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motorcycle shops evansville indianaResponse: If true, this would be a serious drawback of helmet laws. Anyone who has observed the difference in riding in a city or country with many, many bicycles on the road understands how increasing the number of riders improves safety. The cyclic trend reducing bicycle use that began here in 1999 was related to fashion, to the rise of other forms of exercise and to safety concerns as car traffic was becoming worse.
We had a decade of experience prior to that with states and cities passing helmet laws, and did not observe declines in cycling related to the laws. The decline that did take place was not limited to the areas that had helmet laws, and the subsequent recovery in cycling and sharp rise in bicycle use when gas prices spiked in 2008 was not related to helmet laws either. In urban areas there has been a change in the attitudes of parents, who are concerned about traffic and crimes against children, and no longer allow their children the freedom to roam that bicycling used to facilitate. In addition, our helmet laws are so spottily enforced in most states that there would have been minimal effect in any case. In the last ten years the cycle has reversed. The current boom in bicycles for both transportation and sport use has coincided with trends in urban living, changes in attitudes toward car ownership, emphasis on fitness and improvements in bicycle facilities. All of this growth in bicycling in the U.S. has occurred in the presence of the bicycle helmet laws passed between 1987 and 2010, most of them not including adults.
Cost is not much of an obstacle to acquiring a helmet here, since our market supplies helmets at very low prices. We require seatbelts here in most of our states, but drivers do not stop driving because of that requirement. People do not move out of their homes to another state when smoke detectors are required by law. There is no statistical evidence that large numbers of motorcyclists quit riding in states that adopt mandatory motorcycle helmet laws, although it is certainly clear that some individuals in that group are extremely resentful. On the other hand, the Swedish National Road and Transport Research Institute found indications that helmet laws can reduce cycling there in some age groups: see this abstract of their study for more info. But a research project in Toronto before and after their law came into effect showed that "although the number of child cyclists per hour was significantly different in different years, these differences could not be attributed to legislation.
In 1996, the year after legislation came into effect, average cycling levels were higher (6.84 cyclists per hour) than in 1995, the year before legislation (4.33 cyclists per hour)." We are convinced that the answer to the question will lie in observational studies, and most of them will be local. In 2009 a paper published on the Web site of the University of California at Irvine's School of Education used statistical analysis of national data to reach the conclusion that helmet laws resulted in a ridership decline of 4 to 5 per cent in the age group they covered. They do not seem to have realized that cycling overall declined in the US during the measured period. The data was collected from parents in telephone conversations, and we don't think that method is valid for helmet use studies. They did not control for traffic increases or parents' crime concerns in the states with laws, and those included California, New York, Pennsylvania, Florida and others where traffic grew the most.