In this opinion piece, Mike Abbott from British Superbike School, outlines why evidence-based rider education must put safety first.
Current official evidence indicates that rider behaviour and inexperience are major contributory factors in approximately 75% of motorcycle collisions. This raises an important question: could more effective, targeted rider training significantly improve safety outcomes?
Motorcyclists face around 50 times the risk of death per mile compared with car drivers. National casualty statistics continue to show little overall improvement, with rider fatalities recently increasing by approximately 13%. These trends suggest that current approaches to rider training and licensing are not delivering the required safety requirements.
Motorcycle trainers occupy a unique position in that there is no equivalent pre-qualification assessment of instructional competence comparable to that required for instructors of other vehicle categories. Approved Driving Instructors (ADIs), for example, must successfully complete a structured three-part qualification process comprising a theory examination, hazard perception assessment, practical driving test, and instructional ability assessment before they are authorised to provide paid instruction.
Data from the Driver and Vehicle Standards Agency (DVSA) indicates that only 20% of young riders demonstrate full competence, which improves only gradually through experience over many years. The data also suggest that half the riders who qualified before the introduction of compulsory basic training in 1990 continue to demonstrate deficiencies in key riding skills.
These findings indicate that experience alone does not guarantee competence and reinforce the need for effective structured training.
Although the DVSA provides a Post-Test Motorcycle Trainers Course, it is not mandatory. Consequently, there is no universally required national standard for ensuring the competence of motorcycle trainers before they begin delivering instruction, nor is there a compulsory qualification for those providing ‘advanced’ motorcycle training.
This regulatory disparity results in inconsistent standards of training regarding both delivery and content across the sector. Given the crucial relationship between instructor competence, training quality, and rider safety, the absence of mandatory qualification and assessment requirements warrants careful review.
Introducing consistent, evidence-based standards for motorcycle trainer qualification and continuing professional development would strengthen public confidence, improve the consistency of rider training, and has the potential to contribute to improved road safety outcomes.
Research has also questioned the effectiveness of current ‘advanced’ training. While advice based on police emergency response and racing techniques may influence rider behaviour, published evaluations including by Agilisys, have found no benefits, only downsides including higher speeds and rider attitude.
Insight into ‘advanced’ training can be found on the Dft’s ‘BikerTek’ website. For example, DVSA advice to avoid braking on bends and only use the oncoming lane when overtaking are contradicted, as is the need to actively scan for hazards. This highlights the need for any changes in riding recommendations to be firmly supported by evidence.
Emergency braking
One of the most significant weaknesses appears to be emergency braking from speed. Unlike modern cars, motorcycles can skid or somersault.
Although riders frequently identify braking as the skill they most wish to improve, braking above 30 mph is rarely taught or practised and not formally assessed during training or testing. Independent research suggests that only around half of riders demonstrate effective emergency braking from higher speeds.
Since 2016, new 125cc motorcycles have been fitted with systems which automatically distribute braking force between the front and rear wheels. However, current emergency braking advice predates this technology and may not fully reflect modern machine capabilities. Training should evolve to ensure riders understand how to make best use of contemporary braking systems.
Reaction time is equally important. At 60 mph, every second before braking begins adds approximately 88 feet (27 metres) to the stopping distance. Current advice recommends applying the rear brake last – only after closing the throttle and beginning front brake application.
The rear brake can be applied immediately as the rider’s foot rests above it. It is now potentially twice as effective than before in reducing speed and stopping distances, particularly for new and young riders on 125s.
Many experienced riders reduce reaction time by resting their index and middle fingers lightly over the front brake lever. This allows faster brake application while providing fine control through the fingers closest to the lever pivot, potentially reducing the likelihood of over-braking.
Similarly, cyclists trained through BikeAbility are encouraged to cover their brakes, whereas current DVSA guidance discourages this practice for motorcyclists. Further research would help determine the safest approach based on measurable reaction times and braking performance.
Recent studies using data-based rider feedback have demonstrated that riders can substantially reduce stopping distances through structured emergency braking practice, outperforming Highway Code stopping distances. Improved braking performance not only increases the likelihood of avoiding a collision altogether, but can significantly reduce impact speeds where a collision is unavoidable.
Braking while cornering presents additional challenges because tyre grip reduces as lean angle increases, and front brake application affects steering. Despite its importance, braking in bends receives little attention during routine rider training. This puts riders at risk, reflected in the circa 50% of fatal collisions on bends.
Recommendations
The current review of motorcycle training and licensing provides an opportunity to strengthen rider competence through evidence-based improvements. Priority should be given to emergency braking, which appears to represent one of the largest remaining skill gaps.
Smartphones already contain accurate accelerometers to develop into simple applications that provide objective feedback during practice.
Several practical measures deserve consideration:
- Review national guidance on emergency braking in light of modern motorcycle technology.
- Include high speed emergency braking during learner training and testing.
- Encourage emergency braking practice through a national safety campaign.
- Expand evidence-based post-test training via the DVSA Enhanced Rider Scheme.
- Introduce objective performance assessment using data capture where appropriate.
- Ensure that commercial ‘advanced’ training is supported by robust evidence, regulated and delivered by licensed trainers – as for all other road vehicles.
Future improvements in motorcycle safety should focus on the regulated delivery of evidence-based rider training, effective use of modern technology and objective assessment of practical riding skills. Strengthening emergency braking competence from speed offers one of the greatest opportunities to reduce collisions, lessen injury severity and improve safety outcomes for motorcyclists.
Research into braking continues in partnership with the University of Wales.
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