3.1 Alcohol-Impaired Motorcyclists: Detection and Sanction

Effectiveness: Unknown

Use: Unknown

Cost: Varies

Time: Varies

Alcohol impairment is a substantial problem for motorcycle operators, more so than for drivers of other motor vehicles. In 2003, 36 percent of motorcycle operators involved in fatal crashes had been drinking, compared to 26 percent for passenger car drivers, 25 percent for light truck drivers, and 2 percent for heavy-truck drivers (NHTSA, 2005a, Table 80). Motorcyclists in fatal crashes had a BAC of .08 or higher more frequently than other drivers (NHTSA, 2003, p. 11). Motorcyclists in injury or property-damage crashes had higher alcohol-involvement rates than other vehicle drivers (NHTSA, 2005a, Table 80). One recent study found that alcohol-impaired motorcycle operators were 16.9 times more likely to be at fault in a crash than sober operators (NCHRP, under review, Strategy C1). Fatally injured motorcycle operators wore helmets less frequently than sober operators (NHTSA, 2003, p. 12).

Motorcyclists are included in and affected by the comprehensive strategies to reduce alcohol-impaired driving discussed in detail in Chapter 1. However, some law enforcement, sanction, and communication strategies may be especially useful for motorcyclists, while others may be relatively ineffective. This section discusses law enforcement and sanctions. Section 3.2 discusses communications.

Law enforcement officers on traffic patrol use characteristic driving behaviors, or cues, to identify drivers who may be impaired by alcohol. Some of the cues for motorcyclists, such as trouble maintaining balance at a stop, are different from those for cars and trucks. Stuster (1993) identified and validated 14 cues useful for identifying alcohol-impaired motorcyclists. NHTSA prepared a brochure discussing the cues, a law enforcement training video for roll-call use, and a pocket detection guide (NHTSA, 2000b). The cues are part of the SFST training given to all law enforcement officers.

Vehicle impoundment or forfeiture can be an effective deterrent to drinking and driving for all drivers (see Chapter 1, Section 4.4). It may be even more effective for motorcyclists. Recent research (Becker et al., 2003) confirmed earlier findings that many motorcyclists do not find traditional impaired driving sanctions such as fines and license suspension to be effective deterrents. However, they are strongly concerned for the safety and security of their motorcycles.

These findings suggest a potentially effective strategy to reduce alcohol-impaired motorcycling: highly publicized enforcement, using officers trained in identifying impaired motorcyclists as well as other vehicle drivers, with offender sanctions including vehicle impoundment or forfeiture. This will treat motorcyclists on an equal footing with other vehicle drivers in impaired-driving enforcement and publicity.

Use: The extent to which law enforcement agencies train officers to detect alcohol-impaired motorcyclists, or include alcohol-impaired motorcycling in any way in their traffic patrol activities, is not known.

Effectiveness: Some agencies have reported some success in using the cues for identifying alcohol-impaired motorcyclists, but no evaluation data is available (NCHRP, under review, Strategy C3).

Costs: Law enforcement training costs are low and training material is available. Enforcement itself can be carried out during regular traffic patrol. A major campaign including alcohol-impaired motorcyclists will require additional costs for publicity.

Time to implement: Law enforcement training can be conducted quickly. A major campaign will require four to six months to plan and implement.

Other issues:

• Motorcyclist groups: Motorcyclist groups likely will object strenuously to any enforcement activities that are perceived to target motorcyclists unfairly. The best strategy is to assure that motorcyclists, rider organizations, and motorcycle dealers are included in planning and publicizing impaired driving enforcement.
  
  
• Drugs other than alcohol: Drugs other than alcohol can impair motorcycle operators. Potentially impairing drugs include over-the-counter and prescription medications as well as illegal drugs. Beyond this, little more can be said with any confidence. Studies of vehicle drivers, typically in individual hospitals, find drug presence considerably lower than alcohol presence. Motorcycle operators usually are not separated out in these studies. The extent to which various drugs impair driving performance or contribute to crashes is not well understood, either for four-wheeled vehicles or for motorcycles. See Jones et al. (2003) for a thorough summary of current knowledge. Law enforcement should consider drugs as potential impairing agents for motorcycle operators just as for other vehicle operators.