Historic dog Furs Unravel the Origin and Artificial Selection of Modern Nordic Lapphund and Elkhound dog Breeds.

The origins and extreme morphological evolution of the modern dog breeds are poorly studied because the founder populations are extinct. Here, we analyse eight 100 to 200 years old dog fur samples obtained from traditional North Swedish clothing, to explore the origin and artificial selection of the modern Nordic Lapphund and Elkhound dog breeds. Population genomic analysis confirmed the Lapphund and Elkhound breeds to originate from the local dog population, and showed a distinct decrease in genetic diversity in agreement with intense breeding. We identified eleven genes under positive selection during the breed development. In particular, the MSRB3 gene, associated with breed-related ear morphology, was selected in all Lapphund and Elkhound breeds, and functional assays showed that a SNP mutation in the 3'UTR region suppresses its expression through miRNA regulation. Our findings demonstrate analysis of near-modern dog artifacts as an effective tool for interpreting the origin and artificial selection of the modern dog breeds.

Genome sequencing of 2000 canids by the Dog10K consortium advances the understanding of demography, genome function and architecture.

BACKGROUND: The international Dog10K project aims to sequence and analyze several thousand canine genomes. Incorporating 20 × data from 1987 individuals, including 1611 dogs (321 breeds), 309 village dogs, 63 wolves, and four coyotes, we identify genomic variation across the canid family, setting the stage for detailed studies of domestication, behavior, morphology, disease susceptibility, and genome architecture and function. RESULTS: We report the analysis of > 48 M single-nucleotide, indel, and structural variants spanning the autosomes, X chromosome, and mitochondria. We discover more than 75% of variation for 239 sampled breeds. Allele sharing analysis indicates that 94.9% of breeds form monophyletic clusters and 25 major clades. German Shepherd Dogs and related breeds show the highest allele sharing with independent breeds from multiple clades. On average, each breed dog differs from the UU_Cfam_GSD_1.0 reference at 26,960 deletions and 14,034 insertions greater than 50 bp, with wolves having 14% more variants. Discovered variants include retrogene insertions from 926 parent genes. To aid functional prioritization, single-nucleotide variants were annotated with SnpEff and Zoonomia phyloP constraint scores. Constrained positions were negatively correlated with allele frequency. Finally, the utility of the Dog10K data as an imputation reference panel is assessed, generating high-confidence calls across varied genotyping platform densities including for breeds not included in the Dog10K collection. CONCLUSIONS: We have developed a dense dataset of 1987 sequenced canids that reveals patterns of allele sharing, identifies likely functional variants, informs breed structure, and enables accurate imputation. Dog10K data are publicly available.

Multiple Origins and Genomic Basis of Complex Traits in Sighthounds.

Sighthounds, a distinctive group of hounds comprising numerous breeds, have their origins rooted in ancient artificial selection of dogs. In this study, we performed genome sequencing for 123 sighthounds, including one breed from Africa, six breeds from Europe, two breeds from Russia, and four breeds and 12 village dogs from the Middle East. We gathered public genome data of five sighthounds and 98 other dogs as well as 31 gray wolves to pinpoint the origin and genes influencing the morphology of the sighthound genome. Population genomic analysis suggested that sighthounds originated from native dogs independently and were comprehensively admixed among breeds, supporting the multiple origins hypothesis of sighthounds. An additional 67 published ancient wolf genomes were added for gene flow detection. Results showed dramatic admixture of ancient wolves in African sighthounds, even more than with modern wolves. Whole-genome scan analysis identified 17 positively selected genes (PSGs) in the African population, 27 PSGs in the European population, and 54 PSGs in the Middle Eastern population. None of the PSGs overlapped in the three populations. Pooled PSGs of the three populations were significantly enriched in "regulation of release of sequestered calcium ion into cytosol" (gene ontology: 0051279), which is related to blood circulation and heart contraction. In addition, ESR1, JAK2, ADRB1, PRKCE, and CAMK2D were under positive selection in all three selected groups. This suggests that different PSGs in the same pathway contributed to the similar phenotype of sighthounds. We identified an ESR1 mutation (chr1: g.42,177,149 T > C) in the transcription factor (TF) binding site of Stat5a and a JAK2 mutation (chr1: g.93,277,007 T > A) in the TF binding site of Sox5. Functional experiments confirmed that the ESR1 and JAK2 mutation reduced their expression. Our results provide new insights into the domestication history and genomic basis of sighthounds.

Investigating changes in travel behavior over time in response to the COVID-19 pandemic.

The COVID-19 pandemic has significantly affected travel behavior, including the frequency and mode of travel, with the magnitude and nature of these effects varying over time. This study investigates the nature of these relationships by examining changes in various measures of travel behavior, including weekly driving hours, as well as the frequency of telecommuting, use of ride-sharing services, travel for medical purposes, and use of food delivery services. Self-reported travel data from a representative statewide survey of Michigan residents were used to assess changes in these metrics during the early stages of the pandemic, as well as one year thereafter. Random effects linear regression and ordered logit regression models were estimated and the findings show that various changes in behavior had long-lasting effects, while other behaviors generally reverted back toward pre-pandemic levels. In addition, these changes were found to vary across individuals. For example, significant differences were observed based on socio-demographic characteristics, between urban and rural areas, and amongst individuals with differing views on COVID-19 and related government interventions. In general, the pandemic tended to have less pronounced and sustained effects among younger adults as compared to older age groups. Further, those individuals who were opposed to mandatory COVID-19 vaccines were less likely to change their travel behavior, during both the early and latter stages of the pandemic. Changes were observed consistently across most of the travel metrics of interest. Among these, overall driving hours, travel for medical purposes, and ride-sharing were still lower during the latter stages of the pandemic, while telecommuting and the use of food delivery services reverted nearer to pre-pandemic levels.

Examining Impacts of COVID-19-Related Stay-At-Home Orders through a Two-Way Random Effects Model.

The COVID-19 pandemic has had far-reaching impacts on public health and safety, economics, and the transportation system. To reduce the spread of this disease, federal and local governments around the world have introduced stay-at-home orders and other restrictions on travel to "non-essential" businesses to implement social distancing. Preliminary evidence suggests substantial variability in the impacts of these orders in the United States, both across states and over time. This study examines this issue using daily county-level vehicle miles traveled (VMT) data for the 48 continental U.S. states and the District of Columbia. A two-way random effects model is estimated to assess changes in VMT from March 1 to June 30, 2020 as compared with baseline January travel levels. The implementation of stay-at-home orders was associated with a 56.4 percent reduction in VMT on average. However, this effect was shown to dissipate over time, which may be attributable to "quarantine fatigue." In the absence of full shelter-in-place orders, travel was also reduced where restrictions on select businesses were introduced. For example, restrictions on entertainment, indoor dining, and indoor recreational activities corresponded to reductions in VMT of 3 to 4 percent while restrictions on retail and personal care facilities showed 13 percent lower traffic levels. VMT was also shown to vary based on the number of COVID case reports, as well as with respect to other characteristics, including median household income, political leanings, and how rural the county was in nature.

HV1 mtDNA Reveals the High Genetic Diversity and the Ancient Origin of Vietnamese Dogs.

In this study, samples from 429 dog individuals across three main regions of Vietnam (Southern Vietnam (SVN), Central Vietnam (CVN), and Northern Vietnam (NVN)) were collected to analyze the 582 bp region mtDNA HVI, so as to study the genetic diversity and to screen the rare haplotype E in the Vietnamese village dog population. Nine new haplotypes A, two new haplotypes B, and three haplotypes C were unique to Vietnam dogs, in which the new haplotypes An3, An7, Cn1, and Cn3 concerned mutations at new polymorphism sites (15,517, 15,505, 15,479, and 15,933, respectively) which have not been previously reported. The detection of haplotypes A9 and A29, and the appearance of haplotype A200 in the two individual dogs sampled support that the Southeast Asian dog is the ancestor of today's Australian dingo and Polynesian dog. The two rare haplotypes E (E1 and E4) were reconfirmed in Vietnamese dogs and discussed. This study also contributes to strengthening the theory of domestication of dogs to the south of the Yangtze River and the Southeast Asian origin of the dingo.

How do the type and duration of distraction affect speed selection and crash risk? An evaluation using naturalistic driving data.

Distracted driving is among the leading causes of roadway crashes worldwide. However, due to limitations of police-reported crash data, it is often challenging to understand the nature and magnitude of this problem. Distraction has also been shown to affect driver speed selection, which is important as both mean speed and speed variance have substantive impacts on crash risk. This study utilizes naturalistic driving data to investigate the relationship between the engagement in various secondary (non-driving) tasks and driver speed selection under different driving contexts. Separate analyses were conducted for low-speed and high-speed driving environments. Two-way random effects linear regression models were estimated for both speed regimes, while controlling for driver, roadway, and traffic characteristics. The differences were assessed based upon ten types of secondary tasks. In general, engagement in all tasks was found to decrease speeds in high-speed environments while the effects were mixed in low-speed settings. The changes in speeds were much pronounced for secondary tasks that include a combination of visual, manual, and cognitive distractions, such as cell phone use. Among all secondary tasks, an average episode of a driver talking on a handheld cellphone was associated with a 6-mph speed reduction in high-speed environments, but a 3.5-mph increase in low-speed settings. In addition to examining impacts on speed selection, the risk of involvement in crash and near-crash events was also evaluated in consideration of the type and duration of distraction. Interestingly, distractions tended to show similar relationships, in both direction and magnitude, with the risk of involvement in both crash and near-crash events. From a policy standpoint, this study provides further motivation for legislation and other programs aimed at curbing distracted driving.

Variants That Differentiate Wolf and Dog Populations Are Enriched in Regulatory Elements.

Research on the genetics of domestication most often focuses on the protein-coding exons. However, exons cover only a minor part (1-2%) of the canine genome, whereas functional mutations may be located also in regions beyond the exome, in regulatory regions. Therefore, a large proportion of phenotypical differences between dogs and wolves may remain genetically unexplained. In this study, we identified variants that have high allelic frequency differences (i.e., highly differentiated variants) between wolves and dogs across the canine genome and investigated the potential functionality. We found that the enrichment of highly differentiated variants was substantially higher in promoters than in exons and that such variants were enriched also in enhancers. Several enriched pathways were identified including oxytocin signaling, carbohydrate digestion and absorption, cancer risk, and facial and body features, many of which reflect phenotypes of potential importance during domestication, including phenotypes of the domestication syndrome. The results highlight the importance of regulatory mutations during dog domestication and motivate the functional annotation of the noncoding part of the canine genome.

Complete Range of the Universal mtDNA Gene Pool and High Genetic Diversity in the Thai Dog Population.

The dog population of Southern East Asia is unique in harboring virtually the full range of the universal mtDNA gene pool, and consequently, it has the highest genetic diversity worldwide. Despite this, limited research has been performed on dog genetics within this region. Here we present the first comprehensive study of a sub-region within Southern East Asia, analyzing 528bp of mtDNA for 265 dogs from Thailand, in the context of dogs from across the Old World. We found that Thailand was the only region in the world that has the full range of the universal mtDNA gene pool, that is, all 10 sub-haplogroups. Consequently, the statistics for diversity are among the highest, especially in North Thailand, which had high values for haplotype diversity and the number of haplotypes, and the lowest proportion of individuals with a universal type-derived haplotype (UTd) among all regions. As previously observed, genetic diversity is distinctly lower outside Southern East Asia and it decreases following a cline to the lowest values in western Eurasia. Thus, the limited geographical region of Thailand harbors a distinctly higher genetic diversity than much larger regions in western Eurasia, for example, Southwest Asia and Europe which have only five and four of the 10 sub-haplogroups, respectively. Within Thailand, diversity statistics for all four sub-regions follow the general pattern of Southern East Asia, but North Thailand stands out with its high diversity compared to the other regions. These results show that a small part of Southern East Asia harbors the full range of the mtDNA gene pool, and they emphasize the exceptional genetic status of Southern East Asia. This indicates that today's dogs can trace a major part of their ancestry to Southern East Asia or closely situated regions, highlighting Thailand as a region of special interest. Considering the large genetic diversity found in Thailand and that many neighboring regions, e.g., Myanmar and Laos, have not been studied for dog genetics, it is possible that large parts of the dog gene pool remain undiscovered. It will be an important task for future studies to fill in these blanks on the phylogeographic map.

Genomic regions under selection in the feralization of the dingoes.

Dingoes are wild canids living in Australia, originating from domestic dogs. They have lived isolated from both the wild and the domestic ancestor, making them a unique model for studying feralization. Here, we sequence the genomes of 10 dingoes and 2 New Guinea Singing Dogs. Phylogenetic and demographic analyses show that dingoes originate from dogs in southern East Asia, which migrated via Island Southeast Asia to reach Australia around 8300 years ago, and subsequently diverged into a genetically distinct population. Selection analysis identifies 50 positively selected genes enriched in digestion and metabolism, indicating a diet change during feralization of dingoes. Thirteen of these genes have shifted allele frequencies compared to dogs but not compared to wolves. Functional assays show that an A-to-G mutation in ARHGEF7 decreases the endogenous expression, suggesting behavioral adaptations related to the transitions in environment. Our results indicate that the feralization of the dingo induced positive selection on genomic regions correlated to neurodevelopment, metabolism and reproduction, in adaptation to a wild environment.

Taxonomic status of the Australian dingo: the case for Canis dingo Meyer, 1793.

The taxonomic status and systematic nomenclature of the Australian dingo remain contentious, resulting in decades of inconsistent applications in the scientific literature and in policy. Prompted by a recent publication calling for dingoes to be considered taxonomically as domestic dogs (Jackson et al. 2017, Zootaxa 4317, 201-224), we review the issues of the taxonomy applied to canids, and summarise the main differences between dingoes and other canids. We conclude that (1) the Australian dingo is a geographically isolated (allopatric) species from all other Canis, and is genetically, phenotypically, ecologically, and behaviourally distinct; and (2) the dingo appears largely devoid of many of the signs of domestication, including surviving largely as a wild animal in Australia for millennia. The case of defining dingo taxonomy provides a quintessential example of the disagreements between species concepts (e.g., biological, phylogenetic, ecological, morphological). Applying the biological species concept sensu stricto to the dingo as suggested by Jackson et al. (2017) and consistently across the Canidae would lead to an aggregation of all Canis populations, implying for example that dogs and wolves are the same species. Such an aggregation would have substantial implications for taxonomic clarity, biological research, and wildlife conservation. Any changes to the current nomen of the dingo (currently Canis dingo Meyer, 1793), must therefore offer a strong, evidence-based argument in favour of it being recognised as a subspecies of Canis lupus Linnaeus, 1758, or as Canis familiaris Linnaeus, 1758, and a successful application to the International Commission for Zoological Nomenclature - neither of which can be adequately supported. Although there are many species concepts, the sum of the evidence presented in this paper affirms the classification of the dingo as a distinct taxon, namely Canis dingo.

Local origin or external input: modern horse origin in East Asia.

BACKGROUND: Despite decades of research, the horse domestication scenario in East Asia remains poorly understood. RESULTS: The study identified 16 haplogroups with fine-scale phylogenetic resolution using mitochondrial genomes of 317 horse samples. The time to the most recent common ancestor of the 16 haplogroups ranges from [0.8-3.1] thousand years ago (KYA) to [7.9-27.1] KYA. With combined analyses of the mitochondrial control region for 35 extant Przewalski's horses, 3544 modern and 203 ancient horses across the world, researchers provide evidence for that East Asian prevalent haplogroups Q and R were indigenously domesticated or they were involved in numerous distinct genetic components from wild horses in the southern part of East Asia. These events of haplotypes Q and R occurred during 4.7 to 16.3 KYA and 2.1 to 11.5 KYA, respectively. The diffusion of preponderant European haplogroups L from west to East Asia is consistent with the external gene input. Furthermore, genetic differences were detected between northern East Asia and southern East Asia cohorts by Principal Component Analysis, Analysis of Molecular Variance test, the χ2 test and phylogeographic analyses. CONCLUSIONS: All results suggest a complex picture of horse domestication, as well as geographic pattern in East Asia. Both local origin and external input occurred in East Asia horse populations. And besides, there are at least two different domestication or hybridization centers in East Asia.

A comparison of freeway median crash frequency, severity, and barrier strike outcomes by median barrier type.

Median-crossover crashes are among the most hazardous events that can occur on freeways, often resulting in severe or fatal injuries. The primary countermeasure to reduce the occurrence of such crashes is the installation of a median barrier. When installation of a median barrier is warranted, transportation agencies are faced with the decision among various alternatives including concrete barriers, beam guardrail, or high-tension cable barriers. Each barrier type differs in terms of its deflection characteristics upon impact, the required installation and maintenance costs, and the roadway characteristics (e.g., median width) where installation would be feasible. This study involved an investigation of barrier performance through an in-depth analysis of crash frequency and severity data from freeway segments where high-tension cable, thrie-beam, and concrete median barriers were installed. A comprehensive manual review of crash reports was conducted to identify crashes in which a vehicle left the roadway and encroached into the median. This review also involved an examination of crash outcomes when a barrier strike occurred, which included vehicle containment, penetration, or re-direction onto the travel lanes. The manual review of crash reports provided critical supplementary information through narratives and diagrams not normally available through standard fields on police crash report forms. Statistical models were estimated to identify factors that affect the frequency, severity, and outcomes of median-related crashes, with particular emphases on differences between segments with varying median barrier types. Several roadway-, traffic-, and environmental-related characteristics were found to affect these metrics, with results varying across the different barrier types. The results of this study provide transportation agencies with important guidance as to the in-service performance of various types of median barrier.

Examining vehicle operating speeds on rural two-lane curves using naturalistic driving data.

Horizontal curves have been shown to exhibit crash rates significantly higher than comparable tangent segments. Extensive research has investigated the causes of crashes on horizontal curves, particularly the curve navigation process and driver speed selection. Research in this area has generally been limited by the nature of the data, which is often inhibited by practical constraints as to the number of locations and drivers that can be observed. This study overcomes these hurdles through the use of naturalistic driving data, providing insights on how drivers navigate and react to curves on rural two-lane highways. Nearly 10,000 vehicle traces were collected from 202 drivers on 219 horizontal curves as a part of this study. All driving traces were collected on rural two-lane highways with prevailing posted speed limits of 45 mph or 55 mph, as well as a diverse range of curve advisory speeds. Regression models are estimated via generalized estimating equations to discern those factors affecting mean speeds on curves. A log-linear relationship was found between curve radius and mean vehicle speed, with speeds relatively stable on radii of 900-1000 ft. or more, decreasing more rapidly as radii decreased below this range. Drivers were found to reduce speeds when curve advisories were present, but the magnitude of these reductions was much less than suggested by the advisory signs. Speeds were significantly lower when a W1-6 curve arrow sign was present adjusting for the curve radius. There were also some differences in speeds based on driver age and gender. Ultimately, this paper provides insights into driver curve navigation and demonstrates the potential of high-fidelity naturalistic driving data to assess speed management and geometric design on horizontal curves.

Crashes and near-crashes on horizontal curves along rural two-lane highways: Analysis of naturalistic driving data.

INTRODUCTION: Prior research has shown the probability of a crash occurring on horizontal curves to be significantly higher than on similar tangent segments, and a disproportionally higher number of curve-related crashes occurred in rural areas. Challenges arise when analyzing the safety of horizontal curves due to imprecision in integrating information as to the temporal and spatial characteristics of each crash with specific curves. METHODS: The second Strategic Highway Research Program(SHRP 2) conducted a large-scale naturalistic driving study (NDS),which provides a unique opportunity to better understand the contributing factors leading to crash or near-crash events. This study utilizes high-resolution behavioral data from the NDS to identify factors associated with 108 safety critical events (i.e., crashes or near-crashes) on rural two-lane curves. A case-control approach is utilized wherein these events are compared to 216 normal, baseline-driving events. The variables examined in this study include driver demographic characteristics, details of the traffic environment and roadway geometry, as well as driver behaviors such as in-vehicle distractions. RESULTS: Logistic regression models are estimated to discern those factors affecting the likelihood of a driver being crash-involved. These factors include high-risk behaviors, such as speeding and visual distractions, as well as curve design elements and other roadway characteristics such as pavement surface conditions. CONCLUSIONS: This paper successfully integrated driver behavior, vehicle characteristics, and roadway environments into the same model. Logistic regression model was found to be an effective way to investigate crash risks using naturalistic driving data. PRACTICAL APPLICATIONS: This paper revealed a number of contributing factors to crashes on rural two-lane curves, which has important implications in traffic safety policy and curve geometry design. This paper also discussed limitations and lessons learned from working with the SHRP 2 NDS data. It will benefit future researchers who work with similar type of data.

Driver speed selection and crash risk: Insights from the naturalistic driving study.

INTRODUCTION: This study investigates how speed limits affect driver speed selection, as well as the related crash risk, while controlling for various confounding factors such as traffic volumes and roadway geometry. Data from a naturalistic driving study are used to examine how driver speed selection varies among freeways with different posted speed limits, as well as how the likelihood of crash/near-crash events change with respect to mean speed and standard deviation. METHOD: Regression models are estimated to assess three measures of interest: the average speed of vehicles during the time preceding crash/near-crash and baseline (i.e., normal) driving events; the variation in travel speeds leading up to each event as quantified by the standard deviation in speeds over this period; and the probability of a specific event resulting in a crash/near-crash based on speed selection and other factors. RESULTS: Speeds were relatively stable across levels-of-service A and B, within a range of 1.5mph on average. Speeds were marginally lower (3.3mph) on freeways posted at 65mph versus 70mph. In comparison, speeds were approximately 10.2 to 13.4mph lower on facilities posted at 55mph or 60mph. Speeds were shown to be 2.5mph lower in rainy weather and 11mph lower under snow or sleet. CONCLUSIONS: Significant correlation was observed with respect to speed selection behavior among the same individuals. Mean speeds are shown to increase with speed limits. However, these increases are less pronounced at higher speed limits. Drivers tend to reduce their travel speeds in presence of junctions and work zones, under adverse weather conditions, and particularly under heavy congestion. Crash risk increased with the standard deviation in speed, as well as on vertical curves and ramp junctions, and among the youngest and oldest age groups of drivers.

Driver speed selection on high-speed two-lane highways: Comparing speed profiles between uniform and differential speed limits.

OBJECTIVE: Although a considerable amount of prior research has investigated the impacts of speed limits on traffic safety and operations, much of this research, and nearly all of the research related to differential speed limits, has been specific to limited access freeways. The unique safety and operational issues on highways without access control create difficulty relating the conclusions from prior freeway-related speed limit research to 2-lane highways, particularly research on differential limits due to passing limitations and subsequent queuing. Therefore, the objective of this study was to assess differences in driver speed selection with respect to the posted speed limit on rural 2-lane highways, with a particular emphasis on the differences between uniform and differential speed limits. METHODS: Data were collected from nearly 59,000 vehicles across 320 sites in Montana and 4 neighboring states. Differences in mean speeds, 85th percentile speeds, and the standard deviation in speeds for free-flowing vehicles were examined across these sites using ordinary least squares regression models. RESULTS: Ultimately, the results of the analysis show that the mean speed, 85th percentile speed, and variability in travel speeds for free-flowing vehicles on 2-lane highways are generally lower at locations with uniform 65 mph speed limits, compared to locations with differential limits of 70 mph for cars and 60 mph for trucks. CONCLUSIONS: In addition to posted speed limits, several site characteristics were shown to influence speed selection including shoulder widths, frequency of horizontal curves, percentage of the segment that included no passing zones, and hourly volumes. Differences in vehicle speed characteristics were also observed between states, indicating that speed selection may also be influenced by local factors, such as driver population or enforcement.

Examination of factors associated with use rates after transition from a universal to partial motorcycle helmet use law.

OBJECTIVES: Motorcycle riders account for a disproportionately high number of traffic injuries and fatalities compared to occupants of other vehicle types. Though research has demonstrated the benefits of helmet use in preventing serious and fatal injuries in the event of a crash, helmet use has remained relatively stable in the United States, where the most recent national estimates show a 64% use rate. Use rates have been markedly lower among those states that do not have a universal helmet law for all riders. In 2012, the state of Michigan repealed its longstanding mandatory helmet use law. In order to gain insights as to the effects of this legislative change, a study was conducted to examine short-term changes in helmet use and identify factors associated with use rates. METHODS: A statewide direct observation survey was conducted 1 year after the transition from a universal helmet law to a partial helmet law. A random parameters logistic regression model was estimated to identify motorcyclist, roadway, and environmental characteristics associated with helmet use. This modeling framework accounts for both intravehicle correlation (between riders and passengers on the same motorcycle) as well as unobserved heterogeneity across riders due to important unobserved factors. RESULTS: Helmet use was shown to vary across demographic segments of the motorcyclist population. Use rates were higher among Caucasian riders, as well as among those age 60 and above. No significant difference was observed between male and female riders. Use was also found to vary geographically, temporally, and with respect to various environmental characteristics. Geographically, helmet use rates tended to be correlated with historical restraint use trends, which may be reflective of riding environment and general differences in the riding population. To this end, rates were also highly variable based upon the type of motorcycle and whether the motorcyclist was wearing high-visibility gear. CONCLUSIONS: The study results demonstrate the short-term reduction in helmet use following transition from a universal to partial motorcycle helmet law. The reduction in use is somewhat less pronounced than has been experienced in other states, which may be reflective of general differences among Michigan motorcyclists because the state has also generally exhibited higher use rates of seat belts and other forms of occupant protection. The study results also highlight potential target areas for subsequent education and public awareness initiatives aimed at increasing helmet use.