New Zealand is one of only four countries, including Australia, which currently both require and enforce universal use of helmets by cyclists.
The law was introduced as an amendment to the 1976 Traffic Regulations (Traffic Regulations 1976, Amendment No 24, SR 1993/176).[2] The current version of the statute, delineated in Part 11 of the Land Transport (Road User) Rule 2004 (SR 2004/427), states that "A person must not ride, or be carried on, a bicycle on a road unless the person is wearing a safety helmet of an approved standard that is securely fastened." The law describes six different acceptable helmet standards.[3]
The law applies only to bicycle riders but omits riders of other types of cycles or micromobility vehicles, so the helmet law does not apply to riders of unicycles, tricycles, skateboards, roller skates or e-scooters.
Violating the law can result in a $55 infringement fee and a maximum $1,000 penalty on summary conviction.[4] In 2017, 3,499 cyclists were stopped and fined by police for riding without a helmet, down from 10,932 in 2013.[5]
Exemptions to the law may be granted on "grounds of religious belief or physical disability or other reasonable grounds."[3] 58 of 69 applications for exemption were granted prior to 2000.[6]
A 2011 survey by the New Zealand Ministry of Transport found the national cycle helmet wearing rate, covering all age groups, to be 93%, the same as found in 2010 and comparable to the 92% rate seen in 2007–2009.[7]
History
The mandatory helmet law had its genesis in the late 1980s when Rebecca Oaten, dubbed the "helmet lady" in the media, started a campaign advocating for compulsory helmets. Her son, Aaron, had been permanently brain damaged in 1986 at age 12 while riding his 10-speed bicycle to school in Palmerston North. A car driver hit him, flinging Aaron over the handlebars and headfirst to the ground,[8] where his head struck the concrete gutter. After 8 months in a coma, Aaron awoke paralysed and unable to speak.[9] According to Oaten, a doctor at the time told her that Aaron would "almost certainly not have suffered brain damage" had he been wearing a bicycle helmet.[10]
In the late 1980s and early 1990s Oaten travelled the country promoting the use of cycle helmets. For six years she visited an average of four schools a day, "lambasting" children with reasons why they should wear helmets.[11] She also set up a lobby group, the Protect the Brains trust, which spread nationwide and put pressure on the government for a bicycle helmet law.[9]
Oaten's campaigning promoted a law compelling cyclists to wear helmets. Aaron Oaten died on 14 August 2010, aged 37.[8][9]
Figure 1. Adult cyclist head injuries versus helmet use following crashes not involving motor vehicles in New ZealandSikhs wearing a turban are exempt from having to wear a helmet (Christchurch example)
Research on the helmet law's effects in New Zealand has produced mixed outcomes.
A 1999 study concluded that "the helmet law has been an effective road safety intervention that has led to a 19% (90% CI: 14, 23%) reduction in head injury to cyclists over its first 3 years."[14]
In a study by the Ministry of Transport published in 1999, researchers estimated that from 1990 to 1996, that the increase in helmet-wearing after passage of the law "reduced head injuries by between 24 and 32% in non-motor vehicle crashes, and by 20% in motor vehicle crashes."[15]
A 2001 study by Robinson re-evaluated that data, finding that the reduction in head injuries per limb injuries, for crashes not involving motor vehicles injuries, was part of a larger downward time trend and bore no direct correlation to the dramatic increase in helmet-wearing following the introduction of the helmet law. Robinson concluded: "Because the large increases in wearing with helmet laws have not resulted in any obvious change over and above existing trends, helmet laws and major helmet promotion campaigns are likely to prove less beneficial and less cost effective than proven road-safety measures." See Figure 1.[13]
A 2002 study by Taylor and Scuffham, which assessed the cost of the New Zealand helmet law against hospital admissions averted and the 'social' costs of debilitating head injury, but did not include the costs associated with fatalities or potentially lifelong health care, found that the law is only cost-effective for the 5- to 12-year-old age group and that large costs from the law were imposed on adult (>19 years) cyclists.[16] Taylor and Scuffham cautioned that "the social costs saved due to fewer head injuries are likely to understate the true costs... our estimates of the net benefit from helmet wearing are likely to be understated".
Research from Massey University in 2006 found that compulsory bicycle helmet laws led to a lower uptake of cycling, principally for aesthetic reasons.[17]
A 2010 study found a declining trend in the rate of traumatic brain injuries among cyclists from 1988–91 to 1996–99. "However, it is unclear whether this reflects the effectiveness of the mandatory all-age cycle helmet law implemented in January 1994 or simply reflects a general decline in all road injuries during that period."[18] The same study noted that "Of particular concern are children and adolescents who have experienced the greatest increase in the risk of cycling injuries despite a substantial decline in the amount of cycling over the past two decades." and that "The 'safety in numbers' phenomenon suggests that the risk profile of cyclists may improve if more people cycle. In New Zealand, the overall travel mode share for cycling declined steadily from 4% in 1989 to 1% in 2006."
A study by Clarke published in the New Zealand Medical Journal in 2012 reported that "pre-law (in 1990) cyclist deaths were nearly a quarter of pedestrians in number, but in 2006–09, the equivalent figure was near to 50% when adjusted for changes to hours cycled and walked," a 20% higher risk per hour of bicycle use. The paper "finds the helmet law has failed in aspects of promoting cycling, safety, health, accident compensation, environmental issues and civil liberties."[19] A 2013 conference paper by Wang et al.[20] argues 'due to weakness in the analysis and choice of data – particularly the four-year absence of data around the time helmet laws were introduced' that Clarke's conclusion is 'highly questionable if not misleading'. Clarke replied with additional information supporting his findings.[21]
Australian journalist Chris Gillham [22] compiled an analysis of data from Otago University and the Ministry of Transport, showing a marked decline in cycling participation immediately following the helmet law introduction in 1994. At the same time as the number of cyclists aged over 5 years approximately halved, the injury rate approximately doubled. Noting both the decline in numbers and increase in injury rate preceded the law's introduction at the start of 1994, possibly attributable to the fact that heavy promotion of helmets had been ongoing in the lead-up to the law's introduction. This phenomenon of just helmet promotion leading to a reduction in cycling has been witnessed in several countries.[23] See Figure 2.
Advocacy and caution
Safekids New Zealand, a national child injury prevention service, promotes helmet-wearing by children with a factsheet detailing bicycle injury statistics.[24]
The state insurance agency, the Accident Compensation Corporation, offers a manual for community injury-prevention projects that mentions the importance of children wearing helmets.[25]
The NZ Ministry of Transport[26] claims that helmets reduce the risk of brain injury by "up to 88%". This figure derives from an American research paper from the 1980s and has been questioned.[27]
National advocacy group Cycling Action Network (CAN) "fully supports the use of helmets when undertaking recreational cycling in difficult terrain or high-speed competitive racing" but supports further research on the helmet law's effectiveness, finding evidence that "mandatory cycle helmet wearing legislation is not working as intended and should be reviewed." Such research is not currently a high priority for the group, and in a poll of its members, CAN noted an even split for and against helmet legislation, but helmet legislation was members' lowest campaigning priority.[28]
New Zealand cycling organisation BikeNZ reminds riders that helmets are legally required and says helmets "can reduce the severity of injuries in many types of accident" but can't be relied on exclusively and should be part of an overall cycling safety regimen.[29]
Cycling Health New Zealand does not oppose helmet use, but does oppose compulsion, taking a civil liberties stance on the issue: "Individuals should have the right to choose whether or not to use a helmet, without interference by governments. We believe that the role of Government should be limited to advising the public, without bias, of the pros and cons of helmet use."[30]
A recent analysis of all fatalities to cyclists on roads or pathways in New Zealand for the years 2006–2012 discussed helmet wearing: “Only nine (of the 84) victims were noted as not wearing a helmet, similar to current national helmet-wearing rates (92%). This highlights the fact that helmets are generally no protection to the serious forces involved in a major motor vehicle crash; they are only designed for falls... There is a suspicion that some people (children in particular) have been “oversold” on the safety benefits of their helmet and have been less cautious in their riding style as a result.”[31][32]
Government response
In response to the formation of Cycling Health New Zealand[30] in January 2003 a Land Transport Safety Authority (LTSA) spokesman called helmets a "very important tool" for preventing injuries and dismissed the anti-compulsion group as "the lunatic fringe",[33] a comment denounced by CAN, urging the LTSA to "play the ball and not the person."[34] In June 2004 an LTSA spokesperson stated, "I think the vast majority of people accept the fact that helmets protect them. There is no evidence that the helmet law discourages cycling or harms the health of New Zealanders – there is evidence that it has contributed to a reduction in cyclist head injuries."[6]
In October 2008, Minister for Transport Safety Harry Duynhoven pondered, "I wonder if we never had helmets what our cycle population might be... I'm not advocating getting rid of helmets, I'm just saying I wonder what the social effect of helmets has been."[35]
Cycling, also known as bicycling or biking, is the activity of riding a bicycle or other type of cycle. It encompasses the use of human-powered vehicles such as balance bikes, unicycles, tricycles, and quadricycles. Cycling is practised around the world for purposes including transport, recreation, exercise, and competitive sport.
A motorcycle helmet is a type of helmet used by motorcycle riders. Motorcycle helmets contribute to motorcycle safety by protecting the rider's head in the event of an impact. They reduce the risk of head injury by 69% and the risk of death by 42%. Their use is required by law in many countries.
Road cycling is the most widespread form of cycling in which cyclists ride on paved roadways. It includes recreational, racing, commuting, and utility cycling. As users of the road, road cyclists are generally expected to obey the same laws as motorists, however there are certain exceptions. While there are many types of bicycles that are used on the roads such as BMX, recumbents, racing, touring and utility bicycles, dedicated road bicycles have specific characteristics that make them ideal for the sport. Road bicycles have thinner tires, lighter frames with no suspension, and a set of drop handle bars to allow riders to get in a more aerodynamic position while cycling at higher speeds. On a flat road, an intermediate cyclist can average about 18 to 20 mph, while a professional rider can average up to 25 mph (40 km/h). At higher speeds, wind resistance becomes an important factor; aerodynamic road bikes have been developed over the years to ensure that as much as possible of the rider's energy is spent propelling the bike forward.
A bicycle helmet is a type of helmet designed to attenuate impacts to the head of a cyclist in collisions while minimizing side effects such as interference with peripheral vision.
Risk compensation is a theory which suggests that people typically adjust their behavior in response to perceived levels of risk, becoming more careful where they sense greater risk and less careful if they feel more protected. Although usually small in comparison to the fundamental benefits of safety interventions, it may result in a lower net benefit than expected or even higher risks.
Safety in numbers is the hypothesis that, by being part of a large physical group or mass, an individual is less likely to be the victim of a mishap, accident, attack, or other bad event. Some related theories also argue that mass behaviour can reduce accident risks, such as in traffic safety – in this case, the safety effect creates an actual reduction of danger, rather than just a redistribution over a larger group.
Seat belt legislation requires the fitting of seat belts to motor vehicles and the wearing of seat belts by motor vehicle occupants to be mandatory. Laws requiring the fitting of seat belts to cars have in some cases been followed by laws mandating their use, with the effect that thousands of deaths on the road have been prevented. Different laws apply in different countries to the wearing of seat belts.
Cycling in Melbourne is an important mode of transport, fitness, sport and recreation in many parts of the city. After a period of significant decline through the mid to late 20th century, additional infrastructure investment, changing transport preferences and increasing congestion has resulted in a resurgence in the popularity of cycling for transport. This is assisted by Melbourne's natural characteristics of relatively flat topography and generally mild climate.
Bicycle safety is the use of road traffic safety practices to reduce risk associated with cycling. Risk can be defined as the number of incidents occurring for a given amount of cycling. Some of this subject matter is hotly debated: for example, which types of cycling environment or cycling infrastructure is safest for cyclists. The merits of obeying the traffic laws and using bicycle lighting at night are less controversial. Wearing a bicycle helmet may reduce the chance of head injury in the event of a crash.
A motorized scooter is a stand-up scooter powered by either a small internal combustion engine or electric hub motor in its front and/or rear wheel. Classified as a form of micromobility, they are generally designed with a large center deck on which the rider stands. The first motorized scooter was manufactured by Autoped in 1915.
Motorcycling advocacy is activism for motorcyclists seeking to establish and protect their rights, and to influence issues of interest to the motorcycling community. This includes lobbying organizations that work to influence laws, and groups or individuals who influence public attitudes.
Cycling in New Zealand is the 5th most popular form of active recreation, but a very marginal commuting mode, with the share hovering around 1–3% in most major cities. This is due to a number of factors, principally safety fears.
Cycling in Australia is a common form of transport, recreation and sport. Many Australians enjoy cycling because it improves their health and reduces road congestion and air pollution. The government has encouraged more people to start, with several state advertising campaigns aimed at increasing safety for those who choose to ride. There is a common perception that riding is a dangerous activity. While it is safer to walk, cycling is a safer method of transport than driving. Cycling is less popular in Australia than in Europe, however cyclists make up one in forty road deaths and one in seven serious injuries.
Australia was the first country to make wearing bicycle helmets mandatory. The majority of early statistical data regarding the effectiveness of bicycle helmets originated from Australia. Their efficacy is still a matter of debate.
The wearing of bicycle helmets and attitudes towards their use vary around the world. The effects of compulsory use of helmets are disputed. Four countries currently both require and enforce universal use of helmets by cyclists. Partial rules apply in some other jurisdictions, such as only for children, in certain states or sub-national divisions, or under other limited conditions.
Some countries and lower jurisdictions have enacted laws or regulations which require cyclists to wear a helmet in certain circumstances, typically when riding on the road or a road-related area. In some places this requirement applies only to children under a certain age, while in others it applies to cyclists of all ages.
The requirement to wear bicycle helmetsin the United States varies by jurisdiction and by age of the cyclist, for example 21 states and the District of Columbia have statewide mandatory helmet laws for children. 29 US states have no statewide law, and 13 of these states have no such laws in any lower-level jurisdiction either.
Bicycle law is the parts of law that apply to the riding of bicycles.
There is debate over the safety implications of cycling infrastructure. Recent studies generally affirm that segregated cycle tracks have a better safety record between intersections than cycling on major roads in traffic. Furthermore, cycling infrastructure tends to lead to more people cycling. A higher modal share of people cycling is correlated with lower incidences of cyclist fatalities, leading to a "safety in numbers" effect though some contributors caution against this hypothesis. On the contrary, older studies tended to come to negative conclusions about mid-block cycle track safety.
Caroline Finch AO is an Australian sports injury epidemiologist and sports injury prevention researcher. Her research has been adopted and used to directly inform safety policy by Government Departments of Sport and Health, health promotion and injury prevention agencies, and peak sports bodies both within Australia and internationally. Her injury prevention research has been applied to falls in older people, road safety, workplace safety and injuries in children.
↑ Lowe, Matthew (19 January 2003). "'Ridiculous' helmet law under fire". Sunday Star-Times. Archived from the original on 3 May 2013. Retrieved 31 January 2011.(Note: The original article is no longer online. The link is to an issue of CAN's e.CAN newsletter which includes the article verbatim.)
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
