Motorcycle and Scooter Safety Action Group Forum. Crash Statistics Update

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2 Motorcycle and Scooter Safety Action Group Forum Crash Statistics Update

3 Contents List of Tables... 3 List of Figures... 4 List of Maps... 5 INTRODUCTION... 6 Motorcycles and Motorcyclists... 6 Fatal and Serious Injury Crashes... 6 WA S MOTORCYCLIST DEATH AND SERIOUS INJURY PROBLEM... 7 Motorcyclists are over-represented in deaths and serious injuries... 7 Motorcycle use is growing... 7 More motorcyclists are being injured... 8 Upward trend in injury rate... 8 Single vehicle motorcycle crash types... 9 Multiple vehicle motorcycle crash types... 9 Impact of motorcycle crashes on other road users DIFFERENCES IN METROPOLITAN, REGIONAL AND REMOTE AREAS Metropolitan Motorcyclist deaths and serious injuries Crash types Distribution of crashes Regional and remote Motorcyclist deaths and serious injuries Crash types Distribution of crashes THE SAFE SYSTEM Safe Roads and Roadsides Safe Speeds Safe Road Users Contributing factors Helmet use Drink driving Speeding Safe Vehicles Registrations Rates per distance travelled DEMOGRAPHIC INFORMATION Gender Age SEASONAL TRENDS

4 List of Tables Table 1 Annual numbers of motorcyclists killed by jurisdiction Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 Single vehicle crash types for crashes where a motorcycle rider was killed and seriously injured, WA Multiple vehicle crash types for crashes where a motorcycle rider was killed and seriously injured, WA People killed and seriously injured in multiple vehicle crashes involving a motorcycle by road user type, WA Road type for crashes involving a motorcycle rider was who killed and seriously injured, WA Road configuration for crashes involving a motorcycle rider who was killed and seriously injured, WA Posted speed limit in areas where crashes involving a motorcycle rider who was killed and seriously injured occurred, WA Factors involved in single vehicle crashes involving a motorcycle rider who was killed and seriously injured, WA Table 9 Number of registered vehicles (thousands) by vehicle type, WA Table 10 Motorcycle riders and motor vehicle drivers killed and seriously injured per million kilometres travelled by vehicle type, WA Table 11 Motorcycle riders and passengers killed and seriously injured by gender, WA Table 12 Average annual percentage change by age group and crash type, WA

5 List of Figures Figure 1 Annual proportion of people killed and seriously injured by road user type, WA Figure 2 Number of motorcyclists killed and seriously injured, metropolitan WA Figure 3 Percentage of motorcycle riders killed and seriously injured by type of crash, metropolitan WA Figure 4 Number of motorcyclists killed and seriously injured, regional and remote WA Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Percentage of motorcycle riders killed and seriously injured by type of crash, regional and remote WA Speed zone of crash site where the motorcyclist was killed and seriously injured, WA Helmet use of motorcycle riders killed and seriously injured in police attended crashes, WA Blood alcohol concentration of motorcycle riders killed and seriously injured in police attended crashes, metropolitan WA Blood alcohol concentration of motorcycle riders killed and seriously injured in police attended crashes, regional and remote WA Figure 10 Speed as a factor for motorcycle riders and passenger vehicle drivers killed and seriously injured in police attended crashes, WA Figure 11 Age of motorcycle riders killed and seriously injured, WA Figure 12 Motorcycle riders killed and seriously injured in police attended crashes by month of crash, WA Figure 13 Time series of motorcyclists killed and seriously injured by month of crash, WA Figure 14 Distribution of the number of motorcyclists killed and seriously injured by month of crash, WA

6 List of Maps Map 1 Motorcyclists killed and seriously injured in the Perth metropolitan area, 2005 to Map 2 Motorcyclists killed and seriously injured in the South West, excluding the Perth metropolitan area, 2005 to Map 3 Motorcyclists killed and seriously injured in the Remainder of WA, 2005 to

7 INTRODUCTION This paper provides an overview of the road crash statistics for motorcyclists in Western Australia over the ten year period between 2000 and Motorcycle riders in Western Australia are at least 23 times more likely to be fatally injured than operators of other vehicles travelling the same distances. Motorcyclists are particularly vulnerable road users as they have no protection when they are involved in crashes, and therefore, present specific challenges for road safety. Motorcycles and Motorcyclists The definition of motorcycle used in the Road Traffic (Licensing) Regulations 1975 is used in this document: a motor vehicle, other than a motorised wheelchair or a goods vehicle, that is not equipped with a permanent cab and cab roof and that (a) is designed to travel on 2 wheels, or, with a sidecar attached, 3 wheels; or (b) has 3 wheels arranged so that the axis of rotation of 2 wheels lies on the same straight line and each of those 2 wheels is equidistant from the third In other words, motorcycles include: mopeds and scooters (motorcycles with a capacity of less than 50cc which are designed to do less than 60 km/h). An R-N licence is required to ride one of these vehicles; and larger motorcycles requiring R-E (engine capacity less than 250cc) and R (unrestricted) licenses. Motorcyclists are considered to be anyone riding one of these vehicles (whether or not they hold the appropriate licence). Fatal and Serious Injury Crashes A crash is classified as a road crash if all of the following criteria are met: the crash resulted in bodily injury or property damage; the crash occurred on a road, and the road was open to the public at the time of the crash; the crash involved at least one moving vehicle; and the crash was not a result of a medical condition, a deliberate act (such as a suicide attempt) or a police chase. Crashes that do not meet these criteria (for example, off-road crashes) have been excluded from the statistics in this report. The report focuses mainly on fatal crashes (that is, crashes in which at least one road user was killed) and crashes resulting in serious injury (that is, crashes in which at least one road user was admitted to hospital). 6

8 WA S MOTORCYCLIST DEATH AND SERIOUS INJURY PROBLEM Motorcyclists are over-represented in deaths and serious injuries In the 10 years to (the most recent registration data available), although motorcycles only accounted for around four per cent of the registered motor vehicles in WA, between 9 and 17 per cent of those killed and seriously injured in road crashes were motorcyclists. Compared to drivers of other motor vehicles, motorcyclists have a much higher risk of being killed and seriously injured as a result of a crash. On a per kilometre travelled basis, from 1998 to motorcyclists were consistently at least 23 times more likely to be killed and seriously injured than other drivers. Since 2001 there has been an increasing trend in the number of motorcyclists killed and seriously injured on WA roads. In 2001 there were 247 motorcyclist casualties and in 2009 there were 387, with a peak of 427 in In the five years to 2009, the number of male injured has increased and there has been a slight decrease in the number of female motorcyclists. In contrast, the number of motor vehicle drivers killed and seriously injured, for both males and females, has decreased since Between 1998 and 2007, between 85 and 95 per cent of the motorcyclists killed and seriously injured were men. Nearly two thirds of all serious motorcycle crashes on regional and remote area roads involved only one vehicle. Over the ten years to 2009, the upward trend in WA motorcyclist deaths has increased at a faster rate than it has in other Australian jurisdictions, apart from the ACT and Queensland. In contrast, more recently between 2005 and 2009, WA has had the fastest increase in motorcyclist deaths compared to other Australian jurisdictions. Motorcycle use is growing In 1998 motorcycles accounted for only 4.17 per cent of the WA fleet. By , that proportion had grown to 5.4 per cent. That is, the number of registered motorcycles in WA increased from 42,000 to 68,000 in that ten year period. Motorcycles are driven relatively little compared to other vehicles in WA. In the decade to , the estimated distance travelled by motorcycles was consistently less than one per cent of the distance driven by passenger and light commercial vehicles on WA roads. Recently however, the distance travelled in WA by motorcycle has increased at a faster rate than in previous years. In 1998, 100 million kilometres were travelled by motorcycle in WA. By , the number of kilometres travelled by motorcycle had nearly doubled to 195 million kilometres. Over the five years to , the distance travelled by motorcycle increased by 65 per cent. In contrast, the distance travelled by passenger vehicle from 1998 to 2007 increased by just 37 per cent. 1 The most recent information available from the Australian Bureau of Statistics on the number of registered motorcycles in the vehicle fleet and the estimated distance they have travelled is for

9 More motorcyclists are being injured Between 2000 and 2009 most of the people killed and seriously injured in road traffic crashes have been drivers of motor vehicles followed by motor vehicle passengers and motorcyclists. Over this ten year period 11 per cent of all those killed and seriously injured on WA roads were motorcyclists. Over this period, the number of road users killed and seriously injured has increased, however the number of motorcyclists killed and seriously injured has increased at a greater rate than other road user groups by approximately 5.4 per cent per annum compared to 2.3 per cent per annum for motor vehicle drivers and 1.5 per cent per annum for motor vehicle passengers. 60% 50% 40% 30% 20% 10% 0% Driver Passenger Motorcyclist Bicyclist Pedestrian Figure 1 Annual proportion of people killed and seriously injured by road user type, WA Upward trend in injury rate Over the ten years to 2009 there has been an upward trend in the number of motorcyclists killed and seriously injured on Western Australian roads, an average increase of 5.4 per cent per annum. Compared to other Australian States and Territories this is the third highest rate after the ACT and Queensland. Year 2 ACT Qld WA NSW Vic SA Tas NT Aust Average annual change 3 last 5 years -24.8% 0.5% 15.8% -0.9% -5.6% -7.3% 7.4% -8.8% 3.2% last 10 years 15.8% 8.8% 5.4% -0.02% -2.9% -1.7% 0.6% NA 2.7% Table 1 Annual numbers of motorcyclists killed by jurisdiction Source: Australian Transport Safety Bureau and the Bureau of Infrastructure, Transport and Regional Economics. 3 Average annual rates are estimated average annual changes under an exponential model. 8

10 However, more recently over the five years between 2005 and 2009, Western Australia has had the highest annual increase in motorcyclist fatalities with an average increase of 15.8 per cent per annum. Single vehicle motorcycle crash types Nearly 40 per cent of the single vehicle crashes involving the death or seriously injury of at least one motorcyclist occurred when the motorcycle overturned. Nearly a quarter (22 per cent) of the crashes involved the motorcycle hitting a kerb or traffic island. Table 2 Crash Type Count % Overturned Hit kerb or traffic island Hit roadside structure Hit tree Hit animal Hit pole Hit sign or guide post Hit pedestrian Hit other and unknown objects Other non collision Fall from a moving vehicle Unknown Total Single vehicle crash types for crashes where a motorcycle rider was killed and seriously injured, WA Multiple vehicle motorcycle crash types Over a third (33.5 per cent) of the multiple vehicle crashes where at least one motorcyclist was killed and seriously injured occurred when one vehicle struck the side of another at a right angle, nearly a quarter (22 per cent) occurred when one of the vehicles was struck while turning right across oncoming traffic. The next most common serious crash type involved one vehicle sideswiping another while travelling in the same direction (17 per cent). Table 3 Crash Type Count % Right angle Turning right Sideswipe same direction Rear end Head on Unknown Total 1, Multiple vehicle crash types for crashes where a motorcycle rider was killed and seriously injured, WA

11 Impact of motorcycle crashes on other road users When a motorcycle is involved in a crash, the motorcyclist is the most likely to be killed and seriously injured. The majority of those killed (97 per cent) and seriously injured (95 per cent) in multiple vehicle crashes involving a motorcycle were motorcyclists. Table 4 Road User Killed Seriously Injured Total Motorcyclist 87 1,043 1,130 Passenger Driver Pedestrian Bicyclist Total 90 1,103 1,193 People killed and seriously injured in multiple vehicle crashes involving a motorcycle by road user type, WA

12 Number killed or seriously injured DIFFERENCES IN METROPOLITAN, REGIONAL AND REMOTE AREAS There has been an upward trend in the number of motorcyclists killed and seriously injured in the metropolitan and regional and remote areas of WA over the past five years. While the trends in these two regions are similar, there are differences in the crash types depending on the road environments that vary by geographical area. Metropolitan Motorcyclist deaths and serious injuries In the metropolitan area between 2005 and 2009, the number of motorcyclists who have been killed has increased by an average of 2.3 people per year, ranging from 15 in 2005 to 28 in Over the same period the average number of motorcyclists who have been seriously injured has also increased by an average of 5.2 people per year ranging from a minimum of 233 people in 2006 to a maximum of 293 in Killed Seriously injured Crash types Figure 2 Number of motorcyclists killed and seriously injured, metropolitan WA In the metropolitan area just under two thirds (63 per cent) of motorcyclists killed and seriously injured were involved in multiple vehicle crashes, most often in right angled crashes at intersections. The next most common crash type were single vehicle, non collision crashes (18 per cent). 11

13 25% 20% 15% 10% 5% 11% 11% 23% 15% 17% 18% 0% 3% 1% 1% Figure 3 Percentage of motorcycle riders killed and seriously injured by type of crash, metropolitan WA Distribution of crashes Most of the motorcyclists killed and seriously injured in the metropolitan area appeared to be involved in crashes occurring in the more densely populated sections of the metropolitan area, and on the more heavily used roads such as Albany Highway and Scarborough Beach Road (Map 1). 12

14 Map 1 Motorcyclists killed and seriously injured in the Perth metropolitan area, 2005 to

15 Number killed or seriously injured Regional and remote Motorcyclist deaths and serious injuries Over the five years to 2009, there was an increasing trend in the number of motorcyclists killed in regional and remote areas of WA. On average, the number of motorcyclists killed increased by 1.1 per year, ranging from 5 fatalities in 2005 to 12 fatalities in 2006, 2007 and Over the same period there was an increasing trend in the number of motorcyclists who were seriously injured. On average, there was an increase of 5.6 people seriously injured per year, ranging between 63 in 2005 and 113 in The increasing trend in seriously injured was primarily due to a 100 percent jump in the number of serious injuries between 2005 and From 2006, there has been a decreasing trend in the number of motorcyclists seriously injured with an average of 4.7 fewer people per year Killed Seriously injured Figure 4 Number of motorcyclists killed and seriously injured, regional and remote WA Crash types In regional and remote areas of WA, 58 per cent of the motorcyclists killed and seriously injured were injured in single vehicle crashes. The most common crash type were hit object crashes (29 per cent), followed by non collision crashes (22 per cent). 35% 30% 25% 20% 15% 29% 10% 22% 5% 0% 7% 7% 6% 15% 8% 1% 6% Figure 5 Percentage of motorcycle riders killed and seriously injured by type of crash, regional and remote WA

16 Distribution of crashes Most of the motorcyclists killed and seriously injured in crashes outside Perth, essentially west of a line between Geraldton and Esperance occurred on roads within 50km north and east of the Perth metropolitan area, south of Perth along the coast from Mandurah, Serpentine-Jarrahdale to Bunbury, Busselton and Margaret River. There were also concentrations between Donnybrook and Bridgetown and in the vicinity of Northcliffe, Albany, Mount Barker and Geraldton (Map 2). Crashes where motorcyclists were killed and seriously injured in the remainder of WA, north and east of the line between Geraldton and Ravensthorpe crashes, were rare. These crashes tended to occur close to population centres such as Kalgoorlie, Esperance, Carnarvon, Exmouth, Karratha, Port Hedland, Broome and on the Eyre Highway between Cocklebiddy and Mundrabilla (Map 3). 15

17 Map 2 Motorcyclists killed and seriously injured in the South West, excluding the Perth metropolitan area, 2005 to

18 Map 3 Motorcyclists killed and seriously injured in the Remainder of WA, 2005 to

19 THE SAFE SYSTEM The Safe System views the road transport system holistically by seeking to manage the interaction between road users, roads and roadsides, travel speeds and vehicles. The Safe System recognises that it is probably not possible to prevent all crashes but aims to prevent those that result in death and serious injury. The statistics in this paper are presented around the four Safe System cornerstones that included in Towards Zero, the WA road safety strategy. Safe Roads and Roadsides Between 2005 and 2009, 80 per cent of serious single vehicle crashes occurred on main and local roads compared to 69 per cent of serious multiple vehicle crashes. Table 5 Road Type Single Vehicle Multiple Vehicle Count % Count % Highway Main Road Local road Unknown Total , Road type for crashes involving a motorcycle rider was who killed and seriously injured, WA Fifty-seven per cent of serious multiple vehicle crashes involving a motorcycle took place at an intersection, compared to 68 per cent of serious single vehicle motorcycle crashes occurring at places other than intersections. Table 6 Road Type Single Vehicle Multiple Vehicle Count % Count % Intersection Mid-block Other Total , Road configuration for crashes involving a motorcycle rider who was killed and seriously injured, WA

20 Number killed or seriously injured Safe Speeds Crashes where motorcycle riders were killed and seriously injured predominantly occur in built up areas where the speed zone is either 50 or 60 km/h. About 17 per cent of motorcyclist fatalities and seven per cent of motorcyclists seriously injured were the result of crashes on roads with a speed limit 100 km/h or more < 50 km/h 50 km/h 60 km/h 70 km/h 80 km/h 90 km/h 100 km/h 110 km/h Unknown Killed Seriously injured Figure 6 Speed zone of crash site where the motorcyclist was killed and seriously injured, WA Most of the single and multiple vehicle, motorcycle crashes occurred on roads with a speed limit of between 50 and 60km/h. However, most of the traffic on the WA road network uses roads with these speed limits. Twenty three per cent of the single vehicle motorcycle crashes occurred in 50km/h speed zones, while 27 per cent of the multiple vehicle crashes occurred on roads with a 60km/h speed limit. Table 7 Speed Single Vehicle Multiple Vehicle Zone Count % Count % < Unknown Total , Posted speed limit in areas where crashes involving a motorcycle rider who was killed and seriously injured occurred, WA

21 Safe Road Users Contributing factors Nearly 60 per cent of single vehicle motorcycle crashes involved a motorcycle running off the road. The next most common crash type involved the motorcycles hitting an object. Excessive speed and alcohol also appear to play a significant role in these crashes. Table 8 Factor Count % 4 Run-off-road Hit object Excessive speed BAC Helmet not worn Wet road Hit animal Overcast Raining Unsealed road Total Factors involved in single vehicle crashes involving a motorcycle rider who was killed and seriously injured, WA Helmet use While over 75 per cent of motorcyclists killed and seriously injured were wearing a helmet at the time of the crash, one in ten were not. Motorcyclists killed and seriously injured in regional and remote WA were slightly less likely to be wearing a helmet than those in the metropolitan area. 80% 70% 60% 50% 40% 76% 30% 20% 10% 0% 14% 11% Unknown Worn Not worn Figure 7 Helmet use of motorcycle riders killed and seriously injured in police attended crashes, WA Percentage columns will not sum to 100 as there may have been multiple or no factors attributed to any particular crash. 20

22 Drink driving The vast majority of riders killed and seriously injured in police attended metropolitan crashes had no alcohol in their blood at the time of the crash. Nonetheless, 13 per cent did. This is similar to the trend for other road users in WA. 70% 60% 50% 40% 30% 64% 20% 10% 0% 3% 2% 3% 2% Nil < Unknown 26% Figure 8 Blood alcohol concentration of motorcycle riders killed and seriously injured in police attended crashes, metropolitan WA Motorcyclists killed and seriously injured in regional and remote WA are more likely to have had a blood alcohol concentration greater than 0.05 per cent than their metropolitan counterparts, and these blood alcohol concentrations are more likely to be 0.08 g/100ml or more. 70% 60% 50% 40% 30% 58% 20% 10% 0% 2% 0% 6% 4% Nil < Unknown 30% Figure 9 Blood alcohol concentration of motorcycle riders killed and seriously injured in police attended crashes, regional and remote WA Speeding Between 2005 and 2009, where the role of speed as a contributing factor to a crash was recorded, excessive speed played a part in nearly two thirds of crashes where a motorcyclist was killed and seriously injured. 21

23 Speed was more likely to have been a factor in crashes resulting in a motorcyclist s death or serious injury compared to car drivers. 60% 50% 40% 30% 20% 10% 18% 19% 33% 30% 49% 51% 0% Yes No Unknown Car Drivers Motorcycle Riders Figure 10 Speed as a factor for motorcycle riders and passenger vehicle drivers killed and seriously injured in police attended crashes, WA

24 Safe Vehicles Safe Vehicles is an important cornerstone within the Safe System model. Licensed motorcycles in Western Australia must comply with the WA Road Traffic (Vehicle Standards) Rules 2002 and the Road Traffic (Vehicle Standards) Regulations In addition, there are other factors which may help to improve the safety of motorcycles such as using headlights to improve rider visibility and technological enhancements such as intelligent crash avoidance systems, crash bars and airbags. However, motorcycles are not currently subject to the Australian New Car Assessment program (ANCAP) and as such data about the safety rating of motorcycles involved in crashes is not collected. Therefore, statistics are not available about the relative safety of those motorbikes involved in crashes in comparison to the rest of the motorcycle fleet. The level of vulnerable road user protection that vehicles other than motorcycles currently have varies. At this stage, no statistics are available on the specific vulnerable road user safety features in vehicles that have been involved in fatal and serious injury crashes involving motorcycles. Registrations While the number of all registered vehicles on WA roads has increased from 1998 to , the number of motorcycles per 100 passenger vehicles has dramatically risen with a greater increase since Year Motorcycles Passenger Motorcycles per 100 All others vehicles passenger vehicles , , , , , , , , , , Annual average change 5yrs 3.3% 7.6% 6.4% Table 9 Number of registered vehicles (thousands) by vehicle type, WA Registration data for 2008 and 2009 is not currently available. 6 Data from 2000 is missing from ABS publications and hence a linear interpolation off 1999 and 2001 in shown. 23

25 Rates per distance travelled Compared to drivers of passenger and light commercial vehicles, motorcycle riders are at a much higher risk of being killed and seriously injured. On a per kilometre travelled basis, motorcycle riders are between 23 and 48 times as likely as other drivers to be killed and seriously injured. Year Motorcycle riders Drivers Risk Multiple Ave annual change 8 -last 5 years -6.6% -5.0% Table 10 Motorcycle riders and motor vehicle drivers killed and seriously injured per million kilometres travelled by vehicle type, WA Data from 2000 is missing from ABS publications and hence a linear interpolation off 1999 and 2001 in shown. 8 Average annual rates are estimated average annual changes under an exponential model. Average annual change over the last years requires 6 years of data or 5 changes and so forth. 24

26 Number killed or seriously injured DEMOGRAPHIC INFORMATION Gender Between 2005 and 2009, ten times more male riders than female riders were killed and seriously injured. Fewer passengers were killed and seriously injured however, and most of them were women. Age Table 11 Road User Sex 9 Killed Seriously Injured Total Male 142 1,481 1,623 Rider Female Unknown Male Passenger Female Unknown Total 157 1,757 1,914 Motorcycle riders and passengers killed and seriously injured by gender, WA Over the past five years, riders in the 30 to 39 age group (22.3 per cent) have been the most vulnerable to death and serious injury followed by 17 to 24 year olds (21.9 per cent) and those in the 40 to 49 year age group (19.8 per cent). The number of riders aged over 30 killed and seriously injured has been steadily increasing between 2005 and 2007, while there has been a downward trend in the number of riders aged 25 to 29 killed and seriously injured to to to to to to to plus Unknown Figure 11 Age of motorcycle riders killed and seriously injured, WA Note that in July 2005, several changes were made to one of the forms used to collect the Police reported crash data and gender was no longer recorded for road users other than drivers and riders leading to a dramatic increase in the number with gender unknown in 2005 and

27 From 2005 to 2009 there was a general increase in the number of motorcyclists killed and seriously injured in WA, among motorcyclists aged 25 year or older. The greatest increase was in the number of motorcyclists aged 45 years or more, injured in single vehicle crashes. The smallest changes were among motorcyclists up to 24 years of age. The annual average percentage changes in this age group were less than 1 per cent in magnitude 10. The greatest increase was for motorcyclists aged 45 years or more. This age group had at least a 9 per cent increase per annum in the number of serious motorcycle crashes for both single and multiple vehicle crash types. Crash Type 24 yrs yrs 45 yrs Single 0.48% -1.3% 9.1% Multiple -0.6% 4.8% 9.6% Total 0.0% 1.4% 9.3% Table 12 Average annual percentage change by age group and crash type, WA The exponential models used to calculate the percentage change in this age group were a poor fit, suggesting that this measure of change in the number of crashes by year is not appropriate for this age group. 11 Average annual rates are estimated average annual changes under an exponential model. Average annual change over the last years requires 6 years of data or 5 changes and so forth. 26

28 Number killed or seriously injured Number killed or seriously injured SEASONAL TRENDS More motorcyclists are killed in March, September and December than in other months, and the greatest numbers of motorcyclists seriously injured tend to occur in March, May and December. While there is an obvious increase in the number of motorcyclist deaths and serious injuries in the summer months, the greatest number appear to occur during the festive periods of Christmas and the start of Autumn Killed Seriously injured Figure 12 Motorcycle riders killed and seriously injured in police attended crashes by month of crash, WA Figure 13 and Figure 14 provide an indication of how the counts of motorcyclists killed and seriously injured vary from month to month. Figure 13 is a time series of the number of motorcyclists killed and seriously injured each month from January 2005 to December This figure shows that while there is a lot of variation in the monthly counts, there may be an underlying pattern Killed Seriously injured Figure 13 Time series of motorcyclists killed and seriously injured by month of crash, WA

29 Motorcyclists killed and seriously injured, 2005 to Figure 14 is a series of box plots summarising the spread of the monthly counts of motorcyclists killed and seriously injured from 2005 to The box plots show that while there is a lot of variation within each month; January, March, May and December have the highest monthly average (the red dots) number of people killed and seriously injured. Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec Month Figure 14 Distribution of the number of motorcyclists killed and seriously injured by month of crash, WA

30 SAFE VEHICLES CORNERSTONE NATIONAL STANDARDS 2011 MSSAG Action Status Report for the Month of June 1 Lobby for a national approach on vehicle and equipment standards. Ongoing Motor Trades Attend MTAA bi-annual meetings and add motorcycle and scooter safety as agenda item. Ongoing 100% (Note: the outcome for Western Australia is to see a national approach on vehicle and equipment standards). Attend MTAMCIA meetings and add motorcycle and scooter safety as an agenda item. Distribute Good Gear Guide to all motorcycle and scooter dealers. Ongoing Sep-10 Motorcycle and scooter safety to be added as a standing item at November meeting. Motorcycle and scooter safety is a standing agenda item and discussed monthly. Completed. Good Gear Guide printed and distributed August Listed for further advocacy at future MSSAG Meetings. STAR SAFETY RATING OF PROTECTIVE EQUIPMENT 2 Riding groups/organisations to promote the Mid 2010 Department of Handbook available online from the Oct % Completed. benefits of protective clothing within the riding community via a handbook. Association (MTA), Motorcycle Riders Association (MRA), RAC (as the Road Safety Council (RSC) road user group representative) Transport (DoT), WALGA, MRA, RAC Department of Infrastructure, Transport, regional development and Local Government. Source of funding for the handbook was DOT paid for the printing and RAC paid for the Licence. Jul-10 The handbook was printed and Sep-10 distributed to licensing centres, shops, RAC outlets by August Page 1 of 13

31 INTERNATIONAL STANDARDS 3 Investigate the benefits of accepting Dec-10 RAC (as the RSC road Identify the process associated with Jun % international standards for motorcycles and scooters. user group representative) reviewing the new draft ADR's and amending existing ADR's. Write a letter to the Technical Liaison Group (TLG), Transport Agencies Chief Executives (TACE) or Australian Transport Council (ATC) requesting mutual recognition of conformity assessment procedures. Note: After investigation a letter was written to the Australian Transport Council and taken to the August meeting of MSSAG. It was endorsed by the committee to be sent with the addition of a copy being sent to John Marcolina from DoT, who is the manager of Vehicle Safety and Standards. Jun-10 Letters sent 23 August to Secretary of the Australian Transport Council (ATC) and Chair of the Standing Committee on Transport (SCOT), also letter sent to John Marcolina from DoT, Manager of Vehicle Safety and Standards. Listed for further advocacy at future meetings. 4 Lobby at a national level for change. Dec-10 RAC (as the RSC road user group representative) Add as an agenda item on National Motorcycle and Scooter Consultative Committee. Note: RAC was successful in lobbying for Dave Wright from the MRA to be the WA representative on the National Motorcycle Consultative Committee. Dave has indicated it will be on the agenda. Jun % Completed - Dave Wright is now an active member of the National Motorcycle and Scooter Consultative Committee. Listed for further advocacy at future MSSAG meetings. STAR SAFETY RATING OF MOTORCYCLES, SCOOTERS AND MOPEDS 5 Research the star rating system for motorcycles. Dec-11 Review ANCAP and its procedures. Dec-11 25% RAC (as the RSC road user group representative) Seek funding to scope out the feasibility of the initiative. Dec-11 The RAC is investigating a national approach to research the star rating system for motorcycles. Page 2 of 13

32 BIKE SAFETY FEATURES 6 Lobby manufacturers to implement ABS on Sep-10 RAC (as the RSC road Identify ABS compatible Jul % Complete. motorcycles, as appropriate. user group motorcycles. representative), MTA Produce consumer advocacy letter to manufacturers. Aug-10 Research completed and letter sent in May 2010 to the Federal Chamber of Automotive Industries regarding ABS on motorcycles. Listed for further advocacy at future MSSAG meetings. CAMPAIGN TO PROMOTE CLOTHING AND VEHICLE SAFETY 7 Research the star rating system for protective 2011/2012 RAC (as the RSC road clothing based on the European Union user group Standard. representative) Project proposal for this research submitted as part of the 2011/12 Road Safety Council Road Trauma Trust Fund (RTTF) budget process. Nov-10 25% The RAC is now a member of the Motor Accidents Authority (NSW) Motorcycle Protective Clothing Working Party. The working party are currently finalising a project brief that will provide the evidence to support the development a star rating system for motorcycle protective clothing at a national level. 8 Develop an education campaign to promote the To Office of Road Safety Material produced and available on purchase and use of protective clothing. (ORS) ORS, MTA, MRA websites. Commenced at September 2009 Motorcycle and Scooter Show. WALGA RoadWise Program has promoted the benefits of protective clothing through RSSO to community road safety network and Oct monthly newsletter. commence in September 2009 at the Motorcycle and Scooter Show and will further be promoted at key rider events. MSSAG members to consider opportunities to promote use of protective clothing. Sep-09 Ongoing Ongoing 100% Complete. Will continue to be developed. Page 3 of 13

33 ADOPTION OF EMERGING SAFETY FEATURES 9 Research and identify and prioritise emerging motorcycle and scooter safety technology such as ABS and self cancelling indicators. Incorporate ORS Curtin-Monash Accident Research Centre (C-MARC) to research emerging motorcycle and scooter safety technology. Jun % into RSC Research Plan 2010/11 financial yr SAFE ROADS AND ROADSIDES CORNERSTONE C-MARC to develop fact sheet which identifies and assesses motorcycle and scooter safety technologies. Fact sheet made available on CMARC and ORS website. Jun-11 Jun-11 Funding has been secured for to enable proposed work plan to continue. Draft being finalised following comments from stakeholders. SAFETY BARRIER TECHNOLOGY AND MAINTENANCE 10 Continued financial support for University of NSW Main Roads WA (MRWA) Submit 2010/11 RTTF funding submission. Nov-09 75% (Prof. Raphael Grzebieta) study into motorcycle crashes into roadside and median crash barriers to: July 2010 continuing to 2012 Participate in research Steering Committee. - identify causal human factors Submit 2011/12 RTTF funding submission. - typical crash scenarios - injury mechanisms - survivability envelope - cost effective engineering design modifications Ongoing 11 Continue to provide roadside barrier design Jul-10 MRWA Schedule 2011 courses. Jul-11 course which includes impacts on motorcycle continuing Advertise 2011 courses. Sep-11 users. to 2012 Conduct 2011 courses. Nov-11 Oct-10 25% Research underway. Second year of funding for 2010/11 approved. 2011/ 2012 funding request approved by RSC. Action is on schedule to be completed by target date. Preliminary reports on study have been published by university of NSW. The course has been prepared and is ready for delivery. Nominations have been called to attend the course. Page 4 of 13

34 IMPROVING ROAD MAINTENANCE 12 Promote the Main Roads WA 24 hour Sep-10 MRWA Develop communication strategy. Sep % Draft communication plan contact telephone number to report faults to Develop promotional material. Nov-10 developed. Consulting with facilitate the timely repair or replacement of Commence implementation. Dec-10 stakeholders. safety barriers and other road infrastructure. 13 Develop a WA version of the Victorian guide to Jun-10 MRWA Review Victorian guide. Apr-10 motorcycle friendly maintenance practice. Research WA data. May-10 Consult with WALGA. May-10 Produce draft guide. Jun % Complete October Dissemination of guide to practitioners ongoing. ROAD DESIGN STANDARDS 14 Develop a motorcycle and scooter component Mar-10 MRWA Undertake research. Dec % Complete. into the Road Safety Audit course to influence Seek approval from Road Safety road design and road safety audits on existing Audit (RSA) panel. roads. Consult with motorcycle and scooter representatives regarding the content. Develop course material. Feb-10 Implement course material. Mar Fund 2 places for motorcycle and scooter Oct-09 MRWA Provide funding for Oct 2009 RSA Oct % Complete. representatives, via an expression of interest, course. each year to attend the Road Safety Auditors Develop selection criteria in Jan-10 course. Trained representatives be available consultation MRA. from time to time as road safety audit team Advertise places for Mar 2010 Feb-10 members to provide a motorcycle and scooter course. perspective to influence design practices. Provide funding for March 2010 Mar-10 RSA course. Selection criteria developed. 16 Modify Main Roads Fatal Crash Investigation Dec-09 MRWA Review policy. Dec % Complete. policy to require a suitably experienced Main Develop selection criteria. Jan-10 Roads' motorcycle user on Full Crash Investigation reviews when a motorcycle is Advertise for MRWA staff. Feb-10 involved to ensure a motorcycle and scooter Implement policy. Mar-10 perspective is considered. Consult with motorcycle and scooter representatives to assist with developing selection criteria to ensure Main Roads staff are suitably experienced. Page 5 of 13

35 17 Undertake a review into to the crash history of Mar-10 MRWA Scope review. Mar-10 motorcycle and scooter crashes in relation to Undertake review. Sep-10 the road surface treatment to inform industry and provide guidance to road designers. Publish report. Oct-10 DATA AND IDENTIFICATION OF HIGH MOTORCYCLE CRASH AREAS INTERSECTION DESIGN Integrate findings into Black Spot information sessions. 19 Review and identify Black Spot road safety Apr-10 MRWA Establish working group. Feb-10 50% Working group established countermeasures to address motorcycle and scooter concerns in relation to intersection issues e.g. sealed fishtails. and review commenced. Delays have occurred in working group organisation. Define scope. Mar-10 Estimated completion date to be revised. The Research Commence study. Mar-10 Fellow has now completed the Publish report. May-10 analysis and is awaiting SIGNAGE DESIGN AND PLACEMENT fi li i th BCE A i t i 20 Undertake a trial of improved signage on 2 Mar-10 MRWA Identify routes. Feb % Complete. roads on popular motorcycle touring route. Analyse crash data. Mar-10 Roads for trial to be selected in consultation Develop signage. Apr-10 with motorcycle and scooter representatives. Deliver improved signage. May-10 USE OF INFORMATIONAL SIGNS 21 Display regular motorcycle and scooter safety Sep-10 MRWA Consult with MRA on current Sep % Complete. messages on Main Roads WA variable messages and include in safety message signs. Messages to be developed in message rotations on a fortnightly consultation with motorcycle and scooter basis. representatives. May-10 Data analysis commenced. 18 MRWA to work with WALGA and IPWEA to Apr-10 MRWA Establish working group. Feb-10 25% identify opportunities and mechanisms for Review the output of Black Spot May-10 introducing motorcycle and scooter specific countermeasures study. treatments within the black spot program. 50% Working group established and review commenced. Delays have occurred in working group organisation. Estimated completion date to be revised. Page 6 of 13

36 SAFE ROAD USE CORNERSTONE MOTORCYCLE, SCOOTER AND MOPED TRAINING INITIATIVES 22 Implement an 'evidence' based graduated rider 2012 DoT Project Manager appointed. (P 1) Nov-09 25% Project implementation based training & licensing model for motorcycle, Commence community and Industry May-10 on a 5 phase approach. scooter and moped riders. consultation. (P 1) Phase 1 completed. Jurisdictional analysis (P 1) Apr-10 Phase 2 underway. Analysis of surveys and workshops Jun-10 Project on schedule to be (P 2) completed by target date. Develop model (P 2) Dec-10 Project funding approved for 2011/12 by Road Safety Legislative and regulatory change Dec-11 Council. (P 3) System change (P 4) Dec-12 Implementation (P 5) Dec-12 ENHANCED ROAD USER AWARENESS 23 Incorporate motorcycle and scooter/moped awareness messages in GRT&L support materials DoT, ORS Design and distribute material in GRT&L communication packages. Jan-12 25% Project linked to progress of action #22. Community education support being investigated. Stakeholder group identified. Jan-11 RIDER AND DRIVER TRAINING INITIATIVES 24 Investigate improvements to the regulation of motorcycle and scooter rider training assessors to support the implementation of the GRT&L 2012 DoT Review instructor legislation and qualifications. Jan-12 25% Project funded for commencement in 2010/2011 business plan. project. Engage assessors. Apr-10 LICENSING 25 Investigate the LAMS model and incorporate into the GRT&L project DoT Complete jurisdictional analysis. Apr-10 50% Project linked to progress of action #22. Adopt LAMS within GRT&L Dec-12 LAMS models investigated. LAMS incorporated into GRT&L project. Page 7 of 13

37 RE-LICENSING 26 Research the benefits of re-testing riders after 2012 DoT Incorporated in GRT&L project Mar-10 25% Linked to Progress on action certain periods as well as riders relocating to Jurisdictional analysis of rider Sep-10 #22 and the analysis of WA from overseas or interstate. feedback from consultation. testing regimes. ANNUAL INSPECTIONS Public and industry consultation to include rider testing. 27 Investigate the practicality and road safety benefit of annual vehicle inspections. Ongoing DoT Determine if any research has been undertaken by other jurisdictions that may have concluded any different results to previous analysis that annual inspections were no more effective than random on-road inspections and were not cost effective. May-10 Sep-10 75% Investigation completed and findings presented to DoT Driver Vehicle Services, policy position being considered and recommendations to be presented to MSSAG. Will continue to keep a watching brief on programs in other jurisdictions. TRAINING ADDRESSING SPECIFIC ISSUES 28 Investigate options to advertise user pay rider training courses, considering: Nov-09 MRA, MTA support Contact rider group for course information. Feb % Organising website presentation. Practical courses e.g. Police training days, Saturday group rides, SIDRA and women s rider training days. Use of low risk off road and on road environment. Advertise existing programs on MRA and associated websites. Create database of existing training courses. Publish database on MRA, RAC websites. PROMOTION OF MAINTENANCE 29 Coordinate motorcycle and scooter Mar-10 MRA, MTA support Consult motorcycle community. Feb % Complete. maintenance days and online maintenance tips. Develop list of maintenance tips. Mar-10 Publish maintenance tips on ORS, RAC, MRA and Roadwise websites. May-10 May-10 Jun-10 Page 8 of 13

38 SCHOOL BASED ROAD SAFETY EDUCATION 30 Incorporate appropriate key motorcycle and scooter safety messages into existing school Jul-10 Department of Education (DoE) - Convene teleconference with road safety educators. Apr % education materials. School Drug Education and Road Aware Program (SDERA) May-10 ROAD USER AND MOTORCYCLIST SAFETY CAMPAIGNS Review existing motorcycle and scooter rider education programs. Commence re-writing of existing predriver materials (Keys for Life). Print and production of updated school education materials. 31 Evaluate, develop and implement existing and new education and awareness campaigns that 2009/2010 ORS Develop education and awareness messages. Mar % Complete.Will continue to develop. address the specific needs of motorcycle and Incorporate messages into Apr-10 scooter riders such as speeding and increased motorist awareness of riders. Distraction Community Education campaign. Launch Campaign. Mid 2010 ENFORCEMENT 32 Strategically target enforcement activity in line 2010 WA Police Formation of dedicated motorcycle Nov % Complete. with key risks in relation to motorcycle and enforcement team. scooter riders and in accordance with WA Police Traffic Strategy and the Towards Zero Establishment of intelligence profiles Dec-09 on information received. Strategy. Identify known areas of complaint. Dec-09 Targeting of recidivist offenders. May-10 Jul-10 Dec-09 Resource completed in October First teacher workshop held in December Incorporated motorcycle and scooter messages have been integrated into the five units of the resource. Updated school education materials to be distributed in the beginning of February Page 9 of 13

39 SAFE SPEED CORNERSTONE IMPROVED ENFORCEMENT 33 Increase intelligence led enforcement at the 2010 WA Police Quality intelligence packages Dec % Complete. roadside developed. Dissemination of timely information Dec-09 to all Police Districts. Process evaluated and best practice adopted. Dec-09 IMPROVED ENFORCMENT: ISSUING INFRINGEMENTS 34 Improve the infringement processing system. 2010/2011 WA Police Deploy staff in processing system. Dec % Complete. IMPROVED ENFORCEMENT: TECHNOLOGY 35 Target speed cameras and other speed technology on the basis of intelligence WA Police Jul-10 80% Develop and procure necessary speed detection equipment (dual lens cameras and laser speed detection) Implementation of new speed and Dec-10 red light equipment. PENALTIES AND REWARDS 36 Research and implement best practice in 2010/2011 WA Police Increase capacity of traffic Jan % Complete. recidivist speed offender program. intelligence (staff) services. 37 Strengthen laws that enable police to enforce owner onus and hoon laws. 2010/2011 WA Police Provide business case in relation to owner onus for Government endorsement. 38 Review penalties for speeding. 2010/2011 WA Police Analysing intelligence and dissemination to appropriate business areas. Jan-10 Regular review of fines on a 5 yearly Ongoing basis with Road Safety Council. Dual lens cameras introduced, procurement and training on laser/ radar speed detection in September/ October Jan-10 75% Owner onus submission being progressed to Cabinet and expected to be submitted to Government in November % RSC proposal to review speed penalties is scheduled to occur during 2011/12. Page 10 of 13