Motorcycle personal protective equipment
Jackets meant for motorcyclists are typically made of leather or specialized man-made fabrics like cordura or Kevlar.
Gloves are generally made of leather or Kevlar and some include carbon fiber knuckle protection.
Except for helmets, none of these items are required by law in any state in the USA, or in any part of the UK but are recommended by many of those who ride.
This armour protects the extremities from breakage and dislocation and the back and chest from strain and broken bones.
Many riders wear "roost protectors" designed specifically to protect against painful debris from other bikes, but are of no use in a fall or collision.
In 1994, the first leathers to achieve the European Standard for motorcycle clothing (EN 13595) were made by BKS (Made-to-Measure) Ltd[2] and then Hideout Leather Ltd.[3] These two companies went on to become the main suppliers of motorcycle clothing to the British police and emergency services (as well as supplying professional racers and ordinary civilians).
In the European Union and UK, motorcycle garments must have armour on the inside at major impact regions such as shoulders, elbows, hips (with the exception of Class A or B) and knees.
It deploys in the event of an accident, inflating to protect the rider's neck, torso, and lower back (see also Airbag and Air bag vest).
[6] Wang et al (2021) described fabrics with tunable mechanical properties: "Their design can target desirable characteristics, such as high impact resistance.
"[7] Leathers are one-piece suits or two-piece jackets and trousers worn by motorcyclists, mainly for protection in a crash.
These can offer improved weather protection from heat, cold, and water, and the increased utility these garments tend to provide in terms of pockets and vents.
In both CE marked (meets European Standards) and non-protective garments, localised protection may be provided by armour[10] and airbag systems.
[9] Boots are worn by motorcycle riders and passengers to prevent or reduce harm to their feet and ankles while riding and in the event of a crash.
Tough, strong, moderately flexible boots with stiff soles provide the rider protection from a number of risks.
Boots with oil-resistant, rubber-based composite soles give a grip on the pavement and help keep the rider's feet on the pegs.
A stiff sole working laterally helps prevent or decrease crash injuries caused by crushing and shear strain.
The criteria for levels 1 and 2 vary by intended use – back protection, air bag vest or body armor each have different requirements.
[12] Work by Albanese et al (2017) could explain why: "The allowable transmitted force of EN 1621-1 may be too high to effectively reduce the probability of impact injury.".
Two Italian manufacturers – allegedly concerned their armour would not pass the highest standard – successfully lobbied for Level 3 to be removed.
It contributed evidence to the assertion that the EU standards for motorcycle PPE have been subject to regulatory capture by manufacturers (a claim reiterated with the advent of EN 17092).
The hard shell spreads an impact over a larger area, while deformation of the liner (often polystyrene foam) absorbs energy so less is transferred to the skull and brain.
They may have gauntlets to protect the rider's wrists from injury, and help reduce drafts while riding in colder climates.
Motorcycling gloves typically have reinforced palms intended to protect the rider from abrasion injuries in case of an accident.
For motorcycle sports such as motocross, goggles typically feature a foam rim which seals against the face and layered, tinted lenses to accommodate for varying light conditions.
This test involves dropping the clothing material onto an abrasive belt moving at 28 km/h and measuring the time for a hole to form.
While the standards for EN 13595 were independently validated, there was no peer-reviewed independent validation for the A, AA and AAA standards in EN 17092; the test settings for the AA rating were lowered from 75kph to 70kph because materials in common use in motorcycle garments could not withstand the 75kph starting point.
It involves dropping the test specimen onto a concrete block and assessing whether the layer closest to the skin forms a hole of 5mm or more.
Additionally, MotoCAP test results give a breathability score based on the Relative Vapour Permeability Index.
Lower intentions, anticipated regret and risk perceptions, being female, not holding a car licence and urban riding were significantly associated with increased non-PPE wear.
