Most accidents involving motorcycles and other vehicles occur when the other vehicle is turning across their path.
The result can be lethal as the rider hits the car in a t-bone fashion, rather than a glancing blow.
There are a number of scenarios of turning-vehicle crashes where the rider is completely blameless and others where they are at partial or complete fault.
But in the end, it doesn’t matter whose fault it is if the rider is dead.
Most common turning crashes
These are the four most common crash situations where the other motorist is turning, often without looking for motorcycles:
Oncoming driver turns across the rider’s path to enter a property or side street;
Vehicle pulls out of a side street into the path of the motorcycle;
Motorist pulls over to perform a u-turn without looking; and
A vehicle in front suddenly turns without indicating just as a rider is overtaking them.
Look for these signs
We all know drivers don’t look for motorcyclists for a variety of reasons.
If an approaching vehicle has its indicators on, assume they may turn without giving way to you and look for movement of the wheels and the driver’s head turning;
Be suspicious of all vehicles coming out of side streets (left or right) and again check their wheels and the driver’s head to see if they have seen you;
Treat any vehicle that pulls over as a possible u-turn or at least that they will suddenly open their door and step out in front of you; and
If the vehicle in front suddenly slows, don’t take the opportunity to pass them. Be cautious that they could be about to make a turn, even if they haven’t indicated.
How to avoid SMIDSY crashes
In all the above four situations, slow down and be prepared to take some sort of evasive action, looking for a possible escape route.
If the driver is on a side street or oncoming, try to make eye contact with them.
Make yourself seen by moving in your lane.
You can also alert drivers to your presence by blowing your horn or flashing your lights, although these may be illegal in some jurisdictions and could give the false message that you are letting them cross your path.
Don’t trust loud pipes to save you. Most drivers have their windows up, air-conditioning on and the radio turned up loud, so they may not hear you, anyway.
Besides, in all these situations, your pipes are facing away from the driver.
Riding in a group can be fun, but it also has its hazards, not the least being how to pass other vehicles on the road and whether you should pass other riders in your group.
These issues involve tactics, patience, safety and courtesy.
One of the great joys and advantages of riding a motorcycle is being able to quickly, efficiently and safely overtake slower vehicles.
Following riders do not have sufficient visibility to overtake at the same time as the first rider and it is not advisable to simply trust the lead rider’s judgement.
We also don’t believe you should trust the first rider who waves to indicate the coast is clear for others to pass.
That may be courteous, but you should never put your safety in the hands of someone else.
Even if you know and trust the rider, their judgement on speed and distance could be impaired.
Circumstances may also change as they pass. For example, a roo could stray on to the road or the vehicle that has been passed may indicate a turn.
Each passing rider should make their own judgement, based on what they can actually see.
But they should also allow a little more time to overtake as returning to the traffic queue after passing could take longer because the bike in front can cause a bit of an obstruction.
After passing
That is why it is important that each bike that overtakes should assume another rider may follow.
Don’t look for them in the mirrors when passing. Keep your eyes ahead on the job and wait until you have rejoined the queue of traffic to check your mirrors.
Allow plenty of room for following riders to join the queue in front of the vehicle they just passed, even if that means keeping up the passing pace for a few more seconds.
“The two main reasons are a reduction in tear volume and meibomian gland dysfunction which is where the glands of the eyelids produced a reduced quantity or poorer quality of oil,” she says.
“The oil from these glands is what keeps the tears stable on the eye and stops evaporation of the tear film.
“I have seen patients with dry and inflamed eyes from wind. It typically resolves quickly with treatment such as lubricating eyes drops or anti-inflammatory eye drops in severe cases.”
Contact lenses can exacerbate dry eye, while pregnancy and menopause can lead to a lack of tears.
Eye disease
Emma says wind-burned dry eyes are also at increased risk of infection and disease.
“Wind affects the tear film of the eye which is important for maintaining the integrity of the ocular surface” she says.
“It can make a person more susceptible to eye issues such as conjunctivitis, corneal abrasion or corneal ulcer.”
Vision advice
Emma advises riders to wear eyewear both as protection from wind and foreign bodies.
“A routine to maintain a stable tear film can also help such as lubricating eye drops before and after riding.”
It has also been suggested eating a diet low in vitamin A, which is found in liver, carrots and broccoli, or low in omega-3 fatty acids found in fish, walnuts and vegetable oils.
As they say, if symptoms persist, see your doctor or optometrist.
Contributed post on emergency supplies for our North American readers
Roadside emergencies can happen anytime and anywhere. Being prepared for any scenario can save your life — from hit and run accidents to flat tires on the side of the road, having the tools to deal with an unexpected emergency can save you a lot of time and headaches.
In many cases, being able to help yourself or others in a roadside emergency situation can be vital to your own and others’ survival. When help is still far away, knowing what to do in an urgent situation and having the proper supplies right with you in your storage box can make all the difference.
Just ask the legal experts from Davis, Saperstein & Salomon, P.C. about the advantages of having the proper roadside emergency supplies for your motorcycle. In the case of accidents caused by either poor weather conditions or by another vehicle, being able to take action right on the scene can save you money and hassles later on.
Every rider should have the barest emergency supplies packed in their storage box at all times. Take a look at our comprehensive list of the most important items that you should keep with you when out your motorcycle, just in case of emergency.
First Aid Kit
Touratech first-aid kit
Purchase a pre-packaged first aid kit to keep in your storage box at all times. Bandages, ointments, and medications should be included in the bare essentials of each kit.
Duct Tape
This fix-all product has nearly unlimited uses in any emergency situation. Treat wounds, make small repairs or tape up broken parts with ease. Make sure to have at least one full roll of duct tape in your emergency supplies.
Tire Repair Kit
Getting a flat can be a real pain. If you are near an urban area, you may be able to get away with a temporary fill up on the roadside or have your tire patches at a nearby garage. Carry a tire gauge with you to check your tire pressure before you head out on any longer trips. A low tire may not blow on you, but it can affect your mileage and performance.
Multi-Tool
A good quality multi-tool can be a literal lifesaver. Make sure that you have at least one blade and as many utility blades as possible for the best protection and service.
Victorinox SwissTool
Spare Light Bulbs
If there’s one thing that keeps you safe on the road, it’s your taillights, headlights and turn signals. These components are crucial to making you visible to other vehicles on the road, especially once the sun goes down. Make sure to keep a couple of spares in your storage box so you can replace a burnt-out bulb as soon as possible, keeping your motorcycle at its most visible.
Thermal Blanket
Accidents can happen in any type of weather, but the consequences can be harsher when there’s rain or snow. Make sure you have a thermal or fire blanket packed in your storage box at all times — you never know when you might need it.
Water
There is no way to tell when you may become stranded on the roadside. Staying properly hydrated can be the key to your survival and comfort. Make sure to keep several bottles of water or a reusable water bottle (full of water, of course) with your supplies.
Food
Protein bars and meal supplements can be a lifesaver when you run into a roadside emergency situation. It could be hours until you have a chance to eat, so pack some high protein snacks with your supplies to tide you over until you can have a proper meal.
Crash witnesses are sometimes too scared of being sued to provide first-aid or assistance to crashed riders, says paramedic Michael Beak of First Bike on the Scene Australia.
“There is a lot of misinformation about the legalities of helping a crash victim on social media,” he says.
“I put in a lot of effort to reassure people during my courses that the chances of being sued is virtually zero.”
The First Bike on Scene course was originally developed by Paramedics working in the North West Ambulance Service (UK) in 2003/4.
“Due to the nature of their work and being bikers themselves, they realised the need for a medical emergency care course appropriate to the needs of injured motorcyclists,” Michael says.
He is now offering the course in Australia and is looking for like-minded paramedics to join him.
“What’s different about First Bike on Scene is that emergency response skills are delivered by registered operational paramedics only,” he says.
“So students are taught skills that are evidence-based medicine, world’s best practice and comply with Australian Resuscitation Council (ARC) Guidelines.
“Paramedics are the experts in pre-hospital emergency care. It’s what they train for, it’s what they do for the duration of their operational career.”
Paramedic background
Michael is a Mt Tamborine resident, Army Reserve medic of 10 years, Honda FVR750 rider and operational paramedic for 25 years.
He has been teaching first-aid for almost 30 years and started a first-aid training business (www.surefirefirstaid.com.au) eight years ago.
“Unfortunately, I have attended my fair share of motorcycle-related incidents,” he says.
Michael raced 250cc production and historic motorbikes in the late 1980s when he was a teenager and worked in Phil Beaumont’s motorcycle shop in Newstead, Brisbane.
“I was like a kid in a candy shop,” he says.
“I’ve crashed and broken a lot of bones in my years of riding, but when I broke my collar bone five years ago at walking pace on my Honda XR250 at a motocross park I was off work for 10 weeks and decided I needed a back-up plan.
“That’s when I decided to launch my own first-aid training centre and First Bike on the Scene is one of my specialty divisions.”
He says the courses are open to all riders and cost from $85 for the stand-alone course up to more advanced courses.
They will be launched in South East Queensland with the intention of spreading around the nation as registered paramedics are recruited.
The FBoS introductory course includes crash scene management, airway management, injury assessment, head and neck (c-spine) injury management, bleeding control, recognition of catastrophic bleeding, safe helmet removal in special circumstances, log roll and trauma CPR.
First responder tips for crashed riders
Michael says the most important feature of a first-care provider is that they take charge at a crash scene.
“Even if it’s ‘fake it until you make it’, you have to convince everyone present that you know what you are doing, be confident and, if necessary, even assertive. Then people are happy to follow,” he says.
“The other important thing is that they think about the danger of other traffic.
“There have been untold times I’ve been at a crash and you suddenly hear the locking up of brakes.
“A couple of times people have even skidded into emergency trucks. It’s like a moth to a light when they see the flashing lights. You go where you look.”
Q&A
Michael has offered to write about some hot topics involving crash scene management and crashed rider first-aid.
If you have any questions about how to manage a crash scene or help a crashed rider, please leave your query in the comments section below and he will respond.
Many riders are taught to leave a two or three-second gap between their bike and the vehicle they are a following as a safety buffer. But is it really enough? Is there such a thing as leaving too much space?
How to judge gap
We are taught to use a visible roadside reference to determine our following distance.
It works like this: As the vehicle in front passes a landmark (such as a light post, sign or tree), we start counting “1000, 2000, 3000” by which time our bike will pass the same roadside landmark.
That’s a three-second gap.
It’s much easier than trying to estimate distance and it’s easier, because the distance naturally increases the faster you are riding.
Gap variables
However, is a two-second or three-second gap enough?
The problem is there are several variables.
First is the vehicle in front. If it’s a late-model car, it will stop quite quickly.
Cars usually have better stopping power than motorcycles because of their increased contact with the ground. Click here for more on this subject. So maybe add a second or two.
Lane-change assist
Older cars, trucks, vans and laden utes cars will not be able to stop as quickly, so two seconds might be fine. However, be aware of any unsecured loads that could fall off a truck or ute.
Second is your motorcycle. How are its brakes?
There is a substantial difference between motorcycle stopping abilities, depending on many variables such as weight, tyres, suspension, brake discs, callipers, ABS, linked brakes and even the brake lines (hydraulic or cable).
(ABS may not make some riders stop any shorter, but it will allow the rider to steer out of harm’s way.)
And then there’s the skill of the rider. Have you been taught the correct way to use the brakes? Click here for MotoDNA emergency braking tips and go out and practise!
(Go to 30-second mark of the video)
Assessing space
To assess your bike’s braking abilities, find a quiet piece of road or carpark to practise your emergency stopping.
Take a friend and get them to measure how far it takes you to stop from various speeds.
Once you have the distance for each speed, compare it with how far you travel at that speed.
For example, at 100km/h you travel 28m a second, so your two-second gap leaves 56m to safely stop and three seconds leaves 84m.
Here is a list showing distance travelled at various speeds with stopping distances for 2- and 3-second gaps:
If your measured stopping distance at those speeds is more, then you may need to consider lengthening your gap.
Don’t overdo gap
However, don’t be too alarmed and add several seconds, because there are two more variables to consider.
The first is the fact that if you leave a big gap between you and the vehicle in front, another vehicle is likely to slot in which means you have to pull back even further.
If they jump in suddenly and then stomp on the brakes, it’s only creating more danger.
Also, the vehicle in front will not stop immediately when they apply their brakes. They also have stopping distances that vary with speed.
There is no mention in the official lane filtering rules for Queensland, NSW, SA, Victoria or Tasmania.
However, they all suggest in their explanatory notes riders “should avoid” filtering next to buses and heavy vehicles.
It should also be noted that an overriding rule is that riders must lane filter only “when safe to do so” (or similar words).
This is mentioned in Victoria, SA, ACT, Queensland and Tasmania, but not NSW,
It not only puts the onus on the rider to act responsibly and safely, but also provides police with some latitude to fine riders based on their judgement.
Onus on trucks
While riders should always take responsibility for their own safety, there is also an onus on truck drivers and other motorists to share the road with all vehicles, including motorcycles.
London has taken it further, banning trucks (lorries) over 3.5 tonnes that do not have special extended mirrors to reduce blind spots.
Drivers with a non-complaint vehicle face a £50 Fixed Penalty Notice and potential fine of £1000 in the Magistrates Court.
Similar legislation would be most welcome here in Australia.
RACQ safety officer and Suzuki Bandit fan Steve Spalding says blind spots around large vehicles are “a very risky situation for riders”.
“If there are ways to improve the types of mirrors fitted, or have better placement of existing ones, then we’d like to see heavy vehicle operators make those changes,” he says.
“Riders have to be aware of their vulnerability at all times but particularly when in congested traffic and around large and heavy vehicles because it can be difficult for truck drivers to cover all the blind spots.”
However, the truck mirror legislation would not have helped the London rider in this video which has gone viral. He was in front of the driver!
More blind spots
One of the big problems with riding near trucks, buses and other big vehicles is that their blind sports are not the same.
Fixed vehicles such as vans and buses/coaches have different blind spots to B doubles or prime movers with trailers. There are also extra blind spots for trucks with hoods (eg Mack) rather than cab-over trucks (eg Hino) with flat fronts.
We spoke with several bus and truck drivers and they say they don’t have a lot of problems with riders, but agree that there is potential for riders to get lost in blind spots.
For fixed vehicles, the worst blind spot is close on the inside (left in RHD countries and right for LHD countries) of the vehicle. Most heavy vehicles have blind-spot mirrors, but fast-accelerating bikes can zoom into view so quickly on a slow-moving vehicle, the driver may not have had a chance to see them.
Prime movers also have the problem that when they turn, their mirrors, which are fixed to the prime mover, show only a view of the trailer on one side and a wide view on the other, creating a massive blind spot area.
For trucks with a big bonnet, almost every near position from the mirrors forward is a blind spot, especially by the inside fender.
Drivers say riders can slip into the gap in front of a truck without them seeing the bike, which could result in a rear-ender as they approach a red traffic light.
They also claim that when the lights turn green, a gap opens up in front of slow-moving trucks and riders tend to slip into that gap where they may not be seen.
Wide berth
Motorcycles need to give trucks a wide berth on all angles in all traffic situations.
And don’t hope that your loud exhaust will alert the truck driver to your presence.
Most truck cabins are loud because the driver is sitting over the engine and is probably playing music or their CB radio over the top.
They will not hear you until you have passed them.
Sucked in
Bus and truck drivers also warn about the aerodynamic effects of following and riding too close to their vehicles.
Vehicles such as buses and some trailers with carriages low to the ground tend to create a vacuum at highway speeds that can suck a light bike toward them and potentially under their wheels.
Other trailers can push riders away into oncoming traffic. Some trailers, such as those carrying vehicles, create so much turbulence it can send a light bike into a tank slapper.
The effect is worse if the rider follows too closely before overtaking as they cop a sudden blast as they draw up alongside.
Oakey truckie Brad Shannon advises: “If you can see our mirrors we should be able to see you. But I always look twice, anyway.”
Riders heading into the Outback this Christmas should be aware of the dangers of hitting kangaroos, says the Royal Flying Doctor Service whose planes have even hit them.
“The roo problem is significant as they come to the edges of the road to graze in the current drought conditions,” a spokeswoman for the RFDS NSW/ACT says.
“Road accidents as a result are on the increase and we have communicated safety advice internally to our teams, and have suffered roo strikes on our landing aircraft.
“It is a major cause of concern right now and a lot of regional communities, such as Hay, are running safety and awareness programs.
“Dusk and dawn are problematic and we have advised our team when driving to brake in a straight line when faced with hitting one, not to swerve to avoid hitting them in which case the accident can become much more serious,” the RFDS spokeswoman says.
The uniquely Australian service attends a “significant” number of rescues of riders involved in motorcycle crashes in remote parts of our Outback.
They say their emergency services are allocated based on a range of factors such as availability and location.
“Motorcyclists should call 000 in event of an accident and the call will be directed to the appropriate medical team,” a spokeswoman says.
“It is also possible to call the RFDS directly on (08) 8080 1188 in the event of illness or an accident if they are in a particularly remote location.
“It’s a good idea for riders to keep this number on them as a back-up. Anyone who rings us on our emergency line will be triaged by our doctor and the appropriate response initiated.”
“There is no cost to the user for RFDS medical services or flights if that is what is used,” she says.
However, riders should still be aware that there is a cost if an ambulance is called.
“It’s not required to cover RFDS services but private health cover is recommended in case an ambulance attends, rather than the RFDS,” she says.
“There are costs associated with being picked up by an ambulance.”
Chopper squad
Helicopter services such as LifeFlight and Careflight are based on the coast and only have a flying range of an hour.
Likewise, location and distances have a lot to do with whether ambulance or RFDS attend an accident.
As a result, which service attends in accident has a lot to do with the geographical location the accident occurred.
Royal Flying Doctor Service top Outback tips
The RFDS website features a Travelling Outback section which has a handy checklist for riders:
Get good quality maps (paper and GPS) and plan your route.
Don’t travel in the hottest part of the year.
Be aware of kangaroos and emus.
Be careful not to pack too much. It makes the bike heavy and difficult to control in soft sand, mud and gravel.
Store water in small containers instead of one large tank to spread the load. Check all water containers for leaks. In very hot conditions aim to carry 10 litres of water per person per day and don’t rely on waterholes, dams, bores, mills, tanks or troughs for water. A back-up vehicle is ideal for extreme Outback adventures.
Take a summary of your medical history with you and bring all medication and repeat scripts.
We recommend a I.C.E.mergency USB to store medical information. BUY NOW for less than $20.
Pack a hat, sunscreen and insect repellent.
In an emergency, dial 000 and be prepared to give your location. If you own a smartphone download the Emergency + app which gives your longitude and latitude. It will help emergency services such as the RFDS to find you. If you don’t have a smartphone, keep an eye on the crossroads as you travel and mark your journey on a map. Be aware that some very remote areas have no mobile coverage so pack an EPIRB or satellite phone.
The RFDS SE also recommends that people travelling to remote areas do a first-aid course and carry a kit with them.
The RFDS also has a Fast First Aid booklet with advice for people with no medical training on how to manage first-aid situations. It includes managing a heart attack, snake bites, choking, burns and severe bleeding.
It is free in NSW and ACT only. To receive your copy text ‘NOW’ to 0428 044 444. Delivery may be slightly delayed over the holiday period.
Florida woman Jennifer St Clair, 33, was killed when she was run over by several cars after she fell off a motorcycle pillion seat on her first date with the rider.
Florida Highway Patrol are not sure of the details of the incident last weekend and are calling for witnesses.
The rider has been identified and the matter is being treated as a traffic homicide.
Witnesses say the rider sped off and left the woman for dead on the highway.
This is terribly sad news and we can only speculate on what might have happened.
The general rule is that the more comfortable the passenger is, the safer you both are.
But that doesn’t mean you can only carry a pillion if you own a Gold Wing or Ultra Classic.
Perhaps the most enjoyable pillioning my wife and I have ever done was on a Triumph Bonneville T100.
Mr and Mrs MBW
She prefers light bikes because she feels I’ll be able to hold it up. She also prefers they aren’t too powerful and intimidating. The Bonne is also low enough for to just throw a leg over, rather than having to step on the footpeg and hoist over.
But there is no use buying a bike your regular passenger will hate, so ask their opinion. They may actually prefer the budgie perch of a sportsbike because it satisfies their desire for sportiness over comfort.
That means lots and lots of test rides together.
2 Mounting and dismounting.
Advise your pillion to ask permission before hopping on so you have a good hold of the bars and both feet on the ground. Don’t try to do this on the side stand as you may bend it, nor the centre stand as you may not be able to rock the bike to get it back down.
Request your passenger to alight as soon as you stop, then park your bike without them. Don’t be a hero and try to do it with them on board unless you are certain of your abilities and the ground surface. If you drop it, you will quickly go from hero to zero.
Mrs MotorbikeWriter in her pillion position aboard an Indian Roadmaster
3 Exhaust warning.
Warn your pillion about putting their foot or leg on the hot exhaust. Nothing spoils a two-up trip more than a quick visit to the emergency ward to treat a leg burn.
4 Don’t scare your pillion.
They won’t have any trust in you if the first time you take them for a ride you hoist it up on one wheel or whittle down your knee sliders in the corners.
As their level of trust rises, you may add these to your repertoire, but always give them a tap on the leg first to broadcast that you are about to do a wheelie (easier with a pillion) or go for a radical lean angle.
5 Communicate.
Rider and pillion communication used to consist of hand signals or, more likely, a vice-like thigh grip from your pillion when they are scared or a whack on the back of the helmet when they want you to stop and let them off.
Agree on a set of signals before you even put on your helmets and mount the bike. You’ll need signals for when you can mount, hazard coming up (bump, sharp turn etc), slow down, speed up, stop, and when to get off.
If it all sounds too complicated, get a Bluetooth communications system. It not only clears up any confusing hand signals, but also means you can enjoy a chat with your pillion.
6 Be smooth.
Anyone who has ever carried a pillion will be aware of “helmet bump”.
As you accelerate, your pillion tenses their stomach muscles and pulls themselves forward. Your pillion doesn’t know when you are going to change gears, so they stay tense. As soon you dip the clutch, momentum slightly lags and they naturally rock forward, banging their helmet into yours.
There are two ways you can prevent this.
First is to be smooth with your gear changes. The second is to move your head and shoulders forward as you pull the clutch in, leaving the lower part of your back as a buffer to soak up your pillion’s forward movement.
After a while, most pillions learn to listen to the engine revs and brace themselves for the coming gear change.
The “pillion in a million”
7 To lean or not to lean.
Of course, pillions shouldn’t lean opposite to the rider.
But some riders tell their pillion to lean into the corner with them.
I don’t agree as you never know how much they will lean and therefore how tightly the bike will corner.
It’s best to tell them to remain fairly still throughout your journey. In fact, advise your pillion that any fidgeting can cause instability and a possible topple, especially at slow speeds and when stopped at the traffic lights.
8 Suspension adjustment.
Most bikes have their suspension set at the factory for the “standard rider” weight of about 80kg. If you weigh substantially more or less, you should make suitable adjustments to the suspension.
However, a pillion changes the load even more significantly. A rider might vary several kilograms above or below the standard rider weight, but a pillion can more than double that difference.
Also, the centre of gravity is now much higher and further back, which will upset the handling and make the steering light.
If your bike has suspension adjustment, make sure you use it. Usually pumping up the preload on the rear spring is enough.
If there is no adjustment and you are going to be doing a lot of two-up riding, it is wise to fit an adjustable rear shock.
Other areas that may need adjustment include the tyres, chain and headlights. Consult your manual for ideal tyre pressures for two-up and how to adjust the chain and headlight beam.
You can reduce handling and steering anomalies by asking your pillion to sit as close as possible to you. Then you will move together in harmony with the bike and better focus the bike’s centre of gravity. But be aware this will prevent you moving around in your seat and you will have to adjust your riding style to suit.
9 Braking.
A pillion’s weight will also reduce braking efficiency.
Not only will the bike take longer to stop, but in a panic situation, your pillion may be flung on to your back. You not only have to support all your weight on your wrists, but also the weight of your pillion. This can cause riders to lose grip on the bars with inevitable consequences.
Also, the rearward weight bias will make the rear brake more effective and less likely to lock up, so use it more. But that does not mean you should use the front brake any less.
10 Gear up.
Just as riders should always wear the right gear, so should pillions.
Your pillion deserves the same level of equipment protection as you.
That also means warm gear when it’s cold, hot weather gear for summer and wets for when it rains.
Riders should also be aware that they block much of the breeze from their pillion, so in summer your pillion is going to need even better ventilated gear.
In winter, riders get some comfort from the heat that comes off the engine, but their pillion may not, so it’s advisable they rug up even more than you.
Bike accessories are also important to a pillion. Luggage will allow them to bring an extra pair of high heels and cocktail dress with them and a sissy bar will provide extra confidence.
However, a loud aftermarket pipe might just be too annoying. Remember, they are a lot closer to it than you. At least put the baffle plug in when carrying a pillion.
Do you have any other pillion safety tips? Leave your comments below.
Many riders may not realise that if they are involved in a crash, they may not be covered for what could be a very long and expensive ambulance ride.
Freebies
The good news for permanent Queensland and Tasmanian residents is that they are covered. Even if they travel interstate and crash. That includes all emergency pre-hospital ambulance treatment and transport Australia-wide.
If you crash outside the state and receive an invoice for ambulance treatment and transport, just send it to the Queensland or Tasmanian ambulance service with proof of residency for payment.
Interestingly, Queensland won’t pay up if a Tasmanian makes a clam in that state!
Costly ambulance ride
However, if you are not a resident of those states, the cheapest ambulance callout fee is $382 in NSW. Then it rises massively.
NT is $790, ACT $959, Western Australia $967, South Australia $976 and Victoria – a popular destination for interstate riders – is a massive $1204.
That’s just for starters.
Depending on the length of the ambulance ride and the services required, it can cost thousands.
And you will still be liable for the cost even if someone else calls an ambulance for you and you refuse service.
Insurance
Many riders erroneously believe they are covered by Medicare.
Others believe their private medical insurance will cover the ambulance ride, but that may not always be the case.
Have a look at the fine print in your insurance now before you head off interstate these Christmas holidays.
If not, you can pay a fairly small membership fee (usually under $100 for a family) to the ambulance service in your state. But that still won’t cover you interstate.
You can also upgrade your insurance to include ambulance cover, or you can opt for a specialist ambulance cover.
But again, make sure it covers you Australia-wide.
Also, find out if the cover includes just emergencies or non-emergencies as well and includes all pre-hospital treatment.
Some pensioner and concession cards may either provide free cover for an ambulance ride and treatment or at least a discount on ambulance insurance.
If you only need insurance while you are interstate, the cheapest option could be set-period travel insurance. Just make sure ambulance services are included.
