Traffic Safety Facts Laws March 2005

Motorcycle Use Laws Background ■ Per mile traveled in 2003, a torcycle does not restrict motorcyclist is approximately a rider’s ability to hear auditory helmets provide the 32 times more likely to die in a signals or see a vehicle in an ad- best protection from head injury crash than someone riding in jacent lane. for motorcyclists involved in traffic an automobile. crashes. The passage of helmet use ■ All motorcycle helmets sold in laws governing all motorcycle rid- ■ Head injury is a leading cause of the United States are required ers is the most effective method of death in motorcycle crashes. to meet Federal Motor Vehicle increasing helmet use. The National ■ NHTSA estimates that motorcy- Safety Standard 218, which es- Highway Traffic Safety Administra- cle helmets reduce the likelihood tablished the minimum level of tion (NHTSA) encourages States of a crash fatality by 37 percent. protection helmets must afford to enact legislation that requires all each user. motorcycle riders to wear helmets. ■ A Crash Outcome Data Evalu- ■ Additionally, NHTSA strongly sup- ation System (CODES) study Helmet use laws governing all ports comprehensive motorcycle found that motorcycle helmets motorcycle riders (universal hel- safety programs that include motor- are 67 percent effective in pre- met laws) significantly increase cycle helmet usage, rider education, venting brain injuries and that un- helmet use and are easily en- motorcycle operator licensing, and helmeted motorcyclists involved forced because of the riders’ responsible use of alcohol. in crashes were three times more high visibility. likely to suffer brain injuries than ■ Repeal of State universal helmet Key Facts those wearing helmets. use laws has resulted in fewer ■ In 2003, 3,661 motorcyclists died ■ From 1984 through 2003, NHT- riders wearing helmets. Accord- and approximately 67,000 were SA estimates that helmets saved ing to the National Occupant injured in highway crashes in the the lives of 14,922 motorcyclists. Protection Survey, from 2000 United States. If all motorcycle operators and to 2002, helmet use dropped passengers had worn helmets from 71 percent to 58 percent during that period, NHTSA esti- nationally. mates that 10,148 additional lives ■ Data on crashes in States where Inside This Issue would have been saved. only minors are required to wear ■ A study conducted at the Univer- helmets show that fewer than ■ Background sity of Southern California, which 40 percent of the fatally-injured ■ Key Facts analyzed 3,600 traffic crash minors wear helmets even reports covering motorcycle though the law requires them ■ Legislative Status crashes, concluded that wearing to do so. Helmet laws that ■ Cost Savings helmets was the single most govern only minors are extremely important factor in surviving difficult to enforce. ■ Information Sources motorcycle crashes. ■ According to NHTSA’s 2000 ■ State Motorcycle Helmet ■ A 1994 study by the National Motor Vehicle Occupant Safety Use Requirements Public Services Research Insti- Survey, public support for tute concluded that wearing mo- motorcycle helmet use laws in the United States is strong, weakened universal helmet laws ■ A number of studies have com- with four out of five (81 percent) to limit coverage to those under pared hospital costs for helmeted people aged 16 and older, a specific age. These six States and unhelmeted motorcyclists supporting such laws. This were the first States since 1983 involved in traffic crashes. These support has changed little from to repeal or weaken a universal studies have revealed that unhel- earlier occupant protection helmet law. In August 2004, meted riders involved in crashes surveys, in 1998 (80 percent) and Louisiana re-enacted a universal are less likely to have insurance in 1994 (82 percent). Support helmet use law. and more likely to have higher was more prevalent among ■ Helmet use decreased following hospital costs than helmeted rid- women (88 percent) than men the changes in helmet laws ers involved in similar crashes. (72 percent), and among non- in Arkansas and Texas. In the ■ The CODES study, mentioned motorcyclists (83 percent) than first full year following repeal of those who rode (51 earlier, also found that brain injury the law, fatalities in Arkansas cases were more than twice as percent), with this gap seeming increased by 21 percent, to have widened in the past two costly as non-brain injury cases compared with the fatality rate for the one-year period studied. years. Support also was higher in in the last full year under the States requiring all riders to wear Among the un-helmeted mo- universal use law. In Texas, torcycle in-patients, charges for helmets (84 percent), compared operator fatalities increased by with States having lesser those suffering brain injuries were 31 percent compared with the 2.25 times higher than for those requirements (75 percent) or no previous year when the universal requirement (79 percent). without brain injuries. Long-term helmet law was in place. costs were not included. ■ Reported helmet use rates for ■ The 1998 universal helmet law ■ fatally injured motorcyclists repeal in Kentucky and the 1999 NHTSA estimates that motorcycle in 2003 were 53 percent for repeal in Louisiana produced helmet use saved $1.3 billion in operators and 50 percent for similar effects to Arkansas 2002 alone. An additional $853 passengers. and Texas. Observed helmet million would have been saved if use dropped from nearly full all motorcyclists involved in fatal Legislative Status compliance under the universal crashes had worn helmets. ■ Twenty States, the District of Co- law to about 50 percent without ■ NHTSA estimates that motor- lumbia, and Puerto Rico require the law. Motorcyclist fatalities cycle helmet use saved $19.5 helmet use for all motorcycle increased by over 50 percent billion in economic costs from operators and passengers. In in Kentucky and over 100 1984 through 2002. An addi- another 27 States, only those un- percent in Louisiana. Injuries also tional $14.8 billion would have der a certain age, usually 18, are increased substantially in both been saved if all motorcyclists required to wear helmets. Three States (Louisiana 48 percent had worn helmets during the States do not have laws requiring and Kentucky 34 percent). The same period. helmet use. rates of fatalities and injuries per registered motorcycle increased Information Sources ■ After the first year of the enact- in both States following the ment of universal helmet use helmet law repeals. Evaluation of Motorcycle Helmet Law laws the following reduction in Repeal in Arkansas and Texas. motorcycle fatalities occurred Cost Savings U.S. Department of Transportation, in these States: Oregon (33 ■ Analysis of linked data from the June 2000 (DOT HS 809 112). This percent), Nebraska (32 percent), Crash Outcome Data Evaluation report examined what happened Texas (23 percent), Washington System (CODES) in three States in Arkansas and Texas when these State (15 percent), California with universal helmet laws States weakened motorcycle helmet (37 percent) and Maryland showed that without the helmet use laws to cover only a segment (20 percent). law, the total extra inpatient of the riding population. The study ■ Since 1997, six States (Arkansas, charges due to brain injury reports declines in observed helmet Texas, Kentucky, Louisiana, would have almost doubled from use in both States, increases Florida, and Pennsylvania) have $2,325,000 to $4,095,000. in injuries and fatalities resulting from motorcycle crashes, and in- (1) visually detect the presence of gency medical services, hospital creases in costs to treat traumatic vehicles in adjacent lanes before emergency departments, hospital brain injury cases resulting from changing lanes; and (2) detect traffic discharge files, claims, and other motorcycle crashes. sounds when operating at normal sources were linked so that those highway speeds. Results indicated people injured in motor vehicle Without Motorcycle Helmet Laws that wearing a helmet does not crashes could be followed through We All Pay the Price. restrict the likelihood of seeing a the health care system. Information U.S. Department of Transportation, vehicle in an adjacent lane or the for both the injured and uninjured August 1998 (DOT HS 808 600). ability to hear auditory signals. was then used to determine the Consolidates motorcycle helmet benefits of protective devices in effectiveness information by docu- The Crash Outcome Data Evaluation motor vehicle crashes. menting the life and cost-saving System (CODES): Technical Report. benefits of motorcycle helmets and U.S. Department of Transporta- Report to Congressional Requesters the effectiveness of motorcycle hel- tion, NHTSA, January 1996 (DOT Highway Safety: Motorcycle Helmet met laws. The multimedia package HS 808 338). This document pres- Laws Save Lives and Reduce Costs discusses NHTSA’s comprehensive ents State-specific results from the to Society. approach to and CODES project. These results show makes three points: (1) motorcycle U.S. General Accounting Office, that safety belts and motorcycle helmets save lives and reduce head July 1991 (GAO/RCED-91-170). helmets are effective in reducing fa- injuries to motorcyclists in crashes; This report evaluates studies on talities and injuries. This report also (2) helmet laws for all riders increase motorcycle helmet laws. The report indicates that safety belt and motor- helmet usage; and (3) helmet laws summarizes each study’s findings cycle helmet use saves millions of reduce the societal costs resulting on: (1) the effectiveness of helmets dollars in direct medical costs. from injuries and fatalities in motor- in preventing deaths and serious cycle crashes. injuries; (2) the effect of helmet laws Report to Congress on The Benefits of on helmet use and fatality rates; The Effects of Motorcycle Helmets Safety Belts and Motorcycle Helmets. and (3) the cost that society incurs Upon Seeing and Hearing. U.S. Department of Transporta- when un-helmeted motorcyclists U.S. Department of Transportation, tion, NHTSA, February 1996 (DOT are involved in crashes. All studies NHTSA, February 1994 (DOT HS HS 808 347). This study employed comparing helmeted riders to un- 808 399). This study examined methods whereby Statewide data helmeted riders found that helmeted the effect of wearing a helmet on from police crash reports, emer- riders had a lower fatality rate. the ability of motorcycle riders to: State Motorcycle Helmet Use Requirements

27 States Require Use For A Specific 20 States, D.C. and P.R. Required Use For All Riders Segment of Riders (Usually Under 18)

Alabama North Carolina Alaska New Hampshire California Oregon Arizona New Mexico District of Columbia Puerto Rico Arkansas North Dakota Georgia Tennessee Connecticut Ohio (5) Louisiana Vermont Delaware (1) Oklahoma Maryland Virginia Florida (2) Pennsylvania (8) Massachusetts Washington Hawaii Rhode Island (6) Michigan West Virginia Idaho South Carolina Mississippi Indiana South Dakota Missouri Not Required In 3 States Kansas Texas (7) Nebraska Colorado Kentucky (3) Utah Nevada Illinois Maine (4) Wisconsin New Jersey Iowa Minnesota Wyoming New York Montana

1. Required for riders under age 19 and and/or riders who do not provide 7. Required for riders age 20 and under helmets must be in the possession proof of health insurance to county and those who have not completed of other riders, even though use is clerk. (insurance provision repealed a rider training course or who do not required effective July 15, 2000). not have $10,000 medical insurance coverage. 2. Required for riders under age 21 and 4. Required for riders under age 15 for those without $10,000 of medical years of age, novices, and holders of 8. Required for riders under 21 and insurance that will cover injuries learners permits. age 21 or older who have had a resulting from a motorcycle crash. motorcycle operator’s license for 5. Required for riders under age 18 and 3. Required for riders under age 21, less than two years or who have not first year operators. riders operating a motorcycle with completed an approved motorcycle an instruction permit, riders with 6. Required for riders under 21 and first safety course. less than one year’s experience, year operators.

These reports and additional information are available from your State Highway Safety Office, the NHTSA Regional Office serving your State, or from NHTSA Headquarters, Office of Safety Programs, ATTN: NTI-121, 400 Seventh Street, S.W., Washington, DC 20590; 202-366-9508; or NHTSA’s web site at www.nhtsa.dot.gov