Injuries resulting from motorcycle desert racing TODD GRANT, M.D., AND JOHN A. WHIPP, M.D. From the Department of Orthopaedics, University of California Medical Center, Los Angeles, California
The
dangers of motorcycle riding have Off-road riding has grown in popularity until now more than 50 percent of motorcybeen known for some time. Most orthopaedists have treated a host of horrendous cles manufactured are for off-road use. It is from accidents. now possible even to purchase specialty injuries resulting motorcycle The increase in the popularity of the motormachines for different types of dirt riding. In order to study the hazards of dirt bike cycle and the corresponding increase in the number of motorcycle-related injuries riding, we selected desert racing, which is prompted the California Highway Patrol to one of the most popular forms of dirt riding in southern California. This is a form of undertake a rather detailed study. Interesting statistics from this study are found in predominantly amateur competition carried Tables I, II, and III. There is a 6.2 percent out by riders of various skills and sizes chance for a motorcycle rider to be in an of motorcycles. There is a simultaneous accident per year. start, during which the visibility can be These statistics demonstrate adequately somewhat limited. The competitors then the dangers of motorcycle riding. However, ride for a smoke bomb, at which point they all of these accidents occurred on the highpick up a marked course. The direction is way ; 62 percent were the automobile operausually designated by a colored ribbon, and tors’ faults; and only 17 percent did not exceptionally hazardous terrain is marked involve automobiles. To the best of our by signs or the spreading of lime across the knowledge, no statistics are available for course. The course is usually from 50 to 200 motorcycle accidents away from the habi- miles in length. This race may be several tat of the automobile. It is the purpose of repetitions around a single loop or all this paper to investigate the dangers of entirely new terrain. There are several motorcycling in an automobile-free and off- organizations in southern California which highway situation. sponsor these events. They are responsible For a number of years a certain group of for setting up the course, officiating starts motorcycle enthusiasts has been transport- and finishes, and providing some type of ing their machines to suitable terrain and rescue service. The rescue service is usually then riding across fields, dirt roads, deserts, provided by a group of volunteers who are four wheel drive enthusiasts and are etc. This dirt riding has increased in populamanuwith citizen’s band radios. in 1960’s so that the motorcycle equipped rity For the purpose of this study we selected facturers began producing motorcycles designed especially for this type of riding. the Desert Racing Association. It has a high percentage of beginning riders who are not a This paper was presented at the meeting of the aspiring to become professionals and repuAmerican Orthopaedic Society for Sports Medi- tation for having easy, well-marked courses. The organization has approximately 1800 cine, New Orleans, Louisiana, May 1975. 170
TABLE I
Number of
TABLE II
TABLE III
Motorcycles Registered
Death Rates from Accidents
Motorcycle
Accident Rates, Motorcycles Automobiles
versus
acromioclavicular separations; one fracture of the pelvis; two fractures of the lumbar transverse process; one posterior dislocation of the hip; one fractured ribs with hemothorax ; one minor laceration and concussion ; one penetrating wound of the elbow; one contusion of the low back; one laceration of the face; one fractured clavicle; and one concussion. After gathering the injury data, we then considered variables which we considered might be important in evaluating the accidents. A questionnaire was compiled, and this questionnaire was completed by 17 of the 20 injured riders. The variables considered important were as follows. PHYSICAL DATA
5’6&dquo; to 6’ 1 &dquo;, average: 5’ 11&dquo;; weight: 135 to 220 pounds, average: 138 pounds.
Height:
PHYSICAL CONDITIONING
members and
normally
per month. There is
a
sponsors two events
All of the riders who were contacted considered themselves to be in from excellent to good condition.
variable number of AMOUNT OF REST THE PREVIOUS NIGHT
competitors, depending upon the event and the time that it is sponsored. From Septem- Only one of the riders considered himself to’ ber, 1973, to September, 1974, a total of have had an insufficient amount of rest on 7757 competitors participated in events of the night before the competition. approximately 3 hr in length. Many of these riders were repeaters, participating in more CLASSIFICATION than one race. Most of the riders were in the beginning or It is difficult to obtain an accurate injury amateur class; this, however, corresponds to incidence in this type of activity. To obtain the total organization membership.
our information, we reviewed the records of the ambulance company which covered all of the events during the time specified. An injury was defined as a rider who had sustained sufficient damage to necessitate his being retrieved from the course by the local rescue team. Obviously, owing to our selection methods, many minor injuries were missed. The diagnoses were obtained from ambulance records and later confirmations by the patients. The injuries consisted of the following: One fractured tibia and fibula; one fracture of fourth and fifth metatarsals; one fracture of the lateral malleolus; one bimalleolar fracture; one compression fracture of the lumbar spine; one dislocated shoulder; two
TYPE AND SIZE OF BIKE
A specific type or size of machine could not be incriminated; however, one rider had just changed the suspension on his motorcycle and blamed this for the accident. EQUIPMENT
of the riders had what considered excellent protective equip-
Ninety-seven percent was
ment.
DESCRIPTION OF ACCIDENT
Most accidents
were a
result of the rider’s
attempting to cross difficult terrain at a high rate of speed. Eighty percent of the injured 171
riders felt that they were near the front and that they were riding very well that day. There was one mechanical failure and one collision with another machine. The injuries were produced by the riders’ striking at considerable velocity the terrain or a motorcycle, either theirs or another competitor’s. There was not a predominant mechanism of
injury. TIME HOSPITALIZED AND TIME TO PRODUCTIVITY
Both correspond to the same injury by another mechanism. Seventy-five percent stated that they were completely recovered, and 75 percent stated that they continued to ride in competition. Unfortunately, we can make no statistically proven statements, because of our low number of injured riders and the fact that we did not administer the questionnaire to the noninjured rider group. However, from some experience and discussion of other riders, we have formulated the following
opinions. l. Physical conditioning of the rider is an important factor, because of the strenuous activity required. It is a well known fact that an exhausted person does not perform at his best. Most professional riders spend a considerable portion of the average day improving their endurance. One of the currrent leading professional desert riders and twotime world champion motocross rider, Rolf Tibin, instructs a competition motorcycle riding course in Carlsbad, California. Onehalf of his course is developed to improving endurance, which he believes not only leads to better riders but also to fewer injuries. 2. Handling characteristics of the motorcycle and expertise of the rider are probably not related to the injury incidence, because the better rider on the better handling machine will usually be attempting much faster speed over the same terrain. 3. Course planning and markings are extremely important. During the race the riders sometimes reach speeds in excess of
172
80 miles per hr over relatively smooth terrain. It is mandatory that they be able to stay on the planned course and that any hazardous point on the course be well marked in advance. 4. Owing to the difficulty of the terrain, high speed, and other traffic, crashing is often inevitable. Although these crashes are sometimes spectacular, there is a rather low injury incidence, especially if the accident does not occur in a predominantly rocky area and if protective gear is worn. Protective gear began with the helmet, and now there are items available to cover nearly the entire body. Currently available, in addition to the helmet, are shoulder pads, padded jerseys, elbow pads, padded gloves, kidney belts, leather-padded pants, shin guards, and padded boots. These items are expensive, heavy, and, especially in the desert, very warm. However, most believe that a rider should have as much protective gear as he can carry and afford. A possible exception to this is the full face helmet, which has produced a significant increase in clavicular fractures. One must weigh this against the added protection of the mandibles and teeth which use of this device affords. The shoulder is a rather vulnerable area, accounting for 20 percent of our total injuries. We were unable to find anyone with a shoulder injury who had been wearing the new shoulder pads. This included some rather extensive research outside the scope of the paper. The value of shoulder pads will have to be evaluated later, because they have only recently become popular. In summary, we have presented a type of motorcycling which excludes the rank beginner, the automobile, and excessive highway speeds. It includes maximum protective gear, well marked courses, and usually a soft landing surface in the event of an accident. The injury incidence for this type of motorcycling was 0.25 percent per event, which was much lower than we expected. We believe that this low incidence figure is realistic and reproducible with maximum
precautions.
The
dangers of motorcycle riding have Off-road riding has grown in popularity until now more than 50 percent of motorcybeen known for some time. Most orthopaedists have treated a host of horrendous cles manufactured are for off-road use. It is from accidents. now possible even to purchase specialty injuries resulting motorcycle The increase in the popularity of the motormachines for different types of dirt riding. In order to study the hazards of dirt bike cycle and the corresponding increase in the number of motorcycle-related injuries riding, we selected desert racing, which is prompted the California Highway Patrol to one of the most popular forms of dirt riding in southern California. This is a form of undertake a rather detailed study. Interesting statistics from this study are found in predominantly amateur competition carried Tables I, II, and III. There is a 6.2 percent out by riders of various skills and sizes chance for a motorcycle rider to be in an of motorcycles. There is a simultaneous accident per year. start, during which the visibility can be These statistics demonstrate adequately somewhat limited. The competitors then the dangers of motorcycle riding. However, ride for a smoke bomb, at which point they all of these accidents occurred on the highpick up a marked course. The direction is way ; 62 percent were the automobile operausually designated by a colored ribbon, and tors’ faults; and only 17 percent did not exceptionally hazardous terrain is marked involve automobiles. To the best of our by signs or the spreading of lime across the knowledge, no statistics are available for course. The course is usually from 50 to 200 motorcycle accidents away from the habi- miles in length. This race may be several tat of the automobile. It is the purpose of repetitions around a single loop or all this paper to investigate the dangers of entirely new terrain. There are several motorcycling in an automobile-free and off- organizations in southern California which highway situation. sponsor these events. They are responsible For a number of years a certain group of for setting up the course, officiating starts motorcycle enthusiasts has been transport- and finishes, and providing some type of ing their machines to suitable terrain and rescue service. The rescue service is usually then riding across fields, dirt roads, deserts, provided by a group of volunteers who are four wheel drive enthusiasts and are etc. This dirt riding has increased in populamanuwith citizen’s band radios. in 1960’s so that the motorcycle equipped rity For the purpose of this study we selected facturers began producing motorcycles designed especially for this type of riding. the Desert Racing Association. It has a high percentage of beginning riders who are not a This paper was presented at the meeting of the aspiring to become professionals and repuAmerican Orthopaedic Society for Sports Medi- tation for having easy, well-marked courses. The organization has approximately 1800 cine, New Orleans, Louisiana, May 1975. 170
TABLE I
Number of
TABLE II
TABLE III
Motorcycles Registered
Death Rates from Accidents
Motorcycle
Accident Rates, Motorcycles Automobiles
versus
acromioclavicular separations; one fracture of the pelvis; two fractures of the lumbar transverse process; one posterior dislocation of the hip; one fractured ribs with hemothorax ; one minor laceration and concussion ; one penetrating wound of the elbow; one contusion of the low back; one laceration of the face; one fractured clavicle; and one concussion. After gathering the injury data, we then considered variables which we considered might be important in evaluating the accidents. A questionnaire was compiled, and this questionnaire was completed by 17 of the 20 injured riders. The variables considered important were as follows. PHYSICAL DATA
5’6&dquo; to 6’ 1 &dquo;, average: 5’ 11&dquo;; weight: 135 to 220 pounds, average: 138 pounds.
Height:
PHYSICAL CONDITIONING
members and
normally
per month. There is
a
sponsors two events
All of the riders who were contacted considered themselves to be in from excellent to good condition.
variable number of AMOUNT OF REST THE PREVIOUS NIGHT
competitors, depending upon the event and the time that it is sponsored. From Septem- Only one of the riders considered himself to’ ber, 1973, to September, 1974, a total of have had an insufficient amount of rest on 7757 competitors participated in events of the night before the competition. approximately 3 hr in length. Many of these riders were repeaters, participating in more CLASSIFICATION than one race. Most of the riders were in the beginning or It is difficult to obtain an accurate injury amateur class; this, however, corresponds to incidence in this type of activity. To obtain the total organization membership.
our information, we reviewed the records of the ambulance company which covered all of the events during the time specified. An injury was defined as a rider who had sustained sufficient damage to necessitate his being retrieved from the course by the local rescue team. Obviously, owing to our selection methods, many minor injuries were missed. The diagnoses were obtained from ambulance records and later confirmations by the patients. The injuries consisted of the following: One fractured tibia and fibula; one fracture of fourth and fifth metatarsals; one fracture of the lateral malleolus; one bimalleolar fracture; one compression fracture of the lumbar spine; one dislocated shoulder; two
TYPE AND SIZE OF BIKE
A specific type or size of machine could not be incriminated; however, one rider had just changed the suspension on his motorcycle and blamed this for the accident. EQUIPMENT
of the riders had what considered excellent protective equip-
Ninety-seven percent was
ment.
DESCRIPTION OF ACCIDENT
Most accidents
were a
result of the rider’s
attempting to cross difficult terrain at a high rate of speed. Eighty percent of the injured 171
riders felt that they were near the front and that they were riding very well that day. There was one mechanical failure and one collision with another machine. The injuries were produced by the riders’ striking at considerable velocity the terrain or a motorcycle, either theirs or another competitor’s. There was not a predominant mechanism of
injury. TIME HOSPITALIZED AND TIME TO PRODUCTIVITY
Both correspond to the same injury by another mechanism. Seventy-five percent stated that they were completely recovered, and 75 percent stated that they continued to ride in competition. Unfortunately, we can make no statistically proven statements, because of our low number of injured riders and the fact that we did not administer the questionnaire to the noninjured rider group. However, from some experience and discussion of other riders, we have formulated the following
opinions. l. Physical conditioning of the rider is an important factor, because of the strenuous activity required. It is a well known fact that an exhausted person does not perform at his best. Most professional riders spend a considerable portion of the average day improving their endurance. One of the currrent leading professional desert riders and twotime world champion motocross rider, Rolf Tibin, instructs a competition motorcycle riding course in Carlsbad, California. Onehalf of his course is developed to improving endurance, which he believes not only leads to better riders but also to fewer injuries. 2. Handling characteristics of the motorcycle and expertise of the rider are probably not related to the injury incidence, because the better rider on the better handling machine will usually be attempting much faster speed over the same terrain. 3. Course planning and markings are extremely important. During the race the riders sometimes reach speeds in excess of
172
80 miles per hr over relatively smooth terrain. It is mandatory that they be able to stay on the planned course and that any hazardous point on the course be well marked in advance. 4. Owing to the difficulty of the terrain, high speed, and other traffic, crashing is often inevitable. Although these crashes are sometimes spectacular, there is a rather low injury incidence, especially if the accident does not occur in a predominantly rocky area and if protective gear is worn. Protective gear began with the helmet, and now there are items available to cover nearly the entire body. Currently available, in addition to the helmet, are shoulder pads, padded jerseys, elbow pads, padded gloves, kidney belts, leather-padded pants, shin guards, and padded boots. These items are expensive, heavy, and, especially in the desert, very warm. However, most believe that a rider should have as much protective gear as he can carry and afford. A possible exception to this is the full face helmet, which has produced a significant increase in clavicular fractures. One must weigh this against the added protection of the mandibles and teeth which use of this device affords. The shoulder is a rather vulnerable area, accounting for 20 percent of our total injuries. We were unable to find anyone with a shoulder injury who had been wearing the new shoulder pads. This included some rather extensive research outside the scope of the paper. The value of shoulder pads will have to be evaluated later, because they have only recently become popular. In summary, we have presented a type of motorcycling which excludes the rank beginner, the automobile, and excessive highway speeds. It includes maximum protective gear, well marked courses, and usually a soft landing surface in the event of an accident. The injury incidence for this type of motorcycling was 0.25 percent per event, which was much lower than we expected. We believe that this low incidence figure is realistic and reproducible with maximum
precautions.
