From the RMIF:
Motorcycle Road Casualties Fall: Encouraging News, Say Motorcycle Rider Trainers
New Government statistics show falling motorcycle casualty rates on UK roads, and prove that efforts to improve motorcycle safety are having a positive effect, according to the RMI Motorcycle Rider Training Association (MRTA).
Statistics released today by the Department for Transport (DfT) in its annual Road Casualties Great Britain Annual Report bulletin, show that the overall motorcycle casualty rate reduced by six per cent in 2007 compared to 2006. *
The casualty rate per 100 million vehicle kilometres has been falling year-on-year from 621 (1994-1998 average) to 420 in 2007, and represents a 32 per cent decrease. Looking at ‘slight’ casualties, the rate fell even more, down 34 per cent against the Government’s 2010 target for a 10 per cent reduction across all modes.
Commenting on the statistics, Kevin Bryan, MRTA Chairman, said: ‘Any reduction in casualties is welcome particularly given the increasing popularity and usage of motorcycles and scooters. Although there was a very slight increase in total casualties, the continuing fall in the rate is a positive sign.’
Bryan believes the figures show that the training industry’s work on safety is going in the right direction: ‘While the statistics also demonstrate that there is still much work to be done to further reduce the motorcycle casualty rate, these latest figures are a sign that even with increased motorcycle traffic, up eight per cent over the previous year, motorcycling is gradually becoming safer. Part of this is attributable to the Government’s Motorcycle Strategy and the efforts of the training industry which is continuing its drive to deliver safer and better trained riders into the motorcycle community.’
Bryan added: ‘The MRTA is far from complacent, and the hard work will continue to further improve the quality of training and road user education to ensure these safety improvements are continued. Motorcyclists continue to be among the most vulnerable users and it is up to all road users to recognise this, not just motorcyclists themselves.’
More here
.
Monday, 29 September 2008
New Drivers - 6 Point Ban
AutoExpress reports that:
Shock increase in ‘new driver’ bans
Massive numbers now breaking ‘six-point rule’, but only half of those who lose licence resit test.
Nearly 1,200 new drivers lose their licence every month, DVLA figures have revealed.
But almost half of these don’t bother to retake their test, Auto Express has discovered, prompting speculation that many are driving unlicensed.
Novices only have to clock up six penalty points in the first two years to be stripped of their permit under the New Drivers Act. And since the law was introduced at the end of 1997, a whopping 154,489 motorists have been caught out.
However, the DVLA figures also show that only 82,339 went on to retake their test after having it removed – leaving 72,150 still without a licence.
To climb back behind the wheel, these new drivers must retake the entire test, including sitting the theory exam. And even if they pass again, the points stay on their licence. They also face a premium hike of around 25 per cent.
But banned drivers could be tempted to break the law instead, according to the RAC Foundation. Deputy director Sheila Rainger said: “We’re very worried young motorists who don’t retake just drive illegally. The Government needs to look into what’s happening to these ‘missing drivers’.” Details stored in the DVLA database should be used to track them, says British School of Motoring road safety consultant Robin Cummins, also former chief driving examiner. He said: “It could check what happens to their cars. Are they still the registered owner?”
.
Shock increase in ‘new driver’ bans
Massive numbers now breaking ‘six-point rule’, but only half of those who lose licence resit test.
Nearly 1,200 new drivers lose their licence every month, DVLA figures have revealed.
But almost half of these don’t bother to retake their test, Auto Express has discovered, prompting speculation that many are driving unlicensed.
Novices only have to clock up six penalty points in the first two years to be stripped of their permit under the New Drivers Act. And since the law was introduced at the end of 1997, a whopping 154,489 motorists have been caught out.
However, the DVLA figures also show that only 82,339 went on to retake their test after having it removed – leaving 72,150 still without a licence.
To climb back behind the wheel, these new drivers must retake the entire test, including sitting the theory exam. And even if they pass again, the points stay on their licence. They also face a premium hike of around 25 per cent.
But banned drivers could be tempted to break the law instead, according to the RAC Foundation. Deputy director Sheila Rainger said: “We’re very worried young motorists who don’t retake just drive illegally. The Government needs to look into what’s happening to these ‘missing drivers’.” Details stored in the DVLA database should be used to track them, says British School of Motoring road safety consultant Robin Cummins, also former chief driving examiner. He said: “It could check what happens to their cars. Are they still the registered owner?”
.
Adding Insult to Injury
BBC News is reporting an extra 'dimension' to the DSA MPTC fiasco.
It seems that the motorcycle test fee was increased in price, coincidentaly with the introduction of the new off-road test.
I say 'coincidentaly', because DSA are saying that the test fee was to be increased anyway, not because of the extra time & facilities at the new Multi-Million Pound, Multi-Purpose Test Centres.
So the test fee has increased - from £60 - £80 - despite the six month delay to the introduction of the new extended motorcycle test.
As you might imagine, riders are not pleased at the additional cost - for no apparent benefit.
Dave Sharp is from the Motorcycle Action Group.
He said: "I think it's appalling that riders who are perhaps short of money are not going to be refunded.
"It would make a big difference to those individuals and I think it's totally unethical."
.
Saturday, 27 September 2008
More Police Technology
In previous posts I've mentioned the vast array of technology that traffic police now have available to them.
Essex police have, perhaps, taken this to 'Top Trumps' level, by fitting ANPR (Automatic Numberplate Recognition) to their force helicopter!
It can, apparently, read plates from 700 feet, and is particularly 'aimed' at motorcycle speed enforcement.
It also has a ‘Skyshout’ public address system – which warns drivers they’re being tracked. Which could also be great at outdoor pantos - "Look out behind you!"
Source, and photo, AutoExpress
.
Friday, 26 September 2008
UK Roads - Motorcycle Accidents
If you're interested in statistics about accidents (or crashes, or road traffic collisions - whichever term you prefer), the latest DfT figures have just been released here.
Includes:
Casualties per billion passenger Kilometers 1997-2006
Motorcycles: 119 112 113 122 112 111 120 104 98 107
Although this rate is staying relatively constant, because the rates for other types of road user are falling . . .
" . . . a greater proportion of motorcycle rider/passenger fatalities (20% compared to 13%)"
Where and how do fatal crashes happen?
31% of motorcyclists killed were in an accident involving a car. A fifth of motorcycle fatalities were in single vehicle accidents.
Over 40% of car, HGV, LGV and motorcycle fatalities occurred on rural A roads
• A third of fatalities resulting from reported personal injury road accidents had the contributory factor ‘Loss of control’ attributed to the accident. 22% had ‘Failed to look properly’ and 17% had ‘Careless, reckless or in a hurry’.
• Motorcycles and cars were the main vehicle types with the loss of control contributory factor.
• Two thirds of contributory factors reported were associated with driver/rider error or reaction, whilst 31% were factors relating to injudicious action. 27% were behaviour or inexperience related factors.
.
Includes:
Casualties per billion passenger Kilometers 1997-2006
Motorcycles: 119 112 113 122 112 111 120 104 98 107
Although this rate is staying relatively constant, because the rates for other types of road user are falling . . .
" . . . a greater proportion of motorcycle rider/passenger fatalities (20% compared to 13%)"
Where and how do fatal crashes happen?
31% of motorcyclists killed were in an accident involving a car. A fifth of motorcycle fatalities were in single vehicle accidents.
Over 40% of car, HGV, LGV and motorcycle fatalities occurred on rural A roads
• A third of fatalities resulting from reported personal injury road accidents had the contributory factor ‘Loss of control’ attributed to the accident. 22% had ‘Failed to look properly’ and 17% had ‘Careless, reckless or in a hurry’.
• Motorcycles and cars were the main vehicle types with the loss of control contributory factor.
• Two thirds of contributory factors reported were associated with driver/rider error or reaction, whilst 31% were factors relating to injudicious action. 27% were behaviour or inexperience related factors.
.
Thursday, 25 September 2008
Road Signs - Hit or Miss?
Interesting news story on BBC News, on What makes a good road sign? here
What makes a good road sign?
The speed camera sign is instantly recognisable but the "no stopping" sign isn't. As a review of British road signs is launched, what makes some good and others bad?
Many road signs are bizarre when thought about logically. Just what is one meant to do if there is a danger of falling rocks?
And if the road is slippery, will your car tyres really cross like the alarming skid marks seen on the sign?
But even if some symbols do not stand up to scrutiny, they convey a message that is quickly recognised.
Or at least, that's the hope. Out of 500 drivers surveyed last year, none was able to correctly identify 12 road signs and only one sign - the speed camera - was known to them all.
A review of signs has been launched by the Department for Transport, looking at ways to reduce street clutter and introduce more technology. So what makes a good sign?
CLARITY
"The most important thing is that it works," says Michael Wolff, chairmen of The Sign Design Society.
"The design of a sign must be got down to the simplest possible level," he says.
"The fundamental words in sign design are clarity, consistency and simplicity."
Not only do modern drivers travel faster than before, they are also listening to the radio, chatting on their hands-free phone and trying to subdue rowdy children in the back. Distractions are everywhere.
With so much competition for a driver's attention, a good sign has its work cut out. It must be clear and simple so that it can be seen, read and understood in an instant.
The red no-entry sign is one that, even without words or pictures, conveys its message.
But others don't. Many drivers are unable to recognise the "no stopping" sign.
And former police driving instructor Chris Walker says the "give way to oncoming traffic" sign is hotly debated at driving school because it is illogical and takes too long to work out.
SYMBOLISM
The symbols on signs should not be interpreted too literally - the roadworks warning is often likened to a man opening an umbrella, while some of the most recognisable signs summon memories of the pre-motoring age.
Is this offensive?
A 19th Century-style bellows camera is used, with great success, to warn of the imminent danger of racking up a speeding fine and rail enthusiasts' hearts must race at the symbol of a steam train before level crossings.
"Symbols don't have to be accurate, they are there to convey an idea and be understood," Mr Wolff says.
Some widely used signs have attracted criticism for being outdated. The image of stooped elderly people crossing a road has been branded as "insulting" by Help the Aged. It originates from a children's competition in 1981.
"Signs must be nationally recognised and clear for international visitors," says Paul Watters, head of roads policy at the AA, as there can be over one million foreign cars on the UK's roads at any one time.
COLOUR AND SHAPE
Different colours provoke very different reactions in the human mind, says Dr David Cowell, who specialises in the psychology of colour. Rectangular signs are the same shape as a book and therefore give information
David Cowell
Colour psychologist
The brain is very sensitive to the level of energy in the light that passes through your eyes, with different colours of light carrying different amounts of energy.
"Blue [the colour of motorway signage] suggests harmony and relaxation," says Dr Cowell. "It is the colour of nature in relaxed form. It encourages social communication and consideration of others."
Orange and yellow "suggest a positive future", he says, the point being that the colour of signs surrounding roadworks is clearly meant to encourage frustrated drivers to think beyond the current delays.
Different shaped signs also create different psychological reactions, suggests Dr Cowell.
"A triangular sign has points and represents danger," which is why the shape is used for warning signs.
"Rectangular signs are the same shape as a book and therefore give information. Round signs are instructional. They look like the end of a pointing finger giving you an instruction."
UNCLUTTERED
While the fundamental design of the country's road signs has remained unchanged for almost half a century, the number of signs seems to multiplying.
Today British roads can seem crammed with symbols warning drivers of every foreseeable danger, from falling rocks to passing deer. As well as fuelling fears the streetscape is being damaged, the proliferation of signs reduces their effectiveness.
"Drivers now face a system overload," says Mr Walker. "Signs are duplicated, in some cases triplicated, leaving little time for the information to be seen and processed."
Even the most well-designed road sign will be of little use if nobody can make it out.
.
The Old 'Good Cop - Bad Cop' Routine?
Kent Online have recently posted a news story about the success of Kent Police's first unmarked video bike.
The story included a video, viewable here.
The story continues:
It is fast. It is furious. And it should send every speeding biker into a wheel spin.
This video shows graphically how Kent's motorbike cops are hot on the trail of law-breaking motorists.
The unmarked camera bike seen in action above has brought an almost 100 per cent conviction rate for speeding and careless driving.
The short clip shows a 46-year-old biker reaching speeds of up to 90 mph along a county lane in Mereworth, West Kent.
He was given three penalty points and fined £60.
Figures for the first 18 months since the bike was introduced show 84 motorists were caught breaking the law, and officers believe lives have been saved as a result.
Sixty eight were caught speeding, 11 for careless driving and five for dangerous driving.
Head of roads policing, Chief Inspector Roscoe Walford, said: “I like to think that the use of the unmarked bike contributed to that great result.
“Meantime, I would warn motorists to think about the consequences of being caught committing an offence. At best you risk a fine, ban or an increase in insurance premiums. At worst you risk a criminal record, losing your job or going to jail.”
The unmarked bike was also used during a recent road safety campaign and, for the first time, there were no deaths and serious injuries in that time.
Kent Police plan to buy another unmarked bike in the near future.
Other convictions as a result of video footage from the unmarked bike include:
• A 25-year-old man received a six months ban and was fined £565 at Canterbury magistrates’ court after speeding in a residential street in Canterbury.
• A 47-year-old man was banned from riding for 14 days and fined £465 at Dartford magistrates’ court after he rode at 80mph in a 40mph limit and 49mph in a 30mph zone along an A road in Swanscombe.
But it set me wondering about how this news story might be taken by 'Joe & Josephine Public', as they're out and about on their daily travels?
Will they care that Kent Police have an unmarked bike? They may consider that the chances of encountering it are minimal.
Or will they associated all bikes with the possibility of being unmarked, video-equiped, police? And if so, what will their reaction be - positive or negative?
In 1974, in the USA, a chap named 'Leonard' did some research on motorcycle conspicuity.
He varied the appearance of his bike, and counted the number of 'right of way violation' - ie how often drivers pulled out in front of him.
He used three different 'arrangements'.
Two of them, 'ordinary motorcycle' and 'spectacularly visible' both suffered an average of between 1.8 and 2.0 violations perday.
But in 'police rig' there were just 0.1 violations per day.
In other words, people had a 'reason' for seeing that particular bike!
So I wonder whether - despite the licence risks to 'enthusiastic' riders - there may be a small unexpected 'safety' benefit from the unmarked bike.
.
Wednesday, 24 September 2008
Am I Lucid?
In the previous post, about the new UKBike blog, I mentioned that they were being crafty using 'outside writers' to create their content.
Here's another example of someone being crafty:
David Congreave runs - amongst other things - training for marketing. But he's also taking part in a competition to gain the most links for an event.
Focus Marketing Seminar Event
.
Here's another example of someone being crafty:
David Congreave runs - amongst other things - training for marketing. But he's also taking part in a competition to gain the most links for an event.
Focus Marketing Seminar Event
.
'Safety' - Really A 'Good Idea'?
I have lots of ideas. Some of them I consider worth writing down (or typing), and some of them even make it as far as here or other training 'end users', whether as web site articles, training manuals, or articles.
Even then, these ideas may have a limited audience.
However . . . I've joined 'signed up' to a new initiative which should allow a wider audience.
Which is nice :)
The team behind behind UKBike are starting a new blog - but being a bit crafty (and following some of the 'best advice' on how to create blogs) by using existing bloggers, like me, and putting the content in front of a wider audience.
Starting soon, here:
UKBike blogspot
.
Sunday, 21 September 2008
Motorcycle Training Information
This blog gets quite a bit of 'attention' from me - posting almost every day requires time if not thought!
But 'alongside' I'm developing various other things, and one is a new motorcycle training information web site.
The Ride . info
You may notice a certain 'brand' identity!
Not all of the pages are fully 'populated' yet, but the home page (as linked above), and these are:
Motorcycle training eBooks on CD
Motorcycle instructor manual
Advanced and post-test training (ie me)
If you have a few moments, I'd be grateful for any feedback on the site's layout, design, and ease of use. I'd rather know about any glaring problems before I complete it . . .
Thanks!
.
But 'alongside' I'm developing various other things, and one is a new motorcycle training information web site.
The Ride . info
You may notice a certain 'brand' identity!
Not all of the pages are fully 'populated' yet, but the home page (as linked above), and these are:
Motorcycle training eBooks on CD
Motorcycle instructor manual
Advanced and post-test training (ie me)
If you have a few moments, I'd be grateful for any feedback on the site's layout, design, and ease of use. I'd rather know about any glaring problems before I complete it . . .
Thanks!
.
Thursday, 18 September 2008
Safe Motorcycling?
Is 'safe motorcycling' possible? Or, to rephrase the question: Is it possible to ride a motorcycle 'safely'?
If you take a dictionary definition of 'safe', then 'no' you can't - as 'safe' means an 'absence of risk'
There's no two ways about it: ride a motorcycle and you expose yourself to risk.
The same goes for all activities, the key to surviving them is to be aware of the specific risks, and manage them.
A little while ago I 'celebrated' 30 years of motorcycling (and next year it'll be 30 years involvement with rider training!). I was challenged to create a simple - no more than 20 words - philosophy for anyone who wanted to ride that long.
This was my reply:
Develop 'healthy' paranoia. They're not (usually) out to get you, it just seems that way. Ride, enjoy today, again tomorrow.
.
If you take a dictionary definition of 'safe', then 'no' you can't - as 'safe' means an 'absence of risk'
There's no two ways about it: ride a motorcycle and you expose yourself to risk.
The same goes for all activities, the key to surviving them is to be aware of the specific risks, and manage them.
A little while ago I 'celebrated' 30 years of motorcycling (and next year it'll be 30 years involvement with rider training!). I was challenged to create a simple - no more than 20 words - philosophy for anyone who wanted to ride that long.
This was my reply:
Develop 'healthy' paranoia. They're not (usually) out to get you, it just seems that way. Ride, enjoy today, again tomorrow.
.
Wednesday, 17 September 2008
Corners & Cornering - Safe?
I posted the text below in a forum thread about cornering.
Many of you will be familiar with using the 'limit point' (or 'limit of visibility', or 'vanishing point', chose your preferred term) to help with bend assessment and chossing a safe cornering speed.
However, it's easy on left hand bends to be over-confident and over-estimate your braking distance when cornering.
Take care with 'how' you judge your forward distance on lefts.
Temptation for a lot of people is to look at the far kerb - ie the oncoming lane - you have to use the centre line as the limit of available tarmac.
But even then, if the view of the left side of the road is obscured, your true 'limit' is the left verge, as anything emerging from beyond where you can see will immediately - and profoundly - shorten your stopping distance (especially if it moves across the lane in front of you).
Clear road surface is the key factor when deciding how fast to commit.
Another principle in play here is that you must have your 'escape' plans ready before you enter the turn - if you're driving on the limits of view then you can't afford to spend extra time (and so distance) pondering options.
.
Tuesday, 16 September 2008
Unintelligent Intelligence?
The DfT have released their latest report on ITS. That's 'Intelligent Traffic Systems'. Or automatic speed limiters (probably).
Details here
And earlier 'external speed control' here
Motorcycle-specific here
5. CONCLUSIONS
Adapting ISA to a motorcycle environment is a challenging proposition both in terms of the need to minimise weight and system volume and because of the requirement to consider the very different vehicle dynamics of a motorcycle. An ISA motorcycle demonstration platform has been realised that has offered a safe and effective vehicle demonstrator to enable proof-of-concept assessment trials. A trial site, format and rider selection process was defined to enable an evaluation exercise to be performed safely. A group of experienced motorcycle users was selected for an initial assessment trial in which pre/post attitudes and rider characteristics were evaluated and riding behaviour data was collected.
In terms of attitudes, perceptions of usefulness increased after experience of the ISA functionality in comparison to opinions expressed before exposure to ISA. However, satisfaction ratings were more varied with the Assisting ISA systems being judged significantly less satisfactory than the Advisory ISA or the Information system. Attitudes regarding the impact of ISA on riding indicated negative perceptions to “Joy”, “Overtaking” and “Accident Risk”. However, a positive perception to “Traffic safety” suggests that ISA has aspects that counterbalance these negative responses.
Overall, this ISA motorcycle trial has identified that there is a possible disjuncture between on the one hand the technical possibilities with concepts such as ISA and on the other hand the perceptions and attitudes of the current users of motorcycles. This may be because little emphasis has been placed upon how new assistive technologies pioneered in the passenger car and commercial field may migrate into the motorcycle sector and have an impact upon the perceived and actual safety, efficiency and marketability of motorcycles. It may also be influenced by the perceptions of motorcycle users with regard to the advantages or positive features of these vehicles, where the “freedom” and “independence” aspects of riding are valued highly by users and advisory and/or assisting technologies are perceived to be negative factors.
The BMF (and MAG too, probably) have been concerned for some time about effect of ITS on motorcycle safety
BMF paper
What is the BMF's policy on ISA?
"We will not accept any ITS [intelligent transport system] which takes control from the rider, such as Intelligent Speed Adaptation, without incontrovertible proof that it will not destabilise single track vehicles under any circumstances and that it will provide road safety benefits." As none of the systems developed so far appear to meet this criteria, we remain opposed.
.
Details here
And earlier 'external speed control' here
Motorcycle-specific here
5. CONCLUSIONS
Adapting ISA to a motorcycle environment is a challenging proposition both in terms of the need to minimise weight and system volume and because of the requirement to consider the very different vehicle dynamics of a motorcycle. An ISA motorcycle demonstration platform has been realised that has offered a safe and effective vehicle demonstrator to enable proof-of-concept assessment trials. A trial site, format and rider selection process was defined to enable an evaluation exercise to be performed safely. A group of experienced motorcycle users was selected for an initial assessment trial in which pre/post attitudes and rider characteristics were evaluated and riding behaviour data was collected.
In terms of attitudes, perceptions of usefulness increased after experience of the ISA functionality in comparison to opinions expressed before exposure to ISA. However, satisfaction ratings were more varied with the Assisting ISA systems being judged significantly less satisfactory than the Advisory ISA or the Information system. Attitudes regarding the impact of ISA on riding indicated negative perceptions to “Joy”, “Overtaking” and “Accident Risk”. However, a positive perception to “Traffic safety” suggests that ISA has aspects that counterbalance these negative responses.
Overall, this ISA motorcycle trial has identified that there is a possible disjuncture between on the one hand the technical possibilities with concepts such as ISA and on the other hand the perceptions and attitudes of the current users of motorcycles. This may be because little emphasis has been placed upon how new assistive technologies pioneered in the passenger car and commercial field may migrate into the motorcycle sector and have an impact upon the perceived and actual safety, efficiency and marketability of motorcycles. It may also be influenced by the perceptions of motorcycle users with regard to the advantages or positive features of these vehicles, where the “freedom” and “independence” aspects of riding are valued highly by users and advisory and/or assisting technologies are perceived to be negative factors.
The BMF (and MAG too, probably) have been concerned for some time about effect of ITS on motorcycle safety
BMF paper
What is the BMF's policy on ISA?
"We will not accept any ITS [intelligent transport system] which takes control from the rider, such as Intelligent Speed Adaptation, without incontrovertible proof that it will not destabilise single track vehicles under any circumstances and that it will provide road safety benefits." As none of the systems developed so far appear to meet this criteria, we remain opposed.
.
A Ticking Time-Bomb
12 September 2008
Motorcycle Testing - a Ticking Time-Bomb say BMF
News that the Driving Standards Agency (DSA) has agreed to delay by six months the introduction of the new practical motorcycle test should only be seen as a respite and not a victory say the BMF.
Originally scheduled for September 29, the new motorcycle test will now be introduced on Monday, March 30, 2009
Whilst the BMF fully supported the representations made by the Motorcycle Industry Association (MCIA) and the Motorcycle Rider Training Association (MRTA) in seeking a delay and congratulate them on achieving one, the new test manoeuvres required under European Directive (Second EC Driving Licence Directive 2000/56/EC) have not gone away and therefore neither has the requirement for expensive, massive new testing centres and decimation of the existing testing network say the BMF.
Because of the new test requirements, the existing 260 test centres will be closed, to be replaced by just 66 new Multi Purpose Test Centres (MPTCs) around the UK. By reducing capacity and location by this amount, the DSA will be forcing learner riders to travel much greater distances to reach a test centre, in extreme cases 60 miles but in many others, at least 40 miles, say the BMF.
The BMF are now hoping that the six-month delay will provide an opportunity for the whole concept to be revisited and a more realistic view taken of the facilities required.
"We appreciate that £71 million has already been invested in this project but we really need to get real here," said the BMF's Government Relations Executive Chris Hodder "We didn't need purpose built facilities, just a slight change of use at existing facilities and a derogation on minimum speeds. We've gone through all this mainly because of an anomaly whereby the required 50kph minimum road speed required equates to 31 mph. Amend that requirement and testing, with minor modifications, could have been accommodated within our existing infrastructure."
The BMF will now also be pressing for centres that are no more than 20 miles from any prospective candidate.
Note: Prior to the postponement, only 39 of the planned 66 centres were ready so unless the DSA had capitulated, there was a real danger that the whole motorcycle test system would have collapsed with candidates in many parts of the country unable to secure a motorcycle test. Others would have been faced with a round trip of 200 miles to take a test - a frightening prospect for a learner on a small capacity machine and a ridiculous situation if the rider were to fail and have to ride home!
.
Motorcycle Testing - a Ticking Time-Bomb say BMF
News that the Driving Standards Agency (DSA) has agreed to delay by six months the introduction of the new practical motorcycle test should only be seen as a respite and not a victory say the BMF.
Originally scheduled for September 29, the new motorcycle test will now be introduced on Monday, March 30, 2009
Whilst the BMF fully supported the representations made by the Motorcycle Industry Association (MCIA) and the Motorcycle Rider Training Association (MRTA) in seeking a delay and congratulate them on achieving one, the new test manoeuvres required under European Directive (Second EC Driving Licence Directive 2000/56/EC) have not gone away and therefore neither has the requirement for expensive, massive new testing centres and decimation of the existing testing network say the BMF.
Because of the new test requirements, the existing 260 test centres will be closed, to be replaced by just 66 new Multi Purpose Test Centres (MPTCs) around the UK. By reducing capacity and location by this amount, the DSA will be forcing learner riders to travel much greater distances to reach a test centre, in extreme cases 60 miles but in many others, at least 40 miles, say the BMF.
The BMF are now hoping that the six-month delay will provide an opportunity for the whole concept to be revisited and a more realistic view taken of the facilities required.
"We appreciate that £71 million has already been invested in this project but we really need to get real here," said the BMF's Government Relations Executive Chris Hodder "We didn't need purpose built facilities, just a slight change of use at existing facilities and a derogation on minimum speeds. We've gone through all this mainly because of an anomaly whereby the required 50kph minimum road speed required equates to 31 mph. Amend that requirement and testing, with minor modifications, could have been accommodated within our existing infrastructure."
The BMF will now also be pressing for centres that are no more than 20 miles from any prospective candidate.
Note: Prior to the postponement, only 39 of the planned 66 centres were ready so unless the DSA had capitulated, there was a real danger that the whole motorcycle test system would have collapsed with candidates in many parts of the country unable to secure a motorcycle test. Others would have been faced with a round trip of 200 miles to take a test - a frightening prospect for a learner on a small capacity machine and a ridiculous situation if the rider were to fail and have to ride home!
.
Well That Didn't Work
First attempt at linking to an image rather than posting.
Have a GPS picture . . . Probably not the one I chose earlier, but never mind.
.
GPS Woes
One of the 'things' I watch for in other vehicles, when out and about, is that little glowing box - usually hung from the windscreen, obscuring the drivers view - which shows the driver is relying on GPS navigation to get to their destination.
And, like most people, I've seen the news stories . . .
Blog - lorry stuck in lane for three days
News - washed away in a river
And various councils erecting warning signs advising drivers not to follow GPS directions.
I also heard a story of how a motorcyclist turned off a road and in to a ploughed field because "My GPS told me to".
Also, I like maps. If I'm heading off somewhere 'new' I'll look in the road atlas (I prefer the AtoZ range), and use on-line servies like Googlemaps, and Yell to see what's what & where, well before I set off - let alone arrive.
So it was with some concerns about whether I'd made a good decision, that I bought a Garmin a couple of weeks ago.
A quick test took us across town and back, without too many hiccups.
A longer test was to head off down the M-Way to Bath, and back.
So, findings and recommendations:
1. It doesn't know about mini-roundabouts, often 'seeing' them only as a junction, and if it's a junction where you down turn then follow the road ahead (as long as you know which one that is . . . ).
2. As with the junctions in '1', there will be occasions when the 'main' road passes a side-turning - but that's where the 'numbered' or 'named' road goes. "Recalculating . . . "
3. It does a good job of finding a recalculated route!
4. Ours reads out road names; we found that the 'male' voice was easier to understand than the 'female'. We tried 'Cantonese' and it's pre-loaded.
5. The speed camera database is loaded. That, with the visible speed display showed that our speedo is +2mph @ 30 and +4mph @ 70mph.
6. I didn't look at the map book before setting off to Bath - which meant I didn't have a 'pre-loaded picture' in my head of where we'd be going. I had to have total faith in the machine. See above.
7. While listening to the machine, it was easy to hear and forget. Make a conscious effort to hear and understand. I found it useful to repeat out loud the instructions given - particularly the more long-range ones, especially on multi-lane approaches to junctions.
8. It doesn't work well in built-up areas; used when walking around the city we often 'lost' the satellites.
.
Monday, 15 September 2008
Training Doesn't Work
Despite being all in favour of 'training', I'd be hard-pushed to actually find you any research 'proof' that training 'works'.
So it was with some interest that I stumbled on:
Short and long term effects of moped rider training: a field experiment
Charles Goldenbeld, Divera Twisk and Saskia de Craen
SWOV Institute for Road Safety Research, Duindoorn 32, P.O. box 1090, Leidschendam 2260 BB, The Netherlands
In a field experiment on moped rider training, young moped riders were tested one week before, two weeks after and eleven months after participation in a practical moped riding training course.
As a result of rider training the group trainees performed considerably better at a riding task than the group non-trainees two weeks after the training. However, this performance difference was not present anymore at follow-up testing 11 months later.
The group that did not follow the course significantly improved their driving skill. However, the group that had already improved their driving skill with the training, did not improve any further.
Those moped riders that improved most from the 16-h training course at the post-test also declined in performance considerably at the long term follow-up.
Knowledge that relies of an understanding of how behaviour should change in a dynamic situation was more strongly related to actual riding skill than knowledge that was based on memorising fairly straightforward situation-rule connections.
In fact, this probably reinforces a long-held view, that training 'short-cuts' real-World experience.
And, of course, if you take the 'learn by experience' route, then you have to survive the experience!
Which is another long-held view: other people's experience hurt less ;)
The final paragraph of that abstract emphasises that there's little point in training with 'rules for everything' - people have to know how to sort situations out using the most beneficial options, not the 'right' ones.
Interestingly, the 'trained' group improved no further. I strongly believe that training should, whenever, be done to help the riders improve on their own, by emphasising self-awareness and reflection, even for instructors.
.
So it was with some interest that I stumbled on:
Short and long term effects of moped rider training: a field experiment
Charles Goldenbeld, Divera Twisk and Saskia de Craen
SWOV Institute for Road Safety Research, Duindoorn 32, P.O. box 1090, Leidschendam 2260 BB, The Netherlands
In a field experiment on moped rider training, young moped riders were tested one week before, two weeks after and eleven months after participation in a practical moped riding training course.
As a result of rider training the group trainees performed considerably better at a riding task than the group non-trainees two weeks after the training. However, this performance difference was not present anymore at follow-up testing 11 months later.
The group that did not follow the course significantly improved their driving skill. However, the group that had already improved their driving skill with the training, did not improve any further.
Those moped riders that improved most from the 16-h training course at the post-test also declined in performance considerably at the long term follow-up.
Knowledge that relies of an understanding of how behaviour should change in a dynamic situation was more strongly related to actual riding skill than knowledge that was based on memorising fairly straightforward situation-rule connections.
In fact, this probably reinforces a long-held view, that training 'short-cuts' real-World experience.
And, of course, if you take the 'learn by experience' route, then you have to survive the experience!
Which is another long-held view: other people's experience hurt less ;)
The final paragraph of that abstract emphasises that there's little point in training with 'rules for everything' - people have to know how to sort situations out using the most beneficial options, not the 'right' ones.
Interestingly, the 'trained' group improved no further. I strongly believe that training should, whenever, be done to help the riders improve on their own, by emphasising self-awareness and reflection, even for instructors.
.
Do You Need To Pay Your Fines?
It's a rare luxury these days for me to read a newspaper.
And one of the nicer ways to do so is in a cafe.
But on Saturday I happened to be in a cafe with a group of friends, so talked instead of reading. But on the way out I noticed a headline, and had a very quick look at one of the papers that Costa Coffee in Newbury provide for their customers to while away the hours.
The paper was The Guardian, and the article, on the front of their 'Money' section, was about people returning from continental holidays to be greeted with notification of fines.
Were they 'real', did they have to pay?
Well, although there have been 'fines' scams, it seems that genuine fines are being followed up - in some cases for offences committed some considerable time earlier.
The article explains:
EPC legal manager Stuart Hendry says it sends a translated charge notification to the UK address it obtains from the DVLA. He says that no matter where the offence occurs drivers have the same appeal rights as a UK domestic offender. If the driver ignores it, the notice goes back to the issuing authority, which then decides whether to begin cross-border legal action. Hendry admits that few authorities will be bothered to pursue a single fine.
"If you don't pay a notified fine, the legislation is in place to enforce these fines in most countries, but it's a question of practicality and whether it's financially worth pursuing." That suggests you can safely ignore it - but beware that it may be treated as a criminal offence and your details held in the country concerned. Ultimately, your car could be seized on your return.
Tim Shallcross, head of technical policy at IAM Motoring Trust, says: "If I knew I'd committed an offence abroad, even unwittingly, and I wanted to return to that country later, personally I wouldn't chance it. I'd pay the fine."
In Delaney's case it looks like he has a strong case for refusing to pay. According to Hendry, authorities in most European countries are obliged to send a notice within 12 months of the alleged incident.
Won't the hire car company simply take it off my credit card? Yes and no. It's down to individual car hire contracts and local legislation. In the UK, if you are caught, say, in a bus lane, the liability to pay rests with the hire company, according to the British Vehicle Rental and Leasing Association. It will pay up as soon as it receives the charge, then claim it back off the credit card used for the booking. But if the offence is speeding, then the car hire company sends the details of the hirer for the police to pursue. It's likely that, in Italy, the hire companies were obliged to send address details to the police rather than take fines off the hirer's credit card.
Why are the fines coming from Italy and not France or Spain? It's another legal peculiarity. In France, Spain and Germany the police cannot outsource the collection of fines, so they can't obtain data from the DVLA. But that's not a licence to drive like a lunatic in those countries; on-the-spot fines are far more prevalent than in the UK.
What about all those Europeans over here? I bet they never pay fines. Wrong. Euro Parking's biggest client is Transport for London (TfL), and since 2005 has chased European drivers for unpaid congestion charges.
A TfL spokesperson says EPC regularly recovers around 40% of the penalties issued.
But looked at another way, that means the drivers of six out of 10 foreign-registered vehicles don't cough up. The Germans, it seems, are the worst. There are nearly 30,000 unpaid congestion charge notices against German vehicles, followed by Poland (15,376) Italy (11,846) and Spain (9,493).
Full story
.
And one of the nicer ways to do so is in a cafe.
But on Saturday I happened to be in a cafe with a group of friends, so talked instead of reading. But on the way out I noticed a headline, and had a very quick look at one of the papers that Costa Coffee in Newbury provide for their customers to while away the hours.
The paper was The Guardian, and the article, on the front of their 'Money' section, was about people returning from continental holidays to be greeted with notification of fines.
Were they 'real', did they have to pay?
Well, although there have been 'fines' scams, it seems that genuine fines are being followed up - in some cases for offences committed some considerable time earlier.
The article explains:
EPC legal manager Stuart Hendry says it sends a translated charge notification to the UK address it obtains from the DVLA. He says that no matter where the offence occurs drivers have the same appeal rights as a UK domestic offender. If the driver ignores it, the notice goes back to the issuing authority, which then decides whether to begin cross-border legal action. Hendry admits that few authorities will be bothered to pursue a single fine.
"If you don't pay a notified fine, the legislation is in place to enforce these fines in most countries, but it's a question of practicality and whether it's financially worth pursuing." That suggests you can safely ignore it - but beware that it may be treated as a criminal offence and your details held in the country concerned. Ultimately, your car could be seized on your return.
Tim Shallcross, head of technical policy at IAM Motoring Trust, says: "If I knew I'd committed an offence abroad, even unwittingly, and I wanted to return to that country later, personally I wouldn't chance it. I'd pay the fine."
In Delaney's case it looks like he has a strong case for refusing to pay. According to Hendry, authorities in most European countries are obliged to send a notice within 12 months of the alleged incident.
Won't the hire car company simply take it off my credit card? Yes and no. It's down to individual car hire contracts and local legislation. In the UK, if you are caught, say, in a bus lane, the liability to pay rests with the hire company, according to the British Vehicle Rental and Leasing Association. It will pay up as soon as it receives the charge, then claim it back off the credit card used for the booking. But if the offence is speeding, then the car hire company sends the details of the hirer for the police to pursue. It's likely that, in Italy, the hire companies were obliged to send address details to the police rather than take fines off the hirer's credit card.
Why are the fines coming from Italy and not France or Spain? It's another legal peculiarity. In France, Spain and Germany the police cannot outsource the collection of fines, so they can't obtain data from the DVLA. But that's not a licence to drive like a lunatic in those countries; on-the-spot fines are far more prevalent than in the UK.
What about all those Europeans over here? I bet they never pay fines. Wrong. Euro Parking's biggest client is Transport for London (TfL), and since 2005 has chased European drivers for unpaid congestion charges.
A TfL spokesperson says EPC regularly recovers around 40% of the penalties issued.
But looked at another way, that means the drivers of six out of 10 foreign-registered vehicles don't cough up. The Germans, it seems, are the worst. There are nearly 30,000 unpaid congestion charge notices against German vehicles, followed by Poland (15,376) Italy (11,846) and Spain (9,493).
Full story
.
Sunday, 14 September 2008
Instructing Is . . .
Saw this:
"A teacher affects eternity; he can never tell where his influence stops."
Henry Adams
US author, autobiographer, & historian (1838 - 1918)
Reminded me of another, chalked on a blackboard at an instructor training session:
"You are not here to teach, they are here to learn"
Took me a few years to realise the significance of that!
"A teacher affects eternity; he can never tell where his influence stops."
Henry Adams
US author, autobiographer, & historian (1838 - 1918)
Reminded me of another, chalked on a blackboard at an instructor training session:
"You are not here to teach, they are here to learn"
Took me a few years to realise the significance of that!
Saturday, 13 September 2008
"Roads are not dangerous . . . "
" . . . Only people are dangerous".
There may be a few exceptions.
Read more here about the rocky one, don't know if the 'strata' one is the same location.
.
Thursday, 11 September 2008
Extra time granted for new motorcycle test
DSA Release:
Link
The Driving Standards Agency (DSA) has announced a delay of six months to the introduction of the new practical motorcycle test, originally scheduled for September 29, 2008.
The move comes after the Agency considered representations from the Motorcycle Industry Association (MCIA), the Motorcycle Rider Training Association (MRTA) and other motorcycle interests.
The new implementation date will now be Monday, March 30, 2009.
The decision to defer implementation will allow the DSA to carry on delivering motorcycle tests from a wider range of centres whilst working with motorcycle groups and to find a suitable solution for providing the new test service in problem locations.
Driving Standards Agency chief executive Rosemary Thew said: “Increasing road safety for motorcyclists has always been a top priority and it remains so. We listened carefully to the concerns put to us and this deferment acknowledges those concerns.
“None of us has lost sight of the fact that the aim of the new motorcycle test is to improve road safety for this important group of road users. This extra six months will give additional opportunity to find extra locations that we need to deliver the new test and potentially address gaps in service provision which have been highlighted to us.”
11 September 2008
.
Link
The Driving Standards Agency (DSA) has announced a delay of six months to the introduction of the new practical motorcycle test, originally scheduled for September 29, 2008.
The move comes after the Agency considered representations from the Motorcycle Industry Association (MCIA), the Motorcycle Rider Training Association (MRTA) and other motorcycle interests.
The new implementation date will now be Monday, March 30, 2009.
The decision to defer implementation will allow the DSA to carry on delivering motorcycle tests from a wider range of centres whilst working with motorcycle groups and to find a suitable solution for providing the new test service in problem locations.
Driving Standards Agency chief executive Rosemary Thew said: “Increasing road safety for motorcyclists has always been a top priority and it remains so. We listened carefully to the concerns put to us and this deferment acknowledges those concerns.
“None of us has lost sight of the fact that the aim of the new motorcycle test is to improve road safety for this important group of road users. This extra six months will give additional opportunity to find extra locations that we need to deliver the new test and potentially address gaps in service provision which have been highlighted to us.”
11 September 2008
.
Wednesday, 10 September 2008
US Vs Brit - what's the difference?
AlistairL has posted asking about the differences between UK & US training.
Well, the first thing to say is that both 'sides' find the other fascinating when they get the chance to experience it!
A history lesson:
In 1992 I was ablt to attend an 'MRC' (Motorcycle RiderCourse - the MSF's [that's Motorcycle Safety Foundation] 'learner' course), through the USAF at a UK airbase, RAF Bentwaters (now closed), possible through the great help of Master Sgt Garth Leonard (now retired). In fact, I acted as a 'real' trainee on an instructor preparation course.
Shortly after, I was able to attend an ERC (Experienced RiderCourse) at Garth's 'home' base RAF Upper Heyford (now closed). At that same course there were several other UK instructors from the BMF Rider Training Schme, some of whom doubted that the UK's 'Roadcraft' could be bettered. That day changed attitudes!
Subseqyently, approx. 75 UK riders, from the BMF-RTS, motorcycle trade, and the IAM, attended ERC courses, first at Heyford, subsequently at RAF Fairford.
In 1994 I was 'sponsored' by Heyford to attend an instructor prep course at RAF Molesworth.
In 1997 my involvement ended, as the base commander at Fairford decided he didn't want any UK riders on the base - and that included MSF instructors. Since the only two MSF instructors available were me (a UK civvie) and another guy who was ex-USAF, but retired and a UK civvie, that ended MSF training.
I was briefly contacted later by someone trying to set up a range (the MSF training area) but was unable to contact him after.
Differences
There are so many differences between 'their' training (and I know more about the MSF as it was then than now) and 'ours'. Also, the 'motorcop'/'Pro' techniques are police-based, and I had no involvement with them. The US police have, as far as I know, no direct equivalent to 'Roadcraft', and indivdual forces may be free to implement their own training regimes, unlike our network of police driving schools.
The MSF training is heavily 'regimented' (nothing to do with it being USAF); courses are almost 'scripted', lessons are set length of time, certain points must be covered.
The bad part of that is lack of flexibility in the training which allows no leeway for slower learners, except one-off remedial sessions. Instructors don't have the same flexibility that the UK's have - it's a total contrast to, for example, a CBT courtse where the move to the next module is only made when the trainee's ability justifies it.
However . . . because it's so prescriptive it ensures the entire syllabus, to the required standard, is completed. 'Production line' it may be - but you gain the benefits of a 'standard product'.
In a way, it equates to the IAM system (little S) here; they're getting you to test level, you will ride as we show you. And where that 'fails' is with 'non-standard' riders, where one size doesn't fit all.
Similarly, perhaps, the MSF allows no extra flair from the instructor - they really do have to do it 'by the book' - and trust me, those books are big'n'heavy! Lesson plans for the theory session include exact timings, points that must be covered, slides or videos to show, and allow little room for the instructor's personality.
ALL MSF training is either theory or off-road, on the 'range', a hard-surface area roughly (ie 'from memory') 120ft x 220ft. Exercises use a plethora of cones - painting the coloured dots is a two-day job!
On the learner course (MRC), there are 'core skills' covered: starting, stopping, braking, turning, and 'advanced' skills, such as 'swerving'. All road riding (corners, junctions, lane-changes) is simulated on the range.
Range safety is of vital importance, to protect the instructors from injury, and from being sued . . . Some of the 'lesson's from that stay in my mind even now, for example never having your back to a bike with it's engine running.
Courses are (were) based heavily on research: the well-known Hurt report, task analysis (look at the actions a rider must take) and photgraphic analysis.
Teaching is educationally-based: lessons have an introduction, 'visual' presentation, 'instructor' presentation, recap, follow-up work. There are indoor 'armchair exercises' covering getting on the bike, gear-changing, cornering . . . Range sessions have a briefin, demo ride with commentary, exercise with coaching, and debrief.
Having seen how well off-road training and testing can be done, it worries me how the DSA are doing the new test. DSA need speed-measuring equipment, MSF give you a stop watch and a time:speed chart. MSF have set marking criteria which parallel training, DSA have . . . well, who knows?
If you'd like more explained, let me know!
.
Well, the first thing to say is that both 'sides' find the other fascinating when they get the chance to experience it!
A history lesson:
In 1992 I was ablt to attend an 'MRC' (Motorcycle RiderCourse - the MSF's [that's Motorcycle Safety Foundation] 'learner' course), through the USAF at a UK airbase, RAF Bentwaters (now closed), possible through the great help of Master Sgt Garth Leonard (now retired). In fact, I acted as a 'real' trainee on an instructor preparation course.
Shortly after, I was able to attend an ERC (Experienced RiderCourse) at Garth's 'home' base RAF Upper Heyford (now closed). At that same course there were several other UK instructors from the BMF Rider Training Schme, some of whom doubted that the UK's 'Roadcraft' could be bettered. That day changed attitudes!
Subseqyently, approx. 75 UK riders, from the BMF-RTS, motorcycle trade, and the IAM, attended ERC courses, first at Heyford, subsequently at RAF Fairford.
In 1994 I was 'sponsored' by Heyford to attend an instructor prep course at RAF Molesworth.
In 1997 my involvement ended, as the base commander at Fairford decided he didn't want any UK riders on the base - and that included MSF instructors. Since the only two MSF instructors available were me (a UK civvie) and another guy who was ex-USAF, but retired and a UK civvie, that ended MSF training.
I was briefly contacted later by someone trying to set up a range (the MSF training area) but was unable to contact him after.
Differences
There are so many differences between 'their' training (and I know more about the MSF as it was then than now) and 'ours'. Also, the 'motorcop'/'Pro' techniques are police-based, and I had no involvement with them. The US police have, as far as I know, no direct equivalent to 'Roadcraft', and indivdual forces may be free to implement their own training regimes, unlike our network of police driving schools.
The MSF training is heavily 'regimented' (nothing to do with it being USAF); courses are almost 'scripted', lessons are set length of time, certain points must be covered.
The bad part of that is lack of flexibility in the training which allows no leeway for slower learners, except one-off remedial sessions. Instructors don't have the same flexibility that the UK's have - it's a total contrast to, for example, a CBT courtse where the move to the next module is only made when the trainee's ability justifies it.
However . . . because it's so prescriptive it ensures the entire syllabus, to the required standard, is completed. 'Production line' it may be - but you gain the benefits of a 'standard product'.
In a way, it equates to the IAM system (little S) here; they're getting you to test level, you will ride as we show you. And where that 'fails' is with 'non-standard' riders, where one size doesn't fit all.
Similarly, perhaps, the MSF allows no extra flair from the instructor - they really do have to do it 'by the book' - and trust me, those books are big'n'heavy! Lesson plans for the theory session include exact timings, points that must be covered, slides or videos to show, and allow little room for the instructor's personality.
ALL MSF training is either theory or off-road, on the 'range', a hard-surface area roughly (ie 'from memory') 120ft x 220ft. Exercises use a plethora of cones - painting the coloured dots is a two-day job!
On the learner course (MRC), there are 'core skills' covered: starting, stopping, braking, turning, and 'advanced' skills, such as 'swerving'. All road riding (corners, junctions, lane-changes) is simulated on the range.
Range safety is of vital importance, to protect the instructors from injury, and from being sued . . . Some of the 'lesson's from that stay in my mind even now, for example never having your back to a bike with it's engine running.
Courses are (were) based heavily on research: the well-known Hurt report, task analysis (look at the actions a rider must take) and photgraphic analysis.
Teaching is educationally-based: lessons have an introduction, 'visual' presentation, 'instructor' presentation, recap, follow-up work. There are indoor 'armchair exercises' covering getting on the bike, gear-changing, cornering . . . Range sessions have a briefin, demo ride with commentary, exercise with coaching, and debrief.
Having seen how well off-road training and testing can be done, it worries me how the DSA are doing the new test. DSA need speed-measuring equipment, MSF give you a stop watch and a time:speed chart. MSF have set marking criteria which parallel training, DSA have . . . well, who knows?
If you'd like more explained, let me know!
.
US Training - Ride Like A Pro
Althoug hthis site is primarily concerned with UK-based rider training, I have a great interest in what's happening in the USA, partly because of my MSF experience (I was a qualified instructor for the Motorcycle Safety Foundation from 1994-1997), but also because they do stuff differently to us over 'here'.
Not ncessarily different 'stuff', but different 'ways'.
One example is Jerry "Motorman" Palladino, a US 'motor' officer and trainer.
He's produced a series of training DVDs and runs training courses, particularly aimed at the riders of larger bikes. I've seen a couple of his DVDs, and they're good.
Site
Example videos
Tuesday, 9 September 2008
New DSA 2008 Motorcycle Test - imminent
Have I mentioned the new motorcycle test - the off-road exercises to be taken at the new Multi Purpose Test Centres (MPTC)?
No, not much.
Well, for anyone who wants more, here's some links:
A5 Leaflet
FAQ
Diagram
If any of the links fail, go to the DSA site and look for the MPTC & newtest info on the left of page.
And if you're taking the test or a trainer preparing, please let me know!
.
No, not much.
Well, for anyone who wants more, here's some links:
A5 Leaflet
FAQ
Diagram
If any of the links fail, go to the DSA site and look for the MPTC & newtest info on the left of page.
And if you're taking the test or a trainer preparing, please let me know!
.
Friday, 5 September 2008
More DSA Stupidity . . .
Sorry if they or anyone else are offended, but . . .
A member of the on-line forum The Rev Counter has posted a reply about marking of the new off-road test:
Candidates will be asked to carry out all the manoeuvres carried out on the test area as if they were in traffic, ie appropriate observation will be required.
The 1981 'Part One' all over again . . .
What is the point of having an on-road element to test road skills then expecting someone to 'pretend' they're on-road in a secure off-road area?
I despair sometimes . . .
.
A member of the on-line forum The Rev Counter has posted a reply about marking of the new off-road test:
Candidates will be asked to carry out all the manoeuvres carried out on the test area as if they were in traffic, ie appropriate observation will be required.
The 1981 'Part One' all over again . . .
What is the point of having an on-road element to test road skills then expecting someone to 'pretend' they're on-road in a secure off-road area?
I despair sometimes . . .
.
Traffic Warning: Steer Clear!
Unlikely that many people reading this will be affected, or those that are will read it in time, but . . .
The Round Britain cycle race heads in to Newbury on Monday (8th) September, causing traffic congestion, road closures, and loss of car parking spaces.
Hurrah! I'm all in favour of cycle road races like this - I spent a great day 'chasing' the Le Tour dee France when it visited the UK, managin to see it at three locations (and fit in a pub lunch too), one of them being the sprint finish in to Southsea.
So why will this one cause chaos in Newbury?
Because of its route, and because of current roadworks in the area.
The race route enters the town like a spiral; down through Hermitage, across to Chievely and Stockcross, down the A4 from the West, in to the 'top' of the town, back out along the A339 dual carriageway back up to the 'Robin Hood' (again on the A4, and back in to town.
Along the way it will effectively, for half an hour, stuff almost every East-West route through the town, and the only one it doesn't is closed by major resurfacing roadworks!
So if you plan on going to Newbury, don't expect anywhere to park, as about 100 spaces will be lost on the day (and other car parking has been removed because of building work on two sites, and there will be road closures when the race appears C. 1pm.
Good Luck . . .
.
The Round Britain cycle race heads in to Newbury on Monday (8th) September, causing traffic congestion, road closures, and loss of car parking spaces.
Hurrah! I'm all in favour of cycle road races like this - I spent a great day 'chasing' the Le Tour dee France when it visited the UK, managin to see it at three locations (and fit in a pub lunch too), one of them being the sprint finish in to Southsea.
So why will this one cause chaos in Newbury?
Because of its route, and because of current roadworks in the area.
The race route enters the town like a spiral; down through Hermitage, across to Chievely and Stockcross, down the A4 from the West, in to the 'top' of the town, back out along the A339 dual carriageway back up to the 'Robin Hood' (again on the A4, and back in to town.
Along the way it will effectively, for half an hour, stuff almost every East-West route through the town, and the only one it doesn't is closed by major resurfacing roadworks!
So if you plan on going to Newbury, don't expect anywhere to park, as about 100 spaces will be lost on the day (and other car parking has been removed because of building work on two sites, and there will be road closures when the race appears C. 1pm.
Good Luck . . .
.
DSA 2008 . . . or 2009? . . . Test - Latest
I mentioned in another rant, errr . . . 'post', that DSA or HM Government would be liable for a hefty fine from the EU if the new test isn't implemented.
A source commented:
With regard to EC infractions, the procedure means that there would be almost no possibility of a fine within a six month delay period. Fines are only levied if there is clearly no intention of implementing a Directive.
France is only partially implementing and Italy hasn't got round to implementing - neither have some other southern States. Scandinavia will be implementing on time, as will Germany, The Netherlands and Belgium, but only Belgium is using a special Test Centre like the UK (a quarter smaller than the MPTC). The rest are using ad-hoc off-road areas like car parks for only some elements of the new test. The rest is being done on-road.
MCIA press release:
TRANSPORT MINISTER IN TALKS WITH MOTORCYCLE INDUSTRY ON TEST CENTRE CHAOS
Representatives from the motorcycle industry met Transport Minister Jim Fitzpatrick today, to press the industry’s case for a six month delay to the introduction of new test procedures scheduled for the end of this month.
The Motor Cycle Industry Association (MCI), the Motorcycle Rider Training Association (MRTA) and Riders Edge (Harley-Davidson rider training) were able to explain their concerns to Mr Fitzpatrick and senior representatives of the Driving Standards Agency (DSA). The call for a delay is also backed by the Institute of Advanced Motorists, the Motorcycle Action Group and the British Motorcyclists Federation.
The industry’s concerns are centred on the road safety risks to novice riders who in many cases will be forced to ride long distances in order to take a motorcycle test. There is also a strong business case to delay implementation of the new test.
The MCI’s Craig Carey-Clinch said: “The Minister was receptive and we had what I believe was a productive meeting. The discussion with Mr Fitzpatrick and the DSA was frank and constructive, and we must now hope for a swift decision to delay the new test procedure until more test centres are available.”
Echoing these comments, the MRTA’s Frank Finch said: As well as hearing our views about the road safety implications, the Minister was also receptive to the business arguments in that the industry faces a £40 million loss of revenue as well as significant job losses, should the new test proceed with too few multi-purpose test centres.”
On September 29th the motorcycle test is due to change, introducing new manoeuvres required under a European Directive. The DSA has chosen to implement the directive by concentrating motorcycle tests at about 60 planned multi-purpose test centres around the UK. Currently there are around 260 motorcycle test centres and the DSA plan, if it had been successful, slashes this number by 80%.
The motorcycle community call has been prompted by the fact that only 39 test centres, nationwide, will be opened ahead of the major changes later this month. There has been rising concern about the DSA’s inability to deliver the promised number of new test sites.
Unless action is taken, there is a real danger that the whole motorcycle test system will fall into chaos, with candidates in many parts of the country unable to secure a motorcycle test. More importantly, the motorcycle industry fears that longer journeys to fewer test centres will bring significant road safety risks. All good advice to novice riders tells them not to undertake long journeys in heavy traffic soon after taking their test, but to build up slowly as they gain experience. Some test candidates could face a journey of 100 miles or more in each direction, coupled with the stress of taking a test.
Craig Carey-Clinch added: The motorcycle industry, MRTA and training organisations are fully supportive of the new test, which should help to produce more competent and safer riders. But we believe that if the new test is introduced in a few weeks as planned, the motorcycle test system is likely to crash and administrative chaos will ensue, discouraging people from taking their riding test, and compromising longer term road safety goals.
.
A source commented:
With regard to EC infractions, the procedure means that there would be almost no possibility of a fine within a six month delay period. Fines are only levied if there is clearly no intention of implementing a Directive.
France is only partially implementing and Italy hasn't got round to implementing - neither have some other southern States. Scandinavia will be implementing on time, as will Germany, The Netherlands and Belgium, but only Belgium is using a special Test Centre like the UK (a quarter smaller than the MPTC). The rest are using ad-hoc off-road areas like car parks for only some elements of the new test. The rest is being done on-road.
MCIA press release:
TRANSPORT MINISTER IN TALKS WITH MOTORCYCLE INDUSTRY ON TEST CENTRE CHAOS
Representatives from the motorcycle industry met Transport Minister Jim Fitzpatrick today, to press the industry’s case for a six month delay to the introduction of new test procedures scheduled for the end of this month.
The Motor Cycle Industry Association (MCI), the Motorcycle Rider Training Association (MRTA) and Riders Edge (Harley-Davidson rider training) were able to explain their concerns to Mr Fitzpatrick and senior representatives of the Driving Standards Agency (DSA). The call for a delay is also backed by the Institute of Advanced Motorists, the Motorcycle Action Group and the British Motorcyclists Federation.
The industry’s concerns are centred on the road safety risks to novice riders who in many cases will be forced to ride long distances in order to take a motorcycle test. There is also a strong business case to delay implementation of the new test.
The MCI’s Craig Carey-Clinch said: “The Minister was receptive and we had what I believe was a productive meeting. The discussion with Mr Fitzpatrick and the DSA was frank and constructive, and we must now hope for a swift decision to delay the new test procedure until more test centres are available.”
Echoing these comments, the MRTA’s Frank Finch said: As well as hearing our views about the road safety implications, the Minister was also receptive to the business arguments in that the industry faces a £40 million loss of revenue as well as significant job losses, should the new test proceed with too few multi-purpose test centres.”
On September 29th the motorcycle test is due to change, introducing new manoeuvres required under a European Directive. The DSA has chosen to implement the directive by concentrating motorcycle tests at about 60 planned multi-purpose test centres around the UK. Currently there are around 260 motorcycle test centres and the DSA plan, if it had been successful, slashes this number by 80%.
The motorcycle community call has been prompted by the fact that only 39 test centres, nationwide, will be opened ahead of the major changes later this month. There has been rising concern about the DSA’s inability to deliver the promised number of new test sites.
Unless action is taken, there is a real danger that the whole motorcycle test system will fall into chaos, with candidates in many parts of the country unable to secure a motorcycle test. More importantly, the motorcycle industry fears that longer journeys to fewer test centres will bring significant road safety risks. All good advice to novice riders tells them not to undertake long journeys in heavy traffic soon after taking their test, but to build up slowly as they gain experience. Some test candidates could face a journey of 100 miles or more in each direction, coupled with the stress of taking a test.
Craig Carey-Clinch added: The motorcycle industry, MRTA and training organisations are fully supportive of the new test, which should help to produce more competent and safer riders. But we believe that if the new test is introduced in a few weeks as planned, the motorcycle test system is likely to crash and administrative chaos will ensue, discouraging people from taking their riding test, and compromising longer term road safety goals.
.
Thursday, 4 September 2008
DSA Not To Run Brewery Celebration Events - Official
Well, we're just weeks away from the implementation of the new 2008 bike test, featuring off-road test exercises on new DSA MPTCs (Multi Purpose Test Centre).
It's worth looking at the timetable involved . . .
Info here
1. In October 2000, the European Commission brought into force new standards for theory and practical driving tests. In January 2001, DSA issued a Discussion Paper which described the new requirements, and sought views on those matters where there was flexibility in implementation. In August 2002, the Agency issued a Report that summarised consultees’ responses and explained the decisions that Ministers had reached.
2. The practical test for learner motorcyclists in Great Britain will need to contain extra, and more demanding, special manoeuvres. This Regulatory Impact Assessment (RIA) is attached to a Consultation Paper seeking views on alternative service delivery options for testing these special manoeuvres. The RIA contains an initial assessment of the costs, including the compliance costs, and will be developed in the light of any comments received in response to the Consultation Paper. 3. The requirements regarding the special manoeuvres result from European legislation that is already in force. That legislation prescribes what the test must contain, but leaves Member States with some flexibility concerning how tests are organised. The European legislation allows individual Member States until 11 October 2005 to adopt this aspect of the new standards.
So far so good . . .
10. The economic valuations of the 2001 motorcycling casualties are therefore: killed £ 661,608,960
Eek! That's a lot of £££ - so there ought to be plenty in the pot to buy new facilities, and quickly.
As a matter of interest, what are the problems for the public if DSA can't get it organised by 2005?
Well, as we found, there's an extension until 2008.
But there will still be repurcussions - after all, we're talking intructor employment and rider safety.
13. When assessing the risk and costs of implementing a change to regulation, it is usual to consider a "do nothing" option13. This is not possible in this case. GB, like all Member States, is obliged to implement this European Commission Directive. Failure to do so would result in infraction proceedings being taken by the Commission.
That's the only repurcussion?
What about the 'stakeholders' we here about so often?
Riding instructors who can't book tests because there aren't enough test centres.
What about learners? They'll have to pay to travel the extra - sometimes considerable - distances to get to the test centres, and that will involve the ride, perhaps along busy roads, in poor weather, when the candidate is already nervous about the test.
And marking; I still haven't seen anything from DSA about how the new test is marked - wouldn't that have been useful?
A fiasco.
.
It's worth looking at the timetable involved . . .
Info here
1. In October 2000, the European Commission brought into force new standards for theory and practical driving tests. In January 2001, DSA issued a Discussion Paper which described the new requirements, and sought views on those matters where there was flexibility in implementation. In August 2002, the Agency issued a Report that summarised consultees’ responses and explained the decisions that Ministers had reached.
2. The practical test for learner motorcyclists in Great Britain will need to contain extra, and more demanding, special manoeuvres. This Regulatory Impact Assessment (RIA) is attached to a Consultation Paper seeking views on alternative service delivery options for testing these special manoeuvres. The RIA contains an initial assessment of the costs, including the compliance costs, and will be developed in the light of any comments received in response to the Consultation Paper. 3. The requirements regarding the special manoeuvres result from European legislation that is already in force. That legislation prescribes what the test must contain, but leaves Member States with some flexibility concerning how tests are organised. The European legislation allows individual Member States until 11 October 2005 to adopt this aspect of the new standards.
So far so good . . .
10. The economic valuations of the 2001 motorcycling casualties are therefore: killed £ 661,608,960
Eek! That's a lot of £££ - so there ought to be plenty in the pot to buy new facilities, and quickly.
As a matter of interest, what are the problems for the public if DSA can't get it organised by 2005?
Well, as we found, there's an extension until 2008.
But there will still be repurcussions - after all, we're talking intructor employment and rider safety.
13. When assessing the risk and costs of implementing a change to regulation, it is usual to consider a "do nothing" option13. This is not possible in this case. GB, like all Member States, is obliged to implement this European Commission Directive. Failure to do so would result in infraction proceedings being taken by the Commission.
That's the only repurcussion?
What about the 'stakeholders' we here about so often?
Riding instructors who can't book tests because there aren't enough test centres.
What about learners? They'll have to pay to travel the extra - sometimes considerable - distances to get to the test centres, and that will involve the ride, perhaps along busy roads, in poor weather, when the candidate is already nervous about the test.
And marking; I still haven't seen anything from DSA about how the new test is marked - wouldn't that have been useful?
A fiasco.
.
Uh-Oh . . . 'Sad' Warning . . .
I use a couple of on-line dscussion forums, and on one the subject of 'advanced' books came up, during which I mentioned 'old', 'new', and 'very new' Roadcraft, the police training manual.
I was asked which particular 'old' (also known as 'The Blue Book') one I meant, as that person had three versions.
So I opened the 'training' cupboard and started to get out the book collection . . .
.
Wednesday, 3 September 2008
Kent Police 'Riding Plans'
Probably still one of the best 'advanced' training videos ever made, even though it dates from 1982! None of these modern thumb-sized cameras - this was made with a pillion carrying a full-sized camera!
So, Riding Plans. What it said on the cassette box, really :)
Try to watch the last one last.
Start:
Final:
And thanks to Advanced Biker for posting them on Youtube.
.
So, Riding Plans. What it said on the cassette box, really :)
Try to watch the last one last.
Start:
Final:
And thanks to Advanced Biker for posting them on Youtube.
.
Hugh Noblett & A 'War Story'
Just been reading some magazine articles 'reprinted' on the Cadence Driver Training web site here.
In particular:
Jaguar World - Part 2: The Honesty of Observation
Reminded me of an 'occurrence' from a few years ago, with a classic example of 'observation links' telling a story.
I was returning from an instructor training assessment, along the A4 towards Bath.
Coming over the crest of a hill, there was a hazard warning sign for 'cattle' on the left. Further over the crest, as the road gradually went left, there wasa quad bike parked on the right hand verge.
Who uses quad bikes?
Where had the rider gone once it was parked?
Yup, just further around to the left, opening the gates to lead out the cows . . .
.
In particular:
Jaguar World - Part 2: The Honesty of Observation
Reminded me of an 'occurrence' from a few years ago, with a classic example of 'observation links' telling a story.
I was returning from an instructor training assessment, along the A4 towards Bath.
Coming over the crest of a hill, there was a hazard warning sign for 'cattle' on the left. Further over the crest, as the road gradually went left, there wasa quad bike parked on the right hand verge.
Who uses quad bikes?
Where had the rider gone once it was parked?
Yup, just further around to the left, opening the gates to lead out the cows . . .
.
Monday, 1 September 2008
Testing Testing 1 2 3 4
I posted recently about the TeaselArt garden art banners I'm involved with.
Here's a test of embedding a Youtube video . . .
.
Here's a test of embedding a Youtube video . . .
.
"Where There's One . . .
. . . There's Another"
I've been meaning to post this for ages, but a couple of incidents in the last couple of days have reminded me.
So: "Where There's One, There's Another"
Often true when out and about on the road, and worth noting to raise your awareness in situations - and keep it raised.
The particular instances that have reminded me both involve emergency vehicles. Being sad, I happen to know that a typical 'urban' fire brigade response is to send two appliances (no, not 'engine' - that's only manual or steam operated or driven - told you I was sad!). In most small-medium towns there will be one full-time fire crew, and a second 'retained' crew who have 'day jobs' and are alerted by pagers when needed. Larger towns and cities may well have two crews on full-time standby.
So that two appliance turn out could be one vehicle, followed by another two minutes later, or two nose-to-tail.
Locally we have an ambulance station, and on some calls they'll send a fast response vehicle as well as the ambulance itself - so if you see the car, and full-sized ambulance may not be far behind.
Of course, with a larger incident you may get all three services responding (as in Basingstoke the other day, when two applicances were followed by a police patrol car).
If two emergency vehicles are running together, it's likely - but not guaranteed - that they'll run with different siren tones.
It's not just vehicles, though. Many animals 'herd' - so if you see one sheep popping its head through a hole in a fence, expect another 20 or 30. Similarly, if one deer jumps across the road, expect more.
What about children? They're 'pack' animals. If one runs across - look for the threatening one that's chasing. Same if there's a kid on a bicycle or even a lycra-clad adult - one could be the lead rider of a posse.
So, remember: Where There's One, There's Another!
And also remember that fire appliances are like dogs - they tend to mark their progress with watery stains . . .
.