; 10.3% received formal training but the majority were either trained by self (35.5%) or an acquaintance (34.6%). Training lasted

Motorcycle fatalities among out-of-state riders and the role of universal helmet laws.

PubMed

French, Michael T; Gumus, Gulcin; Homer, Jenny F

2012-11-01

Several studies have demonstrated that universal helmet laws (UHLs) and other motor vehicle policies are effective in reducing fatal and non-fatal motorcycle injuries. Although state policies can improve traffic safety overall, very little is known about how they affect different segments of motorcycle riders. In this paper, we investigate the differential effectiveness of such policies by license state of the rider (i.e., in-state versus out-of-state). From a policy perspective, this information gap is noteworthy because variations in state regulations may influence where individuals choose to ride. We use state-level longitudinal (1988-2008) data on motorcycle fatalities in the United States from the fatality analysis reporting system (FARS). Our results reconfirm the effectiveness of UHLs and offer new evidence suggesting that states without such policies may attract more risky riders from out-of-state. In particular, not having a UHL increases out-of-state rider fatalities by 18 percent and this effect is more pronounced for out-of-state riders who reside in a UHL state. These findings have important implications regarding unintended spillover effects of state-specific motor vehicle policies. Copyright © 2012 Elsevier Ltd. All rights reserved.

The formulation and implementation of a national helmet law: a case study from Viet Nam.

PubMed

Passmore, Jonathon W; Nguyen, Lan Huong; Nguyen, Nam Phuong; Olivé, Jean-Marc

2010-10-01

Road traffic injuries are a leading cause of death and disability in Viet Nam. In 2008, official data reported 11 243 deaths and 7771 serious injuries on the roads, of which an estimated 60% of fatalities occur in motorcycle riders and passengers. In recognition of this problem, Viet Nam has had partial motorcycle helmet legislation since 1995. However, for a variety of reasons, implementation and enforcement have been limited. On 15 December 2007, Viet Nam's first comprehensive mandatory helmet law came into effect, covering all riders and passengers on all roads nationwide. Penalties increased ten-fold and cohorts of police were mobilized for enforcement. The Viet Nam national helmet legislation was developed and implemented by the National Traffic Safety Committee. Despite past barriers to enforcement, increased policing in 2008 led to 680 000 infringements being issued for non-helmet wearing. While changes in helmet wearing were not nationally observed, significant increases were documented in selected provinces in the first six months of the law's introduction. In Da Nang, helmet wearing increased from 27 to 99%. In the first three months after the law took effect, surveillance data from 20 urban and rural hospitals, found the risk of road traffic head injuries and deaths decreased by 16% and 18% respectively. Political leadership, intensive advanced public education and stringent enforcement have contributed to the successful implementation of the new law. Through continual monitoring of the legislation, loopholes detrimental to the effectiveness of the law have been identified and addressed.

The formulation and implementation of a national helmet law: a case study from Viet Nam

PubMed Central

Nguyen, Lan Huong; Nguyen, Nam Phuong; Olivé, Jean-Marc

2010-01-01

Abstract Problem Road traffic injuries are a leading cause of death and disability in Viet Nam. In 2008, official data reported 11 243 deaths and 7771 serious injuries on the roads, of which an estimated 60% of fatalities occur in motorcycle riders and passengers. In recognition of this problem, Viet Nam has had partial motorcycle helmet legislation since 1995. However, for a variety of reasons, implementation and enforcement have been limited. Approach On 15 December 2007, Viet Nam's first comprehensive mandatory helmet law came into effect, covering all riders and passengers on all roads nationwide. Penalties increased ten-fold and cohorts of police were mobilized for enforcement. Local setting The Viet Nam national helmet legislation was developed and implemented by the National Traffic Safety Committee. Relevant changes Despite past barriers to enforcement, increased policing in 2008 led to 680 000 infringements being issued for non-helmet wearing. While changes in helmet wearing were not nationally observed, significant increases were documented in selected provinces in the first six months of the law’s introduction. In Da Nang, helmet wearing increased from 27 to 99%. In the first three months after the law took effect, surveillance data from 20 urban and rural hospitals, found the risk of road traffic head injuries and deaths decreased by 16% and 18% respectively. Lessons learnt Political leadership, intensive advanced public education and stringent enforcement have contributed to the successful implementation of the new law. Through continual monitoring of the legislation, loopholes detrimental to the effectiveness of the law have been identified and addressed. PMID:20931064

49 CFR 571.218 - Standard No. 218; Motorcycle helmets.

Code of Federal Regulations, 2013 CFR

2013-10-01

... provide peripheral vision clearance of at least 105° to each side of the mid-sagittal plane, when the... basic plane that are within the angles of peripheral vision (see Figure 3). S5.5 Projections. A helmet... including 70 percent for a minimum of 4 hours. (b) Low temperature. Expose to any temperature from 5 °F to...

49 CFR 571.218 - Standard No. 218; Motorcycle helmets.

Code of Federal Regulations, 2014 CFR

2014-10-01

... provide peripheral vision clearance of at least 105° to each side of the mid-sagittal plane, when the... basic plane that are within the angles of peripheral vision (see Figure 3). S5.5 Projections. A helmet... including 70 percent for a minimum of 4 hours. (b) Low temperature. Expose to any temperature from 5 °F to...

Impact of helmet use on traumatic brain injury from road traffic accidents in Cambodia.

PubMed

Gupta, Saksham; Klaric, Katherine; Sam, Nang; Din, Vuthy; Juschkewitz, Tina; Iv, Vycheth; Shrime, Mark G; Park, Kee B

2018-01-02

Rapid urbanization and motorization without corresponding increases in helmet usage have made traumatic brain injury due to road traffic accidents a major public health crisis in Cambodia. This analysis was conducted to quantify the impact of helmets on severity of injury, neurosurgical indication, and functional outcomes at discharge for motorcycle operators who required hospitalization for a traumatic brain injury following a road traffic accident in Cambodia. The medical records of 491 motorcycle operators who presented to a major tertiary care center in Cambodia with traumatic brain injury were retrospectively analyzed using multivariate logistic regression. The most common injuries at presentation were contusions (47.0%), epidural hematomas (30.1%), subdural hematomas (27.9%), subarachnoid hemorrhages (12.4%), skull fractures (21.4%), and facial fractures (18.5%). Moderate-to-severe loss of consciousness was present in 36.3% of patients. Not wearing a helmet was associated with an odds ratio of 2.20 (95% confidence interval [CI], 1.15-4.22) for presenting with moderate to severe loss of consciousness compared to helmeted patients. Craniotomy or craniectomy was indicated for evacuation of hematoma in 20.0% of cases, and nonhelmeted patients had 3.21-fold higher odds of requiring neurosurgical intervention (95% CI, 1.25-8.27). Furthermore, lack of helmet usage was associated with 2.72-fold higher odds of discharge with functional deficits (95% CI, 1.14-6.49). In total, 30.1% of patients were discharged with severe functional deficits. Helmets demonstrate a protective effect and may be an effective public health intervention to significantly reduce the burden of traumatic brain injury in Cambodia and other developing countries with increasing rates of motorization across the world.

Role of sensory and cognitive conspicuity in the prevention of collisions between motorcycles and trucks at T-intersections.

PubMed

Law, Teik Hua; Ghanbari, Mahshid; Hamid, Hussain; Abdul-Halin, Alfian; Ng, Choy Peng

2016-11-01

Motorcyclists are particularly vulnerable to injury in crashes with heavy vehicles due to substantial differences in vehicle mass, the degree of protection and speed. There is a considerable difference in height between motorcycles and trucks; motorcycles are viewed by truck drivers from downward angles, and shorter distances between them mean steeper downward angles. Hence, we anticipated that the effects of motorcycle conspicuity treatments would be different for truck drivers. Therefore, this study aims to evaluate the effects of motorcycle conspicuity treatments on the identification and detection of motorcycles by truck drivers. Two complementary experiments were performed; the first experiment assessed the impact of motorcycle sensory conspicuity on the ability of un-alerted truck drivers to detect motorcycles, and the second experiment assessed the motorcycle cognitive conspicuity to alerted truck drivers. The sensory conspicuity was measured in terms of motorcycle detection rates by un-alerted truck drivers when they were not anticipating a motorcycle within a realistic driving scene, while the cognitive conspicuity was determined by the time taken by alerted truck drivers to actively search for a motorcycle. In the first experiment, the participants were presented with 10 pictures and were instructed to report the kinds of vehicles that were presented in the pictures. Each picture was shown to the participants for 600ms. In the second experiment, the participants were presented with the same set of pictures and were instructed to respond by clicking the right button on a mouse as soon as they detected a motorcycle in the picture. The results indicate that the motorcycle detection rate increases, and the response time to search for a motorcycle decreases, as the distance between the targeted motorcycle and the viewer decreases. This is true regardless of the type of conspicuity treatment used. The use of daytime running headlights (DRH) was found to increase the detection rate and the identification of a motorcycle by a truck driver at a farther distance, but effect deteriorates as the distance decreases. The results show that the detection rate and the identification of a motorcyclist wearing a black helmet with a reflective sticker increases as the distance between the motorcycle and the truck decreases. We also found that a motorcyclist wearing a white helmet and a white outfit is more identifiable and detectable at both shorter and longer distances. In conclusion, although this study provides evidence that the use of appropriate conspicuity treatments enhances motorcycle conspicuity to truck drivers, we suggest that more attention should be paid to the effect of background environment on motorcycle conspicuity. Copyright © 2016. Published by Elsevier Ltd.

Factors associated with the relationship between motorcycle deaths and economic growth.

PubMed

Law, Teik Hua; Noland, Robert B; Evans, Andrew W

2009-03-01

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

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

PubMed

Wick, M; Müller, E J; Ekkernkamp, A; Muhr, G

1998-05-01

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.

49 CFR 571.218 - Standard No. 218; Motorcycle helmets.

Code of Federal Regulations, 2010 CFR

2010-10-01

... that contrasts with the background, in letters at least 3/8 inch (1 cm) high, centered laterally with... only the following: (Recommended cleaning agents, paints, adhesives, etc., as appropriate). (3) “Make...

Motorcycle crash characteristics in Nigeria: implication for control.

PubMed

Oluwadiya, K S; Kolawole, I K; Adegbehingbe, O O; Olasinde, A A; Agodirin, Olaide; Uwaezuoke, S C

2009-03-01

Despite being the second most common cause of road traffic injuries (RTIs) in Nigeria, no study had examined the peculiarities of motorcycle crash site characteristics in Nigeria. We examined and interviewed 363 motorcycle RTI patients in three tertiary hospitals in southwest Nigeria. All the motorcycles are small with capacities between 80 and 125cm3. 68.9% of the patients sustained their injuries while working or going to work and 23.4% on their way to school. 176 (48.5%) of the crashes were with moving vehicles and in 83 (22.3%) cases, either the motorcycle or the other vehicle is moving against the traffic. 37.8% of all crashes occurred at junctions with no roundabout versus 5% at junctions with roundabout. Some risky practices of the patient included carrying more than 2 persons (15.02%), travelling without headlight at night (31.7%) and not wearing helmets (96.5%). This study showed that risky behavior among motorcycle riders, chaotic traffic and road design faults accounted for most of the motorcycle crashes. The implications for the prevention and control of motorcycle injuries were discussed.

Cervical spine injuries and helmet laws: a population-based study.

PubMed

Dao, Haisar; Lee, Justin; Kermani, Reza; Minshall, Christian; Eriksson, Evert A; Gross, Ronald; Doben, Andrew R

2012-03-01

To assess the incidence of cervical spine (C-spine) injuries in patients admitted after motorcycle crash in states with mandatory helmet laws (MHL) compared with states without helmet laws or selective helmet laws. The Nationwide Inpatient Sample from the Healthcare and Utilization Project for the year 2008 was analyzed. International Classification of Diseases and Health Related Problems, Ninth Edition codes were used to identify patients with a diagnosis of motorcycle crash and C-spine injuries. National estimates were generated based on weighted analysis of the data. Outcome variables investigated were as follows: length of stay (LOS), in-hospital mortality, hospital teaching status, and discharge disposition. States were then stratified into states with MHL or selective helmet laws. A total of 30,117 discharges were identified. Of these, 2,041 (6.7%) patients had a C-spine injury. Patients in MHL states had a lower incidence of C-spine injuries (5.6 vs. 6.4%; p = 0.003) and less in-hospital mortality (1.8 vs. 2.6%; p = 0.0001). Patients older than 55 years were less likely to be discharged home (57.5% vs. 72.5%; p = 0.0001), more likely to die in-hospital (3.0% vs. 2.1%; p = 0.0001), and more likely to have a hospital LOS more than 21 days (7.7% vs. 6.2%; p = 0.0001). Patients admitted to the hospital in states with MHLs have decreased rate of C-spine injuries than those patients admitted in states with more flexible helmet laws. Patients older than 55 years are more likely to die in the hospital, have a prolonged LOS, and require services after discharge. III.

The Crash Outcome Data Evaluation System (CODES)

DOT National Transportation Integrated Search

1996-01-01

The CODES Technical Report presents state-specific results from the Crash : Outcome Data Evaluation System project. These results confirm previous NHTSA : studies and show that safety belts and motorcycle helmets are effective in : reducing fatalitie...

Methodology Application: Logistic Regression the Using CODES Data

DOT National Transportation Integrated Search

1996-09-06

Congress directed the Secretary of Transportation, through the Intermodal : Surface Transportation Efficiency Act (ISTEA) of 1991, to carry out a study or : studies to determine the impact of safety belt and motorcycle helmet use. In : order to carry...

Benefits of Safety Belts and Motorcycle Helmets. Report to Congress

DOT National Transportation Integrated Search

1996-02-01

This study was undertaken in response to Section 1031(b) of the Intermodal : Surface Transportation Efficiency Act of 1991 (ISTEA), which required the : National Highway Traffic Safety Administration (NHTSA) to conduct a study to : determine the bene...

Motorcycle helmets--a state of the art review.

PubMed

Fernandes, F A O; Alves de Sousa, R J

2013-07-01

This paper tries to make an overview of the work carried out by scientific community in the area of road helmets safety. In an area that is constantly being pushed forward by market competition, self-awareness of danger and tighter standards, several research groups around the world have contributed to safety gear improvement. In this work concepts related to head impact protection and energy absorption are explained. It also makes reference to the theories related to the development of helmets, as well as to the different existing types nowadays. The materials that are typically used in impact situations and new design concepts are also approached. In addition, it is presented a literature review of current--and most commonly used--helmet test standards, along with new tests and helmet concepts to assess the effects of rotational motion. In a non-restrictive, and never up-to-date report, a state-of-art review on road helmets safety is done, with a special insight into brain injury, helmet design and standards. Copyright © 2013 Elsevier Ltd. All rights reserved.

Safety belt and motorcycle helmet use in Virginia : the Summer 2005 update.

DOT National Transportation Integrated Search

2005-01-01

The Virginia Transportation Research Council has been collecting safety belt use data in Virginia since 1974. In 1992, the National Highway Traffic Safety Administration ( NHTSA) published the final guidelines for conducting surveys of belt and helme...

Safety belt and motorcycle helmet use in Virginia : the December 2003 update.

DOT National Transportation Integrated Search

2004-01-01

The Virginia Transportation Research Council has been collecting safety belt use data in Virginia since 1974. Beginning in 1992, the data gathering methodology was changed to a statistically valid probability-based sampling plan in accordance with fe...

Identifying contributing factors to fatal and serious injury motorcycle collisions involving children in Malaysia

PubMed Central

Oxley, Jennifer; Ravi, Mano Deepa; Yuen, Jeremy; Hoareau, Effie; Hashim, Hizal Hanis

2013-01-01

In Malaysia, motorcycle crashes constitute approximately 60 percent of all road trauma, and a substantial proportion involve children 16 years and younger. There are, however, many gaps in our knowledge on contributing factors to crashes and injury patterns amongst children killed and seriously injured in motorcycle crashes. The aim of this study was to examine fatal and serious injury motorcycle-related collisions to identify contributing factors and injury patterns amongst child motorcyclists. All identified motorcyclist fatal crashes between 2007 and 2011 (inclusive) were extracted from the national Police-reported crash database (M-ROADS) and a range of variables were selected for examination. A total of 17,677 crashes were extracted where a rider or pillion was killed and of these crashes 2,038 involved children, equating to 12 percent. Examination of crashes involving children revealed that some crashes involved more than two children on the motorcycle, therefore, overall children constituted 9.5% of fatal and 18.4% of serious injury collisions. A high proportion of child fatal or serious injury collisions involved the child as the rider (62%), and this was most common for children aged between 10 and 16 years. The majority of collisions occurred on rural roads, in speed limit zones of 50–70km/h, and approximately one-third occurred at an intersection. Collisions involving another motorcycle or a passenger vehicle contributed to 41% and 53% of the total fatalities and severe injuries, respectively. A high proportion (43.9%) of the children (25.5% riders and 18.8% pillion) sustained head injuries with 37.7% being in the 10–16 age group. Furthermore, 52.4% of the children sustaining head injuries did not wear a helmet. The implications of these findings for countermeasures within a Safe System framework, particularly interventions aimed at reducing the rate of unlicensed riding and helmet wearing, and infrastructure countermeasures are discussed. PMID:24406968

Dynamic Response and Residual Helmet Liner Crush Using Cadaver Heads and Standard Headforms.

PubMed

Bonin, S J; Luck, J F; Bass, C R; Gardiner, J C; Onar-Thomas, A; Asfour, S S; Siegmund, G P

2017-03-01

Biomechanical headforms are used for helmet certification testing and reconstructing helmeted head impacts; however, their biofidelity and direct applicability to human head and helmet responses remain unclear. Dynamic responses of cadaver heads and three headforms and residual foam liner deformations were compared during motorcycle helmet impacts. Instrumented, helmeted heads/headforms were dropped onto the forehead region against an instrumented flat anvil at 75, 150, and 195 J. Helmets were CT scanned to quantify maximum liner crush depth and crush volume. General linear models were used to quantify the effect of head type and impact energy on linear acceleration, head injury criterion (HIC), force, maximum liner crush depth, and liner crush volume and regression models were used to quantify the relationship between acceleration and both maximum crush depth and crush volume. The cadaver heads generated larger peak accelerations than all three headforms, larger HICs than the International Organization for Standardization (ISO), larger forces than the Hybrid III and ISO, larger maximum crush depth than the ISO, and larger crush volumes than the DOT. These significant differences between the cadaver heads and headforms need to be accounted for when attempting to estimate an impact exposure using a helmet's residual crush depth or volume.

Fatal motorcycle crashes: a growing public health problem in Cambodia

PubMed Central

Roehler, Douglas R.; Ear, Chariya; Parker, Erin M.; Sem, Panhavuth; Ballesteros, Michael F.

2015-01-01

This study examines the risk characteristics of fatal motorcycle crashes in Cambodia over a 5-year period (2007–2011). Secondary data analyses were conducted using the Cambodia Road Crash and Victim Information System, the only comprehensive and integrated road crash surveillance system in the country. Researchers from the Centers for Disease Control and Prevention and Handicap International found that (1) males are dying in motorcycle crashes roughly seven times more frequently than females; (2) motorcyclist fatalities increased by about 30% from 2007 to 2011; (3) the motorcyclist death rates per 100,000 population increased from 7.4 to 8.7 deaths from 2007 to 2011; and (4) speed-related crashes and not wearing motorcycle helmet were commonly reported for motorcyclist fatalities at approximately 50% and over 80% through the study years, respectively. Additionally, this study highlights that Cambodia has the highest motorcycle death rate in South-East Asia, far surpassing Thailand, Malaysia, and Myanmar. By recognising the patterns of fatal motorcycle crashes in Cambodia, local road-safety champions and stakeholders can design targeted interventions and preventative measures to improve road safety among motorcyclists. PMID:24499413

Safety belt and motorcycle helmet use in Virginia : the Summer 2008 update.

DOT National Transportation Integrated Search

2008-01-01

This survey was conducted at the request of the Virginia Department of Motor Vehicles to track the effectiveness of programmatic efforts carried out to increase safety belt usage in Virginia. The official Virginia safety belt use survey is conducted ...

An examination of some safety issues among commercial motorcyclists in Nigeria: a case study.

PubMed

Arosanyin, Godwin Tunde; Olowosulu, Adekunle Taiwo; Oyeyemi, Gafar Matanmi

2013-01-01

The reduction of road crashes and injuries among motorcyclists in Nigeria requires a system inquiry into some safety issues at pre-crash, crash and post-crash stages to guide action plans. This paper examines safety issues such as age restriction, motorcycle engine capacity, highway code awareness, licence holding, helmet usage, crash involvement, rescue and payment for treatment among commercial motorcyclists. The primary data derived from a structured questionnaire administered to 334 commercial motorcyclists in Samaru, Zaria were analysed using descriptive statistics and logistic regression technique. There was total compliance with age restriction and motorcycle engine capacity. About 41.8% of the operators were not aware of the existence of the highway code. The odds of licence holding increased with highway code awareness, education with above senior secondary as the reference category and earnings. The odds of crash involvement decreased with highway code awareness, earnings and mode of operation. About 84% of the motorcyclists did not use crash helmet, in spite of being aware of the benefit, and 65.4% of motorcycle crashes was found to be with other road users. The promotion of safety among motorcyclists therefore requires strict traffic law enforcement and modification of road design to segregate traffic and protect pedestrians.

Patterns Associated with Adult Mandibular Fractures in Southern Taiwan—A Cross-Sectional Retrospective Study

PubMed Central

Lin, Ko-Chien; Peng, Shu-Hui; Kuo, Pao-Jen; Chen, Yi-Chun; Rau, Cheng-Shyuan; Hsieh, Ching-Hua

2017-01-01

Purpose: This study aimed to determine the patterns associated with adult mandibular fractures from a Level-I trauma center in southern Taiwan. Methods: The data of adult trauma patients admitted between 1 January 2009 and 31 December 2014 were retrieved from the Trauma Registry System and retrospectively reviewed. Fracture site and cause of injury were categorized into groups for comparison, and corresponding odds ratios (ORs) and 95% confidence intervals (CIs) were obtained by multivariate logistic regression. Results: Motorcycle accidents were the most common cause of mandibular fractures (76.3%), followed by falls (10.9%), motor vehicle accidents (4.8%), and being struck by/against objects (4.5%). Of the 503 cases of mandibular fractures, the condylar neck and head were the most common sites (32.0%), followed by the parasymphysis (21.7%), symphysis (19.5%), angle and ramus (17.5%), and body (9.3%). The location of mandibular fractures in patients who had motorcycle accidents was similar to that in all patients. Motor vehicle accidents resulted in a significantly higher number of body fractures (OR 3.3, 95% CI 1.24–8.76, p = 0.017) and struck injury in a significantly higher number of angle and ramus fractures (OR 3.9, 95% CI 1.48–10.26, p = 0.006) compared to motorcycle accidents. The helmet-wearing status and body weight were not associated with the location of mandibular fractures in motorcycle accidents. Conclusions: Our study revealed that the anatomic fracture sites of mandible were specifically related to different etiologies. In southern Taiwan, motorcycle accidents accounted for the major cause of mandibular fractures and were associated with the condylar neck and head as the most frequent fracture sites. In contrast, motor vehicle accidents and struck injuries tended to cause more body fracture as well as angle and ramus fracture compared to motorcycle accidents. Furthermore, the status of helmet-wearing and body weight were not associated with the location of mandible fractures caused by motorcycle accidents. PMID:28737727

Risk factors for injury accidents among moped and motorcycle riders.

PubMed

Moskal, Aurélie; Martin, Jean-Louis; Laumon, Bernard

2012-11-01

To study and quantify the effect of factors related to the riders of powered two-wheelers on the risk of injury accident involvement. Based on national data held by the police from 1996 to 2005, we conducted a case-control study with responsibility for the accident as the event of interest. We estimated the odds ratios for accident responsibility. Making the hypothesis that the non-responsible riders in the study are representative of all the riders on the road, we thus identified risk factors for being responsible for injury accidents. The studied factors are age, gender, helmet wearing, alcohol consumption, validity of the subject's driving licence and for how long it has been held, the trip purpose and the presence of a passenger on the vehicle. Moped and motorcycle riders are analyzed separately, adjusting for the main characteristics of the accident. For both moped and motorcycle riders, being male, not wearing a helmet, exceeding the legal limit for alcohol and travelling for leisure purposes increased the risk of accident involvement. The youngest and oldest users had a greater risk of accident involvement. The largest risk factor was alcohol, and we identified a dose-effect relationship between alcohol consumption and accident risk, with an estimated odds ratio of over 10 for motorcycle and moped riders with a BAC of 2 g/l or over. Among motorcycle users, riders without a licence had twice the risk of being involved in an accident than those holding a valid licence. However, the number of years the rider had held a licence reduced the risk of accident involvement. One difference between moped and motorcycle riders involved the presence of a passenger on the vehicle: while carrying a passenger increased the risk of being responsible for the accident among moped riders, it protected against this risk among motorcycle riders. This analysis of responsibility has identified the major factors contributing to excess risk of injury accidents, some of which could be targeted by prevention programmes. Copyright © 2010 Elsevier Ltd. All rights reserved.

Prevalence of transportation safety measures portrayed in primetime US television programs and commercials.

PubMed

McGwin, G; Modjarrad, K; Reiland, A; Tanner, S; Rue, L W

2006-12-01

To determine the prevalence of transportation related safety behaviors, such as seatbelt and helmet use, in primetime US television programs and commercials. Cross sectional study. Top rated television programs and associated commercials from four major US television networks were reviewed for the prevalence of transportation safety related behaviors during a one month period in 2005. Programs were categorized according to the time and network of airing, program type, program rating, and--for commercials--type of product being advertised Occupants of automobiles, motorcycles, or bicycles in 507 instances in which a transportation scene was aired. Seatbelt use was depicted in 62% and 86% of individuals in television program and commercial automobile scenes, respectively. The prevalence of motorcycle helmet use was 47% in television programs and 100% in commercials. Bicycle helmets were used in 9% of television programs and 84% of commercials. The frequency of seatbelt use in programs and commercials varied by television rating and genre but did not differ by network, time of airing, or age of character portrayed. The prevalence of safety related behaviors aired on major US networks during primetime slots is higher than previous reports but still much lower than national averages. Commercials, in contrast, portray transportation safety measures with a frequency that exceeds that of US television programs or most national surveys.

Motorcycle safety among motorcycle taxi drivers and nonoccupational motorcyclists in developing countries: A case study of Maoming, South China.

PubMed

Wu, Connor Y H; Loo, Becky P Y

2016-01-01

An increasing number of motorcycle taxis have been involved in traffic crashes in many developing countries. This study examines the characteristics of both motorcycle taxi drivers and nonoccupational motorcyclists, investigates the risks they pose to road safety, and provides recommendations to minimize their risks. Based on the data collected from a questionnaire survey of 867 motorcycle taxi drivers and 2,029 nonoccupational motorcyclists in Maoming, South China, comparisons were made to analyze differences of personal attributes, attitudes toward road safety, and self-reported behavior of the 2 groups. Results of the chi-square tests show that not only motorcycle taxi drivers but also nonoccupational motorcyclists in Maoming held poor attitudes toward road safety and both groups reported unsafe driving behavior. There is much room for improving local road safety education among all motorcyclists in Maoming. Yet, motorcycle taxi drivers were more likely to pose road safety risks than nonoccupational motorcyclists under some circumstances, such as speeding late at night or early in the morning, not requiring passengers to wear helmets, and running a red light. The results of the binary logistic regression model show that possessing a vehicle license for a motorcycle or not was the common significant predictor for unsafe driving behavior of motorcycle taxi drivers and nonoccupational motorcyclists. Therefore, enforcement against all motorcyclists not showing vehicle licenses for their motorcycles should be stepped up. Motorcycle safety is largely poor in Maoming. Therefore, efforts to improve motorcycle safety should be strengthened by targeting not only motorcycle taxi drivers but also nonoccupational motorcyclists.

Safety belt and motorcycle helmet use in Virginia : the December 2002 update.

DOT National Transportation Integrated Search

2003-01-01

Safety belt use data were first collected in Virginia in 1974. Early data (1974-77 and 1983-86) were collected from only the four metropolitan areas (Northern Virginia, Tidewater, Richmond, and Roanoke) of the state. Between 1987 and 1992, data were ...

Safety belt and motorcycle helmet use in Virginia : the 2002 update.

DOT National Transportation Integrated Search

2002-01-01

Safety belt use data were first collected in Virginia in 1974. Early data (1974-77 and 1983-86) were collected from only the four metropolitan areas (Northern Virginia, Tidewater, Richmond, and Roanoke) of the state. Between 1987 and 1992, data were ...

Investigation of the reasons for not using helmet among motorcyclists in Kerman, Iran.

PubMed

Maghsoudi, Aliasghar; Boostani, Dariush; Rafeiee, Manoochehr

2018-03-01

This study was carried out to investigate reasoning and interpretation of motorcyclists for not using helmet utilizing qualitative methodology of 'grounded theory'. The field of the study was Kerman, a cultural-historical city at the south-east of Iran. Participants were 21 young male motorcyclists. Two sampling strategies were used: maximum variation and snowball sampling. To collect data, in-depth, open-ended interviews were conducted. Data analysis yielded seven categories: fatalism; a barrier to social relationships; peer group pressure and negative labelling; messing up the appearance; disturbance in hearing and vision; barrier to normal breathing; and heaviness and superfluity of helmet. Based on the findings of the current study, it could be concluded that socio-cultural contexts, motorcyclists' worldview and partly helmet-related problems are of the main factors which affect motorcycling. Therefore, the studies, policy-makings, and intervening programmes to control injury and to promote safety among motorcyclists should be focused on socio-cultural barriers to helmet use in general and changing the motorcyclists' standpoints toward fatalism in particular. Helmet-related problems should be considered, too.

Restraint system usage in the traffic population. 1987 annual report

DOT National Transportation Integrated Search

1988-08-01

This study continued to monitor the use of occupant restraint systems and motorcycle/moped helmet usage in 19 U.S. cities during 1987. A total of 272,857 observations of automobile drivers indicated an overall driver safety belt usage rate of 42.3 pe...

Restraint system use in 19 U.S. cities 1989 annual report.

DOT National Transportation Integrated Search

1990-06-01

This study continued to monitor the use of occupant restraint systems and motorcycle/moped helmet use in 19 U.S. cities during 1989. A total of 69,232 observations of automobile drivers indicated an overall driver safety belt use rate of 46.3 percent...

Restraint system use in 19 U.S. cities. 1991 annual report

DOT National Transportation Integrated Search

1992-03-01

This study continued to monitor the use of occupant restraint systems and motorcycle/moped helmet use in 19 U.S. cities during 1991. A total of 256,907 observations of automobile drivers indicated an overall driver safety belt use rate of 51.1%. The ...

A Discussion of the Issue of Football Helmet Removal in Suspected Cervical Spine Injuries

PubMed Central

Segan, Ross D.; Cassidy, Christine; Bentkowski, Jamie

1993-01-01

In some areas, it is a commonly accepted emergency medical technician protocol to remove a helmet during the initial management of suspected cervical spine injures. After a comprehensive survey of relevant literature, four primary reasons why Emergency Medical Services professionals would desire to remove a helmet emerge. Sources suggest that the presence of a helmet might: 1) interfere with immobilization of the athlete; 2) interfere with the ability to visualize injuries; 3) cause hyperflexion of the cervical spine; and 4) prevent proper airway management during a cardiorespiratory emergency. Many available protocols are designed for the removal of closed chamber motorcycle helmets that do not have removable face masks. There are a great number of differing viewpoints regarding this issue. The varying viewpoints are results of the failure of many emergency medical technician management protocols to address the unique situation presented by a football helmet. We: 1) demonstrate that football helmet removal is potentially dangerous and unnecessary, 2) suggest that cardiorespiratory emergencies can be effectively managed without removing the helmet, and 3) provide sports medicine professional with information that may be used to establish a joint Emergency Medical Services/Sports Medicine emergency action plan. ImagesFig. 1.Fig 2.Fig 3.Fig 4.Fig 5.Fig 6. PMID:16558244

Safety belt usage among drivers. Use of child restraint devices, passenger safety belts and position of passengers in cars. Motorcycle helmet usage.

DOT National Transportation Integrated Search

1980-05-01

This report presents findings from three observation studies conducted by Opinion Research Corporation under a contract with the National Highway Traffic Safety Administration. The report is organized into three sections. Each section includes the fo...

Safety belt and motorcycle helmet use in Virginia : results of the 1994 survey : technical assistance report.

DOT National Transportation Integrated Search

1994-01-01

This series of surveys was initiated to qualify the state for Intermodal Surface Transportation Efficiency Act 153 incentive funds. To qualify for funds in each of the 3 years the program was in operation, states had to meet specific standards with r...

Optimization of the Chin Bar of a Composite-Shell Helmet to Mitigate the Upper Neck Force

NASA Astrophysics Data System (ADS)

Farajzadeh Khosroshahi, S.; Galvanetto, U.; Ghajari, M.

2017-08-01

The chin bar of motorcycle full-face helmets is the most likely region of the helmet to sustain impacts during accidents, with a large percentage of these impacts leading to basilar skull fracture. Currently, helmet chin bars are designed to mitigate the peak acceleration at the centre of gravity of isolated headforms, as required by standards, but they are not designed to mitigate the neck force, which is probably the cause of basilar skull fracture, a type of head injury that can lead to fatalities. Here we test whether it is possible to increase the protection of helmet chin bars while meeting standard requirements. Fibre-reinforced composite shells are commonly used in helmets due to their lightweight and energy absorption characteristics. We optimize the ply orientation of a chin bar made of fibre-reinforced composite layers for reduction of the neck force in a dummy model using a computational approach. We use the finite element model of a human head/neck surrogate and measure the neck axial force, which has been shown to be correlated with the risk of basilar skull fracture. The results show that by varying the orientation of the chin bar plies, thus keeping the helmet mass constant, the neck axial force can be reduced by approximately 30% while ensuring that the helmet complies with the impact attenuation requirements prescribed in helmet standards.

Pediatric craniomaxillofacial injuries after road traffic crashes: characteristics of injuries and protective equipment use.

PubMed

Yunus, Siti Salmiah Mohd; Ngeow, Wei Cheong; Ramli, Roszalina

2015-09-01

A cross-sectional study to determine the pattern of craniomaxillofacial (CMF) injuries among children involved in road traffic crashes was performed. The association of protective equipment use with the CMF injuries was evaluated. Retrospective records of children treated in the University Malaya Medical Centre, Kuala Lumpur, Malaysia, after road traffic crashes between January 1, 2008 and December 31, 2012 were reviewed, and, after that, telephone interviews were made. Seventy-one children were included in this study. Fifty-two (73.6%) were involved in a motorcycle injury and 19 (23.4%) in a car crash. Their mean age was 6.02 years; SD, 3.46 (range between 0 to 13 years old). More male children were observed (52.1%) compared with females (47.9%). Thirty-nine point four percent of the children sustained CMF injuries, 33.8% body injuries, and 23.9% had both CMF and other body parts injuries. The highest injury severity score was 26, whereas the lowest was 0. Many children did not use protective equipment during traveling, 44.2% of children among motorcycle pillion riders, and 78.9% among car passengers. The association between helmet use and CMF injuries was shown to be statistically significant (P < .001). Craniomaxillofacial injuries could be prevented with the use of motorcycle helmet and seat belt. Copyright © 2015 Elsevier Inc. All rights reserved.

Motorcycle-related injuries at a university teaching hospital in north central Nigeria

PubMed Central

Elachi, Itodo C.; Okunola, Benjamin B.; Yongu, Williams T.; Onyemaechi, Ndubuisi OC; Odatuwa-Omagbemi, Odoyoh D.; Ahachi, Chukwukadibia N.; Mue, Daniel D.

2014-01-01

Background: Motorcycle-related injuries lead to considerable morbidity and mortality. The aim of this study is to determine the pattern and outcome of motorcycle-related injuries at Benue State University Teaching Hospital, Makurdi, Nigeria. Patients and Methods: Case records of all patients who presented to the accident and emergency department with motorcycle-related injuries between July 2012 and June 2013 were analysed for age, gender, injury host status (i.e. rider, pillion or pedestrian), nature of collision (motorcycle versus other vehicles, motorcycle versus motorcycle, motorcycle versus pedestrian or lone riders), body region injured, injury severity score (ISS) at arrival, length of hospital stay (LOS) and mortality. Results: Seventy - nine patients with motorcycle-related injuries were included in the study. They consisted of 63 males (61.8%) and 16 females (15.7%). The age range was 5-65 years with a mean of 32.4 ± 14.0. Motorcycle versus vehicle collisions were the most common mechanism of injury (n = 46, 58.2%). Musculoskeletal injuries constituted the most common injuries sustained (n = 50, 47.6%) and the tibia was the most frequently fractured bone (n = 14, 35.9%). The majority of patients (57.0%) sustained mild/moderate injuries (ISS ≤ 15). There was no statistically significant difference between the sexes for sustaining mild/moderate injuries or severe/profound injuries (P > 0.05). Mortality rate was 6.3% with head injuries being involved in all cases. Conclusion: Young males were mostly injured in motorcycle-related trauma. Musculoskeletal injuries were the most common injuries sustained and head injuries were involved in all the deaths. Enforcement of motorcycle crash bars and helmet usage is recommended. PMID:25538360

Swedish Defence Research Abstracts 82/83-2 (Froe Foersvars Forsknings Referat 82/83-2).

DTIC Science & Technology

1983-08-01

alarm (78) Carbon dioxide retention inside motorcycle helmets (79) Vibration and decompression gas bubbles (80) No effects of nootropic drugs on memory... nootropic drugs on memory and psychomotor performance during reduced air pressure (in English) S. Levander and others Report I from the Roche Clinical Unit

Police accident report forms: safety device coding and enacted laws.

PubMed

Brock, K; Lapidus, G

2008-12-01

Safety device coding on state police accident report (PAR) forms was compared with provisions in state traffic safety laws. PAR forms were obtained from all 50 states and the District of Columbia (states/DC). For seat belts, 22 states/DC had a primary seat belt enforcement law vs 50 with a PAR code. For car seats, all 51 states/DC had a law and a PAR code. For booster seats, 39 states/DC had a law vs nine with a PAR code. For motorcycle helmets, 21 states/DC had an all-age rider helmet law and another 26 a partial-age law vs 50 with a PAR code. For bicycle helmets, 21 states/DC had a partial-age rider helmet law vs 48 with a PAR code. Therefore gaps in the ability of states to fully record accident data reflective of existing state traffic safety laws are revealed. Revising the PAR forms in all states to include complete variables for safety devices should be an important priority, independent of the laws.

Prevalence and determinants of non-standard motorcycle safety helmets amongst food delivery workers in Selangor and Kuala Lumpur.

PubMed

Kulanthayan, S; See, Lai Git; Kaviyarasu, Y; Nor Afiah, M Z

2012-05-01

Almost half of the global traffic crashes involve vulnerable groups such as pedestrian, cyclists and two-wheeler users. The main objective of this study was to determine the factors that influence standard of the safety helmets used amongst food delivery workers by presence of Standard and Industrial Research Institute of Malaysia (SIRIM) certification label. A cross sectional study was conducted amongst 150 food delivery workers from fast food outlets in the vicinity of Selangor and Kuala Lumpur. During observation, safety helmets were classified as standard safety helmet in the presence of SIRIM label and non-standard in the absence of the label. They were approached for questionnaire participation once consent was obtained and were requested to exchange their safety helmet voluntarily with a new one after the interview. Data analysis was carried out using SPSS. Chi square and logistic regression analysis was applied to determine the significance and odds ratio of the variables studied, respectively (penetration test, age, education level, knowledge, crash history, types of safety helmet, marital status and years of riding experience) against the presence of SIRIM label. The response rate for this study was 85.2%. The prevalence of non-standard helmets use amongst fast food delivery workers was 55.3%. Safety helmets that failed the penetration test had higher odds of being non-standard helmets compared with safety helmets passing the test. Types of safety helmet indicated half-shell safety helmets had higher odds to be non-standard safety helmets compared to full-shell safety helmets. Riders with more years of riding experience were in high odds of wearing non-standard safety helmets compared to riders with less riding experience. Non-standard (non-SIRIM approved) helmets were more likely to be half-shell helmets, were more likely to fail the standards penetration test, and were more likely to be worn by older, more experienced riders. The implications of these findings are discussed. Copyright © 2011 Elsevier Ltd. All rights reserved.

Injuries and absenteeism among motorcycle taxi drivers who are victims of traffic accidents.

PubMed

Barbosa, Kevan G N; Lucas-Neto, Alfredo; Gama, Bruno D; Lima-Neto, Jose C; Lucas, Rilva Suely C C; d'Ávila, Sérgio

2014-08-01

Facial injuries frequently occur in traffic accidents involving motorcycles. The purpose of this study was to determine the prevalence of facial injuries among motorcycle drivers who perform motorcycle taxi service. The study design was cross-sectional. A total of 210 participants who served as motorcycle taxi drivers in a city in northeastern Brazil completed a survey concerning their experience of accidents involving facial injuries and consequent hospitalization and absenteeism from work. The motorcycle drivers included in the study were randomly selected from a list provided by the city. Out of the respondents, 165 (78.6%) who were involved in traffic accidents in the last 12 months, 15 (9.1%) reported facial injuries. The types of facial injury most frequently reported involved soft tissues (n = 8; 53.3%), followed by simple fracture (n = 4; 26.7%) and dentoalveolar fracture (n = 3; 20%). We found an association between facial injuries and absenteeism, as well as an association between the presence of facial injury and the need for hospitalization for a period of 2 days or more. Respondents reported that they had accidents, but due to the use of full face motorcycle helmet the number of facial injuries was low. For most of them, absenteeism was observed for a period of one month or more. Copyright © 2014 Elsevier Ltd and Faculty of Forensic and Legal Medicine. All rights reserved.

Safety and Sex Practices among Nebraska Adolescents. Technical Report 24.

ERIC Educational Resources Information Center

Newman, Ian M.; Perry-Hunnicutt, Christina

This report describes a range of adolescent behaviors related to their safety and the safety of others. The behaviors reported here range from ordinary safety precautions such as only swimming in supervised areas and wearing helmets when riding a motorcycle to less talked about behaviors such as using condoms during sexual intercourse and carrying…

The relationship between gasoline price and patterns of motorcycle fatalities and injuries.

PubMed

Zhu, He; Wilson, Fernando A; Stimpson, Jim P

2015-06-01

Economic factors such as rising gasoline prices may contribute to the crash trends by shaping individuals' choices of transportation modalities. This study examines the relationship of gasoline prices with fatal and non-fatal motorcycle injuries. Data on fatal and non-fatal motorcycle injuries come from California's Statewide Integrated Traffic Records System for 2002-2011. Autoregressive integrated moving average (ARIMA) regressions were used to estimate the impact of inflation-adjusted gasoline price per gallon on trends of motorcycle injuries. Motorcycle fatalities and severe and minor injuries in California were highly correlated with increasing gasoline prices from 2002 to 2011 (r=0.76, 0.88 and 0.85, respectively). In 2008, the number of fatalities and injuries reached 13,457--a 34% increase since 2002, a time period in which inflation-adjusted gasoline prices increased about $0.30 per gallon every year. The majority of motorcycle riders involved in crashes were male (92.5%), middle-aged (46.2%) and non-Hispanic white (67.9%). Using ARIMA modelling, we estimated that rising gasoline prices resulted in an additional 800 fatalities and 10,290 injuries from 2002 to 2011 in California. Our findings suggest that increasing gasoline prices led to more motorcycle riders on the roads and, consequently, more injuries. Aside from mandatory helmet laws and their enforcement, other strategies may include raising risk awareness of motorcyclists and investment in public transportation as an alternative transportation modality to motorcycling. In addition, universally mandated training courses and strict licensing tests of riding skills should be emphasised to help reduce the motorcycle fatal and non-fatal injuries. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Challenges to validity in single-group interrupted time series analysis.

PubMed

Linden, Ariel

2017-04-01

Single-group interrupted time series analysis (ITSA) is a popular evaluation methodology in which a single unit of observation is studied; the outcome variable is serially ordered as a time series, and the intervention is expected to "interrupt" the level and/or trend of the time series, subsequent to its introduction. The most common threat to validity is history-the possibility that some other event caused the observed effect in the time series. Although history limits the ability to draw causal inferences from single ITSA models, it can be controlled for by using a comparable control group to serve as the counterfactual. Time series data from 2 natural experiments (effect of Florida's 2000 repeal of its motorcycle helmet law on motorcycle fatalities and California's 1988 Proposition 99 to reduce cigarette sales) are used to illustrate how history biases results of single-group ITSA results-as opposed to when that group's results are contrasted to those of a comparable control group. In the first example, an external event occurring at the same time as the helmet repeal appeared to be the cause of a rise in motorcycle deaths, but was only revealed when Florida was contrasted with comparable control states. Conversely, in the second example, a decreasing trend in cigarette sales prior to the intervention raised question about a treatment effect attributed to Proposition 99, but was reinforced when California was contrasted with comparable control states. Results of single-group ITSA should be considered preliminary, and interpreted with caution, until a more robust study design can be implemented. © 2016 John Wiley & Sons, Ltd.

High occurrence of head and spine injuries in the pediatric population following motocross accidents.

PubMed

Daniels, David J; Clarke, Michelle J; Puffer, Ross; Luo, T David; McIntosh, Amy L; Wetjen, Nicolas M

2015-03-01

Off-road motorcycling is a very popular sport practiced by countless people worldwide. Despite its popularity, not much has been published on the severity and distribution of central nervous system-related injuries associated with this activity in the pediatric population. The purpose of this study was to confirm, characterize, and document the rate of head and spine injuries associated with off-road motorcycling in this population. All patients aged 18 years or less who were treated for a motorbike injury at the authors' institution (a Level 1 regional trauma center) between 2000 and 2007 were identified through in-house surgical and trauma registries. Type, mechanism, and severity of CNS-related injuries were assessed, including: incidence of traumatic brain injury (TBI), loss of consciousness (LOC), Glasgow Coma Scale (GCS) score, head CT findings, neurological deficits, spinal fractures, cervical strain, and use of protective gear, including helmets. During the 8-year period of study, 298 accidents were evaluated in 248 patients. The patients' mean age at the time of injury was 14.2 ± 2.7 years. Head injury or TBI was identified in 60 (20.1%) of 298 cases (involving 58 of 248 patients). Fifty-seven cases were associated with LOC, and abnormalities were identified on head CT in 10 patients; these abnormalities included skull fractures and epidural, subdural, subarachnoid, and intraparenchymal hemorrhages. The GCS score was abnormal in 11 cases and ranged from 3 to 15, with an overall mean of 14.5. No patients required cranial surgery. Helmet use was confirmed in 43 (71.6%) of the cases involving TBI. Spine fractures were identified in 13 patients (4.3%) and 5 required surgical fixation for their injury. The authors found a high occurrence of head injuries following pediatric off-road motorcycle riding or motocross accidents despite the use of helmets. Additionally, this study severely underestimates the rate of mild TBIs in this patient population. Our data indicate that motocross is a high-risk sport despite the use of protective gear. Riders and parents should be counseled accordingly about the risks prior to participation.

Injury Control Part 2: Strategies for Prevention

DTIC Science & Technology

2000-01-01

the cumulative effect of sustaining repeated blows to the head may still result in long-term neurological consequences or even death. Risk...military and civilian worlds include the following: ■ a ban on assault weapons ■ the elimination of trampolines in secondary schools ■ a ban on the...Hoffman, M. Cook, and L Stallones. Relationship of helmet use and head injuries among motorcycle crash victims in El Paso County, Colorado, 1989-1990

Patterns of pre-hospital events and management of motorcycle-related injuries in a tropical setting.

PubMed

Aduayi, Olufunso Simisola; Aduayi, Victor Adovi; Komolafe, Edward Oluwole

2017-09-01

This study sought to highlight associated factors and evaluate outcomes of motorcycle-related injuries (MCRI) among adults managed in a university teaching hospital in south-western Nigeria. The study was a cross-sectional descriptive study of 150 adult patients presenting with MCRI at the adult accident and emergency unit of the hospital. Information on the use of helmet, alcohol intake, number of pillion passengers, type of collision and time of arrival at hospital was collected. Patients were followed up and questionnaires were completed after discharge, referral or death. The male to female ratio was 4:1 with patients aged 20-29 years (n = 44, 29.3%) having the highest incidence of MCRI. Only 4 (2.7%) patients used helmet at the time of injury. About one-third of the patients (n = 59, 39.3%) arrived at the hospital within 1-6 hours after injury. The limbs were the most frequently involved site of injury, hence orthopaedic procedures constituted the highest number of interventions. Mortality rate was 10.7% (16 out of 150) with head injury being the leading cause. MCRI requires more emphasis on preventive measures. This will play a crucial role in the reduction of the associated morbidity and mortality.

Persistent threats to validity in single-group interrupted time series analysis with a cross over design.

PubMed

Linden, Ariel

2017-04-01

The basic single-group interrupted time series analysis (ITSA) design has been shown to be susceptible to the most common threat to validity-history-the possibility that some other event caused the observed effect in the time series. A single-group ITSA with a crossover design (in which the intervention is introduced and withdrawn 1 or more times) should be more robust. In this paper, we describe and empirically assess the susceptibility of this design to bias from history. Time series data from 2 natural experiments (the effect of multiple repeals and reinstatements of Louisiana's motorcycle helmet law on motorcycle fatalities and the association between the implementation and withdrawal of Gorbachev's antialcohol campaign with Russia's mortality crisis) are used to illustrate that history remains a threat to ITSA validity, even in a crossover design. Both empirical examples reveal that the single-group ITSA with a crossover design may be biased because of history. In the case of motorcycle fatalities, helmet laws appeared effective in reducing mortality (while repealing the law increased mortality), but when a control group was added, it was shown that this trend was similar in both groups. In the case of Gorbachev's antialcohol campaign, only when contrasting the results against those of a control group was the withdrawal of the campaign found to be the more likely culprit in explaining the Russian mortality crisis than the collapse of the Soviet Union. Even with a robust crossover design, single-group ITSA models remain susceptible to bias from history. Therefore, a comparable control group design should be included, whenever possible. © 2016 John Wiley & Sons, Ltd.

Evaluation of motorcycle safety strategies using the severity of injuries.

PubMed

Jung, Soyoung; Xiao, Qin; Yoon, Yoonjin

2013-10-01

The growth of motorcycle fatalities in California has been especially prominent, specifically with regard to the 24 and under age group and those aged 45-54. This research quantitatively examined factors associated with motorcyclist fatalities and assessed strategies that could improve motorcyclist safety, specifically focusing on the two age groups mentioned above. Severity of injury was estimated separately for both age groups with multinomial logit models and pseudo-elasticity using motorcycle-related collision data that was collected between 2005 and 2009. The results were compared with motorcyclists aged 35-44, a group that shows a consistent trend of fatalities. This research found that lack or improper use of helmets, victim ejection, alcohol/drug effects, collisions (head-on, broadside, hit-object), and truck involvement were more likely to result in fatal injuries regardless of age group. Weekend and non-peak hour activity was found to have a strong effect in both the younger and older age groups. Two factors, movement of running off the road preceding a collision and multi-vehicle involvement, were found to be statistically significant factors in increasing older motorcyclist fatalities. Use of street lights in the dark was found to decrease the probability of severe injury for older motorcyclists. Driver type of victim, at-fault driver, local road, and speed violation were significant factors in increasing the fatalities of younger motorcyclists. Road conditions and collision location factors were not found to be statistically significant to motorcyclist fatalities. Based on the statistically significant factors identified in this research, the following safety strategies appear to be effective methods of reducing motorcyclist fatalities: public education of alcohol use, promoting helmet use, enforcing heavy vehicle and speed violations, improving roadway facilities, clearer roadway guidance and street lighting systems, and motorcyclist training. Copyright © 2013 Elsevier Ltd. All rights reserved.

The prevalence of crash risk factors in a population-based study of motorcycle riders.

PubMed

de Rome, Liz; Fitzharris, Michael; Baldock, Matthew; Fernandes, Ralston; Ma, Alice; Brown, Julie

2016-09-01

Motorcyclists represent an increasing proportion of road traffic casualties but, while factors associated with crashes are readily identifiable, little is known about the prevalence of those risk factors in the motorcycling population. A stratified random-sampling frame was used to survey the population of registered motorcycles owners in New South Wales (NSW) when they attended motor registry offices. The postal codes in the State database of registered motorcycle were used to stratify the population into quartiles based on socioeconomic characteristics and to determine sample weights. Participants (n=506) represented 47% of eligible riders approached. On average participants were aged 43, rode 7h/week and had 17 years of riding experience. Estimates based on multiple ownership rates suggest motorcycle registration numbers exceed the active riding population by approximately 15%. Less than half rode under 101km/week, 25% rode over 300km/week and just 42% rode every day. More rode frequently for leisure (70%) than for commuting (53%) and over half rarely rode in dark (52%) or wet (67%) conditions. Most wore protective clothing - helmets (100%), jackets (82%), pants (56%), boots (57%) and gloves (73%). Those with traffic infringements (32%) were mostly for driving (25%), not riding (10%) offences. In the past year, 13% had one or more motorcycle crashes including minor spills and 76% one or more near-crash experiences. The youngest riders (15-19) reported the highest rates of exposure in kilometres, hours, frequency of riding and commuting. They also reported lower crash involvement (3%) but more near-crashes (80%). This study provides an account of the prevalence of key risk factors across age groups in a population of active motorcycle riders in NSW. Novice riders were represented in all age groups although most novices were under 40 years. These data can be used to guide the development of targeted countermeasures aimed at improving motorcycling safety for riders of different age groups. Crown Copyright © 2016. Published by Elsevier Ltd. All rights reserved.

A prospective pilot cohort analysis of crash characteristics and pattern of injuries in riders and pillion passengers involved in motorcycle crashes in an urban area in Cameroon: lessons for prevention.

PubMed

Chichom-Mefire, Alain; Atashili, Julius; Tsiagadigui, Jean G; Fon-Awah, Clovis; Ngowe-Ngowe, Marcelin

2015-09-18

Low and middle-income countries carry over ninety per cent of the burden of injury related mortality and disability. Motorcycles are gradually becoming a major mode of transportation in Cameroon and other African countries in the absence of an organized public transport. Consequently, the contribution of motorcycle crash to injury-related deaths seems to be on the rise. Currently, data addressing motorcycle crash characteristics, pattern, and severity of motorcycle-related injuries in Cameroon are scarce. We hypothesised that head and limb injuries are the most frequent cause of morbidity and mortality and equally affect riders and pillion passengers. This hospital-based prospective pilot cohort analysis involving 405 motorcycle crashes and 621 injury victims was conducted in Laquintinie Hospital, a large centre located in an urban area in Cameroon. All motorcycle riders and passengers received in the emergency department over a 4 months period with an injury following a traffic related crash were included. Crash characteristics and type, anatomical location and severity of injuries were recorded and analysed comparing the pattern of injuries between riders and pillion passengers involved in motorcyclecrashes. This pilot analysis is expected to propose a snapshot of motorcycle injuries in Douala and will be followed by a larger analysis over a longer period. We recorded a majority of motorcycle versus car and motorcycle versus motorcycle collisions. Most of these crashes occurred over the week-end and in the night. Helmet use was almost inexistent. We observed that females aged above 40 years represented the majority of pillion passengers. This accounted for the sex-ratio of 1.1/1. A total of 1311 injuries were identified in our patients, giving a mean of 2.1 injuries per victim. The head and the limbs were the most affected anatomical areas. Riders carried a higher risk of sustaining an injury to head and neck than pillion passengers. Riders and pillion passengers carried equal risk of injury to the lower limbs. Emergency room mortality was 4.3 % and riders were more likely to die than pillion passengers. This study has identified females aged above 40 years as a special vulnerable group in Douala. It also carries strong messages useful for the implementation of preventive measures and management of patients injured in motorcycle-related crash in general.

The effect of motorcycle helmet type, components and fixation status on facial injury in Klang Valley, Malaysia: a case control study

PubMed Central

2014-01-01

Background The effectiveness of helmets in reducing the risk of severe head injury in motorcyclists who were involved in a crash is well established. There is limited evidence however, regarding the extent to which helmets protect riders from facial injuries. The objective of this study was to determine the effect of helmet type, components and fixation status on the risk of facial injuries among Malaysian motorcyclists. Method 755 injured motorcyclists were recruited over a 12-month period in 2010–2011 in southern Klang Valley, Malaysia in this case control study. Of the 755 injured motorcyclists, 391participants (51.8%) sustained facial injuries (cases) while 364 (48.2%) participants were without facial injury (control). The outcomes of interest were facial injury and location of facial injury (i.e. upper, middle and lower face injuries). A binary logistic regression was conducted to examine the association between helmet characteristics and the outcomes, taking into account potential confounders such as age, riding position, alcohol and illicit substance use, type of colliding vehicle and type of collision. Helmet fixation was defined as the position of the helmet during the crash whether it was still secured on the head or had been dislodged. Results Helmet fixation was shown to have a greater effect on facial injury outcome than helmet type. Increased odds of adverse outcome was observed for the non-fixed helmet compared to the fixed helmet with adjusted odds ratio (AOR) = 2.10 (95% CI 1.41- 3.13) for facial injury; AOR = 6.64 (95% CI 3.71-11.91) for upper face injury; AOR = 5.36 (95% CI 3.05-9.44) for middle face injury; and AOR = 2.00 (95% CI 1.22-3.26) for lower face injury. Motorcyclists with visor damage were shown with AOR = 5.48 (95% CI 1.46-20.57) to have facial injuries compared to those with an undamaged visor. Conclusions A helmet of any type that is properly worn and remains fixed on the head throughout a crash will provide some form of protection against facial injury. Visor damage is a significant contributing factor for facial injury. These findings are discussed with reference to implications for policy and initiatives addressing helmet use and wearing behaviors. PMID:25086638

The Current Practices in Injury Prevention and Safety Helmet Use in an Air Force Medical Center

DTIC Science & Technology

2000-05-01

skateboarding . Findings from the DoD survey (1995) suggest that additional effort is necessary to meet Healthy People 2000 objectives in the area of...rollerblading or skateboarding . Primary care provider A family or individual goes to a primary care provider initially for medical care and the management...related head injury was considered a head injury that occurred while the subject was riding either a bicycle, motorcycle, rollerblading or skateboarding

Crash sequence based risk matrix for motorcycle crashes.

PubMed

Wu, Kun-Feng; Sasidharan, Lekshmi; Thor, Craig P; Chen, Sheng-Yin

2018-04-05

Considerable research has been conducted related to motorcycle and other powered-two-wheeler (PTW) crashes; however, it always has been controversial among practitioners concerning with types of crashes should be first targeted and how to prioritize resources for the implementation of mitigating actions. Therefore, there is a need to identify types of motorcycle crashes that constitute the greatest safety risk to riders - most frequent and most severe crashes. This pilot study seeks exhibit the efficacy of a new approach for prioritizing PTW crash causation sequences as they relate to injury severity to better inform the application of mitigating countermeasures. To accomplish this, the present study constructed a crash sequence-based risk matrix to identify most frequent and most severe motorcycle crashes in an attempt to better connect causes and countermeasures of PTW crashes. Although the frequency of each crash sequence can be computed from crash data, a crash severity model is needed to compare the levels of crash severity among different crash sequences, while controlling for other factors that also have effects on crash severity such drivers' age, use of helmet, etc. The construction of risk matrix based on crash sequences involve two tasks: formulation of crash sequence and the estimation of a mixed-effects (ME) model to adjust the levels of severities for each crash sequence to account for other crash contributing factors that would have an effect on the maximum level of crash severity in a crash. Three data elements from the National Automotive Sampling System - General Estimating System (NASS-GES) data were utilized to form a crash sequence: critical event, crash types, and sequence of events. A mixed-effects model was constructed to model the severity levels for each crash sequence while accounting for the effects of those crash contributing factors on crash severity. A total of 8039 crashes involving 8208 motorcycles occurred during 2011 and 2013 were included in this study, weighted to represent 338,655 motorcyclists involved in traffic crashes in three years (2011-2013)(NHTSA, 2013). The top five most frequent and severe types of crash sequences were identified, accounting for 23 percent of all the motorcycle crashes included in the study, and they are (1) run-off-road crashes on the right, and hitting roadside objects, (2) cross-median crashes, and rollover, (3) left-turn oncoming crashes, and head-on, (4) crossing over (passing through) or turning into opposite direction at intersections, and (5) side-impacted. In addition to crash sequences, several other factors were also identified to have effects on crash severity: use of helmet, presence of horizontal curves, alcohol consumption, road surface condition, roadway functional class, and nighttime condition. Copyright © 2018 Elsevier Ltd. All rights reserved.

The full moon and motorcycle related mortality: population based double control study

PubMed Central

Shafir, Eldar

2017-01-01

Abstract Objective To test whether a full moon contributes to motorcycle related deaths. Design Population based, individual level, double control, cross sectional analysis. Setting Nighttime (4 pm to 8 am), United States. Participants 13 029 motorcycle fatalities throughout the United States, 1975 to 2014 (40 years). Main outcome measure Motorcycle fatalities during a full moon. Results 13 029 motorcyclists were in fatal crashes during 1482 relevant nights. The typical motorcyclist was a middle aged man (mean age 32 years) riding a street motorcycle with a large engine in a rural location who experienced a head-on frontal impact and was not wearing a helmet. 4494 fatal crashes occurred on the 494 nights with a full moon (9.10/night) and 8535 on the 988 control nights without a full moon (8.64/night). Comparisons yielded a relative risk of 1.05 associated with the full moon (95% confidence interval 1.02 to 1.09, P=0.005), a conditional odds ratio of 1.26 (95% confidence interval 1.17 to 1.37, P<0.001), and an absolute increase of 226 additional deaths over the study interval. The increase extended to diverse types of motorcyclists, vehicles, and crashes; was accentuated during a supermoon; and replicated in analyses from the United Kingdom, Canada, and Australia. Conclusion The full moon is associated with an increased risk of fatal motorcycle crashes, although potential confounders cannot be excluded. An awareness of the risk might encourage motorcyclists to ride with extra care during a full moon and, more generally, to appreciate the power of seemingly minor distractions at all times. PMID:29229755

The full moon and motorcycle related mortality: population based double control study.

PubMed

Redelmeier, Donald A; Shafir, Eldar

2017-12-11

To test whether a full moon contributes to motorcycle related deaths. Population based, individual level, double control, cross sectional analysis. Nighttime (4 pm to 8 am), United States. 13 029 motorcycle fatalities throughout the United States, 1975 to 2014 (40 years). Motorcycle fatalities during a full moon. 13 029 motorcyclists were in fatal crashes during 1482 relevant nights. The typical motorcyclist was a middle aged man (mean age 32 years) riding a street motorcycle with a large engine in a rural location who experienced a head-on frontal impact and was not wearing a helmet. 4494 fatal crashes occurred on the 494 nights with a full moon (9.10/night) and 8535 on the 988 control nights without a full moon (8.64/night). Comparisons yielded a relative risk of 1.05 associated with the full moon (95% confidence interval 1.02 to 1.09, P=0.005), a conditional odds ratio of 1.26 (95% confidence interval 1.17 to 1.37, P<0.001), and an absolute increase of 226 additional deaths over the study interval. The increase extended to diverse types of motorcyclists, vehicles, and crashes; was accentuated during a supermoon; and replicated in analyses from the United Kingdom, Canada, and Australia. The full moon is associated with an increased risk of fatal motorcycle crashes, although potential confounders cannot be excluded. An awareness of the risk might encourage motorcyclists to ride with extra care during a full moon and, more generally, to appreciate the power of seemingly minor distractions at all times. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Motorcycle protective clothing: protection from injury or just the weather?

PubMed

de Rome, Liz; Ivers, Rebecca; Fitzharris, Michael; Du, Wei; Haworth, Narelle; Heritier, Stephane; Richardson, Drew

2011-11-01

Apart from helmets, little is known about the effectiveness of motorcycle protective clothing in reducing injuries in crashes. The study aimed to quantify the association between usage of motorcycle clothing and injury in crashes. Cross-sectional analytic study. Crashed motorcyclists (n=212, 71% of identified eligible cases) were recruited through hospitals and motorcycle repair services. Data was obtained through structured face-to-face interviews. The main outcome was hospitalization and motorcycle crash-related injury. Poisson regression was used to estimate relative risk (RR) and 95% confidence intervals for injury adjusting for potential confounders. Motorcyclists were significantly less likely to be admitted to hospital if they crashed wearing motorcycle jackets (RR=0.79, 95% CI: 0.69-0.91), pants (RR=0.49, 95% CI: 0.25-0.94), or gloves (RR=0.41, 95% CI: 0.26-0.66). When garments included fitted body armour there was a significantly reduced risk of injury to the upper body (RR=0.77, 95% CI: 0.66-0.89), hands and wrists (RR=0.55, 95% CI: 0.38-0.81), legs (RR=0.60, 95% CI: 0.40-0.90), feet and ankles (RR=0.54, 95% CI: 0.35-0.83). Non-motorcycle boots were also associated with a reduced risk of injury compared to shoes or joggers (RR=0.46, 95% CI: 0.28-0.75). No association between use of body armour and risk of fracture injuries was detected. A substantial proportion of motorcycle designed gloves (25.7%), jackets (29.7%) and pants (28.1%) were assessed to have failed due to material damage in the crash. Motorcycle protective clothing is associated with reduced risk and severity of crash related injury and hospitalization, particularly when fitted with body armour. The proportion of clothing items that failed under crash conditions indicates a need for improved quality control. While mandating usage of protective clothing is not recommended, consideration could be given to providing incentives for usage of protective clothing, such as tax exemptions for safety gear, health insurance premium reductions and rebates. Copyright © 2011 Elsevier Ltd. All rights reserved.

[Adolescents, risk situations and road safety].

PubMed

Meneses Falcón, Carmen; Gil García, Eugenia; Romo Avilés, Nuria

2010-09-01

Describe the risk behaviour relationships with road safety in adolescents. Cross-sectional descriptive study. Madrid and Andalusia Regions, representative samples. The sample included 3,612 in secondary school pupils from Madrid (n=1708) and Andalusia (n=1904). The survey was carried out during May and June 2007. The data collected included sociodemographic areas (age, sex, grade, father's profession, birth place, etc.) and risk situation and behaviour (risk behaviour as driver or passenger). 16.2% of the adolescents have been involved in a dangerous situation with motorcycles during the last year. 16.7% never use a helmet when riding a motorcycle and 62% do not wear one when riding a bicycle on the road; 17.4% frequently ride a motorcycle over the speed limit and 24.5% when driving a car. There are significant differences regarding sex, grade and region (Madrid or Andalusia). There are four factors which explain 62% of the variance: drug factor, speed factor, security factor and passenger factor. Two of these have twice the probability of having a dangerous situation when riding a motorcycle: drug factor (OR=1.96; 95% CI, 1.77-2.18) and the speed factor ((OR=2.13; 95% CI, 1.92-2.36). Adolescents in higher grades and living in Andalusia were less road safety conscious. This pattern should be taken into account when designing preventive actions in Road Safety Education. 2009 Elsevier España, S.L. All rights reserved.

A comparative injury severity analysis of motorcycle at-fault crashes on rural and urban roadways in Alabama.

PubMed

Islam, Samantha; Brown, Joshua

2017-11-01

The research described in this paper explored the factors contributing to the injury severity resulting from the motorcycle at-fault accidents in rural and urban areas in Alabama. Given the occurrence of a motorcycle at-fault crash, random parameter logit models of injury severity (with possible outcomes of fatal, major, minor, and possible or no injury) were estimated. The estimated models identified a variety of statistically significant factors influencing the injury severities resulting from motorcycle at-fault crashes. According to these models, some variables were found to be significant only in one model (rural or urban) but not in the other one. For example, variables such as clear weather, young motorcyclists, and roadway without light were found significant only in the rural model. On the other hand, variables such as older female motorcyclists, horizontal curve and at intersection were found significant only in the urban model. In addition, some variables (such as, motorcyclists under influence of alcohol, non-usage of helmet, high speed roadways, etc.) were found significant in both models. Also, estimation findings showed that two parameters (clear weather and roadway without light) in the rural model and one parameter (on weekend) in the urban model could be modeled as random parameters indicating their varying influences on the injury severity due to unobserved effects. Based on the results obtained, this paper discusses the effects of different variables on injury severities resulting from rural and urban motorcycle at-fault crashes and their possible explanations. Copyright © 2017 Elsevier Ltd. All rights reserved.

Patterns in deer-related traffic injuries over a decade: the Mayo clinic experience

PubMed Central

2010-01-01

Background Our American College of Surgeons Level 1 Trauma Center serves a rural population. As a result, there is a unique set of accidents that are not present in an urban environment such as deer related motor vehicle crashes (dMVC). We characterized injury patterns between motorcycle/all-terrain vehicles (MCC) and automobile (MVC) crashes related to dMVC (deer motor vehicle crash) with the hypotheses that MCC will present with higher Injury Severity Score (ISS) and that it would be related to whether the driver struck the deer or swerved. Methods The records of 157 consecutive patients evaluated at our institution for injury related to dMVC from January 1st, 1997 to December 31st, 2006 were reviewed from our prospectively collected trauma database. Demographic, clinical, and crash specific parameters were abstracted. Injury severity was analyzed by the Abbreviated Injury Scale score for each body region as well as the overall Injury Severity Score (ISS). Results Motorcycle crashes presented with a higher median ISS than MVCs (14 vs 5, p < 0.001). Median Abbreviated Injury Score (AIS) of the spine for MCC riders was higher (3 vs 0, p < 0.001) if they swerved rather than collided. Seventy-seven percent of riders were not wearing a helmet which did not result in a statistically significant increase in median ISS (16 vs 10), head AIS (2 vs 0) or spine AIS (0 vs 0). Within the MVC group, there was no difference between swerving and hitting the deer in any AIS group. Forty-seven percent of drivers were not wearing seat belts which resulted in similar median ISS (6 vs 5) and AIS of all body regions. Conclusions Motorcycle operators suffered higher ISS. There were no significant differences in median ISS if a driver involved in a deer-related motor vehicle crash swerved rather than collided, was helmeted, or restrained. PMID:20716341

Patterns in deer-related traffic injuries over a decade: the Mayo Clinic experience.

PubMed

Smoot, Dustin L; Zielinski, Martin D; Cullinane, Daniel C; Jenkins, Donald H; Schiller, Henry J; Sawyer, Mark D

2010-08-17

Our American College of Surgeons Level 1 Trauma Center serves a rural population. As a result, there is a unique set of accidents that are not present in an urban environment such as deer related motor vehicle crashes (dMVC). We characterized injury patterns between motorcycle/all-terrain vehicles (MCC) and automobile (MVC) crashes related to dMVC (deer motor vehicle crash) with the hypotheses that MCC will present with higher Injury Severity Score (ISS) and that it would be related to whether the driver struck the deer or swerved. The records of 157 consecutive patients evaluated at our institution for injury related to dMVC from January 1st, 1997 to December 31st, 2006 were reviewed from our prospectively collected trauma database. Demographic, clinical, and crash specific parameters were abstracted. Injury severity was analyzed by the Abbreviated Injury Scale score for each body region as well as the overall Injury Severity Score (ISS). Motorcycle crashes presented with a higher median ISS than MVCs (14 vs 5, p < 0.001). Median Abbreviated Injury Score (AIS) of the spine for MCC riders was higher (3 vs 0, p < 0.001) if they swerved rather than collided. Seventy-seven percent of riders were not wearing a helmet which did not result in a statistically significant increase in median ISS (16 vs 10), head AIS (2 vs 0) or spine AIS (0 vs 0).Within the MVC group, there was no difference between swerving and hitting the deer in any AIS group. Forty-seven percent of drivers were not wearing seat belts which resulted in similar median ISS (6 vs 5) and AIS of all body regions. Motorcycle operators suffered higher ISS. There were no significant differences in median ISS if a driver involved in a deer-related motor vehicle crash swerved rather than collided, was helmeted, or restrained.

On-road and wind-tunnel measurement of motorcycle helmet noise.

PubMed

Kennedy, J; Carley, M; Walker, I; Holt, N

2013-09-01

The noise source mechanisms involved in motorcycling include various aerodynamic sources and engine noise. The problem of noise source identification requires extensive data acquisition of a type and level that have not previously been applied. Data acquisition on track and on road are problematic due to rider safety constraints and the portability of appropriate instrumentation. One way to address this problem is the use of data from wind tunnel tests. The validity of these measurements for noise source identification must first be demonstrated. In order to achieve this extensive wind tunnel tests have been conducted and compared with the results from on-track measurements. Sound pressure levels as a function of speed were compared between on track and wind tunnel tests and were found to be comparable. Spectral conditioning techniques were applied to separate engine and wind tunnel noise from aerodynamic noise and showed that the aerodynamic components were equivalent in both cases. The spectral conditioning of on-track data showed that the contribution of engine noise to the overall noise is a function of speed and is more significant than had previously been thought. These procedures form a basis for accurate experimental measurements of motorcycle noise.

Novice riders and the predictors of riding without motorcycle protective clothing.

PubMed

de Rome, Liz; Ivers, Rebecca; Haworth, Narelle; Heritier, Stephane; Du, Wei; Fitzharris, Michael

2011-05-01

While helmet usage is often mandated, few motorcycle and scooter riders make full use of protection for the rest of the body. Little is known about the factors associated with riders' usage or non-usage of protective clothing. Novice riders were surveyed prior to their provisional licence test in NSW, Australia. Questions related to usage and beliefs about protective clothing, riding experience and exposure, risk taking and demographic details. Multivariable Poisson regression models were used to identify factors associated with two measures of usage, comparing those who sometimes vs rarely/never rode unprotected and who usually wore non-motorcycle pants vs motorcycle pants. Ninety-four percent of eligible riders participated and usable data was obtained from 66% (n=776). Factors significantly associated with riding unprotected were: youth (17-25 years) (RR = 2.00, 95% CI: 1.50-2.65), not seeking protective clothing information (RR = 1.29, 95% CI = 1.07-1.56), non-usage in hot weather (RR = 3.01, 95% CI: 2.38-3.82), awareness of social pressure to wear more protection (RR = 1.48, 95% CI: 1.12-1.95), scepticism about protective benefits (RR = 2.00, 95% CI: 1.22-3.28) and riding a scooter vs any type of motorcycle. A similar cluster of factors including youth (RR = 1.17, 95% CI: 1.04-1.32), social pressure (RR = 1.32, 95% CI: 1.16-1.50), hot weather (RR = 1.30, 95% CI: 1.19-1.41) and scooter vs motorcycles were also associated with wearing non-motorcycle pants. There was no evidence of an association between use of protective clothing and other indicators of risk taking behaviour. Factors strongly associated with non-use of protective clothing include not having sought information about protective clothing and not believing in its injury reduction value. Interventions to increase use may therefore need to focus on development of credible information sources about crash risk and the benefits of protective clothing. Further work is required to develop motorcycle protective clothing suitable for hot climates. Copyright © 2010 Elsevier Ltd. All rights reserved.

Safe system approach to reducing serious injury risk in motorcyclist collisions with fixed hazards.

PubMed

Bambach, M R; Mitchell, R J

2015-01-01

Collisions with fixed objects in the roadway environment account for a substantial proportion of motorcyclist fatalities. Many studies have identified individual roadway environment and/or motorcyclist characteristics that are associated with the severity of the injury outcome, including the presence of roadside barriers, helmet use, alcohol use and speeding. However, no studies have reported the cumulative benefit of such characteristics on motorcycling safety. The safe system approach recognises that the system must work as a whole to reduce the net injury risk to road users to an acceptable level, including the four system cornerstone areas of roadways, speeds, vehicles and people. The aim of the present paper is to consider these cornerstone areas concomitantly, and quantitatively assess the serious injury risk of motorcyclists in fixed object collisions using this holistic approach. A total of 1006 Australian and 15,727 (weighted) United States motorcyclist-fixed object collisions were collected retrospectively, and the serious injury risks associated with roadside barriers, helmet use, alcohol use and speeding were assessed both individually and concomitantly. The results indicate that if safety efforts are made in each of the safe system cornerstone areas, the combined effect is to substantially reduce the serious injury risk of fixed hazards to motorcyclists. The holistic approach is shown to reduce the serious injury risk considerably more than each of the safety efforts considered individually. These results promote the use of a safe system approach to motorcycling safety. Copyright © 2014 Elsevier Ltd. All rights reserved.

Seatbelt and helmet depiction on the big screen blockbuster injury prevention messages?

PubMed

Cowan, John A; Dubosh, Nicole; Hadley, Craig

2009-03-01

Injuries from vehicle crashes are a major cause of death among American youth. Many of these injuries are worsened because of noncompliant safety practices. Messages delivered by mass media are omnipresent in young peoples' lives and influence their behavior patterns. In this investigation, we analyzed seat belt and helmet messages from a sample of top-grossing motion pictures with emphasis on scene context and character demographics. Content analysis of 50 top-grossing motion pictures for years 2000 to 2004, with coding for seat belt and helmet usage by trained media coders. In 48 of 50 movies (53% PG-13; 33% R; 10% PG; 4% G) with vehicle scenes, 518 scenes (82% car/truck; 7% taxi/limo; 7% motorcycle; 4% bicycle/skateboard) were coded. Overall, seat belt and helmet usage rates were 15.4% and 33.3%, respectively, with verbal indications for seat belt or helmet use found in 1.0% of scenes. Safety compliance rates varied by character race (18.3% white; 6.5% black; p = 0.036). No differences in compliance rates were noted for high-speed or unsafe vehicle operation. The injury rate for noncompliant characters involved in crashes was 10.7%. A regression model demonstrated black character race and escape scenes most predictive of noncompliant safety behavior. Safety compliance messages and images are starkly absent in top-grossing motion pictures resulting in, at worst, a deleterious effect on vulnerable populations and public health initiatives, and, at minimum, a lost opportunity to prevent injury and death. Healthcare providers should call on the motion picture industry to improve safety compliance messages and images in their products delivered for mass consumption.

The association between high-risk behavior and central nervous system injuries: analysis of traffic-related fatalities in a large coroner's series.

PubMed

Pakula, Andrea; Shaker, Adel; Martin, Maureen; Skinner, Ruby

2013-10-01

High-risk behaviors leading to traffic fatalities are often a result of severe traumatic brain and spine injuries. The objective of the study was to analyze patterns of behavior in drivers and motorcyclists that are associated with central nervous system (CNS)-related prehospital deaths that may serve as a basis for future prevention initiatives. Our study group comprised 514 fatalities with severe CNS injuries documented at autopsy. The majority (n = 491) was the result of motor vehicle collisions (MVCs). In this group, male drivers predominated and the majority, 80 per cent, wore seatbelts. Toxicology analysis revealed 53 per cent of drivers with a mean concentration of ethanol above the legal limit. Texting while driving comprised 45 per cent of the study group. Less than 5 per cent of the fatalities were the result of road or weather conditions. In the motorcycle group (n = 23), 100 per cent of the victims were unhelmeted. We report a large autopsy series of CNS-related deaths with analysis of behavioral factors associated with the fatalities. Substance abuse and distracted driving are dominant patterns of high-risk behavior in MVCs and not wearing a motorcycle helmet is deadly for victims of motorcycle crashes.

The costs of traumatic brain injury due to motorcycle accidents in Hanoi, Vietnam

PubMed Central

Hoang, Hanh TM; Pham, Tran L; Vo, Thuy TN; Nguyen, Phuong K; Doran, Christopher M; Hill, Peter S

2008-01-01

Background Road traffic accidents are the leading cause of fatal and non-fatal injuries in Vietnam. The purpose of this study is to estimate the costs, in the first year post-injury, of non-fatal traumatic brain injury (TBI) in motorcycle users not wearing helmets in Hanoi, Vietnam. The costs are calculated from the perspective of the injured patients and their families, and include quantification of direct, indirect and intangible costs, using years lost due to disability as a proxy. Methods The study was a retrospective cross-sectional study. Data on treatment and rehabilitation costs, employment and support were obtained from patients and their families using a structured questionnaire and The European Quality of Life instrument (EQ6D). Results Thirty-five patients and their families were interviewed. On average, patients with severe, moderate and minor TBI incurred direct costs at USD 2,365, USD 1,390 and USD 849, with time lost for normal activities averaging 54 weeks, 26 weeks and 17 weeks and years lived with disability (YLD) of 0.46, 0.25 and 0.15 year, respectively. Conclusion All three component costs of TBI were high; the direct cost accounted for the largest proportion, with costs rising with the severity of TBI. The results suggest that the burden of TBI can be catastrophic for families because of high direct costs, significant time off work for patients and caregivers, and impact on health-related quality of life. Further research is warranted to explore the actual social and economic benefits of mandatory helmet use. PMID:18718026

Transportation behaviors in Shiraz, Iran.

PubMed

Vakili, Veda; Danaei, Mina; Askarian, Mehrdad; Palenik, Charles John; Abdollahifard, Gholamreza

2012-01-01

Motor vehicle accidents can occur as a result of improper driver behavior. There needs to be a comprehensive collection of information concerning driver behavior and its predisposing factors. Study participants (500 males and 500 females ≥18 years old) living in Shiraz, Iran, were selected using a multistage sampling methodology. Data came from questionnaires completed using a face-to-face interview process. Independent variables such as age, gender, marital status, occupation, educational level, socioeconomic status (SES), and history of smoking and stress levels were compared to the dependent variables using a private automobile, public transportation, or motorcycle, wearing a seat belts, wearing safety helmets, and obeying the speed limit. Statistical significance was set at a P value of .05 or less. In general, female, better educated persons, and those with higher SES reported better driving behaviors. Better drivers also did not use tobacco or hookah. Compliance with driving safety factors was disappointing 49.8 percent always wore a seat belt, 22.4 percent always wore a safety helmet (29.4% never wore a helmet), and 49.4 percent always observed the speed limit. There is a need to improve driver safety compliance in Shiraz, Iran. One factor that can be addressed concerns regulation of male drivers, especially among lower SES groups.

Driver-related risk factors in commercial motorcycle (okada) crashes in Benin City, Nigeria.

PubMed

Iribhogbe, Pius Ehiawaguan; Odai, Emeka Danielson

2009-01-01

There has been global concern regarding road traffic injuries. Motorcyclists constitute a high proportion of fatalities in road traffic crashes. Commercial motorcyclists (Okadas) constitute a unique group in this regard. The purpose of this study was to evaluate driver-related risk factors in Okada accidents in Benin City, Nigeria. This was a prospective study. Interviewers administered questionnaires which were used to assess Okada drivers during a two-month period (November-December 2006). A total of 996 Okada drivers were interviewed, 995 males and one female. Their ages ranged from 16-80 years with a mean age of 36.4 +/-2.4 years. In the majority of cases, the maximum educational level achieved was primary or secondary. The majority of Okada drivers (82.8%) took to the Okada business as a last resort. Driver's licenses for Okada operation were possessed by 73.5% of drivers, but only 27.2% had taken a road test before being given a license. No form of training on the use of Okadas was received by 45% of drivers before they commenced operations. Crash helmets were owned by 56.4%, but they did not use them on a regular basis. Inconvenience was the reason provided for poor compliance by 52.7% of drivers. Regular intake of alcohol was present in 39.8% of drivers. Okada drivers are mainly young males with a low level of education who are ill-prepared and ill-equipped for the road. This is a recipe for traffic crash-related injuries and fatal motorcycle crashes. There is an urgent need for job creation, better licensing procedures, road safety education, national legislation, and enforcement of crash helmet laws as well as alcohol breath tests for Okada drivers in Nigeria.

A comparison of contributing factors between alcohol related single vehicle motorcycle and car crashes.

PubMed

Maistros, Alexander; Schneider, William H; Savolainen, Peter T

2014-06-01

Alcohol related crashes have accounted for approximately 35% of fatal crashes per year since 1994 nationwide, with approximately 30% involving impairment over the legal blood alcohol content limit of 0.08%. Educational campaigns and law enforcement efforts are two components of multi-faceted programs aimed toward reducing impaired driving. It is crucial that further research be conducted to guide the implementation of enforcement and educational programs. This research attempts to provide such guidance by examining differences in alcohol-involved crashes involving motorcycles and passenger cars. Prior safety research has shown that motorcyclists follow a significantly different culture than the average passenger car operator. These cultural differences may be reflected by differences in the contributing factors affecting crashes and the severity of the resulting injuries sustained by the driver or motorcyclist. This research is focused on single-vehicle crashes only, in order to isolate modal effects from the contribution of additional vehicles. The crash data provided for this study are from the Ohio Department of Public Safety from 2009 through 2012. The injury severity data are analysed through the development of two mixed logit models, one for motorcyclists and one for passenger car drivers. The models quantify the effects of various factors, including horizontal curves, speeds, seatbelt use, and helmet use, which indicate that the required motor skills and balance needed for proper motorcycle operation compounded with a lack of mechanical protection make motorcyclists more prone to severe injuries, particularly on curves and in collisions with roadside objects. The findings of this study have been incorporated into combined motorcycle and sober driving educational safety campaigns. The results have shown to be favorable in supporting national campaign messages with local justification and backing. Copyright © 2014 Elsevier Ltd. All rights reserved.

Comparison of self-reported and observed prevalence of safety belt and helmet use in Florence.

PubMed

Lorini, C; Pieralli, F; Mersi, A; Cecconi, R; Garofalo, G; Santini, M G; Bonaccorsi, G

2014-01-01

Safety belt and helmet use was estimated from PASSI data and measured through Ulisse observations. Between 2008 and 2012 a total of 2,081 cars and motorcycle users were interviewed in the LHU of Florence and a total of 59,787 drivers (11,870 front passengers, 1,129 rear passengers and 16,816 motorcyclists) were observed. The comparison between self-reported and observed prevalences was performed by calculating the over-reporting factor (ORF), defined as the ratio of the self-reported to the observed prevalence of seat belt or helmet use. The time trend of the prevalence (both from self-reported and observed data) and of the ORF was assessed by using linear regression and Poisson's regression, respectively. The correlation between self-reported and observed prevalence is high, with a Pearson's correlation coefficient of 0.95 (p <0.05). Regarding front seat belt use rates, the difference between self-reported and observed data increases over time and the ORF range varies from 1.12 to 1.32. Rear seat belt data show a great variability, and the ORF varies from 0.67 to 1.37. In 2011 and 2012, the observed prevalence was higher than the self-reported one (ORF <1). Helmet use rates are very high, close to 100% with both methods; ORF has very small oscillations and ranges from 0.98 to 1, showing a good correlation between self-reported and observational data. There are no significant temporal variations both for the prevalences of use and for the ORF. The reasonable accuracy of self-reported data makes this method fit in the routinary assessment of safety belts and helmet usage, in order to limit the observations of the Ulisse system at predetermined time intervals. However, self-reported estimates need to be adjusted using an appropriate over-reporting factor.

Cost Estimation of Road Traffic Injuries Among Iranian Motorcyclists Using the Willingness to Pay Method.

PubMed

Ainy, Elaheh; Soori, Hamid; Ganjali, Mojtaba; Basirat, Behzad; Haddadi, Mashyaneh

2016-06-01

Motorcycle riders are amongst some of the most vulnerable road users. The burden of motorcycles injuries from low and middle income countries is under-reported. In this study, the cost of traffic injuries among motorcyclists was calculated using the willingness to pay (WTP) method in Iran in 2013. In a cross-sectional study, 143 motorcyclists were randomly selected. The research questionnaire was prepared based on the standard WTP method [stated preference (SP), contingent value (CV) and revealed preference (RP) models] taking into consideration perceived risks, especially those in Iran. Data were collected by a scenario for motorcyclists. The criteria for inclusion in the study consisted of having at least a high school education and being in the age range of 18 - 65 years. The final analysis of the WTP data was performed using the Weibull model. The mean WTP was 888,110 IRR (Iranian Rial) among motorcyclists. The statistical value of life was estimated according to 4694 death cases as 3,146,225,350,943 IRR, which was equivalent to USD 104,874,178 based on the dollar free market rate of 30,000 IRR (purchasing power parity). The cost of injury was 6,903,839,551,000 IRR, equivalent to USD 230,127,985 (based upon 73,325 injured motorcyclists in 2013, a daily traffic volume of 311, and a daily payment of 12,110 IRR for 250 working days). In total, injury and death cases came to 10,050,094,901,943 IRR, equivalent to USD 335,003,163. Willingness to pay had a significant relationship with having experienced an accident, the length of the daily trip (in km), and helmet use (P < 0.001). Willingness to pay can be affected by experiencing an accident, the distance of the daily trip, and helmet use. The cost of traffic injuries among motorcyclists shows that this rate is much higher than the global average. Thus, expenditure should be made on effective initiatives such as the safety of motorcyclists.

Commuter motorcycle crashes in Malaysia: An understanding of contributing factors

PubMed Central

Oxley, Jennifer; Yuen, Jeremy; Ravi, Mano Deepa; Hoareau, Effie; Mohammed, Mohammed Azman Aziz; Bakar, Harun; Venkataraman, Saraswathy; Nair, Prame Kumar

2013-01-01

In Malaysia, two-thirds of reported workplace-related fatal and serious injury incidents are the result of commuting crashes (especially those involving motorcyclists), however, little is known about the contributing factors to these collisions. A telephone survey of 1,750 motorcyclists (1,004 adults who had been involved in a motorcycle commuting crash in the last 2 years and 746 adult motorcyclists who had not been involved in a motorcycle crash in the last 2 years) was undertaken. The contributions of a range of behavioural, attitudinal, employment and travel pattern factors to collision involvement were examined. The findings revealed that the majority of participants were licensed riders, rode substantial distances (most often for work purposes), and reported adopting safe riding practices (helmet wearing and buckling). However, there were some concerning findings regarding speeding behaviour, use of mobile phones while riding, and engaging in other risky behaviours. Participants who had been involved in a collision were younger (aged 25–29 years), had higher exposure (measured by distances travelled, frequency of riding, and riding on high volume and higher speed roads), reported higher rates of riding for work purposes, worked more shift hours and had a higher likelihood of riding at relatively high speeds compared with participants who had not been involved in a collision. Collisions generally occurred during morning and early evening hours, striking another vehicles, and during normal traffic flow. The implications of these findings for policy decisions and development of evidence-based behavioural/training interventions addressing key contributing factors are discussed. PMID:24406945

Influences of motorcycle rider and driver characteristics and road environment on red light running behavior at signalized intersections.

PubMed

Jensupakarn, Auearree; Kanitpong, Kunnawee

2018-04-01

In Thailand, red light running is considered as one of the most dangerous behaviors at intersection. Red light running (RLR) behavior is the failure to obey the traffic control signal. However, motorcycle riders and car drivers who are running through red lights could be influenced by human factors or road environment at intersection. RLR could be advertent or inadvertent behavior influenced by many factors. Little research study has been done to evaluate the contributing factors influencing the red-light violation behavior. This study aims to determine the factors influencing the red light running behavior including human characteristics, physical condition of intersection, traffic signal operation, and traffic condition. A total of 92 intersections were observed in Chiang Mai, Nakhon Ratchasima, and Chonburi, the major provinces in each region of Thailand. In addition, the socio-economic characteristics of red light runners were obtained from self-reported questionnaire survey. The Binary Logistic Regression and the Multiple Linear Regression models were used to determine the characteristics of red light runners and the factors influencing rates of red light running respectively. The results from this study can help to understand the characteristics of red light runners and factors affecting them to run red lights. For motorcycle riders and car drivers, age, gender, occupation, driving license, helmet/seatbelt use, and the probability to be penalized when running the red light significantly affect RLR behavior. In addition, the results indicated that vehicle travelling direction, time of day, existence of turning lane, number of lanes, lane width, intersection sight distance, type of traffic signal pole, type of traffic signal operation, length of yellow time interval, approaching speed, distance from intersection warning sign to stop line, and pavement roughness significantly affect RLR rates. Copyright © 2018 Elsevier Ltd. All rights reserved.

Transportation-Related Safety Behaviors in Top-Grossing Children's Movies from 2008 to 2013.

PubMed

Boppana, Shilpa; Shen, Jiabin; Schwebel, David C

2016-05-01

Children regularly imitate behavior from movies. The authors assessed injury risk behaviors in top-grossing children's films. The 5 top-grossing G- or PG-rated movies annually from 2008 to 2013 were included, including animated movies and those set in the past/future. Researchers coded transportation scenes for risk taking in 3 domains: protection/equipment, unsafe behaviors, and distraction/attention. Safe and risky behaviors were recorded across the 3 domains. With regard to protection and equipment, 20% of motor vehicle scenes showed characters riding without seat belts and 27% of scenes with motorcycles showed characters riding without helmets. Eighty-nine percent of scenes with horses showed riders without helmets and 67% of boat operators failed to wear personal flotation devices. The most common unsafe behaviors were speeding and unsafe street-crossing. Twenty-one percent of scenes with motor vehicles showed drivers speeding and 90% of pedestrians in films failed to wait for signal changes. Distracted and inattentive behaviors were rare, with distracted driving of motor vehicles occurring in only approximately 2% of total driving scenes. Although many safe transportation behaviors were portrayed, the film industry continues to depict unsafe behaviors in movies designed for pediatric audiences. There is a need for the film industry to continue to balance entertainment and art with modeling of safe behavior for children.

Computational modelling of traumatic brain injury predicts the location of chronic traumatic encephalopathy pathology

PubMed Central

Ghajari, Mazdak; Hellyer, Peter J; Sharp, David J

2017-01-01

Abstract Traumatic brain injury can lead to the neurodegenerative disease chronic traumatic encephalopathy. This condition has a clear neuropathological definition but the relationship between the initial head impact and the pattern of progressive brain pathology is poorly understood. We test the hypothesis that mechanical strain and strain rate are greatest in sulci, where neuropathology is prominently seen in chronic traumatic encephalopathy, and whether human neuroimaging observations converge with computational predictions. Three distinct types of injury were simulated. Chronic traumatic encephalopathy can occur after sporting injuries, so we studied a helmet-to-helmet impact in an American football game. In addition, we investigated an occipital head impact due to a fall from ground level and a helmeted head impact in a road traffic accident involving a motorcycle and a car. A high fidelity 3D computational model of brain injury biomechanics was developed and the contours of strain and strain rate at the grey matter–white matter boundary were mapped. Diffusion tensor imaging abnormalities in a cohort of 97 traumatic brain injury patients were also mapped at the grey matter–white matter boundary. Fifty-one healthy subjects served as controls. The computational models predicted large strain most prominent at the depths of sulci. The volume fraction of sulcal regions exceeding brain injury thresholds were significantly larger than that of gyral regions. Strain and strain rates were highest for the road traffic accident and sporting injury. Strain was greater in the sulci for all injury types, but strain rate was greater only in the road traffic and sporting injuries. Diffusion tensor imaging showed converging imaging abnormalities within sulcal regions with a significant decrease in fractional anisotropy in the patient group compared to controls within the sulci. Our results show that brain tissue deformation induced by head impact loading is greatest in sulcal locations, where pathology in cases of chronic traumatic encephalopathy is observed. In addition, the nature of initial head loading can have a significant influence on the magnitude and pattern of injury. Clarifying this relationship is key to understanding the long-term effects of head impacts and improving protective strategies, such as helmet design. PMID:28043957

Female compared with male fatality risk from similar physical impacts.

PubMed

Evans, L

2001-02-01

If a female and a male suffer similar potentially lethal physical impacts, which of them (other factors being equal) is more likely to die? This question is addressed using 245,836 traffic fatalities. Fatality risk ratios were estimated using crash data for cars, light trucks, and motorcycles with two occupants, at least one being killed. Combinations of seat belt use, helmet use, and seating location led to 14 occupant categories. Relationships between fatality risk and gender are similar for all 14 occupant categories. Female fatality risk exceeds male risk from preteens to late 50s. For ages from about 20 to about 35, female risk exceeds male risk by (28 +/- 3)%. Whereas specific injury mechanisms differ greatly between the 14 occupant categories, the effect of gender on fatality risk does not, thus implying that the relationships reflect fundamental gender-dependent differences.

Significance of Concussions in Hawai‘i: From Land to Sea

PubMed Central

Cifu, David X; Uchima, Olivia K; Lower, Amy E; Jin, Jingyu L; Lew, Henry L

2016-01-01

Head injuries are a particular concern in Hawai‘i given the large military population, the presence of many land and water sports such as football and surfing, and the lenient helmet laws for motorcycle and bicycle riders. Physical, psychological, and cognitive symptoms from single or repeated concussions can affect an individual's reentry to society and activity. Current literature indicates that repeated head injuries are associated with chronic traumatic encephalopathy (CTE) which is thought to lead to dementia. This paper reviews literature discussing causes of concussion including its incidence and prevalence in Hawai‘i. Furthermore, the neurophysiological and neurobiological etiologies are discussed followed by an overview of methods for identification and management of concussion. The paper serves as information for professionals in the community such as educators, military personnel, and healthcare workers to identify risks of concussion, management of symptoms, and to connect with resources and programs available in Hawai‘i. PMID:27688951

Significance of Concussions in Hawai'i: From Land to Sea.

PubMed

Cifu, David X; Uchima, Olivia K; Davis, Alaina S; Lower, Amy E; Jin, Jingyu L; Lew, Henry L

2016-09-01

Head injuries are a particular concern in Hawai'i given the large military population, the presence of many land and water sports such as football and surfing, and the lenient helmet laws for motorcycle and bicycle riders. Physical, psychological, and cognitive symptoms from single or repeated concussions can affect an individual's reentry to society and activity. Current literature indicates that repeated head injuries are associated with chronic traumatic encephalopathy (CTE) which is thought to lead to dementia. This paper reviews literature discussing causes of concussion including its incidence and prevalence in Hawai'i. Furthermore, the neurophysiological and neurobiological etiologies are discussed followed by an overview of methods for identification and management of concussion. The paper serves as information for professionals in the community such as educators, military personnel, and healthcare workers to identify risks of concussion, management of symptoms, and to connect with resources and programs available in Hawai'i.

Road traffic related mortality in Vietnam: Evidence for policy from a national sample mortality surveillance system

PubMed Central

2012-01-01

Background Road traffic injuries (RTIs) are among the leading causes of mortality in Vietnam. However, mortality data collection systems in Vietnam in general and for RTIs in particular, remain inconsistent and incomplete. Underlying distributions of external causes and body injuries are not available from routine data collection systems or from studies till date. This paper presents characteristics, user type pattern, seasonal distribution, and causes of 1,061 deaths attributable to road crashes ascertained from a national sample mortality surveillance system in Vietnam over a two-year period (2008 and 2009). Methods A sample mortality surveillance system was designed for Vietnam, comprising 192 communes in 16 provinces, accounting for approximately 3% of the Vietnamese population. Deaths were identified from commune level data sources, and followed up by verbal autopsy (VA) based ascertainment of cause of death. Age-standardised mortality rates from RTIs were computed. VA questionnaires were analysed in depth to derive descriptive characteristics of RTI deaths in the sample. Results The age-standardized mortality rates from RTIs were 33.5 and 8.5 per 100,000 for males and females respectively. Majority of deaths were males (79%). Seventy three percent of all deaths were aged from 15 to 49 years and 58% were motorcycle users. As high as 80% of deaths occurred on the day of injury, 42% occurred prior to arrival at hospital, and a further 29% occurred on-site. Direct causes of death were identified for 446 deaths (42%) with head injuries being the most common cause attributable to road traffic injuries overall (79%) and to motorcycle crashes in particular (78%). Conclusion The VA method can provide a useful data source to analyse RTI mortality. The observed considerable mortality from head injuries among motorcycle users highlights the need to evaluate current practice and effectiveness of motorcycle helmet use in Vietnam. The high number of deaths occurring on-site or prior to hospital admission indicates a need for effective pre-hospital first aid services and timely access to emergency facilities. In the absence of standardised death certification, sustained efforts are needed to strengthen mortality surveillance sites supplemented by VA to support evidence based monitoring and control of RTI mortality. PMID:22838959

Commentary: Status of road safety in Asia.

PubMed

Wismans, Jac; Skogsmo, Ingrid; Nilsson-Ehle, Anna; Lie, Anders; Thynell, Marie; Lindberg, Gunnar

2016-01-01

The objective of this article is to assess the status of road safety in Asia and present accident and injury prevention strategies based on global road safety improvement experiences and discuss the way forward by indicating opportunities and countermeasures that could be implemented to achieve a new level of safety in Asia. This study provides a review and analyses of data in the literature, including from the World Health Organization (WHO) and World Bank, and a review of lessons learned from best practices in high-income countries. In addition, an estimation of costs due to road transport injuries in Asia and review of future trends in road transport is provided. Data on the global and Asian road safety problem and status of prevention strategies in Asia as well as recommendations for future actions are discussed. The total number of deaths due to road accidents in the 24 Asian countries, encompassing 56% of the total world population, is 750,000 per year (statistics 2010). The total number of injuries is more than 50 million, of which 12% are hospital admissions. The loss to the economy in the 24 Asian countries is estimated to around US$800 billion or 3.6% of the gross domestic product (GDP). This article clearly shows that road safety is causing large problems and high costs in Asia, with an enormous impact on the well-being of people, economy, and productivity. In many Asian low- and middle-income countries, the yearly number of fatalities and injuries is increasing. Vulnerable road users (pedestrians, cyclists, and motorcyclists combined) are particularly at risk. Road safety in Asia should be given rightful attention, including taking powerful, effective actions. This review stresses the need for reliable accident data, because there is considerable underreporting in the official statistics. Reliable accident data are imperative to determine evidence-based intervention strategies and monitor the success of these interventions and analyses. On the other hand, lack of good high-quality accident data should not be an excuse to postpone interventions. There are many opportunities for evidence-based transport safety improvements, including measures concerning the 5 key risk factors: speed, drunk driving, not wearing motorcycle helmets, not wearing seat belts, and not using child restraints in cars, as specified in the Decade of Action for Road Safety 2011-2020. In this commentary, a number of additional measures are proposed that are not covered in the Decade of Action Plan. These new measures include separate roads or lanes for pedestrians and cyclists; helmet wearing for e-bike riders; special attention to elderly persons in public transportation; introduction of emerging collision avoidance technologies, in particular automatic emergency braking (AEB) and alcohol locks; improved truck safety focusing on the other road user (including blind spot detection technology; underride protection at the front, rear, and side; and energy-absorbing fronts); and improvements in motorcycle safety concerning protective clothing, requirements for advanced braking systems, improved visibility of motorcycles by using daytime running lights, and better guardrails.

Pediatric road traffic accident deaths presenting to a Nigerian referral center.

PubMed

Osifo, Osarumwense David; Osagie, Theophilus Osasumwen; Iribhogbe, Pius Ehiawaguan

2012-04-01

Road traffic accident (RTA) is a common cause of pediatric trauma death and disability, constituting a worldwide loss of financial resources and potential manpower. This study was designed to determine the causes, prehospital care, presentation, and injuries that resulted in deaths among pediatric victims of RTA in Nigeria, and to make suggestions, based on the study data, to reduce RTA deaths. This is a retrospective analysis of pediatric RTA presenting to a Nigerian referral center. The records of all pediatric RTA between January 2006 and December 2010 at the University of Benin Teaching Hospital were analyzed for age, gender, causes of death, injury, rescue team prehospital treatment, injury to hospital arrival time, clinical condition on arrival, treatment, duration of hospitalization before death, challenges, and postmortem findings. Twenty-six (18%) of 143 pediatric RTA, comprising 18 males and 8 females, between less than one and 18 (mean 9.3 ± 5.2) years of age died. There was no significant statistical demographic difference observed when 15 (58%) deaths recorded among 67 (46.9%) children involved in motor vehicle accidents were compared with 11 (42%) involved in 76 (53.1%) motorcycle accidents (P = .31). More severe injuries resulting in the majority of deaths were associated with alcohol intoxication (P < .0001). Fourteen (54%) of the deaths were pedestrians, eight of whom were selling wares on the roadside; six were crossing roads that had no traffic signs or traffic control. Of the eight vehicle passengers who died, only two wore seat belts or used pediatric car seats, with no statistical significance compared to those who did not use seat belts or car seats (P = .37). Four of 14 front seat passengers and four of 32 rear seat passengers died (P = .222). Of motorcycle passengers, none of those who wore protective crash helmets died, while four died who were not wearing helmets. Passers-by and sympathizers served as rescuers provided emergency treatment, and presented the victims between one hour and four days after the accidents. Head injury in 14 (54%) cases was the most common cause of death. Pediatric RTA deaths in this study were due mainly to preventable causes. There is a need to stress road safety education to children, drivers, the general public and government policy formulators, and to adopt RTA preventive measures in this region of Nigeria.

Patterns of morbidity and mortality amongst motorcycle riders and their passengers in Benin-City Nigeria: one-year review.

PubMed

Nzegwu, M A; Aligbe, J U; Banjo, A A F; Akhiwui, W; Nzegwu, C O

2008-06-01

To evaluate patterns of morbidity and mortality among bike riders and pillion seat passengers involved in road traffic accidents in Benin-City Nigeria between August 2003-July 2004. A total of Fifty-one bike riders and pillion seat passengers, who participated in this study were part of a larger study, involved in a road traffic accident and were brought to the accident and emergency unit of either the University of Benin Teaching Hospital (UBTH) or the State Specialist Hospital between August 2002-July 2003.The injured ones were examined and dead patients had an autopsy done on them A total of 51 cases of bikes riders/pillion seat passenger accidents were recorded representing 18% of total accidents. 35 motorbike riders/pillion seat passengers were struck down by cars (68.6%). Seven bike riders/pillion seat passengers (13.5%) were struck by articulated vehicles. 7 bike riders/pillion seat passengers representing 13.5% of cases were stuck by buses, 2 (3.9%) pillion seat passengers fell of bikes from epilepsies and sustained secondary injuries. Males were more in number with a ratio of 2.5; 1. One hundred percent (100%) or all motorcyclist and their passengers did not use helmets. Cars struck down most bike riders and their pillion seat passengers. Males were more than females in number. The commonest autopsy findings as cause of death was intr a-cranial hemorrhage preventable by the use of crash helmets.

Road traffic accidents in children: the ‘what’, ‘how’ and ‘why’

PubMed Central

Lee, Yue Yen; Fang, Eric; Weng, Yanyi; Ganapathy, Sashikumar

2018-01-01

INTRODUCTION Road traffic accidents (RTAs) in Singapore involving children were evaluated, with particular focus on the epidemiology, surrounding circumstances and outcomes of these accidents. Key factors associated with worse prognosis were identified. We proposed some measures that may be implemented to reduce the frequency and severity of such accidents. METHODS This was a retrospective study of RTAs involving children aged 0–16 years who presented to the Children’s Emergency at KK Women’s and Children’s Hospital, Singapore, from January 2011 to June 2014. Data was obtained from the National Trauma Registry and analysed in tiers based on the Injury Severity Score (ISS). RESULTS A total of 1,243 accidents were reviewed. RTA victims included motor vehicle passengers (60.4%), pedestrians (28.5%), cyclists (9.9%) and motorcycle pillion riders (1.2%). The disposition of emergency department (ED) patients was consistent with RTA severity. For serious RTAs, pedestrians accounted for 63.6% and 57.7% of Tier 1 (ISS > 15) and Tier 2 (ISS 9–15) presentations, respectively. Overall use of restraints was worryingly low (36.7%). Not restraining increased the risk of serious RTAs by 8.4 times. Young age, high ISS and low Glasgow Coma Scale score predicted a longer duration of intensive care unit stay. CONCLUSION The importance of restraints for motor vehicle passengers or helmets for motorcycle pillion riders and cyclists in reducing morbidity requires emphasis. Suggestions for future prevention and intervention include road safety education, regulation of protective restraints, use of speed enforcement devices and creation of transport policies that minimise kerbside parking. PMID:29214322

Road traffic accidents in children: the 'what', 'how' and 'why'.

PubMed

Lee, Yue Yen; Fang, Eric; Weng, Yanyi; Ganapathy, Sashikumar

2018-04-01

Road traffic accidents (RTAs) in Singapore involving children were evaluated, with particular focus on the epidemiology, surrounding circumstances and outcomes of these accidents. Key factors associated with worse prognosis were identified. We proposed some measures that may be implemented to reduce the frequency and severity of such accidents. This was a retrospective study of RTAs involving children aged 0-16 years who presented to the Children's Emergency at KK Women's and Children's Hospital, Singapore, from January 2011 to June 2014. Data was obtained from the National Trauma Registry and analysed in tiers based on the Injury Severity Score (ISS). A total of 1,243 accidents were reviewed. RTA victims included motor vehicle passengers (60.4%), pedestrians (28.5%), cyclists (9.9%) and motorcycle pillion riders (1.2%). The disposition of emergency department (ED) patients was consistent with RTA severity. For serious RTAs, pedestrians accounted for 63.6% and 57.7% of Tier 1 (ISS > 15) and Tier 2 (ISS 9-15) presentations, respectively. Overall use of restraints was worryingly low (36.7%). Not restraining increased the risk of serious RTAs by 8.4 times. Young age, high ISS and low Glasgow Coma Scale score predicted a longer duration of intensive care unit stay. The importance of restraints for motor vehicle passengers or helmets for motorcycle pillion riders and cyclists in reducing morbidity requires emphasis. Suggestions for future prevention and intervention include road safety education, regulation of protective restraints, use of speed enforcement devices and creation of transport policies that minimise kerbside parking. Copyright: © Singapore Medical Association.

All-terrain vehicle dealership point-of-sale child safety compliance in Illinois.

PubMed

Hafner, John W; Getz, Marjorie A; Begley, Brandon

2012-08-01

In 2008, an estimated 37,700 children younger than 16 were treated in US emergency departments for nonfatal all-terrain vehicle (ATV) injuries. This study identifies safety guidelines and recommendations dealers convey to consumers at the point of sale. A telephone survey of all 2004 licensed motorcycle dealers in Illinois was conducted. Trained investigators, using aliases and posing as a parent of a 13-year-old teenager, spoke with dealership personnel. Investigators indicated they wished to purchase an ATV with the dealership, but had no knowledge of ATV use or safety issues. The telephone call's true purpose was concealed during the survey. Specific responses from the salesperson, models and brands of ATVs, price quotes, engine sizes, and safety information/recommendations were recorded in a written survey instrument. One hundred twenty-seven ATV dealers completed the survey. A salesperson most often fielded the telephone interview (124/127). Telephone interviews by male investigators were longer than those by female interviewers (5 minutes 37 seconds vs 3 minutes 51 seconds; P = 0.001). Dealers recommended Consumer Product Safety Commission-based child-size ATVs (<90 mL engine size) during 75% of the calls. Nearly all dealers recommended helmet use (108/127), and few (3/127) labeled the vehicles as "safe." Most dealers (83.5%) recommended some form of rider training, with half (49.6%) offered point-of-purchase training. All-terrain vehicle dealers in Illinois recommend child-size vehicles, safety training, and helmet use for the majority of telephone inquiries. Injury prevention efforts targeting ATV dealers may be less needed than those using other populations.

Risky behavior of drivers of motorized two wheeled vehicles in India.

PubMed

Dandona, Rakhi; Kumar, G Anil; Dandona, Lalit

2006-01-01

Motorized two-wheeled vehicles (MTV) account for a large proportion of road traffic in India and the riders of these vehicles have a high risk of road traffic injuries. We report on the availability of drivers licenses, use of a helmet, driver behavior, and condition of vehicles for MTV drivers in Hyderabad, a city in India Drivers of a MTV aged >16 years were interviewed at petrol filling stations There were 4,183 MTV drivers who participated in the study. Four hundred sixty one (11%; 95% CI 9.7-12.3%) drivers had not obtained a drivers license and 798 (21.4%) had obtained a license without taking the mandatory driving test. Two thousand nine hundred twenty (69.8%; 95% CI 67.9-71.7%) drivers reported no/very occasional use of a helmet, the significant predictors of which included that those driving borrowed a MTV (odds ratio 7.90; 95% CI 3.40-18.40) or driving moped/scooterette/scooter as compared with motorcycle (3.32; 2.76-3.98), lower education (3.10; 2.66-3.61), age >45 years (2.41; 1.63-3.57), and males (1.57; 1.16-2.13). Two thousand five hundred and eight (59.9%) drivers reported committing a traffic law violation at least once within the last 3 months. Overall, 1,222 (29.2%) drivers reported ever being caught by traffic police for a traffic law violation with data on violations available for 1,205 of these drivers, of whom 680 (56.4%) paid a fine, 310 (25.7%) paid by bribe, and 215 (17.8%) made no payment. The proportion of those who did not make payment for committed violation was significantly higher among females (46.8%) than males (16.3%). Two thousand fifty two (49%) of all MTVs had no rearview mirror These data suggest the need to enact and enforce policy interventions for improving the drivers license system, mandatory use of a helmet, effective traffic law enforcement, and ensuring good vehicle condition to reduce the risk factors that potentially contribute to mortality and morbidity in road traffic crashes in MTV drivers in Indian cities.

Motorcycles on the Move

ERIC Educational Resources Information Center

McIntosh, Phyllis

2013-01-01

Motorcycles are the subject of this feature article, which explores such topics as the history of motorcycles, types of motorcycles, special interest motorcycle clubs, motorcycle rallies, the Harley-Davidson company, and Rolling Thunder. A list of websites of interest and a glossary of "motorcycle jargon" are included.

Rising gasoline prices increase new motorcycle sales and fatalities.

PubMed

Zhu, He; Wilson, Fernando A; Stimpson, Jim P; Hilsenrath, Peter E

2015-12-01

We examined whether sales of new motorcycles was a mechanism to explain the relationship between motorcycle fatalities and gasoline prices. The data came from the Motorcycle Industry Council, Energy Information Administration and Fatality Analysis Reporting System for 1984-2009. Autoregressive integrated moving average (ARIMA) regressions estimated the effect of inflation-adjusted gasoline price on motorcycle sales and logistic regressions estimated odds ratios (ORs) between new and old motorcycle fatalities when gasoline prices increase. New motorcycle sales were positively correlated with gasoline prices (r = 0.78) and new motorcycle fatalities (r = 0.92). ARIMA analysis estimated that a US$1 increase in gasoline prices would result in 295,000 new motorcycle sales and, consequently, 233 new motorcycle fatalities. Compared to crashes on older motorcycle models, those on new motorcycles were more likely to be young riders, occur in the afternoon, in clear weather, with a large engine displacement, and without alcohol involvement. Riders on new motorcycles were more likely to be in fatal crashes relative to older motorcycles (OR 1.14, 95 % confidence interval (CI) 1.02-1.28) when gasoline prices increase. Our findings suggest that, in response to increasing gasoline prices, people tend to purchase new motorcycles, and this is accompanied with significantly increased crash risk. There are several policy mechanisms that can be used to lower the risk of motorcycle crash injuries through the mechanism of gas prices and motorcycle sales such as raising awareness of motorcycling risks, enhancing licensing and testing requirements, limiting motorcycle power-to-weight ratios for inexperienced riders, and developing mandatory training programs for new riders.

Use and misuse of motor-vehicle crash death rates in assessing highway-safety performance.

PubMed

O'Neill, Brian; Kyrychenko, Sergey Y

2006-12-01

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

Examining the impact of age and multitasking on motorcycle conspicuity.

PubMed

Ledbetter, Jonathan L; Boyce, Michael W; Fekety, Drea K; Sawyer, Ben; Smither, Janan A

2012-01-01

This poster presents a study to assess one's ability to detect motorcycles under different conditions of conspicuity while performing a secondary visual load task. Previous research in which participants were required to detect motorcycles revealed differences in age (young adults/older adult) as well as differences associated with motorcycle conspicuity conditions. Past research has specifically found motorcycles with headlights ON and modulating headlights (flashing) to be more conspicuous than motorcycles with headlights OFF within traffic conditions. The present study seeks to provide more information on the effects of multitasking on motorcycle conspicuity and safety. The current study seeks to determine the degree to which multitasking limits the conspicuity of a motorcycle within traffic. We expect our results will indicate main effects for distraction task, age, gender, motorcycle lighting conditions, and vehicular DRLs on one's ability to effectively detect a motorcycle. The results have implications for motorcycle safety in general and through this research, a better understanding of motorcycle conspicuity can be established so as to minimize the risk involved with motorcycle operation.

40 CFR 1051.640 - What special provisions apply for custom off-highway motorcycles that are similar to highway...

Code of Federal Regulations, 2010 CFR

2010-07-01

... custom off-highway motorcycles that are similar to highway motorcycles? 1051.640 Section 1051.640... apply for custom off-highway motorcycles that are similar to highway motorcycles? You may ask to exempt custom-designed off-highway motorcycles that are substantially similar to highway motorcycles under the...

40 CFR 1051.640 - What special provisions apply for custom off-highway motorcycles that are similar to highway...

Code of Federal Regulations, 2011 CFR

2011-07-01

... custom off-highway motorcycles that are similar to highway motorcycles? 1051.640 Section 1051.640... apply for custom off-highway motorcycles that are similar to highway motorcycles? You may ask to exempt custom-designed off-highway motorcycles that are substantially similar to highway motorcycles under the...

40 CFR 1051.640 - What special provisions apply for custom off-highway motorcycles that are similar to highway...

Code of Federal Regulations, 2013 CFR

2013-07-01

... custom off-highway motorcycles that are similar to highway motorcycles? 1051.640 Section 1051.640... apply for custom off-highway motorcycles that are similar to highway motorcycles? You may ask to exempt custom-designed off-highway motorcycles that are substantially similar to highway motorcycles under the...

40 CFR 1051.640 - What special provisions apply for custom off-highway motorcycles that are similar to highway...

Code of Federal Regulations, 2012 CFR

2012-07-01

... custom off-highway motorcycles that are similar to highway motorcycles? 1051.640 Section 1051.640... apply for custom off-highway motorcycles that are similar to highway motorcycles? You may ask to exempt custom-designed off-highway motorcycles that are substantially similar to highway motorcycles under the...

40 CFR 1051.640 - What special provisions apply for custom off-highway motorcycles that are similar to highway...

Code of Federal Regulations, 2014 CFR

2014-07-01

... custom off-highway motorcycles that are similar to highway motorcycles? 1051.640 Section 1051.640... apply for custom off-highway motorcycles that are similar to highway motorcycles? You may ask to exempt custom-designed off-highway motorcycles that are substantially similar to highway motorcycles under the...

Characteristics of motorcyclists involved in road traffic accidents attended at public urgent and emergency services.

PubMed

Mascarenhas, Márcio Dênis Medeiros; Souto, Rayone Moreira Costa Veloso; Malta, Deborah Carvalho; Silva, Marta Maria Alves da; Lima, Cheila Marina de; Montenegro, Marli de Mesquita Silva

2016-12-01

Injuries resulting from motorcycle road traffic accidents are an important public health issue in Brazil. This study aimed to describe the characteristics of motorcyclists involved in traffic accidents attended in public urgent and emergency services in the state capitals and the Federal District. This is a cross-sectional study based on data from the Violence and Accident Surveillance System (VIVA Survey) in 2014. Data were analyzed according to sociodemographic, event and attendance characteristics. Proportional differences between genders were analyzed by chi-square test (Rao-Scott) with 5% significance level. Motorcyclist-related attendances (n = 9,673) reported a prevalence of men (gender ratio = 3.2), young people aged 20-39 years (65.7%), black / brown (73.6%), paid work (76.4%). Helmet use was reported by 79.1% of the victims, 13.3% had consumed alcohol in the six hours prior to the accident, 41.4% of the events were related to the victim's work. Accidents were more frequent on weekends, in the morning and late afternoon. These characteristics can support the development of public accident prevention policies and health promotion.

Using travel socialization and underlying motivations to better understand motorcycle usage in Taiwan.

PubMed

Chang, Hsin-Li; Lai, Chi-Yen

2015-06-01

This study introduces self-determination theory (SDT) to refine previous models of vehicle usage motivation. We add travel socialization theory regarding parental influence on vehicle usage to enhance previous structural models describing motorcycle usage behavior. Our newly developed model was empirically verified in a sample of 721 motorcycle users in Taiwan. In addition to instrumental, symbolic, and affective motivations, perceived parental attitudes (PPAs) towards motorcycle riding were found to have a significant effect on individuals' motorcycle use habits. Additionally, participants who perceived their parents to have more positive attitudes toward motorcycles were found to have more experience being chauffeured on motorcycles by their parents. Based on these results, we suggest means to confront the challenges brought on by the rapid growth of motorcycle usage, especially serious motorcycle traffic accidents. These results improve our understanding motorcycle usage in Taiwan and can be used by transportation professionals who are seeking solutions to the rapid growth of motorcycle usage. Copyright © 2015 Elsevier Ltd. All rights reserved.

Motorcycle right-of-way accidents--a literature review.

PubMed

Pai, Chih-Wei

2011-05-01

The most typical automobile-motorcycle collision take places when an automobile manoeuvres into the path of an approaching motorcycle by violating the motorcycle's right of way (ROW). The present paper provides a comprehensive review of past research that examined motorcycle ROW accidents. Articles and publications were selected for relevance and research strength through a comprehensive search of major databases such as Transportation Research Information Services (TRIS), Compendex, and Medline. Two major causes of such a crash scenario are the lack of motorcycle conspicuity and motorist's speed/distance judgment error, respectively. A substantial number of studies have manipulated physical characteristics of motorcycles and motorcyclists to enhance conspicuity, along with research addressing motorists' gap-acceptance behaviours and arrival time judgments when confronting motorcycles. Although various conspicuity aids have proven effective, some researchers reported that motorcyclist's/motorcycle's brightness per se may be less important as a determinant of conspicuity than brightness contrast between the motorcyclists and the surroundings. Larger vehicles tended to be judged to arrive sooner than motorcycles. Such a speed/distance judgment error is likely attributable to some psychological effects such that larger automobiles appear more threatening than motorcycles. Older motorists particularly have difficulties in accurately estimating the distance and the speed of an approaching motorcycle. Research examining the effects of conspicuity measures on motorists' speed/distance judgments when confronting motorcycles has been rather inconclusive. Past research offers valuable insight into the underlying motorcycle ROW crash mechanisms. However, with ageing society and a rapid change in traffic composition (e.g., more larger motorcycles) in recent years, prior research findings should be updated. The present study finally provides recommendations for future research on motorcycle ROW accidents. Copyright © 2010 Elsevier Ltd. All rights reserved.

Does sharing the cost of a bicycle helmet help promote helmet use?

PubMed Central

Kim, A. N.; Rivara, F. P.; Koepsell, T. D.

1997-01-01

OBJECTIVE: To determine whether asking for a $5.00 donation for bicycle helmets, compared with distribution free of charge, would affect helmet use among children receiving helmets and an educational intervention from public health clinics. SETTING: Six public health clinic sites in King County, Washington. METHODS: Six participating clinic sites were randomly assigned to either free helmet distribution or to a $5.00 suggested donation for the helmets, stratified by whether a helmet law was in place. Three sites were assigned to each arm. Children who were between 6 and 12 years of age and who reported riding bicycles, but having no bicycle helmets, were eligible. Clinicians distributed helmets and delivered an educational intervention to 506 eligible children, or siblings of children seen at the clinic between March and July 1993. Parents were contacted after helmet distribution to ascertain helmet use. RESULTS: 82% of children whose parents were asked for a copayment and 77% of children who received free helmets were reported to wear their helmets every time they rode their bicycles (p=0.20). The adjusted odds ratio for the association between copayment compared with free helmets and helmet use was 1.66 (95% confidence interval 0.94 to 2.92). CONCLUSIONS: Helmet use was not significantly different among children whose parents were asked for a small copayment, compared with those who received helmets free. Use of copayments can increase helmet use by increasing the number of helmets given to low income children. PMID:9113846

The Influence of Friction Between Football Helmet and Jersey Materials on Force: A Consideration for Sport Safety.

PubMed

Rossi, Anthony M; Claiborne, Tina L; Thompson, Gregory B; Todaro, Stacey

2016-09-01

The pocketing effect of helmet padding helps to dissipate forces experienced by the head, but if the player's helmet remains stationary in an opponent's shoulder pads, the compressive force on the cervical spine may increase. To (1) measure the coefficient of static friction between different football helmet finishes and football jersey fabrics and (2) calculate the potential amount of force on a player's helmet due to the amount of friction present. Cross-sectional study. Laboratory. Helmets with different finishes and different football jersey fabrics. The coefficient of friction was determined for 2 helmet samples (glossy and matte), 3 football jerseys (collegiate, high school, and youth), and 3 types of jersey numbers (silkscreened, sublimated, and stitched on) using the TAPPI T 815 standard method. These measurements determined which helmet-to-helmet, helmet-to-jersey number, and helmet-to-jersey material combination resulted in the least amount of static friction. The glossy helmet versus glossy helmet combination produced a greater amount of static friction than the other 2 helmet combinations (P = .013). The glossy helmet versus collegiate jersey combination produced a greater amount of static friction than the other helmet-to-jersey material combinations (P < .01). The glossy helmet versus silkscreened numbers combination produced a greater amount of static friction than the other helmet-to-jersey number combinations (P < .01). The force of static friction experienced during collisions can be clinically relevant. Conditions with higher coefficients of static friction result in greater forces. In this study, the highest coefficient of friction (glossy helmet versus silkscreened number) could increase the forces on the player's helmet by 3553.88 N when compared with other helmet-to-jersey combinations. Our results indicate that the makeup of helmet and uniform materials may affect sport safety.

Effectiveness of antilock braking systems in reducing motorcycle fatal crash rates.

PubMed

Teoh, Eric R

2011-04-01

Overbraking and underbraking have been shown to be common factors in motorcycle crashes. Antilock braking systems (ABS) prevent wheels from locking during braking and may make riders less reluctant to apply full braking force. The objective of this study was to evaluate the effect of ABS in fatal motorcycle crashes. Motorcycle drivers involved in fatal crashes per 10,000 registered vehicle years were compared for 13 motorcycle models with optional ABS and those same models without the option during 2003-2008. Motorcycles with optional ABS were included only if the presence of the option could be identified from the vehicle identification number. The rate of fatal motorcycle crashes per 10,000 registered vehicle years was 37 percent lower for ABS models than for their non-ABS versions. ABS appears to be highly effective in preventing fatal motorcycle crashes based on some early adopters of motorcycle ABS technology.

Sim-based detection tools to minimize motorcycle theft

NASA Astrophysics Data System (ADS)

Triansyah, F. A.; Mudhafar, Z.; Lestari, C.; Amilia, S.; Ruswana, N. D.; Junaeti, E.

2018-05-01

The number of motorcycles in Indonesia spurs the increased criminal acts of motorcycle theft. In addition, the number of motorcycles increases the number of traffic accidents caused by improper motorists. The purpose of this research is to make METEOR (SIM Detector) which is a tool to detect the feasibility of SIM (driver license) which is used to operate and protect motorcycle against theft. METEOR is made through the assembly, encoding, testing, and sequencing stages of the motorcycle. Based on the research that has been done, METEOR generated that can detect the SIM by using additional RFID chip and can be set on the motorcycle. Without the proper SIM, motorized chests coupled with METEOR cannot be turned on. So it can be concluded that motorcycles with additional METEOR is able to be a safety device against theft and as a tool to test the feasibility of motorcycle riders.

The Influence of Friction Between Football Helmet and Jersey Materials on Force: A Consideration for Sport Safety

PubMed Central

Rossi, Anthony M.; Claiborne, Tina L.; Thompson, Gregory B.; Todaro, Stacey

2016-01-01

Context: The pocketing effect of helmet padding helps to dissipate forces experienced by the head, but if the player's helmet remains stationary in an opponent's shoulder pads, the compressive force on the cervical spine may increase. Objective: To (1) measure the coefficient of static friction between different football helmet finishes and football jersey fabrics and (2) calculate the potential amount of force on a player's helmet due to the amount of friction present. Design: Cross-sectional study. Setting: Laboratory. Patients or Other Participants: Helmets with different finishes and different football jersey fabrics. Main Outcome Measure(s): The coefficient of friction was determined for 2 helmet samples (glossy and matte), 3 football jerseys (collegiate, high school, and youth), and 3 types of jersey numbers (silkscreened, sublimated, and stitched on) using the TAPPI T 815 standard method. These measurements determined which helmet-to-helmet, helmet-to-jersey number, and helmet-to-jersey material combination resulted in the least amount of static friction. Results: The glossy helmet versus glossy helmet combination produced a greater amount of static friction than the other 2 helmet combinations (P = .013). The glossy helmet versus collegiate jersey combination produced a greater amount of static friction than the other helmet-to-jersey material combinations (P < .01). The glossy helmet versus silkscreened numbers combination produced a greater amount of static friction than the other helmet-to-jersey number combinations (P < .01). Conclusions: The force of static friction experienced during collisions can be clinically relevant. Conditions with higher coefficients of static friction result in greater forces. In this study, the highest coefficient of friction (glossy helmet versus silkscreened number) could increase the forces on the player's helmet by 3553.88 N when compared with other helmet-to-jersey combinations. Our results indicate that the makeup of helmet and uniform materials may affect sport safety. PMID:27824251

Cycle helmet ownership and use; a cluster randomised controlled trial in primary school children in deprived areas.

PubMed

Kendrick, D; Royal, S

2004-04-01

To assess the effectiveness of two different educational interventions plus free cycle helmets, in increasing cycle helmet ownership and use. A cluster randomised controlled trial was carried out in 28 primary schools in deprived areas of Nottingham, involving 1213 year 5 schoolchildren (age 9 and 10). Children received either a helmet + educational pack (educational pack and order form for free cycle helmet) or a helmet + multifaceted intervention (educational pack, order form for free cycle helmet, school assembly, lesson devoted to cycle helmet education, and an invitation to a school based cycling event). The helmet + educational pack was as effective as the helmet + multifaceted intervention in terms of helmet ownership (OR 1.51, 95% CI 0.50 to 4.58) and wearing (OR 0.98, 95% CI 0.57 to 1.68). Helmet ownership significantly increased from baseline with both interventions, and wearing significantly increased from baseline with the helmet + educational pack. The interventions reduced the inequality in helmet ownership between children residing in deprived and non-deprived areas that had been present prior to the study. An educational pack plus a form to order a free cycle helmet is an effective way of increasing bicycle helmet ownership and use and reduces inequalities in helmet ownership among children in deprived areas. Further work is needed to determine the length of the effect of such interventions.

40 CFR Appendix I to Subparts D and E - Motorcycle Noise Emission Test Procedures [Note

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 25 2011-07-01 2011-07-01 false Motorcycle Noise Emission Test Procedures [Note] I Appendix I to Subparts D and E Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... noncomplying motorcycles; relabeling of mislabeled motorcycles. Appendix I to Subparts D and E—Motorcycle Noise...

40 CFR Appendix I to Subparts D and E - Motorcycle Noise Emission Test Procedures [Note

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 24 2010-07-01 2010-07-01 false Motorcycle Noise Emission Test Procedures [Note] I Appendix I to Subparts D and E Protection of Environment ENVIRONMENTAL PROTECTION AGENCY... noncomplying motorcycles; relabeling of mislabeled motorcycles. Appendix I to Subparts D and E—Motorcycle Noise...

The Prospect of Motorcycle Safety Education in Secondary Schools.

ERIC Educational Resources Information Center

King, Alfred S.

Motorcycle safety education will become a necessity in the near future due to the growing demands of secondary students for education in this area. The Motorcycle Safety Foundation is sponsored by major motorcycle industries and is involved with developing programs and materials to promote motorcycle safety education. The high rate of motorcycle…

Modified Drop Tower Impact Tests for American Football Helmets.

PubMed

Rush, G Alston; Prabhu, R; Rush, Gus A; Williams, Lakiesha N; Horstemeyer, M F

2017-02-19

A modified National Operating Committee on Standards for Athletic Equipment (NOCSAE) test method for American football helmet drop impact test standards is presented that would provide better assessment of a helmet's on-field impact performance by including a faceguard on the helmet. In this study, a merger of faceguard and helmet test standards is proposed. The need for a more robust systematic approach to football helmet testing procedures is emphasized by comparing representative results of the Head Injury Criterion (HIC), Severity Index (SI), and peak acceleration values for different helmets at different helmet locations under modified NOCSAE standard drop tower tests. Essentially, these comparative drop test results revealed that the faceguard adds a stiffening kinematic constraint to the shell that lessens total energy absorption. The current NOCSAE standard test methods can be improved to represent on-field helmet hits by attaching the faceguards to helmets and by including two new helmet impact locations (Front Top and Front Top Boss). The reported football helmet test method gives a more accurate representation of a helmet's performance and its ability to mitigate on-field impacts while promoting safer football helmets.

Impact of the effect of economic crisis and the targeted motorcycle safety programme on motorcycle-related accidents, injuries and fatalities in Malaysia.

PubMed

Law, T H; Umar, R S Radin; Zulkaurnain, S; Kulanthayan, S

2005-03-01

In 1997, a Motorcycle Safety Programme (MSP) was introduced to address the motorcycle-related accident problem. The MSP was specifically targeted at motorcyclists. In addition to the MSP, the recent economic recession has significantly contributed to a reduction of traffic-related incidents. This paper examines the effects of the recent economic crisis and the MSP on motorcycle-related accidents, casualties and fatalities in Malaysia. The autocorrelation integrated moving average model with transfer function was used to evaluate the overall effects of the interventions. The variables used in developing the model were gross domestic product and MSPs. The analysis found a 25% reduction in the number of motorcycle-related accidents, a 27% reduction in motorcycle casualties and a 38% reduction in motorcycle fatalities after the implementation of MSP. Findings indicate that the MSP has been one of the effective measures in reducing motorcycle safety problems in Malaysia. Apart from that, the performance of the country's economy was also found to be significant in explaining the number of motorcycle-related accidents, casualties and fatalities in Malaysia.

Bicycle helmet size, adjustment, and stability.

PubMed

Thai, Kim T; McIntosh, Andrew S; Pang, Toh Yen

2015-01-01

One of the main requirements of a protective bicycle helmet is to provide and maintain adequate coverage to the head. A poorly fitting or fastened helmet may be displaced during normal use or even ejected during a crash. The aims of the current study were to identify factors that influence the size of helmet worn, identify factors that influence helmet position and adjustment, and examine the effects of helmet size worn and adjustment on helmet stability. Recreational and commuter cyclists in Sydney were surveyed to determine how helmet size and/or adjustment affected helmet stability in the real world. Anthropometric characteristics of the head were measured and, to assess helmet stability, a test analogous to the requirements of the Australian bicycle helmet standard was undertaken. Two hundred sixty-seven cyclists were recruited across all age groups and 91% wore an AS/NZS 2063-compliant helmet. The main ethnic group was Europeans (71%) followed by Asians (18%). The circumferences of the cyclists' heads matched well the circumference of the relevant ISO headform for the chosen helmet size, but the head shapes differed with respect to ISO headforms. Age and gender were associated with wearing an incorrectly sized helmet and helmet adjustment. Older males (>55 years) were most likely to wear an incorrectly sized helmet. Adult males in the 35-54 year age group were most likely to wear a correctly adjusted helmet. Using quasistatic helmet stability tests, it was found that the correctness of adjustment, rather than size, head dimensions, or shape, significantly affected helmet stability in all test directions. Bicycle helmets worn by recreational and commuter cyclists are often the wrong size and are often worn and adjusted incorrectly, especially in children and young people. Cyclists need to be encouraged to adjust their helmets correctly. Current headforms used in standards testing may not be representative of cyclists' head shapes. This may create challenges to helmet suppliers if on one hand they optimize the helmet to meet tests on ISO-related headforms while on the other seeking to offer greater range of sizes.

Gasoline Prices and Their Relationship to Rising Motorcycle Fatalities, 1990–2007

PubMed Central

Stimpson, Jim P.; Hilsenrath, Peter E.

2009-01-01

Motor vehicle accidents are the leading cause of death among young adults. Although automobile fatalities have declined in recent years, motorcycle fatalities are rapidly increasing. The purpose of our research was to quantify the relationship between changing fuel prices and motorcycle fatalities. Our findings suggest that people increasingly rely on motorcycles to reduce their fuel costs in response to rising gasoline prices. We estimate that use of motorcycles and scooters instead of 4-wheeled vehicles results in over 1500 additional motorcycle fatalities annually for each dollar increase in gas prices. Motorcycle safety should receive more attention as a leading public health issue. PMID:19696374

Motorcycle detection and counting using stereo camera, IR camera, and microphone array

NASA Astrophysics Data System (ADS)

Ling, Bo; Gibson, David R. P.; Middleton, Dan

2013-03-01

Detection, classification, and characterization are the key to enhancing motorcycle safety, motorcycle operations and motorcycle travel estimation. Average motorcycle fatalities per Vehicle Mile Traveled (VMT) are currently estimated at 30 times those of auto fatalities. Although it has been an active research area for many years, motorcycle detection still remains a challenging task. Working with FHWA, we have developed a hybrid motorcycle detection and counting system using a suite of sensors including stereo camera, thermal IR camera and unidirectional microphone array. The IR thermal camera can capture the unique thermal signatures associated with the motorcycle's exhaust pipes that often show bright elongated blobs in IR images. The stereo camera in the system is used to detect the motorcyclist who can be easily windowed out in the stereo disparity map. If the motorcyclist is detected through his or her 3D body recognition, motorcycle is detected. Microphones are used to detect motorcycles that often produce low frequency acoustic signals. All three microphones in the microphone array are placed in strategic locations on the sensor platform to minimize the interferences of background noises from sources such as rain and wind. Field test results show that this hybrid motorcycle detection and counting system has an excellent performance.

The Effect of a Monocular Helmet-Mounted Display on Aircrew Health: A Cohort Study of Apache AH Mk 1 Pilots Four-Year Review

DTIC Science & Technology

2009-12-01

forward-looking infrared FOV field-of-view HDU helmet display unit HMD helmet-mounted display IHADSS Integrated Helmet and Display...monocular Integrated Helmet and Display Sighting System (IHADSS) helmet-mounted display ( HMD ) in the British Army’s Apache AH Mk 1 attack helicopter has any...Integrated Helmet and Display Sighting System, IHADSS, Helmet-mounted display, HMD , Apache helicopter, Visual performance UNCLAS UNCLAS UNCLAS SAR 96

Burn injuries related to motorcycle exhaust pipes: a study in Greece.

PubMed

Matzavakis, Ioannis; Frangakis, Constantine E; Charalampopoulou, Ava; Petridou, Eleni

2005-05-01

To identify measures that should reduce the incidence of burn injuries resulting from motorcycle exhaust pipes through epidemiological analysis of such injuries. During a 5-year period, 251 persons who suffered burn injuries related to motorcycle exhaust pipes have contacted four major hospitals belonging to the Emergency Department Injury Surveillance System (EDISS) operating since 1996 in Greece. These burn injuries were studied in relation to person, environment and vehicle characteristics. The estimated countrywide incidence of burns from motorcycle exhaust pipes was 17 per 100,000 person-years (208 per 100,000 motorcycle-years). The incidence was two times higher for children than for older persons and among the latter it was 60% higher among females than among males. Most of burn injuries (70.5%) concerned motorcycle passengers, mainly when getting on or off motorcycle, with peak incidence during summer. The most frequent location of burn wounds was below the knee and particularly the right leg. It was estimated that the risk of motorcycle exhaust pipe burns when wearing shorts could be reduced by 46% through wearing long pants. Among the victims 65.3% experienced second degree burns. Motorcycle exhaust burns could be substantially reduced by systematically wearing long pants, by incorporating in the design of motorcycles external thermo resistant shields with adequate distance to the exhaust pipe, and by avoiding riding with children on motorcycles.

Evaluation of Motorcycle Safety in Kansas : Technical Summary

DOT National Transportation Integrated Search

2012-01-01

Over the past several years, motorcycle fatalities have increased at an alarming rate in the United States. Motorcycle safety issues in Kansas are no different from the national scenario. Accordingly, this study attempted to investigate motorcycle cr...

Using social marketing to increase the use of helmets among bicyclists.

PubMed

Ludwig, Timothy D; Buchholz, Chris; Clarke, Steven W

2005-01-01

In this study, the authors investigated a social marketing intervention to increase the use of bicycle helmets on a university campus in the southeastern United States. Focus groups of students developed a bicycle helmet program slogan and logo (ie, "The Grateful Head"). The authors trained student bicyclists who already used helmets (n=15) as peer agents. These agents provided bicycle helmet information and asked fellow bicyclists to sign a pledge card to wear a helmet. They gave a coupon for a free helmet to those who pledged to wear a helmet. The authors received a total of 379 pledge cards and distributed 259 helmets. Bicycle helmet use rose from a baseline mean of 27.6% to a mean of 49.3% by the last week of the intervention.

Helmet Fit and Cervical Spine Motion in Collegiate Men's Lacrosse Athletes Secured to a Spine Board

PubMed Central

Petschauer, Meredith A.; Schmitz, Randy; Gill, Diane L.

2010-01-01

Abstract Context: Proper management of cervical spine injuries in men's lacrosse players depends in part upon the ability of the helmet to immobilize the head. Objective: To determine if properly and improperly fitted lacrosse helmets provide adequate stabilization of the head in the spine-boarded athlete. Design: Crossover study. Setting: Sports medicine research laboratory. Patients or Other Participants: Eighteen healthy collegiate men's lacrosse players. Intervention(s): Participants were asked to move their heads through 3 planes of motion after being secured to a spine board under 3 helmet conditions. Main Outcome Measure(s): Change in range of motion in the cervical spine was calculated for the sagittal, frontal, and transverse planes for both head-to-thorax and helmet-to-thorax range of motion in all 3 helmet conditions (properly fitted, improperly fitted, and no helmet). Results: Head-to-thorax range of motion with the properly fitted and improperly fitted helmets was greater than in the no-helmet condition (P < .0001). In the sagittal plane, range of motion was greater with the improperly fitted helmet than with the properly fitted helmet. No difference was observed in helmet-to-thorax range of motion between properly and improperly fitted helmet conditions. Head-to-thorax range of motion was greater than helmet-to-thorax range of motion in all 3 planes (P < .0001). Conclusions: Cervical spine motion was minimized the most in the no-helmet condition, indicating that in lacrosse players, unlike football players, the helmet may need to be removed before stabilization. PMID:20446833

Attitude and opinion of neurosurgeons concerning protective bicycle-helmet use.

PubMed

Jung, Carla S; Zweckberger, Klaus; Schick, Uta; Unterberg, Andreas W

2010-05-01

Wearing protective helmets decreases the risk of incurring traumatic brain injury (TBI) in bicycle accidents. In 2007, the German Neurosurgical Society advocated compulsory use of bicycle helmets. Although neurosurgeons are the specialists who primarily treat patients with TBI in Europe, the distribution of helmet users among neurosurgeons (NS), as well as factors that influence the decision to wear helmets and whether professional knowledge or experience in TBI influences the use or attitude concerning bicycle helmets, remains unclear. A total of 55 neurosurgical departments in Germany, Austria, and Switzerland were contacted and asked to answer anonymous questionnaires concerning helmet use and TBI experience. To compare the neurosurgical attitude with that of a "non-neurosurgical, non-TBI-educated" control group, people of the general public (PUB) were interviewed. A total of 465 NS and 546 PUB returned questionnaires, with 49.7% of the NS and 44.5% of PUB indicated that they wear helmets while bicycling. Trauma experience did effect the personal decision of whether to wear bicycle helmets. Support of compulsory use was influenced by TBI experience. Furthermore, the incidence of helmet use in children was correlated to actual helmet use and disposition of their parents to make helmet use compulsory. NS and PUB behaved in similar ways. Only half wear protective helmets, while the others show cognitive dissonant behavior. With respect to compulsory helmet use, NS are also split in half. Experience with TBI and trauma education has effects. However, education alone does not suffice in promoting the use of bicycle helmets.

New Jersey motorcycle fatality rates : final report, December 2009.

DOT National Transportation Integrated Search

2009-12-01

Motorcycle crashes have been increasing in recent years, more than doubling since 1991. In 2007 there were 84 fatal motorcycle crashes in New Jersey. This report describes the methods and findings of an investigation of motorcycle crashes in New Jers...

Motorcycle trends in the United States

DOT National Transportation Integrated Search

2009-05-01

During the last decade there has been a significant increase in the number of motorcycle sales and registrations in the United States. At the same time there has been a shift in the demographics of motorcycle users and increased focus on motorcycle s...

Speed-volume relationship and headway distribution analysis of motorcycle (case study: Teuku Nyak Arief Road)

NASA Astrophysics Data System (ADS)

Prahara, E.; Prasetya, R. A.

2018-01-01

In many developing countries, transportation modes are more varied than the other country. For example, in Jakarta, Indonesia, in some roadway, motorcycle is the most dominant vehicle, with total volume is four times higher than a passenger car. Thus, the traffic characteristic in motorcycle-dominated traffic differs from a common traffic situation. The purpose of this study is to apply the concept and theory developed to analyze motorcycle behaviour under motorcycle-dominated traffic condition. The survey is applied by recording the traffic flow movement of research location at specified time period. The macroscopic characteristic analyzed in this research is a speed-flow relationship based on motorcycle equivalent unit (MCU). Furthermore, a detail microscopic characteristic analyzed that is motorcycle time headway regarding traffic flow. MCU values computed were consists of motorcycle (MC), light vehicle (LV) and heavy vehicle (HV). Those values were calculated 1.00, 6.13 and 10.71 respectively. The speed and volume relationship result is showing a linear regression model with R2 value is 0.58, it can be explained that the correlation between two variables is intermediate. The headway distribution of motorcycle is compatible with the negative exponential distribution which fitted with the proposed theory for a small vehicle such as a motorcycle.

Direct medical costs of motorcycle crashes in Ontario

PubMed Central

Pincus, Daniel; Wasserstein, David; Nathens, Avery B.; Bai, Yu Qing; Redelmeier, Donald A.; Wodchis, Walter P.

2017-01-01

BACKGROUND: There is no reliable estimate of costs incurred by motorcycle crashes. Our objective was to calculate the direct costs of all publicly funded medical care provided to individuals after motorcycle crashes compared with automobile crashes. METHODS: We conducted a population-based, matched cohort study of adults in Ontario who presented to hospital because of a motorcycle or automobile crash from 2007 through 2013. For each case, we identified 1 control absent a motor vehicle crash during the study period. Direct costs for each case and control were estimated in 2013 Canadian dollars from the payer perspective using methodology that links health care use to individuals over time. We calculated costs attributable to motorcycle and automobile crashes within 2 years using a difference-in-differences approach. RESULTS: We identified 26 831 patients injured in motorcycle crashes and 281 826 injured in automobile crashes. Mean costs attributable to motorcycle and automobile crashes were $5825 and $2995, respectively (p < 0.001). The rate of injury was triple for motorcycle crashes compared with automobile crashes (2194 injured annually/100 000 registered motorcycles v. 718 injured annually/100 000 registered automobiles; incidence rate ratio [IRR] 3.1, 95% confidence interval [CI] 2.8 to 3.3, p < 0.001). Severe injuries, defined as those with an Abbreviated Injury Scale ≥ 3, were 10 times greater (125 severe injuries annually/100 000 registered motorcycles v. 12 severe injuries annually/100 000 registered automobiles; IRR 10.4, 95% CI 8.3 to 13.1, p < 0.001). INTERPRETATION: Considering both the attributable cost and higher rate of injury, we found that each registered motorcycle in Ontario costs the public health care system 6 times the amount of each registered automobile. Medical costs may provide an additional incentive to improve motorcycle safety. PMID:29158454

Research pilots at NASA Dryden tested a prototype helmet during the summer and fall of 2002. The obj

NASA Technical Reports Server (NTRS)

2002-01-01

Research pilots from the NASA Dryden Flight Research Center, Edwards, Calif., tested a prototype two-part helmet. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

Evaluation of cricket helmet performance and comparison with baseball and ice hockey helmets.

PubMed

McIntosh, A S; Janda, D

2003-08-01

Protective helmets in sport are important for reducing the risk of head and facial injury. In cricket and other sports with projectiles, national test standards control the minimum helmet performance. However, there are few field data showing if helmets are effective in reducing head injury. (a) To examine the performance of cricket helmets in laboratory tests; (b) to examine performance with regard to test standards, game hazards, and helmet construction; (c) to compare and contrast these findings with baseball and ice hockey helmets. Impact tests were conducted on a selection of helmet models: five cricket, two baseball, and two ice hockey. Ball to helmet impacts at speeds of 19, 27, 36, and 45 m/s were produced using an air cannon and a Hybrid III dummy headform and neck unit. Free fall drop tests with a rigid headform on to a selection of anvils (flat rigid, flat deformable, and hemispherical rigid) were conducted. Resultant headform acceleration was measured and compared between tests. At the lower speed impacts, all helmets produced a good reduction in headform acceleration, and thus injury risk. At the higher speed impacts, the effectiveness was less. For example, the mean maximum headform accelerations for all cricket helmets at each speed were: 67, 160, 316, and 438 g for 19, 27, 36, and 45 m/s ball speeds respectively. Drop tests on to a hemispherical anvil produced the highest accelerations. The variation in performance increased as the magnitude of the impact energy increased, in both types of testing. The test method used for baseball helmets in which the projectile is fired at the helmet may be superior to helmet drop tests. Cricket helmet performance is satisfactory for low speed impacts, but not for impacts at higher, more realistic, speeds. Baseball and ice hockey helmets offer slightly better relative and absolute performance at the 27 m/s ball and puck impacts.

Motorcycle Mechanic. Teacher Edition.

ERIC Educational Resources Information Center

Baugus, Mickey; Fulkerson, Dan, Ed.

These teacher's materials are for a 19-unit competency-based course on entry-level motorcycle mechanics at the secondary and postsecondary levels. The 19 units are: (1) introduction to motorcycle repair; (2) general safety; (3) tools and equipment; (4) metric measurements; (5) fasteners; (6) service department operations; (7) motorcycle engines;…

Traffic tech: Examination of changes to the motorcycle law in Puerto Rico.

DOT National Transportation Integrated Search

2017-04-01

Puerto Rico enacted a comprehensive motorcycle safety law in 2007 to address the rise in fatal motorcycle crashes. Prior to the enactment of the law, the popularity of motorcycle riding increased rapidly from 47,920 registrations in 2000, to 89,379 i...

High School Football Players Use Their Helmets to Tackle Other Players Despite Knowing the Risks

PubMed Central

Kuriyama, Andrew M; Nakatsuka, Austin S

2017-01-01

There is greater attention to head-related injuries and concussions in American football. The helmet's structural safety and the way that football players use their helmets are important in preventing head injuries. Current strategies include penalizing players for high-risk behavior such as leading with their helmet or hitting an opposing player above the shoulder. Passive strategies include helmet modification to better protect the head of the players or to change the playing style of the players. Hawai‘i high school varsity football players were surveyed to determine how they use their helmets and how a new helmet design would affect their style of play. One hundred seventy-seven surveys were completed; 79% said that they used their helmet to hit an opposing player during a tackle and 46% said they made this contact intentionally. When asked about modifying helmets with a soft material on the outside, 48% said they thought putting a soft cover over a regular helmet would protect their head better. However, many participants said that putting a soft cover over their regular helmet was a bad idea for various reasons. Most young football players use their helmets to block or tackle despite being taught they would be penalized or potentially injured if they did so. By gaining a better understanding of why and how players use their helmets and how they would respond to new helmet designs, steps can be taken to reduce head injuries for all levels of play. PMID:28352493

High School Football Players Use Their Helmets to Tackle Other Players Despite Knowing the Risks.

PubMed

Kuriyama, Andrew M; Nakatsuka, Austin S; Yamamoto, Loren G

2017-03-01

There is greater attention to head-related injuries and concussions in American football. The helmet's structural safety and the way that football players use their helmets are important in preventing head injuries. Current strategies include penalizing players for high-risk behavior such as leading with their helmet or hitting an opposing player above the shoulder. Passive strategies include helmet modification to better protect the head of the players or to change the playing style of the players. Hawai'i high school varsity football players were surveyed to determine how they use their helmets and how a new helmet design would affect their style of play. One hundred seventy-seven surveys were completed; 79% said that they used their helmet to hit an opposing player during a tackle and 46% said they made this contact intentionally. When asked about modifying helmets with a soft material on the outside, 48% said they thought putting a soft cover over a regular helmet would protect their head better. However, many participants said that putting a soft cover over their regular helmet was a bad idea for various reasons. Most young football players use their helmets to block or tackle despite being taught they would be penalized or potentially injured if they did so. By gaining a better understanding of why and how players use their helmets and how they would respond to new helmet designs, steps can be taken to reduce head injuries for all levels of play.

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on a NASA Dryden pilot. Five pilots evaluated the helmet for fit, comfort and functionality during the summer and fall of 2002.

NASA Image and Video Library

2002-08-07

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on pilot Craig Bomben at NASA Dryden Flight Research Center, Edwards, Calif. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

Mandibular Fracture Patterns at a Medical Center in Central Taiwan: A 3-Year Epidemiological Review.

PubMed

Lin, Fu-Yu; Wu, Chao-I; Cheng, Hsu-Tang

2017-12-01

Mandibular fractures constitute a major portion of maxillofacial trauma and may lead to considerable functional and aesthetic sequelae if treatment is inadequate or delayed. An epidemiology study on mandibular fractures may guide the preventive efforts of the Taiwan public health care system. Therefore, a retrospective review was conducted at a medical center in central Taiwan to evaluate the current mandibular fracture epidemiology.The medical records and digitized radiographs of 198 patients who received treatment for mandibular fractures during a 3-year period (from October 2010 to September 2013) at a medical center in central Taiwan were reviewed to obtain demographic and injury data.The average age was 29.4 years (3-82 years). Patients aged 21 to 30 years sustained the most mandibular fractures (62 patients, 31.3%). The overall sex distribution (male to female) ratio was 1.8. Motor-vehicle accidents (MVAs) were the most common mechanism of injury (162 patients, 82%), and scooter and motorcycle riders wearing partial-coverage helmets constituted the majority of patients. A chart review identified 198 patients with 335 mandibular fractures; 113 patients (57.1%) had multiple mandibular fractures. The most common fracture sites were the symphysis and parasymphysis regions (38.9%), followed by the condyle (26.0%), angle (14.3%), body (14.3%), and ramus (6.6%).MVAs are the major cause of mandibular fractures in central Taiwan, and patients aged <30 years sustained the most mandibular fractures. Compared with previous studies, the present study has a higher percentage of women with mandibular fractures. In addition, inadequate mandibular protection by partial-coverage helmets may be a major reason for mandibular fractures most commonly localized in the symphysis and parasymphysis regions. The incidence and causes of mandibular fractures may reflect the trauma patterns within the community, thus facilitating the development of a preventive strategy for the socioeconomic and environmental background of central Taiwan. Copyright © 2017 The Authors. Published by Wolters Kluwer Health, Inc. All rights reserved.

40 CFR 86.419-78 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 19 2014-07-01 2014-07-01 false Engine displacement, motorcycle... Emission Regulations for 1978 and Later New Motorcycles, General Provisions § 86.419-78 Engine displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values and rounded to...

40 CFR 86.419-78 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Engine displacement, motorcycle... Emission Regulations for 1978 and Later New Motorcycles, General Provisions § 86.419-78 Engine displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values and rounded to...

40 CFR 86.419-78 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Engine displacement, motorcycle... Emission Regulations for 1978 and Later New Motorcycles, General Provisions § 86.419-78 Engine displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values and rounded to...

40 CFR 86.419-78 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 19 2013-07-01 2013-07-01 false Engine displacement, motorcycle... Emission Regulations for 1978 and Later New Motorcycles, General Provisions § 86.419-78 Engine displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values and rounded to...

40 CFR 86.419-78 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Engine displacement, motorcycle... Emission Regulations for 1978 and Later New Motorcycles, General Provisions § 86.419-78 Engine displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values and rounded to...

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on a NASA Dryden pilot. F

NASA Technical Reports Server (NTRS)

2002-01-01

Jeff Greulich, DynCorp life support technician, adjusts a prototype helmet on pilot Craig Bomben at NASA Dryden Flight Research Center, Edwards, Calif. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

Helmets for skiers and snowboarders: an injury prevention program.

PubMed

Levy, A Stewart; Hawkes, Allison P; Rossie, George V

2007-07-01

The authors' Level I trauma center has advocated the use of ski helmets for several years and in 1998, undertook a social-marketing campaign and a helmet loaner program to increase helmet use among skiers and snowboarders. The loaner program's effect on helmet acceptance was measured by comparing helmet acceptance in participating rental stores with acceptance in nonparticipating stores during 3 years. For the 1998-1999 season, 13.8% of renters in the participating stores accepted a helmet compared to 1.38% in the nonparticipating stores (p < .01); for 2000-2001, 33.5% to 3.93% (p < .01); and for 2001-2002, 30.3% to 4.48% (p < .01). The authors believe that efforts to increase helmet use--by increasing education and public awareness and decreasing barriers, such as through helmet loaner programs or routinely including helmets in rental packages--have significant potential to decrease the incidence and severity of brain injuries from skiing and/or snowboarding accidents in Colorado.

External foam layers to football helmets reduce head impact severity.

PubMed

Nakatsuka, Austin S; Yamamoto, Loren G

2014-08-01

Current American football helmet design has a rigid exterior with a padded interior. Softening the hard external layer of the helmet may reduce the impact potential of the helmet, providing extra head protection and reducing its use as an offensive device. The objective of this study is to measure the impact reduction potential provided by external foam. We obtained a football helmet with built-in accelerometer-based sensors, placed it on a boxing mannequin and struck it with a weighted swinging pendulum helmet to mimic the forces sustained during a helmet-to-helmet strike. We then applied layers of 1.3 cm thick polyolefin foam to the exterior surface of the helmets and repeated the process. All impact severity measures were significantly reduced with the application of the external foam. These results support the hypothesis that adding a soft exterior layer reduces the force of impact which may be applicable to the football field. Redesigning football helmets could reduce the injury potential of the sport.

External Foam Layers to Football Helmets Reduce Head Impact Severity

PubMed Central

Nakatsuka, Austin S

2014-01-01

Current American football helmet design has a rigid exterior with a padded interior. Softening the hard external layer of the helmet may reduce the impact potential of the helmet, providing extra head protection and reducing its use as an offensive device. The objective of this study is to measure the impact reduction potential provided by external foam. We obtained a football helmet with built-in accelerometer-based sensors, placed it on a boxing mannequin and struck it with a weighted swinging pendulum helmet to mimic the forces sustained during a helmet-to-helmet strike. We then applied layers of 1.3 cm thick polyolefin foam to the exterior surface of the helmets and repeated the process. All impact severity measures were significantly reduced with the application of the external foam. These results support the hypothesis that adding a soft exterior layer reduces the force of impact which may be applicable to the football field. Redesigning football helmets could reduce the injury potential of the sport. PMID:25157327

Research pilots at NASA Dryden tested a prototype helmet during the summer and fall of 2002. The objective was to obtain data on fit, comfort and functionality.

NASA Image and Video Library

2002-08-07

Research pilots from the NASA Dryden Flight Research Center, Edwards, Calif., tested a prototype two-part helmet. Built by Gentex Corp., Carbondale, Pa., the helmet was evaluated by five NASA pilots during the summer and fall of 2002. The objective was to obtain data on helmet fit, comfort and functionality. The inner helmet of the modular system is fitted to the individual crewmember. The outer helmet features a fully integrated spectral mounted helmet display and a binocular helmet mounted display. The helmet will be adaptable to all flying platforms. The Dryden evaluation was overseen by the Center's Life Support office. Assessments have taken place during normal proficiency flights and some air-to-air combat maneuvering. Evaluation platforms included the F-18, B-52 and C-12. The prototype helmet is being developed by the Naval Air Science and Technology Office and the Aircrew Systems Program Office, Patuxent River, Md.

Achieving all-age helmet use compliance for snow sports: strategic use of education, legislation and enforcement.

PubMed

Fenerty, Lynne; Heatley, Jennifer; Young, Julian; Thibault-Halman, Ginette; Kureshi, Nelofar; Bruce, Beth S; Walling, Simon; Clarke, David B

2016-06-01

Nova Scotia is the first jurisdiction in the world to mandate ski and snowboard helmet use for all ages at ski hills in the province. This study represents a longitudinal examination of the effects of social marketing, educational campaigns and the introduction of helmet legislation on all-age snow sport helmet use in Nova Scotia. A baseline observational study was conducted to establish the threshold of ski and snowboarding helmet use. Based on focus groups and interviews, a social marketing campaign was designed and implemented to address factors influencing helmet use. A prelegislation observational study assessed the effects of social marketing and educational promotion on helmet use. After all-age snow sport helmet legislation was enacted and enforced, a postlegislation observational study was conducted to determine helmet use prevalence. Baseline data revealed that 74% of skiers and snowboarders were using helmets, of which 80% were females and 70% were males. Helmet use was high in children (96%), but decreased with increasing age. Following educational and social marketing campaigns, overall helmet use increased to 90%. After helmet legislation was enacted, 100% compliance was observed at ski hills in Nova Scotia. Results from this study demonstrate that a multifaceted approach, including education, legislation and enforcement, was effective in achieving full helmet compliance among all ages of skiers and snowboarders. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/

Investigating helmet promotion for cyclists: results from a randomised study with observation of behaviour, using a semi-automatic video system.

PubMed

Constant, Aymery; Messiah, Antoine; Felonneau, Marie-Line; Lagarde, Emmanuel

2012-01-01

Half of fatal injuries among bicyclists are head injuries. While helmet use is likely to provide protection, their use often remains rare. We assessed the influence of strategies for promotion of helmet use with direct observation of behaviour by a semi-automatic video system. We performed a single-centre randomised controlled study, with 4 balanced randomisation groups. Participants were non-helmet users, aged 18-75 years, recruited at a loan facility in the city of Bordeaux, France. After completing a questionnaire investigating their attitudes towards road safety and helmet use, participants were randomly assigned to three groups with the provision of "helmet only", "helmet and information" or "information only", and to a fourth control group. Bikes were labelled with a colour code designed to enable observation of helmet use by participants while cycling, using a 7-spot semi-automatic video system located in the city. A total of 1557 participants were included in the study. Between October 15th 2009 and September 28th 2010, 2621 cyclists' movements, made by 587 participants, were captured by the video system. Participants seen at least once with a helmet amounted to 6.6% of all observed participants, with higher rates in the two groups that received a helmet at baseline. The likelihood of observed helmet use was significantly increased among participants of the "helmet only" group (OR = 7.73 [2.09-28.5]) and this impact faded within six months following the intervention. No effect of information delivery was found. Providing a helmet may be of value, but will not be sufficient to achieve high rates of helmet wearing among adult cyclists. Integrated and repeated prevention programmes will be needed, including free provision of helmets, but also information on the protective effect of helmets and strategies to increase peer and parental pressure.

Investigating Helmet Promotion for Cyclists: Results from a Randomised Study with Observation of Behaviour, Using a Semi-Automatic Video System

PubMed Central

Constant, Aymery; Messiah, Antoine; Felonneau, Marie-Line; Lagarde, Emmanuel

2012-01-01

Introduction Half of fatal injuries among bicyclists are head injuries. While helmet use is likely to provide protection, their use often remains rare. We assessed the influence of strategies for promotion of helmet use with direct observation of behaviour by a semi-automatic video system. Methods We performed a single-centre randomised controlled study, with 4 balanced randomisation groups. Participants were non-helmet users, aged 18–75 years, recruited at a loan facility in the city of Bordeaux, France. After completing a questionnaire investigating their attitudes towards road safety and helmet use, participants were randomly assigned to three groups with the provision of “helmet only”, “helmet and information” or “information only”, and to a fourth control group. Bikes were labelled with a colour code designed to enable observation of helmet use by participants while cycling, using a 7-spot semi-automatic video system located in the city. A total of 1557 participants were included in the study. Results Between October 15th 2009 and September 28th 2010, 2621 cyclists' movements, made by 587 participants, were captured by the video system. Participants seen at least once with a helmet amounted to 6.6% of all observed participants, with higher rates in the two groups that received a helmet at baseline. The likelihood of observed helmet use was significantly increased among participants of the “helmet only” group (OR = 7.73 [2.09–28.5]) and this impact faded within six months following the intervention. No effect of information delivery was found. Conclusion Providing a helmet may be of value, but will not be sufficient to achieve high rates of helmet wearing among adult cyclists. Integrated and repeated prevention programmes will be needed, including free provision of helmets, but also information on the protective effect of helmets and strategies to increase peer and parental pressure. PMID:22355384

Impact of Soldier Helmet Configuration on Survivability

DTIC Science & Technology

2011-03-01

helmet cannot sit too low, which is evident when the helmet covers the eyebrows and the helmet interferes with eyewear . The helmet should remain in...agencies, academia, and private industry have also aided in model development. ORCA is a high-resolution computerized personnel casualty model that can

Undergraduate Quality Management Project: Motorcycle Manufacturer Vendor Rating System

ERIC Educational Resources Information Center

Baker, James; McHaney, Roger

2009-01-01

A major motorcycle vendor, based in the U.S. Midwest, is the world's largest custom V-Twin motorcycle manufacturer and domestically the second largest motorcycle manufacturer behind Harley-Davidson. This project describes the process used used by a K-State undergraduate distance learning student to design and develop the initial version of a…

40 CFR 1051.105 - What are the exhaust emission standards for off-highway motorcycles?

Code of Federal Regulations, 2014 CFR

2014-07-01

... standards for off-highway motorcycles? 1051.105 Section 1051.105 Protection of Environment ENVIRONMENTAL... off-highway motorcycles? (a) Apply the exhaust emission standards in this section by model year. Measure emissions with the off-highway motorcycle test procedures in subpart F of this part. (1) Follow...

40 CFR 1051.105 - What are the exhaust emission standards for off-highway motorcycles?

Code of Federal Regulations, 2013 CFR

2013-07-01

... standards for off-highway motorcycles? 1051.105 Section 1051.105 Protection of Environment ENVIRONMENTAL... off-highway motorcycles? (a) Apply the exhaust emission standards in this section by model year. Measure emissions with the off-highway motorcycle test procedures in subpart F of this part. (1) Follow...

40 CFR 1051.105 - What are the exhaust emission standards for off-highway motorcycles?

Code of Federal Regulations, 2012 CFR

2012-07-01

... standards for off-highway motorcycles? 1051.105 Section 1051.105 Protection of Environment ENVIRONMENTAL... off-highway motorcycles? (a) Apply the exhaust emission standards in this section by model year. Measure emissions with the off-highway motorcycle test procedures in subpart F of this part. (1) Follow...

Understanding Student Travel Behaviour in Semarang City

NASA Astrophysics Data System (ADS)

Manullang, O. R.; Tyas, W. P.; Anas, N.; Aji, F. N.

2018-02-01

The highest movement in Semarang City is dominated by motorcycles, which reached 79% of the number of vehicles. Highest percentage movement use motorcycle caused the highest percentage accident by motorcycle users, which reached 66% and 9% involving high school students. This happens because of the dependence of motorcycles usage in fulfilling the needs of movement in the city of Semarang. Understanding student travel behavior based on their activities is used to know travel needs and the cause of dependence on motorcycle usage. Analysis method in this study use network analysis to compare the potential accessibility and actual accessibility to known why motorcycle chosen by students as the main mode. In addition, phenomenology analysis is used to explain the intent and reasons the data produced by network analysis. The analysis result indicates that the high use of motorcycles by high school students in the Semarang city due to the absence of other effective and efficient modes in fulfilling the movement needs. Even, the student which can potentially use public transport preferred to use a motorcycle. This mode is more effective and efficient because of its flexibility and lower costs.

Underwater and Dive Station Work-Site Noise Surveys

DTIC Science & Technology

2008-03-14

A) octave band noise measurements, dB (A) correction factors, dB ( A ) levels , MK-21 diving helmet attenuation correction factors, overall in-helmet...band noise measurements, dB (A) correction factors, dB ( A ) levels , MK-21 diving helmet attenuation correction factors, overall in-helmet dB (A...noise measurements, dB (A) correction factors, dB ( A ) levels , MK-21 diving helmet attenuation correction factors, overall in-helmet dB (A) level, and

FOAM-IN-PLACE FORM FITTING HELMET LINERS

DTIC Science & Technology

A urethane foam formulation has been developed to produce foamed-in-place helmet liners for Air Force crash or flying helmets. High density urethane...foam helmet liners has been foamed-in-place directly on the flying crew member’s head, producing a perfectly fitting helmet liner with a minimum of...time, labor and inconvenience. These liners were produced at an extremely modest cost. Design and fabrication of a suitable mold in which the helmet

[Prevalence of helmet use in children and adolescents in Germany and preventable bicycle-related head injuries].

PubMed

Gutsche, J; Hintzpeter, B; Neuhauser, H; Schlaud, M

2011-08-01

Head injuries are the main cause of death in bicycle-related accidents among children and adolescents. According to a Cochrane Review, the risk of head injury (OR 0.31; 95% CI 0.26-0.37) or brain injury (OR 0.31; 95% CI 0.23-0.42) decreases by 69% if a helmet is worn. This study presents the prevalence of helmet use in cycling children and adolescents in Germany and the proportion of head injuries that could be prevented by wearing helmets. The potential effects of increased helmet wearing rates on the population attributable risk percentage for head injuries (PAR%) are demonstrated. The prevalence of helmet use in children aged 3-17 years was analysed using data from the German Health Interview and Examination Survey for Children and Adolescents (KiGGS). The percentage of head injuries preventable by helmet use in this group is estimated by calculating PAR%. Prevalence rates of helmet use and odds ratios from a Cochrane Review about the effectiveness of bicycle helmets for the prevention of head injuries were used for analysis. The potential effect of increased helmet use is shown in 3 scenarios by means of differences of PAR% values in the most relevant age groups. The older the children, the less likely they are to wear a helmet: 89.5% (95% CI 88.0%-90.8%) of the 3- to 6-year-old children wear a helmet when cycling but only 11.0% (95% CI 9.3%-12.9%) of 14- to 17-year-old adolescents do. In the youngest group (3-6 years) 19% of bicycle-related head injuries are attributable to the non-use of helmets, but this proportion rises to 67% in the oldest group (14-17 years). The PAR% of head injuries associated with not wearing a helmet may be reduced by more than a third by increasing the helmet wearing rate to 67% (2 out of 3) among adolescents, and may be reduced to half if 75% of adolescents wore a helmet. Particularly older children and adolescents hardly use bicycle helmets, hence the rate of preventable head injury is high. Efforts towards increasing helmet use should address all age groups with a particular focus on school-aged children and adolescents. © Georg Thieme Verlag KG Stuttgart · New York.

Comparisons between Shikoro-type helmet with no hood and typical fire protective helmets with hood in a hot and humid environment.

PubMed

Baek, Yoon Jeong; Jung, Dahee; Son, Su-Young; Lee, Joo-Young

2018-03-01

The purpose of this study was to evaluate physiological and subjective responses while wearing the Shikoro-type helmet for firefighters when compared to typical helmets. Eight firefighters conducted a 30-min exercise at a 5 km h -1 in three helmet conditions at an air temperature of 32 °C with 70%RH. The results showed that no significant differences in rectal, mean skin temperature and physiological strain index among the three conditions were found during exercise and recovery. Skin temperatures on the cheek, ear and neck during exercise were significantly lower for the Shikoro-type condition (p < 0.05), but forehead temperature was greater for the Shikoro-type helmet when compared to the other conditions (p < 0.05). Statistical differences in thermal sensation and thermal comfort for overall and local body regions were not found among the three conditions. These results imply that the Shikoro-type helmet had local advantages in reducing skin temperatures on the face and neck. Practitioner Summary: Firefighters wear their helmet with its hood to protect the head and neck but a Shikoro type helmet has no fire protective hood. This study aimed to evaluate the comfort function of Shikoro helmet along with typical helmets. The results demonstrated thermal benefits of the Shikoro helmet on the head.

Helmet use among cyclists in New York City.

PubMed

Basch, Corey H; Zagnit, Emily A; Rajan, Sonali; Ethan, Danna; Basch, Charles E

2014-10-01

Lack of helmet use while bicycling can have deleterious effects on health. Despite evidence that helmets can greatly reduce the risk of head injury, the prevalence of helmet use among riders, including those in urban bicycle-share programs, has been shown to be very low. Building upon the authors' previous work, this study's aim was to assess prevalence of helmet use among cyclists riding on widely used New York City (NYC) bike lanes. Across a 2-month period, cyclists were filmed in five NYC locations with bike lanes. Filming took place at two separate time periods (recreation and commute) at each location. Helmet use was coded for each cyclist. A total of 1,921 riders were observed across 10 h. Overall, half (50.0 %) of all riders were observed wearing a helmet. Rates of using a helmet were consistent across all five locations. In addition, only 21.7 % of Citi Bike users and 15.3 % of other bicycle rentals were observed wearing helmets while cycling. The prevalence of helmet use was significantly higher among males than females (z = 4.48, p < .001). Cyclists observed during the recreational time period were also less likely than those observed during the commuting time period to be wearing a helmet (z = 7.17, p < .001). The results of this study contribute to the growing literature about cyclist helmet use in urban areas.

40 CFR 86.410-2006 - Emission standards for 2006 and later model year motorcycles.

Code of Federal Regulations, 2010 CFR

2010-07-01

...-2006 Emission standards for 2006 and later model year motorcycles. (a)(1) Exhaust emissions from Class...-1—Class I and II Motorcycle Emission Standards Model year Emission standards(g/km) HC CO 2006 and... the following table: Table E2006-2—Class III Motorcycle Emission Standards Tier Model year Emission...

40 CFR 86.410-2006 - Emission standards for 2006 and later model year motorcycles.

Code of Federal Regulations, 2011 CFR

2011-07-01

...-2006 Emission standards for 2006 and later model year motorcycles. (a)(1) Exhaust emissions from Class...-1—Class I and II Motorcycle Emission Standards Model year Emission standards(g/km) HC CO 2006 and... the following table: Table E2006-2—Class III Motorcycle Emission Standards Tier Model year Emission...

40 CFR 86.410-2006 - Emission standards for 2006 and later model year motorcycles.

Code of Federal Regulations, 2012 CFR

2012-07-01

...-2006 Emission standards for 2006 and later model year motorcycles. (a)(1) Exhaust emissions from Class...-1—Class I and II Motorcycle Emission Standards Model year Emission standards(g/km) HC CO 2006 and... the following table: Table E2006-2—Class III Motorcycle Emission Standards Tier Model year Emission...

40 CFR 86.410-2006 - Emission standards for 2006 and later model year motorcycles.

Code of Federal Regulations, 2014 CFR

2014-07-01

...-2006 Emission standards for 2006 and later model year motorcycles. (a)(1) Exhaust emissions from Class...-1—Class I and II Motorcycle Emission Standards Model year Emission standards(g/km) HC CO 2006 and... the following table: Table E2006-2—Class III Motorcycle Emission Standards Tier Model year Emission...

40 CFR 86.410-2006 - Emission standards for 2006 and later model year motorcycles.

Code of Federal Regulations, 2013 CFR

2013-07-01

...-2006 Emission standards for 2006 and later model year motorcycles. (a)(1) Exhaust emissions from Class...-1—Class I and II Motorcycle Emission Standards Model year Emission standards(g/km) HC CO 2006 and... the following table: Table E2006-2—Class III Motorcycle Emission Standards Tier Model year Emission...

46 CFR 197.322 - Surface-supplied helmets and masks.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 46 Shipping 7 2010-10-01 2010-10-01 false Surface-supplied helmets and masks. 197.322 Section 197... helmets and masks. (a) Each surface-supplied helmet or mask must have— (1) A nonreturn valve at the attachment point between helmet or mask and umbilical that closes readily and positively; (2) An exhaust...

Derivation of an Extra-Large PASGT Helmet

DTIC Science & Technology

1988-07-01

IED GROUP SU"!jRUP j" Anthropometry ~p Head Length ) I II jHead Circumfirence, Helmet Standoff, Head Breadth PASGT Helmets t IIABSTRACT (Conhwe on m.wn...publication. I,9 LIST OF REFZRENCES 1. DF, STRNC-ICAA, dtd 26 January 1987, XL PASGT Helmet. 2. Military Specification, MIL-H-44099A (Revision 1986). Helmet

16 CFR 1203.13 - Test schedule.

Code of Federal Regulations, 2014 CFR

2014-01-01

... helmets, as designated in Table 1203.13, shall be tested for peripheral vision in accordance with § 1203... conditioned in the ambient, high temperature, low temperature, and water immersion environments as follows: helmets 1 and 5—ambient; helmets 2 and 7—high temperature; helmets 3 and 6—low temperature; and helmets 4...

16 CFR § 1203.13 - Test schedule.

Code of Federal Regulations, 2013 CFR

2013-01-01

... helmets, as designated in Table 1203.13, shall be tested for peripheral vision in accordance with § 1203... conditioned in the ambient, high temperature, low temperature, and water immersion environments as follows: helmets 1 and 5—ambient; helmets 2 and 7—high temperature; helmets 3 and 6—low temperature; and helmets 4...

16 CFR 1203.13 - Test schedule.

Code of Federal Regulations, 2011 CFR

2011-01-01

... helmets, as designated in Table 1203.13, shall be tested for peripheral vision in accordance with § 1203... conditioned in the ambient, high temperature, low temperature, and water immersion environments as follows: helmets 1 and 5—ambient; helmets 2 and 7—high temperature; helmets 3 and 6—low temperature; and helmets 4...

Role of helmet in the mechanics of shock wave propagation under blast loading conditions.

PubMed

Ganpule, S; Gu, L; Alai, A; Chandra, N

2012-01-01

The effectiveness of helmets in extenuating the primary shock waves generated by the explosions of improvised explosive devices is not clearly understood. In this work, the role of helmet on the overpressurisation and impulse experienced by the head were examined. The shock wave-head interactions were studied under three different cases: (i) unprotected head, (ii) head with helmet but with varying head-helmet gaps and (iii) head covered with helmet and tightly fitting foam pads. The intensification effect was discussed by examining the shock wave flow pattern and verified with experiments. A helmet with a better protection against shock wave is suggested.

Effect of Preoperative Molding Helmet in Patients With Sagittal Synostosis.

PubMed

Hashmi, Asra; Marupudi, Neena I; Sood, Sandeep; Rozzelle, Arlene

2017-06-01

In our practice, the authors found that molding helmet used for plagiocephaly preoperatively, in patients with sagittal synostosis, decreased bathrocephaly, forehead bossing, and improved posterior vertex, as well as Cephalic Index (CI). This prompted us to investigate the impact of preoperative molding helmet in patients with sagittal synostosis. A prospective study was performed on patients undergoing surgical correction of sagittal synostosis, over a 5-year period. Patients were categorized into 2 groups. "No Helmet group" only had surgical correction, and "Helmet group" had preoperative molding helmet, prior to surgical correction. Cephalic Index for the 2 groups was compared using t-test. There were 40 patients in the No Helmet group and 18 patients in the Helmet group. For No Helmet group, mean CI at presentation, immediately preoperative, and postoperatively was 0.70 (±0.045), 0.70 (±0.020), and 0.80 (±0.030), respectively, and for Helmet group, it was 0.69 (±0.023), 0.73 (±0.036), and 0.83 (±0.036), respectively. There was no statistically significant difference between CI of the 2 groups at presentation (P = 0.45). Comparison of postoperative CI did show a statistically significant difference between the groups (P = 0.01). For Helmet group, on comparison of CI at presentation and preoperative CI (after helmet therapy), a statistically significant improvement in CI was observed (P = 0.0004). Our results suggest that preoperative molding helmet can decrease bathrocephaly, forehead bossing, and improve posterior vertex as well as CI, prior to surgery and thus can be used as a valuable adjunct in patients with sagittal synostosis.

Helmet Use and Head Injury in Homer's Iliad.

PubMed

Swinney, Christian

2016-06-01

Homer's detailed descriptions of head injuries inflicted during the Trojan War are of particular interest to individuals in the medical community. Although studies have examined the prevalence of such injuries, none have examined the preventive measures taken to avoid them. An in-depth review of helmet use in Homer's Iliad was conducted to address this previously unexplored facet of the epic. An English translation of Homer's text was reviewed for all references to helmet use. The number of helmet references in each book was recorded, along with other pertinent details for each reference. There were 87 references to helmets (40 combat, 47 noncombat). The helmet belonged to a Greek warrior in 41 cases (47.1%), a Trojan warrior in 38 cases (43.6%), a divinity in 5 cases (5.7%), and a general group of warriors in 3 cases (3.4%). Helmet use provided protective benefit to Greek warriors at a rate of 30.0% (3 of 10) and Trojan warriors at a rate of 11.1% (2 of 18). This difference was not statistically significant (P = 0.23). The overall combined protective benefit of helmet use in the text was 17.9% (5 of 28). Helmets belonging to 15 specific Greek warriors and 18 specific Trojan warriors were referenced in the text. Helmets belonging to Hector (n = 12) and Achilles (n = 8) were most frequently mentioned. Helmet use and head injury both play a prominent role in Homer's Iliad. Helmets are frequently used in combat settings but with relatively little success. Helmets are also used in various noncombat settings. Copyright © 2016 Elsevier Inc. All rights reserved.

Operator’s Manual for Variable Weight, Variable C. G. Helmet Simulator,

DTIC Science & Technology

1981-09-01

A variabh weight, variable CG helmet simulator has been designed to measure the effect of US Army headgear on muscle loading and fatigue. The helmet...less than the weight of most quality crash helmets made by reputable manufacturers. The addition of variable weights to the boxes can alter the center...of gravity to simulate the effect of equipment attached to the out- side of a helmet. The helmet simulator has been calibrated for weights of 3.2, 4.0

Effect of gasoline/methanol blends on motorcycle emissions: Exhaust and evaporative emissions

NASA Astrophysics Data System (ADS)

Li, Lan; Ge, Yunshan; Wang, Mingda; Li, Jiaqiang; Peng, Zihang; Song, Yanan; Zhang, Liwei

2015-02-01

The emission characteristics of motorcycles using gasoline and M15 (consisting of 85% gasoline and 15% methanol by volume) were investigated in this article. Exhaust and evaporative emissions, including regulated and unregulated emissions, of three motorcycles were investigated on the chassis dynamometer over the Urban Driving Cycle (UDC) and in the Sealed Housing for Evaporative Determination (SHED), respectively. The regulated emissions were detected by an exhaust gas analyzer directly. The unregulated emissions, including carbonyls, volatile organic compounds (VOCs) and methanol, were sampled through battery-operated air pumps using tubes coated with 2,4-dintrophenylhydrazine (DNPH), Tenax TA and silica gel, respectively. The experimental results showed that, for exhaust emission, compared with those from gasoline fueled motorcycles, the concentration of total hydrocarbons (THC) and CO from motorcycles fueled with M15 decreased by 11%-34.5% and 63%-84% respectively, while the concentration of NOx increased by 76.9%-107.7%. Compared with those from gasoline fueled motorcycles, BTEX from motorcycles fueled with M15 decreased by 16%-60% while formaldehyde increased by 16.4%-52.5%. For evaporative emission, diurnal losses were more than hot soak losses and turned out to be dominated in evaporative emissions. In addition, compared with gasoline fueling motorcycles, the evaporative emissions of THC, carbonyls and VOCs from motorcycles fueled with M15 increased by 11.7%-37%, 38%-45% and 16%-42%, respectively. It should be noted that the growth rate of methanol was as high as 297%-1429%. It is important to reduce the evaporative emissions of methanol fueling motorcycles.

Effectiveness of bicycle helmet legislation to increase helmet use: a systematic review

PubMed Central

Karkhaneh, M; Kalenga, J‐C; Hagel, B E; Rowe, B H

2006-01-01

Background Head injuries related to bicycle use are common and can be serious. They can be prevented or reduced in severity with helmet use; however, education has resulted in modest helmet use in most developed countries. Helmet legislation has been proposed as a method to increase helmet wearing; while this social intervention is thought to be effective, no systematic review has been performed. Objectives This review evaluates the scientific evidence for helmet use following legislation to identify the effectiveness of legislative interventions to increase bicycle helmet use among all age groups. Search strategy Comprehensive searches of CENTRAL, MEDLINE, EMBASE, CINAHL, Web of Science, British Education Index, LILACS Database, TRIS (Transport Research Information Service), the grey literature, reference lists, and communication with authors was performed to identify eligible studies. Selection criteria Eligible studies for this review were community based investigations including cohort studies, controlled before‐after studies, interrupted time series studies, non‐equivalent control group studies Data collection and analysis Two reviewers extracted the data regarding the percentage of helmet use before and after legislation from each study. Individual and pooled odds ratios were calculated along with 95% confidence intervals. Main results Out of 86 prescreened articles, 25 were potentially relevant to the topic and 11 were finally included in the review. Of 11 studies, eight were published articles, two were published reports, and one was an unpublished article. One additional survey was incorporated following personal communication with the author. While the baseline rate of helmet use among these studies varied between 4% and 59%, after legislation this range changed to 37% and 91%. Helmet wearing proportions increased less than 10% in one study, 10–30% in four studies, and more than 30% in seven studies. While the effectiveness of bicycle helmet legislation varied (n = 11 studies; OR range: 1.2–22), all studies demonstrated higher proportions of helmet use following legislation, particularly when the law was targeted to a specific age group. Conclusions Legislation increased helmet use among cyclists, particularly younger age groups and those with low pre‐intervention helmet wearing proportions. These results support legislative interventions in populations without helmet legislation. PMID:16595420

Applying Bayesian hierarchical models to examine motorcycle crashes at signalized intersections.

PubMed

Haque, Md Mazharul; Chin, Hoong Chor; Huang, Helai

2010-01-01

Motorcycles are overrepresented in road traffic crashes and particularly vulnerable at signalized intersections. The objective of this study is to identify causal factors affecting the motorcycle crashes at both four-legged and T signalized intersections. Treating the data in time-series cross-section panels, this study explores different Hierarchical Poisson models and found that the model allowing autoregressive lag-1 dependence specification in the error term is the most suitable. Results show that the number of lanes at the four-legged signalized intersections significantly increases motorcycle crashes largely because of the higher exposure resulting from higher motorcycle accumulation at the stop line. Furthermore, the presence of a wide median and an uncontrolled left-turn lane at major roadways of four-legged intersections exacerbate this potential hazard. For T signalized intersections, the presence of exclusive right-turn lane at both major and minor roadways and an uncontrolled left-turn lane at major roadways increases motorcycle crashes. Motorcycle crashes increase on high-speed roadways because they are more vulnerable and less likely to react in time during conflicts. The presence of red light cameras reduces motorcycle crashes significantly for both four-legged and T intersections. With the red light camera, motorcycles are less exposed to conflicts because it is observed that they are more disciplined in queuing at the stop line and less likely to jump start at the start of green.

Helmet Ownership and Use among Skateboarders: Utilisation of the Health Belief Model

ERIC Educational Resources Information Center

Peachey, Andrew A.; Sutton, Debra L.; Cathorall, Michelle L.

2016-01-01

Introduction: The purpose of this study was to determine the proportion of skateboarders who owned and who wore a helmet and which constructs from the Health Belief Model predicted helmet ownership and helmet use among undergraduate skateboarders. Methods: From March 2013 through March 2014, 83 skateboarders completed a helmet attitude and use…

78 FR 29810 - Receipt of Petition for Decision That Nonconforming 2003 BMW K 1200 GT Motorcycles Are Eligible...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-21

...-0061; Notice 1] Receipt of Petition for Decision That Nonconforming 2003 BMW K 1200 GT Motorcycles Are... (NHTSA) of a petition for a decision that 2003 BMW K 1200 GT Motorcycles that were not originally...-005) has petitioned NHTSA to decide whether non-U.S. certified 2003 BMW K 1200 GT motorcycles are...

The association between price of regular-grade gasoline and injury and mortality rates among occupants involved in motorcycle- and automobile-related motor vehicle collisions.

PubMed

Hyatt, Eddie; Griffin, Russell; Rue, Loring W; McGwin, Gerald

2009-09-01

Motorcyclists have been reported to be more likely to die in a motor vehicle collision (MVC) than automobile occupants. With the recent increase in the pump price of gasoline, it has been reported that people are switching to motorcycles as main modes of transportation. This study evaluated the association between motor vehicle collision-related injury and mortality rates and increases in gasoline prices for occupants of automobiles and riders of motorcycles. There were an estimated 1,270,512 motorcycle MVC and 238,390,853 automobile MVC involved occupants in the U.S. from 1992 to 2007. Higher gasoline prices were associated with increased motorcycle-related injuries and deaths; however, this association no longer remained after accounting for changes in the number of registered vehicles. The current study observed that, while the number of injuries and fatalities in motorcycle-related MVCs increase with increasing gasoline price, rates remained largely unchanged. This suggests that the observed increase in motorcycle-related injuries and fatalities with increasing gasoline price is more a factor of the number of motorcycles on the road rather than operator characteristics.

Influence of dimension box differences and time differences during operations of red box for motorcycles at signalized intersection

NASA Astrophysics Data System (ADS)

Mulyadi, Agah Muhammad

2017-11-01

Performance of signalized intersection has declined due to a large number of motorcycles. The number of motorcycles reached 98.2 million units and the composition of motorcycles has reached around 81.7% of the total composition of vehicles in Indonesia (AISI, 2017). To solve that problem, the red box for motorcycles are provided at the signalized intersection. Red box for the motorcycle at signalized intersections was developed from the concept of Advance Stop Line (ASL) for bicycles. The Red Box was developed to split the queue between motorcycles and other vehicles when waiting at red light. This paper aims to evaluate the influence of the red box dimension and red time operation differences. The survey was conducted as many as 30 cycles of traffic signals per day. The data were analyzed using software IBM SPSS Statistics 20 by using Analysis of Variance (ANOVA) to obtain p-value (significant). The analysis shows that there are insignificant influences between the occupancy rates to the dimension of Red Box. Furthermore, that there is a significant difference that shows the dependency of only motorcycles in the Red Box Area towards red time operation.

Change in size and impact performance of football helmets from the 1970s to 2010.

PubMed

Viano, David C; Halstead, David

2012-01-01

Linear impactor tests were conducted on football helmets from the 1970s-1980s to complement recently reported tests on 1990 s and 2010 s helmets. Helmets were placed on the Hybrid III head with an array of accelerometers to determine translational and rotational acceleration. Impacts were at four sites on the helmet shell at 3.6-11.2 m/s. The four generations of helmets show a continuous improvement in response from bare head impacts in terms of Head Injury Criterion (HIC), peak head acceleration and peak rotational acceleration. Helmets of 2010 s weigh 1.95 ± 0.2 kg and are 2.7 times heavier than 1970s designs. They are also 4.3 cm longer, 7.6 cm higher, and 4.9 cm wider. The extra size and weight allow the use of energy absorbing padding that lowers forces in helmet impacts. For frontal impacts at 7.4 m/s, the four best performing 2010 s helmets have HIC of 148 ± 23 compared to 179 ± 42 for the 1990 s baseline, 231 ± 27 for the 1980s, 253 ± 22 for the 1970s helmets, and 354 ± 3 for the bare head. The additional size and padding of the best 2010 s helmets provide superior attenuation of impact forces in normal play and in conditions associated with concussion than helmets of the 1970s-1990 s.

Respiratory Protection Performance: Impact of Helmet Integration

DTIC Science & Technology

2016-09-01

ECBC-TR-1418 RESPIRATORY PROTECTION PERFORMANCE: IMPACT OF HELMET INTEGRATION Daniel J. Barker Corey M. Grove RESEARCH AND TECHNOLOGY...REPORT TYPE Final 3. DATES COVERED (From - To) Sep 2015 – Mar 2016 4. TITLE AND SUBTITLE Respiratory Protection Performance: Impact of Helmet...integrated helmet respirator on respiratory protection effectiveness as compared with a helmet and respirator worn in a traditional nonintegrated

The implementation of a municipal indoor ice skating helmet policy: effects on helmet use, participation and attitudes.

PubMed

O'Mahony-Menton, Colleen; Willmore, Jacqueline; Russell, Katherine

2015-12-01

In Ottawa, between 2005 and 2009 there was an annual average of 47.2 head injuries due to ice skating in children and youth (1-19 years of age) requiring a visit to the emergency department, with the highest rates among those aged 5-14 years. Between 2002 and 2007, only 6% of children were wearing a helmet during ice skating when the head injury occurred. During indoor public skating sessions, 93% of children (<10 years)-57% aged 10-12 years, 20% aged 13-17 years and 9% adults-wore helmets in the absence of a policy. Support for a helmet policy was high from public health, medical, political and community perspectives. Helmet policies in relation to cycling have demonstrated increases in helmet use and reduction of head injuries without decreasing physical activity. However, no known studies have examined the effect of indoor ice skating helmet policy coupled with education and promotional activities on helmet use, participation and attitudes towards helmet use. An ice skating helmet policy for children (<11 years of age) and those with limited skating experience at indoor rinks during public skating sessions was developed, implemented and evaluated. Supportive activities such as discount coupons, promotional materials, a media launch, social marketing and staff training are described. The helmet policy was associated with increased helmet use for young children and for older children, youth and adults not included in the policy, without decreasing attendance to public skating sessions. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/

Characteristics of motorcyclists involved in accidents between motorcycles and automobiles.

PubMed

Oliveira, Amanda Lima de; Petroianu, Andy; Gonçalves, Dafne Maria Villar; Pereira, Gisele Araújo; Alberti, Luiz Ronaldo

2015-01-01

traffic accidents are one of the main causes of death and disability, with motorcyclists representing the great majority of both the victims and the perpetrators. this work studied the characteristics of motorcyclists injured in accidents involving motorcycles and automobiles. this study sought to interview 100 motorcyclists who had been injured in collisions between motorcycles and automobiles, and who were undergoing emergency hospital treatment in the region of Belo Horizonte, Brazil. The questionnaires included demographic information (age, gender, skin color, education level, profession) and questions about years of licensed driving practice, how often they would drive an automobile, how long they had had a motorcycle driver's license, how often they would ride a motorcycle, the number of prior accidents involving a car, and the number of prior accidents not involving a car. of the 100 consecutive accidents studied, 91 occurred with men and 9 with women, aged between 16 and 79 (m = 29 ± 11) years. Regarding their reason for using a motorcycle, 83% reported using it for transport, 7% for work, and 10% for leisure. Most of these accident victims had secondary or higher education (47%). Of the motorcyclists who held a car driver's license, 68.3% drove the vehicle daily or weekly and held the license for more than one year. Sixty-seven percent of the accident victims used a motorcycle daily and had a motorcycle driver's license for at least one year. among the motorcyclists injured, most were men aged 20 years or older, with complete secondary education, and experienced in driving both motorcycles and cars, indicating that recklessness while driving the motorcycle is the main cause of traffic accidents.

Low conspicuity of motorcycles for car drivers: dominant role of bottom-up control of visual attention or deficit of top-down control?

PubMed

Rogé, Joceline; Douissembekov, Evgueni; Vienne, Fabrice

2012-02-01

The aim of this study was to evaluate whether the low visibility of motorcycles is the result of their low cognitive conspicuity and/or their low sensory conspicuity for car drivers. In several cases of collision between a car and a motorcycle, the car driver failed to detect the motorcyclist in time to avoid the collision. To test the low cognitive conspicuity hypothesis, 42 car drivers (32.02 years old) including 21 motorcyclist motorists and 21 non-motorcyclist motorists carried out a motorcycle detection task in a car-driving simulator.To test the low sensory conspicuity hypothesis, the authors studied the effect of the color contrast between motorcycles and the road surface on the ability of car drivers to detect motorcycles when they appear from different parts of the road. A high level of color contrast enhanced the visibility of motorcycles when they appeared in front of the participants. Moreover, when motorcyclists appeared from behind the participants,the motorcyclist motorists detected oncoming motorcycles at a greater distance than did the non-motorcyclist motorists. Motorcyclist motorists carry out more saccades and rapidly capture information (on their rearview mirrors and on the road in front of them). The results related to the sensory conspicuity and cognitive conspicuity of motorcycles for car drivers are discussed from the viewpoint of visual attention theories. The practical implications of these results and future lines of research related to training methods for car drivers are considered.

Head injury trends and helmet use in skiers and snowboarders in Western Canada, 2008-2009 to 2012-2013: an ecological study.

PubMed

Dickson, T J; Trathen, S; Terwiel, F A; Waddington, G; Adams, R

2017-02-01

This research explored associations between helmet use and head injuries in snowsports by investigating reported snowsport injuries in Western Canada from 2008-2009 to 2012-2013. The key finding was that increased helmet use (from 69% to 80%) was not associated with a reduction in reported head injuries. Over the study period, the average rate of reported head injuries was 0.2/1000 skier visits, with a statistically significant variation (P < 0.001). The line of best fit showed an non-significant upward trend (P = 0.13). Lacerations were the only subcategory of head injuries that decreased significantly with helmet use. A higher proportion of people who reported a head injury were wearing a helmet than for injuries other than to the head. Skiers were more likely to report a head injury when wearing a helmet than snowboarders (P < 0.001 cf. P = 0.22). There were significant differences in characteristics of helmet and non-helmet wearers. Helmet wearers were more likely to be: young adults (P < 0.001); beginner/novices (P = 0.004); and snowboarders (P < 0.001), but helmet wearing was not associated with gender (P = 0.191). Further research is needed to explore the possible reasons for the failure of helmets to reduce head injuries, for example, increased reporting of head injuries and increased risk-taking combined with over-rating of the helmets' protection. © 2015 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.

Measurement of Impact Acceleration: Mouthpiece Accelerometer Versus Helmet Accelerometer

PubMed Central

Higgins, Michael; Halstead, P. David; Snyder-Mackler, Lynn; Barlow, David

2007-01-01

Context: Instrumented helmets have been used to estimate impact acceleration imparted to the head during helmet impacts. These instrumented helmets may not accurately measure the actual amount of acceleration experienced by the head due to factors such as helmet-to-head fit. Objective: To determine if an accelerometer attached to a mouthpiece (MP) provides a more accurate representation of headform center of gravity (HFCOG) acceleration during impact than does an accelerometer attached to a helmet fitted on the headform. Design: Single-factor research design in which the independent variable was accelerometer position (HFCOG, helmet, MP) and the dependent variables were g and Severity Index (SI). Setting: Independent impact research laboratory. Intervention(s): The helmeted headform was dropped (n = 168) using a National Operating Committee on Standards for Athletic Equipment (NOCSAE) drop system from the standard heights and impact sites according to NOCSAE test standards. Peak g and SI were measured for each accelerometer position during impact. Main Outcome Measures: Upon impact, the peak g and SI were recorded for each accelerometer location. Results: Strong relationships were noted for HFCOG and MP measures, and significant differences were seen between HFCOG and helmet g measures and HFCOG and helmet SI measures. No statistically significant differences were noted between HFCOG and MP g and SI measures. Regression analyses showed a significant relationship between HFCOG and MP measures but not between HFCOG and helmet measures. Conclusions: Upon impact, MP acceleration (g) and SI measurements were closely related to and more accurate in measuring HFCOG g and SI than helmet measurements. The MP accelerometer is a valid method for measuring head acceleration. PMID:17597937

Predicting and reinforcing children's intentions to wear protective helmets while bicycling.

PubMed Central

Otis, J; Lesage, D; Godin, G; Brown, B; Farley, C; Lambert, J

1992-01-01

The researchers undertook to identify the factors that are most likely to influence children's intentions to use bicycle helmets. To determine the most important intention influencing factors, a random sample of 797 students in grades 4 through 6 completed a self-administered questionnaire concerning their beliefs about helmet use. They were asked about their perceptions of the risk of riding bicycles unprotected, the severity of possible head injuries, and about other bicycle-safety related behaviors. Factors that best predicted the student's intentions to use bicycle helmets involved both behavioral beliefs and normative beliefs. Analysis of factors influencing those with low intentions to use helmets, compared to those with high intentions, suggests the most effective messages that health planners can provide preadolescents to influence them to use helmets. They are that helmet use is fun and attractive, helmets provide a new look and a sporting image, and friends approve of and value this behavior. Parents, and particularly mothers, can reinforce their children's intentions to use helmets and their involvement should be encouraged. PMID:1594738

Anthropometry for HMD design

NASA Astrophysics Data System (ADS)

Robinette, Kathleen

1992-10-01

The importance of fit for helmet ensembles is not limited to just comfort. It impacts most other safety and performance needs of the helmets, including helmet retention, and optical and acoustical performance. The addition of optical systems to helmet ensembles increases the need for precision in fit. Helmet systems which were previously acceptable in terms of fit do not necessarily fit well enough to accommodate new performance requirements. The increased need for precision has introduced the need for better definition of human anthropometry for helmet design as well as definition of the head and helmet interface. Traditional anthropometry (human body measurements taken with calipers, or head boards, etc.) is no longer adequate. For advanced helmet systems, data on the shape, or change in the surface curvature and how this relates to helmet systems in three-dimensional space, is now a necessity. In fact, use of the old style of anthropometry can and has created problems rather than resolve them. This paper discusses some of the problems with the old methods and introduces new technologies and research which is being done to address the needs.

Motorcycle noise in a park environment

DOT National Transportation Integrated Search

2013-06-01

The Blue Ridge Parkway National Park provided an environment where sound level : measurements could be made for numerous motorcycle pass-by events. Data were examined : for five motorcycle categories: cruiser, sport, dual purpose, touring, and : mope...

Facial protection conferred by cycle safety helmets: use of digitized image processing to develop a new nondestructive test.

PubMed

Harrison, M; Shepherd, J P

1997-07-01

Cycle safety helmets are designed to prevent head injury. Although most commercially available helmets conform to one of several national and international standards, individual designs differ widely, particularly in relation to face coverage. A method was developed to assess the potential for the differing designs to protect the face from injury. A nonimpact test was assessed, using digitized image-processing software (Digithurst Ltd.) to measure the shadow cast by a helmet rim under a collimated plane light source onto the face of a mannequin headform. Twelve helmet designs available internationally were tested and ranked with respect to the direct protection conferred (area of the face directly covered by the helmet) and indirect protection (area of the face shaded). The three highest-ranking helmets for direct protection (Rosebank Stackhat, Asphalt Warrior, and Lazer Voyager) also ranked the highest for indirect protection. These helmets were more inferiorly extended and were of a more bulky construction. It was concluded that the dimensions of cycle helmets in relation to face coverage are crucial in influencing the extent to which facial protection is conferred. International test standards need urgent revision to ensure that face coverage is optimized. Lower-face protection could be achieved through incorporation of a lower-face bar to cycle helmets.

Case studies in contact burns caused by exhaust pipes of motorcycles.

PubMed

Lai, Chung-Sheng; Lin, Tsai-Ming; Lee, Su-Shin; Tu, Chao-Hung; Chen, I-Heng; Chang, Kao-Ping C; Tsai, Chih-Cheng; Lin, Sin-Daw

2002-06-01

Contact burns caused by the exhaust pipe of motorcycles are rarely reported. We performed retrospective studies of such cases in 78 patients with complete records. The majority of victims were unmarried (75.7%), young (<25 years, 70.5%), and female (69.3%), dressed mostly in short pants or mini skirts (75.7%). The burn accident occurred mostly in late spring and early summer (52.7%), during rush hours (57.7%), and during parking the motorcycles (65.4%). The burn wounds located mostly on the lateral aspect (46.2%) of the lower leg, usually took 3-4 weeks for complete healing. Continuous monitoring of the exhaust pipe and its outside cover on moving motorcycles showed that the temperature reached 170-250 and 40-60 degrees C, respectively. For the prevention of these injuries, our suggestions include well-designed external shield with adequate separation from the exhaust pipe, motorcycle parking lots of adequate width (>120cm), the wearing of trousers by motorcyclists, decrease of the density of motorcycle traffic, and development of the electric assisted cycle in place of the fuel-driven motorcycle.

A study of emergency American football helmet removal techniques.

PubMed

Swartz, Erik E; Mihalik, Jason P; Decoster, Laura C; Hernandez, Adam E

2012-09-01

The purpose was to compare head kinematics between the Eject Helmet Removal System and manual football helmet removal. This quasi-experimental study was conducted in a controlled laboratory setting. Thirty-two certified athletic trainers (sex, 19 male and 13 female; age, 33 ± 10 years; height, 175 ± 12 cm; mass, 86 ± 20 kg) removed a football helmet from a healthy model under 2 conditions: manual helmet removal and Eject system helmet removal. A 6-camera motion capture system recorded 3-dimensional head position. Our outcome measures consisted of the average angular velocity and acceleration of the head in each movement plane (sagittal, frontal, and transverse), the resultant angular velocity and acceleration, and total motion. Paired-samples t tests compared each variable across the 2 techniques. Manual helmet removal elicited greater average angular velocity in the sagittal and transverse planes and greater resultant angular velocity compared with the Eject system. No differences were observed in average angular acceleration in any single plane of movement; however, the resultant angular acceleration was greater during manual helmet removal. The Eject Helmet Removal System induced greater total head motion. Although the Eject system created more motion at the head, removing a helmet manually resulted in more sudden perturbations as identified by resultant velocity and acceleration of the head. The implications of these findings relate to the care of all cervical spine-injured patients in emergency medical settings, particularly in scenarios where helmet removal is necessary. Copyright © 2012 Elsevier Inc. All rights reserved.

Evolution of bicycle helmet use and its determinants in France: 2000-2010.

PubMed

Richard, Jean-Baptiste; Thélot, Bertrand; Beck, François

2013-11-01

This paper aims to analyse helmet use in France, as a voluntary behaviour rather than a legal requirement, promoted by public awareness campaigns. It aims to investigate the determinants of helmet wearing and to explore its evolution from 2000 to 2010. The analysis relies on data from a series of general population surveys called "Health Barometers": 2000 (n=13,163), 2005 (n=25,651) and 2010 (n=8573). Multivariate logistic regressions were used to identify factors associated with helmet use and time trends. Nearly half of the 15-75 year olds surveyed reported that they rode a bicycle, and among these cyclists, 22.0% reported that they wore a helmet on their last ride. Further analysis by gender reveals that twice as many men than women wore helmets. Over the last decade, helmet use among cyclists has clearly increased, from 7.3% in 2000 to 22.0% in 2010, whereas the influence of social and economic factors, such as unemployment and wage disparities, appears to have decreased. Several determinants of bicycle helmet use were highlighted. To improve the effectiveness of further public information campaigns on helmet use, the key target groups should include women, under 25 year olds and people living in urban areas. Promoting the wearing of helmets among families should also be enhanced, given the higher rate of helmet use by parents as well as children. Copyright © 2013 Elsevier Ltd. All rights reserved.

Texas motorcycle crash countermeasure workshop.

DOT National Transportation Integrated Search

2013-06-01

The Texas Department of Transportation (TxDOT) contracted with the Texas A&M : Transportation Institute (TTI) to develop a 5-year strategic plan for improving motorcycle safety : in the State of Texas. The Texas Strategic Action Plan for Motorcycl...

32 CFR 636.28 - Special rules for motorcycles/mopeds.

Code of Federal Regulations, 2010 CFR

2010-07-01

... keep both hands on the vehicle's handlebars. (c) Motorcycle/moped operators are entitled to the use of... the operator occupies. No back rest attached to the motorcycle/moped will have a sharp point at its...

Motorcycle dependency index at household level: case of Yogyakarta urbanized area

NASA Astrophysics Data System (ADS)

Herwangi, Y.; Putri, S. P.; Ronita, P. S.

2018-05-01

Dependency on private vehicles has become a prevalent phenomenon in big cities experiencing urban sprawl. Related to that, there are still many unknown factors affecting the dependence on motorcycles. Various factors are suspected to influence this, ranging from spatial factors to aspatial factors. This research was conducted in Yogyakarta Urbanized Area (YUA) by taking 175 samples. Binomial Logistic Regression is used in order to find the factors that affect motorcycle dependency. The results showed that the index of dependency in YUA can be quite high. Motorcycle usage, bicycle ownership, and perception about the increase of fuel price are the factors that have a significant influence on motorcycle dependence in YUA. Even though the correlation between spatial factors and motorcycle dependency was weak, it cannot be said to have no effect. These factors are most likely to be influential if other indicators are included with more suitable proxies.

Cervical Spine Alignment in Helmeted Skiers and Snowboarders With Suspected Head and Neck Injuries: Comparison of Lateral C-spine Radiographs Before and After Helmet Removal and Implications for Ski Patrol Transport.

PubMed

Murray, Jared; Rust, David A

2017-09-01

Current protocols for spine immobilization of the injured skier/snowboarder have not been scientifically validated. Observing changes in spine alignment during common rescue scenarios will help strengthen recommendations for rescue guidelines. Twenty-eight healthy volunteers (18 men, 10 women) age 47±17 (range 20-73) (mean ±SD with range) underwent a mock rescue in which candidate patrollers completing an Outdoor Emergency Care course performed spine immobilization and back boarding in 3 scenarios: 1) Ski helmet on, no c-collar; 2) helmet on, with c-collar; and 3) helmet removed, with c-collar. After each scenario, a lateral radiograph was taken of the cervical spine to observe for changes in alignment. Compared with the control group (helmet on, no collar), we observed 9 degrees of increased overall (occiput-C7) cervical extension in the helmet on, with collar group (P < .001), and 17 degrees in the helmet off, with collar group (P < .001). There was increased extension at the occiput-C2 intersegment in the helmet on, with collar group (9 degrees, P < .001) and at both the occiput-C2 (9 degrees, P < .001) and C2-C7 (8 degrees, P < .001) intersegments in the helmet off, with collar group. Ski helmet removal and c-collar application each leads to increased extension of the cervical spine. In the absence of other clinical factors, our recommendation is that helmets should be left in place and c-collars not routinely applied during ski patrol rescue. Copyright © 2017 Wilderness Medical Society. Published by Elsevier Inc. All rights reserved.

Virtual reality helmet display quality influences the magnitude of virtual reality analgesia.

PubMed

Hoffman, Hunter G; Seibel, Eric J; Richards, Todd L; Furness, Thomas A; Patterson, David R; Sharar, Sam R

2006-11-01

Immersive Virtual Reality (VR) distraction can be used in addition to traditional opioids to reduce procedural pain. The current study explored whether a High-Tech-VR helmet (ie, a 60-degree field-of-view head-mounted display) reduces pain more effectively than a Low-Tech-VR helmet (a 35-degree field-of-view head-mounted display). Using a double-blind between-groups design, 77 healthy volunteers (no patients) aged 18-23 were randomly assigned to 1 of 3 groups. Each subject received a brief baseline thermal pain stimulus, and the same stimulus again minutes later while in SnowWorld using a Low-Tech-VR helmet (Group 1), using a High-Tech-VR helmet (Group 2), or receiving no distraction (Group 3, control group). Each participant provided subjective 0-10 ratings of cognitive, sensory, and affective components of pain, and amount of fun during the pain stimulus. Compared to the Low-Tech-VR helmet group, subjects in the High-Tech-VR helmet group reported 34% more reduction in worst pain (P < .05), 46% more reduction in pain unpleasantness (P = .001), 29% more reduction in "time spent thinking about pain" (P < .05), and 32% more fun during the pain stimulus in VR (P < .05). Only 29% of participants in the Low-Tech helmet group, as opposed to 65% of participants in the High-Tech-VR helmet group, showed a clinically significant reduction in pain intensity during virtual reality. These results highlight the importance of using an appropriately designed VR helmet to achieve effective VR analgesia (see ). Pain during medical procedures (eg, burn wound care) is often excessive. Adjunctive virtual reality distraction can substantially reduce procedural pain. The results of the present study show that a higher quality VR helmet was more effective at reducing pain than a lower quality VR helmet.

Considering the effects of ambient particulate matter on the lung function of motorcycle taxi drivers in Bangkok, Thailand.

PubMed

Arphorn, Sara; Ishimaru, Tomohiro; Hara, Kunio; Mahasandana, Suwisa

2018-02-01

The motorcycle taxi drivers of Bangkok have been heavily exposed to high concentrations of PM 10 (particulate matter with an aerodynamic diameter ≤10 μm), and the impact of this on their lungs has been neither documented nor studied. This study examines the association between exposure to PM 10 and lung function decline among motorcycle taxi drivers. A cross-sectional study was conducted in Bangkok between two groups: a subject group of motorcycle taxi drivers and control group of enclosed vehicle taxi drivers. The findings of the Thailand Pollution Control Department were used to estimate the annual ambient PM 10 concentration levels in the metropolis. Pulmonary functions of motorcycle taxi drivers and enclosed vehicle taxi drivers were measured and compared using the Mann-Whitney test. Multiple linear regression analysis was applied to estimate the effects of PM 10 exposure on the lung function of motorcycle taxi drivers. A total of 1283 motorcycle taxi drivers and 600 taxi drivers were investigated. The mean forced expiratory volume in 1 sec/forced vital capacity (FEV 1 /FVC) of the motorcycle taxi drivers was significantly lower than that of the taxi drivers (P < 0.001). The mean FEV 1 /FVC of motorcycle taxi drivers exposed to ≥50 µg/m 3 PM 10 was statistically lower (-2.82%; 95% confidence interval [CI]: -4.54% to -1.09%) and the mean % vital capacity (%VC) of those exposed to 40-49.9 µg/m 3 PM 10 was statistically lower than that of motorcycle taxi drivers exposed to <30 µg/m 3 PM 10 (-3.33%; 95% CI: -5.79% to -0.87%). Motorcycle taxi drivers were directly exposed to air pollution in their working environment. As a result, their lung function might decrease more than that of enclosed vehicle taxi drivers. With the possible exposure to ≥50 µg/m 3 PM 10 , the vehicular emission standards should be vigorously enforced. Further investigation is warranted to clarify the effect of lung dysfunction on the work and lifestyle of motorcycle taxi drivers. Motorcycle taxi drivers are directly exposed to air pollution in their work environment; therefore, their lung function might decrease more than that of enclosed vehicle taxi drivers, especially when exposed to ≥50 µg/m 3 PM 10 . World Health Organization (WHO) vehicular emission standards should be recognized and eventually enforced.

Prevalence of helmet use by users of bicycles, push scooters, inline skates and skateboards in Toronto and the surrounding area in the absence of comprehensive legislation: an observational study.

PubMed

Page, Jessica L; Macpherson, Alison K; Middaugh-Bonney, Tara; Tator, Charles H

2012-04-01

Legislation in the province of Ontario, Canada, mandates users under the age of 18 to wear a helmet when they ride a bicycle, and legislation has been shown to significantly increase rates of bicycle helmet use. Legislation does not exist in Ontario for older bicyclists or for users of other non-motorised modes of transportation, and there are no current data available regarding rates of helmet use in these categories. This study was designed to determine the prevalence of helmet use among users of bicycles, skateboards, push scooters and inline skates in Toronto, Ontario, and the surrounding area. Further analysis was performed to examine factors associated with helmet use. We performed a cross-sectional, observational study. Three trained, stationary observers captured 6038 users of bicycles (5783), skateboards (77), inline skates (165) and push scooters (13) in the summer of 2009. Observations were separated into three time periods capturing commuters, midday users and recreational users. A general linear model was used to assess the factors associated with helmet use among bicyclists. Helmets were worn by 48.9% of all users observed and 50.0% of all bicyclists. Among bicyclists, females were more likely to wear helmets than males (prevalence ratio 1.27, 95% CI 1.17 to 1.36), while children were significantly more likely to wear helmets than adults (prevalence ratio 1.17, 95% CI 1.37 to 2.15). Significant behavioural variation was observed among users during the three observation periods (p<0.001), with commuters being the most likely to wear a helmet. In the absence of comprehensive legislation encompassing all ages of users, only half of users of non-motorised, wheeled transportation devices are choosing to wear a helmet to protect against traumatic brain injury. Implementation of evidence-based strategies to increase helmet use, such as the introduction of legislation encompassing all ages and all equipment, is required.

Measuring community bicycle helmet use among children.

PubMed Central

Schieber, R. A.; Sacks, J. J.

2001-01-01

Bicycling is a popular recreational activity and a principal mode of transportation for children in the United States, yet about 300 children die and 430,000 are injured annually. Wearing a bicycle helmet is an important countermeasure, since it reduces the risk of serious brain injury by up to 85%. The Centers for Disease Control and Prevention (CDC) have funded state health departments to conduct bicycle helmet programs, and their effectiveness has been evaluated by monitoring community bicycle helmet use. Although it would appear that measuring bicycle helmet use is easy, it is actually neither simple nor straightforward. The authors describe what they have learned about assessing helmet use and what methods have been most useful. They also detail several key practical decisions that define the current CDC position regarding helmet use assessment. Although important enough in their own right, the lessons learned in the CDC's bicycle helmet evaluation may serve as a model for evaluating other injury prevention and public health programs. PMID:11847297

Injuries of the head from backface deformation of ballistic protective helmets under ballistic impact.

PubMed

Rafaels, Karin A; Cutcliffe, Hattie C; Salzar, Robert S; Davis, Martin; Boggess, Brian; Bush, Bryan; Harris, Robert; Rountree, Mark Steve; Sanderson, Ellory; Campman, Steven; Koch, Spencer; Dale Bass, Cameron R

2015-01-01

Modern ballistic helmets defeat penetrating bullets by energy transfer from the projectile to the helmet, producing helmet deformation. This deformation may cause severe injuries without completely perforating the helmet, termed "behind armor blunt trauma" (BABT). As helmets become lighter, the likelihood of larger helmet backface deformation under ballistic impact increases. To characterize the potential for BABT, seven postmortem human head/neck specimens wearing a ballistic protective helmet were exposed to nonperforating impact, using a 9 mm, full metal jacket, 124 grain bullet with velocities of 400-460 m/s. An increasing trend of injury severity was observed, ranging from simple linear fractures to combinations of linear and depressed fractures. Overall, the ability to identify skull fractures resulting from BABT can be used in forensic investigations. Our results demonstrate a high risk of skull fracture due to BABT and necessitate the prevention of BABT as a design factor in future generations of protective gear. © 2014 American Academy of Forensic Sciences.

The Impact of the Thai Motorcycle Transition on Road Traffic Injury: Thai Cohort Study Results

PubMed Central

Berecki-Gisolf, Janneke; Yiengprugsawan, Vasoontara; Kelly, Matthew; McClure, Roderick; Seubsman, Sam-ang; Sleigh, Adrian

2015-01-01

Objectives The aim of this study was to investigate the impact of motorcycle to car transitioning and urbanisation on traffic injury rates in Thailand. Design Analysis of two consecutive surveys of a large national cohort study. Setting Thailand. Participants The data derived from 57,154 Thai Cohort Study (TCS) participants who provided relevant data on both the 2005 and 2009 surveys. Primary and secondary outcome measures Motorcycle and car traffic crash injury self-reported in 2009, with twelve months’ recall. Results In 2009, 5608(10%) participants reported a traffic crash injury. Most crashes involved a motorcycle (74%). Car access increased and motorcycle use decreased between 2005 and 2009. Among those who used a motorcycle at both time points, traffic injury incidence was 2.8 times greater compared to those who did not use a motorcycle at either time point. Multivariable logistic regression models were used to test longitudinal and cross sectional factors associated with traffic crash injury: in the adjusted model, cars were negatively and motorcycles positively associated with injury. Living in an urban area was not injury protective in the adjusted model of traffic crash injury. Conclusions Ongoing urbanisation in Thailand can be expected to lead to further reductions in road traffic injuries based on transition from motorcycles to cars in urban areas. Cities, however, do not provide an intrinsically safer traffic environment. To accommodate a safe transition to car use in Thailand, traffic infrastructural changes anticipating the growing car density in urban areas is warranted. PMID:25826214

Motorcycle Safety Education. A Curriculum Guide.

ERIC Educational Resources Information Center

Ohio State Board of Education, Columbus.

This curriculum guide was produced to assist instructors of educational programs for novice motorcycle operators, automobile drivers, and all highway users. An introductory section discusses program implementation concerns, such as public relations, legal considerations, scheduling, staff, students, facilities, motorcycles, insurance, financial…

A comprehensive engineering analysis of motorcycle crashes in Maryland.

DOT National Transportation Integrated Search

2010-12-01

The goal of this study was to identify recurring or common road characteristics of motorcycle crashes : in Maryland from 1998 to 2007. Motorcycle crash data was obtained from the National Highway : Traffic Safety Administrations Crash Outcome Data...

An examination of Washington State's vehicle impoundment law for motorcycle endorsements.

DOT National Transportation Integrated Search

2013-01-01

In July 2007, Washington State modified its vehicle code to expressly allow law enforcement officers : to impound motorcycles of motorcyclists operating without a proper motorcycle endorsement on their : licenses. The objective for this study was to ...

Factors associated with utilization of motorcycle ambulances by pregnant women in rural eastern Uganda: a cross-sectional study.

PubMed

Ssebunya, Rogers; Matovu, Joseph K B

2016-03-03

Evidence suggests that use of motorcycle ambulances can help to improve health facility deliveries; however, few studies have explored the motivators for and barriers to their usage. We explored the factors associated with utilization of motorcycle ambulances by pregnant women in eastern Uganda. This was a cross-sectional, mixed-methods study conducted among 391 women who delivered at four health facilities supplied with motorcycle ambulances in Mbale district, eastern Uganda, between April and May 2014. Quantitative data were collected on socio-demographic and economic characteristics, pregnancy and delivery history, and community and health facility factors associated with utilization of motorcycle ambulances using semi-structured questionnaires. Qualitative data were collected on the knowledge and attitudes towards using motorcycle ambulances by pregnant women through six focus group discussions. Using STATA v.12, we computed the characteristics of women using motorcycle ambulances and used a logistic regression model to assess the correlates of utilization of motorcycle ambulances. Qualitative data were analyzed manually using a master sheet analysis tool. Of the 391 women, 189 (48.3%) reported that they had ever utilized motorcycle ambulances. Of these, 94.7% were currently married or living together with a partner while 50.8% earned less than 50,000 Uganda shillings (US $20) per month. Factors independently associated with use of motorcycle ambulances were: older age of the mother (≥35 years vs ≤24 years; adjusted Odds Ratio (aOR) = 4.3, 95% CI: 2.03, 9.13), sharing a birth plan with the husband (aOR = 2.5, 95% CI: 1.19, 5.26), husband participating in the decision to use the ambulance (aOR =3.22, 95% CI: 1.92, 5.38), and having discussed the use of the ambulance with a traditional birth attendant (TBA) before using it (aOR =3.12, 95% CI: 1.88, 5.19). Qualitative findings indicated that community members were aware of what motorcycle ambulances were meant for and appreciated their role in taking pregnant women to health facilities. The use of motorcycle ambulances was associated with older age of the mother, male participation in birth preparedness, and consultations with TBAs. These findings suggest a need for interventions to involve men in reproductive health as well as efforts to reach women younger than 35 years of age.

Medical Problems of Wearing a Coalminer's Safety Helmet

PubMed Central

Fernandez, R. H. P.

1964-01-01

A survey of 324 men, who voluntarily reported an injury to that part of the head normally covered by a miner's safety helmet, took place at 18 collieries (16,732 men) during the period March 31 to September 30, 1962. The most prevalent site for injury was the top of the head in surface workers, and the forehead in underground workers. Normally surface workers do not wear a helmet. Underground workers expose their forehead when they wear their safety helmets in an upwards-tilted position. One reason for this practice is that the helmet has become too small due to shrinkage of the sweat-dampened leather headband which occurs after the helmet has been left for some time in the hot pit-head bath lockers. A helmet which had a wide, unshrinkable, easily adjustable headband made of smooth material was worn by 31 men who had dermatitis or soreness of that part of the skin normally covered by a safety helmet. After six months 26 of these men had no signs or symptoms, confirming that the main cause of helmet dermatitis is friction. A direct relationship between skin rash and sweating was observed in only four of these men. Images PMID:14142522

Out with the old, in with the new: how changes in cricket helmet regulations affect the vision of batters.

PubMed

Wilkins, Luke; Mann, David; Dain, Stephen; Hayward, Thomas; Allen, Peter

2018-05-28

The International Cricket Council recently introduced new regulations for helmets in cricket. Amongst other changes, these regulations limit batters from adjusting the gap between the peak and the grille, resulting in some controversy over whether the new helmet design reduces visibility of the ball. This study compared the visual field of individuals when wearing an old helmet that does not conform to the new regulations, and the equivalent replacement which does. The visual field of 10 male participants was tested whilst wearing an old and new helmet. The new helmet resulted in a significant reduction in the visual field of the wearer (M = 66.1 out of 76 points seen in the new helmet vs. 74.8 seen with the old helmet), with the restriction predominantly confined to the superior visual field. The new regulations do appear to restrict the visual field of batters, confirming the anecdotal reports of players. However, the majority of this restriction occurs in the superior field, suggesting that the impact on batting performance may be limited. The importance of considering the impact that new helmet regulations can have on vision, batting performance, and player safety is discussed.

The Helmet Fit Index--An intelligent tool for fit assessment and design customisation.

PubMed

Ellena, Thierry; Subic, Aleksandar; Mustafa, Helmy; Pang, Toh Yen

2016-07-01

Helmet safety benefits are reduced if the headgear is poorly fitted on the wearer's head. At present, there are no industry standards available to assess objectively how a specific protective helmet fits a particular person. A proper fit is typically defined as a small and uniform distance between the helmet liner and the wearer's head shape, with a broad coverage of the head area. This paper presents a novel method to investigate and compare fitting accuracy of helmets based on 3D anthropometry, reverse engineering techniques and computational analysis. The Helmet Fit Index (HFI) that provides a fit score on a scale from 0 (excessively poor fit) to 100 (perfect fit) was compared with subjective fit assessments of surveyed cyclists. Results in this study showed that quantitative (HFI) and qualitative (participants' feelings) data were related when comparing three commercially available bicycle helmets. Findings also demonstrated that females and Asian people have lower fit scores than males and Caucasians, respectively. The HFI could provide detailed understanding of helmet efficiency regarding fit and could be used during helmet design and development phases. Copyright © 2016 Elsevier Ltd and The Ergonomics Society. All rights reserved.

In defence of mandatory bicycle helmet legislation: response to Hooper and Spicer.

PubMed

Biegler, Paul; Johnson, Marilyn

2015-08-01

We invoke a triple rationale to rebut Hooper and Spicer's argument against mandatory helmet laws. First, we use the laws of physics and empirical studies to show how bicycle helmets afford substantial protection to the user. We show that Hooper and Spicer erroneously downplay helmet utility and that, as a result, their attack on the utilitarian argument for mandatory helmet laws is weakened. Next, we refute their claim that helmet legislation comprises unjustified paternalism. We show the healthcare costs of bareheaded riding to pose significant third party harms. It follows, we argue, that a utilitarian case for helmet laws can be sustained by appeal to Mill's Harm Principle. Finally, we reject Hooper and Spicer's claim that helmet laws unjustly penalise cyclists for their own health-affecting behaviour. Rather, we show their argument to suffer by disanalogy with medical cases where injustice may be more evident, for example, denial of bypass surgery to smokers. We conclude that mandatory helmet laws offer substantial utility and are entirely defensible within the framework of a liberal democracy. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

[Occupational risk factors and perceptions of air pollution by motorcycle taxi drivers in Cotonou, Benin].

PubMed

Lawin, Hervé; Ayi Fanou, Lucie; Hinson, Vikkey; Tollo, Brice; Fayomi, Benjamin; Ouendo, Edgard-Marius

Motorcycle taxis occupy a major place in urban transport. Motorcycle taxi drivers are exposed to occupational risk factors (ORF) including air pollution. The objective of this study was to evaluate these ORF among motorcycle taxi drivers and their perceptions of air pollution. This mixed study was conducted on motorcycle taxi drivers in Cotonou. The qualitative study was based on focus groups concerning 16 items from the Participatory Occupational Risk Screening Guide (DEPARIS) until saturation and after triangulation of data. The quantitative study consisted of administering a questionnaire addressing socioeconomic and demographic characteristics, cardiopulmonary diseases, and perception of air -pollution risk factors among 397 Cotonou motorcycle taxi drivers. Drivers perceived poor road conditions, effort and handling, and lack of social security as unsatisfactory ORF. Their mean age was 40.95 ± 8.75 years and 45.84% had primary -education. They had been working as motorcycle taxi drivers for an average of 134.95 ± 101.53 months with an average income of FCFA 3138 ± 1238. These occupational factors were significantly associated with cardiopulmonary disorders, observed in 63.2% of drivers. Less than 1/3 of drivers felt that air pollution affected their personal health. Motorcycle taxi drivers have a poor perception of ORF and the severity of exposure to air pollution in this occupation. There is a need to take action to promote the health of this population.

Mortality from motorcycle crashes: the baby-boomer cohort effect.

PubMed

Puac-Polanco, Victor; Keyes, Katherine M; Li, Guohua

2016-12-01

Motorcyclists are known to be at substantially higher risk per mile traveled of dying from crashes than car occupants. In 2014, motorcycling made up less than 1 % of person-miles traveled but 13 % of the total mortality from motor-vehicle crashes in the United States. We assessed the cohort effect of the baby-boomers (i.e., those born between 1946 and 1964) in motorcycle crash mortality from 1975 to 2014 in the United States. Using mortality data for motorcycle occupants from the Fatality Analysis Reporting System, we performed an age-period-cohort analysis using the multiphase method and the intrinsic estimator method. Baby-boomers experienced the highest mortality rates from motorcycle crashes at age 20-24 years and continued to experience excess mortality after age 40 years. After removing the effects of age and period, the estimated mortality risk from motorcycle crashes for baby-boomers was 48 % higher than that of the referent cohort (those born between 1930 and 1934, rate ratio 1.48; 95 % CI: 1.01, 2.18). Results from the multiphase method and the intrinsic estimator method were consistent. The baby-boomers have experienced significantly higher mortality from motorcycle crashes than other birth cohorts. To reduce motorcycle crash mortality, intervention programs specifically tailored for the baby-boomer generation are warranted.

Does listening to music with an audio ski helmet impair reaction time to peripheral stimuli?

PubMed

Ruedl, G; Pocecco, E; Wolf, M; Schöpf, S; Burtscher, M; Kopp, M

2012-12-01

With the recent worldwide increase in ski helmet use, new market trends are developing, including audio helmets for listening to music while skiing or snowboarding. The aim of this study was to evaluate whether listening to music with an audio ski helmet impairs reaction time to peripheral stimuli. A within-subjects design study using the Compensatory-Tracking-Test was performed on 65 subjects (36 males and 29 females) who had a mean age of 23.3 ± 3.9 years. Using repeated measures analysis of variance, we found significant differences in reaction times between the 4 test conditions (p=0.039). The lowest mean reaction time (± SE) was measured for helmet use while listening to music (507.9 ± 13.2 ms), which was not different from helmet use alone (514.6 ± 12.5 ms) (p=0.528). However, compared to helmet use while listening to music, reaction time was significantly longer for helmet and ski goggles used together (535.8 ± 14.2 ms, p=0.005), with a similar trend for helmet and ski goggles used together while listening to music (526.9 ± 13.8 ms) (p=0.094). In conclusion, listening to music with an audio ski helmet did not increase mean reaction time to peripheral stimuli in a laboratory setting. © Georg Thieme Verlag KG Stuttgart · New York.

Societal cost of traumatic brain injury: A comparison of cost-of-injuries related to biking with and without helmet use.

PubMed

Costa, Camille K; Dagher, Jehane H; Lamoureux, Julie; de Guise, Elaine; Feyz, Mitra

2015-01-01

The goal of this study is to determine if a difference in societal costs exists from traumatic brain injuries (TBI) in patients who wear helmets compared to non-wearers. This is a retrospective cost-of-injury study of 128 patients admitted to the Montreal General Hospital (MGH) following a TBI that occurred while cycling between 2007-2011. Information was collected from Quebec Trauma Registry. The independent variables collected were socio-demographic, helmet status, clinical and neurological patient information. The dependent variables evaluated societal costs. The median costs of hospitalization were significantly higher (p = 0.037) in the no helmet group ($7246.67 vs. $4328.17). No differences in costs were found for inpatient rehabilitation (p = 0.525), outpatient rehabilitation (p = 0.192), loss of productivity (p = 0.108) or death (p = 1.000). Overall, the differences in total societal costs between the helmet and no helmet group were not significantly different (p = 0.065). However, the median total costs for patients with isolated TBI in the non-helmet group ($22, 232.82) was significantly higher (p = 0.045) compared to the helmet group ($13, 920.15). Cyclists sustaining TBIs who did not wear helmets in this study were found to cost society nearly double that of helmeted cyclists.

Camouflage design and head measurement characteristic of Indonesian armoured vehicle helmet

NASA Astrophysics Data System (ADS)

Sya'bana, Yukhi Mustaqim Kusuma; Sanjaya, K. H.

2017-01-01

In this paper discussed camouflage design helmet for armored vehicles with comparing head measurement of Indonesian anthropometric. Design process conduct with considering of design aspects involves function, materials, operational, technology, user, and appearance (camouflage). As an application of Indonesian National Army that qualifies factors needs: safety, comfort, practical and service. MIL-H-44099A Military Specification: Helmet, Ground Troops And Parachutists is minimum limitation standard of military helmet production. Head measurement for product design process guide is presented. Model simulation and helmet measurement using the design for ego and design for more types ergonomics concept. Appearance shape concept is engaging camouflage towards background and environment to deceive enemy viewpoint. Helmet prototype has tested ergonomically to an Indonesian National Army soldier and stated that the helmet size is a comfort and fitted on the head when in use.

A new generation of U.S. Army flight helmets.

PubMed

Carter, R M

1992-07-01

Head injuries are the most common cause of fatal injury in helicopter crashes. For over 80 years, the U.S. Army has used crash investigation studies to redesign flight helmets. This paper describes the evolution of the new fielded U.S. Army helmet, the Sound Protection Helmet No. 4B (SPH-4B), and compares its protective features to its predecessors, especially the SPH-4. A major contribution to the helmet design process was made by the Aviation Life Support Equipment Retrieval Program (ALSERP), a functional program at the U.S. Army Aeromedical Research Laboratory (USAARL). ALSERP has analyzed more than 500 helmets involved in crash events since 1972. Based on these studies of critical safety factors, the Army has developed and deployed the SPH-4B, a new helmet with improved energy absorption, retention, and stability.

Risky driving behaviors in Tehran, Iran.

PubMed

Shams, Mohsen; Rahimi-Movaghar, Vafa

2009-03-01

Iran has one of the highest fatality rates due to road traffic crashes (RTC) in the world. The disability adjusted life years (DALYs) for RTC in Iran is more than 1,300,000 years, which is more than that for any other disease such as cardiovascular or cancer. We evaluated risky driving behaviors in Tehran, the capital of Iran. A retrospective analysis was conducted based on the data obtained from the Tehran Police Safety Driving Department. Offenses and crashes were studied in different municipal districts in Tehran from March 2006 to March 2007. The inclusion criteria were risky driving behaviors fined by the police. Nonbehavioral offences were excluded. There were 3,821,798 offenses in Tehran. Not wearing a seat belt was the most common (59%) example of risky driving behavior, followed by tailgating, not wearing motorcycle helmets, talking on the cell phone while driving, overtaking from the wrong side, speeding, not driving between the lanes, weaving in and out of traffic, left deviation, and changing lanes without signals. The most common causes of RTC in Tehran are speeding, overtaking from the wrong side, and the rapid changing of driving lanes. The study factors effective in preventing risky driving behaviors in Tehran is recommended. The consideration of specific characteristics of the municipal districts is necessary to reduce risky driving behaviors.

Field test of a motorcycle safety education course for novice riders

DOT National Transportation Integrated Search

1982-07-01

The purpose of this study was to subject the Motorcycle Safety Foundation's Motorcycle Rider Course (MRC) to a large-scale field test designed to evaluate the following aspects of the course: (1) Instructional Effectiveness, (2) User Acceptance, and ...

The safety aspects of chopper motorcycles : a literature survey in response to HJR #90.

DOT National Transportation Integrated Search

1974-01-01

This study was initiated to examine certain safety characteristics of modified motorcycles. Are motorcycles which can be classified as "choppers" less safe than standard, retail, stock machines? Do personal modifications differ from professional modi...

Changes to Puerto Rico's motorcycle rider law.

DOT National Transportation Integrated Search

2017-04-01

In 2007 Puerto Rico enacted Law 107, a motorcycle safety law that introduced or expanded previous safety-related statutes : such as requiring motorcycle riders and passengers to wear (1) reflective vests at night and protective gear at all times of d...

77 FR 37587 - Updating OSHA Standards Based on National Consensus Standards; Head Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-22

... testing for helmets worn in the backwards position (``reverse wearing''), optional testing for helmets at colder temperatures than provided in previous editions, and optional testing for the high- visibility coloring of helmets. If manufacturers choose to evaluate their helmets using any of these three testing...

A comparison of the hazard perception ability of accident-involved and accident-free motorcycle riders.

PubMed

Cheng, Andy S K; Ng, Terry C K; Lee, Hoe C

2011-07-01

Hazard perception is the ability to read the road and is closely related to involvement in traffic accidents. It consists of both cognitive and behavioral components. Within the cognitive component, visual attention is an important function of driving whereas driving behavior, which represents the behavioral component, can affect the hazard perception of the driver. Motorcycle riders are the most vulnerable types of road user. The primary purpose of this study was to deepen our understanding of the correlation of different subtypes of visual attention and driving violation behaviors and their effect on hazard perception between accident-free and accident-involved motorcycle riders. Sixty-three accident-free and 46 accident-involved motorcycle riders undertook four neuropsychological tests of attention (Digit Vigilance Test, Color Trails Test-1, Color Trails Test-2, and Symbol Digit Modalities Test), filled out the Chinese Motorcycle Rider Driving Violation (CMRDV) Questionnaire, and viewed a road-user-based hazard situation with an eye-tracking system to record the response latencies to potentially dangerous traffic situations. The results showed that both the divided and selective attention of accident-involved motorcycle riders were significantly inferior to those of accident-free motorcycle riders, and that accident-involved riders exhibited significantly higher driving violation behaviors and took longer to identify hazardous situations compared to their accident-free counterparts. However, the results of the regression analysis showed that aggressive driving violation CMRDV score significantly predicted hazard perception and accident involvement of motorcycle riders. Given that all participants were mature and experienced motorcycle riders, the most plausible explanation for the differences between them is their driving style (influenced by an undesirable driving attitude), rather than skill deficits per se. The present study points to the importance of conceptualizing the influence of different driving behaviors so as to enrich our understanding of the role of human factors in road accidents and consequently develop effective countermeasures to prevent traffic accidents involving motorcycles. Copyright © 2011 Elsevier Ltd. All rights reserved.

Analysis of effects of manhole covers on motorcycle driver maneuvers: a nonparametric classification tree approach.

PubMed

Chang, Li-Yen

2014-01-01

A manhole cover is a removable plate forming the lid over the opening of a manhole to allow traffic to pass over the manhole and to prevent people from falling in. Because most manhole covers are placed in roadway traffic lanes, if these manhole covers are not appropriately installed or maintained, they can represent unexpected hazards on the road, especially for motorcycle drivers. The objective of this study is to identify the effects of manhole cover characteristics as well as driver factors and traffic and roadway conditions on motorcycle driver maneuvers. A video camera was used to record motorcycle drivers' maneuvers when they encountered an inappropriately installed or maintained manhole cover. Information on 3059 drivers' maneuver decisions was recorded. Classification and regression tree (CART) models were applied to explore factors that can significantly affect motorcycle driver maneuvers when passing a manhole cover. Nearly 50 percent of the motorcycle drivers decelerated or changed their driving path to reduce the effects of the manhole cover. The manhole cover characteristics including the level difference between manhole cover and pavement, the pavement condition over the manhole cover, and the size of the manhole cover can significantly affect motorcycle driver maneuvers. Other factors, including traffic conditions, lane width, motorcycle speed, and loading conditions, also have significant effects on motorcycle driver maneuvers. To reduce the effects and potential risks from the manhole covers, highway authorities not only need to make sure that any newly installed manhole covers are as level as possible but also need to regularly maintain all the manhole covers to ensure that they are in good condition. In the long run, the size of manhole covers should be kept as small as possible so that the impact of manhole covers on motorcycle drivers can be effectively reduced. Supplemental materials are available for this article. Go to the publisher's online edition of Traffic Injury Prevention to view the supplemental file.

Effectiveness of motorcycle antilock braking systems (ABS) in reducing crashes, the first cross-national study.

PubMed

Rizzi, Matteo; Strandroth, Johan; Kullgren, Anders; Tingvall, Claes; Fildes, Brian

2015-01-01

This study set out to evaluate the effectiveness of motorcycle antilock braking systems (ABS) in reducing real-life crashes. Since the European Parliament has voted on legislation making ABS mandatory on all new motorcycles over 125 cc from 2016, the fitment rate in Europe is likely to increase in the coming years. Though previous research has focused on mostly large displacement motorcycles, this study used police reports from Spain (2006-2009), Italy (2009), and Sweden (2003-2012) in order to analyze a wide range of motorcycles, including scooters, and compare countries with different motorcycling habits. The statistical analysis used odds ratio calculations with an induced exposure approach. Previous research found that head-on crashes were the least ABS-affected crash type and was therefore used as the nonsensitive crash type for ABS in these calculations. The same motorcycle models, with and without ABS, were compared and the calculations were carried out for each country separately. Crashes involving only scooters were further analyzed. The effectiveness of motorcycle ABS in reducing injury crashes ranged from 24% (95% confidence interval [CI], 12-36) in Italy to 29% (95% CI, 20-38) in Spain, and 34% (95% CI, 16-52) in Sweden. The reductions in severe and fatal crashes were even greater, at 34% (95% CI, 24-44) in Spain and 42% (95% CI, 23-61) in Sweden. The overall reductions of crashes involving ABS-equipped scooters (at least 250 cc) were 27% (95% CI, 12-42) in Italy and 22% (95% CI, 2-42) in Spain. ABS on scooters with at least a 250 cc engine reduced severe and fatal crashes by 31% (95% CI, 12-50), based on Spanish data alone. At this stage, there is more than sufficient scientific-based evidence to support the implementation of ABS on all motorcycles, even light ones. Further research should aim at understanding the injury mitigating effects of motorcycle ABS, possibly in combination with combined braking systems.

Motorcycle accident cause factors and identification of countermeasures. Volume 1 : technical report

DOT National Transportation Integrated Search

1981-01-01

This report presents the data and find~ings from the on-scene, in-depth : investigations of 900 motorcycle accidents and the analysis of 3600 traffic : accident reports of motorcycle accidents in the same study area. : Comprehensive data were collect...

Motorcycle accident cause factors and identification of countermeasures. Volume 2 : appendix/supplemental data

DOT National Transportation Integrated Search

1981-01-01

This report presents the data and findings from the on-scene, in-depth : investigations of 900 motorcycle accidents and the analysis of 3600 traffic : accident reports of motorcycle accidents in the same study area. : Comprehensive data were collecte...

Community-based programmes to promote use of bicycle helmets in children aged 0-14 years: a systematic review.

PubMed

Spinks, Anneliese; Turner, Cathy; McClure, Rod; Acton, Caroline; Nixon, Jim

2005-09-01

Hospital-based research has shown that wearing a helmet reduces the risk of head injury in bicycle riders. These studies have provided the impetus for community-wide interventions to increase the numbers of cyclists who wear helmets; however, the effectiveness of such programmes is undetermined. This study employs extensive search strategies to review the scientific literature to establish the effectiveness of community-wide programmes to increase helmet use among cyclists. Thirteen community-wide intervention studies using substantive methodologies were located in 16 published papers. The community-wide interventions include mandating helmet wearing, education campaigns, distribution of free or subsidized helmets or, more frequently, combinations of all of these methods of influence. All studies reported success in influencing helmet wearing across communities. However, none of the studies reveals enough detail of the mix or techniques employed in the interventions to replicate the interventions. While it is encouraging that all of the studies showed positive results, the way forward for further implementation of helmet wearing is for adequate documentation of successful interventions.

Approaches to the assessment of entry-level motorcycle training : an expert panel discussion.

DOT National Transportation Integrated Search

2010-02-01

Motorcycle registrations have increased 84% from approximately 3.9 million in 1998 to 7.1 million in 2007 (National Highway Traffic Safety Association [NHTSA], 2009). There has also been a consistent increase in motorcycle fatalities over this same p...

Va-Room: Motorcycle Safety.

ERIC Educational Resources Information Center

Keller, Rosanne

One of a series of instructional materials produced by the Literacy Council of Alaska, this booklet provides information about motorcycle safety. Using a simplified vocabulary and shorter sentences, it offers statistics concerning motorcycle accidents; information on how to choose the proper machine; basic information about the operation of the…

40 CFR 205.173-2 - Tampering.

Code of Federal Regulations, 2010 CFR

2010-07-01

... removal or puncturing the muffler, baffles, header pipes, or any other component which conducts exhaust... EQUIPMENT NOISE EMISSION CONTROLS Motorcycle Exhaust Systems § 205.173-2 Tampering. The manufacturer must... exhaust system which causes the motorcycle to exceed the Federal noise standard. Use of the motorcycle...

40 CFR 205.165 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-07-01

... EQUIPMENT NOISE EMISSION CONTROLS Motorcycle Exhaust Systems § 205.165 Definitions. (a) As used in this.... (1) Category means a group of exhaust systems which are identical in all material aspects with... regulated motorcycle for which it is designed and marketed, that motorcycle and exhaust system exceed the...

40 CFR 205.165 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-07-01

... EQUIPMENT NOISE EMISSION CONTROLS Motorcycle Exhaust Systems § 205.165 Definitions. (a) As used in this.... (1) Category means a group of exhaust systems which are identical in all material aspects with... regulated motorcycle for which it is designed and marketed, that motorcycle and exhaust system exceed the...

23 CFR 1350.4 - Qualification requirements.

Code of Federal Regulations, 2012 CFR

2012-04-01

...) Motorcycle rider training course. To satisfy this criterion, a State must have an effective motorcycle rider... to teach the curriculum who are certified by the designated State authority having jurisdiction over...) demonstrating that the State uses motorcycle rider training instructors to teach the curriculum who are...

23 CFR 1350.4 - Qualification requirements.

Code of Federal Regulations, 2011 CFR

2011-04-01

...) Motorcycle rider training course. To satisfy this criterion, a State must have an effective motorcycle rider... to teach the curriculum who are certified by the designated State authority having jurisdiction over...) demonstrating that the State uses motorcycle rider training instructors to teach the curriculum who are...

Macroeconomic fluctuations and motorcycle fatalities in the U.S.

PubMed

French, Michael T; Gumus, Gulcin

2014-03-01

The effects of business cycles on health outcomes in general, and on traffic fatalities in particular, have received much attention recently. In this paper, we focus on motorcycle safety and examine the impact of changing levels of economic activity on fatal crashes by motorcyclists in the United States. We analyze state-level longitudinal data with 1,104 state/year observations from the 1988-2010 Fatality Analysis Reporting System (FARS). Using the extensive motorcycle crash characteristics available in FARS, we examine not only total fatality rates but also rates decomposed by crash type, day, time, and the level of the motorcycle operator's blood alcohol content. Our results are consistent with much of the existing literature showing that traffic fatality rates are pro-cyclical. The estimates suggest that a 10% increase in real income per capita is associated with a 10.4% rise in the total motorcycle fatality rate. Along with potential mechanisms, policymakers and public health officials should consider the effects of business cycles on motorcycle safety. Copyright © 2013 Elsevier Ltd. All rights reserved.

Factors Influencing Helmet Use, Head Injury, and Hospitalization Among Children Involved in Skateboarding and Snowboarding Accidents.

PubMed

Sadeghian, Homa; Nguyen, Brian; Huynh, Nhan; Rouch, Joshua; Lee, Steven L; Bazargan-Hejazi, Shahrzad

2017-01-01

Up to 75% of skateboarders and snowboarders admitted to the hospital sustain head injuries. It is unclear why not all children and teenagers wear helmets while snowboarding and skateboarding given the protection they afford. To report on the prevalence of, and factors associated with, skateboarding and snowboarding in injured children and to explore factors that influence helmet use, head injury, and hospitalization in this sample. A cross-sectional study of skateboard- and snowboard-associated injuries from 2003 to 2012 among individuals younger than age 18 years using National Electronic Injury Surveillance System (NEISS) data from approximately 100 hospitals. Helmet use, head injury, and hospitalization. Of 1742 patients in the study, 852 (48.9%) and 890 (51.1%) were skateboarders and snowboarders, respectively. Overall, 907 (52.1%) did not use helmets, and 704 (40.4%) sustained head injuries. Multiple logistic regression analysis showed that age, race/ethnicity, location of boarding, and engaging in skateboarding influenced helmet use. Sex, race/ethnicity, helmet use, and skateboarding predicted head injury. Age, sex, skateboarding, and head injury predicted hospital admission. Statistically significant differences exist in helmet use, head injury, and hospitalization rates between skateboarders and snowboarders. Our findings suggest that injury prevention and outreach programs are needed to increase helmet use and reduce the risk of head injury and hospitalization in skateboarders and other at-risk groups. Further studies are needed to clarify the association between race/ethnicity and helmet use among skateboarders and snowboarders.

A comparative study of American football helmet removal techniques using a cadaveric model of cervical spine injury.

PubMed

Anderson, Andrew; Tollefson, Brian; Cohen, Rob; Johnson, Jeremy; Summers, Richard L

2011-04-01

American football is the source of a significant number of cervical spine injuries. Removal of the helmets from these individuals is often problematic and presents a potential for exacerbation of the injury. There are two widely recognized helmet removal techniques that are currently in practice. In this study, the two methods are compared for cervical movement and potential for cord injury to determine their relative efficiency and clinical utility. A single cadaver with a simulated cervical injury was used to compare the National Athletic Trainers' Association (NATA) and cast saw techniques of helmet removal. Directed lateral fluoroscopy was used to measure the relative changes in angulation, translation, distraction, and space available to the spinal cord during helmet removal using the two techniques as performed by medical personnel with limited training in the methods. By radiologists' reports, there were no detectable changes in disc height, translation or space available for the spinal cord during helmet removal with either of the studied techniques. Operators noted that the noise of the cast saw would probably be significantly uncomfortable for any live subject inside of a helmet. Both the NATA and cast saw methods appear effective for the safe removal of a football helmet and with little risk of further injury to the cervical spine. Considering the simplicity and efficiency of the NATA helmet removal technique, the authors conclude that the NATA technique should be the preferred helmet removal method.

On the accuracy of the Head Impact Telemetry (HIT) System used in football helmets.

PubMed

Jadischke, Ron; Viano, David C; Dau, Nathan; King, Albert I; McCarthy, Joe

2013-09-03

On-field measurement of head impacts has relied on the Head Impact Telemetry (HIT) System, which uses helmet mounted accelerometers to determine linear and angular head accelerations. HIT is used in youth and collegiate football to assess the frequency and severity of helmet impacts. This paper evaluates the accuracy of HIT for individual head impacts. Most HIT validations used a medium helmet on a Hybrid III head. However, the appropriate helmet is large based on the Hybrid III head circumference (58 cm) and manufacturer's fitting instructions. An instrumented skull cap was used to measure the pressure between the head of football players (n=63) and their helmet. The average pressure with a large helmet on the Hybrid III was comparable to the average pressure from helmets used by players. A medium helmet on the Hybrid III produced average pressures greater than the 99th percentile volunteer pressure level. Linear impactor tests were conducted using a large and medium helmet on the Hybrid III. Testing was conducted by two independent laboratories. HIT data were compared to data from the Hybrid III equipped with a 3-2-2-2 accelerometer array. The absolute and root mean square error (RMSE) for HIT were computed for each impact (n=90). Fifty-five percent (n=49) had an absolute error greater than 15% while the RMSE was 59.1% for peak linear acceleration. Copyright © 2013 Elsevier Ltd. All rights reserved.

Neck muscle strain when wearing helmet and NVG during acceleration on a trampoline.

PubMed

Sovelius, Roope; Oksa, Juha; Rintala, Harri; Huhtala, Heini; Siitonen, Simo

2008-02-01

The helmet-mounted equipment worn by military pilots increases the weight of the helmet system and shifts its center of gravity, increasing the loads on neck structures, especially during acceleration. The aim of this study was to determine neck muscle strain with different head-loads during trampoline-induced G loads (0 to +4 G). Under three conditions [no helmet, helmet, helmet with night vision goggles (NVG)], 14 subjects performed trampoline exercises including basic, hand-and-knee, and back bouncing. EMG activity was measured for the sternocleidomastoid (SCM), cervical erector spinae (CES), trapezoid (TRA), and thoracic erector spinae (TES) muscles. Muscle strain was determined as a percentage of maximal voluntary contraction (%MVC). For the three exercises combined, the following significant changes were found: compared to control, the helmet increased muscle strain by 18%, 28%, and 18% in the SCM, CES, and TRA, respectively; NVG produced a further increase of 11% in the SCM and 6% in the CES. During back bouncing, the helmet increased muscle strain by 14% in the SCM and 19% in the CES, and NVG further increased this strain by 14% in the SCM. Hand-and-knee bouncing loaded extensors: the helmet caused increases of 46% in the CES and 29% in the TES, while NVG produced a further 13% increase in CES activation. Helmet weight alone had a large effect on muscular workload. The additional frontal weight of the NVG caused a further increase in the activity of cervical muscles that were already subjected to high strain.

Noise exposure is increased with neonatal helmet CPAP in comparison with conventional nasal CPAP.

PubMed

Trevisanuto, D; Camiletti, L; Doglioni, N; Cavallin, F; Udilano, A; Zanardo, V

2011-01-01

in adults, noninvasive ventilation via a helmet is associated with significantly greater noise than nasal and facial masks. We hypothesized that noise exposure could be increased with neonatal helmet continuous positive airway pressure (CPAP) in comparison with conventional nasal CPAP (nCPAP). Our primary objective was to compare the noise intensity produced by a neonatal helmet CPAP and a conventional nCPAP system. Furthermore, we aimed to evaluate the effect of the gas flow rate and the presence of the humidifier and the filter on noise levels during neonatal helmet CPAP treatment. in this bench study, noise intensity was measured in the following settings: helmet CPAP, nCPAP, incubator and the neonatal intensive care unit. In helmet CPAP, noise measurements were performed at different gas flow rates (8, 10 and 12 l/min), while in nCPAP, the flow rate was 8 l/min. For both CPAP systems, the level of pressure was maintained constant at 5 cmH(2) O. during neonatal helmet CPAP, the median (interquartile range) noise levels were significantly higher than those during nCPAP: 70.0 dB (69.9-70.4) vs. 62.7 dB (62.5-63.0); P<0.001. In the helmet CPAP, the noise intensities changed with increasing flow rate and with the presence of a humidifier or a filter. noise intensities generated by the neonatal helmet CPAP were significantly higher than those registered while using a conventional nCPAP system. In the helmet, the noise intensity depends on the gas flow rate, and the presence of a humidifier and a filter in the system. 2010 The Acta Anaesthesiologica Scandinavica Foundation.

A cross-sectional observational study of helmet use among motorcyclists in Wa, Ghana.

PubMed

Akaateba, Millicent Awialie; Amoh-Gyimah, Richard; Yakubu, Ibrahim

2014-03-01

Motorcyclists' injuries and fatalities are a major public health concern in many developing countries including Ghana. This study therefore aimed to investigate the prevalence of helmet use among motorcyclists in Wa, Ghana. The method used involved a cross-sectional roadside observation at 12 randomly selected sites within and outside the CBD of Wa. A total of 14,467 motorcyclists made up of 11,360 riders and 3107 pillion riders were observed during the study period. Most observed riders (86.5%) and pillion riders (61.7%) were males. The overall prevalence of helmet use among the observed motorcyclists was 36.9% (95% CI: 36.1-37.7). Helmet use for riders was 45.8% (95% CI: 44.8-46.7) whilst that for pillion riders was 3.7% (95 CI: 3.0-4.4). Based on logistic regression analysis, higher helmet wearing rates were found to be significantly associated with female gender, weekdays, morning periods and at locations within the CBD. Riders at locations outside the CBD were about 7 times less likely to wear a helmet than riders within the CBD (48.9% compared to 42.3%; χ(2)(1)=49.526; p<0.001). The study concluded that despite the existence of a national helmet legislation that mandates the use of helmets by both riders and pillion riders on all roads in Ghana, helmet use is generally low in Wa. This suggests that all stakeholders in road safety should jointly intensify education on helmet use and pursue rigorous enforcement on all road types especially at locations outside the CBD to improve helmet use in Wa. Copyright © 2013 Elsevier Ltd. All rights reserved.

Concussion Characteristics in High School Football by Helmet Age/Recondition Status, Manufacturer, and Model: 2008-2009 Through 2012-2013 Academic Years in the United States.

PubMed

Collins, Christy L; McKenzie, Lara B; Ferketich, Amy K; Andridge, Rebecca; Xiang, Huiyun; Comstock, R Dawn

2016-06-01

Football helmets used by high school athletes in the United States should meet the National Operating Committee on Standards for Athletic Equipment performance standards. Despite differences in interior padding and exterior shells, all football helmets should provide comparable protection against concussions. Yet, debate continues on whether differences in the rates or severity of concussions exist based on helmet age/recondition status, manufacturer, or model. To investigate whether high school football concussion characteristics varied by helmet age/recondition status, manufacturer, and model. Descriptive epidemiological study. High school football concussion and helmet data were collected from academic years 2008-2009 through 2012-2013 as part of the National High School Sports-Related Injury Surveillance Study. The certified athletic trainers of participating schools submitted athlete-exposure (AE) and injury information weekly. Participating schools reported 2900 football concussions during 3,528,790 AEs for an overall rate of 8.2 concussions per 10,000 AEs. Concussion rates significantly increased from 2008-2009 through 2012-2013 overall (P = .006) as well as in competition (P = .027) and practice (P = .023). Characteristics of concussed football players (ie, mean number of symptoms, specific concussion symptoms, symptom resolution time, and time until return to play) were similar among players wearing new helmets when compared with reconditioned helmets. Fewer players wearing an old/not reconditioned helmet had concussion symptoms resolve within 1 day compared with players wearing a new helmet. Despite differences in the manufacturers and models of helmets worn by all high school football players compared with players who sustained a concussion, the mean number of concussion symptoms, specific concussion symptoms, symptom resolution time, and time until return to play were similar for concussions sustained by football players wearing the most common helmet manufacturers and models. Overall, for new and reconditioned football helmets, the most common helmet manufacturers and models on the market today appear to provide high school football players with similar protection against concussions. Concussions can have serious acute and long-term effects. An understanding of concussion patterns in high school athletes can drive targeted preventive measures, including improvements to and/or better use of protective equipment, to reduce the incidence and/or severity of sports-related concussions. © 2016 The Author(s).

Face mask removal is safer than helmet removal for emergent airway access in American football.

PubMed

Swartz, Erik E; Mihalik, Jason P; Beltz, Nora M; Day, Molly A; Decoster, Laura C

2014-06-01

In cases of possible cervical spine injury, medical professionals must be prepared to achieve rapid airway access while concurrently restricting cervical spine motion. Face mask removal (FMR), rather than helmet removal (HR), is recommended to achieve this. However, no studies have been reported that compare FMR directly with HR. The purpose of this study was to compare motion, time, and perceived difficulty in two commonly used American football helmets between FMR and HR techniques, and when helmet air bladders were deflated before HR compared with inflated scenarios. The study incorporated a repeated measures design and was performed in a controlled laboratory setting. Participants included 22 certified athletic trainers (15 men and seven women; mean age, 33.9±10.5 years; mean experience, 11.4±10.0 years; mean height, 172±9.4 cm; mean mass, 76.7±14.9 kg). All participants were free from upper extremity or central nervous system pathology for 6 months and provided informed consent. Dependent variables included head excursion in degrees (computed by subtracting the minimum position from the maximum position) in each of the three planes (sagittal, frontal, transverse), time to complete the required task, and ratings of perceived exertion. To address our study purposes, we used two-by-two repeated-measures analysis of variance (removal technique×helmet type, helmet type×deflation status) for each dependent variable. Independent variables consisted of removal technique (FMR and HR), helmet type (Riddell Revolution IQ [RIQ] and VSR4), and helmet deflation status (deflated [D], inflated, [I]). After familiarization, participants conducted two successful trials for each of six conditions in random order (RIQ-FMR, VSR4-FMR, RIQ-HR-D, VSR4-HR-D, RIQ-HR-I, and VSR4-HR-I). Face masks, helmets, and shoulder pads were removed from a live model wearing a properly fitted helmet and shoulder pads. The participant and an investigator stabilized the model's head. A six-camera three-dimensional motion system and a three-point one-segment marker set were used to record motion of the head. Face mask removal resulted in less motion in all three planes, required less completion time, and was easier to perform than HR. The RIQ helmet resulted in less frontal plane motion and less time to task completion, and was easier to remove than VSR4 helmets. Inflated helmets-regardless of helmet type-required less removal time but did not result in greater cervical spine motion or difficulty. It is safer to remove the face mask in the prehospital setting for the potential spine-injured American football player than to remove the helmet, based on results from both a traditional and newer football helmet designs. Deflating the air bladder inside the helmet does not provide an advantage. Copyright © 2014 Elsevier Inc. All rights reserved.

Non-legislative interventions for the promotion of cycle helmet wearing by children.

PubMed

Owen, Rachel; Kendrick, Denise; Mulvaney, Caroline; Coleman, Tim; Royal, Simon

2011-11-09

Helmets reduce bicycle-related head injuries, particularly in single vehicle crashes and those where the head strikes the ground. We aimed to identify non-legislative interventions for promoting helmet use among children, so future interventions can be designed on a firm evidence base. To assess the effectiveness of non-legislative interventions in increasing helmet use among children; to identify possible reasons for differences in effectiveness of interventions; to evaluate effectiveness with respect to social group; to identify adverse consequences of interventions. We searched the following databases: Cochrane Injuries Group Specialised Register; the Cochrane Central Register of Controlled Trials (CENTRAL); MEDLINE; EMBASE; PsycINFO (Ovid); PsycEXTRA (Ovid); CINAHL (EBSCO); ISI Web of Science: Science Citation Index Expanded (SCI-EXPANDED); Social Sciences Citation Index (SSCI); Conference Proceedings Citation Index-Science (CPCI-S); and PubMed from inception to April 2009; TRANSPORT to 2007; and manually searched other sources of data. We included RCTs and CBAs. Studies included participants aged 0 to 18 years, described interventions promoting helmet use not requiring enactment of legislation and reported observed helmet wearing, self reported helmet ownership or self reported helmet wearing. Two independent review authors selected studies for inclusion and extracted data. We used random-effects models to estimate pooled odds ratios (ORs) (with 95% confidence interval (CI)). We explored heterogeneity with subgroup analyses. We included 29 studies in the review, 21 of which were included in at least one meta-analysis. Non-legislative interventions increased observed helmet wearing (11 studies: OR 2.08, 95% CI 1.29 to 3.34). The effect was most marked amongst community-based interventions (four studies: OR 4.30, 95% 2.24 to 8.25) and those providing free helmets (two studies: OR 4.35, 95% CI 2.13 to 8.89). Significant effects were also found amongst school-based interventions (eight studies: OR 1.73, CI 95% 1.03 to 2.91), with a smaller effect found for interventions providing education only (three studies: OR 1.43, 95% CI 1.09 to 1.88). No significant effect was found for providing subsidised helmets (seven studies: OR 2.02, 95% CI 0.98 to 4.17). Interventions provided to younger children (aged under 12) may be more effective (five studies: OR 2.50, 95% CI 1.17 to 5.37) than those provided to children of all ages (five studies: OR 1.83, 95% CI 0.98 to 3.42).Interventions were only effective in increasing self reported helmet ownership where they provided free helmets (three studies: OR 11.63, 95% CI 2.14 to 63.16).Interventions were effective in increasing self reported helmet wearing (nine studies: OR 3.27, 95% CI 1.56 to 6.87), including those undertaken in schools (six studies: OR 4.21, 95% CI 1.06 to 16.74), providing free helmets (three studies: OR 7.27, 95% CI 1.28 to 41.44), providing education only (seven studies: OR 1.93, 95% CI 1.03 to 3.63) and in healthcare settings (two studies: OR 2.78, 95% CI 1.38 to 5.61). Non-legislative interventions appear to be effective in increasing observed helmet use, particularly community-based interventions and those providing free helmets. Those set in schools appear to be effective but possibly less so than community-based interventions. Interventions providing education only are less effective than those providing free helmets. There is insufficient evidence to recommend providing subsidised helmets at present. Interventions may be more effective if provided to younger rather than older children. There is evidence that interventions offered in healthcare settings can increase self reported helmet wearing.Further high-quality studies are needed to explore whether non-legislative interventions increase helmet wearing, and particularly the effect of providing subsided as opposed to free helmets, and of providing interventions in healthcare settings as opposed to in schools or communities. Alternative interventions (e.g. those including peer educators, those aimed at developing safety skills including skills in decision making and resisting peer pressure or those aimed at improving self esteem or self efficacy) need developing and testing, particularly for 11 to 18 year olds. The effect of interventions in countries with existing cycle helmet legislation and in low and middle-income countries also requires investigation.

32 CFR 636.28 - Special rules for motorcycles/mopeds.

Code of Federal Regulations, 2014 CFR

2014-07-01

... earphones while driving is prohibited. (h) Military personnel, civilian employees, and family member drivers of a privately or government-owned motorcycle/moped (two or three wheeled motor driven vehicles) are required to attend and complete an approved Motorcycle Defense Driving Course (MDDC) prior to operation of...

32 CFR 636.28 - Special rules for motorcycles/mopeds.

Code of Federal Regulations, 2012 CFR

2012-07-01

... earphones while driving is prohibited. (h) Military personnel, civilian employees, and family member drivers of a privately or government-owned motorcycle/moped (two or three wheeled motor driven vehicles) are required to attend and complete an approved Motorcycle Defense Driving Course (MDDC) prior to operation of...

The effect of sight distance training on the visual scanning of motorcycle riders : a preliminary look.

DOT National Transportation Integrated Search

2013-02-01

Very little is known about the effect of motorcycle rider training on visual scanning and sight distance techniques in naturalistic riding situations. This study collected naturalistic data from a mix of novice and experienced motorcycle riders on a ...

75 FR 28098 - Agency Information Collection Activities: Notice of Request for Extension of Currently Approved...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-19

... studying crashes using case-control methods including the Grand Rapids study, (Borkenstein, R.F., Crowther... Federal holidays. SUPPLEMENTARY INFORMATION: Title: Motorcycle Crash Causation Study and Pilot Motorcycle Crash Causes and Outcomes Study. OMB Control #: 2125-0619. Background: Motorcycle injuries and...

40 CFR Appendix I to Subparts D... - Motorcycle Noise Emission Test Procedures

Code of Federal Regulations, 2013 CFR

2013-07-01

... calibrated with the acoustic calibrator as often as is necessary throughout testing to maintain the accuracy... 40 Protection of Environment 26 2013-07-01 2013-07-01 false Motorcycle Noise Emission Test... AGENCY (CONTINUED) NOISE ABATEMENT PROGRAMS TRANSPORTATION EQUIPMENT NOISE EMISSION CONTROLS Motorcycle...

40 CFR Appendix I to Subparts D... - Motorcycle Noise Emission Test Procedures

Code of Federal Regulations, 2014 CFR

2014-07-01

... calibrated with the acoustic calibrator as often as is necessary throughout testing to maintain the accuracy... 40 Protection of Environment 25 2014-07-01 2014-07-01 false Motorcycle Noise Emission Test... AGENCY (CONTINUED) NOISE ABATEMENT PROGRAMS TRANSPORTATION EQUIPMENT NOISE EMISSION CONTROLS Motorcycle...

42 CFR 84.202 - Air velocity and noise levels; hoods and helmets; minimum requirements.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 42 Public Health 1 2011-10-01 2011-10-01 false Air velocity and noise levels; hoods and helmets... PROTECTIVE DEVICES Chemical Cartridge Respirators § 84.202 Air velocity and noise levels; hoods and helmets; minimum requirements. Noise levels generated by the respirator will be measured inside the hood or helmet...

42 CFR 84.140 - Air velocity and noise levels; hoods and helmets; minimum requirements.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 42 Public Health 1 2011-10-01 2011-10-01 false Air velocity and noise levels; hoods and helmets... PROTECTIVE DEVICES Supplied-Air Respirators § 84.140 Air velocity and noise levels; hoods and helmets; minimum requirements. Noise levels generated by the respirator will be measured inside the hood or helmet...

42 CFR 84.202 - Air velocity and noise levels; hoods and helmets; minimum requirements.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 42 Public Health 1 2010-10-01 2010-10-01 false Air velocity and noise levels; hoods and helmets... PROTECTIVE DEVICES Chemical Cartridge Respirators § 84.202 Air velocity and noise levels; hoods and helmets; minimum requirements. Noise levels generated by the respirator will be measured inside the hood or helmet...

42 CFR 84.140 - Air velocity and noise levels; hoods and helmets; minimum requirements.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 42 Public Health 1 2010-10-01 2010-10-01 false Air velocity and noise levels; hoods and helmets... PROTECTIVE DEVICES Supplied-Air Respirators § 84.140 Air velocity and noise levels; hoods and helmets; minimum requirements. Noise levels generated by the respirator will be measured inside the hood or helmet...

Lightweight Helmet For Eye/Balance Studies

NASA Technical Reports Server (NTRS)

Mcstravick, M. Catherine; Proctor, David R.; Wood, Scott J.

1988-01-01

Lightweight helmet serves as mounting platform for stimulus and sensor modules in experiments on role of vestibulo-ocular reflex in motion sickness and space-adaptation syndrome. Fitted liner and five inflatable air bladders stabilize helmet with respect to subject's head. Personal bite board attached to chin-bar assembly makes hard palate in subject's mouth serve as final position reference for helmet.

Integral Face Shield Concept for Firefighter's Helmet

NASA Technical Reports Server (NTRS)

Abeles, F.; Hansberry, E.; Himel, V.

1982-01-01

Stowable face shield could be made integral part of helmet worn by firefighters. Shield, made from same tough clear plastic as removable face shields presently used, would be pivoted at temples to slide up inside helmet when not needed. Stowable face shield, being stored in helmet, is always available, ready for use, and is protected when not being used.

Evaluation of the protective capacity of baseball helmets for concussive impacts.

PubMed

Post, Andrew; Karton, Clara; Blaine Hoshizaki, T; Gilchrist, Michael D; Bailes, Julian

2016-01-01

The purpose of this research was to examine how four different types of baseball helmets perform for baseball impacts when performance was measured using variables associated with concussion. A helmeted Hybrid III headform was impacted by a baseball, and linear and rotational acceleration as well as maximum principal strain were measured for each impact condition. The method was successful in distinguishing differences in design characteristics between the baseball helmets. The results indicated that there is a high risk of concussive injury from being hit by a ball regardless of helmet worn.

The mystery of the missing Viking helmets.

PubMed

Wester, K

2000-11-01

Based on archaeological finds and old Norse literature, this study describes the Scandinavian helmet tradition from the Bronze Age to the Viking Age, as well as the Viking culture, with special emphasis on weaponry and head protection. Contrary to what is commonly believed, the study shows that metal helmets must have been used very infrequently by the Vikings. In fact, only one Viking helmet has been retrieved in Scandinavia. Possible reasons for the widespread misconception that the Vikings wore helmets are discussed, and the responsibility for not correcting this misunderstanding is placed with the archaeological profession.

[Where are all the Viking helmets?].

PubMed

Wester, K

2001-06-30

Based on archaeological finds and old Norse literature, this article describes the Scandinavian helmet tradition from the Bronze Age to the Viking Age, as well as the Viking culture, with special emphasis on weaponry, burial customs, and head protection. Contrary to what is commonly believed, metal helmets must have been used very infrequently by the Vikings. Only one Viking helmet has been retrieved in Scandinavia. Possible reasons for the wide-spread misunderstanding that the Vikings wore helmets are discussed. The archaeological profession must partly bear the responsibility for not correcting this misunderstanding.

Improving Safety of the Surface Transportation System by Addressing the Issues of Vulnerable Road Users : Case of the Motorcyclists

DOT National Transportation Integrated Search

2012-07-01

Over the past few years, motorcycle fatalities have increased at an alarming rate in the United States. Motorcycle safety issues in Kansas : are no different from the national scenario. Accordingly, this study examines motorcycle crashes in Kansas in...

40 CFR 86.419-2006 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 19 2014-07-01 2014-07-01 false Engine displacement, motorcycle... displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values... reference in § 86.1). (2) For rotary engines, displacement means the maximum volume of a combustion chamber...

40 CFR 86.419-2006 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 40 Protection of Environment 19 2012-07-01 2012-07-01 false Engine displacement, motorcycle... displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values... reference in § 86.1). (2) For rotary engines, displacement means the maximum volume of a combustion chamber...

40 CFR 86.419-2006 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 19 2013-07-01 2013-07-01 false Engine displacement, motorcycle... displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values... reference in § 86.1). (2) For rotary engines, displacement means the maximum volume of a combustion chamber...

40 CFR 86.419-2006 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 18 2010-07-01 2010-07-01 false Engine displacement, motorcycle... displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values... reference in § 86.1). (2) For rotary engines, displacement means the maximum volume of a combustion chamber...

40 CFR 86.419-2006 - Engine displacement, motorcycle classes.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 18 2011-07-01 2011-07-01 false Engine displacement, motorcycle... displacement, motorcycle classes. (a)(1) Engine displacement shall be calculated using nominal engine values... reference in § 86.1). (2) For rotary engines, displacement means the maximum volume of a combustion chamber...

40 CFR 86.401-97 - General applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... applies to 1978 and later model year, new, gasoline-fueled motorcycles built after 31 December, 1977, and to 1990 and later model year, new, methanol-fueled motorcycles built after 31 December, 1989 and to 1997 and later model year, new, natural gas-fueled and liquefied petroleum gas-fueled motorcycles built...

40 CFR 86.401-2006 - General applicability.

Code of Federal Regulations, 2010 CFR

2010-07-01

... applies to 1978 and later model year, new, gasoline-fueled motorcycles built after December 31, 1977, and to 1990 and later model year, new methanol-fueled motorcycles built after December 31, 1989 and to 1997 and later model year, new natural gas-fueled and liquefied petroleum gas-fueled motorcycles built...

36 CFR 7.75 - Padre Island National Seashore.

Code of Federal Regulations, 2013 CFR

2013-07-01

...) Off-road motor vehicle and motorcycle operation. (1) The following regulations pertain to the operation of motor vehicles and motorcycles off established roads and parking areas. The operation of such... turning out of the track to the right. (2) Off-road motor vehicle and motorcycle use areas and routes. The...

36 CFR 7.75 - Padre Island National Seashore.

Code of Federal Regulations, 2012 CFR

2012-07-01

...) Off-road motor vehicle and motorcycle operation. (1) The following regulations pertain to the operation of motor vehicles and motorcycles off established roads and parking areas. The operation of such... turning out of the track to the right. (2) Off-road motor vehicle and motorcycle use areas and routes. The...

36 CFR 7.75 - Padre Island National Seashore.

Code of Federal Regulations, 2011 CFR

2011-07-01

...) Off-road motor vehicle and motorcycle operation. (1) The following regulations pertain to the operation of motor vehicles and motorcycles off established roads and parking areas. The operation of such... turning out of the track to the right. (2) Off-road motor vehicle and motorcycle use areas and routes. The...

36 CFR 7.75 - Padre Island National Seashore.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) Off-road motor vehicle and motorcycle operation. (1) The following regulations pertain to the operation of motor vehicles and motorcycles off established roads and parking areas. The operation of such... turning out of the track to the right. (2) Off-road motor vehicle and motorcycle use areas and routes. The...

36 CFR 7.75 - Padre Island National Seashore.

Code of Federal Regulations, 2014 CFR

2014-07-01

...) Off-road motor vehicle and motorcycle operation. (1) The following regulations pertain to the operation of motor vehicles and motorcycles off established roads and parking areas. The operation of such... turning out of the track to the right. (2) Off-road motor vehicle and motorcycle use areas and routes. The...

Final Rule for Control of Air Pollution From Motor Vehicles and New Motor Vehicle Engines; Increase of the Vehicle Mass for 3-Wheeled Motorcycles

EPA Pesticide Factsheets

This action changes the regulatory definition of a motorcycle to include 3-wheeled vehicles weighing up to 1749 pounds effective for 1998 and later model year motorcycles for which emission standards are in place.

Drive-away policing and situational crime prevention in China: an analysis of motorcycle ban (jinmo) policy in Guangzhou.

PubMed

Xu, Jianhua

2012-04-01

Using the example of motorcycle ban policy in Guangzhou, the capital of Guangdong province, this article examines how situational crime prevention strategies are used in contemporary urban China. The article argues that although a motorcycle ban policy may reduce motorcycle snatch theft (feiche qiangduo) in Guangzhou, it inevitably caused a problem of displacement. However, some types of displacement are desirable for local government. An argument about drive-away policing is proposed in this article to understand policing styles in contemporary China. In addition, the article argues that motorcycle ban, as a strategy to prevent snatch theft and robbery, is also a strategy to deal with the crisis in police legitimacy. Therefore, crime prevention in China has more social and political significance than just reducing crime.

Burden of motorcycle-related injury in Malaysia.

PubMed

Rahman, Nik Hisamuddin Na; Baharuddin, Kamarul A; Mohamad, Syarifah Mastura S

2015-01-01

Road traffic injury (RTI) contributes to major morbidity and mortality in both developed and developing countries. Most of the injuries are caused by road-related injuries that specifically relate to motorcycle crash. We attempted to conduct a short survey to determine the magnitude of burden related to motorcycle-related RTIs in Malaysia. We hypothesize that motorcycle-related RTI in Malaysia contributes significantly to the health burden in the country. The cross-sectional survey involves data searching related to RTI in Malaysia from the relevant agencies such as the Ministry of Health Malaysia, Royal Police Force, and Malaysia Institute of Road Safety Research (MIROS) through their official websites and PubMed search. The three agencies are well established and recognized by the Malaysian government in dealing with data collection for the injury nationwide. The primary aim is to determine the prevalence of motorcycle-related RTI, and secondary outcomes are the overall mortality and the contributing factors. Of the cause of trauma, 80 % is due to RTI, and the most vulnerable road users such as pedestrians and motorcyclists are affected the most. Of all RTI, 70 % is contributed by the motorcycle crash, and there are a significant number of deaths for both rider and pillion rider of the motorcycle than for other types of vehicles. Human error is the main reason to be blamed, specifically the attitude of the riders on the road. Trauma is one of the common reasons for death and hospitalization in Malaysia. Motorcycle-related RTI in Malaysia contributes significantly to the health burden in Malaysia. The Malaysian government and non-government agencies have worked together seriously in implementing a preventive measure to reduce the incidence and aftermath of motorcycle-related RTI. However, data is still lacking, and every effort is made to increase the amount of research in the field. Strengths of the article are as follows:Latest alarming data on motorcycle-related injuries in the developing country.The data is collected from multi-agencies recognized by ministries in the country.Very limited publication specifically on motorcycle-related injuries is available. Limitations of the article are as follows:The data is only from one country.The statistical data is gathered from a variety of sources, i.e., relevant agencies and authorities and website of the involved ministries.

Factors Influencing Helmet Use, Head Injury, and Hospitalization Among Children Involved in Skateboarding and Snowboarding Accidents

PubMed Central

Sadeghian, Homa; Nguyen, Brian; Huynh, Nhan; Rouch, Joshua; Lee, Steven L; Bazargan-Hejazi, Shahrzad

2017-01-01

Context Up to 75% of skateboarders and snowboarders admitted to the hospital sustain head injuries. It is unclear why not all children and teenagers wear helmets while snowboarding and skateboarding given the protection they afford. Objectives To report on the prevalence of, and factors associated with, skateboarding and snowboarding in injured children and to explore factors that influence helmet use, head injury, and hospitalization in this sample. Design A cross-sectional study of skateboard- and snowboard-associated injuries from 2003 to 2012 among individuals younger than age 18 years using National Electronic Injury Surveillance System (NEISS) data from approximately 100 hospitals. Main Outcome Measures: Helmet use, head injury, and hospitalization. Results Of 1742 patients in the study, 852 (48.9%) and 890 (51.1%) were skateboarders and snowboarders, respectively. Overall, 907 (52.1%) did not use helmets, and 704 (40.4%) sustained head injuries. Multiple logistic regression analysis showed that age, race/ethnicity, location of boarding, and engaging in skateboarding influenced helmet use. Sex, race/ethnicity, helmet use, and skateboarding predicted head injury. Age, sex, skateboarding, and head injury predicted hospital admission. Conclusion Statistically significant differences exist in helmet use, head injury, and hospitalization rates between skateboarders and snowboarders. Our findings suggest that injury prevention and outreach programs are needed to increase helmet use and reduce the risk of head injury and hospitalization in skateboarders and other at-risk groups. Further studies are needed to clarify the association between race/ethnicity and helmet use among skateboarders and snowboarders. PMID:28406787

Impact of a Comprehensive Safety Program on Bicycle Helmet Use among Middle-School Children

ERIC Educational Resources Information Center

Van Houten, Ron; Van Houten, Joy; Malenfant, J. E. Louis

2007-01-01

A bicycle helmet program was evaluated in three middle schools using a multiple baseline across schools design. Two of the three schools had histories of enforcement of helmet use. During baseline many students riding their bikes to and from school did not wear their helmets or wore them incorrectly. A program that consisted of peer data…

The Bicycle Helmet Attitudes Scale: Using the Health Belief Model to Predict Helmet Use among Undergraduates

ERIC Educational Resources Information Center

Ross, Thomas P.; Ross, Lisa Thomson; Rahman, Annalise; Cataldo, Shayla

2010-01-01

Objective: This study examined bicycle helmet attitudes and practices of college undergraduates and developed the Bicycle Helmet Attitudes Scale, which was guided by the Health Belief Model (HBM; Rosenstock, 1974, in Becker MH, ed. "The Health Belief Model and Personal Health Behavior". Thorofare, NJ: Charles B. Slack; 1974:328-335) to predict…

Protective Eyewear

MedlinePlus

... attached to a helmet. Are you a football player? Always wear your helmet with an attached face ... helmets with a full face mask. All other players should wear sports goggles. Girls’ lacrosse goggles also ...

Motorcyclists' perceptions and experiences of riding and risk and their advice for safety.

PubMed

Simpson, Jean C; Wilson, Suzanne; Currey, Nandika

2015-01-01

To examine the knowledge, observations, and perceptions of motorcycle riders on the risks of on-road motorcycling and potential safety measures to give insight and guidance in developing policies, programs, and legislation to improve the safety of motorcyclists. Individual and focus group interviews were conducted with dealers and a cross section of motorcyclists from selected regions across New Zealand. The interviews were analyzed and coded to identify common themes and diverse perspectives on why people rode motorcycles, riders' perceptions on risk, and possible safety strategies for on-road motorcycling. Motorcycling has major benefits for riders, although most riders perceived that the risks could be severe and they were susceptible to injury. Their observations on the threats and barriers to safety focused on 3 components: the rider, the motorcycle, and the environment. Risks included inexperience, not riding to the conditions, choice of motorcycle, protective clothing and conspicuity, and speed. The underlying risk of being on 2 wheels was accentuated by the availability of high-power motorcycles. The threats perceived in the environment included the behavior of other road users, especially car drivers, and the poor road conditions and surrounds encountered. Riders identified risks that have been recognized in the road safety literature as well as risks for which there are no engineering or scientific solutions. To effectively increase motorcyclist safety, recognition of the commonalities and the differences between motorcyclists' perspectives and proposed strategies is needed. This approach is more likely to engage riders and thus support positive behavior change among riders and drivers.

An educational intervention in road safety among children and teenagers in Mexico.

PubMed

Treviño-Siller, S; Pacheco-Magaña, L E; Bonilla-Fernández, P; Rueda-Neria, C; Arenas-Monreal, L

2017-02-17

The purpose of this article is to describe a public school-based educational intervention (EI) designed to increase knowledge, improve attitudes, and change practices related to road safety. We used a mixed-methods evaluation of a road traffic safety baseline diagnosis conducted in 4 public schools, 2 primary and 2 secondary. Research was organized into 4 phases: (1) diagnosis, (2) EI design, (3) implementation, and (4) evaluation. We used convenience sampling (n = 219 students) across schools and applied a pre-/posttest design based on quantitative and qualitative data. The former related to surveys on road safety experiences, knowledge, attitudes, and practice and the latter to observation checklists, community mapping, ethnography, and focus groups. To compare pre-post scores, we used multilevel mixed-effect ordinal logistic regressions. We developed data matrices, field notes, and systematized community mapping. We also transcribed focus group discussions, generated categories, and carried out thematic analysis. Ethnography indicated poor sidewalk conditions, no helmet or seat belt use, overcrowded public transportation, and no traffic lights or proper signals. Pedestrians did not use sidewalks and crossed streets unsafely. Subsequent to the intervention, however, the study population showed significant changes in their knowledge, practices, and attitudes. They identified road traffic incidents (RTIs) as the first cause of death among children and youth, and most understood that the solution to the problem was incumbent upon each and every individual. They also displayed increased perceptions of danger in practices such as traveling on overcrowded public transportation, failing to wear seat belts in cars and helmets on motorcycles, crossing the street while using mobile phones or playing with friends, and riding with drunk drivers. Changes varied according to gender, and students reported being able to carry out safe practices only when they were in control of the situation; for instance, as pedestrians. Because safe practices depend not only on children and youth but on the adults and social environment surrounding them, it is essential to engage parents, teachers, and decision makers in efforts to reduce RTIs. This will improve the establishment of commitments to impact social reality through consistent changes and mobilize greater resources for creating more secure communities in matters of road safety.

75 FR 34524 - Decision That Certain Nonconforming Motor Vehicles Are Eligible for Importation

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-17

... Harley Davidson FX, FL, XL and VR Series Motorcycles. Substantially Similar U.S. Certified Vehicles: 2009 Harley Davidson FX, FL, XL and VR Series Motorcycles. Notice of Petition Published at: 74 FR 51943... and VR Series Motorcycles. Substantially Similar U.S. Certified Vehicles: 2008 Harley Davidson FX, FL...

Motorcycle Mechanic: Apprenticeship Course Outline. Apprenticeship and Industry Training. 4912

ERIC Educational Resources Information Center

Alberta Enterprise and Advanced Education, 2012

2012-01-01

The graduate of the Motorcycle Mechanic apprenticeship program is a certified journeyperson who will be able to: (1) repair and maintain motorcycles and ATVs which are powered with internal combustion engines; (2) comprehend work orders, technical bulletins and estimates, and relate the information to the job at hand; (3) interpret warranty policy…

40 CFR 86.410-90 - Emission standards for 1990 and later model year motorcycles.

Code of Federal Regulations, 2010 CFR

2010-07-01

... petroleum gas-fueled motorcycles): (i) Hydrocarbons. 5.0 grams per vehicle kilometer. (ii) Carbon monoxide. 12 grams per vehicle kilometer. (2) Exhaust emissions from 1990 and later model year methanol-fueled motorcycles shall not exceed: (i) Total hydrocarbon equivalent. 5.0 grams per vehicle kilometer. (ii) Carbon...

40 CFR 86.410-90 - Emission standards for 1990 and later model year motorcycles.

Code of Federal Regulations, 2013 CFR

2013-07-01

... petroleum gas-fueled motorcycles): (i) Hydrocarbons. 5.0 grams per vehicle kilometer. (ii) Carbon monoxide. 12 grams per vehicle kilometer. (2) Exhaust emissions from 1990 and later model year methanol-fueled motorcycles shall not exceed: (i) Total hydrocarbon equivalent. 5.0 grams per vehicle kilometer. (ii) Carbon...

40 CFR 86.410-90 - Emission standards for 1990 and later model year motorcycles.

Code of Federal Regulations, 2012 CFR

2012-07-01

... petroleum gas-fueled motorcycles): (i) Hydrocarbons. 5.0 grams per vehicle kilometer. (ii) Carbon monoxide. 12 grams per vehicle kilometer. (2) Exhaust emissions from 1990 and later model year methanol-fueled motorcycles shall not exceed: (i) Total hydrocarbon equivalent. 5.0 grams per vehicle kilometer. (ii) Carbon...

40 CFR 86.410-90 - Emission standards for 1990 and later model year motorcycles.

Code of Federal Regulations, 2014 CFR

2014-07-01

... petroleum gas-fueled motorcycles): (i) Hydrocarbons. 5.0 grams per vehicle kilometer. (ii) Carbon monoxide. 12 grams per vehicle kilometer. (2) Exhaust emissions from 1990 and later model year methanol-fueled motorcycles shall not exceed: (i) Total hydrocarbon equivalent. 5.0 grams per vehicle kilometer. (ii) Carbon...

40 CFR 86.410-90 - Emission standards for 1990 and later model year motorcycles.

Code of Federal Regulations, 2011 CFR

2011-07-01

... petroleum gas-fueled motorcycles): (i) Hydrocarbons. 5.0 grams per vehicle kilometer. (ii) Carbon monoxide. 12 grams per vehicle kilometer. (2) Exhaust emissions from 1990 and later model year methanol-fueled motorcycles shall not exceed: (i) Total hydrocarbon equivalent. 5.0 grams per vehicle kilometer. (ii) Carbon...

75 FR 44838 - Agency Information Collection Activities: Notice of Request for Extension of Currently Approved...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-29

...: Title: Motorcycle Crash Causation Study and Pilot Motorcycle Crash Causes and Outcomes Study. OMB... (OTC) for the purpose of conducting a comprehensive, in-depth motorcycle crash causation study that... that may have been relevant to the crash. The second procedure, known as the case-control procedure...

Highway Safety Program Manual: Volume 3: Motorcycle Safety.

ERIC Educational Resources Information Center

National Highway Traffic Safety Administration (DOT), Washington, DC.

Volume 3 of the 19-volume Highway Safety Program Manual (which provides guidance to State and local governments on preferred highway safety practices) concentrates on aspects of motorcycle safety. The purpose and specific objectives of a State motorcycle safety program are outlined. Federal authority in the highway safety area and general policies…

Are car daytime running lights detrimental to motorcycle conspicuity?

PubMed

Cavallo, Viola; Pinto, Maria

2012-11-01

For a long time, motorcycles were the only vehicles with daytime running lights (DRLs), but this conspicuity advantage has been questioned due to the rapidly increasing introduction of DRLs on cars as well. The present experiment was designed to assess effects of car DRLs on motorcycle perception in a situation that specifically brought attentional conspicuity to bear. Photographs representing complex urban traffic scenes were displayed briefly (250 ms) to 24 participants who had to detect vulnerable road users (motorcyclists, cyclists, pedestrians) appearing at different locations and distances. Car DRLs hampered motorcycle perception compared to conditions where car lights were not on, especially when the motorcycle was at a greater distance from the observer and when it was located in the central part of the visual scene. Car DRLs also hampered the perception of cyclists and pedestrians. Although the globally positive safety effect of car DRLs is generally acknowledged, our study suggests that more attention should be paid to motorcyclists and other vulnerable road users when introducing car DRLs. Several means of improving motorcycle conspicuity in car DRL environments are discussed. Copyright © 2011 Elsevier Ltd. All rights reserved.

Analysis of factors that increase motorcycle rider risk compared to car driver risk.

PubMed

Keall, Michael D; Newstead, Stuart

2012-11-01

As in other parts of the Western world, there is concern in New Zealand about increasing popularity of motorcycles because of potential increases in road trauma. This study sought to identify important factors associated with increased risk for motorcyclists to inform potential policy approaches to reduce motorcyclist injury, such as changes to motorcyclist licensing, training and education. Using data extracted from a register of all New Zealand licensed motor vehicles that were matched to crash data, statistical models were fitted to examine patterns of motorcycle risk in comparison with small cars. These showed generally elevated risks for motorcyclists compared to cars, but particularly elevated risks for motorcycle owners aged in their 20s or who lived in more urbanised settings. In crashes, motorcyclists have little protection from injury, putting the motorcyclist at high risk of injury. When comparing new motorcycles with new cars, the odds of fatal or serious injury to a motorcycle rider involved in an injury crash were almost eight times the odds for a car driver. Copyright © 2011 Elsevier Ltd. All rights reserved.

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

PubMed

Veronese, Andréa Márian; de Oliveira, Dora Lúcia Leidens Corrêa

2006-12-01

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.

Concussion in professional football: helmet testing to assess impact performance--part 11.

PubMed

Pellman, Elliot J; Viano, David C; Withnall, Chris; Shewchenko, Nick; Bir, Cynthia A; Halstead, P David

2006-01-01

National Football League (NFL) concussions occur at an impact velocity of 9.3 +/- 1.9 m/s (20.8 +/- 4.2 mph) oblique on the facemask, side, and back of the helmet. There is a need for new testing to evaluate helmet performance for impacts causing concussion. This study provides background on new testing methods that form a basis for supplemental National Operating Committee on Standards for Athletic Equipment (NOCSAE) helmet standards. First, pendulum impacts were used to simulate 7.4 and 9.3 m/s impacts causing concussion in NFL players. An instrumented Hybrid III head was helmeted and supported on the neck, which was fixed to a sliding table for frontal and lateral impacts. Second, a linear pneumatic impactor was used to evaluate helmets at 9.3 m/s and an elite impact condition at 11.2 m/s. The upper torso of the Hybrid III dummy was used. It allowed interactions with shoulder pads and other equipment. The severity of the head responses was measured by a severity index, translational and rotational acceleration, and other biomechanical responses. High-speed videos of the helmet kinematics were also recorded. The tests were evaluated for their similarity to conditions causing NFL concussions. Finally, a new linear impactor was developed for use by NOCSAE. The pendulum test closely simulated the conditions causing concussion in NFL players. Newer helmet designs and padding reduced the risk of concussion in 7.4 and 9.3 m/s impacts oblique on the facemask and lateral on the helmet shell. The linear impactor provided a broader speed range for helmet testing and more interactions with safety equipment. NOCSAE has prepared a draft supplemental standard for the 7.4 and 9.3 m/s impacts using a newly designed pneumatic impactor. No helmet designs currently address the elite impact condition at 11.2 m/s, as padding bottoms out and head responses dramatically increase. The proposed NOCSAE standard is the first to address helmet performance in reducing concussion risks in football. Helmet performance has improved with thicker padding and fuller coverage by the shell. However, there remains a challenge for innovative designs that reduce risks in the 11.2 m/s elite impact condition.

Molding Helmet Liners from Nylon Cloth Made from 1050 Denier Type 700 Nylon Yarns

DTIC Science & Technology

Helmet liners were satisfactorily molded from 14 ounce, 2 x 2 basket- weave nylon fabric made of 1050 denier, 168 filaments, 3 to 4 Z turns per inch...type 700 nylon yarn. These helmets liners satisfied the autoclave and the ballistics resistant requirements of Military Specification MIL-L-41800, Liner , Soldier’s Steel Helmet, 1 May 1961.

Brain injury in sports.

PubMed

Lloyd, John; Conidi, Frank

2016-03-01

Helmets are used for sports, military, and transportation to protect against impact forces and associated injuries. The common belief among end users is that the helmet protects the whole head, including the brain. However, current consensus among biomechanists and sports neurologists indicates that helmets do not provide significant protection against concussion and brain injuries. In this paper the authors present existing scientific evidence on the mechanisms underlying traumatic head and brain injuries, along with a biomechanical evaluation of 21 current and retired football helmets. The National Operating Committee on Standards for Athletic Equipment (NOCSAE) standard test apparatus was modified and validated for impact testing of protective headwear to include the measurement of both linear and angular kinematics. From a drop height of 2.0 m onto a flat steel anvil, each football helmet was impacted 5 times in the occipital area. Skull fracture risk was determined for each of the current varsity football helmets by calculating the percentage reduction in linear acceleration relative to a 140-g skull fracture threshold. Risk of subdural hematoma was determined by calculating the percentage reduction in angular acceleration relative to the bridging vein failure threshold, computed as a function of impact duration. Ranking the helmets according to their performance under these criteria, the authors determined that the Schutt Vengeance performed the best overall. The study findings demonstrated that not all football helmets provide equal or adequate protection against either focal head injuries or traumatic brain injuries. In fact, some of the most popular helmets on the field ranked among the worst. While protection is improving, none of the current or retired varsity football helmets can provide absolute protection against brain injuries, including concussions and subdural hematomas. To maximize protection against head and brain injuries for football players of all ages, the authors propose thresholds for all sports helmets based on a peak linear acceleration no greater than 90 g and a peak angular acceleration not exceeding 1700 rad/sec(2).

Neurological injury and death in all-terrain vehicle crashes in West Virginia: a 10-year retrospective review.

PubMed

Carr, Ann M; Bailes, Julian E; Helmkamp, James C; Rosen, Charles L; Miele, Vincent J

2004-04-01

The purpose of this study was to profile all-terrain vehicle crash victims with neurological injuries who were treated at a Level I trauma center. We retrospectively reviewed trauma registry data for 238 patients who were admitted to the Jon Michael Moore Trauma Center at the West Virginia University School of Medicine after all-terrain vehicle crashes, between January 1991 and December 2000. Age, helmet status, alcohol and drug use, head injuries, length of stay, disposition, and hospital costs were studied. Death rates, head injuries, age, helmet use, and safety legislation in all 50 states were compared. Eighty percent of victims were male, with an average age of 27.3 years. Only 22% of all patients were wearing helmets. Alcohol and/or drugs were involved in almost one-half of all incidents. Fifty-five of 238 patients sustained spinal axis injuries; only 5 were wearing helmets. One-third of victims (75 of 238 victims) were in the pediatric population, and only 21% were wearing helmets. Only 15% of victims less than 16 years of age were wearing helmets. There were a total of eight deaths; only one patient was wearing a helmet. In the United States, all-terrain vehicles caused an estimated 240 deaths/yr between 1990 and 1994, which increased to 357 deaths/yr between 1995 and 2000. Brain and spine injuries occurred in 80% of fatal crashes. West Virginia has a fatality rate approximately eight times the national rate. Helmets reduce the risk of head injury by 64%, but only 21 states have helmet laws. Juvenile passengers on adult-driven vehicles are infrequently helmeted (<20%) and frequently injured (>65%). We conclude that safety legislation would save lives.

Inadequate Helmet Fit Increases Concussion Severity in American High School Football Players.

PubMed

Greenhill, Dustin A; Navo, Paul; Zhao, Huaqing; Torg, Joseph; Comstock, R Dawn; Boden, Barry P

2016-05-01

There is limited information on the relationship between football helmet fit and concussion severity. Poor helmet fit may predispose football players to a more severe concussion. Descriptive epidemiology study. Level 3. Data from concussion injury reports were obtained from the National High School Sports-Related Injury Surveillance System over a 9-year period. Symptoms, duration, and helmet parameters (fit, interior padding) were analyzed for all first-time concussions. Data from 4580 concussions were analyzed. Patients who suffered concussions with a helmet that did not fit properly (3.22%), as determined by an athletic trainer, had higher rates of drowsiness (RR, 1.46; P = 0.005), hyperexcitability (RR, 2.38; P = 0.047), and sensitivity to noise (RR, 1.88; P < 0.001); had more symptoms (5.34 vs 4.54, P = 0.004); and had longer symptom duration (P = 0.04). Athletes with helmets lined with an air bladder had greater rates of sensitivity to light (RR, 1.13; P = 0.02), sensitivity to noise (RR, 1.25; P = 0.009), and longer symptom duration (P = 0.004) compared with foam or gel liners. An improperly fitted football helmet is a risk factor for a concussion with more symptoms and of longer duration. Concussions of longer duration are also more common in players with an air bladder-lined helmet. Current high school football rules should mandate supervision and maintenance of helmet fit throughout the season, prior to impact. Team physicians, athletic trainers, coaches, and high school officials should ensure proper oversight of helmet fit in high school athletes to decrease concussion severity and duration. © 2016 The Author(s).

Anomalous Cases of Astronaut Helmet Detection

NASA Technical Reports Server (NTRS)

Dolph, Chester; Moore, Andrew J.; Schubert, Matthew; Woodell, Glenn

2015-01-01

An astronaut's helmet is an invariant, rigid image element that is well suited for identification and tracking using current machine vision technology. Future space exploration will benefit from the development of astronaut detection software for search and rescue missions based on EVA helmet identification. However, helmets are solid white, except for metal brackets to attach accessories such as supplementary lights. We compared the performance of a widely used machine vision pipeline on a standard-issue NASA helmet with and without affixed experimental feature-rich patterns. Performance on the patterned helmet was far more robust. We found that four different feature-rich patterns are sufficient to identify a helmet and determine orientation as it is rotated about the yaw, pitch, and roll axes. During helmet rotation the field of view changes to frames containing parts of two or more feature-rich patterns. We took reference images in these locations to fill in detection gaps. These multiple feature-rich patterns references added substantial benefit to detection, however, they generated the majority of the anomalous cases. In these few instances, our algorithm keys in on one feature-rich pattern of the multiple feature-rich pattern reference and makes an incorrect prediction of the location of the other feature-rich patterns. We describe and make recommendations on ways to mitigate anomalous cases in which detection of one or more feature-rich patterns fails. While the number of cases is only a small percentage of the tested helmet orientations, they illustrate important design considerations for future spacesuits. In addition to our four successful feature-rich patterns, we present unsuccessful patterns and discuss the cause of their poor performance from a machine vision perspective. Future helmets designed with these considerations will enable automated astronaut detection and thereby enhance mission operations and extraterrestrial search and rescue.

Preventive Effects of Safety Helmets on Traumatic Brain Injury after Work-Related Falls.

PubMed

Kim, Sang Chul; Ro, Young Sun; Shin, Sang Do; Kim, Joo Yeong

2016-10-29

Work-related traumatic brain injury (TBI) caused by falls is a catastrophic event that leads to disabilities and high socio-medical costs. This study aimed to measure the magnitude of the preventive effect of safety helmets on clinical outcomes and to compare the effect across different heights of fall. We collected a nationwide, prospective database of work-related injury patients who visited the 10 emergency departments between July 2010 and October 2012. All of the adult patients who experienced work-related fall injuries were eligible, excluding cases with unknown safety helmet use and height of fall. Primary and secondary endpoints were intracranial injury and in-hospital mortality. We calculated adjusted odds ratios (AORs) of safety helmet use and height of fall for study outcomes, and adjusted for any potential confounders. A total of 1298 patients who suffered from work-related fall injuries were enrolled. The industrial or construction area was the most common place of fall injury occurrence, and 45.0% were wearing safety helmets at the time of fall injuries. The safety helmet group was less likely to have intracranial injury comparing with the no safety helmet group (the adjusted odds ratios (ORs) (95% confidence interval (CI)): 0.42 (0.24-0.73)), however, there was no statistical difference of in-hospital mortality between two groups (the adjusted ORs (95% CI): 0.83 (0.34-2.03). In the interaction analysis, preventive effects of safety helmet on intracranial injury were significant within 4 m height of fall. A safety helmet is associated with prevention of intracranial injury resulting from work-related fall and the effect is preserved within 4 m height of fall. Therefore, wearing a safety helmet can be an intervention for protecting fall-related intracranial injury in the workplace.

Inadequate Helmet Fit Increases Concussion Severity in American High School Football Players

PubMed Central

Greenhill, Dustin A.; Navo, Paul; Zhao, Huaqing; Torg, Joseph; Comstock, R. Dawn; Boden, Barry P.

2016-01-01

Background: There is limited information on the relationship between football helmet fit and concussion severity. Hypothesis: Poor helmet fit may predispose football players to a more severe concussion. Study Design: Descriptive epidemiology study. Level of Evidence: Level 3. Methods: Data from concussion injury reports were obtained from the National High School Sports-Related Injury Surveillance System over a 9-year period. Symptoms, duration, and helmet parameters (fit, interior padding) were analyzed for all first-time concussions. Results: Data from 4580 concussions were analyzed. Patients who suffered concussions with a helmet that did not fit properly (3.22%), as determined by an athletic trainer, had higher rates of drowsiness (RR, 1.46; P = 0.005), hyperexcitability (RR, 2.38; P = 0.047), and sensitivity to noise (RR, 1.88; P < 0.001); had more symptoms (5.34 vs 4.54, P = 0.004); and had longer symptom duration (P = 0.04). Athletes with helmets lined with an air bladder had greater rates of sensitivity to light (RR, 1.13; P = 0.02), sensitivity to noise (RR, 1.25; P = 0.009), and longer symptom duration (P = 0.004) compared with foam or gel liners. Conclusion: An improperly fitted football helmet is a risk factor for a concussion with more symptoms and of longer duration. Concussions of longer duration are also more common in players with an air bladder–lined helmet. Current high school football rules should mandate supervision and maintenance of helmet fit throughout the season, prior to impact. Clinical Relevance: Team physicians, athletic trainers, coaches, and high school officials should ensure proper oversight of helmet fit in high school athletes to decrease concussion severity and duration. PMID:27005467

Exploratory field trial of motorcycle autonomous emergency braking (MAEB): Considerations on the acceptability of unexpected automatic decelerations.

PubMed

Savino, Giovanni; Pierini, Marco; Thompson, Jason; Fitzharris, Michael; Lenné, Michael G

2016-11-16

Autonomous emergency braking (AEB) acts to slow down a vehicle when an unavoidable impending collision is detected. In addition to documented benefits when applied to passenger cars, AEB has also shown potential when applied to motorcycles (MAEB). However, the feasibility of MAEB as practically applied to motorcycles in the real world is not well understood. In this study we performed a field trial involving 16 riders on a test motorcycle subjected to automatic decelerations, thus simulating MAEB activation. The tests were conducted along a rectilinear path at nominal speed of 40 km/h and with mean deceleration of 0.15 g (15% of full braking) deployed at random times. Riders were also exposed to one final undeclared brake activation with the aim of providing genuinely unexpected automatic braking events. Participants were consistently able to manage automatic decelerations of the vehicle with minor to moderate effort. Results of undeclared activations were consistent with those of standard runs. This study demonstrated the feasibility of a moderate automatic deceleration in a scenario of motorcycle travelling in a straight path, supporting the notion that the application of AEB on motorcycles is practicable. Furthermore, the proposed field trial can be used as a reference for future regulation or consumer tests in order to address safety and acceptability of unexpected automatic decelerations on a motorcycle.

Methodologies for Blunt Trauma Assessment in Military Helmets

DTIC Science & Technology

2010-09-13

impacts. A single ballistic shell manufacturer was used to reduce potential variability. All five fielded helmet sizes (S, M, L, XL , and XXL) were... anthropometry may be an issue for assessment of higher performance helmets and should be further evaluated. 1. INTRODUCTION Protective...reduce potential variability. All five fielded helmet sizes (S, M, L, XL , and XXL) were included in the study, and impacts were conducted at three

Raster graphic helmet-mounted display study

NASA Technical Reports Server (NTRS)

Beamon, William S.; Moran, Susanna I.

1990-01-01

A design of a helmet mounted display system is presented, including a design specification and development plan for the selected design approach. The requirements for the helmet mounted display system and a survey of applicable technologies are presented. Three helmet display concepts are then described which utilize lasers, liquid crystal display's (LCD's), and subminiature cathode ray tubes (CRT's), respectively. The laser approach is further developed in a design specification and a development plan.

The evaluation of speed skating helmet performance through peak linear and rotational accelerations.

PubMed

Karton, Clara; Rousseau, Philippe; Vassilyadi, Michael; Hoshizaki, Thomas Blaine

2014-01-01

Like many sports involving high speeds and body contact, head injuries are a concern for short track speed skating athletes and coaches. While the mandatory use of helmets has managed to nearly eliminate catastrophic head injuries such as skull fractures and cerebral haemorrhages, they may not be as effective at reducing the risk of a concussion. The purpose of this study was to evaluate the performance characteristics of speed skating helmets with respect to managing peak linear and peak rotational acceleration, and to compare their performance against other types of helmets commonly worn within the speed skating sport. Commercially available speed skating, bicycle and ice hockey helmets were evaluated using a three-impact condition test protocol at an impact velocity of 4 m/s. Two speed skating helmet models yielded mean peak linear accelerations at a low-estimated probability range for sustaining a concussion for all three impact conditions. Conversely, the resulting mean peak rotational acceleration values were all found close to the high end of a probability range for sustaining a concussion. A similar tendency was observed for the bicycle and ice hockey helmets under the same impact conditions. Speed skating helmets may not be as effective at managing rotational acceleration and therefore may not successfully protect the user against risks associated with concussion injuries.

Car and Motorcycle Show Brings “Gearheads” and Fans Together | Poster

Cancer.gov

By Carolynne Keenan, Contributing Writer On Sept. 24, the Building 549 parking lot was full of cars; however, unlike any regular work day, the spaces were filled with a variety of classic cars, street rods, motorcycles, and unique modern cars for display in the first car and motorcycle show hosted at NCI at Frederick.

Aerodynamics of cyclist posture, bicycle and helmet characteristics in time trial stage.

PubMed

Chabroux, Vincent; Barelle, Caroline; Favier, Daniel

2012-07-01

The present work is focused on the aerodynamic study of different parameters, including both the posture of a cyclist's upper limbs and the saddle position, in time trial (TT) stages. The aerodynamic influence of a TT helmet large visor is also quantified as a function of the helmet inclination. Experiments conducted in a wind tunnel on nine professional cyclists provided drag force and frontal area measurements to determine the drag force coefficient. Data statistical analysis clearly shows that the hands positioning on shifters and the elbows joined together are significantly reducing the cyclist drag force. Concerning the saddle position, the drag force is shown to be significantly increased (about 3%) when the saddle is raised. The usual helmet inclination appears to be the inclination value minimizing the drag force. Moreover, the addition of a large visor on the helmet is shown to provide a drag coefficient reduction as a function of the helmet inclination. Present results indicate that variations in the TT cyclist posture, the saddle position and the helmet visor can produce a significant gain in time (up to 2.2%) during stages.

Joint helmet-mounted cueing system (JHMCS) helmet qualification testing requirements

NASA Astrophysics Data System (ADS)

Orf, Garry W.

1998-08-01

The Joint Helmet-Mounted Cueing System (JHMCS) program will provide capability to cue high off-boresight (HOBS) weapons to the operator's line of sight and to confirm weapon sensor LOS for the US Air Force and US Navy (USN) aircrew. This capability will ensure the USAF and USN pilots a first shot opportunity. The JHMCS incorporates an ejection-compatible helmet-mounted display system that will be installed on F- 15, F-16, F/A-18, and F-22 aircraft. The JHMCS includes a flight helmet with display optics, miniature cathode ray tube, magnetic receiver unit, miniature camera, automatic brightness control sensor, and microcontroller. The flight helmet for JHMCS is based on the new lightweight HGU-55A/P. This paper describes the requirements for the helmet qualification tests including: windblast, ejection tower, hanging harness, centrifuge, mass properties, energy attenuation and penetration resistance, noise attenuation, visor characteristics, compatibility demonstration, sled/in- flight ejection, water survival, standard conditions and environment. The test objective, success criteria, equipment configuration, and data collection requirements for each test is discussed.

Emotional Intelligence and the Occurrence of Accidents in Motorcycle Drivers in Kashan, Iran.

PubMed

Asgarian, Fatemeh Sadat; Aghajani, Mohammad; Alavi, Negin Masoudi

There is an inherent risk of death and injury for motorcyclists. Some factors such as personality and psychological characteristics may be contributors of motor vehicle accidents/crashes. This study aimed to determine the relationship between emotional intelligence and its related components and the occurrence of accidents/crashes in motorcycle drivers. In this case-control study, 280 motorcycle drivers with and without a history of motorcycle-related accidents or crashes in Kashan, Iran, were selected for convenience sampling. The tool used was the Bar-On Emotional Intelligence Questionnaire and included 90 items. Logistic regression revealed that components of emotional intelligence identified as happiness, optimism, flexibility, self-actualization, autonomy, and interpersonal relationships were different between motorcycle drivers with and without an accident/crash. Our findings emphasized the important role of developing and enhancing the skills of emotional intelligence as related to the prevention of accidents/crashes.

A study on the stability of a motorcycle wheel-swingarm suspension with chain transmission

NASA Astrophysics Data System (ADS)

Sorrentino, S.; Leonelli, L.

2017-11-01

The present study describes a possible driving mechanism for a self-excited oscillation observed in motorcycle dynamics, often referred to as chatter. This phenomenon, affecting the performance of road racing motorcycles, has been simulated in straight running braking manoeuvres with multibody motorcycle models. It involves rear suspension bounce and driveline oscillation in the frequency range between 17 and 22 Hz. A simplified model of a motorcycle rear suspension with chain transmission is proposed and its stability in equilibrium configurations is studied via eigenvalue analysis. The sensitivity with respect to all its governing parameters is analysed by means of stability maps and the self-excitation mechanism is explained with the aid of energy balance analysis and phase diagrams. It is found that the key role for the instability onset is played by the gradient of the nonlinear characteristic slip function of the tyre.

Analysis of Commercially Available Firefighting Helmet and Boot Options for the Joint Firefighter Integrated Response Ensemble (JFIRE)

DTIC Science & Technology

2012-02-01

AFRL-RX-TY-TR-2012-0022 ANALYSIS OF COMMERCIALLY AVAILABLE HELMET AND BOOT OPTIONS FOR THE JOINT FIREFIGHTER INTEGRATED RESPONSE ENSEMBLE...Interim Technical Report 01-SEP-2010 -- 31-JAN-2011 Analysis of Commercially Available Firefighting Helmet and Boot Options for the Joint Firefighter...ensemble. A requirements correlation matrix was generated and sent to industry detailing objective and threshold measurements for both the helmet

Weathering Tests on Protective Helmets Approved to Australian Standard AS 1698 (for Vehicle Users).

DTIC Science & Technology

1979-11-01

Expanded Polystyrene HELMETI Colour Production; SAA Size ,Length Width j Mass Circumference Date Serial No. cm imm mm nu qm nun L A White July 󈨒 B535336...HELMET DETAILS Make: ARAI Model: S-75 Shell: Fibreglass Reinforced Polyester Resin Liner: Expanded Polystyrene HELMET Colour Production SAA Size...Reinforced Polyester Resin Liner; Expanded Polystyrene (with thin plastic inner shell) HELMET Colour Production’ SAA Size Length Width Mass

Helmet-mounted uncooled FPA camera for use in firefighting applications

NASA Astrophysics Data System (ADS)

Wu, Cheng; Feng, Shengrong; Li, Kai; Pan, Shunchen; Su, Junhong; Jin, Weiqi

2000-05-01

From the concept and need background of firefighters to the thermal imager, we discuss how the helmet-mounted camera applied in the bad environment of conflagration, especially at the high temperature, and how the better matching between the thermal imager with the helmet will be put into effect in weight, size, etc. Finally, give a practical helmet- mounted IR camera based on the uncooled focal plane array detector for in firefighting.

Long-term use of neonatal helmet-CPAP: a case report.

PubMed

Doglioni, N; Micaglio, M; Zanardo, V; Trevisanuto, D

2009-12-01

In a recent short-term physiological study, we demonstrated a new continuous positive airway pressure (CPAP) system (neonatal helmet-CPAP) that could be a feasible device for managing preterm infants needing continuous distending pressure with better tolerability than nasal-CPAP. However, its application for a long-term period has never been reported in neonates. Here, we describe the use of neonatal helmet-CPAP in a neonate with persistent pulmonary hypertension of the newborn. Twenty minutes after neonatal helmet-CPAP placement, the baseline post-ductal tcSaO2 (66%) and alveolar-arterial gradient O2 improved from 66% and 648 mmHg to 100% and 465 mmHg, respectively. The neonatal helmet-CPAP was applied for 48 hours and was well-tolerated by the patient without complications. Long-term use of neonatal helmet-CPAP appears feasible and well-tolerated. Comparative trials are needed.

PC Rider. A Training Manual. Training for Development. Peace Corps Information Collection & Exchange Training Manual No. T-36.

ERIC Educational Resources Information Center

Peace Corps, Washington, DC. Information Collection and Exchange Div.

This booklet provides information on safe motorcycle operation and accident prevention. Its special focus is on Peace Corps volunteers who operate motorcycles in West Africa. A discussion of how a motorcyclist can minimize risks focuses on the "invisible motorcycle" and basic safety precautions. A section with riding tips is divided…

Spatial study of mortality in motorcycle accidents in the State of Pernambuco, Northeastern Brazil.

PubMed

Silva, Paul Hindenburg Nobre de Vasconcelos; Lima, Maria Luiza Carvalho de; Moreira, Rafael da Silveira; Souza, Wayner Vieira de; Cabral, Amanda Priscila de Santana

2011-04-01

To analyze the spatial distribution of mortality due to motorcycle accidents in the state of Pernambuco, Northeastern Brazil. A population-based ecological study using data on mortality in motorcycle accidents from 01/01/2000 to 31/12/2005. The analysis units were the municipalities. For the spatial distribution analysis, an average mortality rate was calculated, using deaths from motorcycle accidents recorded in the Mortality Information System as the numerator, and as the denominator the population of the mid-period. Spatial analysis techniques, mortality smoothing coefficient estimate by the local empirical Bayesian method and Moran scatterplot, applied to the digital cartographic base of Pernambuco were used. The average mortality rate for motorcycle accidents in Pernambuco was 3.47 per 100 thousand inhabitants. Of the 185 municipalities, 16 were part of five clusters identified with average mortality rates ranging from 5.66 to 11.66 per 100 thousand inhabitants, and were considered critical areas. Three clusters are located in the area known as sertão and two in the agreste of the state. The risk of dying from a motorcycle accident is greater in conglomerate areas outside the metropolitan axis, and intervention measures should consider the economic, social and cultural contexts.

Can helmet design reduce the risk of concussion in football?

PubMed

Rowson, Steven; Duma, Stefan M; Greenwald, Richard M; Beckwith, Jonathan G; Chu, Jeffrey J; Guskiewicz, Kevin M; Mihalik, Jason P; Crisco, Joseph J; Wilcox, Bethany J; McAllister, Thomas W; Maerlender, Arthur C; Broglio, Steven P; Schnebel, Brock; Anderson, Scott; Brolinson, P Gunnar

2014-04-01

Of all sports, football accounts for the highest incidence of concussion in the US due to the large number of athletes participating and the nature of the sport. While there is general agreement that concussion incidence can be reduced through rule changes and teaching proper tackling technique, there remains debate as to whether helmet design may also reduce the incidence of concussion. A retrospective analysis was performed of head impact data collected from 1833 collegiate football players who were instrumented with helmet-mounted accelerometer arrays for games and practices. Data were collected between 2005 and 2010 from 8 collegiate football teams: Virginia Tech, University of North Carolina, University of Oklahoma, Dartmouth College, Brown University, University of Minnesota, Indiana University, and University of Illinois. Concussion rates were compared between players wearing Riddell VSR4 and Riddell Revolution helmets while controlling for the head impact exposure of each player. A total of 1,281,444 head impacts were recorded, from which 64 concussions were diagnosed. The relative risk of sustaining a concussion in a Revolution helmet compared with a VSR4 helmet was 46.1% (95% CI 28.1%-75.8%). When controlling for each player's exposure to head impact, a significant difference was found between concussion rates for players in VSR4 and Revolution helmets (χ(2) = 4.68, p = 0.0305). This study illustrates that differences in the ability to reduce concussion risk exist between helmet models in football. Although helmet design may never prevent all concussions from occurring in football, evidence illustrates that it can reduce the incidence of this injury.

Influence of socioeconomic status on the effectiveness of bicycle helmet legislation for children: a prospective observational study.

PubMed

Parkin, Patricia C; Khambalia, Amina; Kmet, Leanne; Macarthur, Colin

2003-09-01

To evaluate the influence of average family income in a geographic area on the effectiveness of helmet legislation on observed helmet use by children (5-14 years). The study was conducted in East York, a health district of Metropolitan Toronto, in collaboration with the East York Health Unit. In 1996, the total population was 107 822, 11 340 of which were children 5 to 14 years. Census data were used to group the 21 census tracts in East York into 7 geographically distinct areas. The boundaries of these areas are natural barriers to travel, such as expressways, ravines, railway tracks, and hydroelectric power lines. The areas were also ranked according to average family income (based on Statistics Canada data). For analytical purposes, areas were defined as low-, mid-, and high-income areas. Census data profiles of the areas have been previously described. For each consecutive year from 1990 to 1997 inclusive, direct observations of children riding bicycles in East York during the months of April through October were made. In 1995, observations were completed before the introduction of the law on October 1, 1995. Only children who were between 5 and 14 years of age and riding a 2-wheeled bicycle were included in the study. In total, 111 sites across all 7 areas were selected for observation. Observational sites included school yards of all elementary and middle schools (kindergarten to grade 8) and all parks in East York. In addition, 5 major intersections and 5 residential streets from each area were randomly selected. Observers were trained and used a standardized data collection form. A pilot study showed that the data collected by observers were reliable and valid. Observers remained at each site for 1 hour and collected data on helmet use and sex. Ethical approval for the study was obtained from the Hospital for Sick Children Research Ethics Board, the East York Board of Education, and the Metropolitan Separate School Board. The proportion of children who were wearing a bicycle helmet was estimated by year (1990-1997, inclusive), sex (male, female), location (school, park, major intersection, residential street), and income area (low, mid, high). For estimating the effect of legislation on helmet use, data from the year immediately after legislation (1996) were compared with data from the year preceding legislation (1995). The relative risk (RR) of helmet use (after vs before legislation) was calculated along with a 95% confidence interval (CI). Logistic regression analysis was used to adjust for potential confounding variables (sex and location). During the 8-year study period, 9768 observations were made (range: 914-1879 observations per year). The proportion of child cyclists who wore a bicycle helmet increased steadily during the first 4 years of the study period, from 4% in 1990 (34 of 914), to 16% in 1991 (303 of 1879), to 25% in 1992 (383 of 1563), and to 45% in 1993 (438 of 984). During 1994 (460 of 1083) and 1995 (568 of 1227), helmet use remained relatively stable at approximately 44%. Helmet use rose markedly in 1996 (the first year after helmet legislation was introduced) to 68% (818 of 1202) and remained stable at 66% (609 of 916) in 1997. Throughout the study period, girls were consistently more likely to wear helmets than were boys. In total, 47% (1420 of 3047) of girls wore helmets, compared with 33% (2193 of 6721) of boys (RR: 1.43; 95% CI: 1.36-1.50). In addition, children who were riding to school were more likely to use helmets, compared with children who were riding on residential streets, major intersections, and parks. Overall, 48% (1497 of 3129) of children who were riding to school wore bicycle helmets, compared with 32% (2116 of 6639) of children who were riding at other locations (RR: 1.50; 95% CI: 1.43-1.58). Children in the high-income areas were consistently more likely to wear helmets, compared with children in the mid- and low-income areas. Helmet legislation was associated with a significant increase in helmet use by children in East York. In 1995, 46% (ast York. In 1995, 46% (568 of 1227) of children wore bicycle helmets, compared with 68% (818 of 1202) of children in 1996 (RR: 1.47; 95% CI: 1.37-1.58). The effect of legislation, however, varied by income area. In low-income areas, helmet use increased by 28% after legislation, from 33% (213 of 646) in 1995 to 61% (442 of 721) in 1996 (RR: 1.86; 95% CI: 1.64-2.11). In mid-income areas, helmet use increased by 29% after legislation, from 50% (150 of 300) in 1995 to 79% (185 of 234) in 1996 (RR: 1.58; 95% CI: 1.39-1.80). In high-income areas, helmet use increased by only 4%, from 73% (205 of 281) in 1995 to 77% (191 of 247) in 1996 (RR: 1.06; 95% CI: 0.96-1.17). This finding of a significant increase in helmet use after legislation in low- and mid-income areas but not in high-income areas remained even after logistic regression analysis adjusted for sex and location. This study showed that bicycle helmet use by children increased significantly after helmet legislation. In this urban area with socioeconomic diversity and in the context of prelegislation promotion and educational activities, the legislative effect was most powerful among children who resided in low-income areas.

Environmental impact of electric motorcycles: Evidence from traffic noise assessment by a building-based data mining technique.

PubMed

Sheng, N; Zhou, X; Zhou, Y

2016-06-01

This study provided new evidence on the potential adoption of electric motorcycle (EM) as a cleaner alternative to gasoline-powered motorcycle. The effects of EM on human exposure to traffic noise were assessed in different urban areas with different traffic scenarios. The assessment was carried out by a developed building-based model system that took into account the contribution of motorcycle traffic. The results indicated that the EM could be an appealing solution to reduce the risk of human exposure to excessive high traffic noise in a motorcycle city. Particularly, in a historical urban area in which the total traffic volume was lower and motorcycle traffic was dominant, the proportion of noise levels meeting the standard of 70 dB(A) increased significantly from 12.2% to 41.9% when 100% of gasoline motorcycles in the real traffic scenario were replaced by EMs. On the other hand, in a modern urban area in which the total traffic volume was higher and traffic noise levels at majority of sites were higher than 75 dB(A), the proportion of noise levels above 75 dB(A) decreased significantly from 82.6% to 59.9%. Nevertheless, the effect of EM on improving the traffic noise compliance rate in the modern urban area was not significant and other policies or measures need to be sought. Copyright © 2016 Elsevier B.V. All rights reserved.

A Novel Method for Quantifying Helmeted Field of View of a Spacesuit - And What It Means for Constellation

NASA Technical Reports Server (NTRS)

McFarland, Shane M.

2010-01-01

Field of view has always been a design feature paramount to helmet design, and in particular spacesuit design, where the helmet must provide an adequate field of view for a large range of activities, environments, and body positions. Historically, suited field of view has been evaluated either qualitatively in parallel with design or quantitatively using various test methods and protocols. As such, oftentimes legacy suit field of view information is either ambiguous for lack of supporting data or contradictory to other field of view tests performed with different subjects and test methods. This paper serves to document a new field of view testing method that is more reliable and repeatable than its predecessors. It borrows heavily from standard ophthalmologic field of vision tests such as the Goldmann kinetic perimetry test, but is designed specifically for evaluating field of view of a spacesuit helmet. In this test, four suits utilizing three different helmet designs were tested for field of view. Not only do these tests provide more reliable field of view data for legacy and prototype helmet designs, they also provide insight into how helmet design impacts field of view and what this means for the Constellation Project spacesuit helmet, which must meet stringent field of view requirements that are more generous to the crewmember than legacy designs.

Heat transfer variations of bicycle helmets.

PubMed

Brühwiler, P A; Buyan, M; Huber, R; Bogerd, C P; Sznitman, J; Graf, S F; Rösgen, T

2006-09-01

Bicycle helmets exhibit complex structures so as to combine impact protection with ventilation. A quantitative experimental measure of the state of the art and variations therein is a first step towards establishing principles of bicycle helmet ventilation. A thermal headform mounted in a climate-regulated wind tunnel was used to study the ventilation efficiency of 24 bicycle helmets at two wind speeds. Flow visualization in a water tunnel with a second headform demonstrated the flow patterns involved. The influence of design details such as channel length and vent placement was studied, as well as the impact of hair. Differences in heat transfer among the helmets of up to 30% (scalp) and 10% (face) were observed, with the nude headform showing the highest values. On occasion, a negative role of some vents for forced convection was demonstrated. A weak correlation was found between the projected vent cross-section and heat transfer variations when changing the head tilt angle. A simple analytical model is introduced that facilitates the understanding of forced convection phenomena. A weak correlation between exposed scalp area and heat transfer was deduced. Adding a wig reduces the heat transfer by approximately a factor of 8 in the scalp region and up to one-third for the rest of the head for a selection of the best ventilated helmets. The results suggest that there is significant optimization potential within the basic helmet structure represented in modern bicycle helmets.

Continuous positive airway pressure ventilation with helmet in infants under 1 year.

PubMed

Milési, Christophe; Ferragu, Félicie; Jaber, Samir; Rideau, Aline; Combes, Clémentine; Matecki, Stefan; Bourlet, Jacques; Picaud, Jean-Charles; Cambonie, Gilles

2010-09-01

To report the feasibility of helmet use in infants between 1 and 12 months old with acute respiratory failure. Observations were made before and 2 h after helmet CPAP of 6 cm H(2)O. Failure was defined as recourse to intratracheal ventilation. Patient stabilization or improvement was defined as a variation <10% or a decrease >10% in one of the following: respiratory rate, inspired oxygen fraction, or capillary partial pressure of CO(2). Tolerance was assessed by the pain and discomfort score, the systematic search for pressure sores, and the measurement of helmet humidity and noise level. Twenty-three infants with a median age of 5 (2-8) months were included. Helmet CPAP failed in two (9%) patients. Stability or improvement occurred in 16 (70%) patients. The pain and discomfort score was stable or improved in 22 (96%). Pressure sores were found in three (13%) infants. Humidity was 98% (98-99%) and fell to 40% (39-43%) after the humidifier was stopped. The noise level in the helmet was 81 (77-94) dB-SPL. The helmet was a satisfactory interface for CPAP delivery in young infants in more than two-thirds of the cases. Pressure sores can be prevented by placing a cushion in the helmet. Caregivers need to take into account the high humidity and noise levels of this interface.

Angular Impact Mitigation System for Bicycle Helmets to Reduce Head Acceleration and Risk of Traumatic Brain Injury

PubMed Central

Hansen, Kirk; Dau, Nathan; Feist, Florian; Deck, Caroline; Willinger, Rémy; Madey, Steven M.; Bottlang, Michael

2013-01-01

Angular acceleration of the head is a known cause of traumatic brain injury (TBI), but contemporary bicycle helmets lack dedicated mechanisms to mitigate angular acceleration. A novel Angular Impact Mitigation (AIM) system for bicycle helmets has been developed that employs an elastically suspended aluminum honeycomb liner to absorb linear acceleration in normal impacts as well as angular acceleration in oblique impacts. This study tested bicycle helmets with and without AIM technology to comparatively assess impact mitigation. Normal impact tests were performed to measure linear head acceleration. Oblique impact tests were performed to measure angular head acceleration and neck loading. Furthermore, acceleration histories of oblique impacts were analyzed in a computational head model to predict the resulting risk of TBI in the form of concussion and diffuse axonal injury (DAI). Compared to standard helmets, AIM helmets resulted in a 14% reduction in peak linear acceleration (p < 0.001), a 34% reduction in peak angular acceleration (p < 0.001), and a 22% to 32% reduction in neck loading (p < 0.001). Computational results predicted that AIM helmets reduced the risk of concussion and DAI by 27% and 44%, respectively. In conclusion, these results demonstrated that AIM technology could effectively improve impact mitigation compared to a contemporary expanded polystyrene-based bicycle helmet, and may enhance prevention of bicycle-related TBI. Further research is required. PMID:23770518

Comparative Outcomes of Traumatic Brain Injury from Biking Accidents With or Without Helmet Use.

PubMed

Dagher, Jehane H; Costa, Camille; Lamoureux, Julie; de Guise, Elaine; Feyz, Mitra

2016-01-01

To determine if health outcomes and demographics differ according to helmet status between persons with cycling-related traumatic brain injuries (TBI). This is a retrospective study of 128 patients admitted to the Montreal General Hospital following a TBI that occurred while cycling from 2007-2011. Information was collected from the Quebec trauma registry and the coroner's office in cases of death from cycling accidents. The independent variables collected were socio-demographic, helmet status, clinical and neurological patient information. The dependent variables evaluated were length of stay (LOS), extended Glasgow outcome scale (GOS-E), injury severity scale (ISS), discharge destination and death. 25% of cyclists wore a helmet. The helmet group was older, more likely to be university educated, married and retired. Unemployment, longer intensive care unit (ICU) stay, severe intracranial bleeding and neurosurgical interventions were more common in the no helmet group. There was no significant association between the severity of the TBI, ISS scores, GOS-E or death and helmet wearing. The median age of the subjects who died was higher than those who survived. Cyclists without helmets were younger, less educated, single and unemployed. They had more severe TBIs on imaging, longer LOS in ICU and more neurosurgical interventions. Elderly cyclists admitted to the hospital appear to be at higher risk of dying in the event of a TBI.

Helmet-based physiological signal monitoring system.

PubMed

Kim, Youn Sung; Baek, Hyun Jae; Kim, Jung Soo; Lee, Haet Bit; Choi, Jong Min; Park, Kwang Suk

2009-02-01

A helmet-based system that was able to monitor the drowsiness of a soldier was developed. The helmet system monitored the electrocardiogram, electrooculogram and electroencephalogram (alpha waves) without constraints. Six dry electrodes were mounted at five locations on the helmet: both temporal sides, forehead region and upper and lower jaw strips. The electrodes were connected to an amplifier that transferred signals to a laptop computer via Bluetooth wireless communication. The system was validated by comparing the signal quality with conventional recording methods. Data were acquired from three healthy male volunteers for 12 min twice a day whilst they were sitting in a chair wearing the sensor-installed helmet. Experimental results showed that physiological signals for the helmet user were measured with acceptable quality without any intrusions on physical activities. The helmet system discriminated between the alert and drowsiness states by detecting blinking and heart rate variability (HRV) parameters extracted from ECG. Blinking duration and eye reopening time were increased during the sleepiness state compared to the alert state. Also, positive peak values of the sleepiness state were much higher, and the negative peaks were much lower than that of the alert state. The LF/HF ratio also decreased during drowsiness. This study shows the feasibility for using this helmet system: the subjects' health status and mental states could be monitored without constraints whilst they were working.

Preventive Effects of Safety Helmets on Traumatic Brain Injury after Work-Related Falls

PubMed Central

Kim, Sang Chul; Ro, Young Sun; Shin, Sang Do; Kim, Joo Yeong

2016-01-01

Introduction: Work-related traumatic brain injury (TBI) caused by falls is a catastrophic event that leads to disabilities and high socio-medical costs. This study aimed to measure the magnitude of the preventive effect of safety helmets on clinical outcomes and to compare the effect across different heights of fall. Methods: We collected a nationwide, prospective database of work-related injury patients who visited the 10 emergency departments between July 2010 and October 2012. All of the adult patients who experienced work-related fall injuries were eligible, excluding cases with unknown safety helmet use and height of fall. Primary and secondary endpoints were intracranial injury and in-hospital mortality. We calculated adjusted odds ratios (AORs) of safety helmet use and height of fall for study outcomes, and adjusted for any potential confounders. Results: A total of 1298 patients who suffered from work-related fall injuries were enrolled. The industrial or construction area was the most common place of fall injury occurrence, and 45.0% were wearing safety helmets at the time of fall injuries. The safety helmet group was less likely to have intracranial injury comparing with the no safety helmet group (the adjusted odds ratios (ORs) (95% confidence interval (CI)): 0.42 (0.24–0.73)), however, there was no statistical difference of in-hospital mortality between two groups (the adjusted ORs (95% CI): 0.83 (0.34–2.03). In the interaction analysis, preventive effects of safety helmet on intracranial injury were significant within 4 m height of fall. Conclusions: A safety helmet is associated with prevention of intracranial injury resulting from work-related fall and the effect is preserved within 4 m height of fall. Therefore, wearing a safety helmet can be an intervention for protecting fall-related intracranial injury in the workplace. PMID:27801877

Effect of an aerodynamic helmet on head temperature, core temperature, and cycling power compared with a traditional helmet.

PubMed

Lee, Joshua F; Brown, Skyler R; Lange, Andrew P; Brothers, R Matthew

2013-12-01

Nonvented "aerodynamic helmets" reduce wind resistance but may increase head (Th) and gastrointestinal (Tgi) temperature and reduce performance when worn in hot conditions. This study tested the hypothesis that Th and Tgi would be greater during low-intensity cycling (LIC) in the heat while wearing an aero helmet (AERO) vs. a traditional vented racing helmet (REG). This study also tested the hypothesis that Th, Tgi, and finish time would be greater, and power output would be reduced during a self-paced time trial in the heat with AERO vs. REG. Ten highly trained heat-acclimated endurance athletes conducted LIC (50% V[Combining Dot Above]O2max, LIC) and a high-intensity 12-km self-paced time trial (12-km TT) on a cycle ergometer in 39° C on 2 different days (AERO and REG), separated by >48 hours. During LIC, Th was higher at minute 7.5 and all time points thereafter in AERO vs. REG (p < 0.05). Similarly, during the 12-km TT, Th was higher at minutes 12.5, 15, and 17.5 in AERO vs. REG (p < 0.05). Heart rate (HR) and Tgi increased during LIC and during 12-km TT (both p < 0.001); however, no significant interaction (helmet × time) existed for HR or Tgi at either intensity (all p > 0.05). No group differences existed for finish time or power output during the 12-km TT (both p > 0.05). In conclusion, Th becomes elevated during cycling in the heat with an aero helmet compared with a traditional vented racing helmet during LIC and high-intensity cycling, yet Tgi and HR responses are similar irrespective of helmet type and Th. Furthermore, the higher Th that develops when an aero helmet is worn during cycling in the heat does not affect power output or cycling performance during short-duration high-intensity events.

40 CFR 86.447-2006 - What provisions apply to motorcycle engines below 50 cc that are certified under the Small SI...

Code of Federal Regulations, 2010 CFR

2010-07-01

... to recall them under 40 CFR part 86, 90, or 1068. (d) Specific requirements. If you are an engine or... family's total sales in the United States are used in highway motorcycles. This includes engines used in...'s total sales in the United States are highway motorcycles. Show that you meet the engine-sales...

Home page of Hill Air Force Base

Science.gov Websites

; -- Victor Me... Twitter Logo He may only have one arm, but the youth sports director at #HillAFB doesn't let story on controlled burns at #HillAFB. The next one will be mid-June when firefighters will torch the Motorcycle Rodeo 4th Annual Motorcycle Rodeo It's time to ride 4th Annual Motorcycle Rodeo One arm, no sweat

Big push for tort reform this legislative session.

PubMed

Howell, Jeff

2014-01-01

These are just a few of the things we'll see this year, but it doesn't come close to being an exhaustive list. We anticipate having our yearly discussions over the worthiness of state's motorcycle helmet law. We'll find ourselves advocating for stricter texting-while-operating laws and seat belt enforcement. The insurance companies will probably get an earful over narrow networks and prior authorization. Telemedicine will likely come up; as will the pharmaceutical industry and their numerous endeavors. We'll have to watch some public health groups who will attempt to offer solutions to their own issues for their select set of patients. We're the only state without a Prescription Drug Monitoring Program (PDMP), so that will be in play Plus, the chiropractors, optometrists, midwives, etc., never seem to go away And on and on and on... Be sure to read MSMA's weekly Legislative Report during the 2015 session. It will keep you in the loop on all the above and then some. And don't forget to volunteer as the MSMA Physician of the Day at the Capitol. It's not difficult, and the legislators love seeing one their physicians from back home. Look for a sign-up sheet on the MSMA website soon. If you have any questions about our advocacy efforts on your behalf, feel free to give me a call anytime at 573-636-5151, or email jhowell@msma.org.

The prevalence of mobile phone use among motorcyclists in three Mexican cities.

PubMed

Pérez-Núñez, Ricardo; Hidalgo-Solórzano, Elisa; Vera-López, Juan Daniel; Lunnen, Jeffrey C; Chandran, Aruna; Híjar, Martha; Hyder, Adnan A

2014-01-01

To quantify the prevalence of mobile phone use among motorcyclists in 3 Mexican cities and to identify associated factors. Two rounds of roadside observations were conducted in Guadalajara-Zapopan, León, and Cuernavaca from December 2011 to May 2012. Observation sites were selected randomly and all motorcyclists circulating at those sites were recorded. Motorcyclists observed talking into a phone (either handheld or hands-free) or texting were recorded as using a mobile phone while driving. A total of 4244 motorcyclists were observed. The overall prevalence of mobile phone use was 0.64 percent (95% confidence interval [CI]: 0.42-0.92); it was highest in Guadalajara-Zapopan (1.03%; 95% CI: 0.61-1.63) and among motorcyclists not using a helmet (1.45% versus 0.4%; P = .000) and those riding on 1-lane roads (1.6% versus 0.8% on 2-lane roads and 0.5% in 3- to 5-lane roads; P = .046). To our knowledge this is the first study that reports the prevalence of mobile phone use while driving among motorcyclists. The observed prevalence is higher than the prevalence stated in a previous report from China on electric bicycle riders. This risk factor should be monitored in the future given the growing popularity of motorcycles and the availability of mobile devices. Current legislation should be enforced to avoid potential injuries and deaths attributable to this risk factor.

Epidemiology of neurotrauma in Ife-Ijesha zone of Nigeria.

PubMed

Adeolu, Augustine A; Abiona, Titilayo C; Komolafe, Edward O; Adeolu, Josephine O; Adegbehingbe, Olayinka O

2013-01-01

Trauma remains one of the important causes of severe disability and high mortality. In this study, we looked at the epidemiology of neurotrauma in our region so as to highlight essential factors for trauma prevention program. This is a cross-sectional study of all neurotrauma cases admitted to the neurosurgery service of our hospital over an 18-month period. Information was obtained on patients' demographic data, etiology of injury, duration of injury, site, and cause of accident among others. One hundred forty-three patients were included in the study. The injuries occurred mostly in males and in the third decade. Most of the patients were students and traders. Eighty-one percent of the accidents were due to road traffic crash (RTC), and the most common contributory factors were head-on collision (46.2%) and overtaking (28.6%). Five of six patients who had RTC in the first decade of life were pedestrians. There were more crashes within the cities. None of the patients who had motorcycle accidents used helmet and only four patients used seatbelts at the time of the accident. Transfer to hospital was mostly in vehicles other than ambulance. Neurotrauma in our study was mostly due to RTC and it is most common in young male students. Contributory factors were head on collision and overtaking. Copyright © 2013 Elsevier Inc. All rights reserved.

Informing road traffic intervention choices in South Africa: the role of economic evaluations

PubMed Central

Wesson, Hadley K.H.; Boikhutso, Nkuli; Hyder, Adnan A.; Bertram, Melanie; Hofman, Karen J.

2016-01-01

Introduction Given the burden of road traffic injuries (RTIs) in South Africa, economic evaluations of prevention interventions are necessary for informing and prioritising public health planning and policy with regard to road safety. Methods In view of the dearth of RTI cost analysis, and in order to understand the extent to which RTI-related costs in South Africa compare with those in other low- and middle-income countries (LMICs), we reviewed published economic evaluations of RTI-related prevention in LMICs. Results Thirteen articles were identified, including cost-of-illness and cost-effectiveness studies. Although RTI-related risk factors in South Africa are well described, costing studies are limited. There is minimal information, most of which is not recent, with nothing at all on societal costs. Cost-effective interventions for RTIs in LMICs include bicycle and motorcycle helmet enforcement, traffic enforcement, and the construction of speed bumps. Discussion Policy recommendations from studies conducted in LMICs suggest a number of cost-effective interventions for consideration in South Africa. They include speed bumps for pedestrian safety, strategically positioned speed cameras, traffic enforcement such as the monitoring of seatbelt use, and breathalyzer interventions. However, interventions introduced in South Africa will need to be based either on South African cost-effectiveness data or on findings adapted from similar middle-income country settings. PMID:27396485

Are automatic systems the future of motorcycle safety? A novel methodology to prioritize potential safety solutions based on their projected effectiveness.

PubMed

Gil, Gustavo; Savino, Giovanni; Piantini, Simone; Baldanzini, Niccolò; Happee, Riender; Pierini, Marco

2017-11-17

Motorcycle riders are involved in significantly more crashes per kilometer driven than passenger car drivers. Nonetheless, the development and implementation of motorcycle safety systems lags far behind that of passenger cars. This research addresses the identification of the most effective motorcycle safety solutions in the context of different countries. A knowledge-based system of motorcycle safety (KBMS) was developed to assess the potential for various safety solutions to mitigate or avoid motorcycle crashes. First, a set of 26 common crash scenarios was identified from the analysis of multiple crash databases. Second, the relative effectiveness of 10 safety solutions was assessed for the 26 crash scenarios by a panel of experts. Third, relevant information about crashes was used to weigh the importance of each crash scenario in the region studied. The KBMS method was applied with an Italian database, with a total of more than 1 million motorcycle crashes in the period 2000-2012. When applied to the Italian context, the KBMS suggested that automatic systems designed to compensate for riders' or drivers' errors of commission or omission are the potentially most effective safety solution. The KBMS method showed an effective way to compare the potential of various safety solutions, through a scored list with the expected effectiveness of each safety solution for the region to which the crash data belong. A comparison of our results with a previous study that attempted a systematic prioritization of safety systems for motorcycles (PISa project) showed an encouraging agreement. Current results revealed that automatic systems have the greatest potential to improve motorcycle safety. Accumulating and encoding expertise in crash analysis from a range of disciplines into a scalable and reusable analytical tool, as proposed with the use of KBMS, has the potential to guide research and development of effective safety systems. As the expert assessment of the crash scenarios is decoupled from the regional crash database, the expert assessment may be reutilized, thereby allowing rapid reanalysis when new crash data become available. In addition, the KBMS methodology has potential application to injury forecasting, driver/rider training strategies, and redesign of existing road infrastructure.

Implementation of an all-ages mandatory helmet policy for ice skating.

PubMed

Thibault-Halman, Ginette; Fenerty, Lynne; Wheadon-Hore, Kathie; Walling, Simon; Cusimano, Michael D; Clarke, David B

2015-12-01

Ice skaters sustain a significant number of head injuries each winter. We are the first to implement an all-ages helmet policy at a university-based Canadian arena. We report our experience from a cross-sectional observational study as well as the policy's consequences on helmet use and skating participation. Educational programming was provided prior to policy implementation. Observations of helmet use, falls and skater demographics were conducted prior to education/implementation and after policy implementation. The number of skaters observed was essentially unchanged by the policy; 361 skaters were observed pre-implementation, while 358 were observed post-implementation during the same number of observation-hours. Pre-implementation, helmet use ranged from 97% among children under 12 to 10% among adults; post-implementation use in all skaters was 99%. Falls were observed among all age groups, with preponderance among those aged 4-12. An all-ages helmet policy was successful both in achieving helmet use among all skaters and in maintaining participation rates. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/

Increasing bicycle helmet use in the community. Measuring response to a wide-scale, 2-year effort.

PubMed

Morris, B A; Trimble, N E; Fendley, S J

1994-06-01

To determine whether a wide-scale, long-term community promotional effort would increase the use of bicycle helmets among children. Over 2 years, a non-profit group coordinated a range of activities to promote helmet use. On one date before the intervention began and three dates during the intervention, observers surveyed students riding bicycles. Cyclists were observed at 5 elementary schools, three secondary schools, and two community college entrances. A total of 851 cyclists were observed, 536 of them at elementary schools in a convenience sample. Print, radio, and television advertising; posters; pamphlets; bicycle rodeos; and a play were used in a public awareness campaign. Health promotion activities included education, social marketing, community development, and legislative action. Number of cyclists and whether they wore helmets. Combining the two observation dates for each year, helmet use increased from 5.4% in 1990 to 15.4% in 1991. The greatest increase was observed among elementary school students, the group most at risk of serious head injury or death. Overall, girls were twice as likely to wear helmets as boys. Wide-scale, long-term community promotion appears to be effective in increasing the use of bicycle helmets.

Shock Absorbing Helmets

NASA Technical Reports Server (NTRS)

1978-01-01

This paper presents a description of helmets used by football players that offer three times the shock-absorbing capacity of earlier types. An interior padding for the helmets, composed of Temper Foam, first used by NASA's Ames Research Center in the design of aircraft seats is described.

One-piece transparent shell improves design of helmet assembly

NASA Technical Reports Server (NTRS)

Jones, R. L.; Okane, J. H.

1966-01-01

One-piece transparent helmet shell made of polycarbonate is equipped with a helmet protection pad, a visor assembly, a communications skull cap, and an emergency oxygen supply. This design offers improvements over previous designs in weight, visual field, comfort and protection.

Operator’s Manual for Variable Weight, Variable C.G. Helmet Simulator

DTIC Science & Technology

1981-09-01

fdoestify by block nufber) - A variable weight, variable CG helmet simulator has been designed to measure the effect of US Army headgear on muscle...any variable weights in the boxes, is 2.5 lb, slightly less than the weight of most quality crash helmets made by reputable manufacturers. The addition...of variable weights to the boxes can alter the center of gravity to simulate the effect of equipment attached to the out- side of a helmet. The

Helmet use and reduction in skull fractures in skiers and snowboarders admitted to the hospital.

PubMed

Rughani, Anand I; Lin, Chih-Ta; Ares, Wiliam J; Cushing, Deborah A; Horgan, Michael A; Tranmer, Bruce I; Jewell, Ryan P; Florman, Jeffrey E

2011-03-01

Helmet use has been associated with fewer hospital visits among injured skiers and snowboarders, but there remains no evidence that helmets alter the intracranial injury patterns. The authors hypothesized that helmet use among skiers and snowboarders reduces the incidence of head injury as defined by findings on head CT scans. The authors performed a retrospective review of head-injured skiers and snowboarders at 2 Level I trauma centers in New England over a 6-year period. The primary outcome of interest was intracranial injury evident on CT scans. Secondary outcomes included the following: need for a neurosurgical procedure, presence of spine injury, need for ICU admission, length of stay, discharge location, and death. Of the 57 children identified who sustained a head injury while skiing or snowboarding, 33.3% were wearing a helmet at the time of injury. Of the helmeted patients, 5.3% sustained a calvarial fracture compared with 36.8% of the unhelmeted patients (p = 0.009). Although there was a favorable trend, there was no significant difference in the incidence of epidural hematoma, subdural hematoma, intraparenchymal hemorrhage, subarachnoid hemorrhage, or contusion in helmeted and unhelmeted patients. With regard to secondary outcomes, there were no significant differences between the 2 groups in percentage of patients requiring neurosurgical intervention, percentage requiring admission to an ICU, total length of stay, or percentage discharged home. There was no difference in the incidence of cervical spine injury. There was 1 death in an unhelmeted patient, and there were no deaths among helmeted patients. Among hospitalized children who sustained a head injury while skiing or snowboarding, a significantly lower number of patients suffered a skull fracture if they were wearing helmets at the time of the injury.

The Effects of Molding Helmet Therapy on Spring-Mediated Cranial Vault Remodeling for Sagittal Craniosynostosis.

PubMed

Swanson, Jordan W; Haas, Jacqueline A; Mitchell, Brianne T; Storm, Philip B; Bartlett, Scott P; Heuer, Gregory G; Taylor, Jesse A

2016-09-01

There is no clear consensus for the optimal treatment of sagittal craniosynostosis; however, recent studies suggest that improved neurocognitive outcomes may be obtained when surgical intervention imparts active cranial expansion or remodeling and is performed before 6 months of age. The authors consider spring-mediated cranioplasty (SMC) to optimally address these imperatives, and this is an investigation of how helmet orthoses before or after SMC affect aesthetic outcomes.The authors retrospectively evaluated patients treated with SMC and adjunct helmeting for sagittal synostosis. Patients were stratified into 4 cohorts based on helmet usage: preop, postop, both, and neither. The cephalic index (CI) was used to assess head shape changes and outcomes. Twenty-six patients met inclusion criteria: 6 (23%) had preop, 11 (42%) had postop, 4 (15%) had preop and postop, and 5 (19%) had no helmeting. Average age at surgery was 3.6 months. Overall, CI improved from a mean 69.8 to 77.9 during an average 7-month course of care. Mean preoperative change in CI showed greater improvement with preop helmet (1.3) versus not (0.0), (P = 0.029), despite similar initial CI in these cohorts (70.4 and 69.6 respectively, P = 0.69). Nonetheless, all patient cohorts regardless of helmeting status achieved similar final CIs (range 76.4-80.4; P = 0.72).In summary, preoperative molding helmet therapy leads to improved CI at the time of spring-mediated cranioplasty. However, this benefit does not necessarily translate into overall improved CI after surgery and in follow-up, calling into question the benefits of molding helmet therapy in this setting.

Evaluation of thermal and evaporative resistances in cricket helmets using a sweating manikin.

PubMed

Pang, Toh Yen; Subic, Aleksandar; Takla, Monir

2014-03-01

The main objective of this study is to establish an approach for measuring the dry and evaporative heat dissipation cricket helmets. A range of cricket helmets has been tested using a sweating manikin within a controlled climatic chamber. The thermal manikin experiments were conducted in two stages, namely the (i) dry test and (ii) wet test. The ambient air temperature for the dry tests was controlled to ~ 23 °C, and the mean skin temperatures averaged ~ 35 °C. The thermal insulation value measured for the manikin with helmet ensemble ranged from 1.0 to 1.2 clo. The results showed that among the five cricket helmets, the Masuri helmet offered slightly more thermal insulation while the Elite helmet offered the least. However, under the dry laboratory conditions and with minimal air movement (air velocity = 0.08 ± 0.01 ms(-1)), small differences exist between the thermal resistance values for the tested helmets. The wet tests were conducted in an isothermal condition, with an ambient and skin mean temperatures averaged ~ 35 °C, the evaporative resistance, Ret, varied between 36 and 60 m(2) Pa W(-1). These large variations in evaporative heat dissipation values are due to the presence of a thick layer of comfort lining in certain helmet designs. This finding suggests that the type and design of padding may influence the rate of evaporative heat dissipation from the head and face; hence the type of material and thickness of the padding is critical for the effectiveness of evaporative heat loss and comfort of the wearer. Issues for further investigations in field trials are discussed. Copyright © 2013 Elsevier Ltd and The Ergonomics Society. All rights reserved.

The Effect of an All-Ages Bicycle Helmet Law on Bicycle-Related Trauma.

PubMed

Kett, Paula; Rivara, Frederick; Gomez, Anthony; Kirk, Annie Phare; Yantsides, Christina

2016-12-01

In 2003, Seattle implemented an all-ages bicycle helmet law; King County outside of Seattle had implemented a similar law since 1994. For the period 2000-2010, the effect of the helmet legislation on helmet use, helmet-preventable injuries, and bicycle-related fatalities was examined, comparing Seattle to the rest of King County. Data was retrieved from the Washington State Trauma Registry and the King County Medical Examiner. Results comparing the proportions of bicycle related head injuries before (2000-2002) and after (2004-2010) the law show no significant change in the proportion of bicyclists admitted to the hospital and treated for head injuries in either Seattle (37.9 vs 40.2 % p = 0.75) nor in the rest of King County (30.7 vs 31.4 %, p = 0.84) with the extension of the helmet law to Seattle in 2003. However, bicycle-related major head trauma as a proportion of all bicycle-related head trauma did decrease significantly in Seattle (83.9 vs 64.9 %, p = 0.04), while there was no significant change in King County (64.4 vs 57.6 %, p = 0.41). While the results do not show an overall decrease in head injuries, they do reveal a decrease in the severity of head injuries, as well as bicycle-related fatalities, suggesting that the helmet legislation was effective in reducing severe disability and death, contributing to injury prevention in Seattle and King County. The promotion of helmet use through an all ages helmet law is a vital preventative strategy for reducing major bicycle-related head trauma.

Investigation of Motorcycle Steering Torque Components

NASA Astrophysics Data System (ADS)

Cossalter, V.; Lot, R.; Massaro, M.; Peretto, M.

2011-10-01

When driving along a circular path, the rider controls a motorcycle mainly by the steering torque. This work addresses an in-depth analysis of the steady state cornering and in particular the decomposition of the motorcycle steering torque in its main components, such as road-tyre forces, gyroscopic torques, centrifugal and gravity effects. A detailed and experimentally validated multibody model of the motorcycle is used herein to analyze the steering torque components at different speeds and lateral accelerations. First the road tests are compared with the numerical results for three different vehicles and then a numerical investigation is carried out to decompose the steering torque. Finally, the effect of longitudinal acceleration and deceleration on steering torque components is presented.

Helmet system broadcasts electroencephalograms of wearer

NASA Technical Reports Server (NTRS)

Westbrook, R. M.; Zuccaro, J. J.

1966-01-01

EEG monitoring system consisting of nonirritating sponge-type electrodes, amplifiers, and a battery-powered wireless transmitter, all mounted in the subjects helmet, obtains electroencephalograms /EEGs/ of pilots and astronauts performing tasks under stress. After a quick initial fitting, the helmet can be removed and replaced without adjustments.

Towards reducing impact-induced brain injury: lessons from a computational study of army and football helmet pads.

PubMed

Moss, William C; King, Michael J; Blackman, Eric G

2014-01-01

We use computational simulations to compare the impact response of different football and U.S. Army helmet pad materials. We conduct experiments to characterise the material response of different helmet pads. We simulate experimental helmet impact tests performed by the U.S. Army to validate our methods. We then simulate a cylindrical impactor striking different pads. The acceleration history of the impactor is used to calculate the head injury criterion for each pad. We conduct sensitivity studies exploring the effects of pad composition, geometry and material stiffness. We find that (1) the football pad materials do not outperform the currently used military pad material in militarily relevant impact scenarios; (2) optimal material properties for a pad depend on impact energy and (3) thicker pads perform better at all velocities. Although we considered only the isolated response of pad materials, not entire helmet systems, our analysis suggests that by using larger helmet shells with correspondingly thicker pads, impact-induced traumatic brain injury may be reduced.

The effects of a 4-year program promoting bicycle helmet use among children in Quebec.

PubMed Central

Farley, C; Haddad, S; Brown, B

1996-01-01

OBJECTIVES. This study assessed the effectiveness of a 4-year program of bicycle helmet promotion that targeted elementary school children in one region of Quebec. The program revolved primarily around persuasive communication and community organization, combining standard educational activities and activities to facilitate helmet acquisition and use. METHODS. Helmet use was compared between more than 8000 young cyclists in municipalities exposed or not exposed to the program. Factors influencing helmet use were controlled through the use of multivariate analyses. RESULTS. Helmet use increased from 1.3% before program implementation to 33% in 1993. The program was clearly effective in most cycling circumstances and for various groups of children. However, the benefits of the program were unequally distributed; the program was one third as effective in poorer municipalities as in "average-rich" ones. CONCLUSIONS. This community-based program that combined various types of activities appeared to be effective. New intervention models are needed to ensure an equitable distribution of benefits. PMID:8561241

[Association between psychosocial aspects of work and quality of life among motorcycle taxi drivers].

PubMed

Teixeira, Jules Ramon Brito; Boery, Eduardo Nagib; Casotti, Cezar Augusto; Araújo, Tânia Maria de; Pereira, Rafael; Ribeiro, Ícaro José Santos; Rios, Marcela Andrade; Amorim, Camila Rego; Moreira, Ramon Missias; Boery, Rita Narriman Silva de Oliveira; Sales, Zenilda Nogueira

2015-01-01

This study aimed to evaluate the quality of life of motorcycle taxi drivers and the association with psychosocial characteristics of their work. This was a cross-sectional epidemiological study with a sample of 400 motorcycle taxi drivers in Jequié, Bahia State, Brazil. The study used a form containing demographic and socioeconomic data, WHO Quality of Life-Bref Questionnaire (WHOQOL-Bref), and the Job Content Questionnaire (JCQ). Motorcycle taxi drivers with greater decision-making control over their work showed better self-rated quality of life in the psychological domain; those with high psychological demands presented better self-rated quality of life in the social relations and environmental domains; those with high strain and active work showed better self-rated quality of life in the social and environmental domains. The psychosocial work environment and especially decision-making autonomy were thus important determinants of self-rated quality of life in this group of motorcycle taxi drivers.

The Four-Ball Gyro and Motorcycle Countersteering

NASA Astrophysics Data System (ADS)

Galli, J. Ronald; Carroll, Bradley W.

2017-04-01

Most two-wheel motorcycle riders know that, at highway speeds, if you want to turn left you push on the left handlebar and pull on the right handlebar. This is called countersteering. Countersteering is counterintuitive since pushing left and pulling right when the front wheel is not spinning would turn the wheel to the right. All good motorcycle instructors teach countersteering but few understand the physics of why it works, even though there is considerable discussion about it among motorcycle riders. This paper gives a simplified explanation of gyroscopic precession and then applies this to the front wheel of a motorcycle using two steps: 1) explaining how the wheel's lean is initiated, and 2) explaining how the lean will cause the wheel to turn. To assist with this discussion and to demonstrate the conclusions, a "wheel" was constructed using copper pipe, a bicycle wheel hub, and one pound of lead in each of four "balls" at the end of the spokes (see Fig. 1).

Helmet use and injury severity among pediatric skiers and snowboarders in Colorado.

PubMed

Milan, Melissa; Jhajj, Sandeep; Stewart, Camille; Pyle, Laura; Moulton, Steven

2017-02-01

Skiing and snowboarding are popular winter recreational activities that are commonly associated with orthopedic type injuries. Unbeknownst to most parents, however, are the significant but poorly described risks for head, cervical spine and solid organ injuries. Although helmet use is not mandated for skiers and snowboarders outside of resort sponsored activities, we hypothesized that helmet use is associated with a lower risk of severe head injury, shorter ICU stay and shorter hospital length of stay. The trauma registry at a level I pediatric trauma center in the state of Colorado was queried for children ages 3-17years, who sustained an injury while skiing or snowboarding from 1/1/1999 to 12/31/2014. Injury severity was assessed by Abbreviated Injury Severity (AIS) score, injury severity score (ISS) and admission location. Head injury was broadly defined as any trauma to the body above the lower border of the mandible. Regression analysis was used to test associations of variables with injury severity. 549 children sustained snow sport related injuries during the 16year study period. The mean patient age was11±3years, most were male (74%) and the majority were Colorado residents (54%). The overall median ISS was 9 (IQR 4-9) and 78 children (14%) were admitted to the ICU. Colorado residents were nearly twice as likely to be wearing a helmet at the time of injury, compared to visitors from out-of-state (adjusted OR 1.86, 95% CI 1.24-2.76, p=0.002). In a multivariate analysis injury severity was significantly associated with injury while skiing (p=0.026), helmet use (p=0.0416), and sustaining a head injury (p<0.0001). In a separate multivariate analysis ICU admission was associated with head injury (p<0.0001) and wearing a helmet (p=0.0257); however, those wearing a helmet and admitted to the ICU had significantly lower ISS (p=0.007) and head AIS (p=0.011) scores than those who were not wearing a helmet at the time of injury. Visitors from out of state were less likely to be wearing a helmet when injured and more likely to be severely injured, suggesting Colorado residents have a better understanding of the benefits of helmet usage. Helmeted skiers and snowboarders who were admitted to the ICU had significantly lower ISS and head AIS scores than those who were not helmeted. Pediatric skiers, snowboarders and their parents should be educated on the significant risks associated with these activities and the benefits of helmet usage. III. Copyright © 2016 Elsevier Inc. All rights reserved.

Saving Lives and Money Two Wheels at a Time

DTIC Science & Technology

2010-03-01

included) will usually want to acquire the latest model sport bike after the manufacturers tout the number of championships won by that particular model...motorcycles. Motorcycles continue to evolve because of the racing industry, and the need for manufacturers to win championships and titles. As...to defend our nation and fight our nation’s wars. The rising cost of manpower combined with the rising trend in motorcycle accidents and fatalities

Pattern of Injuries in Fatal Motorcycle Accidents Seen in Lagos State University Teaching Hospital: An Autopsy-Based Study.

PubMed

Faduyile, Francis; Emiogun, Festus; Soyemi, Sunday; Oyewole, Olugbenga; Okeke, Uche; Williams, Oluseun

2017-04-15

Deaths from motorcycle accident injuries have remained a major public health issue in Nigeria over the years. The study is to determine the age and gender distribution of the victims and to identify the cause of death and the anatomical pattern of injuries seen. This is a 5-year autopsy-based study of all motorcycle accident deaths seen in Lagos State University Teaching Hospital between December 2009 and November 2014. The data were retrieved from autopsy reports, hospital case notes extracts from police diary and were analysed using SPSS version 20. Motorcycle accidents accounted for 156 (2.8%) of all the autopsies done (5,661), and 156 (18.4%) of all Road Traffic Accidents (RTA) autopsies (849) performed over the study period, with a male: female ratio of 6:1. The peak age of victims was 31-40 years (30.9%). Head injuries accounted for most (41.4%) of the injuries seen, and the majority of the victims died of craniocerebral injury 53 (50.7%). This study showed that males in the fourth decade of life are the major victims of motorcycle accident death. The majority of the victims were the rider of the motorcycle. Most of them died of the craniocerebral injury.

Pattern of Injuries in Fatal Motorcycle Accidents Seen in Lagos State University Teaching Hospital: An Autopsy-Based Study

PubMed Central

Faduyile, Francis; Emiogun, Festus; Soyemi, Sunday; Oyewole, Olugbenga; Okeke, Uche; Williams, Oluseun

2017-01-01

BACKGROUND: Deaths from motorcycle accident injuries have remained a major public health issue in Nigeria over the years. AIM: The study is to determine the age and gender distribution of the victims and to identify the cause of death and the anatomical pattern of injuries seen. METHODOLOGY: This is a 5-year autopsy-based study of all motorcycle accident deaths seen in Lagos State University Teaching Hospital between December 2009 and November 2014. The data were retrieved from autopsy reports, hospital case notes extracts from police diary and were analysed using SPSS version 20. RESULTS: Motorcycle accidents accounted for 156 (2.8%) of all the autopsies done (5,661), and 156 (18.4%) of all Road Traffic Accidents (RTA) autopsies (849) performed over the study period, with a male: female ratio of 6:1. The peak age of victims was 31-40 years (30.9%). Head injuries accounted for most (41.4%) of the injuries seen, and the majority of the victims died of craniocerebral injury 53 (50.7%). CONCLUSION: This study showed that males in the fourth decade of life are the major victims of motorcycle accident death. The majority of the victims were the rider of the motorcycle. Most of them died of the craniocerebral injury. PMID:28507612

Optimal control to modelling motorcycle rider steering: local versus global coordinate systems in rider preview

NASA Astrophysics Data System (ADS)

Rowell, S.; Popov, A. A.; Meijaard, J. P.

2010-04-01

The response of a motorcycle is heavily dependent on the rider's control actions, and consequently a means of replicating the rider's behaviour provides an important extension to motorcycle dynamics. The primary objective here is to develop effective path-following simulations and to understand how riders control motorcycles. Optimal control theory is applied to the tracking of roadway by a motorcycle, using a non-linear motorcycle model operating in free control by steering torque input. A path-following controller with road preview is designed by minimising tracking errors and control effort. Tight controls with high weightings on performance and loose controls with high weightings on control power are defined. Special attention is paid to the modelling of multipoint preview in local and global coordinate systems. The controller model is simulated over a standard single lane-change manoeuvre. It is argued that the local coordinates point of view is more representative of the way that a human rider operates and interprets information. The simulations suggest that for accurate path following, using optimal control, the problem must be solved by the local coordinates approach in order to achieve accurate results with short preview horizons. Furthermore, some weaknesses of the optimal control approach are highlighted here.

Underbelly injury based identification of the driver in a three-rider motorcycle accident.

PubMed

Liu, Shengxiong; Yin, Zhiyong; Su, Sen; Li, Kui

2016-01-01

This paper presents a three-rider motorcycle accident which took place in a suburb of Chongqing China. In the accident, the motorcycle impacted the terminal of a bridge footpath and led to two riders died and one rider injured. After the accident, one rider received injuries around the groin area including the underbelly area and the perineum area. Another rider suffered from injuries only on the perineum areas. In medico-legal judgments, injuries around the groin area also called groin injuries in victims of motorcycle accidents are usually regarded as "fuel tank injuries" which are commonly found in drivers. But, the injuries around the groin area are sometimes confused with the perineum injuries. Therefore, the perineum injuries are often wrongly reckoned as the "fuel tank injuries" and used to identify the drivers too. Actually, passengers can sometimes suffer from perineum injuries in many head-on impacting motorcycle accidents. It is of vital matters to understand the differences between groin injuries and perineum injuries so that the real driver who should be responsible for the accident can be recognized. In this paper, the three-rider motorcycle accident was presented and the injury information of the three riders was studied in order to distinguish the real driver from the riders. We consider that the groin injury has some differences with the perineum injury and the latter should not always be related to the driver especially in high-speed head-on impacting motorcycle accidents. In addition, the injury on underbelly areas is important to identify the driver. Crown Copyright © 2015. Published by Elsevier Ireland Ltd. All rights reserved.

Bicycle helmet use in British Columbia : effects of the helmet use law

DOT National Transportation Integrated Search

2000-04-01

An attempt was made to observe and record bicycle helmet use : (and misuse), sex and estimated age of rider, bicycle type (mountain, road, other), : use of special cycling clothing (gloves and cycling pants), and use of a back pack or : bicycle pack....

Effect of Noninvasive Ventilation Delivered by Helmet vs Face Mask on the Rate of Endotracheal Intubation in Patients With Acute Respiratory Distress Syndrome: A Randomized Clinical Trial.

PubMed

Patel, Bhakti K; Wolfe, Krysta S; Pohlman, Anne S; Hall, Jesse B; Kress, John P

2016-06-14

Noninvasive ventilation (NIV) with a face mask is relatively ineffective at preventing endotracheal intubation in patients with acute respiratory distress syndrome (ARDS). Delivery of NIV with a helmet may be a superior strategy for these patients. To determine whether NIV delivered by helmet improves intubation rate among patients with ARDS. Single-center randomized clinical trial of 83 patients with ARDS requiring NIV delivered by face mask for at least 8 hours while in the medical intensive care unit at the University of Chicago between October 3, 2012, through September 21, 2015. Patients were randomly assigned to continue face mask NIV or switch to a helmet for NIV support for a planned enrollment of 206 patients (103 patients per group). The helmet is a transparent hood that covers the entire head of the patient and has a rubber collar neck seal. Early trial termination resulted in 44 patients randomized to the helmet group and 39 to the face mask group. The primary outcome was the proportion of patients who required endotracheal intubation. Secondary outcomes included 28-day invasive ventilator-free days (ie, days alive without mechanical ventilation), duration of ICU and hospital length of stay, and hospital and 90-day mortality. Eighty-three patients (45% women; median age, 59 years; median Acute Physiology and Chronic Health Evaluation [APACHE] II score, 26) were included in the analysis after the trial was stopped early based on predefined criteria for efficacy. The intubation rate was 61.5% (n = 24) for the face mask group and 18.2% (n = 8) for the helmet group (absolute difference, -43.3%; 95% CI, -62.4% to -24.3%; P < .001). The number of ventilator-free days was significantly higher in the helmet group (28 vs 12.5, P < .001). At 90 days, 15 patients (34.1%) in the helmet group died compared with 22 patients (56.4%) in the face mask group (absolute difference, -22.3%; 95% CI, -43.3 to -1.4; P = .02). Adverse events included 3 interface-related skin ulcers for each group (ie, 7.6% in the face mask group had nose ulcers and 6.8% in the helmet group had neck ulcers). Among patients with ARDS, treatment with helmet NIV resulted in a significant reduction of intubation rates. There was also a statistically significant reduction in 90-day mortality with helmet NIV. Multicenter studies are needed to replicate these findings. clinicaltrials.gov Identifier: NCT01680783.

Can a Boxer Engine Reduce Leg Injuries Among Motorcyclists? Analysis of Injury Distributions in Crashes Involving Different Motorcycles Fitted with Antilock Brakes (ABS).

PubMed

Rizzi, Matteo

2015-01-01

Several studies have shown that motorcycle antilock braking systems (ABS) reduce crashes and injuries. However, it has been suggested that the improved stability provided by ABS would make upright crashes more frequent, thus changing the injury distributions among motorcyclists and increasing the risk of leg injuries. The overall motorcycle design can vary across different categories and manufacturers. For instance, some motorcycles are equipped with boxer-twin engines; that is, with protruding cylinder heads. A previous study based on a limited material has suggested that these could provide some leg protection; therefore, the aim of this research was to analyze injury distributions in crashes involving ABS-equipped motorcycles with boxer-twin engines compared to similar ABS-equipped motorcycles with other engine configurations. Swedish hospital and police records from 2003-2014 were used. Crashes involving ABS-equipped motorcycles with boxer-twin engines (n = 55) were compared with similar ABS-equipped motorcycles with other engines configurations (n = 127). The distributions of Abbreviated Injury Scale (AIS) 1+ and AIS 2+ were compared. Each subject's injury scores were also converted to the risk for permanent medical impairment (RPMI), which shows the risk of different levels of permanent medical impairment given the severity and location and of injuries. To compare injury severity, the mean RPMI 1+ and RPMI 10+ were analyzed for each body region and in overall for each group of motorcyclists. It was found that AIS 1+, AIS 2+, and PMI 1+ leg injuries were reduced by approximately 50% among riders with boxer engines. These results were statistically significant. The number of injuries to the upper body did not increase; the mean RPMI to the head and upper body were similar across the 2 groups, suggesting that the severity of injuries did not increase either. Indications were found suggesting that the overall mean RPMI 1+ was lower among riders with boxer engines, although this result was not statistically significant. The mean values of the overall RPMI 10+ were similar. Boxer-twin engines were not originally developed to improve motorcycle crashworthiness. However, the present article indicates that these engines can reduce leg injuries among riders of motorcycles fitted with ABS. Though it is recommended that future research should look deeper into this particular aspect, the present findings suggest that the concept of integrated leg protection is indeed feasible and that further engineering efforts in this area are likely to yield significant savings in health losses among motorcyclists.

Improved Helmet-Padding Material

NASA Technical Reports Server (NTRS)

Dawn, Frederic S.; Weiss, Fred R.; Eck, John D.

1994-01-01

Polyimide foamed into lightweight padding material for use in helmets. Exhibits increased resistance to ignition, combustion, and impact, and it outgasses less. Foam satisfies offgassing and toxicity requirements of NASA/JSC criteria (NHB80601B). Helmets containing this improved padding material used by firefighters, police, offshore drilling technicians, construction workers, miners, and race-car drivers.

77 FR 37617 - Updating OSHA Standards Based on National Consensus Standards; Head Protection

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-22

... provisions in the 2009 edition permitting optional testing for helmets worn in the backwards position (``reverse wearing''), optional testing for helmets at colder temperatures than provided in previous editions, and optional testing for the high- visibility coloring of helmets. If manufacturers choose to evaluate...

The Theory of Planned Behavior and Helmet Use among College Students

ERIC Educational Resources Information Center

Ross, Lisa Thomson; Ross, Thomas P.; Farber, Sarah; Davidson, Caroline; Trevino, Meredith; Hawkins, Ashley

2011-01-01

Objectives: To assess undergraduate helmet use attitudes and behaviors in accordance with the theory of planned behavior (TPB). We predicted helmet wearers and nonwearers would differ on our subscales. Methods: Participants (N = 414, 69% female, 84% white) completed a survey. Results: Principal component analysis and reliability analysis guided…

Procedures and resource guide for bicycle helmet promotions : a review of bicycle helmet promotions in the United States

DOT National Transportation Integrated Search

1992-04-01

This report contains a review of 231 national, state, and local bicycle helmet promotions in the United States based on a Bicycle Federation of America survey conducted in the summer of 1991. The report identifies trends, common elements of successfu...

16 CFR 1203.14 - Peripheral vision test.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 16 Commercial Practices 2 2010-01-01 2010-01-01 false Peripheral vision test. 1203.14 Section 1203... SAFETY STANDARD FOR BICYCLE HELMETS The Standard § 1203.14 Peripheral vision test. Position the helmet on... the helmet to set the comfort or fit padding. (Note: Peripheral vision clearance may be determined...

16 CFR 1203.14 - Peripheral vision test.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 16 Commercial Practices 2 2011-01-01 2011-01-01 false Peripheral vision test. 1203.14 Section 1203... SAFETY STANDARD FOR BICYCLE HELMETS The Standard § 1203.14 Peripheral vision test. Position the helmet on... the helmet to set the comfort or fit padding. (Note: Peripheral vision clearance may be determined...

Conference proceedings of Helmet Mounted Displays and Night Vision Goggles (Visuels Montes sur le Casque et Equipments de Vision Nocturne). Held in Pensacola, Florida, on May 2, 1991

DTIC Science & Technology

1991-12-01

integration. Threc papers considered the ergonomics of helmet design and the snugness of fit to the head and the integration of new helmet mounted devices...with existing equipment. Two papers considered the effects of novel helmet designs on the pilot’s ability to control head position and avoid fatigue. Two...the nature of information displayed, including data fused froml multiple sources and design of abstract symbologics that presernt paramcecis of fight

Disruption of a helmet streamer by photospheric shear

NASA Technical Reports Server (NTRS)

Linker, Jon A.; Mikic, Zoran

1995-01-01

Helmet streamers on the Sun have been observed to be the site of coronal mass ejections, dynamic events that eject coronal plasma and magnetic fields into the solar wind. We develop a two-dimensional (azimuthally symmetric) helmet streamer configuration by computing solutions of the time-dependent magnetohydrodynamic (MHD) equations, and we investigate the evolution of the configuration when photospheric shearing motions are imposed. We find that the configuration disrupts when a critical shear is exceeded, ejecting a plasmoid into the solar wind. The results are similar to the case of a sheared dipole magnetic field in a hydrostatic atmosphere (Mikic & Linker 1994). However, the presence of the outflowing solar wind makes the disruption significantly more energetic when a helmet streamer is sheared. Our resutls suggest that shearing of helmet streamers may initiate coronal mass ejections.

Effect of helmet liner systems and impact directions on severity of head injuries sustained in ballistic impacts: a finite element (FE) study.

PubMed

Tse, Kwong Ming; Tan, Long Bin; Yang, Bin; Tan, Vincent Beng Chye; Lee, Heow Pueh

2017-04-01

The current study aims to investigate the effectiveness of two different designs of helmet interior cushion, (Helmet 1: strap-netting; Helmet 2: Oregon Aero foam-padding), and the effect of the impact directions on the helmeted head during ballistic impact. Series of ballistic impact simulations (frontal, lateral, rear, and top) of a full-metal-jacketed bullet were performed on a validated finite element head model equipped with the two helmets, to assess the severity of head injuries sustained in ballistic impacts using both head kinematics and biomechanical metrics. Benchmarking with experimental ventricular and intracranial pressures showed that there is good agreement between the simulations and experiments. In terms of extracranial injuries, top impact had the highest skull stress, still without fracturing the skull. In regard to intracranial injuries, both the lateral and rear impacts generally gave the highest principal strains as well as highest shear strains, which exceed the injury thresholds. Off-cushion impacts were found to be at higher risk of intracranial injuries. The study also showed that the Oregon Aero foam pads helped to reduce impact forces. It also suggested that more padding inserts of smaller size may offer better protection. This provides some insights on future's helmet design against ballistic threats.

Evaluation of a promotional strategy to increase bicycle helmet use by children.

PubMed

Parkin, P C; Spence, L J; Hu, X; Kranz, K E; Shortt, L G; Wesson, D E

1993-04-01

Bicycle-related head injuries are an important cause of death and disability, despite the availability of helmets. The objective of this study was to evaluate the effectiveness of a school-based bicycle helmet promotion program in increasing helmet use by children while controlling for secular trends. Two high-income and two low-income schools in an urban Canadian community were selected to receive a bicycle helmet promotion intervention, with the remaining 18 schools serving as controls. Approximately 1800 observations of bicycling children were made at randomly selected observational sites 2 to 5 months after the intervention to assess changes in behavior. Helmet use at all observation sites tripled from 3.4% (1990, preintervention) to 16% (1991, postintervention). In the high-income intervention area, observed helmet use rose dramatically from 4% to 36% in contrast to the more modest increase in the high-income control area from 4% to 15%. In the low-income intervention area, there was a modest increase from 1% to 7%, but it did not differ from the increase in the low-income control area from 3% to 13%. The program was highly successful in children of high-income families but not in children of low-income families. Developing strategies for low-income families remains a priority.

Finite element modeling of human brain response to football helmet impacts.

PubMed

Darling, T; Muthuswamy, J; Rajan, S D

2016-10-01

The football helmet is used to help mitigate the occurrence of impact-related traumatic (TBI) and minor traumatic brain injuries (mTBI) in the game of American football. While the current helmet design methodology may be adequate for reducing linear acceleration of the head and minimizing TBI, it however has had less effect in minimizing mTBI. The objectives of this study are (a) to develop and validate a coupled finite element (FE) model of a football helmet and the human body, and (b) to assess responses of different regions of the brain to two different impact conditions - frontal oblique and crown impact conditions. The FE helmet model was validated using experimental results of drop tests. Subsequently, the integrated helmet-human body FE model was used to assess the responses of different regions of the brain to impact loads. Strain-rate, strain, and stress measures in the corpus callosum, midbrain, and brain stem were assessed. Results show that maximum strain-rates of 27 and 19 s(-1) are observed in the brain-stem and mid-brain, respectively. This could potentially lead to axonal injuries and neuronal cell death during crown impact conditions. The developed experimental-numerical framework can be used in the study of other helmet-related impact conditions.

Increasing bicycle helmet use in the community. Measuring response to a wide-scale, 2-year effort.

PubMed Central

Morris, B. A.; Trimble, N. E.; Fendley, S. J.

1994-01-01

OBJECTIVE: To determine whether a wide-scale, long-term community promotional effort would increase the use of bicycle helmets among children. DESIGN: Over 2 years, a non-profit group coordinated a range of activities to promote helmet use. On one date before the intervention began and three dates during the intervention, observers surveyed students riding bicycles. SETTING: Cyclists were observed at 5 elementary schools, three secondary schools, and two community college entrances. PARTICIPANTS: A total of 851 cyclists were observed, 536 of them at elementary schools in a convenience sample. INTERVENTIONS: Print, radio, and television advertising; posters; pamphlets; bicycle rodeos; and a play were used in a public awareness campaign. Health promotion activities included education, social marketing, community development, and legislative action. MAIN OUTCOME MEASURES: Number of cyclists and whether they wore helmets. RESULTS: Combining the two observation dates for each year, helmet use increased from 5.4% in 1990 to 15.4% in 1991. The greatest increase was observed among elementary school students, the group most at risk of serious head injury or death. Overall, girls were twice as likely to wear helmets as boys. CONCLUSIONS: Wide-scale, long-term community promotion appears to be effective in increasing the use of bicycle helmets. PMID:8019189

The Influence of Various Factors on High School Football Helmet Face Mask Removal: A Retrospective, Cross-Sectional Analysis

PubMed Central

Swartz, Erik E; Decoster, Laura C; Norkus, Susan A; Cappaert, Thomas A

2007-01-01

Context: Most research on face mask removal has been performed on unused equipment. Objective: To identify and compare factors that influence the condition of helmet components and their relationship to face mask removal. Design: A cross-sectional, retrospective study. Setting: Five athletic equipment reconditioning/recertification facilities. Participants: 2584 helmets from 46 high school football teams representing 5 geographic regions. Intervention(s): Helmet characteristics (brand, model, hardware components) were recorded. Helmets were mounted and face mask removal was attempted using a cordless screwdriver. The 2004 season profiles and weather histories were obtained for each high school. Main Outcome Measure(s): Success and failure (including reason) for removal of 4 screws from the face mask were noted. Failure rates among regions, teams, reconditioning year, and screw color (type) were compared. Weather histories were compared. We conducted a discriminant analysis to determine if weather variables, region, helmet brand and model, reconditioning year, and screw color could predict successful face mask removal. Metallurgic analysis of screw samples was performed. Results: All screws were successfully removed from 2165 (84%) helmets. At least 1 screw could not be removed from 419 (16%) helmets. Significant differences were found for mean screw failure per helmet among the 5 regions, with the Midwest having the lowest failure rate (0.08 ± 0.38) and the Southern (0.33 ± 0.72), the highest. Differences were found in screw failure rates among the 46 teams (F1,45 = 9.4, P < .01). Helmets with the longest interval since last reconditioning (3 years) had the highest failure rate, 0.47 ± 0.93. Differences in success rates were found among 4 screw types (χ21,4 = 647, P < .01), with silver screws having the lowest percentage of failures (3.4%). A discriminant analysis (Λ = .932, χ214,n=2584 = 175.34, P < .001) revealed screw type to be the strongest predictor of successful removal. Conclusions: Helmets with stainless steel or nickel-plated carbon steel screws reconditioned in the previous year had the most favorable combination of factors for successful screw removal. T-nut spinning at the side screw locations was the most common reason and location for failure. PMID:17597938

76 FR 7098 - Dealer Floor Plan Pilot Program

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-09

... inventory, including but not limited to automobiles, motorcycles, boats (including boat trailers..., including but not limited to automobiles, motorcycles, boats (including boat trailers), recreational...

Brain Response to Primary Blast Wave Using Validated Finite Element Models of Human Head and Advanced Combat Helmet

PubMed Central

Zhang, Liying; Makwana, Rahul; Sharma, Sumit

2013-01-01

Blast-induced traumatic brain injury has emerged as a “signature injury” in combat casualty care. Present combat helmets are designed primarily to protect against ballistic and blunt impacts, but the current issue with helmets is protection concerning blasts. In order to delineate the blast wave attenuating capability of the Advanced Combat Helmet (ACH), a finite element (FE) study was undertaken to evaluate the head response against blast loadings with and without helmet using a partially validated FE model of the human head and ACH. Four levels of overpressures (0.27–0.66 MPa) from the Bowen’s lung iso-damage threshold curves were used to simulate blast insults. Effectiveness of the helmet with respect to head orientation was also investigated. The resulting biomechanical responses of the brain to blast threats were compared for human head with and without the helmet. For all Bowen’s cases, the peak intracranial pressures (ICP) in the head ranged from 0.68 to 1.8 MPa in the coup cortical region. ACH was found to mitigate ICP in the head by 10–35%. Helmeted head resulted in 30% lower average peak brain strains and product of strain and strain rate. Among three blast loading directions with ACH, highest reduction in peak ICP (44%) was due to backward blasts whereas the lowest reduction in peak ICP and brain strains was due to forward blast (27%). The biomechanical responses of a human head to primary blast insult exhibited directional sensitivity owing to the different geometry contours and coverage of the helmet construction and asymmetric anatomy of the head. Thus, direction-specific tolerances are needed in helmet design in order to offer omni-directional protection for the human head. The blasts of varying peak overpressures and durations that are believed to produce the same level of lung injury produce different levels of mechanical responses in the brain, and hence “iso-damage” curves for brain injury are likely different than the Bowen curves for lung injury. PMID:23935591

Manufacture and impact analysis of bmx helmet made from polymeric foam composite strengthened by oil palm empty fruit bunch fiber

NASA Astrophysics Data System (ADS)

Mahadi

2018-02-01

Helmets are protective head gears wear by bicycle riders for protection against injury in case of the accident. Helmet standards require helmets to be tested with a simple drop test onto an anvil. The purpose of research is to know toughness of bicycle helmet made from polymeric foam composite strengthened by oil palm empty fruit bunch fiber. This research contains report result manufacture and impacts analysis of bicycle helmet made from polymeric foam composite materials strengthened by oil palm empty fruit bunch fiber (EFB). The geometric helmet structure consists of shell and liner; both layers have sandwich structure. The shell uses matrix unsaturated Polyester BQTN-157EX material, chopped strand mat 300 glass fiber reinforce and methyl ethyl ketone peroxide (MEKPO) catalyst with the weight composition of 100 gr, 15 gr, and 5 gr. The liner uses matrix unsaturated Polyester BQTN-157 EX material, EFB fiber reinforces, Polyurethane blowing agent, and MEKPO catalyst with the composition of 275 gr (50%), 27.5 gr (5%), 247 gr (45%), and 27.5 gr (5%). Layers of the helmet made by using hand lay-up method and gravity casting method. Mechanical properties of polymeric foam were the tensile strength (ơt) 1.17 Mpa, compressive strength (ơc) 0.51 MPa, bending strength (ơb) 3.94 MPa, elasticity modulus (E) 37.97 Mpa, density (ρ) 193 (kg/m3). M4A model helmet is the most ergonomic with the thickness 10 mm and the amount of air channel 11. Free fall impact test was done in 9 samples with the thickness of 10 mm with the height of 1.5 m. The result of the impact test was impacted force (Fi) 241.55 N, Impulse (I) 6.28 Ns, impact Strength (ơi) 2.02 Mpa and impact Energy (Ei) 283.77 Joule. The properties of bicycle helmet model BMX-M4A type was 264 mm length, 184 mm width, 154 mm height, 10 mm thick, 580 mm head circle, 331 g mass and 11 wind channels.

Injuries and helmet use related to non-motorized wheeled activities among pediatric patients.

PubMed

Lindsay, H; Brussoni, M

2014-07-01

Patients presenting to emergency departments (ED) for injuries resulting from recreational activities represent a unique source of information on important directions for injury prevention efforts. We describe the epidemiology of non-motorized wheeled activity-related injury in pediatric patients presenting to Canadian EDs as well as patients' helmet use. Data for the years 2004 to 2009 were abstracted from the Canadian Hospitals Injury Reporting and Prevention Program (CHIRPP), a national ED injury surveillance program in fifteen hospitals. Most of the 28 618 children aged 1 to 16 years injured during non-motorized wheeled activities were injured while cycling, followed by skateboarding. Most injuries occurred among boys. Children injured on scooters tended to be younger whereas skateboarders were the oldest. On average, the number of all injuries decreased by 6% over the time period. Falls were the most common mechanism of injury; 8.3% of patients had head injuries, which were seen more often among cyclists than other wheeled-activity users. Helmet use was greatest among cyclists (62.2%) and lowest among skateboarders (32.9%). Injured patients presenting to EDs in jurisdictions with legislation mandating helmet use had 2.12 greater odds of helmet use and 0.86 lesser odds of head injury compared with those presenting in jurisdictions without helmet laws. These results provide further evidence that legislation mandating helmet use may be an effective way of reducing injury among all wheeled-activity users. The small number of patients who presented with helmet use and protective gear (59.4% overall) suggests that this remains an area for intervention.

Simulation-based assessment for construction helmets.

PubMed

Long, James; Yang, James; Lei, Zhipeng; Liang, Daan

2015-01-01

In recent years, there has been a concerted effort for greater job safety in all industries. Personnel protective equipment (PPE) has been developed to help mitigate the risk of injury to humans that might be exposed to hazardous situations. The human head is the most vulnerable to impact as a moderate magnitude can cause serious injury or death. That is why industries have required the use of an industrial hard hat or helmet. There have only been a few articles published to date that are focused on the risk of head injury when wearing an industrial helmet. A full understanding of the effectiveness of construction helmets on reducing injury is lacking. This paper presents a simulation-based method to determine the threshold at which a human will sustain injury when wearing a construction helmet and assesses the risk of injury for wearers of construction helmets or hard hats. Advanced finite element, or FE, models were developed to study the impact on construction helmets. The FE model consists of two parts: the helmet and the human models. The human model consists of a brain, enclosed by a skull and an outer layer of skin. The level and probability of injury to the head was determined using both the head injury criterion (HIC) and tolerance limits set by Deck and Willinger. The HIC has been widely used to assess the likelihood of head injury in vehicles. The tolerance levels proposed by Deck and Willinger are more suited for finite element models but lack wide-scale validation. Different cases of impact were studied using LSTC's LS-DYNA.

Outcome analysis after helmet therapy using 3D photogrammetry in patients with deformational plagiocephaly: the role of root mean square.

PubMed

Moghaddam, Mahsa Bidgoli; Brown, Trevor M; Clausen, April; DaSilva, Trevor; Ho, Emily; Forrest, Christopher R

2014-02-01

Deformational plagiocephaly (DP) is a multifactorial non-synostotic cranial deformity with a reported incidence as high as 1 in 7 infants in North America. Treatment options have focused on non-operative interventions including head repositioning and the use of an orthotic helmet device. Previous studies have used linear and two dimensional outcome measures to assess changes in cranial symmetry after helmet therapy. Our objective was to demonstrate improvement in head shape after treatment with a cranial molding helmet by using Root Mean Square (RMS), a measure unique to 3D photogrammetry, which takes into account both changes in volume and shape over time. Three dimensional photographs were obtained before and after molding helmet treatment in 40 infants (4-10 months old) with deformational plagiocephaly. Anatomical reference planes and measurements were recorded using the 3dMD Vultus(®) analysis software. RMS was used to quantify symmetry by superimposing left and right quadrants and calculating the mean value of aggregate distances between surfaces. Over 95% of the patients demonstrated an improvement in symmetry with helmet therapy. Furthermore, when the sample of infants was divided into two treatment subgroups, a statistically significant correlation was found between the age at the beginning of treatment and the change in the RMS value. When helmet therapy was started before 7 months of age a greater improvement in symmetry was seen. This work represents application of the technique of RMS analysis to demonstrate the efficacy of treatment of deformational plagiocephaly with a cranial molding helmet. Copyright © 2014. Published by Elsevier Ltd.

Emergency removal of football equipment: a cadaveric cervical spine injury model.

PubMed

Gastel, J A; Palumbo, M A; Hulstyn, M J; Fadale, P D; Lucas, P

1998-10-01

To determine the influence of football helmet and shoulder pads, alone or in combination, on alignment of the unstable cervical spine. The alignment of the intact cervical spine in 8 cadavers was assessed radiographically under 4 different football equipment conditions: (1) no equipment, (2) helmet only, (3) helmet and shoulder pads, and (4) shoulder pads only. Each specimen was then surgically destabilized at C5-C6 to simulate a flexion-distraction injury. Repeat radiographs were obtained under the same 4 equipment conditions, and alignment of the unstable segment was analyzed. Before the destabilization, neutral alignment was maintained when both helmet and shoulder pads were in place. The "helmet only" condition caused a significant decrease in lordosis (mean, 9.6 +/- 4.7 degrees), whereas the "shoulder pads only" condition caused increased lordosis (13.6 +/- 6.3 degrees). After destabilization, the "helmet-only" condition demonstrated significant mean increases in C5-C6 forward angulation (16.5 +/- 8.6 degrees), posterior disc space height (3.8 +/- 2.3 mm), and dorsal element distraction (8.3 +/- 5.4 mm). Our flexion-distraction model demonstrated that immobilization of the neck-injured football player with only the helmet in place violates the principle of splinting the cervical spine in neutral alignment. By extrapolation to an extension-type injury, immobilization with only the shoulder pads left in place similarly violates this principle. In order to maintain a neutral position and minimize secondary injury to the cervical neural elements, the helmet and shoulder pads should be either both left on or both removed in the emergency setting.

Evaluation of High Performance Aircrew Helmets and Oxygen Masks

DTIC Science & Technology

1982-10-01

site. This is achieved because 1.6 cm of expanded polystyrene is inserted in this area. It is concludeC that, while only the DH 41-4D helmets provide...Plastic Liner (TPL). Impact protection is provided by a rigid expanded polystyrene interliner between the helmet shell and the TPL. Four of these liners

Public bike sharing in New York City: helmet use behavior patterns at 25 Citi Bike™ stations.

PubMed

Basch, Corey H; Ethan, Danna; Zybert, Patricia; Afzaal, Sarah; Spillane, Michael; Basch, Charles E

2015-06-01

Urban public bicycle sharing programs are on the rise in the United States. Launched in 2013, NYC's public bicycle share program, Citi Bike™ is the fastest growing program of its kind in the nation, with nearly 100,000 members and more than 330 docking stations across Manhattan and Brooklyn. The purpose of this study was to assess helmet use behavior among Citi Bike™ riders at 25 of the busiest docking stations. The 25 Citi Bike™ Stations varied greatly in terms of usage: total number of cyclists (N = 96-342), commute versus recreation (22.9-79.5% commute time riders), weekday versus weekend (6.0-49.0% weekend riders). Helmet use ranged between 2.9 and 29.2% across sites (median = 7.5 %). A total of 4,919 cyclists were observed, of whom 545 (11.1%) were wearing helmets. Incoming cyclists were more likely to wear helmets than outgoing cyclists (11.0 vs 5.9%, p = .000). NYC's bike share program endorses helmet use, but relies on education to encourage it. Our data confirm that, to date, this strategy has not been successful.

Morphologic and chemical composition of particulate matter in motorcycle engine exhaust.

PubMed

Chernyshev, V V; Zakharenko, A M; Ugay, S M; Hien, T T; Hai, L H; Kholodov, A S; Burykina, T I; Stratidakis, A K; Mezhuev, Ya O; Tsatsakis, A M; Golokhvast, K S

2018-01-01

Despite the fact that environmental pollution due to motorcycle exhaust gases reports a great increase, motorcycle production exhibits a great increase through the last years. Countries of Asia and Africa are reported to be the major regions where two-wheeled vehicles are a major transportation mode, with tens of millions of units sold per year. Motorcycle exhaust particles are considered to be the major contributor to environmental pollution due to their airborne dispersion, containing great amount of polycyclic aromatic hydrocarbons (PAHs). This study aims at reporting an objective analysis of the main sources of the ambient air pollution as also particle size distribution and chemical composition analysis of particulate matter originated from the exhausts of two-wheeled vehicles used in the territory of Vladivostok, Russia. Various types of two-wheeled vehicles were examined (motorcycles, ATVs, scooters and wet bikes) using different types of engine and fuel system. Experimental results showed that there was no clear relation to the particle size distribution with the engine displacement of motorcycle and the number of strokes and the fuel system. Instead, there were reported two clear assumptions. The first one is that regarding to the motorcycle brand, a few samples did not exhibit a great percentage of PM 10 fraction. The second one is that more modern vehicles, that have a harmful gas afterburning system, are usually the source of an increased percentage of PM 10 emitted particles. At last, it should be mentioned that the laser particle size analysis method is capable of determining the particle sizes after their agglomeration whereas the optical morphometry method allows to determine the real particle size of emissions. In conclusion, it can be pointed out that the agglomeration of particles can lead to the reduction in the toxicity of particles emissions originated from two wheeled-vehicles.

Effect of free distribution of safety equipment on usage among motorcycle-taxi drivers in Tanzania--A cluster randomised controlled trial.

PubMed

Sumner, Steven A; Pallangyo, Anthony J; Reddy, Elizabeth A; Maro, Venance; Pence, Brian W; Lynch, Catherine; Turner, Elizabeth L; Egger, Joseph R; Thielman, Nathan M

2014-11-01

Deaths due to road traffic injuries, particularly motorcycle crashes, have increased rapidly in many African nations and context-specific strategies to improve preventative behaviours are needed. Although adhering to conspicuity measures by wearing reflective safety vests is a highly effective crash prevention strategy and mandated by law among motorcycle-taxi drivers in some African countries, actual use is currently low. We aimed to test whether eliminating cost-barriers through the provision of free reflective, fluorescent motorcycle safety vests would lead to increased utilisation among a high-risk population of motorcycle-taxi drivers in Tanzania. A cluster randomised controlled trial was conducted among 180 motorcycle-taxi drivers. Participants randomised to the intervention arm (90) received free, reflective, fluorescent vests; participants randomised to the control arm (90) did not receive free vests. Participants' use of reflective vests was then observed on city streets over a three month period and differential uptake was estimated using mixed-effects logistic regression. Baseline use of reflective vests was 3.3% in both arms. Seventy-nine drivers in the intervention arm and 82 drivers in the control arm were observed during follow-up. The average proportion of observations during which motorcycle drivers were using a reflective vest was 9.5% in the intervention arm, compared to 2.0% in the control arm (odds ratio: 5.5, 95% confidence interval: 1.1-26.9, p-value: 0.04). Although distribution of free reflective vests led to a statistically significant increase in vest usage, the absolute increase was modest. Additional strategies beyond removing economic barriers are important to augment adherence to road safety behaviours for injury prevention. Copyright © 2014 Elsevier Ltd. All rights reserved.

Development of emission factors for motorcycles and shared auto-rickshaws using real-world driving cycle for a typical Indian city.

PubMed

Adak, Prasenjit; Sahu, Ravi; Elumalai, Suresh Pandian

2016-02-15

Vehicular emission is one of the most important contributors of urban air pollution. To quantify the impact of traffic on urban air quality, it is necessary to quantify vehicular emission. In many cities of India, such as Dhanbad, shared auto-rickshaw is the pre-dominant mode of transportation. Indian Driving Cycle (IDC) and Modified Indian Driving Cycle (MIDC) are used for emission testing of motorcycles, shared auto-rickshaws and passenger cars in India for regulatory purposes. IDC used for motorcycles and shared auto-rickshaws does not recognize the difference in two vehicle classes in terms of driving pattern. In real world, shared auto-rickshaws, behave differently than motorcycles. To quantify the impact of shared auto-rickshaws on urban air quality accurately, emission factors (EFs) are required to derive from real-world driving cycles (DCs). In heterogeneous traffic, vehicles of one class affect the behavior of vehicles of other classes. To estimate the emissions from different vehicle classes accurately, EFs for motorcycles and passenger cars are also required to be revised. In this study, real-world DCs were developed for motorcycles, shared auto-rickshaws and passenger cars in Dhanbad. Developed DCs were used to calculate EFs for respective classes. Shared auto-rickshaws were found to have the highest deviation from EFs derived using IDC. Copyright © 2015 Elsevier B.V. All rights reserved.

Glancing and Stopping Behavior of Motorcyclists and Car Drivers at Intersections

PubMed Central

Muttart, Jeffrey W.; Peck, Louis R.; Guderian, Steve; Bartlett, Wade; Ton, Lisa P.; Kauderer, Chris; Fisher, Donald L.; Manning, Joseph E.

2012-01-01

For the past decade, motorcycle fatalities have risen while other motor vehicle fatalities have declined. Many motorcycle fatalities occurred within intersections after a driver failed to see a motorcyclist. However, little is known about the behavior of motorcyclists when they negotiate an intersection. A study was undertaken to compare the behavior at intersections of an experienced group of motorcyclists when they were operating a motorcycle with their behavior when they were driving a car. Each participant navigated a course through low-volume, open roads. Participants wore eye-tracking equipment to record eye-glance information, and the motorcycle and car were instrumented with an onboard accelerometer and Global Positioning System apparatus. Results showed that participants were more likely to make last glances toward the direction of the most threatening traffic before they made a turn when they were driving a car than when they were riding a motorcycle. In addition, motorcyclists were less likely to come to a complete stop at a stop sign than car drivers. These results suggested that motorcyclists were exposing themselves to unnecessary risk. Specifically, motorcyclists frequently failed to make proper glances and practice optimal riding techniques. The behavior of the motorcyclists was compared with the current Motorcycle Safety Foundation curriculum. The results suggested that threat-response and delayed-apex techniques should be added to the training curriculum. PMID:23112436

In-wheel hub SRM simulation and analysis

NASA Astrophysics Data System (ADS)

Sager, Milton W., III

Is it feasible to replace the conventional gasoline engine and subsequent drive system in a motorcycle with an electric switched reluctance motor (SRM) by placing the SRM inside the rear wheel, thereby removing the need for things such as a clutch, chain, transmission, gears and sprockets? The goal of this thesis is to study the theoretical aspect of prototyping and analyzing an in-wheel electric hub motor to replace the standard gasoline engine traditionally found on motorcycles. With the recent push for clean energy, electric vehicles are becoming more common. All currently produced electric motorcycles use conventional, prefabricated electric motors connected to the traditional sprocket and chain design. This greatly restricts the efficiency and range of these motorcycles. My design stands apart by turning the rear wheel into a SRM which uses electromagnets around a non-magnetic core to convert electrical energy into mechanical force driving the rear wheel. To my knowledge, there is currently no motorcycle designed with an in-wheel hub SRM. A three-phase SRM and a five-phase SRM will be simulated and analyzed using MATLAB with Simulink. Factors such as friction, weight, power, etc. will be taken into account in order to create a realistic simulation as if it were inside the rear wheel of a motorcycle. Since time and finances will not allow for a full scale build, a scaled model three-phase SRM will be attempted for demonstration purposes.

Bicycle and motorcycle wheel spoke injury in children.

PubMed

Mak, C Y; Chang, J H T; Lui, T H; Ngai, W K

2015-04-01

To review bicycle and motorcycle wheel spoke injuries around the foot and ankle in 24 children. Medical records of 12 boys and 12 girls aged 2 to 11 (mean, 5.3) years who presented with an isolated posterior heel injury caused by wheel spokes of a motorcycle (n=9) or bicycle (n=15) were reviewed. All 9 motorcycle injury patients and 8 of 15 bicycle injury patients had lacerations. The remaining 7 bicycle injury patients had abrasions and developed skin necrosis and ulcerations, with 5 requiring debridement. The most common site of laceration was the posterolateral heel; 7 of these patients had deep soft tissue injury, and in 5 the Achilles tendon was partially cut or completely severed. The mean number of operations was 2.2 in the motorcycle group and 1.3 in the bicycle group. Seven patients with severe skin loss required skin grafting or flap surgery for wound coverage. The mean time from injury to definitive treatment was 8.2 days. The mean length of hospital stay was 18.4 days in the motorcycle group and 8.1 days in the bicycle group. Delayed definitive treatment was associated with more operations (r=0.499, p=0.013) and longer hospital stay (r=0.567, p=0.004). Wheel spoke injuries may result in severe soft tissue damage and bony trauma. Poor prognostic factors included high-energy injury, contamination and infection, and delayed treatment.

The Ability of an Aftermarket Helmet Add-On Device to Reduce Impact-Force Accelerations During Drop Tests.

PubMed

Breedlove, Katherine M; Breedlove, Evan; Nauman, Eric; Bowman, Thomas G; Lininger, Monica R

2017-09-01

  The Guardian Cap provides a soft covering intended to mitigate energy transfer to the head during football contact. Yet how well it attenuates impacts remains unknown.   To evaluate the changes in the Gadd Severity Index (GSI) and linear acceleration during drop tests on helmeted headforms with or without Guardian Caps.   Crossover study.   Laboratory.   Nine new football helmets sent directly from the manufacturer.   We dropped the helmets at 3 velocities on 6 helmet locations (front, side, right front boss, top, rear right boss, and rear) as prescribed by the National Operating Committee on Standards for Athletic Equipment. Helmets were tested with facemasks in place but no Guardian Cap and then retested with the facemasks in place and the Guardian Cap affixed.   The GSI scores and linear accelerations measured in g forces.   For the GSI, we found a significant interaction among drop location, Guardian Cap presence, and helmet brand at the high velocity (F 10,50 = 3.01, P = .005) but not at the low (F 3.23,16.15 = 0.84, P = .50) or medium (F 10,50 = 1.29, P = .26) velocities. Similarly for linear accelerations, we found a significant interaction among drop location, Guardian Cap presence, and helmet brand at the high velocity (F 10,50 = 3.01, P = .002, ω 2 = 0.05) but not at the low (F 10,50 = 0.49, P = .89, ω 2 < 0.01, 1-β = 0.16) or medium (F 5.20,26.01 = 2.43, P = .06, ω 2 < 0.01, 1-β = 0.68) velocities.   The Guardian Cap failed to significantly improve the helmets' ability to mitigate impact forces at most locations. Limited evidence indicates how a reduction in GSI would provide clinically relevant benefits beyond reducing the risk of skull fracture or a similar catastrophic event.

Combined tool approach is 100% successful for emergency football face mask removal.

PubMed

Copeland, Aaron J; Decoster, Laura C; Swartz, Erik E; Gattie, Eric R; Gale, Stephanie D

2007-11-01

To compare effectiveness of two techniques for removing football face masks: cutting loop straps [cutting tool: FMXtractor (FMX)] or removing screws with a cordless screwdriver and using the FMXtractor as needed for failed removals [combined tool (CT)]. Null hypotheses: no differences in face mask removal success, removal time or difficulty between techniques or helmet characteristics. Retrospective, cross-sectional. NOCSAE-certified helmet reconditioning plants. 600 used high school helmets. Face mask removal attempted with two techniques. Success, removal time, rating of perceived exertion (RPE). Both techniques were effective [CT 100% (300/300); FMX 99.4% (298/300)]. Use of the backup FMXtractor in CT trials was required in 19% of trials. There was significantly (P<0.001) less call for the backup tool in helmets with silver screws (6%) than in helmets with other screws (31%). Mean removal time was 44.51+/-18.79s (CT: 37.84+/-15.37s, FMX: 51.21+/-19.54s; P<0.001). RPE was different between techniques (CT: 1.83+/-1.20, FMX: 3.11+/-1.27; P<0.001). Removal from helmets with silver screws was faster (Silver=33.38+/-11.03, Others=42.18+/-17.64; P<0.001) and easier (Silver=1.42+/-0.89, Other=2.23+/-1.33; P<0.001). CT was faster and easier than FMX. Most CT trials were completed with the screwdriver alone; helmets with silver screws had 94% screwdriver success. Clinically, these findings are important because this and other research shows that compared to removal with cutting tools, screwdriver removal decreases time, difficulty and helmet movement (reducing potential for iatrogenic injury). The combined-tool approach captures benefits of the screwdriver while offering a contingency for screw removal failure. Teams should use degradation-resistant screws. Sports medicine professionals must be prepared with appropriate tools and techniques to efficiently remove the face mask from an injured football player's helmet.

Carbon dioxide rebreathing during non-invasive ventilation delivered by helmet: a bench study.

PubMed

Mojoli, Francesco; Iotti, Giorgio A; Gerletti, Maddalena; Lucarini, Carlo; Braschi, Antonio

2008-08-01

To define how to monitor and limit CO(2) rebreathing during helmet ventilation. Physical model study. Laboratory in a university teaching hospital. We applied pressure-control ventilation to a helmet mounted on a physical model. In series 1 we increased CO(2) production (V'CO(2)) from 100 to 550 ml/min and compared mean inhaled CO(2) (iCO(2),mean) with end-inspiratory CO(2) at airway opening (eiCO(2)), end-tidal CO(2) at Y-piece (yCO(2)) and mean CO(2) inside the helmet (hCO(2)). In series 2 we observed, at constant V'CO(2), effects on CO(2) rebreathing of inspiratory pressure, respiratory mechanics, the inflation of cushions inside the helmet and the addition of a flow-by. In series 1, iCO(2),mean linearly related to V'CO(2). The best estimate of CO(2) rebreathing was provided by hCO(2): differences between iCO(2),mean and hCO(2), yCO(2) and eiCO(2) were 0.0+/-0.1, 0.4+/-0.2 and -1.3+/-0.5%. In series 2, hCO(2) inversely related to the total ventilation (MVtotal) delivered to the helmet-patient unit. The increase in inspiratory pressure significantly increased MVtotal and lowered hCO(2). The low lung compliance halved the patient:helmet ventilation ratio but led to minor changes in MVtotal and hCO(2). Cushion inflation, although it decreased the helmet's internal volume by 33%, did not affect rebreathing. A 8-l/min flow-by effectively decreased hCO(2). During helmet ventilation, rebreathing can be assessed by measuring hCO(2) or yCO(2), but not eiCO(2). It is directly related to V'CO(2), inversely related to MVtotal and can be lowered by increasing inspiratory pressure or adding a flow-by.

Helmet legislation and admissions to hospital for cycling related head injuries in Canadian provinces and territories: interrupted time series analysis

PubMed Central

Ramsay, Tim; Turgeon, Alexis F; Zarychanski, Ryan

2013-01-01

Objective To investigate the association between helmet legislation and admissions to hospital for cycling related head injuries among young people and adults in Canada. Design Interrupted time series analysis using data from the National Trauma Registry Minimum Data Set. Setting Canadian provinces and territories; between 1994 and 2003, six of 10 provinces implemented helmet legislation. Participants All admissions (n=66 716) to acute care hospitals in Canada owing to cycling related injury between 1994 and 2008. Main outcome measure Rate of admissions to hospital for cycling related head injuries before and after the implementation of provincial helmet legislation. Results Between 1994 and 2008, 66 716 hospital admissions were for cycling related injuries in Canada. Between 1994 and 2003, the rate of head injuries among young people decreased by 54.0% (95% confidence interval 48.2% to 59.8%) in provinces with helmet legislation compared with 33.1% (23.3% to 42.9%) in provinces and territories without legislation. Among adults, the rate of head injuries decreased by 26.0% (16.0% to 36.3%) in provinces with legislation but remained constant in provinces and territories without legislation. After taking baseline trends into consideration, however, we were unable to detect an independent effect of legislation on the rate of hospital admissions for cycling related head injuries. Conclusions Reductions in the rates of admissions to hospital for cycling related head injuries were greater in provinces with helmet legislation, but injury rates were already decreasing before the implementation of legislation and the rate of decline was not appreciably altered on introduction of legislation. While helmets reduce the risk of head injuries and we encourage their use, in the Canadian context of existing safety campaigns, improvements to the cycling infrastructure, and the passive uptake of helmets, the incremental contribution of provincial helmet legislation to reduce hospital admissions for head injuries seems to have been minimal. PMID:23674137

Advanced helmet vision system (AHVS) integrated night vision helmet mounted display (HMD)

NASA Astrophysics Data System (ADS)

Ashcraft, Todd W.; Atac, Robert

2012-06-01

Gentex Corporation, under contract to Naval Air Systems Command (AIR 4.0T), designed the Advanced Helmet Vision System to provide aircrew with 24-hour, visor-projected binocular night vision and HMD capability. AHVS integrates numerous key technologies, including high brightness Light Emitting Diode (LED)-based digital light engines, advanced lightweight optical materials and manufacturing processes, and innovations in graphics processing software. This paper reviews the current status of miniaturization and integration with the latest two-part Gentex modular helmet, highlights the lessons learned from previous AHVS phases, and discusses plans for qualification and flight testing.

Marshall properties of asphalt concrete using crumb rubber modified of motorcycle tire waste

NASA Astrophysics Data System (ADS)

Siswanto, Henri; Supriyanto, Bambang; Pranoto, Chandra, Pria Rizky; Hakim, Arief Rahman

2017-09-01

The aim of this study is to explain the effect of Crumb Rubber Modified (CRM) of motorcycle tire waste on Marshall properties of asphalt mix. Two types of aggregate gradation, asphalt concrete wearing course (ACWC) and asphalt concrete base (ACB), and CRM passing #50 sieve size were used. Seven levels of CRM content were investigated in this study, namely 0%, 0.5%, 1%, 1.5%, 3%, 4.5%, and 6% by weight of aggregate. Marshall test is conducted on Marshall specimens. The specimens are tested in their optimum binder content (OBC). The results indicate that CRM addition of motorcycle tire waste increases the Marshall stability of the both mix, ACWC and ACB. In addition, 1% CRM addition of motorcycle tire waste of the total mix weight is the best mix.

Mechanisms, injuries and helmet use in cyclists presenting to an inner city emergency department.

PubMed

Dinh, Michael M; Kastelein, Christopher; Hopkins, Roy; Royle, Timothy J; Bein, Kendall J; Chalkley, Dane R; Ivers, Rebecca

2015-08-01

The objectives of the present study were to describe the injury profiles of cyclists presenting to an ED and determine the risk of significant head injury associated with bicycle helmet use. This was a retrospective single trauma centre study of all adult cyclists presenting to an inner city ED and undergoing a trauma team review between January 2012 and June 2014. The outcome of interest was significant head injury defined as any head injury with an Abbreviated Injury Scale score of two or more. Variables analysed included demographic characteristics, helmet use at time of incident, location, time and the presence of intoxication. The most common body regions were upper limb injuries (57%), followed by head injuries (43%), facial injuries (30%) and lower limb injuries (24%). A lower proportion of people wearing helmets had significant head injury (17% vs 31%, P = 0.018) or facial injury (26% vs 48%, P = 0.0017) compared with non-helmet users. After adjustment for important covariates, helmet use was associated with a 70% decrease in the odds of significant head injury (odds ratio 0.34, 95% confidence interval 0.15, 0.76, P = 0.008). Head injuries were common after inner city cycling incidents. The use of helmets was associated with a reduction in significant head injury. © 2015 Australasian College for Emergency Medicine and Australasian Society for Emergency Medicine.

Neck Muscle Fatigue Resulting from Prolonged Wear of Weighted Helmets

DTIC Science & Technology

2008-06-01

23 LIST OF TABLES Table 1. Subject Anthropometry ...prior to any testing (Protocol F-WR-2005-0023-H). Table 1. Subject Anthropometry Males Females Group Range Mean SD Range Mean SD...Three sizes (M, L, XL ) of the HGU-55/P flight helmet were modified to simulate either a currently operational or “in-development” helmet mounted

Motorcycle safety programmes in Malaysia: how effective are they?

PubMed

Radin Umar, R S

2006-06-01

This paper presents the approach taken by the Malaysian Government to contain motorcycle casualties in Malaysia. It involves the exposure control, crash prevention, behaviour modification and injury control related to humans, vehicles and the environment based on pre-crash, crash and post-crash scenarios of motorcycle accidents. These initiatives emanated mainly from the research and development carried out by the Road Safety Research Centre at Universiti Putra Malaysia. Recent outcomes from these initiatives are presented and their impact is highlighted.

The effects of prompting and reinforcement on safe behavior of bicycle and motorcycle riders.

PubMed

Okinaka, Takeru; Shimazaki, Tsuneo

2011-01-01

A reversal design was used to evaluate the effects of vocal and written prompts as well as reinforcement on safe behavior (dismounting and walking bicycles or motorcycles on a sidewalk) on a university campus. Results indicated that an intervention that consisted of vocal and written prompts and reinforcement delivered by security guards was effective at increasing safe behavior exhibited by bicycle and motorcycle riders. No differences were observed between vehicle type or gender with regard to engagement in safe behavior.

Novel Method of Weighting Cumulative Helmet Impacts Improves Correlation with Brain White Matter Changes After One Football Season of Sub-concussive Head Blows.

PubMed

Merchant-Borna, Kian; Asselin, Patrick; Narayan, Darren; Abar, Beau; Jones, Courtney M C; Bazarian, Jeffrey J

2016-12-01

One football season of sub-concussive head blows has been shown to be associated with subclinical white matter (WM) changes on diffusion tensor imaging (DTI). Prior research analyses of helmet-based impact metrics using mean and peak linear and rotational acceleration showed relatively weak correlations to these WM changes; however, these analyses failed to account for the emerging concept that neuronal vulnerability to successive hits is inversely related to the time between hits (TBH). To develop a novel method for quantifying the cumulative effects of sub-concussive head blows during a single season of collegiate football by weighting helmet-based impact measures for time between helmet impacts. We further aim to compare correlations to changes in DTI after one season of collegiate football using weighted cumulative helmet-based impact measures to correlations using non-weighted cumulative helmet-based impact measures and non-cumulative measures. We performed a secondary analysis of DTI and helmet impact data collected on ten Division III collegiate football players during the 2011 season. All subjects underwent diffusion MR imaging before the start of the football season and within 1 week of the end of the football season. Helmet impacts were recorded at each practice and game using helmet-mounted accelerometers, which computed five helmet-based impact measures for each hit: linear acceleration (LA), rotational acceleration (RA), Gadd Severity Index (GSI), Head Injury Criterion (HIC 15 ), and Head Impact Technology severity profile (HITsp). All helmet-based impact measures were analyzed using five methods of summary: peak and mean (non-cumulative measures), season sum-totals (cumulative unweighted measures), and season sum-totals weighted for time between hits (TBH), the interval of time from hit to post-season DTI assessment (TUA), and both TBH and TUA combined. Summarized helmet-based impact measures were correlated to statistically significant changes in fractional anisotropy (FA) using bivariate and multivariable correlation analyses. The resulting R 2 values were averaged in each of the five summary method groups and compared using one-way ANOVA followed by Tukey post hoc tests for multiple comparisons. Total head hits for the season ranged from 431 to 1850. None of the athletes suffered a clinically evident concussion during the study period. The mean R 2 value for the correlations using cumulative helmet-based impact measures weighted for both TUA and TBH combined (0.51 ± 0.03) was significantly greater than the mean R 2 value for correlations using non-cumulative HIMs (vs. 0.19 ± 0.04, p < 0.0001), unweighted cumulative helmet-based impact measures (vs. 0.27 + 0.03, p < 0.0001), and cumulative helmet-based impact measures weighted for TBH alone (vs. 0.34 ± 0.02, p < 0.001). R 2 values for weighted cumulative helmet-based impact measures ranged from 0.32 to 0.77, with 60% of correlations being statistically significant. Cumulative GSI weighted for TBH and TUA explained 77% of the variance in the percent of white matter voxels with statistically significant (PWMVSS) increase in FA from pre-season to post-season, while both cumulative GSI and cumulative HIC 15 weighted for TUA accounted for 75% of the variance in PWMVSS decrease in FA. A novel method for weighting cumulative helmet-based impact measures summed over the course of a football season resulted in a marked improvement in the correlation to brain WM changes observed after a single football season of sub-concussive head blows. Our results lend support to the emerging concept that sub-concussive head blows can result in sub-clinical brain injury, and this may be influenced by the time between hits. If confirmed in an independent data set, our novel method for quantifying the cumulative effects of sub-concussive head blows could be used to develop threshold-based countermeasures to prevent the accumulation of WM changes with multiple seasons of play.

Facial asymmetry correction with moulded helmet therapy in infants with deformational skull base plagiocephaly.

PubMed

Kreutz, Matthias; Fitze, Brigitte; Blecher, Christoph; Marcello, Augello; Simon, Ruben; Cremer, Rebecca; Zeilhofer, Hans-Florian; Kunz, Christoph; Mayr, Johannes

2018-01-01

The recommendation issued by the American Academy of Pediatrics in the early 1990s to position infants on their back during sleep to prevent sudden infant death syndrome (SIDS) has dramatically reduced the number of deaths due to SIDS but has also markedly increased the prevalence of positional skull deformation in infants. Deformation of the base of the skull occurs predominantly in very severe deformational plagiocephaly and is accompanied by facial asymmetry, as well as an altered ear position, called ear shift. Moulded helmet therapy has become an accepted treatment strategy for infants with deformational plagiocephaly. The aim of this study was to determine whether facial asymmetry could be corrected by moulded helmet therapy. In this retrospective, single-centre study, we analysed facial asymmetry of 71 infants with severe deformational plagiocephaly with or without deformational brachycephaly who were undergoing moulded helmet therapy between 2009 and 2013. Computer-assisted, three-dimensional, soft-tissue photographic scanning was used to record the head shape before and after moulded helmet therapy. The distance between two landmarks in the midline of the face (i.e., root of the nose and nasal septum) and the right and left tragus were measured on computer-generated indirect and objective 3D photogrammetry images. A quotient was calculated between the two right- and left-sided distances to the midline. Quotients were compared before and after moulded helmet therapy. Infants without any therapy served as a control group. The median age of the infants before onset of moulded helmet therapy was 5 months (range 3-16 months). The median duration of moulded helmet therapy was 5 months (range 1-16 months). Comparison of the pre- and post-treatment quotients of the left vs. right distances measured between the tragus and root of the nose (n = 71) and nasal septum (n = 71) revealed a significant reduction of the asymmetry (Tragus-Nasion-Line Quotient: 0.045-0.022; p < 0.0001; Tragus-Subnasale-Line Quotient: 0.045-0.021; p < 0.0001). The control group without treatment showed no significant change in the quotient (Tragus-Nasion-Line Quotient no helmet: 0.049-0.055/Tragus-Subnasale-Line Quotient no helmet: 0.039-0.055). Moulded helmet therapy can correct facial symmetry in infants with deformational plagiocephaly and associated facial and basal skull asymmetry. Copyright © 2017 European Association for Cranio-Maxillo-Facial Surgery. Published by Elsevier Ltd. All rights reserved.

Descriptive Characteristics of Concussions in National Football League Games, 2010-2011 to 2013-2014.

PubMed

Clark, Michael D; Asken, Breton M; Marshall, Stephen W; Guskiewicz, Kevin M

2017-03-01

Despite a high reported incidence rate of concussion, little is known about the on-field characteristics of injurious head impacts in National Football League (NFL) games. To characterize on-field features (location, player position, and time during game) and biomechanical features (anticipation status, closing distance, impact location and type) associated with concussions in NFL games over a 4-season period (2010-2011 to 2013-2014). Descriptive epidemiology study. We analyzed video of a subset of reported, in-game concussions for the 2010-2011 to 2013-2014 seasons. These videos represented a sample of injuries that were diagnosed and reported on the same day and that could be clearly associated with an in-game collision as captured on video. We determined anticipation status, closing distance, impact location on the injured player's helmet, and impact type (helmet-to-helmet, helmet-to-body, or helmet-to-ground). Associations between these variables were analyzed by use of descriptive statistics and tests of association. A total of 871 diagnosed concussions were reported as occurring during NFL preseason, regular season, and postseason games for the 2010-2011, 2011-2012, 2012-2013, and 2013-2014 seasons. A total of 1324 games were played during this period, giving a concussion incidence rate of 0.658 per game (95% CI, 0.61-0.70). From the video-reviewed subset (n = 429; 49.3%), the majority of injurious impacts occurred with good anticipation (57.3%) and <10 yards of closing distance (59.0%). An association was found between anticipation status and play type ([Formula: see text] = 27.398, P < .001), largely because injuries occurring on pass plays were more likely to be poorly anticipated than injuries during run plays (43.0% vs 21.4%; [Formula: see text] = 14.78, P < .001). Kick returns had the greatest proportion of well-anticipated impacts (78%) and the greatest proportion of impacts with ≥10 yards of closing distance (80%). The type of impact was approximately equally divided between helmet-to-helmet, helmet-to-body, and helmet-to-ground types. The impact location was broadly distributed over the helmet of the injured player. In-game concussions in the NFL occurred through a diverse variety of mechanisms, surprisingly tended to be well-anticipated, and, also surprisingly, occurred with <10 yards of closing distance. The impacts causing concussion were broadly distributed over the helmet. More concussions occurred during the second half of game play, but we do not have evidence to explain this finding.

Prehospital emergency removal of football helmets using two techniques.

PubMed

Swartz, Erik E; Hernandez, Adam E; Decoster, Laura C; Mihalik, Jason P; Burns, Matthew F; Reynolds, Cathryn

2011-01-01

To compare the Eject Helmet Removal (EHR) System with manual football helmet removal. This quasiexperimental counterbalanced study was conducted in a controlled laboratory setting. Thirty certified athletic trainers (17 men and 13 women; mean ± standard deviation age: 33.03 ± 10.02 years; height: 174.53 ± 12.04 cm; mass: 85.19 ± 19.84 kg) participated after providing informed consent. Participants removed a Riddell Revolution IQ football helmet from a healthy model two times each under two conditions: manual helmet removal (MHR) and removal with the EHR system. A six-camera, three-dimensional motion capture system was used to record range of motion (ROM) of the head. A digital stopwatch was used to time trials and to record a split time associated with EHR system bladder insertion. A modified Borg CR10 scale was used to measure the rating of perceived exertion (RPE). Mean values were created for each variable. Three pairwise t-tests with Bonferroni-corrected alpha levels tested for differences between time for removal, split time, and RPE. A 2 x 3 (condition x plane) totally within-subjects repeated-measures design analysis of variance (ANOVA) tested for differences in head ROM between the sagittal, frontal, and transverse planes. Analyses were performed using SPSS (version 18.0) (alpha = 0.05). There was no statistically significant difference in perceived difficulty between EHR (RPE = 2.73) and MHR (RPE = 2.55) (t(29) = 0.76; p = 0.45; d = 0.20). Manual helmet removal was, on average, 28.95 seconds faster than EHR (t(29) = 11.44; p < 0.001). Head ROM was greater during EHR compared with MHR in the sagittal (t(29) = 4.57; p < 0.001), frontal (t(29) = 5.90; p < 0.001), and transverse (t(29) = 8.34; p < 0.001) planes. Head ROM was also greater during the helmet-removal portion of EHR in the frontal (t(29) = 4.44; p < 0.001) and transverse (t(29) = 5.99; p < 0.001) planes, compared with MHR. Regardless of technique, sagittal-plane head ROM was greater than frontal- and transverse-plane movements (F(2,58) = 241.47; p < 0.001). Removing a helmet manually is faster and creates slightly less motion than removing a helmet using the Eject system. Both techniques were equally easy to use. Future research should analyze the performance of the Eject system in other styles of football helmets and in helmets used in other sports such as lacrosse, motorsports, and ice hockey.

Clinical review: Helmet and non-invasive mechanical ventilation in critically ill patients.

PubMed

Esquinas Rodriguez, Antonio M; Papadakos, Peter J; Carron, Michele; Cosentini, Roberto; Chiumello, Davide

2013-04-25

Non-invasive mechanical ventilation (NIV) has proved to be an excellent technique in selected critically ill patients with different forms of acute respiratory failure. However, NIV can fail on account of the severity of the disease and technical problems, particularly at the interface. The helmet could be an alternative interface compared to face mask to improve NIV success. We performed a clinical review to investigate the main physiological and clinical studies assessing the efficacy and related issues of NIV delivered with a helmet. A computerized search strategy of MEDLINE/PubMed (January 2000 to May 2012) and EMBASE (January 2000 to May 2012) was conducted limiting the search to retrospective, prospective, nonrandomized and randomized trials. We analyzed 152 studies from which 33 were selected, 12 physiological and 21 clinical (879 patients). The physiological studies showed that NIV with helmet could predispose to CO₂ rebreathing and increase the patients' ventilator asynchrony. The main indications for NIV were acute cardiogenic pulmonary edema, hypoxemic acute respiratory failure (community-acquired pneumonia, postoperative and immunocompromised patients) and hypercapnic acute respiratory failure. In 9 of the 21 studies the helmet was compared to a face mask during either continous positive airway pressure or pressure support ventilation. In eight studies oxygenation was similar in the two groups, while the intubation rate was similar in four and lower in three studies for the helmet group compared to face mask group. The outcome was similar in six studies. The tolerance was better with the helmet in six of the studies. Although these data are limited, NIV delivered by helmet could be a safe alternative to the face mask in patients with acute respiratory failure.

Applying the health action process approach to bicycle helmet use and evaluating a social marketing campaign.

PubMed

Karl, Florian M; Smith, Jennifer; Piedt, Shannon; Turcotte, Kate; Pike, Ian

2017-08-05

Bicycle injuries are of concern in Canada. Since helmet use was mandated in 1996 in the province of British Columbia, Canada, use has increased and head injuries have decreased. Despite the law, many cyclists do not wear a helmet. Health action process approach (HAPA) model explains intention and behaviour with self-efficacy, risk perception, outcome expectancies and planning constructs. The present study examines the impact of a social marketing campaign on HAPA constructs in the context of bicycle helmet use. A questionnaire was administered to identify factors determining helmet use. Intention to obey the law, and perceived risk of being caught if not obeying the law were included as additional constructs. Path analysis was used to extract the strongest influences on intention and behaviour. The social marketing campaign was evaluated through t-test comparisons after propensity score matching and generalised linear modelling (GLM) were applied to adjust for the same covariates. 400 cyclists aged 25-54 years completed the questionnaire. Self-efficacy and Intention were most predictive of intention to wear a helmet, which, moderated by planning, strongly predicted behaviour. Perceived risk and outcome expectancies had no significant impact on intention. GLM showed that exposure to the campaign was significantly associated with higher values in self-efficacy, intention and bicycle helmet use. Self-efficacy and planning are important points of action for promoting helmet use. Social marketing campaigns that remind people of appropriate preventive action have an impact on behaviour. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2017. All rights reserved. No commercial use is permitted unless otherwise expressly granted.