Luke Hartsuyker (Cowper, National Party, Deputy Manager of Opposition Business in the House) Share this | Hansard source

I welcome the opportunity to speak on this motion, as motorcycling is a great sport and a great means of transport. Motorcyclists come from all walks of life, and motorcycling is increasing in popularity. There are around one million motorcyclists in Australia. Motorcycling provides a sense of freedom on the open road that car drivers stuck in traffic can only dream of. But with that freedom comes risk, and it is for good reason that motorcyclists are considered high-risk road users. Motorcycles play a role in performing the transport task; however, this role in my view is far below the potential to move people quickly and efficiently around our gridlocked cities. Each year, despite massive investment in road infrastructure, we see congestion worsening, average speeds reduced and, as a result, travel times increased. This comes at a massive economic cost through lost productivity. In many locations much-needed infrastructure is years, if not decades, away, and the only other alternative is tollways or the public transport system, which cannot provide door-to-door solutions to our transport needs.

The potential for motorcycles to do more of the heavy lifting in the transport task of moving people quickly and efficiently around our cities is largely untapped. ABS figures indicate that 90 per cent of commuter traffic in Sydney and 91 per cent in Melbourne consists of driver-only cars. That would indicate that car-pooling seems to have failed the convenience test. As an alternative, motorcycles would seem a sensible, cost-effective option for moving people around congested areas. Added to the saving of space on our roads is the ability to save car-parking spaces in our congested CBD areas.

A factor which constrains the wider use of motorcycles is the risk of riding on a congested public road. As someone who lives in a regional area, I find riding in heavy city traffic quite challenging and a lack of rider awareness amongst car drivers astounding, if not unexpected. Making car drivers motorcycle aware would seem an important step in improving rider safety and increasing the use of motorcycles for transport purposes.

It is a telling statistic that motorcyclists represent one per cent of traffic yet make up 16 per cent of road accident fatalities. European research by the EuroRAP Motorcycle Safety Review Panel indicates that motorcyclists are 30 times more likely to be killed in a road crash than car occupants and four times more likely than cyclists. According to that research, hitting a crash barrier is a factor in up to 16 per cent of rider deaths. Studies have found that barrier support posts are particularly aggressive in causing injury to motorcyclists, irrespective of the barriers' other components. Research from other jurisdictions around the world has provided similar results to those I have listed. EuroRAP also found that motorcycle-friendly crash barrier systems have been shown to halve fatalities and offer higher rates of return. The EuroRAP Motorcycle Safety Review Panel concluded that there was clear evidence to justify focusing the attention of road engineers on whether motorcycle-friendly barrier systems should be fitted at new sites and retrofitted at existing high-risk sites. An example of this in practice occurred in France, where a huge program had been undertaken retrofitting lower rails to crash barriers at high-risk sites to prevent riders hitting the support posts. In 2001, the European Parliament adopted a resolution that safety barriers must meet safety requirements for motorcyclists. In Australia, outcomes could certainly be improved by a more proactive approach by governments, both state and federal, towards motorcycle safety initiatives.

An issue which is the subject of much discussion amongst motorcyclists is the design and location of wire rope barriers. Whilst the energy-absorbing properties of wire rope barriers have considerable benefits in accidents involving cars and light trucks, the outcome is rarely a happy one when the impact with the barrier involves a motorcycle. I raised this issue with the New South Wales state roads minister, Duncan Gay, and the minister confirmed that he was aware that motorcyclists were concerned with the safety implications of wire rope barriers. The minister quite rightly noted that the Monash University Accident Research Centre reported in 2009 that no data had been found to show that wire rope is more hazardous to motorcyclists than more rigid types of barriers—but then taking comfort from that is like believing that what you do not know will not hurt you.

The important issue here is: given the love affair of road designers with wire rope barriers, can we make them safer for motorcycles, and if so how? It is pleasing to note that the New South Wales Roads and Maritime Services are supporting research by the University of New South Wales with regard to motorcycle crashes into barriers. Given the rate of deployment of wire rope barriers, I would hope that wire rope barriers will feature prominently in this research. I note that research is continuing.

There have been some welcome developments in motorcycle safety in recent years with the development of Victoria's strategic action plan for motorcycles. The current plan, which has been in operation from 2009, will conclude in 2013. It is also pleasing to note that, since the introduction of the Victorian motorcycle safety strategy in 2002, there has been a 20 per cent reduction in rider and pillion fatalities. New South Wales has a motorcycle safety strategy which is currently in draft form and will be released to the public in due course. Improved rider training and making car drivers more motorcycle aware would no doubt enhance safety outcomes. There were some 198 motorcycle deaths in the year ended April 2012. There is scope for substantial improvement in this statistic through greater commitment to improved safety by state and federal agencies working together.

As the number of road registered motorcycles continues to increase, the issue of motorcycle safety will assume even greater importance. Whilst governments are moving in the right direction, a million motorcyclists around the country warrant an even greater effort to ensure that two-wheel transport is as safe as it can be. By making motorcycle safety issues and motorcycle policy more generally a priority rather than an afterthought, we can achieve better safety outcomes and better transport outcomes. Policy-makers could certainly benefit from greater engagement with groups representing motorcyclists. Enhancement of the consultation arrangements currently in place can only improve outcomes. For many Australians motorcycling is a way of life and as policymakers in this House we should aim to make the motorcycling experience as safe and enjoyable as is possible.

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