Motorcycle Symposium 2009 - Unfallforschung der Versicherer

Transcription

German Insurers Accident Research
Tagungsband
Proceedings
International
Mehr Sicherheit für Kinder und
Symposium 2007
Mehr Sicherheit für Kinder und
Jugendliche
Motorcycle
Symposium
Jugendliche im
im Straßenverkehr
Straßenverkehr
am
25.
September
2007
in
Berlin,
21 and
September
2009
am 24.
24. und
und
25.22
September
2007
in Berlin
Berlin
With the support of
2009
German Insurance Association
Wilhelmstraße 43/43G, 10117 Berlin
Postfach 08 02 64, 10002 Berlin
[email protected]
www.udv.de
Editor:
Sabine Degener
Design:
GWM Gesellschaft für Weiterbildung
und Medienkonzeption mbH, Bonn
Photos:
GWM
Print:
Courir-Media GmbH, Bonn
Download: www.udv.de
Berlin 2009
Proceedings
International
Motorcycle Symposium 2009
Berlin, 21 and 22 September 2009
With the support of
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Foreword
Dear Sir or Madam,
drivers of two-wheeled motorised vehicles have an 18
times higher risk of being killed in traffic than car drivers. They make up 16 % of all traffic accident deaths,
despite constituting just 2 % of total traffic volume.
All across Europe, the problems are similar: „motorcycle
unfriendly“ roads have the same negative effects on
accident occurrence, regardless of location. Everywhere,
the technical scope for the improvement of both the
active and passive safety of two-wheeled motorised
vehicles is just as limited. And everywhere there are
experienced and inexperienced bikers, young and old,
responsible and unteachable.
The questions that arise from this are varied: which
efforts can and must be made in the areas of road
building, automotive engineering, politics, legislation,
administration, traffic education and training in order to
reduce the number of accidents involving motorcycles?
find out where in Europe there are problems, and where
there are intelligent solutions. We want to discuss how
individual countries can profit from the good examples
set by other countries and which areas can possibly only
be improved on a national or an international basis?
What might the next steps be toward improvement of
motorcycle safety and what can we all contribute to this
process?
It was our goal to find answers and formulate specific
recommendations. In this respect we were impressed by
the great resonance which our invitation received, both
nationally and internationally. In both working areas
the discussion was involved and the struggle to reach a
mutual consensus on the wording of recommendations
was goal-oriented.
To figure this out, the accident research department of
the German Insurance Association (UDV) and the German Road Safety Council (DVR) resolved to organise
this International Motorcycle Symposium. We want to
We would like to thank all participants for their contribution; we are making this conference volume available
for you and everyone who is interested in traffic safety
for motorcyclists. May it provide the impetus for discussions in greater detail above and beyond the scope of
this symposium.
Dr. Walter Eichendorf German Road Safety Council
Siegfried Brockmann
Contents
5
Welcome Messages ..................................................................................................................
7
Dr. Peter Struck
MP, SPD Parliamentary Group Leader,
Member of „Gruppe Motorsport“, Deutscher Bundestag Sports Society e. V. .........
7
Dr. Klaus Sticker
SIGNAL IDUNA Group, Member of the Executive Board; Chairman of the
Technical Committee on Motor Vehicles, German Insurance Association ...............
8
Dr. Walter Eichendorf
President, German Road Safety Council . .................................................................................
9
International Activities. ......................................................................................................... 10
EU policy for riders of powered two-wheeled vehicles
Maria Christina Marolda..................................................................................................................
10
Motorized two-wheelers inside the traffic system:
What are the key questions for enhancing road safety?
Dr. Pierre Van Elslande......................................................................................................................
11
TISPOL: Motorcycles – a challenge for Europe’s police forces?
Wolfgang Blindenbacher.................................................................................................................
14
Kickstart Presentations.......................................................................................................... 17
„Vehicles and Infrastructure“ Workshop..................................................................................
Moderators:
Prof. Dr.-Ing. Reinhold Maier, Technical University Dresden
Andre Seeck, Federal Highway Research Institute (BASt)
17
A plannable risk: How does infrastructure affect motorcycle accidents?
Jörg Ortlepp.......................................................................................................................................
17
C-2-C Communication:
How do motorcycles “talk” with the road and other motorists?
Oliver Fuchs.......................................................................................................................................
19
Daytime running light: Consequences for motorcycle safety
Dr. Jost Gail ......................................................................................................................................
21
Passive safety: Lessons learnt from the EU’s APROSYS SP4 project
Jens König .........................................................................................................................................
24
The third wheel: A concrete contribution to PTW safety
Marco Pieve.......................................................................................................................................
28
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Contents
„Motorcyclists and Law“ Workshop............................................................................................
Moderators:
Prof. Dr. Dieter Müller, Institute for Traffic Law and Traffic Behaviour Research
Kay Schulte, German Road Safety Council
31
Motorcycle driving licence: Meaningless without regular refresher courses?
Sabine Degener ..............................................................................................................................
31
Safety training in the open traffic: A viable option?
Wolfgang Stern................................................................................................................................
35
If all else fails: Clamp down with harsher penalties – step up regulation?
Jürgen Rieger....................................................................................................................................
37
Motorcycle safety policy: Will it work without the bikers associations?
Rolf Frieling.......................................................................................................................................
40
How motorcyclists judge motorcyclists: a video based method
showing riders‘ risky practices to study attitudes towards risk
Thierry Bellet / Aurélie Banet...................................................................................................
44
Reducing hazardous motorcycling behaviours:
What should be kept in mind with communication measures?
Dr. Oliver Büttner............................................................................................................................
45
Recommendations for policy and practice
“Vehicles and Infrastructure“ Workshop.................................................................................
48
“Motorcyclists and Law“ Workshop...........................................................................................
50
List of Speakers............................................................................................................................. 51
Participants...................................................................................................................................... 53
Welcome messages
Dr. Peter Struck
MP, SPD Parliamentary Groupe
Leader,
Member of „Gruppe Motorsport“, Deutscher Bundestag
Sports Society e. V.
Ladies and gentlemen,
dear guests,
We are in the middle of a Bundestag election race.
For people like myself this means: giving speeches every day, answering
questions, arguing, fighting – about minimum wages, about education, about economic policy, nuclear power and all of the other topics
on the agenda.
Contrary to general belief, electioneering is not all just fun. And that’s
why I’m doubly happy about being invited to today’s event.
Because for one thing, this is a very welcome change from the routine
of election campaigning.
And for another, it gives me the chance to share my opinions on a
subject on which – although I’m very rarely asked about it – I consider
myself to be a proven expert.
I’m assuming that you all know that I’m a passionate motorcyclist.
Because of this, – and because I only too seldom have the chance to
ride on longer journeys – this year I decided to run the election race
on motorcycle.
In the last few weeks, I’ve ridden about 10,000 kilometres all across
Germany; just a week ago I was still on the road across Bavaria and
Baden-Württemberg.
We travelled a lot through countryside; we chose beautiful, windy
roads. But when it couldn’t be avoided, we also drove for long stretches
on built-up roads and motorways. On one day it was 40 degrees, on
other days it rained cats and dogs, and on other days still the wind
almost blew us off the road.
In a word: we experienced pretty much every type of traffic and weather that a motorcyclist can come up against.
So when the discussion here today turns to road safety, I know very well
what is being talked about.
Because with this type of trip, as with the one I’ve been making these
last few weeks, one experiences many things – not all of which are
pleasant.
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The risk of an accident is ever present: one can misjudge a series of
bends in the road, fail to be seen by a car driver, experience wet and
stormy conditions.
And regrettably, time and again one comes across bikers who overestimate themselves and forget that they are not the only ones on the
road.
It’s likely that every single motorcyclist knows the feeling; you sit on the
bike, put your foot down and forget everything else around you. That’s
the beauty of motorcycling – one can switch off and relax.
But a danger lurks. Many bikers tend to go too far and drive too dangerously.
Which is why I say: the slogan applies no less to bikers: “strength is
born of calmness”. And when, from time to time, I see a souped up
racing bike on the motorway, overtaking on the right-hand side at
220km/h, I have absolutely no understanding.
As bikers, our own safety is to a large degree in our hands. While preparing for today’s event, I read that more than half of all motorcycle
accidents are caused by the motorcyclists themselves. This is unacceptable.
And so my advice to all bikers: take things easy, put safety first. With
your driving style, equipment and your bike.
But even if one heeds this advice, things can still be dangerous –
because of bad weather , because car drivers misjudge motorcyclists,
because the traffic situation is confusing or unclear.
There are many things one can do to improve traffic safety. It starts
with the behaviour of road users. Improvements in engineering can
also help. And finally there’s a lot we can do ourselves to make the
streets safer.
In Germany we have most certainly achieved a high degree of traffic safety. But nevertheless, too many people are killed on our roads. I
believe, therefore, that there is still a lot that can be improved.
And so I am very glad that events like this exist, where everyone who
can contribute to traffic safety – the bikers themselves, the police, the
manufacturers, official TÜV experts, traffic researchers, insurance companies and several others – come together and talk about how we can
see to it that motorcycling becomes safer.
I’m here today not just as a biker, but also – at least for one more week
– as the chairperson of the SPD Bundestag delegation and a member
of the Bundestag. For this reason I’m particularly interested in whether
a need for political action arises from the discussion.
Should this be the case I will of course hear this with interest – not
least in the role of a biker – and can promise you that I will do my best
to make sure these things are realised.
I wish you all now an interesting and fruitful symposium. And to the
bikers amongst you a good and accident-free journey.
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Welcome messages
Dr. Klaus Sticker
SIGNAL IDUNA Group,
Member of the Executive
Board; Chairman of the
Technical Committee on Motor
Vehicles, German Insurance
Association
Ladies and gentlemen,
I, too, wish you a very good day and a
very big thank you to Dr. Struck for his opening words. I would never
have expected to have as much in common with a long-standing representative of your party as I now know to be the case. A very big thank
you: you have always stood up for the interests of motorcyclists. But we
should also keep in mind those who rides “mopeds“; they too hold the
fates of themselves and others in their hands.
In the name of the German insurance industry, may I welcome you all
cordially to Berlin. Let me extend an especially warm welcome to the
former minister of transport, Mr. Kurt Bodewig, president of the German Traffic Watch and supporter of this event.
It‘s impressive to see how many of you have made it to the motorcycle symposium today in Berlin. Of course we gave some thought
beforehand to how many people would respond to our call. I have to
say – without indulging in overstatement – that today‘s turnout has
exceeded our boldest expectations by a factor of two at least. We‘re
very glad to see that such a large number of important political, traffic safety, science, motor industry and motorist society representatives
have accepted our invitation.
I would like to welcome in particular Ms. Maria Christina Marolda from
DG TREN, the European Commission Directorate-General for Transport
and Energy. Among other things they are responsible – I think one can
say – for motorcycle safety, and I think we all agree that the EU Commission holds several important keys in its hands as regards improving
the situation.
Ladies and gentlemen, the great resonance we received in response to
our invitation to this symposium demonstrates that motorcycle safety
is at the very top of the agenda all across Europe. That said, there has
been little change in accident statistics for years now; at least one
might think this was the case. The situation appears much more dramatic if we consider the number of accidents in relation to motorcycle
kilometrage, which has been falling steadily for years. The need for
action is clearest when one draws a comparison with the occurrence
of car accidents, something which we naturally have a great deal to do
with here at the German Insurance Association. In this area however,
successful active and passive safety systems in particular have changed
a great deal over the last few years.
According to the latest research from 2007, in Germany the danger
of being killed on a motorcycle in relation to kilometrage is 14 times
greater than when driving a car. 14 times, ladies and gentlemen! This is
something one has to stop and think about. Without wishing to anticipate the results of the conference, it is fairly clear that with single-track
vehicles the technical possibilities – in contrast to cars - are limited.
Through analysis of claims files, in 2000 the accident research department of the German Insurance Association was the first to demonstrate convincingly that ABS could prevent about 10% of all motorcycle
accidents. A new study by Bosch even proved that one in four motorcyclists injured or killed in Germany would still be alive or have avoided
injury respectively if all motorcycles were equipped with ABS. At the
time, we insurance providers attempted to gain motorcyclist acceptance for this safety feature through the “Brake Better” campaign. With
considerable success, because I believe that with the exception of a few
hopeless cases, – and by saying this I reveal my true nature somewhat –
the blessings of ABS have been accepted by us bikers. Now it is the turn
of the motorcycle industry to equip their models with anti-wheel-lock
braking systems as a matter of principle.
When the technical possibilities are limited, however, things depend all
the more on the rider. This is why I do not believe in encouraging the
belief among motorcyclists that, for the most part, they are the innocent victims of “blind” car drivers. Of course, as a motorcyclist myself, I
know that sometimes this can be the case. But we should not close our
eyes to the fact that, at least in Germany, the statistics speak a different
language. We heard the figures just a moment ago. In 44 percent of collisions with other road users the motorcyclist was responsible. And if
we include single vehicle accidents in this calculation, the figure climbs
to 67%, more than two thirds of all cases. It is also worth noting that
our investigations revealed a significant statistical correlation between
the power-to-weight ratio and the occurrence of accidents. This is actually very plausible; here there is a clear connection.
This is why it is our duty to make it clear to drivers of two-wheeled
motor vehicles that their fate is in their own hands. Should a “blind”
car driver cross one‘s path, anticipatory and defensive riding contribute
greatly to the chance of survival. And should things get serious, it is
definitely beneficial to have taken part in a motorcycle safety training
course. The reasons why this is so important and the training models
currently being trialled will be discussed later.
Ladies and gentlemen, friends of motorcycling, with these introductory
thoughts let me send you now into the conference. I hope that this
event bears important and perhaps also decisive impulses which will
help to make this – actually very nice – means of transport safer still.
I wish you an interesting symposium both today and tomorrow, and on
that note now pass on the microphone to the president of the German
Road Safety Council, Dr. Walter Eichendorf. Thank you very much.
Welcome messages
President, German Road Safety
Council
Dear Dr. Struck, dear Dr. Sticker,
ladies and gentlemen,
Motorcycling is, and remains, one of the
most fascinating modes of transport.
It’s been a long time since travelling on
two wheels was the most economical
way of getting from A to B. At the latest since the second motorcycle boom
at the beginning of the 80’s more and more people are travelling by
motorcycle, among whom there is an increasing number of males over
40. I say this now with the accident statistics already in mind, something we will certainly talk about during this symposium.
If we take a look at the statistics, we see that the number of accidents
involving young motorcyclists has clearly fallen. This is in complete
contrast with the trend we know from car drivers. Taking a closer look
at the figures, we notice however that for male motorcyclists and those
over 40 the numbers have been rising since 1991. If we adjust the data
and take them in relation to kilometrage, the results for these age and
gender groups are extremely poor. As Dr. Sticker said: we have a 14
times higher risk of death if we compare motorcycles with cars. And he
also mentioned another statistic: if we include single vehicle accidents
in this calculation, it is actually the motorcyclist that causes the accident in 67 % of all cases.
I came here today – as did many of you – almost directly from the
weekend. We had a wonderful time at the “Moselschleife” on the Mosel
river, close to Trittenheim. Around midday on Saturday three men
between the age of 50 and 60 were on the road, with heavy 1200cc
motorbikes, all of them with ABS. Very experienced motorcyclists. And
then, at around 3pm, one of the three called to say that the other two
had crashed into each other. The first had braked very suddenly, the
reaction time was enough for the third – but not for the second. The
second had simply been driving too close behind the one at the front.
He collided with him, sailed over the bike in front and of course took
the first driver with him. The whole thing ended without serious consequence, but for both of them the broken ribs and collarbones will be
a painful reminder of the experience for weeks to come. All three were
riding very good bikes and wearing very good protective clothing with
protectors, otherwise the accident could have ended nastily. But it was
an accident which in terms of age group and causation fits exactly
into what is being discussed here. Precisely because I experienced this
all from such close quarters, I know how important this conference is,
even though I am not a motorcyclist myself.
I therefore very gladly welcome you to this important event, both in
the name of the German Road Safety Council and in the name of the
German Social Accident Insurance. Trade associations and accident
insurance companies are, unfortunately, also affected by motorcycle
accidents, particularly in the form of commuting accidents. The Ger-
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man Road Safety Council has decided on a philosophy which originates
from Scandinavia: Vision Zero. Vision Zero means quite simply: we cannot and will not tolerate any accidents involving personal injury. We
want both the physical environment and the vehicles – and also the
riders – to be so safe that the goal of reducing the number of killed and
seriously injured drivers to zero really can be achieved.
You have the chance here to discuss the whole package: including
road construction, automotive engineering with active and passive
safety, politics and legislation, but also – especially with motorcycles
– influencing people’s behaviour. At the German Road Safety Council
we decided on a series of items to increase motorcycle safety. I’d like to
mention a few of these now, to provide some impulses for you to take
with you into the symposium:
We would like motorcycle manufacturers to make a voluntary commitment to equip all motorcycles with ABS, since we know how extremely
effective this is. We have asked the industry to offer effective, highcontrast and high-visibility protective clothing, and we appeal to
motorcyclists to definitely wear this sort of clothing with protectors. It
was this, that – although it might not have actually saved their lives –
definitely saved the two motorcyclists on Saturday from serious injury.
The recommendation calling for the modernisation of crash barriers
to include underride protection was welcomed emphatically by the
board of the German Road Safety Council; of course this just for roads
used frequently by motorcycles. We’ve discussed the issue of stretches
of road with rumble strips, the possible implementation of these will
be re-examined. But very important for us, and here we have arrived
back with the “driver”, are regular safety training courses in a test environment or in open traffic. This is our urgent recommendation to all
motorcyclists.
Today and tomorrow we will have the opportunity to immerse ourselves in this topic. We hope for – in fact we expect – important impulses for PTW safety in Germany. It would make us particularly happy,
Ms. Marolda, if after this event you would be able to carry over these
impulses into European politics. I wish all of us the best, enjoy dicussing the topics at hand, and I thank you for your attention.
10
International Activities, abstracts
EU policy for riders of powered two-wheeled vehicles
Maria Christina Marolda
DG TREN
A safe infrastructure will be ensured by the integration
of safety measures in all phases of the planning, design,
construction and operation, with the aim to reach the
highest level of safety for all users, and in particular for
motorcyclists, whose specific needs have not been taken
sufficiently into account so far.
Technological development of the vehicle as well must
be considered: whereas automotive industry has made
enormous advances in the safety of cars, PTWs‘ integrated safety performances still need to be enhanced
and motorcycles must be duly considered in the development of the Intelligent Transport Systems.
The European Road Safety Action Plan 2001-2010 is
based on the principles of „shared responsibility“ and
„integrated approach“.
These will be continued when setting up policy priorities
for the next Action Plan 2011-2020 which will be concentrated on the human components of road transport.
Users will be at the centre of attention for the actions to
be undertaken in the next 10 years, even if the development of the „vehicle“ and „infrastructure“ components
will not be neglected.
A particular attention will be put on vulnerable road
users, to whom PTW riders belong.
Main focus for the next actions will be on training and
education of riders: the EU instrument already adopted,
and which will be in force in 2013, is the 3rd Directive on
Driving Licence. It foresees a „progressive“ access to the
powered two-wheeler and is to be supported by specific
training programmes.
A number of RTD projects are already developing some
solutions in this field, and much more can be done.
The next Action Plan will have to respond to a number of
challenges, such as the demographic change of our society, the effects of the present global economic crisis, the
fast technological development, new forms of governance… PTWs will be at the centre of these challenges as a
growing transport mode with very specific safety needs,
which need to be dealt with in an innovative approach,
able to give them the deserved role and safety in the
transport system.
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Motorized two-wheelers inside the traffic system:
What are the key questions for enhancing road safety?
Dr. Pierre Van Elslande
INRETS – Institut National de Recherche sur les
Transports et leur Sécurité
tity of mobility. An eloquent indicator of their weakness
is the risk to be killed as regard to the mileage. The risk
per km is thus 20 times superior on a motorized twowheeler vehicle than in the car. And perhaps even worse
is the risk of being severely injured, with handicap for
life (Amoros, Martin and Laumon, 2008). Furthermore, it
is known that accident reporting in national databases
is incomplete and there are indications that it is more
incomplete for motorcycle and moped riders than for car
occupants (Elvik and Vaa, 2004). It is notably the case for
single vehicle accidents which are specifically underestimated for PTW.
Introduction
Marginal in the past, powered-two-wheelers (PTW) have
become an increasingly popular mode of travel, notably
as a response to our current society difficulties, such as
petrol cost, traffic jams, and the needs for mobility. As a
result of this growing use, the crashes PTW drivers are
victims of in terms of mortality and morbidity represent
an actual problem of public health. PTW have come to
the limelight of road safety and their accidents question
the traffic system as a whole. The problem is not as simple as it is sometimes considered, and in order to define
efficient solutions, we need to go further than an overall
analysis. We have to know more about the different facets of the various difficulties that PTW meet when interacting with the road layout and with the traffic.
An unfair risk
The motorized two-wheeled vehicles riders are, with the
pedestrians and bicyclists, the users most exposed to
the road risk. Statistical data show that they represent
16 % of people killed on the road in Europe (SafetyNet,
2008) whereas they represent less than 2 % of the quan-
This excess risk comes partly from the greater vulnerability of the PTW users, in the sense that, with the absence
of protection, the least collision exposes them to often
serious wounds. But they also come from a stronger
involvement in certain types of accidents. These two
characteristics of their accidentalness attest a certain
inadequacy between the motorized two-wheeled vehicle and the current driving system. We must consider
that, historically, this system have been essentially conceived and directed according to the problems of cars
traffic flow. It requires an effort of adaptation towards
the motorized two-wheeled vehicles as being an integral part of road users, to whom the traffic system
should have the objective to be adapted.
Why is it so difficult to solve the problem?
In relation with their development, the motorized twowheelers‘ population constitutes an increasingly heterogeneous family, with regard to the types of vehicle
(trail, sporting, scooter, etc), the very strong diversity
of their characteristics, as well as the diversification of
their use (from the motor bike “for fun“ up to the “utilitarian“ motor bike). Such a disparity of the modes, uses,
12
attitudes (in particular with respect to risk taking) conditions particular practices which are not without consequence on the various problems of interaction met
within the traffic, and on the accidents which results
from it. The different facets of the motorized twowheelers problematic thus deserve to be apprehended
in-depth from the point of view of their determinants
and their consequences in terms of both primary and
secondary safety. The various forms of accidents proceed from specific mechanisms which are essential to
highlight so as to cover the range of the problems. One
cannot speak about “the PTW“ but “the PTWS“. One cannot speak either about “the problem“ of the motorized
two-wheelers, but about the plurality of the problems
which their inscription in the driving system underlies.
The problems they represent being plural, they must be
studied operationally in their various facets. Only under
the condition of a well documented knowledge of this
plurality, adapted solutions could be defined in a targeted way.
What are the key questions for enhancing ptw safety
on the road?
Crashes can be defined as multi-factorial processes.
Every single accident case involves a combination of
causes, the result of which being the incapacity of the
road users to compensate for the difficulties encountered. These different types of factors act along the malfunction production chain, from the “driving phase“ to
the “impact phase“ (figure 1). Safety measures should,
in the same way, be found at these different levels,
whether by acting on the drivers (including “other“ road
users), on the vehicles or/and on the road environment.
Upstream
factors
Driving
phase
Triggering
factors
Defense
weaknesses
Lack of
protection
Rupture
phase
Emergency
phase
Impact
phase
Among the key questions that can be drawn from
research works found in the literature, we can briefly
mention the followings1:
• PTW conspicuity
A large amount of research works insist on the fact that
PTW are more difficult to perceive than other vehicles,
and that this poor “conspicuity“ plays an important role
in accident occurring. However, such a result is governed
by complex mechanisms involving perceptive, cognitive
and behavioral factors. A better knowledge of these
underlying factors will condition the efficiency of the
measures taken.
• PTW users, usage, culture and risk exposure
Very few knowledge exists on the precise risk exposure
of PTW users. It would thus be useful to put forward
studies to know better the variety of PTW users and the
variety of their mobility behavior, in order to identify
well targeted strategies of prevention. Led on the European scale, this work could allow better documented
comparisons of the accident risk on motorized twowheelers between countries. Further upstream social
and cultural questions should also be investigated as far
as they condition driving behavior at its early stages.
• Training and licensing
The effect of training is complex and has sometimes
proved to be counterproductive, depending on the content and the aim of the instruction. As a general point,
PTW training should be more oriented toward the development of prevention abilities than recuperation skills
acquisition. Training should also concern other road
users, with the aim to allowing them to better interact
with PTW. Besides, the introduction of a graduated driving licence for motorcyclists has been shown to be associated with a safety benefit.
Figure 1. Main phases within an accident sequence
(from Van Elslande et al, 2008)
1
Of course, this list is non exhaustive.
• Technological systems
PTW is a vehicle which presents particular difficulties of
driving. So it asks for the development of specific driving aids. The first works on the equipment of antilock
brakes on motorcycles have been found to reduce overall accident involvement and severity. Other systems
are to be developed, useful in driving situation (e.g.
early detection of the situations at risk), as it in emergency situation (e.g. braking and stability improvement).
Safety devices allowing the other users to better detect
and interact with the PTW also are to be developed and
evaluated.
• An infrastructure helpful, tolerant and protective for
PTW users
PTW is a vehicle particularly sensitive to the characteristics of infrastructure (curve radius, friction, visibility,
possibility of recuperation, fixed obstacles, etc.). A difficulty easily compensated for on four wheels can become
a major drawback on two wheels. Three aspects are to
be considered in order to promote a safe road layout for
PTW: 1/ A “helpful“ infrastructure, allowing the rider not
to find himself in critical situation, 2/ A “tolerant“ infrastructure, allowing this user to recover his own errors
and those of the others, 3/ A “protective“ infrastructure,
taking into account better the PTW riders vulnerability in
case of impact. Works to increase the knowledge in these
domains, still too fragmented, are to be developed.
• Protection devices
Continuous progresses have to be done to reduce PTW
riders‘ vulnerability. The appropriate safety devices must
take into account their practicability for their user:
ergonomics, cost, adaptation to weather conditions (for
example summer time).
• Evaluation of safety measures
In a general way, the safety measures suffer from of a
lack of objective evaluation of their efficiency. It would
be advisable to put forward studies estimating the
effects of the actions dedicated to PTW users.
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Conclusion
Knowledge is progressing, but there is still a real need
for research on the foundations underlying PTW insecurity, with a view to defining measures for addressing its
specificities and meeting the needs of each participant
in the driving system. Beyond the observation of the
inherent vulnerability of this form of travel, it should be
considered that PTWs have a specific dynamic behaviour
that sometimes leads to greater difficulties of control
in the same conditions. Their particular place in traffic
should also be taken into account, with sizes and performances that can lead to special difficulties in interaction with other users of the road space.
In brief, we still need to progress in understanding the
different mechanisms at work in this safety problems.
This knowledge can be considered a necessary condition
for defining more targeted, and therefore better suited,
actions.
References
Amoros, E., Martin, J-L., and Laumon, B. (2008). Actual
incidences of road casualties, and their injury severity,
modelled from police and hospital data. European Journal of Public Health, 8, 1-6.
Elvik, R., Vaa, T. (2004). The Handbook of Road Safety
Measures. Elsevier Science, Oxford.
SafetyNet (2008). Traffic safety basic facts 2008, motorcycles and mopeds. European Road Safety Observatory,
Loughborough.
Teoh, E. R. (2008). Effectiveness of antilock braking systems in reducing fatal motorcycle crashes. Insurance
Institute for Highway Safety, Arlington, VA.
Van Elslande, P., Naing, C., Engel, R. (2008). Human
factors: Summary Report. Deliverable D5.5. European
TRACE project. www.trace-project.org
14
TISPOL:
Motorcycles – a challenge for Europe’s police forces?
Wolfgang Blindenbacher
Deputy Chief Constable, TISPOL President
Traffic Expert for the North Rhine-Westphalia Ministry
of the Interior
The TISPOL Organisation
TISPOL was established in 1997 to encourage cooperation between the traffic police forces of European capitals. Since then, 27 European countries have become
members of the organisation.
The main concern of the European traffic police network
is supporting the European Union in its goal to half the
number of lives lost on European roads by 2010 (compared to 2001).
European Union: Road Traffic Accident Situation
In 2006 alone, 6,200 motorcyclists were killed on the
roads of Europe. For that entire year 42,960 traffic
deaths were reported. Motorcyclists constituted thus
approx. 16 % of the total.
Contrary to the general downward trend across Europe
in the number of deaths recorded for almost all types of
traffic participants, for motorcyclists an upward trend is
apparent.
That said, the distribution of risk across Europe is nonuniform. The number of motorcyclists killed per billion
kilometres travelled varies noticeably across the different European member states. In relation to the total
annual kilometrage – of which motorcycles constitute
only 2 % – the chance of a motorcyclist being killed in a
road traffic accident is 18 times greater than for other
motorists.
To achieve this goal, TISPOL does the following:
• Fosters traffic supervision, traffic accident prevention and public relations work through its integrated
approach
• Exchanges methods and practices to further traffic
safety (best practice examples)
• Coordinates transnational monitoring activities
• Advises the European Union on traffic issues
• Supports research on traffic safety
TISPOL is supported in its objectives by the following
organisational structure:
• The TISPOL Council, which is organised in the form
of a parliament, comprises one representative from
each of the member states. The council makes significant, fundamental decisions for the organisation as a
whole
• The TISPOL Executive Committee, whose ten members are elected by the council, prepares the decisions
to be made by the council
• The next organisational level is made up of the TISPOL
Working Groups
• The TISPOL “Police Monitoring Activities” Working
Group coordinates simultaneous pan-European
monitoring activities on various topics (“European
•
•
•
•
•
•
Speed Inforcement Operation”, “European Operation
Alcohol, Drugs & Driving”, “European Seatbelt Operation”, “European HGV Operation” and “European
Operation BUS”).
The TISPOL “Speed” Working Group concentrates on
how to simultaneously exercise a preventive influence on attitudes toward speed and monitor existing
speed limits in an evidential way.
The TISPOL “Alcohol/Drugs” Working Group focuses
on developing formalised definitions as regards driving under the influence of alcohol and/or drugs. The
group aims to adequately describe the subject areas
alcohol, legal and illegal drugs.
The TISPOL “Safety Belt” Working Group has collected
figures, data and facts on the usage of safety belts
and child restraint systems across Europe and made
these findings available to both the European Commission and the TISPOL member states.
Further to this, the TISPOL “Motorcyclist/Young Driver” Working Group was established in response to
these (new) challenges.
The TISPOL “Tacho Web” Working Group has developed a handbook on how analogue and digital tachographs might be manipulated, which is available in
the password-protected section of the TISPOL website.
The TISPOL “Traffic Safety & Crime” Working Group
deals with the “integrated control approach”, which
links the areas of combating traffic accidents and
crime.
TISPOL: Motorcycles – a Challenge for European Police
Forces
The TISPOL “Motorcyclist/Young Driver” Working Group
– which is made up of TISPOL representatives from
France, Great Britain, Italy, Austria, Spain and Germany
– collects best practice examples and develops strategies and tactics to reduce the number of motorcycle
accidents.
15
Certain expectations exist as to the concepts which are
developed. An integrated approach should combine and
coordinate law enforcement, prevention and press and
public relations.
The specific traffic supervision situation which arises
when monitoring motorcycles must also be taken into
account. The need for combined front and rear photography – also capturing the motorcycle‘s rear-mounted
numberplate – is an example of the technical flexibility
required. This is accompanied by an inevitable increase
in the subjective expectation that one is being monitored.
Deployment of police officers should make it possible to
respond promptly to “motorcycle friendly” weather conditions (fair weather on the weekend).
In addressing the target group of motorcyclists, preventative measures too must take into account special
circumstances relating to rider, vehicle and road surface.
Motorcyclists do not form a single, homogeneous group
which can be addressed as one. Instead, direct contact
must be made (through monitoring) and opportunities
used (biker meetings). The specific characteristics of
motorcycles (e.g. different braking behaviour) must be
taken into account when creating flyers.
A successful strategy encompasses targeted press and
public relations work. In some European states these
activities are not part of the standard repertoire.
TISPOL aims to communicate the meaningfulness of
employing a combination of all of these elements (law
enforcement, prevention and press and public relations).
The ideas developed by the TISPOL “Motorcyclist/Young
Driver” Working Group will, for example, be published in
the context of conferences or through the internet.
16
Best Practice Examples:
• Video surveillance by unmarked police vehicles (cars
and motorcycles) to combat serious offences (speed,
keeping distance, overtaking, etc.)
• Addressing dangerous riders directly, where motorcyclists who have come to the attention of the police
are contacted directly in order to avoid further serious
traffic offences
• Shock videos, shown during traffic checks, in vocational schools, driving schools and/or on television
and in cinemas
• Driver and safety training, in which the police are
involved through networks
• Press and public relations work, for example in the
form of organising biker meetings
Kickstart Presentations „Vehicles and Infrastructure“, abstracts
17
A plannable risk:
How does infrastructure affect motorcycle accidents?
Jörg Ortlepp
occurrence and from this deduce measures to reduce
the number of motorcycle accidents.
As part of the project, location-specific accident data
from the German state of Saxony was analysed and an
extensive survey conducted to examine the behaviour of
motorcyclists. The accident researchers further investigated the vehicular influence on accident circumstances
by analysing the accident database.
For years now, there has been a continuous decline in the
number of people killed and injured in road traffic accidents in Germany. While the number of deaths among
drivers of cars and motor-assisted bicycles/mopeds has
dropped by approx. 60% over the last 18 years, the death
toll for motorcyclists fell by just 20%. The risk of death
resulting from a road traffic accident is now 17 times
higher for a motorcyclist than a car driver.
In order to improve the safety of motorcyclists, a successful traffic safety programme must address the problem on three levels:
• The motorcyclist
• The vehicle
• The infrastructure
Based on this belief, the accident research department
of the German Insurance Association carried out a
research project which adopted a broad, interdisciplinary approach to duly consider all three of these areas.
The goal of the project was to ascertain the technical,
road-related and behavioural influences on accident
To understand the role that infrastructure plays on accident risk for motorcycles, especially problematic road
characteristics were identified. Outside built-up areas
these are first and foremost a high frequency of junctions, the position of crests in curves and junctions, a
high level of curviness, and stretches of road with significant longitudinal slope. Within built-up areas, stretches
of road with poor surface quality and sections with tram
lines proved to be problematic.
In addition to this the ten most common accident scenarios were identified, which together account for 41%
of all motorcycle accidents involving serious physical
injury. For each of these scenarios a set of measures
to improve traffic safety were proposed. The following
points in particular should be taken into account when
planning transport infrastructure, in order to ensure the
greatest possible degree of safety for motorcyclists:
• The sides of the road should be unobstructed
• Crash barriers only in combination with underride
protection
• Separate lanes and traffic light phases at crossroads
and junctions for left-turning vehicles
• Removal of road damage and visual obstructions
18
It is very important that the dangers for motorcyclists be
considered when planning and laying out new roads, i.e.
that the curviness, junction density and positioning of
crests and dips along a stretch of road are configured in
such a way that motorcyclists can use that road safely.
If these fundamental considerations are taken into
account, when planning and servicing roads, a valuable
contribution can be made to road traffic safety, not just
for motorcyclists, but for all road users.
19
C-2-C Communication:
How do motorcycles “talk” with the road and other motorists?
Oliver Fuchs
Honda R&D Europe (Germany) GmbH
(they saw the motorcycle but decided to continue with
the intended manoeuvre anyway).
The problem of visibility and awareness of motorcycles
on the road clearly needs to be addressed.
Statistics
In 1999, an EU funded research project (Motorcycle Accident In-Depth Study or MAIDS) investigated the underlying causes of motorcycle accidents. The researchers
were a consortium of partners including, among others, ACEM (The Motorcycle Industry in Europe), FIM and
FEMA (rider organisations at international and European level).
Data was collected on 921 motorcycle accidents occurring in 5 European countries. It was found that 88 % of
the accidents were mainly caused by human error, while
8 % were due to external environmental factors such as
weather conditions or road infrastructure. In 37 % of
cases the motorcyclist was the cause of the accident,
while in 50 % of cases the driver of the other vehicle was
responsible. A breakdown of this 50 % showed that: 72 %
were so-called ‘perception’ failures, where the driver
failed to see the motorcycle, 3 % were ‘comprehension’
failures (they saw the motorcycle but the brain did not
recognize it as such), and 20 % were ‘decision’ failures
Vehicle to Vehicle (V2V) Systems Development by
Honda
Honda has developed this technology within the ASV
(Advanced Safety Vehicle) programme in Japan, and is
currently participating in projects in Europe, Japan and
the United States. This ASV System uses a wireless communication unit to ascertain the position and direction
of cars and motorcycles in relation to each other, and
provides drivers with information on approaching vehicles and obstacles on the road.
What is Vehicle-to-Vehicle Communication?
V2V communication rapidly relays information in a simple and concise manner, which supports motorists’ and
bikers’ recognition processes.
Information including position, direction and vehicle
dynamics coordinates is exchanged between vehicles.
Motorcycle riders can safely receive warnings about
vehicles near them on a Head-up Indicator Display, and
can receive information through an in-helmet audio
system, neither requiring them to take their eyes off the
road. Drivers can view information on the status of cars
and motorcycles in their vicinity and receive warnings
on, for example, their navigation system display.
How can V2V Communication help?
The MAIDS research also looked at the most common
motorcycle accident configurations. Almost 35 % of
these were down to two main configurations:
20
• A
ccidents at an intersection, where the colliding vehicles were following perpendicular paths.
• Left-turn accidents (right-turn in the UK and Ireland),
where two vehicles approach in opposite directions
and where the other vehicle cuts across the path of
the oncoming motorcycle.
Warning by Vehicle-to-Vehicle Communication could
prevent these two typical situations.
Honda’s own innovations
The research into vehicle-to-vehicle and infrastructure
communication systems is yet one more step in the
development of new technologies for enhanced comfort
and safety.
Further resources
Honda also fully supports the EU targets for traffic fatality reduction and is well on its way to fulfilling its safety
commitments under the European Road Safety Charter.
Related Links:
http://world.honda.com/
http://world.honda.com/ASV/
http://world.honda.com/news/2008/2081022LifeSaving-Motorcycle-Technology/
21
Daytime running light:
Consequences for motorcycle safety
Dr. Jost Gail
Federal Highway Research Institute (BASt)
driven with activated passing beam or dedicated daytime running light (DRL, according to ECE-R87) during
the daytime. DRLs for powered multi-track vehicles are
solely designed to enhance the vehicle’s conspicuity,
and their illumination characteristics differ from those
of the passing beam. It cannot be ruled out that an
increased use of DRLs on powered multi-track vehicles
would make motorcycles even less conspicuous than
they are at present, given that the use of DRLs on motorcycles continues to be prohibited.
Introduction
There are numerous studies to document that the use of
lights on vehicles during the daytime carries an overall
traffic safety benefit.
Studies for Germany were conducted by researchers
from BASt (S. Schönebeck et al.), who collected and
evaluated existing studies on daytime running light and
its effects and applied their results to German conditions and accident statistics. Based on these studies, the
introduction of daytime running light for multi-track
vehicles can be expected to reduce the number of injury
road accidents in Germany by 3 per cent. To avoid unnecessary additional fuel consumption the use of dedicated
daytime running lamps equipped with LED were recommended. Thus in socio-economic terms, driving with
lights switched on during the daytime would result in a
benefit-to-cost ratio of about 4.
Hence it has been recommended since October 2005
that all multi-track powered vehicles in Germany be
For this reason a study conducted by the German Federal
Highway Research Institute (BASt) investigated to what
extent the conspicuity of motorcycles can be increased
compared to the current level. A second question to be
investigated was whether motorcycles with their current daytime signal pattern (passing beam) might be
even more difficult to make out in the future because
their characteristic contours might become drowned
out in an overall ‘sea of lights’.
Test design and realisation
In its research project BASt carried out two test series
to assess frontal signal patterns on a motorcycle. In
the first test series, five different frontal signal patterns were compared with each other. The second test
series involved seven frontal signal patterns featuring
additional or re-arranged lights to make the motorcycle more conspicuous and recognisable. For each signal
pattern, test persons assessed the conspicuity of the
motorcycles with their respective light configurations
from a distance of 50 m and 100 m in a direct paired
comparison. The motorcycles were placed in front of or
next to a car in a static traffic situation.
22
In test series one, the following five different sets of
lamps were mounted on a motorcycle:
• Signal pattern A:Passing Beam (white light, H4 filament lamp, round design)
• Signal pattern B:Passing Beam (white light, H4 filament lamp, round design) with
permanently activated direction
indicators (amber, P21W filament
lamp)
• Signal pattern C:One DRL (white light, max. 500 cd
in HV, filament lamp, oval design)
• Signal pattern D:One DRL (selective yellow light,
max. 500 cd in HV, filament lamp,
oval design)
• Signal pattern E:One DRL (amber light, max. 500 cd
The second series compared six additional frontal signal
patterns of dedicated daytime running lights in different
configurations (single white DRLs, white DRLs arranged
in pairs, or DRLs with higher luminous intensity, respectively) and one signal pattern from the first test series.
As in the first test series, test persons assessed the conspicuity of the different signal patterns in an equivalent
direct paired comparison. The following list shows the
seven signal patterns assessed:
• Signal pattern A:One DRL (white light, max. 500 cd
• Signal pattern B:Two DRLs (white light, max. 500
cd/DRL in HV, filament lamp, oval
design, distance of the DRLs 200
mm)
• Signal pattern C:Two DRLs (white light, max. 650 cd/
DRL in HV, LED light source, round
design, distance of the DRLs 200
mm)
• Signal pattern D:Two DRLs (white light, max. 1000
cd/DRL in HV, filament lamp, round
design (small), distance of the DRLs
200 mm)
• Signal pattern E:One DRL (white light, max. 650
cd in HV, LED light source, round
design)
• Signal pattern F:One DRL (white light, max. 1000 cd
in HV, filament lamp, round design
(small))
• Signal pattern G:One DRL (white light, max. 800 cd
in HV, LED light source, elongated
LED-string design)
Results
The major results of the first test series were the following:
• A signal pattern on the motorcycle consisting of
a single DRL (signal pattern C,D and E) was better
recognised by test persons than the standard signal
pattern of a motorcycle with activated passing beam
only (signal pattern A).
• The colour of the DRL had no statistically significantly
influence on the recognisability of the signal pattern.
• The presence of multi-track vehicles and their lighting
had no influence on the conspicuity of the motorcycles.
The paired comparison analysis of the motorcycle’s
conspicuity in the static experiment of the second test
series resulted in the following conclusions:
• Statistically, all signal patterns involving two DRLs
on the motorcycle (signal patterns B, C, and D) were
rated as significantly better in terms of their recognisability than the signal patterns with only one DRL
(signal patterns A, E, F and G).
• From a distance of 50 m, signal pattern C was rated as
significantly better recognisable than signal pattern
B, even though the luminous intensity of the two signal patterns was almost equal (500 cd to 650 cd). The
light of the LED-DRL with its white colour is spectrally
closer to daylight and was therefore rated as brighter
by the test persons. However, from a distance of 100
m this ‘colour effect‘ almost disappeared and both
signal patterns B und C were assessed to be equally
recognisable.
• F rom a distance of 50 m, signal pattern C also was
rated as significantly more recognisable than signal pattern D, even though the luminous intensity
of signal pattern D was much greater. Also in this
comparison the light of the LED-DRL with its white,
daylight-like colour was recognised and assessed by
the test persons as brighter than signal pattern D
with its much higher luminous intensity. However,
from a distance of 100 m this ‘colour effect‘ also disappeared and signal patterns C und D were assessed
to be equally recognisable.
In addition to the pair comparisons between different
lighting configurations, test persons in both test series
were asked to give a subjective rating of the conspicuity of the motorcycle as a whole with its different signal
patterns. The following additional conclusions can be
drawn from this evaluation:
• The ‘colour effect‘ of signal pattern C was also
observed in signal pattern G. The elongated, stringshaped LED-DRL appeared very bright, glaring and
eye-catching from a short distance whereas signal
pattern D was not found to be very conspicuous. But
already from a distance of 50 m, and clearly from a
distance of 100 m, the real luminous intensity of the
DRL begins to play a greater part, making signal pattern D much better recognisable.
• For signal pattern G, an elongated string of LEDs,
the major single conspicuity factor was the distance
between the test person and the motorcycle. The
elongated luminous area was experienced as increasingly ‘diffuse’ with increasing distance and became
almost undetectable against the given background
from long distances. This was not the case to the
same degree with a more compact (e.g. round) luminous area of another DRL (such as the one in signal
pattern E).
23
Conclusions
Various sets of lights were fitted to a motorcycle to form
several different frontal signal patterns for comparative
assessment. The signal pattern variants studied included a number of alternatives to the passing beam which,
as a result of featuring additional or re-arranged light
sources, could make motorcycles more easily identifiable.
The results of these research projects prove that in natural daylight motorcycles equipped with daytime running
lamps are more readily detected, so that replacing the
passing beam function by dedicated daytime running
lamps is likely to bring about an improvement in road
safety.
The outcome of these studies on motorcycle conspicuity
has paved the way for an approval of daylight running
lamps in accordance with ECE-R87, thus making it legal
for motorcyclists to ride with one or two DRLs in the
daytime instead of their passing beam. Draft proposals
for an amendment of ECE-Regulations No. 53 and No. 87
can now be written.
This would eventually improve the daytime conspicuity
of powered two wheelers. In addition, the special lighting system proposed would require less energy, thus
contributing to fuel economy.
24
Passive Safety:
Lessons learnt from the EC APROSYS Project
Jens König
DEKRA Technology Center – Accident Research
users in all relevant accident types and over all ranges of
accident severity. Measures and strategies for powered
two-wheelers are included within Sub-Project 4 dealing
with motorcycle accidents. The purpose of this SP is to
reduce the number and severity of user injuries associated with PTWs (including mofa/moped) for the most
relevant accident types. This will be achieved by means
of in-depth analysis of the different accident scenarios
in which motorcyclists were involved (WP1). Interest is
to be concentrated on “forgiving“ types of road infrastructure features and design (WP2), and advanced protection systems for motorcyclists (WP3).
Introduction
More than 6,000 of the 40,000 fatalities on European
roads in 2001 were related to powered two-wheelers
(PTWs). Compared to the overall number of victims
on the roads, this figure represents 15 % of the toll of
this appalling aspect of our society´s desire for mobility. The European Commission has launched the 3rd
European Road Safety Action Plan with the ambitious
goal of reducing the fatalities by 50 % by 2010 based
on the 2001 figures. Against this background the EC
launched the Integrated Project APROSYS (Advanced
PROtection SYStems) within its 6th Framework Programme. APROSYS Integrated Project on Advanced Protective Systems is focussed on scientific and technological development in the field of passive safety. It concerns, in particular, human biomechanics, vehicle and
infrastructure crashworthiness and occupant and road
user protection systems. APROSYS aims to offer a noteworthy contribution to the reduction of road victims in
Europe. In other words, the general objective of the IP is
the development and introduction of critical technologies that improve passive safety for all European road
WP1
As a first step within the context of WP1, data from various national statistical offices has been analysed. This
included SP consortium data from Italy, Germany, Spain
and the Netherlands. Except for Italy the data from four
different countries have been analysed for the years
2000 to 2002. In the case of Italy the years 1999 to 2001
were chosen because no data was available for 2002. For
each country, the differences in data acquisition methods and database restrictions are described prior to the
analysis. Thus a comprehensive understanding of the
results as well as of the limiting factors has been gained.
A separation of the PTWs into mofa/moped and motorcycles has been made in order to highlight possible
differences for the selected variables. A common summary of the PTW situation for the country concerned
is followed by an analysis of the population characteristics such as gender and age patterns. The accident
circumstances were split into area, time, month, road
alignment, road conditions, weather and light conditions. Urban and non-urban areas have been separated.
A more precise differentiation of the non-urban roads
into highway and other roads has been made. As for the
selection of the accident scenarios, which are further
addressed in the following workpackages, the focus was
on four main variables such as type of vehicle (mofa/
moped or motorcycle), type of accident (single vehicle
accident or various vehicles involved), type of road alignment (straight, bend, curve, etc.) and area (urban, nonurban). These variables have been cross-linked in order
to obtain the different accident scenarios. The data
taken into account for the scenario definition focussed
only on severe and fatal accidents. As a result seven
scenarios were identified as being the most significant,
Table 1.
Table 1 Identified accident scenarios
Urban Area
Non Urban Area
Moped against
car at intersection
Motorcycle against
car at intersection
Moped against
car on straight road
Motorcycle against
Motorcycle against
car at intersection
Motorcycle single
vehicle accident
Motorcycle against
In a following step the identified accident scenarios
have been further explored by means of in-depth databases available within the consortium: from Germany
the DEKRA database, the GIDAS 2002 database and the
COST 327 database, from the Netherlands the Dutch
part of the MAIDS database. Unsurprisingly, not all the
requested information was obtainable from the four
databases so that the merged findings were the best
available in those circumstances. Three different tasks
have been set up dealing with PTW-to-car accidents,
PTW collisions with infrastructure features and the
performance of rider protective devices. For the PTW
25
– car accidents it was found that the results of former
studies in the field could be affirmed. On the whole,
PTW-to-car accidents resulted from a perception failure. As far as the ISO 13232 impact constellations are
concerned, it was possible to confirm front-front and
front-side impacts of the PTW with the car as being the
most frequent. Accident avoidance manoeuvres on the
part of the PTW were sometimes conducted through
braking and/or swerving but with little success. On
average, injuries suffered by the PTW users were more
severe when caused by contact with the car. In the case
of PTW collisions with infrastructure features the most
significant obstacles involved in accidents with a mainly
severe outcome were trees/poles, roadside barriers and
road infrastructure features in general counting also
pavement. Frequently the collision with a road infrastructure feature constituted the primary impact. Roadside barriers appeared to cause predominantly severe
injuries when struck, a noteworthy point here being
that the impact angles were rather shallow. Obstacle
impacts led to head injuries particularly often and the
lower extremities were injured nearly as often as the
head. For the determination of the effectiveness of protective devices used by PTW drivers, a paired comparison
between protected and unprotected casualties has been
carried out in which four protection levels were defined.
The analyses were focussed on the impact speed bands
of 0-35 km/h, 36-70 km/h and exceeding 70 km/h. Even
at velocities up to 35 km/h, it was noted that the head,
thorax, pelvis, abdomen and the upper extremities sustained severe, critical or maximum injuries. Analyses of
spinal injuries demonstrated that motorcyclist protective clothing is helpful in reducing both the injury severity level and the number of injuries which are sustained
in accidents happening in all speed bands.
WP2
The overall aim of this workpackage was the definition
of a test standard regarding motorcyclists’ protective
devices fitted to road infrastructure. Within a theoretical approach firstly the outcomes of the previous acci-
26
dent analyses have been studied. Furthermore ultradepth accident analyses have been taken for parameter
extraction (trajectories, speeds, angels, injury levels…).
Consecutively via computer simulations i.e. PAM CRASH
and HUMOS 2, detailed knowledge of kinematics as well
as related injury probabilities could be gained. Full-scale
metal barrier tests have been conducted simultaneously
in order to validate theoretical data. Finally a standard
proposal was defined, Figure 1.
Figure 1: Standard proposal test parameters
This proposal is mainly based on the already existing
Spanish Standard UNE 135900, however modifications
related to the dummy shoulder as well as new measurement locations (thorax) have been integrated.
WP3
One of the main objectives was the study and definition
of the activation and working parameters of a new passive safety system. The aim of this system is to protect
the motorcycle rider in accidents related to impacts with
passenger cars. The system is supposed to be activated
immediately after the motorcycle impacts against an
obstacle preventing the rider to impact against the
same obstacle. As a starting point for the development
of such a safety device, information was used provided
by a series of full-scale crash tests that have been conducted in order to record kinematics and energy data
through a number of sensors installed on the test
motorcycle and the rider dummy. In parallel MADYMO
simulations have been accomplished. In this way it was
possible to establish triggering parameters for the activation signal. Additionally vehicle road tests as well as
misuse tests have been carried out. The outcomes of the
tests, an elementary triggering algorithm for a passive
safety device, served as a basic input for the follow-up
EC-SIM (Safety In Motion) project.
The accident analysis performed in the first phase of
the project has shown that head
injuries caused by motorcyclists’
accidents are quite frequent,
even in the case that the rider
is wearing a helmet. This fact
reveals that protection given by
current helmets could be somehow improved. At present, helmets need to withstand a series
of impact tests according to the
regulations currently in force, explicitly ECE regulation
22/05. This current standard is limited in what concerns
the prevention of specific injuries, like the ones related
to rotational acceleration effects, or the directional
dependence of injury criteria. Against this background
slight amendments to the R22 regulation have been
proposed, namely the impact speed, the HIC value for
the mid-term, rotational accelerations as well as new
injury criteria for the long-term. A helmet prototype
with a movable and energy absorbing chin part has
been developed. From the in depth accident analysis it
was also highlighted that repeatedly motorcyclists suffer severe injuries due to impacts to the thorax body
region. Inside APROSYS SP4 a study aimed to develop a
proper protection for this specific human area was carried out. The thorax protector was designed taking into
account not only passive protection aspects, but also
ergonomic aspects which relates to active safety. The
protector, Figure 2, was designed to allow maximum
freedom of movements in order to control the PTW and
to avoid dangerous situations.
Figure 2 DAINESE thorax protector
Various simulations of protector‘s performance under
impact conditions have been carried out with HUMOS
2 model, with the result that the spread of forces rather
than energy absorption play the main role within thorax
protection. The prototype was also tested with a Hybrid
III dummy with a cylindrical impactor and a kerbstone
impactor at different velocities. Comparison on the Viscous Criteria and thorax compression data, between
protected and unprotected dummy, demonstrate that
the use of the thorax protector obviously increases the
safety level.
27
28
The third wheel:
A concrete contribution to PTW safety
Marco Pieve
Scooter Technical Innovation - Piaggio & C. SpA
pillars of safety) with the safety areas before the precipitating event to post crash treatment.
The items included in the Safety Matrix are related to a
comprehensive strategy that involves all the stakeholders (from manufacturers to final users and public entities). Focusing on what is feasible from a technological
point of view, there are some aspects that are in charge
of OEM and suppliers. Among them, two interesting
aspects are the improvement in terms of vehicle architecture and safety components.
Every day road users are faced with the contest of traffic
jam and with the challenges of safety level and environmental issues.
Piaggio started at the beginning of this millennium with
a new approach to the vehicle architecture of scooter
and at the end of its studies launched Piaggio MP3 into
the market on 2006: the first Powered Tilting Three
Wheeler with two wheels on the front axis.
During the last decade powered two-wheelers and in
particular scooters have been used mainly for commuting from home to work and back. A research performed
by ADEME in Paris showed that using a PTW takes
some individual and social benefits compared to cars:
less the travel time, less the fuel consumption and CO2
emissions. At least in most of the urban and suburban
environments scooters and motorcycles are an effective
solution for the individual mobility.
The “third wheel idea” is not totally new. There were
already some examples from the past and more recently with very different layouts, but none of them really
behaves as a two wheeler.
Such a solution is effective but unfortunately not so
popular: despite the fact that 70 % of European citizens
are able to ride a bicycle, only 5 % of them rides a PTW.
The main reason is the perception of lack of safety.
Without going into details of several studies on PTW
accidents through national statistics and in-depth databases, the approach to PTW safety could be described
by a Safety Matrix, by crossing the causative factors (or
The dynamic and riding behaviour of MP3 is similar to
the conventional motorcycles because the MP3 suspension system with two front wheels allows a totally
free tilting motion with the resultant of ground forces
aligned to the vehicle symmetry plane and the tilting
angle dependent on forward speed and bend radius.
PTWs have only dynamic equilibrium conditions achievable by continuous and almost unnoticed steering
actions. In order to keep vehicle control, the adherence
of front wheel is crucial.
In such a view, the benefit of a double front contact
patch is evident resulting in better levels of adherence
and, as consequence, great directional feeling, minimal
brake distance and maximum stability at high speed.
In addition, with an independent suspension for each
wheel, a uniform adherence level is also maintained on
very rough surfaces such as urban roads.
Moreover, the innovative steering system, due to the
geometric and kinematics optimization, makes unnecessary the use of complex electronic steering dampers whom function is realized in a totally mechanical
(dynamical) way.
Finally, the advantages in terms of dynamic stability and
safety provided by MP3 are not a sole consequence of
the third wheel, but derive from the peculiarities of the
architecture of front suspension.
The roll mechanism is made of four bar linkage articulated on revolute joints and linked to a central steering
column (on the handlebar side) and two side steering
tubes (connected to the wheels).
MP3 is able to reach 43° degrees both sides in terms of
steering and a tilting angle up to 40°.
This architecture takes some advantages of MP3, making concrete that two tires are better than a twice as
wide one.
First of all in terms of handling: because each wheel
supports half the load, the MP3 is using less portion of
available adherence as indicated by the smaller lateral
“slippage” of front tires that provides the rider with a
better riding feeling and higher manoeuvre precision.
Furthermore, riding an MP3 provides immediately a
safety feeling because it is not sensitive to surface
change and road obstacles. This phenomenon can be
explained by comparing the contact force behavior of a
conventional motorcycle in respect to MP3. When MP3
29
negotiates an obstacle with one wheel the other one
is almost unaffected and can guarantee the needed
adherence in order to keep the vehicle under control.
On uneven surface the probability of a total loss of
adherence for MP3 with respect to a standard scooter is
almost cut by half.
In terms of braking, even on a flat track there is a significant advantage (roughly 10-12 %), but the difference
with respect to a conventional scooter is magnified on
paved road and on cobblestone.
For these intrinsic characteristics MP3 has been selected
as research platform in several projects, because of one
of the most promising PTW concepts in terms of safety.
In fact Piaggio’s R&D considers MP3 as an important
milestone of its path and not as a goal or final result.
It is worth to mention the SIM project (Safety In Motion),
funded under the 6th Framework Programme of the EC,
started in September 2006 and near to its completion.
The aim of SIM project is to identify a suitable safety
strategy for PTW that will be summarized in an integrated concept design of motorbike, helmet and clothing by
implementing the most relevant technologies in active,
preventive and passive safety areas.
The background of SIM are the main findings of MAIDS
project (Motorcycle Accidents In-Depth Study) promoted by ACEM and aimed at deeply analyzing the main
factors that contribute to motorcycle accidents and
at proposing effective countermeasures to reduce the
number of accidents and mitigate the consequences for
the riders.
The activities flow started from the analysis of the accidents scenario and the evaluation of existing and ongoing technologies able to improve PTW safety. After the
definition of the safety strategy and of technical requirements, a number of vehicle safety systems have been
designed and developed.
30
The main results obtained are a stability management
system based on a three-channels advanced braking
system with the listed functionalities and a semi-active
suspension system with three pre-setting levels (Auto,
Dynamic, Comfort). The two systems are not standalone
but they continuously exchange data through a dedicated CAN bus architecture. In such a manner the suspension system cooperates with the brake system adapting
its behaviour to minimize braking distance, prevent high
side situations and smoothening the suspension behaviour in fully extended and compressed state.
The innovative architecture of MP3 is a relevant improvement in terms of PTW safety.
On the passive safety improvement, the final result is
a cooperative system made of onboard airbag and an
inflatable jacket worn by the rider. These devices are
activated by the same detection system with a Time-ToFire algorithm resulting from the entire development
process: virtual simulation, sled test and full crashes
against car in two significant configurations
In summary, even if the third wheel takes several advantages, it can never forget that the key intelligent system
to be improved is the PTW rider.
Moreover the advanced safety features developed within SIM project are a step further in such a direction,
nevertheless the vehicle and components improvement
does not suffice alone within a comprehensive safety
approach to the problem.
PTW rider safety is a complex phenomenon that requires
the common effort of all involved stakeholders.
Kickstart Presentations „Motorcyclists and Law“, abstracts
31
Motorcycle driving licence:
Meaningless without regular refresher courses?
Dipl. Ing. Sabine Degener
German Insurers Accident Research (UDV)
Motorcyclist survey
As part of the investigation a questionnaire was developed to explore motorcyclists’ driving behaviour. The
questionnaire posed around 40 open and closed questions on attitudes towards motorcycling, traffic offences
committed and accidents suffered, as well as the resulting injuries [1].
The current accident situation
In 2008, approximately 650 motorcyclists died in road
traffic. Almost 31,000 people were injured in accidents,
in some cases seriously. For a motorcyclist the chance
of being involved in an accident – relative to the vehicle population – continues to be the higher than for all
other vehicles (18 killed per 100,000 vehicles).
In response to these alarming accident figures, the German Insurers Accident Research commissioned the TU
Berlin’s Department of Motor Vehicles and the TU Dresden’s Department for Road Traffic Engineering to carry
out an investigation into motorcycling accident risks
from the twin perspectives of automotive and traffic
engineering.
The most common causes of accidents continue to be:
• Driving too fast
• Overtaking errors
• Distance errors
• Overestimating one’s own capabilities
Data collection took place between 19-01-2007 and
18-02-2007, and was collected exclusively via an online
questionnaire at www.motorradumfrage.de. After
discounting incomplete questionnaires, the survey’s
response rate was 3.6 percent. Of the 5,297 respondents
from whom complete data sets had been received, 2,983
motorcyclists had already been involved in an accident.
This corresponds to a share of 56.3%. 5.5% of respondents were female (n = 293). Of this group, only n = 105
female motorcyclists had ever suffered an accident. This
corresponds to a share of 35.8%.
Beyond this, the questionnaire enables us to estimate
the number of unreported cases, in i.e. those accidents
that weren’t recorded by the police: of 2,555 accidents
listed on which any further details were given, 49%
had not been recorded by the police; 69% of these were
accidents involving only one person. If we consider just
those accidents in which the motorcyclist was injured,
we arrive at an estimated number of unreported cases
of roughly 33%. If we only consider accidents in which
the motorcyclist was seriously injured, this figure is
14%. The age distribution of those who completed the
questionnaire confirms the general trend toward older
motorcyclists (Figure 1) [1]. The “average motorcyclist” is
39 years old and rides approx. 13,000 km annually.
32
Figure 1: Distribution of survey participants by age
Figure 3: Differences between continuing and returning motorcyclists
Figure 3 shows the difference between long-term and
returning motorcyclists. In terms of “riding skills” the
scale stretches from 0 = Beginner to 5 = Experienced,
and for “riding style” from 0 = Sporty to 5 = Careful
Returning motorcyclists rated their riding skills lower on
the scale, characterised their riding style as more careful
and listed fewer accidents.
Figure 2: Motorcycle usage
It turned out that motorcycles are used predominantly
by men, and that half of all PTW users ride their bikes
exclusively in their free time. One in five bikers is a returning motorcyclist. On average, returning motorcyclists
are 44 years old.
Experienced riders can be distinguished above all by
their high kilometrage per year. They are a little older
(41) then the “beginners” (33). They stated more violations and accidents than the beginners, however this
results from their degree of exposure. They characterise
their driving style as more sporty
Safety training
The answers concerning safety training are difficult to
interpret. The following illustration (Figure 4) can be
taken to indicate that riders who have been involved in
an accident are more likely to take part in a safety training course than those that haven’t. Unfortunately the
order (whether the accident or the safety training came
first) could not be ascertained from the results of the
questionnaire.
33
particular attention to the course of the road, or to
crossing traffic. Observations are collated and discussed
in the seminar room. Videos recorded during the tour
are also evaluated. In this way the safety tour seeks to
foster those skills and competencies necessary for a
safety-oriented, defensive driving style in everyday traffic situations. Particular emphasis is put on the social
aspects of driver behaviour in this context.
Figure 4: Accident risk with/without safety training
These results force one to ask whether ongoing, continuous motorcyclist safety training might not be productive in improving driver safety. Consequently, the
German Insurance Association Accident Research Dept.
(UDV), together with the German Road Safety Council
(DVR) and the magazines “Tourenfahrer” and “Motorradfahrer” created the German Safety Tour for an initial
three year period. The German Safety Tour is not a typical information or poster campaign. Information on the
dangers of motorcycling is not only to be found on the
official website “www.german-safety-tour.de”, but also
practically, in the form of motorcycle safety training
tours which are being carried out throughout Germany.
The content of the safety tour draws, on the one hand,
on topics and exercises from classic, stationary motorcycle safety courses, and on the other hand evolve from
riding as a group and from encounters with other road
users. Throughout the tour the group stops at various
“stations”; it is here that course content is applied in
practice. Under the guidance of a trainer, participants
perform selected practical exercises at each station,
which are designed to improve vehicle control. Exercises
focus, for example, on braking and handling.
An additional, decisive component of the tour is selfobservation and observation by others during the excursions. In order to structure the observational outcome,
participants are assigned specific tasks, such as paying
Participants are encouraged to continue repeating these
observation exercises after the safety tour has finished.
This sort of continuing awareness training concerning
potential hazards and suitable response options corresponds to the concept created by Bernt Spiegel, which
he described in his book “Motorcycle Training Every
Day”.
A follow-up survey conducted after the German Safety
Tour revealed that particularly those exercises which can
be repeated at any time help one become a safer rider.
Moreover, riders stated that this kind of safety training
was a lot of fun and that they plan to recommend most
of the exercises to friends and acquaintances.
Figure 5: Question about driver safety level of the German Safety Tour
34
Figure 6: Question about fun factor of the German Safety Tour
Driving exerciseObservation exercise
(recommend/use themselves)
Handling (60)
Seeing and being seen (69 / 63)
Loose driving surface Vehicles in longitudinal traffic
(53)
(58 / 55)
Cornering (58)
Vehicles in cross traffic (63 / 62)
Braking (36
Road surfaces (70 / 69)
None (3)
Course of road (67 / 70)
None (2 / 0)
Outlook
We need to discuss in Germany – and perhaps also
throughout the EU – whether the existing motorcycle
driving licence should not be changed. Would it not
be sensible to attach the licence for motorcyclists to a
requirement to regularly attend safety training courses?
The licence could, for example, be valid for a limited
amount of time, after which the driver would need to
complete a safety training course to gain an extension.
Because we should consider once more: the accident
figures are alarming, and even “careful” riders demonstrably can have problems in certain situations, leading
to accidents or critical situations that could be avoided
through targeted training courses.
35
Safety training in open traffic:
A viable option?
Wolfgang Stern
avp – Institute for Applied Traffic Padagogy
Symposium, Berlin 2009 and reports on his experiences
since 2001 with the Mining Trades Association safety
tours and the German Safety Tour.
The Motorcycle Safety Tour Concept
1. General Details
• Two-day tour with the entire group staying at the
seminar hotel
• 10-14 participants with their own motorcycles,
2 trainers (tour guides)
• Begins and ends in the seminar hotel
Experiences with the „German Safety Tour“ for
Motorcyclists
In 2001, the German Mining Trades Association (BBG)
initiated the “Factor 7” campaign, to reduce the number
of accidents that happen on the way to and from the
workplace. As part of this campaign, Wolfgang Stern
– in the Institute for Applied Traffic Pedagogy (avp) –
developed a training concept in which motorcycle safety
training is carried out in open traffic.
In 2008, the German Road Safety Council (DVR), working together with the accident research department
of the German Insurance Association (UDV), adopted
this concept and launched the “German Safety Tour”.
This 3-year project involves ten motorcycle tours in 10
different areas of Germany each year. To qualify to take
part participants must enter and win an internet-based
competition.
Wolfgang Stern presents the “Motorcycle Safety Tour”
concept at the GDV and DVR International Motorcycle
2. Goals
• Defensive motorcycling: Application of knowledge
and skills on hazard avoidance (which are first taught
in a test environment) under realistic conditions
• Cooperative driving: Cultivation of social behaviour
by driving (and solving problems) as a group
3. Content
A combination of topics from four areas:
1. Riding skills (controlling the motorcycle)
2. Danger awareness lesson (awareness of the specific
dangers for motorcyclists)
3. Teamwork (developing social behaviour)
4. Tourism (getting to know local culture and countryside)
4. Methods and Media
• Visiting predefined „stations“ to perform special exercises and observation exercises, e.g. dirt roads, dangerous bends, junctions, etc.
• Observation exercises during the journey on one of
the topics from the danger awareness lesson
36
• P
hoto and video documentation of driver behaviour
(selective)
• Leading the group and navigating in unknown surroundings
Results
The recreational spirit of a two-day motorcycle safety tour with shared accommodation provides a good
foundation for realising the goals and content of the
course, i.e. dealing intensively with practical and theoretical issues concerning motorcycle safety. At the same
time, the specific challenge to be met by organisers of
the course lies in conducting a goal-oriented seminar
despite its overall leisure-oriented atmosphere.
As regards the method and content of the safety tour,
the challenge lies in selecting “stations” which provide
suitable conditions for the required learning processes
without endangering either the participants or other
road users.
In order to guarantee objective feedback and document
any incidences of actual danger, modern camera technology was put to the test, e.g. a helmet-mounted video
camera and a digital camera mounted on the motorcycle, which could be triggered by a remote-control
release. The technical effort is considerable, but careful
planning of chosen scenarios and use of modern technology to select and edit pictures on a computer (laptop) can reduce the effort involved to an acceptable level
for the safety tour. The particular psychological pressure
which participants experience when being recorded on
video should be kept in mind. In an intention to perform
especially well, test persons frequently end up making
mistakes precisely because of this.
Evaluation of the educational efficacy of the safety tour
is based on participant feedback and personal experience. Overall these have been very positive.
Both the close combination of motorcycle safety theory
and practice in real-life traffic and the non-standard
educational approach of the “cooperative” exchange
of experiences are praised emphatically by all participants.
In our opinion the safety tour constitutes a necessary
addition to safety training in a practice area and certainly has educational potential which is not limited
just to motorcyclists. A modified “car safety tour”, comparable to the “voluntary advanced training seminar for
novice riders” offered by driving schools, could be a part
of advanced training, particularly for young riders.
37
If all else fails:
Clamp down with harsher penalties – step up regulation?
J ürgen Rieger
Baden-Württemberg Ministry of the Interior
Regional Police Headquarters Transportation Expert
Member of the TISPOL “High Risk Drivers” Working Group
• D
riving licence law: The laws concerning driving
licences of classes A – D have been harmonised
throughout the EU to the greatest possible extent.
Regulations are already in place for motorcyclists –
e.g. multi-stage driving licences, age limits – which
allow for the high accident risk among motorcyclists/
young drivers and the results of accident analyses.
Ladies and Gentlemen,
Both in my role as transportation expert for the BadenWürttemberg regional police headquarters and as the
German representative in the TISPOL “High Risk Drivers”
Working Group I have been closely involved with motorcycle safety and, hence, with how it can be improved. As
a police officer, there is actually the suspicion that – if all
else fails – one will resort to demanding tougher punishment and regulation. It is true to say that day-to-day
police work is made easier by clear and simple regulations and the possibility of strong, consistent sanctions.
Thoughts like this arise in particular when we encounter especially reckless and inconvincible motorcyclists in
the course of police checks. But before I begin to lay out
any “additional” legal demands, it‘s worthwhile taking a
brief look at existing regulations and sanctions within
Germany and abroad. Across the EU, legal systems continue to differ, each with its own strengths and weaknesses. Here are a few comments on this:
• C
onfiscation of motorcycles: In France it is possible, for example, to confiscate and reappropriate a
motorcycle as punishment for repeated serious traffic
offences. In Germany, in such cases, at least a temporary seizure of the vehicle is possible, but reappropriation is not. So in many EU countries it is already
possible to deprive troublemakers of their means of
causing trouble, or – to put it another way – their
“favourite, beloved toy and greatest source of pleasure”. This method hits motorcyclists on an emotional
level.
• P
reventative measures: Here the United Kingdom
is showing innovation. Young drivers and motorcyclists who come to the police‘s attention through
behaviour which is reckless, but essentially irrelevant
in terms of traffic and criminal law (e.g. wheelies,
senseless braking), are issued with a caution as a
„preliminary measure“. This is an urgent reminder to
the young person to improve their social behaviour in
traffic in the future. A second warning for the same
type of behaviour leads to confiscation of the car or
motorcycle.
• L evel of sanctions: Punishments – but also intervention thresholds – differ across the EU. Speeding fines,
for example, are considerably higher in most other
European countries than in Germany. And this even
after speeding fines in Germany were doubled.
38
My preliminary conclusions: The criminal prosecution
and driving licence authorities and the regional police
forces already have the necessary legal tools to combat
behaviour in violation of traffic regulations; consistent
application of these tools can also lead to improvement
in the area of motorcycle safety. But is this enough?
Can these tools also cope with the situation as regards
motorcycle accidents? To answer this question it will be
helpful to take a look at the accident statistics.
Here are some facts on motorcycle accidents:
• Across the EU the relative accident risk for motorcyclists (relative to kilometrage, of which motorcycles
constitute just about 2 %!) is 18 times greater than
for other road users (Germany: 16 times).
• In some countries motorcyclists make up 20-30 % of
all of those killed in traffic accidents!
• In the past, the rate of decline in the number of fatal
PTW accidents was considerably smaller than the
overall decline in road deaths.
• In Germany we’ve analysed motorcycle accidents in
great detail. For Germany – and also for other European countries – the following applies:
· The number of motorcyclists involved in accidents
is falling slightly.
· Since 2003, the proportion of motorcyclists killed
in traffic accidents in the total number of traffic
deaths has increased from 14.3 to 16.3 percent.
· Excessive speed is the most common cause of accidents involving physical injury. This is especially
true for younger riders between 18 and 24 years of
age.
· In Baden-Württemberg, roughly 70% of accidents
involving the death of a motorcyclist were caused
by the motorcyclist himself.
· High-performance motorcycles with a cylinder
capacity upward of 750ccm are most incriminated
with a share of 84.3% in the total number of motorcycle accidents.
· T
he longer a motorcyclist has held a driving licence
– linked with an increased likelihood of owning a
new, powerful motorbike – the greater the risk of
the motorcyclist causing an accident.
But our analysis also showed clearly: in Germany, as well
as in other European countries, problems are caused by
powerful, sporty motorbikes, in fact so-called “super”
and “naked” bikes. These are ridden by motorcyclists
that are looking to push them to their limits and hence
put themselves at great risk. At the same time, these riders are almost unreceptive to traffic safety information,
appeals or education. This is the real problem group!
How have the police reacted to developments
surrounding motorcycle accidents?
Over the last two years we’ve been active on various
levels. For example:
• We’ve optimised our monitoring strategies, making checks on popular motorcycle routes, primarily
on weekends. Check schedules are coordinated on a
regional level, which means that motorcyclists can
expect to be monitored at any time, anywhere. To
these ends we use video motorcycles, for example, to
record evidential videos of offences.
• We’ve initiated additional educational campaigns, to
sensitise motorcyclists to their own safety and to promote riders safety training courses.
• We’ve improved passive road safety through structural alterations. Accident hotspots are gradually being
equipped with double crash barriers, which aim to
minimise the risk of injury for motorcyclists in case of
a fall.
• We’ve intensified public relations efforts to increase
focus on the safety of motorcyclists. This measure is
very effective in my view. To these ends the DVR started the very successful – and in my opinion exemplary
– “Slow Down” campaign.
This naturally leads to the question: have our efforts
borne results?
This is clearly the case. From 2007 to 2008 the number
of PTW accidents across Germany dropped by almost six
percent; in Baden-Württemberg motorcycle accidents
fell by as much as 16.24 %. The number of fatally injured
motorcyclists also fell (national level: PTW accidents:
-12.92 %, Baden-Württemberg: motorcycle accidents:
-20.31 %).
Despite this positive trend, we cannot simply sit back
and relax, but must instead maintain our efforts to
improve motorcycle safety. I would like to return, therefore, to the opening question: do we need harsher penalties or more regulations? My answer is: at this moment
we don’t, but we must not lose sight of these options, or
reject them categorically. We must continue to observe
the development in the number of motorcycle accidents
carefully. A continuing positive trend would indicate
that current measures are sufficient. From our point of
view, at present, just a few small improvements would
be very desirable:
• The compulsory installation of ABS in all new motorcycles must be pushed forward. According to ADAC
reports, about 100 motorcyclists who died in traffic
accidents in Germany could still be alive today if their
bikes had been fitted with ABS. Here it’s up to the EU
to adopt compulsory rules!
• Further improvements in road infrastructure (replacing/renewing road surfaces, double crash barriers
and no mounting of steel cables, as is already the case
in some other EU countries). It is imperative that legislative bodies make such improvements compulsory.
However, in the long term the following applies: it is
not until all other options have been exhausted that we
should consider further legal measures. Here I’m thinking of, for example:
• Widening the scope to react within driving licence
law, e.g. reckless riding on a larger motorcycle could
be punished by downgrading the offender’s licence,
39
meaning that the rider would lose his class A licence
and instead have to make do with an A1 licence for
two years.
• A compulsory safety training course in the case of
change of vehicle type or purchase of a new vehicle.
• Stipulation of maximum permitted power-to-weight
ratio (kg/kW) for motorbikes. Low-weight, high-power machines encourage speeding, thus increasing the
severity of injuries in case of an accident. Racing bikes
are a great challenge of a driver’s technical ability.
• Higher penalties and insurance premiums for motorcyclists that drive recklessly and come to the police’s
attention on repeated occasions.
40
Motorcycle safety policy:
Will it work without the bikers associations?
Rolf „Hilton“ Frieling
Chairman of the Biker Union e.V.
1. Chairman of the German Motorcycle Initiative (MID) e.V.
Among the organised groups there are those that focus
on specific brands, the biggest of which is the Harley
Owners Group (HOG), with more than 100,000 members worldwide. On a local level there’s a multitude of
brand and model-specific motorcycle meet-ups, as well
as so-called “free meet-ups”. On top of this there are
motorcycle clubs with and without “colours”. While the
bigger clubs are organised on a national and international level, there are thousands of local clubs in which
families are also involved.
The motorcycle scene in Germany
In Germany there are currently approx. 4 million motorcycles registered. In addition to this there are about
1.9 million PTW’s with insurance indicators. If we factor out owners of more than one vehicle, there are
approximately 5 million users of motor-assisted bicycles, mopeds, scooters, motorcycles, motorcycle sidecars, trikes and quads. The great majority of this group
is riding motorcycles.
Motorcyclists are pronounced individualists, but they
do like to meet up for collective excursions in attractive
natural surroundings. These areas so-called “applause
bends” – points which provide a good view over the
whole of the road – have turned out to be popular meeting points. There’s a strong sense of solidarity within
individual groups of motorcyclists, organised by vehicle
type, brand and model. For many years now, internet
forums have been an important communication medium for motorcyclists, particularly for those not directly
involved in an organisation.
Biker associations and representatives of this interest group suffer because of the lack of organisation of
motorcyclists in Germany. There are several associations,
but only a few are relevant above the regional level.
Without exception these organisations are staffed by
volunteers who are only active in their spare time. The
German Motorcycle Initiative e.V. (MID) is the coordinating body of German motorcycle associations. Based
in Brussels, the Federation of European Motorcyclists‘
Associations (FEMA) is the European umbrella association which brings together 23 organisations in 19 countries and acts on the EU and UN level.
The main focus of all associations are the traditional activities in politics, committees and in the public, improving the image of motorcyclists e.g. through
events with institutes for the disabled, orphanages and
paediatric clinics, and standing up against discrimination of motorcyclists. Naturally, traffic safety as a topic
plays a big role. Some associations also organise their
own motorcycle events with thousands taking part.
Current focus topics are: the consideration of PTW’s
as an environmentally friendly alternative for private
transportation, a “motorcycle-friendly” transport infrastructure, road sections reserved just for motorcycles,
the growing prevalence of telematic applications in traffic engineering, the transposition of the 3rd EU Driving
License Directive into national law, emission limit values
(exhaust and noise) and the assessment thereof, use of
the emergency vehicle lane in traffic jams and the introduction of daytime running lights for PTW’s.
The Biker Union e.V. is the largest motorcyclist interest
group in Germany. It was founded in 1986 and currently has about 4,500 members, 10 regional offices
and roughly 65 regular BU meet-ups spread across the
whole of Germany which serve as contact points for
members, interested parties, authorities, politicians and
the media. It has no political party affiliations and represents no commercial interests. With the motto “ride
together, party together, fight for our rights together
– so that the fascination of motorcycling stays with us
into the future”, the BU represents the interests of PTW
and three-wheeler drivers and consequently the voice of
the consumers.
The world of motorcycling
Two-wheeled vehicles are governed by completely different physics than four-wheeled vehicles. Further differences result from the altered line of sight and the
restricted field of vision caused by wearing a motorcycle helmet. Motorcyclists are subjected to additional
physical and psychological strain, for example due to
headwind and unstable driving posture which must be
altered constantly. When an accident does occur, there is
no car body surrounding the driver for protection. Technical safety devices which are standard issue in modern
cars can be adapted to motorcycles at most in a very
limited fashion, if this is possible at all. Motorcycling is
a challenging and demanding pursuit. Even small mistakes in driving which are of no real consequence in a
four-wheeled vehicle can have fatal repercussions on a
two-wheeled vehicle.
The perception of motorcycling as some sort of playground for “tough guys” persists to this day, although
these days the “guys” are increasingly “girls”. Modern
high-spec motorbikes offer levels of performance similar
41
to that of a formula 1 car at only a fraction of the price,
but are cleared for use on normal roads. Furthermore,
some manufacturers put the high-spec characteristics
of their products in the foreground of their advertising.
The media likes to portray motorcyclists as potential
suicide victims. But the fact is that in recent years having fun with a disregard for others has become socially
acceptable in other areas too. Particularly middle aged
males, who are either new to or returning to motorcycling, choose the motorcycle as the outlet for their
midlife crises. This sometimes involves them exploring
the boundaries of controllability of the vehicle. Modern
communications systems reduce the risk of being prosecuted for traffic offences. The locations of stationary
police patrols can easily be passed on by mobile phone.
The internet provides the perfect medium for boasting
about would-be “heroic feats” in open traffic, in some
cases using self-filmed videos. This leads to the glorification of the violation of traffic regulations and also
inspires copycats.
In reality, motorcyclists are not potential suicide victims. The statistics tell us that over 50% of motorcyclists
killed were not the cause of the accident themselves.
If we look more closely at accidents involving only one
road user – of which motorcyclists make up 25% of the
total – the motorcyclist is, as a rule, deemed the cause
of the accident. We can assume that in many cases the
loss of control of the vehicle was caused by external
factors, such as poorly repaired asphalt, wild animals
on the road or an oncoming vehicle. The rider who has
been killed, however, can no longer be questioned about
the events that lead to the accident. Only a negligible
number of motorcyclists fall into the so-called “high-risk
group”, whose hazardous driving style endangers both
themselves and other road users. The problem: a disproportionally high number of these riders can be found on
those roads used frequently by motorcyclists, they are
unreceptive to arguments of others and they dominate
the public image of motorcyclists.
42
How are the bikers associations active in the area of
traffic safety?
In line with the motto “speeders aren’t heroes”, the drivers associations have been exerting direct and indirect
influence on high-risk motorcyclists for many years now.
Joint traffic safety activities are organised as part of a
long-standing cooperation with the police and other
institutions. Activities often take place at the start of the
season, on other occasions and and sometimes happen
in the form of developing a joint safety leaflet with the
Harz montains police force.
Within the framework of the FEMA, a “European Agenda
of Motorcycle Safety” was developed, high-lighting all
of the safety aspects connected with motorcycles in
detail. The MID was instrumental in the creation of the
so-called MVMot, an instruction leaflet on the improvement of traffic safety which has served as a guideline
for the improvement of traffic infrastructure since the
end of 2007.
The motto of the MID Hambach Biker Festival is “for traffic safety – against discrimination”. This annual event
takes place in the grounds of the historic Hambach
Castle and combines an official function, which also
features external speakers talking about topics connected to traffic safety, and a motorcycle demonstration
through the Elmsteiner valley, which is closed off for
other traffic. Part of the official function is the presentation of an award for “the motorcycle-friendliest town in
Germany”; a town’s dedication to the improvement of
traffic safety for motorcyclists plays an important role
here. This title – which is unique across Europe – was
awarded to a public authority for the first time in 2004,
going to the Euskirchen branch of the North RhineWestphalia regional office for road construction. It was
here that the “Euskirchen Underride Protection Model”
was developed, to prevent the catastrophic collision
of fallen motorcyclists with sharp-edged crash-barrier
posts. An integral part of the Hambach Biker Festival is
the large biker party, which runs from Friday to Sunday
and forms the backdrop for the official function. Next
year the Hambach Biker Festival will take place on 12th
May.
Since the beginning of this year a positive collaboration has also developed with the German Traffic Safety
Council e.V. (DVR) in connection with the “Slow Down”
campaign, which is financed by the Federal Ministry of
Transport. Through collaboration on the scripts to the
video clips “Fierek’s Workshop”, participation in the kickoff event of the “motorcycle” sub-project, support work
on articles for the campaign website and in the context
of lectures at conferences and traffic safety forums, the
campaign leveraged the biker association’s know-how
and communication channels.
Conclusions and recommendations
Motorcycling is one of the most fascinating modes of
transport of our times, and it has a cult following. A
motorcycle is by no means a car with two wheels, but
has its own characteristic road performance. Most
motorcyclists are aware that risk awareness and anticipatory driving are the survival strategy for every PTW
rider. Anticipating the behaviour of other road users
becomes second nature for experienced motorcyclists.
Nevertheless, not all motorcyclists stick to the “golden
rule”: never go faster than your guardian angel can fly.
Motorcyclists are not very receptive to traffic “education” measures. The “high-risk group” among motorcyclists is particularly resistant to arguments. A long-term
increase in the density of police monitoring is unrealistic, not least because of a lack of available resources.
Furthermore, repressive measures only improve traffic
safety in individual cases. Generally speaking, within a
short time accident occurrences are shifted onto neighbouring roads.
A lasting improvement in road safety can only be
achieved through close cooperation of everyone involved.
The involvement of bikers associations is imperative.
These associations are the experts on technical questions regarding PTW’s. They can judge the effectiveness
of measures for improving traffic safety based on their
own experience. Furthermore they enable direct access
to the target group and communicate on equal terms.
Bikers associations face this responsibility and do their
share – despite a chronic shortage of resources typical
for voluntary organisations. Their experiences, and the
opportunities they provide, must not remain unexploited. These associations must therefore be a part of all
traffic safety projects from an early stage.
43
44
How motorcyclists judge motorcyclists: a video based method
showing riders‘ risky practices to study attitudes towards risk
Thierry Bellet and Aurélie Banet
INRETS (LESCOT)
sial material as a support of a questionnaire focused on
attitudes is a particularly efficient approach: not any
motorcyclist can stay neutral in front of such a film. It
systematically causes strong reactions, from aggressiveness to fascination, and promotes participants‘ elicitations of their own attitudes towards risk and risk-taking.
This research aims to study motorcyclists’ attitudes
towards risk while riding. In social psychology, attitudes
are synthetically defined as a judgement of value (i.e.
from “positive” to “negative”) concerning a particular
item, like an object, an event, a behaviour, or a given
social group. In the frame of this research, the central
item investigated was the riders’ attitudes towards risktaking.
The methodology implemented at INRETS to investigate
this issue is based on the presentation of a deliberately
controversial video-film called the “Prince Noir”. This
video was recorded in 1988 by a rider (i.e. the Prince
Noir) while he drove on the Parisian urban highway at a
very high speed (mean speed of 190 km/h).
Although it happens 20 years ago, this video still referred
today in several French motorcyclists web-forums, and
arouses controversial debates between riders. Indeed,
even if the Prince Noir’s behaviours and attitudes are
totally atypical and correspond to an extreme and a very
marginal practice of motorcycling, using this controver-
It has consequently seemed relevant to use this videomaterial as a support of a questionnaire in order to
study attitudes towards risk of different populations of
motorcyclists, according to (1) their riding experience
(e.g. novices versus experienced rider) and (2) by considering the type of motorbike they have (e.g. riders who
like to drive “Sport” motorbike versus “Harley Davidson”
versus “Scooter”).
Thus, after seeing this video-film, participants completed a questionnaire called ARTIQ (for Attitude toward
Risk TakIng Questionnaire) allowing them (i) to express
their judgements on the Prince Noir’s attitudes towards
risk, and (ii) to compare their own riding attitudes with
this extreme riding practice.
Results obtained enable to highlight different categories within the motorcyclists’ population in terms of
attitude towards risk. If Sport motorcyclists have a more
“pro-speeding” attitude than Scooterists or Harley Davidson users, the riding experience seems to be one of
the major factors influencing rider’s judgement on the
Prince Noir’s attitudes: when a sub-part of our sample
of non-experienced riders are partially impressed by the
Prince Noir’s film, a large share of experienced riders
have a more negative opinion on this rider’s attitudes
towards risk and risk-taking, and they consider that he
gives a negative image of motorcyclists in the society.
45
Reducing hazardous driving:
What should be kept in mind with communication measures?
Dr. Oliver Büttner
Zeppelin University Friedrichshafen
consequences of hazardous behaviour, (b) communicating personal endangerment and (c) translating motivation into behaviour.
Introduction
In order to curb hazardous behaviour like speeding or
driving under the influence of alcohol, communication
measures – such as print and television advertising
– are employed. Their aim is to call the target group‘s
attention to the dangers of hazardous driving and to
encourage safer behaviour. The findings of psychological research attest to the particular challenge that arises
with this sort of communication. On the one hand, individuals process information in a biased way and underestimate, for example, personal risk (Menon et al., 2002).
On the other hand, the majority of behaviour takes place
automatically and is controlled by emotional processes,
so that for example positive attitudes to positive behaviour, e.g. safe driving, does not necessarily bring about
a change in hazardous behaviour (Sheeran et al., 2005).
In this document findings from social, health and consumer psychology will be presented on three relevant
topics and implications derived for the improvement
of communication measures aiming to increase traffic
safety. The themes are (a) communicating the negative
A framework model
In order for communication measures to bring about
behavioural change (healthy, safe behaviour in place
of hazardous behaviour) these measures must, on the
one hand, motivate the persons involved to adopt the
healthy, safer behaviour (Rogers & Prentice-Dunn, 1997)
and on the other hand support translation of this motivation into behavioural change (Sheeran et al., 2005).
Motivation can be influenced by communicating (a)
the negative consequences of hazardous behaviour and
(b) the personal endangerment (that is, the perception
on the part of the target group that they too could be
affected by the consequences), among other things. This
motivation does not automatically lead to the adoption
of the relevant behaviour however, but there are certain
techniques for automating the introduction of new
behaviour which strengthen the connection between
motivation and actual behaviour.
Communicating negative consequences
The negative consequences can be communicated in
association with various topics. Here we can differentiate between topics which address physical consequences (e.g. injury, death) and those that address social
consequences (e.g. “loser” image, endangerment of others). A study by Pechman et al. (2003) on the effectiveness of antitobacco advertising on adolescents showed
the communication of social consequences to be more
effective than the communication of physical consequences. A further finding was that communication of
negative consequences can have a boomerang-effect;
46
for those people who have a sense of being invulnerable
the depiction of negative consequences leads to a more
positive evaluation of destructive behaviour. The conclusion of these results would be to intensify the communication of negative social consequences within the
context of traffic safety communication.
Communicating personal endangerment
Personal endangerment can be communicated by
depicting the connection between personal behaviour
and the negative consequences that can follow. This
was investigated in a study by von Menon et al. (2002)
in the context of the infection risk of Hepatitis C. The
study demonstrated that it was only communication of
those behavioural patterns representative of the target
group which lead to an increased perception of danger.
Communication of less common behaviour lowered
the sense of danger among test persons. These results
suggest that when communicating personal endangerment, one should make sure that the behaviour
depicted is actually relevant for the target group being
addressed.
Translating motivation into behaviour
The ideas discussed above aim to create a high level
of motivation within the target group toward adopting safer behaviour. A high level of motivation does not
automatically lead to corresponding behaviour, however: this is particularly true in cases where behaviour
is controlled to a significant degree by automated processes and habits. One approach to solving this problem
can be found in the so-called “implementation intentions” (Gollwitzer et al., 2004). This is a technique which
involves formulating specific plans of action (“If-Then
Plans”) from abstract goals. Results from a series of
studies demonstrate that this very simple intervention
technique can promote the actual realisation of the
desired behaviour considerably (Sheeran et al., 2005).
One example in the area of traffic safety is the study
from Elliot und Armitage (2006). Here it was seen that
the creation of specific action plans (when, how and
where speed limits should be adhered to) lead to an
increased compliance with speed limits; thinking only
about the goals to be achieved lead to no change in
behaviour. Overall, the findings suggest that these sort
of “If-Then Plans” could also be a very effective tool in
the context of traffic education, e.g. used within training courses.
Conclusion
The findings presented here reveal several starting points
for an improvement of communication measures in the
context of traffic safety education. These are: increasing communication of negative social consequences (as
opposed to physical consequences), focussing on the
behavioural patterns that are actually relevant for the
target group and supporting the translation of motivation into behaviour through “If-Then Plans” (e.g. as part
of training courses). Two limitations should be kept in
mind however. Firstly, that these are general recommendations which can in no way replace the testing of
specific measures. Secondly, that the findings were not
primarily investigated in the context of traffic behaviour. Here there are some interesting starting points and
tasks for further research.
Literature
Elliot, M.A. & Armitage, C.J. (2006). Effects of implementation intentions on the self-reported frequency of
driver’s compliance with speed limits. Journal of Experimental Psychology: Applied, 12, 108-117.
Gollwitzer, P.M. Fujita, K., & Oettingen, G. (2004). Planning and the implementation of goals. In: R.F. Baumeister & K.D. Vohs (Eds.), Handbook of self-regulation:
Research, theory, and applications (pp. 211-228). New
York: Guilford Press.
Menon, G., Block, L.G., & Ramanathan, S. (2002). We’re as
much at risk as we are led to believe: Effects of message
cues on judgments of health risk. Journal of Consumer
Research, 28, 533-549.
Pechman, C., Zhao, G., Goldberg, M.E., & Reibling, E.T.
(2003). What to convey in antismoking advertisements
for adolescents: The use of protection motivation theory
to identify effective message themes. Journal of Marketing, 67, 1-18.
Rogers, R.W. & Prentice-Dunn, S. (1997). Protection motivation theory. In: D.S. Gochman (Ed.), Handbook of
health behavior research I: Personal and social determinants (pp. 113-132). New York: Plenum Press.
Sheeran, P., Milne, S., Webb, T., & Gollwitzer, P.M. (2005).
Implementation intentions and health behaviours. In:
M. Conner & P. Norman (Eds.), Predicting Health Behaviour: Research and Practice with Social Cognition Models
(2nd ed.). Maidenhead: Open University Press.
47
48
Recommendations for Politics and Practice
“Vehicles and Infrastructure” Workshop
1. Motorcycle safety requires the interaction of several
parties in various fields of activity. An examination of
safety shortcomings for PTW (powered two-wheelers)
riders in isolation is not productive; instead the safety
of all road users must be thought about as a whole
and taken into consideration when developing measures. The experiences and views of interest groups
should be taken into account when developing regulations and measures.
2. The relevance of PTW traffic in the public perception
should be emphasized through appropriate strategies.
3. PTW traffic is to be differentiated into three groups,
each of which places its own demands on infrastructure and vehicles:
I. Young riders of motor-assisted bicycles and scooters, primarily in built-up areas at all times of the
day. Particular attention should be paid to this
group at junctions and crossings.
II. Everyday riders both inside and outside built-up
areas, travelling to work or to vocational training.
These expect to be perceived positively by other
road users.
III.Leisure drivers on motorcycles and motor scooters,
primarily on secondary roads. These are often to be
seen at the weekend when the weather is fine and
on smaller roads; this group tends to avoid wellaligned roads with large curve radii and optimal
cross-sectional shape.
4. A
s regards infrastructure (i.e. traffic engineering for
roads) – it is preferable to define requirements which
prevent accidents as far as is possible. The implementation of the measures defined in the “MV-Mot” leaflet, published by FGSV in Germany, is seen to be necessary. The implementation of comparable standards
is recommended on an international level; in doing
so, national expertise in the form of best practice
approaches should be made use of:
a. Projects involving the redesign and construction of
new roads should be audited with regard to PTW
safety shortcomings. Auditing of existing roads, at
least those used frequently by motorcyclists, is also
called for.
b. At traffic lights, as a general practice, safe leftturning phases for vehicles should be planned. This
is important for PTW’s because of their approach
speed and the degree of in-jury that results from
accidents.
c. Demands to ensure that the sides of the road are
unobstructed applies in particular to areas frequented by leisure drivers (III). When this is not possible and passive protection is required, this protection should be “motorcycle friendly” through integration of underride protection. Further research
should investigate whether – and to what extent
– an upper barrier might further improve this situation.
d. Measures which act dynamically, such as stretches
of road with rumble strips, are advisable as a last
choice.
e. Financial means should be made available by the
relevant public body to facilitate effective measures
for eliminating accident clusters.
f. Where work is being conducted on the road surface,
suggestions should be developed as to how differences in road grip can be avoided.
49
5. The working group defines the following conclusions
in the fields of automotive engineering and vehicle
safety engineering:
a. PTW’s are often overlooked by other drivers; to combat this, on the one hand the group calls on drivers
to wear clearly visible protective clothing and on
the other for the usage of specific daytime running
lights.
b. Reciprocal communication of warning and information at danger hotspots and prior to conflict situations by means of vehicle-2-X technology requires
further research and should be advanced with the
inclusion of PTW’s. Where necessary, the prerequisites (sensor technology) for vehicle-2-infrastructure communication should be made available by
the appropriate bodies responsible for infrastructure.
c. Vehicle stability is an important safety factor when
cornering and braking. Anti-lock Braking Systems
have shown positive results, hence the call to promote the wider implementation (legal measures in
the form of vehicle regulations) of this technology.
In conjunction with this, voluntary commitment on
the part of the vehicle manufacturers is expressly
welcomed. Furthermore, research should be intensified into the development of further systems of
this type and into demonstration of their effectiveness. The more recently developed three-wheeled
vehicles are an example of this.
6. The following conclusions from the discussion should
guide further research:
a. Researchers should investigate whether any of the
safety measures common in cars, in particular DAS,
might be transferable to PTW vehicles.
b. Further research is needed on the risk-increasing
influence of a high power-to-weight ratio and possible resulting measures.
50
“Motorcyclists and Law” Workshop
The number of motorcyclists killed and injured in road
traffic is not acceptable. The causes of accidents are
multi-layered. Various measures must be taken to ensure
that mistakes are not punished with death or serious
injury. In no small number of cases, the motorcyclists
themselves are responsible.
The “Motorcyclists and Law” Workshop of the
International Motorcycle Symposium recommends:
• We strongly recommend that all motorcyclists take
part in safety training courses at regular intervals,
to improve their riding skills and danger awareness.
Ideally this should involve a balanced safety training,
set both in a training environment and in road traffic.
• Evaluations should be provided.
• All associations and institutions connected with motorcyclists should motivate riders to take part in safety
training courses.
• In addition to accident prevention, target-group-oriented traffic control is necessary. The deployment of
motorcycles with video cameras, among other methods, has been effective.
• All available legal instruments must be leveraged to
the fullest extent in order to improve traffic safety.
• The media is being asked to follow the example set by
the motorcycle industry and to abstain from publishing images and videos of high-risk driving in road traffic, so as not to encourage riders to imitate this riding
style.
• We recommend setting up a platform to facilitate the
exchange of experiences for all parties connected with
motorcycle road safety.
List of Speakers
51
List of Speakers
Opening Addresses
International Activities
„Vehicles and Infrastructure“ Workshop
Dr. Peter Struck
MP, SPD Parliamentary Group Leader
Member of the Motor Sport Group of the
German Bundestag Sports Society e. V.
Maria Cristina Marolda
Road Safety Policy Officer
CEC DG TREN E3
DM24 2/100 – B 1049 Bruxelles
Tel.: +32 2 2958391
Email: maria-cristina.marolda@
ec.europa.eu
Visiting address: rue De Mot 24
1040 Bruxelles
Prof. Dr.-Ing. Reinhold Maier
Technical University of Dresden
Faculty of Transportation Science
Institute for Traffic Planning and Road
Traffic
Hettnerstraße 1
01062 Dresden
Tel. +49 351 463 36699
Fax: +49 351 463 36502
Email: [email protected]
Dr. Klaus Sticker
SIGNAL IDUNA Group, Member of the
Executive Board
Chairmain of the Technical Committee
on Motor vehicles German Insurance
Association
President of the German Road Safety
Council
Presenters
Siegfried Brockmann
Head of German Insures Accident
Research (UDV)
German Insurance Association e. V.
Wilhelmstr. 43/43G
10117 Berlin
Tel.: +49 30 2020 5872
Fax: +49 30 2020 6872
Christian Kellner
General Manager
German Road Safety Council e. V.
Beueler Bahnhofsplatz 16
53225 Bonn
Tel.: +49 228 400010
Fax: +49 228 4000144
Dr. Pierre Van Elslande
Senior Researcher
Accident Mechanisms Department
Institut National de Recherche sur les
Transports et leur sécurité (INRETS)
Chemin de la Croix Blanche
F-13300 Salon-de-Provence
Tel: +33 4 90 56 86 19
Fax: +33 4 90 56 25 51
www.inrets.fr
Wolfgang Blindenbacher
TISPOL President
TISPOL Organisation
1st Floor, 10 Victoria Street
London SW1H 0NN
United Kingdom
Tel.: + 44 7770281074
E-mail: [email protected]
Andre Seeck
Head of Department F: Vehicle
Technology
Federal Highway Research Institute
(BASt)
Brüderstraße 53
51427 Bergisch Gladbach
Tel.: +49 2204 43 600
Fax: +49 2204 43 676
Jörg Ortlepp
German Insurers Accident Research.
(UDV)
Head of Infrastructure
Wilhelmstraße 43/ 43 G
10117 Berlin
Tel.: +49 30 2020 5872
Fax: +49 30 2020 6872
Oliver Fuchs
2W-Project Coordination Section MG
Honda R&D Europe (Deutschland)
GmbH
Carl-Legien-Str. 30
63073 Offenbach
Germany
Tel: +49 69 89 011 209
Fax: +49 69 89 011 295
52
List of Speakers
Dr. Jost Gail
Head of Unit “Active Vehicle Safety,
Emissions, Energy”
Federal Highway Research Institute
(BASt)
Brüderstraße 53
51427 Bergisch Gladbach
Tel.: +49 2204 43 610
Fax: +49 2204 43 676
Jens König
DEKRA Automobil GmbH
Technology Center
Unfallforschung / Accident Research
Handwerkstr. 15
70565 Stuttgart
Tel. +49 711 7861 2507
Fax: +49 711 7861 2884
www.unfallforschung.com
www.dekra.com
Marco Pieve
PIAGGIO & C. s. p. a.
Scooter Technical Innovation
Product Development & Racing
Viale Rinaldo Piaggio, 25
56025 Pontedera (Pisa) - Italy
Tel.: +39 0587 272469
Fax: +39 0587 272033
„Motorcyclists and Law“ Workshop
Prof. Dr. Dieter Müller
Institute for Traffic Law and Behaviour
Am Strehlaer Wasser 53
02525 Bautzen
Tel.: +49 3591 3262 50
Fax: +49 3591 3262 51
www.ivvbautzen.de
Kay Schulte
Expert Novice Drivers/
Experience Drivers
German Road Safety Council e. V.
Jägerstraße 67-69
10117 Berlin
Tel.: +49 30 2266 771-15
Fax: +49 30 2266 771-29
Sabine Degener
(UDV)
Head of Traffic Behaviour and Training
Section
Wilhelmstraße 43/ 43 G
10117 Berlin
Tel.: +49 30 2020 5872
Fax: +49 30 2020 6872
Wolfgang Stern
Scientist for Traffic Education
avp – Institute for Applied Traffic Padagogy
Eichendorffweg 1
48734 Reken
Tel.: +49 2864 72424
Fax: +49 2864 72426
Jürgen Rieger
TISPOL Organisation
“High Risk Driver” Working Groups
Baden-Württemberg Ministry of the
Interior
Dorotheenstr. 6
70173 Stuttgart
Tel.: +49 711 231 3941
Rolf Frieling
Chairman of the Biker Union e. V.
1st Chairman of the German Motorcycle
Initiative (MID) e. V.
Feuerbachstraße 38
60325 Frankfurt a. M.
Tel.: +49 61 73608370
Mobile: +49 1716802376
Thierry Bellet, PhD
INRETS – Institut National de Recherche
sur les Transports et leur Sécurité
LESCOT – Laboratoire Ergonomie et
Sciences
Cognitives pour les Transports
25, Av. François Mitterrand, case 24
F 69675 Bron Cedex
Tel.: +33 4 72 14 24 57
Fax: +33 4 72 37 68 37
Aurélie Banet
Psychologist
PhD Student at INRETS-LESCOT
25, Av. François Mitterrand, case 24
F 69675 Bron Cedex
Tel.: +33 4 72 14 26 05
Dr. Oliver Büttner
Chair in Strategic Communication
Zeppelin University gGmbH
Am Seemooser Horn 20
88045 Friedrichshafen / Bodensee
Tel.: +49 7541 6009 1373
Fax: +49 7541 6009 1399
Participants
Participants
„Vehicles and Infrastructure“ Workshop
Allan, Phillip
Biethan, Olaf
Bischoff, Frank
Boberg, Per
Brocks, Björn
Broer, Rudolf
Carey-Cling, Craig
Daams, E. C.
Deissinger, Felix
Figueiredo, Paulo
Dr. Gehlert, Tina
Ginter, Christian
Dr. Gwehenberger,
Johann
Kiebach, Helge
Kjaer, Marlene-Rishoj
Dr. Kühn, Matthias
Kukuk, Siegfried
Dr. Kuschefski, Achim
Leimbach, Frank
Dr. Lipphard, Detlev
Malburg, Ulrich
Matias, Roland
Mayrhofer, Erich
Department for Transport,
South Australia
Bundesverband der Motorradfahrer e. V. - BVDM
Polizeidirektion SachsenAnhalt, Halle
Autoriserte Trafikkskolers
Landsborbund, Oslo
Kreispolizeibehörde, Höxter
RTB GmbH & Co. KG
Rowan Public Affairs,
United Kingdom
RAI Vereiniging, Niederlande
BMW Motorrad, München
ANIECA, Lissabon
Unfallforschung der
Versicherer - GDV
Ministère des Transports,
Luxemburg
AZT Automotive GmbH
KTI GmbH & Co. KG
Danish Road Traffic Accident
Investigation Board
Unfallforschung der
Versicherer - GDV
Kreisverkehrswacht
Lörrach e. V.
Institut für Zweiradsicherheit
DEKRA Automobil GmbH
Deutscher Verkehrssicherheitsrat e. V.
Ministerium für Bauen und
Verkehr des Landes NRW
Logistikschule der Bundeswehr, Osterholz-Scharmbeck
asaPROTECT Entwicklungs
GmbH, Österreich
Meyer, Georg
Motzek, Manfred
Nordqvist, Maria
Oudenhuijzen, J. K.
Reiff, Lars Klit
Roth, Heinz
Schmucker, Uli
Soestmeyer, Gerold
Sommer
Spang, Anne
Staffetius, Tino
Stock, Ralf
Tervo, Markku
Zaidel, David
FSD Fahrzeugsystemdaten
GmbH
Landkreis Osnabrück
Swedish Motorcyclist Ass.
SMC
Department of Human
Performance
TNO Defence, Security and
Safety, Niederlande
Danish Road Traffic Accident
Investigation Board
SVV Schweizerischer
Versicherungsverband
Universität Greifswald
Unfallforschung
Bergbau Berufsgenossenschaft
Kreispolizeibehörde Düren,
Direktion Verkehr
Biker Union e. V.
FSD Fahrzeugsystemdaten
GmbH, Dresden
ADAC e. V.
Finnish Road Administration
4sight, Ergonomics & Safety,
Haifa
53
54
Participants
„Motorcyclists and Law“ Workshop
Alam, Barbara
Bellen, Heinz
Brendicke, Reiner
Brutscher, Bernd
Butterwegge, Petra
Christensen, Jesper
Curran, Hugh
Dalsaune, Roger
Darjus, Sabine
Disiviscour, Alain
Fekete, Robert
Fischer, Hennes
Gude, Tanja
Herrmann, Gerhard
Höher, Frank
Hübner, Peter
Kern, Joachim
Kohler, Andreas
Koppers, Silke
Lüthi, Dieter
May, Rüdiger
Molnar, Laszlo
Münch, Mathias
Nipper, Burkhard
Rowan Public Affairs,
United Kingdom
Kreispolizeibehörde Düren
Industrie-Verband Motorrad
Deutschland e. V., Essen
Landespolizeidirektion
Saarland
Unfallforschung der
Versicherer - GDV
Swedish Motorcyclist Ass.
SMC
RospaSmart, United Kingdom
Autoriserte Trafikkskolers
Landsborbund, Oslo
Fahrlehrerverband
Hamburg e. V.
Ministère des Transports,
Luxemburg
Q & Car KFT, Ungarn
YAMAHA, Motor R + D Europe
Württembergische
Versicherungs AG
Logistikschule der Bundeswehr, Osterholz-Scharmbeck
ADAC Nordrhein e. V.
Polizeipräsidium Oberfranken
Fachhochschule für öffentliche Verwaltung NRW
Polizeipräsidium Westpfalz
Global Press GmbH
Fonds für Verkehrssicherheit,
Bern
Bundesministerium für Verkehr, Bau und Stadtentwicklung
Q & Car KFT, Ungarn
Biker Union e. V.
Landesverkehrswacht NRW e. V.
Polster, Jürgen
Bayerisches Staatsministerium des Innern
Quandt, Jürgen
Polizeiinspektion Anklam
Quandt, Sabine
Landkreis Ostvorpommern
Rendsvig, Tanja Legind Danish Road Traffic Accident
Investigation Board
Rößger, Lars
TU Dresden
Rütjes, Heinz
Bergbau Berufsgenossenschaft
Schmitz-Jersch, Deutsche Verkehrswacht e. V.
Friedhelm
Berlin
Schütte, Klaus
Sächsisches Staatsministerium für Wirtschaft und Arbeit
Dr. Virgüez, Manuel
vertreten durch
Jairo Andrés Malagon
Senator Republica, Columbie
von Bressensdorf, Bundesvereinigung der
Gerhard Fahrlehrerverbände e. V.
Walter, Esther
Beratungsstelle für Unfallverhütung bfu, Bern
Weddern, Olaf
Innenministerium des Landes
Schleswig-Holstein
Wermeling, Klaus
Polizeiinspektion Emsland
Winkelbauer, Martin
Kuratorium für Verkehrs
sicherheit, Wien
Zander, Joachim
Berufsgenossenschaft fürFahrzeughaltungen

Motorcycle Symposium 2009 - Unfallforschung der Versicherer

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