Motorcycle Protective Clothing: Are Stars Better than Standards?

Little information is available to Australian riders regarding the likely level of protection provided by different brands and types of protective clothing. Australian manufacturers and importers are not subject to any mandatory standards in relation to protective clothing except for helmets. This paper presents the results of the first stage of investigating the possibility of developing a model for a safety 'star rating' system for protective clothing. Later stages are proposed to include a market research study and a research study into the feasibility of implementing a 'star rating' system for protective clothing. It is considered that mandatory standards such as those in Europe are unlikely to bring about a marked improvement in motorcycle protective clothing without substantial allocation of resources to enforcement of the standard which has not occurred in Europe and is unlikely to occur in Australia. Therefore two models for a star rating system are proposed: a voluntary star rating system and a system in which the accrediting body purchases and tests garments and publishes the safety ratings (analogous to the Australian New Car Assessment Program (ANCAP)). It is proposed that a star rating would be based on safety performance, weather protection and ergonomic performance. One of the issues to be addressed in the next stage of this research is whether the star rating should be presented as an overall score, or whether riders should be provided with the star ratings for the individual criteria. If an overall star rating was chosen, then how the results from the different tests were combined would need to be considered

The Motorcycle Safety Research Program at the George Institute

Research on the prevention of road traffic injuries is a primary focus of the Injury Division at the George Institute for International Health. In keeping with a public health approach to injury prevention, our work encompasses research on a range of topics from surveillance, observational and intervention studies through to program evaluation and policy. The Division has a special interest in motorcycle safety as an emerging cause of increased injury in high income countries and a major cause of injuries in low and middle-income countries

Thermal and cardiovascular strain imposed by motorcycle protective clothing under Australian summer conditions

Motorcycle protective clothing can be uncomfortably hot during summer, and this experiment was designed to evaluate the physiological significance of that burden. Twelve males participated in four, 90-min trials (cycling 30 W) across three environments (25, 30, 35 °C [all 40% relative humidity]). Clothing was modified between full and minimal injury protection. Both ensembles were tested at 25 °C, with only the more protective ensemble investigated at 30 and 35 °C. At 35 °C, auditory canal temperature rose at 0.02 °C min(-1) (SD 0.005), deviating from all other trials (p \u3c 0.05). The thresholds for moderate (\u3e38.5 °C) and profound hyperthermia (\u3e40.0 °C) were predicted to occur within 105 min (SD 20.6) and 180 min (SD 33.0), respectively. Profound hyperthermia might eventuate in ~10 h at 30 °C, but should not occur at 25 °C. These outcomes demonstrate a need to enhance the heat dissipation capabilities of motorcycle clothing designed for summer use in hot climates, but without compromising impact protection. Practitioner\u27s Summary: Motorcycle protective clothing can be uncomfortably hot during summer. This experiment was designed to evaluate the physiological significance of this burden across climatic states. In the heat, moderate (\u3e38.5 °C) and profound hyperthermia (\u3e40.0 °C) were predicted to occur within 105 and 180 min, respectively

Motorcycle protective clothing: physiological and perceptual barriers to its summer use

Despite strong evidence of protective benefits, thermal discomfort is a key disincentive to motorcyclists wearing protective clothing in hot conditions. This paper presents some findings from our studies concerning the thermal management properties of motorcycle protective clothing and their physiological impact in hot conditions. The thermal and vapour permeability and abrasion resistance properties of motorcycle protective clothing were investigated in laboratory tests. The physiological and cognitive impact on humans was investigated using objective and subjective measures under controlled climate conditions and in a real-world riding trial. The aims were to determine: (i) if associations existed between thermal management and the abrasion-resistance properties of a range of commonly available, all-season motorcycle protective suits, (ii) the extent of the thermal load imposed by motorcycle clothing worn in average Australian summer conditions, and (iii) the impact of that thermal burden on psychophysical function. The results demonstrated significant physiological strain for motorcyclists wearing protective clothing in hot conditions. Wide variations in the thermal characteristics and abrasion resistance properties of the suits tested were identified. Ongoing work is investigating the impact that elevated thermal discomfort and physiological thermal strain can have on riding performance and the potential for clothing features, such as ventilation ports to reduce thermal discomfort. These results will determine thresholds for the thermal qualities of motorcycle clothing required for an acceptable compromise between user comfort and injury protection. The outcome will inform industry and consumer information programs about the performance required of motorcycle protective clothing suitable for use in hot conditions

Thermal and cardiovascular strain imposed by motorcycle protective clothing under Australian summer conditions

Motorcycle protective clothing can be uncomfortably hot during summer, and this experiment was designed to evaluate the physiological significance of that burden. Twelve males participated in four, 90-min trials (cycling 30 W) across three environments (25, 30, 35 °C [all 40% relative humidity]). Clothing was modified between full and minimal injury protection. Both ensembles were tested at 25 °C, with only the more protective ensemble investigated at 30 and 35 °C. At 35 °C, auditory canal temperature rose at 0.02 °C min(-1) (SD 0.005), deviating from all other trials (p \u3c 0.05). The thresholds for moderate (\u3e38.5 °C) and profound hyperthermia (\u3e40.0 °C) were predicted to occur within 105 min (SD 20.6) and 180 min (SD 33.0), respectively. Profound hyperthermia might eventuate in ~10 h at 30 °C, but should not occur at 25 °C. These outcomes demonstrate a need to enhance the heat dissipation capabilities of motorcycle clothing designed for summer use in hot climates, but without compromising impact protection. Practitioner\u27s Summary: Motorcycle protective clothing can be uncomfortably hot during summer. This experiment was designed to evaluate the physiological significance of this burden across climatic states. In the heat, moderate (\u3e38.5 °C) and profound hyperthermia (\u3e40.0 °C) were predicted to occur within 105 and 180 min, respectively

Enhancing higher-order skills education and assessment in a graduated motorcycle licensing system

Prior to 2016, motorcycle licensing in Victoria, Australia, required off-road (range) skillstesting only, focusing on vehicle-handling skills. The objective of this research was to developan education and assessment curriculum commensurate with best practice that included on-roadcomponents and increased focus on awareness, judgment, and decision-making skills. No singlebest-practice curriculum was identified in the published literature. Therefore, to guide developmentof a new curriculum, a best-practice novice driver education framework, Goals for Driver Education,was adapted into the Goals for Rider Education framework. Applying Training Needs Analysis,the target population of learner motorcyclists was identified as largely male and aged under30 years, with the target crash problem including a high proportion of single-vehicle loss-of-controlcrashes. Tailored content was developed based on exemplary Australian and international curricula,behaviour change theory, and adult learning principles; including transitioning from training tocoaching and from testing to competency-based assessment. The result is Victoria’s new MotorcycleGraduated Licensing System (M-GLS) education and assessment curriculum, comprising three stages:pre-learner (Motorcycle Permit Assessment), learner (Check Ride), and pre-licence (MotorcycleLicence Assessment). Subject to potential refinements and on-going evaluation, this work lays thefoundation for establishing a best-practice approach to novice motorcyclist education for licensure

Development and evaluation of an on-ride motorcycle coaching program in Victoria: how well was VicRide implemented and received by the target novice motorcycle riders?

VicRoads initiated a large-scale trial of a newly developed ‘VicRide on-road coaching program’ forrecently licensed motorcyclists in Victoria. The George Institute for Global Health wascommissioned to evaluate VicRide primarily to determine its effectiveness in reducing crash ratesfor the target group via a randomised control trial. A process evaluation was also conducted toexamine program delivery in parallel with the outcome evaluation. The objective of this paper is topresent the process evaluation results. Data were sourced from the coaches, the program deliveryorganisation, and VicRide participants. Willingness to pay for VicRide was also obtained from thetarget novice motorcyclists. Overall the results suggest that VicRide was delivered as intended bythe design on most aspects. However, the trial also identified numerous barriers to achieve highcompletion rates for both the preparation activity and program attendance and VicRide as a roadsafety intervention was valued significantly less by program participants than control riders whohad not yet completed the program. Though the low completion rates may have negatively impactedthe program outcomes, the barriers to completion may also reflect that individualised programs suchas VicRide are practically challenging to standardise and implement as a state-wide intervention.These may be improved if all learning opportunities are contained within program attendance andthe program is made mandatory. Nevertheless, these considerations are meaningful only if andwhen VicRide and other similar programs demonstrate detectable road safety value including crashand casualty reductions, reduced risk taking behaviours and improved safety attitudes

Does an on-road motorcycle coaching program reduce crashes in novice riders? A randomised control trial

OBJECTIVES: Motorcycle riding is increasing globally and confers a high risk of crash-related injury and death. There is community demand for investment in rider training programs but no high-quality evidence about its effectiveness in preventing crashes. This randomised trial of an on-road rider coaching program aimed to determine its effectiveness in reducing crashes in novice motorcycle riders. METHODS: Between May 2010 and October 2012, 2399 newly-licensed provisional riders were recruited in Victoria, Australia and completed a telephone interview before randomisation to intervention or control groups. Riders in the intervention group were offered an on-road motorcycle rider coaching program which involved pre-program activities, 4h riding and facilitated discussion in small groups with a riding coach. Outcome measures were collected for all participants via telephone interviews at 3 and 12 months after program delivery (or equivalent for controls), and via linkage to police-recorded crash and offence data. The primary outcome was a composite measure of police-recorded and self-reported crashes; secondary outcomes included traffic offences, near crashes, riding exposure, and riding behaviours and motivations. RESULTS: Follow-up was 89% at 3 months and 88% at 12 months; 60% of the intervention group completed the program. Intention-to-treat analyses conducted in 2014 indicated no effect on crash risk at 3 months (adjusted OR 0.90, 95% CI: 0.65-1.27) or 12 months (adjusted OR 1.00, 95% CI: 0.78-1.29). Riders in the intervention group reported increased riding exposure, speeding behaviours and rider confidence. CONCLUSIONS: There was no evidence that this on-road motorcycle rider coaching program reduced the risk of crash, and we found an increase in crash-related risk factors

Motorcycle protective clothing: physiological and perceptual barriers to their summer use

Despite strong evidence of protective benefits, thermal discomfort is a key disincentiveto motorcyclists wearing protective clothing in hot conditions. This paper presentssome findings from our studies concerning the thermal management properties ofmotorcycle protective clothing and their physiological impact in hot conditions.The thermal and vapour permeability and abrasion resistance properties of motorcycleprotective clothing were investigated in laboratory tests. The physiological andcognitive impact on humans was investigated using objective and subjective measuresunder controlled climate conditions and in a real-world riding trial. The aims were todetermine: (i) if associations existed between thermal management and the abrasionresistanceproperties of a range of commonly available, all-season motorcycleprotective suits, (ii) the extent of the thermal load imposed by motorcycle clothing wornin average Australian summer conditions, and (iii) the impact of that thermal burden onpsychophysical function.The results demonstrated significant physiological strain for motorcyclists wearingprotective clothing in hot conditions. Wide variations in the thermal characteristics andabrasion resistance properties of the suits tested were identified. Ongoing work isinvestigating the impact that elevated thermal discomfort and physiological thermalstrain can have on riding performance and the potential for clothing features, such asventilation ports to reduce thermal discomfort. These results will determine thresholdsfor the thermal qualities of motorcycle clothing required for an acceptable compromisebetween user comfort and injury protection. The outcome will inform industry andconsumer information programs about the performance required of motorcycleprotective clothing suitable for use in hot conditions

Factors associated with motorcycle crashes in New South Wales, Australia, 2004 to 2008

This research aimed to identify factors associated with powered two-wheeler (PTW) crashes in New South Wales, Australia. An exploratory analysis was conducted on data from state crash, license, and vehicle registration databases for 2004 to 2008. Over the study period, PTW registrations and crashes increased (39% and 17%, respectively), but crash rates and fatality crash rates per 10,000 registered vehicles decreased (from 215.9 to 180.9 and from 5.7 to 3.7, respectively). Forty-one percent of PTW crashes were single-vehicle crashes; 49% occurred on curves, with road surface hazards contributing to 23%. Single-vehicle crashes accounted for 43% of all PTW fatalities. Other vehicle drivers were deemed at fault in 62% of multivehicle crashes, including 71% at intersections. T-junctions were the site of 30% of all multivehicle crashes. Riders were most likely to be at fault in rear-end (62%) and head-on (82%) crashes. The majority of head-on crashes were not overtaking (69%), and of these 83% occurred on curves. Super sport models had the highest crash rate per 10,000 registered motorcycles (284.6). Young riders were overrepresented in crashes (9% of registrations, 28% of crashes), and unlicensed riders, in fatal crashes (7% of crashes, 26% of fatal crashes). Unlicensed riders represented 41% of casualties not wearing helmets and 26% of all riders with an illegal concentration of alcohol. Although PTW crash rates showed an encouraging decline, countermeasures were found to be needed to protect the increasing numbers of riders. The analysis recommended head-on, rear-end, and intersection crashes as specific crash risk patterns to be targeted in education and training for riders and drivers; road treatments in high-risk locations; and interventions to address high-risk unlicensed riding