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In January this year the Minister of the Environment Alex Atwood replied to a question in the Northern Ireland Assembly from Mr Phil Flanagan Sinn Féin, whether his Department has considered requiring drivers to drive with dipped headlights on, at all times between October and March.
In his reply the Minister set out the requirements for drivers use of dipped headlights in addition to their use at night, “Drivers are required, under the Road Vehicles Lighting Regulations (NI) 2000, to use dipped headlights (in addition to their use at night) during daytime when visibility is seriously reduced, for example in adverse weather conditions or in dull daytime weather.”
As motorcyclists reading this, you may begin to wonder where this is heading as motorcycles already come fitted from the major motorcycle manufacturers with headlights hard wired (AHO – Automatic Headlights On).
However as the title of this article suggests we appear to have an “enlightened” minister.
In his response Mr Attwood said “In addition, the cycle and motorcycle lobbies are likely be concerned at the relative lack of conspicuity that would be imposed on them were such a requirement to be imposed and the possible increase in accidents as a consequence. Pedal cycles do not have dipped headlights and motorcycles currently rely on being brighter than other vehicles to improve their conspicuity.”
We couldn’t have given a more appropriate answer if the minister had asked us himself!
Northern Ireland Motorcycle Fatality Report 2012
In the recently published, Northern Ireland Motorcycle Fatality Report 2012, 79.5% (n.31) of the collisions occurred during daylight hours.
Out of the 39 cases, there were seventeen (43.6%) in which another vehicle was considered the primary cause of the collision, in thirteen of these cases the motorcycles all had their lights on.
In nine cases the other vehicle driver pulled out in front of the motorcycles and in four cases, performed a U turn across the path of the motorcycle.
The evidence highlighted that the other vehicle driver was in a position to see them.
However, there appears to be a problem of looking but not seeing which may be due to the size of the motorcycle or simply because the car/van driver is expecting to see another car or van and has difficulty coping with the unexpected.
Further investigation into the perception of lights on motorcycles by OV (Other Vehicle) drivers would be warranted.
Bright Idea?
In February 2010 we replied to a consultation on Daytime Running Lights (DRL) from Ireland’s Road Safety Authority (RSA). Although the consultation was mainly about DRLs the consultation contained a position that, “The Bright Way To Save Lives” – “It’s not just at night that you need to turn on your lights” – “Dipped headlights are an effective way to reduce the number of collisions on our road”.
To add to Mr Attwood’s answer, we replied then that, “The concern is that when all vehicles have their dipped beam lights on, motorcycles will lose any advantage in terms of conspicuity that there may have been. As mentioned above in relation to glare and for example intersections, there is considerable documented evidence of the inability of car drivers to “see” approaching motorcycles – in spite of the fact that these motorcycles have dipped headlights on. On the subject of headlight use, some motorcyclists will ride with their main beam on. This seems to be indicative of the opinion that “bright is always right” for all conditions in the belief that having brighter lights on will identify motorcycles from the rest of the traffic.”
In the words of rider organisations such as the Motorcycle Action Group (MAG UK), riders would be, “Lost In A Sea Of Lights” and “Bright Isn’t Always Right” as regards to all vehicles running with dipped beam on during daylight hours.
For the Ministers full answer and Links and Information at Right To Ride
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Right To Ride has responded to a Road Safety public consultation on an European Union (EU) strategy to reduce injuries resulting from road traffic accidents.
The consultation, a survey from the European Commission’s (EC) Energy and Transport states that “Road safety strategies traditionally focus on reducing fatalities. Injuries, however, are overlooked and have become a major health problem. In 2010, about 1 500 000 people were injured on the roads of the European Union, at huge economic and human cost to society.” adding that, “Reducing the number and the severity of road traffic injuries is one of the strategic objectives outlined in the Policy Orientation on Road Safety 2011-2020 and a priority for EU action.”
Therefore the EC say that it is, “Developing a comprehensive strategy of action concerning road traffic injuries and emergency services, with the help of all relevant actors.”
The EC says that initially, “It will seek to find a common understanding of definitions and concepts relating to casualties (in particular, the definition of serious and slight injuries), improve data collection and identify courses of action to improve prevention and intervention, including their socio-economic impact.” and that based on feedback from the first stage of the proposed strategy, “Specific or tailor-made actions might be identified with a view to increasing the accuracy of existing databases on road injuries”.
This initial stage appears to be whether the count of road injuries is accurate.
Questionnaire
The questionnaire asks participants to list references to any studies or documents of relevance to this consultation on injuries resulting from road accidents. If you are aware of any study or document or the organisation, group or association you may be a member of has produced any studies or documents you can forward these to the EC.
At Right To Ride we have forwarded the EC our Northern Ireland Motorcycle Fatality Report 2012, the report is an Indepth Study of 39 Motorcycle Collisions In Northern Ireland between 2004 and 2010 where 41 Motorcyclists were Fatally Injured.
Towards a European Road Safety Area
Meanwhile in the EC document – Towards a European road safety area – Policy orientations on road safety 2011-2020 which is being promoted as EU road safety guidelines 2011-2020, it specifically mentions motorcyclists as vulnerable road users.
Specifically making vulnerable road users – especially motorcyclists – safer by improving communication between authorities and road users, and introducing periodic inspections of motorbikes, mopeds, etc.
The document says that, “The problem of motorcyclists’ safety ” should be addressed through a range of actions, with a view to:
1. Improving awareness of PTW (Powered Two Wheelers – motorcycles – scooters – mopeds) riders by other road users.
2. Encouraging research and technical developments aimed at increasing PTW’s safety and reducing the consequences of accidents, such as standards for personal protective equipment, airbags, the use of relevant ITS applications (e.g. eCall) and progressive installation of advanced braking systems, appropriate anti-tampering measures, etc.
The Commission will propose to extend to PTWs the existing EU legislation concerning roadworthiness testing. Finally, on-going efforts to better adapt road infrastructure to PTWs (e.g. safer guardrails) should also be continued.
3. Encouraging Member States to focus enforcement on speed, drink and driving, helmet use, tampering and riding without a proper PTW licence.
You may be familiar with some of these issues that the EC is already progressing with such as mandatory advanced braking systems and appropriate anti-tampering measures in the proposed EU Regulation that is presently under discussion you may not be aware of these other range of actions.
The problem with these actions is that, although we can simply welcome the on-going efforts to better adapt road infrastructure to PTWs (e.g. safer guardrails,) the issue is what is in the detail for improving awareness of PTW riders by other road users.
While encouraging research and technical developments aimed at increasing PTW’s safety and reducing the consequences of accidents, is welcome what are the details of standards for personal protective equipment, airbags, the use of relevant ITS applications (e.g. eCall) and rather than a concentration on the consequences of accidents a step back to concentrate on looking at the prevention of accidents would be more appropriate.
Of course nobody would deny that enforcement on drink and driving is to be encouraged however perhaps enforcement on speed should be on inappropriate speed, helmet use is more a “Southern” European issue and tampering and riding without a proper PTW licence suggests that there is only an issue with PTW Licences.
Bundle these actions together as “The problem of motorcyclists’ safety” the problem then becomes the motorcyclists acceptance and the problem of throwing out the bath water, baby and all, with any EU proposals on regulation or policy on improving motorcyclists safety.
It’s all a balancing act as all this will not go away, so from Road Safety Consultations to EU Regulations to Road Safety reports, a certain flair to understanding the depth of these issues and how they are interlinked and can be dealt with, without ending up looking at an empty bath and sitting on a heavily regulated motorcycle.
View the Response and Links at Right To Ride EU.
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The March edition of InMotion, the International magazine of the FIA – Fédération Internationale de l’Automobile – carries an article in which one of their Regions (1) is disappointed and brands as “Flawed” a report on the cost-benefit analysis of Anti-Lock Braking Systems for motorcycles.
We assume that the article refers to the Impact Assessment conducted for the Internal Market and Consumer Protection (IMCO) committee. This Impact Assessment looked at three measures contained in the European Commission’s proposal for a “Regulation on the approval and market surveillance of two- or three-wheeled vehicles and quadricycles”.
This was relevant to three compromise amendments to these measures which were submitted by MEPs to the IMCO Rapporteur, Mr van de Camp’s report in February 2012.
The FIA article appears to focus on the amendment concerning the mandatory fitting of Advanced Brake Systems (Combined Brake System (CBS) and/or Anti-lock Braking Systems (ABS)), moving the ABS introduction date forward by a year and extending Advanced Brake Systems cover to Powered Two Wheelers of more than 50cc.
At Right To Ride, we agree with the FIA comment that, “the report is disappointing as the evidence of all key stakeholders, in particular users and suppliers, has not been included.”
As previously reported, ETRA the European Twowheel Retailers’ Association also commented on the shortcomings of the Impact Assessment, stating “the Committee rejected the conclusions of the impact assessment study. (…) due to the limited amount of time to draft it and to the unclear mandate given to London Economics.”
ETRA’s press release continued with the comment, “The Conference of Presidents that followed the discussions, decided to give more time to London Economics to come up with a final and more thorough version of the study that, for instance, would take into consideration also the point of view of the parts suppliers as regards the cost of ABS.”
However, the tag line on the picture accompanying the FIA article is as follows:
“The FIA says that the EU failed to listen to suppliers such as Bosch, whose ABS 9 system is shown here.”
At Right To Ride, we wonder if this is a “veiled” promotion of one ABS manufacturer over others? The reason we wonder, is because there appears to be a comprehensive and systematic lobby by one ABS manufacturer.
Our opinion at Right To Ride is that mandatory ABS will not be the panacea that will “save” the proportion of riders lives in collisions that is being reported by various sources, because there are just too many variables when considering the cause of motorcycle collisions.
It would appear that FIA have tempered their views and recognised that ABS on its own will not automatically enhance road safety.
Read the article at Right To Ride EU
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Apparently everyone’s views, especially those of older people, are being sought in a survey aimed at improving road safety.
In 2010, 106 people aged 65 and above were killed or seriously injured on our roads, including 26 pedestrians.
Department for the Environment Minister Alex Attwood said: ‘These are chilling statistics. We know that older people are one of the most at risk groups on our roads and that they are particularly vulnerable when out walking. Improving their safety is a priority for my Department and a key part of Northern Ireland’s Road Safety Strategy to 2020, which recognises that older people will form an increasing proportion of the population here in the years ahead."
Inviting all road users to fill in a survey which is available online or that can be posted out, the Minister added: "I value the views of the whole community and would encourage everyone, not only older people, to take part in this important research. This is part of an ongoing project which will help us to better understand the issues involved and develop new ways to tackle them."
The survey can be completed by people of all ages and the questions will be automatically tailored to suit your age range. However, although the questions are designed to help find out about the behaviours and attitudes of road users as drivers, passengers, pedestrians or cyclists, you will note there is no mention of motorcyclists or any derivation of two wheels – scooterists or three wheels – Trike Riders.
At Right To Ride we are sure there is no conspiracy to exclude riders, because the content of the survey and its aims to investigate the main causes of, and factors contributing to, road collisions involving older people are more important.
Right To Rides, Trevor Baird, said, “The questions in the survey ask your views on, assessment to drive at 70+ years, a section for Older Drivers (60 years +) which goes in-depth into ability and issues for those over 60+ as a car diver, a pedestrian, a cyclists, Public Transport but not motorcyclists.”
However the survey does ask your views on your experience of older drivers and the data may also be used in a wider European study (the 'SaMERU' – Safer Mobility for Elderly Road Users - Project) into improving road safety of older people.
Like most “good” surveys at the end you can leave, “any additional comments including any suggestions on how the road safety of older people could be improved”.
At Right To Ride however, we are sure that riders will comment how disappointing it is that motorcycles - scooters or mopeds as motorised transport are not included in the survey and take the opportunity to comment as a 60+ rider or as a younger rider, on the issues.
The survey will run until the end of February and can be filled in at the following link and should take no longer than 10 minutes to complete or you can request for it can be posted out to you:
Road safety survey – SurveyMonkey website http://www.surveymonkey.com/s/DOE_Older_Road_Users
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Last year over a 100,000 motorcyclists, coordinated by the French riders group The Fédération Française des Motards en Colère (FFMC – French Federation of Angry Bikers), demonstrated in France against their government’s plans to introduce a raft of road safety policies.
The proposal to make the wearing of high visibility fluorescent vests mandatory and the introduction of fines for non-compliance seemed to be the main focus of the French demonstrations. This was reported on and commented on by riders in the UK and Ireland.
After the demonstration, (which saw piles of high viz vests burned in protest by riders), French Government Officials claimed that bikers had totally misunderstood the proposed obligation for all to wear a fluorescent high visibility yellow vest!
Officials stated that it has never been a question of wearing that vest but rather to propose (not impose) to bikers that they wear a little yellow strap around their arm so that they can be better seen by motorists.
However FFMC now report that a new decree (NOR: IOCA1126729D No. 2012-3) on road safety has entered into force.
It was published on January 3rd 2012 and entered into force on the 4th January (2012).
French Decree
The decree provides that drivers and passengers of motorized two-wheelers (2WD) of more than 125 cm3 from 1st January 2013 must wear a retro-reflecting device with a total surface area of at least 150 cm ².
If riders fails to comply with the law they will be subject to a fixed fine of €68 which automatically leads to the reduction of two points from their driver’s licence. There is no mention of what the passenger faces for non-compliance, perhaps just a fine?
FFMC say that, “bikers already have four retro-reflective stickers on the helmet and they ride with the headlights on. In addition, a retro-reflecting device is useless in daylight … We also know that the issue of visibility is not a problem of lighting or colours of clothing, but a problem of inattention of drivers inadequately trained to coexist with PTWs which is more and more prevalent. Finally, why are only bikers of than 125 cm3 included? They are the best equipped of all PTW users.”
This year the political elections are due in France and “noises” coming from FFMC suggests that they are not finished with this issue.
Right To Ride Comment
At Right To Ride we wonder if riders visiting France will have to wear a reflective device; where riders will be able to purchase these; how much these reflective devices will cost and who will make a huge profit from selling these to 3.5million registered PTWs in France (Powered Two Wheelers – Motorcycles – Scooters – Mopeds – 2009 ACEM).
Meanwhile in the Republic of Ireland, MAG Ireland has published interesting preliminary results of their survey on Hi Viz. These results suggest that riders are very aware of their own mortality and that the majority take necessary precautions.
Perhaps the French (and Irish) authorities should spend more time consulting riders instead of mandating ridiculous arm bands (or vests).
When a government starts interfering with the clothing of a minority group, there may be trouble ahead.
Read the full article on Right To Ride EU
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