NMC POLICY -

Philosophy

1. Power-assisted bicycles, mopeds, scooters and motorcycles - known collectively as powered two wheelers (PTWs) - have until recently been ignored as an option for curbing traffic density and easing congestion in our towns and cities.

2. The powered two wheeler is an environmentally-friendly and economical means of transport (especially the smaller capacity models) which increases choice for existing travel options. It provides convenient door-to-door journeys with lower travelling times and requires fewer resources in its construction and operation than other motorised modes of transport as well as having a less detrimental impact on the environment. It is also a space-efficient vehicle that requires less land use than other modes, and needs less than a fifth of the space taken up by cars for parking. The PTW is often more affordable than other motorised transport modes, a significant factor in alleviating social exclusion. It offers the personal freedom and convenience of the motorcar with significantly less of the congestion and pollution associated with that mode. Studies have shown that the PTW is the quickest mode of transport for urban journeys

Transport Strategy

3. For too long the powered two wheeler has been ignored in transport strategy despite its increasing popularity. The NMC seeks to influence Government policy and advisory documents such as Local Transport Plans and Guidance to promote a positive attitude towards the PTW.

4. As the Government has committed itself to a cycling strategy and a walking strategy, we believe there should be a motorcycling strategy. The formation of the Government's Advisory Group for Motorcycling is a positive step in this direction.

5. Local authorities should be required to take account of powered two wheelers in the transport planning process. Travel awareness schemes encouraging the use of sustainable transport such as TravelWise should recommend their use, in addition to other alternatives to the motor car.

6. For truly integrated transport strategies, employers should be encouraged to include powered two wheelers in green commuter plans by providing secure parking and facilities for storing protective clothing. Airports, railway stations and bus depots should also provide secure dedicated motorcycle parking and make lockers available for the storage of protective clothing.

Safety

7. The powered two wheeler is the only category of vehicle to have achieved the year 2000 casualty reduction targets in advance of the deadline. While the NMC accepts that the fall in casualties has been accompanied by a reduction in the overall number of powered two wheeler users, the casualty rate per mile has decreased significantly. In the subsequent recovery of the motorcycle market, the growth in vehicle usage has exceeded the increase in the number of casualties. We are pleased that the 2000 - 2100 casualty reduction targets do not call for a greater decrease than for other vehicle types as was the case previously. However we feel that there should be some indication of rate per mile and that casualty reduction figures should make allowances for modal shifts to more vulnerable but sustainable modes such as bicycles and motorcycles.

8. At present much of the research that takes place into accidents involving powered two wheelers looks at secondary protection devices, for example air bags and leg protectors. We believe that research should investigate the causes of road accidents with a view to developing primary safety measures from a standpoint that prevention is better than cure.

9. Conspicuity measures, including the use of daytime headlights, are often erroneously regarded as a panacea for reducing motorcycle accidents. Examination of evidence supporting the use of conspicuity measures has shown much of it to be flawed, with the conclusion that it has no positive effect on motorcycle accidents. The compulsory use of these measures should therefore not be recommended.

10. The Government should ensure that in requiring health authorities to recover costs for treating casualties for road traffic accidents, perpetrators' rather than victims' insurers should be required to make recompense. Knock-for-knock arrangements should not be acceptable. Hence insurance premiums of poor drivers specifically rather than of motorcyclists generally will reflect the increased costs.

Helmets & Clothing

11. The legislation relating to the wearing of safety helmets was enacted in 1973 and was not initially supported by adequate standards. Current standards ensure better levels of protection and we welcome the recognition of UN ECE Regulation 22 Amendment 5 and above as equivalent to the British Standard BS 6658, which permits the use of these helmets on public roads. However, we consider that a review of safety helmet design should be conducted, and, in addition to the addressing improvements to the protection they offer, it should consider means to minimise noise levels which may cause hearing damage as well as measures to prevent the misting of visors and other eyewear.

12. The National Motorcycle Council would like to see the use of visors with a light transmittance of less than 50% allowed in daylight conditions only. This would help to combat the problem of sun glare for riders.

13. There is evidence to show that the European Commission is keen to see that the use of safety clothing complying with the Personal Protection Equipment Directive becomes mandatory. Whilst the production of effective standards for consumer information is valuable, we believe that any agreement on the standard of safety clothing should not include compulsion. It is current practice that no VAT is added to the price of motorcycle helmets. Reduced or zero rates of VAT should be applied to other protective motorcycle clothing, especially to replacement visors, which are currently subject to the full rate of 17.5%.

Driving Tests

14. Some advances have been made with the inclusion of questions on vulnerable road users including motorcyclists in the driving licence theory test. However in its current form it is still considered to be inappropriate in that it fails to tackle the issue of hazard perception. All road users should be made more aware of vulnerable modes both through better training and an appropriately amended theory test. We welcome technological advances in the testing process which will include hazard/vulnerable user recognition awareness.

Priority Lanes

15. We believe that greater consideration should be given to the idea of priority lanes. After a pioneering scheme in Bristol, the powered two wheeler has been allowed to use bus lanes in a number of Local Authority areas. By allowing powered two wheelers to use priority lanes, the motorcycle is able to contribute to alleviating the growing problem of urban congestion. Findings to date from the Bristol scheme and others show no adverse effects on casualty rates for either PTW users or other vulnerable road users. Government advisory documents to local authorities should reflect this. In addition, the NMC believes PTWs should be given access to high occupancy vehicle lanes and the Advanced Stop Lines currently provided for cyclists.

16. Poor road maintenance is a problem for all road users, particularly those using both powered and unpowered single track vehicles which are susceptible to irregularities in the pavement. We believe that the Government and other concerned parties should be aware that this is an issue affecting all road users. The NMC has particular concerns regarding the proper maintenance and design of roads. Manhole covers should be flush with the road surface and sited so that single track vehicles can either readily avoid them entirely or are, at least, upright while passing over them. Contamination of road surfaces such as by diesel spillage or washing out of gravel from the roadside must be addressed by their prompt removal. We also suggest that the use of bituminous overbanding is kept to a minimum It should be subject to prescribed guidelines regarding width and include alternatives which offer better frictional properties wherever possible.

The NMC is concerned by the potential of street works by utility, telecommunications, cable and similar companies to cause unnecessary traffic congestion and recommend that they should better co-ordinate their works with local authorities or be penalised for failure to do so. They should be obliged to reinstate the roads upon which they have worked to an adequate standard.

17. Traffic calming schemes and the siting of street furniture should take into account the vulnerability of both powered and unpowered two-wheeler users at the planning stage. We are particularly concerned that traffic calming, rather than being integral with the layout of roads, relies heavily on retrofitted vertical deflections which can destabilise single track vehicles. Steps should be taken to ensure that the frictional properties of materials used for surfacing traffic calming features are adequate particularly after extensive usage.

We call for street furniture to be sited where PTW users will not be put at undue risk by allowing as much run-off as possible at the roadside. Consideration should be given to this class of road user in the design and installation of crash barriers. Exposed posts from safety fences can exacerbate the severity of casualties and should be avoided using featureless barriers instead. At the very least riders should be protected from posts in areas of high risk such as sharp bends by the use of additional lower beams or impact attenuators.

Licensing and Laws

18. The National Motorcycle Council welcomes the recent developments in electric power assisted bicycles. We would like to see electrical and motorised power-assisted cycles of up to 1kw included in the non-motorised vehicle definition for this class of vehicle.

19. We believe that significantly reduced or zero Vehicle Excise Duty should be placed on powered two wheelers. As powered two wheelers are a more environmentally-friendly vehicle, a higher variable VED should be transferred to those vehicles that are greater polluters, such as larger cars and lorries.

20. We believe that there should be more emphasis on enforcing noise limits for vehicles in use rather than constantly reducing those of new vehicles.

21. We consider that reducing emissions by catalytic converters is inefficient, resulting in increased fuel consumption and greater production of greenhouse gases. Methods of improving engine efficiency which thereby reduce emissions should be sought instead.

22. The EC Driving Licence Directive has prevented the use of sidecar outfits as driving test vehicles for able-bodied candidates. We seek the assistance of Government in reversing this requirement in the current review of the directive in the European Union.

23. The National Motorcycle Council believes that greater priority should be given to road traffic law enforcement which directly relates to driving standards rather than that which concentrates on the easier option of prosecuting absolute offences.

Vehicle Theft & Secure Parking

24. Vehicle theft is of particular concern to users of PTWs. Few car parks in towns and cities have provision for secure parking for any two wheeled vehicles. We would encourage local authorities, employers and managers of public areas to consider greater use of secure parking. We would suggest that there be a statutory obligation that all car parks have a percentage of secure parking for PTWs. Provision for PTW parking should be included in the requirements of the ACPO Secure Car Parks Scheme. To recognise the benefits of increased PTW use, there should be greater availability of dedicated, preferably secure parking.

Red routes

25. The current make-up of Red Route regulations does not allow the legal use of loading bays by motorcycles and light vans for the delivery and collection of small items. This anomaly is unnecessary and is not apparent to the road user, who can legally make deliveries and collections on yellow lines and should be corrected forthwith. Chevron loading restrictions, in circumstances where traffic flow is the deciding factor, need not applied to PTWs, which do not block traffic flows. It should be recognised that PTWs cause much less obstruction than other vehicles and penalties should reflect this.

Education & Training

26. The NMC is pleased that formalisation of training measures in recent years has helped to reduce significantly motorcycle casualties. Training methods need to keep up with changes in the demography of the motorcycle riding population. The expertise of NMC members will be used to ensure that future developments in training and education are relevant, worthwhile and sensible, with road safety as the top priority.

27. The inclusion of road safety schemes in the education of all young people is of benefit to all road users but is especially beneficial to vulnerable road users, including motorcyclists. We support the inclusion of road safety education into the National Curriculum for all areas of the UK, as well as less formal input. However most current schemes are aimed at teenagers and we would welcome the introduction of positive education relating to the safe use of motorcycles to a lower age group.

Road pricing

28. Road pricing offers logistical problems for PTW users. As the PTW has little impact on either road surface deterioration or congestion and pollution, motorcyclists should not be subject to charging in any road pricing scheme or workplace parking levy.

NMC June 2000