West Midlands MAG

Network March 2008

Issued 5th March 2008

National Network Communications Officer

Archi Hipkins - communications-officer@mag-uk.org

www.network.mag-uk.org

===

BID TO CURB 4X4 USE ON DALES ROUTES

===

CONSULTATIONS are starting on proposals to restrict the use of 4x4 vehicles and trail bikes on eight "green lanes" in the Yorkshire Dales National Park .

The proposed ban on recreational use of the roads is the result of a review of the national park's network of 102 routes.

It is being proposed that eight could be made the subject of traffic regulation orders (TROs) which would restrict their use.

The park authority's head of management, Jon Avison, said: "The orders are being proposed for the purposes of preserving and conserving the benefits and the natural beauty of the areas."

He said a first series of consultation with land owners and parish councils had already taken place and a further round begins on Friday.

The routes on which TROs are proposed are: Gorbeck Road and Stockdale Lane between Settle and Malhamdale; Foxup Road between Horton-in-Ribblesdale and Foxup; the Cam High Road between Far Gearstones and Cam Houses and a connecting route to Old Ings; Street Gate near Malham Tarn to Arncliffe Cote; Harber Scar Lane between Horton-in-Ribblesdale and High Green Field; and the High Way between Cotterdale and Hell Gill Bridge.

http://tinyurl.com/2q5zrd

===

Dartford Crossing - Struck by the Barrier

===

Issued 13th February 2008

The Motorcycle Action Group ( MAG UK ) is proud to have helped negotiate free passage for bikers at the Dartford Crossing, an arrangement that has been in place for a number of years now.

However, bikers still encounter problems through a lack of understanding of how to negotiate the toll barriers. In some instances bikers have narrowly missed injury and sustained damage to their machines by going through at the wrong time. On other occasions following car drivers have had barriers drop on their vehicles.

South East MAG Rep Stu Chivers heard about the problem when he attended a Dartford Tunnel user group forum and decided to take it on as a local campaign. Stu, supported by MAG campaigns manager David Short, worked with the Dartford Tunnel and the Highways agency to produce the leaflet.

The result is a simple but effective “Do's and Don'ts” leaflet which is being widely distributed to bikers at shows and events across the country.

Lis Seymour from the Highways Agency says, "The Highways Agency is delighted to have worked with the Motorcycle Action Group in putting together this advice. It shows what can be done when you ask the right people!"

David Short, MAG Campaigns Manager says, "This demonstrates how effective MAG is at the local level, getting involved with local problems and delivering local solutions. It is partnership working at its best, making a positive difference to bikers".

1. View the leaflet

http://www.network.mag-uk.org/dartfordcrossingfront.pdf

http://www.network.mag-uk.org/dartfordcrossingback.pdf

2. Lis Seymour, Highways Agency can be contacted on 01306 878436

3. David Short, MAG Campaigns Manager can be contacted on:

Telephone: 01347 822214 Mobile : 077389 48080

Email: campaigns-manager@mag-uk

===

Riders Get To Grips With Manhole Covers

===

Issued 19th February 2008

Carriageway manhole covers, especially on bends, can present a potentially lethal danger to motorcyclists but this could all change if revisions to the European Standard for them, proposed by the UK , is agreed.

It is well known that over time some manhole cover surfaces become smooth and polished and if wet, very slippery, but thanks to the work undertaken by the National Motorcycle Council i.e. The British Motorcyclists Federation (BMF), Institute of Highway Incorporated Engineers (IHIE), Motor Cycle Industry Association MCIA, Motorcycle Action Group ( MAG ) RAC Foundation and Devon County Council, the UK committee working on the revision of European Standard EN124 have agreed unanimously to recommend a minimum ‘polished skid resistance value for manhole covers'.

This will give manhole covers the equivalent grip of good quality road surfacing but in addition, the suggested revised standard also allows for the use of an even higher grip cover in areas of greater concern, such as bends.

The work was brought about due to a lack of effective skid resistance requirements for manhole covers in the present standard, BS EN 124. This is of particular concern as manholes to allow access to underground services are often found on bends, a location where motorcyclists can be particularly vulnerable due to a sudden change in grip when cornering.

The next stage will be to address this matter at a European level to gain support and agreement from the other countries. Achieving this should lead to a change in the EN124 standard and a safer European-wide road network for bikers.

David Short, MAG Campaigns Manager said, "The Government is always talking about joined up thinking in support of road safety and the work undertaken by these different organisations just show what can be achieved when everyone works together. It is the simple measures that can make so much difference and save lives. The European and UK Government now need to show some leadership, effect a change in the skid resistance standard and make our roads safer for vulnerable road users.

Welcoming the agreement, Chris Hodder, the BMF's Government Relations Executive said: "I would like to thank Devon County Council's Material's Laboratory and the IHIE for their work on this. As motorcyclists we know we need a level of skid resistance equal to that of the main carriageway, but what we needed was a technical specification and that's what we have now been able to agree on."

Sheila Rainger, Head of Campaigns for the RAC Foundation added "No-one needs to be put at risk by a slippery manhole cover in the road surface. Safer covers are available but they are rarely used because the current European Standard does not require covers to be skid-resistant in real-world conditions. If the UK is successful in amending the standard, the roads will be safer for motorcyclists and for other vulnerable road users."

Note to editors

For further information please contact:

David Short, Motorcycle Action Group :

Telephone: 01347 822214 Mobile : 077389 48080

Email: campaigns-manager@mag-uk

Chris Hodder, BMF: 0116 284 5380

Sheila Rainger, RAC Foundation: 020 7747 3486

Tony Sharp, IHIE: 07939 517384

Keith Grant, Devon County Council's Materials Laboratory: 01392 386500

Nich Brown, MCIA: 02476 408036

Michael Newcombe, Devon County Council: 01271 388496

===

Vehicle excise duty evasion: 2007

===

The National Statistics publication on evasion of Vehicle Excise Duty for Great Britain in 2007 contains the following key points:

Methodological improvements and comparisons with previous survey results

• Substantial improvements in the way that the roadside survey data are collected mean that evasion estimates for 2007 are not directly comparable with those from previous years.

• The vast majority of data in the 2007 survey were collected through Automatic Number Plate Recognition (ANPR) technology. This enabled the data collected through the survey to be quality assured in great detail.

• Analyses of this year's survey data also suggest that misread registration marks do not have a neutral effect on estimates as previously thought and, instead, tend to inflate estimates of evasion. More details regarding the effect and treatment of misreads are provided in Appendix C of the bulletin.

• Detailed checking has removed this inflationary effect from the 2007 estimates. However, the absence of sufficient ANPR data mean that it is not possible to remove this effect from previous survey results. As a

result, the 2007 estimates should be considered as the first point in a new statistical series and should not be compared with previous years.

Revenue lost from unlicensed vehicles

• It is estimated that vehicle excise duty evasion could cost around £79 million in lost revenue in the year 2007/08.

• This is equivalent to about 1.5 per cent of the total revenue that could be raised in that year.

• Some of the revenue will be recovered through DVLA enforcement activity or through vehicle keepers back-licensing their vehicles.

Rate of unlicensed vehicles in traffic

• The overall rate of unlicensed vehicles in traffic was estimated to be 1.1 per cent in 2007. In Northern Ireland , it was estimated to be 2.3 per cent.

• Evasion rates in Great Britain traffic were estimated to be highest amongst motorcycles (6.5 per cent) and the other vehicles category (2.5 per cent).

• Rates were also highest on minor urban roads and lowest on motorways.

Rate of unlicensed vehicles in active stock

• The overall rate of unlicensed vehicles in stock in Great Britain was estimated to be 1.7 per cent, equivalent to approximately 589 thousand vehicles. This estimate is higher than the 'in-traffic' evasion rate, as unlicensed vehicles travel, on average, less miles than licensed vehicles and are therefore less likely to be observed on the road.

• As with in-traffic evasion, the rate for motorcycles and other vehicles was estimated to be highest at 9.8 per cent and 5.2 per cent respectively.

Characteristics of unlicensed vehicles

• 18 per cent of unlicensed motorcycles were observed whilst declared SORN (Statutory Off Road Notification). The equivalent figure for unlicensed private and light goods vehicles was 5 per cent.

• In addition, 58 per cent of unlicensed motorcycles observed in the survey had been unlicensed for at least a year. The average figure across all tax classes was 14 per cent.

• 64 per cent of unlicensed vehicles were over 5 years old, compared to 58 per cent of all licensed vehicles.

• The owner details were not known for 12 per cent of unlicensed vehicles seen in the survey. Amongst all licensed vehicles, details of ownership are known in 98 per cent of cases.

Notes

1. The survey involved contractors recording registration marks of vehicles at 256 road sites across the United Kingdom . In total, around 1.7 million valid sightings of registration marks were collected. These were

then checked against the computer record of licensed status to determine the levels of traffic observed without a valid licence.

Information on traffic levels was then used to weight together the results from the different sites to estimate the proportion of vehicle miles driven by evading vehicles.

2. The pattern of repeat sightings of vehicles in the survey is used to estimate the relative mileage of licensed and unlicensed vehicles. These estimates showed that vehicles that are not correctly licensed travel, on average, less miles than properly licensed vehicles. Those estimates in turn are used to estimate evasion amongst all vehicles and the revenue loss.

Published on 14 February 2008 by Transport Statistics

===

VED Evasion – True Figures

===

Issued 14th February 2008

The Motorcycle Action Group ( MAG UK ) challenged figures released in a recent Parliamentary Committee of Public Accounts report which suggested that motorcycle VED evasion rates were as high as 40%.

This headline grabbing figure was picked up by the national media which portrayed motorcyclists as habitual law breakers and VED duty evaders. MAG challenge the claim which it describes as irresponsible in stereotyping motorcyclists as law breakers.

Today's release of information from the Department of Transport into the true levels of VED indicates that motorcycle VED evasion is estimated at 6.5% compared to 2.5% VED evasion for all other vehicle types. Very different to the 40% figure for motorcycle VED evasion previously bandied about.

MAG Campaigns Manager, David Short, says, " MAG does not condone in any way those who ride their bikes without tax. The overwhelming majority of bikers are law abiding and pay their dues as responsible citizens. It is therefore very galling when figures put out by government, as the public accounts committee did, that motorcycle VED evasion was up to 40% despite dubious methodologies used to arrive at this fantasy figure. Clearly it is still too high but it is not the all out snub to society as it was previously suggested'.

Notes

1. Department for Transport (DfT) report here http://tinyurl.com/3xq7my

2. David Short, MAG Campaigns Manager can be contacted on:

Telephone: 01347 822214 Mobile : 077389 48080

===

Review - General Secretary Report - February 2008

===

The start of a new year and one which I think will be a significant year for MAG .

Everything that we have undertaken last year from our core “business” of riders' rights, both in the UK and Europe, to “deals” for members, the revamp of the logo, websites, new office staff, attendance at shows and events, all appears, in my eyes anyway, to be ready to burst out and unleashed for the new biking season.

The activists training weekends are coming up in February and March, the Stratford weekend being over subscribed, so if the activists and rep structure is enthusiastic and drive to recruit new members all the hard work mentioned above should come to fruition.

FEMA also seems to have a new freshness about it, celebrating 20 years of riders' rights in Europe this year, new projects starting, new national organisations on board, and a new President, this year is “looking good”.

This freshness in FEMA did not happen overnight, over the last five years FEMA has been guided and steered rigorously by the out going President Kees Meijer to reach were it is today.

It has been said many times that the legislation we see introduced to the UK comes from Europe and because of this we need a strong FEMA. Legislation and issues that affect motorcycling not only come from the European Commission, the European Parliament or the United Nations Economic Commission for Europe (UNECE). More and more of these legislative issues, especially regarding r oad safety, hail from the UN ( United Nations Road Safety Collaboration), collaborating with the World Health Organisation (WHO). Therefore any threats we face are not just at the European level they are on a global scale to harmonize legislation worldwide.

So although we need a strong FEMA, which is cooperating with international rider organisations, we need a strong MAG to make representation to UK government/legislative representatives, at all levels, before legislation arrives on these shores. We need to make sure that riders views are represented, so that the worst parts of proposed legislation, where possible is not implemented.

However not let's forget that motorcycling is supposed to be fun and the most fun you can have with your clothes on must be MAG events and rallies. The Yorkshire lot always put on a good party and this year is no exception, they have launched the new Farmyard Party website www.farmyardparty.com which includes the new MAG Foundation fund raiser, “The Ganton Gathering”, along with the usual favourites, Into The valley and the Yorkshire Pudding.

As they say the heart and soul of rallying.

MAG Touring + Discounts + Website

The MAG Touring concept has been taken a stage further and now has it's own website at

http://benefits.mag-uk.org/index.html and a downloadable pdf with all the discounts included, the document is also “interactive” so links can be clicked on to take people straight to the discount they are interested in.

Two new MAG member discounts have been added, which are: Nutt Travel - Specialists in low cost ferry crossings throughout Ireland , the UK and Europe .

And replacing our previous travel insurance is a European - Worldwide Travel Insurance exclusive Offer for MAG Members from AIS Direct. With a link so that members can get their quotes and sign up online at www.magtravel.co.uk

We also added another web based dealer on the MAG member discounted dealer page, this is MotoBrio who sell high performance motorcycle clothing, parts and accessories.

These are all “affinity” packages, the member receives the discount and we have hopefully an attractive discount package for MAG members.

Also on the website you can now download a pdf with details of MAG products from iMAGe.

We even have Mr Mutchs books advertised on the MAG website with a donation to MAG for every copy sold and off course The Road is featured much better after some cajoling from Mr Mutch.

Of course this “commercial” aspect of the website is only one side and events and more importantly campaigns and news from MAG are featured prominently on the website.

After a “complaint” the front of the website was changed, removing the “dolly birds” and replacing the graphic with a female actually riding a bike, this picture was harder to source that you would imagine, as most had much more graphic positions and a state of undress that would…………………..well it would.

The picture in the middle of the website now revolves round to different images reflecting, hopefully all types of bikes, instead of just the single bloke smiling in front of a sunset.

Other banners and buttons where designed and placed on the MAG website.

Usual updates where completed for publishing Network on the web and Bikers Are Voters was updated to reflect the up coming Mayoral Elections in London .

FEMA (Federation Of European Motorcyclists Associations)

On February the 1st, 2nd and 3rd myself and Gerard Livett (AKA Uncle Sol) attended the Fema Executive Committee, Full Committee and an Info Session from ACEM, the motorcycle industry association in Europe , on a Machine Directive and Conspicuity.

The FEMA “weekend” was the associations AGM with Kees Meijer standing down as President and Hans Petter Strifeldt the former Chairman of the Norsk Motorcykkel Union (NMCU) (Norway) unanimously elected as the new President by webcam from a snow bound Norway.

A new logo for FEMA was agreed, this ties in with the FEMA 20th Anniversary celebrations this year and includes the signing of a new riders charter, with a suggestion by MAG UK for a grand European Tour for the Charter, FEMA's five year strategy plan, the MEP Ride and MAG hosting the Spring meeting in Edinburgh.

The full details of the celebrations can be viewed at http://tinyurl.com/3aog24 there is a full history of FEMA which traces the evolution of the Federation and its relations with the European institutions in the 90s', yes it is interesting.

Ending this section on a positive note other riders organisations have requested to join FEMA, which can only strengthen FEMA's position across Europe , these include Romania , Italy , Czech Republic and Hungary .

My thanks to Sol for typing busily away through the weekend on his laptop/notebook which saves me having to decipher my scribbled notes.

Noise

FEMA agreed to participant in a European working group on motorcycle noise. The group consists of ACEM, which includes the support of some aftermarket exhaust manufacturers and FIM (Fédération Internationale de Motocyclisme).

The aim of the group is to improve social acceptance of PTW through noise reduction.

The problem perceived that noise remains a problem for citizens and politicians.

The motorcycle Industry supports R41, UN regulation on noise, including getting Japan on board (currently has very low noise limits, below 80dB) which would lead in their opinion to a more realistic testing regime. Part of the danger is that the R41 working group is global, and there is a severe risk that the Japanese standard (which is is a lower decibel level) will become the norm throughout the world.

The testing regime would measure average, but not peak noise and would reduce the decibel level by using a different measurement but not in real terms.

Tower overall noise level will not reduce peak noise eg when a motorcycle is being used at high revs, the measurement calculates the average at a certain throttle opening.

The industry wants to revise approval process for after market manufacturers to make it fairer. Currently there is a distorted market. Industry wants drive-by test for all exhausts, and not a paper test (an end to the current system of engineering judgements). It would take away the ability to remove baffles.

The proposed system would not prohibit after market manufacturing, provided it meets all the legal requirements, including noise and other emissions. However this could result in an increase in price to the user with some of the smaller manufacturers going out of business.

EU and national authorities should support this issue with an enforcement of non-compliant exhausts and contribution to raising awareness among riders, many who believe that noise is fun, power and saves lives.

In the ensuing debate on whether to participate in the working group the FEMA President argues that the work we do in Europe needs to be combined with work that happens in Geneva . Noise is priority number one both in Geneva and Europe .

Some National Organisations argued that we should participate and try and mediate the debate towards our needs, and if not, we would be free to withdraw. FFMC (France) noted that the problem is not the 150 legal riders, but the one illegal rider.

The choice would be to participate in the working group or to set up our own group.

MAG UK has its own position on noise, and we asked the question, ‘what is in it for the members.' We cannot support what appears to be an industry led initiative by the manufacturers for the manufacturers. The issue is about enforcing the present regulations not creating a raft of new ones and therefore MAG UK voted against participating in the working group.

Roadworthiness Testing – FEMA position

The European Union is merging various directives and amendments in order to form a single text and to harmonise the frequency of roadworthiness tests and the parts of motor vehicles which must be tested.

Out of 25 European Member States, 8 countries do not have a roadworthiness testing system for two-wheeled powered vehicles. Belgium , Denmark , Finland , France , Greece , Malta , The Netherlands , Portugal . Data is lacking for Bulgaria and Cyprus .

There is no clear evidence that the implementation of mandatory periodical inspections of motorcycles significantly improves road safety or reduces pollution.

The benefits are actually limited and do not justify the implementation of a harmonised Road Worthiness Testing at EU level.

FEMA's Position:

The need for a motorcycle to be in good condition and to comply with relevant technical regulations, so that it can be safely used on public roads, is not questioned. However, the need of adopting an EU harmonised inspection policy for motorcycles remains disputed. The Federation of European Motorcyclists' Associations (FEMA) believes that the decision to implement periodical inspections for motorcycles should remain at national level to adapt to the specific needs of the different fleets.

FEMA strongly underlines that:

There is no link between the technical condition of vehicles and accidents: technical failure is the primary cause of motorcycle accidents in only 0.7% of all cases. Periodical inspections would not produce additional safety benefits
It is in the interests of the motorcyclist to reduce any possible risk of accident and hence to care for the good maintenance of his vehicle
The limited amount of emissions produced by motorcycles compared to other motorised road users does not justify the inclusion of Powered Two-Wheelers in the Roadworthiness Directive.
Methods to control emissions and fight against pollution already exist: Motorcycles have been subject to EU emissions limits since 1999 and now comply with the Euro 3 standards
Motorcycles have major advantages compared to other motorised road transport means, especially on climate change, with less emission of greenhouse gas and lower fuel consumption. They should be regarded as a solution to several environmental issues faced by EU Member States, and not as a problem

· Technical inspection is not the right solution to tackle the noise issue

FEMA rejected any proposal to harmonise periodical inspection in Europe , believing that the decision to implement roadworthiness tests should remain at national level for national governments.

The full FEMA paper will be published shortly.

Projects – Working Groups

FEMA is now involved and accepted in several projects across Europe which gives FEMA the position to be in at the start of proposed or alleged motorcycling safety benefits, rather than reacting to negative safety benefits.

These include: Safe Rider project - To Be Safe - Smartarse – This project is concerned with finding an emerging adsorbing crash barrier - NEMESIS Near Miss Accident Study

If you want detailed information on these projects please contact me

FEMA has also set up working groups to concentrate on pertinent issues:

Environment Working Group - to also work on the Noise issue and a Vehicle Modification working group.

UN work in Geneva

The representation at UN level has traditionally been completed by a representative from FEMA through the International Coalition which comprises of the American Motorcyclist Association (AMA), the Motorcycle Riders' Foundation (MRF) from the USA , Fédération Internationale de Motocyclisme (FIM)/ Commission For Mobility, Transport, Road Safety & Public Policy (CMT) and FEMA from Europe .

The work that is being done on behalf of the coalition is based on priorities and the representative at meeting at the moment is based in the USA . Because of costly and time-consuming travelling from the States FEMA are not represented at all the relevant meetings. The FEMA President remarked that it is becoming more and more clear that we do need to be there.

He further stated: “It seems the EU is opening up its directives to the UN/ECE. That means that the fights we thought we had won, could be necessary to fight again because of the UN proposing all the old stuff again we thought was buried. And this time the fight needs to be on a global level. So we need to be there to be able to see the battle coming and prepare to go to war.”

The proposal was to get directly involved again as FEMA and take on the representation again at this level.

The solution that the FEMA president preferred and proposed was to extend the mandate to a representative of one of the National Organisations to represent the International Coalition on behalf of FEMA. This solution has still to be presented to the coalition for agreement.

Info Session

The info session comprised of two topics Conspicuity and a Directive from Europe – The Machinery Directive. The presentations were given by Antonio Perlot from ACEM and previous General Secretary of FEMA.

Conspicuity Project

Bear in mind as you read this is the perspective of the motorcycle industry and is for information on how they see a solution for the apparent blindness of other vehicle drivers.

Both FEMA and MAG UK replied to the EU Commission consultation and MAG UK also wrote a paper on the issue, “How Close Is Too Close”. Links at the bottom of this section.

Motorcycle conspicuity in a changing environment.

ACEM view: The short-term solution is Automatic Headlights On

Medium term – research project

Long term – use of ITS / telematics

Motorcycles without a headlight are more vulnerable when other bikes have the headlight on – therefore in 2001 the industry took the position to prevent the rider forgetting to switch the headlight on and hardwired bikes - Automatic Headlights On ( AHO ). A position that MAG has constantly fought against.

Many car drivers take no action to avoid a collision with a motorcycle, and many see bikes either too late or not at all.

MAIDS study: Many collisions have a perception failure. Therefore, perception failure is a key to improving motorcycle safety.

The research project is to reduce motorcycle collisions in an environment when more and more cars have Daytime Running Lights (DRL).

The methodology used a driving simulator.

Scenarios:

3 left turns, 2 crossings, in a circuit.

The technology allows for the measurement of driver behaviour in scenarios with different lighting features on motorcycles.

Four lighting configuration on the motorcycle:

1.) 1 AHO (standard)

2.) 1 x Dedicated DRL (positioned within the headlamp)

3.) 2 x DRL

4.) 1 AHO & 2 x amber position lamps

Summary at this stage: No differences in treatments in detecting the vehicles. 1 & 4 configurations had lower probability of collision. However, amber position lights had no effect, therefore ACEM prefers option 1.

They will now do field tests to see what can be done to improve positions 2 and 3, maybe by using more powerful lights, changing the arrangements with the lights and so on.

So they want to come up with an engineering solution when, in my opinion, the problem lies elsewhere. From this research, it seems that the best solution is what we already have. But the industry wants to investigate whether there is a more effective technical solution. This would include dedicated lights (diode lights) with different configuration to give the motorcycle a lighting signal that is recognized by drivers as different from other vehicles.

MAG Response to EU Commission:

http://tinyurl.com/owop6

FEMA Response to EU Commission:

http://tinyurl.com/yz5dzy

MAG How Close Is Too Close:

http://tinyurl.com/2vcwbc

Machinery Directive

The second presentation was on a machinery directive. The main thrust of this directive is to stop the flood of “mini motos” and other mini bikes that are coming into Europe mainly from China . As you are aware we have had problems over the last two years with the illegal use of these machines on public roads and public parks etc. Solutions have ranged from front number plates for all “off road” bikes through bills in Parliament to recommendations from a parliamentary Select committee for compulsory registration scheme . This Transport committee used the issue to “attack” motorcycling on emissions, speed limiters for bikes etc.

So to try to keep things simple, motorcycles built for use on the road have to comply with legislation and various directives. Mini moto bikes are covered in this Machinery Drective Machinery Directive 98/37/EC and basically because they are marked “For Competition Use” and they only need to comply with this directive, which includes items such as lawn mowers. A revised Machinery Directive 2006/42/EC to be implemented in December 2009 is under review at present which will have a definition requirement for any machine marked for competition use only.

A definition of competition machines is being developed by “industry” and is independent of the European Union directive, they want to go beyond the Directive and is aimed at tacking the problem of mini-motos. To improve the safety of mini motos imported into Europe , stopping the import of these machines.

This definition will be regulated by motor sports federation the FIA www.fia.com Federation Internationale De L'automobile The definition of motorcycles for competition use will be “controlled” and listed by ACEM www.acem.eu the motorcycle industry in Europe and FIM Fédération Internationale de Motocyclisme www.fim.ch

However although motorcycle manufacturers will be able to comply to the regulations for their competition bikes, there may be issues with home built competition bikes eg drag race bikes with custom made frames. There will, we assume, be a cost to register but hopefully this will get the politicians of our backs regarding more draconian or stupid legislation that will affect road going motorcycling.

Trevor Baird
General Secretary MAG UK

===

Chairman's Report to NC Feb 2008

===

Hi all, personally its been a very hectic time for me this winter with a school review taking place, followed by and Ofsted inspection. All went well, so the powers that be will leave us alone for another 4 years thank goodness.

On the MAG front I attended the North West AGM followed by Blackpool MAG 's Christmas party. The meeting was well supported and much active debate took place. The party was an absolute cracker – I didn't realize it was fancy dress so I was severely over dressed in jeans and a T shirt. Make a note if you're thinking of attending next year.

I spent quite a deal of time supporting Janet and Trevor in the office reviewing C.V's and applications for positions in the office.

This continued with liaison with the Foundation and Justine Travis following the resignation of Sarah Gardener.

This year, due to the end old greed of land owners, we lost the site of the Yorkshire Pudding Rally. We just couldn't afford to pay the £3000 pound increase for use of the site. I worked with Neil Stevenson and others looking at 6 other sites and we feel we have found another, which importantly has the same character and atmosphere on site.

The training weekends are set to go. The Southern one is completely full. There are still some places on the Northern sessions, so please contact Central if you are interested.

AGC preparations are going on behind the scenes.

Website developments – both the main site and changes to Regional and other websites to mirror this are taking pace.

Finally, watch out for more information on an offer for free mortgage arrangements and re mortgaging. Yes, free to MAG members.

Spring is nearly upon us. Hoorah!

Jane Chisholm

===

BORIS BACKS MOTORCYCLE USE IN BUS LANES

===

Launching a scheme to allow motorcyclists to use bus lanes in London when he becomes Mayor, the Conservative Candidate, Boris Johnson MP said:

"The Mayor's own report says this is safer. It will reduce congestion and also cut pollution. I want to encourage people to get out of their cars and use other forms of transport and this will make it easier for them to do so. I have studied this report and, as a cyclist myself, I think this is a no brainer."

TfL report

A comprehensive report by TfL showed that there would be fewer accidents if motorcycles were allowed to ride in bus lanes. However, the Mayor has refused to release the report, and leaked emails show his office has actively tried to interfere with the findings. Not only is this deceiving Londoners with motorcycles, but it is a cynical refusal in an election year to implement a measure that could both cut congestion and save lives.

Cities throughout Europe and across the UK have allowed motorcycles to use bus lanes in order to relieve congestion. Increasing the number of motorcycles has been highlighted by the DfT as part of their nationwide strategy to tackle congestion and emissions. Some of the many benefits are as follows:

• Reduced congestion

• Easy parking • Reduced emissions

• Shorter Journey times

Protecting Cyclists

The evidence of the report certainly suggests that allowing motorcycles in bus lanes both reduces motorcycle casualties and collisions with cyclists. In Bristol motorcycles have been allowed in bus lanes since 1996, while in Reading they have been permitted since 1999. By contrast, at the end of 2005 15 bus lanes in London were legal for motorcyclists to use.

In Plymouth , an 18 month trial of motorcycles entering bus lanes is currently underway. The advice they give sums up how this measure can be safely introduced:

“Motorcyclists themselves are the key to the success of the trial. The trial will depend on motorcyclists acting responsibly in order to keep themselves and other road users safe.”

NB. [This does not imply that MAG specifically endorses Boris Johnson]

===

Campaigns Manager Activities

===

The following may be of interest to those engaged with road safety forums or local authority transport planning. Firstly the Parliamentary Transport Select Committee have announced that they are going to review the Road Casualty reduction targets which run until 2010 with the intention of setting targets post 2010. MAG is aware that motorcyclists come in for unfair criticism for not meeting the 40% casualty reduction target. However, motorcyclists have achieved a 26% reduction in casualties which when put against the 27% increase in motorcycle use over the same period, (since 1994/96) is a significant reduction. MAG are the only motorcycling organisation to have submitted written evidence and I am waiting for the call to give oral evidence in front of the committee when it convenes, probably in March or April. If MAG is at the table we can influence change to the benefit of bikers and mitigate the myths pedalled by the anti motorcycling lobby. They will be there, calling for speed and power limits and technical interventions. http://tinyurl.com/2wnnpu

The MAG response recommends;

Differential casualty reduction targets. Which would ensure bikers are not penalised for being vulnerable road users.

The appointment of a Motorcycling Tsar to advise Government and cut across departments and agencies to ensure 'joined up thinking'.

Zero rate VAT on protective clothing, back protectors, boots gloves etc. This would be an extension of the concession which applies to safety helmets.

The following is the full submission:

Written submission to House of Commons Transport Select committee

Enquiry into Road Safety. What more can be done between now and 2010 when the current round of targets end? What targets should be considered beyond 2010?

1. To what extent have targets for casualty reduction been a useful tool for focusing professional activity?

1.1. The fact that overall, the government has achieved the casualty reduction targets which were set in 2000 suggests that the notion of using targets is meaningful and most importantly saves lives. Targets provide all those charged with the responsibility for road safety, at national, regional and local levels to focus activity on measures which will make a difference. They also provide a conduit for the three key elements of casualty reduction namely, education, engineering and enforcement to work together to the same end.

1.2. Nevertheless, targets can be blunt instruments in that they can mask the subtle differences between road user groups within the overall picture. The fact that the overwhelming majority of vehicle traffic is made up of motor cars, which are increasing in numbers at an exponential rate can mask the impact of casualty reduction targets on more vulnerable road users. There is no doubt that whilst vehicle design and technology is making the roads safer for those drivers and passengers carried within the modern motor car, the safety of those outside the safety cocoon of the modern motorcar is not so clear cut.

1.3. Motorcyclists for example have failed to meet the 40% reduction, achieving a 26% reduction but this in turn has to be balanced against the increase in motorcycle usage of 37% over the same period, ( DfT Compendium of Motorcycle Statistics 2007 edition). Whilst it is to be expected that those setting targets will focus on groups which have failed to meet the targets it is essential that a holistic approach is considered , taking into account the causes of these casualties and not just the effects.

MAG recommends that future casualty reduction targets should be ‘mode' specific which will provide road safety practitioners with more realistic, though still challenging, measures.

2. What further measures need to be adopted to reduce deaths and injuries arising from drinking and driving?

2.1 The UK has achieved significant success over the last 30 years resulting in a cultural shift in society which now considers it socially unacceptable to drink and drive. There is still a problem with young males and recent TV advertising campaigns have effectively targeted this problem group. However future campaigns need to consider which other groups feature in drink driving statistics. This is particularly relevant in relation to the increasingly mobile migrant worker population from Eastern Europe whose driving skills, attitudes to road safety and the police have been shaped by cultures and regulation far removed from those in the UK.

2.2. Recent figures produced by the Association of British Insurers show an increase of 47% in the number of accidents over the last 5 years involving foreign drivers. Freedom of information requests to police forces show a rise of 27% since 2005 in the numbers of Eastern Europeans arrested for driving offences. By far the biggest increase is down to drink driving. This care less attitude towards drink driving is also reflected in attitudes to other aspects of road safety which we take for granted like the wearing of seat belts.

MAG recommends that future drink driving campaigns and other casualty reduction campaigns must take into account the differences which are now embedded within the multi cultural nature of the UK to ensure that campaigns have an impact on hard to reach groups.

3. How does Great Britain compare with other EU countries in its approach to reducing deaths and injuries?

3.1. The UK can be proud of its achievements in road casualty reduction, resulting in the UK roads being some of the safest in Europe . However there is a need to look wider, to ‘think outside the box'. We need to consider not just the causes of casualties but also the effects and how rapid and effective responses are to those who are injured in road crashes. Air ambulances play a significant role in rapidly collecting, treating and evacuating casualties to specialist treatment centres.

3.2. Helicopter numbers are limited and the costs to health authorities very high. One option may be to consider making more use of police helicopters, which are more numerous across the country, and utilise paramedics to fly to crash sites rendering vital first aid in what is known as the ‘Golden hour' of casualty treatment. The use of intelligence led policing would be able to identify the times , dates and roads where traffic volumes would suggest crashes would be problematic, for example on busy holiday routes during bank holidays.

3.3. One problem might be that whilst the UK has defined targets for casualty reduction it does not have an overarching vision. This lack of a vision suppresses the ‘thinking outside the box' that I have alluded to in this example. Visions need to inspire but they also need to be realistically achievable. The Swedish, ‘Vision Zero' is an example of an unachievable goal whilst the Netherlands ‘Sustainable Safety' both inspires and yet at the same time engenders a feeling of being realistically achievable.

MAG recommends that future casualty reduction targets embrace a ‘Vision' which would encourage more collaborative working across departments and organisations.

4. How do approaches in reductions in risk on the roads compare to those adopted in other modes of transport?

4.1. Other transport modes, air rail and sea are highly regulated and the individual is a ‘passive' participant whose life and well being is largely entrusted into the hands of others. This is diametrically opposed to the mindset of the road user who sees his/herself as an ‘active' participant, able to act independently of others, in charge of their own destiny and unfettered by regulation. This philosophy reaches deep into the psyche of the road user. What it overlooks is the fact that his/her safety is not just in their own hands but the hands of everyone else on the road whose levels of competence, ability and approach to risk may be very different to their own. Whilst the road is one of the most regulated environments we can find ourselves on it is fraught with the risks associated with sharing this environment with incompetent individuals and the errors which we ourselves might make. These dangers are exacerbated when the road user is vulnerable such as motorcyclists, cyclists and pedestrians.

4.2. Road Safety Campaigns are often focussed on specific road user groups. In many cases this may be appropriate but there is a danger that its overuse may result in a ‘silo' mentality, “I am not one of them, so it doesn't affect me”! The reality is that everyone has a responsibility to watch out for each other and education campaigns should consider a more embracing approach which in turn might break down barriers which exist between certain transport users in order to foster a collective sense of responsibility.

4.3. Measures to promote employers duty of care towards their staff using the road as a workplace through the Management of Occupational Road Risk should be encouraged. Police road crash investigations which now look into employers risk management policies and duty of care liabilities are to be applauded as measures which will help bring into sharp focus road risk policies.

5. Are there specific blockages caused by shortages of appropriately trained and skilled staff?

5.1. The MAG Campaigns Manager has visited many road casualty reduction forums across the country and noted a lack of understanding of the issues specific to motorcyclists when considering casualty reduction policies and initiatives. Some were unaware of the existence of the Government's Motorcycling Strategy which was issued in February 2005. The IHIE Motorcycling Guidelines is likewise not as uppermost in the minds of some planners and policy makers as it should be. Although not quantifiable by the author there would appear to be anecdotal evidence that there are skills gaps which would diminish the delivery of effective casualty reduction policies and initiatives. This lack of understanding or awareness appears to be systemic and clear leadership from the highest levels is needed to overcome blockages to progress.

MAG recommends that the Government appoint a ‘Motorcycling Czar' to help inform government departments and policy makers to help promulgate effective road safety measures for this vulnerable road user group.

6. What further policies, not already widely used, might be considered for adoption and what evidence is there for their success?

6.1. There is a myriad of policies which impact road safety. Many have yet to be implemented in full for their benefits to be assessed. In terms of motorcycling, the Governments Motorcycling Strategy, itself subject to a recent transport select committee scrutiny, the recently published IHIE Motorcycling Guidelines, the new changes to the learner test through the second driving licence directive coming into effect in October 2008 and the Government's new ‘Sharp' safety helmet assessment, will all have a positive impact on casualty reduction.

6.2. There are however simple measures which can be taken now which will have a positive effect on casualty reduction. Motorcycle safety helmets are subject to VAT at a zero rate. A simple extension of this zero VAT rate to include protective clothing that meets CE rating minimum standards would give encouragement to riders to wear protective clothing including back protectors. CE clothing has a proven record of minimising trauma and considerably reducing the severity of injury.

6.3. Measures to minimise the conflict between user groups competing for road space could be achieved by allowing motorcycles to use bus lanes. No trials involving motorcycles in bus lanes have ever been withdrawn on reasons of safety. In fact evidence would clearly show net safety benefits for pedestrians, cyclists, motorcyclists and bus passengers.

MAG recommend that the government attaches a zero VAT rate for CE approved motorcycle safety clothing which would encourage riders to wear equipment which would reduce the severity of injuries in the event of a collision

MAG recommends that motorcycles are allowed in bus lanes in order to reduce conflict between transport modes in congested road space.

7. What should be the priorities for government in considering further targets for casualty reduction beyond 2010?

7.1. I refer back to paragraph 1.3 of this report and would suggest that whilst targets have proved an effective means of focussing activity on casualty reduction the overall targets mask specific needs of sub groups, in particularly in relation to vulnerable road users. Future targets should therefore take into account the specific needs of vulnerable road users and casualty reduction targets should be shaped to meet their needs. The areas which need addressing are in relation to;

Motorcyclists, Young Drivers, Elderly people

Migrant worker populations, cultures and attitudes.

David Short B.SC, MIRM

Campaigns Manager, Motorcycle Action Group

I recently attended a DfT conference entitled 'Motorcyclists as vulnerable road users'. I have attached a synopsis of the topics covered including some interesting initiatives taking place across the country which may help inform those MAG activists engaged with road safety forums:

MOTORCYCLISTS AS VULNERABLE ROAD USERS 22nd January 2008 , Town Hall, Birmingham

CAUSALITY OF MOTORCYCLE ACCIDENTS- UNDERSTANDING THE TRENDS AND RISK FACTORS
IN-DEPTH STUDY OF MOTORCYCLE ACCIDENTS

This study was undertaken by D Clarke, P Ward, W Truman & C Bartle. The report was published November 2004. The full report is available at the link below: http://tinyurl.com/37b3mp

Although this report is now over three years old the key messages and methodologies continue to be relevant. There is much that can be learnt from this study.

Multiple methodologies were used to ensure accuracy and robustness within the study. Firstly, an analysis of road accident case reports. These reports hold vital data that can be used within analysis and some of them may be particularly detailed with maps, photos, interview and witness statements as well as summary information.

Secondly, this data was supplemented by a questionnaire sent to motorcyclists using Motorcycle Action Group ( MAG ) representatives.

Car driver attitudes and motorcyclists

This study was undertaken by D Crundall, P Bibby, D Clarke, P Ward and C Bartle from University of Nottingham . The report will be published shortly.

Motorcyclists are overrepresented in accident statistics throughout the UK . Many car-motorcycle accidents are however due to inappropriate actions of car drivers. It was predicted that car drivers at risk of being the cause of accidents involving with motorcyclists had divergent attitudes and beliefs to motorcyclists compared to safer drivers. This research therefore sought to answer a number of questions about car-motorcycle accidents.

The research is based on a survey of 1,355 car-drivers split into four distinct groups for analysis. Those with under 2 years of experience since passing the test, those with between 2 and 10 years, those over 10 years, and those who had over 10 years of experience and were also motorcyclists.

Analysis was based around four themes: negative attitudes, emphatic attitudes, awareness of perpetual problems, and lastly spatial understanding.

The results have led to suggestions for interventions aimed at decreasing the divergence between drivers' perspectives of motorcyclists, and the perceptions of experienced drivers and riders.

Thinking points

Negative attitudes towards motorcycling decline in females after 10 years of driving, this isn't the case for males. Attitudes only improve in males after they've become motorcyclists. Hence different intervention strategies may be required.

All driver groups with no motorcycling experience reported difficulty in spotting motorcyclists at junctions.

Some drivers have knowledge that e.g. motorcyclists may filter through traffic, but do not translate this into attentive driving

Car drivers who report a lot of traffic violations believe themselves to be similar in characteristics to motorcyclists. This is not based upon fact; drivers who are also motorcyclists report the fewest traffic violations. It will be necessary to challenge this misconception.

Engineering and education: two of the three pillars of road safety

IHIE Guidelines for motorcycling

Comprehensive guidelines for reducing the risks faced by motorcyclists were published by the Institute of Highway Engineers in 2005. The guidelines are available online at www.motorcycleguidelines.org.uk

The guidelines are set out under eight themes to ensure they remain relevant to all practitioners within road safety. These themes are:

• Motorcycles and policy - integrating motorcycling into local transport policies and strategies with rider involvement through consultation

• Motorcycles and travel plans - there are benefits of increasing motorcycle use and it is necessary to iterate what these are, whilst highlighting the risks

• Motorcycles and traffic engineering - road design from a motorcyclist perspective and specific facets of road engineering that affect motorcyclists adversely

• Motorcycles and parking - demand for motorbike parking is increasing but much parking remains substandard, a checklist for motorcycle parking design is set out to as a possible solution

• Motorcycles and road maintenance - providing a consistent road surface with predictable level of grip is essential but there are other maintenance policies which impact upon motorcyclists including drainage, lighting, service covers and others

• Motorcycles and road safety campaigns - these are vital tools in educating motorcyclists to issues, dangers and risks in their localities. However campaigns must be based on evidence and research with evaluation

• Motorcycles and traffic calming - four factors need to be considered; location, lighting, materials and maintenance otherwise consequences could be harmful to vulnerable road users

• Motorcycles and Road Safety Audit - it is not possible to account for motorcycling in all RSA work. Hence all that is required is increased awareness of the particular risks faced be motorcyclists and for this to be acted upon.

Cost effective engineering solutions:

Road safety engineering and traffic management make a direct contribution to reduction of crash risk. Yet there is a common misconception that rates of return for engineering solutions are decreasing. This is not the case, engineering solutions continue to give high first year rates of return for relatively low cost interventions.

However in modern road systems, vulnerable road users are disadvantaged because road safety engineering and traffic management are largely designed for the motorcar.

Specific engineering solutions to reduce the risks faced by motorcyclists are available and are cost-effective. For motorcyclists over a third of rural fatalities and just under a third of rural KSIs occur on bends. 'Where you look is where you go' engineering solutions is a tailored intervention to reduce fatalities that has in some places achieved first year rates of return of 2000%.

Within the urban road network different solutions are required, including crash friendly street furniture. This would include road signage, large metal service covers on the apex of bends and acceleration/braking zones with no anti-skid requirement, and crash barriers designed to safely contain vehicles that are highly destructive to fallen riders.

Thinking points

Parking demand exceeding supply

Highways Agency: Handle it or Lose it

The 'Handle It' initiative started in 2003 within Stockton as a web-based resource, with the aim of helping you get more out of your bike, and also to help limit the numbers of bike casualties - particularly on rural roads.

The campaign has been rolled out nationally by the Highways Agency with the catch line - 'Handle It' is here to try to protect you, your licence, and your freedom to ride.

The campaign is delivered through multiple tools including an interactive website - www.handleitorloseit.com attending major motorcycling events with eye catching displays as well as targeted advertising campaigns in various press.

Partnership working in rural areas

Since it was established in 2004, Safer Roads for Cumbria (the RSP for Cumbria ) has seen the number of KSIs within the county decrease, particularly with regards to serious injuries. However, the level of fatal accidents is not declining, particularly within the 16-20 year old age group where multiple fatalities are worrying.

The RSP works well because it de-centralises road safety to local CRASH partnerships which are chaired by senior partners including the police.

CRASH groups operate very much at a local level, working in North, West and South Cumbria . The groups are a microcosm of Safer Roads for Cumbria , and have representatives of partner organisations to discuss and solve problems that primarily affect local issues, but which may have a bearing on county-wide concerns.

For example, the Northern CRASH group is tackling issues with motorcyclists on the A686 Penrith to Hartside route. The lessons learnt from this percolates to other CRASH areas as part of a holistic overview of motorcycle safety campaigns provided by the RSP

Young people riding in an urban environment

Nottinghamshire, Leicestershire and Derbyshire run a joint campaign entitled 'Bare Bones' aimed at reducing the risks faced by twist-&-go moped riders aged 16-19.

"Bare Bones" is an initiative introduced in 2005 to address the rising numbers of young motorcycle riders (16 to 19 age group) involved in road accidents on motorcycles under I25cc.

It is evidence -based in that it uses analysis of accident and casualty data together with survey information from young riders (about their attitudes and knowledge) to create suitable counter-measures tailor-made for young people.

The project has sought to overcome the difficulties of engaging with this age-group, getting them to recognise that there is a problem relating to them and encouraging them to do something about it without compromising their street-cred.

For further information please go to the Bare Bones website www.bare-bones.org

Delivering the message

This study was undertaken by TfL and published in November 2007. The report along with other reports for TfL is available at http://www.tfl.gov.uk/corporate/2840.aspx

The research had multiple objectives which were centred primarily on gaining a greater understanding of the problems faced by food-delivery and courier motorcyclists. Only once an improvement in the understanding of the problem is achieved could TfL and various boroughs tailor activity and interventions to reduce the risks associated with these riders.

The objectives of the study were to:

• Estimate the number of delivery riders in London

• Provide a profile of delivery riders

• Identify awareness of and adherence to good road safety practices in London

• Identify current road safety practices

• Estimate the number and type of collisions involving delivery riders

The research was undertaken by survey of businesses that employed food-delivery and courier riders. This equated to 55 courier companies and 100 food delivery companies.

Educating and informing motorcyclists to reduce accidents

Lancashire 's Ridesafe Backsafe initiative has developed three routes to better riding for motorcyclists within the county. To date the three pronged approach has been successful in reducing biker casualties within the county.

Rider Enrichment Scheme - focusing on young and new motorcyclists. Seminars are offered through colleges, universities and other groups to deliver education and information about the basics of riding on two wheels.

Rider Assessment - the assessment scheme offers a free 60 to 90 minute assessment of riding skills on a 1-to-l basis with an advanced riding instructor. At the end of the ride the motorcyclist is given a report on their riding skills and a list of approved training schools they can go to if they want to improve. Alternatives to prosecution - Lancashire constabulary have adopted the ACPO Rider intervention and Developing Experience scheme which offers training as an alternative to prosecution. If a rider is stopped for a non-compliance with traffic signals, wheelying, or endangering other road users for example they may be referred for further training.

For further information please go to their website www.ridesafebacksafe.co.uk

Thinking points

• A comprehensive website that

incorporates the basics: bike preparation & kit, how to read the road, security, group riding and others is an important tool in increasing the skills of riders.

• Rural authorities will experience different problems compared to urban authorities and as such have different intervention strategies. However the processes are still similar and urban authorities can learn form rural ones - and vice versa.

• From the initial evidence base it was identified that not only were underdeveloped rider skills together with inexperience key factors in accidents but these were compounded by the low use of suitable protective clothing by riders.

• A variety of innovative approaches have been adopted using a range of communication channels and messages tailored specifically to appeal to and be accessed by this age-group.

Thinking points

• Courier drivers are likely to be older, work longer shifts, more likely to work freelance or be paid on commission than food delivery riders.

• Courier drivers make more deliveries and cover more miles than delivery riders. Their exposure is therefore greater, but they are more experienced riders.

• Food delivery companies are more likely to provide vehicles and safety equipment to their riders, and offer training and guidance to their riders.

• For food-delivery riders company based interventions are appropriate because of the greater responsibilities they take on. Road safety initiatives aimed at courier riders need to target both companies and individual riders who are responsible for their own training, maintenance and safety equipment.

Thinking points

• One of the keys to the success of the initiative has been that it was created by biking enthusiasts and has been successful at getting high-profile ambassadors to increase the profile of the initiative.

West Midlands MAG

Contents:

Join MAG here online application form

Find your MP

Find your MEP

FAX your MP/MEP or MSP

Network March 2008

Issued 5th March 2008

BID TO CURB 4X4 USE ON DALES ROUTES

Dartford Crossing - Struck by the Barrier

Riders Get To Grips With Manhole Covers

Vehicle excise duty evasion: 2007

VED Evasion – True Figures

Review - General Secretary Report - February 2008

MAG Touring + Discounts + Website

FEMA (Federation Of European Motorcyclists Associations)

Noise

Roadworthiness Testing – FEMA position

FEMA's Position:

Projects – Working Groups

UN work in Geneva

Info Session

Conspicuity Project

Machinery Directive

Chairman's Report to NC Feb 2008

BORIS BACKS MOTORCYCLE USE IN BUS LANES

TfL report

Protecting Cyclists

Campaigns Manager Activities

Written submission to House of Commons Transport Select committee

Part 2 of Network here