U.S. Department
of Transportation
National Highway
Traffic Safety
Administration
DOT HS 809-715 March 2004
Technical Report
Motorcycle Helmet Effectiveness
Revisited
National Center for Statistics and Analysis
This publication is distributed by the U.S. Department of Transportation, National Highway Traffic Safety
Administration, National Center for Statistics and Analysis, in the interest of information exchange. The
opinions, findings and conclusions expressed in this publication are those of the author(s) and not necessarily
those of the Department of Transportation or the National Highway Traffic Safety Administration. The United
States Government assumes no liability for its contents or use thereof. If trade or manufacturers’ names are
mentioned, it is only because they are considered essential to the object of the publication and should not be
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Technical Report Documentation Page
1. Report No.
DOT HS 809 715
2. Government Accession No.
3. Recipient’s Catalog No.
5. Report Date
March, 2004
4. Title and Subtitle
Motorcycle Helmet Effectiveness Revisited
6. Performing Organization Code
NPO-101
7. Author(s)
William Deutermann
8. Performing Organization Report No.
10. Work Unit No. (TRAIS)n code
9. Performing Organization Name and Address
Mathematical Analysis Division, National Center for Statistics and
Analysis
National Highway Traffic Safety Administration
US Department of Transportation
NPO-101, 400 Seventh Street S.W.
Washington, DC 20590
11. Contract of Grant No.
13. Type of Report and Period Covered
NHTSA Technical Report
12. Sponsoring Agency Name and Address
Mathematical Analysis Division, National Center for Statistics and
Analysis
National Highway Traffic Safety Administration
US Department of Transportation
NPO-121, 400 Seventh Street S.W.
Washington, DC 20590
14. Sponsoring Agency Code
15. Supplementary Notes
16. Abstract
This report looks at the measurement of how effective motorcycle helmets are in preventing fatalities in
motorcycle crashes. Based on a comparison of crashes involving motorcycles with two occupants, at least
one of whom was killed, the method uses data from the Fatality Analysis Reporting System (FARS) to
estimate helmet effectiveness. Technological changes over the past 15 years have led to improvements in
helmet design and materials. Recalculating the effectiveness of helmets in preventing fatalities, using more
recent data, shows that helmets have indeed improved in this respect. The effectiveness of helmets has
increased from 29 percent in 1982 through 1987 to 37 percent over the years 1993 through 2002. The
significance of this improvement is that over the same period, helmets have saved the lives of 7,808 riders.
The potential number of lives saved over the period is even higher, at 11,915. Unfortunately, the declining
rate of helmet use among motorcyclists has contributed to rising numbers of rider fatalities despite the
improved life saving qualities of helmets.
17. Key Words
Motorcycle, Helmet, Effectiveness, Fatal crash,
Helmet laws, Fatality Analysis Reporting System
(FARS)
18. Distribution Statement
This Document is available to the public through the
National Technical Information Service,
Springfield, VA 22161
19. Security Classification (of this report)
Unclassified
20. Security Classification (of this page)
Unclassified
21. No of Pages
15
22. Price
Form DOT F1700.7 (8-72) Reproduction of completed page authorized
Table of Contents
Executive Summary.................................................................................................................................................1
Highlights.................................................................................................................................................................2
1.0 Introduction......................................................................................................................................................3
2.0 Methodology....................................................................................................................................................5
3.0 Revising Estimated Effectiveness....................................................................................................................9
3.1 Updating The Data.................................................................................................................................. 9
3.2 The Weighted Average Effectiveness................................................................................................... 14
3.0 Conclusions ....................................................................................................................................................16
5.0 References......................................................................................................................................................17
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 1
Executive Summary
Using Fatality Analysis Reporting System (FARS) data from 1993 through 2002, this
report recalculates the “effectiveness ” of helmets in preventing fatalities in motorcycle
crashes. The resulting effectiveness of 37 percent represents a significant improvement
over the previous estimate of 29 percent obtained using data from 1982 through 1987.
The 37 percent effectiveness would mean that from 1993 through 2002 helmets saved
7,808 lives, a substantial increase compared with the estimate of 5,430 lives saved using
the old effectiveness measure.
The past fifteen years have seen significant advances in motorcycle helmet design and
materials. As a result, the newer helmets afford a much greater degree of protection
against potentially fatal head injuries.
Based on a comparison of fatal crashes involving motorcycles with two occupants, at
least one of whom was killed, NCSA calculates the “effectiveness” of helmets in
preventing fatalities. Recalculating the effectiveness of helmets in preventing fatalities
using more recent data shows that helmets have indeed improved in their ability to
protect the wearer. Unfortunately, the potential benefits of improved helmets are not
being realized, as fatalities continue to rise in response to declining helmet usage rates.
Had all motorcyclists consistently worn proper helmets over the 1993 to 2002 time
period, the number of lives saved would have been much higher at 11,915.
Despite the fact that less than 3 percent of registered passenger vehicles are motorcycles,
motorcyclist fatalities represent about nine percent of all passenger vehicle occupant
fatalities. Considering that passenger car occupant fatalities are trending downward,
policies that result in raising public acceptance of the protective value of helmets can
have a significant impact on reducing the total number of lives lost annually on
America’s highways.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 2
Highlights
q The state of the art in helmet design and materials has improved significantly over
the past fifteen years, and their effectiveness in preventing fatalities is greater than
previous estimates indicated.
q As a result of these improvements, motorcycle helmets are currently estimated to
be 37 percent effective in preventing rider fatalities, compared with the 1989
estimated effectiveness of 29 percent.
q The higher effectiveness means that over the ten-year period from 1993 through
2002, motorcycle helmets have saved 7,808 lives, 2,378 more than was previously
thought.
q Effectiveness of 37 percent means that a rider can reduce his or her risk of
suffering a fatal injury in a crash by over one-third simply by wearing a proper
helmet.
q Despite the improved performance of helmets, the incidence of fatal motorcycle
crashes in the United States has been increasing in recent years, as the percentage
of riders who use helmets has fallen from 71 percent to 58 percent nationally.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 3
Motorcycle Helmet Effectiveness Revisited
1.0 Introduction
The past fifteen years have seen significant advances in motorcycle helmet design and
materials. As a result, the newer helmets afford a much greater degree of protection
against potentially fatal head injuries. Despite these technological improvements,
NHTSA is still using the 29 percent helmet effectiveness calculated from observed
fatality data from the 1980’s.
This report uses more recent data from the Fatality Analysis Reporting System (FARS) to
update the estimated protective value of motorcycle helmets in the prevention of fatal
head injuries and to estimate the total number of lives saved by helmets. An
“effectiveness” of 29 percent means that use of a proper helmet can improve a rider’s
chances of surviving a potentially fatal crash by almost one-third. The fact that
motorcyclist fatalities represent about nine percent of all passenger vehicle occupant
deaths, despite the relatively low numbers of motorcycles vis-à-vis other passenger
vehicles traveling the nation’s highways, underscores the protective value of motorcycle
helmets.
In terms of lives saved, the 29 percent effectiveness means that over the recent ten-year
period from 1993 through 2002, motorcycle helmets have saved 5,430 lives. This
estimate is conservative, given the known improvements in helmet technology over the
same period. If effectiveness were recalculated based on more recent mortality data, one
would expect to see a higher effectiveness and a concomitant increase in the number of
lives saved.
While helmets have improved, the proportion of riders who actually use them has
declined. In the United States in 2002, motorcycle crashes claimed the lives of 3,244
motorcyclists and injured another 65,000. Many of these riders were not wearing
helmets. In fact, the 2002 National Occupant Protection Use Survey (NOPUS) data on
helmet usage shows that only 58 percent of motorcyclists wear helmets when they ride, a
sharp drop from the 71 percent usage rate in 2000. With the repeal or watering down of
helmet laws in many states, both the percentage of non-users and the number of fatalities
have grown.
Since 1974, motorcycle helmets are required to meet or exceed the Department of
Transportation’s Federal Motor Vehicle Safety Standard (FMVSS) No. 218. In addition,
many helmet manufacturers voluntarily submit their products for testing and certification
under the standards developed and periodically updated by private testing laboratories.
In particular, the requirements of FMVSS 218, together with changes in design and
materials used in manufacturing helmets, are the driving force behind the improved
effectiveness of helmets. One of the more significant innovations introduced in the early
1990s has been the use of materials such as Kevlar, expanded polypropylene, and carbon
fiber in the manufacture of helmet shells and protective linings.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 4
Of course, head injuries are not the only cause of crash fatalities. When we speak of
“effectiveness” of helmets in reducing the risk of death in fatal motorcycle crashes, all
types of injuries suffered by riders are included by implication. For example, if a helmet
were absolutely certain to prevent a severe head injury, the rider could still die from other
traumatic injuries suffered in a crash. Clearly, motorcycle helmets cannot prevent all
fatal injuries, but in the case of head injuries in particular, helmets do provide a measure
of preventive protection to the wearer. Just how effective helmets are in preventing
fatalities is a function of both their performance in crashes and the incidence of fatal
injuries other than head injuries. While it would be useful to know the effectiveness of
helmets in preventing potentially fatal head injuries alone, the purpose of effectiveness as
calculated here is to provide a measure of the overall difference in survival value in a
potentially fatal crash that is attributable to the proper use of a helmet.
A number of studies have shown helmets to be an important factor in preventing death or
serious injury in motorcycle crashes. Braddock, Schwartz et al. (1992), found that un-
helmeted motorcyclists were 3.4 times more likely to die than were helmeted riders. A
study by Kelly, Sanson et al. (1991) found that injured non-helmeted riders had higher
injury severity scores and sustained more head and neck injuries. Of the 26 fatally
injured riders in this study, 25 were un-helmeted. A three year study of helmet use in
Colorado found that following repeal of a helmet law in 1977, helmet usage declined
from 99 percent to as low as 49 percent, while the motorcycle fatal crash rate increased
by more than 100 percent and the injury crash rate increased by 13 percent. More
recently, a 2003 evaluation of the repeal of helmet laws in Kentucky and Louisiana found
that in both states, the helmet use rate declined rapidly in the years following repeal, from
96 percent to 56 percent in Kentucky and from about 100 percent to 52 percent in
Louisiana, while the fatalities increased correspondingly in both states.
In support of revisiting motorcycle helmet effectiveness in saving lives, an analysis of
data from the Department of Transportation’s Crash Outcome Data Evaluation System
(CODES) in 1996 showed that “…motorcycle helmets are 35 percent effective in
preventing fatality, 26 percent effective in preventing injuries at least serious enough to
require transport to the hospital ED [Emergency Department], and 9 percent effective in
preventing all injury.”
There is an inescapable irony in all these statistics: On the one hand, real world crash
experience and destructive testing both suggest that the protective value of helmets has
improved over the years. On the other hand, NCSA’s studies of helmet use indicate that
the usage rate is falling as more riders choose not to wear helmets and existing helmet
laws are repealed or weakened.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 5
2.0 Methodology
In 1989, using Fatality Analysis Reporting System (FARS) data for 1982 through 1987,
Wilson estimated that motorcycle helmets were 29 percent effective in preventing
occupant fatalities in motorcycle crashes. She based her calculation on a paired
comparison study of crashes resulting in at least one fatality and involving one or more
motorcycles each of which carried one rider and one passenger. The methodology was
based on previous work by Evans on the effect of vehicle mass on driver fatalities (1984);
Kahane (1986) and Partyka (1987, 1988) on the effectiveness of seat belts and other
restraint systems; and Evans and Frick (1988), on the effectiveness of motorcycle
helmets. Since 1989, NHTSA has used the 29 percent effectiveness to calculate the
number of lives saved through the use of motorcycle helmets.
Motorcycle crashes with fatal outcomes involving one rider and one passenger were
compared using a matched pairs procedure. Limiting the crashes to those involving a
rider and passenger combination gives the following four possibilities:
Table 1. - Rider/Passenger
Helmet Use Combinations
Passenger
Not Helmeted
Passenger
Helmeted
Rider Not
Helmeted
Neither rider nor
passenger
helmeted
Rider not
helmeted,
passenger
helmeted
Rider
Helmeted
Rider helmeted,
passenger not
helmeted
Both rider and
passenger
helmeted
For each of the four possible combinations, ratios were calculated for rider to passenger
fatalities and passenger to rider fatalities in a given year. For example, in those cases in
which neither the rider nor the passenger used a helmet, the Fatality Ratio (FR) of rider to
passenger deaths, is:
FR
(RNH)
=Rider
(NH)
/Psgr
(NH)
And in those cases where only the rider was helmeted, the Fatality Ratio is:
FR
(RH)
=Rider
(H)
/Psgr
(NH)
The fatality ratios were used to calculate separate helmet effectiveness, expressed as a
percentage, for riders and passengers. It is assumed that any difference between the
fatality ratios for unhelmeted and helmeted motorcycle occupants in each of the possible
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 6
scenarios is due to the effectiveness of the helmet. For example, the effectiveness of a
helmet in preventing fatal injuries to a rider accompanied by an unhelmeted passenger
would be:
Effectiveness = (FR
(RNH)
- FR
(RH)
) / FR
(RNH)
Wilson calculated the fatality ratios and effectiveness for each year of the six-year period
from 1982 through 1987 (Table 2) to show the variation that occurs from year to year as
the result of the small number of cases in some of the cells. To control for this variation,
multiple years of data were used to calculate the overall effectiveness for the different
combinations of riders and passengers. Aggregating data over the 5-year period from
1982 through 1987 results in an overall 29 percent effectiveness of helmets in preventing
fatal injuries in otherwise fatal motorcycle crashes (lower right hand cell in Table 3).
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 7
Table 2 - Rider/Passenger Fatalities in Motorcycle Crashes*
By Helmet Use Status
1982-1987
Helmet Used No of Deaths Fatality Ratios
Year
Rider
Passenger Rider
Passenger Rider/Psgr Psgr/Rider
No No 297
237
1.253
0.798
No Yes 19
15
1.267
0.789
Yes No 37
44
0.841
1.189
1982
Yes Yes 183
155
1.181
0.847
No No 263
224
1.174
0.852
No Yes 25
12
2.083
0.480
Yes No 24
31
0.774
1.292
1983
Yes Yes 160
131
1.221
0.819
No No 243
232
1.047
0.955
No Yes 21
13
1.615
0.619
Yes No 30
36
0.833
1.200
1984
Yes Yes 147
123
1.195
0.837
No No 265
236
1.123
0.891
No Yes 17
9
1.889
0.529
Yes No 31
36
0.861
1.161
1985
Yes Yes 144
143
1.007
0.993
No No 263
247
1.065
0.939
No Yes 20
12
1.667
0.600
Yes No 26
31
0.839
1.192
1986
Yes Yes 158
125
1.264
0.791
No No 279
251
1.112
0.900
No Yes 20
11
1.818
0.550
Yes No 20
19
1.053
0.950
1987
Yes Yes 125
102
1.225
0.816
No No 1610
1427
1.128
0.886
No Yes 122
72
1.694
0.590
Yes No 168
197
0.853
1.173
Total
Yes Yes 917
779
1.177
0.850
*Crash must involve both a rider and a passenger on the same motorcycle.
Source: National Center for Statistics and Analysis, NHTSA - FARS 1982-1987
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 8
Table 3 - Helmet Use Effectiveness (Percent)
For Motorcycle Riders and Passengers
1982 through 1987
Effectiveness
For:
Control 1982
1983
1984
1985
1986
1987
All
Years
Unhelmeted Passenger
33 34 20 23 21 05 24
Helmeted Passenger 07 41 26 47 24 33 31
Rider
Average 20 38 23 35 26 19 27
Unhelmeted Rider 01 44 35 41 36 39 33
Helmeted Rider 29 37 30 14 34 14 28 Passenger
Average 15 40 33 28 35 26 30
Unhelmeted Control 17 39 28 32 29 22 29
Helmeted Control 18 39 28 31 29 23 29
Rider
And
Passenger
Average 17 39 28 31 29 23 29
Source: National Center for Statistics and Analysis, NHTSA - FARS 1982-1987
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 9
3.0 Revising Estimated Effectiveness
Since 1987 there have been changes in the design and materials used to manufacture
motorcycle helmets. Has the effectiveness of motorcycle helmets in reducing fatalities
also changed and, if so, is the effectiveness higher or lower than it was in 1987?
3.1 Updating The Data
Table 4 shows the annual and total fatality ratios recalculated using the ten most recent
years of FARS data to reflect technological changes since 1987. The ten-year time
period was selected in order to increase the number of cases available and to control for
the effects of years with outlying data. As was the case for the 1982 through 1987 data,
the individual years are shown for comparison purposes only -- the overall totals were
used to calculate effectiveness.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 10
Table 4 - Rider/Passenger Fatalities in Motorcycle Crashes*
By Helmet Use Status
1993 - 2002
Helmet Used No of Deaths Ratios
Year
Rider Psgr Rider Psgr Rider/Psgr Psgr/Rider
No No 110
105
1.048
0.955
No Yes 13
1
13.000
0.077
Yes No 8
12
0.667
1.500
1993
Yes Yes 105
93
1.129
0.886
No No 89
95
0.937
1.067
No Yes 13
3
4.333
0.231
Yes No 8
11
0.727
1.375
1994
Yes Yes 87
100
0.870
1.149
No No 105
95
1.105
0.905
No Yes 12
5
2.400
0.417
Yes No 9
14
0.643
1.556
1995
Yes Yes 104
82
1.268
0.788
No No 95
94
1.011
0.989
No Yes 13
1
13.000
0.077
Yes No 7
9
0.778
1.286
1996
Yes Yes 106
86
1.233
0.811
No No 94
83
1.133
0.883
No Yes 11
5
2.200
0.455
Yes No 9
5
1.800
0.556
1997
Yes Yes 92
78
1.179
0.848
No No 100
97
1.031
0.970
No Yes 11
3
3.667
0.273
Yes No 4
2
2.000
0.500
1998
Yes Yes 100
82
1.220
0.820
No No 107
89
1.202
0.832
No Yes 15
4
3.750
0.267
Yes No 7
9
0.778
1.286
1999
Yes Yes 81
86
0.942
1.062
No No 111
115
0.965
1.036
No Yes 14
12
1.167
0.857
Yes No 7
8
0.875
1.143
2000
Yes Yes 111
97
1.144
0.874
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 11
Table 4 - Rider/Passenger Fatalities in Motorcycle Crashes*
By Helmet Use Status
1993 - 2002
Helmet Used No of Deaths Ratios
Year
Rider Psgr Rider Psgr Rider/Psgr Psgr/Rider
No No 142
130
1.092
0.915
No Yes 27
17
1.588
0.630
Yes No 8
8
1.000
1.000
2001
Yes Yes 100
82
1.220
0.820
No No 154
124
1.242
0.805
No Yes 12
8
1.500
0.667
Yes No 4
7
0.571
1.750
2002
Yes Yes 105
83
1.265
0.790
No No 1,107
1,027
1.078
0.928
No Yes 141
59
2.390
0.418
Yes No 71
85
0.835
1.197
Total
Yes Yes 991
869
1.140
0.877
Source: National Center for Statistics and Analysis, NHTSA, FARS 1993-2002
* Crash must involve both a rider and a passenger on the same motorcycle.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 12
Table 5 - Helmet Use Effectiveness (Percent)
For Motorcycle Riders and Passengers
1993 through 2002
Effectiveness
For:
Control 1993
1994
1995
1996
1997
1998
1999
2000
2001
2002
All
Years
Unhelmeted
Passenger
36
22
42
23
-59
-94
35
09
08
54
23
Helmeted
Passenger
91
80
47
91
46
67
75
02
23
16
52
Rider
Average 64
51
45
57
-07
-14
55
06
16
35
37
Unhelmeted
Rider
92
78
54
92
48
72
68
17
31
17
55
Helmeted
Rider
41
16
49
37
-53
-64
17
24
18
47
27
Passenger
Average 67
47
52
65
-03
04
43
21
25
32
41
Unhelmeted
Control
64
50
48
58
-06
-11
52
13
20
36
39
Helmeted
Control
66
48
48
64
-04
02
46
13
21
32
40
Rider
And
Passenger
Average 65
49
48
64
-05
-05
49
13
21
34
39
Source: National Center for Statistics and Analysis, NHTSA - FARS 1993-2002
In Table 5, a motorcycle helmet effectiveness of 39 percent was calculated using the
cumulative data from 1993 through 2002, compared with the 29 percent calculated with
data from 1982 through 1987. As in the 1989 report, multiple years of data were used in
order to control for the small numbers of crashes meeting the criteria in any particular
year. In the case of riders accompanied by unhelmeted passengers in 1997, for example,
9 helmeted riders and 5 unhelmeted passengers were killed in fatal crashes involving both
a rider and a passenger. This may indicate not only that more motorcyclists are wearing
helmets, but that passengers accompanying riders wearing helmets are more likely to be
helmeted as well. One problem in using the paired comparison method to estimate
effectiveness of protective equipment is that survivors may tend to exaggerate their use in
order to avoid being cited for non-use. In the case of motorcycle helmets, this effect is
offset both by the high visibility of motorcycle riders in comparison with motor vehicle
occupants and the fact that only 20 states and the District of Columbia require all riders to
wear helmets. There are currently 3 states that do not require helmets and 27 states that
require helmets only for certain classes of riders.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 13
Effectiveness is used to estimate the number of lives saved as follows:
Lives Saved = Fatalities
Helmeted
* Effectiveness / (1-Effectiveness)
And the potential number of lives saved as:
Potential Lives Saved = (Fatalities
Total
+ Lives Saved
Total
) * Effectiveness
Tables 5 and 6 show the numbers of lives saved and the potential lives saved in 2002
using 29 percent effectiveness (Table 6) and effectiveness as derived from more recent
data (Table 7).
Table 6 – Motorcyclists Saved by Helmets In 2002
Using Un-weighted Average for Total Effectiveness
(Effectiveness Based on 1982-1987 Data)
Fatalities
Motor
Cyclists
Effectiveness
(%)
Total
Helmeted
Unhelmeted
Lives
Saved
Potential
Lives
Saved
Riders 27 3,010
1,598
1,412
591
972
Passengers
30 234
95
139
41
83
Total 29 3,244
1,693
1,551
692
1,141
Source: National Center for Statistics and Analysis, NHTSA – FARS 2002
Table 7 – Motorcyclists Saved by Helmets In 2002
Using Un-weighted Average for Total Effectiveness
(Effectiveness Based on 1993-2002 Data)
Fatalities
Motor
Cyclists
Effectiveness
(%)
Total
Helmeted
Unhelmeted
Lives
Saved
Potential
Lives
Saved
Riders 37 3,010
1,598
1,412
939
1,461
Passengers
41 234
95
139
66
123
Total 39 3,244
1,693
1,551
1,082
1,687
Source: National Center for Statistics and Analysis, NHTSA – FARS 2002
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 14
3.2 The Weighted Average Effectiveness
One problem with the calculation is obvious from the two tables. If one were to apply the
separate rates for riders and passengers to obtain the numbers of lives saved and sum the
results, the total lives saved would be less than the figure obtained using the average total
rate. The overall rate is a straight, un-weighted average of the component rates, and fails
to account for differences in the numbers of riders and passengers involved.
The second proposed change is to use the weighted average of the effectiveness rates
calculated for riders and passengers separately. Weighted average effectiveness was
obtained by using the effectiveness rates for riders and passengers to calculate Potential
Lives Saved for each group over the time periods 1982 through 1987 and 1993 through
2002. The results were summed to obtain Total Potential Lives Saved as shown earlier in
Table 7. Total Potential Lives Saved was then used to solve for the total or overall
effectiveness rate, ER, (Tables 8 and 9).
ER
Total
= Potential Lives Saved
Total
/
(Lives Saved
Total
+ Fatalities
Total
)
For example, in Table 8,
ER
Total
= 1,055 / (632+3,244)
= .27
And in Table 9,
ER
Total
= 1,584 / (1,005+3,244)
= .37
Table 8 – Motorcyclists Saved by Helmets In 2002
Using Weighted Average for Total Effectiveness
(Effectiveness Based on 1982-1987 Data)
Fatalities
Motor
Cyclists
Effectiveness
(%)
Total
Helmeted
Unhelmeted
Lives
Saved
Potential
Lives
Saved
Riders 27 3,010
1,598
1,412
591
972
Passengers
30 234
95
139
41
83
Total 27 3,244
1,693
1,551
632
1,055
Source: National Center for Statistics and Analysis, NHTSA – FARS 2002
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 15
Table 9 – Motorcyclists Saved by Helmets In 2002
Using Weighted Average for Total Effectiveness
(Effectiveness Based on 1993-2002 Data)
Fatalities
Motor
Cyclists
Effectiveness
(%)
Total
Helmeted
Unhelmeted
Lives
Saved
Potential
Lives
Saved
Riders 37 3,010
1,598
1,412
939
1,461
Passengers
41 234
95
139
66
123
Total 37 3,244
1,693
1,551
1,005
1,584
Source: National Center for Statistics and Analysis, NHTSA – FARS 2002
Table 10 shows the impact of the higher effectiveness of helmets on the number of lives
saved over the ten-year period from 1993 through 2002.
Table 10 – Motorcyclists Saved by Helmets
1993 through 2002
Fatalities
Effectiveness
Total
Helmeted
Unhelmeted
Lives
Saved
Potential
Lives
Saved
Current 29 24,396
13,294
11,102
5,430
8,650
Revised 37 24,396
13,294
11,102
7,808
11,915
Difference
- - - - 2,378
3,265
Source: National Center for Statistics and Analysis, NHTSA – FARS 2002
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 16
3.0 Conclusions
Both the design and materials used in manufacturing motorcycle helmets have improved
throughout the 1990’s, resulting in a significant improvement in their effectiveness in
protecting against fatal head injuries. Despite the improvement in effectiveness, from 29
percent to 37 percent, motorcycle fatalities continue to increase as riders choose not to
take advantage of the protection afforded by helmets. The weakening or repeal of
compulsory helmet use laws in many states has been shown to be associated with a
dramatic drop in the percentage of motorcyclists who wear helmets.
Using the new, recomputed effectiveness to calculate the number of lives saved over the
ten-year period from 1993 through 2002 shows that motorcycle helmets have saved 7,808
lives, 2,378 more than was previously thought. Unfortunately, with the declining use
rates in some states more riders are dying unnecessarily. If all riders consistently wore
proper helmets, the number of additional fatalities that could have been prevented over
the same ten-year period would have raised the total lives saved to 11,915 persons.
Policies directed toward increasing acceptance of helmets as a protective device can have
a significant impact on reducing our overall traffic fatality count. Motorcycles compose
less than three percent of all registered passenger vehicles in the United States, but
motorcyclist fatalities account for nine percent of all passenger vehicle occupant
fatalities. In recent years, passenger car fatalities have been trending downward – the
annual rise in overall passenger vehicle fatalities is due to fatal motorcycle and light truck
crashes.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 17
5.0 References
1. Braddock, M. Schwartz, R. Lapidus, G. Banco, L and Jacobs, L., 1992. “A
Population-Based Study of Motorcycle Injury in Connecticut”, Annals of
Emergency Medicine, 21(3), 273-278.
2. Evans, Leonard. “Driver Fatalities vs. Car Mass Using a New Exposure
Approach: Accident Analysis and Prevention”, U.S. Department of
Transportation, National Highway Traffic Safety Administration, Volume 16,
Number 1, 1984.
3. Evans, Leonard and Frick, Michael. “Helmet Effectiveness in Preventing
Motorcycle Driver and Passenger Fatalities: Accident Analysis and Prevention”,
U.S. Department of Transportation, National Highway Traffic Safety
Administration, Volume 20, Number 6, 1988.
4. Kahane, Charles. “An Evaluation of Child Passenger Safety: The Effectiveness
and Benefits of Safety Belts”, U.S. Department of Transportation, National
Highway Traffic Safety Administration, DOT HS 806 890, February 1986.
5. Kelly, P. Sanson, T. Strange, G. and Orsay, E. “A Prospective Study of the Impact
of Helmet Usage on Motorcycle Trauma”, Annals of Emergency Medicine, 20
(8), 852-856, 1991.
6. Krane, S.W. and Winterfield, L. A. “Impact of Motorcycle Helmet Usage in
Colorado: A Three Year Study, Executive Summary”, DOT HS-805 627, US
Department of Transportation, National Highway Traffic Safety Administration,
July 1980.
7. Partyka, Susan. “Papers on Adult Seat Belt Effectiveness and Use”, U.S.
Department of Transportation, National Highway Traffic Safety Administration,
DOT HS 807 285, June 1988.
8. Partyka, Susan. “Lives Saved by Child Restraints from 1982 through 1987”, U.S.
Department of Transportation, National Highway Traffic Safety Administration,
December 1988.
9. “Report to Congress: Benefits of Safety Belts and Motorcycle Helmets”, DOT HS
808 347, U.S. Department of Transportation, National Highway Traffic Safety
Administration, February 1996.
10. Ulmer, R.G. and Preusser, D.F. “Evaluation of the Repeal of Motorcycle Helmet
Laws in Kentucky and Louisiana”, DOT HS 809 530, U.S. Department of
Transportation, National Highway Traffic Safety Administration, Office of
Research and Traffic Records, October, 2003.
National Center for Statistics and Analysis, 400 Seventh St., S.W., Washington, DC 20590 18
11. Wilson, Donna C. “The Effectiveness of Motorcycle Helmets in Preventing
Fatalities”, U.S. Department of Transportation, National Highway Traffic Safety
Administration, DOT HS 807 416, March 1989.
12. Cover illustration courtesy of “Motorcycle Tips and Techniques”, James R. Davis
at http://www.msgroup.org/DISCUSS.asp
