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| 09 Nov 2009 09:06:13 pm |
 Motorcycle Association To Tackle Training & Legislation |
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The motorcycle industry ‘s training associations have merged under the umbrella of the Motorcycle Industry Association (MCI) to create an organisation that is better prepared to take on the current circumstances and future challenges of motorcycle training. The trainers association will be known as the Motorcycle Industry Trainers Association (MCITA)
Following a review of motorcycle training issues the Motor Cycle Industry Trainers Association (MCITA) and Motorcycle Rider Training Association (MRTA) have merged together to better serve the practical and representative requirements of the training industry.
The merger will ensure a larger, single voice for trainers that will be essential in forthcoming consultations and licence directives. The industry believes that now more than ever, it is essential to use our collective voice to ensure the needs of trainers are fully represented and supported.
The recent implementation of the 2nd Driving Licence Directive has posed difficulties for the training industry and it is vital that trainers are united to work through these current complications and respond to the consultation relating to the Third Driving Licence Directive (3DLD).
The 3DLD will deal with issues related to the minimum age for riding bikes and a new licence category has been added. Importantly there is also the option for riders to move through licencing categories via a training or testing route. The MCITA has a critical role to play and are currently talking to both the DSA and other organisations in Europe about this upcoming legislation to ensure that in the UK the trainer’s position is optimised and rider safety maximised as the 3rd directive is implemented.
There are many other important topics on the horizon that MCITA will need to address, including Direct Access and CBT review , a review of the Trainer Booking system, Continuing Professional Development (CPD) for Motorcycle Instructors and much more.
On a day-to-day basis MCITA members can expect regular communications and other practical business benefits. Canvassing of opinions and a monthly newsletter will keep members fully informed about the regulatory changes that are likely to happen in the future. MCITA members are also represented at many meetings each year with the Department for Transport and the Driving Standards Agency among others, as well as in Europe through the MCI’s sister association ACEM. Discounted insurance premiums and kit discounts are some of the other financial benefits.
Tara Glen, Chairman for the MCI said; “If the training industry is to respond successfully to the challenges ahead, maintain commerciality and drive improving rider safety standards, addressing the future as a larger single representative voice is essential and the MCI is proud to be able to lead this merged organisation”
Paul Williams, Chairman for the RMI commented that; “ we recognise that the motorcycle trainers would be better represented by being a larger single voice, particularly in the face of proposed legislation and at the RMI we are pleased that our foundation work on behalf of the training industry will, by this merger be continued by the enlarged MCITA” |
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Posted By : admin
| Category : Motorcycle Training |  Comments[0] |  Trackbacks [0]
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| 01 Oct 2009 07:41:58 pm |
| New Motorcycle Testing Regime a Disaster say BMF |
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In its detailed submission of evidence to the Transport Select Committee on the introduction of the new European motorcycle test, the British Motorcyclists Federation say that with fewer people now taking their test than at any time in the past five years, the Driving Standards Agency’s (DSA’s) interpretation and implementation of the test Directive has been a disaster for British motorcycling
With training schools reporting downturns in business and income dropping by a third* (and winter still to come), many businesses will probably not survive the additional seasonal drop in business, trained professionals will find themselves unemployed and many of these small businesses will go to the wall say the BMF.
The inadequate provision of the new Multi-Purpose Test Centres (MPTCs) now required for testing has also meant that even if they fail their test, some trainees literally face a 220 mile round trip for a Module One motorcycle test. Riding such distances when a rider is deemed not up to standard makes a mockery of the test say the BMF.
The test’s content also comes in for criticism from the BMF because of the way that the DSA have implemented the swerve and brake manoeuvres as a swerve and then a controlled stop as one manoeuvre.
The BMF point out that the directive does not specify that these manoeuvres have to be tested as one manoeuvre, simply that an obstacle has to be avoided at 50kph and braking should be from 50kph. By combining braking and swerving the DSA have exceeded the EU Directive’s requirements and made it a more difficult and hazardous manoeuvre, so much so that several learners have crashed trying to complete the sequence.
The DSA also decided to introduce specific distances and dimensions for the manoeuvre whereas the directive does not specify any minimum elements, except for that of speed.
On the speed issue, the BMF maintains that not enough was done by the UK government to allow a derogation. Sticking rigidly to a 50 kph speed requirement (31 mph UK equivalent) means that the braking test can no longer be carried out on UK roads as UK speed limits would be exceeded. A derogation allowing braking from 30 mph (48 kph) would have meant that many of the manoeuvres now requiring special areas could have been part of the on-road test. The BMF also point out that the motorcycle test now includes at least four low speed manoeuvres as opposed to the two mandated by the Directive.
The BMF are also critical of a system whereby DSA examiners make no allowances for low-powered machines struggling to reach the required speed in the distance specified, or for any adverse weather conditions. Manoeuvring areas are rigidly adhered to even though advice on riding and driving in adverse weather conditions recommends allowing a greater stopping distance say the BMF. (NB: Prior to the new test, emergency braking tests conducted on UK roads had no specific stopping distance).
Extra test requirements, such as that of executing a figure of eight manoeuvre, are of dubious benefit say the BMF, as they take valuable training time away from learning how to interact with traffic.
On the provision of the MPTCs now required for this gold-plated procedure, the BMF reiterate that it has always maintained that provision would be inadequate.
As examples, the BMF point out that if a learner from say the small town of Portree in Scotland needed to take their test, the nearest centre is 110 miles away in Inverness, a round-trip of some 220 miles! In Wales someone from Aberystwyth would need to ride 70 miles to Swansea or in Cumbria, a learner from Kendal would face a 55 mile ride to Blackburn. If on the other hand, they were to be learner car drivers, all of them could take a car test in their home town!
Commenting, the BMF’s Government Relations Executive Chris Hodder said:
“The BMF have been campaigning on this issue for eight years and it appears that everything we have said has come true. What does it take for the DSA to wake up and admit they were wrong? The situation now facing motorcycling is a dire one and I foresee many young people in remote areas resorting to illegal riding or perpetual learning as the norm.”
The terms of reference for the Select Committee inquiry can be found at: http://www.parliament.uk/parliamentary_committees/transport_committee/transpn090727nem.cfm
The 2nd Directive text can be found at:
http://europa.eu/eur-lex/en/consleg/pdf/1991/en_1991L0439_do_001.pdf
Note: According to the Motorcycle Industry Association, in November 2008 motorcycle registrations were down16% on the previous November. In February 2009, they were down 25% on the previous February and by August, they were down 30.5% on last year with the smaller ‘learner’ classes being hit hardest. |
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Posted By : admin
| Category : Motorcycle Training | Comments[2] | Trackbacks [0]
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| 02 Jul 2009 08:45:39 pm |
| Learners may lose the right to ride alone! |
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According to the Motorcycle Industry Association (MCI) learner riders may face having to ride with an instructor at all times, potential plans may be released leter this month.
The changes are expected to be revealed in a new consultation paper on changes to current European legislation, leaving thousands unable to ride alone! The paper also contains details on making the existing motorcycle test even more difficult!
Details include raising the minimum age to 24 for Direct Access and new riders may be subject to power restrictions for up to 4 years, 4 at 15bhp and 2 at 47bhp.
Obviously these measures would be exremely damaging to the motorcycle industry in the UK!
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Posted By : admin
| Category : Motorcycle Training | Comments[0] | Trackbacks [0]
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| 10 Jun 2009 10:29:09 pm |
| Motorcycle Pass Rates Reduces Dramatically! |
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It has been reported that as many as 4000 fewer learners are passing their bike test under the the new test each month. Around 6600 were passing 12 months ago and that number has plummeted to circa 2600 today. To date there have been 18 reported accidents whilst riders were attempting the swerve test - data obtained under the Freedom of Information Act. 16 of these suffered injuries and 7 were taken to hospital!
The swerve test involves swerving around cones at 31mph before stopping, split into two separate exercises. The test is supposed to demonstrate the rider to make two dramatic changes in direction and stop in an unreasonable distance.
A combination of a harder test and many horrer stories are clearly putting people off and it is threatening the future of motorcycling, according to the Motorcycle Industry Association (MIA). There are lots on people asking for the swerve test to change but the DSA currently have no plans to make any changes.
The DSA are currently having constructive talks with the motorcycle industry but you can expect changes to be made!
Watch this space! |
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Posted By : admin
| Category : Motorcycle Training | Comments[0] | Trackbacks [0]
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| 06 Oct 2008 12:58:31 pm |
| Not tested, not safe, not ready, revise it or scrap it! |
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I have attended many meetings and done a fair bit of research into the new motorcycle test and I am writing to put a few different slants on this fiasco.
Firstly as with any EU legislation it is a case of one size fits all. The directive that is imposing the new test on us, 2DLD is all about harmonisation. However has there ever been any thorough analysis that this is required in the UK. We have one of the toughest, most heavily controlled, rider training systems in Europe already in place. Our roads are one of the safest in Europe. Our problem is more to do with large capacity bikes and more mature riders isn’t it? Surely attitude and post test training is required. What’s needed in Portugal and Spain may not be required in Scandinavia!
Not tested. There has not been enough research into the variances of machines and people likely to attempt this test, specifically low power, small capacity bikes. Will this now see the demise of the A1 category licence? Most bikes in this group are unlikely to achieve the acceleration and terminal speeds necessary. Wet weather is also a massive issue. The DSA claim that MPTC’s have surfaces with excellent wet weather properties. However this claim is totally irrelevant. It is a psychological as well as physical fact people cannot go as fast or brake and corner as hard in the wet as in the dry. (Check out Motogp lap times when it rains!) No adjustments or compensation will happen during the off road manoeuvres, however on the road you will be expected to ride to the conditions. So regardless of the weather half of your test will be taken in “dry mode” and the other half in “adjust to the conditions mode!” The temporary/emergency sites DSA are proposing are going to be stadium car parks covered in parking bays, Vosa sites made of concrete slabs! Sites where examiners have no control over access. Sites where everyday traffic is free to drop its usual residues. The DSA produced the layout and format of the test with out consultation. They interpreted 2DLD which consists of 4 exercises and made it 11. They claim to have tried and tested it by letting some people have a go. These people were not novice riders on the first rung of the ladder under pressure of a test. Ask for a report or survey or analysis and you won’t get one, is this research?
Not safe. The test is fundamentally flawed. IT IS ACTUALLY A TEST OF UNSAFE RIDING. I have conducted this test on a 125 and 500cc machine. To achieve the high speed manoeuvres taken at 50kph (31.5mph) you have to accelerate hard coming off a sharp bend in low gear and then swerve and brake once up to speed. This is a practise I would never teach a student under any circumstances. It implies a total lack of awareness to accelerate so hard and fast in a situation you should not. It also smacks in the face of this governments and the DSA’s obsession to place ECO driving on the agenda. What hypocrisy! You would fail the road ride if you demonstrated such harsh acceleration and lack of planning. Why was the breaking of our national speed limit never challenged. This is one of the reasons the high speed manoeuvres cannot be conducted on public roads and these massively expensive MPTC’s had to be built. Yet another unsafe and illegal practice, teaching students to speed! If a student does over cook it on the high speed manoeuvres, the spill could be quite serious, low or even high sides are possible. Also the locking of the front wheel at 50 kph is a very unpleasant scenario, easily done especially when wet. I have no idea of the first aid facilities at these MPTC’s and I doubt the examiners have either. It is the same as this test not thought through enough.
Not ready. The MPTC build programme (new test centres) has already been covered and was one of the reasons for deferral. However my slant is on the research aspect and preparation for the test itself. There simply has not been enough. I can see examiners having to fix issues on the job! Even some Examiners are sceptical. They are confused over some of the pass fail criteria aspects and highly dubious of the allotted time for each candidate. When do they decide a candidate (who has paid £80, probably lost a days pay at work and travelled miles and miles to the centre) is unsafe to take on the road ride. A very grey area. Clip a cone, wobble a cone or knock a cone over. All very different interpretations by very different examiners. Even in the U turn box confusion reigns. You are allowed to go on the white boundary lines but which part of your bike, your tyre, handlebars, pannier, must not go outside the box? Why cant things be simple! Examiners had better get fit as well if they are to keep test slots on time. You only need one or two students to retake the speed parts (you are allowed 2 attempts, both exercises) or struggle to interpret the course layout and get lost in a sea of cones and bang go their lunch breaks.
The call for a two part test is becoming ever more attractive! (Watch this space!)
What a way to implement the biggest overhaul of our motorcycle test since 1989, when the pursuit test was introduced. What the breathing space provided by the 6 month deferral should address is a complete overhaul of 2DLD. It is implied this new test will make motorcyclists safer riders, yet there is absolutely no evidence to support this. Making the exam harder does not make people smarter, it just makes less of them pass. Could this help to reduce road casualty figures for riders I wonder? If you change the test the training to achieve it also needs to change. None of this has happened with 2DLD, the training industry has been hung out to dry. No support, no funding. Imagine how many teacher training days there would be if a school exam changed. Students see the test as a hurdle to overcome to get their licence. It is their training that influences their riding. I still get students from years ago telling me they can hear my advice in their head. “Leave that front brake alone, get up a gear, look where the f**k you are going!” I have never heard anyone say their riding test influenced their riding career in any way. We are spending millions and changing something that is totally without foundation, not researched, not ready, not necessary, and directed at the wrong area of rider safety.
Loz Williams - www.2wheelskool.co.uk |
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| Category : Motorcycle Training | Comments[0] | Trackbacks [0]
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