This report presents information about antilock braking systems (ABS), combined braking systems (CBS) and traction control systems (TCS) for motorcycles. The primary purpose of these technologies is to assist a motorcyclist in maintaining dynamic stability of a motorcycle in emergency braking situations or in adverse riding conditions. Any motorcyclist, regardless of skill level and experience, can have difficulty controlling a motorcycle in such situations. A literature review was completed to identify the effectiveness of the systems, the acceptance and uptake of the systems, availability, cost and measures to encourage uptake. Many studies recognised ABS as the single most effective technology for motorcycles suggesting that this technology is likely to have the greatest influence in reducing the number of motorcycle crashes. Therefore, ABS is the primary focus of this report. In a previous CASR report, Anderson et al. (2011) conducted a benefit-cost analysis for ABS on motorcycles based on NSW crash data for the period 1999-2008. They found that the likely effect of ABS, had it been available and fitted on all motorcycles that crashed in NSW in the period 1999-2008, was 280 fewer fatal motorcycle crashes and 8,262 fewer motorcycle crashes resulting in an injury, giving a benefit-cost ratio of 27. When considering Australian crash data for 2006, ABS on motorcycles may potentially have resulted in 88 fewer motorcyclist fatalities and 8,618 fewer non-fatal motorcycle injuries. The monetised crash savings as a result of these crash reductions were estimated to be 795 million dollars (Anderson et al., 2011). There are a number of effectiveness estimates for ABS in reducing fatal, serious and other injury crashes but all consistently indicate that ABS on motorcycles is likely to be an extremely effective road safety solution if adopted widely. Based on the estimates of Rizzi, Strandroth and Tingvall (2009), if ABS had been fitted on all motorcycles in South Australia in 2012, it would have resulted in seven fewer motorcycle fatalities and 57 fewer motorcycle serious injuries (at 48% effectiveness). Even using the minimum likely effectiveness of ABS for reducing motorcycle crashes (17%) according to Rizzi, Strandroth and Tingvall, 2009), there would have been three fewer motorcycle fatalities and 20 fewer motorcycle serious injuries in South Australia in 2012. The literature review also identified that there is reluctance among some organisations to accept the benefits of ABS. This reluctance can be attributed to the belief that the evidence for ABS is overstated and the perception that having this technology on a motorcycle reduces rider skill and the level of control. Uptake of ABS systems was difficult to ascertain in the literature, predominantly because of a lack of consistency in data collection and analysis. Better monitoring of ABS uptake, similar to the monitoring of passenger vehicle technology uptake, would be useful. Currently ABS is standard on 44% of the top selling road motorcycles. In most cases the technology is standard on the more expensive motorcycles, while it is generally only offered as an option (or not at all) on less expensive models. Cost was identified in the literature as a potential inhibiting factor, with optional ABS costing up to an additional 8% of the price of the motorcycle. The literature review also considers some of the mechanisms that can be used to increase the uptake of ABS on new motorcycles, either by encouragement or regulation. These options include government incentives, such as taxation and subsidy schemes, regulation, education and promotion. Fleet purchasing schemes, publicity, lobbying and insurance schemes may also help to increase uptake rates. The second section of the report examines the involvement of motorcycles in casualty crashes. Between 2003 and 2013, while passenger vehicle fatalities have been decreasing at an average of 4.6% per year, motorcycle fatalities have only been decreasing at a rate of 1.4% per year. Motorcycle registrations and distance travelled have both increased at a higher rate than for other vehicles, which would be contributing to the lower rate of decline. The average age of crashed motorcycles was 6.8 years and the median age was 4.2 years. A positive implication of this relatively low average age of crashing motorcycles is that the expected benefits of ABS (particularly in reducing fatalities and serious injuries) can be achieved reasonably quickly if ABS prevalence can be increased in a short timeframe. In the final section of the report, levels of uptake of ABS into the vehicle fleet were estimated to determine benefits over time. The effectiveness estimates and estimated levels of uptake were combined to calculate the likely benefits over time, based on two possible scenarios: * Scenario 1 : 100% of motorcycles sold from 2025 onward will have ABS fitted standard and correspondingly 68.1% of the crashing motorcycle population would have ABS by 2025. This scenario is likely to occur at the current estimated level of uptake of ABS in the new motorcycle fleet. * Scenario 2 : 100% of motorcycles sold from 2020 onward will have ABS fitted standard and correspondingly 77.5% of the crashing motorcycle population would have ABS fitted by 2020. This scenario is likely to occur if a regulation was introduced and ABS was made mandatory on all new motorcycle sold from 2020 onwards. The results of these scenarios indicate that under scenario 1 there is a potential to reduce motorcycle crashes by between 10.2% and 25.9% in 2025. Under scenario 2 the potential for motorcycle crash reduction is marginally higher at between 11.6 and 29.5% in 2025. There is little doubt that ABS is a beneficial technology for improving the safety of motorcyclists, and this technology represents a potential means to significantly reduce the number of motorcycle injuries and fatalities in South Australia. It is important to use a range of mechanisms to encourage uptake of ABS so that the road safety benefits can be achieved sooner. (Author/publisher)
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