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Fully licensed motorcyclists represented over two thirds of riders killed on New South Wales (NSW) roads from 2010 – 2014. An ongoing need to address crash risks among this cohort is recognised and there is strong support for post licence rider training (PLRT) among rider advocates and stakeholders. This research, commissioned by Transport for NSW, examined the PLRT environment in NSW to assess the extent to which courses targeted specific rider skills and competencies. Before commencement of this research, key riding competencies were identified by Transport for NSW in consultation with motorcycle stakeholder groups, and included scanning, buffering, setting up brakes, basic motorcycle handling, cornering, and lane positioning. A desktop review of 40 available courses provided an overview of relevant course content, locations and costs. The review was supplemented by interviews with eight training providers to gather information on course structure, components, delivery, promotion and trainee characteristics. The collective information was used to identify which training options support riders’ risk management and promote improved safety outcomes. A wide range of courses was identified, and in most cases there was no standardised curriculum. Most courses appeared to support rider risk management and most also appeared to address roadcraft and defensive riding principles, albeit to varying degrees. Providers noted participant diversity in characteristics, needs and motivations for undertaking rider training, reflecting a need for a diverse range of course offerings including individualised training. Key groups were catered for including returning riders, female riders, inexperienced riders, commercial riders and aspirational racers.

As part of the development of the ASEAN Regional Road Safety Strategy, a new index for measuring road safety maturity (RSM) was constructed from numerical weightings given to measurable factors presented for each of the pillars that guide national road safety plans and activities in WHO Global Road Safety Report 2013: road safety management, safer road and mobility, safer vehicles, safer road users and post-crash response. The index is based on both a content analysis approach and a binary methodology (report/no report) including measures which have been considered pertinent and not redundant. For instance, the use of random breath testing and/or police checkpoints in the national drink driving law are combined in the enforcement index. The value of the index per pillar ranges from 0 to 100%, taking into account whether there is total, partial or non-implementation of certain actions. In addition, when possible, the self-rated level of enforcement is included. The overall ratings for the I 0 ASEAN countries and the scores for each of the pillars are presented in the paper. The extent to which the RSM index is a valid indicator of road safety performance is also discussed.

City centres have large volumes of pedestrians and motorised traffic and increases in walking and cycling could potentially lead to more pedestrians and cyclists being injured. In this study, observers recorded cyclist characteristics, number of pedestrians within 1m and 5m radius and type of conflict (none, pedestrian, vehicle) for 1,971 cyclists in 2010 and 2,551 cyclists in 2012 at six locations in the Brisbane Central Business District. Only 1.7% of cyclists were involved in conflicts with a motor vehicle or pedestrian and no collisions were observed. Increased odds of a pedestrian-cyclist conflict was associated with: male riders, riders not wearing correctly fastened helmets, riding on the footpath, higher pedestrian density (within 1m but not within 5m), morning peak and 2-4 pm (compared with 4-6 pm), two-way roads, roads with more lanes, higher speed limits, and yellow marked bicycle symbols on the road.

Rates of bicycle commuting currently hover around 1 - 2% in most Australian capital cities, although 17.8% of Australians report riding at least once per week. The most commonly stated reason for choosing not to ride a bicycle is fear of motorised vehicles. This paper sets out to examine the literature and offer a commentary regarding the role fear plays as a barrier to bicycle riding. The paper also provides an estimate of the relative risk of driving and riding, on a per trip basis. An analysis of the existing literature finds fear of motorised traffic to be disproportionate to actual levels of risk to bicycle riders. Moreover, the health benefits of bicycling outweigh the risks of collision. Rather than actual collisions forming the basis of people’s fear, it appears plausible that near collisions (which occur far more frequently) may be a significant cause for the exaggerated levels of fear associated with bicycle riding. In order to achieve the Australian Government’s goal of doubling bike riding participation, this review suggests it will be necessary to counter fear through the creation of a low risk traffic environment (both perceived and real), involving marketing/promotional campaigns and the development of a comprehensive bicycle infrastructure network and lower speed limits.

Media articles have promoted the view that cyclists are risktakers who disregard traffic regulations, but little is known about the contribution of cyclist risk-taking behaviours to crashes. This study examines the role of traffic violations in the 6774 police-reported bicycle crashes in Queensland between January 2000 and December 2008. Of the 6328 crashes involving bicycles and motor vehicles, cyclists were deemed to be at fault in 44.4% of the incidents. When motorists were determined to be at-fault, ‘failure to yield’ violations accounted for three of the four most reported contributing factors. In crashes where the cyclist was at fault, attention and inexperience were the most frequent contributing factors. There were 67 collisions between bicycles and pedestrians, with the cyclist at fault in 65.7%. During the data period, 302 single-bicycle crashes were reported. The most frequent contributing factors were avoidance actions to miss another road user and inattention or negligence.

Past studies of the effects of motorcycle training on crash involvement have shown mixed results. However, many of the studies were conducted when most trainee riders were aged under 20. Now, many trainees are older and have considerable car driving experience. Training programs have also changed. For these reasons, this paper examines the training history of a sample of older riders and the links to their crash involvement.