The Shared Road to Safety

IMMA

The Shared Road to Safety A Global Approach for Safer Motorcycling

A Global Approach for Safer Motorcycling

May 2014

A Global Approach for Safer Motorcycling

International Motorcycle Manufacturers Association

The Shared Road to Safety

1

The Shared Road To Safety: A Global Approach for Safer Motorcycling

IMMA Project Leader:
Dr. Veneta Vassileva, Safety Coordinator, ACEM - The Motorcycle Industry in Europe
Editorial Team:
Craig Carey-Clinch, Policy Advisor, Motorcycle Industry Association GB and MD Rowan Public Affairs Ltd (lead Editor)
Jane Stevenson, Government Affairs Manager, EMEA, Harley-Davidson Europe Ltd
Contact:
Edwin Bastiaensen, Secretary General, IMMA
info()immamotorcycles.org
Website:www.immamotorcycles.org© 2014 IMMA – International Motorcycle Manufacturers Association.
All Rights Reserved.
Request for permission to reproduce or translate IMMA publications should be addressed to info()immamotorcycles.org

2Preface.......................................................................................................................................................................................................................................... 5
Purpose of this document............................................................................................................................................................................................. 7
Executive Summary............................................................................................................................................................................................................ 8
Chapter 1
Introduction of the International Motorcycle Manufacturers Association (IMMA)& Industry’s Commitment to Safer Riding .................................................................................................................................................... 11
Chapter 2
The role of Powered Two Wheelers (PTWs) in Society: Changing Perceptions................................................................. 13
Diversity of products .......................................................................................................................................................................................................... 13
PTW characteristics.............................................................................................................................................................................................................. 14
Diversity of owners, usage and patterns around the world....................................................................................................................... 15
Increasing PTWs’ presence in the world.................................................................................................................................................................. 16
PTWs stimulating economic growth........................................................................................................................................................................ 19
Promoting Advanced Safer Riding through Sport and Leisure................................................................................................................ 20
The Wider Societal Benefits of Powered Two Wheelers................................................................................................................................. 23
The importance of PTWs will continue to increase worldwide................................................................................................................ 26
Urbanization trend & impact on PTWs.....................................................................................................................................................................27

International Motorcycle Manufacturers Association

Content

Chapter 3
Creating a favourable environment for safer motorcycling ........................................................................................................... 28
The Four Stage Strategy
Public Policy - Incorporating PTWs into Transport & Safety Public Policy.......................................................................................... 28
Infrastructure - Committing to Safer Infrastructure ........................................................................................................................................ 31
Awareness, Education and Training for all Road Users................................................................................................................................... 33
Technology Advances ....................................................................................................................................................................................................... 39
Chapter 4
A Strategy needs Support
The Integrated Approach................................................................................................................................................................................................. 47
Research, Data & Analysis ................................................................................................................................................................................................ 48
Tailoring Strategies to meet Localised Needs...................................................................................................................................................... 52
Chapter 5
Global Best Practices Examples.............................................................................................................................................................................. 53
Chapter 6
Recommendations & Conclusion for Safer Motorcycling.................................................................................................................. 57
Annex 1
Global Best Practices - Concrete examples from different regions............................................................................................ 63
Safety & Transport Policy................................................................................................................................................................................................... 64
Infrastructure............................................................................................................................................................................................................................ 68
Education and training...................................................................................................................................................................................................... 72
Data & Analysis........................................................................................................................................................................................................................ 83
List of references................................................................................................................................................................................................................ 85

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4

The Shared Road To Safety: A Global Approach for Safer MotorcyclingAt worldwide level there is an increased use of Powered Two Wheelers1 in both developing and developed countries.
As a result of urbanisation, associated congestion and the shift in economic balance, there is an increased need formobility in developing nations. More and more people choose PTWs as a result of the benefits they provide. At thesame time there is a global challenge to ensure sustainability from a road safety perspective.
In many situations, PTWs have not been adequately addressed in local, national and regional policy plans. This
needs to change by introducing inclusive policy plans – which means a positive consideration of PTWs in transportplans, in an integrated perspective.

International Motorcycle Manufacturers Association

Preface

The safety of PTW riders is a high priority of the global motorcycle industry as represented by IMMA. Safermotorcycling leads to more sustainable motorcycling and the realisation of the key benefits that motorcycles canbring to transport and the economy.
As road safety policy and practice evolves in a global sense, it is becoming increasingly clear that there is a role forthe global institutions in supporting countries and regions in their efforts to reduce the social and economic toll ofroad casualties. The UN Decade of Action on Road Safety is a welcome initiative towards this end.
However, equally clear is the fact that the global institutions need to take a holistic approach to road safety issues,particularly in developing countries. The mere ‘imprinting’ of developed nation road safety policies and strategies
on developing countries could otherwise have unintended economic and social effects on such countries.
Road safety strategy should be focused on a progressive improvement of both road safety policy and practicestandards of road safety and not on immediate implementation of advanced safety policies in countries andregions which will require time to develop institutions, economics and infrastructure to enable them to movetowards the highest standards. As illustrated in this document, still too many countries lack even basic standards
for roads and IMMA strongly believes that the path to enhanced road safety comes primarily from first securing
basic infrastructure and through the establishment of sustainable and respected traffic and transport policy making
processes.
Both in developing and in more developed countries, the sharing of best practices is key, like the sharing of proventechniques in social and safety policy designed to support safer roads. A number of examples are illustrated in thisdocument as they relate to motorcycles.
IMMA believes that the most sustainable route to safer motorcycling lies within taking a comprehensive approachto safety policy and practice, based on a ‘shared responsibility’ approach.
In order to realise this and ensure that safety is managed with an even hand and on a level playing field, the first andmost important step is to recognise motorcycling’s place within society and overall transport strategies. Indeed, theOECD firmly stated this key point in their primary recommendations from the 2008 Lillehammer safety conference.
Such an approach will open up the ability to integrate PTW safety as part of broader transport planning. This will
result in not only fewer PTW casualties, but also the important role that motorcycling plays in social, business andemergency transport.

1 The term “Powered Two-Wheeler” (PTW) covers a wide diversity of vehicles. The products are divided into different segments such as moped,
scooter, street, classic, super-sport, touring, custom, supermoto and off-road motorcycles. In international regulatory environment, PTWs fit
under the term vehicles of category L. IMMA represents mopeds, motorcycles and three-wheelers. Therefore, IMMA refers to PTWs as Powered
Two and Three wheeled Vehicles.

5The Shared Road To Safety: A Global Approach for Safer Motorcycling

Cycling is a worldwide important mode of transport which shares many common issues with motorcycling whenit comes to safety, infrastructure policy and issues arising from other road users. Like cycling, motorcycling is not in
itself dangerous. But riders of both modes are subject to certain vulnerabilities on the world’s roads. By recognising
the socially positive attributes of cycling, much has been done to improve cycle safety and improve visibility withintraffic. The same approach is now needed for motorcycling.
This document ‘A Global Approach to Safer Motorcycling’ updates and replaces the IMMA motorcycle safety
document ‘HHRT – Headlight, Helmet, Road Surface and Training’ published in 2010. The key principles in HHRT
still apply, but the new document includes a selection of global best practices for policy makers’ consideration andimplies a wider perspective on sustainable road safety – the position of the Powered Two Wheeler (PTW) in society,its economic contribution, how PTWs are used and how infrastructure can be developed to support rider safety.
This document emphasises the importance to consider local, national and regional differences of motorcycling in
the context of policy making.
IMMA is delighted to have recently become a member of the UN Road Safety Collaboration and looks forward toassisting discussions on key matters of road and motorcycle safety.
IMMA recommends this document for the use by the global institutions, safety managers and policy makers worldwide, as a valuable resource for developing holistic motorcycle safety and transport policies.

Shungo Akizuki,
Chairman,
IMMA Road Safety Working Group 2013-2014

6

Dato’ Syed Mohamad Aidid
Sponsor, IMMA President 2010 - 2012

This document has the intention of:l Engaging policy makers, safety experts, road users, and all related stakeholders in supporting and enhancing

safer motorcycling at global, regional and national level.
l Providing recommendations for attention to key aspects of overall transport policy and planning, in addition

to motorcycling focussed safety policy.
l Identifying PTWs’ characteristics compared to other vehicles. It highlights the different styles and uses

International Motorcycle Manufacturers Association

The purpose of this documentof PTWs, and the regional distinctions between attitudes and usage patterns, traffic and infrastructure
environments.
l Revealing the importance of an integrated approach towards PTW safety for achieving real, efficient andsustainable results.
l Providing an overview of the safety activities that the motorcycle industry has already undertaken at the

global and regional level.
l Promoting a set of successful best practices that have been implemented across the world by governments,

industry and other important stakeholders for consideration in a fully holistic global motorcycle safety andtransport policy.

“Improving the safety of PTWs must consider all the actors and elements at play.
It is not enough to pay attention to PTW riders, one must also monitor their interactions
with all other road users, the environment, the vehicles and the social, cultural and politicaldimensions that shape and supervise their use.
Moreover, action should not be restricted to the most obvious parameters but must also take into
account the background behind the problems”.
(OECD - ITF Joint Transport Research Centre draft Report “Safety of Powered Two Wheelers”, 2014)

7

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Executive Summary
This document calls upon governments across the globe to take a more strategic approach to motorcycle
safety, incorporating the active involvement of all relevant stakeholders.
This approach is not necessarily a globally prescriptive one, as there is no one single type of motorcycle rider and noone single motorcycle riding environment dominating in the different regions of the word.
In this document IMMA promotes the sharing of best practices from around the world. The objective is to stimulate
national road safety authorities to consider what may be the best approach for their citizens in relation to motorcycle
safety and transport policy.
IMMA members believe that the following approach should be taken by all road safety stakeholders:
Policy, Infrastructure, Training and Technology.
In order to successfully implement the four stage safety strategy any action must involve all relevant stakeholders.
Actions must have an understanding and appreciation of the traffic situation specific to the country in question andusing accurate, standardised data to inform and support any policy decisions.

Four Stage Strategy
1 – Public Policy Considerations
It is important for officials and policy makers to recognise that PTWs are a key mode of transport which fulfils
a number of important and diverse roles – in many cases particularly important to local economies and citizen
mobility. As such, they should be integrated into policies and initiatives aimed at creating a safer environment
for users and addressing vulnerabilities that all users of two wheeled transport sometimes face (cyclists andmotorcyclists).
The promotion of PTW usage in transport policy can have a considerable and positive impact on reducing traffic
density in heavily congested cities and can bring economic gains through access to jobs, social mobility and even
healthcare in developing nations where other transport modes are unavailable, impractical or too expensive.

2 – Infrastructure suited to Safer Motorcycling
In many developing countries, uneven, damaged road surfaces are a large contributing factor to poor motorcycle
safety. However, even in high income, developed countries, safety issues caused by poor infrastructure persist.
Examples include badly positioned or unnecessary street furniture, visibility at junctions, poor quality or ‘potholed’
roads, dangerous crash barriers and raised divides on roundabouts.

3 – Training for riders and awareness raising among other road users
The Human Factor has been shown to be the most critical in PTW accidents. IMMA supports both pre- and postlicense training for motorcycle riders. It is furthermore crucial that other road users have an appreciation of thedangers of misjudging the speed or behaviour of a PTW rider – including the common error of failing to see anapproaching PTW.

8

4 – Technology advances
The industry is fully committed to on-going research into and development of safer on-vehicle PTW technologies,
safety devices, via individual manufacturers’ as wall as pan-industry projects.
Work by industry, governments and other stakeholders has resulted in a quite significant improvement in PTW
fatalities per 10.000 vehicles in most countries/regions (2011 vs 2005). This relative reduction of PTWs fatalities must
be seen against a background of a large increase of the PTW circulating park during the same period.

International Motorcycle Manufacturers Association

IMMA supports an integrated approach to a better understanding among other road users. This is why training for all
types of license holders should include awareness of the characteristics and behaviours of other vehicles and othervehicle users. This would include the common causes of accidents, such as perception failures or misjudgements ofcapabilities, understanding of vehicle blind spots, or the differences in stopping distances.

In other words, the actual risk of an individual having an accident on a PTW has fallen despite fatality records nothaving improved as fast as is desired. It should also be noted that significant disparities exist between the safety
performances of different road users’ and PTW riders’ safety performance. These differences can be largely explainedby differences in traffic mix by regions.
In order to provide a significant progress on PTW’s safety (particularly in reducing the PTW proportion of overall
traffic fatalities), policy and practice needs to move beyond isolated responses. Policies should include a wider andmore holistic consideration of how PTW safety can be further improved through the recognition of motorcycling
in overall transport strategies and PTW inclusion in mainstream transport policies that seek to improve the roads
environment for users..

A Supported Safety Strategy
The four strategic tiers are supported by 3 fundamental requirements for success:1. An Integrated Stakeholder Approach
Whilst recognising that many improvements have been made to vehicle safety, with further developments likely tofollow as motorcycles evolve, a true solution to safer riding requires the involvement of all road traffic stakeholders.
This includes the driving communities, riders themselves, public authorities and governments, research institutions,
national road infrastructure designers and local town planners - among others.
2. Accurate and Harmonised Data Collection
An essential step in identifying the true extent of the different causes of PTW accidents is the systematic collationof accident data and the details of crashes involving PTWs. This is essential in order to identify and set up realistic
goals, targets and eventually measures. Cross-border comparisons and analyses of real value cannot be made today
due to insufficient comparable data, in particular usage data and accidents per km/mile travelled. Common themesof accident causation will enable the proper identification of solutions and the sharing of correct best practicesolutions among regions.

9The Shared Road To Safety: A Global Approach for Safer Motorcycling10

3. A Tailored Approach to Local Situations
Any strategies, campaigns or activities aimed at safer riding will be most effective if they have public and rider
acceptance. This can be best achieved if there is a proper consideration given to tailoring measures to the local
traffic needs. This includes specific national, regional or local constraints, such as: numbers of PTWs in circulation,
the types of PTW usage, e.g. majority leisure, commuting or utility, distance travelled by the PTW fleets, weather
conditions, etc.

IMMA, the manufacturers and related businesses that IMMA represents, are committed
to working together with other stakeholders to play a part in the much needed
development of an integrated approach to analysing, developing and promoting theuptake of safety solutions. This is an area where much work remains to be done by the
global institutions.

IMMA is the association which represents the manufacturing industry of powered two wheelers (PTWs) at the
global level.
Today, IMMA represents the major part of the worldwide manufacturing of PTWs, with membership as follows:

International Motorcycle Manufacturers Association

Chapter 1:
Introduction of the International Motorcycle
Manufacturers Association (IMMA) & Industry’s
Commitment to Safer Riding

Regional association members
The Motorcycle industry in Europe (ACEM): representative of the industry in Europe with members from Austria,
Belgium, Czech Republic, France, Germany, Greece, Italy, Ireland, the Netherlands, Poland, Romania, Spain, Sweden,
Turkey and United Kingdom.
The Federation of Asian Motorcycle Industries (FAMI): representative of the industry in Indonesia, Japan, Malaysia,
the Philippines, Republic of China (Taiwan) and Thailand.

National manufacturing members
The Society of Indian Automobile Manufacturers (SIAM)
The United States Motorcycle Manufacturers Association (USMMA)

Associated members
The Federal Chamber of the Automobile Industries (FCAI), representative of the industry in Australia
The Motorcycle and Moped Industry Council (MMIC), representative of the industry in Canada

The
Motorcycle industryin Europe

Federal Chamberof Automotive Industries

The Motorcycle & Moped Industry Council
Le Conseil de l’industrie de la motocyclette et du cyclomoteur

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The Shared Road To Safety: A Global Approach for Safer Motorcycling

From its inception, IMMA has been a member driven organization, providing the necessary services to the industry
via its expert committees, dealing with environmental issues, road safety and the harmonization of technical rules.
For more than 50 years, IMMA has been a strong contributor to the work of the UNECE, in particular the World
Forum for the Harmonization of Vehicle Regulations (WP.29) and the Road Safety Forum (WP.1).The World Forumhas incorporated into its regulatory framework the technological innovations of vehicles to make them safer andmore environmentally sound.
Following the consideration that motorcycle safety requires attention beyond local and regional level also at the
global level, IMMA established its Road Safety Task Force in 2008. In 2010, IMMA published “HHRT Motorcycle Safety- IMMA contribution to the Decade of Action” - the precursor of the current publication. HHRT identified the priority
instruments for improving motorcycling safety that should be considered in safety policies and recommended the
Headlight, Helmet, Road surface and Training approach. Following this publication, IMMA recognised a further needfor promoting ‘inclusive’ policies integrating motorcycling in local, national and regional transport and mobility
policies and the need for exchange of experience through best practices. Consequently Road Safety activities in
IMMA expanded and were brought under a new permanent high level working group to allow acceleration of its
road safety activities.
Aside of the activities of the IMMA members in their respective regions and countries, IMMA has made key
contributions to road safety networks, such as the International Traffic Safety Data and Analysis Group (IRTAD), theInternational Transport Forum (ITF). Since 2013, IMMA has been contributing to the United Nations Road Safety
Collaboration (UNRSC).

y IMMA’s Main Objectives for Promoting Safer Motorcycling:
1. To demonstrate to policy makers that an integrated approach, involving multiple stakeholders, is an
important factor in improving PTW safety.

2. To promote key tools and instruments that should be in place in a PTW safety policy.
3. To prompt national and regional policy makers to adequately consider PTWs in traffic policies.
4. To promote the safe use of PTWs and to improve the skills of riders.
5. To support and contribute to the process of updating International and Global Agreements in the frameof UNECE WP.29 (harmonisation of vehicle regulations) and UNECE WP.1 (road safety).

6. To foster a healthy competitive environment across the global PTW industry and to promote thedevelopment and use of state of the art technologies.

7. To support forums establishing standards and methodologies e.g. on accident data collection and analysis.
8. To support and contribute, through all of the above, to the UN Decade of Action.

12

y Diversity of products
The term “Powered Two wheelers” (PTWs) includes products from small 50cc step-through vehicles, up to
motorcycles of 1000cc and over. These products are divided into different segments, such as moped, scooter, street,classic, performance or super-sport, touring, custom, supermoto and off-road motorcycles and tricycles.

International Motorcycle Manufacturers Association

Chapter 2:
The role of Powered Two Wheelers (PTWs) in Society:
Changing Perceptions

PTWs production displacement mix
1% 5%

2%

19%
37%
USA &
CanadaEurope29%

15%

1% 3% 2%92%

PTWs ≤ 50 cc
PTWs 250 ≤ 500 cc

Asia

94%

PTWs > 500 cc
94%

Road safety policy towards motorcycles needs to integrate with local patternsof usage and be sensitive to the role that PTWs play in local societies.

Source of data: IMMA, 2012, Production data

PTWs 50 ≤ 250 cc

Many people consider ‘motorcyclists’ to be a homogeneous group of people and as such, road safety solutions
and public policy decisions are often aimed at this ‘group’. Sometimes, PTW safety policy is poorly differentiatedfrom car safety policies, with PTW statistics in transport indicators ‘lumped in’ with car statistics. Safety policy often
considers the motorcycle safety ‘problem’ as a standalone issue, without considering how PTWs are used, or theircontribution to the overall traffic and transport ‘mix’. Often, little regard is given to how PTW safety issues canbe transformed into safety and transportation ‘opportunities’.

13

The Shared Road To Safety: A Global Approach for Safer Motorcycling

However, the reality of the situation in all countries is that PTW riders within the same country represent
a wide variety of people who use vast numbers of different vehicle types, with different characteristics,
designed for myriad different terrains and used for numerous distinct purposes. These differences canbe even starker across a global comparison, where the terrain, cost of living, infrastructure and climaticconditions vary so greatly.
It is this diversity that means policy approaches cannot work to a one-size-fits-all approach designed to improve“motorcycle safety globally”. Safety policy needs to be tailored to differing local environments and take accountof the PTWs position in society and the economy in a given country – plus the social, mobility and economic
opportunities that safer motorcycling can bring to such societies. IMMA strongly supports the sharing of bestpractice, which can be applied or adapted where appropriate to the local situation of traffic and usage patterns.

y PTW characteristics
PTWs excel in providing convenient, low cost personal mobility, which offers riders shorter journey times, while
generating fewer emissions, and using less fuel. Thanks to their smaller and lighter profile, PTWs occupy less spaceand cause reduced wear and tear on road infrastructure compared to other forms of transport. For these reasonsand many more, PTWs support the lifestyle and mobility needs of a growing number of people around theworld. In many developing countries they are important to local economies and businesses.
It is important that policy makers recall the many benefits PTWs bring to their riders and to wider society, instead of
considering these vehicles solely as a policy problem.
Convenient Mobility
PTWs enable greater freedom of movement in crowded urban environments and their relatively small size
offers advantages for reducing congestion and decreasing the need for large amounts of parking infrastructurecompared to cars. PTW usage also reduces wear and tear on road surfaces. Where other means of public
transportation either do not exist, or they are inadequate or inconvenient, PTWs can provide an importantsource of personal mobility. Reduced commuting times allow riders to spend more time with family and friends.
Energy savings
PTWs are engineered for efficient fuel economy and help conserve energy. PTWs, being of lower mass thanautomobiles, require less energy to manufacture and recycle.
Economy of use
PTWs deliver efficient transport for individuals in terms of reduced time on given journeys, especially in an urban
environment. PTWs also often offer a low purchase cost. That, combined with a good fuel economy and low
maintenance costs, delivers riders an economical means of greater mobility. This is one reason why PTW fleets
are the natural choice in many countries, with many national PTW fleets numbering in the millions.
Unique personal experience
PTW use for sport and leisure has attracted many around the world for the personal benefits they can bring:
stress reduction, social interaction with others, the personal and economic perspective of PTW tourism and thepleasure of riding as an end in itself.

14

In large parts of the world, PTWs are used by the majority of riders on a daily basis. In some regions, PTWs are also
used by specific groups for leisure activities. However, in all regions, PTWs are increasingly used by commuters toprovide an answer to traffic congestion.
In many countries and in regions like Europe, leisure machines offer a ‘cross over’ function, also being used forcommuting. In the UK for example, the Government estimates that over 60% of PTW distance travelled is forcommuting, utility or socially practical purposes.

International Motorcycle Manufacturers Associationy Diversity of owners, usage and patterns around the world

A toolbox of measures is required to improve the safety of PTW riders within the trafficsystem. These measures must take into account the specific challenges of PTW traffic,
and also consider the variety of PTW users, insofar as some segments may be addressedwith particular measures. A strategic approach should consider the most effective
combination or measures according to the specific needs of individual jurisdictions.
(OECD - ITF Joint Transport Research Centre draft Report “Safety of Powered Two Wheelers”, 2014)15

Percentage of PTWs in total motor vehicles by country
Variation of the PTW presence in transport mix around the globe

Source: IRF, World Road Statistics 50th Anniversary, 1964-2013

The Shared Road To Safety: A Global Approach for Safer Motorcyclingy Increasing PTWs’ presence in the world

Less than 10%
10% - 39.9%
40% - 69.9%
70% or more

PTWs are the most common type of motor vehicles in many countries around the world in Asia and Africa in particular. In some regions, PTWs are crucial to national economies.
This is because a very high proportion of such economies are organized around thismeans of transportation: commuting, post, delivery, police, fire fighters, rescue teams,
humanitarian workers and volunteers, etc
The share of PTWs on the road compared to other types of vehicle is also extremely high in India (72%) and Indonesia(80%). These trends are also seen in other rapidly developing countries in South-East Asia, Africa and South America.

Source: Government of India, Ministry of Road Transport and Highways

100%

16

Evolution of PTW circulating park (vehicles in use) (‘000 000)
& share vs total registered motor vehicle - India

100%

27.9%

27.8%

90%

27.9%

27.8%

28.5%
28.5%

28.5%
28.5%

28.3%
28.3%

120.0
28.2% 120.0

28.3%
28.3%

28.2%

90%

100.0

80%

100.0

80%

70%
70%

80.0

60%

80.0

60%

50%

50%

40%

40%

60.0
72.1%

72.1%

72.2%

72.2%

7&.5%

7&.5%

71.5%

71.5%

71.7%

71.7%

71.7%

71.7%

71.8%

71.8%

30%

30%

20%
20%

40.0

20.0

10%
10%
0%
0%
2005
2005

2006
2006
PTWs
PTWs

2007
2007

2008
2008

20092009

Otherregisteredmotor
vehiclesOtherregisteredmotor
vehicles2010 20102011 2011

PTWsPTWs
circulatingpark park
circulating

Despite the high increase of PTW units over the last years in India, the PTW’s share in the total
registered motor vehicles remains stable, slightly above 70%.

60.0

40.0

20.0

International Motorcycle Manufacturers Association

Evolution of PTW circulating park (vehicles in use) (‘000 000) & share vstotal registered motor vehicles - Indonesia
100%

120.0
100%
27.9%

90%

27.8%
24.2%

90%

28.5%
24.9%

28.5%
23.4%

28.3%
22.7%

28.3%
21.6%

20.6%

19.6%

70.0
100.0

80%

Source: AISI - Indonesian Motorcycles Industry Association

80.0

28.2%

80%

70%
60%
50%
40%

60.0

80.0

70%

50.0

60%

60.0

50%
40%
72.1%

30%

30%

20%

20%

10%

10%

0%

0%

75.1%

75.8%

72.2%

76.6%

7&.5%

77.3%

71.5%

78.4%

79.4%

71.7%

71.7%

40.0

80.4%

71.8%

30.0

40.0

20.0

20.0
10.0
0.0
2005 2006

2005

PTWs

2006

2007

2007

2008 20082010 20102009 2009

Other registered motor vehicles

20112011

PTWs circulating park

PTWs units more than doubled in Indonesia over the last 5 years and represent now
more than 80% of the motor vehicles registered.

In India and Indonesia, the fleet of PTWs increased enormously in 6 years: India +73% (approximately +9% per year)
and Indonesia +141% (approximately +16% per year).
In Brazil for example, the total circulating park (vehicles in use) increased with 68% in 6 years while PTW park numbers
increased by 126% during the same period.
Evolution of PTW circulating park (vehicles in use) (‘000 000) & sharevs total registered motor vehicles - Brazil

100%

Source: Abraciclo, Two Wheels Brazilian Industry Yearbook, 2013

100%
90%
90%
80%

27.9%

27.8%

28.5%

28.5%

28.3%

28.3%

76.0%

75.3%

74.6%

120.0

28.2% 25.0

100.0
80.6%

79.2%

77.5%

73.9%

20.0

80%
70%

80.0

70%
60%
60%
50%
50%
40%
40%
30%
30%

20.0

15.0
72.1%

72.2%

7&.5%

71.5%

71.7%

71.7%

71.8%

10.0

20%
20%

5.0

10%
10%
0%

0%

19.4%

20.8%

22.5%

24.0%

24.7%

25.4%

26.1%

2005
2005

2006
2006

2007
2007

2008
2008

2009
2009

2010
2010

2011
2011

PTWs

Other registered motor vehicles

60.0

40.0

20.0

0.0

PTWs circulating park

PTWs increased with 126% for the last six years.

There is furthermore a steady increase of the PTW fleet in high income regions: USA +36% and Europe +10% for theperiod 2005-2011. In Europe 12% of all registered motor vehicles are PTWs, however traffic shares are low in the USA,
Canada and Australia where the share of registered PTWs versus all motor vehicles is below 5%.

17

100%
90%

27.9%

27.8%

28.5%

28.5%

28.3%

120.0

28.2%
9.0

28.3%

90%
80%

Source: IRTAD, NHTSAThe Shared Road To Safety: A Global Approach for Safer Motorcycling

Evolution of PTW circulating park (vehicles in use) (‘000 000) & sharevs total registered motor vehicles - USA

100%

80%
70%
70%
60%
60%
50%
50%

97.5%

97.3%

97.2%

40%
40%

72.1%

72.2%

7&.5%

7.0

80.0
6.0
5.0
97.0%

96.9%

96.9%

60.0

96.7%

4.0
71.5%

71.7%

71.7%

71.8%

30%
30%

3.0

20%
20%

2.0

10%
10%

1.0

0%
0%

100.0

8.0

2.5%

2.7%

2.8%

3.0%

3.1%

3.1%

2005
2005

2006
2006

2007
2007

2008
2008

2009
2009

20102010

PTWs

Other registered motor vehicles

40.0

20.0

3.3%
0.0
20112011

PTWs circulating park

Similar trends in USA, Canada and Australia: increasing number of PTWs in absolute and relative values.
However, PTWs still represent less than 5% of total registered motor vehicles.

Evolution of PTW circulating park (vehicles in use) (‘000 000) & sharevs total registered motor vehicles - Europe
100%

120.0
100%
27.9%

27.8%

28.5%

28.5%

28.3%

35.0

28.2%

28.3%

90%

Source: IRF World Road Statistics 50th Anniversary 1964-2013

90%

80%
70%
60%
50%
40%

100.0

80%

80.0

70%
60%
88.5%

88.4%

88.4%

88.4%

88.3%

88.4%

88.5%

50%
40%
72.1%

30%

30%

20%

20%

10%

10%

0%

0%
2005

72.2%

7&.5%

71.5%

71.7%

71.7%

30.0
25.0

20.0

60.0
15.0

71.8%

40.0
10.0

20.0
11.5%

11.6%

11.6%

11.6%

11.7%

2006
2005

200620072007 2008

2008 2009

2009

PTWs

11.6%

5.0

11.5%

0.0

Other registered motor vehicles

2010

2010

2011

2011

PTWs circulating park

In Europe, 12% of all registered motor vehicles are PTWs.

In many Latin American countries, the mass sales and use of the motorcycle has considerably increased in the past
10 years. The share of the PTW fleet in the motorised vehicle fleet varies greatly from 3% in Chile to 52% in Uruguay.
In Mexico, PTWs represented only 4% of the fleet in 2011, but the fleet is growing very fast and almost doubled in 5
years. (Source: OECD - ITF Joint Transport Research Centre draft Report “Safety of Powered Two Wheelers”, 2014).
Information gathered from a few countries shows that PTWs for use as commercial vehicles have substantially
increased over the past decade in big African cities. In particular, the fleet of PTW ‘moto taxis’ has significantly
increased in these cities, as a consequence of a lack of public transport services. (Source: OECD - ITF Joint Transport
Research Centre draft Report “Safety of Powered Two Wheelers”, 2014.)
This phenomenon has also been observed in some European regional (Barcelona) or national (Paris) capital cities inwhich small logistic deliveries provided by PTWs and mototaxi fleets are common.
18

In 1999, there were justover 80 000 Two wheelers
with an engine capacity of
50 cc and above on Burkino
Faso’s roads; during thenext 7 years, their number
increased almost fourfold.

30 0000
Cars & heavy vehicles
Two wheelers > 50 cm325 0000

20 0000

15 0000

10 0000

International Motorcycle Manufacturers Association

Rapid motorisation in Burkina Faso - Growth of vehicle fleet, 1999–2006 (number of vehicles)

50 000

0

1999

2000

2001

2002

2003

2004

2005

2006

Source : World Health Organization, 2013, Geneva, Switzerland, Strengthening Road Safety Legislation : A practice and resource manual for countries

y PTWs Stimulating Economic Growth
PTWs are the most affordable forms of motorized personal transport in many parts of the world. In various regions,primarily in emerging regions, PTWs are therefore also the most common type of motor vehicle used. Indeed, inSouth-East Asia, PTWs represent more than 60% of the motor vehicle circulating park. In this region, PTWs are
crucial to national economies. This is because a very high proportion of such economies are organized around thismeans of transportation: commuting, post, delivery, police, fire fighters, rescue teams, humanitarian workers andvolunteers, etc.
In high-income countries, the mobility situation is very different, with a higher utilization of personal cars and public
transportation. PTWs represent less than 5% of the total motor circulating park in the USA, Canada and Australia. In
this context, PTWs are mainly used by specific groups for leisure activities, tourism and sport. Motorcycle tourism
has enhanced importance in these regions and can represent notable economic generators for some communities.
In Europe, where approximately 12% of registered vehicles are PTWs, PTWs are used for leisure, sport, and increasingly
as an answer to traffic congestion, especially in big cities. The diversity in motorcycle usage reflects the overallgeographic, cultural, and historic diversity of EU member states.
The growth since 2005 in transcontinental motorcycling, or ‘overlanding’ is worthy of note. Increasing numbersof riders use the PTW to visit other countries and conduct extensive tours. Such activities can lead to enhanced
tourism ‘spend’ and benefit to local economies, particularly in the case of guided tours of several PTWs. An added
fringe benefit is the wave of positive publicity and journalism that has accompanied much of this activity – often
in the mainstream press and TV. This results in a sharing of knowledge about different societies with the public as‘overlanding’ riders travel – a distinct social ‘good’, which can help breach social barriers.
Motorcycling provides quality of life, among other things, through: access to jobs and services, affordable
mobility, and the enjoyment of sports, leisure and tourism.

19

The Shared Road To Safety: A Global Approach for Safer Motorcyclingy Promoting Advanced Safer Riding through Sport and Leisure
Many riders enjoy the great outdoors, endeavouring on exciting trips to reach remote tourist destinations, or simply
going for a weekend trip in the countryside. Professional motorcycle sport is followed by millions of spectatorsand viewers worldwide, reaching out beyond the riding community itself. Enthusiasts enjoy motorcycle sport at
amateur level, where new generations are also taught the positive values of sportsmanship through the numerous
events that animate communities around the globe.
Such activities also have the valuable role of engaging young people in sport and personal development. This canbe of particular benefit in disadvantaged areas of developed countries, where the social engagement of young
people is of major concern. Off road and amateur motorcycle sport provides a valuable opportunity for addressing
such key issues.
Motorcycle sports and leisure offer numerous opportunities to effectively reach and influence themotorcycle enthusiast with regard to road safety. Firstly, the sports environment leads to greater interest tochoose, and equip the rider with state of the art equipment, to keep a well maintained vehicle and to use protective
gear. A sports environment can also impart the importance of rider planning, or the ‘systematic approach’ to safe
riding. Off road sport in particular can be of enormous help in imparting machine control skills.
The sport activities are structured in hundreds of motoclubs and federations around the world, most of them placed
under the umbrella of the International Motorcycling Federation (FIM).
The opportunity to improve riding skills on tracks and in off-road environments enables riders to test the limits of
their own and their vehicle’s abilities under safe conditions. In many regions of the world, manufacturers and sports
federations organise track-days and off-road tours allowing enthusiasts to improve their skills with the support ofprofessional coaching. These sports activities have been a strong contributor to introducing a safety culture
among riders and in promoting advanced riding skills.

20

Motorcycling also contributes towards the wider economic and social goals of society as a whole. In some cases
PTWs are core to the delivery of essential public services. The following examples illustrate the very positive
benefits which can be realised if PTWs are accorded proper positioning in social, healthcare and transport
policy.

Health Care delivery
Indonesia, Asia
A healthcare logistics project on the island of Flores, provides 10 small motorcycles for use by healthcare workers
in remote rural areas where roads are poor or non-existent. The ability for basic services to be provided
via motorcycles (to a population of over 50,000) has seen a dramatic improvement in basic healthcare
indicators since 2002 - www.motorcycleoutreach.org

International Motorcycle Manufacturers Associationy The Wider Societal Benefits of Powered Two Wheelers

AfricaAcross Africa, the charity ‘Riders for Health’ has significantly developed the role of motorcycles for healthcaredelivery and originated the concept of ‘Transport Resource Management’ (TRM) by motorcycle. “Riders” operates
in several countries, providing a vital role in healthcare infrastructures. “Riders” has improved health careaccess for 12 million people across Africa. A mobilised outreach health worker can see nearly 6 times more
people, allowing better monitoring of diseases and dissemination of prevention and control information. - www.
riders.org

UK, Europe“Blood Bikes” have been a feature in the UK since 1969. In recent years the number of blood bike groups has grownsignificantly and there are now hundreds of motorcyclists who freely volunteer their time to this service. There aretimes when blood, or other medical items need to be transported urgently because a patient’s life is at risk.

Vaccination campaign, Motorcycleoutreach, Indonesia

21

The Shared Road To Safety: A Global Approach for Safer Motorcycling

A “blood bike” can be relied upon to respond quickly and move with ease through busy traffic, even if it is
not fitted with emergency lights and sirens. All the groups promote good practice among their volunteer riders,
who hold an advanced riding qualification to ride on a marked-up “blood bike”. http://www.bloodbikes.org.uk/index.
php/why

PTWs’ importance in the event of natural disasters
Indonesia, Asia
The eruption of Mount Merapi in 2011 affected a multitude of small villages including Jumoyo Village with a total
number of 7,376 inhabitants. Motorcycles were used for rapid delivery of mobile health services - http://satuindonesia.com/news/219/14

Japan, Asia
PTWs were able to provide significant support to recovering areas of the Great Hanshin Earthquake (1995) and theGreat East Japan Earthquake (2011). The authorities and large numbers of volunteers used motorcycles inthese crises because of their great mobility.
Even with blocked roads, collapsed buildings and mountains of debris, motorcycles managed to negotiate therough road conditions and cramped spaces. PTWs were used to send messages and information, to transport
injured people, to deliver basic supplies, and to conduct numerous emergency relief activities immediately after thequake. Moreover, when the gasoline supply network failed, the subsequent severe fuel shortages meant that highly
fuel-efficient motorcycles proved extremely valuable.

GeneralMotorcycles are also used by public authorities, police, ambulance and breakdown services in many
countries around the world. They are also sometimes used by traffic managers looking to quickly reach thesource of a given transport problem on the roads. Traffic information reporters are also known to utilise
PTWs in their work.

22

The motorcycle circulating park is increasing at an impressive rate in urban areas because of the convenience ofPTWs and their advantages in terms of door to door mobility, flexibility, parking, costs and fuel consumption.
Compared to other road vehicles, PTWs benefit from intrinsic advantages and even in countries and regions indifficult economic conditions PTWs represent an economic and efficient means of individual mobility.
Global society faces an on-going and worsening problem of traffic congestion and the apparent inability of
traditionally accepted alternatives to solve the problem. This is likely to be enhanced and become more urgent
against the background of the increasing ‘urbanisation’ of the global population. Embracing the PTW as a toolin policies to mitigate traffic congestion and to meet the challenges of urban mobility, could represent a
considerable step toward sustainable urban mobility.

International Motorcycle Manufacturers Association

y PTWs as an Urban Mobility Solution

23

The Shared Road To Safety: A Global Approach for Safer Motorcycling

The following examples demonstrate some of the reasons people choose to ride PTWs around the world:

Small shift from cars to motorcycles, great benefits – Belgium, Europe
A study published in 2012 by the University of Leuven considered the impact of a relatively small shift from cars to
motorcycles for a heavily congested urban area in Belgium. Modelling showed that if just 10% of drivers swapped
their cars for motorcycles, the time spent in traffic would decrease by 40%. When 25% of car drivers switched acongestion was eliminated entirely. The time benefits on the Belgian highway network were estimated at 50 M€/
year.
http://acem.eu/images/stories/doc/pressreleases/2011/PTW_Belgium_Study_FEBIAC_ENG.PDF

100 million additional KM made by PTWs – Paris, Europe
A study was conducted in Paris to consider the contribution of two wheeled motor vehicles in this large city.
The study revealed that 100 million additional passenger km were made by PTWs in 2007 compared to 2000.
The increase was due to the shift from public transport (53%) and from private cars (26.5%). The shift resulted
in a positive cost/benefit ratio with a €115 million improvement in prosperity being registered. This significant
switch to PTWs occurred through natural modal shift and not as the result of any particular campaign by the publicauthorities. The study concluded that PTWs are a valuable solution for personal transport in urban areas wherecongestion is a problem. The study also concluded that compared to the bus and other public transport, PTWs area mode of transport which lends itself to the high flexibility requirements of individuals’ mobility.
http://www.acem.eu/images/stories/doc/mobility/PTW_study_Kopp_Paris_EN.pdf

Wheels 2 work – United Kingdom, Europe
The ‘Wheels 2 Work’ government funded scheme has helped several thousand, mainly young people to have themeans to travel to work since it began 16 years ago. This award winning scheme has focussed on loaning mopeds
to people in mainly rural areas, who would not otherwise be able to get to and from work.
Commenting on Wheels to Work, Prime Minister David Cameron said: “Wheels to Work does a great job of tacklingthe basic issue of making sure everyone who needs to travel to a job is able to do so. This is an invaluable service
without which many of these young people would have to move away from their friends and families. It also helps
young people to find employment and stay in the rural villages where they have grown up which is important inmaintaining these diverse and vibrant local communities.”

Parking places for PTW riders – Spain, Europe
Barcelona City Council has introduced several measures to improve the city mobility and accommodate thegrowing number of PTWs. According to the statistics, 28% of private motorized transport in Barcelona is comprisedof PTWs, with more than 248,000 trips made per day. One of the Council’s measures was the provision of 40,000
parking places for PTW riders. www.areaverda.cat/en/types-of-spaces/motos/

PTWs substitute for public transport – Brazil, Latin America
As in many Latin American countries, the growth of mass sales and use of PTWs has been more recent. In 2012,
the total number of motorcycles in Brazil was above 16 million, representing 26% of all vehicles in the country. The
most common reasons for buying a PTW are: as a substitute for public transport (60%): for pleasure/leisure (19%),
as a mode of transport for reaching work (16%). 10% of people use PTWs as a substitute for their automobile. Theboom of motorcycles can be also explained by the increase of people´s purchasing power, the availability of credit24

PTWs - most efficient option on both congested and non-congested routes– Japan, Asia
A simulation study was carried out on the efficiency of different transport modes in urban traffic conditions inTokyo, in 2013. The study explored the travelling speeds of different transport modes (PTW, cars, bicycles, trains
and buses) on congested and non-congested routes. When a specific percentage of vehicular traffic on congested
main arteries in Tokyo was hypothetically replaced by motorcycles (assuming specific real-world use purposes),
thereby increasing the ratio of motorcycles on the road to between 9 and 18%, average traffic flow speed, as aresult of reduced congestion, increased to over 20 km/h. The simulation results indicated that motorcycles offer
the most efficient option on both congested and non-congested routes (in particular, PTWs from 51cc to 125cc). It
has been concluded that motorcycles are the most efficient vehicles for urban transport in a big city. (Motorcycle
Market Trend Survey (2011)”, http://www.jama-english.jp/release/release/2012/120404-4.html; http://release.jama.
or.jp/sys/news/detail.pl?item_id=1554)

International Motorcycle Manufacturers Associationand the fact that two-wheeled vehicles are relatively inexpensive and agile for congested city streets. (OECD - ITF
Joint Transport Research Centre draft Report “Safety of Powered Two Wheelers”, 2014).

Source: Japanese Automobile Manufacturers Association, 2012, MC market trends in Japan

Motivations to Purchase include Fuel Efficiency Merits & Low Maintenance
Costs (i.e. environmental performance & financial benefits)

Fuel efficiency merits

44

Low maintenance costs

43

Viewed as more comfortable than bicycles

32

Became necessary for work

24

Desire to enjoy as a hobby

24

Desire to resolve poor transport convenience22

Motorcycles are fun to operate

22

Finding parking space for cars is a hassle

18

Cheaper to use than other transport modes

16

Desire to make more effective use of time

14

0%

20%

40%

60%

According to the Japan Automobile Manufacturers Association’s Motorcycle Market Trends
Survey, conducted once every two years, the leading reasons for purchasing motorcycles are «fuelefficiency merits» and «low maintenance costs».
In other words, experienced motorcycle riders give these vehicles a high evaluation for their
excellent environmental performance and economy.

25In all regions of the world, more and more people are living in cities. The UN projects this trend to continue in the
coming 40 years. Only in Africa and Oceania will rural populations continue to increase during the same period,
albeit at a lower rate than the urban population. In 2050, in all regions of the world, a majority of the population
will live in cities.
Urban and rural population by major regions, 1950 - 2050 (million)
Europe

2040

2050

2010

2000

2050

10

2050

2040

2030

2020

0
2010

5

0

2000

50
1990

2030

100

1980

2040

150

1970

2020

20
15

1960

2030

25

200

2010

30

250

2000

35

300

1990

40

350

1980

400

1970

45

1960

Oceania

450

1950

1990

1980

1970

1960

1950

2050

2040

2030

Northern America

2050

2040

2030

2020

2010

2000

1990

1980

1970

1960

1950

Rural

1950

Latin America and the Carubbean
650
600
550
500
450
400
350
300
250
200
150
100
50
0

2020

Urban

2020

2010

2000

1990

1980

1970

650
600
550
500
450
400
350
300
250
200
150
100
50
0
1960

3,500
3,250
3,000
2,750
2,500
2,250
2,000
1,750
1,500
1,250
1,000
750
500
250
0

1950

2050

2040

2030

2020

Asia

2010

2000

1990

1980

1970

1960

Africa
1,400
1,300
1,200
1,100
1,000
900
800
700
600
500
400
300
200
100
0

1950

The Shared Road To Safety: A Global Approach for Safer Motorcyclingy The importance of PTWs will continue to increase worldwide

The United Nations projects that more than 60% of the world’s population will livein urban areas by 2050 while it was less than 30% in 1950.
Source: United Nations, Departement of Economic and Social Affairs, Population Division:
World Urbanization Prospects, the 2009 Revision. New York, 201026

In high-income regions, cities continue to grow resulting in more congestion and saturation of parking facilities.
Consequently, more attention is given from governments to environmental pollution and emissions.
It can be foreseen that use of PTWs will continue to grow due to:
Their ease of movement in crowded urban environments;
Smaller parking areas needed;
Reduced environmental footprint;
Benefit of a personal door-to-door solution.
In emerging regions, cities will also significantly grow as a result of the urbanisation trend. The United Nations
projects that more than 60% of the world population will lie in urban areas by 2050 while it was less than 30% in
1950.

International Motorcycle Manufacturers Associationy Urbanization trend & impact on PTWs

In these rapidly growing cities, public transport is not always well organized or adequate in terms of capacity,
frequency, available routes, or reliability. Personal average income is increasing and also the need for personal
mobility solutions. PTW usage is expected to steeply grow due to:
Their relative low purchase cost and low fuel consumption and increasing personal average income;
Limited public budgets and the lack of flexibility in public transport systems remaining obstacles;
PTWs often being the only affordable means of motorized transportation for the household;
The increasing need for personal mobility solutions for commuting as a result of economic development.

27

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Chapter 3:
Creating a favourable environment
for safer motorcycling: a four stage strategy
There would be many benefits, in terms of mobility and traffic management as well as traffic
safety, in a better integration of PTWs into mobility plans and in the development of national
and local transport strategies”(OECD - ITF Joint Transport Research Centre draft Report “Safety of Powered Two Wheelers”, 2014)

IMMA’s recommended approach to improving road safety across the world can be summarised in a four stage
strategy:
Public Policy
Infrastructure
Training & Education
Technology Advances
Each of these areas play a vital role in improving safety for PTW riders.

The four stage strategy
1. Public Policy - Incorporating PTWs into Transport & Safety Public Policy
1.1. A holistic Road Safety policy should include PTWs
All countries should be strongly supported in integrating a strategic motorcycling framework into transport
planning in order to achieve a better traffic system design.
This will allow safer operations, addressing users’ responsibilities in light of current knowledge and best practice.
International and regional institutions have an important role to play in encouraging actions at national level thatwill lead to the adoption of realistic and achievable holistic PTW safety action plans. Such plans should involve
major stakeholders and the active participation of industry as part of their development.
In order to maximise the success of such plans, government policy needs to properly ‘mainstream’motorcycling as part of their overall transport policy. This inclusive approach would allow the properdevelopment of measures which would improve safety, support riders and help realise the positive
potential of PTWs for society as a whole.

28

Fair and equal access between and within ALL transport modes.
Freedom of choice by users/business and accordingly the respect of rights and choice to select themost appropriate transport mode for their mobility needs.
Transport and mobility efficiency, encouraging the most suitable and effective mode of transportaccording to the circumstances.
Integration of motorcycles, as well as other vulnerable road users, in transport and urban policy plans.
Focussing policy merely on supporting public transport, walking and cycling, denies the opportunity to create fullyrounded transport policies, which are relevant to all who need to use transport for differing purposes and in widely
varying circumstances. This narrow approach to transport policy also fails to maximise the opportunities that exist to
reduce urban traffic congestion and pollution – an area where PTWs can play a significant role.

International Motorcycle Manufacturers Association

The success of the transport policy depends largely and considerably on a systematic approach, without favouring
arbitrarily one or the other transport mode, and at the same time applying realistic and economically viable principles, such as:

Ignoring PTWs in transport policy also has the added negative consequence of sustaining an environment for PTW
users which is subject to greater vulnerabilities than should exist, and opportunities to improve safety are therefore
lost.
Not including motorcycling positively in transport policy because of safety concerns actually becomes a self-fulfilling
prophesy by the proponents of such a view, as PTW safety then remains unaddressed in the holistic manner that itshould be.

1.2. Recognition of the economic and social contribution of motorcycling
Improved access for motorcyclists, and explicit recognition of the role of motorcycling, in transport policy willencourage economic and social benefits, including reduced overall transport costs to individuals and business,plus increased mobility and lower CO2.
An expanding motorcycle industry means job opportunities and economic progress. This industry contributes togrowth in a wide range of related sectors, such as parts suppliers, mould makers, machining, product ‘finishing’ andthe protective clothing and helmet industries. This in turn provides careers, not only to those who build motorcycles
and their components, but also to a wide range of logistics, transportation, sales, maintenance, motorcycle
equipment businesses and service support businesses and industries.
The PTW sector is an important part of local business and economy in developing countries in particular. In
developed nations sport has positive economic impacts in areas where activities are held. By way of an example,
motorcycle sport in the UK was estimated to contribute £0.75billion to the UK economy in 2010.
Although figures vary from region to region, especially for the retail sector, it is estimated that worldwide up to four
million people are employed by the PTW industry. Motorcycling and the industry is therefore an important part ofglobal efforts to realise economic growth as the world emerged from the economic downturn after 2008.
Increased sales and market size mean economic growth, more jobs and more income to the state, factorsthat should be recognised and welcomed by government and society.
In order to support such growth, it is clear that much needed safety actions for PTWs need to be strongly linked toother policy actions to support this mode of transport and leisure, thus enabling motorcycling as a whole achieve
its full economic and social potential.

29

The Shared Road To Safety: A Global Approach for Safer Motorcycling

1.3. Adapting Policies to Local Situations
It is important that safety policies for PTWs do not merely imprint developed countries’ initiatives onto developing
countries’ situations. This is because all too often in developed countries an approach has been taken which involves
little more than restricting access to PTWs, coupled with strong regulation of PTW use.
Such an approach may be popular among some road safety academics, Governments and safety lobbyingorganisations, but it fails to address many opportunities to reduce casualties that exist through integrating PTWs
in wider transport policies. This is an extremely important consideration in countries where PTWs are important tosociety and the economy.
Without a tailored, holistic and dynamic approach to the already important economic and social role of PTWs indeveloping countries, this ‘developed country’ view of PTW safety is likely to lead to unintended economic andsocial consequences.
Any temptation for a Government to implement a ‘quick political fix’ to PTW safety, through ‘importing’ a restrictive
policy from elsewhere should be avoided at all costs.
For example, simply banning the use of PTWs in cities could create a crisis in public transport capacity in thosecountries not in a position to develop advanced public transport solutions.
A further example would be a complicated, bureaucratic and expensive licensing regime which discourages PTW
riders from seeking training and licence testing, a safety measure that would work against its stated intention.
It is important to remember that ‘one size does not fit all’. Road safety policy towards motorcycles and othertransport modes needs to integrate with local patterns of usage and be sensitive to the role that PTWs play in local
societies – plus their importance economically and socially.
To design integrated, targeted and effective policies, safety issues should be ‘pre-audited’ and assessed by allimportant stakeholders: road operators, policy makers, legislators, road users, industry and media.
It has to be recognised that several factors (in addition to helmet wearing) have a key impact on both motorcycleand other road user safety. Such factors include: infrastructure, road safety education, licencing and training of riders
and drivers, vehicle maintenance and public policy.

IMMA strongly believes that PTW safety can be enhanced only by applying an integrated
comprehensive approach and by involving policymakers and other relevant stakeholders
at global, regional and national level working together towards the creation of a favourable
environment for safer motorcycling.
This will ensure that local needs and differences would be successfully addressed.
Such an approach needs to involve all stakeholders with an influence on road transport
including: education, awareness raising and training of PTW riders, car and truck drivers;
the planning and building of infrastructure which is safer for preventing or mitigating PTW
accidents; policies which account for PTW riders.

30With such significant increases in the numbers of PTWs on Victoria’s roads, the need has been identified for greater
consideration of PTWs in road use and transport policy development and planning. It has been acknowledged thatthose working in these fields need to become more aware of the needs of PTWs and the role they can play in thetransport network. In an environment where PTWs are an increasing component in Victoria’s transport mix, the plan
now seeks to identify initiatives and actions that will:- significantly reduce the number of riders and pillion passengers killed or seriously injured- ensure that PTWs are given appropriate recognition in transport and road use policy and planning

The four stage strategy

International Motorcycle Manufacturers Association

Best Practice Example: The Victorian PTW Strategic Action Plan, Australia

2. Infrastructure - Committing to Safer Infrastructure
In the last 10 years, there have been great improvements in the design and maintenance of roads and road featuresin the developed world. Regional initiatives under the International Road Assessment programme among others
have helped point out the continuous need for validating the importance and design of crash barriers, the absenceof objects on the side of the roads, and the importance of signage to warn road users of complex and hazardous
situations ahead.
However, many challenges remain – particularly in developing countries where many roads are unpaved, road user
licensing systems undeveloped, rider training virtually non-existent, and administrative structures in a ‘fledgling’situation. This in itself is a key reason why the ‘one size fits all’ approach is not appropriate and a more holistic
approach is needed.
A number of publications have been created through collaborative efforts by government officials, road design
engineers and industry experts to identify specific issues of attention and to improve riding conditions for PTW
users.
This shared expertise has provided best practices which can be adopted in other countries or regions. Theselessons and best practices need to be further promoted and disseminated to infrastructure planning officials in thedeveloping world.
While no single infrastructure or road design change can be singled out, a combination of improvements
have assisted in providing safer roads for PTW use and there are some proven and tested best practice
examples, including inter alia:- Inclusion of PTWs in infrastructure policies- Improvement and maintenance of road surface conditions (including avoiding poor quality road building
leading to rapid deterioration, as can be seen in parts of West Africa and elsewhere)- Regular road safety audits to assess safety levels of both existing and new road infrastructure projects (EU/USA/
Others)- Quality standards for unsealed roads (even ‘Grade A1’‘large chip’ gravel roads are often hazardous for motorcycle
users – firmer types of unsealed surface should be used and regularly graded and rolled. This problem applies
worldwide)

31

The Shared Road To Safety: A Global Approach for Safer Motorcycling-

Standards for marking or signing road hazards, plus illumination at night of dangerous hazards
Bus lanes which allow PTWs
Safe roadside barriers which are motorcyclist friendly
Advanced stop lines at traffic lights for riders
Remedial action towards black spots, with special attention to intersection design and traffic signs
dedicated to warn riders at places of recurring accidents
Consideration of motorcycles in addressing traffic issues, land use and parking
Consideration of motorcycle users in design and construction of tolling plazas on motorways

Infrastructure is by far one of the most important issues for motorcycle safety in developing territories inparticular. Adequate maintenance of roads and infrastructure should remain a priority for authorities, evenin a context of economic difficulty.
lllMotorcycles are more likely to be involved in a fatal collision with a fixed object than other vehicles. In 2011, 23% of
the motorcycles involved in fatal crashes collided with fixed objects, compared to 18% for passenger cars, 13% forlight trucks, and 4% for large trucks (NHTSA - National Highway Traffic Safety Administration, “Traffic safety facts
2011 Data, Motorcycles”, USA, May 2013).
Accidents caused by the infrastructure account for 8% of the total. Poor conditions of many roads and the factthat PTWs are often neglected by transport plans are the principal reasons for this situation. Roadside barriers
were found to present an increased danger to PTW riders, causing serious lower extremity and spinal injuries,
as well as serious head injuries. (ACEM, “MAIDS – In-depth investigations of accidents involving powered twowheelers”, Europe, final report 2.0, April 2009).
The quality of road surfaces, the condition of the infrastructure and obstructions limiting riders’ vision played avery important part in urban accidents. (ACEM, “MAIDS Urban Accidents Report”, Europe, September 2009).

Additionally, transportation planners should consider motorcycles in addressing traffic issues, land use
and parking.
l

l

32

“The important role that road infrastructure can play in reducing injuries among all road users, including
pedestrians, cyclists and motorcyclists. It recommends that governments implement regular road safety audits
to assess safety levels of both existing and new road infrastructure projects.” : (“Global status report on road safety
2013: supporting a Decade of Action”, Geneva, Switzerland, World Health Organization).
“PTWs are very sensitive to the road and traffic environment, including infrastructure design, maintenance andinteraction with other road users. Due to this sensitivity, defects on the layout are likely to create more difficulties
on PTW riders than on operators of other motorised vehicles.” (OECD - ITF Joint Transport Research Centre draft
Report “Safety of Powered Two Wheelers”, 2014).

3. Awareness, Education and Training for all Road Users
Human error – major accident cause

ACEM, “MAIDS – In-depth investigations of accidents involving
powered two wheelers”, Europe, final report 2.0, April 2009

The MAIDS Study, “Motorcycle Accidents In Depth Study” found that the major accident cause was human error - in
87.9% of all accidents. Infrastructure is the main causation factor in 7.7% of accidents and vehicle related in only
0.3% of all accidents. From this research, it can be assumed that the Human Factor is of critical importance to any
efforts to improve road safety for PTW riders and therefore encouraging behavioural change should be at
the forefront of all activities and initiatives related to human factor.

Human Behaviour

InfrastructureInternational Motorcycle Manufacturers Association

The four stage strategy

87.9%!

Vehicles

7,7%

0,3%
MAIDS - Primary Accident Contributing Factors -(%)

Other conclusions drawn from the MAIDS data were:ll

Other vehicle drivers are largely responsible for PTW accident causation - 61% of the multi-vehicle accidents
However, PTW riders are responsible in 52% of fatal accidents cases.

It would therefore be appropriate to place emphasis on training and educating not only of
PTW riders, but also of other road users who may be involved in or even cause an accident
with a PTW.

33

Greater emphasis is needed in the licensing curricula of all vehicle types to ensure more awareness of the behaviourof other road users. This would not only benefit PTW riders but also, for example, raise awareness among heavy
goods vehicle (HGV) drivers to look out for cyclists when turning, and for car drivers to understand the difficulties
HGVs have when braking or accelerating when fully laden. There is also the need to explain the potential hazards
from misjudging the speed and approach of a PTW.

500
22
2

450
400

Number of case

350

Source: : ACEM, “MAIDS – In-depth investigations of accidents
involving powered two wheelers”, Europe, final report 2.0, April 2009The Shared Road To Safety: A Global Approach for Safer Motorcycling

3.1 Awareness Raising for All Road Users

l

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rider

Perception failure
Decision failure
Other failure
Comprehension failure
Reaction failure

The most frequent cause of accidents involving PTW riders is perception failure by otherdrivers. In such instances, the best vehicle technology in the world will not prevent theaccident if the rider or driver has not perceived the relevant hazards and therefore makeno attempt to avoid or mitigate the situation being faced.

In 70% of the accidents involving PTW riders car drivers were the primary causation factor - whereas motorcycle
riders are exposed to a higher risk of being a victim in an accident (ITARDA - Institute for Traffic Accident Research andData Analysis, “Information n°91”, November 2011, Japan)
Other vehicle drivers, who also have a motorcycle licence are much less likely to commit a perception failure in
relation to the oncoming motorcycle (or misinterpret its distance and speed) than ‘other vehicle’ drivers who do nothave a motorcycle licence (MAIDS, Europe)
Car drivers overlook riders - in over 80% of crossing collisions and collisions while turning right, the cause was a delay inthe car driver noticing the motorcycle and in nearly 70% of instances this delay was due to an insufficient check on the
traffic (ITARDA - Institute for Traffic Accident Research and Data Analysis, “Information n°91”, November 2011, Japan)

Greater emphasis is needed in the licensing curricula of all vehicle types to ensure moreawareness of the behaviours of other road users.

34

As well as understanding and anticipating the behaviours of other vehicles, PTW riders can also benefit from bothpre- and post-license training.
Rider training and education is fundamental to PTW safety. Critical skills can be enhanced for both novice andexperienced riders to include hazard perception and vehicle control. IMMA members are actively involved in rider
training and often participate in conjunction with government agencies or working groups on rider education.
Through these efforts, they are able to provide affordable, accessible and effective training to PTW users. The
industry will encourage continued outreach to new and existing motorcycle riders on the importance of life-longrider training, including pre-licencing and voluntary post-licencing formulas.

International Motorcycle Manufacturers Association

3.2. Lifelong Training of PTW Riders

IMMA members consider that training plays a crucial role for enhancing safer motorcycling and they willcontinue offering high quality and well - tailored voluntary training options across the globe.
Rider training courses vary widely between countries due to the different training requirements, vehicle fleets andtraining resources. There is also a multitude of countries where organized training does not yet exist.
Initial rider training provides the basic skills and awareness needed for novice riders. Subsequently, more advanced
courses provide riders with additional opportunities to increase rider proficiency and safety and hazard perception
skills. In addition, a variety of training options are offered within the context of motorcycle sports on dedicatedtracks and off-road terrains which allow riders to greatly enhance their skills and control of the vehicle.
Due to the sheer number of two wheeler riders in the Asian region and the limitations of space and suitable facilities,
the industry will continue advocating for an introduction of riding simulators in these regions, on a large scale, tohelp to educate and train PTW riders.
Industry is also willing to work with Governments in this region to assist any efforts they may make to develop
sensible, achievable and affordable training strategies.

The training should be designed to enhance motorcycle safety by putting the rider’s hazard
awareness and perception at the core of the training curriculum

3.3. Preventing Impaired Riding
Riding without a proper license, riding under the influence of alcohol or drugs are all considered to be examples of
impaired riding.
lll

Out of 5,075 motorcyclists involved in fatal crashes in the USA in 2012, 27% (1,390) of the riders were under the
influence of alcohol. That is more than 1 in 4 fatal motorcycle accidents attributed to drinking and riding (NHTSA- National Highway Traffic Safety Administration “Traffic Safety Facts 2012 Data, Alcohol-Impaired Driving”, USA,
December 2013)
In Europe, riders involved in urban accidents were found to be less trained and less skilled than the total numberof MAIDS surveyed riders - 47.6% of urban riders did not have an official training, (ACEM, “MAIDS Urban Accidents
Report”, Europe, September 2009)
In the USA, almost one out of four motorcycle riders in fatal crashes in 2011 were operating their vehicles withan invalid license (NHTSA - National Highway Traffic Safety Administration, “Traffic safety facts 2011 Data,
Motorcycles”, USA, May 2013).

35

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Importance

Overall rating of importance of selected causes of death from a motorcycle
or scooter user in APEC economies in the last year (survey conducted 2010)Sp

The Shared Road To Safety: A Global Approach for Safer Motorcycling

In Cambodia in 2011, PTWs represented 83% of the motorized vehicle fleet and 66% of all fatalities. Excessive
speed was responsible for more than 50% of them. Drinking & driving and lack of helmet usage were also major
causes of road casualties (“Global status report on road safety 2013: supporting a Decade of Action”, Geneva,
Switzerland, World Health Organization).

l

Source: APEC, Compendium of Best Practices on Motorcycle and Scooter Safety [TPT 06/2009A], July 2010(www.apec-tptwg.org.cn/new/Projects/Compendium%20of%20MSS/files/survey%20report%20final.pdf )Reducing impaired riding requires combined enforcement and education. IMMA strongly
encourages governments to introduce combined campaigns, education and enforcement on
drink and riding, tampering and riding without a proper licence.

3.4. Protective Riding Gear
While protective gear by itself does not prevent a crash from occurring, proper riding gear can reduce the effects
of a crash.
IMMA promotes the safety benefits of protective gear considering riders’ specific needs and different
climatic conditions within regions of the world.
lEvidence based benefits of personal protective equipment – analysis of MAIDS data base:

Moped riders (Upper Torso and Upper extremities)
Light and medium garment – in 73% of all cases the protective equipment was effective in preventing or mitigating
injuries.
Heavy garment – in 93% of all cases the protective equipment was effective in preventing or mitigating injuries.
Motorcycle riders (Upper Torso and Upper extremities)
Light and medium garment – in 69% of all cases the protective equipment was effective in preventing or mitigating the injuries
Heavy garment – in 92% of all cases the protective equipment was effective in preventing or mitigating the injuries.
Light garment= thin cotton; Medium garment= denim, light leather or nylon; Heavy garment= Kevlar, imitation or heavy
leather

36

The benefits of good quality motorcycling clothing are still widely underestimated and there
is a need of continuous efforts for encouraging a wider take-up of protective gear amongst
riders suitable for their riding environment.
Use of Helmets
Global action for motorcycle safety rightly focusses on helmet wearing. However, this is only one important part ofa bigger PTW safety picture. Despite the high safety value of helmets, the creation and enforcement of helmet laws
should not be regarded as a simple political ‘fix’ to PTW safety.

International Motorcycle Manufacturers Association

Protective equipment should also be considered for the riding environment. Good quality gloves and footwear can
do much to mitigate accident injury. Basic eye protection is also important.

Positive injury reduction rates can be expected from increased helmet wearing rates, but in isolation such a policy
can only mitigate the consequences of an accident rather than seeking to prevent the accident in the first place.
The highest priority should be given to preventing accidents through integrated policies and by improved safety
behaviours of all road users.
Wearing a helmet of a proper quality standard and in the proper way can provide protection to riders to significantly
mitigate head injury.
ll

Wearing a standard, good quality motorcycle helmet can reduce the risk of death by 40% and the risk of serious
injury by over 70% (“Global status report on road safety 2013: supporting a Decade of Action”, Geneva, Switzerland,World Health Organization)
Helmets saved 1,617 motorcyclists’ lives in 2011 in the USA, and 703 more lives could have been saved if all
motorcyclists had worn helmets. (NHTSA - National Highway Traffic Safety Administration, “Traffic safety facts 2011
Data, Motorcycles”, USA, May 2013)

Choosing a helmet should be at the discretion of the rider: it is his responsibility to select the adequate type andsize fitting with his/her specific use, climate and economic considerations.
In countries where helmet wearing rates are very high, emphasis should be placed on the correct usage of helmets,with the chinstrap fastened correctly.
Diversity in approach also needs to be recognised. For example, in some of the ASEAN regions, governments are
considering the development of an alternative specification of helmets, which are lighter and could be consideredmore appropriate for use in hot and humid climates. IMMA supports the discussion of this topic at UN level.

IMMA strongly supports the proper use of helmets as part of an integrated
comprehensive approach.
The efforts in this area should be orientated towards social marketing and awarenesscampaigns about the benefits of using proper helmets, and fitting/fastening them correctly
combined with effective enforcement.

3.5. Regular maintenance of the vehicles
Periodic inspections reduce the incidence of safety related defects to tyres, brakes and lights, particularly those ofwhich the owner is unaware. Regular checks of vehicles would possibly have a much greater impact in developing
countries, where running damaged or dilapidated vehicles can be common on the roads. Countries developing an
37

The Shared Road To Safety: A Global Approach for Safer Motorcycling
38

inspection regime should adapt regulations to meet national characteristics and needs – not a blanket, ‘one-sizefits-all’ approach.
For example the very highest standards of Periodic Technical Inspection (PTI) regimes may not be appropriate
in territories where incomes and economies are a challenge and the ability of users to afford costly in-depth
inspections is absent. In such cases, an initial PTI regime should focus on a basic inspection of the operation ofvehicle safety items such as tyres, brakes, lights etc. Such PTI regimes can develop as the local situation evolves in apositive economic and social direction.
IMMA member manufacturers provide technical support through their service channels available in each market
Riders should be strongly encouraged to maintain initial construction standards, and theirand recommended service intervals for the optimal performance of the vehicle.

vehicle should undergo regular maintenance and servicing.

4. Technology Advancesy The motorcycle Industry is committed
When developing products, manufacturers strive to achieve the highest standards of construction andtechnology, taking into account specific aspects of different global markets. New products are subjected toa series of stringent tests that aim to protect the safety of riders and improve environmental performance. In orderto implement increasingly advanced regulatory and industry standards, manufacturers need to resort to complex
designs, refined construction methods and advanced technologies.

International Motorcycle Manufacturers Association

The four stage strategy

Safety of the products is of utmost importance for IMMA members.
A comprehensive, multi-level quality management system ensures quality in all work processes as well as components and materials, and ultimately - products. But above all, the IMMA members orient their quality management
system to the needs of their customers. To strengthen customer trust by offering products founded in safety andoffering a new level of outstanding quality, IMMA manufacturers have created a quality cycle that continuously
enhances quality at every stage: design, development, production, sales and after-sales service.
Industry has been driving advances in preventive, primary and secondary safety.
Preventive safety aims at improving riding and driving standards. Primary safety refers to functions such as vehicle
stability, braking, traction control, innovative ergonomics and chassis designs that improve the rider’s control of thevehicle.
As various studies from around the world have demonstrated, the majority of PTW accidents are caused by the driverof the other vehicle who ‘did not see’ the PTW (rider). Therefore, PTW conspicuity comes to mind when referring topreventive safety. Conspicuity has been and is continuously being improved through advances in vehicle daytime
and night-time lighting technologies.
Conspicuity is also anticipated to be improved in the future through electronic devices, whereby the PTW (rider)can be “seen” by the other vehicle through Cooperative Intelligent Transport Systems (ITS).
Industry has also developed and successfully introduced various secondary (passive) vehicle safety improvements.
However it is clear that due to the specific nature of two-wheeled vehicles, such as the exposed position of the rider,
the possibilities for secondary safety are limited and very complex.
Along with introducing the many new vehicle technologies over the years, additional competencies have beendeveloped and acquired by manufacturers. Examples of such relatively new fields are Intelligent Transport Systems,
functional safety of electrically propelled vehicles and safety of batteries for electrically propelled and hybrid
vehicles.

39

The Shared Road To Safety: A Global Approach for Safer Motorcyclingy Industry is proactive
As a result of the industry’s motivation to deliver high performing and appealing products in acompetitive environment, manufacturers are proactive in implementing value-added innovative
features suited to meet specific regional needs.
Industry has a significant record in developing and introducing a wide spectrum of improvements onvehicles. These include, among others:
Vehicle lighting technologies
Braking systems
Ergonomic design of rider position and controls
Use of light and durable materials
Design and construction of the vehicle frame
Innovations improving overall vehicle stability
Suspension, tires, fuel system integrity.
In addition, as a result of regional and global cooperation between the manufacturers, the industry has initiated anumber of new and updated international standards as well as new international UN Regulations and amendments.
This is to properly describe new technologies and enable their implementation, with the aim of continually
improving vehicle and road safety.
To illustrate some industry policies of proactively introducing improvements at worldwide or regional level,reference is made below to the advancements in:
Vehicle lighting
Brakingy Vehicle Lighting
Vehicle lighting technology is subject to rapid technology evolution. The industry has been deeply involved in
adapting these technologies to PTWs to improve rider vision, visibility and the lighting signature of PTWs. In
addition, various specific concepts for PTWs have been introduced to provide additional lighting to increase vision
for the rider during banking/leaning of the vehicle. Thanks to the increasing spectrum of lighting technologies
available, including advanced ones such as LEDs, lighting signatures and vision during different environmental
conditions are constantly improving.
The lack of conspicuity - being seen and being perceived correctly - has been identified by various studies as a very
important factor in PTW accidents. In addition, various researchers have raised concern of reduced conspicuity for
PTWs due to Daytime Running Lights (DRL) or driving with headlights-on with cars.
Headlamp-on riding has generally been considered as an important measure to improve the PTW rider’s individual
safety in most regions in the world. The promotion of this measure by IMMA resulted in its formal introduction in
the 1968 Vienna Convention on Road Traffic, with 72 Contracting Parties.
Aiming to support headlamp-on policies, manufacturers developed the Automatic Headlamp-On (AHO) feature on
PTWs. The AHO system ensures that the front light is automatically turned on when the engine runs. In 2003, ACEM,
the European IMMA-member, introduced AHO as a voluntary commitment and in that same year IMMA introduced
a proposal to amend existing lighting legislation at UNECE/WP.29 to include AHO as a standard for motorcycles

40Markets where headlamp-on policies have not been introduced may need to be assessed as part of a process that
leads to the introduction of Headlamp On or AHO. Such an AHO assessment may be particularly meaningful incountries with high PTW density (e.g. above 70%) and in which average speeds in the traffic mix are relatively low.
It should however be remembered that PTW conspicuity is strongly related to the behaviour of riders. Whether
or not the rider is seen largely relates to the observational skills and behaviour of the other vehicle driver and toaspects of behaviour and planning on the part of the PTW rider. Examples of issues that impact conspicuity are theposition of the PTW in the traffic lane, the distance of the PTW to other vehicles within the lane and differences in
speeds between the PTW and the surrounding traffic.

International Motorcycle Manufacturers Associationin the corresponding UN Regulation. Furthermore, manufacturers continue to develop and introduce additional
lighting solutions, with these applying to specific vehicle types and/or to meet local market needs and conditions.

y BrakingAs a result of industry’s ongoing work in the area of vehicle stability and braking, the brake/tyre combinations on
today’s PTWs have very high performance capabilities in a very wide variety of traffic and road conditions.
However, it is important that riders are taught to using the full potential of PTW brakes in a proper way, as incorrect
braking can be a contributory factor in accidents.
To introduce a global regulatory framework for braking, encompassing advanced braking systems, IMMA has led
the discussion on the creation of a new global technical regulation (UN GTR) on PTW braking under WP.29.
In this new ‘GTR 3’, the highest levels of performance requirements for PTW braking have been brought together.
Through updating and aligning UN Regulation N° 78 with the GTR, combined with the introduction of UN GTR N°
3 in other countries, these new braking system requirements have received the broadest geographical coverage.

41

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Countries should first apply this important worldwide regulatory standard before considering government
incentives for the introduction of policies associated to new technologies (e.g. advanced braking systems).
Over the years, the motorcycle industry has developed and introduced several braking technologies on vehicles,
enhancing the effectiveness of these devices and adjusting them to specific manoeuvres and needs. Advanced
braking systems encompass different systems, technologies and approaches such as anti-lock brake systems (ABS)
acting on one or both wheels, combined brake systems (CBS), rear wheel lift-off protection (RLP) and automatic
brake force distribution. Such systems can be present individually or in combination.
To speed up the introduction of advanced braking systems in the European market, ACEM (IMMA’s European member)made a voluntary agreement in 2004. This was undertaken in order to contribute to the aims of the European Road
Safety Charter. ACEM members committed to introduce, at least as an option, advanced braking systems on morethan 50% of street motorcycle models offered on the European market by 2010. This commitment was renewed in
2008, to extend the coverage to 75% by 2015 and the preliminary results indicate that the manufacturers will be in aposition to meet the commitment.
While the potential benefits are considerable, it should be remembered that the benefits and limitations of various
Advanced Braking Systems vary significantly per type of PTW. The vehicle weight and the vehicle centre of gravity
can be very different between models, which can have an important impact, together with the rider’s braking
behaviour.
Also the typical riding environment and patterns of riding can have a strong impact on the effectiveness of, forexample, an anti-lock braking system. This can often be the case in relation to off road environments, or roads which
are constructed mainly of dirt, gravel or ‘piste’. Therefore, manufacturers need to consider factors such as customer
expectations, regulatory requirements, intended vehicle usage costs and the primary roads infrastructure when
determining which types of systems to offer for a given vehicle in each market.
IMMA additionally emphasises the importance of the education of riders on the benefits and limitationsof advanced braking systems. Without proper training, the introduction of advanced braking technology
may lead inexperienced riders to demonstrate over-confident behaviour which can reduce or eliminate thedesired safety benefits.2

y Holistic perspective
As noted in the two examples above, IMMA and its associated manufacturers have a track record of advancing
vehicle technology and performance.
It should be remembered that providing PTWs with additional vehicle related options or technologies - orintroducing vehicle specific regulation - is not on its own sufficient without a strong and continued focus
on rider training and behaviour of the rider. Adequate vehicle maintenance by the owner and attention to
the quality of the road infrastructure is also vital.
Enforcement, inclusion in integrated transport policies, plus training and education, as a result of theadequate inclusion of PTWs in mainstream transport policies, are issues that require particular and regularattention. Introduction of new technologies and solutions require education of the customer.
As a consequence, IMMA member manufacturers invest significant effort in educating customers andpromoting new safety solutions, in order to allow the market to adapt to new features and technologies. In
2 The NHTSA automotive ABS effectiveness study for four-wheelers, provides support for the point above http://www-nrd.nhtsa.dot.gov/Pubs/811182.PDF

42

y Future technology challenges - outlook
Looking ahead, with new technologies evolving and becoming applicable, PTW manufacturers willcontinue to develop their competencies, and continue to develop the technical performance of PTWs.
Concretely, Intelligent Transport Systems (ITS), such as cooperative systems and Advanced Driver or Rider Assistance
Systems (ADAS) are coming into focus. It is apparent there are a number of challenges related to the fitment ofthese systems on PTWs. This section will provide an outlook on some possible future technologies, and on theassociated issues.

International Motorcycle Manufacturers Association

addition, IMMA members have been very active at national, regional and international level in promoting
PTW road safety with policy makers.

y Intelligent Transport Systems (ITS)ITS technology provides information and communication technology to transport infrastructure and to vehicles
in an effort to improve safety, reduce the environmental impact, and render trips more efficient and comfortable.
Besides extensive efforts within PTW manufacturers’ in-house R&D departments, there are numerous collaborative
initiatives in Europe, the United States, Japan and Korea. These are aimed at developing cooperative or standalone
technologies, undertaking feasibility studies and promoting standardisation. These collaboration initiatives involve
the vehicle and supplier industries, and governments. Road, telecom, and other technology partners are also
involved.
As traffic systems, traffic mix, telecom and road infrastructure quality are very different from country to country andregion to region, the solutions that may be successful in the future are likely to be diverse.
As manufacturers cannot be involved in all developments, IMMA emphasises that PTWs should not be forgotten
or overlooked whenever ITS are considered in road infrastructure upgrades, and in work on other vehicle types
like cars and trucks. Although initial design and development for ITS will primarily be focussed on 4-wheelers, theapplication of advanced technologies to PTWs, as well as the impact of advanced technologies on PTWs, should
be considered in the initial design stages. An example of the lack of consideration of PTWs in an ITS system is thenon-opening of barriers at toll-plazas due to the relatively low weight of the PTWs.
It should be remembered that the fitment of ITS on PTWs can be a complex challenge. Vehicle-centered ITS,
before application to PTWs, is developed and introduced on 4-wheelers and in particular on commercial vehicles.
The application of such technologies on PTWs is in most cases far from a simple carry-over from car technology.
This is because the characteristics of PTWs (vehicle size, use, weight, space, balance, dynamics, handling, usage
environment) vary considerably and often require many specific adaptations before being applied to PTWs. This
multiplies the development challenges.
To illustrate the complexity, Advanced Driver Assistance Systems (ADAS) primarily engineered for use in cars, havethe potential to be dangerous if applied to a PTW without modification. Any system not specially designed for PTW
which intervenes in the control of the brake, throttle, or steering could severely affect the stability of the PTW andmay lead to loss of vehicle control.
IMMA members are working actively on ITS for motorcycles. Some Driver Assistance Systems (DAS) for
motorcycles are already on the market, mainly as optional equipment, mostly on high-end vehicles for thetime being, due to the additional consumer cost of these systems. These DAS comprise of equipment such

43

The Shared Road To Safety: A Global Approach for Safer Motorcycling

as: ABS, Traction Control, Tyre Pressure Monitoring System, Electronic Adjustable Suspension, Electronic
Cruise Control, Gear Shift Indicator/Assistant, Fuel Economy Assistant, Proximity Activation, In-vehicle
Navigation System and Riding Mode.

y Cooperative Systems
Motorcycle safety, comfort and environmental performance may be further enhanced via vehicle-to-vehicle andvehicle-to-infrastructure communication (V2X). Additional communication frameworks are expected to improvesafety in critical scenarios for PTW riders (intersections, blind spots, rural roads, poor visibility areas, etc.).
Vehicle-to-Infrastructure Communication (V2X) will progressively appear in cars in the medium term. In the longterm, vehicle-to-vehicle and V2X will potentially address many common PTW accident configurations (54% of
PTW accidents occur at an intersection according to MAIDS) and they may offer solutions in certain cases whereconspicuity plays a critical role.
Once the necessary infrastructure has been developed and initial economies of scale have been achieved in the
car sector, motorcycle safety will benefit from including the PTWs in this connected world. One potential benefit
could be the development of a level of electronic conspicuity, which can be shared between riders and drivers ofother road vehicles
It is expected that vehicles will be equipped progressively with cooperative ITS and certain regions may be moresuited than others to roll out these new technologies. As a number of these systems are in the research phase, theireffectiveness, technical feasibility and market acceptance are being investigated.

y International standards and regulations need to be promoted and protected
World Forum WP.29
Complementary to the development and implementation of technologies, IMMA has been involved forover half a century in the World Forum WP.29 for the development and maintenance of regulations, together
with representatives of governments, type approval authorities, research bodies and other interested stakeholders.
At WP.29, IMMA speaks on behalf of the global PTW industry. IMMA ensures that the process of rulemaking in which
all decisions are taken by governments, is facilitated through the provision of technical information, argumentationand scientific data, resulting in the development of technical legislation to appropriate levels.
When considering implementation of new technologies in legislation, policy makers should recognize thediversity in PTWs, users and their usage in the different regions where there is a great variety in road infrastructure,traffic conditions, and stages of economic development.
In some cases, before new technologies are considered for mandatory application by government administrations,the application of the latest international standards and regulations should be the first step.
Referring to the four step strategy outlined in this document, it must be noted that whilst technicaladvances in motorcycles will continue to play a role in rider safety, the primary focus must be placed on
public policy development, rider behaviour and safer roads for riders.
IMMA strongly promotes the activities of WP.29 to expand and promote global harmonised regulations on safety
and environmental performance.

44

IMMA invites countries, who are not a signatory or have not acceded to the instruments managed by theWorld Forum, such as the 1958 Agreement and 1998 Agreement, to join WP.29, accede to the agreements,
and adopt worldwide regulations for safety and environment.

y Protection of Intellectual Property Rights (IPR)
As a result of globalization, economic development and rapid motorization in various emerging and developing
countries, manufacturers face complex issues related to IPR.

International Motorcycle Manufacturers Association

The creation of globally harmonised markets would benefit motorcycle production, reducing costs, improving
economies of scale, and help manufacturers roll-out new technologies more quickly. It would bring considerable
efficiencies with more accessible products for customers all over the world. All these elements favour the safety ofvehicles and benefits the end users.

Today, trade in counterfeit products is reaching epidemic proportions, particularly in developing countries, which
are highly price sensitive. Customers can be easily attracted by low cost, but low quality, counterfeit spare parts
marked illegally with well-known global brand names designed to mislead customers. Counterfeit products, being
cheaper, are usually made of low quality raw materials and rarely go through any safety tests or quality certification.
The most commonly counterfeited spare parts are those which are fast moving in the aftermarket and those which
are frequently replaced, such as all types of filters, spark plugs, brake pads, clutches, suspension items, electrical
items etc.
Often the customer either cannot distinguish between genuine or counterfeit parts or is not concerned by it
because the low price point is the most important factor and the spare part works at the time of fitment. However,these customers may not fully understand the adverse impact counterfeit spare parts may have on other vehicle
systems and ultimately on their own road safety.
Consumer awareness is the key to eliminating this problem and original manufacturers have started regularcampaigns and various outreach programs in educating influencers and end consumers on the benefits of using
genuine parts. Many of these manufacturers have hired agencies specialized in trademark and copyright protection
to identify infringements and support the authorities to conduct raids on outlets, manufacturing and/or sellingcounterfeit parts.
Nearly all markets in the world are affected at different levels by counterfeit products. For example, distribution ofillegal counterfeit components or distribution and promotion of full counterfeit vehicles.
To protect customers from accidents caused by the use of counterfeit products of inferior quality and safety, IMMA
emphasizes the importance of enforcement of measures to prevent the marketing, distribution, sale and use ofeither non-compliant, or unsafe motorcycles and their parts or those in which intellectual property rights are
infringed.
A vehicle in its original form has been configured and designed in such a way as to ensure legal compliance.
Modifications using components that are not recommended by the original manufacturer for proper use on onroad vehicles or not installed by its authorised representatives, pose significant threats to overall compliance andperformance.

45

The Shared Road To Safety: A Global Approach for Safer Motorcycling
46

Intellectual Property protection is everyone’s responsibility. A strong commitment and consistency on IP enforcementfrom all agencies involved in IPR is needed. In parallel, those efforts must be intensified to increase public awarenessof IPR and the seriousness of IPR infringements as counterfeiting puts in danger consumer’s health and safety.
Therefore, education and awareness strategies require further attention in many regions, to develop
enforcement initiatives and best practice. In some regions, significant efforts are necessary to improverules and procedures, capacity building of law enforcers strengthen the monitoring of counterfeit sales,
and warning to counterfeiting manufacturers and retailers.

4.1 A Strategy needs Support: The Integrated Approach“A safe system approach is required to improve the safety of PTWs
Growing PTW traffic makes it imperative to adopt safety interventions targeting this modeof transport, while integrating it into a safe system approach.
Improving the safety of PTWs should be a shared responsibility.

International Motorcycle Manufacturers Association

Chapter 4: A Strategy needs Support

All relevant stakeholders need to be actively involved in the process of drawing up andimplementing a shared road safety strategy which includes safer behaviour of all road
users, safer infrastructure and vehicles with enhanced safety features. As the economic costs
associated with PTW crashes are significant, investing in PTW safety can bring importantsocietal and economic benefits.”(OECD - ITF Joint Transport Research Centre draft Report “Safety of Powered Two Wheelers”, 2014)

Only a truly comprehensive approach integrating knowledge, policy, human behavioural change,
infrastructure and vehicles can address the needs of PTW riders for a better and improved road safety
performance.
IMMA members actively support the ‘shared responsibility’ concept and are committed to reducing accidents byparticipating in research, road safety initiatives and projects and supporting forums and platforms, acting towards
the common objective of improving PTW safety.
IMMA and its individual members and associated manufacturers have been involved in various regional, national
and local undertakings and consider that further developments in this area are strongly recommended in different
regions in the world.
It is for this reason that IMMA has stepped up its involvement at the international level and contributed to activities
under the International Transport Forum and joined International Road Traffic Accident Data (IRTAD) and United
Nations Road Safety Collaboration (UNRSC).
IMMA and its members will persevere in their efforts to participate in various initiatives and projects, including indepth and naturalistic riding studies to support the bringing together of all key stakeholders who can provide a
positive and even handed approach to road safety.

47

The Shared Road To Safety: A Global Approach for Safer Motorcycling

4.2. A Strategy needs Support: Research, Data & Analysis
In order to better understand the road safety situation in each region, data needs to be available according toharmonized definitions. It is not possible to analyse which are the right solutions to employ in a particular region if
there is no data to illustrate the most frequent or severe types of accidents.
In-depth analyses and comparisons between different regions can only be relevant if raw data is collected using
standardised definitions and methodologies. In-depth analysis will provide a deeper understanding of the situation,
whereas general statistics may provide first high level indications only.
Unfortunately, there are still too many countries where PTW accident statistics are not collected at all or
not maintained at an adequate level. Definitions of key variables may vary from one country to another,some variables are not collected in all countries, data is missing, or is not in line with other sources.
The absence of data relating to km/miles travelled by different vehicle modes is a serious deficiency. Thismeans that accurate records of casualty rates per distance travelled – the most accurate measure of relative
safety - is unavailable.
Harmonised data is useful for looking into global trends or patterns of progress. However when studying accident
data it is crucial to realize, as outlined in chapter 1, that traffic systems, climatic conditions, road infrastructure, and
the PTWs themselves (both their purpose and usage patterns) vary widely, from region to region, country to country.
Factors which vary most from one country to another include the balance of PTWs in the traffic mix, plus whether
the PTW is being used functionally (such as for commuting) or for leisure. Hot countries often tend to have a greater
proliferation of scooters than larger motorcycles. Poor road conditions can dramatically and negatively impact the
number of accidents in developing countries.
When studying the road safety situation in the regions, such differences should be taken into account. To adequately
understand the PTW safety trends, local studies are required.
Consequently, it would not be accurate to analyse the global situation on the basis of one consolidated dataset. An
in-depth analysis by countries or regions (grouping countries with similar data collection methods, similar vehicles
and similar use) would appear to be one useful way of summarising worldwide trends.
The most recent comprehensive overview of accident statistics was created and reported in the WHO publication“The Global status report on road safety 2013”. The overview indicates that “the safety of riders remains of particularconcern worldwide as in many countries the number of riders killed and seriously injured has not been reduced inline with improvements for other categories of road users.”
This statement in itself underlines the importance of the need for robust casualty data, so that policies and actions
to mitigate the situation underlined by the WHO can be targeted effectively, and avoid an approach which may not
be appropriate in some countries or regions. One size does not fit all.

48

Source: Global status report on road safety, 2013: WHO Supporting a decade of Action, Geneva, Switzerland, 2013

WHO reported in 2013 that 1,24 million people were killed on the world’s roads in 2010,of which 23% were users of motorised 2-3 wheelers (= 285.000 PTW users killed).
World

Europe7%

19%

Eastern
Mediterranean

31%
22%

23%

18%

27%

37%

50%

28%

4%

14%

12%

3%

5%

South-East
Asia

International Motorcycle Manufacturers Associationy Road traffic deaths by type of user by WHO region

15%

36%
33%

The Americas

12%

4%

17%
23%
3%

42%

Africa
7%

15%
38%

43%

25%

Western
Pacific

8%
23%
36%

8%
5%

Car occupants
Motorysed 2-3 wheelers
Cyclists
Pedestrians
Other

7%

Significant disparities exist between thesafety performances of different road users
and that of PTW riders. These differences
can be largely explained by differences intraffic mix by regions.

IMMA emphasises that the analysis of the trends in road safety is most important. Analysis of the absolute
number of fatalities can lead to misinterpretation and inadequate comparison as the growth or decline of
the riding population is not taken into account.
Below, the trends have been identified by comparing indicators over time with number of PTW fatalities per 10.000
vehicles in use. It should be noted that this table offers general information only. IMMA contends that care should
be taken when comparing the performance between countries. This is because there are major differencesin the actual traffic context or traffic mix in the regions. Examples being different use of PTWs, large
differences in the state of the infrastructure, different driver licensing schemes, climate conditions or otherfactors. A further important notion is that data collection efforts and methods are very different between
regions, and generally improve over the years, which should be well considered when interpreting data
and trends.

49

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Rider safety performance - Trends in the regions 2006-2011
Comparison between 2011 and 2006

Region/Country

Australia
Europe*India
Indonesia
Japan
Malaysia
Philippines
ThailandTaiwanUSA & Canada

PTWs
fatalities/10,000
PTWs 2006

PTWs
fatalities/10,000
PTWs 2011

5.16
2.02
2.91
3.38
0.97
4.95
3.14
5.35
1.07
7.05

2.93
1.50
3.01
3.17
0.80
3.72
1.77
3.84
0.71
5.24

Evolution(in %)

Evolution of thecirculationg park(vehicles in use)during same
period (in %)-43.2%-25.7%
3.3%-6.3%-18.2%-24.9%-43.7%-28.3%-34.1%-25.7%

46.7%
4.4%
57.3%
116.0%
-5.7%
33.9%
56.1%
16.0%
11.9%
27.3%

Source: IMMA

* Europe includes Austria, Belgium, Czech Republic, France, Germany, Greece, Ireland, Italy, The Netherlands, Poland, Spain, Sweden, United Kingdom

In many regions results are really encouraging with PTWs fatalities decreasing while circulatingpark figures are constantly increasing - the greatest boost of all transport sectors for the last decade.

There has been a significant improvement in PTW fatalities per 10.000 vehicles in mostcountries/regions (2011 vs 2006). In most cases reduction observed is lower for the PTWs
than the reduction for the total fatalities/10.000 motor vehicles.
This relative reduction of PTWs fatalities needs to be associated with thehigh increase of the PTWs circulating park during the same period. In other words,
the risk of having an accident on PTWs has fallen despite fatality records not having
improved as fast as is desired.
The accident trends demonstrate that PTWs, and their rapid growth, have not been successfully consideredin transport and mobility plans. A significant change in approach is required. The great disparity in roadsafety performance and risk exposure for PTW riders between countries, regions and cities in the world
requires further exploration and proper analysis.
There is a strong need to deliver periodic reviews of PTW road safety performance at national level that will provide
policymakers and safety practitioners across the world with easily accessible factual and useful information.
For the study of PTW safety trends, IMMA recommends investigation of the following:
1. The trend and absolute number of fatalities and number of registered vehicles (circulating park) by category ofroad users (moped, motorcycle and all PTWs).
2. The trend and absolute number of kilometres ridden by the different categories as exposure risk data.
3. When kilometres/miles travelled are not available, the ratio of riders killed per 10,000 circulating PTWs will
provide insight to identify trends. However, one should remain careful comparisons of the PTW road safety
situation with other localities, countries or regions, because particularly for PTW use the context can be very
different.
50International Motorcycle Manufacturers Association

4. Comparisons between countries require the consideration of a great number of different indicators(including economics, demographics, etc.). These indicators should be accounted for when setting goals or
targets at a global level.
5. Analysis into any great disparities in road safety performance and risk exposure for PTW riders between
countries, regions and cities in the world, showing where there may be greatest potential for safety
improvements.
6. Statistics on helmet wearing rates, results of awareness raising campaigns combined with enforcement
actions targeting specific groups of riders in certain localities or areas. Note: It is essential that targeted
enforcement is only used as part of wider actions to engage riders in safety awareness in a positive way.
7. Local conditions such as infrastructure condition, local laws and administrative/enforcement structures
should also be considered as part of the background to country/region studies in particular.

Detailed and complete set of PTW accident and exposure data is needed at global,
regional and national levels.
PTW in-depth studies
PTW accident in-depth studies help to better understand the causation of PTW accidents and may allow for
estimates of the effects of introducing new technologies, new licensing and training schemes, as well as new
motorcycle friendly infrastructure. Thanks to the great insights they provide, in depth studies help to better target
specific challenges and identify appropriate countermeasures.
Naturalistic riding studies
The naturalistic riding studies observe the natural behaviour of road users during ordinary every day trips with theirown vehicles. To collect the necessary data, the vehicle is equipped with various instruments, in an unobtrusive
manner, which register the vehicle movements (like speed, acceleration/braking, direction), driver behaviour (e.g.
eye, head and hand movements), and external conditions (road features, traffic, weather etc.).
This yields a large amount of information about the relationship between person, road, vehicle, weather andtraffic conditions, not only under ordinary circumstances, but also in (near) crashes. Naturalistic riding studies are
considered as an essential tool for collecting and analysing extensive exposure data on PTW rider behaviour andtrajectories, which can be used for the evaluation and potential improvement of training, the design of Human
Machine Interfaces (HMI), and road signage, among many other factors.

Improved knowledge on PTW accident causation, normal riding and safety critical events isfundamental to identifying the right safety priorities.
Therefore, the industry calls upon the international and national institutions to consider the opportunityof implementing in-depth accident and large-scale naturalistic riding studies.

51

The Shared Road To Safety: A Global Approach for Safer Motorcycling
52

4.3 A Strategy needs Support: Tailoring Strategies to meet Localised Needs
Fundamental to pulling together the many factors which influence PTW safety, is the need to tailor any strategies or
actions to the local environment. Action towards motorcycle safety in one country may not be workable in another.
In order to assess what is appropriate for a particular country or region, a collaborative approach is required where
the two wheeler community, the police, policy makers, industry and city planners work together to agree on what
is right for a particular road network.
The major causes of accidents or injuries also vary greatly from one country to another, and the responses to thesecauses should be adapted accordingly. In order to isolate the most prevalent causes of accidents, localised studies
are first required. For example, the most significant factor causing PTW fatalities could be poor road conditions in adeveloping country, whereas in a more developed but extremely hot country, a major factor in saving lives could
be the increased rate of helmet wearing.

Introduction
Key to the development of road safety policy in any country or territory is the sharing of best practices.
This can help to facilitate activities, save time in developing strategies and ensure that ‘wheels are notreinvented’ where this is not needed.
Clearly each country will have local conditions, cultures and attitudes that are unique and a ‘one size fits all’ approach
would not always be appropriate. However, there is a wealth of safety knowledge that exists in relation to PTWs on
a global sense. This knowledge is ripe for sharing and with suitable local adaptation implementing and exercising.

International Motorcycle Manufacturers Association

Chapter 5:
Global Best Practice Examples

IMMA has pooled the extensive knowledge and resources that exist across the world to create a resource which is
now available to the global institutions, governments, public authorities and other stakeholders with an interest in
PTW safety.
Available as annex to the current document, the IMMA Best Practice resource covers the following areas:
Safety and Transport Policy
Infrastructure
Awarness, Training and Education
Data & Analysis
The above themes all fit within the Four Stage Strategy principles. In many cases, the initiatives outlined
have been developed by IMMA members in collaboration with public authorities, or they may beinitiatives that have been initiated by Governments themselves.
In all cases they represent ‘sharable’ best practice and a resource for those who are looking to improve
PTW safety.

53

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Education &Training
Road Safety education
for the youth

Safety & Transport
PolicyMotorcycle Confederation– the voice ofthe riders
Canada...

Japan,
Indonesia,
India...

Safety& Transport
PolicyEuropean Safer
Urban Motorcycling
Project

THE MOTORCYCLE INDUSTRY IN EUROPE

GUIDELINES FOR PTW-SAFER
ROAD DESIGN IN EUROPE

Europe...

Infrastructure
PTW Guidelines
for road design
operators

Future Plaza
Intertrafﬁc Amsterdam

Infrastructure
Advanced stoplines for riders

Europe...

Spain,
Indonesia...

Data &
Analysis
In-depth
accident studies
Europe,USA,
Japan...

Awareness
campaigns
Promotion protective
equipment for riders
Japan, Thailand,
Canada,Australia,
Europe...

Safety &Transport Policy
Adaptation and application ofsuitable best practices
India,
USA...

Education & Training
Training and education for
riders and specific groups
Europe, India, Japan, Canada,
Philippines, USA, Malaysia,
Indonesia...

54

gy

Joint strate

Awareness
campaigns
Road Safety
campaigns for thegeneral public

Australia...

Safety &Transport Policy
PTW Safety
Strategies

Malaysia, Asia,
Thailand,Japan...

Sweden,Thailand...

Awareness
campaigns
Safety awarness
campaigns for riders
Japan, Canada, India,
Philippines,
Thailand...

International Motorcycle Manufacturers Association

afety for
Increased s d moped ridersan20
motorcveyrsiconlears 2012-20
2.0 for the ye

Infrastructure
Treatment ofspecific PTWs
black spots

Infrastructure
Advanced safety
technologies inhighways
Japan...

Education &Training
Police-led education andenhanced enforcement
for riders

Safety & Transport
PolicyRegional Safety initiatives,
UN Decade for
ActionAustralia...

Philippines...

Infrastructure
Motorcycle
lanes/bus lanes
open for riders
Japan, UK, Taiwan,
Canada,Malaysia...

55

56

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Creating better motorcycle safety involves a fully holistic approach, which as a key fundamental must recognise thevital role of the PTW in the social and business life of many nations. There is an extremely strong need to involve all
stakeholders in the process of creating a favourable environment for safer motorcycling.
While providing PTWs with the most advanced safety technologies is important, it is only one part of thecomprehensive approach to motorcycle safety. The industry carries out a wide variety of activities such as rider
training and public awareness campaigns in addition to the continuous R&D efforts by manufacturers leading to theinnovation of PTW technologies. Nevertheless, road safety cannot be achieved single-handedly by the motorcycle
industry without the cooperation of international organizations and governmental authorities. Industry is keen toplay a part in an integrated approach alongside other stakeholders.

International Motorcycle Manufacturers Association

Chapter 6:
Recommendations & Conclusion for Safer Motorcycling

Transport and mobility policies need to integrate PTWs together with walking, cycling, and public transport
to create fully rounded transport strategies for citizen and business mobility and safety.
National strategies need to be balanced towards integrating the characteristics of the use of PTWs within
their country, and the important role PTWs have in social, utility and business life. Installing a PTW policy
framework in each country taking into account the particular country’s context is critically important. Countries areencouraged to study the best practices established in this document and evaluate adoption and implementationconsidering the specific needs of the regions.
In regions where there are populations of millions of PTW users, safety policy development should be directed atfurther enabling sustainable PTW use. The objective should be to maximise opportunities to ride on roads, which
will be safer, while recognizing that PTWs continue to remain vitally important in terms of affordability, mobility, theeconomy and the environment.

Concrete recommendations

The Four Stage Strategy

A Strategy needs Supportl Public Policyll Infrastructurel Research, Data & AnalysislTraining & EducationlTechnology advances

The Integrated Approachl Tailoring Strategies to meet Localised

Needs

57

The Shared Road To Safety: A Global Approach for Safer Motorcycling

The Four Stage Strategy
Public Policy
Motorcycling contributes towards the wider economic and social goals of the society as a whole. Examples include:
The importance of PTWs to low personal income economies,
The importance to public service in developing countries (healthcare delivery),
The role of PTWs in public service globally (emergency and rescue services),
Importance as a business ‘enabler’,
Importance as a mobility provider,
Importance as a means to reduce overall congestion and pollution,
Importance as a means to increase social inclusion and the engagement of young people,
Importance for accessing areas affected by emergencies such as natural disasters (humanitarian response),
The role of the industry in creating economic growth,
The social and economic contribution of motorcycle sport,
A mode of transport that deserves to be recognised and promoted by policy makers.
To realise the opportunities outlined above, the safety of PTW riders is essential to successfully reducing the total
number of global road fatalities. This can most effectively be done by adopting an integrated, comprehensive
approach including mainstream transport policy inclusion, infrastructure improvements, advances in vehicle
technology and lastly, with added emphasis on the human factor, education and training for all road users.
Recommendationsl

Governments, as a key requisite to developing genuinely effective safety policies for PTWs, must include
PTWs as a mainstream aspect of their transport policies, alongside walking, cycling and public transport.

Infrastructure
Safer roads for riders will create significant potential for better rider safety performance. Meaningful effort is needed
to make road infrastructure safer for PTW riders.
Recommendations
l

l

l

l

58

Governments need to consider how PTWs can be integrated into more sustainable and safer transportsystems.
Inclusion of PTWs in infrastructure policies and regular audits to assess safety levels of both existing andnew road infrastructure projects are crucial points for a safer environment for PTW users.
Predictable road geometry, good visibility, obstacle free zones and good quality road surface with highlevels of skid resistance are some major examples. While important for all road users, they are essential for
PTWs.
The use of existing best practices in the area of PTW and the roads infrastructure are strongly recommended.

The human factor: Influencing human attitudes and behaviour is crucial for enhanced safer motorcycling.
Recommendations
Rider training should be affordable, accessible and effective
l

l

l

l

Initial rider training for novice riders, prior to licencing, should be encouraged and made available incountries where this option is not provided.
There is a need to allocate resources and infrastructure for systematic motorcycle training and education,
especially in countries where the volumes of motorcycle usage far exceeds the usage of cars.

International Motorcycle Manufacturers Association

Training and Education

There is a need to improve the quality of the available training. Minimum standards and certification oftraining and trainers should be introduced. Training should be designed to enhance motorcycle safety by
putting rider’s hazard awareness and perception at the core of the training curriculum.
Lifelong training and voluntary post-licence training should be promoted.

Education of drivers to better understand and perceive PTW riders
on the road is essential for improving PTW safetylllTargeted mandatory components on the interaction drivers/riders and perception of PTW riders as part of
the training curriculum and licensing assessments of other vehicle drivers are strongly recommended.
Impaired riding – one driver for changing the attitude of the riders towards safer and risk-free behaviour(drinking and riding, tampering, riding without a proper PTW licence).
There is a strong need for widespread awareness raising campaigns to highlight the dangers of impaired
riding combined with appropriate and consistent enforcement.
The mitigation of riders’ injuries is important for decreasing the severityof the impact of an accident on ridersll

The usage rate of safety helmets should be brought to 100% with a mix of stronger enforcement andawareness raising campaigns, geared towards local conditions.
The promotion of the benefits of proper personal protective equipment amongst riders should be done
in line with riders’ specific needs, local context and climate conditions.

59

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Technology Advances
Industry continues to develop state of the art technologies to enhance the stability and control of PTWs. With
appropriate consideration for the economic conditions of each vehicle market, manufacturers will promotetechnologies suitable for the road conditions and usage patterns of the customers in each country or region.
Whilst many advances have already been made, the industry is committed to striving to make PTW use safer, easy
and more attractive across the world.
Recommendationsl

IMMA invites developing countries to join WP.29, accede to the Agreements and adopt harmonised
worldwide regulations for safety and environment.

It should be remembered that providing PTWs with additional vehicle related options or technologies – orintroducing a vehicle specific regulation is not on its own sufficient without a strong and continued integrated
policy involving rider behaviour, training and infrastructure.

Making it Happen - A Strategy needs Support
The Integrated Approach
Research, Data & Analysis
3. Tailoring Strategies to meet Localised Needs
1.
2.

The Integrated approach
Recommendationsl

The integration of the strategic elements in this document requires the involvement, consideration andcommitment of all stakeholders. Creating a system which enables safer riding and driving for all, requires
the collaboration of the PTW industry, all road user groups, engineers, road designers, road safety experts,
the police, national policy makers and local authorities.

Research, Data & Analysis
Recommendations
Setting realistic goals and targets based on reliable scientific analysis of PTW data should be supported bya detailed and complete set of PTW accident and exposure data at global, regional and national level.
l The improvement of global data gathering, with an emphasis on improving knowledge of usage patterns
and distances travelled by modes is essential step to address PTW safety properly.
l Selecting efficient countermeasures by fully understanding the accident causation and contribution ofhuman behaviour requires improved knowledge on PTW accident causation, normal riding and safety
critical events. Accident in-depth studies, naturalistic riding studies and related projects should be
encouraged and implemented at regional and national level. This would allow for the identification andapplication of best practices that could be easily transferred and adapted to other countries.
l60

Recommendationsl

A multitude of good examples from across the globe are available. The identification, adaptation andapplication of best practices across the world are promising paths in delivering safer motorcycling.
However, in order to ensure that policy actions are appropriate to the local environment and the people
they are trying to serve, every policy action should be accompanied by a pre- and post- evaluation sothat the safety impact of the measure can be assessed, and the measures further improved and ultimately
shared with others.

International Motorcycle Manufacturers Association

Tailoring Strategies to meet Localised Needs

Conclusion
Acting Together to Improve Safety
This paper has set out the key elements that taken together comprise an effective and sustainable approach to
PTW safety. Although it may be a temptation for authorities to merely take some of these elements and implement
these in a ‘piecemeal’ way – perhaps as a way of satisfying a political imperative to ‘do something’ about safety - thisapproach will be unlikely to result in the outcomes desired.
Adopting, in full, the principles outlined in the Shared Approach to Road Safety offers a realistic opportunity toaddress PTW safety within the context of a properly managed approach to transport use and safety. But key tosuccess will be to integrate the principles of working in partnership with all involved in PTW safety and to ensurethat a holistic approach is taken. By doing this, public authorities will have the greatest chance of securing safety
improvements while at the same time realising the PTW opportunity that exists in relation to transport networks
and citizen mobility.
IMMA recommends this document and its principles to the global road safety and transport policy
community.

61

62

The Shared Road To Safety: A Global Approach for Safer MotorcyclingSafety & Transport Policy
Infrastructure
Awareness, Education & Training

International Motorcycle Manufacturers Association

Annex 1:Best Practices – Concrete examples

Data & Analysis

63

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Safety & Transport Policy

Safety and Transport policies which account for PTWs and are adapted to local specificities

11. Encouraging riders to attend voluntary training courses
Canadafety for
Increased sa d moped riders
e an rs 2012-2020
motorcverysiocln 2.0
for the yea
gy

Joint strate

1. Motorcycle Safety Strategy
Sweden7. Active collaboration of motorcycle manufacturers
with the National Administration
USA

6. Safe Annual Convention
India
64

International Motorcycle Manufacturers Association

3. National Road Safety Agenda (2011-2021)
Thailand5. Increased number of trained riders
Malaysia

2. Call to Action towards Unity, Safety and Equality
Philippines

9. Operation yellow flag
Australia
65

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Subcategory

ExamplesAim/Results

Partners

Regional safety
initiatives,
UN Decade of
Action for Road
Safety1. Motorcycle Safety
Strategy, Sweden
www.fim-live.com/fileadmin/
user_upload/documents/
CAP/2012_194_increased_safety_for_motorcycle_and_
moped_riders.pdf

Unique example in Europe, a specialy designed for
PTW riders national safety strategy. To halve the numberof rider fatalities and reduce the number of rider injuries by
40% between 2010 and 2020 by involving all stakeholders.
The strategy presupposes that all stakeholders within their own
areas of responsibility implement, individually or cooperatively,
initiatives at the local, regional, national and international level. The
prioritisations and the work is based on facts and scientific grounds
as much as possible.

All major stakeholders in
Sweden: Industry, Swedish
Transport Administration,
Swedish riders’ association,
Police, Insurance association,
Swedish association of driving
schools, Swedish Association of
local authorities and regions

2. Call to Action towards Pursue “Helmet On, Headlight On” (H20) Program Unity, Safety and Equality, increasing awareness on the advantages of switching
Phillippines
headlight on and proper wearing of standard helmets;
Launch of 2W Ride for a C.A.U.S.E. (Call to Action towards Unity,
Safety and Equality) - a nationwide relay ride done every weekend
from September to November culminating during the World Day
of Remembrance. The Ride is organized trough out the country
using local government as communication channels and riders as
messengers.

Variousinitiatives

66

Department of Transport andCommunications and Global
Road Safety Partnership
Philippines (GRSP)

3. National Road Safety
Agenda (2011-2021),
Thailandhttp://www.grspasia.org/
download12/ChayanSirimas_Thailands-RoadSafety-Strategy.pdf

Comprehensive approach towards safety, aim = 50%
Thai government
reduction of road fatalities in Thailand by 2021. The agenda
encompasses 8 main domains:
1. Helmet wearing
2. Riding/driving and drinking
3. Reduce “risky” road areas
4. Speed limit violation
5. Vehicle Standards
6. Training of drivers and riders
7. Emergency help
8. Road infrastructure management system

4. European Safer Urban
Motorcycling, Europe
www.esum.eu

The reduction in PTW collisions and casualties is feasible, by
involving all stakeholders and embracing holistic approach - user
behaviour, vehicle design and road infrastructure. The eSUM
project provides immediately applicable tool (Action
Pack) to improve the safety of traffic in cities and towns
and could be easily replicated even beyond Europe.

4 European principal
motorcycling cities, Industry,
Academic and researchorganisations, supported by
the European Commission

5. Increased number oftrained riders, Malaysia
www.bl1m.my

To encourage riders to undergo training and obtain riding licence.
Providing more affordable training options and reduced
licence fees to riders in difficult economic situation.
103000 new motorcyclists participated in this program.

Malaysian government andRoad Transport Department

6. Safe Annual
Convention, India

To improve the safety of riders in India by adopting best practices
from Indian States and other countries and regions. Based on
integrated approach: safety management system, infrastructure,training, enforcement and vehicles. In 2012 edition more than
150 officials took part in the event inaugurated by theTransport Commissioner of Himachal Pradesh.

Industry, Government and local
administration

In efforts to collaborate with government regulators, industry
representatives participate in quarterly meetings of NHTSA .The
industry also provides support for crash studies andsponsors a wide range of safety initiatives through stateand national motorcycle riding groups. In the absence of
meaningful exposure data, the US rider community is encouraging
the government to develop policy based on actual vehicle miles
travelled (VMT) rather than comparing the total number ofaccidents of automobiles versus motorcycles.

8. Motorcycle
Confederation, Canada
http://motorcycling.ca/

Industry and riders
To enable riders’ active participation in the national motorcycle
debate. At the initiative and financial support of the industry, 37
motorcycle clubs and federations have joined forces andhave established Motocycle Confederation of Canada(MCC). The MCC is the voice of organized motorcyclists in
Canada and advocates positions that benefit public policy
and traffic safety issues related to riding and riders.

9. Operation yellow flag,
Australia

To improve motorcycle safety through integrated
police-led education and enhanced enforcement. Police
is discussing safety awareness with both riders anddrivers during roadside stops. In 2010, over 20,000 riders
and drivers were intercepted and given some education
pamphlets. Enforcement activities were undertaken in a visible,
well publicized and repetitive way to reduce identified high risk
behaviours such as excessive speed, failing to give way and riding
while impaired.
Result: reduction in the number of traffic offences, with the
majority in the speeding offences category;

Victoria Police

10. Developing promotorcycle policies andinitiatives,
U.S.A.

Collaborative and thoughtful approach to motorcycle
safety through training, licensure and safe riding
programs.

Motorcycle Industry Council(MIC), American Motorcyclist
Association (AMA), Motorcycle
Safety Foundation (MSF),
Motorcycle Riders Foundation(MRF), and various state
motorcycle rights organization.

11. Encouraging riders toattend voluntary training
courses, Canada
http://motorcycling.ca/

Next to the provided financial and logistical support for rider
training programmes across Canada by the industry, the incentives
offered by many insurance companies have contributed to
attracting a huge number of novice riders. Approximately
85% of new riders take a riding training course to gettheir license in Canada. It is estimated that around
25,000~30,000 people take rider training courses before
getting their motorcycle license each year.

Industry, Provincial Ministries
of Transport, Rider Training
Institute

Industry, National Highway
Traffic Safety Administration(NHTSA)

International Motorcycle Manufacturers Association

7. Active collaboration of
motorcycle manufacturers
with the National
Highway Traffic Safety
Administration (NHTSA),
USA

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The Shared Road To Safety: A Global Approach for Safer Motorcycling

Infrastructure

Safer and PTW friendly infrastructure

4. Motorcycle Lane
Malaysia

3. High Occupancy Vehicle Lines (HOV) lines
Canada6. Advanced stop lines
Spain
1. Bus lanes open for riders
United Kingdom

68International Motorcycle Manufacturers Association

2. Bus lanes open for riders
Japan

7. Advanced stop lines
Indonesia

1. Bus lanes open for riders
United Kingdom

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The Shared Road To Safety: A Global Approach for Safer Motorcycling

Subcategory

ExamplesAim/Results

Partners

Motorcycle
lanes/bus lanes
open for riders

1. Bus lanes open for
riders,The United Kingdom
http://www.tfl.gov.uk/
roadusers/redroutes/10151.
aspx

To separate the traffic flow between motorcycles and automobiles for
improving road safety and increasing traffic flow speed.
First trial - opening 107 km bus lanes to PTWs in London: 51% PTW
switched to ride the bus lanes, comparing the ‘before’ and ‘after’figures for 28 Control sites - decrease of 50.7% for PTW collisions;second 18 months trial – accompanied by focussed safety awarenesscampaign and increased enforcement
Final result:- PTW riders are able to drive in bus lanes in London on apermanent basis- Smooth traffic, cut CO2 across London and improve
journey time reliability for motorcyclists on the
network.

First stage – consortiumof the European Safer
Urban Motorcycling
project (eSUM): Industry,
Universities, City authorities:
Barcelona, Rome, Paris andLondon, supported by theEuropean Commission
Next steps: Transport for
London2. Bus lanes open for
riders, Japan

There are few bus lanes open for motorcycle riders today. The Japan
Research center for Transport Policy will evaluate theshared bus lanes and complete the report in 2015.

National Police Agency

3. High Occupancy Vehicle
Lines (HOV) lines, Canada
www.mto.gov.on.ca/english/
traveller/hov/lines.shtml

HOV lanes help motorcyclists to ride safer in dense and congested
traffic; it could be considered as an incentive for people commuting
to work that gain some important time every day. There is no
statistics yet available.

Provincial Ministries ofTransport

4. Motorcycle Lane,
Malaysia
http://forums.sgclub.com/
singapore/north_south_
motorcycle_329194.html

To build a special motorcycle lane (the longest one in Malaysia)
by 2020 in an area with high concentration of road fatalities.
Estimations: halving the number of road fatalities in thisarea.

Ministry of Labour(Transport and Road Safety
Department)

5. Motorcycle Exclusive /Priority Lane, Taiwan
http://www.famimotorcycle.org/report/
report_20100919031917_11.
pdf

Labour Ministry,
Motorcycle Exclusive Lane = lane only for motorcycle riders andMinistry of Transport andbanned for the other vehicles; Motorcycle Priority Lane = thecommunication
motorcycle rider has the priority to drive in first, available for otherusers as well. Infrastructure measures recently introduced, noconcrete results for the moment.

6. Advanced stop lines,
Barcelona, Spainwww.esum.eu/index.html

To provide a special stop space for PTW riders at traffic light andreduce conflicts between PTWs and PTWs and cars.
Barcelona introduced “advanced stop lines” at 3 junctions in the city.
Large reduction of movements involving risk - from 29% to 8% wereobserved. Based on the successful case, Advanced Stop Lines
were introduced in 36 sites in 2009 and the activity is now
expanding.

Consortium of the European
Safer Urban Motorcycling
project (eSUM): PTW
industry, Universities, City
authorities: Barcelona,Rome, Paris and London,
supported by the European
Commission

7. Advanced stop lines,
Indonesia
www.kabarpublik.
com/2012/01/dllaj-kotabogor-terapkan-ruang-hentikhusus/

First implemented in Bandung city in 2010, now this initiative will
be progressively introduced in other cities. Increased comfort andsafety of all road users - traffic conflicts reduced by 72%
and the traffic flow increased with 11%.

Ministry of Transport

Introduction ofadvanced stop
lines

70

8. Speed limit 30km/h
Barcelona, Spain

To improve safety of all road users.Positive effect on the accidents
trend - casualties decreased with 12.2%. The average monthly PTW
casualties – reduced by 40.5% (five years prior to implementation).
This initiative is introduced for all vehicle categories. Veryeffective solution to reduce casualities within big city.

Industry, Training institutes,
City Traffic Police and State
Transport Department

9. Safety Technologies
Incorporated in
highways Shin-Tomei
Expressway, Japan

Introduces the most advanced safety technologies to a
newly established highway (2012), incorporates diverse safety
technologies: moderated curves and slopes, improved tunnel light,
shock absorbing fences, automatic event detection for safe, secureand comfortable driving for all road users.

Nippon Expressway
company (NEXCO) Central

10. Road improvementat black spots,
State of Victoria, Australia
www.vicroads.
vic.gov.au/Home/
SafetyAndRules/SaferRoads/
BuildingSaferRoads.htm

To improve road environment and achieve rider safety by reducing the State of Victoria, Australian
number of PTW causalities at these locations. Black spots are places government
where road accidents are frequently occuring based upon specificdata. Improved rider safety by reducing the number of motorcycle
casualties at over 119 locations. A 24% reduction in injuries at
all sites treated, a 40% reduction at 54 blackspot sites.

11. Report by the
U.S Department ofTransportation andthe Federal Highway
Administration on
the infrastructure
improvements made infive European countries,
U.S.A.
http://international.fhwa.dot.
gov/scan/12028/

In 2010, a team of safety and engineering experts joined industry
representatives in assessing and evaluating infrastructure
improvements made in five European countries. The experts
recommended that transportation agencies in the U.S.A.
should establish goals to reduce motorcycle injuries
and fatalities through roadway design, operations andmaintenance practices. Additionally, transportation
planners should consider motorcycles in addressing traffic
issues, land use and parking.

Federal Highway
Administration, theAmerican Associationof State Highway andTransportation Officials,
National Cooperative
Highway Research Program,
American Motorcyclist
Association, and several
universities.

12. Guidelines on Safer
Road Design for Powered
Two-Wheelers , Europe
www.acem.eu/images/
stories/doc/safety/d_
SafetyPlanforAction_94993.
pdf

A handbook published with the aim of explaining how
PTWs differ in their use of the road from other vehicles
and the specific riders’ needs. Predictable road geometry, goodvisibility, obstacle free zones and good quality road surface withhigh levels of skid resistance are some major examples. While
important for all road users, they are essential for PTWs.

Industry

International Motorcycle Manufacturers Association

Variousinitiatives

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The Shared Road To Safety: A Global Approach for Safer Motorcycling

Education and training

Education for all road users
Training options: specific groups, novice riders, returning riders, advanced riders, etc.

5. Rider Training Institute
Canada

9. Rider’s Edge programmeUSA

8. Voluntary Safe Training
Spain

17. Road safety education for children
Japan

72

International Motorcycle Manufacturers Association

2. Female Safety Riding Training
India

11. Certification of training courses
Germany

18. Road safety education at school
Indonesia

3. Safe riding school eventsJapan

10. Road Safety Outreach Seminar
Philippines
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The Shared Road To Safety: A Global Approach for Safer Motorcycling

Subcategory

ExamplesAim/Results

Partners

Training for
novice riders

1. Initial Rider Training(IRT) Programme, Europe
www.initialridertraining.eu/

Established European model of initial rider training programme.
The modular concept is rider orientated, based on the initialappraisal of the rider’s expertise, striving to build upon his
experience and skills already acquired on the lower category
motorcycle. The concept is putting emphasis on the rider’shazard awareness and perception. IRT manual translatedby the European Commission in many EU official
languages.

Industry, European Riders
Association (FEMA),International Motorcycling
Federation (FIM), supported by
the European Commission

2. Female Safety Riding
Training, India

To educate and train female riders and enable them to become
safe riders while commuting daily. This initiative started in 1985,
more than 32,500 female riders have been trained. This isa regular program in the PTW dealerships across India.

Industry

3. Safe riding school
events, Japan

Various courses provided to meet different riders’ needs: novice
Industry
riders, newborn riders, female riders, aged and advanced riders.
The program adds up to a total of over 1,000 events withthe participation of 20,000 riders across Japan every year.

4. Ride Safe Program,
India

Practical training for novice riders.

Industry, Riders, Traffic Police

5. Rider Training Institute, To further enhance the availablility of training programs. The
CanadaCanadian industry established the Rider Training Institute in 1999.
The Institute alone has trained 37, 200 people – onaverage 3 500 riders per year.

Industry, Provincial Ministries
of Transport

6. Safety Corner’ in 4S
Dealer Concept (Sales,
Service, Spares andSafety), India

Industry

Voluntary, post- 7. Bike Safe, The United
licence training Kingdom
www.bikesafe.co.uk

8. Voluntary Safe Training,
Spainwww.honda-montesa.es/
inscripciones/index.php

74

Dealerships have a specially designed interface called the ‘Safety
Corner’ where they educate customers on correct riding techniques
and provide important information related to the safety environment,
including road signs, first aid, etc. using specially designed audio visualcommunication. This activity started in 1985. In the year 20122013, a total of 13.5 million customers were educated at
the dealerships across India and 12 500 underwent practicaltraining. Safety education at the dealership is an ongoing and regular
activity.

To help riders to increase their ability and confidence, so they can
Police, Transport
become safer and more competent riders. Bike Safe is an initiative Administration, Industry
run by police forces around the United Kingdom who work withriders by passing on their knowledge, skills and experience. The
main concept of Bike Safe is that riding should be fun and byimproving skills, knowledge and hazard awareness will makeriding safer and more enjoyable. The Bike Safe Observer giveassessment and feedback which highlight areas where the rider
needs to develop. Riders should continue to train throughout theirriding years and not just stop once they have passed their bike test.
Bike Safe assess around 5,000 riders per year.
To provide high quality voluntary training. The centre created in
1992 attracted more than 170,000 trainees. 4 courses offered:
Kids/Schools, Scooter 125, Beginners/Re-entry, and Advanced/
Professional. Courses are free of charge. The average customer
satisfaction index is 9.45 (max.10), 91% of all participantsconsider that they have increased their riding skills/safety level,
84% of all trainees have never had an accident after the riding
course.

Industry Training Center,
Barcelona

Lifelongtraining

Training forspecific groups

9. Rider’s Edge
programme, USA
www.harley-davidson.com/
en_US/Content/Pages/learnto-ride/learn-to-ride.html

To provide rider training that is effective, affordable and accessible.
Through its branded rider training program, the industry works
with government officials to integrate into and complement
existing state-sponsored rider education courses. Currently the“Rider’s Edge” program is offered in 42 out of the 47 states thatoffer rider training. Since 1999, the program has trained
over 300,000 riders

Industry and state officials

10. Road Safety OutreachSeminar, Philippineswww.mdppa-inc.org
www.famimotorcycle.org/news/
news_20130916104759_13.
pdf

To educate and train motorcycle riders on topics such: safe
riding, protective riding gear, vehicle inspection and intellectual
property rights. This activity started in 2009. More than 10,000
participants. 60 weekend seminars held per year.

Industry, Motorcycle riders’federations, local government
and Petron Corporation

11. Certification oftraining courses, Germany
www.dvr.de/betriebe_bg/
sht_shp/infos_qsiegel.htm

To guarantee the high quality of training provided to PTW riders
German Road Safety Council,
with a special focus on safety. Training providers apply to theIndustry
German Road Safety Council to obtain the quality seal. If theirprogrammes, trainers and training facilities are in line with thequality criteria established by the Council they could get the label.
The Council is making constant monitoring of the trainings marked
with the seal. The Quality seal guarantees high quality for thecustomers. The accent is on safety. Currently, more than3000 training courses are attributed with the quality seal.

12. Life-long learning andeducation for riders, USA
online2.msf-usa.org/msf/
Default.aspx#&panel1-1"

To provide high-quality life-long learning options for riders. The
Motorcycle Safety Foundation is the internationally recognizeddeveloper of comprehensive, research-based rider educationand training system. Their curricula promotes lifelong-learning
for motorcyclists and continuous professional development forcertified rider coaches and other trainers. Since 1974 over 6
million students have graduated from a MSF- approved
programmes (on average 400,000 riders per year)

Motorcycle Safety Foundation(MSF), Industry

13. Corporate Safe Riding
Training, India

To train corporate employees riders. The training
encompasses: workshop for corporates employee, theory session
and safe riding training on simulator.

Private sector, Industry

14. Training for traffic
police officers, India

To enhance safer riding for traffic police members by providing
refreshing courses. This activity started in 2006 and more than
500 police officers were trained.

Industry, Traffic Police, Local
Administration

15. Training forcommuters, Malaysia
issa.int/layout/set/print/
layout/set/print/content/
download/171139/3395839/
file/2Malaysia-PKS-2012-2.
pdf

To engage employers to enhance the safety of their employees
commuters. Studies showed that for employees riders 88% of theaccidents occurred while commuting to work (52% - on the way
to work and 36% on the way back). Launch of commuting
outreach programme for employers and employees,
concrete results not available for the moment.

Teknologi Mara University &Social Security Organization

International Motorcycle Manufacturers Association

Training ofriders75

The Shared Road To Safety: A Global Approach for Safer Motorcycling
76

Road safety
education forthe youth

16. Family Road Safety
Classroom, Japan

This training targets children in kindergartens and elementary
Industryschools. School teachers and community volunteers are serving
as instructors in this program. Parents are encouraged to take anactive part and many training lessons are organised during patents'
days. Every year the program is performed 150 times atvarious locations in Japan, attended by more than 3,000
parents and children.

17. Road safety education
for children, JapanTo educate children on road safety and provide training to school
teachers, parents and volunteers on how to teach children on
traffic safety. This program started in 1995. In 2012, a total of
350,000 children took part in the program across Japan.

Industry

18. Road safety
education (kindergarten+ elementary school+ secondary school),Indonesia
www.facebook.com/
safetyriding.jawatengah

To increase the road safety awareness of society in general, theindustry strives to educate children from a very early age. This
project started in 2002, 500 events carried out per year
and over 50.000 persons were trained in 2012.

Industry, Schools and Traffic
Police, Indonesia

19. Road safety and safe
riding at school, India

Various courses organized targeting different age groups: kids (5– 8 years old), young students (8-15), junior students (15-18) byusing “Catch Them Young” approach. This programme started
in 2010 and it is a regular full year activity. More than
50000 kids and students participated in total.

Industry

International Motorcycle Manufacturers Association

77

The Shared Road To Safety: A Global Approach for Safer Motorcycling

Education & Training

Awareness rising campaigns for all road users

6. Welcome to our family campaign
Canada8. National Road Safety Week
India

16. Promotional Helmet Campaign
Asia

78

7. Moped safety promotion for commuting studentsJapan

International Motorcycle Manufacturers Association

4. National safety riding contest
Japan

10. Road Safety Jamboree
Philippines

15. Promotion of personal protective equipment
Europe

17. PTW Service check-up campaign
Thailand10. Road Safety Jamboree
Philippines
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The Shared Road To Safety: A Global Approach for Safer Motorcycling

Subcategory

ExamplesAim/Results

Road Safety
Awareness Competitions/contests

1. Road Safety Mural
Competition at schools,
Malaysia
www.mufors.org.my/Mural_
Competition.aspx

First initiated in 2009, the mural competition drew
Malaysia Unit for Road Safety,
interest of 250 schools nationwide (at final stage judges Nippon paint, Berita Harian, andevaluated the artwork from 50 preselected schools). Due to
Ministry of Education
the success of the first year initiatives, the contest is since thenorganised once every two years.

2. FAMI Road Safety PhotoContest, Asia
www.mdppa-inc.org/mdppasafety-riding-on-two-wheelsphoto-contest/ & www.
aisi.or.id/news/detail/read/
pengumuman-pemenangfami-photo-contest-2012/

Industry
In 2011, Domestic Photography Contests (DPC)
were carried out in Indonesia, Japan, Philippines,
Republic of China, Singapore and Thailand. The best
photos by country entered the FAMI Photography Contest withthe main theme “Ride safely, enjoy life & be friendly to ourenvironment”. Industry members utilized awarded photos forcreating promotional tools: poster, screen savers, calendars.

3. Road Safety Culture
Contest, Thailand
www.dlt.go.th

The creativity of students for developing proposals for road
The industry, The Department ofsafety improvements to be implemented at schools were at
Land Transport and Thai Police
the core of the contest. An evaluation of the road safety habitsof the students of the schools involved was also part of thecontest. 129 schools participated in the contest held in
2012-2013.

4. National safety riding
contest, Japan
www.jtsa.or.jp/topics/T-234.
html

Launched in 1968. The contest is for individual riders andJapan Traffic Safety Association,groups of riders. The contest promotes safe riding, meaning no Motorcycle Traffic Safety Promotion
accidents and no traffic violations and it is held in all Japanese Committee
prefectures. The winners of the prefectural contests are invited
to compete in a national contest. 2012 marked the 45thedition of the Safe Riding Contest with 1,675 riders
participating while the total number of participants
including management, volunteers and spectators
exceeded more than 10,000.

5. Safety Ride on
Highways campaign,Japan
www.jama.or.jp/motorcycle/
environment/pdf/prevent_accident_on_highway.pdf

To decrease the motorcycle accidents on highways in thelight of the recent increase in motorcycle accidents. Around
100,000 copies of specially designed booklet for safe
riding on highways distributed at motorcycle showsand stores.

Industry, Central Nippon Expressway
Company Limited (NEXCO Central),Japan Motorcycle Safety Association(JMSA), Automobile Business
Association of Japan (ABAJ), Japan
Automobile Federation (JAF)

6. Welcome to our family
campaign, Canada

To increase safety awareness and educate riders to be safer
road users. All promotional materials (posters, brochures,video, websites) are offered free of charge to motorcycle
dealers and riders. Some materials have been evenadopted by some provincial authorities in theirroad safety programmes. The industry works withgovernment policy makers to employ incentives
and occasional punitive measures to achieve better
results. This program is to promote safety awareness byreaching out all new riders . The messages include available
training courses, choosing the right bike, insurances,
responsible riding.

Industry, Riders federations

Road Safety
Awareness campaigns

80

Partners

Road Safety
Awareness- promotionof personal
protective
equipment

Industry and Japan Traffic Safety
Education Association (JATRAS)

8. National Road Safety
Week, India

In the frame of the National Road Safety Week in India amultitude of safety activities implemented across the country- training and education for different group of riders, school
programmes for schools and communication awarenesscampaigns. This activity was launched in 2000 and converted
in an annual event. Approximately 1 million persons
reached every year.

Industry, Training institutes, City
Traffic Police and State Transport
Department

9. Motorcycle Day, Japan

To increase safety awareness of riders and other road users and to Industry, Japan Motorcycle
promote the enjoyment of motorcycling. Japanese Government Promotion and Safety Association
has designated 19 August as the “Motorcycle Day”, since 1989.
(JMPSA), Tokyo Metropolitan Police
The industry has been hosting an event every year including
talk shows, motorcycling workshops for children, and otherdemonstrations by professional riders. In 2013, the event
attracted more than 1,000 people including riders andnon-riders.

10. Road Safety Jamboree,
Philippineswww.famimotorcycle.org/news/
news_20130916104759_13.
pdf

Enhanced riders’ responsibilities as road users through theiractive involvement in team building activities, personal
testimonies and dissemination and promotion of various
awareness campaigns. The first Jamboree in 2012
gathered 300 riders. To reach more motorcycle riders
and enthusiasts in local municipalities, two Road
Safety Mini-Jamborees were organized in 2013 andattended by more than 500 riders.

11. Proper Wearing ofHelmets campaign, Japan

Industry
To educate riders to always fasten their helmets properly
before starting off (according to the statistics 96.5% riders
in Japan wear helmets, but 32.6% riders lost their helmets
during accidents). The launch of the helmet campaigns goesback to 1971. Annual campaign that is implemented
two times per year. In 2013, an interactive
communication tool was introduced and broadcasted
on public places in 40 big cities, 100 rest areas of
highways and various websites.

12. 100% helmet wearing
campaign, Thailand
www.aphonda.co.th/
hondasafety/pdf/safety_
news.pdf

This activity started in 2011 involving distribution of posters,
education of riders and providing helmets. In 2011: 3100
riders reached, in 2012: 3570 riders.

13. Helmet standards,
CanadaTo promote the use of appropriate motorcycle helmets.
Industry, Provincial Ministries ofApproved helmets are required in all Canadian jurisdictions. All Transport
provinces in Canada recognize the US, EU and internationallyrecognized institutes helmet standards. Recognizing all
the above standards helps consumers to have more
options in purchasing a helmet.

International Motorcycle Manufacturers Association

Dedicated
day/week for
PTWs safety
campaigns

7. Moped safety
To promote safe riding amongst students commuting topromotion for commuting school and train teachers to educate their students. To provide
students, Japan
special training course for commuting students. Distributed
promotional 20,000 brochures in more than 200 schools tostudents. Elaborated a special training manual for teachers.
In 2012, seven training courses were conducted and171 students trained.

Industry, Governmental Agencies,
Motorcycle riders and Philippine
National Red Cross

Industry and Thai government

81

The Shared Road To Safety: A Global Approach for Safer Motorcycling

PTW Service
check-up
campaign

82

14. Promotion of thebenefits of protective gearfor riders, State of Victoria,
Australia
www.tac.vic.gov.au/roadsafety/tac-campaigns/
motorcycle-safety#protectiveclothing

To increase the number of riders properly equipped by creating Transport Accident Commission,
subsidies and incentives. Riders provided with complete VicRoads, Victorian road safety
information about the benefits of protective gear
agencies.
in terms of safety and comfort and encouraged touse the relevant gear by offered incentives. However,there is a need of a functioning star rating system to verify
the performance of the gear being subsidized or subject to an
incentive.

15. Promotion of personal
protective equipment,
Europewww.acem.eu/index.php/
media-corner/publications/protective-equipment-forriders

To encourage a wider take-up of protective gear, by providing
some simple guidelines to the riders supported by scientificevidence. Released a booklet in several languages about
the benefits of a good motorcycling equipment taking into
account the specific riders’ needs and climate conditions. On
the very first day of the launch of the campaign theon-line English version was downloaded more than
5000 times.

16. Promotional Helmet
Campaign, Asia

To encourage PTW riders to use helmets and to do it in a
Industry
proper and correct manner. The main activity of the campaign
was a distribution of stickers that riders could put on theirmotorcycles. 500,000 stickers distributed in Indonesia,
10,000 stickers distributed in Thailand.

Consortium of the European Safer
Urban Motorcycling project (eSUM):
PTW industry, Universities, City
authorities: Barcelona, Rome, Parisand London, supported by theEuropean Commission

Industry and Governmental
17. PTW Service check-up Conducted on national holidays (New year Festival andcampaign, Thailand
Songkran Festival), the PTWs service check up campaign Department of Land Transportationwww.dlt.go.th
culminated in 62,272 free inspections in 2012. This
campaign will be organised on a yearly basis.

International Motorcycle Manufacturers Association

Data & Analysis

Accident studies - better understand the causation of PTW accidents,
target specific challenges and identify appropriate countermeasures

Title

ExamplesDetails/Results

Partners

In-depth
accident studies

Motorcycle accident
in-depth study(MAIDS), Europe
www.maids-study.eu

The Motorcycle Accident in-Depth Study (MAIDS) was accomplished in
2004. The investigation was conducted during 3 years on 921 accidents
from 5 countries using the OECD common research methodology. The
survey produced approximately 2000 variables for each accident. MAIDS
is the most complete available in-depth study in Europe. It is still themain reference for the industry and for all external researchers
working in the PTW domain in Europe.

Industry, European Riders
Association (FEMA),International Motorcycling
Federation (FIM), FIA,
German Insurance
Association (GDV), The
International Commission
for driver testing (CIECA),
supported by the European
Commission

Motorcycle crashcausation study, USA
www.fhwa.dot.gov/
research/tfhrc/projects/
safety/motorcycles/
MCCS/

The Motorcycle Crash Causation Study is the most comprehensive
investigation into the causes, rider demographics, andopportunities for countermeasure development to be conductedin the United States in more than 30 years. When completed, a large
and unique data set will be developed that is derived from both actual
motorcycle crashes and riders with similar risk characteristics and will focus
on the unique circumstances that produce motorcycle crashes. The findingsof the study can be used to develop effective countermeasures, craft futuresafety standards, and reduce the risk of fatalities and injuries for motorcycle
riders across the United States.

Federal Highway
Administration, Oklahoma
State University, American
Motorcyclist Association,
Dynamic Science, Inc.,
Westat, Inc., Dynamic
Research, Inc., Collision
and Injury Dynamics, Inc.,
Department of Transport
from few states, Industry

Study characteristics
of motorcycle
accidents, Japanwww.itarda.or.jp/
itardainfomation/
english/info91_e.pdf

ITARDA study shows the characteristics of PTW accidents and helps
to understand the evolution of the causation of PTW
accidents in Japan that would lead to better tailoring propercountermeasures for safer motorcycling.

ITARDA (Institute for Traffic
Accident ad Data Analysis)

83

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The Shared Road To Safety: A Global Approach for Safer MotorcyclinglAbraciclo, “Two Wheels Brazilian Industry Yearbook 2013”l

ACEM, “MAIDS – In-depth investigations of accidents involving powered two wheelers”, Europe, final report 2.0,
April 2009http://www.maids-study.eu/index.htmllACEM, “MAIDS Urban Accidents Report”, Europe, September 2009http://www.esum.eu/files/ap/MAIDS_Urban_Accident_Report.pdflAPEC, Compendium of Best Practices on Motorcycle and Scooter Safety [TPT 06/2009A], July 2010
http://www.apec-tptwg.org.cn/new/Projects/Compendium%20of%20MSS/files/survey%20report%20final.pdf

lIMMA “ HHRT – Motorcycle Safety : IMMA’s contribution to the Decade of Action for Road Safety 2011-20 »,September 2010
http://www.immamotorcycles.org/l

IRF World Road Statistics 50th Anniversary, 1964-2013l

ITARDA - Institute for Traffic Accident Research and Data Analysis, “Information n°91”, November 2011, Japan
http://www.itarda.or.jp/itardainfomation/english/info91_e.pdf

lJapan Automobile Manufacturers Association’s “Motorcycle Market Trends in Japan”, April 2012
http://www.jama-english.jp/release/release/2012/120404-4.htmll

NHTSA - National Highway Traffic Safety Administration, “Traffic safety facts 2011 Data, Motorcycles”, USA, May
2013
http://www-nrd.nhtsa.dot.gov/Pubs/811765.pdf

l

NHTSA - National Highway Traffic Safety Administration “Traffic Safety Facts 2012 Data, Alcohol-Impaired Driving”,
USA, December 2013,
http://www-nrd.nhtsa.dot.gov/Pubs/811870.pdf

lOECD - ITF Joint Transport Research Centre Draft Report “Safety of Powered Two Wheelers”, 2014lUnited Nations, Department of Economic and Social Affairs, Population Division: “World Urbanization Prospects,
the 2009 Revision”. New York, 2010l

“Global status report on road safety 2013: supporting a Decade of Action”, Geneva, Switzerland, World HealthOrganization
http://www.who.int/violence_injury_prevention/road_safety_status/2013/en/index.html

l“Strengthening road safety legislation: A practice and resource manual for countries”, Geneva, Switzerland, World
Health Organization, 2013
http://apps.who.int/iris/bitstream/10665/85396/1/9789241505109_eng.pdf

International Motorcycle Manufacturers Association

List of references

The above website references were accessed in March, 2014.

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International Motorcycle Manufacturers Association (IMMA)
Tel: + 41 22 920 21 23 • Fax: + 41 22 920 21 21
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www.immamotorcycles.org