Introduction: ARAS systems rely on warnings
Motorcyclists are particularly vulnerable in traffic, often due to hazards that are hidden or difficult to anticipate. That’s where Advanced Rider Assistance Systems (ARAS) can play an increasingly valuable role in preventing accidents. Unlike in cars, however, these systems for motorcycles do not (yet) intervene automatically, and therefore depend on clear, timely warnings to alert the rider about unseen threats. Optimisation of these warnings is therefore a key factor for the success of these systems.
In its fourth major study for CMC—titled Rider Reaction Time IV—the Würzburg Institute for Traffic Sciences (WIVW) investigated how riders respond to different types of warnings, particularly when things don’t go perfectly, for example when false warnings happen. This simulator study investigated the impact of different types of false positive warnings on rider behaviour and acceptance, and how the reliability of an ARAS influences that.

​False warnings are not all the same
As with well-established Advanced Driver Assistance Systems (ADAS) in cars, it is expected that motorcycle-based safety applications will occasionally issue false warnings, particularly during the early stages of market introduction. The study examined two key types:

• Real False Positives: warnings issued without any recognisable reason.
• Unnecessary False Positives: early warnings that appear misplaced at first, but later prove justified as the situation unfolds.

The findings were clear: early imminent crash warnings—even if the reason wasn’t immediately obvious—were still seen as useful. Riders appreciated the heads-up, especially for providing more time to react.
But warnings with no clear reason at all caused confusion and led to riders forming the wrong idea of how the system works.

​Mental models matter
When riders receive a warning with no clear threat in sight, they often try to rationalise it—“Was it due to the bend? Gravel? A slippery patch?” This leads to false expectations about the C-ITS functionality or its operational design domain. For example, some participants assumed the system issued warnings about sharp corners, even though in fact they received a false warning before a corner and nothing else happened.
Such biased mental models may lead riders to incorrectly assume the system is watching out for things like slippery roads or sharp corners—when in fact it’s not. 

​Rider responses were consistently quick
Warnings were Imminent Crash Warnings, delivered through red flashing LEDs mounted on mirrors. Riders said they noticed the warnings clearly and described the system as easy to use and helpful. Interestingly, acceptance remained high—even when the system was designed to be only 60% reliable in some cases. Reaction times were similar across all warning types—whether true, unnecessary, or false.

User focused design
These findings also highlight the importance of user-focused design in motorcycle safety systems.
If we want to reduce motorcycle accidents, we need technology that riders trust and understand. This study shows that intelligent warnings can work, even if they’re not perfect—as long as they’re predictable, timely, and designed with the rider in mind. Smart warning systems must match what riders expect—and that means understanding their mindset and behaviour in real scenarios.
As ARAS systems move closer to real-world use, this research aims to help ensure that they are trusted, accepted, and acted upon.
 
More information about the Rider Reaction Time IV study is available here.

​CMC participated in the FAST-zero conference in Arles, France (September 23-26 2025), sharing insights into the future of motorcycle safety technology.
Formally titled the “8th International Symposium on Future Active Safety Technology toward Zero Traffic Accidents”, this event brought together researchers and engineers from industry and academia to present the current state-of-the-art and progress in research and development of active safety technologies.
 
​Hennes Fischer (Yamaha Motor Europe N.V.) presented "Connectivity and ADAS: the key to reducing motorcycle collision accidents," and Sebastian Will (Würzburg Institute for Traffic Sciences, WIVW) presented “User-centered warning design for powered two-wheeler riders.”

Collaborative effort
What makes this project stand out? In one of the largest real-world tests to date, these technologies weren’t just lab-tested—they were taken onto a test track and tested at scale with regular motorcycle riders. The goal: assess technical performance, rider acceptance, and how the systems actually affect behaviour.
Eric van Vulpen from La Trobe University in Melbourne states: 
“Working with the rider community from the start, we co-designed and tested prototypes. Riders were clear: alerts must be intuitive, timely, and not distract from riding: ‘Just tell me where the danger is—then I’ll deal with it'. ”
To enable safe testing, the team built the world's first left-side traffic motorcycle simulator for V2X testing using CARLA and Cohda MK6 hardware, and trialled it with nearly 200 participants. From there, they moved to the real world - equipping bikes with C-ITS and behavioural sensors and conducting live trials with nearly 100 Australian riders at Toyota’s Autodrome track in Altona North. 
“This is the first time such an elaborate, collaborative effort has been made to understand how to make this technology work for motorcyclists.”

Does it work? The numbers say yes
The project implies that C-ITS does make riders safer.
In tests of forward collision warnings at 50 km/h, C-ITS gave riders an additional 8.5 metres to react. In intersection use cases, where the rider was not able to anticipate the hazard, the reaction distance doubled – from just 15 meters without a warning, to 30 meters with C-ITS alerts.
Rider confidence grew significantly throughout the trials. As one of the participants puts it: “Many times there are hazards that are still hidden and pose great risk for me as a rider. I find that the system gives me a much-needed sixth sense when it comes to such hazards. I really hope it is going to be approved and fine-tuned and become available to motorbike riders.”

Eric van Vulpen concludes: “We have collected valuable data about reaction distance and times, braking, vehicle speed, throttle position and brake light sensor, to help determine the system’s effectiveness and its usefulness to riders. The findings show strong potential for low-effort, high-impact warnings — like road surface alerts, work zone notifications, and other infrastructure-to-vehicle messages. The rider community seems ready—especially when they are part of the solution. With collaborative design and smart use of existing technology, the future of motorcycle safety can start now.”

Setting the foundations for safer roads in Australia
This pilot supports broader efforts by Australian governments to establish a framework for C-ITS, with road safety at its core. As motorcycle riders remain one of the most vulnerable groups on the road, this collaboration between industry, government, and researchers is a vital step toward Vision Zero—eliminating fatalities and serious injuries.
In this context, the ‘Connected motorcycle pilot project’ aims to identify and test motorcycle rider C-ITS use cases that have the potential to reduce motorcycle crashes. Using existing C-ITS systems in Queensland and Victoria will allow the project to focus on developing the rider-system HMI and producing novel research on specific considerations for motorcycle riders in a connected system.
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For more information:
https://www.infrastructure.gov.au/have-your-say/draft-principles-national-approach-cooperative-intelligent-transport-systems
https://imoveaustralia.com/project/motorcyclist-safety-connected-motorcycle-pilot/
https://www.latrobe.edu.au/news/articles/2025/release/groundbreaking-motorcycle-safety-alert-system2

​CMC goes beyond the expected, as evidenced at the IfZ safety conference in Cologne recently. Originally focused on C-ITS communication standardization, CMC has evolved step-by-step into a global competence center for motorcycle safety. By means of accident studies and researches into aspects like rider reaction times, path prediction, positioning accuracy, and simulation technologies, CMC broadly addresses the unique challenges faced by motorcycles and paves the way for future research and development, enabling smarter and safer roads for motorcyclists.

​
​History
Hennes Fischer, board member of CMC explains: “Our idea was initially to standardize key elements around C-ITS (Cooperative Intelligent Transport Systems) for motorcycles. When we looked closer into accident scenarios to understand what needed to be standardized and how applications needed to work, we understood that we had to go beyond technical considerations. For example, one of the first activities we kicked off was an in-depth accident study to find out the most relevant crash scenarios between cars and motorcycles.”

Accident study as a base
CMC teamed up with VUFO GmbH, a company experienced in accident research. Their access to the GIDAS database (German In-Depth Accident Study) provided remarkably detailed insights into individual accident scenarios.
Peter Miklis from VUFO explains: “In addition to general information about accidents, such as the location, weather, and road conditions, in-depth analyses were conducted. These included evaluating data on speeds driven versus permitted, factors influencing the accident’s cause, collision partners, lanes used, and visual obstacles.”  Such an extensive study has never been done before.
Hennes Fischer adds: “We needed to understand what happens during every second of a collision between car and motorcycle. This information is crucial for designing warning strategies, improving system performance, and optimizing many other criteria to make C-ITS systems operate as they should.”
​
Global scenarios
The German data was selected for the first study because it provided the greatest depth of information. As a next step, CMC expanded its research to include more global scenarios. By analyzing and comparing accident data from other European countries, the United States, and Japan, CMC identified similarities and differences in traffic accident scenarios.
This allows to evaluate whether standards and system performance could be harmonized across regions.
This direct comparison of different regions represents an important milestone in accident research within the framework of CMC and offers insights into motorcycle accident patterns worldwide.

Role of ADAS / ARAS
CMC has also studied the performance of both Advanced Rider Assistance Systems (ARAS) on motorcycles and Advanced Driver Assistance Systems (ADAS) in cars in order to evaluate and improve their potential.
ADAS systems in cars use on-board sensor systems like cameras, radar and LIDAR to detect objects such as motorcycles. However, the unique shape, silhouette, and small frontal surface of motorcycles present challenges for these systems, as also evidenced in a CMC study on motorcycle conspicuity.
In this context, CMC has supported the development of a standardized ‘motorcycle target’ for testing ADAS systems.
Additionally, talking about ARAS systems, CMC member Sebastian Will from the Würzburg Institute for Traffic Science (WIVW GmbH) explains: “C-ITS, which enables communication between vehicles, could play an increasingly important role, alongside on-board sensor-based assistance systems, to detect the other vehicle. However, as long as motorcycles cannot take evasive action autonomously, the rider is the one to take action, so the motorcycle must communicate the detected threats to the rider very clearly.”
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Human factors
Consequently, designing effective warnings is essential, as poorly designed ones can completely undermine the benefits of assistance systems. CMC has initiated a user-centered research process with three consecutive studies to investigate motorcycle rider responses to different types of warnings and the effects of timing on rider reaction times and acceptance. These studies deliver important findings for future Human Machine Interface design.

​
Technical factors like positioning accuracy or path prediction
To improve riders’ safety with C-ITS, a highly accurate vehicle position is required to provide and receive precise and reliable warnings. This is called High Precision Positioning (HPP).
CMC member Mitsubishi Electric conducted real-world tests on motorcycles to evaluate current positioning accuracy and explore methods for improvement.
In addition to positioning, accurate path prediction is vital for future system development. CMC conducted an analysis of the state of the art of path prediction, detailed in a whitepaper published in early 2024. In the meantime, other companies have used the CMC paper as a basis for further studies on improvement of path prediction, with findings presented at the 2024 IfZ conference.

Simulation
C-ITS deploys complex applications involving a multitude of traffic participants, e.g., connected cars, connected motorcycles, vulnerable road users, or intelligent roadside units.
Simulation software plays a key role in efficient development, testing, and evaluating these applications. Simulation enables immediate feedback and quick iterations and substantially reduces the need for costly and time-intensive real-world testing. On top of that, it avoids the actual danger associated with physical testing and is therefore particularly beneficial in the motorcycle domain.  For these reasons, CMC has already carried out various simulation projects and is going to increase its activity in this area.

CMC: in fact a Motorcycle Safety Consortium
The studies conducted in recent years have transformed CMC from a standardization organization for C-ITS into a comprehensive motorcycle safety consortium and a competence centre for motorcycle safety as a whole. Hennes Fischer reflects: “This has been an organic development which was neither planned nor anticipated. By addressing our initial goals, we realized the necessity for a broader view on connectivity and we’ve naturally expanded our focus and ended up looking more and more towards motorcycle safety as a whole.”

Presentations from the conference can be found  at the IfZ website:
​https://www.ifz.de/international-motorcycle-conference/

Herewith a recap of 2 publications by CMC:

• Path Prediction: A whitepaper on Path Prediction was published, with important findings (and a warning) about its current state of the art.
• Accident Analysis: An extension of the Accident Analysis study, by widening the focus from German data to European level.
  The new report shows that the overall trends were also applicable to the whole of Europe, while also a range of interesting differences were discovered.

Whitepaper about Path Prediction
Path prediction is a key pillar for systems like Advanced Driver Assistance Systems (ADAS) or Cooperative Intelligent Transport Systems (C-ITS) to recognize dangerous situations ahead. For motorcycles, accurate path prediction will help to reduce critical situations and accidents and thereby save lives of motorcycle riders.
​
Study setup
CMC’s whitepaper gives an overview of possibilities with the current technical state of the art, related to different sensors and algorithms (e.g. Inertial Measurement Unit (IMU), Global Navigation Satellite System (GNSS)). It further highlights limitations regarding curvature calculation and path prediction on motorcycles.
The level of path prediction was investigated based on two levels:
Level B (by means of radius of curvature calculation based on the instantaneous state of the vehicle, as measured with a combination of vehicle sensors)
Level C (based on information provided by CAMs, such as ‘referencePosition’, ‘heading’ and ‘speed’).
Level A (more advanced and complex methods such as contextual behaviour predictions using machine learning) was seen as exceeding currently available technology standards and therefore not tested within the scope of this whitepaper.
A left turn situation was taken as scenario since this case often involves severe consequences.
In both cases the path predication and collision risk can be calculated based on a ‘Ghost Vehicle’ method.
Based on the above, CMC examined how far ahead (how many seconds ahead) the calculated predicted path is valid, within a threshold of 2 meters.
​Various intersection passage scenarios were investigated with a BikeSim tool and five different algorithms were tested.

Key outcomes
In most cases, there were no big differences between the algorithms. During an actual manoeuver, a path predication of only up to about 1-2 seconds ahead was the limit of these systems. On straights, the path predication can be valid for more seconds, but as soon as there is a small degree of roll motion (which is natural for motorcycles, even on straights) this is already reduced to 2-3 seconds.
The main factor behind the performance limit is that it depends fully on the instantaneous curvature. In order to improve that, consideration could be given to items like rider intention, map information, and next algorithm improvements; in the future also machine learning / artificial neural networks.
For the moment, however, this means that an oncoming vehicle driver cannot be informed early enough whether the motorcycle is going straight or turning and path prediction for motorcycles is not sufficiently solved.

Please find more details in the report itself.

Accident Analysis extended
For more accurate assessment of motorcycle safety for the whole of Europe and the future improvement of rider safety with technology, CMC analysed motorcycle accidents in European countries, comparing them to previously analysed German accident data.
(The reason to start with German data initially, is that this database contains the most in-depth and extensive description of accidents).
Study setup
In detail, 2 levels of analysis were conducted:
• High-Level analyses, based on official accident statistics, like the EU CARE database and national statistics in Italy and France, in order to provide an initial estimate of the proportion of PTW accidents that can be addressed by connective safety systems.
• Detailed Analyses, based on IGLAD Data: The 5 most frequent accident types were further analysed for the included European countries, in order to find suitable use cases and find out if they have different characteristics or a different nature compared to those in Germany.
Key outcomes
Overall, we found that the main trends in the German data were also applicable to the whole of Europe.
Additionally, a range of interesting differences were discovered, for these details please check the full report.

CMC has been invited to present at the International Motorcycle Road Safety Conference in Zaragoza, Spain. 
ANESDOR (Spanish Motorcycle Industry Federation) and the Spanish Ministry of Transport (DGT) organized the conference.  Not only technicians, researchers and international organisations shared experiences, also politicians, and traffic planners from various regions, including South America and Asia, presented their contributions to increase motorcycle safety.
CMC showed a connectivity experimental vehicle (Yamaha TMAX base) and a standardized motorcycle target used for testing the performance of ADAS systems on cars. In addition, various production motorcycles and scooters with safety technologies were displayed.
The audience was very interested in CMC activities and progress. In particular, CMC’s wide research activities and the combination of connectivity and ADAS functionalty was appreciated.
Find out more at the conference’s web link: https://motorcycleroadsafety.com/ where also the video live stream is available.

Moving into 2024, the Connected Motorcycle Consortium has entered its third phase nicknamed ‘CMC 3.0’. The focus for the coming three years will be on further research on both accident scenarios and simulation. In addition, standardization and cooperation with other consortia and governments is going to continue.

Looking back on last year, some very interesting studies have been completed and published by CMC:

• Accident Analysis: Extension of Accident Analysis from German data to European level, showing that the overall trends were also applicable to the whole of Europe while also a range of interesting differences were discovered.
• Use Cases: Additional use case descriptions have been made for “Longitudinal traffic” and “Lane change”, with both ADAS and C-ITS technologies in mind.
• Path Prediction: A whitepaper on Path Prediction was published, with important findings about its current state of the art.
• Rider Reaction Time: Scientific studies were performed using a riding simulator setup.
  
  In the coming news items we will pay attention to those; we’ve started below with the studies on Rider Reaction Time.

Rider Reaction Time studies
CMC has conducted two significant studies using dynamic motorcycle riding simulators to explore rider reaction times to various warning types. These studies offer valuable insights for enhancing rider safety and designing more effective future C-ITS applications.
Study setup
Both studies compared reactions in urban and rural settings. These did not include imminent crash warnings, but advisory warnings with 3 seconds between warning onset and the potentially critical situation becoming visible.
RRT I (End of 2022) focused on generic visual warnings on the dashboard. Findings indicate that for about one out of six instances, riders failed to notice the warnings. When warnings were noticed, it took riders about 1 second to look towards the dashboard and about 2 to 2.5 seconds to react physically by reducing throttle or initiating braking. Responses were quicker in urban settings, which were deemed more critical by the riders.

RRT II (End of 2023) expanded the research to include 4 more variations regarding the type of warning signals:

• Visual (Mirror-mounted LEDs)
• Visual (Head-Up Displays)
• Auditory (Warning tones)
• Haptic (Vibrations in wristband)

‘For the first time in the history of the motorcycle industry, so many organizations came together to pursue one common goal – “Together for rider Safety”!’, Mr. Christof Lischka, current CMC President and Head of Development at BMW Motorrad, stressed the fact, that the motorcycle industry works actively together with car makers to improve safety of motorcycle riders.
Connectivity Systems (V2X) between motorcycles and other vehicles, most likely cars, as well as Advanced Driver Assistance Systems (ADAS), are key technologies which will increase rider safety significantly in the coming decade.
​Hennes Fischer, spokesperson of CMC and Senior Adviser at Yamaha Motor Europe, explains: ‘We see V2X connectivity as an additional sensor for ADAS systems. The combination of both technologies is promising and we expect contribution of these technologies to make riding safer.’

CMC demo event to showcase it all
​CMC was initiated in 2015 and was proud to show the results of its years-long research culminating in a Demo event at the modern facilities of the Dekra Technology Center, at the Lausitzring near Dresden, Germany on 14th and 15th September 2023.
Visitors were updated about how frequent accident scenarios between cars and motorcycles could be avoided by means of Connectivity Systems and ADAS. 

Systems of multiple OEMs working together
​Next to the world leading motorcycle makers BMW, Honda, Ducati, KTM, Suzuki and Yamaha, also prominent carmakers, such as BMW, Honda, Lamborghini and Volkswagen participated in the event. Close to 80 guests had a chance to experience the systems live in one of the cars. In general, they were impressed to see the actual workings of these systems, and also by the fact that systems of such a diverse mix of brands, could work flawlessly together.

Audience
Attendees came from all over Europe and beyond. Members from the press, associations, authorities, safety organizations, suppliers and other stakeholders composed a varied and diverse interest group.
​Visitors could talk to the management and people behind CMC. Results of research studies were presented in-depth. Information stands allowed for interaction and encouraged open discussions about the various topics.

Connectivity and ADAS use cases shown
The images below indicate which use cases were demonstrated at the event.

Research studies presented
The following 4 topics were addressed in special presentations:

Accident research
CMC engages accident research in order to prioritize the most impactful use cases and applications.
Earlier accident studies from Germany were now complemented with those for the whole of Europe and led to a fine-tuning of priorities. Studies will be continued with U.S. and Japan in the future.

Rider Reaction Time
This topic is very important to understand: how much time is there before a situation becomes critical or not? How should a rider be warned, and what influences that such warning is actually observed and responded to?
CMC initiated the first studies specifically dedicated to motorcycle riders and the results showed remarkable differences between warning types.

Application Simulation
Scientific simulation programs can simulate use cases; by creating variations in values, hundreds of different simulations can be created for a single use case and add a deeper understanding for the flexibility of the situation.
​
Motorcycle rider protection through ADAS
​BMW presented the ADAS system that is already being equipped in cars and how effective it can be regarding collision avoidance. The importance of Automated Emergency Braking was highlighted.

Step by step towards solutions
All in all, CMC demonstrated how both Connectivity systems and ADAS play an important role in enhancing motorcycle safety; on the one hand, by providing warnings in time to react; on the other hand, by automated collision avoidance on the very last moment.
The Demo Event proved highly productive and successful, significantly advancing the knowledge base and internal collaboration within the C-ITS community.
Video and press kit materials can be found in the downloads section of the CMC website.

In this post we will explore how the second generation of motorcycle applications are ready and meet real world testing after a period of simulation studies. We will explain about those studies and see how Japanese and European engineers of several key motorcycle manufacturers gathered at the Carissma test track in Germany to scrutinise the current technical level of the applications, which are supposed to improve motorcycle safety, in real life.
Finally, we will also dwell upon the handover of the CMC presidency from Mr. Nomura of Honda to Mr. Lischka of BMW Motorrad.

Application development
It has been a while since the prototypical development of several C-ITS applications in the first CMC generation between 2016 and 2020. The current team, consisting of representatives of all participating motorcycle OEMs, concentrated on the further development of the second generation Intersection Movement Assist (IMA) and Left Turn Assist (LTA).
​Both applications are now higher developed and more sophisticated and  based on the latest ETSI standards. In addition, they can now cover a wide range of different scenarios.

Simulation
The CMC experts first tested and validated the two further developed functions IMA and LTA virtually in a simulation environment and further improved the application with the knowledge gained. The open-source simulation software Car Learning to Act (Carla) is used for this purpose (see picture).
“First, we  developed suitable maps as part of the simulation environment for our motorcycle-specific use cases developed in CMC, which depict the respective scenarios”, says Mrs. Chouta, research assistant at  CARISSMA, Technische Hochschule Ingolstadt, Germany.

Large number of simulation scenarios
In addition, the two applications were tested in the simulation environment and played out in large number of different scenarios. Mrs. Li, Bertrandt Group, responsible for the implementation of the simulations, says: “Thanks to the virtual simulation, we were able to test the further developed applications perfectly and, as soon as we identified a need for improvement, we were able to work on this and to test them again in the next development loop. This has helped us to cover many different scenarios. The use of virtual and digital methods paired with an agile way of working in an international team of experts enables us to be optimally prepared for the first hardware testing."

First testing in real-life scenarios
In April 2023, the test engineers from all OEMs involved in CMC met at the Carissma test site at Ingolstadt University of Technology. Here, for the first time, the further developed and virtually tested applications were added to the revised and updated vehicle prototypes. After completing the communication test and successful commissioning, the Crossing and Left Turn use cases were tested in a real scenario.
Firstly, the findings from the simulation could be confirmed. The applications were working as expected and as simulated. e.g. the notifications were operating/non-operating as they were intended to be.
Secondly, individual parameters were further optimized, such as the timing of notifications.To optimize the timing of notifications, it is necessary to test with real humans and consider their perception, acceptance, and behavior, which cannot be replicated in simulation.
Last but not least, an important observation is that the newly developed applications were all functioning correctly in real-life scenarios when implemented in vehicles.

Next level testing with car manufacturers
So now, CMC is ready for a next level of testing. The entire testing team of CMC is already looking forward to the upcoming test event in June 2023 at the Dekra Technologies Center Lausitzring, where testing will be continued and expanded with advanced driving assistant systems together with car manufacturers.

CMC Next Presidency
Mr. Nomura, former Managing Officer, Chief Officer, Motorcycle & Power Products Operations, Honda, represented CMC as president until the end of 2022. In 2023, Mr. Lischka, Head of Development BMW Motorrad, took over the CMC presidency. Mr. Nomura and Mr. Lischka together underline the importance of the CMC test events in 2023 together with car manufacturers and other partners in the vehicle safety community.
Mr. Lischka was already able to get an idea of the developed C-ITS applications in motorcycle-relevant use cases on the test site at the Ingolstadt University of Technology. “I am pleased with the progress that the CMC OEM team has made across the board. In particular, all topics relating to the information and warning concept were very easy to experience and have proven to be a good basis for further development. As CMC, we will define the next steps together with car manufacturers in the upcoming test events and also explore the potential contribution of driver assistance systems in cars to enhance motorcycle safety. The tests will allow us to experience this actively firsthand. I would like to thank everyone involved for their collective efforts to improve motorcycle safety!”

For more info please visit our web page about Use case specification here.

A first empirical study regarding PTW rider reaction times towards a visual warning has been published by CMC. The results are remarkable: In comparison to driver reaction times in passenger car studies, more missed warnings were observed, reaction times seem longer and reaction time distributions seem wider.
 
Background
C-ITS systems that warn the motorcycle rider of an upcoming danger only work if the rider is interpreting the warning correctly and reacts accordingly. So far however, there is little knowledge about how long a rider reaction towards a warning takes.
 
What has been investigated
​The whitepaper describes a dynamic motorcycle riding simulator study by CMC, which investigated motorcycle riders’ reaction times towards a warning on the dashboard.
The dashboard warning was a generic visual warning which can act as a benchmark to improve upon in the future.
Reactions in an urban and a rural scenario were tested. These did not include imminent crash warnings, but advisory warnings with 3 seconds between warning onset and the potentially critical situation becoming visible.

Usability
The results of this study can be used in the following ways:
1.To better estimate for which C-ITS scenarios, running on a PTW, a purely visual warning could be appropriate, and for which ones not.
2. To act as a benchmark: Any OEM’s individual HMI warning solution should result in faster reaction times and less missed warnings in this test setup than the ‘conservative’ rider notification assessed in this study.
3. To clarify to which extent results from passenger car research are applicable to the PTW domain and to serve as an input for rider behaviour models in simulations which are e.g., necessary to estimate the effectiveness of various (C-ITS) safety applications.
 
The following interesting outcomes could be observed
• In 16.7% of cases, the purely visual warning was not recognized at all.
• Among the other cases, the average time between onset of the notification and gaze towards the dashboard was about 1 second already.
• The average time between notification onset and ‘throttle off’ was about 2 seconds.
• The average time between notification onset and ‘initiate braking’ was about 2.5 seconds.
• The mentioned reaction times were shorter in the urban scenario compared to the rural one, where the situation was perceived as less critical.

 Favourable evaluation among participants
Another interesting observation could be that, in the more time-critical urban scenario, all riders who had seen the warning, initiated braking before the obstacle became visible. In combination with the favourable evaluation of the test riders after the experiment, this shows a good potential for the safety benefit of C-ITS applications.
 
The whitepaper is available for download here

Importance of PTW conspicuity
Motorcyclists are considered as Vulnerable Road Users (VRU) by the EU.
They require extra attention by other road users, to be seen and recognised.
In case of passenger car ADAS, reliable detection of PTWs is essential to avoid car-PTW collision accidents and to reduce the number of motorcyclist fatalities.
In recent years there has been a continuous decrease in fatal car accidents in Europe. This has various reasons: not only changing regulations concerning speed limitations, obligations for safety equipment and improving vehicle technologies, but also the support of ADAS could avoid severe accidents. However, since
motorcyclists are fast-moving targets and provide a small reflective surface for radar sensors, it can be more difficult for passenger car ADAS to detect them.
The Connected Motorcycle Consortium decided to investigate the role and efficiency of ADAS in detecting motorcycles and avoiding accidents.

Whitepaper
In the whitepaper "PTW Conspicuity", an investigation into the status-quo of the detection of PTWs by passenger car ADAS is presented. In addition, various methods to improve the conspicuity of PTWs are evaluated.
The focus is on the analysis of current research, regulations, academic papers, technical reports, and other studies that have already dealt with the conspicuity of PTWs. The outcomes show that the detection of PTWs is quite a challenge for these systems indeed.
The whitepaper can be accessed here.

The general aim of the Connected Motorcycle Consortium (CMC) is to make Powered Two-Wheelers (PTW) part of the future connected mobility. To achieve that, CMC is not solely focusing on technical aspects of this process, but ensures the early integration of the rider.

What is a suitable warning timing?
​For instance, any assistance system that does not intervene automatically requires a reliable communication from the PTW to the rider (i.e., any kind of warning) to ensure that he or she can take appropriate action. Currently, there is no universal and reliable PTW-rider specific information regarding a suitable warning timing, because we lack knowledge about riders’ detection and processing capabilities of a warning while riding. Furthermore, these capabilities may be influenced by a lot of different factors, such as vehicle ergonomics, rider workload etc. Yet, the decision on warning design and timing is vital to ensure a safety benefit of the application, to reduce the number of perceived false positive alarms and increase acceptance of the application among riders.

​Study by means of an advanced riding simulator
To address this important aspect, CMC investigates PTW rider-specific reaction times towards warnings in a user study on a riding simulator.
This DESMORI dynamic motorcycle riding simulator at WIVW is equipped with a mockup mounted on a 6 degrees of freedom hydraulic platform for vestibular feedback. The mockup enables the rider to interact with fully realistic controls, such as usual handlebar, brake lever/ pedal, clutch, gear selector, etc. Helmet-integrated headphones or shakers attached to the individual helmets are used for auditory feedback. The rider steers the motorcycle through a combination of steering torque (with torque feedback up to 80 Nm) and induced roll torque by shifting his/ her weight. The cylindrical screen enables 220° horizontal field of view. The instrument cluster – same as the mirrors – is a TFT screen which permits to flexibly provide various types of visual warnings.

Emperical results
This test environment allows to analyze rider behavior in scenarios, which were previously identified by CMC’s Feature Team Accidentology, in a safe and controlled environment with the major aim to provide empirical evidence for warning design, warning timing and the creation of rider behavior models that serve as input for the safety applications.
Concretely: In order to design those applications, you would need to know how long it takes before a rider realises that there is a warning. For example, if noticing the warning already takes one second, and then the rider needs another second before actually taking avoiding action, the warning needs to be issued by the application already two seconds before the minimum required ‘technical’ time & distance needed to avoid the collission – a very critical path to make some applications work.

With over 13000 visitors from the ITS* community, from industry experts to policy makers, the ITS World Congress is the largest of its kind. Focusing on future smart mobility and the digitalisation of transport, the event showcases the latest innovations and technologies regarding ITS.
Apart from a large exhibition area, part of the event are live, interactive and thought-provoking sessions where industry experts present the latest developments. One of these sessions included a presentation from the Connected Motorcycle Consortium.

Motorcycles – Why they fit in automated and connected traffic
CMC explained how powered two wheelers are part of urban mobility and provided insights from the latest accident data analyses in Crossing Traffic and Left Turn scenarios.
With the presentation, CMC had three goals in mind:

• To raise Awareness – that motorcycles have a special role in connected traffic
• To provide Insights – how accident analysis can help us develop technical solutions
• To get Recognition – that motorcycle safety could benefit a lot from ITS solutions.

​On top of that, the congress provided the opportunity to raise awareness that the motorcycle industry is working together and joining forces in order to enhance rider safety.
The CMC Basic Specification and its set of documents were introduced, including the roadmap towards the future.
https://www.cmc-info.net/basic-specification.html

Time To Collision (TTC)
The topic of ‘Time-to-collision’ was illustrated based on the two mentioned scenarios, where the Left Turn scenario proved much more of a challenge compared to the Crossing Traffic scenario, in terms of available reaction time.
According to a study by Breuer et al.**, a reaction time of around 3 or more seconds is required, but especially with the Left Turn scenario it only allows few cases matching this criteria. The Crossing Traffic scenario, on the other hand, shows a majority of cases within this time and therefore a promising potential for avoiding accidents.

​Way forward
CMC announced to further investigate motorcycle accidents and further identify the
important scenarios.
On top of that, a strengthened collaboration with industries / stake-holders (car, truck, infrastructure, etc.) will be key to achieve further progress in motorcycle safety.
And finally, it will be important to develop ITS specifications which are suitable for motorcycles from an interoperability, affordability and mountability point of view.
A copy of the presentation can be found in the downloads section of our website:
https://www.cmc-info.net/downloads.html

* ITS = Intelligent Transport Systems
** Source = J.Breuer, S Gleissner: Neue Systeme zur Vermeidung bzw. Folgenminderung von Auffahrunfällen | VDI-Berichte #1960, pg 397 | VDI Verlag Düsseldorf 2006

​To understand how and why motorcycle accidents happen is the basis for accident prevention. As CMC points out, when motorcycles ‘talk’ to cars, a certain amount of collisions between cars and motorcycles may be avoided. In particular, road crossings are most critical places, where often a car driver oversees the oncoming motorcycle on the priority road.

Database analysis for definition of test cases
With the support of VUFO GmbH, CMC has analysed real, reconstructed accidents based on a simulation database (GIDAS-PCM).
​Out of these accidents a ‘prototype’ average scenario is used. On the one hand to better understand the accident sequence, on the other hand, to derive test scenarios based on real accident data in order to develop and test future functionalities, technologies and connected systems.
One of the frequent cases of the scenario group "Crossing traffic" (so called accident type 302) was analysed. In this accident type, participant A (usually a car) wants to turn left and disregards his obligation to wait. Involved party B (usually a motorcycle) approaches from the left.

Vehicle-to-Vehicle connectivity allows for more reaction time for the motorcycle rider
Based on the GIDAS-PCM, the trajectories, as well as the manoeuvres of both participants with their speeds and decelerations has been analysed and evaluated in a time-dependent way. The average result for all investigated cases is illustrated in Figure 2 with the corresponding velocity profiles.
The good news: V2V connectivity shows a potential to avoid such accidents.
The car driver (Participant A) starts accelerating already at 2,4 seconds after he has stopped and checked whether he can continue his manoeuvre. At the same time, the motorcycle rider (Participant B) obviously did not realize the car started to move. Only at 0,4 seconds before impact, the rider starts to brake.
​In contrast, with a Vehicle-to-Vehicle communication, the motorcycle rider could have been informed well 2 seconds ahead of the possible impact to perform braking.
At the same time, also the car driver will be alerted as soon as he starts accelerating and has time to stop his manoeuvre.

Input to further research
This example described the average situation, but in reality the time sequences have a certain spread which is also analysed by our researchers. Those accident research findings allow developing a test scenario, which can be used for system tests in the simulation and for real field tests. In addition, the evaluated accident data could determine system limits and to identify warning times for riders/drivers.
CMC will investigate further relevant accident types in order to provide even better support for riders/drivers in critical scenarios with systems in the future.

CMC work shared by increasing number of members
Several companies, universities and associations have decided to continue
contribution to CMC ‘Next’. Ducati is now the seventh motorcycle manufacturer to
support the consortium as Regular Member. Also academia and associations
confirmed their continuous membership, such as ACEM, FIM, IKA University
Aachen, Technische Hochschule Ingolstadt, Würzburg Institute for Traffic Sciences
GmbH and VUFO GmbH.

New: Computer simulation of motorcycle accidents
The first work projects for 2021 have been started. VUFO GmbH is currently
scrutinizing the most frequent accident scenarios. Intersection collisions are the
predominant scenario, where usually the car driver does not see or perceive the
oncoming motorcycle. So these key scenarios are investigated more deeply now.
The GIDAS database provides the basis for the study. Among the databases on
accidents that are available worldwide, this German database is one of the most
detailed ones available. Not only does it include the basic items like the scenario,
impact, speed, etcetera, but there are also descriptions to understand the situation,
which are acquired through interviews. "As basis for our application definitions this
is very useful.” says Masaru Mamiya (Suzuki), Leader of the Accidentology Expert
Team. “Of course, we know this is based on German accidents only and we will
have to check differences with other countries or regions too.”
These detailed reconstructed accidents are analysed with a special software to
better understand their dynamic, trajectory, speed, etc. in detail. With this
methodology we could generate use cases for a testing environment. In a later
step it is planned to make different variations to answer several important
questions. For example: what would have happened if participants braked earlier?
Can we compare different trajectories of the same accident?
The purpose of this is to find common denominators in these different scenarios
and simulation that can help our technical teams to consider possible solutions.
These solutions may include the sender (motorcycle) side, for example by means of
improved positioning accuracy or path prediction; and also the receiver (usually
car) side, for example by improved warning strategies.

Difference between car and motorcycle scenarios
“We need to understand in detail what is going on during collisions. Speeds,
trajectories, vehicle movements and so on, will help us to define better
requirements for safety applications”, says Yasuhiro Okada (Honda), Leader of the
Applications Requirement Expert Team.
CMC is often asked where the ‘technical’ difference lies between accidents where
motorcycles are involved compared to accidents between cars only. Therefore
particular attention is paid to the difference of motorcycle collisions compared to
car-only collisions. For example, it may happen that the impact speed at accidents
between cars and motorcycles is relatively high because the car driver had not
seen the motorcycle and did not apply any braking at all. In that case, an
application based on car-only accident studies may have less-than-ideal
parameters to address accidents with motorcycles involved.
CMC expects the first results of the computer analysis by the middle of this year.
Then our expert teams will follow up with their work on technical solutions in order
to improve applications that may help to avoid accidents.

BMW Motorrad, Honda Motor Co. Ltd., KTM AG, and Yamaha Motor Co., Ltd. signed an agreement in December 2020 to continue cooperation from 2021 onwards to further enhance motorcycle safety and assure that motorcycles maintain their role in future mobility. Suzuki Motor Corporation and Triumph Design Ltd. expressed their intention to support the common activity in CMC ‘Next’.

The approach is widened and the work will include investigating conspicuity of motorcycles by Advanced Driver Assistance Systems (ADAS). This ‘system’ approach looks at creating synergies between on-board sensor systems and connectivity.
​
CMC members consider safety as a goal for the industry and are in favour of a strategy on improving motorcycle rider’s safety.

CMC Basic Specification as milestone
Since its establishment in 2016, CMC has worked on a Basic Specification for motorcycle specific V2X* connectivity systems. CMC has launched this ‘CMC-Basic Specification’ on December 11th, 2020.
The Basic Specification is a first step to describe the function of motorcycle V2X systems.
In a further step beyond 2020, the participating manufacturers will define further essential functional requirements to standardise in detail.
CMC Basic Specification is further explained and documents are available for download on the CMC website.
The website is also recently updated with various videos that contain examples of important scenarios, to showcase the advantages of connectivity between vehicles. https://www.cmc-info.net/safety.html

CMC 'Next' increases cooperation with car & other vehicle industries
A further crucial step for CMC ‘Next’ after 2020 is the cooperation with the car industry and other vehicle manufacturers since motorcycles shall communicate in a standardised way.
Modern cars are increasingly equipped with on-board sensor systems (radar, camera, etc.) and driver assistance systems. These vehicle systems need to include motorcycle requirements in order to enhance their safety effects in case of mixed traffic with motorcycles.
CMC believes that tailored motorcycle/car scenarios and tests need to be developed and standardised.

The new organisation has started its activity in January 2021. The six motorcycle manufacturers encourage other motorcycle manufacturers, suppliers, car manufacturers and other related organisations to join the cooperation to further pursue the deployment of new elements for motorcycle safety.

*V2X in terms of wireless communication technology stands for ‘Vehicle-to-
Everything’, including ‘Vehicle-to-Vehicle’ and ‘Vehicle-to-Infrastructure’.
*The term ‘motorcycle’ in this text covers all types of Powered Two Wheelers
(PTW).

From the CMC president 
​"A great stepping stone".
Yoshishige Nomura, president of CMC in 2020, reminds that CMC is now composed of more than 20 organisations including OEMs, suppliers and research institutes and that the Basic Specification for motorcycles was made by the joint work of all members. He speaks out his appreciation for the cooperation that was received from all other stakeholders including the car industry. He also talks about the expectations for the future; Have a look at his 3-minute video.

Founded in 2016, CMC aims at joining forces between motorcycle manufacturers, suppliers, research institutes and associations, to make motorcycles part of the future connected mobility.
Until then, C-ITS (Cooperative Intelligent Transport System) specifications for passenger cars have not sufficiently taken motorcycle specific safety factors and challenges into consideration.
An important goal therefore set out by CMC was to define a first Basic Specification for motorcycles to connect and ‘talk the same language’ to other vehicles or infrastructure by means of wireless communication.
This is being achieved with the official publication of a set of documents to address various topics related to the introduction of C-ITS for motorcycles.
​These documents are now available for download on the CMC website.

Importance of connectivity for motorcycle safety
C-ITS allows road vehicles to communicate with each other, with roadside infrastructure and with other road users. C-ITS has a high potential, especially for motorcycles, to prevent accidents before they occur.
Accident analysis shows that more than half of collisions with motorcycles are caused by the other vehicle driver. Not seeing the motorcycle coming, or misjudging distance and speed, are primary accident causes. A closer look at accidents with motorcycles reveal that 72% of the drivers’ failures are because the vehicle driver did not see the motorcycle. This perception failure may be summarized in the statement often heard after such crashes: ‘Sorry, but I didn’t see the motorcycle at all’. 
CMC believes that such accidents could be mitigated by future technologies, which will enable motorcycles to ‘talk’ to cars and other vehicles. Drivers may be alerted in case critical situations in traffic are foreseen by vehicle connectivity systems.
The integration of motorcycles in the C-ITS ecosystem will bring significant safety benefits. ​CMC has been working on applications in which connectivity would allow to warn drivers and riders of potentially dangerous situations.

Towards the future: CMC 'NEXT'
Following a Memorandum of Understanding signed in April, BMW Motorrad, Honda Motor Co. Ltd., KTM AG, Yamaha Motor Co. Ltd, have signed an agreement beginning of December to continue their efforts on motorcycle safety and connectivity in a next step named CMC ‘NEXT’. The scope is wider and the motorcycle experts will be looking at further improvements of the specification while at the same time taking account of new functions supported by on-board sensors both in cars and in motorcycles.
​
* The term ‘motorcycle’ in this text covers all types of Powered Two Wheelers (PTW).

CMC have been working hard to achieve the goal being set out in 2016:
To have a ‘Basic Specification’ for C-ITS systems for motorcycles ready for publication by the end of 2020.
All for the sake of improving rider safety.
In the time leading up to this, studies have been conducted, protoype bikes have been built and evaluated, and meetings have been held with various stakeholders.
All of this culminated in a set of (currently still draft) documents that address various topics related to the introduction of C-ITS for motorcycles.

Contents
The main issues in the ‘CMC Basic Specification’ are the following.

* Studies of motorcycle accidents and potential safety benefits of C-ITS were conducted and described in an “Assessment of C-ITS application potential”.
* The C-ITS applications themselves are defined in “Application Specification” and “System Specification” documents.
* CMC has also prepared prototype C-ITS vehicles and conducted evaluation tests to verify the system, applications and parameters of them. The test results are summarised in an “Evaluation Report”.
* The CMC Basic Specification is strongly related to other C-ITS standards, such as the Basic System Profile defined by the CAR 2 CAR Communication Consortium.
Therefore, a “CMC position towards other standards” document is created to describe the points that need to be adapted from the original standards in order to accommodate motorcycles.
* Furthermore, CMC has developed a strategy for the implementation time-plan of the different C-ITS applications, related to the extent in which they contribute to the rider safety as well as their technical challenges. To this purpose, an “Application Roadmap” has been defined.
* CMC also investigated on the topic of Human Machine Interface design and concludes that an alignment in HMI design will further enhance rider’s safety as described in the “HMI guideline”.

CMC will continue these activities in order to further develop and enhance the CMC Basic Specification and to communicate with C-ITS stakeholders so that C-ITS technology for motorcycles can be widely accepted by the C-ITS community.

Motorcycle manufacturers investigate further cooperation beyond 2020
On April 28th 2020, BMW Motorrad, Honda, KTM, Suzuki and Yamaha Motor signed a new Memorandum of Understanding to start discussion to continue their cooperation through 2020 and beyond. The goal is to further enhance rider safety by assuring that motorcycles and scooters maintain their role in future mobility scenarios and are considered an integral part of the connectivity between vehicles.
The signatories encourage other car and motorcycle manufacturers, suppliers and related organizations to join the cooperation and to pursue further improvements in motorcycle safety.

Background
Founded in 2016, CMC has aimed to integrate motorcycle-specific safety aspects into connectivity technology (C-ITS, Cooperative-Intelligent Transportation Systems), both on the hardware side as well as on the software side. Based on accidentology data, a roadmap towards the future was defined, which, in 2020, is expected to culminate in the deployment of a set of ‘Basic Specifications’ to achieve standardization between manufacturers. With this foundation laid, the path now lays open for the next phase in development, including more detailed specifications and more concrete application definitions and functional requirements. Furthermore, CMC sees the need for closer collaboration with the automotive industry, in order to assure the efficiency of automotive advanced driver assistance systems (ADAS) with respect to motorcycles as well.

Statement from CMC President
Mr. Yoshishige Nomura, (Operating Executive of Honda Motor Co. Ltd.), current President of CMC, says:
“CMC has been working on creating common specifications and standards and sharing information with car manufacturers and related organizations to accelerate the development in motorcycle safety. We are planning to issue a set of Basic Specifications at the end of 2020.
We have reached a mutual understanding that it is necessary to assure the presence of motorcycles in the future mobility society through connecting via C-ITS to as many cars and other vehicles as possible. Our aim is the further expansion of C-ITS together with car and other vehicle industries and we expect that the collaboration with car manufacturers and other related organizations will be accelerated through our initiative.“

Motocycle industry VIP's come together to discuss future automation
The motorcycle industry may play an important role in the mobility of the future. Mr.
Yoshige Nomura, Operating Officer Motorcycles from Honda Motor Co. Ltd. and
new President of CMC highlighted the opportunities and the challenges of the
industry in the annual CMC conference, where CMC member’s top management
gathers every year. Philipp Habsburg, CTO of KTM AG who hosted the event at
their recently opened ‘Motohall’ at Mattighofen, Austria believes that CMC has
become a ‘brand’ in the automotive sector and a platform to challenge even a wider
variety of future challenges.

Demonstration in 2020 of working systems in action
The goal of CMC to define a Basic Specification for Motorcycle ITS is on its way
and the Consortium is planning a safety conference in 2020 to demonstrate the
results of their work. CMC believes that connectivity is a major contribution to
safety for motorcyclists. Since most accidents happen due to perception failure
from other vehicle drivers, connected services will warn drivers and riders of critical
situations. To foster deployment of motorcycle ITS systems, CMC proposes
standards and a technical framework.

Technical challenges
Masaru Mamiya from Suzuki, who leads CMC’s Unification and Interoperability
Group, sees need for motorcycle specific standards and specification, since
motorcycles have a fundamentally different driving dynamics compared with cars.
Keynote speaker Peter Meckel from Asfinag in Austria, representing the European
C-Roads consortium promised that road operators will supply information to road
users including motorcycle riders. The traditional information via radio, Apps or
navigation systems is not enough to boost safety. Information should be in real time
and only a hybrid approach using ad hoc short-range communication together with
long range communication as a mix of traditional and new technologies will provide
real steps forward for road safety.

Today's sensor technology not ready for automated traffic
Christof Lischka, Executive Vice President Development and Felix Deissinger Head
of Motorcycle Safety, both from BMW Motorrad pointed out the challenges powered
two wheelers will face when road traffic will increasingly be automated. Today’s
onboard sensor systems for example, still are not fully capable to recognize
motorcycles under certain situations.

More future challenges ahead
Takuya Kinoshita CEO of Yamaha Motorcycle Operations at Yamaha Motor Co. Ltd.
in Japan and previous President of CMC believes that the industry needs to stretch
out beyond its own borders and work with all mobility stakeholders to safeguard
motorcycles into a new area of mobility. CMC needs to cooperate with other
consortia such as Car2Car Communication Consortium or 5G Automotive
Association to make sure requirements of Powered Two Wheelers are included in
future standards.

Over the summer CMC performed a comprehensive test of a number of important
C-ITS safety applications for motorcycles at the Aldenhoven Testing Ground near
Aachen/Germany. The purpose of the test was to evaluate possible accident
scenarios between a motorcycle and a car and to check the system settings in
order to best inform the driver and rider how to mitigate dangerous situations.

Motorcycle approaching information is a key safety feature
A typical situation that motorcyclists experience is when a car approaches from a
side road on to the main road where the motorcyclist has priority. It can often
happen that the car driver slows down but doesn’t completely stop his vehicle. In
which case the motorcyclist is unsure, if the car driver has seen/recognised him
and the question is whether the rider should brake, and possibly risk another
dangerous situation for vehicles following him? To help avoid such critical
situations, the motorcycle and car communicate to each other and the car driver
receives an indication/warning message to watch out for the motorcycle on the
priority road.
In order to make this happen, cars and motorcycles have to exchange standardized
messages, called CAM and DENM messages which includes comprehensive set of
information about vehicle status, such as speed, direction and/or the braking
situation. To enable this communication to take place, CMC specialists have
programmed software and tested it in laboratories. Verification however needs to
be done in ‘real world’ scenarios and the Aldenhoven testing ground provides
perfect surroundings with a variety of road layouts to check the systems.

Warning timing is crucial
The precise time when actually to warn the vehicle users is a highly important
factor. In other words, when has the motorcycle rider or car driver passed a critical
threshold and when is it required to show the warning in both the motorcycle and
the car? If warnings come too early, confidence and acceptance of the system will
be undermined. If a warning comes too late, everyone can imagine the
consequences! CMC tested several scenarios over a number of speeds to validate
the assumptions made in the laboratory. Calibrations to the systems were done on
the spot and setups were improved during the testing sessions.

EEBL – brake light indication very useful
The so called EEBL (Electronic Emergency Brake Light) application was also tested
in Aldenhoven and proved being very useful. With this system, the motorcycle rider
receives information on the dashboard when another vehicle is undergoing hard
braking and this is particularly useful if there is no direct line of sight, for example if
a truck is between the braking vehicle and the motorcycle. This way the rider can
be warned earlier, to avoid rear end collisions.
CMC added important fine tuning to the algorithms being developed and optimized
the best suitable timing for the warning to be issued to the motorcycle rider.

Communication in two ways
Communication is a vital part of C-ITS. Motorcycles need to be able to ‘talk’ to other vehicles digitally. And also verbal communication plays a role: during the development of C-ITS, it is the people who need to talk and to coordinate what issues motorcycles and other vehicles should communicate about.

Digital communication: Antenna is the key
For cars, antenna performance criteria have already been discussed and developed since a long time. For motorcycles however, this is not so easy: due to their particular vehicle dynamics, size and layout, the antenna development poses quite a challenge. The Connected Motorcycle Consortium started to conduct tests in special measurement chambers and is also verifying the test results in real riding
conditions on the road.

Antenna placement
The ideal position of a motorcycle antenna is a location on the front of the motorcycle. Most critical situations occur along the direction of riding and this is when ITS communication is needed to warn other vehicles of a motorcycle in critical range. However, due to leaning angle of motorcycles while cornering, the antenna performance decreases with amount of lean angle. The corridor of antenna
transmission becomes narrower. This results in a weaker transmission of signals to each side of the motorcycle. Accident scenarios based on studies carried out by academia and CMC will determine the threshold of such decreasing performance. The requirements currently worked out by CMC experts will be included in the CMC Basic System, which will describe CMC standards for motorcycle ITS systems.
The tests luckily showed, that the body of the rider him/herself has less influence in shielding antenna transmission than expected. Nevertheless, transmission of signals backwards still pose a challenge. Equipment such as luggage or side cases will influence antenna performance. And CMC is making studies how to ensure the motorcycle to transmit messages to avoid rear end collisions.

Verbal communication: talking to people
To be able to network with influencers like legislators, politics and automotive industry, and to make them aware of the current work in CMC, verbal communication is still important. Therefore CMC participates to key congresses around the world.

The recently held International Transport Forum in Leipzig was a good opportunity to address the world’s leading decision makers, amongst them road and traffic administrations, NGO’s, the WHO, politicians and user organizations, including FIA & FIM.
CMC spokesman Hennes Fischer participated in a round table discussion organized by IMMA, the global association of motorcycle manufacturers, to provide insights about the specific issues on powered two wheelers.
Next up is the 13th ITS European Congress in Eindhoven, the Netherlands, which will provide another possibility to explain challenges and opportunities of connected motorcycles to important stakeholders in the C-ITS world. On Wednesday 5th June, 13:00-14:00 hours, CMC will present a paper there: “CMC is paving the way for motorcycle connectivity”. For more information see the organizer webpage: https://2019.itsineurope.com/
This way, the C-ITS industry can take the peculiarities of motorcycles better into account when preparing for the future!