European Motorcyclists ForumCologne 2012

Motorcycle safety: an Australian perspective

Liz de Rome

Australia -big land, small population

Population 22.5mPTW 709k (31 PTW per 1,000 population)

Road infrastructureData collection & analysisTraining & licensingRider protectionRoad user educationRisk takingEnforcement

National Motorcycle & Scooter Safety Summit -2008

National Road Safety Strategy – Safe Systems Reduce risk of crashes/reduce risk of injuries

ResearchIn-depth crash investigation studies in 3

StatesEmergency responses to motorcycle crashesMaking roads motorcycle friendly (MRMF)

1. Roads infrastructure

Product & delivery statewideGuidelines ineffective if

those who implement them do not understand motorcycle dynamics

Products Guidelines/Seminar Multi-media presentation Target audience Road design, Construction

& Maintenance staff

GLS (Graduated Licensing Schemes) Learner Provisional Full licence

LAMS (learner approved motorcycles) PW 150 kilowatts per tonne/ ≤ 660cc

Helmets mandatory for all riders Mandatory training (2 States) ResearchNovice rider survey, 2011 Evaluation of post-licence on-road coaching

2. Training & Licensing

Surveyed at compulsory training prior to licensingResponse rate 81% (n=671) Average age 33 years

6 months as learner 6.4 hours riding per week 101 hours total riding

Little or no experience riding in adverse conditions: At night – 36% In rain - 57% Heavy traffic– 22% High speed roads (51%)

Should such experience be required before licensing or would that increase risk exposure before novices feel ready?

Novice Riders & riding experience prior to licensing

Small groups (3 riders + Coach) 4 hours including rural & urban riding Advice & feedback from coach Group discussion & feedback

2400 volunteers in randomised controlled trial Provisional licence Interviewed at recruitment then 3 & 12 months Randomly allocated to treatment or control group Treatment group do the coached ride Control group are not coached Compared on outcomes at 12 months

Outcomes Self- reported crashes, near misses, violations Police records

Evaluation of VicRide : post-licence on-road coaching

Local and international market

Many products not suitable for Australian climate

Lack of independent information for consumers

Pressure to buy most expensive

Price and brand name unreliable indicators of quality

3. Rider protection in Australia

Aim: Investigate the effectiveness of motorcycle protective clothing in crashes

Method: Injured & uninjured riders who crashed in the ACT* over 12

months (n=212) Recruited at hospitals & motorcycle crash repair services. In-depth interview + follow up survey at 2 & 6 months Exposure – what they were wearing Outcome – injury type & severity, general health,

impairment, recovery progress & return to work Controlled for– age, gender, type of motorcycle,

single/multi-vehicle crash, impact contact surface & estimated speed of impact.

*ACT- Australian Capital Territory

The Gear Study

Proportion with any injuries by motorcycle clothing & body armour (BA)

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Jacket Gloves Pants Boots

92%

67%

92%

55%

78%

49%

85%

35%

70%

35%

71%

32%26%

Non -motorcycle Motorcycle (no BA) Motorcycle with BA Other boots

%R

ide

rs w

ith

an

y i

nju

rie

s

Shoes/ sports shoes

Other key resultsThose wearing motorcycle clothing were less likely to:

be admitted to hospital have any cuts, lacerations & abrasions report severe pain at base line interview

have disabilities at 2 months

They were more likely to be back at work at 6 months

Over 1 in 4 motorcycle jackets, pants & gloves failed in the crash.

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Riders want: Certainty about product quality Independent information not just advertising Products suitable for Australian climate

Industry needs: Incentive & assurance of market demand for

reliable protective gear

Consumer protectionEnsure products are fit for the purpose for which

they are sold

Consultations with riders & industry

Use the EU Standards tests to evaluate locally available products

Not pass/fail but test to destruction Rank performance on a scale – e.g. 5 star

ratings Include weather protection & thermal

qualities Make the information available to riders

(e.g. swing tag at point of sale, website etc)

Proposal for an independent consumer information system

Thank you for your attention

Acknowledgement of co-investigatorsRebecca Ivers, Narelle Haworth, Michael Fitzharris,

Stephane Heritier & Drew Richardson

With thanks toThe George Institute for Global Health

Centre for Accident Research and Road Safety - Queensland (CARRS-Q)

Monash University Accident Research Centre (MUARC)VicRoads

andUK RiDE magazine, who have provided their readers with test

results based on the EU standards for many years.

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Supplementary slides only

Relative risk reduction (Adj.) in injuries Protected vs unprotected

MC Clothing Cuts/abrasions Soft tissue

Any injuries

Jacket - 58% NS NS

Jacket +BA - 63% - 33% - 23%

Gloves - 70% - 40% NS

Gloves + BA - 73% - 62% - 45%

Pants - 37% NS NS

Pants + BA - 91% - 47% - 39%

MC Boots NS - 65% NS

MC Boots + BA - 90% - 69% - 45%

Non-MC boots - 76% - 61% - 53%NS Not statistically significant.BA Body Armour

17

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BMW

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Alpin

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Spada

Buffa

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Frank

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0

10

20

30

40

50

60

£0

£200

£400

£600

£800

£1,000

£1,200

£1,400

£1,600

5147 46 46 44

40 39 37 37 35 3429

£850

£520

£310

£690

£314 £370

£1,400

£520 £560

£180 £150 £190

Score out of 60 Cost

Independent tests – fabric suits (Ride,2008)