“European Handbook on Good Practices in Safety for Motorcyclists” · 2017-05-16 · “European...

“European Handbook on Good Practices in Safety for Motorcyclists” - Epigraph: HUMAN FACTOR -

MARCH, 2011 PAGE 1/95 ROSA EUROPEAN PROJECT

“European Handbook on Good Practices in Safety for Motorcyclists” ROSA Project has identified (through the different WorkPackages) a series of problems to be solved (concerning PTW safety) and solutions (Good Practices) to be applied for solving these problems. Therefore, the interpretation that it should be done is:

The Good Practices are those that are going to solve (surely or probably) some problems related to specific subjects of PTW road safety

Both problems and solutions have been classified into the following epigraphs:

1.- Infrastructure. 2.- Vehicle (Motorcycle). 3.- Human Factor. 4.- Motorcyclist equipment (protection). 5.- Enforcement-Policies (Administration). 6.- Training/education.



Interpretation of the information (“PROBLEMS” and “GOOD PRACTICES” shown in ROSA):

In ROSA Project, the information of the problems to be solved has been detailed though the so-called “Dossier type 1”. This dossier has different gaps to be fulfilled depending on the type of problems and the information available. As follows, this “Dossier type 1” is shown, explaining which type of information should be detailed with the aim of characterising this problem to be solved by specific good practices (with the aim of explaining better this dossier, a specific problem related to Human Factor problems is given). Problem 3.1.1 Tendency of the young rider to break the law and to violate the rules Epigraph This field will identify the epigraph to which this problem belongs to.

Example: 3. Human Factor

Subject This field will identify the specific subject to which this problem belongs to. Example: 3.1. Socio-demographic aspects of riders: age, gender, experience.

Problem to solve and justification

In this field, the problem is detailed as well as justified (showing and giving data-figures that justify this problem and the necessity to be solved). Example: People involved in road traffic accidents with mopeds and motorcycles differ according to gender and age. The increased crash risk of the young riders may be attributed to the factors of inexperience and immaturity (Yeh and Chang, 2009). Rutter and Quine (1996) identified particular patterns of youth behaviours, such as a willingness to break the law and to violate the rules of safe riding, which had a much greater role in accident involvement than inexperience. Young and male were more likely to disobey traffic regulations and particularly young riders also had a higher tendency towards negligence of potential risk and motorcycle safety checks. Nevertheless, female riders were more injurius than male ones (Quddus et al., 2002, Keng 2005), despite the fact that young and male riders perceived themselves to be a greater risk of accidents (Mannering and Grodsky, 1995). In the United Kingdom, the effects of age and experience together showed that a 22 year old rider with 6 years experience has a crash risk 50% lower than a 17 years old rider with one year of experience (Sexton, Baughan, Elliot, & Maycock, 2004). The MAIDS studying Europe suggests that inexperience riders not as skilled at risk identification or anticipation of dangerous situation as are experience riders (ACEM, 2009). Riding experience seems more important for motorcyclists than for drivers of other vehicles categories. Limited experience and poor riding skills due to badly designed motorcycle licensing system are critical for young riders, and particularly for young female riders leading in increasing accident risk (Chang and Yen, 2007). Motorcyclists must also have cognitive skills for riding that can only be obtained through experience. Common crash contributory factors include failure to respond to hazard, ineffective braking and inappropriate road positioning (Haworth,, Smith,, Brumen, and Pronk, 1997) Moreover, rider behaviour regarding the probability of crash risk is also related to riding exposure (Harrison and Christie). A period of absence from riding



might result in a decline in safety-related motorcycle skills. Objective of the Group of Good Practices

In this field, the objective of the Group of Solutions (good practices to be applied and to be detailed later) is given. Example: Avoiding the tendency of the young rider to break the law and to break the rules of safe riding negligence of potential risk and motorcycle safety checks. The same way as improving and developing the superior cognitive skills for riding that can only be obtained through experience, such as: perceptual ability to judge the radius, width and camber of a curve; hazard perception including detection, response choice and execution; etc.

Code of the Group of Good Practices

With the aim of identifying each Group of “Good Practice”, it os necessary to use a code. Example: 3.1.1. Effective Good Practices (Group A) It has to be taken that all the solutions (Good Practice) for this problem are effective (because it is known that have helped to solve the problem) or are possible solutions (because it is thought that they can be effective but there are not studies showing the effectiveness of this second type of solutions). In case of being effective, they will be included in this field (Type A) A brief text of this Good Practice is given in this field, using the respective code. Example: Good practice 3.1.1.A.1: The Graduated Licensing System for Motorcyclist (GLS) Good practice 3.1.1.A.2: Option to improve the graduated Licensing System for Motorcyclist. Other possible Solutions (Group B)

Good Practices

Example: Good practice 3.1.1.B.1: Initial rider training. Good practice 3.1.1.B.2: eMoto Café.

Comments In this field, different sentences coming from Literature review or workshops carried out in ROSA are given with the aim of helping to understand the problem. Example: Sentence1: Option to improve the Graduated Licensing System for Motorcyclist (GLS).

Once the problem has been detailed, the good practices (solutions) that are going surely or likely to solve the problem will be detailed in a new dossier (Dossier type 2), which is associated to the respective dossier where the problem has been detailed (Dossier type 1). As follows, this “Dossier type 2” is shown, explaining which type of information should be detailed with the aim of characterising this good practice for the specific problem (with the aim of explaining better this dossier, a specific good practice related to Human Factor problem type 3.1.1. is given).



Good Practice 3.1.1.B.1.

The title of this good practice to be detailed is given in this field Example: The European standard for initial training. Initial rider training program (2007)

Description

A description of the Good Practice is given in this field. The objective is to give the necessary information to understand the Good Practice, and in case of needing more details, they can be obtaining through the respective link (below): Example: The model European Initial Rider Training Programme was developed through the IRT Project. The partners´ intention for IRT is to become the European standard for initial training. This new European model places proper emphasis on relevant machine control skills, together with an understanding of the hazards that a rider will face and how they can be avoided and managed, and an appreciation of the importance of rider attitudes and behaviour. The structure of this Rider Training Programme is:

The Programme also refers to an e-coaching element to improve hazard perception and risk assessment. It permits to improve initial rider training, particularly in the context of exposing riders to virtual hazardous situations and consequences of attitude and behaviour without putting them in any way at risk All these elements address highlights the importance of issues such as hazard awareness, avoidance, rider attitude and behaviour.

Results

This field shows why this good practice can be considered effective or not: Example: The IRT Supervisory Board makes sure that the IRT model European Programme will offer a real improvement to most of the pre-licence trainings currently available to riders within the European Union. The Project has produced a high quality template for initial rider training across Europe.

Conclusions

In this field, conclusions about this solution are given. Example: The modular structure and pedagogical approach of the IRT model European initial rider training programme can offer a real improvement to the availability of initial rider training. Whilst it has been primarily developed to be used in a training environment where the rider is paying for the services of the instructor, it can also be



utilised in a range of more informal training situations. It will offer real assistance to the family member or friend, or the motorcycle club or safety organisation, seeking to impart good, safe riding skills, often in circumstances where professional training is not available or offers poor quality.

Geographic location of this specific good practice

In this field, countries, regions, where this good practice have been applied are detailed. Example: European Union

Specific Good Practice to be applied by:

The objective of this field is to detail which is the focus in charge of applying this god practice: users, manufacturers or administrations. Example: Administration

Link More information about this good practice can be obtained from this link. Example: http://www.initialridertraining.eu/

Others Any other information can be given in this field.



“European Handbook on Good Practices in Safety for Motorcyclists”

- Epigraph: HUMAN FACTOR -

As follows, this is the structure (different subjects) that the epigraph “Human Factor” will have:

1.- Infrastructure. 2.- Vehicle (Motorcycle). 3.- Human Factor.

A. - For Motorcyclists: 3.1.- Socio-demographic aspects of riders: age, gender and experience. 3.2.- Perception of riders/human errors. 3.3.- Riding/ Driving Attitudes and Patterns: 3.3.1. Group Riding. 3.3.2. Sensation seeking and risk taking. 3.3.3. Anger and normlessness. 3.4.- Psycho-physiological state of the motorcyclist:

3.4.1. - Physical condition. 3.4.2. - Alcohol and drugs, medical prescription,..

B. - For the other users: 3.5.- Perception of drivers/human errors. 3.6.- Attitudes and sociological considerations.

4.- Motorcyclist equipment (protection). 5.- Enforcement-Policies (Administration). 6.- Training/education.

The list of problems (in orange) and solutions (good practices – effective (in green) or likely effective (in blue)) detected in ROSA project concerning this epigraph are: Problem 3.1.1: The tendency of the young riders to violate the rules of safe riding and towards negligence of potential risk. The same way as the lack of superior cognitive skills for riding due to the lack of experience.

Good Practice 3.1.1.A.1: Graduated Licensing System for Motorcyclist (GLS).

Good Practice 3.1.1.B.1: European standard for initial training. Initial Rider Training programme (2007).

Good Practice 3.1.1.B.2: “eMoto Café” website.

Good Practice 3.1.1.B.3: “Safe Riding” website.

Good Practice 3.1.1.B.4: “Scootsafe” training.

Good Practice 3.1.1.B.5: Norwegian Rider Training Curriculum.

Good Practice 3.1.1.B.6: Hugger campaign.

Good Practice 3.1.1.B.7: Community Youth Helmet Project, Thailand (More details in “Good Practice 4.1.3.A.4.”).

Good Practice 3.1.1.B.8: Take Control training.



Good Practice 3.1.1.B.9: Operation Pitstop (Campaign, 2005-2008).

Good Practice 3.1.1.B.10: Pilota per la vita (Campaign, 2009).

Good Practice 3.1.1.B.11: ROSE 25: Inventory and compiling of a European good practice guide on road safety Education targeted at young people.

Problem 3.2.1: The tendency to ever-rate their own abilities and chances of positive outcomes due to the psychological construction of unrealistic optimism.

Good Practice 3.2.1.A.1: Perception of risk in motorcyclists. Problem 3.2.2: Low hazard perception skills to detect dangerous traffic situations and a lack of abilities to respond appropriately in the face of the hazard.

Good Practice 3.2.2.A.1: Best training methods for teaching hazard perception and responding by motorcyclists.

Good Practice 3.2.2.A.2: Enhancing hazard avoidance in teen-novice riders.

Good Practice 3.2.2.A.3: Using a riding trainer as a tool to improve hazard perception and awareness in teenagers.

Good Practice 3.2.2.B.1: Advance Rider training/ Post Test training.

Good Practice 3.2.2.B.2: Lucky 13. ACEM Rider Safety cartoons.

Good Practice 3.2.2.B.3: Restez Motard a Moto. Securite Routiere website.

Good Practice 3.2.2.B.4: Look twice! TWICE campaign (more details in “Good Practice 3.5.1.B.12.”).

Good Practice 3.2.2.B.5: Down from the Gas! (more details in “Good Practice 3.3.2.1.B.2.”).

Good Practice 3.2.2.B.6: MSF Rider Classroom Cards.

Good Practice 3.2.2.B.7: Safer Motorcycling Through Work.

Good Practice 3.2.2.B.8: Ride Safe.

Good Practice 3.2.2.B.9: Effective Interventions for Speeding Motorists.

Problem 3.3.1.1: Risky attitudes carried out by motorcyclists in group riding at weekends and holidays.

Good Practice 3.3.1.1.B.1: Recommendations for Group Riding: California Motorcycle Handbook (2010).

Good Practice 3.3.1.1.B.2: Quick Tips: MSF´s Guide to Group Riding.

Good Practice 3.3.1.1.B.3: Establishing functions and abilities of the members of the group. Handbook of the motorcyclist rider.

Good Practice 3.3.1.1.B.4: Motorcycling-Good and safe! (more details in “Good Practice 3.6.1.B.1.”).



Problem 3.3.2.1: Risky behaviour associated to personality features, sensation seeking, and risk-taking decisions of some riders.

Good Practice 3.3.2.1.A.1: Rider Risk Reduction Course (more details in “Good Practice 3.3.3.1.A.1.”).

Good Practice 3.3.2.1.A.2: Safety Cameras in London (more details in “Good Practice 3.3.3.1.A.3.”).

Good Practice 3.3.2.1.A.3: Effectiveness of red light cameras on the right-angle crash involvement of motorcycles (more details in “Good practice 3.3.3.1.A.4.”).

Good Practice 3.3.2.1.B.1: "Think. Ride Smart" 2004 - 2005 Ad campaign.

Good Practice 3.3.2.1.B.2: “Down from the Gas!” website.

Problem 3.3.3.1: Attitudes and risky behaviours associated to riders with aggressive personality or anti-social features.

Good Practice 3.3.3.1.A.1: Rider Risk Reduction Course.

Good Practice 3.3.3.1.A.2: Red Light Jumper Cameras.

Good Practice 3.3.3.1.A.3: Safety Cameras in London.

Good Practice 3.3.3.1.A.4: Effectiveness of red light cameras on the right-angle crash involvement of motorcycles.

Good Practice 3.3.3.1.B.1: Indoor and outdoor motorcycling facilities.

Good Practice 3.3.3.1.B.2: "Think. Ride Smart." 2004 - 2005 Ad campaign. (more details in “Good practice 3.3.2.1.B.1.”).

Problem 3.4.1.1: The effects of fatigue on motorcyclists reaction time and decision making ability.

Good Practice 3.4.1.1.A.1: “A soft drink, your best fuel”: A campaign to prevent the tiredness of riders.

Good Practice 3.4.1.1.B.1: Recommendations to avoid the fatigue: Motorcyclist’s Handbook (2007).

Good Practice 3.4.1.1.B.2: Preparing your ride: trips to reduce the fatigue.

Problem 3.4.2.1: Alcohol consumption in motorcycling rallies and weekends.

Good Practice 3.4.2.1.A.1: “Live To Ride” campaign.

Good Practice 3.4.2.1.A.2: “Riders Helping Riders” programme.

Good Practice 3.4.2.1.A.3: “Free to ride, free to choose”.

Good Practice 3.4.2.1.A.4: Ignition interlocks devices on motorcycles.

Good Practice 3.4.2.1.B.1: “If You Ride Don’t Drink” or “If You Drink Don’t Ride”



programme.

Good Practice 3.4.2.1.B.2: Introduction of zero blood alcohol concentration (0.00 BAC) for novice motorcycle riders.

Good Practice 3.4.2.1.B.3: ROSE 25: Inventory and compiling of a European good practice guide on road safety Education targeted at young people (more details in “Good practice 3.1.1.B.11.”).

Problem 3.5.1: Fail to detect the motorcycle by the other road users, despite its presence in the driver’s field of view, referred to this as the conspicuity hypothesis.

Good Practice 3.5.1.A.1: Motorcycle rider conspicuity.

Good Practice 3.5.1.A.2: Attention and search conspicuity of motorcycles as a function of their visual context.

Good Practice 3.5.1.A.3: Use of reflective and brightly colour clothing to be better seen on the road (more details in “Good practice 4.3.3.1.A.1.”).

Good Practice 3.5.1.B.1: How close is too close (Motorcycle Action Group, 2006).

Good Practice 3.5.1.B.2: “Are motorcycles your blind spot?” Campaign.

Good Practice 3.5.1.B.3: Blind Spot Information Systems.

Good Practice 3.5.1.B.4: Named Riders campaign (Campaign, 2010).

Good Practice 3.5.1.B.5: Don´t look (Campaign, 2008).

Good Practice 3.5.1.B.6: The top 10 High-Viz Tips.

Good Practice 3.5.1.B.7: Go High-Viz (Campaign, 2008-2010).

Good Practice 3.5.1.B.8: Take it easy (Campaign, 2002-2003).

Good Practice 3.5.1.B.9: Safe Driving Tips for Motorists.

Good Practice 3.5.1.B.10: Driver awareness (Campaign, 2008).

Good Practice 3.5.1.B.11: See me campaign (Campaign, 2008).

Good Practice 3.5.1.B.12: Look twice! TWICE campaign.

Good Practice 3.5.1.B.13: Hugger campaign (more details in Good Practice 3.1.1.B.6).

Good Practice 3.5.1.B.14: Calderdale Route Signing: Look, Look Again campaign.

Good Practice 3.5.1.B.15: Advices about how to be seen in urban areas.

Good Practice 3.5.1.B.16: Helmet Brake Light System (more details in “Good Practice 4.3.3.1.B.1.”).

Problem 3.6.1: The motorcyclist’s image among the other road users.

Good Practice 3.6.1.A.1: Car drivers’ attitudes in relation to motorcyclists.



Good Practice 3.6.1.B.1: Motorcycling-Good and Safe campaign.



3.- Human Factor. A. - For Motorcyclists:

3.1.- Socio-demographic aspects of riders: age, gender and experience.

Problem 3.1.1. The tendency of the young riders to violate the rules of safe riding and towards negligence of potential risk. The same way as the lack of superior cognitive skills for riding due to the lack of experience.

Epigraph 3.- Human Factor.

Subject 3.1.- For Motorcyclists: Socio-demographic aspects of riders: age, gender, experience.


People involved in road traffic accidents with mopeds and motorcycles differ according to gender and age. The increased crash risk of the young riders may be attributed to the factors of inexperience and immaturity (Yeh and Chang, 2009). Rutter and Quine (1996) identified particular patterns of youth behaviours, such as a willingness to break the law and to violate the rules of safe riding, which had a much greater role in accident involvement than inexperience. Young and male were more likely to disobey traffic regulations and particularly young riders also had a higher tendency towards negligence of potential risk and motorcycle safety checks. Nevertheless, female riders were more injurious than male ones (Quddus et al., 2002, Keng 2005), despite the fact that young and male riders perceived themselves to be a greater risk of accidents (Mannering and Grodsky, 1995). In the United Kingdom, the effects of age and experience together showed that a 22 year old rider with 6 years experience has a crash risk 50% lower than a 17 years old rider with one year of experience (Sexton, Baughan, Elliot, & Maycock, 2004). The MAIDS (MAIDS European Project) studying Europe suggests that inexperience riders are not as skilled at risk identification or anticipation of dangerous situation as are experience riders (ACEM, 2009). Riding experience seems more important for motorcyclists than for drivers of other vehicles categories. Limited experience and poor riding skills due to badly designed motorcycle licensing system are critical for young riders, and particularly for young female riders leading in increasing accident risk (Chang and Yen, 2007). Motorcyclists must also have cognitive skills for riding that can only be obtained through experience. Common crash contributory factors include failure to respond to hazard, ineffective braking and inappropriate road positioning (Haworth,, Smith,, Brumen, and Pronk, 1997). Moreover, rider behaviour regarding the probability of crash risk is also related to riding exposure (Harrison and Christie). A period of absence from riding might result in a decline in safety-related motorcycle skills.

Objective of the Group of Good Practices

Avoiding the tendency of the young riders to violate the rules of safe riding and towards negligence of potential risk and motorcycle safety checks. Improving and developing the superior cognitive skills for riding that can only be obtained through experience, such as: perceptual ability to judge the radius, width and camber of a curve; hazard perception including detection, response choice and execution; etc.

Code of the Group of Good 3.1.1.



Practices Effective Good Practices (Group A) Good practice 3.1.1.A.1: Graduated Licensing System for Motorcyclist (GLS). Other possible Solutions (Group B)

Good Practices

Good practice 3.1.1.B.1: European standard for initial training. Initial Rider Training program (2007). Good practice 3.1.1.B.2: “eMoto Café” website. Good practice 3.1.1.B.3: “Safe Riding” website. Good practice 3.1.1.B.4: “Scootsafe” training. Good practice 3.1.1.B.5: Norwegian Rider Training Curriculum. Good practice 3.1.1.B.6: Hugger campaign. Good practice 3.1.1.B.7: Community Youth Helmet Project, Thailand (More details in “Good Practice 4.1.3.A.4.”). Good practice 3.1.1.B.8: Take Control training. Good practice 3.1.1.B.9: Operation Pitstop (Campaign, 2005-2008). Good Practice 3.1.1.B.10: Pilota per la vita (Campaign, 2009). Good Practice 3.1.1.B.11: ROSE 25: Inventory and compiling of a European good practice guide on road safety Education targeted at young people.

Comments - “Policymakers are discouraging the use of motorcycles through an increase in minimum age for a licence. In some countries, the age for a full motorcycle is now 24 compared to 17 for cars”.



Good Practice 3.1.1.A.1. Graduated Licensing System for Motorcyclist (GLS).

Description

Graduated Licensing is a System that delays full licensing for motorcyclists, providing beginners with the opportunity to first gain experience and acquire critical skills under conditions of reducing risk. As novices gain maturity and experience, restrictions are gradually lifted and novices are granted the opportunity to experience and master new, more complex traffic conditions and scenarios. At the appropriate time, all restrictions are removed and the novice is granted a full privilege licence. The main objective of GLS is to reduce the risk of serious injury for inexperienced riders. Traditionally, a GLS consists of at least three phases – although there are some instances of four or more for car drivers. The three phases generally include: • Learner phase (pre-learner training, testing, supervised riding, restrictions). • Intermediate phase(s) (probationary-type phase-training, testing, riding, restrictions). • Full licence phase (only, unrestricted riding). Riders have to pass a test to progress from one licensing phase to the next phase. The types of test that can be administered as part of a motorcycle GLS include road law knowledge test, driving/riding theory test, eyesight tests, basic motorcycle skills tests, on-road practical tests, hazard perception tests and exit tests. Progression of the riders from learner to intermediate to full licence phase requires riders to learn the theory and develop the skill required to ride motorcycles on the road. Therefore, the progression from one phase of licensing to the next may involve completion of compulsory training course as well as the testing of those skills and theories.

Results

The reduction in the incidence of crashes resulting from the introduction of a GLS for riders and drivers in countries around the world varies from four per cent to over 60 per cent depending upon restrictions used and the degree to which they are enforced. The evaluation of 12 graduated licensing programmes (7 in USA, 3 in Canada, 1 in New Zealand, and 1 in Australia) shows that the number of global accidents dropped by 31% in 16 year old riders during the first year. In addition, accidents also dropped for all the teenagers and for each driver with licence. No information about the results from the 3rd Driving Licence Directive (including GLS) in European Union is available because not in all the countries has been applied.

Conclusions It is an effective way of reducing crashes among novice riders since research



has clearly demonstrated that older novice riders and drivers experience higher crash rates than riders and drivers of the same age with several years of experience.


United States of America, New Zealand and Australia.


+ National Administrations from EU: After the approval of the 3rd Driving Licence Directive, each Country must apply this Directive before 2013. At European Union, on 14th December 2006, the EU Parliament voted in favour of the 3rd Driving Licence Directive (3DLD) in which the GLS is defined. http://ec.europa.eu/dgs/energy_transport/publication/memos/2006_03_27_driving_licence_en.pdf

Link http://vicroads.vic.gov.au/NR/rdonlyres/68D50056-6144-45BC-B23A-

879E3B11915D/0/GLSDiscussionPaper.pdf

Others -“Report on Graduated Driving Licence in Netherlands”. Institute for Road Safety Research: http://www.swov.nl/rapport/Factsheets/FS_License.pdf



Good Practice 3.1.1.B.1.

European standard for initial training. Initial Rider Training programme (2007).

Description

The model “European Initial Rider Training” programme was developed through the “Initial Rider Training” (IRT) Project. This new European model places proper emphasis on relevant machine control skills, together with an understanding of the hazards that a rider will face and how they can be avoided and managed, and an appreciation of the importance of rider attitudes and behaviour. The structure of this “Rider Training Programme” is:

The programme also refers to an e-coaching element to improve hazard perception and risk assessment. It lets improve initial rider training, particularly in the context of exposing riders to virtual hazardous situations and consequences of attitude and behaviour without putting them in any way at risk. All these elements address the important issues of hazard awareness and avoidance and rider attitude and behaviour. This programme is delivering the following recommendations on: - the essential elements of a model European initial rider training

programme; - how a model European initial rider training programme could be utilised

in different social and economic circumstances; - the potential of e-Coaching (e-Learning) to support initial rider training

and how virtual training approaches could be developed; - the development of the essential elements into a comprehensive,

cohesive and cost-effective European initial rider training initiative.

Results

The IRT Supervisory Board are sure that the IRT model European programme will offer a real improvement to much of the pre-licence training available to riders within the European Union. The project is producing a high quality template for Initial Rider Training across Europe.

Conclusions

The modular structure and pedagogical approach of the IRT model European initial rider training programme can offer a real improvement to the availability of initial rider training. Whilst it has been primarily developed to be used in a training environment where the rider is paying for the services of the instructor, it can also be used in some informal training situations. It will offer real assistance to the family member or friend, or the motorcycle club or safety organisation, seeking to impart good, safe riding skills, often in circumstances where professional training is not available or is of poor quality.

Geographic European Union.



location of this specific good practice Specific Good Practice to be applied by:

+ European administrations: To consider the aspects of the essential elements of a model European initial rider training programme defined in this good practice.

Link http://www.initialridertraining.eu/ Others



Good Practice 3.1.1.B.2. “eMoto Café” website.

Description

“eMoto café.net” is a web based on magazines, providing news and information to Bulgarian PTW riders. There is a useful section for ‘beginners’ which contains advice on learning to ride, covering key actions and manoeuvres. Safe riding techniques and collision avoidance strategies are discussed under different headings which cover technical information, riding on poor surfaces, riding around bends, braking, accelerating, riding uphill and downhill and several others. The website appears to be attractive and accessible, with news of technical developments, new models and the international and local race series. The riding techniques discussed appear to offer good, practical information on safe machine control. The website also gives information on safety equipment and clothing with details of international helmet standards and product information on protective clothing from major manufacturers.

Results No results are available about the efficiency of this web site related to Road Safety for Motorcyclists

Conclusions The information on safe riding, helmets and protective clothing is presented in the context of the ‘safety dialogue’, providing tips and advice for new or inexperienced riders as part of a wider sharing of news and opinions.

Geographic location of this specific good

Bulgary.


+ Users: Users (beginners or recycled riders – those who has been many time without riding) can visit this web site and avoid to violate the rules of safe riding and improve their riding that can only be obtained through experience.

Link http://www.e-motocafe.net/category/11

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20028%20eMoto%20Cafe.pdf



Good Practice 3.1.1.B.3. “Safe Riding” website.

Description

“Seguroenmoto.com” is a web based on the knowledge and experience of motorcyclist providing news and information (good practices) to Spanish PTW riders. There are several advices to all type of riders (even beginners) including different situations (related traffic lights, intersection, conspicuity, riding in urban areas, related to pedestrians,…). The website also gives information (links) on safety campaigns for riders. This website has been the last winner of the award “Premio Barcelona de Seguridad Vial Memorial M. Àngels Jiménez 2011”

Results No results are available about the efficiency of this web site related to Road Safety for Motorcyclists.

Conclusions The information on safe riding is presented in the context of the ‘safety dialogue’, providing tips and advice for new or inexperienced riders as part of a wider sharing news.


Spain.


+ Users: Users (beginners, recycled riders, experts,…) can visit this web site and avoid violating the rules of safe riding and improving their riding that can only be obtained through experience.

Link http://www.seguroenmoto.com/ Others



Good practice 3.1.1.B.4. “Scootsafe” training.

Description

The project is aimed at 16-20 year old scooter riders to fill skills gap between CBT (Computer-Based Training) and full test training as many of this group of riders do not move on the full test training. Training takes the form of a 2 hour session covering: theory, basic machine maintenance (brakes, tyres etc) off street manoeuvres and a 45 minute road riding assessment using radios to provide coaching and advice. Trainers are provided by reputable local training school. Initial reaction by those taking part has been good and the riders’ involved have shown a positive response. Evaluation of the scheme is by questionnaire after the course and follow up work is planned for 6 months after the course to check on accident involvement.

Results Evaluation of the pilot stage has shown a positive response from those taking part but no casualty based monitoring is available at this stage. Therefore no results are available about the effective of this good practice.

Conclusions This training is considered as a good practice to improve young rider skills. Geographic location of this specific good practice

United Kingdom.


+ National administration in charge of traffic aspects: To carry out this type of training.

Link www.leeds.gov.uk

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20016%20ScootSafe%20Leeds%20%28v1%29.pdf



Good Practice 3.1.1.B.5. Norwegian Rider Training Curriculum.

Description

The Norwegian Public Roads Administration produces driver/rider training manuals for all classes of vehicle. The PTW training manual sets out a structured curriculum for training new (young) motorcyclists. In the introduction, the manual explains how rider competence’ includes much more than the technical skills required to control the vehicle.

The aim is related with the fact that if you promote risk-aware and responsible riding, the potential effectiveness of the training would increase. The curriculum provides guidance for both the required technical skills and knowledge training and to address the necessity for road users to behave co-operatively to reduce risk. In the introduction the manual explains how rider ‘competence’ includes much more than the technical skills required controlling the vehicle. The necessity for co-operative use of the highway is stressed.

Results No results available about the effective of this good practice.

Conclusions

The content and delivery of the training appears linked to PTW collision causation factors identified by research. The inclusion of modules aimed at promoting risk-aware and responsible riding would increase the potential effectiveness of the training.


Norway.


+ National administration in charge of traffic aspects: To disseminate this type of advices to the motorcyclist community.

Link http://www.vegvesen.no/

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20018%20Norwegian%20IRT%20%28v1%29.pdf



Good Practice 3.1.1.B.6. Hugger campaign.

Description

The campaign aims to increase motorcycle safety in Norfolk, and ultimately reduce the number of deaths and serious injuries among motorcyclists. The campaign uses a character named after the close-fitting rear mudguard used on some motorcycles. The first phase of the campaign encouraged drivers to look out for PTWs using posters, stickers and advertising on the rear of buses running through the area. The second phase was aimed at motorcyclists, encouraging them to take further training to improve their skills. This stage was supported by posters and the distribution of leaflets inviting riders to take ‘Hugger’s Challenge’. The website includes downloads of poster and sticker artwork and the poster/leaflet for the Hugger Challenge described above. The campaign also has a presence on social networks as Twitter and Facebook. The Hugger character and branded materials are also used in road safety educational activities in local schools and colleges.

Results There is some evidence that previous campaigns have contributed to a reduction in the number of PTW casualties in the area, but not specific data are available.

Conclusions The campaign publicity materials provide a new and single branding for PTW safety campaigns in Norfolk.


Norfolk (United States).


+ National administration in charge of traffic aspects: To carry out this type of campaigns.

Link http://www.think.norfolk.gov.uk/Motorcyclists/Campaigns/2009-Campaigns/Hugger-Campaign

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20034%20Hugger.pdf



Good Practice 3.1.1.B.8. Take Control training.

Description

In the United Kingdom, “Warwickshire’s Road Safety Unit” has published casualty statistics that say “identify a clear need for rider training among young and inexperienced moped and motorcycle riders”. The statistics show that more than a third of all mopeds and motorcycles involved in injury collisions were ridden by under 21 year olds, and one in every five collisions where moped and motorcycle riders were considered most blameworthy, were attributed to learner, inexperienced or nervous riders. Warwickshire, Herefordshire, Worcestershire, Shropshire and Telford and Wrekin have recently re-launched their “Take Control rider training scheme”, and three of the five courses available are tailored to meet the needs of young riders: 1. CBT Plus’ develops skills learned in “Compulsory Basic Training”. 2. ‘Auto to Gears’ helps moped riders to progress to riding geared 125cc bikes.3. The ‘125 Rider Development’ course is a half-day session for riders new to 125cc bikes who are keen to develop their riding skills. The ultimate aim is to improve the riding skills of young people who have accidents due to their inexperience. The statistics show that more than a third of all mopeds and motorcycles involved in injury collisions were ridden by under 21 year olds. There is also a ‘Skills Enhancement’ course, for riders of more powerful motorcycles, intended to improve riding technique and confidence. Take Control Courses can contribute to achieve the standard required by the Driving Standards Agency ‘Enhanced Rider Scheme’, which in turn can lead to discounted insurance for riders.

Results There are not monitoring data of rider collision risk using casualty/collision data following the training.

Conclusions “Take Control Training courses” are aimed to improve the riding skills of young people who have accidents due to their inexperience.


United Kingdom.



Link http://www.takecontroltraining.co.uk/

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20041%20Take%20Control%20Training.pdf



Good Practice 3.1.1.B.9. Operation Pitstop (Campaign, 2005-2008).

Description

Scooter riders, aged 16 to 20, are among the most likely to be killed or seriously injured on urban roads. Through this campaign carried out in Leeds, Police and Road Safety Officers visited colleges and other appropriate sites in the Leeds area and check the condition of PTWs and the legal status of riders. This major road safety initiative aimed at cutting the number of deaths and serious injuries on the city’s roads has seen young scooter riders across Leeds given a ‘pit stop’. OPS (Operation PitStop) is aimed at cutting the number of deaths and serious injuries on the city’s roads, specially young riders. Police motorcyclists and roads policing officers worked alongside city’s road safety to educate about road safety. During some days (three or two), the teams visited schools and colleges and patrolled major routes across the city to educate young riders about how to get around safely and legally. Scooter users stopped as part of the initiative are given information packs providing advice on protective clothing and safe riding technique. Where PTWs are found to be unsafe or ridden illegally, the Police issue ‘fixed penalty tickets’ leading to a fine and possibly penalty points on the rider’s licence.

Results

In 2009 the campaign started on March and, on Tuesday, Wednesday and Thursday in the first week of October, the teams visited schools and colleges and patrolled major routes across the city to educate young riders about how to get around safely and legally. Over the three days they stopped 81 riders and warned 46 of them about the condition of their vehicles of their lack of proper protective clothing. A total of nine vehicles were seized after their riders were found to be uninsured or unlicensed, and 19 fixed penalty tickets were issued for a range of motoring offences. During the most recent phase of the project in September 2010; 81 riders were stopped with 9 vehicles seized due to no insurance/licence and a further 29 offences detected.

The initiative has been run regularly and enforcement data has been recorded but no ‘after’ monitoring using casualty data is available.

Conclusions

It is important to get the message across to this particular audience (young riders). They have to understand why it’s vitally important to wear the correct protective equipment, keep their vehicles properly maintained and undergo proper training before heading out on the city’s roads.


Leeds City Council/West Yorkshire Police (United Kingdom).


+ Local administration in charge of urban traffic aspects: To carry out this type of campaigns.

Link

+Leeds Operation Pit Stop Rides Again: http://www.westyorkshire.police.uk/?Page=1645%7CLeeds+Operation+Pit+Stop+Rides+Again +Joint Operation Helps Keep Young Riders Safe: http://www.westyorkshire.police.uk/?Page=4582%7CJoint%20Operation%20Helps%20Keep%20Young%20Riders%20Safe

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP3%20013%20Operation%20Pitstop%20v2.pdf



Good Practice: 3.1.1.B.10. Pilota per la vita (Campaign, 2009).

Description

The project is based around presentations to groups of students in high schools or colleges. This campaign targets students aged between 14 and 20 years in schools and colleges. The aim of the project is to encourage young adults to use the road safety. The presentation uses audio-visual resources and includes multi-screen video and discussion based activity. Students have access to road safety professionals, the Police and psychologists during the discussions. Students are encouraged to discuss their perception of risk and effective counter measures including the correct use of approved helmets or using public transport as an alternative to the PTW or car. There is a ‘prize draw’ for participating students with prizes such as approved helmets.

Results

During Spring 2009, some 900 school pupils - aged 14 to 19 years - participated at 6 events and some 600 questionnaires regarding participants’ feedback were obtained and analysed. Some of the key findings were: - 10% of respondents used PTWs to go to school (8% as drivers, 2% as passengers); - 23% had already had some kind of PTW road accident, with the main factors being collisions with another vehicle (63%), loss of control /falling from the vehicle (29%); and - The main perceptions of risk are poor driving by other road users (36%) low road maintenance (35%) and wet roads (19%).

Conclusions

The project appears student centred, allowing them to develop their own ideas of risk and appropriate counter measures. It can be used in schools to train young people in hazards of riding. Initially run as a pilot project between April and May 2009, an extension of the campaign is planned..


Italy.


+ National administration in charge of traffic and educational aspects: To carry out this type of campaigns.

Link www.romanotizie.it/sspip.php?article13070

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20035%20Pilota%20per%20la%20Vita%20v2.pdf



Good Practice: 3.1.1.B.11.

ROSE 25: Inventory and compiling of a European good practice guide on road safety Education targeted at young people.

Description

ROSE 25 (which stands for Road Safety Education in all EU Member States) has been launched by the European Commission’s Directorate General for Transport and Energy (DGTREN) with the intention to provide a detailed inventory of Road Safety Education (RSE) in the European Union (EU). The main purpose of this report is to: • Outline the status of RSE in the EU. • Collect good practice in RSE for children and teenagers. • Compile European Guidelines and recommendations for good practice. This project shows (through its deliverables) the best practice that focus on moped riders and young riders (apart of young road users in general).Skills on controlling the vehicle, awareness of risks, and being aware of their personal weaknesses regarding competencies are important topics for young riders. Actions for moped users have been divided into three categories: 1. In-depth training: three or more days of theoretical and practical skills training. 2. Short training: one or two days of theory/practice, exercises with active participation. This is sometimes a ‘demonstration’: pupils receive a ‘first impression’ of several elements and risks concerning motorised traffic participation. 3. General lectures: only theoretical with no real exercises, but pupils actively participate in discussions. The following table summarizes all the best practices shown and analysed in this project for moped riders.

Also, specific good practices related good practice that focuses on pre-drivers are presented in this project. Pre-drivers are defined as teenagers between 16-18 years old18. Like future moped drivers they have to be prepared for their new role in traffic.

Results For some of these best practices related to young riders, results are shown about the possible efficiency.



Conclusions This project shows (through its deliverables) the best practice that focus on moped riders and young riders (apart of young road users in general). Specific files have been created describing these good practices related to awareness of risks for these riders.


European Union.


+ National administration in charge of traffic and educational aspects: To carry out this type of campaigns or young riders.

Link http://ec.europa.eu/transport/rose25/documents/deliverables/final_report.pdf Others




3.2.- Perception of riders/human errors.

Problem 3.2.1. The tendency to ever-rate their own abilities and chances of positive outcomes due to the psychological construction of unrealistic optimism.


Subject 3.2.- For Motorcyclists: Perception of riders/human errors: failed signal, junction overshoot, failed to judge other vehicles/pedestrians, path/speed, even, self-perception, etc…


The psychological construction of unrealistic optimism refers to tendency to over-rate their own abilities and chances of positive outcomes. Weinstein (1989) described several theories used to explain optimism bias and asserted that the most plausible explanation is that unrealistic optimism serves to maintain healthy self esteem. That is people like to consider that they are better than others or less susceptible to harm in order to maintain their sense of competence and self-worth. Liu et al. (2009) found that riders who had crashed within the previous five years reported increased levels of carelessness and intolerance, a lack of responsibility and a fast and risky riding style. These behaviours could be due to an increasing level of confidence, which could have caused the accident (Horvath and Zuckerman, 1992).


Avoidance the Unrealistic Optimism that leads to motorcyclists to over-rate their own abilities, leaving shorter gaps and underestimating stopping distances and increasing levels of carelessness and intolerant, a lack of responsibility , a fast and risky riding style.


3.2.1.

Effective Good Practices (Group A) Good practice 3.2.1.A.1: Perception of risk in motorcyclists. Other possible Solutions (Group B)

Good Practices

Comments



Good Practice 3.2.1.A.1. Perception of risk in motorcyclists.

Description

This study examines how motorcyclists themselves perceive the risks of motorcycling and suggests that motorcyclists have an inaccurate perception of the risks of motorcycling. They tend to underestimate the chance of having an accident and this is related to the number of accidents that they have sustained. The aim of this good practice is related to the fact that motorcyclist’s perception of the risks increases following personal contact with the victims of such accidents and, as it can be seen in the results, it is a good idea to confront riders with the victims of motorcycle accidents. After basic questioning, subjects were asked if they had ever had an accident (including 'coming off') whilst motorcycling, and then if they knew anyone who had suffered a serious motorcycle accident (killed or hospitalised). Finally, they were asked to assess the risks to themselves of having an accident or being killed whilst motorcycling in the next 2 years. It may be more productive to confront motorcyclists (and potential motor cyclists in schools) with the victims of motorcycle accidents. Contact with such victims increases perception of risk.

Results

Most of the sample (76%) had sustained one or more accidents and the total number of accidents sustained by an individual was related to his duration of motorcycling. The yearly accident rate was calculated for each individual. This corresponds to one accident every 16 months. The group, as a whole, tended to underestimate the risk of having a motorcycle accident in the next 2 years. The true rate from this survey is 1-5 accidents every 2 years. Individual perception of the risk of having an accident was unrelated to yearly accident rate or to total number of accidents, but was significantly higher in those who knew someone who had suffered a serious motorcycle accident. The group, as a whole, tended to overestimate the chance of being killed whilst motorcycling in the next 2 years. The true risk, from official figures, is 0-16% (Department of Transport, 1984). The perceived risk of being killed was greater in those with higher yearly accident rates and in those with higher total number of accidents. The perceived risk of being killed was also higher in those who knew someone who had been involved in a serious accident.

Conclusions Perception of the risk may be increased by confronting riders with the victims of motorcycle accidents. Fear of disablement may be a more potent deterrent than fear of death (for example, through talks or speeches in schools or driving schools by the people who were injury in an accident).


Great Britain.

Specific Good Practice to be applied by::

+ National administrations: To include this type of programmes. Example: for the riders who are punished during the riding (punishments related to risky actions).

Link http://www.ncbi.nlm.nih.gov/pmc/articles/PMC1285350/pdf/archemed00011-0044.pdf

Others



Problem 3.2.2. Low hazard perception skills to detect dangerous traffic situations and a lack of

abilities to respond appropriately in the face of the hazard.

Epigraph 3. Human Factor. Subject

3.2.- For Motorcyclists: Perception of riders/human errors: failed signal, junction overshoot, failed to judge other vehicles/pedestrians, path/speed, even, self-perception, etc.


A hazard is defined as any permanent or transitory, stationary or moving object in the road environment that has the potential to increase the risk of crash (Harworth et al, 2005). The hazard perception is whereby the process a road user notices the presence of a hazard (Harworth and Mulvihill, 2006). The recent four component model of responding to risk (Grayson et al, 2003) may be the most useful because it includes a response implementation phase, which appears to be more important in motorcycling than in car driving. The four-component model focuses on the effects of stable personality traits, rather than states of the individual (e.g sobriety). Motorcyclists are subject to the hazards faced by car drivers, because motorcycles have only two wheels, they are more susceptible to difficulties and hazards created by the design, construction, maintenance and surface condition of roads (ROSPA, 2001). For example, motorcyclists are at risk from situations such as gaps in bridge decking wide enough to catch a motorcycle wheel but too narrow to affect a car tyre. A general set of common has been proposed: failed/misleading signal, failed to check for the other vehicles properly before making a manoeuvre, failed to judge other vehicles/pedestrians path/speed, passing to close a cyclist. Hazard perception is a multi-component cognitive skill that can improve with experience (Deery, 1999). Regarding perception, Horswill and Helman (2003) concluded motorcyclist may have a better perceptual capacity than car drivers. Mullin, Jackson, Langley and Norton (1998) found a strong relationship between increasing age of rider a decreasing risk moderate to fatal injury from a motorcycle crash. Riders aged over 25 years had less than half the risk of 15 to 19 years old. There was no association between gender and risk. Motorcycle studies have found that the risk perception of adolescent riders correspond to actual risk of motorcycle crashes (Reeder et al. 1992.).


Improving the hazard perception skills to detect dangerous traffic situations and teaching how to respond appropriately in the face of the hazard.


3.2.2.

Effective Good Practices (Group A) Good Practices Good practice 3.2.2.A.1: Best training methods for teaching hazard perception and responding by motorcyclists. Good practice 3.2.2.A.2: Enhancing hazard avoidance in teen-novice riders. Good practice 3.2.2.A.3: Using a riding trainer as a tool to improve hazard perception and awareness in teenagers.



Other possible Solutions (Group B) Good practice 3.2.2.B.1: Advance Rider training /Post Test training. Good practice 3.2.2.B.2: Lucky 13. ACEM Rider safety cartoons. Good practice 3.2.2.B.3: Restez Motard a Moto. Securite Routiere website. Good practice 3.2.2.B.4: Look twice! TWICE campaign (more details in Good Practice 3.5.1.B.12). Good practice 3.2.2.B.5: Down from the Gas! website (more details in Good Practice Good Practice 3.3.2.1.B.2:). Good practice 3.2.2.B.6: MSF Rider Classroom Cards. Good practice 3.2.2.B.7: Safer Motorcycling Through Work. Good Practice 3.2.2.B.8: Ride Safe. Good Practice 3.2.2.B.9: Effective Interventions for Speeding Motorists.

Comments



Good Practice 3.2.2.A.1.

Best training methods for teaching hazard perception and responding by motorcyclists.

Description

There are some training methods for teaching safe motorcycling hazard perception and responding. Therefore, they (riders) can see the potential usefulness of motorcycle rider training. It is assumed that skills are learned in stages, with improving performance as the learner moves from knowledgeable, to prepared, trained, skilled, or expert riders. Which method of training is best depends on the stage in skill learning. There is generally less need for physical resemblance (physical fidelity) or functional similarity (functional fidelity) in the early stages of learning than in later stages. However, when the expert stage is reached, the wealth of experience means that the need for physical fidelity is reduced. There are ten training methods which were assessed in terms of the extent to which they could provide the required outcomes in a cost-effective manner: -Training range rider training. -On road rider training. -Training range licence testing. -On road licence testing. -Motorcycle simulators. -Pc-based part-task training. -Pc-based interactive recorded media. -Recorded video. -Written materials. -Implications of mandatory and non-mandatory training.

Results In this project, required features of effective training method are detailed.

Conclusions

There are some good practices which are separated by different levels for the learning of hazard perception and responding based on the model of incremental transfer learning. While more research is needed regarding hazard perception and responding by motorcycle riders, specific deficiencies in current training methods were identified and potential remedies suggested. In particular, there is potential to improve existing Training Range rider training through provision of written materials. PC-based part-task training appears to offer a cost-effective means of addressing hazard perception and responding training in the near term. PC-based part-task training could also be used to develop hazard perception tests for the Learner and Licence Tests. This would encourage voluntary use of PC-based part-task training. Motorcycle simulators allow a rider to experience a wide range of hazards and instructor-supervised environment. In addition to the circumstances that can be presented, simulators provide instructors with access to detailed information about student performance that can assist with the diagnosis of rider errors.


State of Victoria (Australia)


+ National administration in charge of traffic aspects: To provide these training tools to driving/riding schools.

Link http://www.monash.edu.au/muarc/reports/muarc236.pdf Others



Good Practice 3.2.2.A.2. Enhancing hazard avoidance in teen-novice riders.

Description

One of the most critical skills related to accident avoidance by a novice driver is the detection, recognition and reaction to traffic hazards; it is called hazard perception and is defined as the ability to identify potentially dangerous traffic situations. Four hundred and ten participants (207 in the experimental group and 203 in the control group) took part in a research whose ultimate aim was to improve hazard avoidance skills in teenagers with a motorcycle simulator.

Results

Results demonstrated that the mean proportion of avoided hazards increased as a function of the number of tracks performed in the virtual training. Participants of the experimental group after the training had a better proportion of avoided hazards than participants of the control group with a passive training based on a road safety lesson. Results provide good evidence that training with the perception increases the number of avoided accidents in the virtual environment.

Conclusions It can be applied to the teenagers to improve their riding skills in a safety environment riding in a simulator


European Union.



Link Vidotto, G.; Bastianelli, A.; Spoto, A. And Sergeys, F. (2011) Enhancing hazard avoidance in teen-novice riders Accident Analysis and Prevention, 43, Issue, 1, January 2011.

Others



Good Practice 3.2.2.A.3.

Using a riding trainer as a tool to improve hazard perception and awareness in teenagers.

Description

The ability to identify potentially dangerous traffic situations is termed as hazard perception. Hazard perception training is particularly relevant for riders, as motorcyclists are not protected by a vehicle body so the ability to perceive and respond to hazards posed by other vehicles is crucially important. This study was aimed to find out whether a rider simulator (Honda Riding Trainer, HRT) could improve the hazard perception in teenagers. The experimental procedure involved a pre/post randomized experimental design with an experimental group and a control group. The Honda Riding Trainer takes the form of a computer fitted into a tubular structure that features handlebars, a saddle, and gear and foot brake controls for use in bike mode. The user can start learning the controls on simulated traffic-free roads and progress to more congested situations. Several riding situations (town, rural, mountain, night etc.) can be selected as well as the type of vehicle: low, medium or high cubic capacity scooter or motorbike. The simulator is designed to allow the novice rider to safely discover the critical situations they may encounter on the road and to develop survival strategies.

Results Results show a clearly visible learning process and improvement in participants’ performance, regardless of the order in which the riding tracks are presented. HRT trainees improve their performance in avoiding accidents in a simulated environment significantly more than participants of the control group.

Conclusions The repetitive hazard perception practice using simulations of common traffic situations can improve a rider’s ability to anticipate and manage developing hazards.


European Union.



Link http://host.uniroma3.it/riviste/ats/sixteenth%20issue/Vidotto%2051-60%20A.pdf

Others

+ “Improving selective attention with riding simulator”: The object of this work was to find whether a riding simulator could improve the selective attention and awareness toward dangerous stimuli in teenagers as previous studies suggested for novice drivers. The simulator presents twelve training tracks in different visual environments with eight experimental situations. On-screen, the rider sees and hears a realistic three-dimensional world. The experimental procedure involves a pre/post randomized experimental design with an experimental group and a control group, both of two hundred participants randomly assigned. Post-test shows an improvement in participants' performance. Data are interpreted in light of space-based theory of visual attention. http://www.perceptionweb.com/abstract.cgi?id=v070137



Good Practice 3.2.2.B.1. Advanced Rider training / Post Test training.

Description

Advanced Rider Training (ART) is offered by a number of providers in the UK including the Institute of Advanced Motorists, ROSPA, BSM and DIA. In the UK this training was originally based on the Police ‘Roadcraft’ training manual. Advanced Rider training is quality assured by the Driving Standards Agency and involves a test. This Police System has seven features, each is considered at the approach to any hazard. Only those applicable are put into operation: 1. COURSE - Choose the correct line of approach, check behind and give a signal if it is needed to warn of the change of road position. 2. SPEED - Check behind again, consider giving a further signal if turning. Reduction in speed for the hazard, preceded by a slowing down signal if required. 3. GEAR - Select the appropriate gear for the chosen speed. 4. REAR OBSERVATION and SIGNAL - Check behind again. Consider giving a signal if not done already or to emphasise an existing signal. 5. HORN - If necessary, give a horn warning. 6. LIFESAVER - A last look behind before turning. 7. ACCELERATION - Applied to leave the hazard safe. The “system” of training has evolved to meet changing road conditions. There is now considerable emphasis on hazard awareness and the necessity to allow significant safety margins in riding style.

Results ART is self-selecting from a group of riders less given to risk taking behaviour. Providers report increased confidence and claim significant reduced collision risk, although empirical research confirming this is difficult to locate.

Conclusions

There is a self-reported improvement in confidence and competence for participants in ART but such monitoring has been shown to be unreliable. Published collision/casualty based evaluation is difficult to find. Some insurance companies offer discounts to Advanced Riders, presumably based on actuarial information. This would suggest that there may be circumstantial evidence linking ART with reduced collision risk.


United Kingdom.



Link http://www.cooperbiketraining.org.uk/news/articles/ukadvanced.htm

Others

+ More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20011%20Advanced%20Rider%20Training%20%28v1%29.pdf



Good practice 3.2.2.B.2. Lucky 13. ACEM Rider safety cartoons.

Description

Sponsored by ACEM (the motorcycle industry in Europe) this series of 13 comic strip cartoons is intended to provide advice for riders in dealing with infrastructure causes of collisions as identified in the MAIDS in-depth study. As it will never be possible to have perfect conditions on all roads, rider behaviour in addressing each situation plays a major role in PTW safety. By providing more information on the main causes of collisions, this safety campaign aims to help riders to make better choices and contribute to improve their own safety. Some of the tips deal with other factors such as other road user behaviour and loss of control. It is not clear how the comic strips will be distributed. There is a download facility on the website and the news release indicates a partnership with motorcycle instructors.

Results The campaign is based on casualty data analysis but there does not appear to be any provision for monitoring the effectiveness of the campaign.

Conclusions As the campaign is based on the main causes of PTW collisions identified in the well regarded MAIDS study, there is the potential for a contribution to a reduction in casualties.


European Union.


+ Users: Users can visit this web site and avoid to violate the rules of safe riding and improve their riding that can only be obtained through experience, especially beginners or recycled riders

Link http://www.acem.eu/cartoon/ Others



Good Practice 3.2.2.B.3 Restez Motard a Moto. Securite Routiere website.

Description

The French government has produced a website for PTW riders whose objective is to allow them to access advice on safe riding techniques and managing hazards. The website uses rider view video to simulate riding hazards and to provide advice for recognising and safely managing them. Each short section has commentary from an experienced rider providing advice on collision avoidance techniques. The website also presents videos providing information on equipment, speed, machine choice and preparation and the need to see and be seen.

Results No results available for this good practice.

Conclusions The website appears to offer appropriate, practical advice on hazard perception, avoidance and general safe riding.


France.


+ Users: Riders can visit this web site and avoid to violate the rules of safe riding and improve their riding that can only be obtained through experience, especially beginners or recycled riders

Link www.restez-motard-a-moto.fr

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20025%20Restez%20Motard%20v2.pdf



Good Practice 3.2.2.B.6. MSF Rider Classroom Cards.

Description

This book gives some advises and explanations about common problems or some hazards that a rider can find during the riding. The ultimate aim is to enhance your riding experience and to be aware of riding and their hazards. There are some cards with an image like the alcohol/drugs effects and then, they give you 5, 6 or 7 key points with an explanation of the image.

Results No results from this good practice have been found.

Conclusions This is a good and easy way to explain some problems, moreover a picture is worth a thousand words.


United States of America.


+ National administration in charge of traffic aspects: To disseminate this type of advices to the motorcyclist community. + Users: To know this type of advices.

Link http://www.msf-usa.org/downloads/ERC_Rider_Classroom_Cards.pdf Others



Good Practice 3.2.2.B.7. Safer Motorcycling Through Work.

Description

This handbook gives some advises and explanations about problems that professional riders (from a working point of view) can find during the riding. Carried out by RoSPA (Royal Society for the Prevention of Accidents). This guide provides: • facts and arguments to motivate key decision makers; • ideas and suggestions on how to engage riders; • options for promoting the safer motorcycling message; • useful website links, both locally and nationally; • information on safer motorcycling schemes; • advice on how to get started and how to evaluate success; and • case studies demonstrating ‘what works’.


Conclusions This is a good and easy way to explain advices for the specific sector of workers


United Kingdom.


+ National administration in charge of traffic aspects: To disseminate this type of advices to the worker riders. + Users: To know this type of advices.

Link http://www.rospa.com/roadsafety/info/motorcycling_through_work.pdf

Others

Other good practices related to safety campaigns (for professionals who use the PTW as way of transport to travel towards their works or for riders during working hours) are detailed on: .- “Motorcycle Safety Resource Guide for Injury Prevention Professionals”: http://www.fcsafecommunities.com/userfiles/file/Motorcycle%20Safety%20Resource%20Guide%20for%20Injury%20Prevention%20Professional.pdf .- “Driving at work. Managing work-related road safety”. Department for Transport. United Kingdom. http://www.hse.gov.uk/pubns/indg382.pdf .- “PRAISE European Project” : http://www.etsc.eu/PRAISE-publications.php .- “Good practices for riders/drivers during working hours”: http://www.seguridadviallaboral.es/antes-de-ponerse-en-marcha. .- “Department for Transport. UK Safety Workplace & Vehicles. Health and Safety Authority”. United Kingdom. http://www.dft.gov.uk/drivingforwork/ .- “Road safety for workers on motorbikes”. Collection of Road Safety Notebooks. MAPFRE Institute for Road Safety. 2005. Professional Road Safety Course by UNED. Course 2007-2008. http://www.fundacion.uned.es/cursos/economia-empresa/experto-profesional/seguridad-vial/ .- “List of good practices carried out by companies with the aim of avoiding road accidents which can suffer their workers. Recommendations for employers and employees”: http://www.seguridadviallaboral.es/images/files/ManualT2(1).pdf



http://www.seguridadviallaboral.es/ .- “Safer Motorcycling through Work”. The Royal Society for the Prevention of Accidents. Scotland. http://www.rospa.com/roadsafety/info/motorcycling_through_work.pdf



Good Practice 3.2.2.B.8. Ride Safe.

Description

Riding a motorbike safely requires both skill and judgement. Through this guide (carried out by RoSPA - Royal Society for the Prevention of Accidents), advices are given to riders concerning the five most common accident scenarios and how to face to these situations: - failure to negotiate left hand bend on country road. - failure to negotiate right hand bend on country road. - collision at junctions. - collision while overtaking. - loss of control.


Conclusions This is a good and easy way to explain advices for increasing the hazard perception skills in the most common accident scenarios and knowing what to do.


United Kingdom.


+ National administration in charge of traffic aspects: To disseminate this type of advices. + Users: To know this type of advices.

Link http://www.rospa.com/roadsafety/info/ridesafe.pdf

Others

+”Motorrad fahren gut und sicher“. These guidelines show advices about how to ride and react in the most common accident scenarios: http://ifz.de/download/Broschueren/Gefaehrliche_Begegnungen-www.pdf http://ifz.de/download/Broschueren/Motorrad_fahren_gut_und_sicher_www.pdf



Good Practice 3.2.2.B.9. Effective Interventions for Speeding Motorists.

Description

This research project aims to review the evidence available and provide a guide to how best to design a road safety intervention that is likely to change speeders' attitudes and behaviour. Objectives: A. The definition of a speeding driver. B. Speeding interventions format and content: - To describe and discuss any evidence that suggests that a specific type of intervention would be effective for a specific speeder subgroup identified above. - To provide a framework of intervention characteristics that would be needed for a successful intervention, and to compare existing interventions (speeding courses) with this framework. C. Evaluation methodology: -To describe possible intervention evaluation methodologies and point out their strengths and weaknesses. - To suggest the optimal systematic evaluation methodology for a speeding intervention (existing or to be developed) that would comprehensively assess its effectiveness.

Results There are not specific results about the efficiency associated to this guide.

Conclusions This research project aims to review the evidence available and provide a guide to how best to design a road safety intervention that is likely to change speeders' attitudes and behaviour.


United Kingdom.


+ National administration in charge of traffic aspects: To carry out the measures detailed in this guide (under the later analysis of the efficiency)..

Link http://www.dft.gov.uk/pgr/roadsafety/research/rsrr/theme2/effectiveinterventionsforspe.pdf

Others



3.- Human Factor. A.- For Motorcyclists:

3.3.- Riding/ Driving Attitudes and Patterns: 3.3.1. Group Riding.

Problem 3.3.1.1 Risky attitudes carried out by motorcyclists in group riding at weekends and holidays.

Epigraph 3.- Human Factor. Subject 3.3.1.- For Motorcyclists: Riding/driving Attitudes and Patterns: Group Riding.


There are more and more motorcyclists getting together as groups not only for short excursions but also for organized rides. A group ride could be defined as any group of two or more motorcycles riding together. There are many specifications concerning group riding, including, instructions before the ride so everyone understands the hand signals, the route, how long between rest stops and a glance to other necessary instructions. When a motorcyclist rides in a group, they are members of two social groups: the immediate group of associates they are riding with; and the wider community of all motorcyclists. Becoming part of a social group may affect rider behaviour and the decisions riders make. When a rider is no longer than a ‘simply road user’, their choices may not be those of an individual but rather influenced by others in the group or by the perception the individual has of expected group behaviour. Group riding does have safety implications due to the way that riders react when performing in the company of their peers. Riders who feel that they have nothing to prove to these peers, may take fewer risks when group riding, however, if a rider feels that they have to prove they are part of the group, riskier behaviour may be employed as a tool to accomplish this. The research around group riding and the way it influences rider behaviour shows that it can affect safety. Turner (1991) indicates that a member of a group is quite likely to take on the norms and attitudes that they believe the group hold. The social identity theory of influence in groups is called referent informational influence theory. It is reasonable to assume then that someone who joints with a riding group, whether it is formal, informal or ad-hoc, will feel the need to conform in some way to the norms that they believe are held by that group. For this reason, more organised groups with well-defined rules will have fewer safety issues than informal or ad hoc groups where there are higher levels of ambiguity of rules and riders may exhibit more risky behaviour in order to conform to expectations, real or imaginary, of the other riders in the group.


To avoid risky attitudes carried out by motorcyclists in group riding at weekends and holidays. It has been identified that within group riding, motorcyclists make some mistakes such as getting carried away by the pace of other riders instead of appreciating the surrounding circumstances, not keeping the safety distance, etc. These mistakes are based on mistaking the place and the moment of enjoying the sporting driving, for the leader’s need of standing himself as such, keeping an high pace and showing to the other riders why he has achieved that status.


3.3.1.1.

Good Practices Effective Good Practices (Group A)



Other possible Solutions (Group B) Good practice 3.3.1.1.B.1: Recommendations for Group Riding: California Motorcycle Handbook (2010). Good practice 3.3.1.1.B.2: Quick Tips: MSF´s Guide to Group Riding. Good practice 3.3.1.1.B.3: Establishing functions and abilities of the members of the group. Handbook of the motorcyclist rider. Good practice 3.3.1.1.B.4: Motorcycling- Good and safe! (more details in Good Practice 3.6.1.B.1 ).

Comments



Good Practice 3.3.1.1.B.1.

Recommendations for Group Riding: California Motorcycle Handbook (2010).

Description

The Department of Motor Vehicles (2010) has prepared the “California Motorcycle handbook” where different advices are found in order to increase the motorcyclist’s safety. Regarding on Group riding, the handbook points the following:

Small groups: Driving in small groups makes easier and safer the driving of the rest of riders- It’s more complicated that the group part due to the traffic circumstances.

If you are a group of 4 or 5 people, divide it into two or more smaller groups.

To stay with the Group: To achieve this goal, it is recommended: The leader must adapt his driving to the rest of the group. Before

changing lane, he must consider that the rest of the group has enough time to make safely the manoeuvre.

Inexperience riders must drive behind the leader (who has more experience) in order to be in sight.

The pace of the group will be set by the last rider. Each rider must monitor the rider behind him, and if it is observed that distance between them is increasing, he must reduce his speed (and consequently the speed of the whole group) until the group keeps together again.

To make sure of every member of the group knows the route. If it is a long rout, it is necessary to plan stops.

Distance between riders must be adequate to keep the group together, and at the same time, and must be enough to allow a response to any dangerous situation. On the road, this distance must be shorter, since visibility is higher and the group is less likely to part.

It is recommended the following formation: It is not recommended to ride in two parallel lines, because there is

not enough space to avoid any danger on the road (Vehicle, object,…) It is recommended to ride in a staggered formation: the first one must

drive on the left side of the lane, the second one must drive on the right side of the lane keeping a distance to the first rider equivalent to one second, the third one must drive behind the first rider and keeping a distance equivalent to 2 seconds, and so on.

Pace line: Groups must ride in line when riding bends, turning o when

they are entering/exiting the road. Results No results are available about the possible efficiency of this handbook Conclusions Recommendations for group riding is given for a safer riding Geographic location of this specific good practice

California (United States of America)


+ National administration in charge of traffic aspects: To disseminate this type of advices to the motorcyclist community. + Users: To know this type of advices (specially beginner riders concerning riding in



groups). Link http://www.dmv.ca.gov/pubs/dl655/dl665mcycle.pdf

Others

Other handbooks that pointed a list of recommendations on group riding: +http://www.ncdot.org/dmv/driver_services/motorcyclists/motorcyclehandbook/download/MotoHandbook.pdf + http://www.seguroenmoto.com/libro.html (more details in “Good Practice 3.1.1.B.3. – “Safe Riding” website). +”Team Touring- Gruppenerlebnis Motorradreisen”: http://ifz.de/Publikationen/TeamTouring_www.pdf



Good Practice 3.3.1.1.B.2. Quick Tips: MSF´s Guide to Group Riding.

Description

Motorcycle Safety Foundation (MSF) published on his website, guidelines to increase the safety of the motorcyclists to Group riding. These guidelines give recommendations related on the trip preparation, training suggested to group riding, and a sign code to communicate among themselves.

Results No results are available about the possible efficiency of this handbook Conclusions Recommendations for group riding is given for a safer riding Geographic location of this specific good practice



+ National administration in charge of traffic aspects: To disseminate this type of advices to the motorcyclist community. + Users: To know this type of advices (specially beginner riders concerning riding in groups).

Link http://msf-usa.org/downloads/Group_Ride.pdf

Others




Establishing functions and abilities of the riders of the Group. Handbook of the motorcyclist rider.

Description

This handbook describes the different roles of motorcyclists when riding in Group. This handbook pointed out three types of roles:

“Road captain”: the leader The group: Intermediate positions The brush: the last rider.

Functions and characteristics that each one of these three profiles needs to know to group riding (from two motorcycles) are described in the handbook. In case the group was greater than 10 people, minor groups of 10 people will be made, defining “auxiliary captains” and “brushes”. It is necessary to be aware that the larger the group the larger the risk on road, even more when crossing a city. Both “road captain” and “brush” must be prepared, have experience as rider, have sense of responsibility, and must intend to have that position.

Results No results are available about the possible efficiency of this handbook Conclusions Recommendations for group riding is given for a safer riding Geographic location of this specific good practice

Guatemala.



Link http://www.bmwmotorradclubguatemala.com/archivos/manual_del_motociclista_de_turismo.pdf




3.3.- Riding/ Driving Attitudes and Patterns: 3.3.2. Sensation Seeking and Risk Taking.

Problem 3.3.2.1 Risky behaviour associated to personality features, sensation seeking, and risk-taking decisions of some riders


Subject 3.3.2.- For Motorcyclists: Riding/driving Attitudes and Patterns: Sensation seeking and risk taking.


Risk taking as well as sensation seeking are typical behaviours of some groups of PTW riders. “Risk takers” and “Sensation Seekers are the groups correlated with negative safety attitudes (Jonah at al. 2001). According to Zuckerman (1994), Sensation Seeking is a trait defined by the seeking of varied, novel, complex and intense sensations and experiences and the willingness to take physical, social, legal, and financial risks for the sake of such experiences. Several studies note that high sensation seekers perceive less risk in various driving situation and that perceive risk and risky driving are negatively correlated (Horvath and Zuckerman, 1993 and, Yu and Willifold, 1993), suggesting that risk perception, may mediate the relationship between sensation seeking and risky driving. This lack of perceived risk by sensation seekers could be due to their overrated driving/ridings kills, or it could be that the thrill of engaging in the risky behaviour outweighs the potential costs of an accident. Mannering and Grodsky (1995) suggested that riding a PTW might attract thrill seeking individuals, as riding is considered riskier than other forms of transport (Broughton, 2005; Department for Transport 2006). Reasons for individuals risk-seeking behaviour may include and outlet for stress, aggression, expression of independence, a heightening of arousal, or a means of impressing others (Jessor, 1988). In the case of motorcyclist, this behaviour is usually reflected in activities such as disobeying the traffic signals, the give way or stop signs, non compliance to double lane markings or pedestrian crossings, making illegal turns or speeding, maintaining low headways with the preceding vehicles and so on.


To avoid and to reduce risky behaviour associated to personality features, search for feelings, and risk-taking decisions of some riders, such as, disobeying traffic signs (Give way, stop,…), speed excess, not allowed turns, not keeping the safe distance,…


3.3.2.1.

Effective Good Practices (Group A) Good practice 3.3.2.1.A.1: Rider Risk Reduction Course (more details in Good practice 3.3.3.1.A.1). Good practice 3.3.2.1.A.2: Safety Cameras in London (more details in Good practice 3.3.3.1.A.3). Good practice 3.3.2.1.A.3: Effectiveness of red light cameras on the right-angle crash involvement of motorcycles (more details in Good practice 3.3.3.1.A.4.). Other possible Solutions (Group B)

Good Practices

Good practice 3.3.2.1.B.1:



"Think. Ride Smart." 2004 - 2005 Ad campaign. Good practice 3.3.2.1.B.2: Down from the gas website.

Comments



Good Practice 3.3.2.1.B.1. "Think. Ride Smart." 2004 - 2005 Ad campaign.

Description

The campaign focuses on motorcyclists themselves and some risky behaviours-riding without protective gear, riding without proper training, and riding impaired that are entirely within the rider's control.

Most riders think the “other guy” is their biggest threat on the road, but it isn't true. In Minnesota, the majority of motorcycle injuries and fatalities come from single-vehicle crashes. And, there are very few multi-vehicle crashes in which the rider did not contribute to the crash. In a move away from mass media, this campaign targeted motorcyclists directly at dealerships, shops, license exam stations and deputy registrars. Motorcycle-related businesses, especially dealerships, provide the perfect places to reach new, returning, and experienced riders with important information.

Results No results are available about the efficiency of this good practice.

Conclusions

Materials promotional and campaigns: three posters and three brochures for the campaign. The posters use humour to draw attention and the brochures provide the backup information The Minnesota Motorcycle Safety Center (MMSC) is Minnesota’s one-stop shop for rider training information, public information and educational materials, testing and licensing information, and riding tips to avoid risky behaviours.


Minnesota (United States of America).


+ National administration in charge of traffic aspects: To carry out this type of campaigns to the motorcyclist community.

Link http://www.motorcyclesafety.state.mn.us/latest/MMSCHomeSecondary.asp?cid=4&mid=196&scat=67

Others



Good practice 3.3.2.1.B.2. “Down from the gas!” website.

Description

This campaign targets speed as a major collision causation factor. The website (designed for this campaign) provides an extensive range of downloadable material, including video, TV and radio advertisements, printed media, technical information and presentations. There is a separate section on motorcycle collisions which provides downloads of a TV advertisement and posters. There is also access to a PTW training video which covers key safety points such as control, overtaking and fitness to ride. The ultimate aim is to become aware of high speed riding and this hazard behaviour. Examples and case studies are presented showing the consequences of making the wrong choice. Expert comments and opinions provides an explanation of the issues and suggested safe riding techniques.

Results Specific data relating to the project is not available.

Conclusions

The website provides an impressive range of resources for road safety practitioners and those interested in reducing excessive and inappropriate speed. The PTW specific resources are professionally presented and cover countermeasures to several key causes of injury. The campaign represents considerable investment by DVR/BMVBS in resources to address the issue of excessive or inappropriate speed. The section on motorcycling appears to mainly focus on high-speed, rural riding but some elements are applicable to urban riding.


Germany.


+ National administration in charge of traffic aspects: To carry out this type of websites, enhancing the road safety awareness in PTW users

Link www.runter-vom-gas.de/homepage.aspx

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20027%20Runter%20vom%20Gas.pdf



3.- Human Factor.

A. - For Motorcyclists: 3.3. - Riding/ Driving Attitudes and Patterns (personality traits, risk behaviours, etc…)

3.3.3. Anger and Normlessness.

Problem 3.3.3.1 Attitudes and risky behaviours associated to riders with aggressive personality or anti-social features.


Subject 3.3.3.- For Motorcyclists: Riding/driving Attitudes and Patterns: Anger and normlessness.


As well as sensation seeking, high scores on anger and normlessness are positively associated with risk-taking attitudes (Ching-Fu Chen, 2009). Individuals who have high scores on normlessness are likely to have low barriers towards anti-social behaviours, and this is reflecting in risk-taking attitudes towards rule violation, speeding and fun-riding in traffic. Individuals with personality having high anger are assumed to be easily emotionally destabilized, infuriated, and frustrated, and tend to have aggressive attitudes and behaviours in traffic. The most important personality traits to influence the crash risk of motorcyclist are aggressiveness, sensation seeking, impulsivity and risk taking. Aggression is any form of behaviour directed toward the goal of harming or injuring another living who is motivated to avoid such treatment. Aggressive driving has also been found to have associations with feelings of anger, frustration, hostile appraisals of other drivers (Gulian et al, 1989).


To avoid and reduce attitudes and risky behaviours associated to riders with aggressive personality or anti-social features reflected in disobeying the traffic rules, speeding or sport driving at normal traffic conditions.


3.3.3.1.

Effective Good Practices (Group A) Good practice 3.3.3.1.A.1: Rider Risk Reduction Course. Good practice 3.3.3.1.A.2: Red Light Jumper Cameras. Good practice 3.3.3.1.A.3: Safety Cameras in London. Good practice 3.3.3.1.A.4: Effectiveness of red light cameras on the right angle crash involvement of motorcycles. Other possible Solutions (Group B)

Good practices

Good practice 3.3.3.1.B.1: Indoor and outdoor motorcycling facilities. Good practice 3.3.3.1.B.2: "Think. Ride Smart." 2004 - 2005 Ad campaign. (more details in Good practice 3.3.2.1.B.1).

Comments - “We also suggest creating motorcycling centers, where drivers and their families could spend a day among motorcycles, getting information, training and entertainment”.



Good Practice 3.3.3.1.A.1. Rider Risk Reduction Course.

Description

This is a one day "classroom" based course aimed at motorcycle riders who have been stopped by the Police for committing a violation which would normally lead to a fixed penalty notice, usually three penalty points on their licence and a £60 fine (this could, of course, be higher depending on the scale of the offence). Instead of a fine, they are given the opportunity to attend this course as an alternative to facing the possibility of prosecution. Riders displaying various types of traffic violations have been referred to the course, including overtaking on double white lines and excessive speeds. Although the riders attending this course have not demonstrated a deficiency in skills, the concern is they have committed a deliberate violation and, therefore, are highly likely to be involved in a collision in the future. The course is based on an established model of intervention, which has been tried and tested and used in tackling such problem behaviours as drug addiction and alcoholism. There are eight modules that walk through a step by step process: - Why am I here? - Human limits - Hazard perception - I'm in control - Bad habits and emotional baggage - Video scenarios - Ride safe, keep riding The primary aim of the intervention is to give such riders a greater sense of their vulnerability and their limitations as a human-being.

Results

A pilot was originally run to assess the effectiveness of the course around a year ago. Representatives from local bikes groups were invited to participate as well as national groups. Feedback from these discussions has had a direct effect on the course delivery and content. For more information about the evaluation of this course: http://www.roadsafetyknowledgecentre.org.uk/sections/evaluation/knowledge/361.html

Conclusions The attendance of riders to this course develops a better attitude towards the risks they are prepared to expose themselves to.


Devon (United Kingdom).


+ National administration in charge of traffic aspects: To carry out this type of courses to the motorcyclist community.

Link http://www.devon.gov.uk/index/transport/roads/road_safety/biker_safety/rider_training/rider_risk_reduction_course.htm

Others



Good Practice 3.3.3.1.A.2. Red Light Jumper Cameras.

Description

Barcelona Municipality has trialled different camera systems with a view to enforcing red-light jumping. The aim is to reduce casualties, because, accidents resulting from this violation often have fatal consequences when a PTW is involved in the collision. During 4 months, at the two sites of Roger de Lluria and Diagonal, the new system was also found to work better at night than the previous system facilitating 24-hour surveillance. Ten cameras were installed at 30 conflictive signal-controlled crossings of the city. The sites were selected via a Risk Zones Application that links accident data with a geographic database that is used by a team of police involved in preventative and remedial actions.

Each of the 10 cameras automatically detected the infraction, registered the video sequence and identified the vehicle’s registration number; the data was sent to the control center (via 3G or via Wi-Fi & TCP/IP) where it was analysed by the police agent who validated the data and, if appropriated, issued the penalty notice and sanction.

Results

Overall a reduction of 22% in collisions was registered at junctions with cameras. The cameras recorded 2,200 red light violations, from which 66% were cars, 12% PTW and 9% commercial and taxi vehicles.

Conclusion Casualty reduction appears to have been demonstrated in urban area for signal-controlled crossings.


Barcelona (Spain).

Specific Good Practice to be applied by

+ Local administration in charge of urban traffic aspects: Installation of these cameras in risky intersections regulated through signals.

Link http://www.local-transport-projects.co.uk/files/BP3%20010%20Red%20Light%20cameras%20%28v1%29.pdf

Others



Good Practice 3.3.3.1.A.3. Safety Cameras in London.

Description

Research in the United Kingdom has established the effectiveness of correctly sited of “speed and red-light” cameras for reducing overall collisions and casualties. Speed and red light cameras were installed at sites with a history of fatal and serious injury caused by speed and red light running. The main objectives were: 1.- Reduce death and serious injury caused by speeding and red Light running in London. 2.- Raise awareness about the dangers and consequences of speeding and red light running. The analysis provided an assessment of collisions at the sites using a period of 3 years before and 3 years after installation wherever possible. At some sites full 3 year after data was not available. A total of 28 red-light camera sites and 369 speed camera sites introduced since April 2002 were assessed.

Results

Against a background of increasing PTW use in London, collisions involving PTWs at fixed speed camera sites (identified from casualty data) were reduced by 30%. At red-light camera sites the reduction was 14%. All PICs (Personal Injury Collisions) were reduced by 28% at speed camera sites and 30% at red-light camera sites. All killed or seriously injured PICs were reduced by 40% at speed camera sites and 58% at red-light cameras.

Conclusion

Where sited and monitored using collision data, fixed safety cameras appear to be effective in reducing urban PTW collisions. This research does not show if this is due to PTW riders modifying their behaviour or if the effect is the result of drivers of other vehicles driving more responsibly. Although the sample size for red-light cameras is small, these do not appear to be as effective at reducing PTW collisions as speed cameras.


London (United Kingdom).


+ Local administration in charge of urban traffic aspects: Installation of these cameras in risky places.

Link www.lscp.org.uk/

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP3%20012%20Safety%20Cameras%20in%20London.pdf



Good Practice 3.3.3.1.A.4.

Effectiveness of red light cameras on the right-angle crash involvement of motorcycles.

Description

Red Light Cameras (RLCs) have been used to reduce right-angle collisions at signalized intersections. The ultimate aim is to evaluate the effectiveness of RLCs on motorcycle safety in Singapore. This is done by comparing their exposure, proneness of at-fault right-angle crashes as well as the resulting right-angle collisions at RLC with those at non-RLC sites.

Results

The study shows that with a RLC, the relative crash vulnerability (RCV) or crash-involved exposure of motorcycles at right-angle crashes is reduced. Furthermore, field investigation of motorcycle manoeuvres reveal that at non-RLC arms, motorcyclists usually queue beyond the stop line, facilitating an earlier discharge, and hence become more exposed to the conflicting stream. However at arms with a RLC, motorcyclists are more restrained to avoid activating the RLC and hence become less exposed to conflicting traffic during the initial period of the green. The study also shows that in right-angle collisions, the proneness of at-fault crashes of motorcycles is lowest among all vehicle types. Hence motorcycles are more likely to be victims than the responsible parties in right-angle crashes. RLCs have also been found to be very effective in reducing at-fault crash involvements of other vehicle types which may implicate exposed motorcycles in the conflicting stream.

Conclusions This study shows the advantages of having a red light cameras system and how they change the risk behaviour between motorcyclists


Singapore (Singapore).


+ Administration in charge of urban traffic aspects: Installation of these cameras in risky places.

Link http://onlinelibrary.wiley.com/doi/10.1002/atr.145/abstract Others



Good Practice 3.3.3.1.B.1. Indoor and outdoor motorcycling facilities.

Description

Kingdom Off Road Motorcycle Club aims to reduce the risks of people using parks, beaches, woodlands, coastal walks or streets for illegal, anti-social motorcycling. The club provides indoor and outdoor motorcycling facilities. The aim is to reduce anti-social/illegal motorcycling in the Levenmouth area by offering a social solution to a social problem. Providing access to a legal, safer venue for this activity thus reducing the likelihood of accidents and/or anti-social behaviour in our communities.

Results Since the club opened, there has been a significant reduction in antisocial behaviour caused by of illegal off-road riding. Specific data are not available.

Conclusion Providing access to a legal, safer venue for this activity thus reducing the likelihood of accidents and/or anti-social behaviour in our communities.


Levenmouth (United Kingdom).


+ Local administration in charge of urban traffic aspects: Location and arrangement of these places.

Link http://www.newburghct.org.uk/Index.asp?MainID=7575 Others




3.4. - Psycho-physiological state of the motorcyclist: 3.4.1.- Physical condition.

Problem 3.4.1.1 The effects of fatigue on motorcyclists reaction time and decision making

ability. Epigraph 3.- Human Factor.

Subejct 3.4..- For Motorcyclists: Psycho-physiological state of the motorcyclist: Physical condition: visual and other impairments, drowsiness, fatigue, tiredness, etc.


Fatigue is a factor influencing the probability and severity of motorcycle accidents. Factors that appear to increase the likelihood of fatigue is the physical effort needed to control the motorcycle, adverse conditions, alcohol and drugs. Other causes are long periods awake, inadequate amount or quality of sleep over an extended period, sustained mental or physical effort, disruption of circadian rhythms, inadequate rest breaks and environmental stress (such as heat, noise and vibration). The lack of prior sleep or time of day of riding is a cause of fatigue as well. Travers and Jennings (1980) investigated the effects of fatigue on motorcyclists reaction time and decision making ability. A significant association was also found between distance travelled and reaction time These results indicated that fatigue can cause reaction time and decision-making ability to deteriorate as distance travelled increased. The implication for road safety was that long journeys should be planned to include frequent rests.


To avoid lack of attention, decrease of response times, deterioration of the decision capacity, poorer control abilities, increase of the drowsiness likelihood, and to eliminate the dangerous feelings of drowsiness and tiredness.


3.4.1.1.

Effective Good Practices (Group A) Good practice 3.4.1.1.A.1: “A soft drink, your best fuel”: A campaign to prevent the tiredness of riders. Other possible Solutions (Group B)

Good practices Good practice 3.4.1.1.B.1: Recommendations to avoid the fatigue: Motorcyclist’s Handbook (2007). Good practice 3.4.1.1.B.2: Preparing your ride: trips to reduce the fatigue.

Comments



Good Practice 3.4.1.1.A.1.

“A soft drink, your best fuel”: A campaign to prevent the tiredness of riders.

Description

This campaign began in 2006 in Spain, distributing information leaflets in service areas and rest areas. Within the preventive action, it was designed a special display in summer, coinciding with the highest traffic flow forecast day. Ten points located in exits of Madrid city were chosen, within a 200 km radius and selected because of their great traffic volume. In all, 154.000 vehicle users were informed, by means of the practical recommendations of the instructors, emphasizing in the need of keeping hydrated the organism, and distributing informative leaflets.

Along the year 2007, there were major advances, committing to the research in one of the most frequent risk factor, such as the tiredness, which was among the forgotten ones until now. From these analyses, it began to run the campaign “A soft drink, your best fuel”. During that summer, to reach the largest number of users, busy locations were selected, such shopping centers, including the following activities: - Tests with driving simulators. - Projection of informative videos. - Formative talks. - Distribution of didactic leaflets. The action was showed in exhibitions like FISALUD (Feria Internacional de la Salud), where visitors could check their knowledge by means of driving simulators. Besides this, in cooperation with different entities related on road safety, the action attended to conferences to deal with current matters and possible ways to reduce the number of traffic accidents. Another goal was to raise the new riders awareness, with the cooperation of the CNAE (Confederación Nacional de Autoescuelas) to distribute informative leaflets through driving schools).

Results Studies show that stopping and having soft drink when the first tiredness signs appear, improve the response ability. This situation has been proved and obviously it is important to inform about this.

Conclusions Distribution of information leaflets in service areas and rest areas giving advices about tiredness and fatigue has avoid possible accidents.


Madrid (Spain).


+ National administration in charge of traffic aspects: To carry out or to help economically these types of actions. + Users (riders): To remember the importance of being resting and being hydrated.

Link http://www.fatigayconduccion.com/ Others

This campaign is also available in the web, where it is possible to check all the campaign contents. Besides, all the documents, videos and leaflets are free to download.



Good Practice 3.4.1.1.B.1. Recommendations to avoid the fatigue: Motorcyclist’s Handbook (2007).

Description

“Motorcyclist’s Handbook” describes some good practices for motorcycles to improve the safety. Fatigue can affect your control of the motorcycle. Riding a motorcycle is more tiring than driving a car. On a long trip, you’ll tire sooner than you would in a car. The recommendations given to avoid the fatigue are: Protect yourself from the wind, cold and rain, because these elements

make you tire quickly. Dress warmly. A windshield is worth its cost if you plan to ride long distances.

Limit your distance: experienced riders seldom try to ride more then about six hours a day.

Take frequent rest breaks: at least every two hours. Don’t drink or use drugs. Often result in extreme fatigue or depression

when they start to wear off. Results No results are available about the possible efficiency of this handbook

Conclusions This handbook offers good practices for motorcycles to improve the safety concerning the fatigue.


North Carolina (United States of America).



Link http://www.ncdot.org/dmv/driver_services/motorcyclists/motorcyclehandbook/download/MotoHandbook.pdf

Others



Good Practice 3.4.1.1.B.2. Preparing your ride: trips to reduce the fatigue.

Description

Although responses to fatigue are individual, there are three common factors that seem to predicate one’s functional decrement: (1) task skill level, (2) level of training, and (3) inherent biological factors. The more practiced and proficient one becomes in a given task and the more complex the task, the greater is the resistance to fatigue. The ultimate aim is to discuss the elements of fatigue, how to recognize its subtle signs, and how to ride more safely. Through the advices some in this campaign, a rider can prepare the travel. There are some countermeasures to reduce fatigue, some of this, for example:

Motorcycle and equipment. Your bike should be configured to produce the least fatigue.

A windshield sufficient to significantly reduce wind pressure and deflect rain will considerably increase fatigue tolerance.

Exercise and other external stimulation. Walking or performing exercises will help increase alertness because the physical nutrition and hydration. Maintaining proper hydration is essential in staying off the effects of fatigue.

Results No results are available about the possible efficiency of these advices.

Conclusions It is important to understand that the rider cannot overcome fatigue, he/she must learn to recognize it and take effective actions.


These advices have not been focused on a specific location.



Link http://www.rcmedic.com/images/MotorcycleFatigue.pdf Others




3.4.- Psycho-physiological state of the motorcyclist: 3.4.2. - Alcohol and drugs, medical prescription, etc.

Problem 3.4.2.1 Alcohol consumption in motorcycling rallies and weekends. Epigraph 3.- Human Factor.

Subject 3.4.2.- For Motorcyclists: Psycho-physiological state of the motorcyclist: Alcohol and drugs, medical prescription, etc.


General speaking, the effects of prescription and illegal drugs are unknown on how they related to motorcycle crashes. According to the MAIDS report (ACEM, 2004), the number of accidents involving alcohol use in motorcyclists was less than 5%, which is low in comparison with other studies, but such riders were more likely to be involved in accidents. Masaaki (1989) found out that 32% of moped riders and 15% of motorcycle riders, stopped by the police at various checkpoints, were driving under the influence of alcohol. The behavioural manifestation of alcohol impaired riding in the United States was reported by Quelled et Al (1987), who found out the motorcycle riders who were drunk, were more prone to operator error, to simply run off the road and to crash at higher speeds. Motorcycle riders involved in alcohol-related crashes are more likely to be younger and more likely to be male (StBA, 1995)


To reduce the alcohol consumption in motorcycling rallies and weekends.


3.4.2.1.

Effective Good Practices (Group A) Good practice: 3.4.2.1.A.1: “Live To Ride” campaign. Good practice 3.4.2.1.A.2: “Riders Helping Riders” Programme. Good practice 3.4.2.1.A.3: “Free to ride, free to choose”. Good practice 3.4.2.1.A.4: Ignition interlocks devices on motorcycles. Other possible Solutions (Group B) Good practices

Good practice: 3.4.2.1.B.1: “If You Ride Don’t Drink” or “If You Drink Don’t Ride” programme. Good practice: 3.4.2.1.B.2: Introduction of zero blood alcohol concentration (0.00 BAC) for novice motorcycle riders. Good Practice 3.4.2.1.B.3: ROSE 25: Inventory and compiling of a European good practice guide on road safety Education targeted at young people (more details in “Good practice 3.1.1.B.11.”).

Comments



Good Practice 3.4.2.1.A.1. “Live To Ride” campaign.

Description

This campaign, from “Minnesota Department of Public Safety's (DPS) motorcycle, safety public information and education” in 1999-2000, focused on drinking and riding. The objective of the 1999 campaign was to reduce crashes, fatalities, and injuries that result from impaired riding. In 1999 and 2001, four print concepts were used for billboards, indoor ads, posters, and T-shirts; three radio concepts were produced as public service announcements. To send a thorough message, Minnesota DPS integrated fear, consequences, positive images, and humour. Radio concepts included "Whiskey. With a Chaser", "Brother-in-Law," and "Operating Room," featuring a surgeon with mechanical tools trying to save an injured motorcycle. The variety of messages and their simple, non-judgmental, thought-provoking nature was so well received in 1999 that the Minnesota DPS expanded on the "Live to Ride" campaign for 2000.

Posters were given to constituents at special events, particularly motorcycle events: rallies, charity rides, seminars, expositions, trade shows, swap meets, and most popularly, the International Motorcycle Show which visits Minnesota in the winter. Posters were sent to motorcycle dealers and shops around the state, to schools, clubs, law enforcement, and other state agencies.

Results

Numbers associated to this campaign shows: only 29 motorcycle fatalities occurred in 1999 (45% involved alcohol) and 32 fatalities in 2000 (31% involved alcohol), which is down from 41 fatalities in 1998 (57% involved alcohol) and a record high of 121 in 1980 (alcohol use unknown), though higher than our record low of 23 in 1997.

Conclusions This kind of funny campaigns can reach a segment of the audience easily, moreover the success can be seen (they repeat it one more year -2001- in spite of ending in the year 2000) and the gone down of the injuries involved alcohol, should be a good idea to make it.




+ National administration in charge of traffic aspects: To disseminate this type of advices to the motorcyclist community.


Others

+ Other good practices related to safety campaigns (for professionals) are detailed on: “Motorcycle Safety Resource Guide for Injury Prevention Professionals”: http://www.fcsafecommunities.com/userfiles/file/Motorcycle%20Safety%20Resource%20Guide%20for%20Injury%20Prevention%20Professional.pdf



Good Practice 3.4.2.1.A.2. “Riders Helping Riders” Programme.

Description

“Riders Helping Riders” (RHR) is a programme to encourage motorcyclist to prevent drinking and riding. The programme is based on focus group research which found that a sense of individualism limits the extent to which riders are willing to intervene in drinking and riding. The programme provides a “toolkit” of techniques for separating drinking and riding. The following topics were evaluated:

Help other motorcyclists (known MCs, unknown MCs, car) Behaviour Make plans to separate drinking&riding (group rides, private parties) Observe drinking riders for signs of impairment Attempt to prevent impaired riders from drinking/riding (relatives, sig.

others, best friends, acquaintances, unknown riders)

Results

To determine the effectiveness of the program, participants were asked for fulfilling some questionnaires before and after this course. The results show the effectiveness of this programme: http://transportation.unm.edu/Conferences/NMr-RHR-trb.ppt. Survey results appear promising:

Positive shift for all questions. Biggest shift for riders more distantly-related. Caveat: self-report, no long-term follow-up.

Conclusions Riders Helping Riders (RHR) has been an instructional program designed to encourage motorcyclists to intervene to prevent drinking and riding by their motorcyclist peers. Effective results are given.



Buena Práctica a realizar por:


Link http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810908.pdf

Others + Paper about “Riders Helping Riders: An Alcohol Peer Intervention Program for Motorcyclists”: http://www.msf-usa.org/imsc/proceedings/c1-McKnight-RidersHelpingRiders.pdf



Good Practice 3.4.2.1.A.3. “Free to ride, free to choose”.

Description

Project Green-Yellow-Red (GYR) is a Community based on a Social Marketing campaign designed to reduce alcohol-related motorcycle crashes. The objective is to reduce alcohol-related motorcycle crashes, injuries, and fatalities through social marketing initiatives. There are three critical decision points where motorcycle riders might be influenced to mix or not mix alcohol with riding. The programme refers to these decision points as Green, Yellow, and Red: 1) Green: The rider chooses to ride alcohol-free. 2) Yellow: The Rider chooses to drink alcohol and ride (the target audience of a GYR campaign is motorcycle riders who choose to drink and ride.) 3) Red: Rider should not ride because of alcohol impairment. The campaign can focus on providing options to motorcycle riders who have chosen to mix drinking and riding. The participation of taverns, motorcycle dealerships, law enforcement and many other organizations interested in and committed to motorcycle safety make the campaign’s safety record possible. Participating taverns and dealerships work to provide options for all three colours. For example, some participating taverns choose to provide free soda on Bike Night at their tavern, for motorcyclists who choose to ride alcohol free. GYR delivered its message to its target audience through multiple media and created a “buzz” throughout the motorcycle riding community. The mechanisms for creating a buzz included a formal launch event, press releases, meetings with motorcyclist organizations, meetings with law enforcement officers, and meetings with government and community organizations.

Results

The analysis examines motorcycle crashes that involved alcohol, as flagged by law enforcement, comparing the year before the campaign (2005) with the two years of the campaign (2006-2007). The campaign and comparison counties for statistical analysis, and it appears that the number of alcohol-flagged crashes decreased 35 percent in the two campaign counties, while remaining fairly constant (2% decrease) in the comparison countries. In July 2009 the National Highway Traffic Safety Administration (NHTSA) published details of the campaign, finding it successful in its primary initiative of reducing alcohol related motorcycle crashes.

Conclusions

The objective of this campaign was to reduce alcohol-related motorcycle crashes, injuries, and fatalities through social marketing initiatives. According to data collected and analyzed as part of the federally funded initiative, the two counties from USA participating in the program experienced a 45 percent decrease in alcohol related single-motorcycle crashes, compared to a 13 percent decrease in other Wisconsin counties that did not participate in the campaign.





Link http://www.gyr-riders.com/GYR-Riders/home.html

Others + The report is available on: http://www.gyr-riders.com/GYR-Riders/Media_Resources_files/Project%20Green-Yellow-Red%20%28DOT%20HS%20811%20095%20-%20April%202009%29.pdf



Good Practice 3.4.2.1.A.4. Ignition interlocks devices on motorcycles.

Description

"Ignition interlock device" (IID) means a device that connects a motor vehicle ignition system or motorcycle ignition system to a breath alcohol analyzer and prevents a motor vehicle ignition or motorcycle ignition from starting, and from continuing to operate, if a driver's breath alcohol concentration exceeds 0.02, as measured by the device. The ultimate aim is to reduce drunk riding.

An Interlock is a breath alcohol analysis device that is installed in a motor vehicle. The Interlock prevents an alcohol-impaired person from starting the motor vehicle. Retests are randomly required during operation of the vehicle. The Interlock system records dates, times, test results, engine runs and engine offs. This data is provided to designated authorities and used to determine compliance with the Interlock program. In the USA some states allow IIDs to be installed on motorcycles and some do not.

Results The effectiveness of this device has been proved with real volunteers.

Conclusions An Interlock is a breath alcohol analysis device that is installed in a motor vehicle. The Interlock prevents an alcohol-impaired person from starting the motor vehicle and it can be applied to reduce the accidents and to avoid fines.




+ National administration in charge of traffic aspects: To help riders in the acquisition of this type of devices. + PTW Manufacturers: To include in mass-produce this device in motorcycles.

Link http://www.lrc.state.ky.us/Statrev/ACTS2002/0171.pdf http://www.infobarrel.com/Motorcycle_Ignition_Interlock_Devices http://www.interlockstl.com/motorcycles.html

Others



Good Practice 3.4.2.1.B.1. “If You Ride, Don’t Drink” or “If You Drink, Don’t Ride”.

Description

This program educates Minnesota motorcyclists about the consequences of drinking and riding; encourages the use of intervention to reduce the number of alcohol-related motorcycle accidents and rider fatalities; and provides safe transportation for those riders who become alcohol-impaired while riding. Motorcycle Dial-A-Ride, Inc.(a volunteer non-profit organization) provides a free service available in the state of Minnesota on weekends and holidays from 6:00 PM on Friday through midnight on Sunday starting the last weekend of April through the last weekend of October. Therefore, Motorcyclists in the state of Minnesota can make a call during the hours of service, and this organization will dispatch a volunteer equipped to transport the motorcyclist, passenger, and their motorcycle from a public establishment to the rider's home or local accommodation. For riders who are a great distance from their local area, transportation is provided to a place of safety, such as a nearby motel, at the rider’s expense.

Results No specific results are available about the possible efficiency of these advices

Conclusions

A volunteer non-profit organization provides a free service to take the rider home when he is drunk. It is very interesting because it can be applied to reduce the alcohol injuries at the weekends and public holidays. Volunteers “bring” the person who drank so if you feel bad, you have an option. Since one drink can have a significant effect on a rider’s ability to exercise good judgment and riding performance, this good practice allows the motorcyclists eliminate to a large degree the risks taken when they have drunk.


Minnesota (United States of America)


+ National administration in charge of traffic aspects: To carry out or to help economically these types of actions.

Link http://www.motorcycledialaride.org/BAC%20impair%20handout.pdf

Others

List of other good practice concerning alcohol consumption: +“Motorcycle Safety Resource Guide for Injury Prevention Professionals”: http://www.fcsafecommunities.com/userfiles/file/Motorcycle%20Safety%20Resource%20Guide%20for%20Injury%20Prevention%20Professional.pdf +“Motorcycle Operator Manual”. http://www.msf-usa.org/downloads/Library_Motorcycle_Operator_Manual.pdf




Introduction of zero blood alcohol concentration (0.00 BAC) for novice motorcycle riders.

Description

In Australia, since 1 July 2010 all holders of learner, provisional and probationary licences must now drive or ride with a 0.00 (zero) BAC, regardless of age. Class RE motorcycle licence holders are also required to ride with a 0.00 BAC during their first year of riding, regardless of age or type of licence they hold.

The ultimate aim is to decrease the crash risk in the first year of riding because in not exclusive to young riders as it can be seen in crash data: 39% of first year riders involved in fatal crashes were aged 17-24 years of age. Significantly, during 2002-2006, motorcycle riders aged 30-49 years of age, who were in their first year of holding a licence, were involved in 36% of fatal crashes.

Extending the zero (0.00) BAC to all motorcyclists for the first 12 months of riding and provisional and probationary motorcyclists will allow basic on-road riding skills to be developed safely without the added potential risks associated with alcohol impairment.

Lowering the prescribed alcohol limit applying to novice motorcyclists may also help to increase awareness of the added risks associated with operating a motorcycle under the influence of alcohol.

Results No results are already available about the possible efficiency of these advices

Conclusions Learner, provisional and probationary licences should ride with a 0.00 (zero) BAC. It can be applied for reduce accidents regardless of age and increase awareness of drink hazard.


Australia.


+ National administration in charge of traffic aspects: To carry out or to help economically these types of actions.

Link http://www.tmr.qld.gov.au/Safety/Driver-guide/Alcohol-and-drugs/Anti-drink-driving.aspx

Others +The leaflet is available on: http://www.tmr.qld.gov.au/~/media/f4b668ed-d4da-4b0f-ac00-25377ba19cf8/zero_bac_novice_motorcycle.pdf



3.- Human Factor.

B. - For the other users: 3.5. - Perception of drivers/human errors: detection/perception of PTW, looked but failed to see, inattentional blindness, etc.

Problem 3.5.1 Fail to detect the motorcycle by the other road users, despite its presence in the driver’s field of view, referred to this as the conspicuity hypothesis.


Subject 3.5.- For the other users: Perception of drivers/human errors: detection/perception of PTW, looked but failed to see, inattention blindness, etc.


Car drivers fail to notice the motorcycle despite its presence in the driver´s field of view. Olsen (1989) referred to this explanation as the “conspicuity hypothesis”. This author pointed out that advocates of the “conspicuity hypothesis” believe that there is special problem in conspicuity for motorcycles, and support their view with the fact that the crashed drivers often state that they did not see the motorcycle. This hypothesis is now usually described in terms of “looking-but-failing-to-see” (LBFS). And Brown (2005) investigated the psychological basis of LBFS error. He concluded that it was due to a “failure of selective attention” Herlund and Jorgensen´s (2003) concluded that such errors were due to “driver´s visual search strategy and /or mental processing. By “mental processing”, they seem to mean that the drivers involved had strong expectations that they might have to defer to other cars at intersections. Not expecting to see bicycles, they failed to notice them, even when they were clearly present. Regard to inattention blindness, the best–known demonstration of this phenomenon was carried out by Simons and Chabris (“Gorillas in our midst”, 1999). Experimentation has shown that the level of inattention blindness depends on the difficulty of the primary task. Attention to some types of objects in road traffic scenes may be inhibited as drivers concentrate on features of the traffic scene which their experience has shown to be of critical importance (Duncan, 1996). Mack and Rock (1998) explained the phenomenon “intentional blindness” as the one where drivers/riders may be less likely to perceive an object if they are looping at it directly than if it falls outside the centre of the visual field.


To increase the motorcyclist’s visibility by the other road users (drivers of passenger cars, vans,…).

Code of the Group of Good Practices 3.5.1.

Effective Good Practices (Group A) Good Practices Good practice 3.5.1.A.1: Motorcycle rider conspicuity. Good practice 3.5.1.A.2: Attention and search conspicuity of motorcycles as a function of their visual context. Good practice 3.5.1.A.3: Use of reflective and brightly colour clothing to be better seen on the road (more details in Good practice 4.3.3.1.A.1).



Other possible Solutions (Group B) Good practice 3.5.1.B.1: How close is too close (Motorcycle Action Group, 2006). Good practice 3.5.1.B.2: “Are motorcycles your blind spot?” Campaign. Good practice 3.5.1.B.3: Blind Spot Information Systems. Good practice 3.5.1.B.4: Named Riders campaign (Campaign, 2010). Good practice 3.5.1.B.5: Don´t look (Campaign, 2008). Good practice 3.5.1.B.6: The top 10 High-Viz Tips. Good practice 3.5.1.B.7: Go High-Viz (Campaign, 2008-2010). Good practice 3.5.1.B.8: Take it easy (Campaign, 2002-2003). Good practice 3.5.1.B.9: Safe Driving Tips for Motorists. Good practice 3.5.1.B.10: Driver Awareness (Campaign, 2008). Good practice 3.5.1.B.11: See me (Campaign, 2008). Good practice 3.5.1.B.12: Look Twice, TWICE Campaign. Good practice 3.5.1.B.13: Hugger campaign (more details in Good Practices 3.1.1.B.6). Good practice 3.5.1.B.14: Calderdale Route Signing: Look, Look Again campaign. Good practice 3.5.1.B.15: Advices about how to be seen in urban areas. Good Practice 3.5.1.B.16: Helmet Brake Light System (more details in Good Practice 4.3.3.1.B.1).

Comments



Good Practice 3.5.1.A.1. Motorcycle rider conspicuity.

Description

The objective of this study was to investigate whether the risk of motorcycle crash related injuries is associated with the conspicuity of the driver or vehicle. The ultimate aim was to choose appropriate clothes because low conspicuity may increase the risk of motorcycle crash related injury. Participants: 463 motorcycle drivers (cases) involved in crashes leading to hospital treatment or death; 1233 motorcycle drivers (controls) recruited from randomly selected roadside survey sites.

Results

After adjustment for potential confounders, drivers wearing any reflective or fluorescent clothing had a 37% lower risk than other drivers. Compared with wearing a black helmet, use of a white helmet was associated with a 24% lower risk. Self reported light coloured helmet versus dark coloured helmet was associated with a 19% lower risk. Three quarters of motorcycle riders had their headlight turned on during the day, and this was associated with a 27% lower risk. No association occurred between risk and the frontal colour of drivers’ clothing or motorcycle.

Conclusions Increasing the use of reflective or fluorescent clothing, white or light coloured helmets, are simple, cheap interventions that could considerably reduce motorcycle crash related injury and death.


New Zealand.


+ Users: To take into account the conclusions of this study for improving its conspicuity.

Link http://dr650.zenseeker.net/Conspicuity/MotorcycleRiderConspicuityAndCrashRrelatedInjuryCase-ControlStudy.pdf

Others



Good Practice 3.5.1.A.2

Attention and search conspicuity of motorcycles as a function of their visual context .

Description

The current study included two experiments. The first experiment evaluated the influence of PTW attention conspicuity on the ability of unalerted viewers to detect it, whereas the second experiment evaluated the PTWs search conspicuity to alerted viewers. The ultimate aim of this research was to realize what type of conspicuity is best for each situation. Sixty-six students participated in experiment 1. Every participant was presented with a series of pictures and was asked to report all the vehicle types present in each picture. Experiment 2 included 64 participants and incorporated the same pictures as experiment 1. However, in this experiment the participants were instructed to search the pictures for a PTW and to report its presence or absence as soon as they reach a decision.

Results

In experiment 1 the detection of a PTW depended on the interaction between its distance from the viewer, the driving scenario and PTW rider’s outfit. For an unalerted viewer when the PTW was distant the different outfit conditions affected its’ attention conspicuity. In urban roads, where the background surrounding the PTW was more complex and multicolored, the reflective and white outfits increased its attention conspicuity compared to the black outfit condition. In contrast, in interurban roads, where the background was solely a bright sky, the black outfit provided an advantage for the PTW detectability. In experiment 2, the average PTW detection rate of the alerted viewers was very high and the average reaction time to identify the presence of a PTW was the shortest in the inter-urban environment. Similar to the results of experiment 1, in urban environments the reflective and white clothing provided an advantage to the detection of the PTW, while in the interurban environment the black outfit presented an advantage. Comparing the results of the two experiments revealed that at the farthest distance, the increased awareness in the search conspicuity detection rates were three times higher than in the attention conspicuity.

Conclusions

The conspicuity of a PTW can be increased by using an appropriate rider's outfit that distinguishes him/her from the background scenery. Thus, PTW riders can actively increase their conspicuity by taking into account the driving route (crowded urban/inter urban), eventually increasing the probability of being detected by the other road users. In addition, increasing the alertness and expectancy of drivers to the presence of PTWs can increase their search conspicuity.


Israel.


+ Users: To take into account the conclusions of this study for improving its conspicuity.

Link Gherson, P.; Ben-Asher,N. and Shinar, D. (2010)Attention and search conspicuity of motorcycles as a function of their visual context. Accident Analysis and prevention.

Others



Good Practice 3.5.1.B.1. How close is too close (Motorcycle Action Group, 2006).

Description

“How close is too close” is a document that provides solutions for avoidance and evasion strategies for motorcyclists. This is the result of the investigation of The Motorcycle Action Group (MAG UK) in collaboration with motorcycle trainer, Duncan MacKillop, about the cause of accidents involving cars and motorcycles at T junctions: the ‘Sorry Mate I Didn’t See You’ accidents or SMIDSYs. The study makes recommendations that include better road awareness training for car drivers and motorcyclists to reduce the number of deaths to riders caused by cars. The document analyses the following issues: Camouflage: Failure to pop-out from background Looming: Below threshold of detection. Threat: Seen but not identified as important. Expectation: Rarity of encounter. Underestimate: Speed less then actual. Negligence: Did not look. Hidden: Obstruction by foreground object. Physiology: Bad eyesight and restricted movement. Memory recall: Pop-out not retained. Chemical: Impairment – drink or drugs.

The document suggests practical collision avoidance and evasion techniques for riders including a SMIDSY.

Results There is no information about the effectiveness of this good practice because there is no information on the adoption of the collision avoidance and evasion techniques suggested by rider training bodies or governments.

Conclusions The Department for Transport Road (DfT) Casualty Report 2005, insures that collisions at junctions are a major problem for riders. They suggested riding techniques to be developed in response to this research.


United Kingdom.


+ Administration in charge of the national, regional or local infrastructure: Applying those countermeasures that can help to decrease the number of accidents. + Users (riders and drivers): To take into account the conclusions of this study for improving its conspicuity and the avoidance techniques.

Link www.network.mag-uk.org/smidsy/How%20Close%20is%20Too%20Close.pdf Others



Good Practice 3.5.1.B.2. “Are motorcycles your blind spot?” Campaign.

Description

Publicity campaign to draw attention to the vulnerability of motorcycle and scooter riders. The timing is critical as the summer weather encourages more people to ride. Adverts will appear on the backs of two double-decker buses, which ask drivers, ‘Are motorcycles your blind spot?’, and warn them to, ‘Look out for bikes’. The buses will travel along key routes across the borough and west London, 24 hours a day throughout the summer. The campaign also sees a clampdown on reckless motorcycle and scooter riders in the borough by the Metropolitan Police. In addition, the Road Safety Team will promote defensive riding by inviting riders to sign up for Bikesafe-London training sessions. The sessions assess riders’ skills and offer advice on how to make riding safer and more enjoyable.

Results No results are available about the possible efficiency of these advices

Conclusions Safety campaign for the other users (drivers of passenger cars, vans,..) who can find motorcyclists as a problem related to blind spots.


United Kingdom.



Link http://www.lbhf.gov.uk/Directory/News_Archive/Press_releases/2006/61337_Are_motorcycles_your_blind_spot.asp

Others



Good Practice 3.5.1.B.3. Blind Spot Information Systems.

Description

The Blind Spot Information System (BLIS) recognises cars and motorcycles with a camera-based monitoring system that keeps a watchful eye on the 'blind' area alongside and offset rear of the car. The driver is thus given an indication that there is a vehicle very close alongside. This visual information gives the driver added scope for making the right decisions in such driving situations. A digital camera is installed on each door mirror. This small camera captures 25 images per second, and by comparing each frame taken, the system is able to recognise that a vehicle is within the BLIS zone. The system's software is programmed to identify cars as well as motorcycles, in daylight and at night. Since BLIS is camera-based, it has the same limitations as the human eye does. This means the system will not function in conditions of poor visibility, for instance in fog or flying snow. If that happens, the driver receives a message that BLIS is not in action. BLIS is configured not to react to parked cars, road barriers, lampposts and other static objects. The system is active at all speeds above 10km/h. It reacts to vehicles that are driven a maximum of 20km/h slower and a maximum of 70km/h faster than the car itself BLIS can be deactivated via a button in the centre console.


Conclusions Blind Spot Information System (BLIS) recognises motorcycles with a camera-based monitoring system that keeps a watchful eye on the 'blind' area alongside and offset rear of the car.


No specific areas have been located for this good practice.


+ Passenger car manufacturers: Through the installation of this type of devices for recognising motorcycles.

Link http://www.gizmag.com/go/2937/

Others

This system could also be analysed from the point of view of being applied over motorcycles. “Good Practice 2.1.1.1.B.9: Implementation of Lane Change Support (ARAS) on PTW” would be related to the problem of blind spots.



Good Practice 3.5.1.B.4. Named Riders campaign (Campaign, 2010).

Description

The new THINK! Campaign “Named Riders”, launched on 26 February 2010, aims to reduce deaths and serious injuries amongst motorcyclists by humanising them in the eyes of car drivers. The objective was to reduce deaths and serious injuries amongst motorcyclists by “humanising” them in the eyes of car drivers.

The new TV advertisement shows bikers with flashing neon signs attached to their bikes. The signs show the rider’s name and describe personality traits such as ‘shy retiring type’ or ‘new dad’. The voiceover at the end asks drivers to look out for motorcyclists next time they’re out driving.


Conclusions The campaign carried out in United Kingdom shows how drivers with relatives who ride motorcycles, have been reported to have fewer collisions with motorcyclists and have better observation skills in regards to motorcycles.


United Kingdom.



Link http://www.dft.gov.uk/think/

Others Good practice “3.3.2.1.B.1 "Think. Ride Smart" 2004 - 2005 Ad campaign” (belonging to THINK campaign) is related to “Risky behaviour associated to personality features, sensation seeking, and risk-taking decisions of some riders”.



Good Practice 3.5.1.B.5. Don´t Look campaign (Campaign, 2008).

Description

The campaign is based on analysis of two in-depth databases (DfT’s ‘In Depth Study of Motorcycle Accidents’2004 and MAIDS study), showing that the most common PTW collision causation factor in urban areas is “other vehicles failing to give way”. The research shows that lack of perception by the other road users is the predominant factor in around 37% of collisions. The campaign used TV and radio advertisements aimed mainly at drivers and highlighting the need to ‘give motorcyclists a second thought’.


Conclusions The advertisements target a common causation factor (other vehicles failing to give way). It would be useful to obtain evaluation data on the impact and recall of the broadcast material.


United Kingdom.


+ National administration in charge of traffic aspects: To carry out this type of campaigns. + The other users (drivers of passenger cars, vans,…): To aware about this circumstance.

Link http://www.tfl.gov.uk/tfl/corporate/media/newscentre/motorcyclists.shtml http://www.tfl.gov.uk/tfl/corporate/media/newscentre/motorcycle-radio-ad.mp3

Others +More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20010%20TfL%20Don't%20Look,%20See%20v2.pdf



Good Practice 3.5.1.B.6. The top 10 High-Viz Tips.

Description

These 10 strategies will be most effective at helping you get noticed by other drivers. Tips 11 through 20 (10 More High-Viz Tips) are additional ways to make yourself visible to other drivers. Each tip is assigned a point value. The more points a tip has, the more effective it will be at increasing your conspicuity. Your goal is to use the tips and add up points to be a perfect "10." Take a look at the Top 10 tips, decide which ones make the most sense to you, based on your riding experience and the type of riding you do, and adopt them into your riding style. To get an idea of how visible you are right now on the scale of 1-10, try our interactive quiz to see where you stand. The quiz will give you a place to start; then you can keep adding tips to your riding strategy until you reach 10. 1. Fluorescent/Reflective Safety Vest http://www.motorcyclesafety.state.mn.us/latest/MMSCHomeSecondary.asp?cid=5&mid=281The most effective tool that a rider can use to increase visibility is a simple, reflective safety vest. The fluorescent color and retroreflective taping are hard to miss, both day and night. If you're serious about standing out in traffic, a vest will net you the most visibility with the least amount of effort.

2. White Helmet Another solid tool for making yourself visible to others is to wear a white helmet. A recent study in New Zealand [LINK] found that riders who wore a white helmet were 24 percent less likely to be involved in a multi-vehicle crash than riders who wore a black helmet.

3. Brightly Colored Jacket For a rider's protection and visibility, a good jacket in a bright color such as red, orange, green, or yellow is a very smart choice. A fluorescent color is even better, and if it has reflective material, you’ll be much, much easier to see in traffic both day and night. 4. Strategic Lane Positioning If you choose not to wear brightly colored riding gear, or if you already do wear the gear and are looking for more ways to stand out in traffic, careful positioning in traffic will do as much for your visibility as a high-viz jacket. Motorcycles can disappear in traffic because they’re smaller and harder to spot among other, larger vehicles. Whether you wear brightly colored gear or not, smart positioning is critical in making your presence known to other drivers. Understanding blind spots, commercial vehicles, following distance, positioning for intersections, and positioning for merge areas are the keys to proper positioning. http://www.motorcyclesafety.state.mn.us/latest/MMSCHomeSecondary.asp?cid=5&mid=290



5. Headlight Modulation An easy motorcycle modification to boost your frontal visibility—the area from 11:00 to 1:00 where most of your accident hazards come from—is to add a headlight modulator to your bike. A headlight modulator "pulses" the headlight’s intensity during the daytime, rapidly alternating between high and low to draw attention to the motorcycle. 6. Flash Your Taillight http://www.motorcyclesafety.state.mn.us/latest/MMSCHomeSecondary.asp?cid=5&mid=292 An easy way to make yourself more visible to traffic from the rear is to flash your taillight. Instead of just braking to slow or to stop, squeeze the brake lever several times to alert other drivers before you begin to slow. This will raise awareness of both your presence and your intentions and allow other drivers time to adjust. 7. Reflective Materials Here is a great tip anyone who rides after dark: a cheap, easy, and fun way to dramatically increase your visibility is to use reflective materials on your helmet and/or bike to stand out at night. You can buy pre-designed kits with skulls, flames, or other designs, or you can create your own custom set for your helmet or bike. 8. Movement A moving object is more likely to draw another driver’s attention than a stationary one. But when you’re riding towards or away from another driver, because you stay in the same general place in their field of vision, you may eventually "disappear" from view, even though you are in plain sight. 9. Auxiliary Driving Lights Most riders add auxiliary driving lights or fog lights to their motorcycle to help them see the road and shoulders at night or in bad weather. But a terrific fringe benefit is that auxiliary lights can make you more noticeable to other drivers. The relatively unique triangular light setup is very rare (except near railroad tracks!) and may help get you noticed. 10. Hand Signals One simple, cheap way to make yourself more visible to other drivers is to use hand signals in addition to your bike’s turn signals. Because traditional hand signals are so rare in traffic, they tend to get noticed by other drivers.


Conclusions This Web site outlines 20 ways to draw attention to rider itself, to make riders visible to other drivers.





Link http://www.motorcyclesafety.state.mn.us/latest/MMSCHomeSecondary.asp?cid=5&mid=280 http://www.motorcyclesafety.state.mn.us/latest/MMSCHomeSecondary.asp?ci



d=5&mid=283 Others



Good Practice 3.5.1.B.7. ”Go High-Viz” (Campaign, 2008-2010).

Description

This Web site outlines 20 ways to draw attention to rider itself, listed in order of "the most bang for the buck." The Top 10 High-Viz Tips are the ones that are most effective at helping riders get noticed by other drivers. Tips 11 through 20 (10 More High-Viz Tips) are additional ways to make riders visible to other drivers. 1. These 10 strategies will be most effective at helping you get noticed by other drivers: 1. Fluorescent/Reflective Safety Vest 2.WhiteHelmet 3. Brightly Colored Jacket 4. Strategic Lane Positioning 2 points 5.Headlight Modulation 6. Flash Your Taillight 7.Reflective Materials 8. Movement 9. Auxiliary Driving Lights 10. Hand Signals 2. 10 More High-Viz Tips Tips 11-20 will not be nearly as effective as tips 1-10, but they can edge you a little closer to becoming a Perfect 10. 11. Avoid Riding at Night 12. Avoid Riding at Dawn/Dusk 13. Aftermarket Horn 14. Position/Marker Lights 15. Avoid Riding in Poor Weather 16. Avoid Riding during Low-Sun Angle or Seasonal Times 17. Bike Profile 18. Bike Color 19. High Beam in Daytime 20. Unusual Effects Each of the tips is assigned a point value. The more points a tip has, the more effective it will be at increasing your conspicuity. Your goal is to use the tips and add up points to be a perfect "10." If you're using, or if you adopt, enough tips from this site to reach 10 points, consider yourself a "high-viz" rider. The campaign reaches its target audiences through rider training courses, print advertisements, flyers, special events, and word of mouth, both in-person and on-line.

Results

Campaign evaluation takes three forms: Web metrics, motorcycle owner surveys and crash data. Since the March 2008 launch, the High-Viz Web site has logged more than 90,000 visitors from 100 countries, bumping the number of visitors to the MMSC site 17 percent and the number of page views an astounding 334 percent. A mail-in survey conducted before, during and after the campaign will measure riders' use of high-visibility clothing and motorcycle modifications. Finally, a comparison of crash factors "failure to yield right of way" and "driver inattention/distraction" attributed to other drivers in multi-vehicle motorcycle crashes will be evaluated, along with the number of multi-vehicle motorcycle crashes pre- and post-campaign. A final report should be available on the website by summer of 2011: http://www.startseeingmotorcycles.org/media/Pat%20Hahn-MN.pdf More information about Campaign evaluation.



Conclusions A campaign to every riders whatever its age, to inform about how to increase the conspicuity for motorcyclists





Link www.highviz.org

Others + “Motorcycle visibility increases Safety | Motorcycle News”: http://www.startseeingmotorcycles.org/media/Pat%20Hahn-MN.pdf



Good Practice 3.5.1.B.8. Take It Easy (Campaign, 2002-2003).

Description

The goal of the ads is to raise both the awareness of motorcyclists in traffic and the awareness that motorcyclists are human beings. Four different ads depict ordinary people - motorcycle enthusiasts - in a car’s rear-view mirror with the tag line, "Please Start Seeing Motorcyclists." Each ad also contains a written message on the mirror instead of the usual, "OBJECTS MAY BE CLOSER THAN THEY APPEAR." Six-foot, seven inches. Three hundred and two pounds. And still fits in your blind spot:

Loves the feel of the open road. Doesn't want to feel it on his skin:

Never rides faster than her guardian angel can fly:

Fears no man. Terrified of soccer moms:


Conclusions

Campaign to raise both the awareness of motorcyclists in traffic and the awareness that motorcyclists are human beings, raising car drivers awareness for not seeing a motorcycle neither a motorcyclist





practice




Others



Good practice 3.5.1.B.9. Safe Driving Tips for Motorists.

Description

The Minnesota Motorcycle Safety Center encourages everyone--car drivers and motorcyclists--to practice some techniques to make motorcycling safer for everyone. The topics dealt in this campaign are: 1. WHEN TURNING LEFT Most crashes between cars and motorcycles involve turning left at an intersection. If you plan to cross traffic or turn left, please LOOK TWICE for motorcycles before you turn. 2. BLIND SPOTS Motorcycles are easily hidden in traffic. Always take a second look over your shoulder—don’t rely solely on your mirrors for information. 3. WEATHER Rain and sun glare can make a motorcycle invisible. Take an extra moment to make sure the way is clear. 4. SIGNALS Use turn signals to indicate your next move. This allows the rider to anticipate traffic flow and find a safe lane position. 5. LARGER VEHICLES Cars and trucks can conceal a motorcycle travelling behind it. Take an extra moment after a larger vehicle passes before you begin your turn behind it. 6. EYE CONTACT Motorcyclists make eye contact often to feel confident that other drivers see them. Please give a nod back to acknowledge them. 7. DISTANCE Motorcyclists prefer to use a large space cushion, allowing them more time to react. Please do not cut in front of a motorcycle and eliminate the safe following distance. 8. SIGNALS Most motorcycle turn signals do not cancel automatically. If you see a cycle coming, and the signal is flashing, please wait a moment for the cycle to pass.

Results No results are available about the possible efficiency of this tips

Conclusions It is very important to take account of this advises to make the road safer, the drivers have to look out for motorcyclists and riders have to think before doing something.




+ Users (motorcyclists and the other road users): To know this type of advices.

Link http://www.dps.state.mn.us/mmsc/latest/MMSCHomeSecondary.asp?cid=5&mid=78&scat=19

Others + “Motorcycle safety tips for drivers and motorcyclists”. Motorcyclists tips given by Northern Territory Transport Group (Australia): http://www.nt.gov.au/transport/safety/road/priorities/motorcycle/index.shtml



Good practice 3.5.1.B.10. Driver Awareness (Campaign, 2008).

Description

Leeds City Council use on-street advertising media. The ultimate aim is to encourage other road users to look out for PTWs.

Since May 2008, they have signed PTW routes and junctions with high casualty rates using the ‘shiny side up’ street posters. The Council has also used bus-back advertising posters to place key messages in drivers’ view on PTW casualty routes. Messages include encouragement to check mirrors and blind spots for PTWs before turning.

Results The junction signing and ‘bus back’ posters have raised driver awareness of the issues but data monitoring is still ongoing.

Conclusions This project addresses the key causation factor identified in the MAIDS study that is other vehicles turning across the path of PTWs.


Leeds (United Kingdom).


+ National administration in charge of urban traffic aspects: To carry out this type of campaigns. + The other users: To aware about this circumstance.

Link www.leeds.gov.uk

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20015%20Leeds%20Driver%20Awareness%20campaign%20%28v1%29.pdf



Good practice 3.5.1.B.11. See me campaign (Campaign, 2008).

Description

Launched in 2008, the campaign was aimed at encouraging other road users to look out for two wheeled vehicles including motorcycles, moped and cycles. The campaign was based on casualty data for two wheeled vehicle users in 2007. The campaign materials and advertisements are widely available through the website. Collisions involving other drivers failing to see PTWs are identified as the most common collision type in urban areas (MAIDS European Project).

Results No after data is available on the website.

Conclusions This campaign targets most common collisions types in urban areas but the effectiveness is not known.


Estonia.


+ National administration in charge of traffic aspects: To carry out this type of campaigns. + The other users: To aware about this circumstance.

Link

www.elusrattur.ee. This link provides casualty statistics, advice on safe driving/riding and access to campaign radio and TV advertisements. In addition to posters and broadcast media advertising, the website provides more detail for those who are interested.

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20031%20See%20Me.pdf http://www.mnt.ee/?t



Good practice 3.5.1.B.12. Look Twice, TWICE campaign.

Description

The public information campaign “Look twice! TWICE!!” invited Latvian vehicle drivers to be careful and, to be on the safe side, look in their mirrors twice. As part of the campaign, TV clips, radio and outdoor advertisements addressed drivers and other traffic participants. The advice of professionals, descriptions of the most dangerous situations and a computer-simulation game could be found at the official website The ultimate aim is an attempt to reduce the number of two wheeled users injured in collisions with cars. The Motorcycle Club Association of Latvia was invited to become involved, thus more than 1,500 motorcyclists took an active part in the campaign. Among other activities, 50 motorcyclists created their own version of the campaign. The website provides a comprehensive resource including tips for drivers and motorcyclists and a “game” to allow drivers to build their observation skills. The image shows a visual from the game where the driver uses the mouse to click on the two-wheeler when they see them. The website also provides downloads of the 3 TV advertisements, includes animations of 6 typical collision situations, each demonstrating the need for drivers to look for two-wheelers and to use mirrors. A song “Look 2x 2x” has been produced by a well known Latvian band to promote the campaign. The “10 Tips for Drivers” and “10 Tips for Motorcyclists” provide basic collision avoidance advice linked to the most common collision scenarios identified from the data.

Results It would appear to have contributed to raising awareness of the issue of increasing numbers of two-wheelers on Latvian roads and the most common collision scenarios; however no monitoring data are available.

Conclusions

It appears to be a well researched campaign based on the analysis of local casualty data and the advice given to drivers and riders consistent with the actions required to avoid those ‘situations’. It has been also gathered some resources as motorcyclists to give their ideas, a webpage, a song of TV advertisements,…


Latvia.



Link http://www.skaties2x.lv

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20033%20Look%20Twice,%20TWICE%20v2.pdf



Good Practice 3.5.1.B.14. Calderdale Route Signing: Look, Look Again campaign.

Description

As part of a wider advertising campaign aimed at reducing PTW casualties, Calderdale Council has installed signs on routes. The ultimate aim is encouraging drivers to look out for motorcycles.

The signs are mounted on lamp columns and display a ‘motorcycle’ symbol and the Look, Look Again message for drivers. The locations for the signs were identified from an analysis of casualty data. Publicity also included bus back posters and printed media advertising.

Results Data are not available.

Conclusions The campaign addresses the main urban PTW collision causation factor (based on “MAIDS European Project” and “DfT In-depth Motorcycle Accident Study”). The locations of the signs were selected based on casualty data. The locations are both urban and rural.


Calderdale (United Kingdom).



Link www.calderdale.gov.uk

Others +More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20019%20Calderdale%20Look%20Look%20Again%20v2.pdf



Good Practice 3.5.1.B.15. Advices about how to be seen in urban areas.

Description

Different campaigns (mainly through Internet) show advices about what to do (by riders) with the aim of being seen in urban areas (concerning the other road users). Example of some advices are: - Avoid staying in the blind areas for the passenger cars (basically, 3/4 parts

of the back part). - Be visible and ride in your lane. - Be careful in the intersections. Think about possible trajectories of the rest

of users and avoid circulating among the rest of vehicles. - If the traffic force you to ride in a bad location in intersections or other

situations, be ready to brake and to advice (sound your horn) whoever can cross.

- Take care of the car parked. People can get off from the vehicle and can open their door.

- Try to put the first in the traffic lights (when the rest of vehicles are stopped).

- Don not try to overtake other vehicles on the opposing lane close to the intersections.

Results No results are available about this possible good practice to be applied on

urban areas.

Conclusions Advices to riders about how to ride in urban areas with the aim of being seen by the other riders.


No specific areas have been defined for this good practice.


+ Users: The own riders should consider these advices in urban areas. + The other users (passenger cars, trucks, vans,..): These users must consider the possible presence of motorcyclists and live together on the road.

Link http://www.scootermania.es/files/2009/09/8conduccion.pdf Others



3.- Human Factor.

B. - For the other users: 3.6. - Attitudes and Sociological considerations: stereotypes, PTWs image, drivers beliefs, etc.

Problem 3.6.1 The motorcyclist’s image among the other road users Epigraph 3.- Human Factor.

Subject 3.6.- For the other users: Attitudes and sociological considerations: stereotypes, PTWs image, drivers beliefs, etc.


Many people have a negative attitude toward motorcyclists, which emerges in part from the driving conduct of a minority of motorcyclists, in part from misperception, and possibly in part from stereotypes from movies, TV, and fiction. This can affect both how motorcyclists are treated by other drivers while on the road, and also can lead people to assume that the motorcyclist is somehow at fault for an accident even when the only negligent conduct was on the part of the other driver. The biker’s image is a guy running. There is a problem of image, fuelled by the public opinion (the media, mentioning an accident, saying that the motorcyclist was driving a powerful vehicle. It also occurs in advertising campaigns for selling bikes, which only highlights the motorbike’s characteristics related to the user’s privacy, using terms like "superman" or "you can do things that nobody can do").


To change the motorcyclist’s image, as a person who cares about him/herself, his/her safety equipment and about road safety in general. He/she is a normal person.


3.6.1.

Effective Good Practices (Group A) Good practice 3.6.1.A.1. Car drivers’ attitudes in relation to motorcyclists. Other possible Solutions (Group B) Good practices

Good practice 3.6.1.B.1. Motorcycling- Good and Safe! Campaign.

Comments

Sentences: - “This image is being demystified”. - “The Administration should audit the images that appear in the media about motorcyclists”. - “The stereotypes do not affect the authorities’ decisions. In some cases, they can also be positive, because they can raise awareness of motorcyclists and their needs”.



Good Practice 3.6.1.A.1. Car drivers’ attitudes in relation to motorcyclists.

Description

A study carried out in United Kingdom was focused to improve attitudes and empathy by exposing drivers to motorcycle-related hazards. To improve empathy for motorcyclists, car drivers to dangers that a rider might face on the road, using both hazardous video clips filmed from a motorcycle, and a motorcycle simulator with virtual hazards. A car simulator and hazard clips filmed from a car provided control interventions. Car drivers filled in a questionnaire before and after the intervention regarding their attitudes towards various sub-groups of road user, including motorcyclists.

Results

The interventions improved attitudes to motorcyclists rather than to other road users. When asked directly about their attitudes towards motorcyclists, participants who had seen the motorcycle hazard clips reported the greatest level of improvement. This suggests that film clips from a motorcyclists’ point of view could be a useful tool in future safety interventions.

Conclusions Attitudes towards motorcyclists can be improved with hazard-based training. Car drivers report more favourable responses to motorcyclists after viewing hazard perception clips taken from a motorcyclist’s perspective.


United Kingdom.


+ National administration in charge of traffic aspects. To carry out this type of campaigns focused on the other users. + The other users: To see this type of campaigns.

Link Car drivers' attitudes and visual skills in relation to motorcyclists: http://www.dft.gov.uk/pgr/roadsafety/research/rsrr/theme1/cardriversattitudesskillsrefmotorcyclists/pdf/rsrr121findings.pdf

Otros



Good practice 3.6.1.B.1. Motorcycling - Good and Safe’ campaign.

Description

The German Federal Ministry of Transport, Building and Urban Affairs (BMVBS) in partnership with the German Road Safety Council (DVR) and the Institute of Motorcycle Safety have created a PTW safety campaign titled ‘Motorcycling- Good and Safe’. The website includes basic safety knowledge, collision statistics, tips for safe riding and news of events and activities. The campaign includes a ‘safety tour’, with a 10 event roadshow visiting different locations across Germany. These events include practical training and activities aimed at improving rider skills and attitude and increasing awareness of PTW problems amongst other road users. There is also a downloadable leaflet providing practical and technical advice on setting up the bike and safe riding. The website explains the science behind riding, including information of tyre adhesion and the forces operating when a PTW is cornering and braking. Some of the information, for example advice on group riding, appears more suited to riding on high speed, rural routes but much of the advice and information presented is equally applicable to urban situations.

Results There does not appear to be any specific monitoring data.

Conclusions

Campaign trying to solve the problem doing a campaign based on an analysis of PTW casualty data. The website, printed material and practical events and activities appear well designed and targeted at PTW collision causation factors identified from data. The inclusion of the ‘safety tour’ extends the potential audience and provides high profile publicity for the campaign.


Germany.


+ National administration in charge of traffic aspects: To carry out this type of campaigns. + The other users: To aware about this circumstance. + PTW users To take into account the necessity of increasing this awareness about road safety aspects concerning PTW mobility.

Link http://www.zweiradsicherheit.de/

Others + More information about this good practice: http://www.local-transport-projects.co.uk/files/BP1%20026%20Good%20and%20Safe.pdf

“European Handbook on Good Practices in Safety for Motorcyclists” · 2017-05-16 · “European...

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